Appendix - E1 - Preliminary Technical Report

Government of the People’s Republic of Bangladesh
Bangladesh Bridge Authority
Feasibility Study for Construction of Four Bridges of

Eastern and Southern Regions of Bangladesh
DRAFT FINAL REPORT
DECEMBER 2018
Proposed
Veduriya Bhola Bridge
Alignment
Laharhat
Tung Char Gazir Char

Barisal
Bhelu Mia Bhola
Bazar
Dhulia
Joint Venture of
BANGLADESH BRIDGE AUTHORITY
FEASIBILITY STUDY FOR CONSTRUCTION OF FOUR

BRIDGES IN EASTERN AND SOUTHERN REGIONS OF
BANGLADESH
BHOLA (TENTULIA) BRIDGE
FINAL TECHNICAL REPORT
PROJECT NO. DOCUMENT NO.
A066326-132 PR09
VERSION DATE OF ISSUE DESCRIPTION
V0.1 02 November 2018 Draft Issue
V1.0 21 December 2018 First Issue – Option 7 Added

2 FOUR BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE
C:\Users\VNSI\Desktop\A066326-132-RP09 v1-BHOLA.docx
FOUR BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE 3
CONTENTS
1 Introduction 4
2 Bhola - Description of the Project 6
3 References 7
4 Design Standards 7
4.1 Highway and Structural Design 7
4.2 River Navigation Clearances 8
4.4 Bhola River – Key hydraulic parameters 9
5 Design 10
5.1 Pre-stressed Concrete Continuous Box Girders 10
5.2 Extradosed Bridges (EB) 17
5.3 Cable Stayed Bridges (CSB) 25
5.4 Approach Viaducts 33
6 Proposed Conceptual Design – Bhola Crossing 34
7 Conclusions 37
Appendix A Drawings
Appendix B Preliminary geotechnical assessment
Appendix C Preliminary structural design
1 Introduction
This report is submitted as one of the deliverables under the contract for
consultancy services between the Bangladesh Bridge Authority (BBA) and STUP
Consultants Pvt. Ltd. in joint venture with Development Design Consultants Ltd.,
DevConsultants Ltd. and COWI UK Ltd. for the Feasibility Study for the
Construction of 4 Bridges of Eastern and Southern Region of Bangladesh.
The bridge sites are summarised below:
› Bhulta-Araihazar-Bancharampur Road (R-203) over Meghna River
› Patuakhali-Amtali-Barguna road (R-880) over Paira River
› Bakergonj-Bauphal Upazila Road (Z8806 & Z8044) over Karkhana River
› either Barisal-Bhola road over Kalabadar & Tentulia or Dhulia-Bhelu Miah

Bazar Road over Tentulia River to develop direct connectivity from main land
to Bhola Island.
There are a series of technical reports prepared under this project. Earlier studies
under this commission had examined options for alignments and identified a
preferred location for each bridge. Several structural forms including Post-
Tensioned Concrete Box Girder Bridge, Extradosed Bridge, Cable Stayed Bridge,
Long Span Suspension Bridge and Tunnel had been considered. Key engineering
advantages, disadvantages and their associated costs have been assessed. On the
basis of this study, preliminary recommendations have been made for the most
suitable structural form and arrangement at each bridge site. These
recommendations have been reviewed with the client in order to present designs
in line with the BBA's preferences and aspirations.
For the bridge feasibility study (main river crossings) the following "Preliminary
Technical Reports" were submitted initially in July 2018:
› Meghna Bridge – Report number A066326-132-RP01 Meghna
› Karkhana Bridge – Report number A066326-132-RP02 Karkhana
› Paira Bridge – Report Number A066326-132-RP03 Paira
› Bhola Bridge Report Number A066326-132-RP04 Bhola
This report presents the concept designs and preliminary design developed for
the recommended bridge option, prepared in accordance to the functional
requirements and indications developed with the client during the feasibility
study period from 2017 – 2018.
2 Bhola - Description of the Project
As of now the Island district Bhola is isolated from main land of Barisal district in
absence of any road connectivity. The connection is currently poorly established
through Ferry crossings for goods vehicle at one location and a number of formal
and informal boat crossings at a number of locations. This adversely affects the
trade, economic as well as social life in Bhola. The subject study is to develop a
direct road connectivity between main land Barisal and Bhola by way of building a
long bridge across the braided channels of Tentulia river.
Three alignment options spreading over 25km along the island were examined.
After examining various factors like connectivity, existing road network,
construction cost, hydro-morphological nature of the streams the alignment near
the existing Ferry Crossing of Laharhat (on Barisal side) and Bhedaria (on Bhola
side) was selected. The proposed alignment is shown in the following sketches. It
proposes a roughly 3.5km high level bridge across Arial Khan/ Kalabador channel
from Laharhat end, followed by approximately 4km road on the Char, which will
be provided with adequate bank protection. It will be followed by a bridge of
approximately 1.5km length to land near Bhedaria Ghat at Bhola Island.
Figure 1 - Satellite Image showing bridge location options
3 References
The technical reports prepared under this project are summarized below:
› A066326-132-PR01-V3 Preliminary Technical Report – MEGHNA Bridge

› A066326-132-PR02-V2 Preliminary Technical Report – KARKHANA Bridge
› A066326-132-PR03-V2 Preliminary Technical Report – PAIRA Bridge
› A066326-132-PR04-V2 Preliminary Technical Report – TENTULIA Bridge
› A066326-132-PR05-V1 Bridge Maintenance Budgets
› A066326-132-PR06-V1 Final Technical Report – MEGHNA Bridge
› A066326-132-PR07-V1 Final Technical Report – KARKHANA Bridge
› A066326-132-PR08-V1 Final Technical Report – PAIRA Bridge
› A066326-132-PR09-V1 Final Technical Report – TENTULIA Bridge
4 Design Standards
The primary design standards and assumptions adopted for the conceptual bridge
design are summarised in the following subsections.
4.1 Highway and Structural Design
Key design requirements are summarised below:
› Design Standard for Live Load AASHTO LRFD (2012)

› Design speed 80 km/hr (Max)
› Curve radius (minimum) 250m
› 2-lane carriageway width 7.30 m
› 4-lane carriageway width 14.60m
› Median width 0.65 m
› Side safety barrier width (each side) 0.50 m
› 4-Lane, total width in/c sidewalk & safety barrier
› Longitudinal Gradient 4% straight (Max)
› Cross fall 2%
For geometric design of roads the “Geometric design standards manual (revised)
2005” of RHD shall be generally followed. In case if there arise an issue that is not
covered by this guideline, it shall be resolved by following AASHTO (American
Association of State Highway and Transportation Officials) standards. In a similar
manner, Pavement design works would generally be conducted by following the
“Pavement design guide for Roads and Highway Department” and when required
the AASTHO standards are to be used.
For traffic signage and road marking works the “Bangladesh Road Sign Manual” of
BRTA (Bangladesh Road Transport Authority) is generally followed. If certain item
is not covered by this manual, the AASHTO standards are to be followed.
4.2 River Navigation Clearances

Minimum vertical and horizontal clearances at rivers are determined according to
the classification and information of Standard High Water Level from BIWTA. The
Waterway is Class I and in general this results in a navigation channel:
› Vertical – 18.30m above Standard High Water Level (SHWL)

› Horizontal – 76.22m
An additional allowance will be made to allow for the effects of global warming.
This allowance has been estimated at each bridge site and it is summarized as
follows:
Meghna Paira Karkhana Tentulia / Bhola
Design Sea Level

0.50m 0.80m 0.65m 0.68m
Rise (SLR)
On the basis of the above alone, river spans of the order of 100m are required
with longer spans only being justified if a cost saving is identified or
environmental factors dictate.
4.4 Bhola River – Key hydraulic parameters
Key hydraulic parameters are summarised below:
5 Design
5.1 Pre-stressed Concrete Continuous Box Girders
5.1.1 Introduction
The construction of a bridge in the form of a Pre-stressed Concrete Continuous

Box Girder Bridge fulfils the functional requirement of providing a slender and
elegant crossing solution that integrates well within the surrounding landscape.
110m
Figure 2 – Pictorial of Pre-Stressed Concrete Continuous Box Girder Bridge
Compared to cable supported bridges, the simpler structural form with no stays
allows the deck erection to be carried out by launching gantry resulting in reduced
construction time. In addition, a large number of Pre-stressed Concrete
Continuous Box Girder Bridges have been constructed in the subcontinent
resulting in available local expertise that can be easily be upgraded to adopt the
latest technique and equipment.
This form of bridge has a smaller typical span than a cable supported bridge
resulting in a larger number of piers and associated foundation for a given bridge
length.
Details of the developed conceptual design are presented in the following
sections, drawings are included in Appendix A.
5.1.2 General Arrangement of Superstructure
The typical recommended viaduct unit length is 1,100m (70m + 110m x 9 + 40m)
continuous deck between movement joints maximum. Smaller unit lengths can be
used, however, as a general principle, the minimum number of expansion joints
should be provided in order to reduce long term maintenance requirements.
Either precast or in-situ construction will be required with precast being preferred
to ensure good quality construction. Precast construction is likely to be economic
for the longer bridges. However, the final choice depends on many factors:
› availability of a large area for production and storage of precast units;
› need for ground improvements in vicinity of storage area (segments are
commonly >100 tonnes);
› provision of a good access route to transport segments to bridge;
› erection method selected and whether or not segments can be transported
along already constructed deck and erected using a gantry or transported on
barges and erected using lifting derricks.
A typical span length of 110m is selected to provide a minimum navigation

channel of 76.22m at each span. By maintaining a navigation channel at each
span, the movement joint connection between two adjacent viaduct units is
located at a "half" joint within the 110m span at 40 (or 70m) from the pier.
Figure 3 – Typical bridge Unit
A single cell concrete box girder having a maximum width of 16.45m carries the
double two lanes road traffic. The box girder depth varies from minimum of 3.0m
at mid-span to a maximum of 6.0m at pier location.
Figure 4 – Deck cross section
For the deck articulation, based on the information available at this stage of the
design two options are proposed as described below.
› Deck supported on pot bearings and shock transmission units (STUs):
This support configuration is recommended for bridge at Karkhana, Paira and

Bhola river locations where the earthquake load is characterized by a
relatively low Peak Ground Acceleration (PGA) of 0.12g.
At the centre span supported by two central piers the concrete deck girder is
monolithic with the piers. These piers resist the deck longitudinal loads
arising during the normal operation of the bridge.
At the outer spans, the deck is supported on the piers by pot-bearings that
allow relative longitudinal sliding between the deck and the piers under
normal operation. Shear keys and Shock Transmission Units (STUs) are
provided to develop a temporary translational fixity under extreme and
accidental loading scenarios (earthquake, ship impact).
› Deck supported on friction pendulum bearings
This support configuration is recommended for bridge at Meghna river

locations where the earthquake load is characterized by a Peak Ground
Acceleration (PGA) of 0.28g.
The deck is supported on Friction Pendulum Bearings at each pier that allow
relative movement between the deck and the pier. This type of connection
isolates the seismic response of the deck from the supporting piers
minimizing the load on the foundations. A similar concept is used for Padma
Bridge.
At the detailed design stage, when more information on the soil properties and
associated foundation stiffness will be available, the design shall be developed to
minimize the number of bearings and their associated maintenance requirements.
5.1.3 Deck Internal and External Post-tensioning
The typical deck post-tensioning design is shown in the Figure below. Internal and
external post-tensioning can be of 15mm diameter 7 wire strand. Typical tendon
sizes range from 6-3 for transverse post-tensioning to 6-31 for external
longitudinal post-tensioning.
Figure 5 – Post tensioning details
In addition, transverse post tensioning may be used in the deck slab top flange.
Whereas it was mandatory in earlier versions of AASHTO, the current version
provides the option of using only unstressed reinforcement which can be
economic given that it is difficult to develop a significant tendon eccentricity, and
therefore tendon strain, in a shallow deck slab at the ultimate limit state.
Internal and external tendons shall be grouted with cement grout filler as
specified by AASHTO LRFD (2012).
5.1.4 Substructure
The proposed pier design has been developed with considerations of aesthetic,
constructability and future bearing maintenance requirements. The wide pier top
provides a wide support during cantilever erection and enables temporary deck
jacking and bearing replacements.
The double leaf pier solution provides stability to the bridge deck during
construction and yet minimizes the visual impact of the piers and the self-weigh
carried by the foundations. It is a suitable solution if bridge deck erection occurs
by balanced cantilever without the benefit of an erection gantry. However, in the
event that a two span gantry is used for precast construction, the gantry itself can
be sued to stabilise the bridge deck thus allowing single leaf piers to be readily
utilised.
The final pier arrangement will largely depend on the erection technique adopted
or assumed for the final design.
Figure 6 - Use of a "2 span" erection gantry permits single leaf piers to be adopted
Space for
temporary jacks
and bearing
replacement
Figure 7 – Double leaf pier
5.1.5 Foundations
Each pier sits on a 3.5m thick pile cap supported by 12 numbers of 3.0m diameter
bored piles. The pile length will be in the region of 100m. Details of the
foundation design are presented in Appendix B of this report.
5.1.6 Construction Methodology and Buildability
It is currently assumed that the foundation will be driven piles with a base grouted
plug (as used on Padma) or cast-in situ bored piles within driven piles, possibly
base grouted. Alternative steel driven piles, reliant on skin friction alone, could be
designed at future stage if preferred, thus avoiding the significant complexity
associated with base grouting but at the expense of longer piles or more piles.
Excavation of bored piles can be carried out using either Kelly-bar rigs or the RCD
method subject to the geological conditions and market availability. Upon
completion of pile excavation, steel rebar cages are set in place and tremie
method is used for concreting of the bored piles.
Pile caps can be constructed either inside temporary cofferdams or using pre-cast
shells installed onto the piles to cast the permanent pile cap. A similar method
was used for Bhairab Bridge over the Meghna.
Figure 8 – Temporary cofferdam for pile cap construction
Figure 9 – Installation of pilecap shell for pile cap construction
The deck is expected to be erected in a balanced cantilever method with

maximum one segment out of balance. It is assumed the deck erection will be
carried out by lifting frames or using a gantry.
Figure 10 – Balanced cantilever erection
During casting of midspan stitch for span erected by lifting frames (or form –
travellers), the lifting frames (or one of the form traveller) should be removed
from the stitching span. Bridge parapets and deck furniture should be installed
after stressing of the permanent external tendons.
Details of the cantilever construction and deck continuity sequence shall be
developed at the detailed design stage.
5.1.7 Access for Maintenance
The proposed access locations for bridge bearings inspection and maintenance
are shown in the following Figure.
Access from carriageway o pier top and inside of box girder
Access from inside of box girder to pier top
330
Figure 11 – Access to deck box cell and pier top
5.2 Extradosed Bridges (EB)
5.2.1 Introduction
Extradosed Bridges (EB), which are essentially a hybrid type of bridge, often works
out economical in the span range of 100m-200m, although extradosed bridges of
250m span have been constructed.
In an extradosed bridge, a stiff prestressed concrete girder is partially supported
by cables from a shallow pylon. The girder depth in an EB is less than for a
Prestressed Concrete Box girder bridge and therefore, the quantity of concrete as
well as load on substructure is less. The pylons being of shorter height (L/8 to
L/12), it can be conventionally constructed. The shallowness of stay cables
together with the stiffness of the box girder makes the stay cables carry only a
small portion of Live Load. Thus, with lower variations of stress, it is theoretically
possible to stress stay cables in extradosed bridges to a higher level (~0.60 GUTS)
compared to stay cables in a cable stayed bridge (~0.45 GUTS), albeit design codes
do not fully address such criteria.
The construction method for extradosed bridges is similar to that of conventional
prestressed concrete girder bridges although the construction complexity is
increased by the deck stiffening required at stay anchorages and with stays
installation.
It is generally proposed to adopt extradosed bridge of span range 150m-220m.
Where possible, the superstructure girder is made integral with the pier to
enhance stiffness of the girder as well as better flow seismic forces and minimize
bearings maintenance. A mid-span longitudinal expansion joint will be required,
probably at every second or third span. Such expansion joints are expensive to
maintain and the final design should minimise such joints.
200--220
Figure 12 – Pictorial of Extradosed Bridge
Figure 13 – Extradosed Bridge - Bridge Deck Cross Section
Compared to a Pre-stressed Concrete Box Girder this form of bridge can achieve a
longer span resulting in fewer piers and associated foundations for a given
crossing length.
There are two examples of extradosed bridges in Bangladesh, the Karnaphuli
Bridge in Chittagong was completed in 2010 and the Paira Bridge currently under
construction in south west Bangladesh (separate from the Paira Bridge forming
part of this feasibility study).
Details of the developed conceptual design are presented in the following
sections, drawings are included in Appendix A.
5.2.2 General Arrangement of Superstructure
The typical recommended extradosed bridge unit length is 800m (100-120m + 3 x

200m + 100-120m) continuous deck between movement joints. Smaller unit
lengths can be used to suit the local bridge conditions.
A typical span length of 200-220m is selected to optimize the number of
foundations, this will also provide a minimum navigation channel of 76.22m at
each span. The movement joint connection between two adjacent bridge units is
provided at a halving joint within the 200m span at 100m from the pier.
Figure 14 – Typical span arrangement
A single cell concrete box girder having a maximum width of 18.30m carries the
double two lanes road traffic. The box girder depth varies from minimum of 4.0m
at mid-span to a maximum of 6.5m at pier location.
Figure 15 – Deck cross section
The pylon is 25m high resulting in a pylon height to span ratio of 1 / 8. In the
longitudinal plane, the pylon width tapers from the bottom to towards the top to
enhance its appearance and provide an elegant design. In the transverse plane,
the pylon width is maintained constant at 2.5m to simplify its construction.
Figure 16 – Pylon geometry
For the deck articulation, based on the information available at this stage of the
design, two options are envisaged as described below.
› Deck supported on pot bearings and shock transmission units (STUs)
This support configuration is recommended for bridge at Karkhana, Paira and

Bhola river locations where the earthquake load is characterized by a
relatively low Peak Ground Acceleration (PGA) of 0.12g.
The second pylon is rigidly connected to the bottom pier with no longitudinal
movement possible. This pier resist the deck longitudinal loads arising during
the normal operation of the bridge.
At the other piers, the deck is supported on the piers by pot-bearings that
allow relative longitudinal sliding between the deck and the piers under
normal operation. Shear keys and Shock Transmission Units (STUs) are
provided to develop a temporary translational fixity under extreme and
accidental loading scenarios (earthquake, ship impact).
› Deck supported on friction pendulum bearings
This support configuration is recommended for bridge at Meghna river

location where the earthquake load is characterized by a Peak Ground
Acceleration (PGA) of 0.28g.
The deck is supported on Friction Pendulum Bearings at each pier that allow
relative movement between the deck and the pier. This type of connection
isolates the seismic response of the deck from the supporting piers
minimizing the load on the foundations.
At detailed design stage of the bridge, when more information on the soil
properties and associated foundation stiffness will be available, the design shall
be developed to minimize the number of bearings and their associated
maintenance requirements.
5.2.3 Stay Cable Layout
The deck is designed to be partly supported by a central semi-fan plane cable

layout anchored along the centreline of the pylon - deck.
40m 40m
Stay cables
anchored at deck
centreline
Stay cables anchored at

deck centreline to a Delta
frame
Figure 17 – Stay Cable Layout
Aesthetically, a single plane of cables provides a better arrangement than a two

plane system. In addition, a single plane of cables requires one central pylon only
resulting in a more economic design. With such a cable arrangement the deck
torsional loads are transferred to the supporting piers through the box girder
stiffness torsional stiffness.
Each stay is a parallel strand cable made of a 15mm diameter 7 wire strand. The
stays are arranged with a 5.0m spacing along the longitudinal direction of the
deck and 0.75m along the vertical direction of the pylon. The stressing of the stays
is undertaken from inside the box girder where the cables are anchored to a delta
frame. A dead end stay connection is provided inside the pylon. At detailed
design, the cable longitudinal spacing shall be adjusted to suit the deck segment
layout and erection constraints.
Corrosion protection of the stays is critical to ensuring low maintenance. The final
specification for stays should be based on internationally recognised guidance
such as the PTI Recommendations for Stay Cable Design, Testing and Installation.
Stay performance should be proven via full scale testing.
5.2.4 Deck Prestress
The deck prestress follows the layout of a typical post tensioned concrete girder
with top cantilever tendons mainly required for cantilever construction stages and
bottom span tendons to enable continuity between two adjacent spans.
Each post-tensioning tendons consists of 15mm 7 wire strand. Typical tendon
sizes range from 6-3 for transverse post-tensioning to 6-31 for external
longitudinal post-tensioning.
The typical internal tendons layout is shown in the following Figure.
Figure 18 – Deck internal post-tensioning layout
Internal tendons shall be grouted with cement grout filler as specified by AASHTO
LRFD (2012).
provides the option of using only unstressed reinforcement which can be
5.2.5 Substructure
The proposed pier design has been developed with considerations of aesthetic,
constructability and future bearing maintenance requirements. The wide pier top
provides a wide support during cantilever erection and enables temporary deck
jacking and bearing replacements. The double leaf pier solution minimizes the
visual impact of the piers and the self-weight carried by the foundations.
Space for
temporary jacks
and bearing
replacement
Figure 19 – Double leaf pier, Elevation along the longitudinal direction of the bridge
5.2.6 Foundations
Each pier is supported by a 4.0m thick pile cap connected to 12 numbers of 3.0m
diameter bored piles. The pile length will be in the region of 100m. Details of the
foundation design are shown in Appendix B o this report.
It is currently assumed that the foundation will be cast-in situ bored piles.
Alternative steel driven piles could be designed at future stage if required.
Excavation of bored piles can be carried out using either a rig with a Kelly bar or
alternative using the RCD method subject to the geological conditions and market
availability. Upon completion of pile excavation, steel rebar cages are set in place
and tremie method is used for concreting of the bored piles.
Pile caps can be constructed either inside temporary cofferdams or using pre-cast
shells installed onto the piles to cast the permanent pile cap.
Figure 20 – Temporary cofferdam for pile cap construction
Figure 21 – Installation of pilecap shell for pile cap construction
The deck shall be erected in a balanced cantilever method with maximum one
segment out of balance. It is assumed the deck erection will be carried out by
lifting frames.
Figure 22 – Balanced cantilever erection
travellers), the lifting frame (or one of the form – travellers) should be removed
from the stitching span. Bridge parapets and deck furniture should be installed
after stressing of the permanent external tendons.
Detailed considerations on the cantilever construction and deck continuity
sequence shall be considered at detailed design stage.

The proposed access locations for bridge bearings inspection and maintenance
are shown in the following Figure.
AAccess from carriageway to pier top and inside of box girder
cAccess from inside of box girder to pier top
o400-440m
er
Access from inside of box girder to pier top
400-440m
Figure 23 – Access to deck box cell and pier top
5.3 Cable Stayed Bridges (CSB)
5.3.1 Introduction
Cable Stayed Bridges (CSB) are generally adopted for spans 250m and above,
though there are a number of examples where they have been adopted for
shorter spans. Cable stay structures are generally economic upto a span range of
around 1,100m as proven by international experience. Beyond this span range

suspension bridges are appropriate.
Figure 24 – Pictorial of Cable Stayed Bridge
A Cable Stayed Bridge has a relatively shallow deck supported by cables anchored
on a tall pylon. The height of pylon is generally 20-25% of the main span. The deck
structure can be concrete, steel or steel-concrete composite. Although concrete
deck is adopted for lower spans (may be upto around 300m), generally steel-
concrete composite or steel decks are adopted for longer spans upto 650m
beyond which steel box girders are required to minimise the weight of the cable
supported bridge deck.
CSBs with main spans in excess of 1,000m have been constructed. The
construction of all cable stayed bridges requires international experience and
expertise. Care has to be taken to ensure that the slender deck and pylons are
aerodynamically stable and generally wind tunnel testing is required to inform the
design.
The foundation design and construction for such large spans is also particularly
challenging for soft soils like in southern part of Bangladesh. A caisson of
26mx21m supports the 457m long 6-lane CSB at Kolkata on soft clayey base of
river Hooghly. All these add to the cost of the bridge. It is estimated that a cable
stayed bridge would cost 30% to 50% more than a standard 100m prestressed
concrete box girder bridge.
In all cases the stay systems should be shown to comply with international
recommendations e.g. "Recommendations for stay cable design, testing and
installation", published by the Post Tensioning Institute. The same principle
applies to cable systems used on Extradosed Bridges.
As part of this feasibility study, a number of cable supported options have been
developed, as summarised below:
1 Main span of up to around 300m;
2 Main Span of up to around 650m;
3 Main Span greater than 650m.
5.3.2 General Arrangement of Superstructure – 300m CSB
The total deck length for the 300m CSB unit including the back span is 720m
(110m x 2 + 100m + 300m + 100m + 110m). This span arrangement has been
developed to provide a clear navigation channel of at least 76.22m at each span.
Figure 25 – Typical span arrangement
For this span range a prestressed concrete bridge deck is proposed which can
either be cast insitu or precast. A single cell box girder having a maximum width
of 19.30m carries the double two lanes road traffic. The example shown in the
figure below utilises a steel 'delta' frame at each stay anchorage to transfer the
vertical component of the large stay force into the webs.
Figure 26 – Cable Stayed Bridge - Bridge Deck Cross Section – 300m span Option
The pylon is 80m high resulting in a pylon height to span ratio of 1 / 3.75. In the
longitudinal plane, the pylon width tapers from the bottom to towards the top. In
the transverse plane, the pylon width is maintained constant at 3.5m to simplify
its construction.
Figure 27 – Pylon geometry at pier support
5.3.3 Stay Cable System and Layout
The deck is designed to be supported by a central semi-harp cable layout

anchored along the centreline of the pylon - deck.
Figure 28 – Stay Cable Layout
Aesthetical, a single plane of cables provides a better arrangement than a two

plane system. With such cable arrangement the deck torsional loads are
transferred to the supporting piers through the box girder stiffness torsional
stiffness.
Each stay is a parallel strand cable made of a 15mm diameter 7 wire strand. The
stays are arranged with a typical 6.0m spacing along the longitudinal direction of
the deck and 2.5m along the vertical direction of the pylon. The stressing of the
stays is done from inside the box girder where the cables are anchored to a delta
frame. A dead end stay connection is provided inside the pylon. At detailed
design, the cable longitudinal spacing shall be adjusted to suit the deck
segmentation and erection constraints.
The stay systems shall comply with international recommendations e.g.
"Recommendations for stay cable design, testing and installation", published by
the Post Tensioning Institute.
The figure below illustrates a typical modern stay anchorage system. It relies on a
multi-barrier approach to ensure durability of the stay strands and the anchorage
which is the most critical area.
Figure 29 - Typical Stay Anchorage details
Figure 30 - Example of "leak tightness" test of stay under load (refer to "Recommendations for stay cable design,
testing and installation", published by the Post Tensioning Institute)
5.3.4 Deck Prestress
Top post-tensioning tendons are provided at deck locations adjacent to the pylon
to enable the deck cantilever construction prior installation of the of the stays.
Bottom post-tensioning tendons are provided across the span to enable deck
continuity. Each post-tensioning tendons consist of 15mm 7 wire strand. Typical
tendon sizes range from 6-3 for transverse post-tensioning to 6-27 for longitudinal
post-tensioning.
The typical internal tendons layout is shown in the following Figure.
Figure 31 – Deck post-tensioning layout
provides the option of using only unstressed reinforcement which can be quite
5.3.5 Foundations
Each pylon is supported by a 4.5m thick pile cap connected to 20 numbers of 3.0m
diameter bored piles. The pile length will be in the region of 100m.
It is currently assumed that the foundation will be cast-in situ bored piles.
Alternative steel driven piles could be designed at future stage if required.
Pile caps can be inside temporary cofferdams.
The deck shall be erected in cantilever method. It is assumed the deck erection
will be carried out by lifting frames or form travellers. Temporary buffeting cables
may be used to stabilize the cantilever during erection.
Figure 32 – Cantilever Construction (Mersey Gateway Bridge - Main Span of 318m)
travellers), the lifting frame (or one of the two form – travellers) should be
removed from the stitching span.
Detailed considerations of the construction sequence will be made at detailed
design stage.
It is proposed to provide the access to the bearing shelves, pylon top and pier
through an access door at deck level as shown in Figure 23.
Figure 33 – Access to pylon, deck box cell and pier top
5.4 Approach Viaducts
The approach viaducts on either end of the main crossings will be of simple
standard form of construction. As is the case elsewhere in Bangladesh e.g. Padma
Bridge, the most economic form of construction will be precast pre-tensioned
concrete beams with a cast insitu slab and spans of the order of 35-40m. Piers will
be simple columns supported on bored cast insitu pile foundations.
Such construction is familiar to a number of Bangladesh contractors who will be
able to offer competitive tenders without the need for international contractors.
A design is proposed based on standard "U" shaped pre-tensioned beams but
alternatives with "I" shaped beams may be equally applicable.
Figure 34 – Typical span arrangement, Elevation
Figure 35 – Typical cross section at piers
Drawings are attached in Appendix A.
6 Proposed Conceptual Design – Bhola Crossing
For Bhola several design solutions have been considered (A066326-132-PR04-V2):

› Option 1 – Prestressed Concrete Box Girder
› Option 2 – Extradosed Bridge
› Option 3 – One Cable Stayed Bridge (300m main span) and Prestressed
Concrete Box Girder
› Option 4 – Suspension Bridge
Concrete Box Girder
Concrete Box Girder
› Option 7 – One Cable Stayed Bridge (650m main span), one Suspension
Bridge (1300m main span), and Prestressed Concrete Box Girder
The table below summarizes the cost estimate for each option.
Length Width Unit Cost Deck Area CF Sub - Cost Total Cost Total Cost Delta
Crossing Option Type
(m) (m) (USD/m²) (m²) (-) (M USD) (M USD) (Cr BDT) (%), (M USD)
All Bank Protect. / Land Acq./ Resettlement / App Roads - - - - 656 - - -
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 -
1 1,218 9,744
Bhola Main bridge: PT Girder 4,680 16.45 6,050 76,986 1 466 -
/ Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 12%
2 1,365 10,917
Tentulia Main bridge: Extradosed bridge 4,680 18.30 7,150 85,644 1 612 147
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 12%
L total (m): 3 Long spans PT Girder 3,580 16.45 6,050 58,891 1 356 1,365 10,917
147
Main bridge: CSB (300m span) 1,160 19.30 8,800 22,388 1.3 256
Long spans PT Girder 2,059 16.45 6,050 33,863 1 205
4 2,223 17,782
Suspension bridge 1005
Main bridge: (1550m main span) 2,682 22.00 16,500 59,004 1.3 1,266

5-A
2 Long spans PT Girder 3,360 16.45 6,050 55,272 1 334 1,512 12,095
CSB (650m span) 1,320 26.50 9,350 34,980 1.3 425 294
Lanes Main bridge:
5-B Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 31%
6,815 3 Long spans PT Girder 3,360 16.45 6,050 55,272 1 334 1,600 12,801
382
Lanes Main bridge: CSB (650m span) 1,320 32.00 9,350 42,240 1.3 513
6 Long spans PT Girder 2,850 16.45 6,050 46,883 1 284 1,670 13,356
451
Main bridge: CSB (1000m span) 1,760 26.50 10,450 46,640 1.3 634
Long spans PT Girder 1,665 16.45 6,050 27,389 1 166
7 Main bridge: CSB (650m span) 1,320 26.50 9,350 34,980 1.3 425 2,405 19,239
1187
Suspension bridge
Main bridge: 2,250 22.00 16,500 49,500 1.3 1,062
(1300m main span)
Note: 1M USD = 8 Cr BDT
Following an initial assessment highlighting key issues pertinent to design, cost,

construction, operation and maintenance of the above bridges / crossing types,
the conceptual design has been further developed for the following options:
Option 1 – Prestressed concrete girder solution with a typical span of 110m. A
general description of this bridge structural form is provided in Section 5.1; this
option key features are:
› The simplicity of its structural form results in a relatively simple construction
methodology that is well suited for erection by launching gantry. Should the
construction time become a driving criteria in the delivery of the bridge, this
bridge type can be erected by launching gantry resulting in a fast
construction time. In addition, this is a common form of construction in
Bangladesh that will maximise the capability of the local supply chain working
in conjunction with international contractors.
› Compared to the extradosed bridge option, the smaller span results in a

larger number of substructure and foundations increasing the environmental
impact to the river flow and the risks associated with their construction.
Option 2 – Extradosed Bridge with a typical span of 200m. A general description

of this bridge structural form is provided in Section 5.2; this option key features
are:
› Although the construction of extradosed bridges is much more complex than
the same of prestressed concrete box girder bridges, there are similarities.
The deck construction can follow the balanced cantilever construction
method. The pylon height is moderate and can be constructed by
conventional method. With strict adherence to PTI guidelines for stay cables
in terms of manufacturing, testing and installation, the extradosed bridges
are expected to perform well during their service life. Moreover, a few such
bridges have been / are being constructed in Bangladesh.
› The extradosed option has lesser number of foundations. Construction of

foundations is generally difficult on this type of river with a soft erodible bed.
There will be uncertainty associated with installation of each foundation
which will impact the cost and programme of the work.
The smaller number of foundation will decrease the risks related to varying
soil profile, vessel impact and are environmentally more favourable.
In terms of costs, the differences are modest. However, in terms of foundations,

Option 2 has only 55% of the foundations of Option 1 and approximately 20%
fewer piles. Therefore, Option 2 offers a significant reduction in the long term
hazard to vessels navigating the river and at the same time reduces the risk
associated with challenging foundation construction. Based on this comparison,
Option 2, an extradosed structure, is recommended for the Bhola Crossing.
If the construction time and / or the delivery of the project becomes a governing
constraint for the execution of this bridge we advise to re-consider Option1.
The list of drawings below and included in Appendix A shows all of the above
proposed bridge options.
Drawing Title
200 Tentulia / Bhola – Site A – Option 1 – Prestressed concrete girder
210 Tentulia / Bhola – Site A – Option 2 – Extradosed
220 Tentulia / Bhola – Site A – Option 3 – CSB –300m span
230 Tentulia / Bhola – Site A – Option 4 – Suspension bridge
240 Tentulia / Bhola – Site A – Option 5 – CSB – 650m span
250 Tentulia / Bhola – Site A – Option 6 – CSB – 1000m span
260 Tentulia / Bhola – Site A – Option 7 – CSB 650m span & Suspension bridge
1300m main span
500 Approach Viaduct – Elevation section and details
600 Prestressed Concrete Girder – 110m span – Elevation section and details
610 Prestressed Concrete Girder – 110m span – Articulations, option 1
611 Prestressed Concrete Girder – 110m span – Articulations, option 2
620 Prestressed Concrete Girder – 110m span – Post-tensioning layout
630 Prestressed Concrete Girder – 110m span – Access for maintenance
700 Extradosed Bridge – 200m span - Elevation section and details
710 Extradosed Bridge – 200m span - Articulations, option 1
711 Extradosed Bridge – 200m span - Articulations, option 2
720 Extradosed Bridge – 200m span – Stay cables and post-tensioning layout
730 Extradosed Bridge – 200m span - Access for maintenance
800 Cable Stayed Bridge (CSB) – 300m span - Elevation section and details
810 Cable Stayed Bridge (CSB) – 300m span – Pylon Section and Details
820 Cable Stayed Bridge (CSB) – 650m span – Elevation & Sections
850 Cable Stayed Bridge (CSB) – 1,000m span - Elevation & Sections
900 Composite Girder – 110m span - Elevation Section and Details
1000 Suspension Bridge - 1,550m span – Elevation, Sections & Details
1010 Suspension Bridge - 1,300m span – Elevation, Sections & Details
7 Conclusions
Having previously identified preferred crossing locations and recommended

structural forms, preliminary designs have been produced with reference to
functional requirements and indications developed with the client.
Appendix A Drawings
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\A066326-132-RP09 v0.1-BHOLA-DRAFT.docx
CL CL
EXPANSION EXPANSION
JOINT JOINT
532m 1210m
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 70m 110m 110m 110m 110m 110m 110m 110m 110m 110m 110m 40m
2
600
1 OPTION 7
500 SCALE 1:2500
475m 1300m 475m
CL
EXPANSION
JOINT
455m
70m 110m 110m 110m 55m
OPTION 7 - CONT'D
SCALE 1:5000
532m 2221m 532m
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m EMBANKMENT
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m
RIVER BED
PROFILE T.B.C
OPTION 7 - CONT'D
SCALE 1:2500
110m 110m 115m 650m 115m 110m 110m
532m
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m
OPTION 7 - CONT'D
SCALE 1:2500
DO NOT SCALE FROM THIS DRAWING. ALL DIMENSIONS ARE

0 05 10 15 20 25 30 35 40 45 50 55 60 65 70 75
75 mm ON ORIGINAL
IN mm, UNLESS OTHERWISE STATED.
NOT FOR CONSTRUCTION

PROJECT: CLIENT: CONSULTANT: ISSUE DATE AMENDMENT / ISSUE DESCRIPTION APPROVAL DRAWING TITLE:
PREPARED BY: GEB 14/12/2018
0.1 14.12.18 DRAFT ISSUE TENTULIA (BHOLA) BRIDGE
STUP Consultants Pvt. Ltd. SITE A
FEASIBILITY STUDY FOR DESIGNED BY: VNSI 14/12/2018
CONSTRUCTION OF 4 BRIDGES OF OPTION 7
GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH JV WITH - - -
EASTERN AND SOUTHERN REGION OF
BANGLADESH Ministry of Road Transport and Bridges CHECKED BY: -
- - - ISSUE:
DRAWING SCALE: DRAWING NO.:
Bridges Division
Development Design DevConsultants COWI UK Ltd
Bangladesh Bridge Authority Consultants Ltd Limited - - - APPROVED BY: AS SHOWN 260 0.1
APPROACH SPAN 51277 475000 1300000 475000 51277 APPROACH SPAN
SIDE SPAN MAIN SPAN SIDE SPAN

MAIN CABLES
HANGER
ANCHOR BLOCK ANCHOR BLOCK
2
1010
NAVIGATION CHANNEL
SUSPENSION BRIDGE
(DETAIL 1)
SCALE 1:5000
CL BRIDGE
2350 8425 8425 2350 CL

CL
ANCHOR BLOCK MAIN CABLE
650 APPROACH SPAN PIER
500 7600 7600 500

SHOULDER CARRIAGEWAY CARRIAGEWAY SHOULDER
SLOPE PROTECTION
SAFETY VEHICLE
BARRIER PARAPET
SHWL VARIES
0.00m PWD
2.0 % 2.0 %
1500
3000 Ø PILES
1500
CL MAIN CABLE CL MAIN CABLE
TYPICAL DECK ANCHOR BLOCK

CROSS SECTION (DETAIL 2)
SCALE 1:100 SCALE 1:500
DO NOT SCALE FROM THIS DRAWING. ALL DIMENSIONS ARE

0 05 10 15 20 25 30 35 40 45 50 55 60 65 70 75
75 mm ON ORIGINAL
IN mm, UNLESS OTHERWISE STATED.
NOT FOR CONSTRUCTION

PROJECT: CLIENT: CONSULTANT: ISSUE DATE AMENDMENT / ISSUE DESCRIPTION APPROVAL DRAWING TITLE:
PREPARED BY: GEB 14/12/2018
0.1 14.12.18 DRAFT ISSUE SUSPENSION BRIDGE
STUP Consultants Pvt. Ltd. 1300m MAIN SPAN
FEASIBILITY STUDY FOR DESIGNED BY: VNSI 14/12/2018
CONSTRUCTION OF 4 BRIDGES OF ELEVATION, SECTION & DETAILS
GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH JV WITH - - -
EASTERN AND SOUTHERN REGION OF
BANGLADESH Ministry of Road Transport and Bridges CHECKED BY: -
- - - ISSUE:
DRAWING SCALE: DRAWING NO.:
Bridges Division
Development Design DevConsultants COWI UK Ltd
Bangladesh Bridge Authority Consultants Ltd Limited - - - APPROVED BY: AS SHOWN 1010 0.1
Appendix B Preliminary Geotechnical Assessment
BANGLADESH – 4 BRIDGES
FEASIBILITY STUDY
RPT132-009 APPENDIX B
BHOLA BRIDGE FOUNDATION
ASSESSMENT
CONTENTS
1 Introduction 1
2 Ground Conditions 2
3 Evaluation of Foundation Loadings 6

3.1 Post tension box girder bridge 6
3.2 Extradosed bridge 7
4 Foundation Assessment 7
4.1 Background to GROUP analysis 8
4.2 Results of GROUP analysis 11
4.3 Geotechnical capacity of piles 13
5 Discussion 14
5.1 Pile Layout No1 - 8No DN3000 14
5.2 Pile Layout No 2 – 12No DN3000 15
6 Conclusions 15
1 Introduction
The following file note summarises the findings of the ground and pile group
assessment carried out for the Bhola Bridge feasibility study in Bangladesh.
Foundation groups for two bridge options have been considered.
PROJECT NO. DOCUMENT NO.
A0066326-132 RP-009-Appendix B
VERSION DATE OF ISSUE DESCRIPTION PREPARED CHECKED APPROVED
01 01-10-18 First Issue DRHA HOYE PASS
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\RP009 Appendix B Bhola Bridge
Foundation Assessment Rev 01.docx
2 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE – RP-132-09 APPENDIX B
• Post Tensioned Concrete Deck with 110m main spans
• Extradosed Bridge with 200m main spans
2 Ground Conditions
The predominant soil type is fine micaceous sand with some silt, relative density
varies with depth.
Soils are normally consolidated.
Close to the surface at depths to 10m alluvial sediments comprise loose sands
and softs silts.
This assessment is based on sample descriptions and SPT testing carried out in
11No wash bore boreholes (BH01-BH11) installed at the site of the Tentulia,
Bhola Bridge Crossing.
The location of the boreholes relative to the Kalabador & Tentulia river channels
are shown in Figure 2-1 below.
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\RP009 Appendix B Bhola Bridge Foundation Assessment Rev
01.docx
BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE – RP-132-09 APPENDIX B 3
Figure 2-1 Borehole location plan
In the assessment of the relative soil density and correlation with soil friction
angle the Standard Penetration Test data has been adopted based on the work
of Peck et al (1953) shown in Figure 2-2 below.
Relative Density Dr% SPT (N160)

Loose 15-35 5-7.5
Medium Dense 35-65 7.5-25
Dense 65-85 25-42
Figure 2-2 Correlation of corrected SPT (N1)60 with Relative Density and Soil Friction angle
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\RP009 Appendix B Bhola Bridge Foundation
Assessment Rev 01.docx
Correction to the raw SPT data has been made to account for silt content,
effective overburden stress and energy efficiency of the drop hammer.
A summary of the corrected (N1)60 SPT data is provided in Table 2-1 and Figure
2-3 below.
Table 2-1 Summary of Corrected (N1)60 SPT data
Depth Range Relative Density Dr% SPT (N160)

below ground
level
GL-10m Loose to Medium 15-50 5-14
Dense
10m-70m Medium Dense 50-65 14-25
Below 70m Dense 65-74 25-28
Figure 2-3 Bhola Bridge (N1)60 SPT Depth Profile
A summary of the direct shear box test results from which estimates of soil
friction angle is provided in Figure 2-4 below.
01.docx
Figure 2-4 Bhola Bridge Internal Soil Friction Depth Profile
Published correlations of internal soil friction angle with corrected SPT blow
counts derived by Peck et al show favourable comparison with the site data as
shown in Figure 2-5 below.
Figure 2-5 Correlation of internal soil friction angle and (N1)60 SPT data for normally
consolidated soils
On this basis, from the in-situ SPT and direct shear box data the following
ground model and characteristic geotechnical parameters have been adopted for
outline design.
Table 2-2 Summary of Characteristic Geotechnical Parameters
Depth Terzaghi & Peck (1991) API (2000) Coefficients for Piles in
Range Sand
below Description Dr SPT Friction k Shaft Shaft End End
ground (%) N1(60) Angle (MN/ Friction Friction Bearing Bearing
level (Deg) m³) Factor Limit Factor Limit
Beta (kPa) Nq (kPa)
GL-35m Scour
35m- Medium 50- 22-26 34-36 6.5 0.29 67 12 3000
70m Dense 65
Sand/Silt
Below Dense 65- 26-30 36-38 20 0.37 81 20 5000
70m Sand/Silt 70
3 Evaluation of Foundation Loadings

Two bridge types have been assessed, a post tensioned box girder bridge with
maximum span 110m and an Extradosed bridge with a 200m span.
Seismic loads are based on design PGA =0.12g.
All loads reflect conditions of river bed scour to -35mRL.
The loading nomenclature used for structural assessment is shown Figure 3-1
below.
Figure 3-1 Loading convention relative to bridge axes.
3.1 Post tension box girder bridge

The following SLS loadings have been derived for a post tensioned box girder
bridge option with 110m main spans.
01.docx
Table 3-1 SLS load case combinations with scour.

Fz Fy Fx Myy Mxx
LOAD COMBINATION
(kN) (kN) (kN) (kNm) (kNm)
SLS - 0 - PERMANENT + 56,126 +/- 0 +/- 4,839 +/- 128,019 +/- 4,490
SLS - 1 - PERMANENT + LL + 69,399 +/- 402 +/- 7,895 +/- 202,954 +/- 5,552
SLS - 2.1 - PERMANENT + LL + WIND + 69,399 +/- 2,003 +/- 7,895 +/- 202,954 +/- 77,220
SLS - 2.4 - PERMANENT + WIND + 56,126 +/- 3,711 +/- 4,839 +/- 128,020 +/- 90,832
SLS - 3 - PERMANENT + LL + TG + 66,503 +/- 356 +/- 11,698 +/- 295,136 +/- 32,423
SLS - 4 - PERMANENT + LL+ LONG. LL + 69,743 +/- 414 +/- 8,661 +/- 220,948 +/- 38,225
SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 59,000 +/- 2,240 +/- 6,754 +/- 165,770 +/- 61,284
SLS - C - ERECTION STAGE + 48,000 +/- 690 +/- 80 +/- 130,000 +/- 25,000
SLS - 7.1 - SHIP IMPACT - HEAD ON + 59,727 +/- 23,517 +/- 1,021 +/- 79,356 +/- 114,078
SLS - 7.2 - SHIP IMPACT - SIDEWAYS + 63,408 +/- 5,036 +/- 14,249 +/- 156,962 +/- 51,832
ABS MAX + 69,743 +/- 23,517 +/- 14,249 +/- 295,136 +/- 170,877
3.2 Extradosed bridge

The following SLS loadings have been derived for the extradosed bridge option
with 200m main spans.
Table 3-2 SLS load case combinations with scour.
4 Foundation Assessment
The foundation assessment has been carried out using GROUP analysis to
determine maximum pile forces and bending moments acting in individual piles
making up a pile group. GROUP is a pile group design software which allow the
analysis of the distribution of the above bridge loads on to the individual piles
founded in the ground conditions of the bridge site. At this stage of the design,
default soil stiffness parameters within the GROUP software have been assumed
based on the strength parameters derived for the bridge site.
Separate calculations of ultimate geotechnical capacity (i.e. the allowable

working load) have been performed in accordance with design procedures
described in BS EN1997-1:2013.
In the determination of the geotechnical pile capacity Design Approach 1

Combination 2 is considered where:
› Qallowable = (Qshaft/R4 +Qbase/R4)/1.4
The resistance factor R4 is equal to 2.0 for tension loading and 1.6 for
compression loading on the pile shaft and 2.0 for compression loading on the
pile base.
4.1 Background to GROUP analysis

Group analysis has been carried out to determine envelopes of maximum and
minimum axial force, shear force and bending moment acting in the piles for 5
combinations of load.
The GROUP nomenclature for loading convention relative to the bridge axes is
different from the structural nomenclature shown in Figure 3-1 above. The
GROUP nomenclature is shown in Figure 4-1 below.
Figure 4-1 GROUP loading convention relative to bridge axes.
The load combinations analysed are listed in Table 4-1.
Table 4-1 List of load combinations analysed
Load Description Maximum COWI GROUP

Case Value
1 SLS-1 Permanent +HA Vertical Fz Fx (+ive)

Force (+ive)
2 SLS-7.1 Ship Impact Head On Transverse Fy Fz (-ive)

Shear (+ive)
3 SLS-7.2 Ship Impact Side On Longitudinal Fx Fy (-ive)

Shear (+ive)
4 SLS-3 Permanent +HA + Temp Transverse Myy Mzz (-ive)

Bending (+ive)
5 SLS-6.2-Seismic (100% TRA Longitudinal Mxx Myy (-ive)

+30% LON) Bending (+ive)
01.docx
An 8 pile group layout has been assessed for the post tensioned bridge option. A
12 pile group layout has been assessed for the extradosed bridge option.
3m diameter piles (DN3000) have been considered in the assessment. In both

cases piles are spaced at 3D.
The pile groups are orientated with the y-axis representing the longitudinal axis
of the bridge.
In both cases it is assumed that piles will be constructed as bored reinforced

concrete piles with permanent outer steel casing fully fixed in the body of the
pile cap. An E value of 30GPa is adopted for the reinforced concrete. The
bending stiffness of the permanent outer casing is neglected in the analysis.
The axial and bending stiffness properties of the pile are given below.
Bending Stiffness EI 119E06 kNm2

Axial Stiffness EA 212E06 kN
4.1.1 Pile Layout No1 - 8No DN3000
Pile Group Layout 1 comprises 8No DN3000 piles as shown in
Direction of River Flow (Z)
Direction of River Flow (Z)
Figure 4-2 Pile Group 1 – Pile layout.
Pile Cap dimensions for the 8No DN3000 piles 23.5m by 20.6m by 3.5m.
Self Weight of Pile Cap (Submerged Depth 2m) 41,511kN
GROUP load input for the post the post tensioned box girder option (8 Pile
Layout) is show in Table 4-2 below.
Table 4-2 GROUP loadings Option 1 Post Tension Bridge with Scour
Load Description
Case Vertical Longitudinal Transverse Transverse Longitudinal
Force Shear Bending Shear Bending
Fx (kN) Fy (kN) Mzz (kNm) Fz (kN) Myy (kNm)
1 110910 -7895 -202954 0 -5552
2 101238 -1021 -79356 -23517 -114078
3 104919 -14249 -156962 -5036 -51832
4 108014 -11698 -295136 -356 -32423
5 100478 -2616 -102273 -7011 -170877

Pile Group Layout 2 comprises 12No DN3000 piles as shown in Figure 4-3 below.
01.docx
Figure 4-3 Pile Group2 – Pile layout.
Pile Cap dimensions for the 12No DN3000 piles 23m by 32m by 4.5m.
Self Weight of Pile Cap (Submerged Depth 3m) 65805kN.
GROUP load input for the post the extradosed bridge option (12 Pile Layout) is
show in
Table 4-3 below.
01.docx
Table 4-3 GROUP loadings Option 2 Extradosed Bridge with Scour
Load Description
Case Vertical Longitudinal Transverse Transverse Longitudinal
Force Shear Bending Shear Bending
Fx (kN) Fy (kN) Mzz (kNm) Fz (kN) Myy (kNm)
1 221620 1923 472191 998 12112
2 208824 1753 219933 24273 115778
3 208824 12972 262580 5653 47349
4 219945 9753 567220 998 58954
5 207816 5582 292493 16352 430769
4.2 Results of GROUP analysis
Maximum pile forces and moments are presented in Table 4-4 below:
Table 4-4 Summary of Maximum/Minimum pile forces and bending moments.

Longitudinal Transverse Torsional Longitudinal Transverse
Load Case Description Vertical Shear Shear Moment Moment Moment Pile Stress
FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 13630 -987 0 0 -17 -21338 9976
Pile N. 7 7 8 1 7 1 7
MAXIMUM 14097 -986 0 0 -10 -21331 10043
Pile N. 2 2 1 1 2 8 2
Load Case 2 Max Fz (Transverse Shear) MINIMUM -6325 -131 -3094 0 61761 -3076 24206
Pile N. 7 1 7 1 1 1 6
MAXIMUM 30038 -124 -2793 0 62840 -2766 27675
Pile N. 2 8 2 1 8 8 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 4328 -1818 -651 0 13035 -38206 15838
Pile N. 8 8 8 1 1 2 8
MAXIMUM 21393 -1745 -608 0 13360 -37941 18208
Pile N. 1 1 1 1 8 7 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 12472 -1464 -46 0 825 -31649 13688
Pile N. 7 7 8 1 1 1 7
MAXIMUM 14528 -1460 -43 0 900 -31593 14000
Pile N. 2 2 1 1 8 8 2
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 3197 -330 -901 0 17906 -7213 7752
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21493 -324 -852 0 18179 -7063 10381
Pile N. 2 2 1 1 8 8 2
The corresponding foundation flexibility matrix is presented in Figure 4-4 below.
Figure 4-4 Foundation Flexibility Matrix – Pile Layout No1
4.2.2 Pile Layout No 2 – 12No DN3000

Maximum pile forces and moments are presented in Table 4-5 below.
Table 4-5 Summary of Maximum/Minimum pile forces and bending moments.

Longitudinal Transverse Torsional Longitudinal Transverse
Load Case Description Vertical Shear Shear Moment Moment Moment Pile Stress
Pile N. 3 8 10 1 5 8 3
MAXIMUM 24363 -158 84 0 -1744 -3815 5037
Pile N. 10 5 3 1 8 5 10
Load Case 2 Max Fz (Transverse Shear) MINIMUM 5113 -152 -2086 0 42137 -3465 16799
Pile N. 11 1 11 1 1 1 11
MAXIMUM 28480 -140 -1963 0 42632 -3129 20034
Pile N. 2 12 2 1 12 12 2
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20577 -1075 -465 0 9890 -22844 12312
Pile N. 1 1 3 1 10 11 1
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23258 -804 -82 0 1718 -17553 9954
Pile N. 5 5 3 1 10 10 5
Pile N. 11 11 12 1 3 1 11
MAXIMUM 29630 -461 -1315 0 28381 -9867 15472
Pile N. 2 5 1 1 10 12 2
The corresponding foundation flexibility matrix is presented in Figure 4-5.
01.docx
Figure 4-5 Foundation Flexibility Matrix – Pile Layout No2
4.3 Geotechnical capacity of piles

Geotechnical capacity of the DN3000 piles in axial compression and tension has
been determined in accordance with EC7.
Pile design has been carried out for Design Approach 1 Combination 2 loading.
The loadings presented in the tables above are un-factored i.e. representative of
SLS loads.
In the comparison of static pile loads with geotechnical capacity a partial load
factor of 1.3 has been assigned to the component of Live load in accordance
with DA1 C2 of EC7.
Partial load factor of 1.0 has been applied to accidental and seismic actions.
Allowable compression and tension loads for piles with varying toe level to -
110mRL are shown in
Figure 4-6 below.
Figure 4-6 Allowable compression and tension loads for single piles with varying toe
level
5 Discussion
It is clear from Table 4-4 and Table 4-5 above that for both bridge options Load
Case 2, maximum transverse shear due to head on ship impact is governing the
design of the pile group foundation.
01.docx
5.1 Pile Layout No1 - 8No DN3000

Pile toe level is provisionally set at -100mRL.
Allowing for local scour around the pile group to -35mRL the pile capacity in
accordance with EC7 is equal to 30.5MN.
For static ULS design (Load Case 1 and Load Case 4) on the basis that the dead
load is shared evenly throughout the 8 piles, the maximum dead load
component acting on each pile is equal to 13.5MN. The live load component
1MN makes up the difference.
Applying a partial load factor of 1.3 to the live load component results in a ULS
load approximating to 14.8MN which is less than the 30.5MN pile capacity.
The capacity exceeds the maximum ALS vertical compression load of 30MN in
pile 2 under Load Case 2 (Accidental Ship Impact – Head On) and the vertical
compression load of 21MN in pile 2 under Load Case 5 (Seismic Loading).
The maximum permissible tensile load is equal to 14.3MN.
The capacity exceeds the maximum tensile load of 6.3MN in pile 7 experienced
under load case 2.
The maximum pile moment about the longitudinal axis (Myy) of 63MNm is
experienced by Pile 8 under Load Case 2.
5.2 Pile Layout No 2 – 12No DN3000

Pile toe level is set at -100mRL.
Allowing for local scour around the pile group to -35mRL the pile capacity in
accordance with EC7 is equal to 30.5MN.
This is only 1.25 times the maximum static load of 24.5MN for Permanent Dead
and Live loading effects. However, on the basis that the dead load is shared
evenly throughout the 12 piles, the dead load component acting on each pile is
equal to 18.5MN. The live load component 6MN makes up the difference.
Applying a partial load factor of 1.3 to the live load component results in a ULS
load approximating to 26.3MN which is less than the 30.5MN pile capacity.
The capacity exceeds the maximum ALS vertical compression load of 28.4MN in
pile 2 under load case 2 (Accidental Ship Impact – Head On) and the vertical
compression load of 29.6MN in pile 2 under load case 5 (Seismic Loading).
The maximum pile moment about the longitudinal axis (Myy) of 43MNm is
experienced by Pile 12 under load case 2.
6 Conclusions
The pile groups analysed are considered adequate to resist all static dead and
live load combinations.
Ship impact forces are governing the geotechnical and structural design of the
piles.
Hydrodynamic forces acting on pile and pile cap have not been considered in the
assessment as they are less onerous than the ship impact loads.
For the post tensioned box girder option an 8No pile group consisting of 3m
diameter piles installed to -100mRL is considered adequate to resist axial
compression and tension forces arising from ship impact.
For the extradosed bridge option a 12No pile group comprising 3m diameter
piles installed to -100mRL is considered adequate to resist axial compression
forces arising from ship impact. Note that for all load cases analysed the piles
remain in compression.
Under seismic loading the both pile groups are under capacity.
Near surface deposits of loose sand are prone to liquefaction under seismic
loading. The effects of liquefaction on reduced lateral and axial restraint are
taken account of in the assessment through the removal of sediment to a depth
of -35mRL due to the effects of scour at the foundation.
Pile toe depth exceeds the maximum borehole depth. Consequently there
remains uncertainty as to the composition and characteristic strength of
sediments at and below the pile toe. In the future a campaign of supplementary
deep boreholes drilled to 120m depth would be necessary to inform preliminary
design of the scheme.
01.docx
Appendix C Preliminary Structural Design
BANGLADESH – 4 BRIDGES
FEASIBILITY STUDY
RP132-09 BHOLA BRIDGE
APPENDIX C
PRELIMINARY STRUCTURAL
DESIGN
CONTENTS
1 CONCEPTUAL DESIGN OF PRESTRESSED
CONCRETE BOX GIRDER BRIDGE 2
1.1 Introduction 2
1.2 Material properties 3
1.3 Foundation stiffness 5
1.4 Load definition 8
1.5 Structural analysis and capacity check 32
1.6 Conclusions 42
2 CONCEPTUAL DESIGN OF EXTRADOSED

CONCRETE BOX GIRDER BRIDGE 43
2.1 Introduction 43
2.6 Conclusions 70
3 CONCEPTUAL DESIGN OF 300m MAIN SPAN

CONCRETE CABLE STAYED BRIDGE 71
3.1 Introduction 71
3.6 Conclusions 101
2 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
1 CONCEPTUAL DESIGN OF PRESTRESSED CONCRETE

BOX GIRDER BRIDGE
1.1 Introduction
This appendix summarises the load take down for foundation design and
preliminary design of the Prestressed Concrete Box Girder Bridge. The
calculations presented are preliminary and sufficient only to demonstrate the
preliminary design proposed. In all cases, further design development will be
required that may result in changes to the designs shown.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C 3
1.2 Material properties

The material properties assumed for the structural analysis are summarized
below.
For concrete deck elements an increased unit weight of 27kN/m³ has been
assumed to model the additional loads of blisters and diaphragms.
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01.docx
1.3 Foundation stiffness

The foundation stiffness has been calculated using GROUP for two scenarios:
› Normal scour depth (Soft foundation)
› No sour (Stiff foundation)
The GROUP output flexibility matrices are shown below.
Normal Scour Depth
Sign
Convention
Hand calculations have been carried out to check the lateral and rotational
stiffness output provided by GROUP.
For lateral loads, it can be approximated that the equivalent fixed point of a
piled foundation is located at an embedded depth of 3-6 x D, where D is the pile
diameter.
01.docx
(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
The lateral stiffness obtained by GROUP is used to back calculate the effective
length of the pile (Leff) and check the pile fixed point is at an embedment depth
of 3-6D.
No Scour
Sign
Convention
01.docx
01.docx
1.4 Load definition
The general arrangement of the post-tensioned concrete girder is shown in the

figure below.
01.docx
Dead Load
The bridge dead load is defined using the geometrical properties of the structure
as shown below. Allowance is made for tendon anchorages and deviators by
increasing the concrete unit weight of the deck to 27kN/m³
01.docx
Super Imposed Dead Load - SDL
Preliminary assumptions have been made for the SDL. These are summarized
below. Detailed consideration of SDL loads will have to be carried out at a later
stage of the design.
Wind Load - WL
01.docx
01.docx
01.docx
Global Temperature
At this stage of preliminary design, global temperature effects have been assessed in terms of deck shortening and equivalent loads at
the piers in order to identify the optimal bridge unit length and preferred articulation system.
01.docx
01.docx
Creek and Shrinkage
Creep and shrinkage effects have been assessed in terms of deck shortening and equivalent loads at the piers in order to identify the
optimal bridge unit length.
01.docx
From the above calculations, the temperature and Creep & Shrinkage loads
resulting from a monolithic connection between the deck and the piers would be
excessive.
Therefore, it is proposed to provide sliding bearings to enable temperature and
long term differential movements between the deck and the substructure.
The optimal continuous deck length between movement joints is identified as
1,100m, however, smaller lengths can also be adopted.
01.docx
Earthquake loads
Earthquake loads are assessed in accordance to the Bangladesh Building Code

2015. The structural response to seismic load has been calculated by both hand
calculations, assuming a single degree of freedom (SDOF), and computer model
analysis with NODLE (COWI in house software) performing a modal analysis.
The four bridge crossing have been grouped according to their site Peak Ground
Acceleration (PGA):
› Paira, Karkhana, Bhola. PGA=0.12g
01.docx
01.docx
Non – isolated bridge (during a seismic event piers and deck are
connected by shock transmission units).
Hand calculations – SDOF

The seismic loads acting on the sub-structure are calculated by hand assuming
each pier and its tributary deck behave as a Single Degree of Freedom (SDOF).
This is a simplification deemed acceptable at preliminary design stage to assess
the dynamic response of the structure and evaluate possible bridge articulation
options.
With this approach, after the SDOF seismic mass and stiffness are calculated,
the fundamental period and the corresponding base seismic shear are also
calculated.
In this calculation, the following assumptions are also made:
- Pier cracked inertia during earthquake loads is: 0.7 x un-cracked inertia;
- Behaviour factor is equal to 1 for foundation loads (no formation of plastic
hinge is allowed in the foundation).
Calculations of the base seismic shear, VEQ, and associated bending moment,
MEQ, at the base of the pier are calculated as follows.
01.docx
In order to minimize the number of shock transmission units connecting the

deck to the pier, three different deck support configuration have been
considered with varying number of STUs:
› Option 1: piers (1) and (12) are longitudinally guided during a seismic
event. All other piers are equipped with STUs. During a seismic event only
piers (2) to (11) resist the seismic load along the longitudinal direction of
the bridge.
› Option 2: piers (1), (2), (11) and (12) are longitudinally guided during a
seismic event. All other piers are equipped with STUs. During a seismic
01.docx
event only piers (3) to (10) resist the seismic load along the longitudinal
direction of the bridge.
› Option 3: piers (1), (2), (3), (10), (11) and (12) are longitudinally guided
during a seismic event. All other piers are equipped with STUs. During a
seismic event only piers (4) to (9) resist the seismic load along the
longitudinal direction of the bridge.
Compared to option (1), options (2) and (3) correspond to structure with a
longer fundamental period and a smaller seismic acceleration. However, the
tributary seismic weight also increases resulting in higher seismic forces. From
the above, option (1) is selected.
01.docx
› Meghna, PGA=0.28g
01.docx
01.docx
For Meghna bridge the Peak Ground Acceleration (PGA) is 0.28g, this is larger
than the PGA at Bhola, Karkhana and Paira (0.12g). For bridges located in areas
with large PGA values it is may be more convenient to consider isolating the
response of the superstructure from the substructure.
Therefore, two conditions are considered:
› Non – isolated bridge (during a seismic event piers and deck are connected
by shock transmission units).
This option is the most economic as it minimizes the requirement of
expensive Isolation and Dissipation devices. However, it results in a stiff
structure and larger seismic loads.

01.docx
› Isolated bridge, piers and deck are connected by elastomeric or friction

pendulum bearings that isolate the deck response from the substructure.
(The Figure above is extracted from Seismic Design and Retrofit of Bridges
– M.J.N. Priestley & G.M. Calvi)
With this option, Isolation and Dissipation (ID) devices, such as elastomeric or
friction pendulum bearings, are provided at the interfaces between the
superstructure and the substructure. These elements modify the response of the
structure resulting longer periods of vibration, higher damping ratios and in
general a reduction of the overall seismic forces.
The behaviour of the isolated structure and long-period ground motion will have
to be assessed at detailed stage design. At preliminary design stage, a lower
bound of 0.1g is considered in the response spectrum for long period range.
01.docx
The period of vibration of the isolated structure is calculated assuming a

substitute structure model having the equivalent stiffness of the combined
foundation, pier and bearing. This is shown in the Figure below.
Bearing force dissipation through damping will decrease seismic force on the
structure and it is a function of the dissipated energy. Therefore, bearing
damping depends on the amount of displacement the structure and the bearing
experience during a seismic event. In order to approximate this behaviour, with
the damping being a function of the displacements, a larger damping ratio
(15%) is only specified for return periods larger than 0.8 x T1 (T1=Fundamental
period). This is shown in the Figure below.
Damping is effective only for

modes of vibration having a
period larger than 0.8 x T1,
with T1 being the fundamental
period
01.docx
Calculations of the base seismic shear, VEQ, and associated bending

moment, MEQ, at the base of the pier are calculated as follows.
Due to the high PGA (0.28g), the isolated deck bridge option is selected.
Preliminary calculations of bearing stiffness and damping properties

(Elastomeric bearing)
A preliminary estimation of stiffness and damping properties assumed for the

bridge structural response is shown in the following page.
01.docx
01.docx
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Vessel collision, CV
The vessel impact load is assessed on the basis of section 1.14.8 of AASHTO
LRFD-07.
Ps = 1.2 x 10-5 V (DWT)0.5
Where:
Ps = equivalent static vessel impact force (N)
DWT = deadweight tonnage of vessel (Mg)
V = vessel impact speed
Assuming a maximum DWT of 4,000 Mg navigating at 3 m/s velocity results in a

vessel impact force of 23MN.
The vessel impact force, Ps, is the equivalent static load applied to the bridge
structure. This equivalent static force is calculated regardless the foundation
stiffness. Therefore, it may be conservative. At detailed design stage, a more
refined dynamic analysis can be prepared to assess the theoretical vessel impact
– structural energy dissipation mechanism in order to optimize the foundation
design.
Two loading conditions are considered:
100 % of the design impact force in a direction parallel to the alignment of the
centreline of the navigable channel, or
50 % of the design impact force in the direction normal to the direction of the
centreline of the channel.
At this stage of the design, the main consideration is centred on the impact force
global effects on the foundation, as such in accordance to section 3.14.14.1 of
AASHTO LRFD-07 the design impact force is applied as a concentrated force on
the substructure at the mean high water level of the waterway.
(AASHTO LRFD 2007-5 - Figure 3.14.14.1-1)
The impact force point load application is shown in the following Figure.
01.docx
Impact load is applied at the

SHWL (BITWA Chart)=3.5mPD
Transverse direction of the bridge

Parallel to the navigation channel
CV (b) = 11.5MN Longitudinal direction of the bridge

Perpendicular to the navigation
channel
CV (a) = 23MN
01.docx
1.5 Structural analysis and capacity check
The structural analysis has been carried out by a computer Frame Analysis
models and hand calculations. The frame analysis models have been created
using NODLE (COWI UK In-house frame analysis program).
A pictorial of the analysis model is shown in the Figure below.
Deck
110m span
Viaduct unit 1100m
Global Analysis, NODLE Output - Reactions at top of pilecap
The following conditions have been analysed:

› A.1 - PGA 0.12g - No scour
› A.2 - PGA 0.12g - Scour
› B.1 - PGA 0.28g - No scour
› B.2 - PGA 0.28g – Scour
Force Convention
> x axis for loads along the longitudinal direction of the bridge
> y axis for loads along the transverse direction of the bridge
> z axis for vertical loads, positive upwards
> Mxx, moment about the longitudinal direction of the bridge
> Myy, moment about the transverse direction of the bridge
> Mzz, moment about the vertical axis
Reactions at the top of the pile cap are shown in the following pages.
01.docx
01.docx
› B.1 - PGA 0.28g - No scour (Isolated)
› B.2 - PGA 0.28g -Scour (Isolated)
01.docx
Global Analysis, NODLE Output – Deck forces
The deck bending moment is shown in the following figures.
Deck bending moment – Permanent loads
Deck bending moment – Traffic loads
Global and Local Analysis - Deck Segment Preliminary Design
The deck preliminary design has been carried out checking the deck structural
dimensions against AASHTO LFRD 2012 recommendations (section 5.14.2.3.10)
and experience from past projects. A summary of the key dimension is shown
below.
01.docx
AASHTO recommendations
Minimum flange thickness

• 1/30 of the clear span between the webs or haunches
• Larger than 225mm at anchorages zones where transverse post-
tensioning is used
• Larger than 200mm beyond anchorages zones / where transverse PT is
not used.
Minimum Web Thickness
• Larger than 200mm for webs with no longitudinal or vertical post

tensioning tendons
• Larger than 300mm for webs with only longitudinal (or vertical) post
tensioning tendons
Length of Top Flange Cantilever
• The cantilever length of the top flange should preferably not exceed 0.45
the interior span of the top flange.
Overall Cross Section Dimensions

Concrete deck dimension shall limit the live load deflections to 1/1000 of the
span.
01.docx
15mm / 100,000 mm = 1 / 6500 < 1 / 1000, OK.
The proposed deck section dimension are in accordance to the code limitations
and indications from best practice.
01.docx
Deck Longitudinal Loads, Post-tensioning and Stress check at SLS
According to AASHTO, the prestressed concrete structure shall be designed to

remain fully in compression at joints and areas where no bonded reinforcement
is present. In areas with bonded reinforcement sufficient to resist the tensile
force as prescribed by section 5.9.4 of AASHTO LRFD (2012) the tensile stress
shall be limited to 0.50 x f'c0.5
The deck top internal tendons requirement is calculated checking the deck
cantilever stresses at construction stage. This is the governing scenario.
In calculating the prestress force allowance is made for short and long term
losses.
Construction Stage – Balanced Cantilever Erection

The top cantilever post-tensioning requirement has been calculated to maintain
the deck under compression throughout cantilever stages.
The required top cantilever PT is:
› (6-27 x 2) x 17
Or equivalent (different size of tendons, equivalent number of strands)
01.docx
Deck Stresses at Permanent stage

The deck bottom post-tensioning (internal and external) requirement has been calculated
checking that under permanent and main traffic loads there is no tension along the deck. The
typical requirement for internal and external post-tensioning tendons is shown in the figure
below.
01.docx
40 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
Structural capacity checks of substructure
Bored Pile
According to the preliminary assessment of the foundation general arrangement

for the extradosed bridge a pile group of 8 number 3m diameter bored pile is
adequate to withstand the design forces. The design forces for the 3m diameter
bored pile are summarized in the tables below.
› Bhola, Karkhana, Paira
Transverse Torsional Longitudinal Transverse

Load Case Description Vertical Longitudinal Shear Shear Moment Moment Moment Pile Stress
Pile N. 7 7 8 1 7 1 7
MAXIMUM 14097 -986 0 0 -10 -21331 10043
Pile N. 2 2 1 1 2 8 2
Pile N. 7 1 7 1 1 1 6
MAXIMUM 30038 -124 -2793 0 62840 -2766 27675
Pile N. 2 8 2 1 8 8 2
Pile N. 8 8 8 1 1 2 8
MAXIMUM 21393 -1745 -608 0 13360 -37941 18208
Pile N. 1 1 1 1 8 7 1
Pile N. 7 7 8 1 1 1 7
MAXIMUM 14528 -1460 -43 0 900 -31593 14000
Pile N. 2 2 1 1 8 8 2
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21493 -324 -852 0 18179 -7063 10381
Pile N. 2 2 1 1 8 8 2
› Meghna

FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M

Load Case 1 Max Fx (Vertical) MINIMUM 13239 -988 -51 0 1135 -23247 10647
Pile N. 8 8 8 1 1 2 8
MAXIMUM 14487 -985 -50 0 1161 -23222 10828
Pile N. 1 1 1 1 8 7 1
Pile N. 7 1 7 1 1 1 6
MAXIMUM 31143 -124 -2752 0 68905 -2957 29991
Pile N. 2 8 2 1 8 8 2
Pile N. 8 8 8 1 1 2 8
MAXIMUM 22214 -1733 -602 0 14664 -41359 19702
Pile N. 1 1 1 1 8 7 1
Pile N. 8 8 8 1 1 2 8
MAXIMUM 14972 -1458 -42 0 1006 -34390 15124
Pile N. 1 1 1 1 8 7 1
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 2981 -331 -907 0 19591 -7853 8411.3
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21751 -323 -846 0 19965 -7656 11116
Pile N. 2 2 1 1 8 8 2
Load Case 6 Max Mzz (Transversel Moment) MINIMUM 7591 -1564 -437 0 9197 -36768 15282
Pile N. 8 8 8 1 1 2 8
MAXIMUM 17648 -1531 -399 0 9736 -36361 16788
Pile N. 1 1 1 1 8 7 1
From the above loads, the following reinforcement is checked.
01.docx
BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 41
The R.C. check is done using FAGUS, results are shown in the following Figures.
The design loads are within capacity. The typical pile utilization value is smaller
than 0.75 (< 1, OK). The maximum utilization value of 0.94 corresponds to ship
impact load. Although this is a high value close to 1, it corresponds to an
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Rev 01.docx
extreme event scenario. This scenario will have to be investigated with more
detail at subsequent stage of design.
1.6 Conclusions
The preliminary design of the concrete prestressed box girder option is

presented in this calculation note. Drawings showing the general arrangement of
and structural design of the bridge are attached in Appendix A.
01.docx
2 CONCEPTUAL DESIGN OF EXTRADOSED CONCRETE

BOX GIRDER BRIDGE
2.1 Introduction
This appendix summarises the load take down and preliminary design of the
Extradosed Concrete Box Girder Bridge. The calculations presented are
preliminary and sufficient only to demonstrate the preliminary design proposed.
In all cases, further design development will be required that may result in
changes to the designs shown.
Rev 01.docx
below.
MATERIAL ASSUMPTIONS
CONCRETE SELF-WEIGHT OF R.C.
Assume: Post tensioned deck= 27 kN/m³ =>(This includes an allowance for tendon
anchorages)
Other concrete elements= 25 kN/m³
CONCRETE
GRADE
DECK C50/60 - 20
PIERS C50/60 - 20
PILECAPS C40/50 - 20
PILES C40/50 - 20
CONCRETE YOUNG MODULUS: in accordance to EC2
Cylinder
Characteristic 20 25 30 40 45 50 60
Strength
Elastic Modulus
30 31 33 35 36 37 39
(kN/ mm2 )
CREEP PARAMETERS: in accordance Indian Code

Indian Road Congress IRC : 18 - 2000
Age of concrete at the time of stressing Strain due to residual shrinkage

3 4.3E-04
7 3.5E-04
10 3.0E-04
14 2.5E-04
21 2.0E-04
28 1.9E-04
90 1.5E-04
Maturity (%) of concrete at stressing Creep strain per 10MPa

50 8.3E-04
60 7.2E-04
70 6.1E-04
80 5.6E-04
90 5.1E-04
100 4.4E-04
110 4.0E-04
01.docx
Rev 01.docx
The foundation stiffness has been calculated using GROUP for the SCOUR case.
The GROUP output is shown below
GROUP Flexibility Matrix

Karkhana With Scour 12 pile D3000
5.80E-08
8.67E-06 -1.87E-08
8.76E-06 1.86E-08
0.00E+00
1.87E-08 7.46E-10
-1.86E-08 7.47E-10
Sign
Convention
01.docx
2.4 Load definition
Dead Load
The bridge dead load is defined using the geometrical properties of the structure
as shown below. Allowance is made for tendon anchorages and deviators by
increasing the concrete unit weight of the deck to 27kN/m³
Deck
Pylon
Rev 01.docx
01.docx
Earthquake load
Earthquake loads are assessed in accordance to the Bangladesh Building Code

2015. The structural response to seismic load has been calculated by both hand
calculations, assuming a single degree of freedom (SDOF), and computer model
analysis with NODLE (COWI in house software) performing a modal analysis.
The four bridge crossing have been grouped according to their site Peak Ground
Acceleration (PGA):
› Paira, Karkhana, Bhola. PGA=0.12g
Rev 01.docx
01.docx
Non – isolated bridge (during a seismic event piers and deck are
connected by shock transmission units).

The seismic loads acting on the sub-structure are calculated by hand assuming
each pier and its tributary deck behave as a Single Degree of Freedom (SDOF).
This is a simplification deemed acceptable at preliminary design stage to assess
the dynamic response of the structure and evaluate possible bridge articulation
options.
With this approach, after the SDOF seismic mass and stiffness are calculated,
the fundamental period and the corresponding base seismic shear are also
calculated.
In this calculation, the following assumptions are also made:
- Pier cracked inertia during earthquake loads is: 0.7 x un-cracked inertia;
- Behaviour factor is equal to 1 for foundation loads (no formation of plastic
hinge is allowed in the foundation).
Rev 01.docx
HAND CALCULATIONS - SINGLE DEGREE OF FREEDOM (SDOF)

Non isolated deck - POT BEARINGS & STUs
Pier - Structural properties and stiffness
H= 26.00 m - Height of pier including plastic hinge

Icr/Iun = 0.7 - Ratio for between cracked and uncracked intertia
Concrete class: C50
fck= 50 N/mm 2
fcd= 22 N/mm 2
Ecm= 37,278 N/mm 2 - Short term E modulus
4
Iun,T = 300.00 m
4
Icr,T = 210.00 m
4
Iun,L = 675.00 m
4
Icr,L = 472.50 m
Pier transverse stiffness
KP,T = 1336 MN/m
Pier longitudinal stiffness
KP,L = 5345 MN/m
Pilecap - Stiffness
Pilecap transverse stiffness
KPC ,T = 705.00 MN/m
Pilecap longitudinal stiffness
KPC ,L = 705.00 MN/m
System combined stiffness (=1/(1/KPC +1/KP ))

Pier and pilecap transverse stiffness
KPC +P,T = 461.50 MN/m
Pier and pilecap longitudinal stiffness
KPC +P,L = 622.84 MN/m
Seismic weight
Weight of the cantilever
Rv-cantile ve r= 75 MN
Weight of the pilecap and pier (assume a mass contribution factor of 0.2)
Rv-Substructure = 20 MN
Sum of seismic weight
Rv-SUM 95 MN
SDOF Fundamental Period SDOF Earthquake forces at pilecap

Transverse direction (Viscous equivalent damping, D=5%)
TT = 0.91 s SaE= 0.19 g VEQ = 18.5 MN
MEQ = 489.5 MNm
Longitudinal direction
TL= 0.78 s SaE= 0.25 g VEQ = 23.8 MN
MEQ = 314.7 MNm
01.docx
› Meghna. PGA=0.28g
Rev 01.docx
For Meghna bridge the Peak Ground Acceleration (PGA) is 0.28g, this is larger
than the PGA at Bhola, Karkhana and Paira (0.12g). For bridges located in areas
with large PGA values it is may be more convenient to consider isolating the
response of the superstructure from the substructure.
Therefore, two conditions are considered:
› Non – isolated bridge (during a seismic event piers and deck are connected
by shock transmission units).
This option is the most economic as it minimizes the requirement of
expensive Isolation and Dissipation devices. However, it results in a stiff
structure and larger seismic loads.
01.docx

Non isolated deck - POT BEARINGS & STUs
Pier - Structural properties and stiffness
H= 26.00 m - Height of pier including plastic hinge

Icr/Iun = 0.7 - Ratio for between cracked and uncracked intertia
Concrete class: C50
fck= 50 N/mm 2
fcd= 22 N/mm 2
Ecm= 37,278 N/mm 2 - Short term E modulus
4
Iun,T = 300.00 m
4
Icr,T = 210.00 m
4
Iun,L = 675.00 m
4
Icr,L = 472.50 m
KP,T = 1336 MN/m
KP,L = 5345 MN/m
Pilecap - Stiffness
KPC ,T = 705.00 MN/m
KPC ,L = 705.00 MN/m

Pier and pilecap transverse stiffness
KPC +P,T = 461.50 MN/m
Pier and pilecap longitudinal stiffness
KPC +P,L = 622.84 MN/m
Seismic weight
Rv-SUM 95 MN

TT = 0.91 s SaE= 0.70 g VEQ = 66.5 MN
MEQ = 1762.3 MNm
TL= 0.78 s SaE= 0.79 g VEQ = 74.8 MN
MEQ = 991.3 MNm
Rev 01.docx
› Isolated bridge
Isolated bridge, piers and deck are connected by elastomeric or friction

pendulum bearings that isolate the deck response from the substructure.
With this option, Isolation and Dissipation (ID) devices, such as elastomeric or
friction pendulum bearings, are provided at the interfaces between the
superstructure and the substructure. These elements modify the response of the
structure resulting longer periods of vibration, higher damping ratios and in
general a reduction of the overall seismic forces.
The behaviour of the isolated structure and long-period ground motion will have
to be assessed at detailed stage design. At preliminary design stage, a lower
bound of 0.1g is considered in the response spectrum for long period range.
01.docx
The period of vibration of the isolated structure is calculated assuming a

substitute structure model having the equivalent stiffness of the combined
foundation, pier and bearing. This is shown in the Figure below.
Bearing force dissipation through damping will decrease seismic force on the
structure and it is a function of the dissipated energy. Therefore, bearing
damping depends on the amount of displacement the structure and the bearing
experience during a seismic event. In order to approximate this behaviour, with
the damping being a function of the displacements, a larger damping ratio
(15%) is only specified for return periods larger than 0.8 x T1 (T1=Fundamental
period). This is shown in the Figure below.
Damping is effective only for

modes of vibration having a
period larger than 0.8 x T1,
with T1 being the fundamental
period
Rev 01.docx
Isolated deck - Elastomeric bearing or Friction pendulum bearing

KP,T = 1336 MN/m
KP,L = 1336 MN/m
Isolation device transverse stiffness
KID,T = 50 MN/m
Isolation device longitudinal stiffness
KID,L = 50 MN/m
Pilecap - Stiffness
KPC ,T = 705.00 MN/m
KPC ,L = 705.00 MN/m
Pier, isolator device and pilecap transverse stiffness
KPC +P,T = 45.11 MN/m
Pier, isolator device and pilecap longitudinal stiffness
KPC +P,L = 45.11 MN/m
Seismic weight
Rv-SUM 95 MN

TT = 2.91 s SaE= 0.12 g VEQ = 10.9 MN
MEQ = 290.1 MNm
TL= 2.91 s SaE= 0.12 g VEQ = 10.9 MN
MEQ = 290.1 MNm
01.docx
Vessel collision, CV
The vessel impact load is assessed on the basis of section 1.14.8 of AASHTO
LRFD-07.
Ps = 1.2 x 10-5 V (DWT)0.5
Where:
Ps = equivalent static vessel impact force (N)
DWT = deadweight tonnage of vessel (Mg)
V = vessel impact speed
Assuming a maximum DWT of 4,000 Mg navigating at 3 m/s velocity results in a

vessel impact force of 23MN.
The vessel impact force, Ps, is the equivalent static load applied to the bridge
structure. At detailed design stage, a more refined dynamic analysis can be
prepared to assess the theoretical vessel impact – structural energy dissipation
mechanism.
Two loading conditions are considered:
100 % of the design impact force in a direction parallel to the alignment of the
centreline of the navigable channel, or
50 % of the design impact force in the direction normal to the direction of the
centreline of the channel.
At this stage of the design, the main consideration is centred on the impact force
global effects on the foundation, as such in accordance to section 3.14.14.1 of
AASHTO LRFD-07 the design impact force is applied as a concentrated force on
the substructure at the mean high water level of the waterway.
(AASHTO LRFD 2007-5 - Figure 3.14.14.1-1)
The impact force point load application is shown in the following Figure.
Rev 01.docx
Transverse direction of the bridge

Parallel to the navigation channel
CV (b) = 11.5MN Longitudinal direction of the bridge

Perpendicular to the navigation
channel
CV (a) = 23MN
01.docx
The structural analysis has been carried out computer Frame Analysis models
and hand calculations. The frame analysis models have been created using
NODLE (COWI UK In-house frame analysis program).
A pictorial of the analysis model is shown in the Figure below.
Bridge unit 800m
Global Analysis, NODLE Output - Reactions at top of pilecap
The following conditions have been analysed:

› B.1 - PGA 0.28g - No scour
› B.2 - PGA 0.28g – Scour
Force Convention
> x axis for loads along the longitudinal direction of the bridge
> y axis for loads along the transverse direction of the bridge
> z axis for vertical loads, positive upwards
> Mxx, moment about the longitudinal direction of the bridge
> Myy, moment about the transverse direction of the bridge
> Mzz, moment about the vertical axis
Reactions at the top of the pile cap are shown in the following pages.
Rev 01.docx
01.docx
› B.1 - PGA 0.28g - No scour (Isolated)
› B.2 - PGA 0.28g -Scour (Isolated)
Rev 01.docx
Deck bending moment – Traffic loads
Global and Local Analysis - Deck Segment Preliminary Design
The deck structural dimensions have checked against AASHTO LFRD 2012
recommendations (section 5.14.2.3.10) and experience from past projects. A
summary of the key dimension is shown below.
AASHTO reccomendations
Minimum flange thickness

• 1/30 of the clear span between the webs or haunches
• Larger than 225mm at anchorages zones where transverse post-
tensioning is used
• Larger than 200mm beyond anchorages zones / where transverse PT is
not used.
Minimum Web Thickness
• Larger than 200mm for webs with no longitudinal or vertical post

tensioning tendons
• Larger than 300mm for webs with only longitudinal (or vertical) post
tensioning tendons
Length of Top Flange Cantilever
• The cantilever length of the top flange should preferably not exceed 0.45
the interior span of the top flange.
01.docx
Overall Cross Section Dimensions

Concrete deck dimension shall limit the live load deflections to 1/1000 of the
span.
50mm / 200,000 mm = 1 / 4000 < 1 / 1000, OK.
The proposed deck section dimension are in accordance to the code limitation.
Rev 01.docx
Deck Longitudinal Post-tensioning
The prestressed concrete structure shall be designed to remain fully in

compression at joints and areas where no bonded reinforcement is present. In
areas with bonded reinforcement sufficient to resist the tensile force as
prescribed by section 5.9.4 of AASHTO LRFD (2012) the tensile stress shall be
limited to 0.50 x f'c0.5
The preliminary post-tensioning layout is shown in the following Figure.
01.docx
Bored Pile – Preliminary Design
According to the preliminary assessment of the foundation general arrangement

for the extradosed bridge a pile group of 12 number 3m diameter bored pile is
adequate to withstand the design forces. The design forces for the 3m diameter
bored pile are summarized in the tables below.
› Bhola, Karkhana, Paira

Pile N. 3 8 10 1 5 8 3
MAXIMUM 24363 -158 84 0 -1744 -3815 5037
Pile N. 10 5 3 1 8 5 10
Pile N. 11 1 11 1 1 1 11
MAXIMUM 28480 -140 -1963 0 42632 -3129 20034
Pile N. 2 12 2 1 12 12 2
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20577 -1075 -465 0 9890 -22844 12312
Pile N. 1 1 3 1 10 11 1
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23258 -804 -82 0 1718 -17553 9954
Pile N. 5 5 3 1 10 10 5
Pile N. 11 11 12 1 3 1 11
MAXIMUM 29630 -461 -1315 0 28381 -9867 15472
Pile N. 2 5 1 1 10 12 2
› Meghna

Pile N. 3 8 10 1 5 8 3
MAXIMUM 24351 -158 84 0 -1906 -4084 5156
Pile N. 10 5 3 1 8 2 10
Pile N. 11 1 11 1 1 1 11
MAXIMUM 29152 -139 -1947 0 46821 -3348 21658
Pile N. 2 12 2 1 12 12 2
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20917 -1073 -463 0 10865 -24967 13243
Pile N. 1 1 3 1 10 11 1
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23028 -802 -82 0 1903 -19120 10520
Pile N. 5 5 3 1 10 10 5
Pile N. 11 11 12 1 3 1 11
MAXIMUM 27602 -428 -1031 0 24430 -9975 13819
Pile N. 2 5 1 1 10 12 2
From the above loads, the following reinforcement is assumed.
Rev 01.docx
The R.C. check is done using FAGUS, results are shown in the following Figures.
01.docx
The design loads are within capacity. The maximum utilization value of 0.60
corresponds to ship impact load. Reinforcement detailed design shall be carried
out at detailed stage design.
Rev 01.docx
2.6 Conclusions
The preliminary design of the extradosed bridge option is presented in this

calculation note. Drawings showing the general arrangement of and structural
design of the bridge are attached in Appendix A.
01.docx
3 CONCEPTUAL DESIGN OF 300m MAIN SPAN

CONCRETE CABLE STAYED BRIDGE
3.1 Introduction
This appendix summarises the load take down and preliminary design of the
300m main span Cable Stayed Bridge. The calculations presented are
preliminary and sufficient only to demonstrate the preliminary design proposed.
In all cases, further design development will be required that may result in
changes to the designs shown.
Rev 01.docx
below.
MATERIAL ASSUMPTIONS
CONCRETE SELF-WEIGHT OF R.C.
Assume: Deck= 27 kN/m³ =>(This includes an allowance for tendon

anchorages)
Other concrete elements= 25 kN/m³
CONCRETE
GRADE
DECK C50/60 - 20
PIERS C50/60 - 20
PILECAPS C40/50 - 20
PILES C40/50 - 20
CONCRETE YOUNG MODULUS: in accordance to EC2
Cylinder
Characteristic 20 25 30 40 45 50 60
Strength
Elastic Modulus
30 31 33 35 36 37 39
(kN/ mm2 )
CREEP PARAMETERS: in accordance Indian Code

Indian Road Congress IRC : 18 - 2000
Age of concrete at the time of stressing Strain due to residual shrinkage

3 4.3E-04
7 3.5E-04
10 3.0E-04
14 2.5E-04
21 2.0E-04
28 1.9E-04
90 1.5E-04
Maturity (%) of concrete at stressing Creep strain per 10MPa

50 8.3E-04
60 7.2E-04
70 6.1E-04
80 5.6E-04
90 5.1E-04
100 4.4E-04
110 4.0E-04
01.docx

The foundation stiffness has been calculated using GROUP for the SCOUR case.
The GROUP output is shown below
GROUP Flexibility Matrix
3.89E-08
7.09E-06 -5.95E-09
7.37E-06 1.17E-08
0.00E+00
1.20E-08 4.39E-10
-5.90E-09 2.23E-10
Sign
Convention
Rev 01.docx
3.4 Load definition
SUPERSTRUCTURE - SUMMARY OF LOADS

DL - CONCRETE DECK GIRDER
The concrete deck girder has a constant cross section: 4,000mm
The box girder width is constant at 19300 mm
The deck self-weigh per linear meter is summarysed as follows:
At 4000mm deep section
Cross section area= 14 m² / m

Equivalent THK.= 0.73 m² / m
Linear DL= 382 kN / m
Steel delta frame (Steel)

Gross volume= 0.48 m³
DL= 37 kN
At pier diaphragm
Cross section area= 38 m² / m

Equivalent THK.= 2.07 m² / m
Linear DL= ### kN / m
DL= ### kN
SDL.1 Surfacing - 100mm THK. Surfacing Thickness= 100 mm Note 1

Surfacing Width= 19300 mm
Unit weight= 23 kN/m³
Linear SDL= 44 kN / m
SDL.2 Vehicle parapets =2*0.5*25 = 25 kN / m Note 2

SDL.3 Central Barrier =0.3*25 = 7.5 kN / m Note 3
SDL.4 Sign gantries and road side lighting = 2 kN / m Note 4
SDL.5 Deck drainage = 1 kN / m Note 5
SDL.6 Gas mains and fixing = 5 kN / m Note 6
SDL.7 TLC cables and ducts = 1 kN / m Note 7
SDL.8 Maintenance UDL = 0 kN / m Note 8
SDL.9 Allowance for future services along parapets and median barrier = 3 kN / m Note 9
(it could be a water main of 3kN/m)
= 45 kN / m
01.docx
The structural analysis has been carried out by a computer Frame Analysis
models and hand calculations. The frame analysis models have been created
using NODLE (COWI UK In-house frame analysis program).
Pictorials of the analysis model are shown in the figures below.
Deck
300m span
The vertical loads applied onto

the deck are defined with an
offset from the deck centreline
to capture the torsional
behaviour of the structure.
Figure – Pictorial of NODLE model
Rev 01.docx
Global Analysis, NODLE Output – Foundation loads at SLS
› No scour case
Fz Fy Fx Myy Mxx
LOAD COMBINATION
SLS - 0 - PERMANENT + 193,930 +/- 0 +/- 63,683 +/- 181,709 +/- 14,545
SLS - 1 - PERMANENT + LL + 220,267 +/- 814 +/- 69,802 +/- 493,770 +/- 16,520
SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 218,988 +/- 16,243 +/- 88,910 +/- 1,345,269 +/- 418,046
SLS - 6.2 - SEISMIC (100 % TRA + 30 % LON) + 208,703 +/- 52,484 +/- 73,232 +/- 500,795 +/- 1,330,228
ABS MAX + 220,267 +/- 52,484 +/- 88,910 +/- 1,345,269 +/- 1,330,228
› Scour case
Fz Fy Fx Myy Mxx
LOAD COMBINATION
SLS - 0 - PERMANENT + 193,930 +/- 0 +/- 63,683 +/- 181,709 +/- 14,545
SLS - 1 - PERMANENT + LL + 220,267 +/- 814 +/- 69,802 +/- 493,770 +/- 16,520
SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 216,814 +/- 6,136 +/- 89,934 +/- 1,389,601 +/- 196,249
ABS MAX + 220,267 +/- 24,462 +/- 89,934 +/- 1,389,601 +/- 570,798
01.docx
The deck bending moment is shown in the following figures.
Figure - Deck deflected shape for permanent loads (no balancing of model)
Figure - Deck bending moment for permanent loads (no balancing of model)
Figure - Deck deflected shape for permanent loads (after balancing of model)
Figure - Deck bending moment for permanent loads (after balancing of model)
Figure - Deck bending moment for traffic loads
Rev 01.docx
Global Analysis, NODLE Output – Pylon forces
› SLS 0 – Permanent loads only
Top of deck
level
Top of deck
level
01.docx
› SLS1 – Permanent loads + Traffic live load (HA)
Top of deck
level
Top of deck
level
Rev 01.docx
› SLS 2-1 – Permanent loads + Traffic live load (HA) + Wind Load Transverse
Top of deck
level
Top of deck
level
01.docx
› SLS 2-2 - Permanent loads + Wind Load Transverse
Top of deck
level
Top of deck
level
Rev 01.docx
› SLS 3-1 - Permanent loads + Traffic live Load (HA) + Temperature

(Contraction)
Top of deck
level
Top of deck
level
01.docx
› SLS 3-2 - Permanent loads + Traffic live Load (HA) + Temperature

(Expansion)
Top of deck
level
Top of deck
level
Rev 01.docx
› SLS 4-2 - Permanent loads + Traffic live Load (HB) + Longitudinal Traffic
load (HB)
Top of deck
level
Top of deck
level
01.docx
› SLS 6-1- Permanent loads + Seismic (30% Transverse + 100%

Longitudinal) + 30% Traffic live Load (HA)
Top of deck
level
Top of deck
level
Rev 01.docx
› SLS 6-2- Permanent loads + Seismic (100% Transverse + 30%

Longitudinal) + 30% Traffic live Load (HA)
Top of deck
level
Top of deck
level
01.docx
RC capacity check (FAGUS)
Pylon Top – Option 1: Section 1
General Arrangement
Rev 01.docx
Reinforcement
01.docx
General Arrangement
Rev 01.docx
Reinforcement
01.docx
Sect. 1 Sect. 2
MAX: 1.07 MAX: 0.73 MAX:

N My Mz Fy Fz eff(M,N) eff(M,N)
Combination Load ID Notes Notes
(kN) (kNm) (kNm) (kN) (kN) [-] [-]
SLS-0 1 -235061 97550 0 0 102 0.53 0.45
SLS-0 2 -233996 97752 0 0 101 0.53 0.44
SLS-0 3 -232931 97950 0 0 99 0.53 0.44
SLS-0 4 -231866 98143 0 0 97 0.53 0.44
SLS-0 5 -230801 98330 0 0 93 0.53 0.44
SLS-0 6 -229736 98507 0 0 89 0.52 0.44
SLS-0 7 -228671 98674 0 0 83 0.52 0.44
SLS-0 8 -227606 98828 0 0 77 0.52 0.43
SLS-0 9 -226541 98968 0 0 70 0.52 0.43
SLS-0 10 -225476 99092 0 0 62 0.52 0.43
SLS-0 11 -224411 99199 0 0 53 0.51 0.43
SLS-0 12 -223346 99286 0 0 43 0.51 0.43
SLS-0 13 -208206 103307 0 0 1577 0.49 0.4
SLS-0 14 -196281 104584 0 0 500 0.46 0.38
SLS-0 15 -185637 101271 0 0 1299 0.44 0.37
SLS-0 16 -175170 93044 0 0 3226 0.41 0.34
SLS-0 17 -164315 79436 0 0 5337 0.38 0.32
SLS-0 18 -152832 59358 0 0 7874 0.34 0.29
SLS-0 19 -140736 31365 0 0 10978 0.3 0.25
SLS-0 20 -128293 5611 0 0 14500 0.26 0.22
SLS-0 21 -116015 51232 0 0 17891 0.27 0.22
SLS-0 22 -104614 102723 0 0 20193 0.29 0.23
SLS-0 23 -94874 154194 0 0 20185 0.32 0.25
SLS-0 24 -87437 196810 0 0 16712 0.36 0.27
SLS-0 25 -82501 220335 0 0 9226 0.39 0.29
SLS-0 26 -79447 216576 0 0 1474 0.38 0.28
SLS-0 27 -76438 185062 0 0 12358 0.33 0.25
SLS-0 28 -70716 137881 0 0 18502 0.27 0.2
SLS-0 29 -62265 87463 0 0 19772 0.19 0.15
SLS-0 30 -51736 43697 0 0 17163 0.14 0.11
SLS-0 31 -40013 12878 0 0 12086 0.09 0.07
SLS-0 32 -28010 2654 0 0 6091 0.06 0.05
SLS-0 33 -16598 4777 0 0 833 0.04 0.03
SLS-0 34 -6577 0 0 0 1874 0.01 0.01
SLS-1 35 -233320 231755 0 0 6216 0.64 0.52
SLS-1 36 -232255 226480 0 0 6217 0.63 0.52
SLS-1 37 -231190 221489 0 0 6219 0.63 0.51
SLS-1 38 -230125 217128 0 0 6222 0.62 0.51
SLS-1 39 -229060 213361 0 0 6225 0.62 0.5
SLS-1 40 -227995 209745 0 0 6230 0.61 0.5
SLS-1 41 -226930 206424 0 0 6235 0.61 0.49
SLS-1 42 -225865 203757 0 0 6241 0.6 0.49
SLS-1 43 -224800 201367 0 0 6248 0.6 0.49
SLS-1 44 -223735 199990 0 0 6256 0.59 0.49
SLS-1 45 -222670 198894 0 0 6265 0.59 0.48
SLS-1 46 -221605 202118 0 0 6275 0.59 0.48
SLS-1 47 -206530 210989 0 0 4491 0.57 0.46
SLS-1 48 -194660 215818 0 0 4361 0.55 0.45
SLS-1 49 -184018 214327 0 0 5365 0.53 0.43
SLS-1 50 -173371 205918 0 0 6696 0.5 0.41
SLS-1 51 -162223 190090 0 0 8526 0.47 0.38
SLS-1 52 -150421 165936 0 0 10951 0.43 0.35
SLS-1 53 -138071 132168 0 0 14134 0.37 0.3
SLS-1 54 -125461 128224 0 0 17836 0.35 0.28
SLS-1 55 -113104 167436 0 0 21524 0.36 0.29
SLS-1 56 -101705 210688 0 0 24051 0.4 0.3
SLS-1 57 -92049 252399 0 0 24168 0.44 0.33
SLS-1 58 -84767 284148 0 0 20706 0.49 0.35
SLS-1 59 -80045 296041 0 0 13109 0.51 0.35
SLS-1 60 -77251 280364 0 0 6249 0.49 0.34
SLS-1 61 -74527 236984 0 0 17076 0.41 0.29
SLS-1 62 -69089 178445 0 0 23014 0.32 0.24
SLS-1 63 -60906 117487 0 0 23938 0.23 0.17
SLS-1 64 -50636 64354 0 0 20858 0.15 0.12
SLS-1 65 -39160 25617 0 0 15202 0.1 0.08
SLS-1 66 -27392 5573 0 0 8533 0.06 0.05
SLS-1 67 -16201 5720 0 0 2521 0.04 0.03
SLS-1 68 -6385 0 0 0 2243 0.01 0.01
SLS-2-1 69 -233320 231755 38862 1128 6216 0.65 0.53
SLS-2-1 70 -232255 226480 36650 1085 6217 0.64 0.52
SLS-2-1 71 -231190 221489 34524 1041 6219 0.64 0.52
SLS-2-1 72 -230125 217128 32484 998 6222 0.63 0.51
SLS-2-1 73 -229060 213361 30531 955 6225 0.62 0.51
SLS-2-1 74 -227995 209745 28665 912 6230 0.62 0.5
SLS-2-1 75 -226930 206424 26884 869 6235 0.61 0.5
SLS-2-1 76 -225865 203757 25190 825 6241 0.61 0.5
SLS-2-1 77 -224800 201367 23583 782 6248 0.6 0.49
SLS-2-1 78 -223735 199990 22062 739 6256 0.6 0.49
SLS-2-1 79 -222670 198894 20627 696 6265 0.59 0.49
SLS-2-1 80 -221605 202118 19279 653 6275 0.59 0.49
SLS-2-1 81 -206530 210989 17608 628 4491 0.57 0.47
SLS-2-1 82 -194660 215818 16013 598 4361 0.56 0.45
SLS-2-1 83 -184018 214327 14494 568 5365 0.53 0.43
SLS-2-1 84 -173371 205918 13050 539 6696 0.51 0.41
SLS-2-1 85 -162223 190090 11682 509 8526 0.47 0.38
SLS-2-1 86 -150421 165937 10390 479 10951 0.43 0.35
SLS-2-1 87 -138071 132168 9173 450 14134 0.38 0.31
SLS-2-1 88 -125461 128224 8032 420 17836 0.35 0.28
SLS-2-1 89 -113104 167436 6967 390 21524 0.36 0.29
SLS-2-1 90 -101705 210688 5977 361 24051 0.4 0.3
SLS-2-1 91 -92049 252399 5063 331 24168 0.44 0.33
SLS-2-1 92 -84767 284148 4225 301 20706 0.49 0.35
SLS-2-1 93 -80045 296041 3462 272 13109 0.52 0.35
SLS-2-1 94 -77251 280364 2775 242 6249 0.49 0.34
SLS-2-1 95 -74527 236984 2163 212 17076 0.41 0.29
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\RP009 Appendix C Bhola Bridge0.24
SLS-2-1 96 -69089 178445 1627 183 23014 0.32 Preliminary Design
SLS-2-1 97 -60906 117487 1167 153 23938 0.23 0.17
Rev 01.docx
SLS-2-1 98 -50636 64354 782 123 20858 0.15 0.12
SLS-2-1 99 -39160 25617 473 94 15202 0.1 0.08
SLS-2-1 100 -27392 5573 240 64 8533 0.06 0.05
SLS-2-1 101 -16201 5720 82 34 2521 0.04 0.03
SLS-1 51 -162223 190090 0 0 8526 0.47 0.38
SLS-1 52 -150421 165936 0 0 10951 0.43 0.35
SLS-1 53 -138071 132168 0 0 14134 0.37 0.3
SLS-1 54 -125461 128224 0 0 17836 0.35 0.28
SLS-1 55 -113104 167436 0 0 21524 0.36 0.29
SLS-1 56 -101705 210688 0 0 24051 0.4 0.3
SLS-1 57 -92049 252399 0 0 24168 0.44 0.33
SLS-1 58 -84767 284148 0 0 20706 0.49 0.35
SLS-1 59 -80045 296041 0 0 13109 0.51 0.35
SLS-1 60 -77251 280364 0 0 6249 0.49 0.34
SLS-1 61 -74527 236984 0 0 17076 0.41 0.29
92 BANGLADESH – 4 BRIDGES FEASIBILITY
SLS-1 STUDY
62 -69089 – MEGHNA
178445BRIDGE0 - RP-132-06 0 APPENDIX
23014 C0.32 0.24
SLS-1 63 -60906 117487 0 0 23938 0.23 0.17
SLS-1 64 -50636 64354 0 0 20858 0.15 0.12
SLS-1 65 -39160 25617 0 0 15202 0.1 0.08
SLS-1 66 -27392 5573 0 0 8533 0.06 Sect. 1 0.05 Sect. 2
SLS-1 67 -16201 5720 0 0 2521 0.04 0.03
SLS-1 68 -6385 0 0 0 2243MAX: 0.01 1.07 MAX:0.01 0.73 MAX:
SLS-2-1 69 -233320 N 231755My 38862 Mz 1128 Fy 6216 Fz 0.65 eff(M,N) 0.53 eff(M,N)
SLS-2-1 70 -232255 (kN) 226480
(kNm) 36650 (kNm) 1085(kN) 6217(kN) 0.64 [-] 0.52 [-]
SLS-2-1
SLS-0 71 1 -231190
-235061 221489
97550 345240 1041 0 6219 102 0.64 0.53 0.52 0.45
SLS-2-1
SLS-0 72 2 -230125
-233996 217128
97752 324840 998 0 6222 101 0.63 0.53 0.51 0.44
SLS-2-1
SLS-0 73 3 -229060
-232931 213361
97950 305310 955 0 6225 99 0.62 0.53 0.51 0.44
SLS-2-1
SLS-0 74 4 -227995
-231866 209745
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O:\A065000\A066326\00-Won Bids\132 RFPSLS-2-1
for Feasibility Study 91
of 4 Bridges\3 - Docs\3.50
-92049 30585
252399 Reports\3.Prelim Tech - Second Stage\RP009 Appendix C Bhola Bridge Preliminary Design Rev
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01.docx SLS-2-1
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BANGLADESH –
SLS-2-2 1254 BRIDGES
-94874 FEASIBILITY
154194 16454 STUDY1074
– MEGHNA 20185 BRIDGE
0.32- RP-132-06 APPENDIX
0.25 C 93
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SLS-2-2 130 -70716 137881 5293 593 18502 0.27Sect. 1 0.2 Sect. 2
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SLS-2-2 132 -51736 43697 2547 400 MAX:
17163 1.07
0.14 MAX: 0.73
0.11 MAX:
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0.09 eff(M,N)
0.07
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180 -230265 202118
154697 0 0 6275
9563 0.59
0.57 0.48
0.47
SLS-1
SLS-3-2 47 -206530
181 -229200 210989
165412 0 0 4491
9555 0.57
0.58 0.46
0.47
SLS-1
SLS-3-2 48 -194660
182 -228135 215818
180447 0 0 4361
9545 0.55
0.59 0.45
0.48
SLS-1
SLS-3-2 49 -184018
183 -211803 214327
200882 0 0 5365
9025 0.53
0.57 0.43
0.47
SLS-1
SLS-3-2 50 -173371
184 -199106 205918
214585 0 0 6696
6114 0.5
0.56 0.41
0.45
SLS-1
SLS-3-2 51 -162223
185 -187894 190090
219993 0 0 8526
2843 0.47
0.54 0.38
0.44
SLS-1
SLS-3-2 52 -150421
186 -176840 165936
217033 0 0 10951
4559 0.43
0.52 0.35
0.42
SLS-1
SLS-3-2 53 -138071
187 -165392 132168
205557 0 0 14134
6819 0.37
0.49 0.3
0.39
SLS-1
SLS-3-2 54 -125461
188 -153359 128224
184880 0 0 17836
9588 0.35
0.45 0.28
0.36
SLS-1
SLS-3-2 55 -113104
189 -140827 167436
153836 0 0 21524
13066 0.36
0.4 0.29
0.32
SLS-1
SLS-3-2 56 -101705
190 -128064 210688
111611 0 0 24051
17040 0.4
0.34 0.3
0.28
SLS-1
SLS-3-2 57 -115574
191 -92049 252399
142382 0 0 24168
20993 0.44
0.34 0.33
0.27
SLS-1
SLS-3-2 58 -104053
192 -84767 284148
184958 0 0 20706
23786 0.49
0.37 0.35
0.29
SLS-1
SLS-3-2 59 -80045
193 -94279 296041
226681 0 0 13109
24173 0.51
0.41 0.35
0.31
SLS-1
SLS-3-2 60 -77251
194 -86879 280364
259133 0 0 6249
20981 0.49
0.45 0.34
0.33
SLS-1
SLS-3-2 61 -74527
195 -82036 236984
272402 0 0 17076
13649 0.41
0.47 0.29
0.33
SLS-1
SLS-3-2 62 -69089
196 -79115 178445
258732 0 0 23014
5462 0.32
0.45 0.24
0.32
SLS-1
SLS-3-2 63 -60906
197 -76257 117487
217908 0 0 23938
16074 0.23
0.38 0.17
0.28
SLS-1
SLS-3-2 64 -50636
198 -70678 64354
162352 0 0 20858
21844 0.15
0.3 0.12
0.22
SLS-1
SLS-3-2 65 -39160
199 -62342 25617
104648 0 0 15202
22662 0.1
0.21 0.08
0.17
SLS-1
SLS-3-2 66 -27392
200 -51902 5573
54854 0 0 8533
19548 0.06
0.15 0.05
0.12
SLS-1
SLS-3-2 67 -16201
201 -40237 5720
19327 0 0 2521
13943 0.04
0.09 0.03
0.08
SLS-1
SLS-3-2 68 -28253
202 -6385 0
9025 0 0 2243
7421 0.01
0.06 0.01
0.05
SLS-2-1
SLS-3-2 69 -233320
203 -16814 231755
6977 38862
0 1128
0 6216
1661 0.65
0.04 0.53
0.03
SLS-2-1
SLS-3-2 70 -232255
204 -6713 226480
0 36650
0 1085
0 6217
2736 0.64
0.01 0.52
0.01
SLS-2-1
SLS-4-2 71 -231190
205 -231665 221489
213341 34524
0 1041
0 6219
5324 0.64
0.62 0.52
0.51
SLS-2-1
SLS-4-2 72 -230125
206 -230600 217128
208097 32484
0 998
0 6222
5326 0.63
0.61 0.51
0.5
SLS-2-1
SLS-4-2 73 -229060
207 -231328 213361
203078 30531
0 955
0 6225
5327 0.62
0.61 0.51
0.5
SLS-2-1
SLS-4-2 74 -227995
208 -230263 209745
199166 28665
0 912
0 6230
5330 0.62
0.61 0.5
SLS-2-1
SLS-4-2 75 -226930
209 -229198 206424
196394 26884
0 869
0 6235
5333 0.61
0.6 0.5
0.49
SLS-2-1
SLS-4-2 76 -225865
210 -228133 203757
193734 25190
0 825
0 6241
5338 0.61
0.6 0.5
0.49
SLS-2-1
SLS-4-2 77 -224800
211 -227068 201367
191426 23583
0 782
0 6248
5343 0.6
0.59 0.49
SLS-2-1
SLS-4-2 78 -223735
212 -226003 199990
190671 22062
0 739
0 6256
5349 0.6
0.59 0.49
0.48
SLS-2-1
SLS-4-2 79 -222670
213 -224938 198894
190120 20627
0 696
0 6265
5356 0.59 0.49
0.48
SLS-2-1
SLS-4-2 80 -221605
214 -223873 202118
190325 19279
0 653
0 6275
5364 0.59 0.49
0.48
SLS-2-1
SLS-4-2 81 -206530
215 -222808 210989
190731 17608
0 628
0 4491
5373 0.57
0.59 0.47
0.48
SLS-2-1
SLS-4-2 82 -194660
216 -221743 215818
194384 16013
0 598
0 4361
5383 0.56
0.59 0.45
0.48
SLS-2-1
SLS-4-2 83 -184018
217 -206653 214327
203509 14494
0 568
0 5365
4376 0.53
0.56 0.43
0.46
SLS-2-1
SLS-4-2 84 -173371
218 -194772 205918
208595 13050
0 539
0 6696
3940 0.51
0.55 0.41
0.44
SLS-2-1
SLS-4-2 85 -162223
219 -184117 190090
207360 11682
0 509
0 8526
5100 0.47
0.53 0.38
0.43
SLS-2-1
SLS-4-2 86 -150421
220 -173423 165937
199195 10390
0 479
0 10951
6500 0.43
0.5 0.35
0.4
SLS-2-1
SLS-4-2 87 -138071
221 -162263 132168
183558 9173
0 450
0 14134
8305 0.38
0.46 0.31
0.38
SLS-2-1
SLS-4-2 88 -125461
222 -150465 128224
159556 8032
0 420
0 17836
10667 0.35
0.42 0.28
0.34
SLS-2-1
SLS-4-2 89 -113104
223 -138115 167436
125954 6967
0 390
0 21524
13964 0.36
0.37 0.29
0.3
SLS-2-1
SLS-4-2 90 -101705
224 -125503 210688
117752 5977
0 361
0 24051
17726 0.4
0.34 0.3
0.28
SLS-2-1
SLS-4-2 91 -92049
225 -113141 252399
157122 5063
0 331
0 24168
21414 0.44
0.35 0.33
0.28
SLS-2-1
SLS-4-2 92 -101737
226 -84767 284148
200751 4225
0 301
0 20706
23926 0.49
0.38 0.35
0.29
SLS-2-1
SLS-4-2 93 -80045
227 -92076 296041
243066 3462
0 272
0 13109
24017 0.52
0.43 0.35
0.32
SLS-2-1
SLS-4-2 94 -77251
228 -84790 280364
275615 2775
0 242
0 6249
20525 0.49
0.48 0.34
SLS-2-1
SLS-4-2 95 -74527
229 -80064 236984
288479 2163
0 212
0 17076
12898 0.41
0.5 0.29
0.35
SLS-2-1
SLS-4-2 96 -69089
230 -77267 178445
273902 1627
0 183
0 23014
5852 0.32
0.47 0.24
0.33
SLS-2-1
SLS-4-2 97 -60906
231 -74541 117487
231687 1167
0 153
0 23938
16641 0.23
0.4 0.17
0.29
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility
SLS-2-1
SLS-4-2Study of 4 Bridges\3
98 - Docs\3.50
-50636
232 -69104 Reports\3.Prelim
64354
174324 782
0 Tech -
123
0Second Stage\RP009
20858
22570 Appendix
0.15
0.31 C Bhola Bridge Preliminary Design
0.12
0.23
SLS-2-1
SLS-4-2 99 -39160
233 -60924 25617
114471 473
0 94
0 15202
23513 0.1
0.22 0.08
0.17 Rev 01.docx
SLS-2-1
SLS-4-2 100
234 -27392
-50655 5573
62325 240
0 64
0 8533
20477 0.06
0.15 0.05
0.12
SLS-2-1
SLS-4-2 101
235 -16201
-39180 5720
24404 82
0 34
0 2521
14884 0.04
0.1 0.03
0.08
SLS-2-1
SLS-4-2 102 -6385
236 -27411 0
5433 0 5
0 2243
8292 0.01
0.06 0.01
0.05
SLS-3-2 184 -199106 214585 0 0 6114 0.56 0.45
SLS-3-2 185 -187894 219993 0 0 2843 0.54 0.44
SLS-3-2 186 -176840 217033 0 0 4559 0.52 0.42
SLS-3-2 187 -165392 205557 0 0 6819 0.49 0.39
SLS-3-2 188 -153359 184880 0 0 9588 0.45 0.36
SLS-3-2 189 -140827 153836 0 0 13066 0.4 0.32
SLS-3-2 190 -128064 111611 0 0 17040 0.34 0.28
SLS-3-2 191 -115574 142382 0 0 20993 0.34 0.27
SLS-3-2 192 -104053 184958 0 0 23786 0.37 0.29
SLS-3-2 193 -94279 226681 0 0 24173 0.41 0.31
94 BANGLADESH – 4 BRIDGESSLS-3-2 FEASIBILITY STUDY 194 -86879– MEGHNA259133BRIDGE0 - RP-132-06 0 20981
APPENDIX C0.45 0.33
SLS-3-2 195 -82036 272402 0 0 13649 0.47 0.33
SLS-3-2 196 -79115 258732 0 0 5462 0.45 0.32
SLS-3-2 197 -76257 217908 0 0 16074 0.38 0.28
SLS-3-2 198 -70678 162352 0 0 21844 0.3 Sect. 1 0.22Sect. 2
SLS-3-2 199 -62342 104648 0 0 22662 0.21 0.17
SLS-3-2 200 -51902 54854 0 0 MAX:
19548 1.07
0.15 MAX: 0.73
0.12 MAX:
SLS-3-2 N My Mz Fy Fz eff(M,N) eff(M,N)
Combination Load 201
ID -40237 19327 0 0 13943 0.09 Notes 0.08 Notes
SLS-3-2 (kN)
202 -28253 (kNm)
9025 (kNm)
0 (kN)
0 (kN)
7421 [-]
0.06 [-]
0.05
SLS-0
SLS-3-2 1 -235061
203 -16814 97550
6977 00 00 102
1661 0.53
0.04 0.45
0.03
SLS-0
SLS-3-2 2 -233996
204 -6713 97752
0 00 00 101
2736 0.53
0.01 0.44
0.01
SLS-0
SLS-4-2 3 -231665
205 -232931 97950
213341 00 00 99
5324 0.53
0.62 0.44
0.51
SLS-0
SLS-4-2 4 -230600
206 -231866 98143
208097 00 00 97
5326 0.53
0.61 0.44
0.5
SLS-0
SLS-4-2 5 -231328
207 -230801 98330
203078 00 00 93
5327 0.53
0.61 0.44
0.5
SLS-0
SLS-4-2 6 -230263
208 -229736 98507
199166 00 00 89
5330 0.52
0.61 0.44
0.5
SLS-0
SLS-4-2 7 -228671
209 -229198 98674
196394 00 00 83
5333 0.52
0.6 0.44
0.49
SLS-0
SLS-4-2 8 -228133
210 -227606 98828
193734 00 00 77
5338 0.52
0.6 0.43
0.49
SLS-0
SLS-4-2 9 -227068
211 -226541 98968
191426 00 00 70
5343 0.52
0.59 0.43
0.49
SLS-0
SLS-4-2 10 -226003
212 -225476 99092
190671 00 00 62
5349 0.52
0.59 0.43
0.48
SLS-0
SLS-4-2 11 -224411
213 -224938 99199
190120 00 00 53
5356 0.51
0.59 0.43
0.48
SLS-0
SLS-4-2 12 -223873
214 -223346 99286
190325 00 00 43
5364 0.51
0.59 0.43
0.48
SLS-0
SLS-4-2 13 -222808
215 -208206 103307
190731 00 00 1577
5373 0.49
0.59 0.4
0.48
SLS-0
SLS-4-2 14 -221743
216 -196281 104584
194384 00 00 500
5383 0.46
0.59 0.38
0.48
SLS-0
SLS-4-2 15 -185637
217 -206653 101271
203509 00 00 1299
4376 0.44
0.56 0.37
0.46
SLS-0
SLS-4-2 16 -194772
218 -175170 93044
208595 00 00 3226
3940 0.41
0.55 0.34
0.44
SLS-0
SLS-4-2 17 -184117
219 -164315 79436
207360 00 00 5337
5100 0.38
0.53 0.32
0.43
SLS-0
SLS-4-2 18 -173423
220 -152832 59358
199195 00 00 7874
6500 0.34
0.5 0.29
0.4
SLS-0
SLS-4-2 19 -140736
221 -162263 31365
183558 00 00 10978
8305 0.3
0.46 0.25
0.38
SLS-0
SLS-4-2 20 -150465
222 -128293 5611
159556 00 00 14500
10667 0.26
0.42 0.22
0.34
SLS-0
SLS-4-2 21 -138115
223 -116015 51232
125954 0 0 17891
13964 0.27
0.37 0.22
0.3
SLS-0
SLS-4-2 22 -125503
224 -104614 102723
117752 00 00 20193
17726 0.29
0.34 0.23
0.28
SLS-0
SLS-4-2 23 -94874
225 -113141 154194
157122 0 0 20185
21414 0.32
0.35 0.25
0.28
SLS-0
SLS-4-2 24 -101737
226 -87437 196810
200751 0 0 16712
23926 0.36
0.38 0.27
0.29
SLS-0
SLS-4-2 25 -92076
227 -82501 220335
243066 0 0 9226
24017 0.39
0.43 0.29
0.32
SLS-0
SLS-4-2 26 -84790
228 -79447 216576
275615 0 0 1474
20525 0.38
0.48 0.28
0.34
SLS-0
SLS-4-2 27 -76438
229 -80064 185062
288479 0 0 12358
12898 0.33
0.5 0.25
0.35
SLS-0
SLS-4-2 28 -77267
230 -70716 137881
273902 0 0 18502
5852 0.27
0.47 0.2
0.33
SLS-0
SLS-4-2 29 -74541
231 -62265 87463
231687 0 0 19772
16641 0.19
0.4 0.15
0.29
SLS-0
SLS-4-2 30 -69104
232 -51736 43697
174324 0 0 17163
22570 0.14
0.31 0.11
0.23
SLS-0
SLS-4-2 31 -60924
233 -40013 12878
114471 0 0 12086
23513 0.09
0.22 0.07
0.17
SLS-0
SLS-4-2 32 -50655
234 -28010 2654
62325 0 0 6091
20477 0.06
0.15 0.05
0.12
SLS-0
SLS-4-2 33 -39180
235 -16598 4777
24404 0 0 833
14884 0.04
0.1 0.03
0.08
SLS-0
SLS-4-2 34 -27411
236 -6577 0
5433 0 0 1874
8292 0.01
0.06 0.01
0.05
SLS-1
SLS-4-2 35 -233320
237 -16216 231755
5683 0 0 6216
2363 0.64
0.04 0.52
0.03
SLS-1
SLS-4-2 36 -232255
238 -6394 226480
0 0 0 6217
2229 0.63
0.01 0.52
0.01
SLS-1
SLS-6-1 37 -143921
239 -231190 221489
584191 0
63818 12160 6219
31484 0.63
1.07 not OK 0.51
0.73
SLS-1
SLS-6-1 38 -143214
240 -230125 217128
532742 0
62651 10370 6222
31412 0.62
0.97 not OK 0.51
0.68
SLS-1
SLS-6-1 39 -229060
241 -142504 213361
481363 0
61436 10230 6225
31447 0.62
0.88 0.5
0.63
SLS-1
SLS-6-1 40 -141794
242 -227995 209745
430182 0
60170 10120 6230
31472 0.61
0.79 0.5
0.58
SLS-1
SLS-6-1 41 -141085
243 -226930 206424
379265 0
58846 10030 6235
31488 0.61
0.71 0.49
0.53
SLS-1
SLS-6-1 42 -140375
244 -225865 203757
328635 0
57462 9970 6241
31494 0.6
0.64 0.49
0.48
SLS-1
SLS-6-1 43 -139666
245 -224800 201367
278549 0
56014 9940 6248
31490 0.6
0.57 0.49
0.44
SLS-1
SLS-6-1 44 -138956
246 -223735 199990
229573 0
54499 9950 6256
31477 0.59
0.51 0.49
0.4
SLS-1
SLS-6-1 45 -138247
247 -222670 198894
182970 0
52914 9990 6265
31454 0.59
0.46 0.48
0.37
SLS-1
SLS-6-1 46 -137537
248 -221605 202118
143968 0
51259 10060 6275
31422 0.59
0.42 0.48
0.34
SLS-1
SLS-6-1 47 -136828
249 -206530 210989
133414 0
49533 10170 4491
31380 0.57
0.4 0.46
0.33
SLS-1
SLS-6-1 48 -136118
250 -194660 215818
169081 0
47735 10310 4361
31330 0.55
0.43 0.45
0.35
SLS-1
SLS-6-1 49 -124919
251 -184018 214327
216319 0
45358 10410 5365
21036 0.53
0.47 0.43
0.36
SLS-1
SLS-6-1 50 -116477
252 -173371 205918
245863 0
42886 10560 6696
12170 0.5
0.49 0.41
0.37
SLS-1
SLS-6-1 51 -162223
253 -109270 190090
259574 0
40327 10720 8526
5823 0.47
0.5 0.38
SLS-1
SLS-6-1 52 -102415
254 -150421 165936
261156 0
37691 10870 10951
4147 0.43
0.49 0.35
0.37
SLS-1
SLS-6-1 53 -138071
255 -95482 132168
253179 0
34992 11000 14134
4550 0.37
0.47 0.3
0.35
SLS-1
SLS-6-1 54 -125461
256 -88286 128224
236823 0
32245 11090 17836
7028 0.35
0.44 0.28
0.33
SLS-1
SLS-6-1 55 -113104
257 -80831 167436
212277 0
29469 11120 21524
9926 0.36
0.4 0.29
SLS-1
SLS-6-1 56 -101705
258 -73276 210688
179507 0
26682 11100 24051
12981 0.4
0.34 0.3
0.26
SLS-1
SLS-6-1 57 -65947
259 -92049 252399
186331 0
23907 11010 24168
15899 0.44
0.34 0.33
0.25
SLS-1
SLS-6-1 58 -59298
260 -84767 284148
208063 0
21164 10840 20706
18036 0.49
0.37 0.35
0.26
SLS-1
SLS-6-1 59 -53834
261 -80045 296041
228872 0
18476 10600 13109
18579 0.51
0.42 0.35
0.28
SLS-1
SLS-6-1 60 -49958
262 -77251 280364
243138 0
15867 10270 6249
16748 0.49
0.45 0.34
0.29
SLS-1
SLS-6-1 61 -47774
263 -74527 236984
244279 0
13356 9870 17076
12162 0.41
0.46 0.29
SLS-1
SLS-6-1 62 -46836
264 -69089 178445
227108 0
10957 9430 23014
6801 0.32
0.42 0.24
0.27
SLS-1
SLS-6-1 63 -45891
265 -60906 117487
191577 86970 8880 23938
13984 0.23
0.34 0.17
0.23
SLS-1
SLS-6-1 64 -43068
266 -50636 64354
146058 66250 8130 20858
17888 0.15
0.25 0.12
0.18
SLS-1
SLS-6-1 65 -38337
267 -39160 25617
99162 47740 7260 15202
18413 0.1
0.18 0.08
0.13
SLS-1
SLS-6-1 66 -32124
268 -27392 5573
57862 31790 6260 8533
16210 0.06
0.12 0.05
0.09
SLS-1
SLS-6-1 67 -16201
269 -25010 5720
26748 18710 5130 2521
12208 0.04
0.07 0.03
0.06
SLS-1
SLS-6-1 68 -17599
270 -6385 0
15254 8840 3870 2243
7434 0.01
0.05 0.01
0.04
SLS-2-1
SLS-6-1 69 -233320
271 -10467 231755
8014 38862
249 1128
249 6216
2985 0.65
0.03 0.53
0.02
SLS-2-1
SLS-6-1 70 -232255
272 -4144 226480
0 36650
0 1085
98 6217
3143 0.64
0.01 0.52
0.01
SLS-2-1
SLS-6-2 71 -231190
273 -155378 221489
197360 34524
212726 1041
4054 6219
11865 0.64
0.79 0.52
0.65
SLS-2-1
SLS-6-2 72 -154668
274 -230125 217128
184810 32484
208834 998
3457 6222
11843 0.63
0.77 0.51
0.63
SLS-2-1
SLS-6-2 73 -153958
275 -229060 213361
172325 30531
204786 955
3411 6225
11852 0.62
0.75 0.51
0.62
SLS-2-1
SLS-6-2 74 -153249
276 -227995 209745
159996 28665
200564 912
3372 6230
11859 0.62
0.73 0.5
0.6
SLS-2-1
SLS-6-2 75 -226930
277 -152539 206424
147836 26884
196153 869
3342 6235
11862 0.61
0.71 0.5
0.59
SLS-2-1
SLS-6-2 76 -151829
278 -225865 203757
135782 25190
191540 825
3322 6241
11862 0.61
0.69 0.5
0.57
SLS-2-1
SLS-6-2 77 -151119
279 -224800 201367
123933 23583
186713 782
3313 6248
11858 0.6
0.66 0.49
0.56
SLS-2-1
SLS-6-2 78 -150409
280 -223735 199990
112514 22062
181662 739
3315 6256
11851 0.6
0.64 0.49
0.54
SLS-2-1
SLS-6-2 79 -149699
281 -222670 198894
101845 20627
176380 696
3329 6265
11841 0.59
0.62 0.49
0.53
SLS-2-1
SLS-6-2 80 -148989
282 -221605 202118
93608 19279
170862 653
3355 6275
11827 0.59
0.61 0.49
0.51
SLS-2-1
SLS-6-2 81 -148280
283 -206530 210989
93943 17608
165107 628
3391 4491
11811 0.57
0.59 0.47
0.5
SLS-2-1
SLS-6-2 82 -147570
284 -194660 215818
108803 16013
159115 598
3435 4361
11791 0.56
0.59 0.45
0.49
SLS-2-1
SLS-6-2 83 -184018
285 -136302 214327
128903 14494
151192 568
3470 5365
8792 0.53
0.58 0.43
0.48
SLS-2-1
SLS-6-2 84 -127718
286 -173371 205918
141308 13050
142953 539
3521 6696
5154 0.51
0.56 0.41
0.46
SLS-2-1
SLS-6-2 85 -120292
287 -162223 190090
145985 11682
134423 509
3574 8526
2262 0.47
0.54 0.38
0.44
SLS-2-1
SLS-6-2 86 -113140
288 -150421 165937
144074 10390
125637 479
3624 10951
2703 0.43
0.51 0.35
0.42
SLS-2-1
SLS-6-2 87 -138071
289 -105834 132168
136255 9173
116639 450
3667 14134
3850 0.38
0.48 0.31
0.39
SLS-2-1
SLS-6-2 88 -125461
290 -98193 128224
122467 8032
107483 420
3696 17836
5819 0.35
0.44 0.28
0.36
SLS-2-1
SLS-6-2 89 -113104
291 -90222 167436
102134 6967
98228 390
3708 21524
8201 0.36
0.39 0.29
0.32
SLS-2-1
SLS-6-2 90 -101705
292 -82088 210688
74768 5977
88939 361
3700 24051
10845 0.4
0.34 0.3
0.28
SLS-2-1
SLS-6-2 91 -92049
293 -74119 252399
87918 5063
79688 331
3670 24168
13416 0.44
0.32 0.33
0.27
SLS-2-1
SLS-6-2 92 -66780
294 -84767 284148
116736 4225
70545 301
3614 20706
15248 0.49
0.33 0.35
0.26
SLS-2-1
SLS-6-2 93 -60584
295 -80045 296041
145280 3462
61587 272
3533 13109
15523 0.52
0.35 0.35
0.26
SLS-2-1
SLS-6-2 94 -55950
296 -77251 280364
167837 2775
52888 242
3424 6249
13464 0.49
0.36 0.34
0.27
SLS-2-1
SLS-6-2 95 -74527
297 -52998 236984
177729 2163
44520 212
3290 17076
8695 0.41
0.36 0.29
0.26
SLS-2-1
SLS-6-2 96 -51303
298 -69089 178445
169654 1627
36522 183
3142 23014
3202 0.32
0.33 0.24
SLS-2-1
SLS-6-2 97 -49629
299 -60906 117487
143411 1167
28988 153
2959 23938
10316 0.23
0.28 0.17
0.2
01.docx SLS-2-1
SLS-6-2 98 -46124
300 -50636 64354
107179 782
22082 123
2711 20858
14229 0.15
0.21 0.12
0.16
SLS-2-1
SLS-6-2 99 -39160
301 -40767 25617
69324 473
15915 94
2420 15202
14857 0.1
0.15 0.08
0.12
SLS-2-1
SLS-6-2 100 -33989
302 -27392 5573
36524 240
10597 64
2086 8533
12870 0.06
0.1 0.05
0.08
SLS-2-1
SLS-6-2 101 -26375
303 -16201 5720
13034 82
6238 34
1710 2521
9215 0.04
0.07 0.03
0.05
SLS-4-2 218 -194772 208595 0 0 3940 0.55 0.44
SLS-4-2 219 -184117 207360 0 0 5100 0.53 0.43
SLS-4-2 220 -173423 199195 0 0 6500 0.5 0.4
SLS-4-2 221 -162263 183558 0 0 8305 0.46 0.38
SLS-4-2 222 -150465 159556 0 0 10667 0.42 0.34
SLS-4-2 223 -138115 125954 0 0 13964 0.37 0.3
SLS-4-2 224 -125503 117752 0 0 17726 0.34 0.28
SLS-4-2 225 -113141 157122 0 0 21414 0.35 0.28
SLS-4-2 226 -101737 200751 0 0 23926 0.38 0.29
BANGLADESH
SLS-4-2 –227
4 BRIDGES
-92076 FEASIBILITY
243066 0STUDY –0MEGHNA BRIDGE
24017 - RP-132-06 APPENDIX
0.43 0.32 C 95
SLS-4-2 228 -84790 275615 0 0 20525 0.48 0.34
SLS-4-2 229 -80064 288479 0 0 12898 0.5 0.35
SLS-4-2 230 -77267 273902 0 0 5852 0.47 0.33
SLS-4-2 231 -74541 231687 0 0 16641 0.4 0.29
SLS-4-2 232 -69104 174324 0 0 22570 0.31 Sect. 1 0.23 Sect. 2
SLS-4-2 233 -60924 114471 0 0 23513 0.22 0.17
SLS-4-2 234 -50655 62325 0 0 MAX:
20477 1.07
0.15 MAX: 0.73
0.12 MAX:
SLS-4-2 N My Mz Fy Fz eff(M,N) eff(M,N)
Combination Load 235
ID -39180 24404 0 0 14884 0.1 Notes 0.08 Notes
SLS-4-2 (kN)
236 -27411 (kNm)
5433 (kNm)
0 (kN)
0 (kN)
8292 [-]
0.06 [-]
0.05
SLS-0
SLS-4-2 1 -235061
237 -16216 97550
5683 00 0
0 102
2363 0.53
0.04 0.45
0.03
SLS-0
SLS-4-2 2 -233996
238 -6394 97752
0 00 0
0 101
2229 0.53
0.01 0.44
0.01
SLS-0
SLS-6-1 3 -143921
239 -232931 97950
584191 0
63818 0
1216 99
31484 0.53
1.07 not OK 0.44
0.73
SLS-0
SLS-6-1 4 -231866
240 -143214 98143
532742 0
62651 0
1037 97
31412 0.53
0.97 not OK 0.44
0.68
SLS-0
SLS-6-1 5 -142504
241 -230801 98330
481363 0
61436 0
1023 93
31447 0.53
0.88 0.44
0.63
SLS-0
SLS-6-1 6 -141794
242 -229736 98507
430182 0
60170 0
1012 89
31472 0.52
0.79 0.44
0.58
SLS-0
SLS-6-1 7 -141085
243 -228671 98674
379265 0
58846 0
1003 83
31488 0.52
0.71 0.44
0.53
SLS-0
SLS-6-1 8 -227606
244 -140375 98828
328635 0
57462 0
997 77
31494 0.52
0.64 0.43
0.48
SLS-0
SLS-6-1 9 -139666
245 -226541 98968
278549 0
56014 0
994 70
31490 0.52
0.57 0.43
0.44
SLS-0
SLS-6-1 10 -138956
246 -225476 99092
229573 0
54499 0
995 62
31477 0.52
0.51 0.43
0.4
SLS-0
SLS-6-1 11 -138247
247 -224411 99199
182970 0
52914 0
999 53
31454 0.51
0.46 0.43
0.37
SLS-0
SLS-6-1 12 -223346
248 -137537 99286
143968 0
51259 0
1006 43
31422 0.51
0.42 0.43
0.34
SLS-0
SLS-6-1 13 -136828
249 -208206 103307
133414 0
49533 0
1017 1577
31380 0.49
0.4 0.4
0.33
SLS-0
SLS-6-1 14 -136118
250 -196281 104584
169081 0
47735 0
1031 500
31330 0.46
0.43 0.38
0.35
SLS-0
SLS-6-1 15 -124919
251 -185637 101271
216319 0
45358 0
1041 1299
21036 0.44
0.47 0.37
0.36
SLS-0
SLS-6-1 16 -116477
252 -175170 93044
245863 0
42886 0
1056 3226
12170 0.41
0.49 0.34
0.37
SLS-0
SLS-6-1 17 -109270
253 -164315 79436
259574 0
40327 0
1072 5337
5823 0.38
0.5 0.32
0.38
SLS-0
SLS-6-1 18 -102415
254 -152832 59358
261156 0
37691 0
1087 7874
4147 0.34
0.49 0.29
0.37
SLS-0
SLS-6-1 19 -140736
255 -95482 31365
253179 0
34992 0
1100 10978
4550 0.3
0.47 0.25
0.35
SLS-0
SLS-6-1 20 -128293
256 -88286 5611
236823 0
32245 0
1109 14500
7028 0.26
0.44 0.22
0.33
SLS-0
SLS-6-1 21 -116015
257 -80831 51232
212277 0
29469 0
1112 17891
9926 0.27
0.4 0.22
0.29
SLS-0
SLS-6-1 22 -104614
258 -73276 102723
179507 0
26682 0
1110 20193
12981 0.29
0.34 0.23
0.26
SLS-0
SLS-6-1 23 -65947
259 -94874 154194
186331 0
23907 0
1101 20185
15899 0.32
0.34 0.25
0.25
SLS-0
SLS-6-1 24 -59298
260 -87437 196810
208063 0
21164 0
1084 16712
18036 0.36
0.37 0.27
0.26
SLS-0
SLS-6-1 25 -82501
261 -53834 220335
228872 0
18476 0
1060 9226
18579 0.39
0.42 0.29
0.28
SLS-0
SLS-6-1 26 -49958
262 -79447 216576
243138 0
15867 0
1027 1474
16748 0.38
0.45 0.28
0.29
SLS-0
SLS-6-1 27 -47774
263 -76438 185062
244279 0
13356 0
987 12358
12162 0.33
0.46 0.25
0.29
SLS-0
SLS-6-1 28 -46836
264 -70716 137881
227108 0
10957 0
943 18502
6801 0.27
0.42 0.2
0.27
SLS-0
SLS-6-1 29 -62265
265 -45891 87463
191577 0
8697 0
888 19772
13984 0.19
0.34 0.15
0.23
SLS-0
SLS-6-1 30 -43068
266 -51736 43697
146058 0
6625 0
813 17163
17888 0.14
0.25 0.11
0.18
SLS-0
SLS-6-1 31 -38337
267 -40013 12878
99162 0
4774 0
726 12086
18413 0.09
0.18 0.07
0.13
SLS-0
SLS-6-1 32 -32124
268 -28010 2654
57862 0
3179 0
626 6091
16210 0.06
0.12 0.05
0.09
SLS-0
SLS-6-1 33 -25010
269 -16598 4777
26748 0
1871 0
513 833
12208 0.04
0.07 0.03
0.06
SLS-0
SLS-6-1 34 -17599
270 -6577 0
15254 0
884 0
387 1874
7434 0.01
0.05 0.01
0.04
SLS-1
SLS-6-1 35 -233320
271 -10467 231755
8014 0
249 0
249 6216
2985 0.64
0.03 0.52
0.02
SLS-1
SLS-6-1 36 -232255
272 -4144 226480
0 0 0
98 6217
3143 0.63
0.01 0.52
0.01
SLS-1
SLS-6-2 37 -155378
273 -231190 221489
197360 0
212726 0
4054 6219
11865 0.63
0.79 0.51
0.65
SLS-1
SLS-6-2 38 -230125
274 -154668 217128
184810 0
208834 0
3457 6222
11843 0.62
0.77 0.51
0.63
SLS-1
SLS-6-2 39 -153958
275 -229060 213361
172325 0
204786 0
3411 6225
11852 0.62
0.75 0.5
0.62
SLS-1
SLS-6-2 40 -153249
276 -227995 209745
159996 0
200564 0
3372 6230
11859 0.61
0.73 0.5
0.6
SLS-1
SLS-6-2 41 -152539
277 -226930 206424
147836 0
196153 0
3342 6235
11862 0.61
0.71 0.49
0.59
SLS-1
SLS-6-2 42 -225865
278 -151829 203757
135782 0
191540 0
3322 6241
11862 0.6
0.69 0.49
0.57
SLS-1
SLS-6-2 43 -151119
279 -224800 201367
123933 0
186713 0
3313 6248
11858 0.6
0.66 0.49
0.56
SLS-1
SLS-6-2 44 -150409
280 -223735 199990
112514 0
181662 0
3315 6256
11851 0.59
0.64 0.49
0.54
SLS-1
SLS-6-2 45 -149699
281 -222670 198894
101845 0
176380 0
3329 6265
11841 0.59
0.62 0.48
0.53
SLS-1
SLS-6-2 46 -148989
282 -221605 202118
93608 0
170862 0
3355 6275
11827 0.59
0.61 0.48
0.51
SLS-1
SLS-6-2 47 -148280
283 -206530 210989
93943 0
165107 0
3391 4491
11811 0.57
0.59 0.46
0.5
SLS-1
SLS-6-2 48 -147570
284 -194660 215818
108803 0
159115 0
3435 4361
11791 0.55
0.59 0.45
0.49
SLS-1
SLS-6-2 49 -136302
285 -184018 214327
128903 0
151192 0
3470 5365
8792 0.53
0.58 0.43
0.48
SLS-1
SLS-6-2 50 -127718
286 -173371 205918
141308 0
142953 0
3521 6696
5154 0.5
0.56 0.41
0.46
SLS-1
SLS-6-2 51 -120292
287 -162223 190090
145985 0
134423 0
3574 8526
2262 0.47
0.54 0.38
0.44
SLS-1
SLS-6-2 52 -113140
288 -150421 165936
144074 0
125637 0
3624 10951
2703 0.43
0.51 0.35
0.42
SLS-1
SLS-6-2 53 -105834
289 -138071 132168
136255 0
116639 0
3667 14134
3850 0.37
0.48 0.3
0.39
SLS-1
SLS-6-2 54 -125461
290 -98193 128224
122467 0
107483 0
3696 17836
5819 0.35
0.44 0.28
0.36
SLS-1
SLS-6-2 55 -113104
291 -90222 167436
102134 0
98228 0
3708 21524
8201 0.36
0.39 0.29
0.32
SLS-1
SLS-6-2 56 -101705
292 -82088 210688
74768 0
88939 0
3700 24051
10845 0.4
0.34 0.3
0.28
SLS-1
SLS-6-2 57 -74119
293 -92049 252399
87918 0
79688 0
3670 24168
13416 0.44
0.32 0.33
0.27
SLS-1
SLS-6-2 58 -66780
294 -84767 284148
116736 0
70545 0
3614 20706
15248 0.49
0.33 0.35
0.26
SLS-1
SLS-6-2 59 -60584
295 -80045 296041
145280 0
61587 0
3533 13109
15523 0.51
0.35 0.35
0.26
SLS-1
SLS-6-2 60 -55950
296 -77251 280364
167837 0
52888 0
3424 6249
13464 0.49
0.36 0.34
0.27
SLS-1
SLS-6-2 61 -52998
297 -74527 236984
177729 0
44520 0
3290 17076
8695 0.41
0.36 0.29
0.26
SLS-1
SLS-6-2 62 -51303
298 -69089 178445
169654 0
36522 0
3142 23014
3202 0.32
0.33 0.24
0.24
SLS-6-2
SLS-1 299
63 -49629
-60906 143411
117487 28988
0 2959
0 10316
23938 0.28
0.23 0.2
0.17
SLS-6-2
SLS-1 300
64 -46124
-50636 107179
64354 22082
0 2711
0 14229
20858 0.21
0.15 0.16
0.12
SLS-6-2
SLS-1 301
65 -40767
-39160 69324
25617 15915
0 2420
0 14857
15202 0.15
0.1 0.12
0.08
SLS-6-2
SLS-1 302
66 -33989
-27392 36524
5573 10597
0 2086
0 12870
8533 0.1
0.06 0.08
0.05
SLS-6-2
SLS-1 303
67 -26375
-16201 13034
5720 6238
0 1710
0 9215
2521 0.07
0.04 0.05
0.03
SLS-6-2
SLS-1 304
68 -18527
-6385 7913
0 2947
0 1291
0 4934
2243 0.04
0.01 0.04
0.01
SLS-6-2
SLS-2-1 305 -11024
69 -233320 5387
231755 832
38862 830
1128 1136
6216 0.03
0.65 0.02
0.53
SLS-6-2
SLS-2-1 306 -4392
70 -232255 0
226480 0
36650 326
1085 2113
6217 0.01
0.64 0.01
0.52
SLS-2-1 71 -231190 221489 34524 1041 6219 0.64 0.52
SLS-2-1 72 -230125 217128 32484 998 6222 0.63 0.51
SLS-2-1 73 -229060 213361 30531 955 6225 0.62 0.51
SLS-2-1 74 -227995 209745 28665 912 6230 0.62 0.5
SLS-2-1 75 -226930 206424 26884 869 6235 0.61 0.5
SLS-2-1 76 -225865 203757 25190 825 6241 0.61 0.5
SLS-2-1 77 -224800 201367 23583 782 6248 0.6 0.49
SLS-2-1 78 -223735 199990 22062 739 6256 0.6 0.49
SLS-2-1 79 -222670 198894 20627 696 6265 0.59 0.49
SLS-2-1 80 -221605 202118 19279 653 6275 0.59 0.49
SLS-2-1 81 -206530 210989 17608 628 4491 0.57 0.47
SLS-2-1 82 -194660 215818 16013 598 4361 0.56 0.45
SLS-2-1 83 -184018 214327 14494 568 5365 0.53 0.43
SLS-2-1 84 -173371 205918 13050 539 6696 0.51 0.41
SLS-2-1 85 -162223 190090 11682 509 8526 0.47 0.38
SLS-2-1 86 -150421 165937 10390 479 10951 0.43 0.35
SLS-2-1 87 -138071 132168 9173 450 14134 0.38 0.31
SLS-2-1 88 -125461 128224 8032 420 17836 0.35 0.28
SLS-2-1 89 -113104 167436 6967 390 21524 0.36 0.29
SLS-2-1 90 -101705 210688 5977 361 24051 0.4 0.3
SLS-2-1 91 -92049 252399 5063 331 24168 0.44 0.33
SLS-2-1 92 -84767 284148 4225 301 20706 0.49 0.35
SLS-2-1 93 -80045 296041 3462 272 13109 0.52 0.35
SLS-2-1 94 -77251 280364 2775 242 6249 0.49 0.34
SLS-2-1 95 -74527 236984 2163 212 17076 0.41 0.29
SLS-2-1
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility 96 -69089
Study of 4 Bridges\3 178445
- Docs\3.50 1627 Tech -183
Reports\3.Prelim 23014
Second Stage\RP009 0.32
Appendix C Bhola Bridge0.24
Preliminary Design
SLS-2-1 97 -60906 117487 1167 153 23938 0.23 0.17 Rev 01.docx
SLS-2-1 98 -50636 64354 782 123 20858 0.15 0.12
SLS-2-1 99 -39160 25617 473 94 15202 0.1 0.08
SLS-2-1 100 -27392 5573 240 64 8533 0.06 0.05
SLS-2-1 101 -16201 5720 82 34 2521 0.04 0.03
Pylon Bottom – Option 1: Section 1
General Arrangement
01.docx
Reinforcement
Rev 01.docx
General Arrangement
01.docx
Reinforcement
Rev 01.docx
Sect. 1 Sect. 2
MAX: 2.24 0.86 MAX:

N My Mz Fy Fz eff(M,N) eff(M,N)
(kN) (kNm) (kNm) (kN) (kN) [-] [-]
SLS-0 1 -271839 95484 0 0 93802 0.61 0
SLS-0 2 -270466 95587 0 0 52 0.6 0.27
SLS-0 3 -269094 95709 0 0 61 0.6 0.27
SLS-0 4 -267721 95849 0 0 70 0.6 0.26
SLS-0 5 -266349 96003 0 0 77 0.6 0.26
SLS-0 6 -264976 96170 0 0 84 0.59 0.26
SLS-0 7 -263604 96349 0 0 89 0.59 0.26
SLS-0 8 -262231 96537 0 0 94 0.59 0.26
SLS-0 9 -260859 96732 0 0 98 0.59 0.26
SLS-0 10 -259486 96933 0 0 101 0.58 0.26
SLS-0 11 -258114 97138 0 0 103 0.58 0.26
SLS-0 12 -256741 97345 0 0 104 0.58 0.26
SLS-0 13 -235061 97550 0 0 102 0.54 0.24
SLS-1 14 -311987 349395 76853 1289 97398 0.9 not OK 0.38
SLS-1 15 -268903 337187 77134 324 6267 0.81 0.33
SLS-1 16 -267531 325283 77237 269 6257 0.8 0.33
SLS-1 17 -266158 313808 77250 269 6249 0.79 0.32
SLS-1 18 -264786 302546 77265 269 6241 0.77 0.32
SLS-1 19 -263413 291384 77281 269 6235 0.76 0.32
SLS-1 20 -262041 280284 77299 269 6229 0.75 0.31
SLS-1 21 -260668 269248 77320 269 6224 0.74 0.31
SLS-1 22 -259296 258654 77344 269 6221 0.73 0.3
SLS-1 23 -257923 250107 77371 269 6218 0.72 0.3
SLS-1 24 -256551 243427 77407 269 6216 0.71 0.3
SLS-1 25 -255178 237378 77481 269 6215 0.7 0.29
SLS-1 26 -233320 231755 0 0 6216 0.64 0.27
SLS-2-1 27 -311987 349395 226558 6089 97398 0.97 not OK 0.39
SLS-2-1 28 -268903 337187 217282 5081 6267 0.88 0.35
SLS-2-1 29 -267531 325283 207914 4983 6257 0.86 0.34
SLS-2-1 30 -266158 313808 198543 4940 6249 0.84 0.33
SLS-2-1 31 -264786 302546 189260 4897 6241 0.83 0.33
SLS-2-1 32 -263413 291384 180064 4853 6235 0.81 0.32
SLS-2-1 33 -262041 280284 170957 4810 6229 0.79 0.32
SLS-2-1 34 -260668 269248 161939 4767 6224 0.77 0.31
SLS-2-1 35 -259296 258654 153010 4724 6221 0.76 0.31
SLS-2-1 36 -257923 250107 144172 4681 6218 0.74 0.3
SLS-2-1 37 -256551 243427 135428 4637 6216 0.73 0.3
SLS-2-1 38 -255178 237378 126810 4594 6215 0.72 0.3
SLS-2-1 39 -233320 231755 38862 1128 6216 0.65 0.27
SLS-2-2 40 -271839 95484 491394 16823 93802 0.98 not OK 0.36
SLS-2-2 41 -270466 95587 460199 15716 52 0.94 not OK 0.35
SLS-2-2 42 -269094 95709 429107 15521 61 0.91 not OK 0.34
SLS-2-2 43 -267721 95849 398206 15380 70 0.87 0.33
SLS-2-2 44 -266349 96003 367588 15238 77 0.84 0.32
SLS-2-2 45 -264976 96170 337253 15097 84 0.81 0.32
SLS-2-2 46 -263604 96349 307199 14956 89 0.78 0.31
SLS-2-2 47 -262231 96537 277428 14815 94 0.75 0.3
SLS-2-2 48 -260859 96732 247939 14674 98 0.73 0.29
SLS-2-2 49 -259486 96933 218732 14533 101 0.7 0.28
SLS-2-2 50 -258114 97138 189807 14392 103 0.67 0.28
SLS-2-2 51 -256741 97346 161165 14251 104 0.65 0.27
SLS-2-2 52 -235061 97550 126274 3670 102 0.58 0.25
SLS-3-1 53 -310244 581122 76853 1289 92732 1.12 not OK 0.44
SLS-3-1 54 -267160 559583 77134 324 10932 1.04 not OK 0.4
SLS-3-1 55 -265787 538349 77237 269 10922 1.01 not OK 0.39
SLS-3-1 56 -264415 517543 77250 269 10914 0.99 not OK 0.38
SLS-3-1 57 -263042 496950 77265 269 10907 0.96 not OK 0.38
SLS-3-1 58 -261670 476457 77281 269 10900 0.94 not OK 0.37
SLS-3-1 59 -260297 456026 77299 269 10894 0.91 not OK 0.36
SLS-3-1 60 -258925 435660 77320 269 10890 0.89 0.35
SLS-3-1 61 -257552 415734 77344 269 10886 0.87 0.35
SLS-3-1 62 -256180 397857 77371 269 10883 0.85 0.34
SLS-3-1 63 -254807 381846 77407 269 10881 0.83 0.33
SLS-3-1 64 -253435 366466 77481 269 10880 0.81 0.33
SLS-3-1 65 -228161 351512 0 0 10881 0.74 0.3
SLS-3-2 66 -314194 312382 76853 1289 103303 0.88 0.37
SLS-3-2 67 -271110 293600 77134 324 9553 0.78 0.32
SLS-3-2 68 -269738 275085 77237 269 9563 0.76 0.32
SLS-3-2 69 -268365 256964 77250 269 9571 0.74 0.31
SLS-3-2 70 -266993 239027 77265 269 9579 0.72 0.3
SLS-3-2 71 -265620 221163 77281 269 9585 0.71 0.3
SLS-3-2 72 -264248 203339 77300 269 9591 0.69 0.29
SLS-3-2 73 -262875 185560 77320 269 9595 0.67 0.29
SLS-3-2 74 -261503 168208 77344 269 9599 0.66 0.28
SLS-3-2 75 -260130 152892 77371 269 9602 0.64 0.28
SLS-3-2 76 -258758 139432 77407 269 9604 0.63 0.27
SLS-3-2 77 -257385 126581 77481 269 9605 0.62 0.27
SLS-3-2 78 -239850 114162 0 0 9604 0.56 0.24
SLS-4-2 79 -308617 317418 75923 1281 97115 0.87 0.36
SLS-4-2 80 -267224 306917 76291 316 5375 0.78 0.32
SLS-4-2 81 -265852 296648 76464 261 5365 0.77 0.32
SLS-4-2 82 -264479 286704 76564 261 5357 0.76 0.32
SLS-4-2 83 -263107 276928 76665 261 5349 0.75 0.31
SLS-4-2 84 -261734 267231 76767 261 5343 0.74 0.31
SLS-4-2 85 -260362 257583 76871 261 5337 0.73 0.3
SLS-4-2 86 -258989 247986 76976 261 5333 0.72 0.3
SLS-4-2 87 -257617 238725 77083 261 5329 0.71 0.3
SLS-4-2 88 -256244 231002 77194 261 5326 0.7 0.29
SLS-4-2 89 -254872 224683 77310 261 5324 0.69 0.29
SLS-4-2 90 -253499 218848 77456 261 5323 0.68 0.29
SLS-4-2 91 -231665 213341 0 0 5324 0.62 0.26
SLS-6-1 92 -205590 1303376 245802 9754 93152 2.24 not OK 0.83
SLS-6-1 93 -166367 1242234 228561 9110 30652 2.21 not OK 0.86
SLS-6-1 94 -165452 1180903 211337 9056 30780 2.07 not OK 0.8
SLS-6-1 95 -164538 1119432 194224 9036 30901 1.94 not OK 0.74
SLS-6-1 96 -163623 1057790 177329 9013 31012 1.81 not OK 0.68
SLS-6-1 97 -162708 995973 160719 8986 31115 1.68 not OK 0.62
O:\A065000\A066326\00-Won Bids\132 RFPSLS-6-1
for Feasibility Study
98 of 4 Bridges\3
-161794 - Docs\3.50
933992 Reports\3.Prelim
144488 8955 Tech - Second
31209 Stage\RP009
1.55 Appendix
not OK C Bhola
0.56 Bridge Preliminary Design Rev
01.docx SLS-6-1 99 -160879 871870 128777 8921 31294 1.43 not OK 0.51
SLS-6-1 100 -159964 809710 113811 8882 31370 1.31 not OK 0.47
SLS-6-1 101 -159050 747890 99949 8839 31437 1.19 not OK 0.43
SLS-6-1 102 -158135 687852 87783 8791 31494 1.09 not OK 0.39
SLS-2-2 45 -264976 96170 337253 15097 84 0.81 0.32
SLS-2-2 46 -263604 96349 307199 14956 89 0.78 0.31
SLS-2-2 47 -262231 96537 277428 14815 94 0.75 0.3
SLS-2-2 48 -260859 96732 247939 14674 98 0.73 0.29
SLS-2-2 49 -259486 96933 218732 14533 101 0.7 0.28
SLS-2-2 50 -258114 97138 189807 14392 103 0.67 0.28
SLS-2-2 51 -256741 97346 161165 14251 104 0.65 0.27
SLS-2-2 52 -235061 97550 126274 3670 102 0.58 0.25
SLS-3-1 53 -310244 581122 76853 1289 92732 1.12 not OK 0.44
BANGLADESH
SLS-3-1 54– 4 BRIDGES
-267160 FEASIBILITY
559583 77134STUDY –
324 MEGHNA
10932 BRIDGE1.04- RP-132-06
not OK APPENDIX
0.4 C 101
SLS-3-1 55 -265787 538349 77237 269 10922 1.01 not OK 0.39
SLS-3-1 56 -264415 517543 77250 269 10914 0.99 not OK 0.38
SLS-3-1 57 -263042 496950 77265 269 10907 0.96 not OK 0.38
SLS-3-1 58 -261670 476457 77281 269 10900 0.94 not OK 0.37
SLS-3-1 59 -260297 456026 77299 269 10894 0.91Sect. 1not OK Sect. 2
0.36
SLS-3-1 60 -258925 435660 77320 269 10890 0.89 0.35
SLS-3-1 61 -257552 415734 77344 269 MAX:
10886 2.24
0.87 0.86
0.35 MAX:
SLS-3-1 62 N
-256180 My
397857 Mz
77371 Fy
269 Fz
10883 eff(M,N)
0.85 eff(M,N)
0.34
SLS-3-1 63 (kN)
-254807 (kNm)
381846 (kNm)
77407 (kN)
269 (kN)
10881 [-]
0.83 [-]
0.33
SLS-0
SLS-3-1 1
64 -271839
-253435 95484
366466 0
77481 0
269 93802
10880 0.61
0.81 0
0.33
SLS-0
SLS-3-1 2
65 -270466
-228161 95587
351512 00 00 52
10881 0.6
0.74 0.27
0.3
SLS-0
SLS-3-2 3
66 -269094
-314194 95709
312382 0
76853 0
1289 61
103303 0.6
0.88 0.27
0.37
SLS-0
SLS-3-2 4
67 -267721
-271110 95849
293600 0
77134 0
324 70
9553 0.6
0.78 0.26
0.32
SLS-0
SLS-3-2 5
68 -266349
-269738 96003
275085 0
77237 0
269 77
9563 0.6
0.76 0.26
0.32
SLS-0
SLS-3-2 6
69 -264976
-268365 96170
256964 0
77250 0
269 84
9571 0.59
0.74 0.26
0.31
SLS-0
SLS-3-2 7
70 -263604
-266993 96349
239027 0
77265 0
269 89
9579 0.59
0.72 0.26
0.3
SLS-0
SLS-3-2 8
71 -262231
-265620 96537
221163 0
77281 0
269 94
9585 0.59
0.71 0.26
0.3
SLS-0
SLS-3-2 9
72 -260859
-264248 96732
203339 0
77300 0
269 98
9591 0.59
0.69 0.26
0.29
SLS-0
SLS-3-2 10
73 -259486
-262875 96933
185560 0
77320 0
269 101
9595 0.58
0.67 0.26
0.29
SLS-0
SLS-3-2 11
74 -258114
-261503 97138
168208 0
77344 0
269 103
9599 0.58
0.66 0.26
0.28
SLS-0
SLS-3-2 12
75 -256741
-260130 97345
152892 0
77371 0
269 104
9602 0.58
0.64 0.26
0.28
SLS-0
SLS-3-2 13
76 -235061
-258758 97550
139432 0
77407 0
269 102
9604 0.54
0.63 0.24
0.27
SLS-1
SLS-3-2 14
77 -311987
-257385 349395
126581 76853
77481 1289
269 97398
9605 0.9
0.62 not OK 0.38
0.27
SLS-1
SLS-3-2 15
78 -268903
-239850 337187
114162 77134
0 3240 6267
9604 0.81
0.56 0.33
0.24
SLS-1
SLS-4-2 16
79 -267531
-308617 325283
317418 77237
75923 269
1281 6257
97115 0.8
0.87 0.33
0.36
SLS-1
SLS-4-2 17
80 -266158
-267224 313808
306917 77250
76291 269
316 6249
5375 0.79
0.78 0.32
0.32
SLS-1
SLS-4-2 18
81 -264786
-265852 302546
296648 77265
76464 269
261 6241
5365 0.77
0.77 0.32
0.32
SLS-1
SLS-4-2 19
82 -263413
-264479 291384
286704 77281
76564 269
261 6235
5357 0.76
0.76 0.32
0.32
SLS-1
SLS-4-2 20
83 -262041
-263107 280284
276928 77299
76665 269
261 6229
5349 0.75
0.75 0.31
0.31
SLS-1
SLS-4-2 21
84 -260668
-261734 269248
267231 77320
76767 269
261 6224
5343 0.74
0.74 0.31
0.31
SLS-1
SLS-4-2 22
85 -259296
-260362 258654
257583 77344
76871 269
261 6221
5337 0.73
0.73 0.3
0.3
SLS-1
SLS-4-2 23
86 -257923
-258989 250107
247986 77371
76976 269
261 6218
5333 0.72
0.72 0.3
0.3
SLS-1
SLS-4-2 24
87 -256551
-257617 243427
238725 77407
77083 269
261 6216
5329 0.71
0.71 0.3
0.3
SLS-1
SLS-4-2 25
88 -255178
-256244 237378
231002 77481
77194 269
261 6215
5326 0.7
0.7 0.29
0.29
SLS-1 26 -233320 231755 0 0 6216 0.64 0.27
SLS-4-2 89 -254872 224683 77310 261 5324 0.69 0.29
SLS-2-1 27 -311987 349395 226558 6089 97398 0.97 not OK 0.39
SLS-4-2 90 -253499 218848 77456 261 5323 0.68 0.29
SLS-2-1 28 -268903 337187 217282 5081 6267 0.88 0.35
SLS-4-2 91 -231665 213341 0 0 5324 0.62 0.26
SLS-2-1 29 -267531 325283 207914 4983 6257 0.86 0.34
SLS-6-1 92 -205590 1303376 245802 9754 93152 2.24 not OK 0.83
SLS-2-1 30 -266158 313808 198543 4940 6249 0.84 0.33
SLS-6-1 93 -166367 1242234 228561 9110 30652 2.21 not OK 0.86
SLS-2-1 31 -264786 302546 189260 4897 6241 0.83 0.33
SLS-6-1 94 -165452 1180903 211337 9056 30780 2.07 not OK 0.8
SLS-2-1 32 -263413 291384 180064 4853 6235 0.81 0.32
SLS-6-1 95 -164538 1119432 194224 9036 30901 1.94 not OK 0.74
SLS-2-1 33 -262041 280284 170957 4810 6229 0.79 0.32
SLS-6-1 96 -163623 1057790 177329 9013 31012 1.81 not OK 0.68
SLS-2-1 34 -260668 269248 161939 4767 6224 0.77 0.31
SLS-6-1 97 -162708 995973 160719 8986 31115 1.68 not OK 0.62
SLS-2-1 35 -259296 258654 153010 4724 6221 0.76 0.31
SLS-6-1 98 -161794 933992 144488 8955 31209 1.55 not OK 0.56
SLS-2-1 36 -257923 250107 144172 4681 6218 0.74 0.3
SLS-6-1 99 -160879 871870 128777 8921 31294 1.43 not OK 0.51
SLS-2-1 37 -256551 243427 135428 4637 6216 0.73 0.3
SLS-6-1 100 -159964 809710 113811 8882 31370 1.31 not OK 0.47
SLS-2-1 38 -255178 237378 126810 4594 6215 0.72 0.3
SLS-6-1 101 -159050 747890 99949 8839 31437 1.19 not OK 0.43
SLS-2-1 39 -233320 231755 38862 1128 6216 0.65 0.27
SLS-6-1 102 -158135 687852 87783 8791 31494 1.09 not OK 0.39
SLS-2-2 40 -271839 95484 491394 16823 93802 0.98 not OK 0.36
SLS-6-1 103 -157221 635901 78259 8739 31543 1 not OK 0.36
SLS-2-2 41 -270466 95587 460199 15716 52 0.94 not OK 0.35
SLS-6-1 104 -143921 584191 63818 1216 31484 0.92 not OK 0.33
SLS-2-2 42 -269094 95709 429107 15521 61 0.91 not OK 0.34
SLS-6-2
SLS-2-2
105
43
-195395
-267721
451825
95849
779832
398206
30770
15380
74092
70
1.56
0.87
not OK 0.5
0.33
SLS-6-2
SLS-2-2 106
44 -176562
-266349 428740
96003 721973
367588 30126
15238 11592
77 1.46
0.84 not OK 0.47
0.32
SLS-6-2
SLS-2-2 107
45 -175647
-264976 405633
96170 664450
337253 30031
15097 11635
84 1.35
0.81 not OK 0.44
0.32
SLS-6-2
SLS-2-2 108
46 -174733
-263604 382540
96349 607439
307199 29963
14956 11675
89 1.24
0.78 not OK 0.41
0.31
SLS-6-2
SLS-2-2 109
47 -173818
-262231 359419
96537 551154
277428 29885
14815 11712
94 1.14
0.75 not OK 0.38
0.3
SLS-6-2
SLS-2-2 110
48 -172903
-260859 336252
96732 495816
247939 29796
14674 11746
98 1.05
0.73 not OK 0.35
0.29
SLS-6-2
SLS-2-2 111
49 -171988
-259486 313040
96933 441739
218732 29694
14533 11777
101 0.96
0.7 not OK 0.32
0.28
SLS-6-2
SLS-2-2 112
50 -171073
-258114 289789
97138 389399
189807 29579
14392 11804
103 0.87
0.67 0.3
0.28
SLS-6-2
SLS-2-2 113
51 -170158
-256741 266590
97346 339538
161165 29449
14251 11829
104 0.8
0.65 0.28
0.27
SLS-6-2
SLS-2-2 114
52 -169243
-235061 243804
97550 293355
126274 29305
3670 11850
102 0.72
0.58 0.26
0.25
SLS-6-2
SLS-3-1 115
53 -168328
-310244 222859
581122 252821
76853 29146
1289 11868
92732 0.66
1.12 not OK 0.24
0.44
SLS-6-2
SLS-3-1 116
54 -167413
-267160 210041
559583 221073
77134 28971
324 11883
10932 0.62
1.04 not OK 0.23
0.4
SLS-6-2
SLS-3-1 117
55 -155378
-265787 197360
538349 212726
77237 4054
269 11865
10922 0.58
1.01 not OK 0.22
0.39
SLS-3-1 56 -264415 517543 77250 269 10914 0.99 not OK 0.38
SLS-3-1 57 -263042 496950 77265 269 10907 0.96 not OK 0.38
SLS-3-1 58 -261670 476457 77281 269 10900 0.94 not OK 0.37
SLS-3-1 59 -260297 456026 77299 269 10894 0.91 not OK 0.36
SLS-3-1 60 -258925 435660 77320 269 10890 0.89 0.35
SLS-3-1 61 -257552 415734 77344 269 10886 0.87 0.35
SLS-3-1 62 -256180 397857 77371 269 10883 0.85 0.34
SLS-3-1 63 -254807 381846 77407 269 10881 0.83 0.33
3.6
SLS-3-1
SLS-3-1
Conclusions
64
65
-253435
-228161
366466
351512
77481
0
269
0
10880
10881
0.81
0.74
0.33
0.3
SLS-3-2 66 -314194 312382 76853 1289 103303 0.88 0.37
SLS-3-2 67 -271110 293600 77134 324 9553 0.78 0.32
SLS-3-2 68 -269738 275085 77237 269 9563 0.76 0.32
The preliminary design of the extradosed bridge option is presented in this
SLS-3-2 69 -268365 256964 77250 269 9571 0.74 0.31
SLS-3-2 70 -266993 239027 77265 269 9579 0.72 0.3
calculation note. Drawings showing the general arrangement of and structural
SLS-3-2 71 -265620 221163 77281 269 9585 0.71 0.3
SLS-3-2 72 -264248 203339 77300 269 9591 0.69 0.29
design of the bridge are attached in Appendix A.
SLS-3-2 73 -262875 185560 77320 269 9595 0.67 0.29
SLS-3-2 74 -261503 168208 77344 269 9599 0.66 0.28
SLS-3-2 75 -260130 152892 77371 269 9602 0.64 0.28
SLS-3-2 76 -258758 139432 77407 269 9604 0.63 0.27
SLS-3-2 77 -257385 126581 77481 269 9605 0.62 0.27
SLS-3-2 78 -239850 114162 0 0 9604 0.56 0.24
SLS-4-2 79 -308617 317418 75923 1281 97115 0.87 0.36
SLS-4-2 80 -267224 306917 76291 316 5375 0.78 0.32
SLS-4-2 81 -265852 296648 76464 261 5365 0.77 0.32
SLS-4-2 82 -264479 286704 76564 261 5357 0.76 0.32
SLS-4-2 83 -263107 276928 76665 261 5349 0.75 0.31
SLS-4-2 84 -261734 267231 76767 261 5343 0.74 0.31
SLS-4-2 85 -260362 257583 76871 261 5337 0.73 0.3
SLS-4-2 86 -258989 247986 76976 261 5333 0.72 0.3
SLS-4-2 87 -257617 238725 77083 261 5329 0.71 0.3
SLS-4-2 88 -256244 231002 77194 261 5326 0.7 0.29
SLS-4-2 89 -254872 224683 77310 261 5324 0.69 0.29
SLS-4-2 90 -253499 218848 77456 261 5323 0.68 0.29
SLS-4-2 91 -231665 213341 0 0 5324 0.62 0.26
SLS-6-1 92 -205590 1303376 245802 9754 93152 2.24 not OK 0.83
SLS-6-1 93 -166367 1242234 228561 9110 30652 2.21 not OK 0.86
SLS-6-1 94 -165452 1180903 211337 9056 30780 2.07 not OK 0.8
SLS-6-1 95 -164538 1119432 194224 9036 30901 1.94 not OK 0.74
SLS-6-1 96 -163623 1057790 177329 9013 31012 1.81 not OK 0.68
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01.docx

Appendix - E1 - Preliminary Technical Report

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Appendix - E1 - Preliminary Technical Report

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Government of the People’s Republic of Bangladesh

Bangladesh Bridge Authority

Feasibility Study for Construction of Four Bridges of

Tung Char Gazir Char

FEASIBILITY STUDY FOR CONSTRUCTION OF FOUR

BHOLA (TENTULIA) BRIDGE

FINAL TECHNICAL REPORT

PROJECT NO. DOCUMENT NO.

VERSION DATE OF ISSUE DESCRIPTION

V0.1 02 November 2018 Draft Issue

V1.0 21 December 2018 First Issue – Option 7 Added

2 Bhola - Description of the Project 6

6 Proposed Conceptual Design – Bhola Crossing 34

Appendix B Preliminary geotechnical assessment

Appendix C Preliminary structural design

The bridge sites are summarised below:

› Bhulta-Araihazar-Bancharampur Road (R-203) over Meghna River

› Patuakhali-Amtali-Barguna road (R-880) over Paira River

› Bakergonj-Bauphal Upazila Road (Z8806 & Z8044) over Karkhana River

› either Barisal-Bhola road over Kalabadar & Tentulia or Dhulia-Bhelu Miah

› Meghna Bridge – Report number A066326-132-RP01 Meghna

› Karkhana Bridge – Report number A066326-132-RP02 Karkhana

› Paira Bridge – Report Number A066326-132-RP03 Paira

› Bhola Bridge Report Number A066326-132-RP04 Bhola

2 Bhola - Description of the Project

Figure 1 - Satellite Image showing bridge location options

› A066326-132-PR01-V3 Preliminary Technical Report – MEGHNA Bridge

4.1 Highway and Structural Design

Key design requirements are summarised below:

› Design Standard for Live Load AASHTO LRFD (2012)

4.2 River Navigation Clearances

› Vertical – 18.30m above Standard High Water Level (SHWL)

Meghna Paira Karkhana Tentulia / Bhola

Design Sea Level

4.4 Bhola River – Key hydraulic parameters

Key hydraulic parameters are summarised below:

5.1 Pre-stressed Concrete Continuous Box Girders

The construction of a bridge in the form of a Pre-stressed Concrete Continuous

Figure 2 – Pictorial of Pre-Stressed Concrete Continuous Box Girder Bridge

5.1.2 General Arrangement of Superstructure

A typical span length of 110m is selected to provide a minimum navigation

Figure 3 – Typical bridge Unit

Figure 4 – Deck cross section

› Deck supported on pot bearings and shock transmission units (STUs):

This support configuration is recommended for bridge at Karkhana, Paira and

› Deck supported on friction pendulum bearings

This support configuration is recommended for bridge at Meghna river

5.1.3 Deck Internal and External Post-tensioning

Figure 5 – Post tensioning details

Figure 7 – Double leaf pier

5.1.6 Construction Methodology and Buildability

Figure 8 – Temporary cofferdam for pile cap construction

Figure 9 – Installation of pilecap shell for pile cap construction

The deck is expected to be erected in a balanced cantilever method with

Figure 10 – Balanced cantilever erection

5.1.7 Access for Maintenance

Access from carriageway o pier top and inside of box girder

Access from inside of box girder to pier top

5.2 Extradosed Bridges (EB)

Figure 12 – Pictorial of Extradosed Bridge

Figure 13 – Extradosed Bridge - Bridge Deck Cross Section

5.2.2 General Arrangement of Superstructure

The typical recommended extradosed bridge unit length is 800m (100-120m + 3 x