ISSN 2319-8885

Vol.03,Issue.06,
May-2014,
Pages:0932-0940
www.semargroup.org,
www.ijsetr.com

Analysis and Design of Three Span Steel Plate Girder Bridge in

Seismic Zone IV
MOE MYAT MYAT AUNG1, HLA MYO AUNG2
1

PG Scholar, Dept of Civil Engineering, Mandalay Technological University, Mandalay, Myanmar,

Email: moemyat2aung87@gmail.com.
2
Assoc Prof, Dept of Civil Engineering, Mandalay Technological University, Mandalay, Myanmar,
Email: hlamyoaung.aung@gmail.com.

Abstract: In this study, superstructure of three spans steel plate girder is analysed by using STAAD-Pro software and joint
designs are calculated manually. The total length of bridge is 480ft. Side spans are 150 ft for each and main span is 180 ft.
Roadway width is 24 ft and sidewalk is 3 ft at each side. The concept of a highway is adopted from AASHTO specification
with truck load of HS 20-44. Temperature load, impact load, wind load and seismic load are considered according to ASCE-02,
AASHTO-2002 and UBC-1997 codes. The proposed bridge will be considered in seismic zone IV. Section of steel members is
taken as W-shapes. The material properties of steel are A709 Grade 70W and reinforcing steel Grade 40 for slab design. Design
checking are done for floor beam, stringer, cross beam and bracing from the maximum output result of STAAD-Pro software.
In the connection design, bearing type connection A325 N high strength bolts, A36 steel for splice plate, angle connection and
gusset plate are used. Deflection is also checked for the stability of the bridge according to AASHTO specification.
Keywords: Three Spans Steel Plate Girder Bridge, Joint Designs, AASHTO-2002, ASCE-02, UBC-1997, STAAD-Pro
Software.
I. INTRODUCTION
A developing country, Myanmar is rich in water resources
and land areas. So, it needs a lot of roads. These roads cross
many obstacles, such as rivers, valleys and streams. To
overcome this condition, bridges are important roles. A
bridge is a structure that across over a river, bay, or other
obstruction, permitting the smooth and safe passage of
vehicles, trains, and pedestrians. A bridge structure is
divided into an upper part or the superstructure, which
consists of the slab, the floor system and the main truss or
girders and a lower part or the substructure, which are
columns, piers, towers, footings, piles and abutments. The
recent development in design technology, material, quality,
and efficient construction technique in bridges engineering
will enable construction of not only longer but also lighter
and slender bridges. Based on material, they can be
classified as Stone Bridge, Brick Bridge, Timber Bridge,
Steel Bridge, Composite Bridge, etc. Based on form of
superstructure, they can be classified as Arch Bridge, Slab
Bridge, Beam and Plate Girder Bridge, Trusses Bridge,
Suspension Bridges, and Cabled Stayed Bridge.
Three spans continuous steel plate girder bridge will be
studied in this study because steel girder are high strength,
long life, ease of fabrication, and fire resisting. Moreover,
structural steel has high construction speed, availability of

various grades and shapes, reduced substructure costs due to

its light weight, etc. Comparing to a simply supported
structure, continuous bridge offers the advantages of
reduction deflection and variation, better riding and
reducing the joints. In Myanmar, many construction projects
including bridges are being implemented in order to
promote the transportation. Nowadays, plate girder bridges
are increasingly built because they are economical where
spans are long enough to permit saving in cost by
proportioning for the particular requirements. Thus, in this
study, the design of bridge is done with the aid of computer
software program named STAAD-Pro. The design
specification is based on AASHTO Standard Specification
for Highway Bridges.
II. CASE STUDY
A. Modeling of Proposed Bridge
The Proposed Bridge is three spans steel plate grider
bridge and total length of bridge is 480 ft located in seismic
zone IV. The proposed bridge is modeled by using STAADPro engineering software. And then, loading specification
for modeling is used by the American Association of State
Highway and Transportation Officials (AASHTO). Its
specifications contain provisions governing loads and load
distributions as well as detailed provisions relating to design
and construction. Finally, the design calculation of slab,

Copyright @ 2014 SEMAR GROUPS TECHNICAL SOCIETY. All rights reserved.

MOE MYAT MYAT AUNG, HLA MYO AUNG

main girder, stringer, cross beam and bracing are manually

calculated. In this study, the design data of proposed bridge
is taken from existing bridge by Ministry of Construction.
Proposed bridge locates in seismic zone (IV) is shown in
Figure 1 and Figure 2.The parameters of the proposed
bridge are listed as follows:
Bridge Type
Number of span
Main Span
Side Span
Total length
Carriageway Width
Roadway Width
Sideway Width

- Steel Plate Girder Bridge

-3
- 180 feet
- 150 feet (each side span)
- 480 feet
- 30 feet
- 24 feet (12 feet two lanes)
- 3 feet (each)

3'

Bracing
6'

Cross
Beam

6'

6'

Stringer
6'

3'

30'-0"

Figure1. Cross Section of the proposed bridge

Figure2. Model of the proposed bridge

B. Material Properties
The following boundary conditions are used for the
proposed bridge.
For structural steel,
In American Steel Table, A 709 grade 70W;
Tensile Strength, fu
- 90 ksi
Yield Strength, fy
- 70 ksi
Modulus of Elasticity
- 29000ksi
Shear Modulus, G
- 11200 ksi
Poissons ratio
- 0.3

- 6.5 10-6 /F
- 3150 ksi
- 0.17
- 5.5 10-6 /F
- 3.5 ksi
- 40 ksi

C. Loading Consideration
Structures will be designed to carry the dead load, live,
impact (or dynamic effect of the live load), traffic load,
wind load and other forces, when they are applicable. In the
loading model, it contains 571 load cases where six main
cases i.e. dead load, live load, wind load, earthquake load,
lane load and truck load, and combination of these loads.
3"
7"

Floor
Beam

Coefficient of linear expansion,

For concrete,
Modulus of Elasticity, E
Poissons ratio
Coefficient of linear expansion,
Concrete Strength
For reinforcement steel,
Minimum yield strength, fy

1. Dead Load
The self-weight of the superstructure consists of the deck
(including the wearing surface), sidewalks, parapets,
railings, the supporting stringers, and floor beams. The dead
load on a bridge superstructure consists of the weight of the
superstructure plus the weight of other items such as utility
pipes (gas, water, oil. etc.), conduits. The dead loads
calculated in this structure are the self-weight of structure
and wearing surface of 27 psf and the values of handrail of
80 lb/ft are shown in Figure 3.

Figure3. Dead Load on the proposed bridge

2. Live Load
In this study, live loads are lane-loading, truck-loading,
and sidewalk live load. Sidewalk floors, stringers, and their
immediate supports shall be designed for a live load of 85
pounds per square foot of sidewalk area. Girders, trusses,
arches, and other members shall be designed for the
following sidewalk live loads:
Spans 0 to 25 feet in length
-85 lb/ft2
Spans 26 to 100 feet in length
-60 lb/ft2
Spans over 100 feet in length according to the formula

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

Analysis and Design of Three Span Steel Plate Girder Bridge in Seismic Zone IV

P = (30 +

3000 55 W
)(
) 60
L
50

Shear

Where, P = live load on sidewalk, psf

W = width of sidewalk, ft
L = loaded length of sidewalk
For 480ft span,
P = 37.7 lb/ft2
Use Sidewalk live load is 37.7 lb/ft2.

Moment

Shear

Figure5. Lane Loading Pattern for Moment and Shear.

Plate pressure acting on each lane= 640 lb/ft 1/10 = 64
lb/ft2
Plate pressure acting on each lane= 64 1.164 = 74.496
lb/ft2 ( including impact )

Figure 4. Sidewalk Live Load on the proposed bridge

Without traffic load is the combination of self- weight,
dead load and live load. Highway loading shall consist of
standard truck or of lane loading which are equivalent to
truck.
(i) Lane Loading
Lane loading includes the line load and area load.

50
For 180 span, I =
= 0.164< 0.3
180 125
So, use impact factor = 1.164
Table I. Concentrated Loads for Moment and Shear
Total
Total
Loading
concentrated
concentrated
(lb)
including
load (lb)
impact (lb)
Moment

Shear

Left Lane

18000

20952

Right
Lane

18000

20952

Left Lane

26000

30264

Right
Lane

26000

30264

For moment, line load on mid point P =

Figure 6. Lane Load on Proposed Bridge

(ii) Truck Loading
Truck load is divided into four groups ; 3groups from left
side and another 3groups from right side and is given in
Figure 7.
Truck load 1 is 2 foot apart from Sidewalk.
Truck load 2 is 4 feet apart from Sidewalk.
Truck load 3 is 6 feet apart from Sidewalk.
Truck load 4,5 and 6 are arrangement in similar pattern
from other sidewalk.

18000
1.164
2

= 10476 lb
For shear, line load on mid point

P =

26000
1.164
2

Figure7. Truck Load on Proposed Bridge

=15132 lb
International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

MOE MYAT MYAT AUNG, HLA MYO AUNG

Temperature change for axial elongation

=
Temperature differential from top to bottom =
Temperature differential from side to side =

16F
10F
10F

4. Wind Load
The loading on a bridge due to wind forces is specified by
AASHTO based on assumed wind velocity of 100 miles per
hour. The wind pressure on a structure depends on the wind
velocity, height, exposure and dynamic response of the
structure. Wind load is considered according to ASCE 2002. Data for wind load are as follows:
Exposure type
Type C
Basic wind velocity

100 mph

Important factor
Building classification
category
Structure Type
Method used

1
II
Lattice framework
Normal force method

5. Earthquake Load
An earthquake consists of horizontal and vertical ground
motions, with vertical motion usually having much the
smaller in magnitude. The horizontal motions of the ground
cause the most significant effect. It is that effect which is
usually thought of as earthquake load. When the ground
under structure having certain mass suddenly moves; the
inertia of the mass tends to resist the movement. A shear
force is developed between the ground and the mass.
Earthquake load data are as follow;
Seismic zone
IV
Zone factor, Z
0.4
Soil type
SD
Importance factor, I
1.0
Response modification factor,
8.5
R
Seismic coefficient, Ca
0.44 Na
Seismic coefficient, Cv

0.64 Nv

Near source factor, Na

1.0

Near source factor, Nv

1.0

Analysis types

Dynamic Analysis

D. Loading Combination
Load combinations defined by AASHTO to be used are
shown in Table II.
Table II. Load Combination
Group
Loading Combination
I

D+L+I

II

D+W

III

D+L+I+0.3W

IV

D+L+I+T

V
VI

D+W+T
D+L+I+0.3W+T

VII

D+EQ

Where,
D
W
EQ
L
I
T

= dead load
= wind load on structure
= earthquake force
= live load
= live load impact
= temperature force

E. Design Spectrum for Proposed Bridge

Design spectrum is a graph of time with respect to the
peak ground acceleration.Design spectrum for proposed
bridge is shown in Figure 8. The control periods Ts and To
can be calculated by the formula;
Ca = 0.44, Cv
H = 30 ft
Ts = Cv

= 0.64, Ct= 0.035

= 0.582

2.5 Ca

To = 0.2 Ts
= 0.116
T = Ct H
= 0.449 sec
When T = 0
, spectral acceleration= Ca
= 0.44
When T = TotoTs , spectral acceleration= 2.5Ca = 1.1
When T >Ts
, spectral acceleration= Cv/T

1.2
Spectreal Acceleration

3. Temperature Load
In general, thermal forces are caused by fluctuations in
temperature (i.e. from hot to cold or cold to hot). The
change in temperature is greatly dependent on the location
of the bridge site. As a reference point, the estimated
temperature at the time of construction is determined using
temperature rise and fall values which are computed from
the extreme hot and cold temperatures. The range of
temperature change in this structure is considered as
follows:

2.5Ca=1.1

0.8
0.6
0.4 Ca=0
0.2
0

0.2
0.4
Period (Seconds)

Figure8. Design Spectrum for Proposed Bridge

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

0.6

Analysis and Design of Three Span Steel Plate Girder Bridge in Seismic Zone IV

E. Design Result of Members for Proposed Bridge in

Seismic Zone IV
The proposed bridge is analyzed and designed in seismic
zone IV by the use of STAAD-pro software. The bending
stress, shear stress and combination of these stresses will be
checked according to AASHTO Standard Specification for
Highway Bridges for safety of the proposed bridge. The
design sections from the output data from the software are
W14176 for floor beam, W14120 for stringer, W1049
for bracing and W 810 for cross beam.

III. ANALYSIS AND DESIGN OF STEEL

SUPERSTRUCTURE

Mb = MDL +MLL+I
= 3760.48 ft-lb
2. Check for Minimum Slab Thickness
Es = 29,000,000
Ec = 57,000

fc '

= 3,372,165.48 psi
E
Modular ratio, n = s = 8.6
Ec
Stress ratio,

Steel bridges are widely used on account of three

advantages. They are low weight of components, easy
fabrication and simple installation and durability. Steel has
the advantages of lighter weight and more rapid
construction, when compared with concrete.

fs
fc

r=
=

20,000
= 14.286
1,400

n
8.6
=
= 0.376
nr
8.6 14.286

= 1-

k
3

=0.875

The minimum depth required is

A. Design of Floor Slab
Slab thickness to be 7 inches for proposed design and
wearing surface to be 3 inches. The spacing between two
members is 6 feet.
The effective span length of slab,
S = Distance between flanges +1/2 Top Flange Width
15.16 15.16
S=6
= 5.368 ft

12
2 12
S 10
Minimum thickness of floor slab=
0.542"
30
5.368 10
0.542ft
=
30
= 6.5 inch
A thicker slab has enhanced the overall performance of
concrete decks. Decks with a wearing surface range upward
from 6.5 inches.
Use slab thickness as 7 inches.
1. Calculation of Moment due to Dead Load, Live Load
and Impact Load
Dead load includes slab and wearing surface, so that the
total dead load on the slab is
lb
DL = 7 150 +27 = 114.5
12

MDL =

ft

S 2
= 329.94 ft-lb
10

Live load plus impact moment are computed as follows.

S 2
MLL = 0.8
p = 2947.2 ft-lb
32
(P = 16,000 lb for HS 20-44 truck loading)
MLL+I = 2947.2 1.164 = 3430.54 ft-lb
Total Bending Moment

d=

2M b
= 4.04 in
f c kjb

dactual = 7 slab 1.5 concrete cover

= 5.5 in > 4.04 in
OK
B. Analysis Result
From the analysis results, the maximum axial force,
maximum shear force and maximum bending moment for
four groups of members are shown in Table III.
TABLE III. Maximum Forces by Section Property
Bending
Max
Max
Moment
Axial
Shear
Section
Max
Max
Force
Force
My
Mz
kip
kip
Kip-in Kip-in
Max
1141.1 97.61 319.41 8669.9
W
+ve
14176
Floor
Max
1140.9 94.37 270.17 8669.9
Beam
-ve
W
14120
Stringer
W
1049
Bracing
W
810
Cross
Beam

Max
+ve

622.12

63.61

143.14

5635.1

Max
-ve

622.00

61.21

126.63

5635.1

Max
+ve

88.428

12.73

31.821

793.77

Max
-ve

88.403

3.605

25.747

793.77

Max
+ve

8.927

21.06

3.971

182.36

Max
-ve

8.927

4.596

4.241

182.41

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

MOE MYAT MYAT AUNG, HLA MYO AUNG

1. Design of Members
The bridge is assigned by the possible loads of dead load,
live load and temperature loads according to the design
specification of AASHTO specification. In this structure,
there are 486 members, 231 nodes and 571 load conditions
including truck load generation of HS20. Moving load is
considered to every 10ft apart along the length of the span.
After analysis, analysis results of bending moments, shear
forces and axial forces are obtained from STAAD-pro
software. The data are used for design calculation of
members by hand calculation. Members are checked
bending action and shear action separately. After that,
combined stress action is checked.

26.29
7.92

1.2
38.5
23.33

0.582 1.2 OK
(ii) Design Check for Stringer
The cross section of the stringer W14120 is as shown in
Figure10.

(i) Design Check for Floor Beam

The cross section of the floor beam W14176 is as shown in
Figure 9.
Figure10. Cross Section of the Stringer
Maximum moment, M = 5700 kip-in
Maximum shear, V = 70 kip
Check the web for shear stress,

Figure 9. Cross Section of the Floor Beam

Maximum moment, M = 8700 kip-in
Maximum shear, V = 100 kip
V
Check the web for shear stress, fv =
Dt w
= 7.92ksi
The allowable stress for shear in girder web for A 709 W
steel is
Fv = 0.333 Fy
= 23.33ksi
fv < Fv
OK
To determine the bending stress, the area moment of
inertia for the main girder floor beam is calculated.
I=

t w h 3w
+2
12

b f t 3f

bf t f y2
12

= 2518.79in4
Check for bending,

fb =

My
I

= 26.29ksi
The allowable stress for bending,
Fb= 0.55 Fy = 38.5 ksi
fb < Fb OK
Check for the combined stress,
fb

F
b

fv

F
v

V
= 8.194ksi
Dt w

fv =

The allowable stress for shear in girder web for A 709 W

steel is
Fv= 0.333 Fy
= 23.33 ksi
fv< Fv OK
To determine the bending stress, the area moment of
inertia for the cross beam is calculated.
I =

t w h 3w
+2
12

b f t 3f

bf t f y2
12

= 1546.04 in4
Check for bending stress,

My
I

fb=

= 26.69ksi
The allowable stress for bending is
Fb= 0.55 Fy
= 38.5 ksi
fb< Fb
OK
Check for the combined stress
fb

F
b

fv
1.2
F
v
2

26.69
8.194

1.2
38.5
23.33

1.2

0.604 1.2

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

OK

Analysis and Design of Three Span Steel Plate Girder Bridge in Seismic Zone IV

(iii) Design Check for Cross Beam

The cross section of the cross beam W810 is as shown in
Figure 11.

Check the web for shear stress,

fv =

V
= 3.83ksi
Dt w

The allowable stress for shear in girder web for A 709 W

steel is 23.33ksi
fv< Fv
OK
To determine the bending stress, the area moment of inertia
for the bracing is calculated.
I=

Maximum moment, M = 200 kip-in

Maximum shear, V = 22 kip
fv=

Check for bending stress, fb =

V
= 16.4ksi
Dt w

The allowable stress for shear in girder web for A 709 W

steel is 23.33ksi
fv < Fv OK
To determine the bending stress, the area moment of inertia
for the cross beam is calculated.
I=

t w h 3w
+2
12

b f t 3f

4
2

12 b f t f y = 31.075 in

Check for bending stress,

fb =

My
I

1.2
2

25.39
16.4

1.2
38.5
23.33

0.93

1.2

OK

(iv) Design Check for Bracing

The cross section of the bracing W1049 is as shown in
Figure12.

Figure12. Cross Section of the Bracing

Maximum moment,
M = 800 kip-in
Maximum shear,
V = 13 kip

= 13.36ksi
The allowable stress for bending is 38.5ksi
fb<Fb
OK
Check for the combined stress
2

fb
f
v 1.2
Fb
Fv
13.36

38.5

3.83

23.33

1.2

1.2
OK

2. Check for Deflection

Deflection of steel bridge has always been important in
design. Hence, deflection caused by live load plus impact on
a member must be checked to ensure that it falls below a
certain maximum value. In general, highway bridges
consisting of simple or continuous spans should be designed
so that deflection due to live load plus impact should not
exceed 1/800 of the span.

My
I

0.15

= 25.39ksi
The allowable stress for bending is 38.5ksi
fb<Fb
OK
Check for the combined stress
fb
f
v
Fb
Fv

b f t 3f

12 b f t f y

= 298.88 in4

Figure 11. Cross Section of the Cross Beam

Check the web for shear stress,

t w h 3w
+2
12

Allowable deflection
Max: deflection due to dead load
Max: deflection due to live load

= 2.7 in
= 0.506 in
= 0.872 in

Both dead load and live load deflection of bridge are

smaller than allowable deflection. The deflection check for
all members is satisfied.
3. Detailed Joint Design
Total number of joints in my study is 231 joints. Joints
are divided into 8 groups according to layout plans and can
be seen in Table IV. In each group, the joint that has the
maximum shear and bending moment is calculated as a
critical joint. Bearing type connection with A325-N 7/8 inch
diameter bolts and A36 steel for splice plate, angle
connection and gusset plates are used. Design of connection
is described in Table V.

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

MOE MYAT MYAT AUNG, HLA MYO AUNG

TABLE IIV: Layout Pattern of Joint Groups

Number of
Group
Layout pattern
Similar Joints
Floor Beam
325
Bracing
215

16

217

57

58

67

218

Cross Beam

216

326

Floor Beam
Bracing

260

Cross Beam

486

198

231

TABLE V: Design Connection for Joint Groups

Joint
Type of
Number of 7/8" diameter bolt
Group
Connection and plate thickness
1
For web plates, 2 PL- 3/8"9"
2 lines of 3 bolts
Splice
For flange plates,
design
2PL- 1 1/8"15"
4 lines of 7 bolts
Framed
2-L 437.875"3/8"
beam design Single line of 3 bolts
1/2"Gusset plate
2 lines of 3 bolts for bracing to
Gusset plate gusset plate
design
2 lines of 4 bolts for gusset
plate to floor beam flange

Framed
beam design

2-L 436"1/4"
Single line of 2 bolts
1/4"Gusset plate
Single line of 2 bolts for
bracing to gusset plate
Single line of 2 bolts for gusset
plate to floor beam flange
For web plates, 2 PL- 3/8"9"
2 lines of 3 bolts
For flange plates,
2 PL- 1 1/8"15"
4 lines of 7bolts
2-L 437.875"3/8"
Single line of 3 bolts

Framed
beam design

2-L 436"1/8"
Single line of 2 bolts

Framed
beam design

2-L 436"1/8"
Single line of 2 bolts

Floor Beam

Framed
beam design

429

32

Gusset plate
design

Cross Beam

168

144

430

Floor Beam

Floor Beam

3
4

480

196

Cross Beam 195

Splice
design

Cross Beam

228

Stringer

482

197

Cross Beam 196

229

Floor Beam

404

Bracing

242

6
155

Cross Beam

133

30
417

Splice
design

243
Bracing

Floor Beam

Framed
beam design
Gusset plate
design

Floor Beam

326

Cross Beam

63

15

64

74

Cross Beam

339

Floor Beam

Stringer

7
Splice
design

414

Cross Beam

137

160

138

Cross Beam

124
427

Stringer

Framed
beam design

For web plates, 2 PL- 3/8"9"

2 lines of 3 bolts
For flange plates,
2 PL- 1 1/8"15"
4 lines of 7bolts
2-L 437.875"3/8"
Single line of 3 bolts
1/2"Gusset plate
2 lines of 3 bolts for bracing to
gusset plate
2 lines of 4 bolts for gusset
plate to floor beam flange
For web plates, 2 PL- 3/8"9"
2 lines of 3 bolts
For flange plates,
2 PL- 1 1/8"15"
4 lines of 7bolts
2-L 437.875"3/8"
Single line of 3 bolts

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.06, May-2014, Pages: 0932-0940

Analysis and Design of Three Span Steel Plate Girder Bridge in Seismic Zone IV

8
Splice
design

Framed
beam design

For web plates, 2 PL- 3/8"6"

2 lines of 2 bolts
For flange plates,
2 PL- 7/8"14"
4 lines of 5bolts
2-L 436"3/8"
Single line of 2 bolts

[5] American Society of Civil Engineers, Design Loads for

Buildings and other Structures, ASCE-02.
[6] McGraw- Hill, INC: Structural Steel Designers
Handbook. 3rd Edition.
[7] G.H. Ryder: Strength of Materials. 3rd Edition.

IV. CONCLUSION
The superstructure of three spans steel plate Girder
Bridge is only studied in this paper. Analysis and code
checking is solved by using STAAD-Pro software. All steel
sections are wide flange W section. In this study, 571
number of load combinations are considered in whole
structure. Truck load generation is applied to every 10ft
apart along the roadway. After running analysis step by step
with assumed member sizes, satisfied design sections are
obtained. The successful results are gained by using
AASHTO method. The successful steel members are also
checked in bending stress, shear stress, combined action of
these stresses and deflection. In this study, 7 inch thick slab
and 27 psf of wearing surface for roadway. Spliced design,
framed beam design and gusset plate connection design are
used 7/8" diameter A325-N bolts and A36 steel. It can be
said that this study would help bridge designer to get some
knowledge for the analysis of superstructure in three spans
steel plate Girder Bridge.

V. ACKNOWLEDGMENT
The author wishes to extend grateful thanks to her
supervisor, Dr. Hla Myo Aung, Associate Professor,
Department of Civil Engineering, Mandalay Technological
University, for her supervision, critical reading of
manuscript, and tolerance helped in all the time of this
research work. The author specially thanks to all her
teachers from Department of Civil Engineering, Mandalay
Technological University and her family for their supports
and encouragement and also thanks to all her friends.
VI. REFERENCES
[1] American Association of State Highway and
Transportation Official: AASHTO LRFD Bridge Design
Specifications, Sixteenth Edition with Permission, (1998).
[2] AASHTO, American Association of State Highway and
Transportation Officials, Standard Specifications for
Highway Bridges, 17th Ed., (2002).
[3] Charles G. Salmon and John E. Johnson. Steel Structure:
Design and Behavior. 3rd Edition. New York: Haper Collins
Publishers, 1986.
[4] Uniform Building Code, Volume 2. Structural
Engineering Design Provision, 8th Edition, International
Conference of Building Officials, 1997.
International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.06, May-2014, Pages: 0932-0940