Equatorial Journal of Engineering (2020) Volume 2, 6 - 19 ISSN: 2144-7977

MANUAL DESIGN OF BALANCED CANTILEVER

BRIDGE WITH MAIN SPANS OF 100m, 150m, 200m, 250m
AND 300m RESPECTIVELY IN EUROCODE
Onwuka Francis Echezona1, Mbaoma Sylvester Chinaedu2, Wokocha Innocent
Okechukwu3,Onwumere Nelson Chibuzor4
1234
Department of Civil Engineering, Chukwuemeka Odumegwu Ojukwu University, Uli, Nigeria.
E-mail: onwukafrancis12@gmail.com1, mbaomachinedu0410@gmail.com2, innocentowokocha@gmail.com3,
nelsononwumere089@gmail.com4

ABSTRACT
This study perform manual analysis and design of balanced cantilever bridges in accordance to Euro codes of
practice for main spans of 100m, 150m, 200m, 250m and 300m respectively. The results obtained includes
design moments, design shear forces, pre-stressing forces, area of strands, number of strands and number of
cables. The detailed drawings for the proposed bridge showing the side view and top view of the bridge with
respect to pre-stressing cables were obtained at the end of the design in accordance to Euro codes of practice.
The design was done considering only the superstructure which forms the dynamic element as a load carrying
member. The segments of the bridge ranged from 15 to 48. The amount of tendons and number of segment
needed during construction can be decrease by shorten the span of the bridge. For cantilever tendon design,
user need to start design by selecting high moment during construction to get maximum pre-stressing force and
maximum number of tendons during construction. Tendons arrangement is to be made in horizontal straight
line. Fewer tendons will increase the amount of strands inside each particular tendon which depend on the
engineer and supply available might be beneficial. Placing a large number of tendons at beginning of
construction phase was recommended. All designs were performed in accordance to Eurocode provisions as
well as other standard literatures. The bridges were design as a pre-stressed concrete bridge.

How to cite this article: Echezona, O. F., Chinaedu, N. F., Okechukwu, W. I. and Chibuzor, O. N. (2020).
Manual Design of Balanced Cantilever Bridge with main spans Of 100m, 150m, 200m, 250m And 300m
Respectively in Eurocode. Equatorial Journal of Engineering, 2: 6 – 19.

1. INTRODUCTION for construction of super-structure and substructures

A bridge can be defined as structure
providing passage over an obstacle without closing
the way beneath. The passage may be used to
construct a road, a railway, pedestrians, a canal or a
pipeline. The obstacle to be crossed may be a river,
a road, railway or a valley (Prayful and Hanumant,
2015). A bridge consists of the superstructure, the
substructure, and the foundation. The superstructure
may be constructed from plate, box, or truss girders
that act alone or are supported by arches, portal
frames, stay cables, or suspension cables.
The substructure includes the abutments, the
piers, and any pylons or towers. The materials used
may be stone, timber, steel, and reinforced or
prestressed concrete.
Bridge design and construction is one of the
most challenging issues for a structural engineer.
Considerations must be made with respect to
structural systems, construction materials,
foundation types, or execution processes that are
based on structural performance, construction and
maintenance costs, local conditions, and aesthetics.
There has been a rise in structural collapse
of bridges owing to poor designs in many parts of
the world especially in developing countries like
Nigeria hence, the need to ensure that students
| Equatorial Journal of Engineering 6

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master the art of structural design using different
recommended code of practice. In the present study,
manual approach was used to design balanced
cantilever bridges to British Standard codes and
Eurocodes.
Structural engineers are the main actors in
the design of bridges (Vayas and Iliopoulos, 2014).
Concrete slab and girder bridges are the most
common bridge types. Slab and girder bridges can
beeasily constructed and are used when the
economical span limit of solid slab bridges are
exceeded. For simply supported spans, this limit is
generally found to be nearly 10 meters and for
continuous or balanced cantilever type structures,
this limit is 20 to 25meters (Shreddha, 2016). Tee
beam deck slab bridges are the principal type
among the cast-in-place concrete bridges, and
consist
s of main girders, cross girders which impart
lateral rigidity to the deck slab and deck slab which
runs between T-beams continuously (Manohar and
Chandra, 2018).
A comprehensive study about design of box-
girder bridge using balance cantilever method was
presented by Benjamin (2015). His thesis discussed
the methodology used to design balanced cantilever
bridge and touched on the type of box-girder used
for bridge and construction method used for
constructing bridge using balance cantilever
method. Method of construction is main concern in
designing balance cantilever bridge where load
apply during construction to the structure need to be
determine before designing the bridge. Other study
about conceptual design of long-span cantilever
constructed concrete bridges was performed by
Honorio (2007).
Balanced cantilever bridges are adopted for
comparatively longer spans where simply
supported, continuous or rigid frame type
superstructures are found unsuitable. Simply
supported decks of any type having spans more than
20m to 25m require comparatively greater depths
and therefore, become uneconomical (Shraddha,
2016).
Davidson (2014), studied the design choices
and their influence on the shear force design of
reinforced concrete bridge decks. He investigated
how different shear force design choices influence
the final design of reinforced concrete bridge decks
in terms of shear reinforcement. The results showed
Electronic copy available at: https://ssrn.com/abstract=3694237
that there was not much difference between the
various methods as regards to the shear force and
the distribution widths for peak shear forces
obtained in a linear analysis.
Shraddha (2016), performed manual
analysis and design of balanced cantilever bridges
under IRC loading. Following a decision by the
European Commission to develop harmonized
technical specifications in the field of construction,
and after an effort of almost 40 years, the Eurocodes
were prepared to be used as design codes in
replacement of national standards. By the correct
use of the Eurocodes and all underlying standards, it
is demonstrated that construction works including
bridges are sufficiently safe (Vayas and Iliopoulos,
2014).
Khalil (2015) investigated the behavior of
the box beam girder under pure torsion. He
described various methods for torsional
strengthening of concrete box beams. In their
search, the box beam was strengthened
experimentally with external pre-stressing technique
using two different directions horizontally and
vertically. Also a computing procedure was
developed to predict torsional capacities of the box
beams under torsion and the results were compared
with the experimental one. In the study, ten
strengthened box beams using external pre-stressing
technique with and without web opening were
tested. The study emphasizes pre-stressing direction
and transverse opening dimensions. The torsional
capacities, failure modes, stress in external tendon
and strain in internal reinforcement were studied in
detail. The experimental results indicated that the
contribution of external pre-stressing technique for
horizontal and vertical direction to torsional
capacity of box beam with and without opening was
significant, with ratios ranging from 31% to 58%
respectively. It was found that the presence of
transverse opening decreases the torsional capacity
compared to beam without opening, the result
proposed and modified equation of Egyptian code
and of box beam (Khalil, 2015).
2.0 LITERATURE REVIEW
2.1 Merits of Balanced Cantilever Bridges
According to Shreddha (2016), balanced
cantilever bridges have the following advantages:
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 The structures are statically determinate and the
moments, shears at centers, may be found out by
the basic rules of statics equilibrium.
 Elimination of the possibility of cracks due to
unequal settlement of the foundations.
 Balanced cantilever bridge structure is also
comparable to some extent with continuous
structures since the free positive moment at the
mid-span is partly balanced by the negative
Figure 2.3 Multi span cantilever bridge (Shreddha,
moment caused by the cantilever and thereby
2016)
leads to economy in materials.
 Balanced cantilever bridges also require one
line of bearings over the piers similar to
continuous bridges.
For bridging smaller channels, usually one central
longer span with two shorter end spans of the types
as shown in Figure 2.3a and 2.3b are adopted but
where the bridge length is more, repetition of the
type of span illustrated in Figure 2.4.

Figure 2.1 Moment in balanced cantilever bridge

due to UDL Figure 2.4 Balanced cantilever bridges (Shreddha,
2016)

2.2 Design of Segmental Bridges

Figure 2.2 Methods of bridge construction (Lucko
and Garko, 2015)
2.2.1 Durability and fire Resistance
Section 2.4.1 of BS EN 1990 Clause 4.4.1.4
and Clause 4.4.1.2 of BS EN 1992-1-1 provided the
equation for the calculation of nominal cover.
Minimum cover due to bond requirement
(4.4.1.2(3)) quote that minimum cover due to
environmental conditions of Table NA.2.1 of the
UK National Annex to BS EN 1990, the design
working life for a bridge is 120 years. The exposure
class is defined for both Table 4.1 in BS EN 1992-
1-1 and recommendation from section 4.2 in BS EN
1992-2. Therefore, exposure class is determined to
be XC3 for moderate humidity on all surface of the
bridge.

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 In accordance with National Annex to BS Table 2.2𝜑 factors for road bridge (NA to BS EN
EN 1992-1-1, the minimum concrete cover to 1990 table NA.A2.1)
environmental conditions, minimum cover and 𝜑 𝜑1 𝜑2
durability is taken from Table A.5 and A.11 of BS Tendon 0.75 0.75 0
8500-1:2001. With a design life of 120years, system
C50/60 concrete for the beams, C40/50 concrete for UDL 0.75 0.75 0
the deck, and an exposure class of XC3, the 𝑔𝑟
Pedestrian 0.40 0.40 0
minimum cover for both designs is determined from 1a loads
Table A.5 to be 30mm. Also table NA.1 of the 𝑔𝑟3 Pedestrian 0 0.40 0
national Annex defines the additive safety factor loads
and reduction factor to be equal to zero. 𝑔𝑟3 Special 0 0 0
Vehicle
2.2.2 Nominal Cover
The nominal cover is the sum of the In combination for the ultimate limit states,
minimum cover and an allowance for deviation in four categories are considered: equilibrium (EQU),
fabrication (Dietrich, 2011). The allowance for Structural member resistance (STR) and
deviation (∆𝑐𝑑𝑒𝑣) is recommended by table NA.1 geotechnical limit state (GEO) and fatigue
of National Annex to be 10mm. This allowance verifications (FAT). In the design of a bridge deck,
maybe reduced to 5mm if the fabrication of the the STR limit states typically the main concern,
beam is subjected to quality assurance or up to clause NA.2.3.7.1 of the National Annex specified
10mm, if it can be assured that an accurate that for bridge, Equation (6.10) in BS EN 1990,
measuring device is used for monitoring and that showed below should be applied for the
non-confirming members are referred. Table A.1 combination.
through A.12 of BS EN 1991-1-1 provides nominal
densities of typical construction material that can be Ed = E(γGj GKJ + γp P + QK1 i + Qi φQi QK1i
used with nominal dimensions to determine the
weight of each component of the bridge. (2.2)
For the limit state, partial factors of safety
2.2.3 Combination for Serviceability Limit State are also included in the combination, defining
For the serviceability limit state, the combinations design values for each action.
of actions are considered which includes; The National Annex to BS EN 1990 defines
Characteristic, requirement and Quasi-Permanent. the partial factors for each limit state in table
NA.A2.4 (A), B and (C) and clause 2.4.2.2 in the
The 𝜑 factors are defined in table NA.A2.1 of the
National Annex to BS EN 1990 for road bridges. National Annex to BS EN 1992-1-1 defines
favorable and unfavorable partial factors for the
Table 2.1 Nominal diameter for self-weight prestress force. Under this study, the STR limit state
(Dietrich, 2011) is applied with the equation above and the partial
factors are defined by table NA. A2.4 (B) as shown
Material Density BS EN 1991-
below:
(KN/m3) 1-1
Reinforced/Prestress Table A.1
concrete 25
Wet concrete Table A.1
26
Hot-rolled asphalt Table A.6
23

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 3 1
Table 2.3: Partial factors for design values of 𝛾𝑚𝑖𝑛 = 0.035𝐾 2 𝑓𝑐𝑘 2 NA to BS EN 1992
actions (NA to BS EN 1990 table NA.A2.4 (B); NA − 2, clause 6.2.2 101 (2.10)
to BS EN 1992-1-1 clause 2.4.2.2)
In the equation, the K1 and 𝜎𝐶𝑃 factors
𝛾𝑢𝑛 𝑝𝑎𝑟𝑡𝑖𝑎𝑙 𝛾𝑢𝑛 𝑝𝑎𝑟𝑡𝑖𝑎𝑙 𝜑0 account for the compression due to prestress. With
(un (favorable) the factor K1 equal to 0.15, as per the National
favorable) Annex to BS EN 1992 − 2, the shear capacity of
Self- 1.35 0.95 - the longitudinal stress due to prestressing.
weight
Super- 1.20 0.95 - Table 2.4: Properties of Stands (part3 of Pr EN
Imposed 10138, table 2)
Prestress 1.10 0.90 - Y182057G Y186057G
Traffic 1.35 0 N/A 𝑄𝑃 (mm) 15.2 12.7
A (mm2) 165 112
2.2.4 Shear Resistance of the Concrete fPk (Mpa) 1820 1860
Clause 6.2.2 (101) in BS EN 1992-2 provide fP0.1k (Mpa) 1565.2 1610
the following equation for concrete shear resistance
𝑃𝑈 (𝐾𝑁) 300 208
in bridges.
1 𝑃𝑖 (𝐾𝑁) 219 153
𝑉𝑅𝑑𝑐 [𝐶𝑅𝐷𝐶𝐾 100𝑃1 𝑃𝐶𝐾 )3 + 𝐾1 𝜎𝐶𝑃 𝑏𝑤𝑑 (2.3)
With a minimum of:
𝑉𝑅𝑑𝑐 [𝑉𝑚𝑖𝑛 +𝐾1 𝜎𝐶𝑃 𝑏𝑤𝑑 (2.4) Table 2.5 Concrete properties (BS EN 1992-1-1,
Where: table 3.1)
0.18 . C30/ C35/4 C40/4 C45/5 C50/6
CRDC = NA to BS EN 1992 37 5 5 5 0
γC
Fck 30 35 40 45 50
− 2, clause 6.2.2 101 (2.5)
(Mpa)
𝛾𝐶 = 1.50(BS EN 1992 − 1 − 1, clause 2.4.2.4)
. 37 45 50 55 60
200 . 38 43 48 53 58
K=1+ ≤ 2.0 with d in mm (2.6)
dp . 2.9 3.2 3.5 3.8 4.1
. 33 34 35 36 37
dp = distance from top of slab to CGS of strand.
𝐴𝑝
P1 = ≤ 𝑜. 02 (2.7)
𝑏𝑤𝑑𝑝 2.3 Technology of Prestress or Method of
where bw = smallest width of the cross section, Prestressing
dw = smallest width of the cross section, Ap Mutsuyoshi and Nguyen (2010), prestressed
= total area of the prestresing strands concrete (PC) technology is widely being used all
and fck = concrete strenght in Mpa. over the world in construction of wide range of
𝐾1 = O. 15(NA to BS EN 1992 structures, particularly bridge structures. In Japan,
− 2, clause 6.2.2) (101) the application of prestressed concrete was first
𝛾𝑝𝑓𝑎𝑟 .𝑃 introduced in the 1950s, and since then, the
K1 = ≤ 𝑜. 02𝑓𝑐𝑡𝑑 (2.8)
𝐴𝐶 construction of PC bridges has grown dramatically.
𝛾𝑝𝑓𝑎𝑟 = 0.9(NA to BS 1992 − 1 The increased interest in the construction of PC
− 1, clause 2.4.2.2) bridges can be attributed to the fact that the initial
Where P = Prestressing force and Ac and life-cycle cost of PC bridges, including repair
= Area of the section and maintenance, are much lower than those of
∝𝑐𝑐 𝑓𝑐𝑘 steel bridges. Moreover, comparing to the
𝐹𝑐𝑑 = 𝐵𝑆 𝐸𝑁 1992 reinforced concrete (RC) bridges, PC bridges are
𝛾𝐶
more economically competitive and aesthetically
− 2, 𝑐𝑙𝑎𝑢𝑠𝑒 3.1.2 101 𝑝 (2.9)
superior due to the employment of high-strength
Where ∝𝑐𝑐 = 1.0, d = depth of section.
materials.
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2.3.1 Pre-tensioned and Post-tensioned
According to Pielstick and Plotkin (2002),
pre-tensioning and post-tensioning refer to the
sequence in which the concrete is placed with
reference to the stressing of the steel strands. In a
pre-tensioned system, the steel strands are stretched
and anchored at the ends of a casting bed before the
concrete is placed. Pre-tensioning does not use any
type of duct to surround the steel strands; the
concrete is placed directly on and around the
stressed steel strands within forms. After the
concrete has reached adequate strength, the strands
are cut free from their anchors. The concrete’s bond
to the strand transfers the prestressing force. Pre-
tensioning occurs at a precasting plant or yard
generally located at a site separate from the final
erection / construction site. Examples of pre-
tensioned members are concrete piling and standard
AASHTO beams. The contact and bonding of the
concrete with the prestressed steel protects it from
corrosion.
A post-tensioned system is when anchorages
and ducts are positioned in the casting bed prior to
concrete placement to accommodate the installation
and stressing of the post-tensioning steel at a future
date after the concrete has cured adequately. Post-
tensioning is often used to make several beams
continuous or in hammer-head piers, floor-slabs and
in segmental box-girder construction Since the
concrete is not directly bonded with the post-
tensioned steel, the PT steel is not bonded or
protected in the same way as is pretensioned steel.
Grout provides the bonding and immediate
corrosion protection for posttensioned steel.
Post-tensioning also denotes the method of
stressing the tendons only after the concrete has
reached a specified strength. To allow for the
necessary movement of the tendons inside the
concrete, they are installed in tendon ducts that are
made from steel or polyethylene. The ducts need to
be fixed to the normal reinforcement to prevent
misalignment during casting. After post-tensioning
the ducts are filled with cement grout under
pressure for and protection against corrosion of the
tendons. Grouting the ducts will introduce bond
between the steel and the surrounding grout.
Unbounded post-tensioning is less common. Very
similar to prestressing tendons are the techniques
used for protection of stay cables of cable-stayed
Electronic copy available at: https://ssrn.com/abstract=3694237
bridges against corrosion, as described e.g. by
Funahashi (1995).
Two different ways of construction exist for
post-tensioning. The prestressing tendons can be
located either inside the concrete or outside of it.
External post-tensioning has the advantage of easy
accessibility for inspection, maintenance works and
replacement. Nevertheless problems with corrosion
protection are the reason for use of interior post-
tensioning in most projects. Post-tensioned tendons
need special anchorages that are cast into the
concrete structure. Anchorages have the shape of
cones that are sitting on the end of the duct for
better accessibility to single tendon strands with the
prestressing jack. Anchorages are mostly
surrounded by spiral reinforcement, which serves to
distribute the compressive stresses into the concrete
member. Small wedges around each strand or nuts
(Menn 1990) fix the strands to the front plate of the
anchorage. Special anchor blocks, so-called blisters
are cast into the structure to provide enough space
for the anchorages, e.g. on the inside of box girder
segments of the second generation (Podolny and
Muller 1982).
2.3.2 Tendons
A post-tensioning tendon is a high-strength
steel bar or strand bundle combined with
anchorages, a duct and grout. The ducts and grout
will be addressed separately (Pielstick and Plotkin,
2002).
2.3.3 Tendons Material
According to Pielstick and Plotkin (2002),
the high-strength steel used for prestressing is made
of a special steel alloy that is heat-treated in
accordance with ASTM A416 standard until it is
sufficiently strong. Normal reinforcing steel has
yield strength of 60,000 pounds per square inch,
prestressing bars have yield strength of 150,000
pounds per square inch and prestressing strand
yields at 270,000 pounds per square inch (psi). Due
to the metallurgy of the steel and the high level of
stress, any loss of stressing steel cross-sectional area
in the tendon that results in damage or corrosion,
can result in failure. Therefore, special care must be
taken to protect the stressing steel during storage
and installation.
In post-tensioned systems, the anchorage is
the point where the prestressing force is applied.
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There is an anchor assembly at each end of the
tendon duct. These anchor assemblies are
proprietary designs unique to each supplier. They
typically consist of an anchor head (or wedge plate)
and wedges, bearing plate, duct transition (or
trumpet) and grout tube connection (Figure 2.7).

Figure 2.7 Stressing and Post tensioning (Civil

Works Construction Technology, Bridge cantilever
construction with in-situ concreting, Johansson, et
al., 2017)

Figure 2.5: DSI anchor assembly (Pielstick and 3.0 MATERIALS AND METHODS
Plotkin, 2002) 3.1 Bridge Design Specification
The balanced cantilever bridge is expected
to pass a river witha main span of 100m and two
side spans of 60m. Using the balanced cantilever
method with precast segments and travelling
formwork, the bridge is to be connected with a
bridge of a total length of 220m. The carriageway of
the proposed bridge consists in each direction of
two traffic lanes, a hard shoulder, and a hard strip
and on both sides, parapets from Table 3.1 and also
shown in figure 3.4.

Figure 2.6: The levels of protection for PT steel

(Pielstick and Plotkin, 2002)

2.3.4 Duct Materials

Duct materials are required to be high Figure 3.1: Bridge Specification
density polyethylene (HDPE), polypropylene or
schedule 40 galvanized steel pipe, meeting the Table 3.1: Dimensions of the specific Elements of
minimum properties allowed by FDOT construction the carriageway
specification B460 (Pielstick and Plotkin, 2002). Element Width (m)
Traffic Lane 3.50
Hard Shoulder 3.50
Hard Strip 1.50
Parapet 0.30

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3.2 Load Model 1 (Section 4.3.2 of BS EN Table 3.2: Load model 1: characteristic values [BS-
1991-2:2003) EN 1991-2:2003, Table 4.2.
For the load-distribution, only LM1 has Location Tandem UDL system
been taken into account. For this load case, we have system TS
to divide the bridge into notional lanes. Since the Axel loads Qk qik (or qrk )
width of the bridge (12.6m) is bigger than 9m, the (KN) (KN/m2)
bridge deck contains 3 notional lanes and remaining Lane Number 1 300 9
area. The lanes have a width of 3m each, which Lane Number 2 200 2.5
means that the remaining area is 3.6m width. The Lane Number 3 100 2.5
loading configuration on the bridge is shown in Other lanes 0 2.5
Figure 3.2. The axle loads are as follows: Remaining area 0 2.5
300 kN for lane 1, (qrk)
200kN for lane 2
And 100 kN for lane 3 The effect of the axle loads are modeled by three
Each lane contains 2 axle loads, divided over 2 different load cases according to BS-EN 1991-
tires. 2:2003 from the table above:
Each lane contains 2 axle loads, divided over 2 𝐶𝑎𝑠𝑒 1: 2 × 100𝑘𝑁 𝑜𝑛 𝑙𝑎𝑛𝑒 1; As regards to
tires. table 3.2
For the axle loads, it is assumed that the load 𝐶𝑎𝑠𝑒 2: 2 × 100𝑘𝑁 𝑜𝑛 𝑙𝑎𝑛𝑒 1 𝑎𝑛𝑑 2;
is distributed in transverse direction under an angle 𝐶𝑎𝑠𝑒 3: 2 × 100𝑘𝑁 𝑜𝑛 𝑒𝑣𝑒𝑟𝑦 𝑙𝑎𝑛𝑒;
of 45 degrees. So, travelling from both edges of the When these three load cases are summed up, the
contact areas (400mm x 400mm) of the tires to the load case according for the axle loads is obtained
center of gravity of the beams with this angle, gives again.
us the total effective width over which the load is
spread. 3.3 Design Calculations for the 100m main
Span
It is assumed that two separate bridges will
be constructed for the both directions. To estimate
the height of the single cell box girder bridge, the
following thumb rules will be adopted according to
Sauvageot (2000), typical internal span-to-depth
ratios for constant-depth girders are between 18 and
22,
𝑙
= 22
𝑕
where l = 100m, h
Figure 3.2 Application of load Model 1 (BS EN =? (Chen and Duan, 2014)
1991-2:2003) 100
∴h = = 4.5 m
22
Applying Load Model 1 of BS EN 1991- The dimensions in Table 3.1 will be used to
2:2003 and EN Consequence Class 3 the design determine the width of the bridge. With the given
calculations will be performed for the main span for composition of the carriageway, the total width of
other spans of 150, 200m, 250m and 300m using the deck will be calculated as:
the thumb rule method to estimate the sizes of the Total width of the deck = 2 × Traffic Lane +
cross section of the box girder. Hard Shoulder + Hard Strip +
2 × Parapet (Arethmetic calcculations)
(3.2)

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total width of the deck
= 2 x 3.50 + 3.50 + 2 x 0.3
= 12.6m
Two parallel bridges with a width of 12.6m are
constructed for the traffic in both directions.
In order to determine the dimensions of the box
girder, the total number of segments needs to be
estimated. If it is assumed that the hammerhead has Figure 3.3: Layout of the box girder bridge
a total length of 15m. The first segment has a length
of 2m and the other segments are 3m, then the total The diagram in Figure 3.4b shows the layout
number of segments that are needed to reach the of the cross-section. From the geometrical
mid of the span can be calculated as follows: properties of the box girder, the dimensions for the
L LH cross-section near the support are as follows:
− −2
2 2
Total number of segments = + 1 = 15 Lb = 12.6m; H = 6.8m;
3
(3.3) L1
L1 = 3.1m L2 ≈ 0.45; L1 ≈ 2 to 3.5 m
100 15
− −2
2 2
∴ total number of segments = +1 L1
3 L2 = 6.4m L2 ≈ 0.45; L1 ≈ 5 to 7m
= 15
Where L = half of the span and LH = total length of L3 = LP − 2 (3.5)
hammerhead = 5.7 − 2 × 1.2 = 3.3m
Every segment contains a minimum of 4 d1
prestressing cable. So the minimum number of = 0.35m (Geometric properties of box girder bridge)
cable is equal to This is greater than 0.1m but clearance to the edge
15 × 4 = 60 of transversal prestressing cables requires more
For these cables, it is assumed that they contain 12 spacing.
strands having a nominal diameter of 12.7mm in d2 = 2 × d1 = 2 × 0.35 = 0.7m (3.6)
each strand and thus a nominal area of 98.7mm2. d3 = 0.25m
With this, the equivalent diameter can be calculated This is greater than 0.25, enough space for cables in
from: the top part
π∅eq 2
Area = (3.4)
4 d4 = 0.35m, d5 = 1m
12 × 98.7 × 4 LP = L2 − d2 = 6.4 − 2 × 0.35 = 5.7m
∅eq = = 38.83 (3.7)
π
LV = 0.2LP = 0.2 × 5.7 = 1.2m
The cover that has to be applied can be calculated (3.8)
with 1.5 × ∅𝑒𝑞 (BS EN 1990 clause 4.4.1.4 and HV = 0.25m = d3
4.4.1.2 of BS EN 1992-1-1) In the mid-span, the height of the cross section is
significantly reduced. For this location it is assumed
= 1.5 × 38.83 = 58.25 mm that H is reduced to 3m and d5 is reduced to 0.2m.
∴ A cover of 60 mm will be used.

3.4 Determination of Bending Moment above

the Main Support
The point of departure is taken as the
construction phase just before closing the mid-span.
Assuming a compressive stress of 3N/mm2 in the
upper concrete fiber as result of dead weight and
prestressing only while the compressive stress of

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3MPa takes into account the effect of the asphalt the end, all the 40 2 × 20 cables will pass through
layer and traffic load in the Serviceability limit thehammerhead, while the last segment at mid-
state, as a rule of thumb. The cross-section near the spancontains 2 cables.
support has an area of 15.44m2, while the cross-
section at the mid-span has an area of 8.22m2. If it
is assumed that the concrete has deadweight of
25kN/m3, then the bridge has a dead load of
386kN/m near the support and 205.5kN/m at the
mid-span. A linear distribution is assumed between
these two loads. Figure 3.5 shows the moment and
shear force distribution just for closing the bridge
(L=50m).

4.5m

Figure 3.5: Side view of the bridge with respect to

prestressing cables

4.5m
Figure 3.4: Force distribution in the bridge

3.5 Determination of the number of
Prestressing Tendons
Assuming a compressive stress of 3N/mm2
in the upper fiber as a result of dead weight, the first
thing to do is to find out how many prestressing
force (N) is required to reach it.
3.6 Design Value for Shear Force
The design value of the shear force is equal
to:
17745
0.7×6.7
∴ working shear stress is =
1000
= 3.8 N/mm2
About 15 segments will be used to reach the mid-
span. In total20 cables will be needed, which means
that 2 cables will be installed per segment, i.e.
(20/15). Not all the cables will have 12 strands.
Figure 3.6 shows the alignment of the cablesfor the
bridge when only 3 segments have been installed. In
Figure 3.6: Top view of the bridge with respect to
prestressing cables
4.0 RESULTS AND ANALYSES
4.1 Manual Analysis and Design Results of
Balanced Cantilever Bridge
From the results of the manual analysis and
design conducted in chapter three on balanced
cantilever bridge design for spans of 100m, 150m,
200m, 250m and 200m respectively, the following
results were obtained as shown in Table 4.1 and 4.2.
The graphs in figures 4.1 and 4.2 is used to
illustrate the design moment and shear force values
for cantilever bridges main spans between 100m to
300m. While figures 4.3 to 4.4 shows single cell
heights and the number of segments required for the
various bridge main spans.

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 Figure 4.1: Design bending moment values for
Table 4.1: Results from Manual Analysis (Balanced selected bridge spans
Cantilever Method)
S.F (kN)
Main Heigh Total Bending Shear
Span t of Segment Moment Force(kN 50000
Lengt Single s to mid Moment ) 40000
h Cell span (kNm) 30000
(h) 20000
S.F (kN)
100 4.5 15 64333.33 14787.50 10000
150 6.8 21 747187.52 22181.25 0

Main…
100
150
200
250
300
200 9.1 31 2573333.3 29575
3
250 11.4 40 4020833.33 36968.75
300 13.64 48 5790000 44362.5 Figure 4.2 Design shear force values for selected
bridge spans
Bending Moment Values
7000000
6000000
5000000
4000000
3000000
2000000 B.M (kNm)
1000000
0
100 150 200 250 300 Main
Span
(m)

Table 4.2: Results from Manual Design (Balanced Cantilever Method)

Main Design Design Prestressing Area of Number Number
Span Moment Shear Force N Strands of of
2
Length (kNm) Force (kN) (mm ) Strands Cables
(kN)
100 64333.33 14787.50 28524.32 24055.93 244 20
150 747187.52 22181.25 162298.37 136874.02 1386.76 116
200 257333.33 29575 520048.16 438581.62 4444 370
250 4020833.33 36968.75 803619.60 677731.06 6867 572
300 5790000 44362.5 1150206.93 970024.82 9822 819

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 Single Cell Height (m) Number of segments
60
16
50
14
40
12
10 30
Number
8 20 of
6 Single 10 Segment
4 Cell s
Heigh 0
2
t 100 150 200 250 300 Main
0 Span
100
150
200
250
300
Main Span (m)

(m)

Figure 4.4: Number of segment values for

selected bridge span

Figure 4.3: Height of single cell for selected Prestressing Force (kN)
bridge spans
1400000
Area of Strands 1200000
1000000
Prestr
1200000 800000
1000000 essing
600000
800000 Force
400000
600000 N
Area of 200000
400000 (kN)
Strands 0
200000 (mm2)
100
250

0
Main…
100
150
200
250
300

Figure 4.5: Prestressing force values for selected

bridge spans
Figure 4.6: Area of strands obtained from
selected bridge spans
15000 Number of Strands
10000
5000
0 Numbe
r of
Strands

Figure 4.7: Number of strands for selected bridge

spans

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 Load model 3 or Gr5 is highly not
recommended unless the bridge is
Number of Cables
being designed specifically for special
900 vehicle as it will greatly increase the
800 bridge loading.
700 ii. The higher the loading apply on the
600 bridge, the higher the depth of the
500 bridge at the crown needs to be for
400 the same cross section.
300 Number of iii. If section is deemed to be inadequate,
200 Cables Increase the depth of the section as
100 the depth greatly affects the section
0 modulus. A single meter can increase
the section modulus by up to 25%.
iv. Amount tendons and number of
segment needed during construction
can be decrease by shorten the span of
the bridge.
v. For cantilever tendon design, user
Figure 4.8: Number of cables for cantilever
need to start design by selecting high
bridge main spans between 100m to 300m
moment during construction to get
maximum prestressing force and
5.0 Conclusion and Recommendation
maximum number of tendons during
5.1 Conclusion
construction.
The purpose of this study was to perform
vi. Tendons arrangement in one
analysis and design of balanced cantilever
horizontal straight line. Fewer
bridges using manual method for main spans of
tendons will increase the amount of
100m, 150m, 200m, 250m and 300m
strands inside each particular tendon
respectively. The results obtained includes
which depending on the engineer and
design moments, design shear forces,
supply available might be beneficial.
prestressing forces, area of strands, number of
vii. It is recommended to place a large
strands and number of cables. The detailed
number of tendons at beginning of
drawings for the proposed bridge showing the
construction phase.
side view and top view of the bridge with respect
viii. If shear resistance is below the
to prestressing cables were obtained at the end of
required limit, user can increase web
the design. All designs were performed in
thickness of the box girder can
accordance to Eurocode provisions as well as
increase shear resistance.
other standard literatures. This study performed
the analysis and design of balanced cantilever
bridges using manual method the bridges was
REFERENCES
design as a prestressed concrete bridge.
Benyamin (2015), Computerized Design of Box-
5.2 Recommendation
Girder Bridge Using Balanced Cantilever
The following recommendations are to be
Method (Final Year Project). University
followed;
Technology Malaysia, Skudai. P. 8.
i. Load model 1 or Gr1a is
recommended in design of the bridge.

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Bishara, A. G., and Papakon, N. G. (1990). Sauvageot, G. (2000). “Segmental Concrete
Analysis of cast-in-place concrete Bridges.” Bridge Engineering Handbook.
segmental cantilever bridges. Journal of Ed. Wai-Fah Chen and Lian Duan Boca
Structural Engineering, 116 (5), 1247- Raton: CRC Press, 2000.
1268.
Sauvageot, G. and Bridges, S. C. (2000). Bridge
Bishara, A. G., Papakon, N. G. (1990). “Analysis Engineering Handbook. Ed. Wai-Fah
of Cast-in-Place Concrete Segmental Chen and Lian Duan Boca Raton: CRC
Cantilever Bridges.” Journal of Press, 2000. Pp. 3-17.
Structural Engineering, ASCE, 116 (5),
1247-1268.
ACKNOWLEDGEMENT
Kwak, H. G. and Son, J. K. (2002).
Determination of design moments in I wish to express my profound gratitude
bridges constructed by balanced to Engr. Dr. I.E. Umeonyiagu for his assistance
cantilever method. Engineering throughout this work and also to Ogbonna
structures, 24 (5), 639-648. Nnamdi P. for his great contributions. I pray that
God Almighty grant both of you all your heart
Megally, S. H., Garg, M., Seible, F. and Dowell, desires and also bless you all for making my
R.K. (2002). “Seismic Performance of dreams a reality, Amen. I am also grateful to my
Precast Segmental Bridge. Bridge mother Mrs. C.M. Onwuka for her moral and
Superstructures”, Structural Systems financial support to me and all my wonderful
Research Project SSRP 2001/24, siblings who had shown me the joy of having a
University of California at San Diego, happy family.
La Jolla, CA. Finally, I also wish to express my
heartfelt gratitude to my uncle and to my
Moretón, A. J. (1990). Segmental Bridge lecturers Engr. Dr. C.A. Chidolue, Engr. Prof
Construction in Florida: A Review and Eze and Engr. Dr. Opara H. for their supports
Perspective. In Institution of Civil during my lecture classes. Great thanks also goes
Engineers, Proceedings, Pt. 1 (Vol. 88). to the head of department of Civil engineering,
Engr. Dr. L.C. Eme who has contributed
Muller, J. M. and Barker, J. M. (1985). Design immensely through his moral support.
and Construction of Linn Cove Viaduct.
Precast prestressed concrete
institute. Journal, 30: 5-12.

Nawy, E. G. (2008). Concrete construction

engineering handbook. CRC Press ILlc.
Pp 3-8.

Pimanmas, A. (2007). The effect of long-term

creep and prestressing on moment
redistribution of balanced
cantilever cast-in-place segmental bridge.
Songklanakarin J. Sci. Technol, 29
(1):33-39.

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