CHAPTER 21: REINFORCED CONCRETE BRIDGES 407 21.5.7 Classification Based On Deck Types The various types of concrete decks used for bridges have already been explained. 21.6 SELECTION OF SITE FOR A BRIDGE Some of the important points for bridge site selection are: a) The bridge must be easily accessible. b) Good foundation material must be available at relatively less depth. ¢) It must have the smallest possible span. 4) Generally, skew in the bridges must be avoided. Even if present, the skew angle must not normally exceed 20°. The second design method is explained in the following sections. The description is separately given for beams with variable eccentricity and beams with constant eccentricity due to difference in their behavior at various stages of loading. 21.7 BASIC DEFINITIONS AND HIGHWAY LOADING 21.7.1 General Terms In Classical Deformation Method of Anaiysis, stiffness equations of components of a structure are separately formulated and equilibrium and compatibility conditions are satisfied at the interfaces to get the complete solution. In Classical Force Method of Analysis, the structure. is subdivided into statically determinate elements and equilibrium of the interface forces is then satisfied to get the complete solution. Core width is defined as the width of the monolithic deck without the overhangs. Deck is the bridge slab supporting the loads directly or through the wearing surface, End Zone is that part of the structure where, due to the structural or load discontinuity, normal beam theory does not apply. Equivalent Strip is defined as an isolated predefined width of the deck in the longitudinal or transverse direction which when designed individually represents the full design of the deck and the same design is used throughout, Footprint is. the specified wheel contact area over the roadway. Force Effect is defined as a deformation. stress or stress resultant caused by the applied loads. imposed deformations or volumetric changes. If the transverse continuity between the deck and the webs of cellular cross-section exists, Frame Action is said to be developed in large bridges. Lever Rule means the statical summation of moments about any point to calculate the reaction at some other point. Skew Angle is defined as the angle between the centerline of » bridge support and a line normal to the roadway centerline. Two closely spaced and interconnected axles of equal weight are together called a Tandem. Force in the transverse diaphragms, Fp = 14 W’'Sp Where WW = wind loading along the exterior flange (N/m) and Sp = diaphragm spacing (m)408 CONCRETE STRUCTURES PART-II AUTHOR: ZAHID A. SIDDIQL Assuming the cross frame at the interior pier of a multiple span bridge with wind load equal to 2000 N/m’, spacing of piers equal to 30 m and total height of girder, deck and side guard equal to 3m, the force in the transverse cross frame will be as follows: Fo = 1.14 x 2000 x 3 x 30/ 1000 = 205.2 kN 21.7.2 Design Lane ‘The design lane has a width equal to the lesser of 3600 mm or width of the traffic lane, Roadway widths from 6000 to 7200 mm shall have two design lanes, each equal to ‘one-half the roadway width. The number of design lanes is taken as the integer part of the result when the clear roadway width in mm between curbs is divided by 3600. If the design lanes are more than one, reduction factor of Table 21.1 is applied on the live load force effect catled Multiple Presence Factor denoted by m. Table 21.1. Multiple Presence Factors. Number of Loaded Multiple Presence Factor m 21.7.3 Design Vehicular Live Load The vehicular tive loading on the bridge roadway consists of a combination of design truck (or design tandem) and the design lane load and is denoted by HL-93 in place of previous loadings like HS-20, etc. Loads greater than the specified may be considered in the form of additional load factor applied on the notional loads if special industrial or other loads are expected or there is unusual traffic congestion at a particular site. The loads shall occupy a width of 3000 mm transversely within a design lane and all design lanes must be loaded simultaneously by the truck or tandem and the lane loads (without any gap for the truck except when such gap increases the force effect). 21.7.3.1 Design truck (H1-93) A standard truck consists of front axle of 35 kN, rear truck axle of 145 kN at 4.3 m spacing fror the front axle and trailer axle of 145 kN having a variable spacing of 4.3 10 9.9 m from the truck rear axle (the spacing producing the maximum force effect must be used). ‘The axle loads and the transverse clearances are shown in Fig. 21.25. Dynamic load allowance of 33 % is to be applicd on these loads. The design truck or tandem shall be placed transversely at 300 mm from the face of curb of railing for the design of bridge overhang and 600 mm from edge of the design lane for the design of all other components,CHAPTER 21: REINFORCED CONCRETE BRIDGES 49 For both negative moment between points of dead load contra-flexure and reaction at interior piers, 90 % of the effect of two design trucks spaced 15 m between the front axle of one truck and trailer axle of the other may be considered. The distance between the two 145 KN axles of both the trucks must be taken equal to 4.3 m. A simultaneous action of 90 % of design lane must aiso be included. 43 4. 9 35KN ask F090 8 14SkN (a) Longitudinal View of HL-93 Design Truck Showing Axle Loads. 0.6 m in general 3 m for deck overhang Design Lane 3.6 m (b) Back View of Truck Showing Transverse Clearances Fig. 21.25. AASHTO Standard Truck Loading, 21.7.3.2 Design tandem (HL-93) ‘The design tandem consists of a pair of 110 KN axles at a longitudinal spacing of 1200 mm with the transverse spacing of the wheels being 1800 mm on centers. Dynamic load allowance of 33 % is to be applied on these loads. For negative moment and eaction at the interior supports, pair of tandem is considered at a spacing of 8 to 12 m. 21.7.3.3 Design lane load (HL-93) ‘The design lane load is 9.3 kN/m along the length and it has a width of 3000 mm. The load intensity becomes 3100 N/m’. Dynamic load allowance is not to be applied on lane loading.410 CONCRETE STRUCTURES PART-II AUTHOR: ZAHID A. SIDDIQI 21.7.4 Pedestrian Loads A pedestrian load of 3600 N/m* is used on all sidewalks simultaneously with the vehicular design live load. Separate bridges for pedestrian and bicycle traffic should be designed fora live load of 4100 N/m’, The dynamic load allowance is not considered for these loads. 21.7.5 Pakistan Code Of Practice For Highway Bridges (1967) Loading ‘The highway loading according to the Pakistan Code of Practice for Highway Bridges consists of Class A, Class B and Class AA loadings. The details of these truck and tank loadings are given in Tables 21,2 to 21.4 and Figs. 21.26 and 21.29. Figures 21.27 and 21.28 represent some local truck \oading called NLC loading. Table 21.2. Load of Trucks/Tanks, Weight of Truck/Tank - W Military Tank Longitudinal Tire Transverse Tires Contact Length Contact Width Distance - J For Most Critical Ry Design Condition (mm) 0 800 (R= 5 400 + 450 (Ry - 5.5)