BẢNG TÍNH CẦU DẦM BẢN RỖNG

BẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNGBẢNG TÍNH CẦU DẦM BẢN RỖNG

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Central Mekong Delta Region Connectivity Project PACKAGE CW1A: NORTHERN APPROACH TO CAO LANH BRIDGE

(KM 0+000 TO KM 3+800)

RACH MIEU BRIDGE OF TAN VIET HOA INTERCHANGE

ITEM: STRUCTURAL CALCULATION

Document No.:

Project Manager

JV of HOANG AN – TUAN LOC – THANG LONG

JV Consultant of CDM SMITH Associates INC.- WSP Finland Limited YOOSHIN Engineering

Corporation

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EXPLANATION

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LIÊN DANH HOÀNG AN – TU ẤN LỘC – THĂNG LONG

INDEX CACULATE

I GENERAL INFORMATION 3

a) Item introduction 3

b) Project description 3

II LEGAL BASIS FOR DESIGN 3

a) LEGAL BASIC 3

b) Regulations, standards, procedures and applicable rules 3

c) Used document: 4

III LOCATION- CURRENT SITUATION 4

a) Scope of research 4

b) Natural condition 4

1 Topography, current situation 4

2 Geological condition 4

3 Hydrologic weather 5

IV DETAILED DESIGN SOLUTION 5

1 Technical properties of bridge 5

2 Drainage 6

V DESIGN DATA 7

a) STANDARD OF CACULATE 7

b) LOAD CALCULATION 7

1 Static load: 7

2 Vehicle load 7

3 Vehicle load (LL) 7

4 Shock force (IM) 8

5 Wind load 8

6 Load and vehicle 8

7 Brake the car 8

c) Apply combinatorial checks to the structure 9

d) Material 9

8 Steel 9

9 Concrete 9

VI CONTENT CALCULATION 9

VII CALCULATION RESULTS: 10

VIII CONCLUSION 10

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EXPLANATION CALCULATE

PROJECT:

RACH MIEU BRIDGE OF TAN VIET HOA INTERCHANGE

CONNECTING ROAD OF PROJECT WITH TINH THOI VILLAGE ROUTE” BELONG TO CW1A PACKAGE “NORTHERN APPROACH TO CAO LANH BRIDGE (KM 0+000 - KM 3+800)”, CENTRAL MEKONG DELTA REGIONCONNECTIVITY PROJECT (CMDRCP)

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- This document is to submit for approval the alternative route of left ramp of Tinh Thoi interchange

Project Management (Cuu Long CIPM)

package CW1A (Km 0+000 ÷ Km 3+800) and CW1C (Km 6+200 ÷ Km 7+800), belong to Central Mekong Delta RegionConnectivity Project (CMDRCP)

Committee of Scale and traffic organization at An Binh Interchange with NH30 pass and ramp connecting with Tan Viet Hoa road, Cao Lanh city

and the letter No.975/CQLXD-DB3 dated 19/4/2016 of Bureau of Transport Quality and Construction Management (TCQM) of MOT regarding the approval the addition, adjustment of design of Tan Viet Hoa Intersection and local road at A2 abutment of Linh Son bridge of package CW1A – Component 1 - CMDCP

“Addition of 1 more ramp in the left side of Tan Viet Hoa interchange unde CW1A package

“technical issues and support site clearance for CW1A Package under CMDRCP”

Shop Drawing Designed Of Access Road Connecting Between The Project And Local Resident Road Of Tinh Thoi interchange At Km2+800”

construction and liquidation in CMDRCP, approved in Decision BGTVT dated May 19 th 2010, Decision No1779 QĐ-BGTVT dated July 30 th 2012,

dated 12/05/2016 of MOT

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MOT

- Scope of research:

- Topography in scope of research is is flat but divided by cannals and small ponds The level is not different considerable, except at river banks

surface with 3m width

- In research scale, main road is being implemented On the left side, remaining distance from design embank ment toe of mainroad to land clearance line is 13- 15m

o Sublayer 1A: Fat clay in green grey, greyish brown, greyish black, liquid state to quasi-liquid state (CH) SPT 1 hammer/30cm Thickness of 10.9m

o Sublayer 1B: Lean clay, greyish brown, green grey, greyish black, liquid state to quasi-liquid state (CH) SPT 1 hammer/30cm Thickness of 8.9m

o Sublayer 1C: Lean clay with greyish brown sand, green black, green grey, soft plastic state (CL) SPT 6 hammers/30cm Thickness of 7.6m

o Sublayer 3A: clayey sand, silty sand in greyish black, green grey, green black,

4.8m

brown, medium dense state (SC-SM) Thickness of 6.4m

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structure (SC-SM) SPT 16 hammers/30cm Thickness of 5.2m

state (CH) SPT 12 hammers/30cm Thickness of 6m

semi-rigid state (CL) SPT 25 hammers/30cm Thickness of 4.8m

o Sublayer 7A: Silty sand, clayey sand in brown yellow, dense structure (SM-SC) SPT 44 hammers/30cm Thickness of 3.7m

o Sublayer 7B: Silty sand, clayey sand in brown yellow, grey yellow, green grey, strong dense (SM-SC) SPT 64 hammers/30cm Thickness of 22.2m

- Water in construction area is affected by weaher of Southwest Dry season from November to April next year wihtout flood Rainy season from May to October with flood Besides, it is affected by tidal wave due to semidiurnal tide

ensure discharge design flood volumn 19 m 3 /s, minimum length of opening is 19m For route line skews the water flows 28 o , minimum length of opening is 21m (Calculation result attached with this report)

- Underground water and river water is nearly connect and Underground water near the ground (avarage level is 0.8m)

(complying with standard TCVN 3994 - 85), river water does not corrode concrete and metal Undergound water slightly corrodes concrete and metal

- Bridge width:

o Traffic lane: 7m

- Clearance of span H > 0.5m from the water level H4% = 2.72m (small bridge has bridge opnening less than 25m)

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o Railing: parapet is C30 precast reinforced concrete, galvanized steel handrail

o Expansion joint: using rail joint

is 45m Suggest using bored pile foundation 5 Ø-1m-bored piles for each foundation, about 62m length

by precast armoured concrete slab (like slope protection typw 2 approved in CMDCP)

- Piled slab structure:

0.3m, layout 58 piles 30x30cm Length is 22m, height of pile top is 0.7m, height of pile bottom is -21.3m

0.3m, layout 58 piles 30x30cm Length is 22.6m, height of pile top is 0.7m, height of pile bottom is -21.9m

embankment We propose arranging 3 curverts Diameter of pipes is 1.0m Curvert length

is 9m

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374: 2006

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distance of 1.8m apart

- Design lane load: the load is 9.3 kN / m distributed vertically Impact of lane

loading without considering shock force

- Wind area of the upper structure: from the top of the railing to the bottom of the beam

- Wind area of the bottom structure: from the top of the cylinder to the calculated water level

road surface

lanes, along the longitudinal direction and centered on a 1.8m pavement

Load combinations are limited

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* Note:

• regular loads

DC = Load the texture itself

DW = load itself spherical cover

EH = horizontal soil pressure

• Instantaneous loads

BR = braking force EQ = earthquake effect

LL = CV = vehicle and vehicle load (if applicable)

IM = shock force WA = flow pressure (if any)

LS = extra work

WL = wind on the vehicle WS = wind on the structure

• To calculate the stress test: use the combination

• To check the resistance condition: Use the intensity combination

- Flow limit::

- Elastic module: Es = 200 000 Mpa

Table sizes of commonly used steel

Demater

(mm)

area (mm2)

Weight (kg/m)

Demater (mm)

Area (mm2)

Weight (kg/m)

- Empty beam girder

- Calculate bridge deck, expansion joints

- Calculate the abdominal wall, internal strength and load bearing capacity

- Calculate the piled slab, internal force and load bearing pile slab

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Details are shown in the following pages

Software to use: Sap 2000, Midas Design+, FB-pier, Excel, cad…

Structures guarantee the required strength as well as stability

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LIÊN DANH HỒNG AN – TU ẤN LỘC – THĂNG LONG

MỤC LỤC THUYẾT MINH BẢNG TÍNH

I T ỔNG QUAN 3

a) Gi ới thiệu chung về hồ sơ 3

b) T ổ chức thực hiện 3

II CÁC C ĂN CỨ ĐIỀU CHỈNH THIẾT KẾ 3

a) Các c ăn cứ pháp lí 3

b) Quy chu ẩn, tiêu chuẩn, quy trình và quy phạm áp dụng 3

c) Tài li ệu sử dụng: 4

III V Ị TRÍ – HIỆN TRẠNG – ĐIỀU KIỆN TỰ NHIÊN 4

a) Ph ạm vi cơng trình 4

b) Điều kiện tự nhiên 4

1 Địa hình, hiện trạng khu vực 4

2 Điều kiện địa chất 4

IV QUY MƠ CƠNG TRÌNH – GI ẢI PHÁP THIẾT KẾ 6

a) Quy mơ C ầu vượt rạch Tịnh Thới 2 6

1 Thơng s ố kỹ thuật cầu 6

2 Cơng trình thốt n ước khác 7

V D Ữ LIỆU THIẾT KẾ 7

a) Các quy trình, quy ph ạm tính tốn 7

VI T ẢI TRỌNG TÍNH TỐN 7

a) T ĩnh tải: 7

b) Ho ạt tải xe 7

1 Ho ạt tải xe (LL) 7

2 L ực xung kích (IM) 8

3 T ải trọng giĩ 8

4 T ải trọng va xe 8

5 L ực hãm xe 8

6 Áp d ụng các tổ hợp để kiểm tra kết cấu 9

a) V ật liệu 9

b) Thép 9

7 Bê tơng 9

8 V ật liệu đắp 9

VII N ỘI DUNG TÍNH TỐN 10

VIII K ẾT QUẢ TÍNH TỐN: 10

IX K ẾT LUẬN 10

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điều chỉnh bổ sung thiết kế của nút giao Tân Việt Hòa và đường dân sinh tại mố A2

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điều chỉnh và cập nhật theo quyết định số 314/QĐ-BGTVT ngày 31/01/2013, số

3m

13-15m

l ớp đất:

o Phân l ớp 1B: sét gầy, xám nâu, xám xanh, xám đen, trạng thái chảy đến dẻo

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theo ch ế độ bán nhật triều

t ần suất:

/s, chi ều rộng thoát nước tối thiểu

cáo)

mòn nh ẹ bê tông và kim loại

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đã được duyệt của dự án CMDCP)

đỉnh cọc là 0.7m, cao dộ đáy cọc -21.3m, phía sau bố trí bản quá độ rông 14m dài 5m

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đỉnh cọc là 0.7m, cao dộ đáy cọc -21.9m, phía sau bố trí bản quá độ rông 14m dài 5m

đường Chúng tôi đề nghị bố trí 3 cống Đường kính của ống là 1.0m Chiều dài cống là 9m

374:2006

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ngang cách nhau 1.8m

Tính b ằng 25% tác động của xe tải thiết kế hay xe hai trục thiết kế

- Xem chi ti ết bảng tính

Tính b ằng 25% trọng lượng xe tải hay xe hai trục thiết kế đặt trên tất cả các làn xe

Các t ổ hợp tải trọng ở trạng thái giới hạn

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DW = t ải trọng bản thân lớp phủ mặt cầu

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- Tính b ản mặt cầu, khe co giãn, lan can, gối cầu

- Tính toán sàn gi ảm tải, nội lực và sức chịu tải sàn giảm tải

Chi ti ết được thể hiện trong các trang sau

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CALCULATION OF ABUTMENT

TÍNH TOÁN MỐ

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CALCULATION OF PIER/ABUTMENT FOUNDATION

CW1A - BRIDGE AT LEFT RAMP - TAN VIET HOA INTERCHANGE

b.2 0.50 m

Abutment body

- Thickness of wing wall

LONGITUDINAL DIRECTION TRANSVERSE DIRECTION

PLAN VIEW OF PILE CAP A1

C C

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Bearing pad

Superstructure

L1 0.40 m

X2 0.05 m

(center of pile cap direction)

Elastic modulous (Ec) : 29.44 Gpa

Compressive strength

(f'c) :

Distance from beam-end to bearing center

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2.1 SELF-WEIGHT OF ABUTMENT (DC1)

FOR SECTION 1-1 (BOTTOM OF PILE CAP)

1.00 0.50 0.500 0.04 8 4 1.07 0.72 2.90 4.28

FOR SECTION 2-2 (LEG OF BODY WALL)

2.2 WEIGHT OF SUPER STRUCTURE (DC2)

Permanent load (span)

(Convented: M+ pier column bending towards bigger span)

2.3 WEIGHT OF ASPHALT PAVEMENT AND UTILITIES (DW)

2.4 LIVE LOAD (LL+IM)

FOR 1 LANE, NO FACTOR

35 kN 9.3 kN/m

1.00

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2.4.1 LIVE LOAD 2 LANES (LL+IM)2

2.4.2 LIVE LOAD 1 LANES (LL+IM)1

BR is calculated by 25%* Axle load of all lane in the same side

It is possible to design 3 lanes

INTINIAL FORCE DUE TO BR AT BOTTOM OF PILE CAP (1-1) 1.0

Area of influent diagram

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BR 1 (1 Lane - 1 Span) 27.44 15.84 144.62 250.49

INTINIAL FORCE DUE TO BR AT TOP OF PILE CAP (2-2)

2.5 EARTH PRESURE

2.5.1 Vetical earth presure on pile cap (EV)

Behide 3.27 9.96 4.13 2,423 (1.08) (2,622)

Front 1.00 9.96 0.50 90 2.07 185

2.5.2 Horizoltal earth presure (EH)

EH is considerd in situation embankment after abutment is full filled without berm in front of abutment

Distributed presure of earth shall be taken as:

(passive presure)

Consider the case only active presure of soil behind abutment exists

While µ0 - Passive presure coeficient of soil, µo = 1 - sin φ

Ka - Active presure coeficient shall be taken as:

While

β: Angle between embankment surface and longitudinal direction (2.12)deg

δ: Friction angle between soil and concrete wall 20.00 deg

Ka = 0.2902

h - Depth of soil (from road surface to calculating point)

ACTIVE EARTH PRESURE FOR SECTION 1-1 (BOTTOM OF PILE CAP), DIRECTION X1-Y1

-Pile cap (in front) 1.50 2.00 10.45 11.50 (366) - 1.00 (366)

-ACTIVE EARTH PRESURE FOR SECTION 2-2 (TOP OF PILE CAP), DIRECTION X1-Y1

-Front wall 3 1.26 1.26 6.59 8.08 34 - 3.29 110

-Body wall 2 2.87 4.13 21.57 8.08 326 - 1.43 468

-2.5.3 Live load surcharge (LS)

The increase in horizontal presure due to live load surcharge may be estimated as:

While k - coeficient of lateral earth presure, k= Ka 0.290

θ sin θ δ ( )

θ φ

sin φ( β) sin φ ( δ)sin θ( δ) sin θ. ( β)

K

p = a

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Section Heigh Depth p Width Vx1 Vy1 z My1 Mx1

-ACTIVE EARTH PRESURE FOR SECTION 2-2 (TOP OF PILE CAP)

-Front wall 3 1.26 1.26 4.70 8.08 24 - 3.50 84

-Body wall 2 2.87 4.13 4.70 8.08 109 - 1.43 156

-2.5.4 Horizoltal earth presure due to Earthquake (EAE)

EH is considerd in situation embankment after abutment is full filled without berm in front of abutment

PAE=(1-Kv)KAE.g.H3

While KAE - Presure coeficient due to earthquake shall be taken as:

ERTHQUAKE SOIL PRESURE FOR SECTION 1-1 (BOTTOM OF PILE CAP)

-Front wall 3 1.26 1.26 1.52 8.08 8 - 5.29 41

-Body wall 2 2.87 4.13 4.98 8.08 75 - 3.43 259 - `Pile cap 1 2.00 6.13 7.39 11.50 142 - 1.00 142 -

-EARTHQUAKE SOIL PRESURE FOR SECTION 2-2 (TOP OF PILE CAP)

-Front wall 3 1.26 1.26 1.52 8.08 8 - 3.29 25

-Body wall 2 2.87 4.13 4.98 8.08 75 - 1.43 108

-2.9 WIND LOAD & LIVE LOAD (WS & WL)

2.9.1 TRANSVERSE WIND LOAD

Wind load calculation in Strength limit state II and III

Transverse Wind Load shall be calculated as:

The windward is the area of span structures and pier body above land(water level)

Transverse Wind Load on vehicles shall be calculated with intensity of 1.5KN/m

t D t

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TRANSVERSE WIND SECTION 2-2 (TOP OF PILE CAP) STRENGTH 2

2.9.2 LONGITUDINAL WIND LOAD

Wind Load on structures shall be calculated as:

The windward is the area of span structures and pier body above land(water level)

Transverse Wind Load on vehicles shall be calculated with intensity of 0.75KN/m

Total of WS 61.14 35.30 207.28 359.01

Earthquake Loads is considered in extreme event,calculated by the equivalent static load

EQ = Csm*W/RWhere:

Cms: Elastic response coefficient

Tm: Period of vibration of the m mode (s)

D t

D V A C

=

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R: response modification factor, R = 1.0 (Connection of column and Foundation) EARTHQUAKE AT PILE CAP (1-1)

Total 1,154.9 346.5 1,394.0 4,646.7 EARTHQUAKE AT TOP OF PILE CAP (2-2)

Total 627.3 188.2 859.4 2,864.5

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3 CHECKING OF PILES FOUNDATION, SECTION 1-1

4.1.1 CALCULATION OF INTERNAL FORCE AT BOTTOM OF PILE CAP

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COMB 1 LIMIT STATE STRENGTH I-1 2 LANES OF TRUCK COMBINATION 1 TTGH STRENGTH I-1 0

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148

(LL+IM)2 Truck, 1 span, 2 lanes DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554 BR2 Braking Force, 1 span, 2 lanes DW (632) - - 457 676 1.50 1.05 (995) - - 720 1,065

EV Vertical presure of earth (LL+IM)2 (679) - - 831 727 1.75 1.05 (1,248) - - 1,527 1,337

EH Horizontal presure of earth BR2 - 46 26 241 417 1.75 1.05 - 84 49 443 767

LS Increase of surcharge due to live load EV (2,512) - - - (2,437) 1.35 1.05 (3,561) - - - (3,454)

EH - 610 - - 1,548 1.35 1.05 - 864 - - 2,194

LS - 161 - - 409 1.75 1.05 - 295 - - 752

CỘNG (13,674) 1,244 49 4,805 5,363

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148

(LL+IM)1 Truck, 1 span, 1 lane DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554 BR1 Braking Force, 1 span, 1 lane DW (632) - - 457 676 1.50 1.05 (995) - - 720 1,065

EV Vertical presure of earth (LL+IM)1 (407) - - 1,110 436 1.75 1.05 (749) - - 2,040 802

EH Horizontal presure of earth BR1 - 27 16 145 250 1.75 1.05 - 50 29 266 460

EH - 610 - - 1,548 1.35 1.05 - 864 - - 2,194

LS - 161 - - 409 1.75 1.05 - 295 - - 752

CỘNG (13,175) 1,210 29 5,140 4,521

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148 WSx2 Longitudinal Wind, Gust Wind Velocity DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554

EH Horizontal presure of earth WSx2 - 71 - - 315 1.40 1.05 - 104 - - 463

EV (2,512) - - - (2,437) 1.35 1.05 (3,561) - - - (3,454)

EH - 610 - - 1,548 1.35 1.05 - 864 - - 2,194

-3.70 CỘNG (12,426) 968 - 2,835 2,971

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148 (LL+IM)2 Truck, 1 span, 2 lanes DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554 BR2 Braking Force, 1 span, 2 lanes DW (632) - - 457 676 1.50 1.05 (995) - - 720 1,065 WLx Longitudinal wind on vehicles, wind velocity: 25 m/s (LL+IM)2 (679) - - 831 727 1.35 1.05 (963) - - 1,178 1,031 WSx3 Longitudinal wind on structrure, wind velocity: 25 m/s BR2 - 46 26 241 417 1.35 1.05 - 65 37 342 592

EV Vertical presure of earth WLx - 6.8 - - 53.1 1.00 1.05 - 7 - - 56

EH Horizontal presure of earth WSx3 - 30.6 - - 136.5 0.40 1.05 - 13 - - 57

LS Increase of surcharge due to live load EV (2,512.4) - - - (2,437.0) 1.35 1.05 (3,561) - - - (3,454)

EH - 609.7 - - 1,547.5 1.35 1.05 - 864 - - 2,194

LS - 160.7 - - 409.3 1.35 1.05 - 228 - - 580

CỘNG (13,389) 1,177 37 4,355 4,823

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ả ọ γ i η i

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148 (LL+IM)1 Truck, 1 span, 1 lane DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554 BR1 Braking Force, 1 span, 1 lanes DW (632) - - 457 676 1.50 1.05 (995) - - 720 1,065 WLx Longitudinal wind on vehicles, wind velocity: 25 m/s (LL+IM)1 (407) - - 1,110 436 1.35 1.05 (578) - - 1,573 619 WSx3 Longitudinal wind on structrure, wind velocity: 25 m/s BR1 - 27 16 145 250 1.35 1.05 - 39 22 205 355

EH - 609.7 - - 1,547.5 1.35 1.05 - 864 - - 2,194

LS - 160.7 - - 409.3 1.35 1.05 - 228 - - 580

CỘNG (13,004) 1,151 22 4,613 4,174

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.25 1.05 (5,485) - - 388 148 (LL+IM)2 Truck, 1 span, 2 lanes DC2 (1,817) - - 1,316 1,946 1.25 1.05 (2,385) - - 1,727 2,554 BR2 Braking Force, 1 span, 2 lanes DW (632) - - 457 676 1.50 1.05 (995) - - 720 1,065 EQ2 Longitudinal Earthquake, trucks on 1 span (LL+IM)2 (679) - - 831 727 0.50 1.05 (357) - - 436 382

EV Vertical presure of earth BR2 - 46 26 241 417 0.50 1.05 - 24 14 127 219

EH - 609.7 - - 1,547.5 1.35 1.05 - 864 - - 2,194

LS - 160.7 - - 409.3 0.50 1.05 - 84 - - 215

CỘNG (12,782) 1,579 378 6,718 14,392

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.00 1.05 (4,388) - - 311 119 (LL+IM)2 Truck, 1 span, 2 lanes DC2 (1,817) - - 1,316 1,946 1.00 1.05 (1,908) - - 1,381 2,043 BR2 Braking Force, 1 span, 2 lanes DW (632) - - 457 676 1.00 1.05 (663) - - 480 710 WLx Longitudinal wind on vehicles, wind velocity: 25 m/s (LL+IM)2 (679) - - 831 727 1.00 1.05 (713) - - 873 764 WSx2 Longitudinal wind on structrure, wind velocity: 25 m/s BR2 - 46 26 241 417 1.00 1.05 - 48 28 253 438

EH - 609.7 - - 1,547.5 1.00 1.05 - 640 - - 1,625

LS - 160.7 - - 409.3 1.00 1.05 - 169 - - 430

CỘNG (10,310) 874 28 3,298 3,669

DW Weight of Wearing Surfaces and Ultilities DC1 (4,179) - - 296 113 1.00 1.05 (4,388) - - 311 119 (LL+IM)1 Truck, 1 span, 1 lanes DC2 (1,817) - - 1,316 1,946 1.00 1.05 (1,908) - - 1,381 2,043 BR1 Braking Force, 1 span, 1 lanes DW (632) - - 457 676 1.00 1.05 (663) - - 480 710 WLx Longitudinal wind on vehicles, wind velocity: 25 m/s (LL+IM)1 (407) - - 1,110 436 1.00 1.05 (428) - - 1,165 458 WSx2 Longitudinal wind on structrure, wind velocity: 25 m/s BR1 - 27 16 145 250 1.00 1.05 - 29 17 152 263

EV Vertical presure of earth WLx - 7 - - 53 1.00 1.05 - 7 - - 56

EH Horizontal presure of earth WSx2 - 31 - - 136 0.30 1.05 - 10 - - 43

EH - 610 - - 1,548 1.00 1.05 - 640 - - 1,625

LS - 161 - - 409 1.00 1.05 - 169 - - 430

Ộ

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Convention: X-Axis : Transverse bridge,Y-Axis: Longitudinal bridge; Z-Axis : Vertical

SUMMARY OF INTERNAL FORCES AT PILE CAP BOTTOM (SECTION 1-1)

COMB 1 STRENGTH I-1 13,674 1,244 49 4,805 5,363 COMB 2 STRENGTH I-2 13,175 1,210 29 5,140 4,521 COMB 3 STRENGTH II-1 12,426 968 - 2,835 2,971 COMB 4 STRENGTH III-1 13,389 1,177 37 4,355 4,823 COMB 5 STRENGTH III-2 13,004 1,151 22 4,613 4,174 COMB 6 EXTREME 1 12,782 1,579 378 6,718 14,392 COMB 7 SERVICE 1 10,310 874 28 3,298 3,669 COMB 8 SERVICE 2 10,025 855 17 3,489 3,188

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SUMMARY OF PILE FORCE

1 AXIAL FORCE (KN)

Pile Bo.

Strength Strength Strength Strength Strength Extreme Service Service

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4 CHECKING OF PILE CAP LONGITUDINAL DIRECTION

4.1.1 CALCULATION OF INTERNAL FORCE IN PILE CAP

a Bridge longitudinal direction

Pile cap shall be considered as a structure consisted of a shell and 5 comulns (piles)

- Connecting between colums and ground are considered as springs (appendix 1)

- member forces of shell are considered in zones as below

Calculation load:

Self weight of abutment (DC1) Weight of super structure (DC2) Weight of surface and ultilities (DW) Earth pressure on vertical direction (EV) Earth pressure on horizoltal direction (EH) Live load of 6 lanes of truck (LL1) Live load of 3 lanes of truck (LL2) Breake force of 3 lanes of truck (BR2) Earth pressure due to LL (LS) Wind to structure (WS) Wind to trucks (WL) Earthquake (EQ)

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-INTERNAL FORCE BY LL+IM (1)

-m1= 44.94 KN.m/M

My1 (KNm/m) (23.0) (8.8) 13.7 (18.9) 3.3 (29.2) (21.3) (2.7)

Vx1 (KN/m) (27.9) - (30.5) - - - 3.0 INTERNAL FORCE BY BR(1)

-m1= 26.96 KN.m/M

My1 (KNm/m) (13.8) (5.3) 8.2 (11.3) 2.0 (17.5) (12.8) (1.6)

Vx1 (KN/m) (16.7) - (18.3) - - - 1.8 INTERNAL FORCE BY EV

-m1= 62.22 KN.m/m

Mx1 (KNm/m) (31.8) (12.1) 19.0 (26.1) 4.6 (40.4) (29.4) (3.7)

Vy1 (KN/m) (38.6) - (42.2) - - - 4.1 INTERNAL FORCE BY LS

-m1= 25.84 KN.m/m

My1 (KNm/m) (13.2) (5.0) 7.9 (10.9) 1.9 (16.8) (12.2) (1.6)

Vx1 (KN/m) (16.0) - (17.5) - - - 1.7 INTERNAL FORCE BY LONGITUDINAL GUST WIND

-m1= 23.57 KN.m/m

Mx1 (KNm/m) (12.0) (4.6) 7.2 (9.9) 1.7 (15.3) (11.1) (1.4)

Vy1 (KN/m) (14.6) - (16.0) - - - 1.6 INTERNAL FORCE BY LONGITUDINAL WIND v=25 m/s

-m1= 10.20 KN.m/m

My1 (KNm/m) (5.2) (2.0) 3.1 (4.3) 0.8 (6.6) (4.8) (0.6)

Vx1 (KN/m) (6.3) - (6.9) - - - 0.7

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-INTERNAL FORCE BY LONGITUDINAL WIND TO VEHICLE

m1= 0.19 KN.m/m

My1 (KNm/m) (0.1) (0.0) 0.1 (0.1) 0.0 (0.1) (0.1) (0.0)

Vx1 (KN/m) (0.1) - (0.1) - - - 0.0 INTERNAL FORCE BY EQ direction Y1

-m1= 308.34 KN.m/m

My1 (KNm/m) (157.6) (60.1) 94.0 (129.5) 22.8 (200.4) (145.8) (18.5)

Vx1 (KN/m) (191.2) - (209.4) - - - 20.4 INTERNAL FORCE BY EAE direction x1

-My1= 14.36 KN.m

Positions Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8

My1 (KNm/m) (7.3) (2.8) 4.4 (6.0) 1.1 (9.3) (6.8) (0.9)

Vx1 (KN/m) (8.9) - (9.8) - - - 0.9 4.1.2 INTERNAL FORCE COMBINATIONS

-Pile cap shall be considered as flexural beam member

DW Weight of Wearing Surfaces and Ultilities

LL+IM (2) Truck, 2 lanes

LS Increase of surcharge due to live load

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Load Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 γi ηi Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8

SHEAR FORCE OF COM 1

DC2 Self-Weight of Span Structure

DW Weight of Wearing Surfaces and Ultilities

EV Vertical presure of earth

EH Horizontal presure of earth

WS Longitudinal wind to structure

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