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Chapter - 3 and 4

The document discusses different types of bridges, including their classification based on functionality, materials, span length, and structural form. It also covers topics like span length criteria, factors to consider when selecting a bridge type, and different types of structural arrangements and loads to account for in design.

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tewele brhane
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103 views34 pages

Chapter - 3 and 4

The document discusses different types of bridges, including their classification based on functionality, materials, span length, and structural form. It also covers topics like span length criteria, factors to consider when selecting a bridge type, and different types of structural arrangements and loads to account for in design.

Uploaded by

tewele brhane
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Chapter 3

Types of Bridges and


their Selection
CLASSIFICATION OF BRIDGES
Bridges can be classified on the basis of the
following characteristics
 Functionality as- Road bridge, Railway bridge,
Pedestrian bridge
 Construction material as Steel, Concrete,
Timber or combination of any two or more.
 Span length as short, medium or large.

 Structural forms as Slab, T-Girder, Box Girder,


Arch, Suspension etc.
 Span type as single or multi-span.
PEDESTRIAN BRIDGE
SPAN LENGTH
 - L ≤ 6m (Culvert)
 - 7m < L ≤ 15m (Small span bridges)

 - 16 ≤ L ≤ 50m (Medium span Bridges)

 - 50 ≤ L≤ 150m (Large Span Bridges)

 - L≥150m (Extra Large Span Bridges)


PARTICULAR PROBLEM OF SELECTION
 Different Manuals recommend different
span lengths to be criteria of selection of
bridge types,
 No clear demarcations on the selection of
spans for slab and T- Girder bridges if the
span lies with in the intervals on the basis
of economy. This is a serious design
problem that Engineers face during
selection of bridge type.
STRUCTURAL ARRANGEMENT
 - Slab Bridges
 - Girder (Deck girder Bridges)

 - Box Girder

 - Arch Bridges

 - Truss Bridges

 - Plate Girder Bridges

 - Cable Stayed Bridges

 - Suspension Bridges

 - Box Cell/ Box culvert


SLAB BRIDGES
GIRDER (DECK GIRDER BRIDGES)
 Chiro-Majete
BOX GIRDER
ARCH BRIDGES
TRUSS BRIDGES
CABLE STAYED BRIDGES
SUSPENSION BRIDGES
 No suspension bridge is found in Ethiopia
-BOX CELL/ BOX CULVERT
Selection of Bridge Type
 Typically there are three to four viable
structure types for each span length. Criteria
to select bridge include:
 Geometric Condition of the Site
 Subsurface Conditions of the Site

 Functional Requirements

 economy and

 ease of maintenance,

 aesthetics, etc
SELECTION OF BRIDGE TYPE

Economy
 A general rule is that the bridge with minimum
number of spans, fewest deck joints and widest
spacing of girders will be the most economical.
 By reducing the number of spans, the
construction cost of one pier is eliminated.
CONSTRUCTIBILITY
Construction and erection considerations:
 In general, the larger the prefabricated or
precast member, the shorter the construction
time.
 However, the larger the members, the more
difficult they are to transport and lift into place.
 The availability of skilled labour and specified
materials will also influence the choice of a
particular bridge type.
Legal Considerations:
 Applicable laws like environmental laws also
govern the type of bridge.
CHAPTER 4
Bridge Loadings
TYPE OF LOADS
 Permanent Loads: Dead and Earth Loads
 Transient Load: Live, Water, Wind
 Dynamic Loads: Earthquake Loads
 Force effects due to superimposed
deformations (temp gradient, shrinkage,
creep, settlement, . .)
 Friction Forces
 Vessel Collision
 Other stresses
DEAD LOAD
 includes the weight of all components of the structure,
utilities attached thereto, earth cover, wearing
surface, future overlays, …
Vehicular Live Loads
Vehicular live load is designated as HL-93
and shall consist of a combination of the
followings:

• Design truck or design tandem, and


• Design lane load
DESIGN TRUCK LOAD
DESIGN TANDEM LOAD
DESIGN LANE LOAD:
 The design lane load shall consist of a load of
9.3kN/m, uniformly distributed in the
longitudinal direction.
 Transversely, the design lane load shall be
assumed to be uniformly distributed over a
3.0m width.
 The force effects from the design lane load
shall not be subject to a dynamic load
allowance.
DYNAMIC LOAD ALLOWANCE
(IM = Vehicular Dynamic Load Allowance):
Dynamic effects due to moving vehicles shall be
attributed to two sources:
 Hammering effect is the dynamic response of the
wheel assembly
 Dynamic response of the bridge as a whole

Dynamic load allowance need not be applied to:


 Retaining walls not subject to vertical reactions from
the superstructure, and
 Foundation components that are entirely below
ground level.
DYNAMIC LOAD ALLOWANCE……

 The dynamic load allowance shall not be


applied to pedestrian loads or to the design
lane load.
 The factor to be applied to the static load shall
be taken as: (1 + IM/100).
DYNAMIC LOAD ALLOWANCE…..

 The dynamic load allowance for culverts and


other buried structures, in %, shall be taken as:
IM = 33 (1.0 - 4.l*10-4 DE) > 0%
Where:
DE = the minimum depth of earth cover
above the structure (mm)
NUMBER OF DESIGN LANES

 Generally, the number of design lanes should


be determined by taking the integer part of the
ratio w/3600.

Where: w is the clear roadway width in mm between


curbs and/or barriers.
MULTIPLE PRESENCE OF LIVE LOAD:
 Trucks will be present in adjacent lanes on roadways
with multiple design lanes but this is unlikely that all
adjacent lanes will be loaded simultaneously. This will
be considered by the multiple presence factors.
 When the loading condition includes the pedestrian
loads combined with one or more lanes of the
vehicular live load, the pedestrian loads shall be taken
to be one loaded lane.
OTHER LOADS
(ERA Bridge Design Manual 2002, Clause 3.9 -
3.15)
 DECK OVERHANG LOAD
 FATIGUE LOAD

 PEDESTRIAN LOADS (4.0 kPa)

 BRAKING FORCE

 etc
CENTRIFUGAL FORCES (CE= VEHICULAR
CENTRIFUGAL FORCE):
 Centrifugal force is due to inertia force of vehicles on
curved bridges at speed. Centrifugal forces shall be
applied horizontally at a distance 1.8 m above the
roadway surface.
 Centrifugal forces shall be taken as the product of the
axle weights of the design truck or tandem and the
factor C, taken as:
BREAKING FORCE (BR= VEHICULAR BRAKING FORCE):
 From AASHTO Commentary 3.6.4 Based on
energy principles, and assuming uniform
deceleration (retardation), the braking force
determined as a fraction "b" of vehicle weight.

 From AASHTO Article 3.6.4 Braking forces shall be taken as


25 % of the axle weights of the design truck or tandem per
lane placed in all design lanes headed in the same direction.
 These forces shall be assumed to act horizontally at a
distance of 1800 mm above the roadway surface in either
longitudinal direction to cause extreme force effects.
VEHICULAR COLLISION (CT= VEHICULAR COLLISION FORCE):

 Unless protections are provided a horizontal


force of 1800KN applied at 1.2m above the
ground should be considered.

Pedestrian Loads
 A pedestrian load of 3.6 kPa shall be applied
to all sidewalks wider than 0.6 m and
considered simultaneously with the vehicular
design live load.

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