Approximate Structural Analysis: Fundamentals of Bridge Design (Ceng 416) (Ceng 416)

Fundamentals of Bridge Design
(Ceng 416)
Lecture 5 Approximate
Structural Analysis
Instructor Ato Tibebu H. Birhane

(tibebegnaw@yahoo.com)
Batch 7thh year Civil (Summer)
( )
Academic term Autumn (2010)
Approximate Structural Analysis
 Mathematical Modeling
 Strip model of Slab bridges
 Strip model of girder bridge decks
 T‐Beam model of girders
g
 Longitudinal live load distribution(per lane)
 For shear
 For moment
For moment
 For deflection
 For Fatigue
 Transverse live load distribution
Transverse live load distribution
 Slab bridges
 T‐girder bridges
Dead load Analysis:
Dead load Analysis:
Refined analysis (beam, grillage, shell model
Approximate: tributary carried weight for each
Approximate: tributary carried weight for each
component (from yield line pattern, or any
conservative distribution )
conservative distribution )
Live load Analysis
Refined Analysis (beam, grillage , shell model)
Refined Analysis (beam grillage shell model)
Approximate analysis: Discussed here
Mathematical Modeling
Deck Slabs (with rectangular layouts)
Deck Slabs (with rectangular layouts)
Modeled by approximate (equivalent) strips
Primary strips ‐
P i ti along the primary load path
l th i l d th
direction
Secondary strips perpendicular the primary load
Secondary strips ‐ perpendicular the primary load
path direction
ss
Wheel load distribution
h ll dd b
One way, if Ss = 1.5Sp
primary Strip
Secondary Strip
Secondary Strip sp Two way, if Ss = 1.5S
Two way, if S 1.5Sp
For two way wheel load transfer, the
distribution shall be determined as the ratio
distribution shall be determined as the ratio
between the stiffness of the strip and the sum
of stiffnesses of the intersecting strips.
of stiffnesses of the intersecting strips
The strip stiffness, ks, shall be estimated as:
E * Is
ks  3
S
where:
h
Is = moment of inertia of the equivalent strip (mm4)
S
S = spacing of supporting components (mm)
i f i ( )
Mathematical Modeling‐Deck
Mathematical Modeling Deck Slabs
Slabs
For the purpose of determining force effects in
p p g
the strip:
Span length shall be taken as the center‐to‐center
distance between the supporting components
distance between the supporting components.
 The supporting components shall be assumed to be
infinitely rigid.
Th
The strips should be analyzed
i h ld b l d by classical beam
b l i lb
theory.
For monolithic construction and concrete box beams,
the design section for negative moments and shear
forces is at the face of the supporting component
Mathematical Modeling‐loads
Mathematical Modeling loads
Wheel loads ‐modeled as [ERA 13.3.6]:
ee oads ode ed as [ 3.3.6]:
Concentrated loads
Patch loads whose length along the span shall be the
length of the tire contact area plus the depth of the
deck
Contact area of wheels (500mm long x 200mm wide)
Contact area of wheels (500mm long x 200mm wide)
For short‐spans, the force effects calculated using
p
the footprint could be significantly
g y lower,, and
more realistic, than force effects calculated using
concentrated loads.
Strip model of Slab bridges
RC Slab Bridge superstructure:

RC Slab Bridge superstructure:
span primarily in the direction of traffic
Primary longitudinal strips
Primary longitudinal strips
Width of strips?.....Distribution factors
Equivalent width per design lane ‐ primary
longitudinal strip
Interior longitudinal strip width [E13.5]
 Equivalent width of longitudinal strip per lane for both
shear and moment with one lane (two lines of wheels),
h d ih l ( li f h l)
loaded can be determined as:
E  250  0.42 L1W 1

Where
E = Equivalent width in mm
q
L1 = Modified span length taken equal or the lesser of actual
span or 18,000mm
W1 = Modified edge to edge width of bridge taken to be equal to
the lesser of actual width or 18,000m for multi lane loaded
or 9,000mm for single lane loaded.
Interior longitudinal strip width [E13.5]
 Equivalent width of longitudinal strip per lane for both
shear and moment with more than one lane loaded
can be determined as:
can be determined as:
W
E  2100  0.12 L1W 1 
NL
Where
W = Physical edge to edge width of bridge (mm)
NL= Number of design lane
Number of design lane
Exterior longitudinal strip width [E13.3.4]
te o o g tud a st p dt [ 3.3. ]
The effective width of a strip, with or without an edge
beam, shall be taken as the sum of the distance
b t
between the edge of the deck and the inside face of
th d f th d k d th i id f f
the barrier, plus 300 mm, plus one‐half of the interior
strip width
The effective width shall not exceed either the full
strip width or 1800 mm.
Ed b
Edge beams shall be assumed to support one line of
h ll b dt t li f
wheels and, where appropriate, a tributary portion of
the design lane load
The live load for the design of the primary
The live load for the design of the primary
longitudinal strip is equal to the total load on
one design traffic lane
one design traffic lane
Strip model of girder bridge decks
T Girder (RC cast
T‐Girder (RC cast‐in‐place)
in place) Bridge
Bridge
superstructure:
Deck slab: Equivalent primary transverse strips
Deck slab: Equivalent primary transverse strips
Longitudinal girders: beams
Diaphragms: beams
Diaphragms: beams
Width of strips?.....Distribution factors
Equivalent width per axle load‐ primary transverse
strip
Analysis of the deck involves taking strips
perpendicular to girders (AASHTO 9.6.1) and
analyzing by moment distribution or using
design aid –Example AASHTO table A4‐1.
Supporting Type of deck Typical cross‐section

Component
Cast‐in‐Place Monolithic concrete
Concrete Tee
Beam
The width of equivalent interior transverse strips over which
wheel loads can be considered distributed longitudinally
TYPE OF DECK
TYPE OF DECK DIRECTION OF PRIMARY
DIRECTION OF PRIMARY WIDTH OF PRIMARY
WIDTH OF PRIMARY
STRIP RELATIVE TO STRIP (mm)
TRAFFIC
Cast‐in‐place concrete Overhang 1140 + 0.833X
Either Parallel or +M: 660 + 0.55S
P
Perpendicular
di l ‐M: 1220 + 0.25S
M 1220 + 0 25S
+M = positive moment
M = negative moment
‐M negative moment
X = distance from load to point of support (mm)
p g g
 The live load for the design of the primary transverse
strip is equal to:
strip is equal to:
 an axle load of 145 kN, if the S < 4.6m
 an axle load of 145kN + the lane load, if S > 4.6m
 a uniformly distributed line load of 15 kN/m, acting 0.3 m
from the face of the railing, for deck overhangs (110 kN per
7.6 m)
7.6 m)
 The design truck shall be positioned transversely to
produce maximum force effect such that the center of
any wheel
h l load
l d is
i not closer
l than
h 0.3m
0 3 from
f the
h face
f off
the curb for design of the deck overhang and 0.6m from
the edge
g of the design g lane for design
g of all other
components. (A 3.6.1.3.1)
P/2 P/2 P/2 P/2

>0.3m 1.8m 1.2m 1.8m
S
perpendicular to girders (AASHTO 9.6.1) and
design aid –Example AASHTO table A4‐1.
Supporting Type of deck Typical cross‐section

Component
Cast‐in‐Place Monolithic concrete
Concrete Tee
Beam
The width of equivalent interior transverse strips over which
wheel loads can be considered distributed longitudinally
Type of deck Direction of primary Width of primary
strip relative to the strip(mm)
traffic direction
Cast‐in‐place concrete Overhang 1140 + 0.833X
Either Parallel or +M: 660 + 0.55S
Perpendicular ‐M: 1220 + 0.25S
+M = for positive moment
‐M = for negative moment
X = distance from load to point of support (mm)
X distance from load to point of support (mm)
TT‐Beam
Beam model of girders
model of girders
Effective Flange width[AASHTO 4 6 2 6]
Effective Flange width[AASHTO 4.6.2.6]
effective in composite action for determining
resistance for all limit states
resistance for all limit states
used for the calculation of deflections
TT‐Beam
model of girders
For interior beams, the effective flange width
For interior beams the effective flange width
may be taken as the least of
One quarter of the effective span length
One quarter of the effective span length
12 times the average thickness of the slab plus the
greater of web thickness or one half the width of
greater of web thickness or one half the width of
top flange of the girder.
The average spacing of adjacent beam
The average spacing of adjacent beam
TT‐Beam
model of girders
For exterior beams, the effective flange width
For exterior beams, the effective flange width
may be taken as one half the effective width
of the adjacent interior beam, plus the least
of:
One‐eighth of the effective span
6 times the average thickness of the slab, plus the
greater of half the web thickness or quarter of
the width of the top flange of the basic girder;
the width of the top flange of the basic girder;
or
The width of the overhang. g
TT‐Beam
model of girders
The effective span length for calculating
effective flange width may be taken as
(AASHTO 4.6.2.6.1)
4 6 2 6 1) :
the actual span between bearings for simply
supported spans and
the distance between points of permanent load
inflection
ec o o of co
continuous
uous spa
spans.
s
T‐Beam model of girders
The span length, “L” for use in approximate transverse live load
distribution factor equations
Force Effect L (mm)
Positive Moment The length of the span for which
o e t iss be
moment beingg ca
calculated
cu ated
Negative Moment – Near interior The average length of the two
supports of continuous spans from adjacent spans
point of contraflexure to point of
contraflexure under a uniform load
on all spans
Negative Moment – Other than near The length of the span for which
i
interior
i supports off continuous
i spans moment isi being
b i calculated
l l d
Shear The length of the span for which
shear is being calculated
Exterior Reaction The length of the exterior span
Interior Reaction of Continuous Span The average length of the two
adjacent spans
TT‐Beam
model of girders
The longitudinal stiffness parameter, Kg, for use
e o g tud a st ess pa a ete , g, o use
in live load distribution factor equations
Kg= n (I + A eg2) in which: n = EB
B / ED
where:
EB= modulus of elasticity of beam material (MPa)
ED = modulus of elasticity of deck material (MPa)
I = moment of inertia of beam (mm4)
eg = distance between the centers of gravity of the basic
beam and deck (mm), and
Area of concrete (mm2)
A = Area of concrete (mm
A
Live load Longitudinal Distribution
g
Bridge Deck
P P
P/4
4.3m 4390
4.3‐9.0m
Use Influence Line Diagram to estimate
Use Influence Line Diagram to estimate
maximum force effects due to a notional
(design) loads.
Shear envelope along the longitudinal axis, VLL
The maximum Support Reactions, RLL
Bending moment envelope along the long. Axis, MLL
Absolute maximum bending moment, MLL,max
Deflection envelop
Fatigue moment envelope
Shear envelope : Load case 1 (design lane
Shear envelope : Load case 1 (design lane
load, w=9.4kN/m)
Y
L
x
L
X Y
L
 y wy 2
V ( x)  w *   * Y 2 
L 2L
Shear envelope : Load case 2 (design Truck)
Shear envelope : Load case 2 (design Truck)
P P
P/4 P = 145kN
4 3m
4.3m 4 3m
4.3m
Y
L
x
L
X Y
L
 y y  4.3 P y  8.6
V ( x)  P *    P *  *
L L 4 L
Shear envelope : Load case 3 (design Tandem)
Shear envelope : Load case 3 (design Tandem)
P P
P = 110kN
1 2m
1.2m
Y
L
x
L
X Y
L
 y y  1 .2
V ( x)  P *    P *
L L
Table for Shear envelope
Table for Shear envelope
 X=L Y=(1‐)L V(x)

LC 1 LC 2 LC 3 Max(LC2, LC3)
0.1
02
0.2
0.3
0.4
0.5
Moment : Load case 1 (design lane load,
Moment : Load case 1 (design lane load
w=9.4kN/m)
XY
L
X Y
L
 XY  wXY
M ( x)  w *   * L 2 
 L  2
Moment envelope : Load case 2 (design Truck‐
max.@rare axle)
P = 145kN
P P
P/4
4.3m 4.3m
XY
L
X Y
L
 xy  x P x
M ( x)  P *    P * y  4.3  * y  8.6
 L L 4 L
Absolute max. moment: Load case 2 (design
Truck‐max.@rare axle)
R
Xc P a P
P/4
L a
xc  
2 2
CL
a
M max  M ( xc )  c1 
2L
Moment envelope : Load case 3 (design Truck‐
max.@ middle axle; P = 145kN)
P P
P/4
P = 145kN
4.3m 4.3m
XY
L
X Y
L
y  xy  P x
M ( x)  P * x  4.3  P *    * y  4.3
L  L 4 L
Absolute max. moment: Load case 3 (design
Truck‐max.@ middle axle)
R
P = 145kN
Xc P P
P/4
xc 
L a

a
2 2
CL
M max  M ( xc )
a
 c2 
2L
Moment envelope : Load case 4 (design
Tandem)
P P P = 145kN
1.2m
XY
L
X Y
L
 xy  x
M ( x )  P *    P * y  1 .2
 L L
Table for Moment envelope
Table for Moment envelope
 X=L Y=(1‐)L M(x)

LC 1 LC 2 LC 3 LC 4 Max(LC2, LC3, LC4)
0.1
02
0.2
0.3
0.4
0.5‐c1
0.5
0.5+c2
Fatigue load distribution
Fatigue load distribution
For refined analysis methods, a single design truck
shall be positioned transversely and longitudinally
shall be positioned transversely and longitudinally
to maximize stress range at the detail under
consideration
For approximate load distribution method, the
distribution factor for one traffic lane shall be
used.
Fatigue Moment envelope : Load case 1
(design Truck‐max.@rare axle)
P P
P/4 P = 145kN
k
9m 4.3m
XY
L
X Y
L
 xy  x P x
M ( x)  P *    P * y  9  * y  13.3
 L L 4 L
Absolute max. Fatigue moment: Load case 1
(design Truck‐max.@rare axle)
R
Xc P a P
P/4
L a
xc  
2 2
CL
M max  M ( xc )  c1 
a
2L
Fatigue moment envelope : Load case 2
(design Truck‐max.@ middle axle)
P P
P/4
P = 145kN
9m 4.3m
XY
L
X Y
L
y  xyy  P x
M ( x)  P * x  9  P *    * y  4.3
L  L 4 L
Absolute max. Fatigue moment: Load case 2
R
Xc P P
P/4
xc 
L a

a
2 2
CL
M max  M ( xc )  c2 
a
2L
Fatigue moment envelope : Load case 2
P P
P/4
/
P = 145kN
4.3m 9m
XY
L
X Y
L
P y  xyy  x
M ( x)  * x  4.3  P *    P * y  9
4 L  L L
Table for Fatigue Moment envelope
Table for Fatigue Moment envelope
 X=L Y=(1‐)L M(x)
LC 1
LC 1 LC 2
LC 2 LC 2
LC 2 Max(LC1, LC2, LC 3)
Max(LC1, LC2, LC 3)
0.1
0.2
03
0.3
0.4
0.5‐c1
0.5
0.5+c2
Live load distribution for deflection:
Live load distribution for deflection:
When investigating the maximum absolute
deflection all design lanes should be loaded and
deflection, all design lanes should be loaded, and
all supporting components should be assumed to
deflect equally
When investigating maximum relative
displacements, the number and position of loaded
lanes shall be selected to provide the worst
differential effect
Deflection due to a concentrated load
( z ) 

P * y * z L2  y 2  z 2 
P 6 EIL
Z
(z)
X Y
L
Apply the principle of superposition for a series of
concentrated loads
To evaluate maximum deflection, use the same disposition
of axle loads as that of moment
Transverse Live Load Distribution: Slab Bridges
Live load transverse distribution factor
1
g
E
Where
E = effective width primary longitudinal strip, in meter
Transverse Live Load Distribution:
Girder Bridges
d d
The live load force effects in longitudinal primary
e e oad o ce e ects o g tud a p a y
strips can be estimated as
G  g * m * GD
Where:
G = Force effect per unit strip (kN/m or kN‐m/m)
GD = Force effect due to design loads per lane ,estimated
from longitudinal live load distribution(kN or kN‐m)
g = The maximum of single lane or multiple lane live
The ma im m of sin le lane or m ltiple lane li e
load distribution factor
m = Multiple presence factor
p p
For skewed bridges, the longitudinal force
For skewed bridges the longitudinal force
effects shall be reduced by the factor r:
r = 1.05 ‐ 0 25 tan   1.00
r = 1 05 0.25 tan  1 00
where:
 = skew angle (DEG)
Girder Bridges
Girder Bridges
Transverse Distribution: Single lane loaded
P/2 P/2
>0.3m 1.8m
Rext Rint
Girder Bridges
d d
 The design truck shall be positioned transversely to
produce maximum force effect such that the center of
any wheel load is not closer than 0.3m from the face of
the curb for design of the deck overhang and 0.6m
g g
from the edge of the design lane for design of all other
components. (A 3.6.1.3.1)
 The extreme positive moment in any deck panel
The extreme positive moment in any deck panel
between girders shall be taken to apply to all positive
moment regions. (A 4.6.2.1.1)
 The extreme negative moment over any girder shall be
The extreme negative moment over any girder shall be
taken to apply to all negative moment regions (A
4.6.2.1.1)
Girder Bridges
d d
Transverse distribution of live load can be
Transverse distribution of live load can be
estimated using
Refined analysis method (FEM, Moment
Refined analysis method (FEM Moment
Distribution)
Approximate: deck moments (AASHTO Table A4 1)
Approximate: deck moments (AASHTO, Table A4.1)
Approximate: Girder loads
 Lever rule
Lever rule
 using codal approximate distribution factors, which
incorporates multiple presence factors.
Maximum
Live load
moments per
unit width
unit width
[AASHTO
table A4‐1]
table A4 1]
Girder Bridges
d d
Loads on Girders (transverse distribution)
Loads on Girders (transverse distribution)
Permanent loads
– For bridges meet the conditions specified for
F b id t th diti ifi d f
approximate analysis, permanent loads of and on
the deck shall be distributed uniformly among the
the deck shall be distributed uniformly among the
girders[ERA 13.4]
Live loads:
Live loads:
– The live load on each girder shall be the reaction
of the loaded lanes
of the loaded lanes
Girder Bridges
Girder Bridges
Loads on girders: Single lane loaded
Rext  g1,ext P
Rint  g1,int P
P/2 P/2
>0.3m 1.8m
Rext Rint
Girder Bridges
Girder Bridges
Loads on girders : Multi‐ lane loaded
Rext  g m ,ext P
Rint  g m ,int P
P/2 P/2 P/2 P/2

>0.3m 1.8m 1.2m 1.8m
Rext Rint
Girder Bridges
d d
The live load force effects in longitudinal girders
e e oad o ce e ects o g tud a g de s
can be estimated as
G  g * m * GD
Where:
G = Force effect per girder (kN or kN‐m)
GD = Force effect due to design loads per lane ,estimated
from longitudinal live load distribution(kN or kN‐m)
g = The maximum of single lane or multiple lane live
The ma im m of sin le lane or m ltiple lane li e
load distribution factor
m = Multiple presence factor
p p
Girder Bridges
d d
Distribution factor: Lever Rule
Distribution factor: Lever Rule
The lever rule involves summing moments
about one support to find the reaction at
about one support to find the reaction at
another support by assuming that the
supported component is hinged at interior
supported component is hinged at interior
supports
Notional model for applying lever rule to three‐girder bridges
Girder Bridges
d d
Distribution Factors: Approximate codal formulae
Approximate live load distribution factors for
concrete beams shall be used if:
o Curvature in plan is negligible (subtended angle 
l l bl ( b d d l 120)
o Deep, rigid end diaphragms are provided to ensure proper load
distribution;
o Width of deck is constant;
o Deck slab thickness (mm):110  ts  300
o The roadway part of the overhang (mm): d
yp g( ) e  900;;
o Girders are parallel and have approximately the same stiffness;
o Number of longitudinal girders (mm): Ng  4
Spacing of supporting components (mm):1100  S 4900
o Spacing of supporting components (mm):1100  S 4900
o Longitudinal stiffness parameter: 4x109  kg  3x1012
Gi d B id
Girder Bridges
Moment Distribution factor for interior girders
M t Di t ib ti f t f i t i id
Fraction of live load per lane for moment in interior
beams of monolithic RC T‐girder
beams of monolithic RC T bridges with Ng  4
girder bridges with N 4
is given by: [A2.6.2.2.2b‐1]
  s   s   g 
0.4 0.3
K
0.1
 0.06       3 for one design lane loaded

  4300   L   Lt s 
g int  0.1
 
0.6 0.2
  s  s  g  K
0 .075       3 for two or more design lanes loaded
  2900   L   Lt s 
For Ng=3, use lever rule
For N =3 use lever rule
Girder Bridges
d d
Cont’d
Cont d
For preliminary design, the terms Kg/(L ts3)
shall be taken as 1 0
shall be taken as 1.0
The lateral load distribution obtained for
simple spans is also considered applicable to
i l i l id d li bl
continuous structures [E13.4.2]
Girder Bridges
Girder Bridges
Moment Distribution factor for exterior girders
Fraction of live load per lane for moment in
Fraction of live load per lane for moment in
exterior beams of monolithic RC T‐girder bridges
with Ng  4, and is given by:
 300  d e  1700 g y
[A2.6.2.2.2d‐1]
 LeverL rule
l f one design
for d i lane
l l d d
loaded

g ext   de 
0.77 
  g int for two or more design lanes loaded
2800 
For Ng=3, use lesser of the values obtained from the
equation above with Ng = 3 or the lever rule
Girder Bridges
d d
Moment distribution factor: correction for skew
Moment distribution factor: correction for skew
Skew correction factor for moment in the
longitudinal girders with skew angle 300<0
longitudinal girders with skew angle 30
0.25
 Kg 
0 .5
s
s c  1  0.25 3    tan  
1 .5
[A4.6.2.2.2e]
 Ltt  L
For skew angle 0, sc = 1
Gi d B id
Girder Bridges
Shear distribution factor for interior girders
Sh di t ib ti f t f i t i id
Fraction of live load per lane for shear in interior
beams of monolithic RC T‐girder
beams of monolithic RC T bridges with Ng  4
girder bridges with N 4
is given by : [A4.6.2.2.3a]
 s
 0 .36  for one design lane loaded
7600
g int  2
0.2  s   s  for two or more design lanes loaded
 3600  10700 
For N =3 use lever rule
Gi d B id
Girder Bridges
Shear distribution factor for exterior girders
Fraction of live load per lane for shear in exterior
beams of monolithic RC T‐girder bridges with Ng  4,
and  300  d e  1700 is given by [A4.6.2.2.3b]
and is given by [A4 6 2 2 3b]
 Lever rule for one design lane loaded


g ext   de 
0. 6 
  g int for two or more design lanes loaded
3000 
 de is taken as positive if the exterior web is inboard
of the curb (barrier) and negative if it is outboard
Girder Bridges
d d
Shear distribution factor: correction for skew
Shear distribution factor: correction for skew
Skew correction factor for support shear at
the obtuse corner of skew bridges with skew
the obtuse corner of skew bridges with skew
angle 00<0 is given by
0.3
 Lt
3 
sc  1.0  0.20 s  tan  [[A4.6.2.2.3c))
K 
 g 
Girder Bridges
d d
Distribution factor for rigidly connected
Distribution factor for rigidly connected
girders‐considering the influence of
diaphragms: the cross‐section
diaphragms: the cross section deflects and
deflects and
rotates as a rigid cross‐section. (pile reaction
concept)
Distribution factor for exterior girders:
N
xext  e
L
NL
g ext   Ng [A4.6.2.2.2d]
Ng
 x 2
Girder Bridges
d d
Cont’d…
Cont d…
where:
gext = lane fraction for exterior girders
= lane fraction for exterior girders
NL = Number of loaded lanes under consideration
Ng = Number of girders
Number of girders
e = eccentricity of design truck or design lane load
from CG of girders
x = the distance of CG of girders to each girder
xext = the distance of CG of girders to exterior girder
Girder Bridges
id id
Design value of distribution factors‐select the
maximum from either of each method above.
Method Load case Moment dist. factor Shear dist. factor
int girder ext.
int. ext girder int girder ext.
int. ext girder
Codal formula Single lane loaded
(g1) Multi lane loaded
Lever rule Single lane loaded
(g2) Multi lane loaded
Pile rxn method Single lane loaded
g NA NA
(g3) Multi lane loaded NA NA
Design value for strength & service Max(g1, m*g2, m*g3)
D i
Design value for strength & service
l f t th & i M ( 1/
Max(g1/m, g2, g3)
2 3)
Where m = multiple presence factor
Girder Bridges
d d
Transverse Floor beams (Cross beams)
Transverse Floor beams (Cross beams)
If the deck is supported directly by transverse
floor beams the floor beams shall be designed
floor beams, the floor beams shall be designed
for fractions of the 145 kN design axle load.
 s
 for s  1800mm
g  1800
 1 for s  1800mm
where: s = spacing of x‐beams in mm
Factored Force Effects
Factored Force Effects
Factored force effects for the design of RC bridge
acto ed o ce e ects o t e des g o C b dge
superstructures
Strength Limit State I
g
Factored moment
M U  1.25M DC  1.5M DW  1.75M LL  IM
Factored shear force
VU  1.25VDC  1.5VDW  1.75VLL  IM
Service Limit State‐I
S i Li it St t I
Fatigue Limit State (fatigue stress in rebars)
M U  0.75M LL  IM

Approximate Structural Analysis: Fundamentals of Bridge Design (Ceng 416) (Ceng 416)

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Approximate Structural Analysis: Fundamentals of Bridge Design (Ceng 416) (Ceng 416)

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Fundamentals of Bridge Design

Instructor Ato Tibebu H. Birhane

RC Slab Bridge superstructure:

E  250  0.42 L1W 1

Supporting Type of deck Typical cross‐section

P/2 P/2 P/2 P/2

Supporting Type of deck Typical cross‐section

 X=L Y=(1‐)L V(x)

 X=L Y=(1‐)L M(x)

P/2 P/2 P/2 P/2

 0.06       3 for one design lane loaded

 Lever rule for one design lane loaded

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