VEHICULAR BRIDGE DESIGN 1/2 - JAIME NAVÍA TÉLLEZ

VEHICULAR BRIDGE DESIGN
“CASE STUDY COMMUNITY OF OBRAJES”
JAIME NAVÍA TÉLLEZ

To my parents
Jaime Navía Camacho
Tusnelda Téllez de Navía
I dedicate this project to my Parents, my source of inspiration and
wisdom.
For their endless love and support thank you.

Jaime Navía Téllez
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ABSTRACT
NAME OF THE PROJECT: Vehicular Bridge Design “Case Study
Community of Obrajes”
The community of Obrajes is located in the Municipality of Soracachi,
province Cercado of the department of Oruro. Is characterized by a frigid
and dry climate, which is increasing considerably by the altitude of the
area.
For a long time, the idea of building a vehicular bridge that allows the
population a free movement has prevailed. And since the demand for
vehicular flow has been growing in recent years in the Municipality of
Soracachi, the construction of a vehicular bridge has become a necessity.
One of the main activities carried out in the Municipality of Soracachi is
agriculture, the municipality has a high agricultural potential, the transfer
and marketing of its products is complicated due to the poor state of the
road and in rainy seasons with the river rising it is impassable, so the
inhabitants of the different Communities of the Municipality look for
alternate routes.
Given the above pretensions, we assume the task of carrying out this work
consisting of the design of the superstructure and infrastructure of a bridge
located on the road Obrajes- Iruma.
With the realization of the project, a free transit will be achieved and the
quality of life of the community members will be improved.

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The project consists of the design and calculation of a vehicular bridge
type “Beam – Slab” located in the community of Obrajes. It is a bridge
with 3 spans of 10 meters each one with beams simply supported; adding
up a total span of 30 meters. The design process of a bridge can be divided
into four basic stages: conceptual design, preliminary design and detailed
design. The purpose of the conceptual design is to come up with various
feasible bridge schemes and to decide on one or more final concepts for
further consideration. The purpose of the preliminary design is to select
the best scheme from these proposed concepts and then to ascertain the
feasibility of the selected concept and finally to refine its cost estimates.
Finally, the purpose of the detailed design is to finalize all the details of
the bridge structure so that the document is sufficient for tendering and
construction.

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Contenido
CHAPTER 1 INTRODUCTION...................................................... 9
1.1 BACKGROUND.................................................................. 10
1.1.1 GENERAL BACKGROUND ....................................... 10
1.1.2 SPECIFIC BACKGROUND......................................... 11
1.2. PROBLEM STATEMENT.................................................. 13
1.2.1 IDENTIFICATION OF THE PROBLEM .................... 13
1.2.2 FORMULATION OF THE PROBLEM ....................... 15
1.3 OBJECTIVES....................................................................... 15
1.3.1 GENERAL OBJECTIVE .............................................. 15
1.3.2 SPECIFIC OBJECTIVES ............................................. 15
1.4 JUSTIFICATION AND SCOPE.......................................... 16
1.4.1 JUSTIFICATION.......................................................... 16
1.4.2 SCOPE........................................................................... 17
1.5. RESEARCH METHODOLOGY ........................................ 18
1.5.1. KIND OF INVESTIGATION ...................................... 18
1.5.2. LOCATION.................................................................. 19
CHAPTER 2................................................................................... 21
THEORETICAL CONCEPTUAL FRAMEWORK ...................... 21
2.1 MUNICIPALITY OF SORACACHI................................... 22
2.1.1 POLITICAL AND ADMINISTRATIVE DIVISION... 22
2.1.2 POPULATION.............................................................. 23
2.1.3 LANGUAGE................................................................. 23
2.1.4 ECONOMIC PRODUCTIVE ASPECT........................ 24
2.2 VEHICULAR BRIDGE ....................................................... 24
2.2.1 HISTORY...................................................................... 24
2.2.2 BRIDGE ........................................................................ 25
2.2.3 TYPES OF BRIDGES................................................... 25
2.2.4 BRIDGE TYPES BY USE............................................ 26
2.2.5 BRIDGE TYPES BY MATERIAL............................... 26

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2.2.6 AESTHETICS ............................................................... 27
2.2.7 BRIDGE MAINTENANCE.......................................... 28
2.2.8 BRIDGE FAILURES .................................................... 28
2.2.9 BRIDGE MONITORING.............................................. 28
2.3 DEFINITIONS AND COMPONENTS ............................... 29
2.3.1 VEHICULAR BRIDGE ................................................ 30
2.3.2 ROAD INFRASTRUCTURE ....................................... 30
2.3.3 SUPERSTRUCTURE ................................................... 31
2.3.4 SUBSTRUCTURE........................................................ 31
2.3.5 AASHTO DESIGN STANDARD ................................ 31
2.3.6 LOADS OF DESIGN.................................................... 31
2.3.7 PERMANENT LOAD................................................... 31
2.3.8 LIVE LOAD.................................................................. 32
2.3.9 FOUNDATION............................................................. 32
2.3.10 BEAM / GIRDER........................................................ 33
2.3.11 BEARING ................................................................... 33
2.3.12 PIER OR COLUMN.................................................... 33
2.3.13 TRUCK TYPE LOAD AND EQUIVALENT LOAD 34
2.3.14 CONCRETE RESISTANCE....................................... 34
2.3.15 TRAFFIC DECK THICKNESS.................................. 34
2.3.16 REINFORCED CONCRETE BEAMS ....................... 35
2.3.17 CONCRETE SLAB..................................................... 35
2.3.18 COMPONENT ............................................................ 35
2.3.19 DEFORMATION........................................................ 36
2.3.20 DESIGN ...................................................................... 36
2.3.21 ELASTIC..................................................................... 36
2.3.22 ELEMENT .................................................................. 36
2.3.23 EQUILIBRIUM........................................................... 36
2.3.24 EQUIVALENT BEAM............................................... 36
2.3.25 EQUIVALENT STRIP................................................ 37

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2.3.26 FINITE DIFFERENCE METHOD ............................. 37
2.3.27 FORCE EFFECT......................................................... 37
2.3.28 FOUNDATION........................................................... 37
2.3.29 LARGE DEFLECTION THEORY............................. 37
2.3.30 MEMBER.................................................................... 38
2.3.31 METHOD OF ANALYSIS ......................................... 38
2.3.32 MODEL....................................................................... 38
2.3.33 STIFFNESS................................................................. 38
2.3.34 YIELD LINE METHOD............................................. 38
CHAPTER 3 CALCULATION AND DESIGN ............................ 39
3.1 BRIDGE CONSTRUCTION ............................................... 40
3.2 BRIDGE CONSTRUCTION PLANNING.......................... 40
3.3 BRIDGE FOUNDATION.................................................... 41
3.4 BRIDGE CONSTRUCTION EQUIPMENT ....................... 41
3.5 BRIDGE LOADS................................................................. 42
3.6 TESTING OF BRIDGES ..................................................... 42
3.7 CONSIDERATIONS IN BRIDGE DESIGN....................... 43
3.8 SUPERSTRUCTURE AND INFRASTRUCTURE ............ 44
3.9 TENSION AND COMPRESSION ...................................... 45
3.10 RESONANCE .................................................................... 45
3.11 DESIGN METHODS ......................................................... 46
3.12 DESIGN PHILOSOPHY.................................................... 47
3.13 STRUCTURAL ANALYSIS ............................................. 49
3.14 ACCEPTABLE METHODS OF STRUCTURAL
ANALYSIS ................................................................................ 50
3.15 MATHEMATICAL MODELING ..................................... 50
3.16 ELASTIC BEHAVIOR...................................................... 51
3.17 SMALL DEFLECTION THEORY.................................... 51
3.18 ANALYSIS AND STRUCTURAL DESIGN OF THE
BRIDGE ..................................................................................... 52

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3.18.1 CONSIDERATIONS OF SUPERSTRUCTURE AND
INFRASTRUCTURE DESIGN ............................................. 52
3.19 DESIGN OF SUPERSTRUCTURE................................... 54
3.19.1 HANDRAIL DESIGN................................................. 54
3.19.2 SLAB DESIGN ........................................................... 55
3.19.3 CALCULATION AND DESIGN OF OPTIMIZED
BEAMS .................................................................................. 58
3.20 INFRASTRUCTURE DESIGN ......................................... 59
3.20.1 DESIGN OF WALLS, COLUMNS AND
FOUNDATIONS.................................................................... 59
3.20.2 DESIGN OF WALLS.................................................. 60
3.21 DRAWINGS....................................................................... 61
3.22 ECONOMIC AND FINANCIAL EVALUATION............ 72
3.23. ENVIRONMENTAL FILE ............................................... 75
CHAPTER 4................................................................................... 81
CONLCUSIONS ............................................................................ 81
AND ............................................................................................... 81
RECOMMENDATIONS ............................................................... 81
4.1 CONCLUSIONS .................................................................. 82
4.2 RECOMMENDATIONS ..................................................... 83
CHAPTER 5 APPENDICES.......................................................... 85

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CHAPTER 1 INTRODUCTION

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1.1 BACKGROUND
1.1.1 GENERAL BACKGROUND
The bridges constitute an element of extreme importance in the
construction of a highway. A bridge is a construction that allows saving a
geographic accident like a river, a canyon, a valley, a road, a railroad, or
any other physical obstacle. The design of each bridge varies depending
on its function and the nature of the terrain on which it is built.
Its design and its calculation belong to structural engineering, with
numerous types of designs that have been applied throughout history,
influenced by available materials, techniques developed and economic
considerations, among other factors. At the moment of analyzing the
design of a bridge, the quality of the soil or rock where it will be
supported and the regime of the river above the one that crosses are of
paramount importance to guarantee the life of the same one.
The design and construction of vehicular bridges in Bolivia has been
developed in response to the urgent demand that the inhabitants of the
cities and communities are far from improving their quality of life, since
without them, their quality of life would be very bad especially of the
remote communities because they would have great difficulties in their
transfer and mobilization in the place, in most cases the lack of this type
of infrastructures negatively affects mainly remote communities, most of
the communities live from agricultural production and livestock, and

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without the infrastructure it would be impossible for them to move their
products for later sale.
That is why the importance of this type of structures that improves the
quality of life of residents both social and economic.
1.1.2 SPECIFIC BACKGROUND
The community of Obrajes is located in the Municipality of Soracachi,
province Cercado of the department of Oruro.
It is located 26 km northwest of the city, 30 to 40 minutes by public
transport.
The Municipality of Soracachi has an area of 1254.94 Km2, is divided
into four municipal districts, seven cantons and 113 communities.
According to the 2012 census the municipality has a total population of
12,788; 6,420 (50.2%) males and 6,368 (49.8%) females.
Soracachi is characterized by a frigid and dry climate, which is increasing
considerably by the altitude of the area.
Although the climate and characteristics of the Altiplano are factors that
conditioning the agricultural production, the municipality shows its
agricultural and livestock potential. The geographical distribution of the
municipality shows a high zone, several hills that make up micro basins,
all with agroecological characteristics, with a productive potential
oriented mainly to agriculture and livestock, in most of the municipality
mixed production systems are developed.

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The agricultural activity of the municipality is recognized for its
horticultural production, mainly carrot and onion.
Data from the Municipal Government (2011) show that the cultivation of
barley represents an area of 19.77%, carrot 17.38% and alfalfa 16.24%.
Another potential is the cattle activity, in this activity has preeminence the
ovine cattle, followed by the cattle camelido and bovine.

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1.2. PROBLEM STATEMENT
1.2.1 IDENTIFICATION OF THE PROBLEM
In this case we use one of the most known methods to identify problems:
Which name is “Problem tree” consist in identify causes and effects of the
problem.

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The problem is:
“LOW TRANSITABILITY OF VEHICLES IN RAINY SEASON
IN THE COMMUNITY OF OBRAJES”, to solve that problem we
need three steps:
1) Design Project
2) Financing by the municipality
3) With the project we construct the bridge
Steps 2 and 3 depend on the municipal authorities of Obrajes for
that reason we can’t solve all the problems, but step 1 “Design
Project” which means calculation and design we can solve it.
As a result the specific problem will be:
“Lack of a road project in the community of Obrajes”

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1.2.2 FORMULATION OF THE PROBLEM
How can we solve the Lack of a road project in the community of
Obrajes?
1.2.2.1 HYPOTHESIS
We will be able solve the Lack of a road project in the community of
Obrajes with the design and calculation of the superstructure and
infrastructure of a vehicular bridge.
1.3 OBJECTIVES
1.3.1 GENERAL OBJECTIVE
Design and calculation of the superstructure and infrastructure of the
vehicular bridge located in the community of Obrajes.
1.3.2 SPECIFIC OBJECTIVES
-Calculation and design of the elements that constitute the superstructure
of the vehicular bridge.
-Calculation and design of the elements that constitute the infrastructure
of the vehicular bridge.
-Draw up detailed drawings with their dimensions and steel cutting.
-Elaboration of costs and budgets taking into account all the necessary and
constructive aspects of the vehicular bridge for its respective feasibility
analysis.

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-Elaboration of the environmental impact study with the corresponding
mitigation measures.
1.4 JUSTIFICATION AND SCOPE
1.4.1 JUSTIFICATION
1.4.1.1. TECHNICAL JUSTIFICATION
A bridge is a road infrastructure that allows saving a geographic accident
to allow a constant vehicular flow in all the seasons of the year. So with
the design of the superstructure of the vehicle bridge Obrajes would be
guaranteeing to the affected population a free vehicular traffic.
For decades, the design of vehicle bridges has been made, so the design is
safe and reliable and there are design standards that facilitate design and
reliability.
There are several types of bridges and different materials, which give a
wide range of possibilities to solve problems of transitability, and also
give the possibility of choosing the best alternative either as complexity or
cost of the structure.
1.4.1.2. ECONOMIC JUSTIFICATION
Recall that the main economic activity of the community and the
municipality is agriculture and livestock. Also remember that in rainy
seasons it is difficult for the villagers to move these products for later sale,

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in some cases can occur delays in deliveries or also for the bad state of the
road losses can occur in their products, which affects in a economic way
to the municipality.
And with the design of this vehicular bridge would be guaranteeing a free
transitability in all the seasons of the year, reason why would be
benefiting in the economic activity of the municipality.
1.4.1.3. SOCIAL JUSTIFICATION
A vehicular bridge is a road structure that, besides saving geographical
obstacles, allows the joining of two or more sections, which means that
the vehicular bridge will not only benefit the affected population, it also
will allow the connection of the community of Obrajes with other
communities granting easy access to each of them.
Also in the tourist part, the community of Obrajes has “Pinturas
Rupestres” and with the existence of a vehicular bridge would facilitate
access to it and would become more common the visit of tourists.
1.4.2 SCOPE
1.4.2.1. THEMATIC SCOPE
In this project a proposal will be made to design a superstructure and
infrastructure of a vehicular bridge which will grant a free transitability
during rainy seasons in the community of Obrajes.

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1.4.2.2. SPACE SCOPE
The project will be carried out in the community of Obrajes. Focused on a
model that grants a free transitability in times of rain.
1.4.2.3. TEMPORARY SCOPE
The project will be developed in a time of 3 months.
1.5. RESEARCH METHODOLOGY
For this project we are going to use the scientific method, is a method of
research in which a problem is identified, relevant data are gathered, a
hypothesis is formulated from these data, and the hypothesis is
empirically tested.
1.5.1. KIND OF INVESTIGATION
The degree project is categorized as a proactive research since it
consists of a design proposal of a vehicular bridge located in the
community of Obrajes, thus giving solution to the problem posed
previously.
It is the Community of Obrajes who will decide in the future the
construction of this project.

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1.5.2. LOCATION
The project is located in the municipality of Soracachi, province of
Cercado, Oruro Department. It is bordered to the North by La Paz
department, to the South by the municipality of Machacamarca (Pantaleon
Dalence Province), to the east by the municipality of Huanuni (Pantaleon
Dalence Province) and to the West by the municipality of Caracollo
(Cercado province).
The municipality of Soracachi, is located 26 km northwest of the city of
Oruro, 30 to 40 minutes by public transport. It is located between the
parallels 17 ° 30 'and 18 ° 05' south latitude and meridians 66 ° 42 'and 67
° 20' west longitude, in the central high plateau of Bolivia. The average
altitude in the municipality of Soracachi is 3,706 meters above sea level,
one of the highest points is located in the community of Romerocota on
the hill Irupata with 4,304 meters above sea level.

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POLITICAL AND GEOGRAPHICAL LOCATION OF THE PROJECT
Department: Oruro
Province: Cercado
Province Section : Third Section Municipality of Soracachi
Cantón : Iruma
Community: Obrajes
Geographically the Obrajes community is located approximately between
the coordinates of Austral latitude of the Greenwich Meridian.
Latitude: 17 ° 49 '35.062 "South
Length: 66 ° 59'23.34 "West
The community of Obrajes limits with the following communities:
NORTH: Population of Cotochullpa
SOUTH: Population of Amachuma
EAST: Iruma Population
WEST: Paria Population
The average elevation in which the beneficiary population is located is
approximately 3740 meters above sea level.

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CHAPTER 2
THEORETICAL CONCEPTUAL
FRAMEWORK

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2.1 MUNICIPALITY OF SORACACHI
2.1.1 POLITICAL AND ADMINISTRATIVE DIVISION
The Municipality of Soracachi has an area of 1254.94 Km2, is divided
into four municipal districts, seven cantons and where 113 communities
are located.
The first District has 3 Cantons:
1. Soracachi Canton where 8 communities are located.
2. Lequepalca Canton where 12 communities are located.
3. Iruma Canton where 13 communities are located.
The second District has 2 Cantons:
1. 9 de Abril (Tholapalca) Canton where 30 communities are located.
2. Paria Canton where 30 communities are located.
The third District has 1 Canton:
1. Teniente Bullain Canton where 8 communities are located.
The fourth District has 1 Canton:
1. Huayña Pasto Grande Canton where 12 communities are located.

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2.1.2 POPULATION
MUNICIPALITY OF SORACACHI:
According to the 2012 census the Municipality has a total population of
12,788:
6,420 (50.2%) males and 6,368 (49.8%) females.
With an annual intercensal growth rate of 1.0% (2001 - 2012).
POPULATION “MUNICIPALITY OF SORACACHI”
BOTH GENDERS MALE FEMALE
Age groups Rural Rural Rural
0 to 5 years 2215 1118 1097
6 to18 years 4310 2230 2080
19 to 39 years 3338 1635 1703
40 to 64 years 2131 1057 1074
65 years or more 794 380 414
Total : 12788 6420 6368
SOURCE: INE
Its population is young 77.6% is under 40 years. The overall fertility rate
is approximately 5.2, i.e. every woman during her fertile life has an
average of 5 children. 90.77% of the population declares to be of Quechua
origin and 4.13% of Aymara origin, in this area 85.07% of the population
declares to speak Quechua.
2.1.3 LANGUAGE
Language that the population speaks in percentage. The next information
was obtained from “INE”
Castellano Language: Male (56.41%), Female (43.59%) ; Quechua
Language: Male (50%), Female (50%) ; Aymara Language: Male
(1.06%), Female (0%).

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2.1.4 ECONOMIC PRODUCTIVE ASPECT
The agricultural activity of the municipality is recognized for its
horticultural production, mainly carrot and onion, data from the Municipal
Government (2011) show that the cultivation of barley represents an area
of 19.77%, carrot 17.38% and that of alfalfa 16.24%. Another potential is
the livestock activity, in this activity the sheep is preeminent, followed by
the camelid and bovine cattle, most of the species are native. Within the
municipality there are communities that have livestock vocation par
excellence; livestock production is the second in importance in the region.
It is recognized in the city of Oruro the production of cow's milk and
cheese, in the case of bovine livestock, district 1 concentrates 47.67% of
heads, district 2 21.38% and the lowest concentration is District 4 with
11.48%..
2.2 VEHICULAR BRIDGE
2.2.1 HISTORY
The first bridges made by humans were probably spans of cut wooden
logs or planks and eventually stones, using a simple support and
crossbeam arrangement. A common form of lashing sticks, logs, and
deciduous branches together involved the use of long reeds or other
harvested fibers woven together to form a huge rope capable of binding
and holding together the materials used in early bridges.

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2.2.2 BRIDGE
A bridge is a structure built to span physical obstacles without closing the
way underneath such as a body of water, valley, or road, for the purpose
of providing passage over the obstacle. There are many different designs
that each serve a particular purpose and apply to different situations.
Designs of bridges vary depending on the function of the bridge, the
nature of the terrain where the bridge is constructed and anchored, the
material used to make it, and the funds available to build it.
2.2.3 TYPES OF BRIDGES
Bridges can be categorized in several different ways. Common categories
include the type of structural elements used, by what they carry, whether
they are fixed or movable, and by the materials used.
2.2.3.1 BEAM BRIDGES
Beam bridges are horizontal beams supported at each end by substructure
units and can be either simply supported when the beams only connect
across a single span, or continuous when the beams are connected across
two or more spans. When there are multiple spans, the intermediate
supports are known as piers.
2.2.3.2 ARCH BRIDGES
Arch bridges have abutments at each end. The weight of the bridge is
thrust into the abutments at either side.

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2.2.3.3 TIED ARCH BRIDGES
Tied arch bridges have an arch-shaped superstructure, but differ from
conventional arch bridges. Instead of transferring the weight of the bridge
and traffic loads into thrust forces into the abutments, the ends of the
arches are restrained by tension in the bottom chord of the structure.
2.2.3.4 CABLE-STAYED BRIDGES
Cable-stayed bridges, like suspension bridges, are held up by cables.
However, in a cable-stayed bridge, less cable is required and the towers
holding the cables are proportionately higher.
2.2.4 BRIDGE TYPES BY USE
A bridge can be categorized by what it is designed to carry, such as trains,
pedestrian or road traffic, a pipeline or waterway for water transport or
barge traffic. An aqueduct is a bridge that carries water, resembling a
viaduct, which is a bridge that connects points of equal height. A road-rail
bridge carries both road and rail traffic.
2.2.5 BRIDGE TYPES BY MATERIAL
The materials used to build the structure are also used to categorize
bridges. Until the end of the 18th Century, bridges were made out of
timber, stone and masonry. Modern bridges are currently built in concrete,
steel, fiber reinforced polymers (FRP), stainless steel or combinations of
those materials.

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Suspension Bridge Type:
Materials Used: The cables are usually made of steel cables galvanised
with zinc, along with most of the bridge, but some bridges are still made
with steel reinforced concrete
Arch Bridge Type:
Materials Used: Stone, brick and other such materials that are strong in
compression and somewhat so in shear.
Beam Bridge Type:
Materials Used: Beam bridges can use pre-stressed concrete, an
inexpensive building material, which is then embedded with rebar. The
resulting bridge can resist both compression and tension forces
2.2.6 AESTHETICS
Most bridges are utilitarian in appearance, but in some cases, the
appearance of the bridge can have great importance. Often, this is the case
with a large bridge that serves as an entrance to a city, or crosses over a
main harbor entrance. These are sometimes known as signature bridges.
Designers of bridges in parks and along parkways often place more
importance to aesthetics.

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2.2.7 BRIDGE MAINTENANCE
Bridge maintenance consisting of a combination of structural health
monitoring and testing. This is regulated in country-specific engineer
standards and includes e.g. an ongoing monitoring every three to six
months, a simple test or inspection every two to three years and a major
inspection every six to ten years.
2.2.8 BRIDGE FAILURES
The failure of bridges is of special concern for structural engineers in
trying to learn lessons vital to bridge design, construction and
maintenance. The failure of bridges first assumed national interest during
the Victorian era when many new designs were being built, often using
new materials.
2.2.9 BRIDGE MONITORING
An option for structural-integrity monitoring is "non-contact monitoring",
which uses the Doppler effect (Doppler shift). A laser beam from a Laser
Doppler Vibrometer is directed at the point of interest, and the vibration
amplitude and frequency are extracted from the Doppler shift of the laser
beam frequency due to the motion of the surface. The advantage of this
method is that the setup time for the equipment is faster and, unlike an
accelerometer, this makes measurements possible on multiple structures in

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as short a time as possible. Additionally, this method can measure specific
points on a bridge that might be difficult to access.
2.3 DEFINITIONS AND COMPONENTS
In this part we will describe and define each of the terms to be used in the
project.

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2.3.1 VEHICULAR BRIDGE
A vehicular bridge is a construction that allows surpassing a geographic
accident or any physical obstacle, also has the objective to accelerate the
road mobility and to improve the vehicular circulation in very busy
sectors. The design may vary depending on the function of each bridge
and the nature of the terrain.
A vehicular bridge consists of:
The infrastructure that is formed by the extreme walls, the pier column or
supports for central bridges and the foundations, that forms the base of
both
The superstructure is the part that directly supports the loads and the
reinforcements, constituted by beams, cables and arcs that transmit the
loads of the board to the piles and the stirrups.
2.3.2 ROAD INFRASTRUCTURE
The road infrastructure is the whole set of elements that allows the
movement of vehicles in a comfortable and safe way from one point to
another. It is the set of physical components that interrelated with each
other in a coherent way and under compliance with certain technical
specifications of design and construction, offer comfortable and safe
conditions for the circulation of users who make use.

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2.3.3 SUPERSTRUCTURE
Superstructure that part of the structure which supports traffic and
includes deck, slab and girders. All the parts of the bridge which is
mounted on a supporting system can be classified as a Super structure.
2.3.4 SUBSTRUCTURE
Substructure that part of the structure, ie piers and abutments, which
supports the superstructure and which transfers the structural load to the
foundations.
2.3.5 AASHTO DESIGN STANDARD
AASHTO is a standard for the calculation or road design; it is a code for
the Road Design.
2.3.6 LOADS OF DESIGN
They are the forces acting on the infrastructure, with which it will be
designed.
Note: Each of the loads are detailed in the standard AASHTO
STANDARD or LRFD.
2.3.7 PERMANENT LOAD
The own weight or dead load of the superstructure generally consists of
the beams, the concrete slab and the diaphragms that constitute what is
more properly called the permanent dead load. And complementary to

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these are: The sidewalks, the posts, the handrails, the layer of rolling,
pipes, cables and others.
2.3.8 LIVE LOAD
Live loads, or imposed loads, are temporary, of short duration, or a
moving load. These dynamic loads may involve considerations such as
impact, momentum, vibration, which correspond to trucks, buses,
automobiles, construction and agricultural equipment, cyclists,
pedestrians, livestock.
The supporting elements and bridge pieces will be designed with the load
of truck HS 20-44, taking as design load the one that produces the greatest
living moments, according to the light distribution.
A.A.S.H.T.O. distinguishes two types of live load: TYPE TRUCK that is
taken as single load for each traffic belt and its corresponding
EQUIVALENT LOAD that replaces the type truck after having exceeded
a certain length.
2.3.9 FOUNDATION
Foundation is the component which transfers loads from the substructure
to the bearing strata. Depending on the geotechnical properties of the
bearing strata, shallow or deep foundations are adopted. Usually, piles and
well foundations are adopted for bridge foundations.

33 J.N.T.
2.3.10 BEAM / GIRDER
Beam or girder is that part of superstructure structure which is under
bending along the span. it is the load bearing member which supports the
deck. Span is the distance between points of support (eg piers, abutment).
Deck is bridge floor directly carrying traffic loads. Deck transfers loads to
the Girders depending on the decking material.
2.3.11 BEARING
Bearing transfers loads from the girders to the pier caps. Bearing is a
component which supports part of the bridge and which transmits forces
from that part to another part of the structure whilst permitting angular
and/or linear movement between parts.
2.3.12 PIER OR COLUMN
Pier is that part of a part of the substructure which supports the
superstructure at the end of the span and which transfers loads on the
superstructure to the foundations. Depending up on aesthetics, site, space
and economic constraints various shapes of piers are adopted to suit to the
requirement. Mostly Reinforced Concrete or Prestressed concrete are
adopted for the construction of piers. Piers are compression members.
Depending on the loading and bearing articulations, piers may be
subjected to bending as well.

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2.3.13 TRUCK TYPE LOAD AND EQUIVALENT LOAD
The design truck is a type truck that proposes the AASHTO standard,
which produces a type of solicitation in the infrastructure, which must be
designed to support it.
The heaviest AASHTO truck is known as H20-S16 or HS20 and has a
total weight of 36 US tons, equivalent to 32.67 metric tons.
The weights and separations between the axles and wheels of the design
truck are defined by the AASHTO standard. An increase by dynamic load
shall be considered as specified in Article 3.6.2. Except as specified in
Articles 3.6.1.3.1 and 3.6.1.4.1, the spacing between the two axles of
145,000 N shall be varied between 4300 and 9000 mm to produce the
extreme stresses.
2.3.14 CONCRETE RESISTANCE
It is its characteristic resistance with which our infrastructure will be
designed, that is to say how much load to compression will support the
concrete.
2.3.15 TRAFFIC DECK THICKNESS
It is the last layer to be applied, where traffic must circulate, in many
cases there is an intermediate layer and in less cases (highways and
infrastructures for heavy traffic) the firm will consist of a base layer, an
intermediate layer and the final layer of rolling.

35 J.N.T.
The traffic deck thickness refers to the thickness of the layer, which by
AASHTO has a minimum thickness of e = 0.02 [m].
2.3.16 REINFORCED CONCRETE BEAMS
An element capable of withstanding the applied forces when working in
conjunction with longitudinal reinforcements and steel stirrups. They are
the large pieces that, together with the columns, support the structures and
loads, allowing flexibility.
For this reason, when preparing or arming them, they must be proven to
perfectly withstand traction and compression efforts simultaneously.
2.3.17 CONCRETE SLAB
Two-dimensional structural elements. Act by bending, since the loads
acting on them are fundamentally perpendicular to the main plane thereof.
These slabs are supported by larger beams or by beams of other
independent materials and integrated into the slab. Sustained slabs on
walls: they are supported by concrete walls, masonry walls or walls of
other material.
2.3.18 COMPONENT
A structural unit requiring separate design consideration; synonymous
with member.

36 J.N.T.
2.3.19 DEFORMATION
A change in structural geometry due to force effects, including axial
displacement, shear displacement, and rotations.
2.3.20 DESIGN
Proportioning and detailing the components and connections of a bridge to
satisfy the requirements of these Specifications.
2.3.21 ELASTIC
A structural material behavior in which the ratio of stress to strain is
constant, the material returns to its original unloaded state upon load
removal.
2.3.22 ELEMENT
A part of a component or member consisting of one material.
2.3.23 EQUILIBRIUM
A state where the sum of forces and moments about any point in space is
zero.
2.3.24 EQUIVALENT BEAM
A single straight or curved beam resisting both flexure and torsional
effects.

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2.3.25 EQUIVALENT STRIP
An artificial linear element, isolated from a deck for the purpose of
analysis, in which extreme force effects calculated for a line of wheel
loads, transverse or longitudinal, will approximate those actually taking
place in the deck.
2.3.26 FINITE DIFFERENCE METHOD
A method of analysis in which the governing differential equation is
satisfied at discrete points on the structure.
2.3.27 FORCE EFFECT
A deformation, stress, or stress resultant, i.e., axial force, shear force,
flexural, or torsional moment, caused by applied loads, imposed
deformations, or volumetric changes.
2.3.28 FOUNDATION
A supporting element that derives its resistance by transferring its load to
the soil or rock supporting the bridge.
2.3.29 LARGE DEFLECTION THEORY
Any method of analysis in which the effects of deformation upon forces
effects is taken into account.

38 J.N.T.
2.3.30 MEMBER
Same as components.
2.3.31 METHOD OF ANALYSIS
A mathematical process by which structural deformations, forces, and
stresses are determined.
2.3.32 MODEL
A mathematical or physical idealization of a structure or component used
for analysis.
2.3.33 STIFFNESS
Force effect resulting from a unit deformation.
2.3.34 YIELD LINE METHOD
A method of analysis in which a number of possible yield line patterns are
examined in order to determine load-carrying capacity.

39 J.N.T.
CHAPTER 3 CALCULATION
AND DESIGN

40 J.N.T.
Only design results are shown, the detailed design and full calculation is
detailed in annexes section.
3.1 BRIDGE CONSTRUCTION
Bridge construction has been improved tremendously with the
advancement in science and technology. Better and lighter materials are
now available that can endure greater loads. The construction is now
much faster due to the introduction of a variety of heavy construction
equipment.
3.2 BRIDGE CONSTRUCTION PLANNING
Bridge construction tends to involve huge projects that encompass the
utilization of skills related to several engineering disciplines including
geology, civil, electrical, mechanical, and computer sciences. Therefore,
integrating the efforts of all involved must be meticulous. The initial plans
are prepared regarding the project, including the characteristics of the
desired bridge, the site details, and the requirement of resources. The
bridge design will be determined by the type of bridge being constructed.
The main types of the bridges are beam, arch, truss, cantilever, and
suspension. The beam bridge is one of the popular types.

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3.3 BRIDGE FOUNDATION
Construction of the foundations is the first step toward building a bridge.
This process involves detailed geotechnical investigations of the bridge
site. The type of bridge foundation has to be selected, such as the well
foundation, pile foundation, and the opened foundation. Each foundation
is suitable for specific soil strata, and the desired bridge characteristics.
The soil characteristics will determine the load bearing capacity, and other
important parameters. The superstructure is basically designed in
accordance with the technical requirements, aesthetic reasons, and the
construction methodology. Excavation required for the foundations may
need to be executed to sizeable depths, involving hard ground, before the
solid rocks are reached. Engineering feats will be involved to avoid water,
and prevent collapse of the diggings. Tunnels specifically may be
subjected to sudden failures.
3.4 BRIDGE CONSTRUCTION EQUIPMENT
Heavy equipment will be used extensively during the bridge construction
including bulldozers, excavators, asphalt mixers, formworks, and
fabrication equipment. The construction and other equipment needs to be
identified thoroughly, according to their capability and other desired
functions. The foundation and the superstructure design will need to be
considered. This expensive equipment should not remain idle, and must be
used cautiously to obtain optimum advantage.

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3.5 BRIDGE LOADS
Several loads act on a bridge, and the bridge is designed accordingly.
Dynamic loads are particularly of prime significance. A bridge is designed
to endure the normal vehicle loads, and other forces created due to winds
and earthquakes. Several bridges have collapsed due to high speed winds.
Even if the wind speeds are reasonably low, the dynamic forces can
become excessive for the bridge to resist. Initially, the bridge may vibrate
violently, causing the bridge structure to fail at a few weak elements, or
even damage the major components. Investigations conducted after bridge
failures have revealed that the real forces on bridges that collapsed were
significantly less compared to the loads for which the bridge was
designed. However, the oscillations created due to the winds were enough
to cause the failure. Therefore, special reinforcement may be necessary for
prevention against high speed winds and earthquakes. Thus, lighter
materials are used that are arranged in suitable geometric structures, and it
is ensured that the configuration is aerodynamically stable.
3.6 TESTING OF BRIDGES
Since bridge construction is an expensive project, it is essential that all
necessary tests may be conducted prior to the actual construction. These
tests and investigations can reveal the bridge behavior under different
dynamic loads. Computer aided design and testing are powerful tools that

43 J.N.T.
must be used to assist in the bridge design. Bridge design has benefited
considerably due to the growth of computer programs. Such computer
programs reveal immense information concerning the effect of different
forces being applied on a bridge. The four main factors are used in
describing a bridge. By combining these terms one may give a general
description of most bridge types.
Span (simple, continuous, cantilever).
Material (stone, concrete, metal, etc.).
Placement of the travel surface in relation to the structure (deck, pony,
through).
Form (beam, arch, truss, etc.).
In this project we will use simple spans kind of bridge.
3.7 CONSIDERATIONS IN BRIDGE DESIGN
Engineers have been designing bridges for thousands of years. A lot of
thought goes into designing the perfect bridge, to ensure that the structure
is safe, reliable and able to withstand the test of time. Of course, engineers
today have access to more precise tools than the bridge designers of
yesterday, allowing them, among other things, to prototype their work far
earlier in the process. Though, in historical terms, CAD training is a

44 J.N.T.
relatively new discipline for architectural or engineering technicians,
bridge design isn’t. If you’re interested in using CAD software to design a
bridge, the science of bridge design contains a wealth of experience and
information that can be very useful for a Computer Aided Drafter to
take into consideration, particularly at the level of specification,
standardization, and reliability.
3.8 SUPERSTRUCTURE AND INFRASTRUCTURE
To understand bridge design, you’ll have to learn the difference between
the bridge’s superstructure and its substructure. By the bridge’s
superstructure, we mean anything above the bearings, including the hard
surface drivers used to travel from one side to the other. By the
substructure, we mean the bridge’s foundation, including the columns
supporting it. The superstructure and the substructure work together, but
have different goals. Choosing the shape of the structure of your bridge,
for example, will affect the substructure. A bridge can be shaped like an
arc, suspended by cables, built primarily using powerful beams and more.
These design considerations, of course, are more complex than simply
asking “What shape do you prefer?”, you should take the time to factor in
the environment around the bridge and various economic considerations,
such as costs of materials, among others.

45 J.N.T.
3.9 TENSION AND COMPRESSION
Regardless of the shape of your bridge, its key structural components will
be beams, arches, trusses and suspensions. How you use these elements
will determine the quality of your bridge. Two forces you should make
sure you understand are tension and compression. To understand tension,
imagine a rope being pulled on from both sides during a game of tug-of-
war. This is tension, and it’s a force that will act on your bridge to add
stress. To understand compression, just imagine what happens to a spring
when you apply pressure on it. That’s right – it collapses into itself, which
shortens its length. Compressional stress will also affect your bridge, and
it will act in direct opposition to tensional stress. The bridge’s design,
therefore, must be able to handle these forces without buckling or
snapping.
3.10 RESONANCE
Resonance is another force that can act on your bridge. Imagine a
snowball rolling down a hill and increasing in size and speed. This is
resonance. It starts with small vibrations, such as when wind attacks a
bridge, and those vibrations can continue increasing over time until they
take down the entire structure! There are several ways to deal with
resonance, but one of the most popular methods is to incorporate

46 J.N.T.
dampeners into the bridge design, which can interrupt the resonant waves
and prevent them from growing.
3.11 DESIGN METHODS
Two basic methods are used – Service Load Design and Strength Design.
The Service Load Design (Allowable Stress Design) shall be used for the
design of all steel members and reinforced concrete members except
columns, sound barrier walls and bridge railings. Columns and sound
barrier walls shall be designed by the Strength Design Method (Load
Factor Design). Bridge railing design for new bridges shall be based on
the AASHTO LRFD Bridge Design Specifications.
In Service Load Design, loads of the magnitude anticipated during the life
of the structure are distributing empirically and each member analyzed
assuming completely elastic performance. Calculated stresses are
compared to specified allowable stresses which have been scaled down
from the tested strength of the materials by a factor judged to provide a
suitable margin of safety.
In Strength Design, the same service loads are distributed empirically and
the external forces on each member are determined by elastic analysis.
These member forces are increased by factors judged to provide a suitable
margin of safety against overloading. These factored forces are compared
to the ultimate strength of the member scaled down by a factor reflecting

47 J.N.T.
the possible consequences from construction deficiencies. Serviceability
aspects, such as deflection, fatigue and crack control, must be determined
by Service Load Analysis.
The Strength Design Method produces a more uniform factor of safety
against overload between structures of different types and span lengths.
Strength Design also tends to produce more flexible structures.
3.12 DESIGN PHILOSOPHY
New structure types were developed to meet specific needs. Concrete
slab, T-Girder and Box Beam bridges were developed in the late 1940’s
because many short span stream crossings were being constructed
uneconomically with steel beams and trusses. These bridges are still used
very economically in considerable numbers today. Precast pretensioned
beams were developed in the 1950’s for medium span stream crossings
and grade separations because steel beams became expensive and
sometimes slow on delivery. Fewer plans are assembled from standard
prestressed girder drawings today because bridge geometry has become
more complicated and variable so that most details must be specially
prepared. The beams themselves are still the standard shapes developed
in the beginning and the accessories required to complete the span are
covered with standard details. Cast-In-Place Post-Tensioned Box Girder

48 J.N.T.
bridges were introduced the 1970’s and became one of the most common
types of bridges used.
Geometry is considered an important part of bridge design. Framing
dimensions and elevations must be accurate in order to avoid expensive
field correction. Design engineers are primarily responsible for geometry
accuracy.
Constructability is highly desirable. There have been designs which
looked good on paper but were virtually impossible to construct.
Designers need to consider how to build the component being designed.
Construction experience remains a valuable asset.
Details may be the most critical aspect of the design process. Failure to
provide for proper stress flow at discontinuities has often caused local
stress and sometimes mortal injury to a system. Engineers and technicians
should recognize and carefully evaluate untested details.
The bottom line on bridge design is maintenance. It is usually much more
expensive to repair a bridge than it was to build it. Unfortunately,
maintenance problems tend to occur many years after the structure is built.
During that time there may be many more bridges designed with the same
problem. Experience is a good teacher, but the lesson is sometimes slow
to be learned. It takes a good designer to anticipate maintenance problems
and spend just enough of the taxpayers’ money to prevent or delay them.

49 J.N.T.
Design calculations are the documentation for structural adequacy and
accuracy of pay quantities for each bridge. These will be kept on file for a
reasonable period after construction of the bridge. The condition of the
calculations reflects the attitude of the designer and checker. The design
calculations should consist of a concise, but complete, clear, and easily
followed record of all essential features of the final design of each
structure. It is often necessary to refer to these calculations because of
changes or questions which arise during the construction period. If
properly prepared and assembled, these calculations are of great value as a
guide and time saver for preparing a similar design of another structure.
3.13 STRUCTURAL ANALYSIS
In general, bridge structures are to be analyzed elastically which are based
on documented material characteristics and satisfy equilibrium and
compatibility. However, exceptions may apply to some continuous beam
superstructures by using inelastic analysis or redistribution of force
effects.
This section identifies and promotes the application methods of structural
analysis that are suitable for bridges. The selected method of analysis
may vary from the approximate to the very sophisticated, depending on
the size, complexity, and importance of the structure. The primary
objective in the use of more sophisticated methods of analysis is to obtain

50 J.N.T.
a better understanding of structural behavior. Such improved
understanding may often, but not always, lead to the potential for saving
material.
These methods of analysis, which are suitable for the determination of
deformations and force effects in bridge structures, have been successfully
demonstrated, and most have been used for years.
3.14 ACCEPTABLE METHODS OF STRUCTURAL ANALYSIS
Any method of analysis that satisfies the requirements of equilibrium and
compatibility and utilizes stress-strain relationships for the proposed
materials may be used, including but not limited to:
Classical force and displacement methods (Moment Distribution, and
Slope Deflection Methods, etc.), Finite difference method, Finite element
method, Folded plate method, Finite strip method, Grillage analogy
method, Serious or other harmonic methods, and Yield line method.
3.15 MATHEMATICAL MODELING
Mathematical models should include loads, geometry, and material
behavior of the structure, and, where appropriate, response characteristics
of the foundation. In most cases, the mathematical model of the structure
should be analyzed as fully elastic, linear behavior except in some cases,
the structure may be modeled with inelastic or nonlinear behavior.

51 J.N.T.
3.16 ELASTIC BEHAVIOR
Elastic material properties and characteristics of concrete, steel, aluminum
and wood shall be in accordance with the sections given by AASHTO
Specifications. Changes in these values due to maturity of concrete and
environmental effects should be included in the model, where appropriate.
3.17 SMALL DEFLECTION THEORY
If the deformation of the structure does not result in a significant change
in force effects due to an increase in the eccentricity of compressive or
tensile forces, such secondary effects may be ignored. Small deflection
theory is usually adequate for the analysis of beam-type bridges.
Columns, suspension bridges, and very flexible cable-stayed bridges and
some arches other than tie arches and frames in which the flexural
moments are increased or decreased by deflection tend to be sensitive to
deflection considerations. In many cases, the degree of sensitivity can be
assessed and evaluated by a single-step approximate method, such as the
Moment Magnification Factor Method. Due to advances in material
technology the bridge components become more flexible and the
boundary between small- and large-deflection theory becomes less
distinct.

52 J.N.T.
Only design results are shown, the detailed design and full calculation
is detailed in annexes section.
3.18 ANALYSIS AND STRUCTURAL DESIGN OF THE
BRIDGE
3.18.1 CONSIDERATIONS OF SUPERSTRUCTURE AND
INFRASTRUCTURE DESIGN
Design standards, we will use:
AASHTO STANDARD
ACI CODE - 318 – 05
TRUCK TYPE LOAD AND EQUIVALENT LOAD
DESIGN TRUCK
The weights and separations between the axles and the wheels of the
design truck shall be as specified in Figure 1. The spacing between the
two axles of 145,000 N shall be varied between 4300 and 9000
millimeters to produce the extreme stresses.

53 J.N.T.
Calculation length
This length refers to the calculation span of the bridge in the longitudinal
direction.
It is a bridge of 3 equal spans, with 3 beams of 10 meters simply
supported, adding a total span of 30 m.
Roadway width
The free width of road will be 7.3 meters.
Number of traffic lanes
This bridge will have 2 traffic lanes
Width of sidewalk
The width of sidewalk will be 0.5 meters and the width of the edge beam
will be 0.2 meters, then:
The total width will be 0.7 meters
Truck type

54 J.N.T.
The type of truck for the design will be HS 20-44; standard HS truck
according to AASHTO
Concrete resistance
The Concrete resistance "f 'c" will be: f' c = 210 [kg / cm2]
Steel creep resistance
The creep strength of the "Fy" steel will be:
Fy = 4200 [kg / cm2]
Specific weight of the concrete
The specific weight of the concrete "γHᵒ" will be:
γH = 2400 [kg / m 3]
Traffic deck thickness
The thickness of the traffic deck "e" will be: e = 0.02 [m]
3.19 DESIGN OF SUPERSTRUCTURE
3.19.1 HANDRAIL DESIGN
The design of Handrail (is a Type P3) was made according to the
AASHTO standard article 1.2.11
In this case we will use a standard handrail used in Oruro, is not necessary
the calculation and design.

55 J.N.T.
THIS IS THE FINAL SCHEME OF THE HANDRAIL DESIGN
3.19.2 SLAB DESIGN
INTERIOR SLAB DESIGN
CALCULATION OF AMOUNT OF STEEL:
We will design with a 12 millimeters diameter bar; ø= 12 [mm]
Number of bars =9
Separation between bars = 11, 2 centimeters
Distribution steel:
Main steel perpendicular to traffic
Number of bars=7
Separation between bars = 15 centimeters
EXTERIOR SLAB DESIGN

56 J.N.T.
Number of bars=10
Steel of distribution:
Main steel perpendicular to traffic
Number of bars=6

57 J.N.T.
THIS IS THE FINAL SCHEME OF THE SLAB DESIGN
INTERIOR SLAB
EXTERIOR SLAB

58 J.N.T.
3.19.3 CALCULATION AND DESIGN OF OPTIMIZED
BEAMS
FLEXION DESIGN
Number of bars=12
SHEAR DESIGN
Separation between bars = 7,5 centimeters
THIS IS THE FINAL SCHEME OF THE BEAM DESIGN

59 J.N.T.
3.20 INFRASTRUCTURE DESIGN
3.20.1 DESIGN OF WALLS, COLUMNS AND FOUNDATIONS
THIS IS THE FINAL SCHEME OF THE DESIGN OF COLUMNS AND
FOUNDATIONS
PIER COLUMN AND FOUNDATION 1:
PIER COLUMN AND FOUNDATION 2:

60 J.N.T.
3.20.2 DESIGN OF WALLS
Wall 1 and wall 2 were designed with the same dimensions, due to the
characteristics of the terrain.
THIS IS THE FINAL SCHEME OF THE DESIGN OF WALLS
Note:
Only the final schemes were presented in this section, the calculation and
design is detailed in appendices and the results are in the drawings
section.

61 J.N.T.
3.21 DRAWINGS

62 J.N.T.
HANDRAIL DRAWINGS

63 J.N.T.
PIER COLUMNS AND FOUNDATIONS DRAWINGS

64 J.N.T.

65 J.N.T.
SLAB, BEAMS AND WALLS DRAWINGS

66 J.N.T.
TOPOGRAPHIC DRAWINGS

67 J.N.T.
REINFORCED CONCRETE HANDRAIL SHEET
Posicion ø [mm] Esquema a [cm] b [cm] c [cm] d [cm] e [cm] f [cm] No de barras L total [m] Peso [kg]
Pasamanos superior 10 200 40 120 288 178
Pasamanos inferior 14 200 40 120 288 348
Pasamanos superior 6 40 20 300 180 40
Pasamanos inferior 6 40 20 300 180 40
Estribos de corte 6 60 20 128 102,4 23
Cuerpo del poste 12 102 90 7 12,5 40 64 160,96 143
Acera y bordillo 10 65 40 15 40 40 64 128 79
Longitudinal acera 10 200 40 120 288 178
Longitudinal bordillo 12 200 40 120 288 256

68 J.N.T.
REINFORCED CONCRETE SLAB AND BEAMS SHEET
VIGAS LONGITUDINAL 25 1000 40 108 1123,2 4328
VIGAS TRANSVERSAL 10 25 65 20 1200 1320 814
LOSA INTERIOR LONG. 12 1000 40 138 1435,2 1274
LOSA INTERIOR TRANSV. 12 550 50 200 1200 1065
LOSA INT. LONG. SUP. 12 1000 40 72 748,8 665
LOSA INT. TRANSV. SUP. 12 550 50 200 1200 1065
LOSA EXTERIOR LONG. 16 1000 40 54 561,6 886
LOSA EXTERIOR TRANSV. 16 125 20 40 353 653,05 1031

69 J.N.T.
REINFORCED CONCRETE PIER COLUMNS SHEET
Columnas pila 1 25 370 40 88 360,8 1390
Estribos pila 1 10 45 714 20 11 85,69 53
Columnas pila 2 25 475 40 88 453,2 1746
Estribos pila 2 10 45 714 20 14 109,06 67

70 J.N.T.
REINFORCED CONCRETE WALLS SHEET
PANTALLA ESTRIBO 10 300 40 90 306 189
CUERPO ESTRIBO 10 310 45 40 90 355,5 219
PARAPETO ESTRIBO 10 90 14 110 40 40 90 264,6 163
TRANSV. ESTRIBO 20 710 40 40 300 740

71 J.N.T.
REINFORCED CONCRETE FOUNDATIONS SHEET
ZAPATA PILA 1 TRANSVERSAL 25 340 40 26 98,8 381
ZAPATA PILA 1 LONGITUDINAL 25 816 40 25 214 825
ZAPATA PILA 2 TRANSVERSAL 25 354 40 27 106,38 410
ZAPATA PILA 2 LONGITUDINAL 25 816 40 27 231,12 891
ZAPATA DEL ESTRIBO TRANSV. 10 260 40 90 270 166
ZAPATA DEL ESTRIBO LONG. 20 710 14 99,4 245
ZAPATA DEL ESTRIBO TRANSV. INF. 20 265 50 21 66,15 163
ZAPATA DEL ESTRIBO LONG. 20 710 40 14 105 259

72 J.N.T.
3.22 ECONOMIC AND FINANCIAL EVALUATION
Crops of the project Area
Crops AREA [Ha] %
Bean 20 32.26
Potato 12 19.35
Onion 10 16.13
Carrot 10 16.13
Alfalfa 7 11.29
Barley forage 3 4.84
Total 62 100
Volume of production [Tn]
Crops Área [Ha] Performance [t/Ha] Output
Bean 20 5 100
Potato 12 9.2 110.4
Onion 10 16.1 161
Carrot 10 14.49 144.9
Alfalfa 7 4 28
Barley forage 3 3 9
Total 62 553.3
Net value of production in the current situation
Crops Net value of production [Sus] Net worth
[SuS]
Without project
hectare Cost/Hectare Total cost Gross
income /
Hectare
Total
gross
income
Bean 20 246.52 4930.4 1650 33000 28069.6
Potato 12 849.5 10194 3542 42504 32310
Onion 10 868.26 8682.6 2254 22540 13857.4
Carrot 10 849.55 8495.5 1738.8 17388 8892.5
Alfalfa 7 645.94 4521.58 1280 8960 4438.42
Barley
forage
3 286.68 860.04 600 1800 939.96
Total 62 37684.12 126192 88507.88

73 J.N.T.
Net value of production with project
Crops Net value of production [Sus] Net worth
[SuS]
With project
hectare Cost/Hectare Total
cost
Gross
income /
Hectare
Total
gross
income
Bean 20 357.62 7152.4 1980 39600 32447.6
Potato 12 1112.6 13351.2 5775 69300 55948.8
Onion 10 875.16 8751.6 2800 28000 19248.4
Carrot 10 849.55 8495.5 2160 21600 13104.5
Alfalfa 7 685.89 4801.2 1856 12992 8190.8
Barley
forage
3 317 951 778 2334 1383
Total 62 43502.9 173826 130323.1
Socioeconomic evaluation
In any project, it is determined if it is or not feasible the construction,
through socioeconomic indicators, having as an evaluation tool the
parameterized schedules, which determines through its results the
feasibility of the project being the profitability indicators greater than
those established by the vice-minister of public investment and external
financing.
National Parameters
Ratio price account efficiency of the currency 1.24%
Ratio price account efficiency of non-qualified rural labor 0.47%
Ratio price account efficiency of urban unskilled labor 0.23%
Ratio price account efficiency of semi-skilled urban labor 0.43%
Ratio price account efficiency of the total skilled labor 0.44%
Ratio price account efficiency of skilled urban labor 1%
Price account efficiency of foreign labor 0.99%

74 J.N.T.
Social discount rate 12.67%
We also take into account the costs of operation and maintenance.
Detail Costs [SuS]
Tradable goods 1580
Local Materials 200
Skilled labor 2000
Rural unskilled labor 480
Total 4260
Financial indicators
Indicator Value
VACP 888894.46
VANP 1941280.36
CAEP 125095.01
TIRS / 12.67% 40.96
RBCP 3.18
Socioeconomic Indicators
Indicator Value
VACS 825610.61
VANS 2030116.22
CAES 115204.84
TIRS / 12.67% 43.78
RBC social 3.46
As we can see in the tables, the profitability indicators comply with what
is determined by the VIPFE and the preinvestment regulation, in the sense
that the NPV (VAN) is greater than 0 and the IRR (TIR) is higher than the
discount rate. So it is concluded that the project is totally profitable.

75 J.N.T.
3.23. ENVIRONMENTAL FILE
1. GENERAL INFORMATION
Date 10/17/13
Location: Municipality of Soracachi
Developer: Independent
Responsible for completing the form:
Name and surname: Jaime Navía Téllez
Profession: Civil Engineer
Department: Oruro
2. IDENTIFICATION AND LOCATION OF THE PROJECT
Name of the project: DESIGN OF THE SUPERESTRUCTURE VEHICULAR
BRIDGE “OBRAJES”
Physical location of the project, city and / or locality:
Canton: Iruma
Town or City: Soracachi
Province: Cercado
Department: Oruro
Latitude: 17 ° - 49 '-76 "ᵒS
Length: 66 ° - 59' - 16.36" ᵒO
Adjoining Buildings and Developing Activities:
North: Population of Cotochullpa
South: Population of Amachuma
East: Iruma population
West: Population of Paria
Use of soil. Current Usage: Agricultural, Livestock
Potential use: Agricultural
3. DESCRIPTION OF THE SITE OF THE PROJECT
OCCUPIED SURFACE: 1800 [m2]
Occupied by project: 220 [m2]
Description of the land
Topography and slopes: The municipality of Soracachi sits physiographically in
the Bolivian highlands, the influence of the Royal or Eastern mountain range
forms a complex of mountains, without the presence of eternal snow. These form
high terraces, heavily undulating plateaus that, when descending, form small
basins with temperate Sami microclimates
Water quality: Class C1 S1
Predominant vegetation:
COMMON NAME TECHNICAL NAME
Paja suave Esthipa ichu
Paja brava Festuca orthophyla
Suphu thola Parastrephia lepidophyla
Ñacka thola Parastrephia cuadrangulare
Chiji negro Mhulenbergia fastigiata

76 J.N.T.
Tara tara Faviana densa
Natural Drainage Network: Sewer
Human Environment: Rural Population
4. DESCRIPTION OF THE PROJECT
Sector activity: Roads and communication
Specific Activity: Transportation
Nature of the project: New (x) Ampliatory () Others ()
Project stage: Exploitation (x) Execution () Operation ()
Maintenance () Future Induced () Abandonment ()
Scope of the project: Urban () Rural (x)
Overall objective of the project:
The objective of this project is to contribute to improving the quality of life
through a safe and efficient road infrastructure, with the Design of the
superstructure of a vehicular bridge in the community of Obrajes.
Specific objectives of the project:
- Calculation and design of the elements that constitute the superstructure of the
vehicular bridge.
- Draw up detailed drawings with their dimensions and steel cutting.
- Elaboration of costs and budgets taking into account all the necessary and
constructive aspects of the vehicular bridge for its respective feasibility analysis.
- Elaboration of the environmental impact study with the corresponding
Relationship with other projects:
It is part of: A plan () Program () Isolated project (x)
Estimated project life: 25 years
5. TOTAL INVESTMENT
Project investment [bs.]
Total cost 851258.25

77 J.N.T.
6. ACTIVITIES
7. HUMAN RESOURCES (Labor)
Qualified Permanent Non permanent
10 7
Non Qualified Permanent Non permanent
4 7
8. NATURAL RESOURCES OF THE AREA, WHICH WILL BE ACHIEVED
RESOURCES QUANTITY [m3]
Material for embankment 47
ITEM DESCRIPTION UNITS WIDTH [m] HIGH [m] AREA [m2] LENGTH [m] TIMES PARTIAL TOTAL
1 PRELIMINARY WORKS M2 280
TOPOGRAPHIC REPLACEMENT M2 8 35 1 280
INFRASTRUCTURE
2 EXCAVATION M3 266,8
WALL 1 M3 3,5 2 8 1 56
WALL 2 M3 3,5 2 8 1 56
PIER COLUMN 1 M3 4,2 2 9 1 75,6
PIER COLUMN 2 M3 4,4 2 9 1 79,2
3 FILLED AND COMPACTED M3 126,84
WALL 1 M3 2,1 1,3 7,3 1 19,929
WALL 2 M3 2,1 1,3 7,3 1 19,929
PIER COLUMN 1 M3 2,9 1,45 8,3 1 34,9015
PIER COLUMN 2 M3 3,1 1,45 8,3 1 37,3085
ADDITIONAL WALL 1 M3 0,7 0,7 8 1 3,92
WALL 2 M3 0,7 0,7 8 1 3,92
PIER COLUMN 1 M3 0,7 0,55 9 1 3,465
PIER COLUMN 2 M3 0,7 0,55 9 1 3,465
4 REINFORCED CONCRETE FUNDATIONS M3 61,48
WALL 1 M3 2,8 0,7 7,3 1 14,308
WALL 2 M3 2,8 0,7 7,3 1 14,308
PIER COLUMN 1 M3 3,5 0,55 8,3 1 15,9775
PIER COLUMN 2 M3 3,7 0,55 8,3 1 16,8905
5 REINFORCED CONCRETE PIERS M3 35,04
PIER COLUMN 1 M3 0,6 3,5 7,3 1 15,33
PIER COLUMN 2 M3 0,6 4,5 7,3 1 19,71
6 WALLS M3 26,28
WALL 1 M3 1,8 7,3 1 13,14
WALL 2 M3 1,8 7,3 1 13,14
SUPERSTRUCTURE
7 REINFORCED CONCRETE BEAMS M3 22,94
PRINCIPAL BEAMS M3 0,3 0,55 10 9 14,85
TRANSVERSE BEAMS M3 2,4 0,4 0,2 14 2,69
EDGE BEAM M3 0,2 0,45 10 6 5,4
8 REINFORCED CONCRETE SLAB M3 43,92
PRINCIPAL SLAB M3 7,3 0,18 10 3 39,42
SIDEWALK M3 0,5 0,15 10 6 4,5
9 REINFORCED CONCRETE PROTECTION M3 3,11
POST M3 0,134 0,2 32 0,86
HANDRAIL M3 0,15 0,125 10 12 2,25
10 TRAFFIC DECK M3 4,38
TRAFFIC DECK M3 7,3 0,02 10 3 4,38
11 NEOPRENE SUPPORTS PZA 18
NEOPRENE SUPPORTS PZA 0,2 0,1 0,5 18
12 SIGNALING PZA 4
VERTICAL PZA
PREVENTIVE SP 34 PZA 1
HORIZONTAL PZA 3
13 GENERAL CLEANING M2 8 35 280

78 J.N.T.
9. NOISE PRODUCTION
SOURCE Construction Equipment
MINIMUM LEVEL: 60 [db] MAXIMUM LEVEL: 80 [db]
10. INDICATE HOW AND WHERE THE INPUTS ARE STORED
The inputs used during project execution such as cement, fuels, timber and others
will be stored under safe and controlled environments.
The water will be stored directly in tank tanks.
11. INDICATE PROCESSES OF TRANSPORTATION AND HANDLING OF
INPUTS
The sand, stone, gravel will be transported from the loan banks to the point of
execution in the corresponding machinery.
The materials considered as natural resources will be used from the same place.
The transport of lubricants and fuels will be carried out by tanker respectively.
12. POSSIBLE ACCIDENTS AND / OR CONTINGENCIES
Exploration:
During the transport of technical personnel who will carry out this stage of the
project, the company is recommended to have industrial safety measures.
During the installation of the camp, various alterations to the environment may
occur, related to the removal of the vegetation cover of the area, temporary
changes in land use, gas emissions, suspended particles, use of lubricants and
others.
Execution:
In the preventive matter of accidents or human contingencies that can be
presented, there is a risk of accidents that may be suffered by workers with
working tools, whether they are minor tools or machinery, these accidents can

79 J.N.T.
suffer from self-neglect or poor maintenance of equipment of work, that is why
the construction company must equip the workers with safety equipment and also
must perform a maintenance in the construction equipment.
13. ENVIRONMENTAL CONSIDERATIONS
(-) Air: particles suspended by earthworks:
Provide personnel with protective nasal spray and water the work area to avoid
particles.
(-) Air: Use of heavy machinery generates gases (Co and Co2) generating
temporary direct impacts, catalysts can be used as a mitigation measure
(-) Soil: Material lending sites are affected by erosion and compaction directly
and permanently, replenishing the vegetation layer as a mitigation measure.
(-) Soil: Machinery originates erosion in the new provisional roads, for the
transfer of loan material, temporary direct impacts are generated, to replenish the
affected earth layer by scarifying and revegetation as a mitigation measure.
(-) Noise: The generation of noise caused by the use of machinery in operation,
should be provided to the personnel hearing protection equipment as a mitigation
measure.
(-) Water: the watercourses will be affected by particles suspended directly and
temporarily. Control the slope compaction of the road as a mitigation measure.
(-) Ecology: The loan of material generates changes in the landscape of the place
in a direct and temporary; reestablish the affected area with plantation and local
species as a mitigation measure.
(+) Socioeconomic: Changes in living standards directly and permanently.
(+) Socioeconomic: Generation of employment directly and permanently.

80 J.N.T.
(+) Socioeconomic: Greater economic movement, for the benefit of the
inhabitants.
(+) Socioeconomic: Better lifestyle of the beneficiary population.
14. ENVIRONMENTAL IMPACT IDENTIFICATION MATRIX
WEIGHTING SCALE:
POSITIVES: 1 = LOW 2 = MODERATE 3 = HIGH
NEGATIVES: -1 = LOW -2 = MODERATE -3 = HIGH
Classification of projects for environmental assessment
Interpreting the results obtained in the matrix of environmental impacts, we observe that it
falls into category ii, which means that it requires specific analytical environmental impact
assessment.

81 J.N.T.
CHAPTER 4
CONLCUSIONS
AND
RECOMMENDATIONS

82 J.N.T.
4.1 CONCLUSIONS
With the project “Obrajes vehicular bridge” it was possible to grant to the
community of Obrajes a project of vehicular bridge, if it is constructed
could solve the problems of null transitability in rainy seasons.
Were designed and calculated all the elements belonging to the
superstructure of the vehicular bridge.
The interior slab and exterior slab of the vehicular bridge were designed
and calculated.
Each of the beams of the vehicular bridge were designed and calculated.
We calculated the steel reinforcement of the slab and beams of the
vehicular bridge.
The scale drawings of each of the elements belonging to the
superstructure as well as each of the transverse and longitudinal sections
of the vehicular bridge were designed.
We elaborated the costs and budgets taking into account all the necessary
and constructive aspects of the vehicular bridge for its respective
feasibility analysis.
We elaborated the environmental impact study with the corresponding
If the project is constructed, it could grant to the community of Obrajes an
infrastructure suitable to achieve a free and fluid transitability at all
seasons of the year.

83 J.N.T.
If the project is constructed it could solve the problems of transitability in
rainy seasons and improve the lifestyle of the beneficiary populations.
if the project is constructed it could be solved that the villagers will no
longer have the need to look for alternate routes when there is a flood of
the river.
If the project is built it could improve the economic aspect of the villagers,
because due to this vehicular bridge the villagers will no longer have
difficulties in the transfer of their agricultural and livestock products.
4.2 RECOMMENDATIONS
If the project will be constructed it is recommended to follow the design
drawings and each of the specifications placed in it, so as not to have
inconveniences of cracking or collapse of the structure. The biggest
danger in the construction of the vehicular bridge is the launching of the
beams, because when they are launched with a crane, they suffer the risk
of being destroyed or deformed in the lifting process, which would lead to
rework, producing an extra cost , so it is recommended firstly the
formwork of the beams can be disassembled after 3 days and need a
minimum of 14 days before they can be lifted, although the concrete
maintains its shape after only 3 days, needs at least 14 days to achieve a
strong resistance to be able.

84 J.N.T.
It is necessary to hire a crane strong enough to move the beams, the beams
have a certain weight, but since they tend to deform it would be good to
increase the already calculated weight by 30% as a safety factor, therefore
get a crane that can move the weight of the increased beam by 30%.
The beams must be lifting with the hooks at each end, lifting them in this
way means that the forces in the beams will be the same when placed on
piles and stirrups.
The beams can be deformed during the casting process, if this happens the
support of the formwork can be increased with more stakes joined with
wire.
It is important to keep the edges of the pressed wood lined up, if they
separate or move, they can create raw edges, and those points are high
pressure that can cause a collapse.
Recommendations for repairing a beam after casting
Large holes in a beam should be repaired with concrete of 1 cement, 2 of
sand, 3 gravel, and Sika.
Surface repairs, such as exposed gravel, can be used with Sika mortars.
If there is a hole in which the reinforcing steel can be seen, it is necessary
to make a new beam.

85 J.N.T.
CHAPTER 5 APPENDICES

VEHICULAR BRIDGE DESIGN 1/2 - JAIME NAVÍA TÉLLEZ

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