NATIONAL UNIVERSITY OF CIVIL ENGINEERING
FACULTY OF BRIDGE AND ROAD
BRIDGE AND TUNNEL ENGINEERING DIVISION
REPORT
FINAL THESIS
___________________
STUDENT
: KIEU PHUONG THUY
STUDENT CODE
: 30728.59
CLASS
: 59CDE
SUPERVISOR 1
: Dr. CU VIET HUNG
SUPERVISOR 2
: Eng. TRINH PHUC THANH
EXAMINER
: Assoc. Prof. Dr. PHAM DUY HOA
HEAD OF DEPARTMENT : Dr. KHUC DANG TUNG
Hanoi, 28/12/2018
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF CONTENTS – BASIC DESIGN
CHAPTER 1. INTRODUCTION....................................................................................1
1.1.
BACKGROUND................................................................................................1
1.2.
LEGAL BASE....................................................................................................1
1.3.
PROPOSAL AND SCOPE ................................................................................2
1.3.1.
Proposal ..............................................................................................................2
1.3.2.
Scope ..................................................................................................................2
CHAPTER 2. PHYSICAL CONDITIONS SURVEY....................................................3
2.1.
GEOGRAPHY POSITION ................................................................................3
2.2.
TOPOGRAPHY .................................................................................................3
2.3.
GEOLOGY AND HYDROGEOLOGY ............................................................3
2.3.1.
Geology ..............................................................................................................3
2.3.2.
Hydrogeology .....................................................................................................7
2.4.
CLIMATE ..........................................................................................................8
2.4.1.
General condition ...............................................................................................8
2.4.2.
Air temperature...................................................................................................8
2.4.3.
Rainfall ...............................................................................................................9
2.4.4.
Humidity and sunshine .......................................................................................9
2.4.5.
Wind ...................................................................................................................9
2.4.6.
Some different features ......................................................................................9
2.5.
HYDRAULIC CHARACTERISIC..................................................................11
2.5.1.
Local hydraulic condition.................................................................................11
2.5.2.
Hydraulic condition of bridge position ............................................................11
2.5.3.
Design water level ............................................................................................12
2.5.4.
Navigation clearance ........................................................................................13
CHAPTER 3. CONSTRUCTION SIZE AND TECHNICAL STANDARDS .............14
3.1.
APPLIED STANDARDS.................................................................................14
3.2.
CLASS OF CONSTRUCTION........................................................................14
3.2.1.
Class of road .....................................................................................................14
3.2.2.
Navigation clearance ........................................................................................14
Student: Kieu Phuong Thuy
Student Code: 30728.59 _ Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
3.2.3.
Bridge technical standard .................................................................................14
3.2.4.
Design standard ................................................................................................14
3.3.
CROSS-SECTION OF BRIDGE .....................................................................14
CHAPTER 4. BASIC DESIGN ....................................................................................16
4.1.
DESIGN PRINCIPLE ......................................................................................16
4.2.
MAIN BRIDGE LENGTH ..............................................................................16
4.3.
DESIGN ALTERNATIVES FOR MAIN BRIDGE........................................16
4.4.
SUBSTRUCTURE ...........................................................................................16
4.5.
BRIDGE DESIGN SOLUTIONS ....................................................................17
4.5.1.
Alternative I......................................................................................................17
4.5.2.
Alternative II ....................................................................................................17
CHAPTER 5. BASIC DESIGN AND PRELIMINARY CALCULATION.................18
5.1.
ALTERNATIVE I ............................................................................................18
5.1.1.
Cross-section ....................................................................................................18
5.1.2.
Preliminary determine volume of bridge .........................................................20
5.1.3.
Preliminary determine number of piles ............................................................22
5.2.
ALTERNATIVE II...........................................................................................36
5.2.1.
Choosing cross-section.....................................................................................36
5.2.2.
Preliminary determine volume of bridge .........................................................38
CHAPTER 6. GUIDELINE FOR CONSTRUCTION..................................................49
6.1.
ALTERNATIVE I ............................................................................................49
6.1.1.
Working plan preparation.................................................................................49
6.1.2.
Bridge construction ..........................................................................................49
6.1.3.
Completion work ..............................................................................................49
6.1.4.
Construction period ..........................................................................................49
6.2.
ALTERNATIVE II...........................................................................................50
6.2.1.
Working plan preparation.................................................................................50
6.2.2.
Bridge construction ..........................................................................................50
6.2.3.
Complete work .................................................................................................50
6.2.4.
Construction period ..........................................................................................50
CHAPTER 7. TOTAL COST ESTIMATE……………………………………………51
Student: Kieu Phuong Thuy
Student Code: 30728.59 _ Class: 59CDE
ii
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
7.1.
TOTAL COST OF ALTERNATIVE I ............................................................51
7.2.
TOTAL COST OF ALTERNATIVE II ...........................................................52
CHAPTER 8. COMPARE AND CHOOSING ALTERNATIVE ................................53
8.1.
COMPARE ALTERNATIVE..........................................................................53
8.1.1.
Alternative I......................................................................................................53
8.1.2.
Alternative II ....................................................................................................53
8.2.
CHOOSING ALTERNATIVE.........................................................................53
CHAPTER 9. CONCLUSIONS AND RECOMMENDATION...................................54
9.1.
NAME OF PROJECT ......................................................................................54
9.2.
PROPOSAL INVESTMENT ...........................................................................54
9.3.
CONTENT AND SCOPE CONSTRUCTION ................................................54
9.4.
CONSTRUCTION SOLUTION ......................................................................54
9.5.
DESIGN SPECIFICATION.............................................................................54
9.6.
TOTAL COST..................................................................................................55
Student: Kieu Phuong Thuy
Student Code: 30728.59 _ Class: 59CDE
iii
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF CONTENTS – DETAIL DESIGN
CHAPTER 1. INPUT DATA ........................................................................................56
1.1.
GENERAL INTRODUCTION........................................................................56
1.2.
DESIGN STANDARDS..................................................................................56
1.3.
MATERIAL .....................................................................................................56
1.3.1.
Concrete............................................................................................................56
1.3.2.
Reinforcement ..................................................................................................57
1.3.3.
Structural steel ..................................................................................................57
1.3.4.
Structure steel for bolt ......................................................................................57
1.4.
LOADS AND LOAD COMBINATIONS.......................................................57
1.4.1.
Loads
1.4.2.
Load combination.............................................................................................64
............................................................................................................57
CHAPTER 2. THE DESIGN OF RC ARCH RIB ........................................................67
2.1.
DESIGN PRINCIPLE......................................................................................67
2.2.
ANALYSIS SOFTWARE ...............................................................................67
2.3.
GEOMETRIC PROPERTIES..........................................................................67
2.4.
CONSTRUCTION SEQUENCE AND CONSTRUCTION PERIOD............70
2.5.
DETERMINE INTERNAL FORCE AND COMBINATION LOAD ............71
2.6.
INVESTIGATE ARCH RIB IN THE CONSTRUCTION STAGES .............89
2.6.1.
Stage 02 ............................................................................................................89
2.6.2.
Stage 03 ............................................................................................................90
2.6.3.
Stage 04 ............................................................................................................91
2.6.4.
Stage 05 ............................................................................................................92
2.7.
INVESTIGATE ARCH RIB IN THE OPERATION STAGE........................93
2.7.1.
Investigate the Service limit state.....................................................................93
2.7.2.
Investigate the Strength I limit state.................................................................94
2.8.
CONCLUSION................................................................................................94
CHAPTER 3. THE DESIGN OF SPANDREL COLUMN ..........................................95
3.1.
DESIGN PRINCIPLE......................................................................................95
3.2.
ANALYSIS SOFTWARE ...............................................................................95
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
iv
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
3.3.
GEOMETRIC PROPERTIES..........................................................................95
3.4.
INVESTIGATE SPANDREL COLUMN .......................................................96
3.4.1.
Investigate the Service limit state.....................................................................96
3.4.2.
Investigate the strength I limit state .................................................................97
3.5.
CONCLUSION................................................................................................97
CHAPTER 4. THE DESIGN OF BOX GIRDER .........................................................98
4.1.
DESIGN PRINCIPLE......................................................................................98
4.2.
ANALYSIS SOFTWARE ...............................................................................98
4.3.
GEOMETRIC PROPERTIES..........................................................................98
4.4.
INVESTIGATION RESULT.........................................................................100
4.4.1.
Investigate the Service I Limit State ..............................................................100
4.4.2.
Investigate the Strength I Limit State.............................................................100
CHAPTER 5. FOUNDATION DESIGN ....................................................................104
5.1.
DESIGN PRINCIPLE....................................................................................104
5.2.
ANALYSIS SOFTWARE .............................................................................104
5.3.
GEOMETRY .................................................................................................104
5.4.
INVESTIGATE BORED PILE .....................................................................105
5.1.
CONCLUSION..............................................................................................106
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
v
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF CONTENTS – CONSTRUCTION DESIGN
CHAPTER 1.
MAIN CONSTRUCTION SOLUTION ..........................................107
1.1.
CONSTRUCTION SITE PLAN VIEW ARRANGEMENT ........................107
1.2.
ABUTMENT CONSTRUCTION .................................................................107
1.3.
MAIN STRUCTURE CONSTRUCTION.....................................................108
1.4.
COMPLETING..............................................................................................109
1.5.
NOTE IN CONSTRUCTION STAGE..........................................................110
CHAPTER 2. THE DETAIL OF BAILEY SYSTEM ................................................111
2.1.
DIMENSION OF BAILEY SYSTEM ..........................................................111
2.2.
COMPONENTS OF BAILEY SYSTEM......................................................113
2.2.1.
Panel
2.2.2.
Panel pin .........................................................................................................114
2.2.3.
Short panel pin................................................................................................114
2.2.4.
Transom..........................................................................................................114
2.2.5.
Transom clamp ...............................................................................................115
2.2.6.
Sway brace......................................................................................................115
2.2.7.
Raker
2.2.8.
Bracing frame .................................................................................................115
2.2.9.
Tie plate ..........................................................................................................116
..........................................................................................................113
..........................................................................................................115
2.2.10. Bracing bolt ....................................................................................................116
2.2.11. Chord bolt.......................................................................................................116
2.2.12. Stringers ........................................................................................................116
2.2.13. Chess
........................................................................................................117
2.2.14. Steel ribband (curbs) ......................................................................................117
2.2.15. Ribband bolt ...................................................................................................117
2.2.16. End posts ........................................................................................................117
2.2.17. Bearing ........................................................................................................117
2.2.18. Base plate........................................................................................................118
2.2.19. Ramps
........................................................................................................118
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
vi
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
2.2.20. Ramp pedestals...............................................................................................118
2.2.21. Footwalk ........................................................................................................118
2.2.22. Footwalk bearer ..............................................................................................118
2.2.23. Footwalk post .................................................................................................118
2.2.24. Overhead-bracing support ..............................................................................119
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
vii
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF FIGURES – BASIC DESIGN
Figure 5-1. Cross-section of bridge ..............................................................................18
Figure 5-2. Cross-section of box girder ........................................................................19
Figure 5-3. Cross-section of abutment..........................................................................20
Figure 5-5. The preliminary bridge structure model via the Midas civil software.......22
Figure 5-6. The preliminary arrangement of piles........................................................24
Figure 5-7. Elastic Settlement Influence Factor as a Function of Embedment Ratio and
Modular Ratio after Donald et al. (1980), as Presented by Reese and O’Neill (1988).
.......................................................................................................................................28
Figure 5-8. Engineering Classification of Intact Rock after Deere (1968) and Peck
(1976), as Presented by Reese and O’Neill (1988). ......................................................29
Figure 5-9. Modulus Reduction Ratio as a Function of RQD after Bienawski (1984), as
Presented by Reese and O’Neill (1988). .......................................................................29
Figure 5-10. The bored pile diagram in rock socket.....................................................32
Figure 5-11. cross-section of steel truss........................................................................36
Figure 5-12. Side view of steel truss .............................................................................37
Figure 5-13. Side view of abutment...............................................................................37
Figure 5-14. 2 cross-sections of abutment ....................................................................38
Figure 5-15. Determine distribution factor...................................................................39
Figure 5-16. Put HL93 at ¼ span section .....................................................................40
Figure 5-17. Influence line of bearing reaction in abutment ........................................42
Figure 5-18. Put HL93 in abutment ..............................................................................43
Figure 5-19. The bored pile diagram in rock socket.....................................................45
Student: Kieu Phuong Thuy
Student Code: 30728.59 _ Class: 59CDE
viii
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF FIGURES – DETAIL DESIGN
Figure 1-1. Design Truck ..............................................................................................58
Figure 1-2. Design Tandem...........................................................................................58
Figure 1-3. Design Lane Load ......................................................................................58
Figure 1-4. Plan view of pier showing stream flow pressure .......................................61
Figure 1-5. Debris Raft for pier design.........................................................................61
Figure 1-6. Seismic Response Coefficient for various soil profiles, normalized with
respect to acceleration coefficient A. ............................................................................63
Figure 2-1. Cross-section of bridge ..............................................................................67
Figure 2-2. Elevation of arch rib ..................................................................................68
Figure 2-3. One cross-section of arch rib .....................................................................68
Figure 2-4. Model of KC arch bridge with Midas Civil 2011 software........................69
Figure 2-5. Bending moment in stage 02 ......................................................................71
Figure 2-6. Axial force in stage 02................................................................................72
Figure 2-7. Shear force in stage 02...............................................................................73
Figure 2-8. Bending moment in stage 03 ......................................................................74
Figure 2-9. Axial force in stage 03................................................................................75
Figure 2-10. Shear force in stage 03.............................................................................76
Figure 2-11. Bending moment in stage 04 ....................................................................77
Figure 2-12. Axial force in stage 04..............................................................................78
Figure 2-13. Shear force in stage 04.............................................................................79
Figure 2-14. Bending moment in stage 05 ....................................................................80
Figure 2-15. Axial force in stage 05..............................................................................81
Figure 2-16. Shear force in stage 05.............................................................................82
Figure 2-17. Bending moment due to Strength Limit State ...........................................83
Figure 2-18. Axial force due to Strength Limit Stage ...................................................84
Figure 2-19. Shear force due to Strength Limit Stage ..................................................85
Figure 2-20. Bending moment due to Service Limit State.............................................86
Figure 2-21. Axial force due to Service Limit Stage .....................................................87
Figure 2-22. Shear force due to Service Limit Stage ....................................................88
Figure 2-23. The investigation result of arch top with the PCACol software at stage 02
.......................................................................................................................................89
Figure 2-24. The investigation result of arch foot with the PCACol software at stage 02
.......................................................................................................................................89
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
ix
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 2-25. The investigation result of arch top with the PCACol software at stage 03
.......................................................................................................................................90
Figure 2-26. The investigation result of arch foot with the PCACol software at stage 03
.......................................................................................................................................90
Figure 2-27. The investigation result of arch top with the PCACol software at stage 04
.......................................................................................................................................91
Figure 2-28. The investigation result of arch foot with the PCACol software at stage 04
.......................................................................................................................................91
Figure 2-29. The investigation result of arch top with the PCACol software at stage 05
.......................................................................................................................................92
Figure 2-30. The investigation result of arch foot with the PCACol software at stage 05
.......................................................................................................................................92
Figure 2-31. The investigation result of arch top with the PCACol software ..............93
Figure 2-32. The investigation result of arch foot with the PCACol software .............93
Figure 2-33. The investigation result of arch top with the PCACol software ..............94
Figure 2-34. The investigation result of arch foot with the PCACol software .............94
Figure 3-1. ½ elevation of spandrel column .................................................................95
Figure 3-2. Plan of spandrel column ............................................................................96
Figure 3-3. The investigation result of spandrel column with the PCACol software ...96
Figure 3-4. The investigation result of spandrel column with the PCACol software ...97
Figure 4-1. Cross-section of box girder ........................................................................99
Figure 5-1. Plan view of pile cap ................................................................................104
Figure 5-2. The investigation result of bored pile with PCA Column software at the
Strength I Limit State...................................................................................................105
Figure 5-3. The investigation result of bored pile with PCA Column software at the
Service I Limit State.....................................................................................................106
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
x
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF FIGURES – CONSTRUCTION DESIGN
Figure 2-1. Plan of a segment in Bailey system. .........................................................111
Figure 2-2. Side of a segment in Bailey system...........................................................111
Figure 2-3. Elevation of Bailey system........................................................................112
Figure 2-4. Plan of Bailey system ...............................................................................112
Figure 2-5. Side of Bailey system ................................................................................113
Figure 2-6. Components of Bailey system ...................................................................113
Figure 2-7. Elevation of panel in Bailey system. ........................................................114
Figure 2-8. Bracing frame...........................................................................................116
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
xi
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF TABLES – BASIC DESIGN
Table 2-1. Average physical parameter of layer no. 2 ....................................................4
Table 2-2. Average physical parameter of layer no. 3 ....................................................4
Table 2-3. Average physical parameter of layer no. 4 ....................................................5
Table 2-4. Average physical parameter of layer no. 3 ....................................................6
Table 2-5. Average physical parameter of layer no. 4 ....................................................6
Table 2-6. The chemical component analysis results synthetic table of water ...............7
Table 2-7. The meteorological data at LS station .........................................................10
Table 2-8. The water level related frequency data at the bridge site............................12
Table 5-1. Volume of some components of abutment ....................................................21
Table 5-2. The types of load results...............................................................................23
Table 5-3. Internal force at the abutment bottom .........................................................23
Table 5-4. The coordinate x and y, results of Pi at Abutment A1..................................24
Table 5-5. The coordinate x and y, results of Pi at abutment A2 ..................................25
Table 5-6. Values for Kb ................................................................................................31
Table 5-7. The bearing resistance for bored pile in rock socket input data at abutment
A1...................................................................................................................................32
Table 5-8. Bearing resistance of bored pile in rock socket at abutment A1 .................34
Table 5-9. The bearing resistance for bored pile in rock socket input data at the A2..35
Table 5-10. Bearing resistance of bored pile in rock socket at abutment A2 ...............35
Table 5-11. Weight of abutments...................................................................................42
Table 5-12. The bearing resistance for bored pile in rock socket input data at the A1 44
Table 5-13. Bearing resistance of bored pile in rock socket at abutment A1 ...............47
Table 5-14. The bearing resistance for bored pile in rock socket input data at A2......47
Table 5-15. Bearing resistance of bored pile in rock socket at abutment A2 ...............48
Table 7-1. Total cost of Alternative I.............................................................................51
Table 7-2. Total cost of alternative II............................................................................52
Table 9-1. Total cost of chosen alternative ...................................................................55
Student: Kieu Phuong Thuy
Student Code: 30728.59 _ Class: 59CDE
xii
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
TABLE OF TABLES - DETAIL DESIGN
Table 1-1. Properties of used concrete grade in several structure ...............................56
Table 1-2. Properties of reinforcement .........................................................................57
Table 1-3. Properties of structural steel........................................................................57
Table 1-4. Properties of structure steel for bolt ............................................................57
Table 1-5. Determine lane factor ..................................................................................58
Table 1-6. Temperature load .........................................................................................59
Table 1-7. Determine Vb ................................................................................................59
Table 1-8. Determined adjustment factor......................................................................60
Table 1-9. lateral drag coefficient.................................................................................61
Table 1-10. Soil Coefficients .........................................................................................63
Table 1-11. Response modification factors ...................................................................63
Table 1-12. Load combination and Load factor............................................................65
Table 1-13. Load combination in construction stage....................................................66
Table 4-1. Investigation result of stress in concrete ...................................................100
Table 4-2. Investigation result of flexural condition at maximum positive moment ...100
Table 4-3. Investigation result of flexural condition at maximum negative moment ..101
Table 4-4. Material properties ....................................................................................103
Table 4-5. Shear checking result .................................................................................103
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
xiii
PART 1
BASIC DESIGN
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 1. INTRODUCTION
1.1.
BACKGROUND
Developing and increasing urban adapting ability project of LS city using
capital of WB have three constituents as follow: (1st) Controlling flood and environment
condition, (2nd) Developing urban connections and (3rd) Increasing urban monitoring to
adapt with climate change. Target of the project is developing a sustainable city,
providing the ability to adapt with climate change for LS city, assisting the city to
become a center developing of economic and social of the River KC area. Project had
been approved by LS People Committee according to Decision no 164/QĐ-UBND date
20/01/2016.
KC Bridge constructing package belongs to constituent no 2 of the project.
The alignment starts at the intersection between extended NC and HP road which
600meter South West away from NL Road. The alignment follows the direction of
internal road of HP living area and intersect with 3/2 and 30/4 road at the start point of
KC at NK side. The alignment then following the KC road, and using KC Bridge to go
over KC river and connect to the A nation highway next to the province bus station (is
in construction with 10.3 hectare) at LS City.
1.2.
LEGAL BASE
Law on Tendering No.43/2013/ QH13 issued on 01/7/2014, effective from
01/01/2015;
Law on Construction No.50/2014/QH13 issued on 18/6/2014, effective from
01/01/2015;
Public Investment Law on
on18/6/2014, effective from 01/01/2015;
Construction
No.49/2014/QH13
issued
Decree No.59/2015/ND-CP dated 18/06/2015 of the Government on
management of construction investment projects;
Decree 32/2015/ND-CP dated 25/03/2015 of the Government on management
of construction investment costs;
-
Decree No.37/2015/ND-CP detailing construction contracts.
Circular 13/2016/ TT-BXD Detailed regulations on the recruitment and
selection of architectural design of construction works.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
1
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
1.3.
PROPOSAL AND SCOPE
1.3.1.
Proposal
FINAL THESIS
LS city has been building as a model city and ecconomic center of area. KC
bridge will be built to improve connected capacity between LS city and social of the
River D area in next time and orientate to 2030s. Some contents will be considered:
Analyze impact of economy and transportation development planning on the
need of bridge constructing.
-
Access existing condition of construction in route.
-
Select bridge position.
-
Select size, technical specific and structural solution.
-
Select technicality solution and construction solution.
-
Determine total investment cost and analyze economic effectiveness.
-
Propose implement alternative and investment solution.
1.3.2.
Scope
Base on space development plan of LS city, the project’s size is limited in the
city. There are two main components:
-
Superstructure;
-
Substructure;
-
Road.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
2
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 2. PHYSICAL CONDITIONS SURVEY
2.1.
GEOGRAPHY POSITION
LS city is located in the Northern mountainous region of Vietnam. It is
adjacent to China and owns one of the most important border gates in our country.
Moreover, LS city is contiguous to some provinces which are the main point economy
of whole nation, such as: QN in the North-East, BG in the South-West. KC Bridge is
constructed over KC River, at the same time KC Bridge is considered as the signature
of LS city as well as a part of history in LS province.
2.2.
TOPOGRAPHY
Constructed site has a relatively flat terrain, the current two ways are about
(1.5-2.0) m higher than the residential area.
In the bridgehead (on the HV street) there is a flower garden on the left, there
is the Thanh pagoda on the right, at this place, the pagoda is 2.9m long.
At the end of the bridge (NH4A), the bridgehead is about 1.6-2 m higher than
the residential area, on the right is KC Temple, the old bridge wall is about 8.0-8.2 m.
m, on the left is residential area about 12.8m from the old bridge, asphalt road width B
= 9.0m.
2.3.
GEOLOGY AND HYDROGEOLOGY
2.3.1.
Geology
In the stage of feasibility study report on construction investment, engineers
drilled 4 holes in the site (on land) to survey the terrain conditions of the abutment areas.
In the stage of establishing the design of construction drawing, 4 holes are drilled in the
site (underwater) to survey the terrain conditions in the river-bed area.
The synthesis of drilling documentation in boreholes shows that the structure
at the projected site in the survey area in order top-down can be divided into the
following classes:
W.r.t boreholes on land, they are made in the stage of feasibility study report
on construction investment.
Layer no 1: sandy clay, crushed stone, arenaceous, C3 soil, the thickness of
layer is from 1.3m to 6.5m.
Layer no 2: coarse sand, medium density, C2 soil, reach at LK01, LK02 drill
holes, the thickness of layer is from 7.0m to 7.8m.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
3
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 2-1. Average physical parameter of layer no. 2
No.
Physical parameter
Signal
Unit
Average value
Gradation composition
1
2
>60
1.9
40-60
6.0
20-40
10.0
10-20
10.7
5-10
15.8
2-5
15.9
1-2
P
%
12.8
0.425-1
11.8
0.25-0.425
7.3
0.08-0.25
4.2
0.05-0.08
1.0
0.01-0.05
0.7
0.005-0.01
0.6
<0.005
1.3
Density
ρ
g/cm3
2.66
Layer no 3: pebble mixed gray-brown sand, density, reach at LK01, LK02, C4
soil, the thickness of layer is from 4.2m to 4.7m.
Table 2-2. Average physical parameter of layer no. 3
No.
Physical parameter
Signal
Unit
Average value
Gradation composition
1
>60
6.8
40-60
7.2
20-40
14.8
10-20
P
%
22.1
5-10
14.4
2-5
6.5
1-2
5.3
0.425-1
5.1
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
4
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
No.
2
Physical parameter
Signal
FINAL THESIS
Unit
Average value
0.25-0.425
4.2
0.08-0.25
6.4
0.05-0.08
3.1
0.01-0.05
2.0
0.005-0.01
1.2
<0.005
0.9
ρ
Density
g/cm3
2.7
Layer no 4: blue-gray gypsum, CIII stone, is found out in the total area
surveyed, has not yet invested the total thickness of layer.
Table 2-3. Average physical parameter of layer no. 4
No.
Physical parameter
Signal
Unit
Average value
1
Saturation factor
K
2
Compressive
strength at dry status
Rdry
g/cm3
676.24
3
Compressive
strength at saturation
status
Rsaturation
g/cm3
610.63
4
Density
ρ
g/cm3
2.70
5
Natural density
γ
g/cm3
2.68
0.90
HS1: Karst no. 1, contained sandy clay, is found out LK01, LK02 drill hole,
the elevation of cave ceiling +237.62m and +234.36m, respectively, the elevation of
cave bottom +230.72m and +227.06m.
HS2: Karst no. 2, contained sandy clay, is found out LK01 drill hole, the
elevation of cave ceiling +228.02m, the elevation of cave bottom +224.62m.
HS3: Karst no. 3, is found out LK04 drill hole, the elevation of cave ceiling
+247.87m, the elevation of cave bottom +246.77m.
HS4: Karst no. 4, contained sandy clay, is found out LK03, LK04 drill hole,
the elevation of cave ceiling +240.04m and +243.47m, respectively, the elevation of
cave bottom +235.64m and +230.17m.
•
W.r.t boreholes under water, they are made in the stage of construction
drawing design.
X: cement concrete structure, is found at LK1-2 drill hole, 3.4m thickness.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
5
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Layer 2a: Sand mixed pebble, medium density, C3 soil, is found at LK1-1 –
LK1-4 drill hole, 0.8-5.6m thickness.
Table 2-4. Average physical parameter of layer no. 3
No.
Physical parameter
Signal
Unit
Average value
Gradation composition
1
>60
14.5
40-60
4.8
20-40
5.3
10-20
3.5
5-10
P
%
7.7
2.5-5
15.8
1.25-2.5
18.8
0.63-1.25
14.0
0.14-0.315
8.5
<0.14
2
Density
2.6
ρ
3
g/cm
2.69
Layer no 4: blue-gray gypsum, CIII stone, is found out in the total area
surveyed, has not yet invested the total thickness of layer.
Table 2-5. Average physical parameter of layer no. 4
No.
Physical parameter
1
Saturation factor
2
Compressive strength at dry status
3
Compressive strength at saturation
status
4
5
Signal
Unit
K
Average value
0.90
Rdry
g/cm3
676.24
Rsaturation
g/cm3
610.63
Density
ρ
g/cm3
2.70
Natural density
γ
g/cm3
2.68
HS1: Karst no. 1, contained sandy clay, is found out LK01, LK02 drill hole,
the elevation of cave top is +234.19m, the elevation of cave bottom +233.39m
HS2: Karst no. 2, contained sandy clay, is found out LK1-4 drill hole, the
elevation of cave top +236.34m, the elevation of cave bottom +233.64m.
HS3: Karst no. 3, is found out LK1-4 drill hole, the elevation of cave top
+231.24m, the elevation of cave bottom +228.34m.
•
In conclusion:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
6
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
The KC Bridge Project is on a relatively flat terrain surface; the geology at the
beginning of the route is mainly composed of unequal ground rock, which is not
favorable for the geological survey as well as building works later.
Layer 4 is gypsum occurred Karst phenomenon, cracking strongly at all of the
drill holes, at LK02, LK04 drill hole, it is found 2-storey Karst, especially, LS City is
on the area of significant development in Karst, therefore, in the construction process, it
is noticeable the position of bored piles to propose reasonable solutions.
Before constructing, it needs to carry out drilling to determine stratum 100%
the number of piles.
•
Petition: Using pile foundation is in layer no. 4.
2.3.2.
Hydrogeology
Groundwater is contained and mobilized in the pore spaces of the alluvial soil,
in the fractures of the original rock. The depth of groundwater table at LK01 -6.5m,
LK02 -6.0m (in alluvial soil). During this period, people take 2 water samples at LK01
at depths of -6.5 m and 1 surface water pattern at area of abutment no. 2
Water in the sand is fresh bicarbonate, sulphua, chlorine, natri (kali) caximagie.
Total mineralization M = 195.7mg/l, pH = 7.9. Evaluation according to TCVN 3994-85
water weak erosion type.
The surface water samples were tested at the location of the abutment area No.
02. This was the fresh water of the type of calcium carbonate sodium bicarbonate. Total
amount of carbon and formaldehyde was 4.4 (mg/l), pH = 8.0. The appreciation of
TCVN 3994-85 water is weak erosion type.
Table 2-6. The chemical component analysis results synthetic table of water
Unit
Pattern 1
Pattern 2
LK01
Area of abutment no. 2
-6.5m
Surface water
7.90
8.00
me / l
0,10
0,05
mg / l
4,40
2,20
mg / l
1,64
1,88
me / l
2,10
1,00
mg / l
1,281
61,00
me / l
-
-
mg / l
-
-
The pattern position
The depth of pattern
m
pH
CO2
Free
Erosion
HCO3-
ANION
CO3--
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
7
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Unit
Pattern 1
Pattern 2
me / l
0,25
0,35
mg / l
8,90
12,40
me / l
0,23
0,83
mg / l
8,90
39,80
The total of stiffness
me / l
2,15
0,60
Temporary stiffness
me / l
1,05
0,25
Permanent stiffness
me / l
1,10
0,35
me / l
1,60
0,35
mg / l
32,10
7,00
me / l
0,55
0,35
mg / l
6,10
3,00
me / l
0,43
1,38
mg / l
9,90
36,30
The total of ion
me / l
2,60
2,20
The total of mineralize
me / l
195,70
158,50
HCO381Cl10
HCO346SO384Cl16
M 0.2 -------------
M 0.16 ---------------
-- pH 8.4
pH7.5
Ca62Na+K17Mg21
Na+K72CA16Mg12
ClSO4--
Ca++
KATION
Mg++
(Na+K)+
Kuoc-lop Formula
The evaluation of concrete
erosion
2.4.
CLIMATE
2.4.1.
General condition
me / l
mg / l
TCVN 3994-85
The climate in the tropical monsoon climate has two distinct seasons: hot and
rainy season from May to September, cold and dry season from November to March.
April and October are two forward months.
KC basin is formed under the interaction of atmospheric circulation, solar
radiation conditions in the geographic situation of the basin.
2.4.2.
Air temperature
The year-round heat regime in the basin varies markedly due to the seasons.
Summer is from May to October with average temperature of 25.5℃, the highest
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
8
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
temperature usually occurs in the May and June measured during the observation period
is 39.8℃. The winter is from November to April, the northeast monsoon flood is drying
up, the temperature decreases sharply, the lowest temperature is usually in January,
February and December with the lowest temperature measured -2,1℃.
The annual average temperature is about 21.1℃, the average temperature in
the months of the year fluctuate between 13.3 to 27.0℃. The fluctuation amplitude
between day and night temperature is highest in the early winter period about 9 - 10℃.
2.4.3.
Rainfall
Rainfall regime in the basin is closely related to the monsoon regime; the
rainfall changes considerably in space and time. The average annual rainfall of KC basin
is about 1200 - 1500mm.
The rainy season usually starts from May to September, the percentage of
rainfall occupies from 70%-75% of the proportion of whole year rainfall. The dry season
is from October to April of next year and the precipitation is responsible for 25-30%.
The highest average rainfall is in July (200-250mm per month), the lowest average
rainfall is in December (20-30mm per month).
2.4.4.
Humidity and sunshine
Average humidity in the year ranged from 80-85%, the month with the highest
average humidity was 85.4% in August, the lowest in December was 77.3%.
The number of sunny hours: The average number of sunny hours is about
1500-1600 hours, the majority of sunshine-hour amount is high in LS City and several
adjacent districts, and low in BS, VQ and at least in MS. Sunshine in summer, as well
as is the most in July, August and less in winter, at least February, March due to the
influence of drizzly weather.
2.4.5.
Wind
During the year distinguishing the two monsoons, the winter monsoons from
November to April, the prevailing northeast monsoon and the cold and dry air north.
The winds of the summer months from May to October tend to be southeast and east
with a lot of moisture.
Due to the influence of terrain, the wind speed in the basin is not large, the
average wind speed measured at Lang Son meteorological station is 1.9 m/s.
2.4.6.
Some different features
The amount of cloud: The average annual cloud is about 74-76% of the sky,
not much different among locations. In most places, the amount of cloud is the most
common in the middle and late winter (from January to April), relatively low in late
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
9
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
summer and early winter (from September to December). The difference between the
most cloudy month and the least is up to 25-30%.
Storm: The storm season in the North-area occurs 4 months in summer
between June and September, the most in July and August. The project site is
significantly affected by hurricanes in the North. In addition, some typhoons hit the
North Central region causing heavy rains in the area. However, they are not as large as
the coastal plain provinces. Storms still contribute significantly to the total annual
rainfall.
North-east monsoon, hoarfrost: Annually, there are about 20-25 North-east
monsoons, affect to the bulk of the mountainous areas of North and North-East area.
Northeast monsoons concentrate in winter causing dry or cold weather and frosts but
frosts rarely happen, there are only 1-2 days and usually occurs from November to
February, in which mostly in December, and January.
Thunderstorm: hail season coincides with rainy season. There are
thunderstorms lasting 4-5 days. There are thunderstorms occur in December, January.
Days with thunderstorm in the year about 40-50 days. Strong thunderstorms can cause
hail. Almost hail happened in all districts. Any meteorological station is also monitoring
hail. According to statistics, hail usually occurs in late winter, early summer. The same
year happened in July, as in TK.
Fog: There are many foggy days every year. As with other weather phenomena,
seasonal fog fluctuates year after year. In DL, there were months more than 15 days with
fog, while in many other places, months without fog.
The meteorological characteristics of the project area can be referenced to
meteorological data at Lang Son Station in the following table (station location at 21050
'north latitude, 106045' east longitude, elevation 257.88m).
Table 2-7. The meteorological data at LS station
Month
I
II
III
IV
V
VI
VII
VIII
IX
X
XI
XII
Year
2,0
2,2
1,9
33,0
32,2
39,8
18,2
14,6
21,1
1,7
-1,5
-2,1
36
20
1301
The average wind speed per month and whole year (m/s)
Value
2,6
2,6
2,3
1,9
1,7
1,4
1,3
1,1
1,3
1,8
o
The strict highest air temperature per month and year ( C)
Value
31,6
36,4
36,7
38,6
39,8
37,6
37,6
37,1
36,6
35,2
o
The average air temperature per month and year ( C)
Value
13,1
14,3
17,9
22,2
25,5
26,8
27,2
26,6
25,2
22,1
o
The strict lowest air temperature per month and year ( C)
Value
-2,1
-1,7
0,9
6,2
11,1
15,1
18,6
17,0
13,2
7,1
The average amount of rainfall per month and year (mm)
Value
31
38
49
97
167
189
229
232
130
82
The highest daily rainfall per month and year (mm)
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
10
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
Value
81
114
123
133
164
197
202
147
159
FINAL THESIS
136
72
53
202
6,4
5,6
142,7
137
121
1589
16,8
13,2
21,6
78,8
77,3
81,9
The number of average rainy days per month and year (days)
Value
9,5
10,4
13,2
13,1
13,5
15,4
16,4
17,0
12,7
9,4
The total number of sunny hours per month, year (hour)
Value
77
58
62
96
176
162
184
174
181
161
The average absolute humidity of air per month and year (mb)
Value
12,3
13,8
17,5
22,3
26,4
29,0
29,8
29,5
26,8
21,7
The average relative humidity of air per month and year (%)
Value
79,6
82,3
83,4
82,8
81,2
82,8
2.5.
HYDRAULIC CHARACTERISIC
2.5.1.
Local hydraulic condition
83,6
85,4
84,1
81,3
KC River is one of the main rivers flowing through LS Province. The river
system has an average river network density of 0.88 km/km2. The river mainstream is
243km long, originated from the mountainous area of DL district. The main river flows
in the direction of the Northwest and Southeast. It then merges with BG river at BN, TD
district and to China with the East-West direction. The terrain has a wide width but the
bulk of limestone mountains and the level of cover on the surface of the basin is low, so
in the flood season, the water level oscillate quickly, and in the dry season, the flow of
the river is low.
River flow regime in KC basin depends mainly on rainfall regime. During the
year, the flow is divided into two seasons: the flood season and the dry season. Flood
season starts in June, ending in September, total flood flow accounts for 70-75% of
annual flow. The month with the largest flow usually occurs in August, the duration of
a flood is usually from 3 to 7 days, the flood time is about 10 - 24 hours, floods occur
on the river usually quite fast. The dry season starts from October to May of the
following year, with flows accounting for 25-30% of the total annual flow. The monthly
flow is the smallest from December to February, with a total flow of 3 months
accounting for 5-7% of annual flow.
2.5.2.
Hydraulic condition of bridge position
KC River crosses the KC River, so the river section of the bridge is also
influenced and full of features of the basin.
Upstream KC bridge is a curved section, the lower part of the bridge is straight,
the two banks have been embankment protected, the river bank is relatively stable, no
special erosion phenomenon.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
11
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
At the current bridge of KC, the two bridges have been paved stone protection.
The clay pit must be geologically stable, the foot of the left abutment is gated for
protection.
-
The hydrographic survey results are summarized as follows:
Hmax1986 = 259.5m;
Hmax2008 = 257.6m;
Hmax2014 = 257.1m;
Hmin
2.5.3.
= 246,9m.
Design water level
The result of hydraulic calculation shows water level related frequency data at
the bridge site as follow:
Table 2-8. The water level related frequency data at the bridge site
Feature
Frequency P
Design flow
P = 1%
4475 m3/s
P = 4%
3400 m3/s
P = 1%
+259.66m
P = 2%
+288.93m
P = 4%
+257.84m
P = 5%
+257.46m
P = 10%
+256.36m
P = 1%
Without bridge: Vmax tb = 2.52m/s
Design water level
Flow velocity
Value
Note
The
national
elevation
system
With bridge: Vmax tb = 3.02m/s
P = 4%
Without bridge: Vmax tb = 2.39m/s
With bridge: Vmax tb = 2.71m/s
Waterway opening
under bridge
L0
L0 4% = 88m
M1
Elevation after scour: +240.26,
scour process is stop when it
reaches third layer (coarse)
M2
No scour, gypsum
Note: The predict about scour is determined due to natural terrain conditions.
Nevertheless, local scour at abutment is not going to occur when it is stabilized at
downstream and upstream and base of abutment as the current bridge.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
12
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
-
FINAL THESIS
The predict diagram H10% water level as month:
Chart 2-1. H10% level as month which has the highest amount
Chart 2-2. H10% level as month which has the lowest amount
BIỂU ĐỒ DỰ BÁO MỰC NƯỚC THÁNG THẤP NHẤT PHỤC VỤ THI CÔNG
CẦU KỲ CÙNG
247.50
247.30
247.10
246.90
246.70
246.50
I
II
III
IV
V
VI
VII
VIII
IX
X
XI
XII
Tháng
Hmin.cầu (m)
246.91 246.91 246.87 246.92 246.87 246.95 246.94 247.00 246.88 247.01 246.99 246.91
Hmin.90% cầu(m) 247.01 246.97 246.97 247.00 246.99 247.10 247.17 247.24 247.14 247.10 247.05 247.01
2.5.4.
Navigation clearance
No clearance.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
13
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 3. CONSTRUCTION SIZE AND TECHNICAL
STANDARDS
3.1.
-
APPLIED STANDARDS
Standard for highway survey 22TCN 263-2000.
Standard for design and survey of highway embankment on soft soil
foundation 22TCN 262-2000.
3.2.
Standard for soil exploration in drilling 22TCN 259-2000.
CLASS OF CONSTRUCTION
-
23: Delta
-
Speed design: 60km/h.
3.2.1.
Navigation clearance
No clearance.
3.2.2.
Bridge technical standard
years.
Design load: Live load HL93, human 3x10-3 MPa, design life service is 100
The level of earthquake: Level VII (MSK) due to local, the acceleration factor
is a=0.0805.
Longitudinal profile is designed due to deck-bridge geography which is lower
than current 1.8m.
3.2.3.
Longitudinal profile is on straight way, slope is 0%.
Design standard
-
Bridge design standard: 22TCN 272-05.
-
Highway design standard: TCVN 4054-2005.
-
Flexible pavement design standard: 22TCN 211-06.
3.3.
CROSS-SECTION OF BRIDGE
There are some design principles:
-
Cross-section of bridge must suitable with cross-section of highway
To be permanent work, with delicate structures and appropriate with the
alignment scope and the city’s architectural landscape.
-
To satisfy the technical requirement, ensure traffic safety in LS city.
-
To facilitate in construction, accelerate the operation schedule.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
14
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
-
Reasonable for economy.
-
The works ensure absolute safety in service process.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
FINAL THESIS
15
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 4. BASIC DESIGN
4.1.
DESIGN PRINCIPLE
The bridge, which shall be designed, based on the following principles:
To be permanent works, with delicate structures and appropriate with the
alignment scope and the city’s architectural landscape.
To meet with the requirements for urban future development planning and
urban environment protection....
-
To ensure a short construction period and high mechanization.
-
To mitigate the adverse impacts on the existing traffic.
-
To ensure normal working conditions of adjacent works.
-
To be economically and technically reasonable.
-
To focus on aestheticism.
4.2.
MAIN BRIDGE LENGTH
Suitable with topographic, geological, hydrological condition of bridge
position.
-
Is an architectural highlight in the overall construction and local space.
-
Ensure navigation clearance requirement.
-
Minimize impact on drainage capacity under bridge.
-
Suitable with construction ability of construction organization.
-
Minimize construction cost.
4.3.
DESIGN ALTERNATIVES FOR MAIN BRIDGE
Base on priciples above, I propose two alternatives for main bridge :
81m
4.4.
Alternative 1: Reinforcement concrete (RC) arch bridge with span length of
Alternative 2: Steel truss bridge with span 100m in length.
SUBSTRUCTURE
Two abutments are reinforcement concrete U abutments.
Abutments and spiral were put on bored piles with diameter D1.5m.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
16
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
4.5.
BRIDGE DESIGN SOLUTIONS
4.5.1.
Alternative I
FINAL THESIS
Structure characteristics: bridge has one span with 81m. Bridge uses
reinforcement concrete arch, and box girder.
4.5.2.
Total length bridge: 117.2 m (including the end of 2 abutments)
Alternative II
Structure characteristics: bridge has one span with 100m. Bridge uses steel
truss bridge.
-
Total length bridge: 111.5 m (including the end of 2 abutments)
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
17
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 5. BASIC DESIGN AND PRELIMINARY
CALCULATION
5.1.
ALTERNATIVE I
5.1.1.
Cross-section
5.1.1.1. Superstructure
-
Ratio of rise to span:
in which height of arch (f) is 12.5m
-
Effective span is L=102.2m,
-
Arch without hinged is designed with reinforcement concrete and box girder
Figure 5-1. Cross-section of bridge
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
18
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
5.1.1.2. Substructure
Figure 5-3. Cross-section of abutment
5.1.2.
Preliminary determine volume of bridge
5.1.2.1. Weight of superstructure
a.
Weight of main span structure
Length of effective span: L= 81m
Concrete weight of arch span:
1026.093
×
1026.093 × 23.5
(5-1)
24113.186
(5-2)
Concrete weight of girder:
3139.534
×
3139.534 × 24.5
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
(5-3)
76918.570
(5-4)
20
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Concrete weight of spandrel:
213.872
×
b.
(5-5)
213.872 × 24.5
5239.856
(5-6)
Weight of wearing surface
Thickness of asphalt wearing surface is 70mm. Volume of wearing surface:
0.07 × 14 × 102.2
100.156
(5-7)
Weight of wearing surface:
0.07 × 14 × 22.5
c.
22.05
/
(5-8)
Weight of barriers and sidewalk
Concrete volume of barriers and sidewalk:
1.775 × 117.2
208.049
(5-9)
Concrete weight of barriers and sidewalk:
208.049 × 24.5
5097.209
(5-10)
5.1.2.2. Weight of substructure (abutment)
Table 5-1. Volume of some components of abutment
Abutment Foundation
(m3)
A1 (A2)
1936.263
Stem
(m3)
Back
wall
(m3)
Wing
wall
(m3)
421.050 21.315 37.622
Total
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Approach Curtain
panel
wall
(m3)
(m3)
60.424
1.890
Volume
(m3)
2478.564
4957.127
21
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
5.1.3.
FINAL THESIS
Preliminary determine number of piles
5.1.3.1. Preliminary bridge structure model via the Midas civil software
a.
Model
Figure 5-4. The preliminary bridge structure model via the Midas civil software
b.
Determine dead load
-
Selfweight of abutment:
2.45 ×
-
2.45 × 4957.127
11897.105
(5-11)
2.45 × 13.95
33.48 ( )
(5-12)
2.45 × 29.40
72.03 ( )
(5-13)
Weight of superstructure:
Weight of box girder:
2.45 ×
Weight of arch rib:
2.45 ×
Weight of wearing surface:
2.25 ×
2.25 × 0.07 × 14
2.205 ( )
(5-14)
8.52 ( )
(5-15)
Weight of barriers and sidewalk:
2.45 ×
2.45 × 2 × 1.775
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
22
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
c.
FINAL THESIS
The results of types of load
Table 5-2. The types of load results
No
Types of load
Unit
Value
1
DC
kN
88721.5
2
DW
kN
240.7
3
LL+IM
kN
3890.4
5.1.3.2. Internal force at the abutment bottom
Table 5-3. Internal force at the abutment bottom
Abutment
Strength Limit State
Node
N
Mx
My
A1
135
118070.9
19595.9
292842.3
A2
188
118078.3
19162.9
239926.4
5.1.3.3. Preliminary determine number of piles
a.
Preliminary arrangement of piles
The number of piles is predicted preliminarily to 20 piles and are arranged as
below:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
23
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-5. The preliminary arrangement of piles
b.
Calculate internal force at pile head
The internal force at pile head is determined as formula:
+
×
∑=
+
×
(5-16)
∑=
In which:
N: Load total at abutment bottom
n: the number of piles
Mx, My: moments rotate x, y axils
xi, yi: coordinates of the central piles.
Table 5-4. The coordinate x and y, results of Pi at Abutment A1
No
1
2
xi
7.625
7.625
�
58.141
58.141
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
yi
-9
-4.5
�
81
20.25
Pi (kN)
9073.841
9182.707
24
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
No
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
xi
7.625
7.625
7.625
3.125
3.125
3.125
3.125
3.125
-1.375
-1.375
-1.375
-1.375
-1.375
-7.875
-7.875
-7.875
-7.875
-7.875
yi
0
4.5
9
-9
-4.5
0
4.5
9
-9
-4.5
0
4.5
9
-9
-4.5
0
4.5
9
�
58.141
58.141
58.141
9.766
9.766
9.766
9.766
9.766
1.891
1.891
1.891
1.891
1.891
62.016
62.016
62.016
62.016
62.016
659.063
=
�
0
20.25
81
81
20.25
0
20.25
81
81
20.25
0
20.25
81
81
20.25
0
20.25
81
FINAL THESIS
Pi (kN)
9291.574
9400.440
9509.306
7074.349
7183.215
7292.081
7400.947
7509.813
5074.857
5183.723
5292.589
5401.455
5510.321
2186.701
2295.567
2404.434
2513.300
2622.166
810
=
Table 5-5. The coordinate x and y, results of Pi at abutment A2
No
1
2
3
4
5
6
7
8
9
10
11
12
xi
7.625
7.625
7.625
7.625
7.625
3.125
3.125
3.125
3.125
3.125
-1.375
-1.375
�
58.141
58.141
58.141
58.141
58.141
9.766
9.766
9.766
9.766
9.766
1.891
1.891
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
yi
-9
-4.5
0
4.5
9
-9
-4.5
0
4.5
9
-9
-4.5
�
81
20.25
0
20.25
81
81
20.25
0
20.25
81
81
20.25
Pi (kN)
8466.814
8573.274
8679.735
8786.195
8892.656
6828.625
6935.086
7041.546
7148.007
7254.467
5190.436
5296.897
25
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
No
13
14
15
16
17
18
19
20
xi
-1.375
-1.375
-1.375
-7.875
-7.875
-7.875
-7.875
-7.875
yi
0
4.5
9
-9
-4.5
0
4.5
9
�
1.891
1.891
1.891
62.016
62.016
62.016
62.016
62.016
659.063
=
�
0
20.25
81
81
20.25
0
20.25
81
FINAL THESIS
Pi (kN)
5403.357
5509.818
5616.278
2824.164
2930.624
3037.085
3143.545
3250.006
810
=
Result: All of piles are beared compression and the maximum compressive
values at A1, A2 is 9509.306 kN, 8892.656 kN, respectively.
c.
Determine resistance of pile
General principles:
•
General regulation:
For bored piles fixed rock, general regulation is shown in Article 10.8.3.5 of
22TCN 272-05 Standard, AASHTO LRFD 1998 and AASHTO LRFD 2004 as follow:
To determining the axial resistance of drilled shafts with rock sockets, the side
resistance from overlying soil deposits may be ignored.
If the rock is degradable, use of special construction procedures, larger socket
dimensions, or reduced socket resistance shall be considered.
The resistance factors for drilled shafts socketed in rock shall be taken as
specified in Table 10.5.5-3.
Typically, the axial compression load on a shaft socketed into rock is carried
solely in side resistance until a total shaft settlement on the order of 10mm occurs. At
this displacement, the ultimate side resistance, Qsr, is mobilized, and slip occurs between
the concrete and rock. As a result of this slip, any additional load is transferred to the
tip, and it is assumed that side resistance reduces to 0.0. This assumption is conservative
because a portion of the fully mobilized side resistance will remain after failure of the
bond along the shaft-rock socket interface (Reese and O’Neill 1988). Alternative
procedures can be used to proportion the socket load between side and tip resistance,
e.g., Carter and Kulhawy (1988).
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
26
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Where the rock socket capacity is derived from side resistance, the settlements
within the socket will be small. If the rock socket capacity is derived from tip resistance,
the settlements may be large and must be checked as an integral part of the design.
•
Applied assumption:
The design procedure presented in this Article assumes that:
-
The rock is reasonably sound,
The rock strength measured during site investigation will not deteriorate
during construction when water or drilling fluids are used,
and
The drilling fluid used will not form a lubricated film on the sides of the socket,
The bottom of the socket is properly cleaned out. This is especially important
if the capacity of the drilled shaft is based on end bearing.
•
Design steps:
The steps in the design procedure are as follow:
Step 1:
Estimate the settlement of the portion of the drilled shaft that is socketed in
rock. This consists of two components:
-
The elastic shortening of the drilled shaft, ρe (mm), which can be taken as:
×
×
(5-17)
Where:
Hs: depth of the socket (mm)
ΣPi: working load at the top of the socket (N)
Asoc: cross-sectional area of the socket (mm2)
Ec: modulus of elasticity of concrete in the socket, considering the stiffness of
any steel reinforcement (MPa)
-
Settlement of the base of the drilled shaft, ρbase (mm), which can be taken as:
×
(5-18)
×
Where:
Iρ: influence coefficient obtained from Figure
Ds: diameter of the base of the drilled shaft socket (mm)
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
27
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Er: modulus of elasticity of the in-situ rock, taking the joints and their spacing
into account (MPa)
The modulus of elasticity of the in-situ rock, Er, can be taken as:
×
(5-19)
Where:
Ei: intact rock modulus found either by testing or by means of Figure (MPa)
Ke: modulus modification ratio, related to the rock quality designation (RQD),
as shown in Figure (dim.)
Figure 5-6. Elastic Settlement Influence Factor as a Function of Embedment Ratio
and Modular Ratio after Donald et al. (1980), as Presented by Reese and O’Neill
(1988).
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
28
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-7. Engineering Classification of Intact Rock after Deere (1968) and Peck
(1976), as Presented by Reese and O’Neill (1988).
Figure 5-8. Modulus Reduction Ratio as a Function of RQD after Bienawski (1984),
as Presented by Reese and O’Neill (1988).
Step 2:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
29
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Calculate ρe + ρbase. If the sum is less than 10 mm, compute the bearing capacity
based on shaft resistance alone. Step 3 applies. If the sum is greater than 10mm, compute
the bearing capacity based on base resistance alone. Step 4 applies.
Step 3:
Determine the side resistance of drilled shafts socketed in rock as follows:
If the uniaxial compressive strength of the rock is ≤ 1.9 MPa, the units side
resistance (qs) may be taken Carter and Kulhawy (1988):
×
×
0.15 ×
(5-20)
(5-21)
Where qu is the uniaxial compressive strength of the rock.
If the lesser of the uniaxial compressive strength of the rock or the concrete in
the drilled shaft is greater than 1.9 MPa, qs may be taken after Horvath and Kenney
(1979):
0.21 ×
(5-22)
where qs and qu are in MPa.
Step 4:
Factored base resistance of the drilled shaft socket may be determined from
the uniaxial compression strength using any consistent set of units (Canadian
Geotechnical Society 1985) as:
×
×
×
(5-23)
(5-24)
Where:
qp, the unit base resistance, may be taken as specified in Article 10.7.3.5.
AASHTO 2004.
Ap is tip pile area.
Nominal unit tip resistance qp can be taken as:
3×
×
×
(5-25)
Where:
qu: is the average uniaxial compressive strength of the rock.
Ksp: unfactored bearing capacity coefficient
d: unfactored depth coefficient
Ksp and d are calculated as:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
30
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
(5-26)
3+
1 + 300 ×
1 + 0.4 ×
(5-27)
≤ 3.4
Where:
Sd: the space of crack line
ts: the width of crack line
D: the diameter of drilled shaft
Ds: the diameter of socket
Hs: the depth of socket
Alternatively, determine the nominal unit base resistance of drilled shafts
socketed in rock using results from pressure meter tests (Canadian Geotechnical Society
1985) as:
×
−
+
(5-28)
Where:
p1: limit pressure determined from pressure meter tests averaged over a
distance of 2.0 diameters above and below the base (MPa).
p0: at rest total horizontal stress measured at the base elevation (MPa)
σv: total vertical stress at the base elevation (MPa)
Kb: coefficient that depends on the socket diameter to socket depth ratio as
indicated in Table C1 (AASHTO 2004) (dim.)
ϕ: resistance factor specified in Table
Table 5-6. Values for Kb
Hs/Ds
Kb
0
0.8
1
2.8
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
2
3.6
3
4.2
5
4.9
7
5.2
31
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Abutment A1:
Input data:
Table 5-7. The bearing resistance for bored pile in rock socket input data at the A1
Parameter
Bottom of pile-cap
Top elevation of rock layer
Bottom of pile tip
Water level
The length of pile
Diameter of drilled shaft
Perimeter of the cross-section pile
Area of the cross-section pile
The depth of socket
Diameter of socket
Perimeter of the cross-section socket
Area of the cross-section socket
Compressive strength of concrete at 28
days
Concrete unit weight
Modulus of elasticity of concrete
Working load at pile head
Symbol
EL1
EL2
EL3
EL4
L
Unit
m
m
m
m
m
Value
243.149
226.120
222.149
238.953
21.000
D
P
A
Hs
Ds
Psoc
Asoc
f’c
m
m
m2
m
m
m
m2
MPa
1.500
4.712
1.767
2.471
1.500
4.712
1.767
35.000
γc
Ec
N
kN/m3
MPa
kN
24.500
31799.000
9509.000
Figure 5-9. The bored pile diagram in rock socket
The settlement of bored pile:
-
Working load at top of socket
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
32
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
10466
-
(5-29)
In-tack rock modulus (According to AASHTO 2004 LRFD: Fig C10.8.3.5-2):
30000
(5-30)
Modulus modification ratio (According to AASHTO 2004 LRFD: Fig
C10.8.3.5-3):
0.15
-
(5-31)
Modulus of elasticity of the in-situ rock
×
0.15 × 30000
.
With
4500
2.647 and
.
(5-32)
7.066 according to Figure 5.8,
effect factor due to settlement (According to AASHTO 2004 LRFD: Fig C10.8.3.5-1):
Ip=0.55
The elastic shortening of the drilled shaft:
×
×
10466 × 3.971
1.767 × 31799
(5-33)
0.7396
Settlement of the base of the drilled shaft:
×
×
10466 × 0.55
1.5 × 4500
The total of settlement
+
(5-34)
0.853
0.7396 + 0.853
1.5926
<
10
Thus, bearing capacity of pile is only calculate by shaft pile resistance.
Determine bearing capacity of pile:
Thanks to axial compression experiment, it has axial compressive strength
qu=40MPa>1.9MPa, thus, unit side resistance of piles is defined:
0.21 ×
0.21 × √40
1.328
(5-35)
According to C10.5.5-3 in 22TCN 272-05 Standard, we have resistance factor
φs=0.65
-
Nominal side resistance of bored pile:
×
×
1.328 × 3.971 × 4.712
24854
(5-36)
In which:
Hs: the height of rock cavity, Hs = 3.971m
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
33
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Psoc: perimeter of the rock cavity cross-section, Psoc = 4.712m
-
Shaft side resistance of bored pile:
×
-
0.65 × 24854
16155
(5-37)
Self-weight of bored pile:
×{
−
×
+[ −
−
]×
− 9.81 }
(5-38)
1.767 × { 243.149 − 238.953 × 24.5
+ [27 − 243.149 − 238.953 ] × 24.5 − 9.81 }
617.887
Resistance of bored pile due to Strength Limit State and Special Limit State as Table
Table 5-8. Bearing resistance of bored pile in rock socket at abutment A1
Strength Limit State
kN
33515
Resistance of bored pile due to material:
× 0.85 × 0.85 × ′ ×
Self-weight of bored pile: PW
Resistance of bored pile due to rock:
+
Bearing resistance of bored pile:
Legend:
-617.887
15537
15537
φ: resistance factor (according to 5.5.4.2.1-TCN272-05, φ = 0.75)
As: area of reinforcement,
0.015 ×
× 0.75
0.0265
Abutment A2:
Input data:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
34
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 5-9. The bearing resistance for bored pile in rock socket input data at the A2
Parameter
Bottom of pile-cap
Top elevation of rock layer
Bottom of pile tip
Water level
The length of pile
Symbol
EL1
EL2
EL3
EL4
L
Unit
m
m
m
m
m
Value
243.149
231.789
225.149
238.953
18.000
Diameter of drilled shaft
D
m
1.500
Perimeter of the cross-section pile
P
m
4.712
Area of the cross-section pile
A
m2
1.767
The depth of socket
Hs
m
6.640
Diameter of socket
Ds
m
1.500
Perimeter of the cross-section socket
Psoc
m
4.712
2
Area of the cross-section socket
Asoc
m
1.767
Compressive strength of concrete at 28
f’c
MPa
35.000
days
Concrete unit weight
γc
kN/m3
24.500
Modulus of elasticity of concrete
Ec
MPa
31799.000
Working load at pile head
N
kN
9509.000
With the similar method of determining number of piles in abutment A1, I
have the results with regard to A2 as:
Table 5-10. Bearing resistance of bored pile in rock socket at abutment A2
Resistance of bored pile due to material:
× 0.85 × 0.85 × ′ ×
Self-weight of bored pile: PW
Resistance of bored pile due to rock:
+
Bearing resistance of bored pile:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Strength Limit State
kN
33515
-488.091
18388
18388
35
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
5.1.3.4. Checking
Abutment
Bearing resistance of pile
A1
A2
1584 (ton)
1874 (ton)
5.2.
ALTERNATIVE II
5.2.1.
Choosing cross-section
Maximum internal axial
force of pile
969.35 (ton)
906.49 (ton)
Check
OK
OK
5.2.1.1. Superstructure
-
Truss height: H = (1/7-1/10) L with L = 100m, choose H=10m.
-
Length of each panel d=10m.
Figure 5-10. cross-section of steel truss
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
36
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-11. Side view of steel truss
5.2.1.2. Substructure
Figure 5-12. Side view of abutment
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
37
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-13. 2 cross-sections of abutment
5.2.2.
Preliminary determine volume of bridge
5.2.2.1. Weight of superstructure
a.
Truss span
-
Weight of deck slab:
2.45 ×
-
(5-39)
2.45 × 2 × 0.515
2.524 ( )
(5-40)
Weight of barriers:
2 × 2.45 ×
-
7.203 ( )
Weight of gradient layer:
2.45 ×
-
2.45 × 14.7 × 0.2
2 × 2.45 × 0.124
0.608 ( )
(5-41)
Weight of diaphragm:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
31 × 0.0395 × 14.7 × 7.85
300
-
0.471 ( )
FINAL THESIS
(5-42)
Weight of longitudinal girder:
6 × 0.021 × 7.85
-
0.9891 ( )
(5-43)
2.363 ( )
(5-44)
Weight of wearing surface:
0.075 × 14 × 2.25
Figure 5-14. Determine distribution factor
-
Transverse distribution factor due to level method:
Transverse distributed factor of pedestrians:
0.5 × 1.177 + 1.058 × 1
1.118
(5-45)
Transverse distributed factor of lane:
0.5 × 0.958 + 0.198 × 0.65 × 9.3
3.494
(5-46)
Transverse distributed factor of vehicle:
ℎ
-
0.5 × 0.958 + 0.856 + 0.788 + 0.686 + 0.618 + 0.516
+ 0.448 + 0.364 × 0.65 1.701
(5-47)
Weight of primary truss was determined as:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
ℎ
×
+
×
−
×
+
×
×
× × 1+
FINAL THESIS
(5-48)
×
Where:
L: calculate span length, L=100m.
γDC, γDW, γh: load factor of deadload 1, 2, and live load
γ: density of steel, γ=7.85T/m3
R: strength of steel, R=25000T/m
α: factor consider weight of connection, α=0.1
k0: equivalent load of live load
1+
×
×(
×
ℎ)
+
×
×
+
×
(5-49)
k1/4: equivalent load of one
a: weight factor for different structure, with simple span a = 0.5
Figure 5-15. Put HL93 at ¼ span section
/
3.5 × 0.664 + 14.5 × 0.75 + 0.707
0.5 × 0.75 × 100
/
11.0 × 0.75 + 0.738
0.5 × 0.75 × 100
0.436
0.625
(5-50)
(5-51)
Therefore, k1/4 = 0.625
1 + 0.25 × 0.65 × 0.625 × 1.701 + 0.65 × 0.93 × 3.494 + 0.3 × 1.118
3.311
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
(5-52)
40
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
(5-53)
1.75 × 3.311 + 1.5 × 2.363 + 1.25 × 7.203 + 2.524 + 0.608 + 0.471 + 0.989
25000
− 1.25 × 3.5 × 100 × 1 + 0.1
7.85
× 3.5 × 100
-
3.118 ( )
Weight of connection system:
0.1 × 3.118
have:
1.9 × 3.118
5.924 ( )
+
100 × 2 × 0.312 + 5.924
(5-56)
Total weight of deadload:
2 × 5.924 + 2 × 0.312 + 7.203 + 2.524 + 0.608 + 0.471
(5-57)
24.267 ( )
+ 0.989
b.
(5-55)
Weight of primary truss and connection system:
100 × 2 ×
1247.24
-
(5-54)
Real weight of primary truss multiplied factor (1.8-2). Choose factor = 1.9, I
1.9 ×
-
0.312 ( )
Wearing surface
Thickness of asphalt wearing surface is 70mm. Volume of wearing surface:
0.07 × 14 × 102.5
c.
100.45
(5-58)
25.42
(5-59)
Barriers
Concrete volume of two barriers:
2 × 0.124 × 102.5
5.2.2.2. Weight of sub-structures (abutment):
Choose steel content is 70 kg/m3 in abutment foundations and it is 120 kg/m3
in other components. Mass of each abutment was determined as Table
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
41
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 5-11. Weight of abutments
Abutment Pile cap
(m3)
A1 (A2)
393.75
Wing Approach Volume (m3)
wall
panel
(m3)
(m3)
61.230
64.533
909.798
1819.596
Stem
(m3)
Back
wall
(m3)
366.240 24.045
Total
5.2.2.3. Determine deadload
Deadload effect on abutment includes self-weight of abutment and weight of
superstructure.
-
Self-weight of abutment:
2.4 ×
-
2.4 × 909.798
2183.515
(5-60)
Weight of superstructure:
• Weight of wearing surface:
(5-61)
2.363 ( )
• Weight of barriers:
2 × 0.124 × 2.4
(5-62)
0.595 ( )
• Weight of the truss span total (including primary truss longitudinal girder,
connection system, diaphragm, and some types of brace):
2 × 5.924 + 0.312
(5-63)
12.472 ( )
• Influence line of bearing reaction:
Figure 5-16. Influence line of bearing reaction in abutment
/
3.5 × 0.664 + 14.5 × 0.75 + 0.707
0.5 × 0.75 × 100
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
0.625
(5-64)
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
/
11.0 × 0.75 + 0.738
0.5 × 0.75 × 100
FINAL THESIS
(5-65)
0.436
Deadload effects on bearing:
Abutment
A1 (A2)
DC (T)
2836.865
DW (T)
118.15
5.2.2.4. Determine live load effects on abutments
Figure 5-17. Put HL93 in abutment
Bearing reaction of abutment is determined as equation:
×[ 1+
×
×
+
×
]
(5-66)
In which:
m: number of lanes, m = 4
g: lane factor, with m = 4, g = 0.65
IM: impact factor, according to TCN 272-05, IM=25%
glane: lane load, glane = 9.3kN/m
Pi, yi: axle load and influence line ordinate.
W: area of influence line
4 × 0.65 × { 1 + 0.25 × [145 × 1 + 0.914
+ 35 × 0.828] + 9.3 × 25} 1751.783
4 × 0.65 × [110 × 1 + 0.976 + 9.3 × 25]
1169.636
(5-67)
(5-68)
Therefore,
,
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
1751.783
(5-69)
43
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
5.2.2.5. Determine resistance of pile
Similarly, the alternative 1, the pile’s resistance of alternative 2 was
determined as follow:
Abutment A1
Input data:
Table 5-12. The bearing resistance for bored pile in rock socket input data at the A1
Parameter
Bottom of pile-cap
Top elevation of rock layer
Bottom of pile tip
Water level
The length of pile
Diameter of drilled shaft
Perimeter of the cross-section pile
Area of the cross-section pile
The depth of socket
Diameter of socket
Perimeter of the cross-section socket
Area of the cross-section socket
Compressive strength of concrete at 28 days
Concrete unit weight
Modulus of elasticity of concrete
Working load at pile head
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Symbol
EL1
EL2
EL3
EL4
L
D
P
A
Hs
Ds
Psoc
Asoc
f’c
γc
Ec
N
Value
246.328
226.120
223.328
238.953
23
1.5
4.712
1.767
2.792
1.5
4.712
1.767
35
24.5
31799
39574
Unit
m
m
m
m
m
m
m
m2
m
m
m
m2
MPa
kN/m3
MPa
kN
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BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-18. The bored pile diagram in rock socket
The settlement of bored pile:
-
Working load at top of socket
40751
-
(5-70)
Intack rock modulus (According to AASHTO 2004 LRFD: Fig C10.8.3.5-2):
30000
(5-71)
Modulus modification ratio (According to AASHTO 2004 LRFD: Fig
C10.8.3.5-3):
0.15
-
(5-72)
Modulus of elasticity of the in-situ rock
×
With
.
.
0.15 × 30000
4500
0.528 and
(5-73)
7.066 according to Figure 5.8,
effect factor due to settlement (According to AASHTO 2004 LRFD: Fig C10.8.3.5-1):
Ip=0.63
The elastic shortening of the drilled shaft:
×
×
40751 × 2.792
1.767 × 31799
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
2.025
(5-74)
45
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Settlement of the base of the drilled shaft:
×
40751 × 0.63
1.5 × 4500
×
The total of settlement
(5-75)
3.803
+
2.025 + 3.803
5.728
<
10
Thus, bearing capacity of pile is only calculate by shaft pile resistance.
Determine bearing capacity of pile:
Thanks to axial compression experiment, it has axial compressive strength
qu=40MPa>1.9MPa, thus, unit side resistance of piles is defined:
0.21 ×
0.21 × √40
1.328
(5-76)
According to C10.5.5-3 in 22TCN 272-05 Standard, we have resistance factor
φs=0.65
-
Nominal side resistance of bored pile:
×
×
1.328 × 2.792 × 4.712
17475
(5-77)
In which:
Hs: the height of rock cavity, Hs = 2.792m
Psoc: perimeter of the rock cavity cross-section, Psoc = 4.712m
-
Shaft side resistance of bored pile:
×
-
0.65 × 17475
11358
(5-78)
Self-weight of bored pile:
×{
−
×
+[ −
−
]×
− 9.81 }
(5-79)
1.767 × { 246.328 − 238.953 × 24.5
+ [23 − 246.328 − 238.953 ] × 24.5 − 9.81 }
724.857
Table
Resistance of bored pile due to Strength Limit State and Special Limit State as
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 5-13. Bearing resistance of bored pile in rock socket at abutment A1
Strength Limit State
kN
33515
Resistance of bored pile due to material:
× 0.85 × 0.85 × ′ ×
Self-weight of bored pile: PW
Resistance of bored pile due to rock:
+
Bearing resistance of bored pile:
Legend:
-724.857
10634
10634
φ: resistance factor (according to 5.5.4.2.1-TCN272-05, φ = 0.75)
As: area of reinforcement,
′
0.015 ×
× 0.75
: compressive strength of concrete at 28-day,
0.0265
′
35
Abutment A2
Table 5-14. The bearing resistance for bored pile in rock socket input data at A2
Parameter
Symbol
Value
Unit
Bottom of pile-cap
EL1
246.180 m
Top elevation of rock layer
EL2
235.640 m
Bottom of pile tip
EL3
233.180 m
Water level
EL4
238.953 m
The length of pile
L
13 m
Diameter of drilled shaft
D
1.5 m
Perimeter of the cross-section pile
P
4.712 m
Area of the cross-section pile
A
1.767 m2
The depth of socket
Hs
2.460 m
Diameter of socket
Ds
1.5 m
Perimeter of the cross-section socket
Psoc
4.712 m
Area of the cross-section socket
Asoc
1.767 m2
Compressive strength of concrete at 28 days
f’c
35 MPa
Concrete unit weight
γc
24.5 kN/m3
Modulus of elasticity of concrete
Ec
31799 MPa
Working load at pile head
N
39574 kN
After there is a similar calculation method to the preliminary determination of
bearing resistance of bored pile at abutment A1, it has a result as below Table.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 5-15. Bearing resistance of bored pile in rock socket at abutment A2
Strength Limit
State
kN
Resistance of bored pile due to material:
× 0.85 × 0.85 × ′ ×
Self-weight of bored pile: PW
Resistance of bored pile due to rock:
+
Bearing resistance of bored pile:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
33515
-463
9545
9545
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 6. GUIDELINE FOR CONSTRUCTION
6.1.
ALTERNATIVE I
6.1.1.
Working plan preparation
-
Remove explosive material.
-
Construction of environment protection work.
-
Construction of temporary road, site office, material stores, …
6.1.2.
Bridge construction
6.1.2.1. Substructure construction
-
Cast in place pile drilling and concreting;
-
Cofferdam construction;
-
Footing excavation;
-
Pile head breaking;
-
Renforcements installation, pile cap concreting;
-
Back filling;
-
Construction of river bank protection.
6.1.2.2. Superstructure construction
-
Precast prestress girder manufacturing;
-
Install formwork and scaffolding for arch foot;
-
Install reinforcement, prestress cable, arch foot concreting;
-
Temporary spandrel installation;
-
Install desk slab girder and stress tied stage by stage;
-
Install water proofing, pavement, barriers, and lighting system.
6.1.3.
Completion work
After above work is completed, the follows work shall be done as completion
works:
-
Repair small allowance defect;
-
Pavement and structure painting;
-
Demolish and remove temporary structures.
6.1.4.
Construction period
Construction period is estimated approximately 10 months
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
6.2.
ALTERNATIVE II
6.2.1.
Working plan preparation
FINAL THESIS
Working plan must ensure some follow principles:
-
Ensure condition for construction in 2 sides of bridge.
-
Minimize construction time.
-
Minimize impact of flood.
Basic preparation:
-
Remove explosive material, wild plant, …
-
Construction of environment protection work.
-
Construction of temporary road, site office, material stores, …
6.2.2.
Bridge construction
6.2.2.1. Substructure construction (Abutment)
Cast in place pile drilling and footing excavation, pile head breaking, install
scaffolding, formwork, reinforcement foundation, stem, backwall, wingwall, abutment
backfill
6.2.2.2. Superstructure construction
Using incremental launching method.
6.2.3.
Complete work
After above work is completed, the follows work shall be done as completion
works:
-
Repair small allowance defect;
-
Pavement and structure painting;
-
Demolish and remove temporary structures.
6.2.4.
Construction period
Construction period is estimated about 10 months.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
50
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 7. TOTAL COST ESTIMATE
7.1.
TOTAL COST OF ALTERNATIVE I
Table 7-1. Total cost of Alternative I
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
7.2.
FINAL THESIS
TOTAL COST OF ALTERNATIVE II
Table 7-2. Total cost of alternative II
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
52
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 8. COMPARE AND CHOOSING ALTERNATIVE
8.1.
COMPARE ALTERNATIVE
8.1.1.
Alternative I
8.1.1.1.
Advantage
-
The major force in arch is compressive force so maximize usage of material
-
The aesthetic architecture is really impressive.
8.1.1.2. Disadvantage
-
Analysis and calculating process is complex
-
Construction technical is new, complex, require highly qualification.
-
Construction cost is high.
8.1.2.
Alternative II
8.1.2.1. Advantage
-
Construction is simply and quickly.
-
Load in steel truss is only axial force so maximize usage of material.
-
Structure is light, large span, few expansion joints
-
Elastic line is continuous, few expansion joints, surface is smooth.
-
Construction cost is cheap
8.1.2.2. Disadvantage
Structure of the complex, especially in the joints between the longitudinal
beams and cross beams, beam and democracy, or the connections between the radio
orchestra, …
8.2.
The aesthetic architecture is not really impressive.
CHOOSING ALTERNATIVE
A vital point in this project is that the KC Bridge is one of the well-known
symbols of LS province and is in the historical monument national level. At the same
time, after compare 2 above alternatives about: economic, aesthetic, construction, effect
on around environment, etc. I suggest choosing alternative 1 to detailly design.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
53
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 9. CONCLUSIONS AND RECOMMENDATION
9.1.
NAME OF PROJECT
Project: KC Bridge
9.2.
PROPOSAL INVESTMENT
Construct new bridge crossing KC River, connecting to the A nation highway
next to the province bus station (is in construction with 10.3 hectare) at LS City.
9.3.
9.4.
CONTENT AND SCOPE CONSTRUCTION
-
Total length:
117.2 m
-
Width:
3.5+14+3.5 m
-
Road level:
III
-
Design speed:
60 km/h
CONSTRUCTION SOLUTION
Using several types of scaffolding, formwork and cast-in-place.
9.5.
DESIGN SPECIFICATION
-
Topography Mapping in compliance with Industry Standard 96 TCN 43-90;
-
Standard for Highway Survey 22TCN 263-2000;
-
Specification for geological exploratory drilling 22TCN 259-2000;
-
Urban roadway - Design Specification 20TCN 104:83;
-
Highway - Design Specification: TCVN4054-98;
-
Bridge Design Standard 22TCN 272-01;
-
Design Specification of flexible pavements 22TCN-211-93;
-
Vietnam Construction criteria 2000;
-
Specifications for Lighting Systems Design 20TCN 95-83
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
54
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
9.6.
FINAL THESIS
TOTAL COST
Table 9-1. Total cost of chosen alternative
No.
Components
A
Construction cost
B
Other cost
C
Prevention cost
Total
Total investment
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Describe
Cost (VND)
163,212,092,336
15%A
11,223,981,098
25%(A+B)
21,512,630,437
195,948,703,871
55
PART 2
DETAIL DESIGN
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 1. INPUT DATA
GENERAL INTRODUCTION
1.1.
-
Name of bridge: KC Bridge
-
Type of bridge: Reinforcement concrete (RC) arch bridge.
-
Span length: 81m
-
Total length: 117.2m
-
Superstructure: RC arch and pre-stressed RC box girder
Substructure: Bridge consists of 2 RC abutments placed on the system of bored
piles D=1.5m
Other structures: There are two tunnels serving pedestrians along riverside.
The tunnels are designed through abutment and cast-in-placed with the tunnel clearance
BxH = 3.5x3m
DESIGN STANDARDS
1.2.
-
Specification for design and construction of RC Arch bridge.
-
Bridge Design Standard 22TCN 272-05
1.3.
MATERIAL
1.3.1.
Concrete
Concrete according specification AASHTO T22 “Compressive Strength of
Cylindrical Concrete Specimens” and AASHTO T23 “Marking and Curing Concrete
Test Specimens in the Field”.
Compress strength 28 days:
Table 1-1. Properties of used concrete grade in several structure
Grade of
concrete
Strength f’c (MPa)
C35
35
Arch rib, bored pile
C30
30
Box girder, spandrel column, abutment,
tunnel.
C25
25
Barriers, curtain wall, foot of lighting
system
C20
20
Fouilk concrete
C10
10
Lean concrete
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Used Structure
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
1.3.2.
FINAL THESIS
Reinforcement
Table 1-2. Properties of reinforcement
Symbol
Elastic modulus
fy (MPa)
fu (MPa)
Bar without notch
CB-300V
200000
300
450
Notched bar
CB-400V
200000
400
570
1.3.3.
Structural steel
The physical properties of structural steel are listed in the below table:
Table 1-3. Properties of structural steel
ASTM Standard
Thickness
A790M – class
250
A790M – class
345
A790M – class
345
Up to 100 in
Up to 100 in
Up to 100 in
All
All
All
400
450
485
250
345
345
200
200
200
Shape
Minimum
Fu, MPa
Yield
MPa
strength,
strength
Fy,
Elastic Modulus, GPa
1.3.4.
Structure steel for bolt
Material is for bolt, screw, which is suitable with ASTM A307 Standard.
Table 1-4. Properties of structure steel for bolt
ASTM Standard
A500 – class B
Minimum strength, Fu, MPa
Yield strength Fy, MPa
A307 – class A
414
290
1.4.
LOADS AND LOAD COMBINATIONS
1.4.1.
Loads
1.4.1.1.
Deadload
Deadload is determined due to geometric properties of section and density of
material. Density of material:
-
Reinforced concrete: 24.5 kN/m3
-
Steel structure: 77.01 kN/m3
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
1.4.1.2.
Deadload stage 2
-
Load of wearing surface P1 = 22.5 kN/m
-
Load of barriers and sidewalk: P2 = 25 kN/m
1.4.1.3.
FINAL THESIS
Live load
According provision 3.6 in 22TCN 272-05 the vehicular live loading named
HL-93 consists of a combination of the:
-
Design Truck or Design Tandem, and
-
Design Lane Load.
Lane factor “m”:
Table 1-5. Determine lane factor
Number of lanes
m
1
1.2
2
1
3
0.85
>3
0.65
Figure 1-1. Design Truck
1.200m
110kN
110kN
Figure 1-2. Design Tandem
9.3 kN/m
Figure 1-3. Design Lane Load
1.4.1.4.
Impact factor
Impact factor equal 25% conformed 22TCN 272-05.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
1.4.1.5.
FINAL THESIS
Braking load
According article 3.6.4 22TCN 272-05, braking load equal 25% weight of
tandem or truck put all traffic lane and run 1 direction. This load put horizontal at a
distance 1800 from the bridge surface.
For each traffic lanes, braking load is:
-
With truck:
= 0.25 × (35 + 145 + 145) = 81.25 (
-
(1-1)
With tandem:
= 0.25 × (110 + 110) = 55 (
1.4.1.6.
)
)
(1-2)
Temperature load (TU and TG)
Table 1-6. Temperature load
1.4.1.7.
Maximum temperature:
+39.6℃
Minimum temperature:
+5.9℃
Average temperature:
+24.33℃
Average temperature when closure arch rib
+25℃
Gradient temperature of concrete structure
+20℃, -20℃
Gradient temperature of steel structure
+25℃, -25℃
Wind load (WS and WL)
Bridge is located in wind zone I
Design wind load is determined as equation:
=
×
(1-3)
Where:
VB: basic wind load with appearance period 100 years, determined due to wind
zone according to Table 3.8.1.1-1 standard 22TCN-05.
Table 1-7. Determine Vb
Wind zone
Vb (m/s)
I
38
II
45
III
53
IV
59
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
S: Adjustment factor is determined according to Table 3.8.1.1-2 standard
22TCN272-05.
Table 1-8. Determined adjustment factor
Hight of bridge
surface (m)
Clear zone
Zone have
forest or
building lower
than 10m
Zone have
forest or
building higher
than 10m
10
1,09
1,00
0,81
20
1,14
1,06
0,89
30
1,17
1,10
0,94
40
1,20
1,13
0,98
50
1,21
1,16
1,01
Therefore,
(1-4)
= 1.12 × 38 = 42.56
Horizontal wind load is determined due to equation:
= 0.0006 ×
×
× � ≥ 1.8 × � (
)
(1-5)
Where:
At: wind resistance area of structure
Cd: wind resistance factor depends on ratio b/d with b is the width of 2 barriers
and d is the height of superstructure including barriers.
For the main bridge girder: b=21m, d=2,4m => b/d= 8.75
Cd = 1.20
= 0.0006 × 42.56 × 1.2 = 1.3 < 1.8 (
)
(1-6)
Therefore, wind load which is used in design is 1.8 kN/m2
Wind load act on vehicle:
This load is considered in strength III limit stage, wind load act on vehicle
equal uniform load 1.5 kN/m act on horizontal at 1.8m from bridge surface
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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1.4.1.8.
FINAL THESIS
Stream load
Figure 1-4. Plan view of pier showing stream flow pressure
Figure 1-5. Debris Raft for pier design
Table 1-9. lateral drag coefficient
a.
Stream pressure
Stream speech
Vs=
2.56
m/s
Stream pressure due to longitudinal direction
= 5.14 × 10− ×
×
(
)
Stream pressure due to longitudinal direction
= 5.14 × 10− ×
×
(
)
Resistance surface water of arch
Garbage collector
CD
1.4
Resistance surface water of spandrel column Garbage collector
CD
1.4
Resistance surface water of box girder
CD
1.4
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
Garbage collector
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FINAL THESIS
θ angle (angle is between longitudinal axis of
structure and stream flow)
0
CL
0
Stream pressure on arch structure for
longitudinal direction
p=
4.72
(kN/m2)
Stream pressure on spandrel column for
longitudinal direction
p=
4.72
(kN/m2)
Stream pressure on box girder structure for
longitudinal direction
p=
4.72
(kN/m2)
b.
Addition pressure due to trees
Drag coefficient
CD
0.5
The drag height of arch structure
A
3
m
The drag height of box girder structure
A
3
m
The drag height of spandrel column structure
A
3
m
The total length of 2 spans adjacent spandrel
L
36
m
The drag width of spandrel column structure
B
14
m
The drag area of trees
A
42
m2
Addition pressure due to trees on arch structure for p=
longitudinal direction
1.68
(kN/m2)
Addition pressure due to trees on spandrel column for p=
longitudinal direction
1.68
(kN/m2)
Addition pressure due to trees on box girder structure p=
for longitudinal direction
1.68
(kN/m2)
Convert load due to trees on box girder structure for P=
longitudinal direction
70.74
(kN)
1.4.1.9.
Earthquake
a.
Acceleration coefficient and site and seismic response coefficient:
According to TCVN 9386 2012, appendix H, KC Bridge is in the area where
has agR = 0.0805g (m/s2).
Field coefficient S is based on the result of geometric survey, geometric in KC
Bridge is type I soil and S=1.0
Table 1-10. Soil Coefficients
Site coefficient
S
Soil profile type
I
II
III
IV
1.0
1.2
1.5
2.0
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 1-6. Seismic Response Coefficient for various soil profiles, normalized with
respect to acceleration coefficient A.
b.
Response modification factors
Importance category of KC Bridge is on the Essential category, response
modification factor is determined as below table:
Table 1-11. Response modification factors
c.
Structure
R
Wall-type pier
1.5
RC pile
2.0
Joint: column, pier or pile bents to cap beam
or superstructure
1.0
Analysis
The elastic seismic force effects on each of the principle axes of a component
resulting from analyses in the two perpendicular directions shall be combines to form
two load cases as follows:
100% percent of the absolute value of the force effects in one of the
perpendicular directions combined with 30% of the absolute value of the force effects
in the second perpendicular direction, and
100% of the absolute value of the force effects in the second perpendicular
direction combined with 30% of the absolute value of the force effects in the first
perpendicular direction.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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FINAL THESIS
1.4.1.10. Vessel collision
KC Bridge is in the position without clearance so this project does not consider
vessel collision.
1.4.1.11. Settlement
The stiffness of foundation is demonstrated in the calculation software and
displacement values of structure is calculated automatically with software.
1.4.1.12. Creep and shrinkage
Effect of creep and shrinkages is determined based on CEB-FIP 1990. Midas
Civil software automatic determine them base on construction. Humidity of
environment H=81.9%
1.4.1.13. Centrifugal force
No centrifuga l force because this bridge is on the straight line.
1.4.2.
Load combination
1.4.2.1.
Load modifier factor
-
The total factored force effect shall be taken as:
=∑
×
(1-7)
×
Where:
+
ηi : load modifier factor
+
Qi : force effects from loads specified herein
+
γi : load factors specified in Table
Each element has to satisfied below equation related each limit state. With
regard to service limit state and extreme limit state, resistance factor is 1.0
∑
×
×
≤∅×
=
(1-8)
Where:
+
∅ : resistance factor
+
R n : nominal resistance
+
R r : factored resistance
1.4.2.2.
Load combination
-
DD: Deadload
-
DC: Deadload of components and attachments
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
-
DW: Deadload of wearing surface and utilities
-
BR: Braking load
-
CR: Creep
-
IM: Impact load
-
LL: Live load
-
WL: Wind load act on vehicle
-
WS: Wind load act on structure
-
TU: Temperature load
-
TG: Gradient temperature load
FINAL THESIS
Load combination conformed article 3.4 of standard 22TCN 272-05
Table 1-12. Load combination and Load factor
No. Limit state
DC
LL
IM
DW
WA WS WL CR TU TG SE EQ-T EQ-L CV-T CV-L
BR
SH
PL
1 Strength I-1
2 Strength I-2
3 Strength II-1
4 Strength II-2
Strength III5
1
Strength III6
2
1.25
0.9
1.25
0.9
1.5 1.75
0.65 1.75
1.5
0.65 -
1
1
1
1
1.4
1.4
-
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
-
1
1
1
1
-
-
-
-
1.25
1.5 1.35
1
0.4
1
0.5 0.5
-
1
-
-
-
-
0.9
0.65 1.35
1
0.4
1
0.5 0.5
-
1
-
-
-
-
7
Service I-1
1
1
1
1
0.3
1
-
1 0.5 0.5
-
-
-
-
8
Service I-2
1
1
1
1
0.3
1
1
1 0.5 0.5
-
-
-
-
9
Service II
1
1
0.8
1
0.3
1
-
1 0.5 0.5
-
-
-
-
10
Service III
1
1
0.8
1
0.3
1
1
1 0.5 0.5
-
-
-
-
11
12
13
14
15
16
17
18
Extreme I-1
Extreme I-2
Extreme I-3
Extreme I-4
Extreme II-1
Extreme II-2
Extreme II-3
Extreme II-4
1.25
0.9
1.25
0.9
1.25
0.9
1.25
0.9
1.5
0.65
1.5
0.65
1.5
0.65
1.5
0.65
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
1
1
1
1
1
1
1
1
-
-
-
-
0.3
0.3
1
1
-
1
1
0.3
0.3
-
1
1
1
1
-
1.4.2.3.
-
-
Note
Before
CR&SH
After
CR&SH
Before
CR&SH
After
CR&SH
Horizontal
Horizontal
Longitudinal
Horizontal
Load combination in construction stage
Load combination conformed article 5.14.2 of standard 22TCN 272-05 (Table
5.14.2.3.3-1)
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 1-13. Load combination in construction stage
Load factor
Deadload
Live load
Wind load
Earth
load
Other loads
Combination
CLL CE IE CLE WS WUP WE CR SH TU TG WA
EH EV
ES
DC DIFF
U
a
1.0
1.0
0.0
1.0
1.0 1.0
0.0
0.0
0.0
0.0 1.0 1.0 1.0 γtg
1.0
1.0
b
1.0
0.0
1.0
1.0
1.0 1.0
0.0
0.0
0.0
0.0 1.0 1.0 1.0 γtg
1.0
1.0
c
1.0
1.0
0.0
0.0
0.0 0.0
0.0
0.7
0.7
0.0 1.0 1.0 1.0 γtg
1.0
1.0
d
1.0
1.0
0.0
1.0
1.0 0.0
0.0
0.7
1.0
0.7 1.0 1.0 1.0 γtg
1.0
1.0
e
1.0
0.0
1.0
1.0
1.0 1.0
0.0
0.3
0.0
0.3 1.0 1.0 1.0 γtg
1.0
1.0
f
1.0
0.0
0.0
1.0
1.0 1.0
1.0
0.3
0.0
0.3 1.0 1.0 1.0 γtg
1.0
1.0
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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FINAL THESIS
CHAPTER 2. THE DESIGN OF RC ARCH RIB
2.1.
DESIGN PRINCIPLE
In this project, I used the method of accumulation to checking construction
stage and accumulate internal force to checking operation stage.
2.2.
ANALYSIS SOFTWARE
In this project, I used the Midas Civil 2011 and the PCA Column to analysis
and calculate the KC arch bridge.
2.3.
GEOMETRIC PROPERTIES
Figure 2-1. Cross-section of bridge
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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FINAL THESIS
CONSTRUCTION SEQUENCE AND CONSTRUCTION PERIOD
2.4.
-
Stage 1: The construction of substructure (two abutments) is within 30 days.
-
Stage 2: The construction of arch rib is within 30 days.
Stage 3: The construction of girder at the arch top and spandrel columns is
within 30 days.
-
Stage 4: The construction of box girder is within 30 days.
-
Stage 5: The construction of barriers and wearing surface is within 30 days.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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FINAL THESIS
2.6.
INVESTIGATE ARCH RIB IN THE CONSTRUCTION STAGES
2.6.1.
Stage 02
Figure 2-23. The investigation result of arch top with the PCACol software at stage
02
Figure 2-24. The investigation result of arch foot with the PCACol software at stage
02
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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2.6.2.
FINAL THESIS
Stage 03
Figure 2-25. The investigation result of arch top with the PCACol software at stage
03
Figure 2-26. The investigation result of arch foot with the PCACol software at stage
03
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
2.6.3.
FINAL THESIS
Stage 04
Figure 2-27. The investigation result of arch top with the PCACol software at stage
04
Figure 2-28. The investigation result of arch foot with the PCACol software at stage
04
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
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2.6.4.
FINAL THESIS
Stage 05
Figure 2-29. The investigation result of arch top with the PCACol software at stage
05
Figure 2-30. The investigation result of arch foot with the PCACol software at stage
05
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
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FINAL THESIS
2.7.
INVESTIGATE ARCH RIB IN THE OPERATION STAGE
2.7.1.
Investigate the Service limit state
Figure 2-31. The investigation result of arch top with the PCACol software
Figure 2-32. The investigation result of arch foot with the PCACol software
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
2.7.2.
FINAL THESIS
Investigate the Strength I limit state
Figure 2-33. The investigation result of arch top with the PCACol software
Figure 2-34. The investigation result of arch foot with the PCACol software
2.8.
CONCLUSION
After investigating with the PCACol software, I saw that dimension and
reinforcement arrangement of arch rib completely meet the bearing of load.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 3. THE DESIGN OF SPANDREL COLUMN
3.1.
DESIGN PRINCIPLE
In this project, I used the method of accumulation to checking construction
stage and accumulate internal force to checking operation stage.
3.2.
ANALYSIS SOFTWARE
In this project, I used the Midas Civil 2011 and the PCA Column softwares to
analysis and calculate spandrel column.
3.3.
GEOMETRIC PROPERTIES
Figure 3-1. ½ elevation of spandrel column
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 3-2. Plan of spandrel column
3.4.
INVESTIGATE SPANDREL COLUMN
3.4.1.
Investigate the Service limit state
Figure 3-3. The investigation result of spandrel column with the PCACol software
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
3.4.2.
FINAL THESIS
Investigate the strength I limit state
Figure 3-4. The investigation result of spandrel column with the PCACol software
3.5.
CONCLUSION
After investigating with the PCACol software, I saw that dimension and
reinforcement arrangement of spandrel column completely meet the bearing of load.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 4. THE DESIGN OF BOX GIRDER
4.1.
DESIGN PRINCIPLE
In this project, I used the method of accumulation to checking construction
stage and accumulate internal force to checking operation stage.
4.2.
ANALYSIS SOFTWARE
In this project, I used the Midas Civil 2011 software to analysis and calculate
moment of box girder.
4.3.
GEOMETRIC PROPERTIES
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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4.4.
INVESTIGATION RESULT
4.4.1.
Investigate the Service I Limit State
FINAL THESIS
Table 4-1. Investigation result of stress in concrete
Maximum positive
moment
Maximum negative
moment
MPa
MPa
Compression
27.0
27.0
Tension
-3.4
-3.4
Top
1.796
-2.659
Checking
OK
OK
Bottom
0.386
1.605
Checking
OK
OK
Stress in concrete
Allow
Value is
calculated by
Midas Civil
software
4.4.2.
Investigate the Strength I Limit State
I am performing investigation at maximum positive moment section.
4.4.2.1.
Investigate flexural condition
≥
(4-1)
Where :
-
Mn : Flexural capacity
-
Mtt : Calculating moment.
Table 4-2. Investigation result of flexural condition at maximum positive moment
Total area of tensile steel
As
53000 mm2
Total area of compressive steel
As'
40000 mm2
Yield strength of tensile steel
fy
400 MPa
Width of compressive flange
bc
21000 mm
Width of tensile flange
bt
15000 mm
Thickness of compressive flange
hc
300 mm
Thickness of tensile flange
ht
250 mm
Distance between from compressive edge to centroid of
layer 1 tensile steel
ds1
1680 mm
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
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DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Distance between from compressive edge to centroid of
layer 2 tensile steel
ds2
1735 mm
Nominal flexural resistance at mid-span
Mnp
27574 kNm
Φ
Resistance factor
Flexural resistance
Maximum positive moment
0.9
Φ Mnp
24817 KNm
Mr
17966 KNm
Table 4-3. Investigation result of flexural condition at maximum negative moment
Total area of tensile steel
As
53000 mm2
Total area of compressive steel
As'
40000 mm2
Yield strength of compressive steel
fy'
400 MPa
Width of compressive flange
bc
21000 mm
Width of tensile flange
bt
15000 mm
Thickness of compressive flange
hc
300 mm
Thickness of tensile flange
ht
250 mm
Distance between from tensile edge to centroid of layer 1
compressive steel
ds1'
1710 mm
Distance between from tensile edge to centroid of layer 2
compressive steel
ds2'
1585 mm
Nominal flexural resistance at spandrel column
Mnn
36042 kNm
Φ
Resistance factor
Flexural resistance
Maximum negative moment
4.4.2.2.
0.9
ΦMnn
32438 KNm
Mr
19341 KNm
Investigate shear condition
Shear strength:
=
×
(4-2)
Where:
-
Φ =0.9
-
Vn is minimum of:
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
=
+
= 0.25 ×
+
×
×
FINAL THESIS
(4-3)
+
(4-4)
With:
.
-
= 0.083 × β × f ′
-
= Av × fv × dv × (
-
bv: width of effective web
-
dv: effective shear depth.
× bv × dv
+
=
)×
> max(0.9
sin
, 0.72ℎ)
-
2
s: Distance among steel rebars
-
β: Factor consider skew cracking ability of concrete at transfer
-
: skew angle of skew compression stress.
-
: angle between transverse reinforcement with x-axis.
(4-5)
α and β is estimated base on v/fc and εx value.
Φ×
× ×
=
=
If
+ 0.5
(4-6)
(4-7)
�
smaller than 0, absolute value multiplied Fe.
=
�
� + �
(4-8)
With:
-
Nu: Axial force (N).
-
Vu: Shear force(N)
-
As: area of reinforcement in flexure-tension zone.
-
Mu: Moment.
-
Av: area of shearing steel in spaces
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Table 4-4. Material properties
Diameter of rebars
D20 mm
Total area of rebars
628 mm2
Strength of rebars
fy
Thickness of effective web
bv
Skew angle of rebar
α
Area of flexure-tension concrete
Ac
Axial force
Nu
400 MPa
2500 mm
90 degree
482180 mm2
- KN
Table 4-5. Shear checking result
Components
Axial force
Unit
Total force
:Vu
7651.2 kN
Prestress components
:Vp
0 kN
Moment
:Mu
Effective shear depth
:dv
1440 mm
Shear stress
:v
2.36 MPa
v/fc'
19340.7 kNm
0.07872
θ
35 degree
εx
0.000015
Fe
0.073822
Fe*εx
0.000636
θ
27 degree
εx
0.000784
Fe*εx
0.000784
β
5
Rebar spacing
:s
Shear resistance of steel
:Vs
1721.825 kN
Shear resistance of concrete
:Vc
8182.638 kN
Vs+Vc+Vp
Shear resistance
Checking
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
300 mm
9904.463 kN
:ΦVn
8914.017 kN
OK
103
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 5. FOUNDATION DESIGN
5.1.
DESIGN PRINCIPLE
In this project, I used the method of accumulation to checking construction
stage and accumulate internal force to checking operation stage.
5.2.
ANALYSIS SOFTWARE
In this project, I used the Midas Civil 2011 and the PCA Column softwares to
analysis and calculate bored piles.
5.3.
GEOMETRY
Bored pile has 1.5m diameter, 21m, 17m long at A1, A2 abutment respectively.
Arrangement of bored piles is as figure:
Figure 5-1. Plan view of pile cap
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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5.4.
FINAL THESIS
INVESTIGATE BORED PILE
In this part, I choose 20th pile which is a disadvantage pile to invest.
Internal forces of this pile which are calculated due to Midas Civil software,
are listed in the below table:
Limit State
P (kN)
My (kN.m)
Mx (kN.m)
Strength I Limit State
3541
12712
291.85
Service I Limit State
2830
10096.6
156.45
Figure 5-2. The investigation result of bored pile with PCA Column software at the
Strength I Limit State.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Figure 5-3. The investigation result of bored pile with PCA Column software at the
Service I Limit State.
5.1.
CONCLUSION
After investigating with the PCACol software, I saw that dimension and
reinforcement arrangement of bored pile completely meet the bearing of load.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
106
PART 3
CONSTRUCTION DESIGN
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 1. MAIN CONSTRUCTION SOLUTION
1.1.
CONSTRUCTION SITE PLAN VIEW ARRANGEMENT
-
Remove explosive material.
-
Construction of environment protection work.
-
Construction of temporary road, site office, material stores, …
1.2.
ABUTMENT CONSTRUCTION
•
Stage 1: Preparing construction plan
-
Preparing materials and construction equipment.
-
Determine abutment position.
-
Bulldoze construction plan.
•
Stage 2: Piles construction
-
Assemble drilling machine.
-
Determine center of pile.
-
Drive temporary casing and drill pile to design elevation.
-
Keep stability of casing by bentonite.
-
Cleaning drill hole and put steel cage.
-
Concreting by Tremie method.
After concrete reaches required strength, drilling to check mud at hole
bottom is performed.
-
Checking pile quality and continuing the next stage if OK.
•
Stage 3: Construction of steel sheet pile cofferdam system
-
Locate the center of foundation exactly.
-
Assemble backform, footing hole cofferdam.
-
Install water pump, dried footing hole.
-
Cast-in-place lean concrete layer, clean footing hole.
•
Stage 4: Construct footing abutment
-
Assemble scaffolding, formwork, reinforcement.
-
Cast-in-place footing.
Remove the system temporary structure after concrete reaches required
strength.
Before casting concrete of arch rib, workers attend the construction of
backfill soil behind footing.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
•
Stage 5: Construct the remaining parts of abutment and complete:
-
Assemble scaffolding to construct.
-
Assemble formwork, reinforcement of backwall, stem, wing wall.
-
Cast-in-place backwall, wing wall.
-
Maintain concrete according to standard.
-
Remove formwork, scaffolding when concrete reaches required strength.
-
Construct pedestrian tunnel.
-
Complete abutment.
-
Fill soil behind abutment.
1.3.
•
MAIN STRUCTURE CONSTRUCTION
Stage 1: Construct arch rib
Collection of materials and devices to construct arch rib, at the same time,
temporary bridge is built
D1.0m
Construct temporary piles, use drilling machine to construct bored piles
-
After complete the bored piles, completely construct temporary piers.
-
Assemble the system of scaffold to construct arch.
-
Test the scaffold system.
-
Install formwork, reinforcement of section 1 arch rib.
-
Cast-in-place section 1 arch rib (from arch foot area to the middle).
-
Maintain concrete due to regulation.
After concrete in section 1 is sufficient strength, then installing formwork,
reinforcement of section 2 arch rib.
-
Cast in place section 2 arch rib.
-
Maintain concrete due to regulation.
After concrete in section 2 is sufficient strength, then installing formwork,
reinforcement of section 3 arch rib.
-
Cast-in-place at closure arch foot section.
-
Maintain concrete due to regulation.
After concrete in that section is sufficient strength, remove scaffold and
prepare the next stage.
•
Stage 2: The construction of spandrel column and box girder at arch top
-
Collection of materials and devices to construct.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
Assemble the system of scaffold to construct spandrel, the section of box
girder at arch top.
Install formwork, reinforcement of spandrel, the section of box girder at
arch top.
-
Cast-in-place spandrel, the section of box girder at arch top
-
Maintain concrete due to regulation.
After concrete in there is sufficient strength, remove scaffold and prepare
the next stage.
•
Stage 3: The construction of box girder
-
Collection of materials and devices to construct.
-
Assemble the system of scaffold to construct box girder.
-
Test the scaffold system.
-
Install formwork, reinforcement.
-
Cast-in-place box girder.
-
Maintain concrete due to regulation.
-
After concrete in there is sufficient strength, carry out pre-stressing tendon.
-
Remove scaffold and prepare the next stage.
•
Stage 4: Completion bridge
Constructing deck slab, water proofing layer, asphalts concrete wearing
surface.
-
Install barries, drainage system, lighting system,…
-
Complete bridge.
1.4.
COMPLETING
After finish construct beam slab, surface bridge construction is staring.
•
Install barries
-
Install formwork, placing bolt positions then concreting.
-
Remove formwork and install steel barries
•
Install expansion joints
-
Cleaning abutment and pier surface.
Install reinforcement, bolts and concrete deck slab at expansion joint
positions.
-
Install expansion joints.
-
Grouting in adjacent place between expansion joints and deck slab.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
109
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
•
Install water proofing layer, drainage system, asphalt concrete wearing
surface, lighting system.
-
Install proofing layer 4mm.
-
Install asphalt concrete wearing surface 70mm.
-
Install drainage system, lighting systems and other utilities.
-
Complete all bridge.
1.5.
NOTE IN CONSTRUCTION STAGE
Construction work must comply with construction specification and
acceptance regulations.
All signs should be arranged to ensure safety of the surrounding population
and traffic during the bridge construction.
Take solution to safeguard for the construction workforce, local people,
nearby works ...
Car for transportation of soil and stone should have canvas cover, watering
to avoid dust.
-
Excess material and soil must be poured at the designated place.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
110
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINAL THESIS
CHAPTER 2. THE DETAIL OF BAILEY SYSTEM
2.1.
DIMENSION OF BAILEY SYSTEM
Dimensions of a segment in Bailey system.
Figure 2-1. Plan of a segment in Bailey system.
Figure 2-2. Side of a segment in Bailey system.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
111
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINALTHESIS
Figure 2-5. Side of Bailey system
2.2.
COMPONENTS OF BAILEY SYSTEM
Figure 2-6. Components of Bailey system
2.2.1.
Panel
The panel is the basic member of the bridge. It is a welded, high-tensile steel
truss section 3.0 meters long, 1.5 meters high, and 16.5 centimeters wide. It weighs
262 kilograms and can be carried by six soldiers using carrying bars.
The horizontal members of the panel are called chords. Both chords have
male lugs at one end and female lugs at the other. Panels are joined end to end by
engaging these lugs and placing panel pins through the holes in the lugs. On the top of
the bottom chord are four seatings or dowels. The beams that support the bridge
roadway will be clamped to these dowels.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
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NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINALTHESIS
Figure 2-7. Elevation of panel in Bailey system.
2.2.2.
Panel pin
The panel pin is 21.1 centimeters long, 4.8 centimeters in diameter, and
weighs 2.7 kilo-grams. It has a tapered end with a small hole for a retainer clip. A
groove is cut across the head of the panel pin parallel to the bridge pin retainer hole.
Panel pins should be inserted with the groove horizontal; other-wise, the flanges of the
panel chord channels make it difficult to insert the retainer clip.
2.2.3.
Short panel pin
The short panel pin is 1.9 centimeters shorter than the normal panel pin and
weighs 2.6 kilograms. It is used to pin the end posts of the outer and middle trusses in
a triple-truss bridge.
2.2.4.
Transom
The transom is a steel beam that supports the floor system of the bridge. It is
25.4 centimeters by 6.1 meters long. It has a 11.4 centimeters flange and a 0.8
centimeters cover plate on each flange. The transom weighs 280 kilograms. It can be
carried by eight soldiers using carrying tongs clamped to the upper flange or carrying
bars inserted through holes in the web.
The underside of the transom has six holes into which the panel dowels fit.
The transom rests on the lower chord of the panel and is held in place with a transom
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
114
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINALTHESIS
clamp. The upper side of the transom has six lugs with an additional lug near each end.
The stringers and rakers attach to these lugs.
Transoms are normally spaced 1.5 meters apart, one at the middle and one at
the end of each panel, to support vehicles of class 70 or less. Four transoms per bay
two in the middle and one at each end of the panel are required to support vehicles
over class 70.
2.2.5.
Transom clamp
The transom clamp is a hinged screw-in type clamp, 34.3 centimeters high
and 20.3 centimeters across the top. It weighs 3.2 kilograms. It clamps the transom to
the vertical and bottom chord of the panel. It is tightened by a vise-handled screw.
2.2.6.
Sway brace
The sway brace is a 2.9 centimeters steel rod, hinged at the center, and
adjusted by a turnbuckle. It weighs 30.8 kilograms. At each end is an eye, and a chain
with a pin attached. This pin is inserted through the eye to the sway brace to the panel.
The sway brace is given the proper tension by inserting the tail of an erection wrench
in the turnbuckle and screwing it tight. The locknut is then screwed up against the
turnbuckle. Two sway braces are required in the lower chord of each bay of the bridge,
except the first bay of the launching nose, and in each bay of overhead bracing.
2.2.7.
Raker
The raker is a 7.6 centimeters steel beam with a 6.0 centimeters flange. It is
1.11 meters long and weighs 10.0 kilograms. A raker connects the ends of the transom
to the top of one end of each panel of the inner truss. This prevents the panels from
overturning. An additional raker is used at each end of the bridge. Both ends of the
raker have hollow dowels for the bracing bolts. The dowels fit through a hole in the
panel and a hole in the transom.
2.2.8.
Bracing frame
The bracing frame is a rectangular frame, 1.3 meters by 50.8 centimeters
with a hollow conical dowel in each comer. It weighs 20.0 kilograms. The bracing
frame is used to brace the inner two trusses on each side of the double- and triple-truss
bridge. Bracing bolts attach the bracing frames horizontally to the top chords of the
bridge, and vertically on one end of each panel in the second and third stories.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
115
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
FINALTHESIS
Figure 2-8. Bracing frame
2.2.9.
Tie plate
A tie plate is a piece of flat steel 6.4 by 1.0 by 30.5 centimeters weighing 1.6
kilograms. It has a hollow conical dowel at each end. The tie plate is used only in
triple-truss bridges. It secures the second truss to the third truss using the unoccupied
raker holes in the panels at each joint and at the ends of the bridge.
2.2.10.
Bracing bolt
A bracing bolt is 1.9 centimeters in diameter, 8.9 centimeters long, and
weighs about 0.5 kilograms. A special lug on its head prevents rotation when the bolt
is tightened. A 2.9 centimeters wrench is used to tighten it. The bracing bolt is used to
attach rakers, bracing frames, and tie plates to panels. It is inserted into the hollow
dowels of the braces to draw parts into proper alignment.
2.2.11.
Chord bolt
A chord bolt is 4.4 centimeters in diameter, 26.7 centimeters long, and
weighs 3.4 kilograms. It is tapered through half its length to assist in drawing the
panels into alignment. A 4.8 centimeters wrench is used to tighten the bolt. Chord
bolts join the panels, one above the other, to form double and triple-story bridges. Two
bolts per panel pass upward through holes in the panel chords and are tightened with
nuts on the lower chord of the upper story. They are also used to fasten overhead
bracing supports to the top panel chord.
2.2.12.
Stringers
Stringers carry the bridge’s roadway. Each stringer consists of 10.2
centimeters steel beams, 3.0 meters long, joined by welded braces. There are two types
of stringers: plain stringers weighing 118 kilograms and button stringers weighing 122
kilograms. They are identical except that the latter has 12 buttons which hold the ends
of the chess (roadway) in place. Each bay of the bridge has six stringers: four plain
stringers in the middle, and a button stringer on each side. The stringers are positioned
by the lugs on the top of the transoms.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
116
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
2.2.13.
FINALTHESIS
Chess
Chess often referred to as deck or decking, form the road surface. A piece of
chess is 5.1 centimeters by 22.2 centimeters by 4.2 meters. It is made of wood and
weighs 29.5 kilograms. It is notched at the ends to fit between the buttons of the
bottom stringer. Each bay of the bridge contains 13 chess, which lie across the
stringers and are held in place by the buttons. Chess are held down by ribbands.
2.2.14.
Steel ribband (curbs)
A ribband is a metal curb 20.3 centimeters high and 3.0 meters long. It
weighs 73.5 kilograms. It is fastened to the button stringers by four J -type ribband
bolts.
2.2.15.
Ribband bolt
A ribband bolt is a J-type bolt, 2.5 centimeters in diameter and 21.9
centimeters long. It weighs 2.0 kilograms. A 3.8 centimeters wrench is used to tighten
it. The ribband bolt fastens the ribband to the button stringers and ramps. The hook
end of the bolt grips the lower flange of the outer beam of the button stringer or ramp.
2.2.16.
End posts
End posts are used on both ends of each truss of the bridge to take the
vertical shear. They are placed only on the story carrying the decking. They are1.7
meters columns made of 10.1 centimeters channels and plates welded together. There
are two types; male and female, having male and female lugs, respectively. These lugs
are secured to the end panels of the bridge by panel pins placed through holes in the
lugs. The male and female end posts weigh 54.9 and 59.0 kilograms, respectively. End
posts have a step to support a transom outside the panel at one end of the bridge. In
jacking the bridge, the jack is placed under the step. The lower end of the end post has
a bearing block with a semicircular groove which fits over the bearing.
2.2.17.
Bearing
The bearing spreads the load of the bridge to the base plate. A bearing is a
welded steel assembly containing a round bar which, when the bridge is completed,
supports the bearing blocks of the end posts. During assembly of the bridge, it supports
the bearing block of the rocking roller. The bar is divided into three parts by two
intermediate sections that act as stiffeners. The bearing is 11.9 centimeters high and
weighs 30.8 kilograms. One bearing is used at each corner of a single-truss bridge and
two bearings per corner for a double- or triple -truss bridge.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
117
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
2.2.18.
FINALTHESIS
Base plate
The base plate is a welded steel assembly with built-up sides and lifting-hook
eyes on the top at each corner. It is used under the bearings to spread the load from the
bearings over the ground or grillage. The bottom surface of the baseplate is 1.25
meters 2. The base plate weighs 173 kilograms and is large enough for the bearings at
one corner of a single-, double-, or triple-truss bridge. Bearings can slide 22.9
centimeters longitudinally on the baseplate. The numbers 1,2, and 3 are embossed on
the edges of the base plate to indicate the position of the plate under the inner truss of
single-, double-, and triple-truss bridges respectively.
2.2.19.
Ramps
Ramps are similar to stringers but consist of 12.7 centimeters, instead of
10.2 centimeters, steel beams. They are 3.0 meters long and are joined by welded
braces. The lower surface of the ramp tapers upward near the ends. There are two
types of ramps: plain ramps weighing 153 kilograms, and button ramps weighing 58
kilograms. They are identical except that. the latter have 12 buttons which hold the
ends of the chess in place. The ends of the ramps fit into lugs on the transoms at the
ends of the bridge.
2.2.20.
Ramp pedestals
Ramp pedestals are built-up welded steel assemblies weighing 42.2
kilograms. They prevent the transoms supporting multiple-length ramps from overturning and spread the transom load over the ground. They are held in place by spikes
or pickets driven through holes in their base plates.
2.2.21.
Footwalk
The footwalk may be of wood or aluminum. The wood footwalks are 0.8
meters wide and 3.0 meters long. The aluminum footwalks are 65.4 centimeters wide
and 3.0 meters long. Supported on footwalk bearers, footwalks are laid along the outer
sides of the bridge for use by foot troops.
2.2.22.
Footwalk bearer
A footwalk bearer is a built-up beam of pressed steel 1.2 meters long,
weighing 10.4 kilo grams. Bearers are attached to all transoms and hold the footwalk
post.
2.2.23.
Footwalk post
A footwalk post is 1.2 meters high, weighs 4.5 kilograms, and is fitted into
every footwalk bearer. Hand ropes are threaded through two eyes on each post and
secured either to holdfasts on the banks or end footwalk posts.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
118
NATIONAL UNIVERSITY OF CIVIL ENGINEERING
BRIDGES AND ROADS FACULTY
DIVISION OF BRIDGE AND TUNNEL ENGINEERING
2.2.24.
FINALTHESIS
Overhead-bracing support
The overhead-bracing support is used to clamp overhead transoms and sway
braces to trusses for overhead bracing of triple-story bridges. The support is a welded
metal assembly that weighs 68.0 kilograms. It is fastened to the tops of third-story
panels by chord bolts. A transom is seated over the pintles on top of the support and
secured by cleats over the lower flange held by four nuts and bolts. One support per
girder is placed on each bay of bridge.
Student: Kieu Phuong Thuy
Student Code: 30728.59 - Class: 59CDE
119