A Proposed Design of Two Span Beam Bridge

in Nasugbu, Batangas

Cristobal, Gordon Joseph S.

Estrada, Sherina Anne

Evasco, Mark Dominick F.

Gaspar, Aramaine O.

Magsino, Kate Caroline R.

Siazon, Samantha B.

Technological Institute of the Philippines

Manila

DECEMBER 2020
CHAPTER 1:
PROJECT
BACKGROUND
 CHAPTER 1: Project Background

The Project

When one is to meet a Civil Engineer, he immediately thinks of a builder, a designer, and

a worker. One of the marvelous works of civil engineering is being able to build a structure that

is used to cross obstacles such as bodies of water or roads. These are called bridges.

The project aims to design, develop, and maximize the structural design of a 25-meter

bridge that is to be constructed at Nasugbu, Batangas.

The proposed project would serve incoming and outgoing traffic that will lessen the travel

time and costs of transport along the location. The project will offer convenience for vehicle users

and efficient usage of space for rural-based areas

Project Objectives

This project aims to build a bridge located at Nasugbu, Batangas to help the community

pass thru and continue with their day-to-day activities

Specifically, this project aims to:

• Integrate design principles in Prestressed Concrete Design in the analysis and design of

different structural members.

• Adoption of different local codes such as NSCP (National Structural Code of the

Philippines), Department of Public Works and Highways Standard Specifications for

Public Works and Highways, 2004 Edition: Volume 2, Design Procedure Manual for

Bridge Projects, etc.

• Practice necessary modern tools in the design processes such as MS Excel Spreadsheet,

AutoCad, and STAAD.

• Produce the best design and safety of the structure.

The Client

The client of the project is the Department of Public Works and Highways (DPWH) that is

a government agency that provides and manages quality infrastructure facilities and services

responsive to the needs of the Filipino people in the pursuit of national development objectives.

The project is coordinated with the Local Government of Nasugbu, Batangas in it’s mission to

provide smoother commodity flows, more active economic activities, and improve accessibilities

and linkage to other parts of the province.

Project Scope and Limitation

The project only covers beam bridge design. It includes assurance of safety with the aid

of appropriate design methods and selection of materials by adopting known codes and

standards, and controlled by multiple constraints. The standard used in designing the bridge are:

Design Guidelines, Criteria and Standards, Volume 5, 2015, Department of Public Works and

Highways (adopted from AASHTO LRFD 2012), and National Structural Code of the

Philippines(NSCP) vol. II Bridges 2nd Edition (1997).

 CHAPTER 2:
DESIGN INPUTS
FIGURE 2.1: PERSPECTIVE (PROPOSED)
FIGURE 2.2: FRONT SIDE VIEW

FIGURE 2.3: TOP VIEW

 FIGURE 2.4: RIGHT SIDE VIEW

FIGURE 2.5: LEFT SIDE VIEW

FIGURE 2.6: BOTTOM SIDE VIEW

FIGURE 2.7: BEAM SECTION(TYPE IV)
CHAPTER 3:
PRE-DESIGN
ANALYSIS
INTRODUCTORY PARAGRAPH

Designing the Structural design of a bridge uses the methods of Civil Engineering such as using
manual calculations and also the use of programs available. The different and loads and conditions in
designing the bridge structure must use the codes from the National Structural Code of the Philippines
2015 (NSCP 2015 – volume 5). The analysis uses STAAD to compute for the required values.

DESIGN CRITERIA
The structural design of the bridge are obtained by satisfying the design codes, procedures, standard and
specification of the following publications:
 Design Guidelines Criteria and Specifications Vol.5
 LRFD Bridge Seismic Design Specification First Edition (2013)
 DPWH Standard Specification for Highways, Bridges, and Airports Vol.2 (2012)
 DOE Roadway Lighting Guidelines (2017)
 American Association of State Highway and Transportation Officials

Computer software and programs used in designing the bridge:

 STAAD.Pro V8i (Series 6)
 AutoCAD (2018)
 SketchUp 2015
 Microsoft Excel

OTHER DESIGN REQUIREMENTS (DGCS Vol. 5, 5)

 Highway Clearance (5.1.3)

Vertical Clearance above the roadway on all highways shall not be less than 4.88 m over the entire
roadway width to which an allowance of 0.15 m shall be added for future road resurfacing, if necessary.

The horizontal clearance shall be the clear width generally equal to the width of approach roadway section
including shoulders. Where curbed roadway sections approach a structure, the same section shall be carried
across the structure.

The width of roadway shall be the clear width measured at right angle to the longitudinal center line of the
bridge between the bases of curbs. If brush curbs or curbs are not used, the clear width shall be the minimum
distance measured between the nearest faces of the bridge railing.

The clearance to pedestrian bridges over roads shall be 0.3 m greater than the vertical highway clearance
to reduce the risk that truck impacts will occur to pedestrian bridges as these have little capacity to resist such
loads.
  Traffic Railing (5.3)

While the primary purpose of traffic railing is to contain and redirect the average vehicle using the structure,
consideration should also be given to the following:

o Protection of the occupants of a vehicle in collision with the railing

o Protection of other vehicles or pedestrians on roadways being crossed over
o Appearance and freedom of view from passing vehicles.

Materials for traffic railing shall be preferably concrete unless the use of alternative materials (steel) could
be justified. Timber and aluminum handrails shall not be used. Steel handrails shall be permanently attached to the
supporting structure and require special tools for removal to avoid theft.

Traffic railings should provide a smooth, continuous face of rail on the traffic side with the posts set back
from the face of rail. Structural continuity in the rail members, including anchorage of ends, is essential. The railing
system shall be able to resist the applied loads at all locations. Protrusions or depressions at rail joints shall be
acceptable provided their thickness or depth is not greater than the wall thickness of the rail member or 0.01 m
whichever is the least.

Attention shall be given to the treatment of railings at the bridge ends. Exposed rail ends, posts and sharp
changes in the geometry of the railing shall be avoided. A smooth transition by means of a continuation of the
bridge barrier, guardrail anchored to the bridge end, or other effective means shall be provided to protect the traffic
from direct collision with the bridge rail ends. Figure 3-2 shows a recommended guardrail to bridge railing
connection.

BRIDGE SUPERSTRUCTURE (DGCS Vol. 5, 6)

 Prestressed Concrete Bridges (6.3.3)

The normal span ranges of pre-stressed concrete bridges are as listed in Table 3-1 and applies only to
standard beam type bridges.

Table 3-1 Span Range for Prestressed Concrete Bridges

  Number Of Girders (6.4)
Table 3-2 shows the recommended number of girders for different number of lanes.

Table 3-2 Number of Girders in Relation to Number of Lanes

BRIDGE SUBSTRUCTURE (DGCS Vol. 5, 7)

 Design Criteria And Requirements (7.1)

Bridges are supported by substructures:
 Abutments - support the ends of a bridge or extreme end of a multi-span superstructure and which usually
retain or support the road approach embankments. Abutments normally support wing walls to retain the
approach embankments.
 Piers - transmit the load of the superstructure to the supporting ground and acts as intermediate supports
between abutments. The piers may be subject to stream, collision and impact loads.

DESIGN OBJECTIVES, LOADS, AND LOAD FACTORS (DGCS Vol. 5, 10)

Structures shall be designed to carry the following loads and forces:

o Dead Load
o Live Load

 Dead Load (10.6)

The dead load shall consist of the weight of the entire structure, including the roadway, sidewalks, car
tracks, pipes, conduits, cables, and other public utility services.

 Live Load (10.7)

The live load shall consist of the weight of the applied moving load of vehicles, cars, and pedestrian.

Application of Live Load

o Traffic Lane Units
In computing stresses, each 3.0 m lane load or single standard truck shall be considered as a unit, and
fractions of load lane widths or trucks shall not be used.
o Lane Loads on Continuous Spans
For the determination of maximum negative moment in the design of continuous spans, the lane load shall
be modified by the addition of a second, equal weight concentrated load placed in one other span in the series in
such position to produce the maximum effect. For maximum positive moment, only one concentrated load shall be
used per lane, combined with as many spans loaded.
 Uniformly as are required to produce maximum moment.
o Loading for Maximum Stress
On both simple and continuous spans, the type of loading, whether lane load or truck load, to be used shall
be the loading which produces the maximum stress. The moment and shear tables gave in Appendix a show which
type of loading controls for simple spans.
For continuous spans, the lane loading shall be continuous and discontinuous; only the standard M or MS
truck per lane shall be considered in the structure.
o Reduction in Load Intensity
Where maximum stresses are produced in any member by loading a number of traffic lanes
simultaneously, the following percentages of the live loads shall be used in view of the improbability of coincident
maximum loading.

Percent

One or Two Lane 100

Three Lanes 90

Four Lanes or More 75

Table 3-4 Live Load Percentages

The reduction in intensity of loads on transverse members such as floor beams shall be determined as in
the case of main trusses or girders, using the number the traffic lanes across the width of roadway that must be
loaded to produce maximum stresses in the floor beam.

 Number of Design Lanes (10.7.2.1)

Generally, the number of design lanes should be determined by taking the integer part of the ratio w/ 3.6,
where w is the clear roadway width in m between curbs and/or barriers. Possible future changes in the physical or
functional clear roadway width of the bridge should be considered.
In cases where the traffic lanes are less than 3.6 m wide, the number of design lanes shall be equal to the
number of traffic lanes, and the width of the design lane shall be taken as the width of the traffic lane.
Roadway widths from 6.0 m to 7.2 m shall have two design lanes, each equal to one-half the roadway
width.
 Design Vehicular Live Load (10.7.3)

The weights and spacings of axles and wheels for the design truck shall be as specified in Figure 3-3. A
dynamic load allowance shall be considered as specified in Article 10.7.4.
Except as specified in Articles 10.7.4 and 10.7.5.1, the spacing between the two 145 kN axles shall be varied
between 4.3 and 9.1 m to produce extreme force effects.

Figure 3-3 Characteristics of the Design Truck

Highway Loads
 Standard Truck and Lane Loads
The highway live loadings on the roadways of bridges or incidental structures shall consist of standard
trucks or lane loads that are equivalent to truck trains. Two systems of loading are provided, the M loadings and the
MS loadings----the MS loadings being heavier than corresponding M loadings.
Each lane load shall consist of a uniform load per linear meter of traffic lane combined with a single
concentrated load (or two concentrated loads in the case of continuous spans---see Article 3.11.3), as placed on
the span as to produce maximum stress. The concentrated load and uniform load shall be considered as uniformly
distributed over a 3.0 m width on a line to the centerline of the lane.
For the computation of moments and shears, different concentrated loads shall be used when the stresses
are primarily bending stresses, and the heavier concentrated loads shall be used when the stresses are primarily
shearing stresses.
 Classes of Loading
These are four standard classes of highway loading M 18, M 13.5, MS 18 and MS 13.5. Loading M 13.5 is
75 percent of loading M18. Loading MS 13.5 is 75 percent of loading MS 18. If loadings other than those
designated are desired, they shall be obtained by proportionately changing the weights shown for both the standard
truck and the corresponding lane loads.
  Designation of Loadings
The policy of affixing the year to loadings to identify them was instituted in the following manner:

H 15 Loading, AASHTO Edition M 13.5

H 20 Loading, AASHTO 1994 Edition M 18

H 15- S 12 Loading, AASHTO 1944 Edition MS 13.5

H 20- S 16 Loading, AASHTO 1944 Edition MS 18

Table 3-5 Designation of Loadings

 Minimum Loading
Bridges supporting highways which carry, or which may carry, heavy truck traffic, shall be designated for
MS 18 Loading or an Alternate Military Loading of two axles 1.20 m apart with each axle weighing 108 KN,
whichever produces the greatest stress.
 M Loading
The M loading consist of a two-axle truck or the corresponding lane loading as illustrated in Figures 3-4 and 3-5.
The M loadings are designated M followed by a number indicating a tenth of gross weight in kilonewtons of the
standard truck.
 MS Loading
The MS loadings consist of a tractor truck with semitrailer or the corresponding lane load as illustrated in Figures 3-
4 and 3-5. The MS loadings are designated by the letters MS followed by a number indicating a tenth of the gross
weight in kilonewtons of the tractor truck. The variable axle spacing has been introduced in order that the spacing of
axles may approximate more closely the tractor trailers now in use. The variable spacing also provides a more
satisfactory loading for continuous spans, in that heavy axle loads may be so placed on adjoining spans as to
produce maximum negative moments.
Figure 3-4 Standard M Trucks Figure 3-5 Standard MS Trucks

Figure 3-6 M Loadings

PRESTRESSED DECK SLAB DESIGN
1) Establish Design Criteria.
 Design specification: DGCS 2015
 Material data: Concrete and Steel Reinforcements
 Design live load: HL 93 (Article 10.7.3)

2) Assume slab thickness (Article 14.4.1.1).

Unless approved by the Owner, the depth of a concrete deck, excluding any provisions for grinding, grooving
and sacrificial surface, should not be less than 175 mm.

MATERIAL SPECIFICATIONS
Concrete:
Concrete Strength = 5000 psi (@28days)
Fy = 414Mpa
Concrete unit weight = 24 kN/m3
AASHTO M 18
DESIGN LOADS
Live Load (Moving Loads)
Occupancy Loads

Vehicle 315 kN

315 kN
 CHAPTER 4:
STRUCTURAL
ANALYSIS DESIGN
Load Calculations
Manual Computations - Dead Loads

For Girders:
(Based on AASHTO I-Beams Type IV)

12
Wt. = kN/m L= 25 m

Girder = (Weight)(Length)

Girder
= 300 kN

For
Deck:

L= 50 m W= 10 m

Unit 24
H= 0.20 m Wt. = kN/m

(Volume)(Unit wt. of
Deck = Concrete)

Deck = 2400 kN
 TYPICAL LOADING OF GIRDERS

Length
Girders Weight (kN/m) Unit Weight (kN/m^3) Dead Load (kN)
(m)

G1 12 25 24 300
G2 12 25 24 300
G3 12 25 24 300
G4 12 25 24 300
G5 12 25 24 300
G6 12 25 24 300
G7 12 25 24 300
G8 12 25 24 300

TYPICAL LOADING OF DECK

Length Width
Deck Thickness (m) Unit Weight (kN/m^3) Dead Load (kN)
(m) (m)

S1 50 10 0.2 24 2400
 Pretensioning Strand
½ inches diameter, seven wire low relaxation
Area of one strand = 9.870948x10-5m^2
Fpu = 1861.58447 mpa
Fpy = 0.9fpu = 1675.42602 mpa
Stress limits for prestressing strands:
Before transfer, fpi < 0.75 fpu = 1396.18835
mpa
After all losses fpe < 0.80 fpy = 1340.34082
mpa
E = 196500.58 mpa