Appendix - E1 - Preliminary Technical Report
Appendix - E1 - Preliminary Technical Report
Appendix - E1 - Preliminary Technical Report
DECEMBER 2018
Proposed
Veduriya Bhola Bridge
Alignment
Laharhat
Dhulia
Joint Venture of
BANGLADESH BRIDGE AUTHORITY
A066326-132 PR09
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CONTENTS
1 Introduction 4
3 References 7
4 Design Standards 7
4.1 Highway and Structural Design 7
4.2 River Navigation Clearances 8
4.4 Bhola River – Key hydraulic parameters 9
5 Design 10
5.1 Pre-stressed Concrete Continuous Box Girders 10
5.2 Extradosed Bridges (EB) 17
5.3 Cable Stayed Bridges (CSB) 25
5.4 Approach Viaducts 33
7 Conclusions 37
Appendix A Drawings
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4 FOUR BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE
1 Introduction
This report is submitted as one of the deliverables under the contract for
consultancy services between the Bangladesh Bridge Authority (BBA) and STUP
Consultants Pvt. Ltd. in joint venture with Development Design Consultants Ltd.,
DevConsultants Ltd. and COWI UK Ltd. for the Feasibility Study for the
Construction of 4 Bridges of Eastern and Southern Region of Bangladesh.
There are a series of technical reports prepared under this project. Earlier studies
under this commission had examined options for alignments and identified a
preferred location for each bridge. Several structural forms including Post-
Tensioned Concrete Box Girder Bridge, Extradosed Bridge, Cable Stayed Bridge,
Long Span Suspension Bridge and Tunnel had been considered. Key engineering
advantages, disadvantages and their associated costs have been assessed. On the
basis of this study, preliminary recommendations have been made for the most
suitable structural form and arrangement at each bridge site. These
recommendations have been reviewed with the client in order to present designs
in line with the BBA's preferences and aspirations.
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For the bridge feasibility study (main river crossings) the following "Preliminary
Technical Reports" were submitted initially in July 2018:
This report presents the concept designs and preliminary design developed for
the recommended bridge option, prepared in accordance to the functional
requirements and indications developed with the client during the feasibility
study period from 2017 – 2018.
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As of now the Island district Bhola is isolated from main land of Barisal district in
absence of any road connectivity. The connection is currently poorly established
through Ferry crossings for goods vehicle at one location and a number of formal
and informal boat crossings at a number of locations. This adversely affects the
trade, economic as well as social life in Bhola. The subject study is to develop a
direct road connectivity between main land Barisal and Bhola by way of building a
long bridge across the braided channels of Tentulia river.
Three alignment options spreading over 25km along the island were examined.
After examining various factors like connectivity, existing road network,
construction cost, hydro-morphological nature of the streams the alignment near
the existing Ferry Crossing of Laharhat (on Barisal side) and Bhedaria (on Bhola
side) was selected. The proposed alignment is shown in the following sketches. It
proposes a roughly 3.5km high level bridge across Arial Khan/ Kalabador channel
from Laharhat end, followed by approximately 4km road on the Char, which will
be provided with adequate bank protection. It will be followed by a bridge of
approximately 1.5km length to land near Bhedaria Ghat at Bhola Island.
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3 References
The technical reports prepared under this project are summarized below:
4 Design Standards
The primary design standards and assumptions adopted for the conceptual bridge
design are summarised in the following subsections.
For geometric design of roads the “Geometric design standards manual (revised)
2005” of RHD shall be generally followed. In case if there arise an issue that is not
covered by this guideline, it shall be resolved by following AASHTO (American
Association of State Highway and Transportation Officials) standards. In a similar
manner, Pavement design works would generally be conducted by following the
“Pavement design guide for Roads and Highway Department” and when required
the AASTHO standards are to be used.
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For traffic signage and road marking works the “Bangladesh Road Sign Manual” of
BRTA (Bangladesh Road Transport Authority) is generally followed. If certain item
is not covered by this manual, the AASHTO standards are to be followed.
An additional allowance will be made to allow for the effects of global warming.
This allowance has been estimated at each bridge site and it is summarized as
follows:
On the basis of the above alone, river spans of the order of 100m are required
with longer spans only being justified if a cost saving is identified or
environmental factors dictate.
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5 Design
5.1.1 Introduction
110m
Compared to cable supported bridges, the simpler structural form with no stays
allows the deck erection to be carried out by launching gantry resulting in reduced
construction time. In addition, a large number of Pre-stressed Concrete
Continuous Box Girder Bridges have been constructed in the subcontinent
resulting in available local expertise that can be easily be upgraded to adopt the
latest technique and equipment.
This form of bridge has a smaller typical span than a cable supported bridge
resulting in a larger number of piers and associated foundation for a given bridge
length.
Details of the developed conceptual design are presented in the following
sections, drawings are included in Appendix A.
The typical recommended viaduct unit length is 1,100m (70m + 110m x 9 + 40m)
continuous deck between movement joints maximum. Smaller unit lengths can be
used, however, as a general principle, the minimum number of expansion joints
should be provided in order to reduce long term maintenance requirements.
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Either precast or in-situ construction will be required with precast being preferred
to ensure good quality construction. Precast construction is likely to be economic
for the longer bridges. However, the final choice depends on many factors:
› availability of a large area for production and storage of precast units;
› need for ground improvements in vicinity of storage area (segments are
commonly >100 tonnes);
› provision of a good access route to transport segments to bridge;
› erection method selected and whether or not segments can be transported
along already constructed deck and erected using a gantry or transported on
barges and erected using lifting derricks.
A single cell concrete box girder having a maximum width of 16.45m carries the
double two lanes road traffic. The box girder depth varies from minimum of 3.0m
at mid-span to a maximum of 6.0m at pier location.
For the deck articulation, based on the information available at this stage of the
design two options are proposed as described below.
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At the detailed design stage, when more information on the soil properties and
associated foundation stiffness will be available, the design shall be developed to
minimize the number of bearings and their associated maintenance requirements.
The typical deck post-tensioning design is shown in the Figure below. Internal and
external post-tensioning can be of 15mm diameter 7 wire strand. Typical tendon
sizes range from 6-3 for transverse post-tensioning to 6-31 for external
longitudinal post-tensioning.
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In addition, transverse post tensioning may be used in the deck slab top flange.
Whereas it was mandatory in earlier versions of AASHTO, the current version
provides the option of using only unstressed reinforcement which can be
economic given that it is difficult to develop a significant tendon eccentricity, and
therefore tendon strain, in a shallow deck slab at the ultimate limit state.
Internal and external tendons shall be grouted with cement grout filler as
specified by AASHTO LRFD (2012).
5.1.4 Substructure
The proposed pier design has been developed with considerations of aesthetic,
constructability and future bearing maintenance requirements. The wide pier top
provides a wide support during cantilever erection and enables temporary deck
jacking and bearing replacements.
The double leaf pier solution provides stability to the bridge deck during
construction and yet minimizes the visual impact of the piers and the self-weigh
carried by the foundations. It is a suitable solution if bridge deck erection occurs
by balanced cantilever without the benefit of an erection gantry. However, in the
event that a two span gantry is used for precast construction, the gantry itself can
be sued to stabilise the bridge deck thus allowing single leaf piers to be readily
utilised.
The final pier arrangement will largely depend on the erection technique adopted
or assumed for the final design.
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Figure 6 - Use of a "2 span" erection gantry permits single leaf piers to be adopted
Space for
temporary jacks
and bearing
replacement
5.1.5 Foundations
Each pier sits on a 3.5m thick pile cap supported by 12 numbers of 3.0m diameter
bored piles. The pile length will be in the region of 100m. Details of the
foundation design are presented in Appendix B of this report.
It is currently assumed that the foundation will be driven piles with a base grouted
plug (as used on Padma) or cast-in situ bored piles within driven piles, possibly
base grouted. Alternative steel driven piles, reliant on skin friction alone, could be
designed at future stage if preferred, thus avoiding the significant complexity
associated with base grouting but at the expense of longer piles or more piles.
Excavation of bored piles can be carried out using either Kelly-bar rigs or the RCD
method subject to the geological conditions and market availability. Upon
completion of pile excavation, steel rebar cages are set in place and tremie
method is used for concreting of the bored piles.
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Pile caps can be constructed either inside temporary cofferdams or using pre-cast
shells installed onto the piles to cast the permanent pile cap. A similar method
was used for Bhairab Bridge over the Meghna.
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During casting of midspan stitch for span erected by lifting frames (or form –
travellers), the lifting frames (or one of the form traveller) should be removed
from the stitching span. Bridge parapets and deck furniture should be installed
after stressing of the permanent external tendons.
Details of the cantilever construction and deck continuity sequence shall be
developed at the detailed design stage.
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The proposed access locations for bridge bearings inspection and maintenance
are shown in the following Figure.
330
Figure 11 – Access to deck box cell and pier top
5.2.1 Introduction
Extradosed Bridges (EB), which are essentially a hybrid type of bridge, often works
out economical in the span range of 100m-200m, although extradosed bridges of
250m span have been constructed.
In an extradosed bridge, a stiff prestressed concrete girder is partially supported
by cables from a shallow pylon. The girder depth in an EB is less than for a
Prestressed Concrete Box girder bridge and therefore, the quantity of concrete as
well as load on substructure is less. The pylons being of shorter height (L/8 to
L/12), it can be conventionally constructed. The shallowness of stay cables
together with the stiffness of the box girder makes the stay cables carry only a
small portion of Live Load. Thus, with lower variations of stress, it is theoretically
possible to stress stay cables in extradosed bridges to a higher level (~0.60 GUTS)
compared to stay cables in a cable stayed bridge (~0.45 GUTS), albeit design codes
do not fully address such criteria.
The construction method for extradosed bridges is similar to that of conventional
prestressed concrete girder bridges although the construction complexity is
increased by the deck stiffening required at stay anchorages and with stays
installation.
It is generally proposed to adopt extradosed bridge of span range 150m-220m.
Where possible, the superstructure girder is made integral with the pier to
enhance stiffness of the girder as well as better flow seismic forces and minimize
bearings maintenance. A mid-span longitudinal expansion joint will be required,
probably at every second or third span. Such expansion joints are expensive to
maintain and the final design should minimise such joints.
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200--220
Compared to a Pre-stressed Concrete Box Girder this form of bridge can achieve a
longer span resulting in fewer piers and associated foundations for a given
crossing length.
There are two examples of extradosed bridges in Bangladesh, the Karnaphuli
Bridge in Chittagong was completed in 2010 and the Paira Bridge currently under
construction in south west Bangladesh (separate from the Paira Bridge forming
part of this feasibility study).
Details of the developed conceptual design are presented in the following
sections, drawings are included in Appendix A.
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A single cell concrete box girder having a maximum width of 18.30m carries the
double two lanes road traffic. The box girder depth varies from minimum of 4.0m
at mid-span to a maximum of 6.5m at pier location.
The pylon is 25m high resulting in a pylon height to span ratio of 1 / 8. In the
longitudinal plane, the pylon width tapers from the bottom to towards the top to
enhance its appearance and provide an elegant design. In the transverse plane,
the pylon width is maintained constant at 2.5m to simplify its construction.
For the deck articulation, based on the information available at this stage of the
design, two options are envisaged as described below.
› Deck supported on pot bearings and shock transmission units (STUs)
The second pylon is rigidly connected to the bottom pier with no longitudinal
movement possible. This pier resist the deck longitudinal loads arising during
the normal operation of the bridge.
At the other piers, the deck is supported on the piers by pot-bearings that
allow relative longitudinal sliding between the deck and the piers under
normal operation. Shear keys and Shock Transmission Units (STUs) are
provided to develop a temporary translational fixity under extreme and
accidental loading scenarios (earthquake, ship impact).
40m 40m
Stay cables
anchored at deck
centreline
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The deck prestress follows the layout of a typical post tensioned concrete girder
with top cantilever tendons mainly required for cantilever construction stages and
bottom span tendons to enable continuity between two adjacent spans.
Each post-tensioning tendons consists of 15mm 7 wire strand. Typical tendon
sizes range from 6-3 for transverse post-tensioning to 6-31 for external
longitudinal post-tensioning.
The typical internal tendons layout is shown in the following Figure.
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Internal tendons shall be grouted with cement grout filler as specified by AASHTO
LRFD (2012).
In addition, transverse post tensioning may be used in the deck slab top flange.
Whereas it was mandatory in earlier versions of AASHTO, the current version
provides the option of using only unstressed reinforcement which can be
economic given that it is difficult to develop a significant tendon eccentricity, and
therefore tendon strain, in a shallow deck slab at the ultimate limit state.
5.2.5 Substructure
The proposed pier design has been developed with considerations of aesthetic,
constructability and future bearing maintenance requirements. The wide pier top
provides a wide support during cantilever erection and enables temporary deck
jacking and bearing replacements. The double leaf pier solution minimizes the
visual impact of the piers and the self-weight carried by the foundations.
Space for
temporary jacks
and bearing
replacement
Figure 19 – Double leaf pier, Elevation along the longitudinal direction of the bridge
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5.2.6 Foundations
Each pier is supported by a 4.0m thick pile cap connected to 12 numbers of 3.0m
diameter bored piles. The pile length will be in the region of 100m. Details of the
foundation design are shown in Appendix B o this report.
It is currently assumed that the foundation will be cast-in situ bored piles.
Alternative steel driven piles could be designed at future stage if required.
Excavation of bored piles can be carried out using either a rig with a Kelly bar or
alternative using the RCD method subject to the geological conditions and market
availability. Upon completion of pile excavation, steel rebar cages are set in place
and tremie method is used for concreting of the bored piles.
Pile caps can be constructed either inside temporary cofferdams or using pre-cast
shells installed onto the piles to cast the permanent pile cap.
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The deck shall be erected in a balanced cantilever method with maximum one
segment out of balance. It is assumed the deck erection will be carried out by
lifting frames.
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During casting of midspan stitch for span erected by lifting frames (or form –
travellers), the lifting frame (or one of the form – travellers) should be removed
from the stitching span. Bridge parapets and deck furniture should be installed
after stressing of the permanent external tendons.
Detailed considerations on the cantilever construction and deck continuity
sequence shall be considered at detailed design stage.
o400-440m
er
Access from inside of box girder to pier top
400-440m
Figure 23 – Access to deck box cell and pier top
5.3.1 Introduction
Cable Stayed Bridges (CSB) are generally adopted for spans 250m and above,
though there are a number of examples where they have been adopted for
shorter spans. Cable stay structures are generally economic upto a span range of
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A Cable Stayed Bridge has a relatively shallow deck supported by cables anchored
on a tall pylon. The height of pylon is generally 20-25% of the main span. The deck
structure can be concrete, steel or steel-concrete composite. Although concrete
deck is adopted for lower spans (may be upto around 300m), generally steel-
concrete composite or steel decks are adopted for longer spans upto 650m
beyond which steel box girders are required to minimise the weight of the cable
supported bridge deck.
CSBs with main spans in excess of 1,000m have been constructed. The
construction of all cable stayed bridges requires international experience and
expertise. Care has to be taken to ensure that the slender deck and pylons are
aerodynamically stable and generally wind tunnel testing is required to inform the
design.
The foundation design and construction for such large spans is also particularly
challenging for soft soils like in southern part of Bangladesh. A caisson of
26mx21m supports the 457m long 6-lane CSB at Kolkata on soft clayey base of
river Hooghly. All these add to the cost of the bridge. It is estimated that a cable
stayed bridge would cost 30% to 50% more than a standard 100m prestressed
concrete box girder bridge.
In all cases the stay systems should be shown to comply with international
recommendations e.g. "Recommendations for stay cable design, testing and
installation", published by the Post Tensioning Institute. The same principle
applies to cable systems used on Extradosed Bridges.
As part of this feasibility study, a number of cable supported options have been
developed, as summarised below:
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The total deck length for the 300m CSB unit including the back span is 720m
(110m x 2 + 100m + 300m + 100m + 110m). This span arrangement has been
developed to provide a clear navigation channel of at least 76.22m at each span.
For this span range a prestressed concrete bridge deck is proposed which can
either be cast insitu or precast. A single cell box girder having a maximum width
of 19.30m carries the double two lanes road traffic. The example shown in the
figure below utilises a steel 'delta' frame at each stay anchorage to transfer the
vertical component of the large stay force into the webs.
Figure 26 – Cable Stayed Bridge - Bridge Deck Cross Section – 300m span Option
The pylon is 80m high resulting in a pylon height to span ratio of 1 / 3.75. In the
longitudinal plane, the pylon width tapers from the bottom to towards the top. In
the transverse plane, the pylon width is maintained constant at 3.5m to simplify
its construction.
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Each stay is a parallel strand cable made of a 15mm diameter 7 wire strand. The
stays are arranged with a typical 6.0m spacing along the longitudinal direction of
the deck and 2.5m along the vertical direction of the pylon. The stressing of the
stays is done from inside the box girder where the cables are anchored to a delta
frame. A dead end stay connection is provided inside the pylon. At detailed
design, the cable longitudinal spacing shall be adjusted to suit the deck
segmentation and erection constraints.
The stay systems shall comply with international recommendations e.g.
"Recommendations for stay cable design, testing and installation", published by
the Post Tensioning Institute.
The figure below illustrates a typical modern stay anchorage system. It relies on a
multi-barrier approach to ensure durability of the stay strands and the anchorage
which is the most critical area.
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Figure 30 - Example of "leak tightness" test of stay under load (refer to "Recommendations for stay cable design,
testing and installation", published by the Post Tensioning Institute)
Top post-tensioning tendons are provided at deck locations adjacent to the pylon
to enable the deck cantilever construction prior installation of the of the stays.
Bottom post-tensioning tendons are provided across the span to enable deck
continuity. Each post-tensioning tendons consist of 15mm 7 wire strand. Typical
tendon sizes range from 6-3 for transverse post-tensioning to 6-27 for longitudinal
post-tensioning.
The typical internal tendons layout is shown in the following Figure.
In addition, transverse post tensioning may be used in the deck slab top flange.
Whereas it was mandatory in earlier versions of AASHTO, the current version
provides the option of using only unstressed reinforcement which can be quite
economic given that it is difficult to develop a significant tendon eccentricity, and
therefore tendon strain, in a shallow deck slab at the ultimate limit state.
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5.3.5 Foundations
Each pylon is supported by a 4.5m thick pile cap connected to 20 numbers of 3.0m
diameter bored piles. The pile length will be in the region of 100m.
It is currently assumed that the foundation will be cast-in situ bored piles.
Alternative steel driven piles could be designed at future stage if required.
Pile caps can be inside temporary cofferdams.
The deck shall be erected in cantilever method. It is assumed the deck erection
will be carried out by lifting frames or form travellers. Temporary buffeting cables
may be used to stabilize the cantilever during erection.
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During casting of midspan stitch for span erected by lifting frames (or form –
travellers), the lifting frame (or one of the two form – travellers) should be
removed from the stitching span.
Detailed considerations of the construction sequence will be made at detailed
design stage.
It is proposed to provide the access to the bearing shelves, pylon top and pier
through an access door at deck level as shown in Figure 23.
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The approach viaducts on either end of the main crossings will be of simple
standard form of construction. As is the case elsewhere in Bangladesh e.g. Padma
Bridge, the most economic form of construction will be precast pre-tensioned
concrete beams with a cast insitu slab and spans of the order of 35-40m. Piers will
be simple columns supported on bored cast insitu pile foundations.
Such construction is familiar to a number of Bangladesh contractors who will be
able to offer competitive tenders without the need for international contractors.
A design is proposed based on standard "U" shaped pre-tensioned beams but
alternatives with "I" shaped beams may be equally applicable.
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› Option 3 – One Cable Stayed Bridge (300m main span) and Prestressed
Concrete Box Girder
› Option 5 – One Cable Stayed Bridge (650m main span) and Prestressed
Concrete Box Girder
› Option 6 – One Cable Stayed Bridge (1000m main span) and Prestressed
Concrete Box Girder
› Option 7 – One Cable Stayed Bridge (650m main span), one Suspension
Bridge (1300m main span), and Prestressed Concrete Box Girder
The table below summarizes the cost estimate for each option.
Length Width Unit Cost Deck Area CF Sub - Cost Total Cost Total Cost Delta
Crossing Option Type
(m) (m) (USD/m²) (m²) (-) (M USD) (M USD) (Cr BDT) (%), (M USD)
All Bank Protect. / Land Acq./ Resettlement / App Roads - - - - 656 - - -
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 -
1 1,218 9,744
Bhola Main bridge: PT Girder 4,680 16.45 6,050 76,986 1 466 -
/ Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 12%
2 1,365 10,917
Tentulia Main bridge: Extradosed bridge 4,680 18.30 7,150 85,644 1 612 147
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 12%
L total (m): 3 Long spans PT Girder 3,580 16.45 6,050 58,891 1 356 1,365 10,917
147
Main bridge: CSB (300m span) 1,160 19.30 8,800 22,388 1.3 256
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 82%
Long spans PT Girder 2,059 16.45 6,050 33,863 1 205
4 2,223 17,782
Suspension bridge 1005
Main bridge: (1550m main span) 2,682 22.00 16,500 59,004 1.3 1,266
5-B Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 31%
6,815 3 Long spans PT Girder 3,360 16.45 6,050 55,272 1 334 1,600 12,801
382
Lanes Main bridge: CSB (650m span) 1,320 32.00 9,350 42,240 1.3 513
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 37%
6 Long spans PT Girder 2,850 16.45 6,050 46,883 1 284 1,670 13,356
451
Main bridge: CSB (1000m span) 1,760 26.50 10,450 46,640 1.3 634
Approach bridge: Pre-stressed beams 2,128 16.45 2,750 35,006 1 96 97%
Long spans PT Girder 1,665 16.45 6,050 27,389 1 166
7 Main bridge: CSB (650m span) 1,320 26.50 9,350 34,980 1.3 425 2,405 19,239
1187
Suspension bridge
Main bridge: 2,250 22.00 16,500 49,500 1.3 1,062
(1300m main span)
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FOUR BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE 35
The list of drawings below and included in Appendix A shows all of the above
proposed bridge options.
Drawing Title
200 Tentulia / Bhola – Site A – Option 1 – Prestressed concrete girder
210 Tentulia / Bhola – Site A – Option 2 – Extradosed
220 Tentulia / Bhola – Site A – Option 3 – CSB –300m span
230 Tentulia / Bhola – Site A – Option 4 – Suspension bridge
240 Tentulia / Bhola – Site A – Option 5 – CSB – 650m span
250 Tentulia / Bhola – Site A – Option 6 – CSB – 1000m span
260 Tentulia / Bhola – Site A – Option 7 – CSB 650m span & Suspension bridge
1300m main span
500 Approach Viaduct – Elevation section and details
600 Prestressed Concrete Girder – 110m span – Elevation section and details
610 Prestressed Concrete Girder – 110m span – Articulations, option 1
611 Prestressed Concrete Girder – 110m span – Articulations, option 2
620 Prestressed Concrete Girder – 110m span – Post-tensioning layout
630 Prestressed Concrete Girder – 110m span – Access for maintenance
700 Extradosed Bridge – 200m span - Elevation section and details
710 Extradosed Bridge – 200m span - Articulations, option 1
711 Extradosed Bridge – 200m span - Articulations, option 2
720 Extradosed Bridge – 200m span – Stay cables and post-tensioning layout
730 Extradosed Bridge – 200m span - Access for maintenance
800 Cable Stayed Bridge (CSB) – 300m span - Elevation section and details
810 Cable Stayed Bridge (CSB) – 300m span – Pylon Section and Details
820 Cable Stayed Bridge (CSB) – 650m span – Elevation & Sections
850 Cable Stayed Bridge (CSB) – 1,000m span - Elevation & Sections
900 Composite Girder – 110m span - Elevation Section and Details
1000 Suspension Bridge - 1,550m span – Elevation, Sections & Details
1010 Suspension Bridge - 1,300m span – Elevation, Sections & Details
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7 Conclusions
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FOUR BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE 37
Appendix A Drawings
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CL CL
EXPANSION EXPANSION
JOINT JOINT
532m 1210m
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 70m 110m 110m 110m 110m 110m 110m 110m 110m 110m 110m 40m
2
600
1 OPTION 7
500 SCALE 1:2500
CL
EXPANSION
JOINT
455m
OPTION 7 - CONT'D
SCALE 1:5000
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m EMBANKMENT
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m
RIVER BED
PROFILE T.B.C
OPTION 7 - CONT'D
SCALE 1:2500
532m
38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m 38m
OPTION 7 - CONT'D
SCALE 1:2500
HANGER
ANCHOR BLOCK ANCHOR BLOCK
2
1010
NAVIGATION CHANNEL
SUSPENSION BRIDGE
(DETAIL 1)
SCALE 1:5000
CL BRIDGE
SLOPE PROTECTION
SAFETY VEHICLE
BARRIER PARAPET
SHWL VARIES
0.00m PWD
2.0 % 2.0 %
1500
3000 Ø PILES
1500
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BANGLADESH – 4 BRIDGES
FEASIBILITY STUDY
RPT132-009 APPENDIX B
BHOLA BRIDGE FOUNDATION
ASSESSMENT
CONTENTS
1 Introduction 1
2 Ground Conditions 2
4 Foundation Assessment 7
4.1 Background to GROUP analysis 8
4.2 Results of GROUP analysis 11
4.3 Geotechnical capacity of piles 13
5 Discussion 14
5.1 Pile Layout No1 - 8No DN3000 14
5.2 Pile Layout No 2 – 12No DN3000 15
6 Conclusions 15
1 Introduction
The following file note summarises the findings of the ground and pile group
assessment carried out for the Bhola Bridge feasibility study in Bangladesh.
A0066326-132 RP-009-Appendix B
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2 Ground Conditions
The predominant soil type is fine micaceous sand with some silt, relative density
varies with depth.
Close to the surface at depths to 10m alluvial sediments comprise loose sands
and softs silts.
This assessment is based on sample descriptions and SPT testing carried out in
11No wash bore boreholes (BH01-BH11) installed at the site of the Tentulia,
Bhola Bridge Crossing.
The location of the boreholes relative to the Kalabador & Tentulia river channels
are shown in Figure 2-1 below.
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In the assessment of the relative soil density and correlation with soil friction
angle the Standard Penetration Test data has been adopted based on the work
of Peck et al (1953) shown in Figure 2-2 below.
Figure 2-2 Correlation of corrected SPT (N1)60 with Relative Density and Soil Friction angle
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4 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE – RP-132-09 APPENDIX B
Correction to the raw SPT data has been made to account for silt content,
effective overburden stress and energy efficiency of the drop hammer.
A summary of the corrected (N1)60 SPT data is provided in Table 2-1 and Figure
2-3 below.
A summary of the direct shear box test results from which estimates of soil
friction angle is provided in Figure 2-4 below.
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Published correlations of internal soil friction angle with corrected SPT blow
counts derived by Peck et al show favourable comparison with the site data as
shown in Figure 2-5 below.
Figure 2-5 Correlation of internal soil friction angle and (N1)60 SPT data for normally
consolidated soils
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On this basis, from the in-situ SPT and direct shear box data the following
ground model and characteristic geotechnical parameters have been adopted for
outline design.
Depth Terzaghi & Peck (1991) API (2000) Coefficients for Piles in
Range Sand
below Description Dr SPT Friction k Shaft Shaft End End
ground (%) N1(60) Angle (MN/ Friction Friction Bearing Bearing
level (Deg) m³) Factor Limit Factor Limit
Beta (kPa) Nq (kPa)
GL-35m Scour
35m- Medium 50- 22-26 34-36 6.5 0.29 67 12 3000
70m Dense 65
Sand/Silt
Below Dense 65- 26-30 36-38 20 0.37 81 20 5000
70m Sand/Silt 70
The loading nomenclature used for structural assessment is shown Figure 3-1
below.
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SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 59,000 +/- 2,240 +/- 6,754 +/- 165,770 +/- 61,284
SLS - 6.2 - SEISMIC (100 % TRA + 30 % LON) + 58,967 +/- 7,011 +/- 2,616 +/- 102,273 +/- 170,877
SLS - C - ERECTION STAGE + 48,000 +/- 690 +/- 80 +/- 130,000 +/- 25,000
SLS - 7.1 - SHIP IMPACT - HEAD ON + 59,727 +/- 23,517 +/- 1,021 +/- 79,356 +/- 114,078
SLS - 7.2 - SHIP IMPACT - SIDEWAYS + 63,408 +/- 5,036 +/- 14,249 +/- 156,962 +/- 51,832
ABS MAX + 69,743 +/- 23,517 +/- 14,249 +/- 295,136 +/- 170,877
4 Foundation Assessment
The foundation assessment has been carried out using GROUP analysis to
determine maximum pile forces and bending moments acting in individual piles
making up a pile group. GROUP is a pile group design software which allow the
analysis of the distribution of the above bridge loads on to the individual piles
founded in the ground conditions of the bridge site. At this stage of the design,
default soil stiffness parameters within the GROUP software have been assumed
based on the strength parameters derived for the bridge site.
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The resistance factor R4 is equal to 2.0 for tension loading and 1.6 for
compression loading on the pile shaft and 2.0 for compression loading on the
pile base.
The GROUP nomenclature for loading convention relative to the bridge axes is
different from the structural nomenclature shown in Figure 3-1 above. The
GROUP nomenclature is shown in Figure 4-1 below.
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An 8 pile group layout has been assessed for the post tensioned bridge option. A
12 pile group layout has been assessed for the extradosed bridge option.
The pile groups are orientated with the y-axis representing the longitudinal axis
of the bridge.
The axial and bending stiffness properties of the pile are given below.
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Pile Cap dimensions for the 8No DN3000 piles 23.5m by 20.6m by 3.5m.
GROUP load input for the post the post tensioned box girder option (8 Pile
Layout) is show in Table 4-2 below.
Table 4-2 GROUP loadings Option 1 Post Tension Bridge with Scour
Load Description
Case Vertical Longitudinal Transverse Transverse Longitudinal
Force Shear Bending Shear Bending
Fx (kN) Fy (kN) Mzz (kNm) Fz (kN) Myy (kNm)
1 110910 -7895 -202954 0 -5552
2 101238 -1021 -79356 -23517 -114078
3 104919 -14249 -156962 -5036 -51832
4 108014 -11698 -295136 -356 -32423
5 100478 -2616 -102273 -7011 -170877
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Pile Cap dimensions for the 12No DN3000 piles 23m by 32m by 4.5m.
GROUP load input for the post the extradosed bridge option (12 Pile Layout) is
show in
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Load Description
Case Vertical Longitudinal Transverse Transverse Longitudinal
Force Shear Bending Shear Bending
Fx (kN) Fy (kN) Mzz (kNm) Fz (kN) Myy (kNm)
1 221620 1923 472191 998 12112
2 208824 1753 219933 24273 115778
3 208824 12972 262580 5653 47349
4 219945 9753 567220 998 58954
5 207816 5582 292493 16352 430769
Maximum pile forces and moments are presented in Table 4-4 below:
FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 13630 -987 0 0 -17 -21338 9976
Pile N. 7 7 8 1 7 1 7
MAXIMUM 14097 -986 0 0 -10 -21331 10043
Pile N. 2 2 1 1 2 8 2
Load Case 2 Max Fz (Transverse Shear) MINIMUM -6325 -131 -3094 0 61761 -3076 24206
Pile N. 7 1 7 1 1 1 6
MAXIMUM 30038 -124 -2793 0 62840 -2766 27675
Pile N. 2 8 2 1 8 8 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 4328 -1818 -651 0 13035 -38206 15838
Pile N. 8 8 8 1 1 2 8
MAXIMUM 21393 -1745 -608 0 13360 -37941 18208
Pile N. 1 1 1 1 8 7 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 12472 -1464 -46 0 825 -31649 13688
Pile N. 7 7 8 1 1 1 7
MAXIMUM 14528 -1460 -43 0 900 -31593 14000
Pile N. 2 2 1 1 8 8 2
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 3197 -330 -901 0 17906 -7213 7752
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21493 -324 -852 0 18179 -7063 10381
Pile N. 2 2 1 1 8 8 2
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FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 12248 -162 83 0 -1764 -3863 3327
Pile N. 3 8 10 1 5 8 3
MAXIMUM 24363 -158 84 0 -1744 -3815 5037
Pile N. 10 5 3 1 8 5 10
Load Case 2 Max Fz (Transverse Shear) MINIMUM 5113 -152 -2086 0 42137 -3465 16799
Pile N. 11 1 11 1 1 1 11
MAXIMUM 28480 -140 -1963 0 42632 -3129 20034
Pile N. 2 12 2 1 12 12 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 14123 -1087 -478 0 9733 -22938 11388
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20577 -1075 -465 0 9890 -22844 12312
Pile N. 1 1 3 1 10 11 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 13149 -822 -84 0 1647 -17658 8540
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23258 -804 -82 0 1718 -17553 9954
Pile N. 5 5 3 1 10 10 5
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 3565 -469 -1413 0 27827 -10237 11753
Pile N. 11 11 12 1 3 1 11
MAXIMUM 29630 -461 -1315 0 28381 -9867 15472
Pile N. 2 5 1 1 10 12 2
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Pile design has been carried out for Design Approach 1 Combination 2 loading.
The loadings presented in the tables above are un-factored i.e. representative of
SLS loads.
In the comparison of static pile loads with geotechnical capacity a partial load
factor of 1.3 has been assigned to the component of Live load in accordance
with DA1 C2 of EC7.
Partial load factor of 1.0 has been applied to accidental and seismic actions.
Allowable compression and tension loads for piles with varying toe level to -
110mRL are shown in
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Figure 4-6 Allowable compression and tension loads for single piles with varying toe
level
5 Discussion
It is clear from Table 4-4 and Table 4-5 above that for both bridge options Load
Case 2, maximum transverse shear due to head on ship impact is governing the
design of the pile group foundation.
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Allowing for local scour around the pile group to -35mRL the pile capacity in
accordance with EC7 is equal to 30.5MN.
For static ULS design (Load Case 1 and Load Case 4) on the basis that the dead
load is shared evenly throughout the 8 piles, the maximum dead load
component acting on each pile is equal to 13.5MN. The live load component
1MN makes up the difference.
Applying a partial load factor of 1.3 to the live load component results in a ULS
load approximating to 14.8MN which is less than the 30.5MN pile capacity.
The capacity exceeds the maximum ALS vertical compression load of 30MN in
pile 2 under Load Case 2 (Accidental Ship Impact – Head On) and the vertical
compression load of 21MN in pile 2 under Load Case 5 (Seismic Loading).
The capacity exceeds the maximum tensile load of 6.3MN in pile 7 experienced
under load case 2.
The maximum pile moment about the longitudinal axis (Myy) of 63MNm is
experienced by Pile 8 under Load Case 2.
Allowing for local scour around the pile group to -35mRL the pile capacity in
accordance with EC7 is equal to 30.5MN.
This is only 1.25 times the maximum static load of 24.5MN for Permanent Dead
and Live loading effects. However, on the basis that the dead load is shared
evenly throughout the 12 piles, the dead load component acting on each pile is
equal to 18.5MN. The live load component 6MN makes up the difference.
Applying a partial load factor of 1.3 to the live load component results in a ULS
load approximating to 26.3MN which is less than the 30.5MN pile capacity.
The capacity exceeds the maximum ALS vertical compression load of 28.4MN in
pile 2 under load case 2 (Accidental Ship Impact – Head On) and the vertical
compression load of 29.6MN in pile 2 under load case 5 (Seismic Loading).
The maximum pile moment about the longitudinal axis (Myy) of 43MNm is
experienced by Pile 12 under load case 2.
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6 Conclusions
The pile groups analysed are considered adequate to resist all static dead and
live load combinations.
Ship impact forces are governing the geotechnical and structural design of the
piles.
Hydrodynamic forces acting on pile and pile cap have not been considered in the
assessment as they are less onerous than the ship impact loads.
For the post tensioned box girder option an 8No pile group consisting of 3m
diameter piles installed to -100mRL is considered adequate to resist axial
compression and tension forces arising from ship impact.
For the extradosed bridge option a 12No pile group comprising 3m diameter
piles installed to -100mRL is considered adequate to resist axial compression
forces arising from ship impact. Note that for all load cases analysed the piles
remain in compression.
Under seismic loading the both pile groups are under capacity.
Near surface deposits of loose sand are prone to liquefaction under seismic
loading. The effects of liquefaction on reduced lateral and axial restraint are
taken account of in the assessment through the removal of sediment to a depth
of -35mRL due to the effects of scour at the foundation.
Pile toe depth exceeds the maximum borehole depth. Consequently there
remains uncertainty as to the composition and characteristic strength of
sediments at and below the pile toe. In the future a campaign of supplementary
deep boreholes drilled to 120m depth would be necessary to inform preliminary
design of the scheme.
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BANGLADESH – 4 BRIDGES
FEASIBILITY STUDY
RP132-09 BHOLA BRIDGE
APPENDIX C
PRELIMINARY STRUCTURAL
DESIGN
CONTENTS
1 CONCEPTUAL DESIGN OF PRESTRESSED
CONCRETE BOX GIRDER BRIDGE 2
1.1 Introduction 2
1.2 Material properties 3
1.3 Foundation stiffness 5
1.4 Load definition 8
1.5 Structural analysis and capacity check 32
1.6 Conclusions 42
1.1 Introduction
This appendix summarises the load take down for foundation design and
preliminary design of the Prestressed Concrete Box Girder Bridge. The
calculations presented are preliminary and sufficient only to demonstrate the
preliminary design proposed. In all cases, further design development will be
required that may result in changes to the designs shown.
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Sign
Convention
Hand calculations have been carried out to check the lateral and rotational
stiffness output provided by GROUP.
For lateral loads, it can be approximated that the equivalent fixed point of a
piled foundation is located at an embedded depth of 3-6 x D, where D is the pile
diameter.
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(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
The lateral stiffness obtained by GROUP is used to back calculate the effective
length of the pile (Leff) and check the pile fixed point is at an embedment depth
of 3-6D.
No Scour
Sign
Convention
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Dead Load
The bridge dead load is defined using the geometrical properties of the structure
as shown below. Allowance is made for tendon anchorages and deviators by
increasing the concrete unit weight of the deck to 27kN/m³
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Preliminary assumptions have been made for the SDL. These are summarized
below. Detailed consideration of SDL loads will have to be carried out at a later
stage of the design.
Wind Load - WL
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Global Temperature
At this stage of preliminary design, global temperature effects have been assessed in terms of deck shortening and equivalent loads at
the piers in order to identify the optimal bridge unit length and preferred articulation system.
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Creep and shrinkage effects have been assessed in terms of deck shortening and equivalent loads at the piers in order to identify the
optimal bridge unit length.
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16 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
From the above calculations, the temperature and Creep & Shrinkage loads
resulting from a monolithic connection between the deck and the piers would be
excessive.
Therefore, it is proposed to provide sliding bearings to enable temperature and
long term differential movements between the deck and the substructure.
The optimal continuous deck length between movement joints is identified as
1,100m, however, smaller lengths can also be adopted.
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Earthquake loads
The four bridge crossing have been grouped according to their site Peak Ground
Acceleration (PGA):
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Non – isolated bridge (during a seismic event piers and deck are
connected by shock transmission units).
(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
With this approach, after the SDOF seismic mass and stiffness are calculated,
the fundamental period and the corresponding base seismic shear are also
calculated.
In this calculation, the following assumptions are also made:
- Pier cracked inertia during earthquake loads is: 0.7 x un-cracked inertia;
- Behaviour factor is equal to 1 for foundation loads (no formation of plastic
hinge is allowed in the foundation).
Calculations of the base seismic shear, VEQ, and associated bending moment,
MEQ, at the base of the pier are calculated as follows.
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20 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
› Option 1: piers (1) and (12) are longitudinally guided during a seismic
event. All other piers are equipped with STUs. During a seismic event only
piers (2) to (11) resist the seismic load along the longitudinal direction of
the bridge.
› Option 2: piers (1), (2), (11) and (12) are longitudinally guided during a
seismic event. All other piers are equipped with STUs. During a seismic
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event only piers (3) to (10) resist the seismic load along the longitudinal
direction of the bridge.
› Option 3: piers (1), (2), (3), (10), (11) and (12) are longitudinally guided
during a seismic event. All other piers are equipped with STUs. During a
seismic event only piers (4) to (9) resist the seismic load along the
longitudinal direction of the bridge.
Compared to option (1), options (2) and (3) correspond to structure with a
longer fundamental period and a smaller seismic acceleration. However, the
tributary seismic weight also increases resulting in higher seismic forces. From
the above, option (1) is selected.
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22 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
› Meghna, PGA=0.28g
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24 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
For Meghna bridge the Peak Ground Acceleration (PGA) is 0.28g, this is larger
than the PGA at Bhola, Karkhana and Paira (0.12g). For bridges located in areas
with large PGA values it is may be more convenient to consider isolating the
response of the superstructure from the substructure.
› Non – isolated bridge (during a seismic event piers and deck are connected
by shock transmission units).
This option is the most economic as it minimizes the requirement of
expensive Isolation and Dissipation devices. However, it results in a stiff
structure and larger seismic loads.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C 25
(The Figure above is extracted from Seismic Design and Retrofit of Bridges
– M.J.N. Priestley & G.M. Calvi)
With this option, Isolation and Dissipation (ID) devices, such as elastomeric or
friction pendulum bearings, are provided at the interfaces between the
superstructure and the substructure. These elements modify the response of the
structure resulting longer periods of vibration, higher damping ratios and in
general a reduction of the overall seismic forces.
The behaviour of the isolated structure and long-period ground motion will have
to be assessed at detailed stage design. At preliminary design stage, a lower
bound of 0.1g is considered in the response spectrum for long period range.
(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
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26 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
(The Figure above is extracted from Seismic Design and Retrofit of Bridges
– M.J.N. Priestley & G.M. Calvi)
Bearing force dissipation through damping will decrease seismic force on the
structure and it is a function of the dissipated energy. Therefore, bearing
damping depends on the amount of displacement the structure and the bearing
experience during a seismic event. In order to approximate this behaviour, with
the damping being a function of the displacements, a larger damping ratio
(15%) is only specified for return periods larger than 0.8 x T1 (T1=Fundamental
period). This is shown in the Figure below.
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Due to the high PGA (0.28g), the isolated deck bridge option is selected.
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30 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
Vessel collision, CV
The vessel impact load is assessed on the basis of section 1.14.8 of AASHTO
LRFD-07.
Where:
The vessel impact force, Ps, is the equivalent static load applied to the bridge
structure. This equivalent static force is calculated regardless the foundation
stiffness. Therefore, it may be conservative. At detailed design stage, a more
refined dynamic analysis can be prepared to assess the theoretical vessel impact
– structural energy dissipation mechanism in order to optimize the foundation
design.
100 % of the design impact force in a direction parallel to the alignment of the
centreline of the navigable channel, or
50 % of the design impact force in the direction normal to the direction of the
centreline of the channel.
At this stage of the design, the main consideration is centred on the impact force
global effects on the foundation, as such in accordance to section 3.14.14.1 of
AASHTO LRFD-07 the design impact force is applied as a concentrated force on
the substructure at the mean high water level of the waterway.
The impact force point load application is shown in the following Figure.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C 31
CV (a) = 23MN
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32 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
The structural analysis has been carried out by a computer Frame Analysis
models and hand calculations. The frame analysis models have been created
using NODLE (COWI UK In-house frame analysis program).
Deck
110m span
Force Convention
> x axis for loads along the longitudinal direction of the bridge
> y axis for loads along the transverse direction of the bridge
> z axis for vertical loads, positive upwards
> Mxx, moment about the longitudinal direction of the bridge
> Myy, moment about the transverse direction of the bridge
> Mzz, moment about the vertical axis
Reactions at the top of the pile cap are shown in the following pages.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C 35
The deck preliminary design has been carried out checking the deck structural
dimensions against AASHTO LFRD 2012 recommendations (section 5.14.2.3.10)
and experience from past projects. A summary of the key dimension is shown
below.
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36 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C
AASHTO recommendations
• The cantilever length of the top flange should preferably not exceed 0.45
the interior span of the top flange.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – BHOLA BRIDGE - RP-132-09 APPENDIX C 37
The proposed deck section dimension are in accordance to the code limitations
and indications from best practice.
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40 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
Bored Pile
FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 13630 -987 0 0 -17 -21338 9976
Pile N. 7 7 8 1 7 1 7
MAXIMUM 14097 -986 0 0 -10 -21331 10043
Pile N. 2 2 1 1 2 8 2
Load Case 2 Max Fz (Transverse Shear) MINIMUM -6325 -131 -3094 0 61761 -3076 24206
Pile N. 7 1 7 1 1 1 6
MAXIMUM 30038 -124 -2793 0 62840 -2766 27675
Pile N. 2 8 2 1 8 8 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 4328 -1818 -651 0 13035 -38206 15838
Pile N. 8 8 8 1 1 2 8
MAXIMUM 21393 -1745 -608 0 13360 -37941 18208
Pile N. 1 1 1 1 8 7 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 12472 -1464 -46 0 825 -31649 13688
Pile N. 7 7 8 1 1 1 7
MAXIMUM 14528 -1460 -43 0 900 -31593 14000
Pile N. 2 2 1 1 8 8 2
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 3197 -330 -901 0 17906 -7213 7752
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21493 -324 -852 0 18179 -7063 10381
Pile N. 2 2 1 1 8 8 2
› Meghna
Load Case 2 Max Fz (Transverse Shear) MINIMUM -7432 -131 -3137 0 67397 -3366 26361
Pile N. 7 1 7 1 1 1 6
MAXIMUM 31143 -124 -2752 0 68905 -2957 29991
Pile N. 2 8 2 1 8 8 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 3481 -1831 -658 0 14222 -41723 17123
Pile N. 8 8 8 1 1 2 8
MAXIMUM 22214 -1733 -602 0 14664 -41359 19702
Pile N. 1 1 1 1 8 7 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 12022 -1467 -47 0 906 -34481 14687
Pile N. 8 8 8 1 1 2 8
MAXIMUM 14972 -1458 -42 0 1006 -34390 15124
Pile N. 1 1 1 1 8 7 1
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 2981 -331 -907 0 19591 -7853 8411.3
Pile N. 7 7 8 1 1 1 7
MAXIMUM 21751 -323 -846 0 19965 -7656 11116
Pile N. 2 2 1 1 8 8 2
Load Case 6 Max Mzz (Transversel Moment) MINIMUM 7591 -1564 -437 0 9197 -36768 15282
Pile N. 8 8 8 1 1 2 8
MAXIMUM 17648 -1531 -399 0 9736 -36361 16788
Pile N. 1 1 1 1 8 7 1
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 41
The R.C. check is done using FAGUS, results are shown in the following Figures.
The design loads are within capacity. The typical pile utilization value is smaller
than 0.75 (< 1, OK). The maximum utilization value of 0.94 corresponds to ship
impact load. Although this is a high value close to 1, it corresponds to an
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42 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
extreme event scenario. This scenario will have to be investigated with more
detail at subsequent stage of design.
1.6 Conclusions
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 43
2.1 Introduction
This appendix summarises the load take down and preliminary design of the
Extradosed Concrete Box Girder Bridge. The calculations presented are
preliminary and sufficient only to demonstrate the preliminary design proposed.
In all cases, further design development will be required that may result in
changes to the designs shown.
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44 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
The material properties assumed for the structural analysis are summarized
below.
For concrete deck elements an increased unit weight of 27kN/m³ has been
assumed to model the additional loads of blisters and diaphragms.
MATERIAL ASSUMPTIONS
CONCRETE SELF-WEIGHT OF R.C.
Assume: Post tensioned deck= 27 kN/m³ =>(This includes an allowance for tendon
anchorages)
Other concrete elements= 25 kN/m³
CONCRETE
GRADE
DECK C50/60 - 20
PIERS C50/60 - 20
PILECAPS C40/50 - 20
PILES C40/50 - 20
CONCRETE YOUNG MODULUS: in accordance to EC2
Cylinder
Characteristic 20 25 30 40 45 50 60
Strength
Elastic Modulus
30 31 33 35 36 37 39
(kN/ mm2 )
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46 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
The foundation stiffness has been calculated using GROUP for the SCOUR case.
The GROUP output is shown below
5.80E-08
8.67E-06 -1.87E-08
8.76E-06 1.86E-08
0.00E+00
1.87E-08 7.46E-10
-1.86E-08 7.47E-10
Sign
Convention
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Dead Load
The bridge dead load is defined using the geometrical properties of the structure
as shown below. Allowance is made for tendon anchorages and deviators by
increasing the concrete unit weight of the deck to 27kN/m³
Deck
Pylon
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Earthquake load
The four bridge crossing have been grouped according to their site Peak Ground
Acceleration (PGA):
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Non – isolated bridge (during a seismic event piers and deck are
connected by shock transmission units).
(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
With this approach, after the SDOF seismic mass and stiffness are calculated,
the fundamental period and the corresponding base seismic shear are also
calculated.
In this calculation, the following assumptions are also made:
- Pier cracked inertia during earthquake loads is: 0.7 x un-cracked inertia;
- Behaviour factor is equal to 1 for foundation loads (no formation of plastic
hinge is allowed in the foundation).
Calculations of the base seismic shear, VEQ, and associated bending moment,
MEQ, at the base of the pier are calculated as follows.
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Pilecap - Stiffness
Pilecap transverse stiffness
KPC ,T = 705.00 MN/m
Pilecap longitudinal stiffness
KPC ,L = 705.00 MN/m
Seismic weight
Weight of the cantilever
Rv-cantile ve r= 75 MN
Weight of the pilecap and pier (assume a mass contribution factor of 0.2)
Rv-Substructure = 20 MN
Sum of seismic weight
Rv-SUM 95 MN
Longitudinal direction
TL= 0.78 s SaE= 0.25 g VEQ = 23.8 MN
MEQ = 314.7 MNm
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› Meghna. PGA=0.28g
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54 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
For Meghna bridge the Peak Ground Acceleration (PGA) is 0.28g, this is larger
than the PGA at Bhola, Karkhana and Paira (0.12g). For bridges located in areas
with large PGA values it is may be more convenient to consider isolating the
response of the superstructure from the substructure.
› Non – isolated bridge (during a seismic event piers and deck are connected
by shock transmission units).
This option is the most economic as it minimizes the requirement of
expensive Isolation and Dissipation devices. However, it results in a stiff
structure and larger seismic loads.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 55
Pilecap - Stiffness
Pilecap transverse stiffness
KPC ,T = 705.00 MN/m
Pilecap longitudinal stiffness
KPC ,L = 705.00 MN/m
Seismic weight
Weight of the cantilever
Rv-cantile ve r= 75 MN
Weight of the pilecap and pier (assume a mass contribution factor of 0.2)
Rv-Substructure = 20 MN
Sum of seismic weight
Rv-SUM 95 MN
Longitudinal direction
TL= 0.78 s SaE= 0.79 g VEQ = 74.8 MN
MEQ = 991.3 MNm
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56 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
› Isolated bridge
(The Figure above is extracted from Seismic Design and Retrofit of Bridges
– M.J.N. Priestley & G.M. Calvi)
With this option, Isolation and Dissipation (ID) devices, such as elastomeric or
friction pendulum bearings, are provided at the interfaces between the
superstructure and the substructure. These elements modify the response of the
structure resulting longer periods of vibration, higher damping ratios and in
general a reduction of the overall seismic forces.
The behaviour of the isolated structure and long-period ground motion will have
to be assessed at detailed stage design. At preliminary design stage, a lower
bound of 0.1g is considered in the response spectrum for long period range.
(The Figure above is extracted from Seismic Design and Retrofit of Bridges –
M.J.N. Priestley & G.M. Calvi)
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 57
(The Figure above is extracted from Seismic Design and Retrofit of Bridges
– M.J.N. Priestley & G.M. Calvi)
Bearing force dissipation through damping will decrease seismic force on the
structure and it is a function of the dissipated energy. Therefore, bearing
damping depends on the amount of displacement the structure and the bearing
experience during a seismic event. In order to approximate this behaviour, with
the damping being a function of the displacements, a larger damping ratio
(15%) is only specified for return periods larger than 0.8 x T1 (T1=Fundamental
period). This is shown in the Figure below.
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58 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
Longitudinal direction
TL= 2.91 s SaE= 0.12 g VEQ = 10.9 MN
MEQ = 290.1 MNm
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 59
Vessel collision, CV
The vessel impact load is assessed on the basis of section 1.14.8 of AASHTO
LRFD-07.
Where:
The vessel impact force, Ps, is the equivalent static load applied to the bridge
structure. At detailed design stage, a more refined dynamic analysis can be
prepared to assess the theoretical vessel impact – structural energy dissipation
mechanism.
100 % of the design impact force in a direction parallel to the alignment of the
centreline of the navigable channel, or
50 % of the design impact force in the direction normal to the direction of the
centreline of the channel.
At this stage of the design, the main consideration is centred on the impact force
global effects on the foundation, as such in accordance to section 3.14.14.1 of
AASHTO LRFD-07 the design impact force is applied as a concentrated force on
the substructure at the mean high water level of the waterway.
The impact force point load application is shown in the following Figure.
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CV (a) = 23MN
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 61
The structural analysis has been carried out computer Frame Analysis models
and hand calculations. The frame analysis models have been created using
NODLE (COWI UK In-house frame analysis program).
Force Convention
> x axis for loads along the longitudinal direction of the bridge
> y axis for loads along the transverse direction of the bridge
> z axis for vertical loads, positive upwards
> Mxx, moment about the longitudinal direction of the bridge
> Myy, moment about the transverse direction of the bridge
> Mzz, moment about the vertical axis
Reactions at the top of the pile cap are shown in the following pages.
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64 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
The deck structural dimensions have checked against AASHTO LFRD 2012
recommendations (section 5.14.2.3.10) and experience from past projects. A
summary of the key dimension is shown below.
AASHTO reccomendations
• The cantilever length of the top flange should preferably not exceed 0.45
the interior span of the top flange.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 65
The proposed deck section dimension are in accordance to the code limitation.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 67
FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 12248 -162 83 0 -1764 -3863 3327
Pile N. 3 8 10 1 5 8 3
MAXIMUM 24363 -158 84 0 -1744 -3815 5037
Pile N. 10 5 3 1 8 5 10
Load Case 2 Max Fz (Transverse Shear) MINIMUM 5113 -152 -2086 0 42137 -3465 16799
Pile N. 11 1 11 1 1 1 11
MAXIMUM 28480 -140 -1963 0 42632 -3129 20034
Pile N. 2 12 2 1 12 12 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 14123 -1087 -478 0 9733 -22938 11388
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20577 -1075 -465 0 9890 -22844 12312
Pile N. 1 1 3 1 10 11 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 13149 -822 -84 0 1647 -17658 8540
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23258 -804 -82 0 1718 -17553 9954
Pile N. 5 5 3 1 10 10 5
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 3565 -469 -1413 0 27827 -10237 11753
Pile N. 11 11 12 1 3 1 11
MAXIMUM 29630 -461 -1315 0 28381 -9867 15472
Pile N. 2 5 1 1 10 12 2
› Meghna
FOR. X, KN FOR. Y, KN FOR. Z, KN MOM X, KN- M MOM Y, KN- M MOM Z, KN- M STRESS, KN/ M**2
Load Case 1 Max Fx (Vertical) MINIMUM 12304 -163 82 0 -1934 -4143 3455
Pile N. 3 8 10 1 5 8 3
MAXIMUM 24351 -158 84 0 -1906 -4084 5156
Pile N. 10 5 3 1 8 2 10
Load Case 2 Max Fz (Transverse Shear) MINIMUM 4452 -153 -2104 0 46129 -3795 18270
Pile N. 11 1 11 1 1 1 11
MAXIMUM 29152 -139 -1947 0 46821 -3348 21658
Pile N. 2 12 2 1 12 12 2
Load Case 3 Max Fy (Longitudinal Shear) MINIMUM 13777 -1090 -480 0 10652 -25091 12221
Pile N. 12 12 10 1 3 2 12
MAXIMUM 20917 -1073 -463 0 10865 -24967 13243
Pile N. 1 1 3 1 10 11 1
Load Case 4 Max Mzz (Transverse Moment) MINIMUM 13429 -824 -84 0 1808 -19249 9180
Pile N. 8 8 10 1 3 3 8
MAXIMUM 23028 -802 -82 0 1903 -19120 10520
Pile N. 5 5 3 1 10 10 5
Load Case 5 Max Myy (Longitudinal Moment) MINIMUM 5315 -436 -1109 0 23879 -10354 10616
Pile N. 11 11 12 1 3 1 11
MAXIMUM 27602 -428 -1031 0 24430 -9975 13819
Pile N. 2 5 1 1 10 12 2
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The R.C. check is done using FAGUS, results are shown in the following Figures.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 69
The design loads are within capacity. The maximum utilization value of 0.60
corresponds to ship impact load. Reinforcement detailed design shall be carried
out at detailed stage design.
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2.6 Conclusions
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3.1 Introduction
This appendix summarises the load take down and preliminary design of the
300m main span Cable Stayed Bridge. The calculations presented are
preliminary and sufficient only to demonstrate the preliminary design proposed.
In all cases, further design development will be required that may result in
changes to the designs shown.
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The material properties assumed for the structural analysis are summarized
below.
For concrete deck elements an increased unit weight of 27kN/m³ has been
assumed to model the additional loads of blisters and diaphragms.
MATERIAL ASSUMPTIONS
CONCRETE SELF-WEIGHT OF R.C.
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 73
3.89E-08
7.09E-06 -5.95E-09
7.37E-06 1.17E-08
0.00E+00
1.20E-08 4.39E-10
-5.90E-09 2.23E-10
Sign
Convention
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For concrete deck elements an increased unit weight of 27kN/m³ has been
assumed to model the additional loads of blisters and diaphragms.
At pier diaphragm
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The structural analysis has been carried out by a computer Frame Analysis
models and hand calculations. The frame analysis models have been created
using NODLE (COWI UK In-house frame analysis program).
Deck
300m span
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› No scour case
Fz Fy Fx Myy Mxx
LOAD COMBINATION
(kN) (kN) (kN) (kNm) (kNm)
SLS - 0 - PERMANENT + 193,930 +/- 0 +/- 63,683 +/- 181,709 +/- 14,545
SLS - 1 - PERMANENT + LL + 220,267 +/- 814 +/- 69,802 +/- 493,770 +/- 16,520
SLS - 2.1 - PERMANENT + LL + WIND + 220,267 +/- 4,066 +/- 69,802 +/- 493,770 +/- 198,914
SLS - 2.4 - PERMANENT + WIND + 193,930 +/- 11,398 +/- 63,683 +/- 181,709 +/- 422,838
SLS - 3 - PERMANENT + LL + TG + 218,310 +/- 814 +/- 79,678 +/- 838,351 +/- 74,428
SLS - 4 - PERMANENT + LL+ LONG. LL + 218,047 +/- 833 +/- 68,890 +/- 451,585 +/- 74,063
SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 218,988 +/- 16,243 +/- 88,910 +/- 1,345,269 +/- 418,046
SLS - 6.2 - SEISMIC (100 % TRA + 30 % LON) + 208,703 +/- 52,484 +/- 73,232 +/- 500,795 +/- 1,330,228
SLS - C - ERECTION STAGE + 48,000 +/- 690 +/- 80 +/- 130,000 +/- 25,000
SLS - 7.1 - SHIP IMPACT - HEAD ON + 206,138 +/- 24,462 +/- 66,725 +/- 147,694 +/- 147,407
SLS - 7.2 - SHIP IMPACT - SIDEWAYS + 217,838 +/- 5,504 +/- 66,726 +/- 148,616 +/- 61,418
ABS MAX + 220,267 +/- 52,484 +/- 88,910 +/- 1,345,269 +/- 1,330,228
› Scour case
Fz Fy Fx Myy Mxx
LOAD COMBINATION
(kN) (kN) (kN) (kNm) (kNm)
SLS - 0 - PERMANENT + 193,930 +/- 0 +/- 63,683 +/- 181,709 +/- 14,545
SLS - 1 - PERMANENT + LL + 220,267 +/- 814 +/- 69,802 +/- 493,770 +/- 16,520
SLS - 2.1 - PERMANENT + LL + WIND + 220,267 +/- 4,066 +/- 69,802 +/- 493,770 +/- 198,914
SLS - 2.4 - PERMANENT + WIND + 193,930 +/- 11,398 +/- 63,683 +/- 181,709 +/- 422,838
SLS - 3 - PERMANENT + LL + TG + 218,310 +/- 814 +/- 79,678 +/- 838,351 +/- 74,428
SLS - 4 - PERMANENT + LL+ LONG. LL + 218,047 +/- 833 +/- 68,890 +/- 451,585 +/- 74,063
SLS - 6.1 - SEISMIC (30 % TRA + 100 % LON) + 216,814 +/- 6,136 +/- 89,934 +/- 1,389,601 +/- 196,249
SLS - 6.2 - SEISMIC (100 % TRA + 30 % LON) + 208,050 +/- 18,748 +/- 73,538 +/- 514,070 +/- 570,798
SLS - C - ERECTION STAGE + 48,000 +/- 690 +/- 80 +/- 130,000 +/- 25,000
SLS - 7.1 - SHIP IMPACT - HEAD ON + 206,138 +/- 24,462 +/- 66,725 +/- 147,694 +/- 147,407
SLS - 7.2 - SHIP IMPACT - SIDEWAYS + 217,838 +/- 5,504 +/- 66,726 +/- 148,616 +/- 61,418
ABS MAX + 220,267 +/- 24,462 +/- 89,934 +/- 1,389,601 +/- 570,798
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BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C 77
Figure - Deck deflected shape for permanent loads (no balancing of model)
Figure - Deck bending moment for permanent loads (no balancing of model)
Figure - Deck deflected shape for permanent loads (after balancing of model)
Figure - Deck bending moment for permanent loads (after balancing of model)
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Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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› SLS 2-1 – Permanent loads + Traffic live load (HA) + Wind Load Transverse
Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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› SLS 4-2 - Permanent loads + Traffic live Load (HB) + Longitudinal Traffic
load (HB)
Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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Top of deck
level
Top of deck
level
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General Arrangement
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Reinforcement
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General Arrangement
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Reinforcement
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Sect. 1 Sect. 2
General Arrangement
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Reinforcement
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General Arrangement
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Reinforcement
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Sect. 1 Sect. 2
3.6
SLS-3-1
SLS-3-1
Conclusions
64
65
-253435
-228161
366466
351512
77481
0
269
0
10880
10881
0.81
0.74
0.33
0.3
SLS-3-2 66 -314194 312382 76853 1289 103303 0.88 0.37
SLS-3-2 67 -271110 293600 77134 324 9553 0.78 0.32
SLS-3-2 68 -269738 275085 77237 269 9563 0.76 0.32
The preliminary design of the extradosed bridge option is presented in this
SLS-3-2 69 -268365 256964 77250 269 9571 0.74 0.31
SLS-3-2 70 -266993 239027 77265 269 9579 0.72 0.3
calculation note. Drawings showing the general arrangement of and structural
SLS-3-2 71 -265620 221163 77281 269 9585 0.71 0.3
SLS-3-2 72 -264248 203339 77300 269 9591 0.69 0.29
design of the bridge are attached in Appendix A.
SLS-3-2 73 -262875 185560 77320 269 9595 0.67 0.29
SLS-3-2 74 -261503 168208 77344 269 9599 0.66 0.28
SLS-3-2 75 -260130 152892 77371 269 9602 0.64 0.28
SLS-3-2 76 -258758 139432 77407 269 9604 0.63 0.27
SLS-3-2 77 -257385 126581 77481 269 9605 0.62 0.27
SLS-3-2 78 -239850 114162 0 0 9604 0.56 0.24
SLS-4-2 79 -308617 317418 75923 1281 97115 0.87 0.36
SLS-4-2 80 -267224 306917 76291 316 5375 0.78 0.32
SLS-4-2 81 -265852 296648 76464 261 5365 0.77 0.32
SLS-4-2 82 -264479 286704 76564 261 5357 0.76 0.32
SLS-4-2 83 -263107 276928 76665 261 5349 0.75 0.31
SLS-4-2 84 -261734 267231 76767 261 5343 0.74 0.31
SLS-4-2 85 -260362 257583 76871 261 5337 0.73 0.3
SLS-4-2 86 -258989 247986 76976 261 5333 0.72 0.3
SLS-4-2 87 -257617 238725 77083 261 5329 0.71 0.3
SLS-4-2 88 -256244 231002 77194 261 5326 0.7 0.29
SLS-4-2 89 -254872 224683 77310 261 5324 0.69 0.29
SLS-4-2 90 -253499 218848 77456 261 5323 0.68 0.29
SLS-4-2 91 -231665 213341 0 0 5324 0.62 0.26
SLS-6-1 92 -205590 1303376 245802 9754 93152 2.24 not OK 0.83
SLS-6-1 93 -166367 1242234 228561 9110 30652 2.21 not OK 0.86
SLS-6-1 94 -165452 1180903 211337 9056 30780 2.07 not OK 0.8
SLS-6-1 95 -164538 1119432 194224 9036 30901 1.94 not OK 0.74
SLS-6-1 96 -163623 1057790 177329 9013 31012 1.81 not OK 0.68
SLS-6-1 97 -162708 995973 160719 8986 31115 1.68 not OK 0.62
SLS-6-1 98 -161794 933992 144488 8955 31209 1.55 not OK 0.56
SLS-6-1 99 -160879 871870 128777 8921 31294 1.43 not OK 0.51
SLS-6-1
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4100 -159964
Bridges\3 809710
- Docs\3.50 113811 Tech
Reports\3.Prelim 8882
- Second 31370 1.31
Stage\RP009 Appendixnot OK
C Bhola 0.47 Preliminary Design
Bridge
SLS-6-1 101 -159050 747890 99949 8839 31437 1.19 not OK 0.43
Rev 01.docx
SLS-6-1 102 -158135 687852 87783 8791 31494 1.09 not OK 0.39
SLS-6-1 103 -157221 635901 78259 8739 31543 1 not OK 0.36
SLS-6-1 104 -143921 584191 63818 1216 31484 0.92 not OK 0.33
SLS-6-2 105 -195395 451825 779832 30770 74092 1.56 not OK 0.5
102 BANGLADESH – 4 BRIDGES FEASIBILITY STUDY – MEGHNA BRIDGE - RP-132-06 APPENDIX C
O:\A065000\A066326\00-Won Bids\132 RFP for Feasibility Study of 4 Bridges\3 - Docs\3.50 Reports\3.Prelim Tech - Second Stage\RP009 Appendix C Bhola Bridge Preliminary Design Rev
01.docx