Professional Documents
Culture Documents
Jurutaip
3. To plan and implement projects of
Puan Normah bt. Md. Noor major bridges for federal roads.
Puan Ruhani bt. Hamat 4. To give technical advice to the JKR
Puan Sally Wong States/Projects/ Road brcmcK in the
structural design of bridges, bridge
Kakitangan-kakitangan Lain Yang Turut Sama construction activities and on the
Menjayakan Penyediaan Buku Panduan ini. transportation of heavy vehicles on
JKR bridges.
Puan Rodiah bt.'Mat Saman 5. To plan and implement research
Encik Abd.Hazim b. Ibrahim program to improve the design
Encik Mohd. Aziz b. Shamsuddin construction and maintenance bridge
Encik Onn b. Sulaiman in JKR.
Encik Tajuddin b. Hamzah 6. To participate in training activities by
Cik Endon bt.Mansor giving lectures and talks in courses
Encik Rosli b. Talib organised by the JKR Training
Encik Mat Yusof b. Hashim Centre and other units/sections.
Puan Jaswir Kaur
Puan Shaharah bt. M. Shariff 1.3 Scope of Work .
Encik Ishaik b. Indon
Puan Hawa bt. Mohd. Said The design works in the Bridge Section
Encik Md. Shamri b. Hj. Amin. involve the preparation of design
calculations, presentation ahd checking of
CHAPTER 1 working drawings, preparation of
specification and bill of quantities. The
STANDARD JKR PRACTICES IN time taken to fully complete a project will
BRIDGE DESIGN depend on the availability of the necessary
imformation, plans, etc. forwarded to this
1. INTRODUCTION section. The procedure in carrying out A.
design project is shown in the flow chart of
1.l Organisation Objective the Bridge . Design Section (Appendix I).
APPENDIX 1 A
MULA
Tidak Ya
Ya
Tidak
KP Lantik Pelukis
APPENDIX 1 A
Tidak
Ya
PB Tulis surat
JT Taip Surat
APPENDIX 1 B
Tidak Ya
JKK/
Luluskan ?
PPK
PY Semak perkiraan
Tidak Ya
JKK Luluskan?
Tidak
KP Semak dan luluskan
Ya
Ya
Tidak
PPK Luluskan
APPENDIX 1 C
Tidak
PPK Luluskan?
Ya
JT Taip dokumen
PB Semak
JKK Luluskan
Tidak
Ya
APPENDIX 1 C
Tulis surat
PB
Tulis surat
JT
PB
Semak surat dan tandatangan ringkas
Tidak
Ya
Failkan surat
K
Pb/kp Susun semula data rekabentuk dan jilid dokumen untuk rekod
TAMAT
LIST Of RELEVENT B.S CODES & B.E TECHNICAL MEMO FOR BRIDGE DESIGN:
B.S B. E
6. FOUNDATIONS CP 2004 -
10. PARAPET - 5
LIST OF 0. I.0 HYDROLOGICAL PRO- (i) Stream course for 100 m. on either side
CEDURES FOR HYDROLOGICAL of bridge
CALCULATION:- (ii) road approaches within 100 m.
of bot ends of bridge.
1. HP 1 - ESTIMATION OF THE DESIGN Drg. Not ..........................
STORM (e) Plan showing details of existing
piers and abutments and other
2. HP 5 - RATIONAL Mtd. obstructions, Drg. No:.......................
The size of a catchment area has an important The type of soil and its surface infiltration
bearing on the response of the catchment to capacity affect the amount of runoff in the
rainfall, and consequently on the methods used catchment area. These factors are taken into
to predict flood runoff. consideration by the Runoff Coefficient (C).
The total amount of rainfall is most important 3 methods have been established by the DID,
in producing peak flows from large areas, Malaysia:
while the intensity of rainfall is . most impor- (a) Rational Method (Hp No.5)
tant in producing peak flows from small areas. (b) Unit Hydrograph Method (Hp No.11)
(c) Regional Flood Frequency Method (Hp
Catchment area characteristics and antecedent No.4)
conditions have a major effect on the propor-
tion of rainfall which becomes runoff.
3. BLOOD HISTORY
HISTORICAL FLOODS
Business:-
City Areas Fully built-up and shophouses 0.90
Industrial:-
Fully built-up 0.80
Residential:-
4 houses/acre 0.55
4-8 houses/acre 0.65
8-12 houses/acre 0.75
12 houses/acre 0.85
Pavement 0.95
Parks (normally flat in Urban Areas) 0.30
Rubber 0.45
Jungle (normally steep in urban areas) 0.35
Mining Land 0.10
Bare Earth 0.75
*'Tc = Time of concentration is defined as Point rainfall is the rainfall records taken at a
being the time taken for the most remote single gauging station.
part of the catchment to contribute to
flow at the design point. The DID Malaysia had collected rainfall
N.B. Minimum Tc recommended in HP records for the peninsular and produced iso-
No. 5 is 30 minutes. pleths after statistical analysis
5.1.3 The maximum rate of runoff from a These isopleths can be made use of to calculate
specific rainfall intensity whose the storm intensity for various return period
duration is equal to or greater than TC and duration.
is directly proportional to the rainfall
intensity.
DEVELOPMENT TO AGRICULTURE F
FROM JUNGLE IN PERCENT
0-25 1.00
25-50 1.05
50-75 1.15
75-100 1.20
Catchment Type Ct n
APPENDIX A
Region F4
STATIO N PERIO D O F Station Regional Date Gauge Height cusecs cusecs Regional Ratio to
NO RECO RD Q .33(cusecs) Q .33(cusecs) (ft.above m.s.t) per Return Regional
sq.ml Period (yrs) Q 50
CLAY 7
SANDY CLAY 5
FINE SAND 3 TO 5
FINE GRAVEL 5 TO 6
ROCKY SOIL 10
ROCK 14 TO 20
APPENDIX REFERENCES
(iii) Loads due to centrifugal force stability problems will inevitably tend to
On elevated roadway structures and be more sensitive-to wind loading.
bridges carrying highways that have
sharp horizontal curvature, (vi) Load due to shrinkagey
centrifugal force must be taken into temperature.& creep
account. This involves making
assumptions about the speed and These are horizontal loads due to
weight of vehicles, together with the forces generated in the beams/slab
intervals between them where the caused by shrinkage, temperature
loaded length allows several vehicles changes and creep in the concrete.
in line. A judgement may be made
on the intervals between vehicles, (vii) Seismic Loads
based on the information about These are loads due to earthquakes.
stopping distances given in the For Bridges designed in this country
highway code. The Technical no seismic force are taken into
Memorandum BE 1/77 specifies consideration. The only exception to
design forces to cover these this, is the Penang Bridge where
conditions in anticipition of the seismic Loads are considered.
requirements of BS 5400.
Procedure for determination of loads
(iv) Tractive/Braking Loads on Bridge Superstructure
STEP VI STEP II
Determine loads due to wind forces , Width and number of traffic (design) lanes
Guide-Lines for Determination of Loads on Very frequently, views differ on what should be
Bridge Superstructure the carriageway width for live loads (HA &
HB) considerations on a bridge and conse-
Within the normal scope of design work carried quently, the number of traffic (design) lanes. It
out by the Bridge Section, the loads on a is the writerts opinion that
Bridge superstructure normally considered are: the carriageway width of a bridge should be the
(i) Dead Loads clear distance between raised kerbs. However
(ii) Live Loads the more recent standards issued by the Road
(iii) Tractive/Braking Loads prdt\ch does not encourage the use of Kerbs
(Longitudinal load) but instead adopts 'Road Edge Stripping' to
(iv) Wind Loads demarcate the traffic lane from the cycle/
(v) Loads due to shrinkage, temperature & pedestrian lane. In such cases, the carriageway
creep (S.T.C) width should include the cycle/pedestrian
lanes. The justification for the inclusion being,
The loads normally not taken into considera- there is a very likely possibility of an errant
tion are loads due to centrifugal force (except vehicle going onto the cycle/pedestrian lane, in
for sharp horizontal curvature) and even more the absence of road kerbs. (see fig. 1 and fig.
infrequently, seismic loads. 2).
However, in special circumstances where a In the determination of Live Loads, two impor-
bridge is designed to be submerged, then the tant items need to be obtained initially.
lateral horizontal force due to the water current
and the bouyant force of the water need to be (i) The number of traffic (design)
calculated and taken into consideration. lanes
(ii) The width of each traffic
STEP I (design) lanes
Dead Loads
There are two cases of carriageway width to
The calculations for the dead loads of a bridge consider:
superstructure is quite straightforward. (i) Bridge with carriageway width of
However a preliminary estimation of the sizes 4.60 m or more
of the various structural components-, thickness (ii)Bridge with carriageway width of less
of the deck slab, premix surfacing ... etc is than 4.60 m
required. This can be a problem for those
designers attempting bridge design for the first In case (i) the number of traffic (design) lanes
time. The is obtained by dividing the carriageway width
importance of an orderly and systematic by 3.80 m and rounding up to the next whole
approach to the calculations of dead loads can- number.
not be overemphasized. Any haphazard
approach may result in a structural component
or item inadvertently left out. A good guide to
Example and (ii) HA-KEL load (See fig. 3) and (iii) HA-
Wheel loads. This implies that the HA-UDL
Assume carriageway width = 7.5 m load is uniformly distributed bothways equally
From Table in B.S. 153: Part 3A:1972 (pg. 5) i.e. longtudinally and across the width of the
Number of traffic lanes = 3 design (traffic) lane. The HA-KEL load is a
width per lane = 7.5 = 2.5 m line load acting across the width of the design
3 (traffic) l6e. An important point to note here is
In case (ii) the number of traffic (design) lanes that the HA-KEL load is a movabl load (along
is obtained by dividing the carriageway width the span). The HA-KEL load must be placed in
by 3.0 m. This implies that there will be frac- such a position so as to cause worst effects. For
tional lane and the loading on the fractional example, in the design of abutment or pier the
lane will be proportional to the full lane. HA-KEL must be positioned over the abutment
or pier. In beam design however, the HA-KEL
Example must be positioned mid-span.
Assume carriage width = 4.20m ,
To wheel loads each 112KN force in line trans-
Number of lanes = 4.2 lanes versely to the direction of traffic flow spaced at
3 0.90m centres and having a contact area of 375
mm x 75 mm, the smaller dimension being in
Width per lane = 4.2 = 3.0 m. the direction of travel, to be used in the follow-
1.4 ing cases:
At this juncture, it is appropriate to give some (a) Where the member supports a small area
clarification on the concept of traffic lanes. of roadway such that it may be called
Rightfully, when designing, the lanes referred on to carry the weight of one or two
to should be called Design Lanes rather than wheels, and where the proportion of
traffic lanes so as.to distinguish it from traffic distributed load and knife edge load
lanes in the context of Road design. which would be allocated to it is small
and on cantilever projections not
From the above example Of carriageway width exceeding 1.80m.
of 4.20m, it is clear why the distinction
between the two must be made. In that exam- (b) Where deck slabs are designed as
ple we have the number of lanes (for Loading supported on all four sides and the
Consideration) = 1.4 lanes, which would not be distance between supports in one
a possible number in Road Design. It would, directions is less than twice the
in Road design, be a one lane or two lane road- distance in the other direction.
way. This clearly demonstrates that the number
of traffic (design) lanes of a bridge need not The values for HA-udl (spanwise) and HA-
necessary be equal to the number of traffic KEL (across the width of lane) are obtained
lanes of a roadway. from Table 1 and Fig. 1 of B.S. 153. However
the values obtained need to be reduced by the
STEP III factor 3 for lanes less than 3.Om width for HA-
Live Loads HA & HB UDL values (W= width of design lane) and for
HA Loads HA-KEL the values are 40KN/m (across
widths/lane), for lane width less than 3.Om and
When considering HA (normal live load) 120 KN per lane for,lane width greater than
3.0m. .
loads, it is important to note HA loads
onsist of three components; (i) HA-udl load
Bridge with two or less design lanes shall be (b) Number of Design (traffic) lanes =3
loaded with the full HA-UDL and HA-KEL (c) Span of Bridge = 31.0m.
loads. However for every additional design
lane above two lanes, it shall be loaded with From Table 1 and Fig. Y of B.S. 153,
one-third (1/3) the full intensify. (see Fig.4). HA-UDL = 28.5 KN/m (per lane) - HA-KEL
The relevant clause pertaining to this rule is (Fig.1) = 120 KN per lane.
clause 4.1.3. Of the B.S. 153.
HA-UDL (for first two lanes) = 28.5 x 31.0
The following examples will illustrate more x 2.
clearly the computations for HA-UDL and HA- = 1767.0 KN
KEL loads. HA-UDL (for third lane) = 7R-5 x31.0 x 1/3
= 294.5 KN
Case (i) Design (traffic) lane width 3.0m. or Total HA-UDL = 1767 + 294.5
less Assume: = 2061.5 KN
(a) Design' (traffic) lane width
= 2.70m(w) HA-KEL (f6r first two lanes) = 120 x 2 = 240
(b) Number of Design (traffic) lanes = 3 KN HA-KEL (for third lane)
(c) Span of Bridge = 31.O m = 120 x 1 x 1/3 = 40 KN
Total HA-KEL = 240 + 40
From Table 1 and Fig.1 of B.S. 153, = 280 KN
HA-UDL = 28.5 KN/m (spanwise, per lane)
HA-UDL (Reduced) HB Load
= 28.5 x 2.70 = 25.65 KN/m (per lane)
3 The configuration of axles and wheels of a HB
vehicle is as shown in Fig. 5. The load per axle
HA-KEL (Fig.1) = 40 ICN/m (across width of is 450 KN and the total weight of the HB vehi-
lane) cle is 1800 KN. Very often the full weight of
HA-UDL.(for first two lanes) = 25.65 x 31.0 the HB load is also expressed as units per axle.
x2 The full HB load is referred to as 45 units . (1
= 1590.3 KN unit = 10 KN) or part of it, say, 37J units HB.
HA-UDL (for third lane) = 25.65 x 31.0 x (375 KN/axle).
1 x 1/3
= 265.05 KN Like the HA-KEL, the HB load is a movable
Total HA-UDL = 1590.3 + 265.05 load. For the design of abutment/pier or beams,
= 1855.35 KN the vehicle must be placed in such a position so
as to cause the most adverse effects. (See
HA-KEL (for first two lanes) = 40 x 2.70 Fig.6).
x2
= 216 KN In Bridges designed (checked) for HB loads,
HA-KEL (for third lane) = 40 x 2.7 x 1 x the Live Loads to be adopted for design will be
x 1/3 either loads due to HA (Normal) or HB (abnor-
= 36 KN mal) loads, depending whichever is greater.
Total HA-KEL = 216 + 36 = 252 KN
In Bridges designed (checked) for HB loads,
Case (ii) Design (traffic) lane width greater the Live Loads to be adopted for design will be
than 3.Om assume: either loads due to HA (Normal) or HB (abnor-
mal) loads, depending whichever is greater.
(a) Design (traffic) lane width
= 3.2m (w)
The temperature and shrinkage coefficients In the calculations for wind forces the area of
adopted may be assumed to be universal values superstructure (AW/s) normal to the direction
but the creep coefficients is dependent on con- of the wind in the windward side will be
crete cube strength and cube strength at transfer required. This AW/s will normally be made up
(for prestressed beams). of the height of the beam thickness of deck slab
and the edge kerb, in the case of the bridge is
How much of shortening caused by shrinkage of the metal. railings type or plus concrete
and creep that has occured at the time of parapet height if it is of the concrete parapet
casting of the beams and prestressing, is more type.
The height of the live load is taken as 2.50m the superstructure and half of the lateral wind
from the top surface of the deck and shall be force on the live load.
assumed to occupy the span of the bridge. - Longtudinal Wind Forcez[( 1/4 x 0.7 x Aw/s)
Thus, the area of live load (AL.L.) normal to + (1 /2 x 0.7 x AL.L) ] (1 + n/16)
the direction of the wind is = 2.50 x span of
bridge. Case should be taken to ensure that
scree,ing effect of the concrete parapet on the References .
live load is taken into conside-ation. Hence the B.S. 153: Part 3A = 1972 (Loads)
AL.L. always refer to the net exposed area of CONCRETE BRIDGE DESIGNER'S
live load. In the case where the concrete para- MANUAL
pet is used, then AL.L,= (2.50-0.80) x span of E. PENNELLS - 1981
bridge. (Assuming concrete parapet height LECTURE NOTES ON BRIDGE
approx. = 0.80m). LOADINGS
BRIDGE DESIGN COURSE - BANGI 1983.
Another factor just simply referred to as 'n' in
the B.S. 153, (perhaps should be termed as the
leeward side factor) is simply defined as the
ratio of the distance between the windward
girders (beams) to the leeward girders (Beams)
to the height of the windward girder. This
factor, n/16 , is always less than unity and is
applied at the leeward side when determining
wind forces on it. The following shows the
derivation of the formulas shown i/n Fig. 10.
A. Unloaded Case
B. Loaded Case
BS 153.: Part 3A: 1972 load initially assumed shall be checked after
British Standard Specification for the design is made and the design shall be
Steel girder bridges Part 3A. Loads revised as found necessary.
3. Dead load
BS 153: Part 3A: 1972 case may be, and o the condition of
loading for which the member being
This loading is based on the Bridge Stress considered is designed.
Committee's report of 1928, a brief pricis of
which is given in Appendix D. It is suitable (2) Where the loaded length required to
for railways in Great Britain and abroad with a produce the maximum stress in any
gauge 4 ft 81 in (1.432 m) and over and with member exceeds 30.0 m impact
locomotive and track characteristics similar to shall be ignored.
those obtaining on the main railways in Great
Britain. No addition for impact shall be made to the
live load due to pedestrian or equivalent light
4.3 Standard footway loading . traffic.
The live load due to pedestrian traffic 6. Impact effect on railway bridges
shall be treated as uniformly distributed
over the footway. For loaded lengths up A propriate additions shall be made to
to and including 23.0 m it shall the live load specified in 4 for impact
normally be taken as 4 kN/m' and for effects caused by the hammer blow of
lengths over 23.0 m as the standard locomotives, rail joints, and track and
uniformly distributed loads given in wheel irregularities.
Fig. 1 multiplied by a reduction factor In determining these additions due
of 4.0/31.5. Where crowd loading is consideration shall be given by the
likely the live load for the design of engineer to the standard and
members exclusively supporting or maintenance of track and roiling stock,
forming the footway shall be taken as the types and characteristics of
5 kN/m'. locomotives, and the. type and /
In the case of highway bridges each characteristics. of the bridge.
part of the footway shall be capable of Type RB loading, which is suitable for
carrying a wheel load of 40 M, which the main line railways of Great Britain
shall be deemed to include impact, and other railways having similar
distributed over a contact area 300 mm locomotive and track characteristics,
in diameter; the working stresses shall already includes an allowance for
be increased by 25 % to meet this impact and co further additions shall be
provision. This provision need not be made. For all other loadings, including
made where vehicles cannot mount the type RA, the additions for impact shall
footway. be specified by the engineer. For his
guidance three methods of calculating
5. Impact effect on highway bridges the additions, those of Foxlee and Greet,
Where Types HA ant"HB loadings the Government of India and the
given in Appendix A are not adopted, American Railway Engineering
the allowance for impact on highway Association, are described in detail in
bridges shall be to en as follows: Appendix C.
BS 153: Part 3A: 1972 case of an inner main girder assisting in sup-
porting more than one track.
part of the live loading from one rail to No addition for impact shall be made to the
the other, the total load on the track lurching effect.
remaining unaltered. The transfer shall
be taken to increase the load on the rail 8. Nosing on railway bridges .
which most adversely affects the An allowance shall be made for
member under consideration. nosing, and this shall be taken as a
The proportion QL of live load on one single force of 10 tonf, acting
rail so transferred shall be calculated horizontally, in either direction, at
from the expression. right angles to the track, at the rail level
160k n and at such a paint in the span as to
QL = --------- produce the maximum effect in the
member under consideration. This
I +100 value is appropriate to the conditions
where k is a coefficient depending on obtaining on railways in Great Britain.
the type of spring suspension, In other cases the amount of force may
the weight and height of the be amended at the engineer's discretion.
rolling stock, and the type of Vertical effects shall be disregarded. :
construction and lateral rigidity On multi-track bridges, a single force as
of the bridge structure; specified above shall be deemed
n is the number of revolutions per sufficient.
second of the driving wheels of
the locomotives (see Fig. 6, 9. Centrifugal force on railway bridges
Appendix B);
1 is the effective span in feet, as Where the track or tracks are curved,
defined in 1.4 of Part 4. allowance for centrifugal action of the
moving loads shall be made in
NOTE. For conditions corresponding. to those designing the members, all tracks on the
ruling on the railways of Great Britain (4 ft structure being considered as occupied.
81/2 in gauge = 1.432 m gauge), and provided The centrifugal force due to the load per
the structure is adequately stiffened laterally, track shall be calculated from the
k = 1/24 and n = 6 for maximum speed, but following formula:
with a maximum value of QL of 0.25. For
w v2
conditions other than those ruling on the C = -----------
railways of Great Britain, and where provision 15R
for a greater lurching effect is necessary, it is where C = the centrifugal force per lin
recommended that the value of the coefficient ear foot considered as a
k be increased but to not more than 1/15 with a moving load, acting at a
maximum value for the factor QL of 0.40. height of 6 ft (1.83 m)
Where a member supports or assists in support- above the level of the rails,
ing more than one track, provision for the unless otherwise specified
effect of lurching need only be made in respect by the engineer;
of one of the tracks where these are two. or in w = the equivalent distributed
respect of alternate tracks where there are more live load, without impact,
than two, the track or tracks selected being per linear foot per track;
those on which the transfer of the load has the v = the allowable maximum
greatest effect on the member. speed of the train in miles
Lurching need not be taken into account in the per hour, as specified by the
12.2.2.2 Railway bridges. A wind pres 12.4 For maximum overturning effect
sure of 1.4 kN/m= (30lbf/ft2) On the bridge and its supports, the
corresponding to a wind speed following shall be taken into
of 40 m/s, shall be taken as account :
acting horizontally and normal
to the sides of the bridges on (1) In addition to the lateral and
the exposed. area of the longitudinal wind forces specified
superstructure (calculated as in above, an upward vertical
12.2.1) and of live load taken pressure of . 0.24 kN/ml acting
as a single vertical plane over the net exposed area of the
surface having a continuous bridge in plan.
height of 3.75 m (12 ft) above. (2) In considering the overturning
the rail. effect due to wind on live load,
the live load shall consist of
12.3 For longitudinal effect standard loading or of unloaded
wagons or vehicles of the lightest
A longitudinal wind force shall tare, whichever produces the
be combined with a maximum overturning effects.
corresponding lateral wind The latter shall be taken as not
force equal to half the total greater than 12 kN per linear
lateral force given in 1.2.2 and metre of bridge for railway
the two shall be distributed bridges and not greatet than 6 kN
compatibly. per linear metre of bridge for
The longitudinal wind forces highway bridges.
shall be determined as follows:
13. Temperature effect
(1) For plate girder bridges: a Allowances shall be made for the
quarter of the total lateral forces resulting from the following
wind forces on the super conditions:
structure in the unloaded
condition (see 12.2.1) (1) Any portion of the superstructure
or a quarter of the total being restrained from moving
For expansion and contraction of the (1) The worst combination possible of
structure due to variations of dead load with live load, impact,
temperature or to other causes, the lurching and centrifugal force.
forces due to friction on the When a member whose primary
expansion bearings under dead load function is to resist longitudinal and
only shall be taken into account and nosing forces due to live load is
the following coefficients of friction under consideration the term live
shall be used: load shall include these forces.
(2) The worst combination possible of
For roller bearings with 1 or 2 rollers any or all of the'forces listed under
- 0.01 (1).to (11) inclusive in 2.
For roller bearings with 3 or more (3) The worst combination possible of
rollers - 0.05 forces during erection: .
For sliding of steel on hard copper (4) The worst combination possible of
alloy bearing - 0.15 any or all of the forces listed in 2, at
For sliding of steel on cast iron or steel the discretion of the engineer. 17.
-0.25 Erection forces and effects
The weight of all permanent and
15. Forces on parapets temporary material, together with all
other forces and effects which can
15.1 Footbridge parapets . operate , or. any part of the structure
during erection, shall be taken into
Consideration shall be given to the account.
strength and stability of parapets.
A.3.2 Where longitudinal members are spaced A.3.9.1 Longitudinal slabs. That proportion of
at less than half the width of the lane the load- loading from Fig. 1 and Table 1 appropriate to
ing to be taken on these members shall be that a strip of slab having a width equal to one-
appropriate to a half lane width. quarter of the span, but not more than 1.50 m
nor less than 0.60 m.
A.3.3 The total end live load shear on any lon- Alternatively, the slab may be extended beyond
gitudinal beam shall be taken as not less the edge of the carriageway for a distance equal
than.90 kN per metre width of carriageway to one-quarter of the span, but not more than
supported by the member. 1.50 m nor less than 0.60 m.
A.3.4 No allowance shall be made for impact A.3.9.2 Transverse slabs. That proportion of
or dispersal of load in respect of the distributed loading from Fig. 1 and Table 1 appropriate to
load or knife edge load. a strip having a width equal to two-thirds of the
span.
A.3.5 No allowance shall be made for impact
under the wheel loads. A.3.10 Where elements of a structure. can sus-
tain the effects of live load in 'two ways, i.e., as
A.3.6 Dispersal under the wheel loads, where it elements in themselves and also as parts of the
can occur, shall be taken at 45. structure (as, e.g., the top flange of a box girder
functioning as a deck plate), the elements shall
A.3.7 It shall be permissible in considering the be designed to resist the sum of the effects of
effects of the 112 kN loads to allow a 25 90 the appropriate loading for each condition.
overstress. Where the wheel loads of A.1(3) are used, the
25 % overstress permitted in A.3.7 shall be
A.18 Reinforced concrete slabs shall be- applied in considering the sum of the effects.
designed on the basis of 1 m wide strips carry-
ing one-third of the appropriate lane loading as
given in Table- I and Fig. 1 except when using
the wheel loads A.1(3).
Equivalent uniformly distributed load (U.D.L) to be used in conjunction with the knife edge
load (see Fig. 1)
Loaded U.D.L for U.D.L for U.D.L for Loaded U.D.L for U.D.L for U.D.L for
Length beams per longitudinal transverse length beams per longitudinal transverse
metre of lane slabs per slabs and metre of lane slabs per slabs and
metre of lane cross girders metre of lane coss girders
per metre of per metre of
lane lane.
m kN kN kN m kN kN kN
1.00 318.6 318.6 282 4.00 64.8 42 34.2
1.25 233.7 233.7 153.6 4.25 60.9 39.0 33.0
1.50 179.4 179.4 113.4 4.50 57.0 36.3 31.8
1.75 146.4 139.5 89.4 4.75 52.8 35.1 31.5
A.4- Type HB loading A.5.4 Suitable provision shall be made for the
dispersion (at 45 } or distribution of the wheel
Type HB loading is a unit loading representing loads where these can take place. .
a single abnormally heavy vehicle.
Figure 2 shows the plan and axle arrangement A.5.5 Members which occur in such a position
for one unit this loading. The weight factora for that they may be straddled by two axles or
each of the four axles shall each be multiplied wheels of Type HB loading may, if desired, be
by an appropriate number of units. designed by simple statical methods, subject to
All parts of the btidge shall be capable of carry- a reduction factor obtained from the following
ing Type HA loading, and shall be increased in table where the bridge deck is designed to pos-
strength, where necessary so as to be able to sess sufficient rigidity to admit of reasonable
carry Type HB loading as an alternative. transverse distribution. The reduction can be
applied td jack arch decks.
mm mm
1.0 Introduction.
2.0 Pigeauds Method:
2.1 Application of Pigeaud's Method.
3.0 Westergaard+s Method.
3.1 Effect of encastre.
3.2 Application of Westergaard's Method.
1.0 Introduction
REFERENCE'
R.E. Rowe,, Concrete Bridge Design/Applied Science Publishers LTD
IRHD denotes International Rubber Hardness iii) The thickness of bearing pads and
whose scale extends from 0 (very soft) to 100 strips shall be not less than 10mm nor
(very hard). greater than 25mm. (Not counting inner
rubber slabs of laminated bearings).
K is an empirically determined constant. iv)The thickness of the steel plate
reinforcement shall be not less than
6.2 THREE TYPES OF ELASTOMERIC 2(t1 + t2.,) V, but the thickness shall
BEARINGS --------------
A1.fs
i) A laminated bearing consists of one
be not less than 3mm for outer plates
or more elastomer slabs bonded to
and not less than 1.5mm for internal
metal plates so as to form a
plates. A greater thickness of
sandwich.
ii) A bearing pad is a single
unreinforced elastomer slab.
iii) A bearing strip is a continuous
bearing pad for which B/L is greater
than 5.
ii) Rotational Capacity of bearing shall be On the same plan area, a thinner block
equal to or greater than rotation of girder will be stiffer vertically.
at support. An additional tolerance of
0.005 radian shall be added to the ii) Partial Slippage.
rotation of girders to cater for the seating Under compressive loading, partial slip
allowance. page will occur to the unbonded layers
iii) Factors on stability of bearing. of an elastomeric bearing. Thus, the
iv) Friction location.This is to ascertain that vertical stiffeness of the unbonded layers
the bearing will not be displaced from are reduced.
the original position during service. To compensate for this, the two outer
layers of a laminated bearing is treated
6.6 STATIC BEHAVIOUR OF as being 40% greater than the actual
ELASTOMER UNDER thickness. For the inner layers, since
COMPRESSION they are bonded on both sides by the
steel plates, the effective thickness is
When a block of elastomer is loaded in equal to the actual thickness. For pad
compression, its vertical stiffeness and strip bearings, their thickness is
depends upon its freedom to bulge at the treated as being 80% greater than the
sides. This is expressed in terms of the actual thickness
shape factor.
DESIGN OF DOWEL BARS (Note: The load due to S.T.C is such that F- Z
A,G eb,)
1) Elastomeric bearing can he conveniently
subdivided into two types 'fixed', where the 5) TYPICAL CALCULATION
support member can only rotate, all
horizontal movements. being restrained, and A) Design suibtable dowel bars at the fixed
'free', where the member can rctate and also end of a bridge span to transfer the
move horizontally. horizontal forces to the abutment. Input
datas are as follwos :
2) The fixed state is provided by dowels
passing from the beam. to its support. In
order to make provision for the possible
replacement of bearings, these dowels are
best placed between bearings, but where
space is restricted they car. pass through
holes in the bearing. Dowels usually need an
elastomeric cap at one end to permit the
superstructure to rotate relative to the sub
structure. The dowels must penetrate to
sufficient depth to resist the horizontal load,
without inducing excessive stresses in the
concrete. In all cases the doi,lels should be
long enough to reach the main reinforcement
in the support.
References.