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This BDM is also recommended as best practice for any Colorado project that does not contain federal or state funds. This BDM presents the minimum requirements for structure projects including the structural staff, submittals, design and construction specifications, and project processes.This BDM is also recommended as best practice for any Colorado project that does not contain federal or state funds. This BDM presents the minimum requirements for structure projects including the structural staff, submittals, design and construction specifications, and project processes. Except where noted, the design provisions employ the LRFD methodology set forth by AASHTO. If ADA accommodations are needed, contact Dave Dahlberg, 651-366-4491. Paul, MN 55155-1800 651-296-3000 Toll-free 800-657-3774. Other sources of information may need to be consulted. For uniformity and consistency of the final product, the methods and practices stated in this manual should be followed, unless special conditions warrant otherwise, and approved by Bridge Program Staff. This manual is a guide for the preparation of common structural projects and because of the many variations possible, literal conformation may not be feasible. The use of this manual does not relieve the designer of his or her responsibility, nor should it act as a restriction or inhibitor of imagination and new ideas. Although Bridge Office policy is presented here for numerous situations, content of the manual is not intended to be exhaustive. Therefore, use of this manual must be tempered with sound engineering judgment. Individual chapters or sections can be downloaded below. It encourages uniform application of design methodology and criteria, as well as standard details in plan preparation for bridges and other related structures. It is not intended to be a textbook on structural engineering, but instead is a guide to general practices followed by NHDOT Bridge Design personnel.
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A thorough knowledge of the contents of this Manual is essential for efficient engineering of NHDOT highway structures. It does not replace, modify, or supersede any provisions of the New Hampshire Standard Specifications, plans, or contracts. Suggestions for improvements and updating of this Manual are always welcome. Design changes will be issued through Design Memorandums, which will remain in effect until superseded by an update to the Bridge Design Manual. Changes to this Manual must be approved by the Administrator of the NHDOT Bridge Design Bureau. They supersede the contents of the Manual and will remain in effect until superseded by a chapter revision. They are provided to document and clarify the evolution of the Manual. This manual is intended to provide guidance for decisions in the bridge project process, to document or reference policies and standards that need to be considered and to provide a commentary discussing good bridge engineering practice. This comprehensive, electronic design manual includes both preliminary and final design information for standard girders and most precast and precast, prestressed concrete products and systems used for transportation structures. It contains background, strategies for economy, fabrication techniques, evaluation of loads, load tables, design theory and numerous complete design examples. It is designed to explain and amplify the application of both the AASHTO Standard and LRFD Bridge Design Specifications. Other Formats. Coronavirus (COVID-19): what you need to do Index of published documents To view the DMRB index document (GG 000) please click here. Purchase now from the TSO shop. For the full website experience, please update your browser to one of theIt could be because it is not supported, or that JavaScript is intentionally disabled. Some of the features on CT.gov will not function properly with out javascript enabled. The standard drawings can be downloaded, in PDF file format, from the table below.
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Click or tap to ask a general question about COVID-19. Please don’t enter any personal information. Questions about the collection of information can be directed to the Manager of Corporate Web, Government Digital Experience Division. The project was subsequently taken over by AISC. Now, with federal grant money, FHWA, NSBA and HDR Engineering (principal engineer) have completed updating the Handbook. Prominent engineers in the field wrote all 19 volumes and six design examples; these have been reviewed by a committee organized by NSBA. DTFH61-04-H-00026. Any opinions, findings and conclusions or recommendations expressed in this publication are those of the author(s) and do not necessarily reflect the view of the Federal Highway Administration. Please upgrade your browser to improve your experience. Revisions to this Manual will be released on an annual basis as needed and after approval by the Federal Highway Administration (FHWA). Bridge engineers have a responsibility to remain current with the AASHTO LRFD Bridge Design Specifications revisions until the Manual is updated. Bridge Section functions include reviewing consultant designs and providing assistance to the Local Highway Technical Assistance Council. The Bridge Section also performs biennial bridge inspections to insure safety for the traveling public in accordance with the National Bridge Inspection Standards (NBIS), develops repair recommendations for existing bridges, performs load ratings, and determines load postings and closings of deficient bridges. Other responsibilities include the development, implementation, and operation of the Bridge Management System to provide system-wide condition analysis and reporting to support bridge-programming decisions. Expect long delays. The Manual was developed by the NDOT Structures Division with assistance from the consulting firm of Roy Jorgensen Associates, Inc., Professor Dennis Mertz of the University of Delaware, and the consulting firm of CH2M Hill, Inc.
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Designers should attempt to meet all of the criteria presented in the Manual, while fulfilling NDOT’s mission of providing a safe and efficient transportation system for the State. In accordance with Gov. Steve Sisolak’s order for state offices to transition to online and over-the-phone service, NDOT has temporarily suspended in-person services and transitioned them on-line to help reduce potential spread of the COVID-19 virus. We look forward to serving you here ! They can be downloaded by clicking on the icons below. The second edition comprehensively addresses key topic within bridge engineering, from history and aesthetics to design, construction and maintenance issues. BDM provides specifications and guidelines for the design of bridges and other major structures while the Bridge Design Guides (BDG) provide the guidance for designing and detailing bridge plans. Thus, this project was initiated to catalogue and organize historical bridge design reference information and to develop a secure KM and Information Management (IM) environment that will provide information of the highest quality that is timely and accessible to facilitate and enhance decision-making and implementation with the goal of promoting uniformity in bridge design practices. The primary activities completed during this project include synthesizing best practices for documenting decisions and managing documents, scanning and archiving historical bridge design policy information, developing a KM framework to document decisions and archival and retrieval of information, and developing procedures and recommendations to implement the KM framework. One of the outcomes of this project is a proposed workflow to capture knowledge through a structured process and documenting in a folder structure. Material Properties (AASHTO LRFD, BS and EN Standards). Load Combinations (AASHTO LRFD, BS and EN Standards). Load F actors (AASHTO LRFD, BS and EN Standar ds). Flexur al Design Based on AA SHTO LRFD Standar ds.
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Flexur al Design Based on British Standar ds. Flexur al Design Based on European Standards Shear and T orsion Design based on A ASHTO LRFD Standar ds. Shear and T orsion Design based on Br iti sh Standards. Shear and T orsion Design based on E uropean Standards. Seismic Design of Bridges based on AASHTO LRFD Standards. Seismic Design of Bridges based on European Standards General statem ent EN 1990, EN 1991 BS 5400 -2: 2006 Steel, concrete and composite bridges. Specification for loads EN 1990, EN 1991 BS 5400 -3:2000 Steel, concrete and composite bridges. Code of practice for design of steel bridges EN 1993 BS 5400 -4: 1990 Steel, concrete and composite bridges. Code of practice for design of concrete bridges EN 1992 BS 5400 -5:2005 Steel, concrete and composite bridges. Code of practice for design of composite bridges EN 1994 BS 5400 -6: 1999 Steel, concrete and composite bridges. Specification for materials and workmanship, steel EN 1090 -2 BS 5400 -7:1978 Steel, concrete and composite bridges. Specification for material s and workmanship, concrete, reinforcemen t and prestr essing tendons EN 1992 BS 5400 -8: 1978 Steel, concrete and composite bridges. Recommendations for mat erials and workmanship, concrete, reinfor cement and prestr essing tendons EN 1992 BS 5400 -9.1 and 9.2 Bearings not affect ed BS 5400 -10C: 1999 teel, concrete and composite bridges. Charts for classification of details for fatigue not affect ed From 1 April 2010 the UK design standard for con crete bridges is BS EN 1992- 2 (aka Eurocode 2, part 2), Based on AASHTO LRFD the strain due to shrinkage,.Based on British Standards the strain due to shrinkage,.Based on European Standards the strain due to d rying shrinkage,.In all international codes, loads are cat egorized in to two categories. ? Permane nt Load: Dead Load, Superimposed Dead Loads, Load due to material infill.
Tr ansient L oad: All other loads exce pt permanent loads AASHTO LRFD specifies load combinations for strength, fatigue, service and extr eme limits states. ? British standards specifies load combinations for different bridg es and for service and ultimate limit states. ? European codes specifies load combination rules for different types of bridg es (Road bridge, foot bridge, rail way bridge) and for service and ultimat e li mit states only. Strength II Load combination relating to the use of the bridg e by Owner-specified special design vehicles, evaluation permit vehicles, or both without win d Strength III Load combination relating to the bridge exposed to wind velocity ex ceeding 55 mph Strength IV Load combination relating to very high dead load to live load force effe ct ratios Strength V Load combination relating to normal vehicular use of the bridge with wind of 55 mph velocity Also related to deflection control in buried metal structures, tunnel liner plate, and thermoplastic pipe, to control crack width in reinf orced concre te structures, a nd for transv erse analysis relating to t ension in concrete segmental girders. This load combination should al so be used for the inv estigation of s lope stability. Service II Load combination intended to control yielding of steel structures and slip of slip-critical c onnections due to vehicular liv e load Service IV Load combination relating only to tension in prestressed concrete columns with the objective of crack control. F atigue I Fatigue and fracture load combination related to infinit e load induced fatigue life. F atigue II Fatigue and fracture load combination related to finite load induced fatigue life.
Combination 3: For all bridges, the loads to be considered are the loads in combination 1, together with those arising from restraint due to the eff ects of temperature range and difference, and, where erection is being considered, tempor a ry erection loads For highw ay bridges, the loads to be co nsidered are the permanent loads and th e secondary live loads, together with the appropriate primar y live loads associated with them. Secondary l iv e l oads shall be considered separatel y and are not required to be combined. Each shall be taken with its appropriate associated primary liv e load. Combination 5 For all bridg es, the loads to be considered are the permanent loads, together with the loads due to frictio n at bearings The UDL may be applied to one or both of the footways so as to achiev e the worst load effect. Combination Group 4 (gr4) This consists of Load Model 4 and is applied to the footwa ys, carriageways and central reserve; it is not combined with any other load model. Combination Group 5 (gr5) The 'Frequent' v alue of Load Model 1 (LM1) is combined with Load Model 3 (LM3). Combination Group 6 (gr6) Load Model 3 is combined with Braking and Acceleration F orces and Centrifugal and T ransverse Forces For r ectangula r sections ? ? ca n be computed by necessary approximations as specifie d by the s tandards and codes. Rectangular stress block of maximum depth of 0.5 d and uniform compression stre ss of 0.4 fcu is assumed to evaluate moments.Ultimate resistance of flanged sections.F or columns cross-sectional area of longitudinal bars should not be less than 1 of the total area. ? F or Walls, v ertical reinforcement should be mor e than 0.4 of gross sectional area of concrete. Maximum s pacing should not be greater than 300 mm. ? For solid re ctangula r sections, design crack width at surface should be calculated as.V erification of the load capacity using reduced area of pre-stress following steps mentioned below.
Calculate the applied bending m oment due to th e frequent combination of actions. ? Determine the reduced area of prestress that results in the tensile stress re ac hing fctm at the extreme tension fibre w h en the section is subject to the bending moment cal culated. ? Using this reduced area of prestress, calculate the ultimate flexur al capacity. It should be ensured that this exceeds the bending moment due to the frequent combination The spacing of the transverse reinforcement shall not exceed the maximum permitted spacing, s max, determined as. For segmental post-tensioned concrete box girder bridges, spacing of closed stirrups or close d ties required to resist shear effects due to torsional moments shall not ex c eed one-hal f of the shortest dimension of the crosssection, nor 12.0 in. The design yield strength of nonprestr essed transverse reinf orcement shall be taken equal to the specified yield strength wh en the latter does not exceed 60.0 ksi. ? F or nonprestressed tr ansverse reinforc ement with yield strength in ex cess of 60.0 ksi, the design yield strength shall be tak en as the stress corresponding to a strain of 0. 0035, but not to exceed 75.0 ks i. ? The design yield strength of prest ressed transverse reinfor cement shall be taken as the effecti ve stress, after allowance for all prestress losses, plus 60.0 ksi, but not greater than f py When welded wir e reinforcement is used as transv erse reinforcement, it shall be anchored at both ends in.At any cross section additional longitudinal reinforcement, A sa is requir ed in the tensile zone. ? An enhancement of shear strength ma y be all owed for sections within a distance a v d from the face of a support, front edge of a rigid bearing or cente r line of a flexible bearing. ?
This enhancement should take the form of an increase in the allowable shear stress and under such cas es the main reinfor c ement at the section considered shou ld continue to the su pport and be provide d with an anchorage equi valent to 20 times the bar size The amount of trans verse reinforcement should ex ceed lesser of the following:.Care should be taken in detailing to prevent diagonal compressive forces in adjacent f aces of beam spalling. ? Longitudinal reinfor cement s should be positioned uniformly such that there is bar at each corner of the links. ? In detailing the lon gitudinal reinforcement to cater for torsional stresses account may be taken of those areas of the cross sectio n subjected to simultaneous flexur a l compressiv e stresses, and a lesser amount of reinf orcement provided. ? In the case of beams, the depth of the c ompression zone used to calculate the area of section subject to fl exur al c ompression should be taken as twice the cove r to the closed links. Maximum effecti ve cross- sectional area of shear reinf orcement ? ?? is giv en by ? Area of Shear R einforcement is evaluated from the following equation: The for ce in the tension chord should be assumed to r emain unchanged after the joints have opened. In consequence, as the applied load increases and the joints open the concrete str ess fie ld inclination within the web increases.The required area of the longitudinal reinfor cement for torsion. A sl may be calculated as. In compressiv e cho rds, the longitudinal reinforcement may be reduced in pr oportion to the available compressiv e for ce. ? In tensile chords the longitu dinal reinforcement for torsion should be added to the other reinf orcement. ? The longitudinal reinforcement should generally be distributed over the length of side.Resistance to T orsion and Shear.Cos ? ? Box Sections Each wall should be designed separ ately for combined effects of shear and torsion.
The ultimate limit state for concr ete should be checked with r eference to the design shear resistance, V rdmax The seismic hazard at a bridge site shal l be characterized by the acceleration response spectrum for the site and the site factors for the relev ant site class. ? The acceleration spectrum shall be determined using either the General Procedur e s pecified the Site Specific Procedure. ? The General Procedure shall us e the peak ground acceleration coefficient ( PGA ) and th e short- and long p eriod spectral acceleration coefficients. ? The site-specific probabilistic ground-motion analysis should be performed to generate a uniform-hazard acceleration r es ponse spectrum considering a s even percent probability of exceedance in 75 yr for spectral v alues over the entire period range of inte rest. The single-mode method of spectral analysis shall be based on the fundamental mode of vibration in either the longitudinal or transv erse direction. ? For r egular bridges, the fundamental modes of vibration in the horizontal plane coinci de with th e longitudinal and transverse axes of the br idge structure. ? This mode shape may be found by applying a uniform horizontal load to the structure and ca lculating the corresponding deformed shape. ? The natural period may be calculated by equating the maximum potential and kinetic energies associa ted with the fundamental mode shape. The uniform load method shall be based on the fundamental mode of vibration in either the longitudinal or trans verse direction of the base structure. ? The period of this mode of vibration shall be taken as that of an equiv alent sin gle mass-spring oscillator. ?
The stiffness of this equiv alent sp ring shall be calculated using the maximum displacement that occurs when an arbitr ary uniform lateral load is applied to the bridge The multimode spectral analysis method shal l be used for bridges in which coupling occurs in more than one of the three coordinate directions within each mode of vibration. ? As a minimum, linear dynamic analysis using a thr ee-d imensional model shall be used to represent the structure. ? The number of modes included in the a nalysis should be at least three times the number of spans in the model. ? The member forces and displacements may be estimated by combining the respective response quantities (moment, force, displacement, or relative displacement) from the individual modes by the Complete Quadratic Combination (CQC) method Developed time histories sha ll have characteristics that are repre se ntativ e of th e seismic environment of the site and the local site conditions. Where recorded time histories are used, they shall be sca led to the approximat e l evel of the design response spectrum in t he period range of significance. ? Each time history sha ll be modified to be response-spectrum compatible using the time -domain procedure. ? At least three response-spectrum-compati ble time histories shall be used for each compo nent of motion in representing the d esign earthquake (ground motions having seven percent probability of ex ceedance in 75 yr ). All three orthogonal components (x, y, and z) of design motion shall be input simultaneous ly when conducting a nonli near time- history analysis. ? The design actions sha ll be taken as the maximum response calculated for the three ground moti ons in each principal direction. ? If a minimum of seven time histories are used for each component of motion, the design actions may be taken as the mean response calculated for each principa l direction.
The Response Spectrum Analysis is an elastic ca lculation of the peak dynamic r es ponses of all significant modes of the st ructure, using the ordinates of the site depe ndent design spectrum. ? The over al l response is obtained by statistical combination of the maximum modal contributi ons. Such an analysis may be applied in all cases in which a linear analysis is allowed. ? The earthquake action effects shall be dete rmin ed from an appropriate discrete linear model (Full Dynamic Model), idealised in accordance with the l aws of mechanics and the principles of structural analysis, and compatible with an associated idealisation of the seismc action. In general this model is a space model. The time dependent response of the structure shall be obtained throug h direct numerical integration of its non-linear differential equations of motion. ? The seismic input shall consist of ground motion time-hist ories. The effects of gr avity loads and of the other quasi-pern1anent actions in the seismic design situation, as well as s econd o rder effects, shall be take n into account. ? This method can be used only in c ombination with a standard response spectrum analys is to p rovide insigh t into the post -elastic response and comparison between required and available local ductility den 1and s. ? Generall y, the results of the non-linear analy sis shall not be used to relax requirements resulting from the response spectrum analysis Pushov er analysis is a static non-linear analysis of the structure under constant v ertical (gravity) loads and monoton ic ally incr eased horizontal loads, representing the effect of a horizontal Seismic component. Second order eff ects shall be accounted for. ? The horizontal loads are increas ed until a target displacement is reached at a reference point. ? The method may be applied to the entir e bridge st ructure or to individual components The main objectiv es of the analysis are.
The estimation of the sequence and the final pattern of plastic hinge formulation. The estimation of the redistribution of forces following the formu lation of plastic hinges. ? The assessment of the force-displacement curve of the structure (capacity curve) and of the deformation demands of the plastic hinges up to the target displacement. F or structures designed for ductile behaviour, capacity design effects F c (V c, M c, N c ) shall be calculated by anal ysing the intended plastic mechanism under. The non-seismic actions in the design seismic situation and. The lev el of seismic action in the direction under consideration at whi ch all intended flexur al hinges hav e dev eloped bending moments equal to an upper fr actile of their flexur al resistance, called the over str ength moment, M o. Within the length of mem bers that develop plastic hinge(s), th e capacity design bending mo ment Mc at the vicinity of the hinge s hall not be assumed to be greater than the relevant design flexural resistance M RD of the near est hinge For flexural re sistance of sections of plastic hinges the following condition shall be satisfied M ed M Rd M Ed is the design value of the moment M Rd is the design flexural resistance of the section. For fle xural resistance of sections outside regions of plastic hinges the following condition s hall be satisfied M c M Rd A sz ? A sx, provided that the ratio of the horizontal reinf orcement remaining within the joint bod y satisfies expr ession It shall be verified that no significant yielding occurs in the deck. This verif ica tion sha ll be carried out.
When the horizontal c omponent of the seismic action in th e transve rs e direction of the bridge is considered, yi elding of the deck for flex ure within a horizontal plane is considered to be significant if the reinforcement of the top slab of the deck yields up to a distanc e from its edge equal to 10 of the top slab width, or up to the junction of the top slab with a web, whichever is closer to the edge of the top slab ResearchGate has not been able to resolve any references for this publication. Advertisement Recommendations Discover more about: Reference Standards Project Post Earthquake Re-construction Project Chandani Chandra Neupane Naveed Anwar Shankar Shrestha Post Earthquake Re-construction Project. ADB,Nepal View project Project Post-earthquake Reconstruction Strategy and Design of Schools in Nepal. A project funded by the Asian Development Bank. Naveed Anwar Development of design criteria, design guidelines, type designs, reconstruction strategy and plan for the the rebuilding and retrofitting of schools sector in Nepal after the earthquakes of 2015. Join ResearchGate to discover and stay up-to-date with the latest research from leading experts in Reference Standards and many other scientific topics. Join for free ResearchGate iOS App Get it from the App Store now. Install Keep up with your stats and more Access scientific knowledge from anywhere or Discover by subject area Recruit researchers Join for free Login Email Tip: Most researchers use their institutional email address as their ResearchGate login Password Forgot password. Keep me logged in Log in or Continue with LinkedIn Continue with Google Welcome back. Keep me logged in Log in or Continue with LinkedIn Continue with Google No account. All rights reserved. Terms Privacy Copyright Imprint. You can change your cookie settings at any time.
This manual presents guidelines for the whole design process from the planning stage, through site investigations, materials analysis, hydraulic design and structural design to the final presentation in the form of drawings and specifications. “Small” here is taken to mean single or multi-span bridges with individual spans no more than 12m long, i.e. one span to bridge a two-lane highway with shoulders or two spans to bridge a dual carriageway Transport Research Laboratory (TRL) Overseas Road note 9 We’ll send you a link to a feedback form. It will take only 2 minutes to fill in. Don’t worry we won’t send you spam or share your email address with anyone. Please enable scripts and reload this page. The confirmation email may take several hours to reach you. If you do not receive the confirmation email, look for it in your Spam or Junk email folder. For any issues that result in a change to bridge standards, the moderators will distribute a formal e-Notification. Government that Works Rebuild public infrastructure to meet 21st century challenges and needs. Government that Works Improve government efficiency and employee engagement. All rights reserved. The manual is a companion document to the overarching Highway structures design guide which provides general and specific design criteria for all highway structures. The manual has been developed by the NZ Transport Agency for use on state highways or for the design of other new or replacement bridges proposed for funding from the National Land Transport Fund (NLTF). Use of the manual on other highways, including private highways, may be considered appropriate with the agreement of the relevant road controlling authority, client or landowner. Structures technology is an area of ongoing research and refinement and the manual is reviewed from time to time to incorporate important corrections and amendments. The Bridge manual was first issued by Transit New Zealand in May 1994.