PROPOSED 30-METERS PRE-STRESSED CONCRETE BRIDGE AT LIBERTY -

PULA - BATO DANLAG ROAD, TAMPAKAN, SOUTH COTABATO.

A Civil Engineering Project Manuscript Presented to the faculty of

DEPARTMENT OF CIVIL ENGINEERING
South East Asian Institute of Technology, Inc.
Crossing Rubber, Tupi, South Cotabato

In partial fulfillment of the requirements for the course

CIVIL ENGINEERING PROJECT I (CE200.a)

GICALE, JAY MARK S.

GORIONA, JOHN CHRIS B.
PUEDAN, IAN JAMES N.

MAY 2022
 ABSTRACT
A typical prestressed concrete bridge was proposed to be built in Liberty Pula –

Bato – Palo – Danlag Road, Tampakan, South Cotabato as a connecting bridge for two

barangays in the area, with two lanes for design. This is supposed to build the most cost-

effective bridge that can survive the existing river situation to provide more accessible

roadways to all inhabitants within the area of responsibility and address the current

overflow issue. As the standard basis for civil engineers in the Philippines, the standards

and data to be used will be based on the NSCP 2015.

Additional data and methodology were performed and executed to form a

formulized correct theory based on this project proposal. Conclusion and

Recommendations were also specified for future purposes on young civil engineering

aspirants as a reference in this field of study. Computation and investigation were

completed according to the study. This was with the help of supervision and available

data and sources, this study was done according to the scope of this study.
 TABLE OF CONTENTS
CHAPTER I

INTRODUCTION

1.1 BACKGROUND OF THE STUDY

1.2 STATEMENT OF THE PROBLEM

1.3 OBJECTIVES OF THE STUDY

1.4 SIGNIFICANCE OF THE STUDY

1.5 DEFINITION OF TERMS

1.6 SCOPE AND LIMITATION

CHAPTER II

REVIEW OF RELATED LITERATURE

CHAPTER II

METHODOLOGY
 CHAPTER I

INTRODUCTION

1.1 BACKGROUND OF THE STUDY

River migration represents a geomorphic hazard at sites of critical bridge

infrastructure, particularly in rivers where migration rates are high, as in the tropics. In the

Philippines, where exposure to flooding and geomorphic risk is considerable, the recent

expansion of infrastructural developments warrants quantification of river migration in the

vicinity of bridge assets.

The Philippines is an archipelagic country consisting of large and small islands. It

is essential to have link structures like bridges. After a disaster like an earthquake, bridges

must be maintained to give way for an effective rescue operation and transporting of relief

goods to the affected area. Most of the bridges in the Philippines were built on designs

using the old code, which is based on the traditional approach, the Force-Based Design

Method.

In this project, a typical Pre-stressed Concrete Bridge was proposed to build in

Liberty Pula – Bato – Palo - Danlag Road, Tampakan, South Cotabato as it is a

connecting bridge for a two barangay in that vicinity, two lanes for design are minimal.

This is supposed to design the most economic bridge that can withstand the current

situation of the river to give a much more accessible road to all residents within the area

of responsibility and to solve the overflow-related issue in the current location. Standards

and data to be used will be based on the NSCP 2015 as the standard basis for civil

engineers in the Philippines.

1.2 STATEMENT OF THE PROBLEM

Bridges are essential for all aspects of the trade and transport industry. It plays an

important role in connectivity between two areas in a relevant manner. To give accessible

and feasible service son the society within. This proposal tends to answer the following

questions:

1. Can a Pre-stressed Concrete Bridge sustain the volume of water to prevent flood?

2. Can this proposed project answer the overflow problem of the current bridge?

3. Does this proposed project much accessible and cost-effective to construct?

1.3 OBJECTIVES OF THE STUDY

The main objectives of this project proposal are to analyze and design the bridge

based on NSCP 2015 as the standard in the Philippines. In addition, this project proposal

aims at the following objectives.

1. To obtain the necessary idea about bridge design

2. To understand various methods used in the design of the structural components

of the bridge and their limitations.

3. To practice the codes that we used in the Philippines.

4. To familiarize the concepts of designing bridges.

The main objective of this study are to propose a “Pre-stressed Concrete Bridge at

Liberty Pula – Bato – Palo – Danlag Road, Tampakan, South Cotabato.

1.4 SIGNIFICANCE OF THE STUDY

 This paper aims to establish a concrete understanding of the process of building

bridges and how to apply the vital concepts of structure to the design. The Institution of

South East Asian Institute of Technology Incorporated. The Department of Civil

Engineering conducts this kind of academic paper to ensure the knowledge of every Civil

Engineering student in this institution to equip relevant ideas with them.

1.5 DEFINITION OF TERMS

Civil Engineering Instructor – the outcome of the study will give them a different

understanding of bridges. A structural approach and techniques that differ only on

the concepts of the projects. Also, it may be used as a lecture reference for the

next engineering student that aims to conduct similar studies.

Civil Engineering Students – the data and concepts in this paper will enable them to

gather relevant information concerning the engineering works. For a future

engineer of this time, a detailed study equipped with reliable sources is necessary

to benefit them for structural subjects.

For the Institution – the result and recommendation of this study will be assisted by the

school program heads and dean as a part of the curriculum. They can also make

a meaningful review and assessment of the study to verify the validity of the data.

The school may use this study to prepare the civil engineering students for the

licensure examination as part of the curriculum.

Future Researcher- This paper can be used as a basis for future studies on engineering

especially on designing a bridge. The data and results presented are valid and
 trusted. This study will also serve as a cross-reference for them to visualize the

concepts of designing bridges.

1.6 SCOPE AND LIMITATION

The scope of this project will focus only on Tampakan, especially on Barangay

Liberty and Palo which can benefit this project proposal.

Scope

• Design of foundation of a concrete bridge.

• Carry out detailing and design of the bridge.

• Site observation and preparation of data are required on the paper.

• Study of topographic, geological, hydrological, geotechnical, and traffic study of

the bridge site.

• Preparations of a detailed drawing of the bridge with all components on it.

Limitations

• It is designed and proposed to limit only 30 meters long.

• As a standard bridge, it would contain only 2 lanes.

 CHAPTER II

REVIEW OF RELATED LITERATURE

Since being pioneered in France in 1986, pre-stressed concrete girder bridges with

corrugated steel webs have emerged as one of the most promising forms of steel-

concrete composite bridges. Considerable theoretical and experimental studies on this

type of bridge have been carried out since the 1970s. This paper presents a

comprehensive review of these studies, covering relevant publications written in English,

Chinese, and Japanese. The review is organized into topics covering the major

characteristics of structural behavior, including the flexural, shear, and torsional behavior

of this type of bridge, shear buckling of corrugated steel webs, dynamic and seismic

behavior, etc. Some suggestions are put forward for future research on this promising

form of steel-concrete composite bridge.

The long-term deflection of Long Span Pre-stressed Concrete Box-girder Bridge

(LSPCBB) is getting more and more serious in terms of structure safety. And there are

still many ambiguous reasons as to the cause of the deflection of LSPCBB. In respect of

the causes of long-term deflection, domestic and aboard research literatures on the

deflection problem of LSPCBB are reviewed and analyzed from the aspects of concrete

creep and shrinkage, pre-stress effect, box-girder cracking, calculation and retrofit

methods. Not only are the cause mechanism and research difficulties of the deflection

explained, but also the suggestions about further research of long-term deflection control

in design calculation, construction and retrofit technologies of LSPCCB are presented.

Precast concrete facilitates a construction method using durable and rapidly

erectable prefabricated members to create cost-effective and high-quality structures. In

this method, the connections between the precast members as well as between the

members and the foundation require special attention to ensure good seismic

performance. Extensive research conducted since the 1980s has led to new precast

concrete structural systems, designs, details, and techniques that are particularly suited

for use in regions of high seismic hazard. This paper reviews the state of the art of these

advances, including code developments and practical applications, related to four

different systems: (1) moment frames; (2) structural walls; (3) floor diaphragms; and (4)

bridges. It is concluded from this review that the widespread use of precast concrete in

seismic regions is feasible today and that the jointed connection innovation introduced

through precast research leads to improved seismic performance of building and bridge

structures.

Establishing a bridge foundation when there is a top layer of weak soils normally

requires the application of deep foundations such as piles. Driving pre-stressed-precast

concrete piles (PPCP) is one of the options among various types of piles and installation

methods. However, it often happens that shipping and transportation constraints limit the

length of precast pre-stressed pile segments that can be delivered to the bridge site.

Therefore, the length of pile segments may be smaller than the length required to

establish adequate resistance, and splicing of pile segments becomes necessary. The

review reported in this paper aims at identifying and analyzing the available splice

systems to be able to build upon the existing experiences when considering the

development of new alternatives. The existing splice systems were compared based on

capacity, ductility, durability, and ease of installation. As importantly, a thorough

investigation was also conducted on the existing filler or bonding materials used for PPCP
splicing to help the selection of the most applicable material. The review identified a set

of filler/bonding material with rapid strength gain, workability and setting time suitable for

establishing splices. This research was deemed necessary since there has been little or

no recent innovation related to the PPCP splices. This paper combines in one place all

available information on this subject and will help the researchers to understand the

existing systems as well as the types of materials used for splicing. The results of this

study are expected to motivate new ideas on more effective, durable, and economic

systems for establishing PPCPs splices.

Texas Department of Transportation (TxDOT) uses pre-stressed slab beam

bridges for short-span bridges ranging from approximately 30–50 ft in length. These

bridges have precast, pre-tensioned slab beams placed immediately adjacent to one

another with a cast-in-place slab made composite with the beams. While these bridges

are used extensively, they are more expensive than traditional pre-stressed I-beam

structures on a per-square-foot basis. The objective of this project was to investigate the

use of slab beams that are spread apart with precast panel stay-in-place forms between

beams and a cast-in-place concrete deck, and to develop appropriate design guidelines

for this alternate spread slab beam bridge system. The project objectives were met

through a series of tasks. The research team reviewed the relevant literature and the

current state of the practice. Preliminary designs were developed to assess the potential

of a spread slab beam bridge system. A full-scale spread slab beam bridge was

constructed at the Texas A&M University Riverside Campus and tested to assess

constructability, in-service performance, and behavior. Field testing was conducted for

the Riverside Bridge and a US 69 on-system bridge to evaluate load distribution behavior
and to provide data to guide analytical modeling of this bridge system. Additional

analytical models were developed to investigate an array of possible bridge geometries

and load sharing behavior. Based on these models, recommendations were developed

for load distribution factor relationships for the design of spread slab beam bridges.

Pre-stressing methods were used to realize long-span bridges in the last few

decades. For their predictive maintenance, devices and dynamic nondestructive

procedures for identifying pre-stress losses were mainly developed since serviceability

and safety of Pre-stressed Concrete (PC) girders depend on the effective state of pre-

stressing. In fact, substantial long term pre-stress losses can induce excessive deflections

and cracking in large span PC bridge girders. However, old unsolved problematic as well

as new challenges exist since a variation in pre-stress force does not significantly affect

the vibration responses of such PC girders. As a result, this makes uncertain the use of

natural frequencies as appropriate parameters for pre-stress loss determinations. Thus,

amongst emerging techniques, static identification based on vertical deflections has

preliminary proved to be a reliable method with the goal to become a dominant approach

in the near future. In fact, measured vertical deflections take accurately and

instantaneously into account the changes of structural geometry of PC girders due to pre-

stressing losses on the equilibrium conditions, in turn caused by the combined effects of

tendon relaxation, concrete creep and shrinkage, and parameters of real environment as,

e.g., temperature and relative humidity. Given the current state of quantitative and

principled methodologies, this paper represents a state-of-the-art review of some

important research works on determining pre-stress losses conducted worldwide. The

attention is principally focused on a static nondestructive method, and a comparison with

dynamic ones is elaborated. Comments and recommendations are made at proper

places, while concluding remarks including future studies and field developments are

mentioned at the end of the paper.

Precast concrete bridge deck panels are commonly used for bridge constructions

because they enable faster construction and have less impact on traffic flow. The quality

of connections between adjacent precast elements must be ensured to guarantee the

overall structural integrity of precast systems. Therefore, the dimensional quality of

precast concrete panels should be inspected before they are shipped to construction sites

for installation. However, current quality inspection of precast concrete elements mainly

relies on manual inspection. Furthermore, the as-built dimensions of precast elements

are usually stored in paper sheets or Excel spreadsheets, making it difficult to visualize

and manage the as-built dimensions. This study develops a technique to automatically

estimate the dimensions of precast concrete bridge deck panels and create as-built

building information modeling (BIM) models to store the real dimensions of the panels.

First, the proposed technique conducts scan planning to find the optimal scanner

locations for scan data acquisition. Then, the scan data of the target panel are acquired

and pre-processed to remove noise data and to register multiple scans in a global

coordinate system. From the registered scan data, the as-built geometries of the target

panel are estimated. In the last step, an as-built BIM model is created based on the

previously estimated geometries. The proposed technique is validated on a lab-scale

specimen and a full-scale precast concrete bridge deck panel. Experimental results show

that the proposed technique can accurately and efficiently estimate the dimensions of full-
scale precast concrete bridge deck panels with an accuracy of 3 mm and automatically

create as-built BIM models of the panels.

Precast concrete bridge decks have been adopted in the construction of bridges

since 1960s (Alhassan 2011). Compared to cast-in-place (CIP) construction, precast

bridge decks offer the following three advantages (Hieber et al. 2005). First, the quality of

precast bridge decks is superior because they are produced in a controlled plant

environment, which has consistent casting operations and curing processes. Second,

precast bridge decks can reduce construction time by 50% to 75%, thereby reducing the

impact on the traffic flow and the safety hazards to workers. Third, although precast bridge

decks have higher initial costs, the life-cycle costs considering road users and traffic

maintenance costs are significantly below those of CIP decks. A typical precast bridge

deck consists of a series of precast bridge deck panels. The short sides of bridge deck

panels are parallel with the traffic flow, also known as the longitudinal side surfaces. On

the other hand, the long sides of bridge deck panels are known as transverse side

surfaces. Post-tension cables pass through the flat ducts, and the connected panels are

subjected to compression when tension is applied to the cables via hydraulic jacking

(Alhassan 2011). To guarantee proper connections between adjacent precast elements,

the dimensional quality of individual precast concrete panels, especially the structural

features, must be inspected before the panels are transported to construction sites for

installation. The Precast/Prestressed Concrete Institute (PCI) has specified a quality

control check list for precast concrete bridge units, as shown in Table 1 (Gutt et al. 2000).

The tolerance values used in the quality control check list mostly vary from 6 mm to 13

mm. Current quality inspection of precast concrete panels mainly relies on manual
inspection using traditional measurement tools. Such manual inspection was proven to

be subjective and unreliable. According to Phares et al. (2004), 32% of the bridge

component condition ratings performed by manual inspection varied for at least two rating

points (rating scale: 0-9). In additional, manual inspection is time-consuming, especially

for large size structures. For example, according to Wang et al. (2017), it took around 40

minutes to manually inspect the positions of 88 rebars installed on a 12 m long reinforced

precast concrete panel, resulting in increased labor cost. Although electronic survey

devices such as total stations and laser range finders (Suo et al. 2014; Koo et al. 2013)

can provide faster and more accurate dimension measurements, it is still time-consuming

to acquire high-fidelity surveying data for large-scale precast concrete panels.

Furthermore, current practice is to manually store the as-built dimensions of inspected

panels in paper sheets or Excel spreadsheets, making it difficult to visualize and manage

the actual dimensions of the panels. In the recent decades, 3D laser scanning and

building information modeling (BIM) are adopted in the construction industry. 3D laser

scanning can acquire 3D range measurement data with high accuracy and a high speed,

thereby gaining popularity in various applications including dimension estimation. On the

other hand, BIM, as a technology for the storage, visualization and management of facility

information, has been used throughout the lifecycle of buildings and civil infrastructures.

Research efforts have been also made on automatic creation of as-built BIM from 3D

laser scan data of facilities (Brilakis et al. 2010; Pu and Vosselman 2009; Tang et al.

2010b; Xiong et al. 2013; Arayici 2007). The authors' research group has previously

developed techniques for dimension estimations of precast concrete panels using laser

scan data (Kim et al. 2014a; Wang et al. 2016a; Kim et al. 2016). However, the previous
techniques have the following limitations. First, only one surface of the target panel is

scanned from a single scanner location for dimension estimation. Cases with multiple

surfaces and multiple scanner locations are not taken into consideration. Second, a prior

as-designed BIM of the panel is required to extract the as-built dimensions of structural

features from laser scan data. This dependency on the prior as-designed BIM limits the

applicability of the previous techniques when the as-designed BIM is not available. Third,

the as-built dimensions of the panel are not automatically transferred to BIM, making it

difficult to visualize and manage the actual dimensions of the panel. To overcome the

above-mentioned limitations, this study develops an automatic as-built BIM creation

technique for precast concrete bridge deck panels. The developed technique aims to

estimate the as-built dimensions of bridge deck panels and to automatically create an as-

built BIM from the estimated dimensions. The proposed technique first conducts scan

planning to determine the optimal scanner locations that can acquire scan data with the

minimum number of scanner locations, while fulfilling certain criteria. Then, the target

panel is scanned from the selected optimal scanner locations, and the obtained scan data

are pre-processed for noise removal and registration of multiple scans. Next, the as-built

geometries of the target panel are extracted from the registered laser scan data.

Particularly, the proposed technique can automatically extract certain structural features

based only on the as-designed dimensions of the corresponding features, but without the

as-designed BIM model of the entire structure. Finally, an as-built BIM model is

automatically created based on the estimated dimensions of the target panel. The

uniqueness of the proposed technique includes (1) the development of a scan planning

algorithm that enables automatic registration of scans, (2) the development of an

automatic structural feature extraction algorithm without corresponding as-designed BIM,

and (3) the development of an automatic algorithm for creating an as-built BIM model of

a precast concrete panel from the scan data.

Precast concrete cladding is experiencing a resurgence in popularity as a means

of building cladding. Precast concrete sandwich panels are a specific type of precast

cladding, characterized by high thermal resistance provided by a layer of insulation which

is sandwiched between two concrete wythe’s and fixed together with mechanical

connectors. Hence, they have the potential to offer a thermally efficient cladding solution

for new buildings and as replacement cladding in the case of renovation.

Due to this thermal efficiency potential, and the resurgent popularity of precast concrete

generally, considerable innovation in sandwich panel design has occurred in recent years.

New high-performance concrete, with novel means of reinforcement, have enabled lighter

and thinner concrete wythes. Numerous new fiber reinforced polymer connectors have

been developed and tested that facilitate shear load transfer across the layers while also

minimizing localized heat loss. State-of-the-art low-conductivity insulation technologies

allow for remarkably low U-values for thin wall build-ups. All these innovations are

increasing the applicability of sandwich panels for a wider range of building typologies

and are augmenting the inherent benefits of precast cladding.

 CHAPTER II

METHODOLOGY

2.1 Acquisition of Data

For the design of project Proposal Bridge, the preliminary data needed was

acquired after carrying out different surveys.

2.2 Site Selection Survey

• A straight reach of the river.

• Steady river flow without whirls and across currents.

• A narrow channel with firm banks.

• Sustainable high banks above high flood levels on each side.

• Rock or other hard in-erodible strata close to the river bed level.

• Proximity to a direct alignment of the road to be connected.

• Absence of sharp curves in the approaches.

• Absence of expensive river training works.

• Avoidance of excessive underwater construction

In the selection of site, care should be taken to investigate some probable alternative

sites and then decide on the site which is likely to serve the needs of the bridges at the

least cost.
2.3 Geotechnical Investigation

Geotechnical investigation is one of the major parts of the project work for the

design of the proposed Pre-stressed Concrete Bridge at Liberty Pula – Bato – Palo –

Danlag Road. Geotechnical investigation works include test pitting and visual

investigation at the site. For our project, this was not quite possible. Thus, the

geotechnical data were adopted suitable for our locality and as per the similar works done

in the region. However, this will carry out the sieve analysis of the bed soil, finding out its

mean size, specific gravity, and water content.

2.4 Topographical survey

A topographical survey was carried out for a detailed engineering survey of the

proposed bridge site. Total station, reflector, and measuring tape were usually used for a

detailed survey. The bridge site detailing area covers a suitable region along the length

of the river both upstream and downstream. It also covers left and right banks along the

existing approach roads.

A. Scour Depth

Scour of stream bed occurs during the passage of a flood discharge when the

velocity of the stream exceeds the limiting velocity that can be withstood by the particles

of the bed material. The scour depth should be measured concerning existing structures

near the proposed bridge site if this is possible. Due allowance should be made in the

observed value for additional scour that may occur due to the designed discharge being
greater than the flood discharge for which the scour was observed, and also due to

increased velocity due to obstruction to flow caused by the construction of the bridge.

2.5 Hydrological Data

The Hydrological data was acquired from the secondary sources and the

calculation of maximum discharge of the river was calculated using the following method:

A). Rational method:

A rational formula for flood discharge should take into account the intensity,

distribution, and duration of rainfall as well as the area, shape, slope, permeability, and

initial wetness of the catchment (drainage basin). The area of the catchment is a major

contributing factor to the runoff. The shape of the catchment affects the peak discharge,

with long and narrow basins yielding less than pear-shaped basins. Steep slopes result

in a shorter time of concentration than flatter slopes.

B) Area velocity method:

The area velocity method based on the hydraulic characteristics of the stream is

probably the most reliable among the methods for determining the flood discharge. The

velocity obtained in the stream under the flood conditions is calculated by Manning’s or a

similar formula.
2.6 Components of Bridge

The substructure of a bridge refers to that part of it that supports the structure that

carries the roadway or the superstructure. Thus substructure covers pier and abutment

bodies together with their foundations, and also the arrangements above the piers and

abutments through which the superstructure bears on the structure. The latter are called

bearings.

2.7 Idealization and Analysis of bridge structure

Influence Line Diagram

Usually, the structures are analyzed for loads that do not change their points of

application on the structure. Very often structures have to be analyzed for many parallel

moving loads which keep on changing their positions on the structure. In such cases, the

internal stresses in the structure at any given point, which depend on the positions of the

loads, keep on varying as the loads take up different positions on the structure.

A typical instance is a bridge loaded with several moving vehicles, which are then

said to constitute a train of wheel loads. To design such structures, it is not enough to

analyze the structure for a given position of loads and calculate the stress resultants

namely: bending moments, radial and normal shear forces at any section in a member of

the structure. The engineer must know the maximum values of stress resultants, both

positive and negative, at any section of the structure. Sometimes the designer would even

like to know the maximum deflection at a given point when a structure is subjected to

moving loads.

2.8 Design of Deck Slab

 Pigeaud’s method is used for the analysis of slabs spanning in two directions for

the bridge design as the bridge design receives a heavy patch load.

2.9 Design of T- Girder

A very simple, popular, and powerful method to analyze girder for live load in

simply supported T-beam bridges is Courbon’s method.

Courbon’s method is popular due to the simplicity of the computations and is applicable

when the following conditions are satisfied:

• The ratio of span to the width of the bridge is greater than 2 but less than 4

• The longitudinal girders are interconnected by at least 5 symmetrically spaced

cross girders.

• The depth of the transverse beam should be at least 0.75 times the depth of the

main beam.

• Selection of bridge and its components

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