BAHIR DAR UNIVERSITY INSTITUTION OF TECHNOLOGY

FACULTY OF CIVIL AND WATER RESOURCES ENGINEERING

CIVIL ENGINEERING PROGRAM

FINAL YEAR BS.C DEGREE PROGRAM PROJECT

PROJECT TITLE: ANALYSIS AND DESIGN of T-GIRDER BRIDGE

PREPARED BY –

MELAKU YITAYAL

TEKA FIKADIE

BETELHEM ASSEFA

EYERUSALEM TILAHUN

ADEVISOR: INS.AMBACHEW

SUBMISSION DATE: August /10 /2014

BAHIR DAR UNIVERSITY BIT 2014 E.C

DECLARATION
we hereby declare that this final year project document is submitted by us under the guidance of
our advisor. Due to our strong commitment, we strongly declare this paper is free from any
plagiarized contents in whatsoever form. All the basic ideas relevant to this project are
referenced according to the standard way.

Student: TEKA FIKADIE signature:

_________________
Student: MELAKU YITAYAL signature:
_________________
Student: EYERUSALEM TILAHUN signature:
_________________
Student: BETELHEM ASSEFA signature:
_________________

Advisor’s Approval
I certify that the students mentioned above have submitted their original work and it is legible for
partial fulfillment of BSc. Program in Civil Engineering.

Advisor’s Name: Mr. Ambachew G.

Signature----------------------
 ACKNOWLEDGEMENT
First of all, we would like to glorify and honor the almighty GOD who protect as from different
obstacles and bring all of as to do our final project of course to the end of our undergraduate
studies. Then we would like to express deepest gratitude to our adviser Mr. Ambachew, who
advise and attends as without hesitating to be bored and also encouraged as most of the job with
self-confidence.

Finally, we are really thankful, for everybody who supports our project work in different ways
from starting to ending and we would like to thank our families and our staff for their unlimited
support during our stay in the university.

II
 EXECUTIVE SUMMERY
This document contains a total of five chapters. The first chapter deals about introduction of the
project and general characteristics of the proposed project location. Bridge type in both structural
and type of material used. The 3rd chapter deals the main body of this document which is analysis
and design of the bridge super structure. Bearing and substructure design are included in chapter
4 &5 respectively. It is designed based on ERA Bridge design manual 2013 recommendation and
in some extent as a comparison by AASHTO recommendation and bridge handbooks.

III
 ABBREVIATION
Acv = area of concrete considered to be engaged in interface shear transfer (mm2)

Avf = area of interface shear reinforcement crossing the shear plane within the area Acv ( mm2)

B = footing width (mm); pile group width (mm)

b = thickness (mm)

c = cohesion factor specified in Article 5.8.4.3 (MPa)

dt = thickness of the arch barrel at crown

dv= the distance between the centroid of the tension steel and the mid-thickness of the slab to
compute a factored interface shear stress

fc = specified 28-day compressive strength of the weaker concrete on either side of the interface
(MPa)

fy = yield stress of reinforcement but design value not to exceed 413.7 (MPa)

h = height (m)

L = length of foundation (mm)

Pc = permanent net compressive force normal to the shear plane; if force is tensile,

Qep = passive resistance of soil available throughout the design life of the structure (N)

Qn = nominal resistance (N)

QR = factored resistance (N)

QT = maximum shear resistance between the foundation and the soil (N)

qs = unit shear resistance; nominal unit skin resistance (MPa)

Rf = factored resistance

Rn= nominal resistance

IV
S = spacing of supporting components (mm)

t = thickness of wall (mm)

V = vertical component of inclined loads (N)

Vhi = factored interface shear force per unit length (N/length)

Vni = nominal interface shear resistance (N)

W1 = modified edge-to-edge width of bridge taken to be equal to the lesser of the actual width or
18 000 for multilane loading, or 9 000 for single-lane loading (mm)

δ = angle of shearing resistance between soil and pile (DEG)

λ = empirical coefficient relating the passive lateral earth pressure and the unit skin friction of a
pile

σ′v = vertical effective stress (MPa)

ϕ = resistance factor

ϕep = resistance factor for passive resistance

ϕf = angle of internal friction of soil (DEG)

ϕT = resistance factor for shear between soil and foundation

µ = friction factor\

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 TABLE OF CONTENTS

DECLARATION ............................................................................................................................. I

ACKNOWLEDGEMENT .............................................................................................................. II

EXECUTIVE SUMMERY ........................................................................................................... III

ABBREVIATION......................................................................................................................... IV

LIST OF TABLES ...................................................................................................................... IX

INTRODUCTION .......................................................................................................................... 1

1.1. Background ...................................................................................................................... 1

1.2. Objective of the Project .................................................................................................... 2

1.3. Significance of the project................................................................................................ 2

1.4. Scope ................................................................................................................................ 3

1.5. Location of the project ..................................................................................................... 3

2. BRIDGE TYPE AND THEIR SELECTION CRITERIA ...................................................... 7

2.1. Introduction .......................................................................................................................... 7

2.2. Conclusion ........................................................................................................................ 10

3. ANALYSIS AND DESIGN OF SUPER STRUCTURE ......................................................... 11

3.1. Analysis and Design of T girder bridge super structure .................................................... 11

3.2Analysis of girder ................................................................................................................. 14

3.3 Analysis of Interior deck slab more simplified method ...................................................... 29

3.4 DESIGN OF OVERHANG ................................................................................................ 31

3.5 Flexural design of the girder ........................................................................................ 34

4. DESIGN OF BEARING ........................................................................................................... 44

4.1 Bearing in general and bearing type selection .................................................................... 44

5. DESIGN OF ABUTMENT....................................................................................................... 50

5.1 Introduction ......................................................................................................................... 50

VI
 5.2 Abutment design ................................................................................................................. 54

Reference ...................................................................................................................................... 60

VII
 LIST OF FIGURES

Figure 1 Location of the project on east africa map ....................................................................... 4

Figure 2 Project site on GPS map of part of Amhara region .......................................................... 4
Figure 3 The project site ............................................................................................................... 5
Figure 4 Bridge site and span length............................................................................................... 5
Figure 5 Determination of section for super structure ................................................................. 12
Figure 6 maximum shear force HS 20-44 TRUCK LOADING ................................................... 18
figure 7 maximum shear force for tandem loading ....................................................................... 19
Figure 8 maximum shear force for lane loading ........................................................................... 20
Figure 9 maximum bending moment for HS 20-44 truck loading................................................ 20
Figure 10 maximum bending moment for tandem loading .......................................................... 21
Figure 11 maximum bending moment for lane loading.............................................................. 22
Figure 12 Dead load and diaphragm load for interior girder ....................................................... 24
Figure 13 Maximum shear and moment due to DC and diaphragm ............................................. 25
Figure 15 bearing .......................................................................................................................... 44
Figure 16 detailing of the elastomeric bearing layer .................................................................... 49
Figure 17 bearing pad plan view ................................................................................................... 49
Figure 18 Abutment dimensions ................................................................................................... 54

VIII
 LIST OF TABLES

Table 1 discharge and the vertical clearance of free board .......................................8

Table 2 single span recommendations .......................................................................9

Table 3 Exterior girder dead load ............................................................................23

Table 4 Interior girder dead load .............................................................................23

Table 5 Summary of shear force and Bending Moment (Service Load) ...........25

Table 6 Summary of shear force and Bending Moment (factored Load) .........26

Table 7 Summary of shear force and Bending Moment .......................................26

Table 8 Dead load effect .........................................................................................26

Table 9 Dead load effect ..........................................................................................29

Table 10 gross moment of inertia ............................................................................41

Table 11 cracked moment of inertia ........................................................................41

Table 12 live load deflection....................................................................................43

Table 13 Material properties ....................................................................................51

Table 14 Load calculation ........................................................................................51

Table 15 Design truck ..............................................................................................52

Table 16 Design Tandem ........................................................................................52

Table 17 Design lane load........................................................................................53

Table 18 abutment design ........................................................................................55

Table 19 equivalent height of live load surcharge ...................................................56

IX
Table 20 Load factors ..............................................................................................56

Table 21 forces and moments about abutment level................................................57

X
 INTRODUCTION

1.1. Background
Bridge, a civil engineering structure, a structure used since ancient times for crossing any
obstruction beneath it. Who would have imagined that a simple structure used for crossing
obstruction will be used in so many ways with so many materials involved that it will become
such a large field of study at this period of time. Today, bridge is one of the most prominent civil
engineering structures. Different types of bridge are being built these days due to
sophisticated equipment and developed material science.

For the development of any nation, infrastructure like that of Bridge, road, rail is very important.
It is impossible to think about development or growth without having accessible roads (Bridge as
part) in a any nation.

Transportation deals with the movement of persons or materials from place to place. In the
world, there are various types of transportations like road, railway, air, water, etc. From this
transportation types, the trends are towards road transportation. The reason behind is that roads
(Bridges as the main parts) provide a wide geographical coverage, particularly in hilly regions
and it provides services for the communities from the start up to end or termination. Road
transportation gives a flexible service, which is free from fixed program; it gives door to door
services, personalized service, and creates higher employment potential for the community.

Bridges are very important for many reasons. Some of them are:

 Reduce wastage of energy and time during travelling

 connecting people to people living in different places
 facilitate international and national trades
 connecting the gap between producers and consumers
 helps in the explorations of natural resources
 used in the transportation of materials which are unevenly distributed,
 Aesthetics point of view

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  and also enables the governance of vast areas under control of nation.
Besides the advantages, there are some side effects and some of these side effects should be
reduced by proper design and vehicle operation. Some of them are:

 Environmental pollution, like noise, vibration

 Safety: loss of indigenous forest trees and manmade trees, agricultural
land; loss of vegetation cover;
 deterioration or loss of ecologically sensitive areas; impact on
historic and cultural sites;
 effects on water resources outside and inside command area;
To get all these values, a road/Bridge is needed to be designed by considering economy, safety,
aesthetics, serviceability etc.

This project deals with the detailed structural design of TIGDAR River Bridge project as a part
of Genbore- ,Enegode Mariam(Erob gebeya)-Melto lemariam road project. The design of this
Bridge comprises the structural design of different components of Bridge like, slab deck, girder,
abutment and footing. The project design is done using all important standards and followed the
ERA 2013 Bridge design manuals; and opportunist consideration is made and each necessary
step is followed to make our project competitive with the above functions and values.

1.2. Objective of the Project

The main objective this project is to design the economical Bridge for River.

specific Objective

 to select bridge type

 to design T- Girder superstructure,
 To design Bearing and substructure

1.3. Significance of the project

The significance/advantages, that has to be meet from constructing this Bridge as a part of road
include;
 To provide accessible roads from Genbore- ,Enegode Mariam(Erob gebeya)-Melto lemariam

2
 To increase access to markets, education centers, health centers to the nearby areas
 To increase access to temporary jobs,
 To develop integration and communication skills in a team project work,
 To develop problem solving ability on real life project,,
 To gain working experience and further knowledge on highway Bridge design.

Therefore; to fulfill and serve these purposes, the TIGDAR river bridge project is designed to
such a standard, which is safe, economical and aesthetically pleasing.

1.4. Scope
As a final year project the scope of work summarized by the following tasks

 Select Bridge type.

 Perform EIA lightly.
 Select Bridge structural and construction material type.
 Design of deck, girder, abutment, bearing, footing of the abutment.
 Detail drawing

1.5. Location of the project

The Bridge project is located in Amhara National Regional Sate, East Gojjam
Administration Zone, goncha sisso enessie woreda, Enegode mariyam kebele. The proposed
bridge is a part of the road which connect Enebse Sar Midir wereda’s center called Melto
lemariyam town and small town called Genbore , which is belongs to Goncha sisso enesse
woreda. The GPS location of TIGDAR river Bridge, starting point of the Bridge project is
located at 10050’41.3” N, 380 09’53.2’’ E,

The proposed Bridge site is about 11 Km from Genbore and about 4Km from the small town
Enegode, 155 Km from Debre Markos, 171 KM from Bahir Dar city. The landscape comprises
mainly Rolling areas with some flat and mountainous section . The location map of the project
area is shown below

3
 Figure 1 Location of the project on east africa map

Figure 2 Project site on GPS map of part of Amhara region

4
 Figure 3 The project site

Figure 4 Bridge site and span length

5
Climate, Topography, and Hydrology

At the site of the project, Enegode(kega gott); the elevation data taken from neighboring small
irrigation dam is 2056.260m.a.s.l, giving the climate of Dega (2500 – 3200m.a.s.l.). The altitude
of the road throughout the its length in b/n (1500 – 2500m.a.s.l.).

Climate determines both the type and efficiency of agricultural activities performed in a given
area. There are also several climatic elements that characterize the climatic types of a given area.
However, in most studies, temperature and precipitation are the most commonly used which
indicate the climatic situation of a given area. In case the study district gets abundant rain fall in
the rainy season and dry and hot during winter.

Topography

Flat terrains dominate the topography of the project route while the small section of the

Project is rolling.

Geology

Geological studies help to know about the parents of the present on site materials and their
engineering properties when they are considered as a retaining and construction material
source.This geological nature helps the area to have a better sub grade and construction material
source.

Hydrology

The rainfall around the proposed site is known medium to high annual rainfall. The design flow
is estimated to be 98M3/sec, the river canal is nearly rectangular (U - shape). River bed level was
observed 4m below the natural ground surface of the canal edge.

The water level during high rain season is estimated to be 0.5m above the natural ground level,
this estimation is based on;

- Asking elder persons, who know high water level in a period of their life
- By observation of sediment marks on the bush.

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 2. BRIDGE TYPE AND THEIR SELECTION CRITERIA

2.1. Introduction
Bridges as a part of road or the Bridge itself shall be developed or constructed where it is more
economical and serving ultimately. Bridges are classified according to their super structure and
may be classified based on the following characteristics

 Types by traffic position

 Type by material and fabrication
 Type by their function
 Type by structural forms
 According to inter relation
 According to span length

2.1.1 Design criteria

Over the year structural design codes have been developed, evolved, and enhanced. Building and
bridge structures have their individual specifics with different governing design codes while
using the same general philosophies and similar approaches in design.

 Design method;
 Allowable stress design
 load factor design
 Load and resistance factored design
 AASHTO/ERA bridge design specification: LRFD
 For each limit state
Factored load factored resistance

Different manuals recommended different span lengths as criteria on selection of bridge types

2.1.2. Span determination

Span determination is usually dictated by the hydraulic requirement. However, there are
conditions where affecting the span of the bridge

7
 1. Economy :for a given span the most economical span is the length at which super
structure cost is equal to sub structure cost.

2. Hydraulic requirement; bridges are designed to safely accommodate design discharge at

design flood .when a river has a wide flood plain, the economical solution may be using
short span bridge with proper scour and erosion protection for the embankment and abutment

3. Soil condition of the bridge site at abutment

4. Free board Function of discharge(Q)
The water way below the super structure must be designed to pass the design flood and
the floating debris carried on it.

Table 1 discharge and the vertical clearance of free board

Discharge(m3/s) Vertical clearance of free board (m)

0 to 3 0.3
3 to 30 0.6
30 to 300 0.9
>300 1.2

These clearance measurements should be increased for back water effects when the flow is
restricted by short span (by abutment or pier) of the bridge

5. structural bridge type

Can affect the intermediate span length between consecutive span.

8
 Table 2 single span recommendations

Bridge type Recommended span(m)

Slab R.C 7-12
T girder R.C 13-25
Box girder R.C 26-45
Extrados R.C 100-200
Steel plate girder 10-270
Suspension steel 300-2000
Cable stayed 90-250

2.1.3. Beam /Girder Bridge

 In its most basic form, a beam bridge consists of a horizontal beam that is
supported at each end at abutment.
 The beam it self must be strong so that it does not bend under its own weight and
the added weight of crossing traffic.
 Used for a single span bridge or non continuous girders for multiple span bridge
,in earth quake areas.
 Span ranges from 13-25m.
 Diaphragm are used at sufficient intervals to improve the resistance of the main
girders against lateral torsional buckling.
 Component of super structure; deck slab –interior panels, overhanging part
longitudinal girders, diaphragm or cross girders ,curb, post and hand rails.

9
 2.1.4. Possible construction materials and Fabrication
 Masonry (br
 -in-place (RC/PC)

 Prestressed Concr


 Alumi

 Plastics
Bridge type together with construction material was considered, for example; T-girder may
construct by concrete or concrete deck with steel girder. But steel construction needs higher
technologies and high machines for transportation and installation, since the project location is in
the remote area. For simplicity, we have decided to use;

Reinforced concrete for super structure &

Rock masonry for the abutment

2.2. Conclusion
The team concludes that as the final year project simple supported T-grider bridge shall be
designed by using reinforced concrete for superstructure and masonry for the abutment

10
 3. ANALYSIS AND DESIGN OF SUPER STRUCTURE

3.1. Analysis and Design of T girder bridge super structure

General data

Number of spans=1

Number of piers=0

Bridge clear span Lc=20.00m

Road way width w=7.32

Side walk +post on both end=Sw=0.80m

Load specification= AASHTO & ERA HL -93

Design standard; AASHTO 1996-2005 LRFD

Concrete class A, fc’=fck=24Mpa

Grade 60 Rebars, fyk=415Mpa

Grade 40 Rebar, fyk=275Mpa

Concrete modulus of elasticity =23.2Gpa

Steel modulus of elasticity,=20Gpa

Modular ratio, n=9.00 =

Unit weight of concrete =24KN/m3

11
3.1.1. Determination of section for super structure

Figure 5 Determination of section for super structure

3.1.2 Determination of depth of girder

For simple span T girder, D=0.07L , where D is effective span length

0.07*20.5m=1.44m…………………………………….table2.5.2.6.3.1.1

Take d=1.40m

Width of abutment seat=

Effective Span length L=20.5m

Cantilever length=c

C/c of Girders=a

3.1.3 Spacing between longitudinal girders

Assume number of girder =4

Superstructure width=w+2*Sw=8.92m

Number of Girders=4

Assume c=0.55a

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 2c+3a=8.92m

0.55*(2a )+3a=8.92m

4.1a=8.92m a=2.176m use a=2.2m

2c+3*2.2=8.92m c=1.16m

3.1.4 Web width

Minimum web thickness is 200mm for RC concrete without pre stressing (Art
5.1.4.1.3.6 and 5.1.4.3.1)

But the width of the web between bars should satisfy the clear spacing between bars

Min spacing b/n bars should be maximum of

 1.5* Ø
 Maximum aggregate size
spacing between bars =1.5 Ø in a raw require web width of bw.bw>(n-1)*1.5 ɸ + n ɸ
2*cover

bw>2*1.5*32+3*32+2*50mm=292mm

Take bw=360mm=0.36m

3.1.5 Slab thickness

tmin= ……………………………Art 2.5.6.2.3

tmin=

take tmin =200mm=0.2m

3.1.5 Overhang slab thickness

Minimum overhang slab thickness for concrete deck overhangs supporting concrete parapet or
barriers,the minimum deck overhang is 200mm.

3.1.5 Diaphragm
Web width=0.36m

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 Exterior diaphragm depth=1.0m

Interior diaphragm depth=1.0m

Total number of diaphragm=3

C/c of diaphragm=20m/(3-1)=10m.

3.2Analysis of girder

3.2.1 Interior girder

3.2.1.1Distribution factor for live load moment (interior girder)

Kg=n(I+A*eg2) where n=EB/ED

EB and ED=modulus of elasticity of the beam and deck material in Mpa.

Since the bridge is made of the material n=1

I beam= =(0.36*(1.2)^3)/12=0.05184m^4 centroid of the dech

A beam=0.36*1.2=0.432m.2

Centroid of the deck (yd)=0.2/2=0.1m

Centroid of the beam (yb)=0.2 + 1.2/2=0.8m

Kg=n(I+A*eg2)=1(0.05184+0.432*0.7^2)=0.26352m^4s

3.2.1.2Effective flange width of the girder

Effective flange width of the girder is minimum of;

L/4=20.5/4=5.125m

Bw+12Df=0.36+12*0.2=2.76m

C/C of girder=2.2m

Therefore the effective flange width=2.2m

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A.Interior girder distribution factor for moment

 One design lane loaded

g int-mom= 0.06+⟨ | | ( ) ⟩

g int-mom=0.06+⟨ | | ( ) ⟩

=0.474

 Two or more design lane loaded

Gint-mom-2 0r more= 0.06+⟨ | | ( ) ⟩

= 0.075+⟨ | | ( ) ⟩

=0.647

B. Interior girder distribution factor for shear

 One design lane loaded

gint shear -1=0.36+ (S/7600)=0.36+(2200/7600)=0.649

 Two or more design lane loaded

gint shear 2or more = 0.2+(s/3600)-(s/10700)2

= 0.2+ (2200/3600) - (2200/10700)2

=
0.769

C, Exterior girder distribution factor

 One design lane loaded

Check the range of applicability as follows -300mm≤de≤1700mm

15
de=1160mm-800mm=360mm

It belongs within the range…………………………ok

Take moment at B, Mb=0

Let p=1, p/2=0.5

0.16*0.5+1.96*0.5=2.2Ra

Ra=0.482

Multiple presence factor 1.2

Ra=0.482*1.2=0.5784

 Two or more design lane loaded

g-ext-mom-2 or more=e*g-int-mom 2 or more

e=0.77+de/2800

=0.77+360/2800

=0.899

g-int mom 2or more =0.647

g-ext-mom 2 or more =0.899*0.647=0.582

D, Exterior girder distribution factor for shear

 One design lane loaded

Take moment at B, Mb=0

Let p=1, p/2=0.5

0.16*0.5+1.96*0.5=2.2Ra

Ra=0.482

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Multiple presence factor 1.2

Ra=0.482*1.2=0.5784

 Two or more design lane loaded

g-ext-shear-2 or more=e*g-int-mom 2 or more

e=0.6+de/3000

=0.6+360/3000

=0.72

gint-shear 2 or more =0.769

g-ext-shear-2 or more=0.72*0.769=0.554

Design distribution factor for live loads

Df-moment=max[0.474,0.647,0.5784,0.582]=0.647(interior has governed )

Df-shear=max[0.649,0.769,0.5784,0.554]=0.769(interior has governed)

Design vehicle and and loads

 Design truck(HS 20-44)

Hs 20-44 design axle load w=145KN

design total ll+im=145*1.33=192.85KN

 Design tandem/military loading

Design military load, W=110KN

Design total ll+im=1.33*110KN=146.3KN

 Lane load

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lane load=9.3kn/m

lane width=3m

Influence line for shear force and bending moment

Maximum shear force

 HS 20-44 truck loading

Vmax=145(1+0.79+0.58/4)

=280.575*0.769

=215.762Kn

V lm+ll=1.33*215.762kN

=286.964KN

Figure 6 maximum shear force HS 20-44 TRUCK LOADING

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  Tandem loading

Vmax=110(1+0.9415)

=213.68Kn*0.769

=164.22kN

V Im+LL=1.33*164.22KN

=218.42KN

figure 7 maximum shear force for tandem loading

 Lane loading

Vmax =6.82*(20.5*1*1/2)

=69.905KN

=69.905KN (IM ignored)

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 Figure 8 maximum shear force for lane loading

Maximum bending moment

 HS 20-44 truck loading

Mmax=145(5.1+3.1)+36*2.8

=1289.8KNm

=0.647*1289.8KNm

=834.5KNm

M LL+IM=1.33*834.5KNm=1109.89KNm

Figure 9 maximum bending moment for HS 20-44 truck loading

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  Tandem loading

Mmax=110(5.125+4.525)

=1061.5kNm

=0.647*1061.5kNm

=686.8KNm

M LL+IM=1.33*686.8kNm

=913.43kNm

Figure 10 maximum bending moment for tandem loading

21
  Lane loading

Mmax=5.125*20.5*6.82/2

=358.26kNm=358.26KNm (IM ignored)

Figure 11 maximum bending moment for lane loading

Live load combination

Com 1 ; V(HS 20-44) +V(Lane load)=286.964KN+69.905KN=356.869KN

Comb 2; V (tandem)+V(lane)=218.42KN+69.905KN

V max=356.869KN

Comb 1 M (HS 20 44) + M lane=1109.89KN+358.26KN=1468.15KNm

Comb 2 M (tandem) +M lane=686.8kNm+358.26kNm

M max=1468.15KNm

HS 20-44 Truck loading + lane loading has governed.

Computation of dead load

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 Table 3 Exterior girder dead load

No Item Weight(KN/m)
1 Post 0.863
2 Railing 1.725
3 Overhang slab 4.508
4 Curb 4.6
7 Interior slab 5.889
8 Web stem 9.936

Total dead load exterior girder(WDC) 27.52

5 Wearing surface on overhang 0.198
6 Interior wearing surface 1.408
Total wearing surface load 1.606
Diaphragm load

b=0.3m Ddiap.=0.85m Ldiap=(2.2-0.36)/2=0.92m

Weight of diaphragm =0.3*0.85*0.92*23=5.396kN.

Table 4 Interior girder dead load

NO Item Weight(KN/m)
1 Slab 10.12
2 Web stem 9.936
Total dead load interior girder(WDC) 20.056
3 Wearing surface 2.42
Total wearing surface load(WDW) 2.42
Diaphragm load 10.792
Dead load and live load effect interior girder has governed
WDC 20.056
WDW 2.42
W DIAPHRAGM 10.792

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Dead load and diaphragm load for interior girder

Figure 12 Dead load and diaphragm load for interior girder

Reaction at Support R_DL_1 Due to Dead Load W_DC and Diaphragms =

[(W_DC)*L/2]+(3*P-Diaph /2)

=(20.056*20.5)/ 2 +3*10.792/ 2

=221.761kN

Reaction at Support R_DW_2 Due to Wearing Surface Only

= (W_DW)*L/2]

=2.42*20.5/2=24.805kN

24
Maximum shear and moment due to DC and diaphragm

Figure 13 Maximum shear and moment due to DC and diaphragm

RA =221.761KN and L/2=10.25m

Mmax(DC+P)=221.761*10.25-10.792*10.25-20.057*10.25 2/2 =1108.832KNm

Vmax(DC+P)=221.761-10.792=210.97KN

Maximum shear and moment due to wearing surface

Mmax(wearing)=24.805*10.25-2.42*10.25 2/2 =127.126kNm

Vmax(wearing)=24.805KN

Table 5 Summary of shear force and Bending Moment (Service Load)

Item Shear force(KN) Bending moment(KN.m)

DC 210.9698 1108.832
DW 24.805 127.126
LL 356.869 1468.15
TOTAL 592.644 2704.108

25
 Table 6 Summary of shear force and Bending Moment (factored Load)

Load factor of dead load 1.25

Load factor for wearing surface load 1.5
Load factor of live load 1.75

Table 7 Summary of shear force and Bending Moment

Item Shear force Bending moment

DC 263.712 1386.045
DW 37.21 190.689
LL 624.52 2569.46
Total 925.442 4146

Post size

b=0.25m ,w=0.3m, h=0.8m

Railing size

,b=0.25m

H=0.3m

Spacing of post=1.6m

Curb thickness=0.25m

Overhang slab Thickness=0.2m,

distance b/n post and curb =0.05m

Distance b/n back of railing and

end of curb=0.1m

Table 8 Dead load effect

26
Dead load moments about the face of overhang
NO Item Force(KN/m) Arm(m) Moment(KNm/m)
1 RAILING 0.25*0.3*23=1.725 .98-.05-.05- 1.3024
.125=.755
2 Post .25*.3*0.8*23/1.6=0.863 .98-.05- 0.6943
.125=0.805
3 Overhang 0.2*0.98*23=4.506 .98*0.5=0.49 2.208
4 Curb 0.25*0.8*23=4.6 0.98-0.8- 2.668
0.8/2=0.58
MDC=6.8727
5 Wearing 0.18*0.05*22 (0.98- 0.0178
surface 0.8)/2=0.09

Live load effect

Design Truck load (HS 20)

For overhang design, the critical placement of the wing of a single wheel load is kept at 300mm
from the face of railing/cut, when the side walk is not covered by crashworthy traffic barriers.

The equivalent width of a transverse strip is 1140+0.833(X),where x is the distance from wheel
load to face of support.

E=1140+0.833X

X=0.98-0.05-0.05-0.25-0.3=330MM

E=1140+0.833*330=1414.89mm.

The maximum wheel load is 145KN/2=72.5KN

Load dispersed per ‘m’ width in the transverse direction to span of cantilever

=72.5/1.415=51.237KN/m

Moment about the girder external face caused by this load

27
MLL=51.237*0.33=16.91KNm/m

Moment due to truck load including dynamic load allowance

MLL+IM=16.91*1.33=22.49KNm/m

Design tandem load

The design tandem load wheel load is smaller than the design truck and hence not considered for
overhang design

Design lane

Lane load =9.3KN/m over 3m transverse width=3.1KN/m

Lane load =3.1KN/m and Arm length=0.98-0.8=0.18m

Lane moment=3.1*0.182/2=0.05KNm/ms

MLL=22.49+0.05=22.54KNm/m

Total design moment

Q=∑

Here η R =1.00 η l=1.00

Design moment(Mu Design)

=1.00(1.25DC+1.5DW+1.75LL+IM)

=1.00(1.25*6.8727+1.5*0.01178+1.75*22.54)

=48.045KNm/m

Mu design =48.045KNm/m

28
3.3 Analysis of Interior deck slab more simplified method
Table 9 Dead load effect

Dead load per meter width

NO ITEM WEIGHT(KN/m2)
1 Slab 0.2*23=4.6
2 Wearing surface 0.05*22=1.1

Simplified analysis method: Slab with more than two girders

In slabs continuous over more than two supports the dead load moment at support and mid span
can be taken as mid span moment for simply supported beam reduced by 20%.

MDL=(K*WDL*S2)/2

Where K IS continuity factor ,take k=0.8

MDC= = =2.226KNm/m

MDW= = =0.53KNm/m

Live Load effect

 Truck load
Live load moment for continuous slab: AASHTO 1998 Art. 3.24.3.

MLL=K*(S+2)*P/32=….KNm P=Wheel load

Where K is continuity factor, 0.8 S in feet

1feet=0.3048m so S=2.2/0.3048=7.22feet

Mll=0.8*(7.22+2)*72.5/32=16.71kNm/m

Dynamic load allowance (33%)=0.33

MLL+IM=1.33*16.71KN.m/m

=22.22kNm/m

29
  Lane load
If the spacing of the girder is less than 4.6 meter an axle load of 145KN

considered but if the S>4.6 an axle load + lane load considered

Dead load factor 1.25

Wearing surface factor 1.5

Live load factor 1.75

M=1*(1.25*MDC+1.5*MDW+1.75*(MLL+IM))

M=1.2*2.226+1.5*0.53+1.75*22.22

M=2.79+0.80+38.89

M=42.462KNm/m

Design moment,Mu=42.47KNm/m

30
3.4 DESIGN OF OVERHANG

3.4.1 DESIGN OF OVERHANG FOR FLEXURE

USE 16mm fc’”=24mPa fy=300MPa

Clear cover50mm resistance factor( )=0.9

D=200mm b=1000mm

b=0.85* 1*(fc/fy)*(600/(600+fy)=0.85*0.85*(24/300)*(600/(600+300))=0.0384

max=0.75*0.0384=0.0288 ,and ρmin=0.03+24/300=0.0024

Dreq=√ ==√ =88.57mm

davailable >drequired…………………………………ok!!!

Assume a=19.82mm

As= = =1347.145mm2
( )

A= = =19.82m

Sa take area of reinforcement is 134.145mm2

Asreq=1347.145mm2

As=3.1416*16^2/4=201mm2

Spacing s=1000as/As=1000*201/1347.145=149.2mm

Use diameter 16mm center to center 140mm………..s1

Asprovided=1000*201/140=1435.7mm2

ρprovided=As/bd=1435.7/(1000*142=0.01……..0.0024<0.01<0.0288….ok!!!

31
3.4.2 DESIGN OF INTERIOR SLAB PANEL
Design of reinforcement for flexure interior slab deck

USE 16mm fc’”=24mPa fy=300MPa

Clear cover50mm resistance factor( )=0.9
D=200mm b=1000mm
b=0.85* 1*(fc/fy)*(600/(600+fy)=0.85*0.85*(24/300)*(600/(600+300))=0.0384

max=0.75*0.0384=0.0288 ,and ρmin=0.03*24/300=0.0024

dreq=√ =√ =84mm

davailiable =200-50-16/2=142mm

davailable > drequired…………ok!!!

Assume a=17.3

As= = =1179.35mm2
( )

a= = =17.1mm

so take the area of reinforcement is 1179.35mm2

Areq=1179.35mm2

As=3.1416*16/4=201mm2

Spacing=1000*as/as=1000*201/1179.35=171mm

Use diameter 16mm center to center 140mm at top……..s1

Use diameter 16mm center to center 140mm at the bottom…..s2

Asprovided=1000*201/140=1435.7mm2

Sprovided=As/bd=1435.7/1000*142=0.01…….0.0024<0.01<0.0288…….ok!!!

32
Distribution reinforcement

the amount of distribution reinforcement shall be the percentage of the

main reinforcement steel required for positive moment as given by the
following formula

for primary reinforcement perpendicular to the traffic

Percentage=3840/√s ≤67%

3840/√2200=31.7%≤67%

Take 67%

As=1435.7mm2, use diameter 16mm as=201mm2 b=1000mm

Asdist=0.67*1435.67

=961.9mm2

Spacing S=1000*201/961.9=209mm

Use diameter of 16mm c/c 200mm top……………….S3

Use diameter of 16mm c/c 200mm at bottom…………S4

33
3.5 Flexural design of the girder
Effective flange width=2.2m

M max=3749.797kNm

Use 32mm

Maximum aggregate size=30mm

Minimum concrete cover=50mm

Minimum vertical space=1’”=25.4mm

Assume c/c spacing=60mm

Assume cover up to c/c bars=70mm

Bottom cover=54mm

Assume c/c of bars=95mm

check the girder is T beam or rectangular beam

try 15bars 32mmdaimeterrabar

try 3 bars per raw

as=3.1416*32*32/4=804.28mm2

A s = 15*804.28=12063.72mm2

Layer 1=3bar

Layer 2=3bar

Layer 3=3 bar

Layer 4=3bar

Layer 5 =3bar

34
 d=1400-190=1210mm

∑
Y= ∑
= =190mm

Y=190mm

Try ρ=As/bd=12063.73/ =0.00453

Ρb=0.85* 1*fc/fy*(600/(600+fy))=

=0.85* 1*fc/fy*(600/(600+fy))=

=0.85*0.85*24/420*(600/(600+420))=

=0.0243

ρmax=0.75*ρb

=0.75*0.0243=0.0184

ρmin=0.03*24/420=0.0017

ρmin<ρ<ρmax………OK!!!

Check if the girder is rectangular beam or T beam.

a= = =112.896mm

a<slab thickness =200mm rectangular beam

(No T beam analysis required )

Determination of required reinforcement

Try a=88 As= =

( )

=
( )

=9406.74mm2

35
a= = =88

Number of bar required =9406.74/804.28=11.69

Provide 15 32mm re bars

design moment strength=Mr= ( ))

Mr=0.9*420*12063.72*10^-6(1210-
112.896/2)

=5260.05kNm

Mu=3749.797kNm

Mr>Mu………………..ok!!!

Use 15 32mm ……………………G1

Splice length for the main reinforcement

The length of the lap for tension lap splices shall not be less than either 300mm
or 1.3 times the development length

Development length for the lap: ldb=

=ldb= >=0.06*db=0.06*0.32*420

=1379mm

So the development length is =1379mm

Lap splice for diameter 32mm =max⟨ ⟩=1800mm

Total length of the main bar

L=21m-2*0.05-2*5*0.032+2*0.032(3.14*5+4)=21.84m

36
 Longitudinal skin reinforcement

Deff=1210mm

Asgirder =12063.72mm2 use diameter of bars=16mm

as=201.06mm2

As-skin=(deff-760)mm2/m=(1210-760)=450mm2/m

Maximum spacing of skin reinforcement=min( )=min( )

=201.67mm

Required spacing of skin reinforcement

= =446.8mm

⸫ use 16mm c/c 200mm skin reinforcement……………………G2

Shear reinforcement

Refer.........….page………..102(5.2)

Calculate Av

In case of one stirrup which has two leg Av= =226.2mm2

Ρ=0.0042

Vu=925.442kN

Flange width=2200mm , bv=360mm deff=1210mm

a= = =112.896mm

dv=max{ = max{ =1153.35MM

37
 dv=1153.55mm

compute shear stress

shear stress= = =2.48Mpa

Vc(nominal)=0.083*2*√fc*bv*dv

=0.083*2*√24*360*1153.55

=337.77Kn

Vc(factored)=0.9*Vc(nominal)

=0.9*337.77Kn=303.993Kn

Vs=Vu-Vc(factored)

=925.442-303.993=621.449KN

Scal= = =113.37mm

Since 2.48MPa less than 0.125*24=3MPa Smax is

√
The minimum of = { ={ =463.582mm

Smax=463.582mm

Use 12mm for shear reinforcement at c/c 120mm

Control of cracking (serviceability limit state)

To control flexural cracking of the concrete ,tension reinforcement shall be well distributed
within the maximum flexural zones.to prevent this kind of cracking ,the calculated stress in the
reinforcement at service load ,fs.in MPa shall not exceed fsa,

Z=FS*(dc*A) 1/3

38
 fs 0.6fy=420*0.6=252MPa

where Z =cracked width parameter in N/mm ,30,000N/mm for moderate climate

dc=depth of concrete measured from extreme tension fiber to center of bar;

dc=50 +32/2=66mm

A=area of reinforcement having the same centroid as the principal tensile reinforcement
and bounded by the surface cross section and a line parallel to the neutral axis divided
by the number of bars (mm2)

clear cover ≤50mm

A=2*190*360/15=9120mm2

The beam act as t beam under serviceability limit state

Kd= =0.2642

From previous ,d=1210mm ,As=

n=9 ,k=0.2642

Kd=319.69mm t beam assumed

J=1-k/3=1-0.2642/3=0.9119

Jd=0.9119*1210=1103.44mm

fs= = =186.13MPa

Z=108.81*(66*12063.744)1/3=17173.61N/mm<30,000N/mm…….ok!!!

Therefore the provided reinforcement is adequate.

39
Fatigue stress limit

A) Interior strip

Mmax=35*3.06+145*5.12=849.5KN.m

=849.5*0.647=549.63KN.m

MFactored=1*0.75*Mmax*1.15

=1*0.75*549.63=474.056KN.m

a)Tensile live load

Mmax=474.056KN.m

M ll+IM=474.056KN.m

M(ll+DL)=474.056+1235.985=1710.014KN.m

fmin= =92.848MPa

fmax= =128.46MPa

fs=fmax-fmin=128.46-92.848=35.612MPa

b) Reinforcing bar

ff=145-0.33fmin+55(r/h)…..ff=stress range

take r/h=0.3

ff=145-0.33*92.848+55*0.3=130.86MPa

fs= 35.612<<ff=130.86MPa

40
Deflection

A) Gross moment of inertia

Table 10 gross moment of inertia

Item Area(2) Yi(m4) Icg(m4) d=y-yi(m) Ad^2 I total (m4)

Slab 0.44 1.3 0.00147 -0.368 0.0596 0.06134
Stem 0.432 0.6 0.05184 0.332 0.0476 0.09944
Gross moment of inertia 0.16077
1.61*10^11mm4

Y from bottom= =0.953

B) Cracked section moment of inertia

n=9, d=1210,P=0.004532,K=0.2642,Ms=2477.711kNm

Table 11 cracked moment of inertia

Cracked moment of inertia

Item Area(m2) Yi(m4) Icg(m4) D=kd- Ad2 Itotal(m4)
yi(m)
Flange 0.0044 0.1 0.00147 0.21969 0.02124 0.02270
Stem 0.04309 0.25985 0.0000514 0.05985 0.00015 0.00021
Steel 0.10857 1.2100 0 -0.89031 0.08606 0.08606
Yi is measured from the compressive side extreme Icr=0.10897m4
fiber to C.G of the component Icr=1.09*1011mm4

Mcr = where fr=0.62sqrtfc=0.62*sqrt(24)=3.04MPa

Mcr =cracked moment

Mcr =3.04*1.07* =874.68KN.m

41
Le=( ) ( ( ) )

Le=1.11*1011mm4

Le< Lg section provided is adequate.

C) Dead load deflection

 Short term deflection

Change= …………..short term deflection

Dead load=

Diaphragm load

Effective span length L=20.5m

Modulus of concrete ;E=

I=Ie=

 Long term deflection

……….long term deflection

As’=compressive reinforcement

As’=0

As=12063.72mm2

Total As=Ast=As’+As=12063.72mm2

80.26mm towards center of span

57.13mm

42
D) Live load deflection

Due to p/4,

Due to P at the mid-span,

Due to P after mid-span,

Table 12 live load deflection

LOAD A B x
P/4 5.983 14.517 10.25
P 10.25 10.25 10.25
P 14.517 5.983 10.25

Due to p/4, D1=0.97805mm

Due to P at mid span, D2 =5.04071mm

Due to the rear P after mid span, D3 =1.34584mm

Total=7.3646mm

Total live load, D= distribution. Factor*D1+D2+D3=12.60645mm

Allowable load deflection, D all=L/800=25.63mm

Live load deflection is below the maximum allowable …….ok!!

43
 4. DESIGN OF BEARING

4.1 Bearing in general and bearing type selection

Bearing is an intermediate component of bridge structure. Bearings shall be fixed or movable as
required for the bridge design. Movable bearings may include guides to control the direction of
translation. Fixed and guided bearings shall be designed to resist all loads and restrain unwanted
translation.

Unless otherwise noted, the resistance factor for bearings, ϕ, shall be taken as 1.0

Figure 14 bearing

44
 I. Design criteria

For bearing design , the required criteria includes

1. Longitudal and transverse moment

2. Longitudal and transverse moment and veritical rotation
3. Longitudal and transverse moment and veritical loads.

DL serv=330.42KN service 1 limit state dead load

LL serv=334.98KN service 1 limit state live load

L total, serv=665.39KN service 1 limit state total rotation about transverse axis

Pst=301KN strength limit state minimum vertical force due to permanent loads

service 1 limit state total rotation about the transverse axis

Total service =665.93KN

II. Select optimum bearing type

Steel reinforced elastomeric bearings and steel plate/PTFE sliding bearings are selected due to its
relatively cheap and require a minimal construction height. Steel reinforced elastomeric be
take movements in all directions but only to a certain limit. They are therefore suitable for small
or medium sized bridges. The bearing has to be changed after some 30 -50 years when the rubber
is worn out.

III. Select preliminary bearing properties

once the most practical bearing type has been selected , the preliminary bearing properties must
be defined, the bearing properties are obtained from the specification as well as from past
experience . the following preliminary bearing properties were selected.

Bearing Pad Configuration

Pad Length (in the Bridge Longitudinal Direction) = Lpad =300mm

Pad Width (in the Bridge Transverse Direction) = Wpad =400mm

45
Elastomer Cover Thickness h_rcover=3

Elastomer Internal Layer Thickness h_rinternal=10mm

Number of Steel Reinforcement Layers = N_stlayers =5

Number of Internal Elastomer Layers = N_stlayers-1 =4

Steel reinforcement Thickness = h_reinf=3mm

Total Thickness of the Bearing Pad =61mm

Material property

Elastomer hardness durometer = 60Mpa

Elastomer shear modules (G) = 0.06Mpa

Elastomer creep deflection at 25years divided by the instantaneous deflection(cd) = 0.25Mpa

Steel reinforcement yield strength(Fy) = 300Mpa

IV. Select design method(A or B)

Elastomeric method A is used to confirm with ERA Bridge manual.

V. Compute Shape Factor

For steel reinforced Elastomer bearing,

All interior layers of Elastomer need to have the same thickness)

The thickness of the cover layers shall not exceed 70% of thickness of internal layers.

0.7*hinternal = 7 mm

h_rcover = 3 mm ………………………ok

For rectangular bearing without holes, Shape Factor is:

L *W
Si 
2 * h _ ri * ( L  W )

46
Shape factor for Cover layers = S cov = 28.571429

Shape factor for Internal layers = S int= 8.5714286

VI. Check Compressive Stress

Compressive stress check limits at Service Limit State is:

αs≤ 7.00Mpa and αs≤ 1.0*G*S

Compressive stress is checked at the total reaction at the abutments for Service Limit State
divided by Pad area.

Service Limit State Dead Load = DL_Serv = 330.42KN

Service Limit State Live Load with Impact = LL_Serv = 334.98KN

L_Total = Total Service Limit State Load per bearing =665.39KN

as = L_Total/Area of Bearing = 5.54495Mpa

1.0*G*Sint = 5.65714Mpa ………………………..ok

47
 VII. Check Compressive Deflection

Instantaneous Compressive Strain for 60 Durometer reinforced bearings using a

compressive stress shown here below;

αs=5.54M pa and shape factor sint= 8.57143Mpa

enit= 0.04m/m

Thickness of the Elastomer excluding the steel laminates= D Elast. =46mm

Instantaneous deflection = dinst= D_Elast.*eint= 1.840mm

Creep=dcreep=cd*dinst = 0.460mm

Total Deflection = dtotal= dinst+dcreep = 2.300mm

dint_1_layer=eint*h_rinternal≤0.07h_rinternal =0.4mm

0.07*h_rinternal = 0.7mm …………………………………..ok

VIII. Check Stability

Total Thickness of Pad shall not exceed minimum of (Lpad/3 or Wpad/3)

Lpad/3 =100mm

Wpad/3 =133.33mm

Minimum of the two =100mm > D_Total =61mm ………………………ok

IX. . Check Reinforcement

3hmax S

hmax =hMax (h_rinternal,
reinf
F y
h_rcover) = 10mm

αs= 5.545mm

48
Figure 15 detailing of the elastomeric bearing layer

Figure 16 bearing pad plan view

49
 5. DESIGN OF ABUTMENT

5.1 Introduction
provides the vertical support to the bridge superstructure at the bridge ends, connects the bridge
with the approach roadway, and retains the roadway base materials from the bridge spans. An
abutment shall be designed so as to withstand damage from the Earth pressure, the gravity loads
of the bridge superstructure and abutment, live load on the superstructure or the approach fill,
wind loads, and the transitional loads transferred through the connections between the
superstructure and the abutment.

5.1.1 Loads
Loads considered for the design of abutment in this project are;

 Vertical loads
 Superstructure dead load
 Load due to live load
 Weight of soil above the bottom of the abutment on sloped part
 Self-weight of masonary abutment
 Horizontal loads
 Active lateral earth pressure
 Live load surcharge H1 = (h2*he*unit weight), where; he is based on height of abutment

Subject information

Super structure type

Clear span=20.00m

Span center to center of support=20.5m

Number of exterior girder=2

Number of interior girder=2

Length of abutment in transverse direction =8.12m

50
 Table 13 Material properties

Fc’ 24Mpa Fc’cylinderical

Ec
Angle of internal friction 35 degree Backfill material
Unit weight of backfill 19.22KN/m2
Unit weight of masonary 27KN/m2
Unit weight of concrete 23KN/m2
qallowable 500KN/m2 allowable
Active earth pressure coefficient,Ka 0.27

Table 14 Load calculation

super structure dead load without wearing surface

Girder dead load reaction on abutment 221.761KN/m
Total dead load =4*221.761KN/m 887.044KN/m
Dead load per linear meter of the 109.242KN/m
abutment=887.044/8.12m
Wearing surface dead load from super structure
Girder wearing dead load reaction on 24.805KN
abutment(from girder)
Total dead load from girder=4*24.805 99.22KN
Wearing surface load per linear meter of 12.219KN/m
abutment =99.22/8.12

51
Live load effect

Table 15 Design truck

Axle load due to design truck 145kN

Number of lane 2
Span length 20.5m
Reaction R1 280.63KN
The total live load for the given number of 561.26KN
lanes
The live load reaction per linear meter width of 69.12KN
abutment

Table 16 Design Tandem

Axle load due to design Tandem 110KN

Number of lane,N 2
Span length L= 20.5
Reaction R1= 213.56KN
The total live load for the given number of 427.12KN
lanes
The live load reaction per linear meter width of 52.6KN/m
abutment

52
 Table 17 Design lane load

Uniformly distributed lane loading 9.3KN/m

Number of lane, N 2
Span length L= 20.5
Reaction R1= 95.33kN
The total live load for the given number of 190.66KN
lanes
The live load reaction per linear meter width of 23.48KN/m
abutment

Maximum live load reaction for structural design

RLL= max(design truck, Design Tandem) + lane load)

Combination 1 : design truck +lane

=69.12KN/m+23.48KN/m

=92.6KN/m

Combination 2: design tandem +lane load

=52.6KN/m+23.48KN/m

=76.08KN/m

Therefore R-LL=92.6KN/m

R-DC=109.242KN/m

R-DW=12.219KN/m

53
5.2 Abutment design
Load transferred from super structure

Dead loads, RDC=109.242KN/m

Dead loads, RDW=12.219KN/m

RLL=92.6KN/m

Figure 17 Abutment dimensions

54
 Table 18 abutment design

Dimensions
A1 1.2m a= 0.3m
A2 0.3m b= 0.4m
Total height of abutment H= 8.674m b1= 2.87m
Height of masonary 7.174m (Above top of
footing) b2= 0.8
footing width B2 5.27m b3= 0.9
Footing depth D= 0.3m d1= 0.3
Masonary abutment bottom width B1= 4.57m d2= 0.5
s1= 8
s2= 2.5

Active lateral earth pressure

Q1=live load surcharge= =19.22*0.63*0.27=3.27KN/m2

Q2=backfill pressure= =19.22*8.674*0.27=45.01KN/m2

55
 Table 19 equivalent height of live load surcharge

Equivalent height of live load Wall height (m) Heq (m)

surcharge 1.7
3 1.2
6 0.76
0.61

Table 20 Load factors

Load type Load factor

Active horizontal earth pressure 1.50
Live load surcharge 1.75
Live load 1.75
Dead load 1.25
Wearing 1.5

56
 Table 21 forces and moments about abutment level

Item Unfactored load(KN/m) Factored Lever arm(m) Factored

load(KN/m) moment(KN.m/m)
W1 23*.3*1.5=10.35 12.94 1.95 25.23
W2 23*.3*.5=3.45 4.31 1.55 6.89
W3 27*.8*7.174=154.96 193.7 1.7 329.29
W4 27*.5*.9*7.174=87.16 108.95 1 108.95
W5 0.5*27*2.87*7.174=278 347.5 3.06 1063.35
W6 19.22*2.87*1.5=82.74 103.43 3.54 366.14
W7 .5*19.22*7.174*2.87=198 247.5 4.01 992.48
W8 19.22*8.674*0.3=50 62.5 5.12 320
Total 1080.83 3212.33
WDF 5.27*0.3*23=36.36 45.45 2.635 119.76
RDC 109.242 136.55 1.55 211.65
RDW 12.219 18.33 1.55 28.41
RLL 92.6 162.05 1.55 251.18
P1 q1*H=3.27*8.674=28.36 49.63 4.337 215.25
P2 q2*H*0.5=0.5*45.01*8.674=195.2
1 292.82 2.891 846.54

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Calculation of force effect on structural elements

1, check stability

Check stability against bearing capacity

X= ∑

Mstablizing=3212.33+119.76+211.65+28.41+251.18

=3823.33KN.m/m

M destablizing=p1+p2=215.25+846.54

=1061.79kNm/m

Vtotal=1080.83+45.45+136.55+18.33+162.05

=1443.49KN/m

X= =1.913m

e=B/2-X=5.27/2-1.913=0.722<B/6=0.878………..OK!!!

For masonry abutment the location of the resultant of reaction forces shall be within the middle
third of the base.

1, For foundation on soil

Be=2*X=2*1.913=3.826m

qmax = = =377.28kpa<500kpa…………ok!!!

2, For foundation on rock

∑
q= *(1+ )

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 ∑
qmax= *(1+ )= *(1+ )=499.06kpa<qall………ok!!!

∑
qmin= *(1- )= *(1- =48.75kpa<qall……….ok!!!

Check stability against overturning

Fs=

Fs= =3.6 ………………..ok!!!

Check stability against sliding

Fs=

Resising force =1443.49KN/m

Driving force=49.63+292.82=342.45KN/m

Fs= =4.22 1.5……………………ok!!!

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Reference
ERA 2013 Bridge design manual

ERA 2013 Route selection manual

AASHTO 2010 bridge design manual

Fundamental of bridge design handout

www.google.com

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