PHNOM PENH-SIHANOUKVILLE

EXPRESSWAY PROJECT
DESIGN OF BRIDGES
to Malaysian Specifications

By: Ir. Mhd Lokman Hassan

Copyright © Minconsult Sdn. Bhd. 2019 • All rights reserved • No part of this presentation may be produced without Minconsult Sdn. Bhd. express consent.
OUTLINES

INTRODUCTION

BRIDGE – AN OVERVIEW

BRIDGE DESIGN STANDARD & CODE OF PRACTICE

DESIGN PRINCIPLE AND APPROACH

BRIDGE LOADING

WORKED EXAMPLE

CURRENT PROJECTS - PHOTOS

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INTRODUCTION

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INTRODUCTION
• Construction of bridge in Malaysia
• Early 1920s – Steel beam & curved steel plate (buckle plate bridge).
• Early 1930s – Reinforced concrete bridge
• Early 1950s – Prestressed concrete bridge (short to medium spans)
• 1974 – Prestressed concrete box girders (longer spans)
• Other bridges (Less common)
• Steel truss
• Bailey bridge (usually used as temporary crossing)

• Authorities involved in custodian of road bridges in Malaysia

• JKR (Jabatan Kerja Raya)
• LLM (Lembaga Lebuhraya Malaysia)
• Local authorities (DBKL, MPPJ, MPSA & etc.)
• Private Concessionaires (Plus, Prolintas, PBSB & etc.)

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BRIDGE – AN OVERVIEW

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CLASSIFICATION OF BRIDGES
Bridges are generally classified & separately called by the purpose as
follows: -

Road/Highway Bridges Rail Bridges Flyover Bridges

Viaducts Overhead Footbridges

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TYPES OF BRIDGES
1) The primary load-carrying member
T-Beam, I-Beam, Box Girder, slab, arch, trusses frame.

2) Material of primary load-carrying member

Concrete and steel

3) Type of span designed

Simple span, cantilever-suspended span, continuous span.

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TYPE OF BRIDGES
Slab Bridges
Concrete slab bridge is wide shallow
beam in which the beam itself acts as the
deck. Slabs span be made of either
reinforced concrete or prestressed
concrete such as channel slab, solid slab,
voided slab.

Girder or Beam Bridges

Consists of deck supported directly by
longitudinal girders or beams. Concrete-
beam-type bridges are composite which
allows the beam and deck to act together
to carry the load. E.g. T-Beam, M-Beam,
Y-Beam, U-Beam and I-Beam

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TYPE OF BRIDGES
Box Girders
Rectangular or box-shaped cross section
such that the roof and floor act as flanges
and the walls act as webs. These
structures maybe simple span or
continuous and either prestressed or
reinforced concrete. Segmental box
girders are frequently used for long span
bridges usually constructed by a
cantilever method.

Concrete Box Culverts

Concrete box culvert consists of a box-
like concrete frame, generally normal to
the roadway, which has a waterway or
roadway passing through the culvert
underneath the roadway.

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TYPE OF BRIDGES
Steel Bridge
Reinforced concrete steel truss bridge is
rare. A truss bridge is one of in which the
main supporting members are made up of
a series of triangles the sides of which act
in tension or compression.

Frame
Rigid frame reinforced concrete bridge in
which either piers or abutments are
casted monolithically with the main
supporting member, either girder or slab,
so that the abutment can assist in
carrying the main supporting member
loads.

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TYPE OF BRIDGES
Arch
The true arch carries load by direct
compression .The arch bridge (concrete
or steel) is generally of three types;

1) spandrel arch consists of the deck

system supported by columns or
bents, which rest on arch proper.
2) filled arch has fill material contained
by walls resting on the arch.
3) through tie arch/bow string bridge
which hangers supporting a floor
system and deck.

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SUPERSTRUCTURE
Concrete Decks
• The deck is the load-carrying part of
the superstructure that has direct
contact with the wheel loads on a
typical highway bridge.
• Concrete decks on girder bridges
normally have the primary
reinforcement in the transverse
direction or perpendicular to the
girder.

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SUPERSTRUCTURE
Beams or Girders
A girder or beam bridge consists of a deck
supported directly by longitudinal girders
or beams. Concrete girder or beam-type
bridges may be either reinforced concrete
or prestressed concrete and usually
precast. Most concrete-beam-type bridges
are also composite; that is, the beam and
deck have a load-carrying connection
between the beam and deck.
Examples; M-Beam, Y-Beam, T-Beam, I-
Beam, U-Beam, Hollow Slab, Precast Box
Girder

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SUBSTRUCTURE
Abutment
Abutments are the part of the
substructure that form the terminal ends
of the bridge and support the end spans.
Typical types of abutments are full
heights, stub or semi stub. The abutment
is normally composed of footing (pile
cap), a breast wall (ballast wall), a bridge
seat, wing walls, curtain walls and
sometimes approach slab seats on
corbel. Because abutments are supports
for end spans of bridges, they must also
retain the soil on the approaches.

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SUBSTRUCTURE
Pier
Concrete piers are the substructure
element between the abutments and are
usually made up of capping beams/cross
heads, pier columns and footings & pile
caps. The foundation may be spread
footing, piled or drilled shafts. Each of
these components of a pier is frequently
constructed of reinforced concrete with
precast or prestressed units used
occasionally. Another common name for
pier consisting of a cap/cross head on pile
bents used as pier columns.

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FOUNDATION - PILES
Precast Reinforced Concrete Piles
The pile is designed as compression members and
longitudinal steel is provided to withstand bending and
tensile stress during handling and driving. The common
sizes of reinforced square concrete piles used varies
from 250mm to 400mm square section. The usual
design load for this type are in the range of 300 to 600
kN depending on length and soil condition.

Prestressed Spun Piles

Produced by process of spinning and used high
concrete strength, e.g. Grade 56, 60 or more. The
advantages are higher strength to weight ratio, enabling
long slender units to be lifted and driven and the effect
of prestressing in closing up cracks during handling and
driving. High quality concrete and economic
employment of prestressing increased it durability.
Diameter can range from 300 to 1000 mm.
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FOUNDATION - PILES
Steel H-Piles
Steel piles have the advantage of being robust, light to handle and capable of
being driven hard to deep penetration to reach a bearing stratum. They can carry
high compressive loads when they are seated in a hard stratum. They can be
designed as small displacement piles, which is advantageous in situations when
ground heave and lateral displacement must be avoided.

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FOUNDATION - PILES
Bored Piles
Bored cast-in-place piles are installed by first removing the soil by a drilling process,
and then constructing the pile by placing concrete in the drilled hole. In water-
bearing soils and soft clay, casing is needed to support the sides of the borehole.
The casing is withdrawn after placing concrete. In stiff to hard clays and weak rock,
an enlarged base can be formed to increase the end bearing resistance. Design
load for bored cast-in-situ pile depends on pile diameter. Normal diameter are 800
to 1200 mm , however depending on situation diameter can go up to 2.5 to 3.0 m
for large dia bored pile. Load carrying capacity will depend on soil but will also
subject to certain value of structural capacity.

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FOUNDATION - PILES
Micro piles
The special feature of micropile is its
strength, resulting from placing of steel
and its seating in a hole of sufficient
diameter. The equipment used are much
smaller than those used in bored piles.
The micropile are good foundation in
fractured rocks where the
cracks/fractures can be grouted at the
same time of grouting the micropile. For
existing structures where the foundation
is found to fail, these micropile can be
used because they do not require large
equipment or space to work on. The
working loads of micropile varies between
400 kN to 900 KN depending on diameter
including steel pipe diameter, soil
condition etc.

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OTHER ELEMENTS
Expansion Joint Requirements for expansion joint;
It is situated at surface level where it is 1. accommodate all movements of
subjected to the unabsorbed impact and structure and withstand all loadings;
vibration of the traffic. 2. not impart stress to the structure
unless the structure has been
designed accordingly;
Types of Expansion Joints
3. give reliable operation throughout the
Classified by the magnitude of expected temperature range;
movements of the structure in longitudinal 4. be sealed against water and foreign
mode. matter or make provision for their
A. Joint for small movements (Below disposal;
10mm)
B. Joints for medium movements (10 -
25mm)
C. Joints for large movements (Over
25mm)

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OTHER ELEMENTS
Parapet appropriate to the designated level of
1.To provide specified levels of containment using the equivalent
containment to limit penetration by static nominal loadings.
errant vehicles. - Parapet Height
2.To protect highway users by redirecting ▪ minimum height shall be measured
errant vehicles with minimum from the datum to the top of the front
deceleration forces and to reduce the face and it shall be for a particular
risk to the vehicle of overtopping the application as noted below.
parapet and of overturning. ▪1m – normal vehicle parapet
General Design ▪1.80m – bridge over railway
- Level of Containment ▪1.5m – protection of animal
▪ Normal Level of Containment
▪ High Level of Containment
- Vehicle Impact Loading
▪ shall be designed to resist loading

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 OTHER ELEMENTS
Bearing:
Generally used Laminated elastomeric bearing or
Mechanical ( PoT–PTFE) bearing depending on
loads.
Provide a connection to control the interaction of
loading and movements between parts of a
structure, usually between superstructure and
substructure.
The load and movement capacities of the bearing
for any structure should be compatible with the
assumptions made in the overall design of that
structure.
Where restraints are required to restrict the
translational movement of a structure, either
totally, partially or in a selected direction, they may
be provided as part of or separate from the
bearings and normally take the form of dowels,
keys or side restraints. In each case the restraints
should allow freedom of movement in the desired
direction(s). Bearings can be free, guided or fixed
based on requirements.

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BRIDGE DESIGN STANDARD &
CODE OF PRACTICE

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BRIDGE DESIGN STANDARD & CODE OF PRACTICE

3.1 Code of Practice in Bridge Design - Malaysia

• Current Practice - British Standards and Codes
• To-date – transition to Eurocodes
3.2 BS 5400
• Part 1 to Part 10 (Refer to Table)
3.3 Departmental Standard BD 37/88 – Load for Highway Bridge
• Adopt BD 37/88 – Load for Highway Bridge replacing BS5400 Part 2
3.4 Foundation
• Foundation shall follow British Standard Institution BS 8004: Foundation
3.5 Expansion Joints in Deck Slabs
• BD 33/88 – Expansion Joints for Use in Highway Bridge Deck
3.6 Parapet
• New Jersey type concrete in accordance to Department of Transport (UK)

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BRIDGE DESIGN STANDARD & CODE OF PRACTICE

3.7 Anti-Corrosion Protective System

• The steel materials used for the bridge structures shall follow BS 5400: Part
6. A comprehensive anti-corrosion protective system shall be in accordance
with BS 5493 or equivalent.
3.8 Ship Impact
• Appropriate ship collision forces shall be established and follow AASHTO
Guide Specification and Commentary for Vessel Collision Design of Highway
Bridges; 1991.
3.9 Elastomeric Bridge Bearings
• The elastomeric bridge bearing shall be designed in accordance to BS 5400:
Part 9.1 - Code of Practice for Design of Bridge Bearings
3.10 Vehicle Collision Loads on Highway Bridge Supports & Superstructure
• Vehicle Collision Loads on Highway Bridge Supports and Superstructure
shall be designed in accordance with BD 60/94.

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BRIDGE DESIGN STANDARD & CODE OF PRACTICE
BS5400 CODES
Part 1 General Statement
Part 2 Specification for Loads
BD 37/01 Loads for Highway Bridges
Part 3 Code of Practice for Design of Steel Bridges
Part 4 Code of Practice for Design of Concrete Bridges
Part 5 Code of Practice for Design of Composite Bridges
Part 6 Specification for Materials and Workmanship, Steel
Part 7 Specification for Materials & Workmanship, Concrete,
Reinforcement & Prestressing Tendons
Part 8 Recommendation for Materials & Workmanship, Concrete,
Reinforcement & Prestressing Tendons
Part 9 Bridge Bearings
Part 10 Code of Practice for Fatigue
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BRIDGE DESIGN STANDARD & CODE OF PRACTICE
China Codes Description
JTG D60-2015 General Specifications for Design of Highway Bridges and
Culverts
JTG D62-2004 Code for Design of Highway Reinforced Concrete and
Prestressed Concrete Bridges and Culverts
JTG D63 Design of Highway Bridge and Culverts Foundation and
Foundation
JTJ 004-89 Code for Seismic Design of Highway
JTJ B02-2013 Specifications of Seismic Design for Highway Engineering
JTG/T D60-01 Wind Resistance Design Code for Highway and Bridge
GB 50010- Code for Design Concrete Structure
2010(2015)
GB 50017-2003 Code for Design Steel Structure
JT/T 663-2006 Series of Elastomeric Pad Bearings for Highway Bridges
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DESIGN PRINCIPLE & APPROACH

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DESIGN PRINCIPLE & APPROACH
4.1 Limit State Design
• Limit state design is a design process which aims to ensure that the
structure being designed will not become unfit for the use for which it is
required during its design life.
• Two limit states are considered in BS 5400
• Ultimate Limit State
• Serviceability Limit State
4.1.1 Ultimate Limit State
• Ultimate limit state is corresponding to the maximum load-carrying capacity
of the structure or a section of the structure, and could be attained by:
• Loss of equilibrium when a part or the whole of the structure is
considered as rigid body.
• A section of the structure or the whole of the structure reaching its
ultimate strength in terms of post-elastic or post-buckling behavior.
• Fatigue failure. However, it can be seen that fatigue is considered not
under ultimate loads but under a loading similar to that at the
serviceability limit state.
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DESIGN PRINCIPLE & APPROACH
4.1.2 Serviceability Limit State
• This denotes a condition beyond which a loss of utility or cause for public
concern may be expected, and remedial action required
4.1.3 Design Life
• 120 years
4.2 Loads
• Nominal Load (Qk)
• Design Load (Q*)
Q* = YfL x Qk
• Design Load Effects (S*)
S* = Yf3 x Q*
• Design Resistance (R*)
R*≥ S*

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DESIGN PRINCIPLE & APPROACH
4.3 Partial Safety Factors
• The values of the partial safety factor Yn, to be applied at the ultimate and
serviceability limit
4.4 Application of Loads
• General
• the most severe effect on a structural element can be diminished by the
presence of a load on a certain portion of the structure, then the load is
considered to act with its least possible magnitude. In the case of dead
load this entails applying a Yn value of 1.0
• Overturning of Structure
• The stability of a structure against overturning is calculated at the
ultimate limit state.
• Foundations
• The foundations is considered under nominal loads. However, when
carrying out the structural design of a foundation, the reaction from soil
should be calculated for the appropriate design loads.

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DESIGN PRINCIPLE & APPROACH
4.5 Material Properties
• Concrete, the characteristic cube strength, fcu = 20 to 50 N/mm2
• Reinforcement, mild steel fy = 250 N/mm2, high yield = 460~500 N/mm2
• Prestressing steel, fpu = 1860 N/mm2
4.6 Material Partial Safety Factors - Ym Values

Limit State Concrete Steel

Serviceability Limit State

Analysis of Structure 1.0 1.0
Reinforced Concrete Cracking 1.0 1.0
Prestressed Concrete Cracking 1.3 1.0
Stress Limitation 1.3 1.0
Vibration 1.0 1.0

Ultimate Limit State

Analysis of Structure 1.0 1.0
Section Design 1.5 1.15

Deflection 1.0 1.0

Fatigue 1.3 1.0

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DESIGN MATERIAL PROPERTIES

PRINCIPLE &
APPROACH ULS SLS

PRESTRESSING m
CONRETE REINFORCEMENT
STEEL

Stress– Modulus of
Strain Elasticity m = 1.15 m = 1.5 Table 4 Pt.4:
Curve BS5400
Modulus of
Modulus of Elasticity
m = 1.5 Elasticity =
200 kN/mm2
Figure 1
For short & long term STRESS LIMITATIONS
BS 5400
Part 4 For short & long loading – refer to Fig.
Elasticity Analysis term loading 3&4: Pt.4 as the
appropriate tangent
modulus at zero load
Analysis of Analysis of Effect of
From Test
Structure Section Creep
PRESTRESSING
CONCRETE
Effect of creep TENDONS
To determine To determine crack
the effects of widths and stresses under long
permanent due to permanent term loading –
and short term and short term half the values
loading – loading and impose in Table 4, Pt. REINFORCEMENT
Table 3 deformation – an 4: BS5400
Pt.4:BS5400 appropriate
intermediate value Table 2, Pt.4:BS5400 Values of in
between that given table 4, Pt.4: BS5400
in Table 3, Pt.4 DESIGN: MATERIAL PROPERTIES
BS5400 and half
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DESIGN PRINCIPLE & APPROACH
4.7 Design Criteria
• Ultimate Limit State – Rupture, Buckling, Overturning, Vibration
• Serviceability Limit State
• Steel Stress Limitations - check cracks widths in bridges under HA
loading for load combination 1
• Concrete Stress Limitation - include compressive stresses in reinforced
and prestressed concrete, and compressive, tensile and interface shear
stresses in composite construction. Compressive stresses are limited to
0.4 to 0.5fcu for compressive stresses in reinforced concrete.
• Cracking of Prestressed Concrete
• Class 1: No tensile stresses are permitted except for 1 N/mm2
under prestress plus dead loads, and at transfer.
• Class 2: The tensile stresses should not exceed the design flexural
tensile strength of the concrete, which is 0.454fcu for pretensioned
member and 0.36Jfcu for post tensioned members.
• Class 3: Members in which cracking is allowed (Now generally not
used)

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DESIGN PRINCIPLE & APPROACH
4.7 Design Criteria
• yf3 Values – partial load safety factor
• Serviceability limit state – 1.0
• Ultimate limit state – 1.10

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DESIGN PRINCIPLE & APPROACH
LIMIT STATE REQUIREMENTS

OTHER
ULS SLS
CONSIDERATIONS

RUPTURE OR DEFLECTIONS
INSTABILITY CRACKING VIBRATION

BUCKLING FATIGUE
STRESS
LIMITATIONS
REINFORCED
OVERTURNING CONCRETE DURABILITY

VIBRATION PRESTRESSED
CONCRETE
IN CONCRETE IN STEEL

CLASS 1 CLASS 2 CLASS 3

DESIGN: LIMIT STATE REQUIREMENTS

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DESIGN PRINCIPLE & APPROACH
4.8 Reaction Forces Paths

Free-Fixed Single Span Bridge Free-Fixed-Free Two Spans Bridge

Fixed Free Free Fixed Free

Forces from Forces from

Superstructure Superstructure

Forces from Forces from

Substructure Substructure

Resultant Forces Resultant Forces

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DESIGN PRINCIPLE & Determine dimension of

APPROACH Superstructure

Design Superstructure

Determine dimension of
Substructure

Determine All Loads

1) Live Loads
2) Dead Loads
3) Superimposed Dead
Loads
Nominal Load

Design Pile Foundation

Design Load 1) Type of Pile
(Multiplied by 2) Number of Piles (Vertical + Rake)
Factor of Safety) 3) Pile Arrangement

Design Substructure
1 ) Pile Cap + Pier
2 ) Pile Cap + Abutment

Design Other Bridge Components

1 ) Bearing
2 ) Dowels
SEQUENCE OF DESIGN
3) Continuity Connection

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BRIDGE LOADING

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BRIDGE LOADING

5.1 Definitions
• External forces applied to the structure and imposed
LOADS
deformations
• The stress resultants in the structure arising from to response
LOADS EFFECT
to loads
• The weight of the materials and parts of the structure that are
DEAD LOAD
structural elements but excluding superimposed materials
SUPERIMPOSED • The weight of all materials forming loads on the structure that
DEAD LOAD are not structural elements
LIVE LOAD • Loads due to vehicle or pedestrian traffic
• Vertical live loads, considered as static loads, due directly to
PRIMARY LOAD
the mass of traffic
• Live loads due to changes in speed or direction of the vehicle
SECONDARY LOAD
traffic

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BRIDGE LOADING
5.2 Classification of Bridge Loads
• BD 37/01 divides the nominal loads into two groups, largely
- Permanent Loads
- Transient Loads
5.3 Permanent Loads
• Permanents loads consist of dead loads, superimposed dead loads, loads
due to filling materials, differential settlement and load derived from nature of
the structural material.
5.4 Transient Loads
• All loads other than the permanent loads referred to above are transient loads.
• These consist of wind loads, temperature loads, exceptional loads, erection
loads, the primary and secondary highway loading, footway and cycle track
loading.
• Primary highways loading are vertical line loads, whereas the secondary loading
is live load due to changes in speed or direction. Hence the secondary highway
loading include centrifugal, braking, skidding and collision loads.

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BRIDGE LOADING
5.3 Permanent Loads
1. Dead Load
The weight of materials & part of the structure that are structural elements such as in-
situ concrete & precast concrete.
e.g.In-situ concrete = 24kN/m3, Precast concrete = 25kN/m3
2. Superimposed Dead Loads
The weight of all materials forming loads on the structure such as premix and parapet
e.g.Premix = 22.6kN/m3
3. Filling Material
Where filling materials is retained by abutments or other parts of the structure
e.g.Backfill = 18.9kN/m3

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BRIDGE LOADING
1. Shrinkage & Creep
Shrinkage & Creep are taken into account when they are considered to be importance such as
situations are where deflection are important and in the design of the articulation for a bridge
based on BS 5400, Part 4: Appendix C
Shringkage
e.g.Reinforced concrete = 150 E -06
e.g.Pre-tensioned/Post-tensioned = 300 E -06/ 200 E-06
Creep
e.g.Pre-tensioned/Post-tensioned = 48 E -06 x 40/fci per N/mm2/36 E -06 x 40/fci per
N/mm2
2. Differential Settlement
Where differential settlement is likely to affect the structure in whole or in part and are
usually considered in continuous bridge. The total differential settlement between substructure
elements normaly is assumed to be 15 mm and shall be included in analysis.

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BRIDGE LOADING
5.4 Transient Loads
All loads other than permanent ones shall be considered transient.
• These include the loads due to
WIND • The bridge structure shall be designed EXCEPTIONAL
LOADS
otherwise unaccounted effects such as
LOADS for mean hourly wind speed in
earthquakes, stream flows, impact due
accordance with MS 1553.2002
to ship etc.

• At the serviceability limit state, it is

• Two aspects of temperature loading to ERECTION
TEMPERATURE required that nothing should be done
be considered; namely the restraint to LOADS during erection which would cause
the overall bridge movement due to
damage to the permanent structure.
temperature range and the effects of
temperature differences through the • At the ultimate limit state, the Code
depth of bridge. considers the loads as either
temporary or permanent to the possible
relieving effects of the former.

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BRIDGE LOADING
LOAD

Transient
Permanent Load
Load

Load derived from the

Differential Superimposed Load due to
Dead Load Nature of the Structural
Settlement Dead Load Filling Material
Material

Primary Highway Temperature Exceptional Secondary

Wind Load Erection Load
Load Load Load Highway Load

HA HB

HA-UDL HA-KEL HA+HB HB Alone

Centrifugal Collision with Longitudinal Fatigue & Collision with

Skidding
Load Support Braking Dynamic Load Parapet

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BRIDGE LOADING
5.5 Highway Bridge Live Loads
Live loads can be categorized as Primary Live Loads and Secondary Live Loads.
1. Primary Live Loads
The primary live loads are vertical live loads, considered as static loads, due
directly to the mass of traffic, e.g HA loading & HB vehicle loading
HA loading consists of :-
i. a uniformly distributed load (HA-UDL) and a knife edge load (HA-KEL)
HB Vehicle:-
i. HB 30 – (1200kN)
ii. HB 45 – (1800kN)
2. Secondary Live Loads
Secondary live loads are live loads due to changes in speed or direction of the
vehicle traffic, e.g.lurching, nosing, centrifugal, longitudinal, skidding and collision
loads.

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BRIDGE LOADING
CODE: BS 5400
1. HA UDL & HA KEL – BD37/01 2. HB VEHICLE – BD 37/01

HA UDL + KEL Loading on One Notional Lane 1 Unit of HB Loading

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BRIDGE LOADING
CODE: JTG D60
1. LANE LOAD 2. TRUCK LOAD
Uniform Lane Load, qk = 10.5 kN/m
Concentrated Lane Load, Pk

Bridge <5m 6m – 49m > 50 m

Span, m
Pk, kN 180 Interpolation 360

Pk
qk

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BRIDGE LOADING
CODE: AASHTO
1. LANE LOAD 2. TRUCK LOAD

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BRIDGE LOADING
5.6 Loads and Factors Specified

• Where adequate statistical distribution

NOMINAL
LOADS
are available, nominal loads are those
appropriate to a return period of 120
years.

• Nominal loads shall be multiplied by

DESIGN LOADS the appropriate value of yfl, to derived SUMMARY • Design load = Nominal load x yf. x yt3
the design load to be used in the
calculation of moments, shears, total
loads and other effects for each of the
limit states under consideration.

• Moments, shears, total loads and other

ADDITIONAL
effects of the design loads are also to
FACTOR, YF3
be multiplied by yf3 to obtain the
design load effects.

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BRIDGE LOADING
5.7 Loads to be considered in design

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BRIDGE LOADING
5.7 Loads to be considered in design

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BRIDGE LOADING
5.8 Load Combinations
There are three principal and two secondary load combinations of loads are
specified.

1. Principal Combination
• Load Combination 1
• Load Combination 2
• Load Combination 3

2. Secondary Combination
• Load Combination 4
• Load Combination 4

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LOAD COMBINATION
COMBINATION OF
LOADS

PRINCIPAL SECONDARY
COMBINATION COMBINATION

LOAD LOAD LOAD LOAD LOAD

COMBINATION 1 COMBINATION 2 COMBINATION 3 COMBINATION 4 COMBINATION 5

Permanent Loads Permanent Loads Permanent Loads Permanent Loads Permanent Loads
+ + + + +
Appropriate Live Appropriate Live Appropriate Live Secondary Live Load Loads due to Friction
Load Load Load + at Bearings
+ + Wind Loads
Wind Loads Temperature Range +
+ & Difference Appropriate Primary
Temporary Erection + Live Load associated
Loads Temporary Erection with them
Loads
Notes;
1. Application of Loads; Each element and structure shall be examined under the effect of loads that
can coexist in each combination
2. Selection to cause most adverse effect: Design loads shall be selected and applied in such a way
that most adverse total effect is cause in the element or structure under consideration

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DESIGN PROCESS Determine dimension of
Superstructure
Design of Superstructure

Design Superstructure

Determine dimension of Design of Pile Foundation

Substructures and Substructure

Determnine All Loads

1. Live Loads
2. Dead Loads
Design Nominal 3. Superimposed Dead
Not O.K and
Load Load Loads dimension needs to
be changed

(Multiplied
Determnine Pile
by Factor Foundation
of Safety 1. Type of Pile
2. Number of Pile
(Vertical + Rake)
3. Pile Arrangement

Design Substructures
1. Pile Cap + Pier
2. Pile Cap + Abutment
Design of Other Bridge
Design Other Bridge Components
Components
1. Bearing
2. Dowels
3. Continuity Connection
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It is required to calculate the nominal and design loads which should be
considered for a highway bridge having the longitudinal and cross sections of
Figure 1, zero skew and spans of 25 meter. Design to BD 37/88 and to BS 5400.

25000 25000

Free Fixed Free

Longitudinal Section

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13900

Parapet - 450 Parapet - 450

Pedestrian Lane Traffic Lane Traffic Lane Pedestrian Lane

3000 3500 3500 3000

Traffic and Pedestrian Lane

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Solution:
Span : 25m + 25m simply supported spans
Total width : 13.9m from one edge of parapet to another
Carriageway width : 13m
Deck : Y6 beams with 200mm thick deck slab
Section : 13 nos. Y6 beams at 1.0m centers
Dead Load
1. Deck Slab
Width = 13.9m
Thickness = 200mm
Length = 25m
Therefore,
Volume = 13.9 x 0.2 x 25 = 69.5m3
Weight of deck slab = 69.5 x 24 = 1668kN

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671 671 671
2. Precast Pre-stressed Y6 Beams

Item Cross Sectional Area (mm2) 50 1

1 313 x 50 = 15650.0
2 304.5 x 671 = 204319.5
2
3 478 x 177 = 84606.0
4 745 x 177 = 131865.0
5 725 x 25 = 18125.0 671

Total Area = 454565.5 1100

Total cross sectional area = 0.455 m2

671

Length of the beam = 25.0 m

177 3 5
Weight of each beam = 0.455 x 25 x 25
= 284.4 kN 177 4
Therefore, 25
Total weight of beams = 13 x 284.4 = 3697.2 kN 5

25 700 25

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3. Diaphragms 40 607 40

Only end diaphragms are provided.

(a) Interior diaphragms 1

Item Cross Sectional Area (mm2)

1 687 x 50 = 34350.0 2
2 695.5 x 671 = 466680.5
3 522 x 177 = 92394.0 784
Total Area = 593424.5

Thickness = 500 m
Number = 12 x 2 = 24 260 3
Weight of interior diaphragms = 0.5 x 0.593 x 24 x 24
= 170.8 kN

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(b) Interior diaphragms Summary of Dead Loads

Item Cross Sectional Area (mm2) 1. Deck Slab = 1668.0 kN

1 240 x 50 = 12000.0 2. Precast Beams = 3697.2 kN

3. Diaphragms = 180.6 kN 40 200
2 244.25 x 671 = 163891.8
3 157.5 x 177 = 27877.5 Total = 5545.8 kN

Total Area = 203769.3

Thickness = 500 m
Number =2x2=4
Therefore,
Weight of interior diaphragms = 0.5 x 0.204 x 4 x 24
= 9.8 kN
Therefore,
288.5
Total Weight of diaphragms = 170.8 + 9.8 = 180.6 kN

26.5

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Superimposed Dead Loads
1. Asphaltic Concrete

13000

60
300

Thickness = 60 mm
Length = 25 m
Width = 13 m
Therefore,
Total Weight of asphaltic concrete = 0.06 x 12.7 x 25 x 23
= 438.2 kN

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2. Parapets 125 50 275

Length = 25 m
Number =2
Therefore,
Weight of parapets = 25 x 0.284 x 2 x 24
2 1
= 340.8 kN 430

Summary of Superimposed Dead Loads

1. Asphaltic Concrete = 438.2 kN
2. Parapets = 340.8 kN 4
3 255

5 125

450

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Live Loads
13900

Parapet - 450 Parapet - 450

Pedestrian Lane Traffic Lane Traffic Lane Pedestrian Lane

3000 3500 3500 3000

Notional Lane
Notional Lane
The carriageway width = 13.0 m
Cl. 3.2.9.3 – BD37/88
Number of Notional Lanes = 4
Therefore, the carriageway width of 13.0 m will be divided into 4 number of notional lanes with width of
13.0/4 = 3.5 m

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1. HA Load

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2. HB30 Load

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3. HB45 Load

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CURRENT PROJECTS - PHOTOS

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 CURRENT PROJECTS - SUKE

Photo 1: Foundation and substructure installation

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 CURRENT PROJECTS - SUKE

Photo 2: Piercap and SBG installation

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Photo 3: SBG installation

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Photo 4: Substructure installation

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Photo 5: SBG installation

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Thank You

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