Twapia Lubuto Bridge

Structural Design Premise

31 October 2014

CONTEN
T
INTRODUCTION
BRIDGE DETAILS
DESIGN PREMISE
ANALYSIS & RESULTS
CONCLUSION

INTRODUCTION
RDA has appointed Messrs Kiran & Musonda Associates and

Gomes Haulage Limited Joint Venture as the Consulting

Engineer and Contractor respectively for the upgrading of
Indeni to Fatima Girls Secondary School Road in Ndola town.
The Road distance is 14.3Km
Project included 2 new bridges: Munkulungwe and Twapia

Bridge
This presentation is for Twapia - Lubuto Bridge

INTRODUCTION, contd
Twapia Lubuto Bridge has been designed using a 1:50 year flood

return period.
The bridge structure is a composite structure made up of a 325mm thick

concrete slab supported by 5 No structural steel trusses which are in

turn supported by concrete abutments. The bridge length is 20m.
The structure is located at Global Positioning Systems (GPS) coordinates

S 130009.9 and E 283547.5.

The bridge Span length is approximately of 20m and its width, measured

between kerbs is 6100mm.

INTRODUCTION, contd

MODEL BRIDGE DETAILS

Deck (Trusses and Slab)
1.05m deep continuous structural steel + 325mm deep concrete slab on 1.2mm

thick bondek permanent formwork

Joints & Bearings

Hornel Bearings

Abutments
Reinforced concrete having strength of 30MPa

Surfacing
50mm thick asphalt concrete

DESIGN PREMISE
Design Code/Manual
SATCC Draft Code of Practice for the Design of Road Bridges and Culverts
AASHTO Bridge Design Loading

Exposure Conditions
Moderate

Material Properties
Reinforced concrete:
Characteristic strength = 30MPa
High tensile reinforcing bars: Characteristic strength = 460MPa
Structural Steel:
Characteristic strength = 350MPa

Design Load Factors

In accordance with Tables 2.1,2.2 of SATCC Code and summarized below

DESIGN PREMISE
Traffic Loading Used
NA Section 2.6.3
NB Section 2.6.3

Type NB36 used

No other traffic loading is considered to act in conjunction with NB Loading

ANALYSIS AND RESULTS

Finite Element Design Software Strands 7 was used for the analysis

ANALYSIS AND RESULTS

Deflections NA Loading

ANALYSIS AND RESULTS

Deflections NB36 Loading

ANALYSIS AND RESULTS

Axial Stresses

ANALYSIS AND RESULTS

Axial Stresses

ANALYSIS AND RESULTS

Axial Stresses

ANALYSIS AND RESULTS

Structural Capacity check

Bottom chord, diagonals, brace diagonals, brace top & bottom chord, end struts, top chord and
verticals all have capacity greater than expected loading. See Appendix 1

CONCLUSION

Structural Capacity

The bridge Members have sufficient capacity when subjected to NA, NB36 and
AASHTO HS20-44 Loadings
The bridge members fail when subjected to NC Super loading. Strengthening of the
bridge will be required should the route be used for abnormal super loads. Central Pier
can also be considered but structural behavior of supper structure will change and
must be re-designed

Serviceability Check

SATCC Code silent on maximum allowable deflection but industry norm is span/250
for normal use or span/300 for sensitive ones .i.e. 80mm or 66mm
Maximum deflection obtained on model is 31mm on the NA Loading cases 1 and 2
Calculated deflections on the unitary truss model are within acceptable limits
Observed actual site deflections are unusual. Next presentation to focus on this matter

THANK YOU

APPENDIX 1

APPENDIX 1.1: Bottom Chord

APPENDIX 1.2: Diagonals

APPENDIX 1.3: Brace Diagonals

APPENDIX 1.4: Brace Top and Bottom Chords

APPENDIX 1.5: End Strut

APPENDIX 1.6: Top Chord

APPENDIX 1.7: Verticals

APPENDIX 2

APPENDIX 2.1: AASHTO H20 40 LOADING

The American Association of State Highway Transportation

Officials (AASHTO) developed a concept of the hypothetical
trucks, called H (with 2 axles) and the HS (with 3 axles)
classes of Trucks
These are fictitious trucks, used only for design and do not
resemble any real truck on the road. An AASHTO Truck class
HS20-40 was loaded onto the bridge model and satisfactory
structural capacity of the model was obtained and was
included in Design Report