Al Maaref University
Faculty of Engineering
Department of Civil Engineering
Course Title:Bridges
Course code: CIE 510
Instructor: Kassem Rahal
Students Name: Aya Akram Hsayki Zeinab Mahdi
ID: 10117039 10119012
Date of Submission: 3/June/2023
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Table of figures
Figure 1……………………………………………………………………………………………………………………………………………………5
Figure 2………………………………………………………………………………………………………………………………………………….7
Figure 3……………………………………………………………………………………………………………………………………………………9
Figure 4…………………………………………………………………………………………………………………………………………………..9
Figure 5…………………………………………………………………………………………………………………………………………………11
Figure 6………………………………………………………………………………………………………………………………………………….12
Figure 7…………………………………………………………………………………………………………………………………………..……19
Figure 8………………………………………………………………………………………………………………………………………………….21
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Table of content
1. Introduction ………………………………………………………………………………………………..…..…………5
2. Components of bridge structure ………………………………………………………………….……………..5
3. Types of bridges……………………………………………………………………………………………..……………7
4. Solid Slab bridge Design Problem…………………………………………………….………………………….9
4.1. Deck Thickness ………………………………………………………………………………………………..10
4.2. Live Load Equivalent Strip Width………………………………………………………………………10
4.3. Live Load For Deck system……………………………………………………………………………..11
[Link] load factors………………………………………………………………..………………………….12
[Link] loads…………………………………………………………..………………………………………..13
[Link]………………………………….………………………..…………………………………………14
[Link]……………………………………………………………………………………………………..15
4.8. Determine Distribution Reinforcement………………………………………………..…….17
4.9Determine Shrinkage and Temperature Reinforcement……………………………….18
[Link]…………………………………………………………………………………………………….18
[Link]…………………………………………………………………………………………….20
[Link]…………………………………………………………………………………………..……………………..22
[Link]………………………………………………………………………….………………………………………..23
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1. Introduction
The raw materials of concrete, consisting of water, fine aggregate, coarse aggregate, and cement, can be
found in most areas of the world and can be mixed to form a variety of structural shapes. The great
availability and flexibility of concrete material and reinforcing bars have made the reinforced concrete
bridge a very competitive alternative. Reinforced concrete bridges may consist of precast concrete
elements, which are fabricated at a production plant and then transported for erection at the job site, or
cast-in-place concrete, which is formed and cast directly in its setting location. Cast-in-place concrete
structures are often constructed monolithically and continuously. They usually provide a relatively low
maintenance cost and better earthquake-resistance performance. Cast-in-place concrete structures,
however, may not be a good choice when the project is on a fast-track construction schedule or when
the available false work opening clearance is limited. In this report, design problem of a simply
supported slab is presented. All design specifications referenced are based on 1994 AASHTO LRFD (Load
and Resistance Factor Design) Bridge Design Specifications .
2. Components of Bridge Structure
The bridge structure is made up of the following elements:
Fig1-Bridge structure components
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2.1. Superstructure: The components of the bridge above the bearing are known as superstructures.
It consist of the following:
a. Beams and girders: Both have a similar function to support the roadway and prevent bending. Girder
is also one type of beam support. Where loads are heavy girders are used instead of beam support.
b. Bearing: A bearing is provided between the bridge girder and the pier cap. The main function of the
bearing is to allow free movement or vibration of the top superstructure and reduce effect stress to
reach the bridge foundation.
c. Arch and Cables : Arched and Cable both have specified use. Arches are used for arch bridge
construction and cable is used for suspension, cable-stayed bridges, etc. For different types of bridge
construction arches and cables play a vital role.
d. Parapet Wall and Handrail : The parapet is one of the safety components of any bridge which prevent
the vehicle from falling off where there is a drop.
It is also useful for restricting views, preventing rubbish from passing below, and acting as a noise
barrier.
2.2. a. Substructure: The structure of the bridge below the level of bearings is known as the
Substructure. It consists of the following.
The function of the substructure is to support the superstructure components and transmit their loads
safely to the subsoil
Abutments : It is a structure mostly used for bridges and dams as a substructure at the ends of a
bridge span or dam and on that superstructure is a rest. A bridge with a single span has two abutments
that offer vertical and lateral support. It also plays the role of retaining walls to resist lateral movement
of the earthen fill of the bridge approach
b. Piers
Piers provide intermediate support between two bridge spans. Bridge piers mainly support the bridge
superstructure element and transfer the load to the [Link] must be strong to handle the
horizontal as well as lateral. Piers are known as compression members of the bridge.
c. Wing Walls
It is one of the earth-retaining structures in the bridge. They are located adjacent to the abutments and
act as retaining [Link] wing wall retains soil for the abutment, roadway, and approach embankment,
which can be at a right angle to the abutment or splayed at different angles.
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2.3. Adjoining Structures:
It consists of the following:
a-Approaches: It is structured and constructed at the start or end of any bridge. Its main function is to
provide smooth and easy entry or exit from the bridge.
b-Guard Stones: They are used to restrict traffic on a particular lane or sometimes as road railings but
are generally positioned to protect a specific object, such as a corner of a street or the side of a gate.
3. Types of Bridges:
There are various varieties of bridges, and the following is a list of the five most common types
depending on the support mechanism.
Figure 2: Types of bridge
3.1. Girder Bridges
This is the most critical and essential bridge type. A girder bridge can be as simple as a log spanning a
river; the two most prevalent girders are I-beam girders and box-girders used in steel girder bridges. The
cross section of the I-Beam demonstrates why it is so called. The web is the vertical plate in the center,
while the flanges are the top and bottom plates. The box girder is formed like a box. A standard box
girder is made up of two webs and two flanges. In other circumstances, however, there are more than
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two webs, resulting in a multiple chamber box girder. Pi girders and T-shaped girders are two more
types of simple girders.
a. Arch Bridges
There are many different types of arch bridge but they all have central elements in common. Each
bridge has abutments, which are used to support the curved arch structure under the bridge. The most
common type of arch bridge is a viaduct, a long bridge made up of many arches. The lateral pressure
created by the arch span is transferred into the supporting abutments. It is therefore essential that
these parts of the bridge remain solid, intact and well founded.
b. Cable Stayed Bridges
A cable stayed bridge is dependent upon towers/pylons which are the load-bearing element of the
structure. Cables are connected from the pylons to the deck below. Either directly from the top of the
tower or at different points of the column. When connected at different points of the column this
creates a fan like pattern. This is the feature many people associate with cable stayed bridges. This type
of structure tends to be used for distances greater than those achieved with a cantilever bridge design
but less than a suspension bridge. One of the main issues with this type of bridge is that the central
connection of the cables can place horizontal pressure on the deck. Therefore, the deck structure needs
to be reinforced to withstand these ongoing pressures.
c. Truss Bridges
The truss bridge has been around for literally centuries and is a load-bearing structure which
incorporates a truss in a highly efficient yet very simple design. You will notice an array of different
variations of the simple truss bridge but they all incorporate triangular sections. The role of these
triangular elements is important because they effectively absorb tension and compression to create a
stressed structure able to accommodate dynamic loads. This mixture of tension and compression
ensures the structure of the bridge is maintained and the decking area remains uncompromised even in
relatively strong winds.
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4. Solid Slab bridge Design Problem
A simply supported solid slab bridge of Fig [Link] with a span length of 10670mm center to
center of bearing for a HL-93 live load. The roadway width is 13400mm curb to curb. Allow for
a future wearing surface of 75mm thick bituminous overlay. The materials properties are as
follow :
Density of wearing surface ρw = 2250 kg/m3
concrete density ρc = 2400 kg/m3
concrete strength F’c== 30 MPa
Yield strength fy = 400MPa
Figure 3: Elevation View
Figure 4:Cross Section View
1- Deck Thickness
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h min=1.2 × ( S+3003000 )= h =1.2 ×
min ( 10670+
300
3000
)= 546.8
Use h min=550 mm
2- Live Load Equivalent Strip Width
a- Single lane loaded : Einterior =250+0.42 √ L 1W 1 ,
Where L1 is modified span length =min [ 10670
18000 min ]
mm
=10670min
W1 is modified edge to edge width= min [ 14160
9000 min ]
mm
=9000 mm
So Einterior =250+0.42 √ 10670 ×9000 =4370 mm
b- Multilane loaded
W
Einterior =2100+ 0.12 √ L 1W 1 ≤
N (L)
Where L1=10670mm
W1= min [ 14160
18000 min ]
mm
= 14160mm
13400 13400
N(L) is number of lanes = = =3
W 3600
Einterior =2100+ 0.12 √ 10670 × √ 14160
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14160
=3580 mm≤ =4730 mm
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Use E=3580mm
3- Live Load For Deck system
a- Interior Strip moment:
Figure 5:Shear diagram
Shear due to design truck :145(1+0.6)+35(0.19)=238.7 kN
9.47
Shear due to design tendom : 110(1+ )=207.6 KN
10.67
Shear due to lane load :0.5*9.3*10.670=49.6KN
Maximum bending moment at mid-span : Axial Loads
MLL-Truck:2206.875KN(1.035+4.3)-134(4.3)=11150.17kN
MLL-lane :9.3*(10.670)^2/(1/8)=8470.35KN
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Figure 6 : Moment diagrams
[Link] Load Factors :
a- Interior strip : Dynamic loads IM=0.33
825.3
M ¿− Lane = =230.5 KN
3.580
367.1
V ¿−Lane = =102.5 KN
3.580
b- Edge Strip :longitudinal edges strip width or a lane wheels
= distance from edge to face of barrier+300mm+0.5 Strip width
=380+300+3580/2=2470 mm>1800 mm
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Because strip width is limited to 1800 mm, one lane loaded wheel lane=0.5 lane load , with a
multiple presence factor =1.2.
0.5 × 367.1× 1.2 Kn
V ¿+1 M = =122.4
1.800 m
0.5 × 825.3× 1.2 Kn
M ¿+1 M = =275.1
1.800 m
5. Dead Loads :
5. a. Interior Strip:
Slab:W DC =0.55 × 2400× 9.81 ×0.001=12.95 Kn/m 2
Wearing Surfacce: W DW =0.075× 2400 ×9.81 ×0.001=1.66 KN /m2
2
12.95 ×10.67 184.3 KN
M DC = =
8 m
2
1.66 × 10.67 23.6 KN
M DW = =
8 m
❑
12.95 × 10.67 69.1 KN
V DC = =
2 m
❑
1.66 ×10.67 8.8 KN
V DW = =
2 m
b-Edge Stripe 1mm wide:
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Edge strip , 1m wide ,barrier =4.65 N/mm=4.65KN/m , assume barrier load spread over width
of one half strip at edge of 1800mm
4.65
DC : W DC =12.95+ =15.53 KN /m 2
1.8 m
2
15.53 ×10.67
M DC = =221.0 Kn.m/m
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❑
15.53 × 10.67
V DC = =82.9 Kn/m
2
DW :W DW =1.66∗(1800−380)/1800=1.31 Kn/m2
2
1.31 ×10.67
M DW = =18.6 Kn.m/m
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❑
1.31× 10.67
V DW = =7 Kn/m
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6. Durability :
Cover for unprotected main reinforcing steel deck surface subject to tire wear :60mm
Bottom of cast in place slab=25mm
Effective Depth for No.25 bars : d=550-25-25.2/2=512mm
So use η =1
a- Moment interior strip :
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Mu=η ∑ γQ=¿ 1(1 M DC +1 M DW +1 M ¿+1 M )
=1(184.3+23.6+230.5)
=438.4 Kn.m/m
Mu 438400
Reinforcement :As= = = 4.08mm2/mm
f ∗jd 240× 0.85 ×512
Use N.30 bars at 175mm(A=4 mm2/mm)
b- Moment edge strip
M-edge=η ∑ γQ=¿ 1(221+18.6+275.1)=514.7 kn.m/m
Mu 514700
Reinforcement :As= = = 4.81mm2/mm
f ∗jd 240× 0.85 ×510
Use N.30 bar at 140 mm(A=5mm2/mm)
7. Cracking
:a- Interior Strip
M interior =438.4Kn/m
M
=Fc
1/6 ×b × h× h
=8.70MPA>0.8f’c so section is cracked
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n=7 and nAs=7*4000=28000mm2/m
Location of neutral axis:0.5bx²=nAs(d-x)
0.5*10²*X³=(28*1000)(510-x) then x=143mm
Moment of inertia of cracked section : Icr=1/3bx³+nAs(d-x)²
=1/3×10 × 1433+(28 ×1000)(510−143)²
=4.746×10 9 mm 4 /m
Steel design:
fs M (d−x ) 438400 (510−143 ) 1000
= = =33.9 MPA
n Icr 4.746 ×10
9
Fs=7*33.9=23MPA<fs
For Z=23000N/mm,dc=40mm,N=1,N0 30 @175mm
2 dc∗b
A= =2∗40∗175 mm=14 000m2
N
Z
f sa = 0.333 =279MPA>0.6Fy
(dc × A)❑
Use N0 30 @175mm
b- Edge strip
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M-edge=514.7Kn.m/m
Try No 3 0@140mm (As=5000mm2/m)
nAs=7*5000=35000mm2/m
Location of neutral axis :
0.5*10²*X³=(35*1000)(510-x) then x=157mm
Moment of interia : Icr=5651000000 mm4/m
Following the same procdure use No 30 @140mm for edge strip
8. Determine Distribution Reinforcement:
The bottom transverse reinforcement may be calculated as a percentage of the main
reinforcement for positive moment
1750
=51 %
√L
1750/√ 10670=16.9%
a- Interior strip
Positive moment reinforcement :N0 30 @150mm
As=4.667mm2/mm
Transverse reinforcement : 0.169*4.667=0.789mm2
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Use N0 15 @250mm tranverse bottom bar
b- Edge strip
Positive moment reinforcement :N0 30 @140mm
As=5mm2/mm
Tranverse reinformnt : 0.169*5=0.845mm2
Use N0 15 @200mm tranverse bottom bar
9. Determine Shrinkage and Temperature Reinforcement
Ag
As≥0.11
Fy
1× 550
As≥0.11
400
=1.375mm2/mm each direction both face
Top layer : 1.375/2=0.688mm2/mm
Use 15@250mm
10. Fatigue :
Fatigue load should be one truck with 9000-mm axle spacing [A3.[Link]]. As the rear axle
spacing is large, therefore the maximum moment results when the two front axles are on the
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bridge. as shown in Fig.E7.2-8, the two axle loads are placed on the bridge. No multiple
presence factor is applied (m=1)
Figure 7 :Fatigue truck placement for maximum moment
a-Interior Strip:
As= No30@150mm =4.667mm2/mm for service limit state
As × Fy 4.667 × 400
C= = =88mm, then a = β × c =0.85×88=74mm
0.85 f ' c × β × b 0.85 ×30 ×0.836 × 1
c 88
= = 0.173<0.42 ok
ds 510
Mn=
4. .667 × 400
1000 (410−
74
2 )
=883 Kn . m/m
m
∅ Mn=0.9 × 883=794.7 Kn . > Mu
m
Use No30@150mm
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b-Edge strip
As N0.30 @140mm (As=5mm2/mm)
As × Fy 5× 400
C= = = 94mm
0.85 f ' c × β × b 0.85 ×30 ×0.836 × 1
c 94
= =0.184 <0.42 ok
ds 510
As
ρ= =5/510= 0.0098< ρmin
b×d
∅ Mn=
0.9 ×5 × 400
1000 (510−
74
2 )
=846.9 Kn. m/m>Mu
Use No. 30 @ 140mm for edge strip.
[Link]
WDC=12.95*14.16+2*4.65=192.9Kn/m
WDW:1.66*13.40=22.3 Kn/m
2
215.2× 10.67
M DL = =3063 Kn/m
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Ig=1/12*14160*550³=196*10^9
9
196.6 ×10
3.45 ×
Mcr= 550 =2466Kn/m
10∗( )
2
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Icr=(4.746*10^9)*14.16=67.3*10^9mm4
Ir=0.522*(196.6*10^9)+(1-0.522)(67.3*10^9)=134.8*10^9mm4
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5 ×215.2 ×10670
∆= 9
=10 mm
384 ×27000 ×134.8 × 10
Figure 8:Reinforcmnt half section
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5. Conclusion
The engineering design process for constructing safe bridge structures entails developing a
comprehensive grasp of the problem; else, the hard work of the design could be for naught. If
the engineering design team building a bridge, for example, does not comprehend the bridge's
objective, the bridge's design may be utterly irrelevant to solving the problem. They might
create a railway bridge if they were told to construct a structure to span a stream without
having any more details. However, if the bridge was exclusively intended for pedestrians and
bikes, it would almost certainly be over-designed and over-priced (or vice versa). To create a
design that is appropriate, efficient, and cost-effective, the design team must first fully
understand the problem.
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6. References
a- AASHTO, AASHTO LRFD Bridge Design Specifications, American Association of
State Highway and Transportation Officials, Washington, D.C., 1994.
b- ASTM, Annual Book of ASTM Standards, American Society for Testing and Materials,
Philadelphia, 1996.
c- Caltrans, Bridge Design Aids Manual, California Department of Transportation,
Sacramento, 1994.
d- Collins, M. P. and Mitchell, D., Prestressed Concrete Structures, Prentice-Hall,
Englewood Cliffs, NJ, 1991.
e- Caltrans, Bridge Design Practices, California Department of Transportation, Sacramento,
1995.
f- ACI Committee 318, Building Code Requirements for Reinforced Concrete (ACI 318-
95), American Concrete Institute, 1995.
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