DESIGNING OF BRIDGES

ON
NATIONAL HIGHWAYS

Written By
Lt. Col. (R) Muhammad Iqbal
M Sc (Structures),
Presidential Excellence Award in Civil Engg
Structure Expert, NHA
NATIONAL HIGHWAY AUTHORITY
July 2006
 INDEX

S/NO CONTENTS

1 Need for Standardization of Bridges.

2 General View of Superstructure.

3 Summary of Proposed Standard Deck Width.

4 Standard Section for Short Bridges.

5 Standard Section for Long Bridges.

6 Standard Section for Bridges with Walkway.

7 Summary of Proposed Standard Cross-section of Girders.

8 Details of Standard Girder Cross-sections.

9 Summary of AASHTO Specifications for Bridge Cross-sections.

10 Design Criteria

11 Vertical Clearance for Grade Separated Highway Bridges

12 Vertical & Horizontal Clearance for Over Head Bridges across Railway Track.

13 Detail of Class A Loading.

14 Detail of Class AA Loading.

15 Seismic Map of Pakistan

 NEED FOR STANDARDIZATIONS OF BRIDGES
ON NATIONAL HIGHWAYS

Bridge structures are made for a service life of 100 years, yet
thousands of our bridges, constructed only 20 to 30 years earlier, have gone
deficient due to lack of sufficient deck width. Therefore, any new bridge, which is
being constructed with inherent short widths, would not be cost effective in the longer
run as these bridges would not be able to complete their stipulated design life. Width
deficient bridges are also a major source of road accidents. In order to meet an ever-
increasing traffic demand, it might be easier to widen an embankment of the
highway, but being a structure, it is rather difficult to widen a bridge at a later stage.
So it is advisable not to deviate from the standard deck width.

For the first time Standardization of Bridge Structures based on AASHTO

standards, was carried out by then National Highway Board in 1982-83, since then
over a period of twenty years, NHA did not specify any further improvement. During
this period AASHTO specifications have gone through four major revisions. In the
absence of set instruction form NHA, the Consultants had no choice but to adopt
wide variations in bridge cross sections based on their individual discretion, that has
resulted into wide variations in the design of bridges, such as:-

a. Widths of two lane bridge deck are varying from 9.5m to 14m.
b. Countless number of girder cross sections are being adopted and
every cross section requires different set of formwork.
c. No set rules for sidewalks or for bridge railing are being followed.
d. Many safety rules, to minimize accidents, are being violated.

Lack of standardization demand different sets of formwork for every

individual bridge. Construction companies have to suffer a lot on this account
including wastage of time. As always, the resulting financial effects are ultimately
borne by the employer. Chairman NHA observed during a site visit to Macron
Coastal Highway that various configurations of bridge superstructures are being
adopted everywhere. It was desired by the Chairman to streamline and standardize
bridge structures where ever possible.
 GENERAL VIEW OF
BRIDGE WITHOUT WALKWAY

BRIDGE WITH WALKWAY

Note: Number of girders may vary as per structural

requirements
 SUMMARY OF PROPOSED

STANDARD DECK WIDTH WITHOUT WALKWAY

Outer Median Total
Sr. Carriageway Barrier Walkway
Shoulder Shoulder Width
No Type (m) (m) (m)
(m) (m) (m)
1 Short Bridge 2 Lane 2 x 3.65 2.0 1.2 2 x 0.4 - 11.3

2 Short Bridge 3 Lane 3 x 3.65 2.0 1.2 2 x 0.4 - 14.95

3 Long Bridge 2 Lane 2 x 3.65 1.2 1.2 2 x 0.4 - 10.5

4 Long Bridge 3 Lane 3 x 3.65 1.2 1.2 2 x 0.4 - 14.15

STANDARD DECK WIDTH WITH WALKWAY

Outer Median Total
Sr. Carriageway Barrier Walkway
Type Shoulder Shoulder Width
No (m) (m) (m)
(m) (m) (m)

Short Bridge 2 Lane

1 2 x 3.65 1.2 1.2 2 x 0.4 1.2 + 0.2 11.9
With Walkway

Short Bridge 3 Lane

2 3 x 3.65 1.2 1.2 2 x 0.4 1.2 + 0.2 15.55
With Walkway

Long Bridge 2 Lane

3 2 x 3.65 1.2 1.2 2 x 0.4 1.2 + 0.2 11.9
With Walkway

Long Bridge 3 Lane

4 3 x 3.65 1.2 1.2 2 x 0.4 1.2 + 0.2 15.55
With Walkway

NOTE:

1. All dimensions are in meters.

2. Bridges unto 60m length are considered as Short Bridges.
3. Bridges over 60m length are termed as Long Bridges.
4. For bridges located in populated areas, One Walkway will be provided on the
outer side of the bridge but made safe from vehicular traffic by separating
pedestrian traffic with a NJ Barrier and having 0.2m Protective Railing on the
outer side. Raised footpath in front of side barrier is not permitted.
 14150
400 400
1200 1200
3x3.65=10950
CL OF ROAD

1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

10500
400
400
1200 1200
2x3.65=7300
CL OF ROAD

1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

NOTE:
1. Number of girders and prestressing cables may vary as per structural requirement.
2. Railing and side barriers may be improved for esthetics.
3. Concrete use for deckslabs will be 280 Kg/sq.cm cylinder strength at 28 days(A3).
For which trial mix laboratory strength will be designed for 370 Kg/sq.cm.
4. Thickness of deck slab will be :
a. For Asphaltic wearing surface 220 + 10mm
b. For integrated wearing surface 260 + 10mm
5. Top concrete cover to steel reinforcement
- for deck slab:
a. For Asphaltic wearing surface 40 - + 50mm
b. For integrated wearing surface 65 + 75mm
 14950
400
400 1200
2000 3x3.65=10950
CL OF ROAD

1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

11300

400 400
2000 1200
2x3.65=7300
CL OF ROAD

1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

NOTE:
1. Number of girders and prestressing cables may vary as per structural requirement.
2. Railing and side barriers may be improved for esthetics.
3. Concrete use for deckslabs will be 280 Kg/sq.cm cylinder strength at 28 days(A3).
For which trial mix laboratory strength will be designed for 370 Kg/sq.cm.
4. Thickness of deck slab will be :
a. For Asphaltic wearing surface 220 +- 10mm
b. For integrated wearing surface 260 +- 10mm
5. Top concrete cover to steel reinforcement for deck slab:
a. For Asphaltic wearing surface 40 +- 50mm
b. For integrated wearing surface 65 +- 75mm
 11900
10500
1200 1200 1200
2x3.65=7300
CL OF ROAD 400
200 400
WALKWAY
1020 1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

15550
14150
1200 1200 1200
3x3.65=10950
400
200 400
CL OF ROAD
"Y" WALKWAY
1020 1.5-2% SLOPE

100Ø @ 2500 C/C

DRAIN PIPE

400

170

50

180 510

940

250

361

300

25mm DRIP
COURSE 100Ø @ 2500 C/C
DRAIN PIPE
 SUMMARY OF PROPOSED
STANDARD CROSS-SECTION OF GIRDERS

B1

D1

D2

B2
D3

D4

D5

B3

Span (m) 12-20 14-23 16-26 20-28 24-31 27-34 29-37 32-40

TYPE A B C D E F G H

B1 550 550 600 700 700 900 1000 1100

B2 180 180 180 180 180 190 190 190

B3 550 550 600 600 600 620 650 750

D1 250 250 250 230 230 200 185 170

D2 90 90 100 130 130 175 200 225

D3 475 675 750 940 1140 1310 1485 1625

D4 185 185 210 210 210 215 230 280

D5 200 200 290 290 290 300 300 300

H 1200 1400 1600 1800 2000 2200 2400 2600

 DETAIL OF
STANDARD CROSS-SECTION OF GIRDERS
600
210 180 210
550
185 180 185 250
550
185 180 185 250 100 1
2
250 90 2
1
90 1 750
2
675 1600
1400
475 1200
1
210
1 1 1
185 1 185 1
290
200 200
185 180 185 185 180 185 210 180 210
550 550 600
TYPE-A TYPE-B TYPE-C
(span 12-20m) (span 14-23m) (span 16-26m)
NOTES:-
1. MINIMUM CONCRETE STRENGTH FOR PSC GIRDER WILL BE 425Kg/sq.cm CYLINDER STRENGTH AT 28 DAYS(D2).
FOR WHICH TRIAL MIX LABORATORY STRENGTH WILL BE DESIGNED FOR 515Kg/sq.cm.
2. NUMBER OF GIRDERS AND PRESTRESSING CABLES MAY VARY AS PER STRUCTURAL REQUIREMENTS,
DESIGNED BY Lt Col (R) M. IQBAL STANDARD X-SECTION
CENTRAL DESIGN CELL
NATIONAL HIGHWAY AUTHORITY DRAWN BY ARFAN
OF GIRDERS
ISLAMABAD DATE DWG. NO.
ASSISTED BY AZIZULLAH MARCH 2005 STANDARD/04
 DETAIL OF
900
STANDARD CROSS-SECTION OF GIRDERS
355 190 355
700
260 180 260 200
700
260 180 260 230 175 1
2
230 130 1
2
130 1
2
1310
1140 2000
940 2200
1800
1 1
1 215
210 1 210 1 1
290 290 300
210 180 210 210 180 210 215 190 215
600 600 620
TYPE-D TYPE-E TYPE-F
(span 20-28m) (span 27-34m)
(span 24-31m)
NOTES:-
1. MINIMUM CONCRETE STRENGTH FOR PSC GIRDER WILL BE 425Kg/sq.cm CYLINDER STRENGTH AT 28 DAYS(D2).
FOR WHICH TRIAL MIX LABORATORY STRENGTH WILL BE DESIGNED FOR 515Kg/sq.cm.
2. NUMBER OF GIRDERS AND PRESTRESSING CABLES MAY VARY AS PER STRUCTURAL REQUIREMENTS,
DESIGNED BY Lt Col (R) M. IQBAL STANDARD X-SECTION
CENTRAL DESIGN CELL
E:\NHA\CDC\nha mono\0 NHA mono.bmp
NATIONAL HIGHWAY AUTHORITY DRAWN BY ARFAN
OF GIRDERS
ISLAMABAD DATE DWG. NO.
ASSISTED BY AZIZULLAH MARCH 2005 STANDARD/05
 DETAIL OF
STANDARD CROSS-SECTION OF GIRDERS
1000 1100
405 190 405 455 190 455
170
185
1
200 1 225 2
2
1485
1625
2400
2600
1
230 1 1
280
1
300
300
230 190 230
650
280 190 280
TYPE-G 750
(span 29-37m)
TYPE-H
NOTES:- (span 32-40m)
1. MINIMUM CONCRETE STRENGTH FOR PSC GIRDER WILL BE 425Kg/sq.cm CYLINDER STRENGTH AT 28 DAYS(D2).
FOR WHICH TRIAL MIX LABORATORY STRENGTH WILL BE DESIGNED FOR 515Kg/sq.cm.
2. NUMBER OF GIRDERS AND PRESTRESSING CABLES MAY VARY AS PER STRUCTURAL REQUIREMENTS,
DESIGNED BY Lt Col (R) M. IQBAL STANDARD X-SECTION
CENTRAL DESIGN CELL
NATIONAL HIGHWAY AUTHORITY OF GIRDERS
DRAWN BY ARFAN
E:\NHA\CDC\nha mono\0 NHA mono.bmp
ISLAMABAD DATE DWG. NO.
ASSISTED BY AZIZULLAH MARCH 2005 STANDARD/06
 SUMMARY OF
AASHTO SPECIFICATIOS
FOR BRIDGE CROSS SECTIONS

Introduction
Cross section of highway is governed by its design capacity and
design speed. For geometric designs of highways and bridges, AASHTO
specifications are being adopted all over. Normally we should not deviate from
AASHTO specifications but only for technical reasons or to cater for our local
traffic/loading. But, it is not prudent to set-aside safety/capacity standards specified
by AASHTO for any other reasons. There are a number of AASHTO references,
which provide guidelines for safe bridge cross sections, however some relevant
extracts, have been taken from the following current specifications.

(1) Highway Safety Design And Operation Guide-AASHTO

(2) Policy On Geometric Design Of Highway And Streets-AASHTO
(3) Standard Specifications For Highway Bridges –AASHTO

Some of the extracts of AASHTO specifications taken from the above

publications are summarized as following. The numbers given in the parenthesis
refers to the above AASHTO publications.

Specifications for Short Bridges (Overall Length < 60m)

1. Full width for the approach roadways should normally be provided across all
new bridges. (2)

2. Shoulders on structures should normally have the same width as the useable
shoulders on the approach roadways, both right and left, the narrowing and loss of
shoulders, especially on structures may cause serious operating and safety
problems. (2)

3. Bridge Structures should have left and right shoulders, the same width as the
useable shoulders on the approach roadway. (1)
Specifications for Long Bridges (Overall Length > 60m)
1. Economic considerations may preclude the provision of full width shoulders
on long bridges. (1)

2. Where the bridge width is less than the overall width of the approach
roadway, in that case a transition rate of 20:1 is appropriate to taper the longitudinal
barrier into the bridge rail. (2)

3. Long bridges, defined as bridges having an overall length in excess of 60m

may have lesser width. On long bridges, offsets to parapet, rail or barrier shall be at
least 1.2m measured from the edge of the nearest travel lane on both the left and
right. (2)

Specifications for Bridge Railing/Barriers/Curbs

1. Vertical elements such as bridge rail, parapets or barrier should be located a
minimum of 0.6m from the outer edge of the useable shoulder. (1)

2. The roadway width of bridge shall generally equal the width of the approach
roadway sections including shoulders and curbed section shall be carried across the
structure. (3)

3. When the approach width is continued across the structure, the parapet rail,
both left and right, should align with the guardrail on the approach roadway. In case
of a curbed roadway the minimum structure width should match the curbed approach
roadway. (2)

Specifications for Bridged Walkway (Footpaths)

1. Incase a walkway is being provided on the approach road, the same may be
carried over the bridge. (2)

2. Raised sidewalks or safety walks in front of the bridge can initiate the vault or
rollover of an impacting vehicle. (1)
3. Sidewalks are almost never provided 5 km from an urban area. Full shoulders
on bridges are important to pedestrian traffic. (1)

A flush roadway shoulder never be interrupted by a raised walkway.

5. Curbed sidewalks should not be used in front of bridge railing on high-speed

highways. (2)

6. At certain locations there may be a need to provide a pedestrian walkway. In

these situations, a barrier-type bridge rail of adequate height should be installed
between the pedestrian walkway and the roadway. A pedestrian rail would be
necessary on the outer edge of the walkway. (2)

7. Where sidewalks are used for pedestrian traffic on urban expressways, they
shall be separated from the bridge roadway by use of a combination railing. (3)
 DESIGN CRITERIA
GENERAL

Accept for the live loads to be adopted in the design of highway structures, the
complete design of highway bridges will be carried out in accordance with the latest
ACI and AASHTO specifications on Concrete Technology and Design of Highway
Bridges, however, only the live loading and its impact factor will be according to
Class A and Class AA, as given in Pakistan Highway Code of 1967. Live loading to
be considered are attached in this report. The design assumptions, the codes of
practice, methods and procedures to be adopted in the structural design for bridges,
culverts, retaining walls and related works would be as following.

Units of Measurement

The design shall be accomplished using System International (SI Unit).

CODES AND STANDARDS

AASHTO (2004) Standard Specifications for Highway Bridges. The

American Association of State Highway and
Transportation Officials (for complete design except Live
Loads).

WPCPHB (1967) West Pakistan Code of Practice for Highway Bridges (for
Live Loads only)

BCP - Building Code of Pakistan.

ACI 318-02 - Building Code Requirements for Reinforced Concrete.

American Concrete Institute.

ACI 301-02 - Specifications for Structural Concrete. American

Concrete Institute.

UBC 1997/IBC 2004- International Building Code Of USA.

ASTM A-615 - Specifications For Deformed And Plain Billet Steel Bars
For Concrete Reinforcement.

ASTM A-416 - Specifications For Low Relaxation Prestressing Steel.

ASTM C-150 - Specifications For Portland Cement

ACI -350 R - Environmental Engineering Concrete Structures

ASTM C-33 - Specifications For Concrete Aggregate

LOADS

Structures will be designed to be capable of resisting the following main loads and
forces:

• Dead Load
• Live Load
• Live Load Impact
• Longitudinal Forces Due To Tractive/ Braking Effort Of Vehicles
• Earth Pressure
• Earthquake Forces

Dead loads

Dead loads will be computed from the unit weights of the materials as given in
AASHTO specifications.

Live Loads

Either class “AA” or class “A” live load, whichever in the more severe forces, will be
considered for design.

• Vertical live loads will be Class “A” truck-train loading as specified in clause
2.4 of West Pakistan code of Practice for Highways (WPCPHB-1967).

• Military Loading – Class “AA” as specified in Section-4 of West Pakistan Code

of Practice for Highways Bridges (WPCPHB-1967).

Impact

Impact on live loads will be considered as specified in clause 4.4 for ‘Military
Loading” and in clause 2.9 for ‘Truck Train Loading’ of West Pakistan Code of
Practice for Highway Bridges (WPCPHB-1967), as appropriate.

Longitudinal Forces

Longitudinal forces due to tractive/ braking effort will be equal to 30% of the weight of
the vehicle considering that only one lane is occupied for class ‘A’ Loading and 15%
of weight of military vehicle for class ‘AA’ Loading.

Earth Pressures

Lateral earth pressures due to backfill will be computed by the classical theories
taking into account the effect of submergence and seismicity of the area.

Earthquake Forces

Earthquake forces will be considered using earthquake acceleration (pseudo static)

depending on the regions bridges are located. Peak Ground Acceleration (PGA) values
cited in these criteria ranging from 0.1g to 0.5g are as shown in the revised Peak Ground
Acceleration Map of Pakistan (Fig. 2.1). The zoning map has been prepared by the Task
Force constituted by GOP under M/s NESPAK after earthquake of 8th October 2005.

LOADING COMBINATION

AASHTO code will be used and design will be carried out for the critical load
combinations.

MATERIALS

The following materials will be used in the construction of the bridge/ culverts and
related work.

Concrete

Concrete for various structural works shall be as follows.

Concrete for approach slabs, New Jersey barriers, walkway, substructure, retaining/
wingwalls etc shall have compressive cylinder strength of 210 kg/Sqcm (3000 psi) at
28 days.

Concrete for deck slabs, piles and piers shall have compressive cylinder strength of
280 kg/Sqcm (4000 psi) at 28 days.

Concrete for prestressed concrete girders shall have minimum compressive cylinder
strength of 350 kg/Sqcm (5000 psi) at 28 days.

The laboratory strength of all above mentioned concrete will have 20% more than
the design strength to achieve the desired minimum strength in the field.

Lean/ Blinding concrete shall have minimum compressive cylinder strength of 100
kg/Sqcm (1400 psi) at 28 days.

Reinforcement

All reinforcing steel to be used in reinforced concrete works shall conform to ASTM
A615 Grade 60 or AASHTO M-31 Grade 60 with minimum yield strength of 414
MPa.

All prestressing steel used in prestressed girders shall conform to ASTM A416
Grade 270 with minimum ultimate strength of 1862 MPa.

FOUNDATION PARAMETERS

The Geotechnical parameters relating to the bearing capacity, lateral earth

pressures, pile length, depth of foundations and use of Sulphate Resisting Cement
shall be based on the actual geotechnical investigations at site.
STABILITY CRITERIA

The following stability criteria will be used.

Factor of safety (Sliding) = 1.50
Factor of safety (Overturning) = 2.00

Computer software

Latest computer programs SAP 2000/ STAAD-Pro will be used for the analysis and
designs of the project structures.
 5.1m+SUPER ELEVATION
VERTICAL CLEARANCE.
N
OW
CR
ROADWAY WIDTH
CURB NOT LESS THAN
457 MINIMUM SPECIFIED FOR BRIDGES
TOTAL VERTICAL CLEARANCE
=5.1m+ ROAD SUPER ELEVATION
VERTICAL CLEARANCE DIAGRAM FOR GRADE
SEPARATED HIGHWAY BRIDGES
E:\NHA\CDC\nha mono\0 NHA mono.bmp
 9.034m
MINIMUM
2.134m 2.134m
4.766m
minimum minimum
L OF EXISTING TRACK

L OF FUTURE TRACK
6.1m

C
C
1.676m 1.676m
GAUGE GAUGE
TOTAL VERTICAL CLEARANCE
VERTICAL & HORIZONTAL CLEARANCE DIAGRAM =6.1m + RAILS HEIGHT
FOR OVER HEAD BRIDGES ACROSS RAILWAY TRACK (TYPE-I)
 8.6m + PIER THICKNESS
4.3m 4.3m
MINIMUM MINIMUM
PIER
6.1m
2.134m 2.134m 2.134m 2.134m
EXISTING RAILWAY TRACK FUTURE RAILWAY TRACK
TOTAL VERTICAL CLEARANCE
VERTICAL & HORIZONTAL CLEARANCE DIAGRAM =6.1m + RAILS HEIGHT
FOR OVER HEAD BRIDGES ACROSS RAILWAY TRACK (TYPE-II)
 TABLE NO.2 (MINIMUM CLEAR DISTANCE
TABLE NO.1 (DIMENSIONS OF GROUND CONTACT AREA) BETWEEN TWO TRUCKS)

z
AXLE LOAD GROUND CONTACT AREA CLEAR ROAD WIDTH VALUE OF "J"
CLASS OF LOADING B W Feet Meters Feet Meters
LBS. KN
Inches mm Inches mm
25,000 111 10 254 20 508
A 15,000 67 8 203 15 381
6,000 27 6 152 8 203
15,000 67 8 203 15 381
9,000 40 6 152 12 305
EDGE DISTANCE
3,600 16 5 127 7 178 Centre Line of the Wheel Load shall be assumed
NOTE:
to be 1 Foot [305mm] from the face of the curb.
LIMITING POSITION OF STANDARD TRUCK-TRAIN LOADING
WITH REFERENCE TO A TRAFFIC LANE NOTE:
ABNORMAL WHEEL LOAD FOR PUNCHING SHEAR
(For Ground Contact Area and Value of "J", Class "B" Loading will have similar Specifications to OF DECK SLAB
Class "A" Loading with the only difference that the
See Table Nos. 1 and 2) Axle Loads of Class "B" shall be 60% of Class "A". The new deck slab be designed for a punching shear wheel
load of 21 Kips (95 kn.) Over an area of 500x250.
 70-TON
TRACK
35-TON 35-TON
TRACK
EDGE DISTANCE
Centre Line of the Track shall be assumed to be
1'-6" [457 mm] from the face of the curb.