Beruflich Dokumente
Kultur Dokumente
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
10 Design Criteria
12 Vertical & Horizontal Clearance for Over Head Bridges across Railway Track.
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.
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.
NOTE:
1.5-2% SLOPE
10500
400
400
1200 1200
2x3.65=7300
CL OF ROAD
1.5-2% SLOPE
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
11300
400 400
2000 1200
2x3.65=7300
CL OF ROAD
1.5-2% SLOPE
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
15550
14150
1200 1200 1200
3x3.65=10950
400
200 400
CL OF ROAD
"Y" WALKWAY
1020 1.5-2% SLOPE
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
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.
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)
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)
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)
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
WPCPHB (1967) West Pakistan Code of Practice for Highway Bridges (for
Live Loads only)
ASTM A-615 - Specifications For Deformed And Plain Billet Steel Bars
For Concrete Reinforcement.
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).
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
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 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
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.