INTRODUCTION TO

BRIDGE ENGINEERING
ENGR. MARY KASEL JOY R. DAYAO
 BRIDGE

A bridge is a structure that crosses over a river, bay, or other

obstruction, permitting the smooth and safe passage of vehicles, trains,
and pedestrians.
 BRIDGE ELEVATION
A bridge structure is divided into an upper part (the superstructure) and a lower part
(the substructure).
COMPONENTS OF A BRIDGE STRUCTURE
SUPERSTRUCTURE SUBSTRUCTURE

The superstructure provides horizontal spans The substructure supports the horizontal
such as deck and girders and carries traffic spans, elevating above the ground surface.
loads directly.
All elements required to support the
All the components of a bridge above the superstructure and overpass roadway
supports
Consist of the following: abutments, piers,
Consist of the following: wearing surface, bearings, footings, piles and sheeting
deck, primary members and secondary
members
DECK
The deck is the physical extension of the roadway across the obstruction to the bridge. The main function of the deck is to
distribute loads along the bridge cross section or traversely. The deck either rests on or is integrated with a frame or other
structural system designated to distribute loads along the length of the bridge or longitudinally.
WEARING SURFACE
The wearing surface (course) is that portion of the deck cross section which resist traffic wear. In most instances this is a
separate layer made of bituminous material. The wearing course usually varies in thickness from 50mm to 100mm.
PRIMARY MEMBERS
Primary members distribute loads longitudinally and are usually
designed principally to resist flexure. Beam type primary members
are also called stringers or girders. These stringers could be steel
plates, prestressed concrete girders or reinforced concrete girders.
Some bridge superstructure can be formed in the shape of a box
(either rectangular or trapezoidal).
SECONDARY MEMBERS
Secondary members are bracing between primary members
designed to resist cross-sectional deformation of the
superstructure frame and help distribute part of the vertical load
between stringers. In most instances, these secondary members
are known as diaphragms and lateral bracing.
ABUTMENTS
Abutments are earth-retaining structures which support the superstructures and overpass roadway at the beginning and end of
a bridge. Like a retaining wall, the abutments resist the longitudinal forces of the earth underneath the overpass roadway.
PIERS
Piers are structures which support the superstructure at intermediate points between the end supports (abutments). Piers, like
abutments, comes in a variety of shapes and sizes which depend on the specific application. Some basic types of piers which are
popular in highways bridges are hammerhead, solid wall or gravity, column bent and pile bent.
BEARINGS
Bearings are mechanical systems which transmit the vertical loads of the superstructure to the substructure. Example of
bearings are mechanical systems made of steel rollers acting on a large plates or rectangular pads made of neoprene. The use
and functionality of bearings vary greatly depending on the size and configuration of the bridge.
FOOTING
As bearings transfer the superstructure loads to the substructure,
so in turn do the abutment and pier footings transfer loads from
substructure to the subsoil. A footing under a wall is known as
continuous or wall footing; whereas, a footing under a pier is
known as a spread footing.
PILES
When the soil under footing cannot provide adequate support for
the substructure (in terms of bearing capacity, overall stability, or
settlement), support is obtained through the use of piles, which
extend down from the footing to the proper depth. Some types of
pile range from concrete, either cast-in-place or bored pile, to steel
H-sections driven to sound rock.
TYPES OF BRIDGE
CLASSIFICATION BY MATERIAL
 STEEL BRIDGE
A steel bridge may use a wide variety of structural steel components and systems: girders, frames, trusses,
arches, and suspension cables.
 CONCRETE BRIDGE
There are two primary types of concrete bridges: reinforced and prestressed.
 TIMBER BRIDGE
Wooden bridges are used when the span is relatively short.
 METAL ALLOY BRIDGE
Metal alloys such as aluminum alloy and stainless steel are also used in bridge construction
TYPES OF BRIDGE
CLASSIFICATION BY OBJECTIVE
 HIGHWAY BRIDGE
Bridge on highways for vehicles.
 RAILWAY BRIDGE
Bridge on railroads for trains.
 COMBINED BRIDGE
Bridge carrying vehicles and trains.
 PEDESTRIAN BRIDGE
Bridge carrying pedestrian traffic.
 AQUEDUCT BRIDGE
Bridge supporting pipes with channeled water flow.
 MOVABLE BRIDGE
For ships to pass the river.
TYPES OF BRIDGE
CLASSIFICATION BY STRUCTURAL SYSTEM
OF SUPERSTRUCTURE
 PLATE GIRDER BRIDGE
The main girders consist of a plate assemblage of upper and lower flanges and a web. H- or I-cross-sections
effectively resist bending and shear.
 BOX GIRDER BRIDGE
The simple (or multiple) main girder consists of a box beam fabricated from steel plates or formed from
concrete, which resists not only bending and shear but also torsion effectively.
 T-BEAM BRIDGE
A number of reinforced concrete T-beams are placed side by side to support the live load.
 PRESTRESSED CONCRETE GIRDER BRIDGE
A form of concrete girder used in bridges which is “pre-stressed” by being placed under compression prior
to supporting any loads beyond its own weight.
 COMPOSITE GIRDER BRIDGE
The concrete deck slab works in conjunction with the steel girders to support loads as a united beam. The
steel girder takes mainly tension, while the concrete deck slab takes the compression component of the
bending moment.
 FLAT SLAB BRIDGE
A two-way reinforced concrete slab that usually does not have beams and girders, and the loads are
transferred directly to the supporting substructures.
 GRILLAGE GIRDER BRIDGE
The main girders are connected transversely by floor beams to form a rid pattern which shares the loads
with the main girders.
 TRUSS BRIDGE
Truss bar members are theoretically considered to be connected with pins at their ends to form triangles.
Each member resists an axial force, either in compression or tension.
 ARCH BRIDGE
The arch is a structure that resists load mainly in axial compression. In ancient times stone was most
common material used to construct magnificent arch bridges.
 CABLE-STAYED BRIDGE
The girders are supported by highly strengthened cables (often composed of tightly bound steel strands)
which stem directly from the tower. These are mostly suited to bridge long distances.
 SUSPENSION BRIDGE
The girders are suspended by hangers ties to the main cables which hang from the towers. The load is
transmitted mainly by tension in cable. This design is suitable for long span bridges.
TYPES OF BRIDGE
CLASSIFICATION BY SUPPORT CONDITIONS
 SIMPLY SUPPORTED BRIDGE
The main girders or trusses are supported by a movable hinge at one end and a fixed hinge at the other
(simple support); thus they can be analyzed using only the conditions of equilibrium.
 CONTINUOUSLY SUPPORTED BRIDGE
Girders or trusses are supported continuously by more than three supports, resulting in a structurally
indeterminate system. These tend to be more economical since fewer expansion joints, which have a
common cause of service and maintenance problems, are needed.
 GERBER BRIDGE (CANTILEVER BRIDGE)
A continuous bridge is rendered determinate by placing intermediate hinges between the supports.
TYPES OF BRIDGE
CLASSIFICATION BY POSITION OF TRAVELED
ROADWAY
 DECK BRIDGE
When the roadway is installed on top of the main girder.
 HALF-THROUGH BRIDGE
When the roadway is installed in between the top and bottom of the main girder or member. The traffic is
completely inside the structural envelope.
 THROUGH BRIDGE
When the roadway is installed at the bottom of the main girder.
TYPES OF BRIDGE
CLASSIFICATION BY ALIGNMENT
 NORMAL BRIDGE
A normal bridge is a structure where the superstructure is perpendicular to the substructure.
 SKEWED BRIDGE
A skew bridge is a structure where the superstructure is not perpendicular to the substructure. The skew
angle is the deviation of the substructure centerlines and reference lines from the perpendicular lines to
the bridge axis.
 CURVED BRIDGE
A curved bridge is a structure or portion of the structure that follows a horizontal or vertical curve
alignment.
TYPES OF BRIDGE
CLASSIFICATION BY DURABILITY
CLASSIFICATION BY DURABILITY

PERMANENT TEMPORARY

SEMI-PERMANENT
GENERAL PROVISIONS
SCOPE AND APPLICATION
This guideline shall apply to the design for the construction, alteration, repair and retrofitting of highway bridges and other
related highway structures. Not included in this design guideline are provisions for bridges used for railway, railway transit and
public utilities. The guideline can be used together with other codes and specifications for other bridge types not covered
herein.
 The scope of these Specifications covers mainly seismic design of
bridges under the “Extreme Event Limit State for Earthquake
Loading (Extreme Event 1)” following the force-based R-factor
(response modification factor) design concept and philosophy of
the AASHTO LRFD Bridge Design Specifications (2012 or later).

SCOPE OF SPECIFICATIONS
 The purpose of this guideline is to assist bridge designers in the
Philippines to produce bridges of aesthetic value. The term
“guideline” in this document refers to the requirements, objectives,
design principles, and processes in the design of bridges. In
addition, this guideline will help Department of Public Works and
Highways (DPWH) along with other transport infrastructure
consultants and construction companies.

PURPOSE AND INTENT

FOREWORD
This revised 2012 Edition of the DPWH Standard
Specifications for Highways, Bridges and Airports
(Volume II) includes Specifications for new
construction materials and technologies that have
been adopted and/or prescribed through
Department Order issuances since 2004. Likewise,
amendments to the 2004 Edition have been
incorporated in this revised edition, thereby
providing us with an updated standard reference
material to be used in the implementation of our
infrastructure projects.
Codes and Other References
GUIDELINES AASHTO PUBLICATIONS

DPWH Standard Specifications for Highways, American Association of State Highway

Bridges and Airports, 2013 Officials (AASHTO) 2012, LRFD Bridge Design
Specification, ISBN:978-1-56051-523-2
DPWH Bridge Seismic Design Specifications, Publication Code: LRFDUS-6
December 2013 (JICA Study)
Other AASHTO publications
Other guidelines provided by international /
local organizations on specific DPWH projects
may be allowed subject to the minimum
requirements of this guideline.
Codes and Other References
REFERENCES

Other references may be used subject to the List of other references were sited in DGCS
approval of DPWH, where the above Volume 5, Chapter 1 General Provision,
publications are not applicable or amore Section 1.3.2
detailed approach is required for a particular
site
DESIGN DATA
DESIGN DATA
The design team shall develop a complete understanding of the site conditions and constraints for a bridge
project prior to commencing the design. This requirement is imposed to ensure that the developed bridge
design is suitable for the site and addresses all site constraints.
Available information relevant to the bridge project should be
compiled, including the following but not limited to:
Topographic maps of the bridge site and stream catchment area
Geotechnical information
History of any prior or existing bridges at the site, including dates of
construction and performance during the past floods and
earthquakes
Road Right of Way (RROW)
 Cross sections over the length of channel mentioned above should
be equally spaced at 20m intervals to provide a minimum of eleven
cross sections (5 upstream, 5 downstream and 1 at the centerline)
and cross sections at every 20m along the bridge centerline profile
measured at least 100m beyond the ends of the of the proposed
bridge.

New Bridges
 Cross sections over the length of stream channel mentioned
above should be equally spaced at 20m intervals to provide a
minimum of twelve cross sections (1 at each face of the bridge,
5 upstream and 5 downstream measured from the faces of the
bridge) and cross sections at every 20m along the bridge
centerline profile measured at least 100m beyond the ends of
the bridge

Existing Bridges
GEOTECHNICAL INVESTIGATION
BOREHOLE LOCATION BOREHOLE DEPTH
At least one borehole at the proposed If foundation type has not been identified,
location of each abutment and pier minimum depth of boring shall be:
For piers or abutments 30m wide, a ◦ 30m in ordinary soil
minimum of two borings shall be ◦ 3m into sound rock if rock is encountered
conducted
◦ In case bearing layer is not yet encountered
Additional boreholes shall be drilled when beyond 30m, boring shall continued until
there is significant difference between
adjacent boreholes or in areas where preferred layer is encountered and / or
subsurface condition is complex or upon the instruction of the geotechnical
variable engineer
Confirmatory boreholes should be
conducted in case of bridge centerline is
realigned
GEOTECHNICAL INVESTIGATION
TESTS ON BOREHOLE SAMPLES
Standard penetration test (SPT) at maximum Natural moisture content
interval of 1.5m and at every change in soil
stratum Specific gravity

Soil classification Consolidation test if soft soils are encountered

Atterberg limits Direct shear test or triaxial test

Sieve analysis
Hydrometer test
GEOTECHNICAL INVESTIGATION
RESULTS OF GEOTECHNICAL INVESTIGATION
Borehole location plan with geographical Allowable bearing capacity
coordinates and elevations (indicate reference
for the elevations) Anticipated settlement

Depth of boreholes Rock Quality Designation (RQD)

Soil stratigraphy at bridge site Shear wave velocity

Ground water table elevation Liquefaction potential

Soil parameters such as unit weight, cohesion Recommended foundation type

/ adhesion, modulus of subgrade reaction, “SPT N-Value”
negative skin friction
DESIGN REQUIREMENTS
 BRIDGE LOCATION AND ALIGNMENT
The selection of favorable river crossing sites should be considered in the
preliminary route determination and feasibility studies to minimize construction,
maintenance and replacement costs.
 BRIDGE WATERWAY AND LENGTH
The determination of adequate waterway openings for river crossings is essential
to the design of safe and economical bridges. Hydrologic and hydraulic studies of
bridge sites are necessary in the determination of the bridge length.
SPAN ARRANGEMENT
FREEBOARD
FREEBOARD
NON-NAVIGABLE CHANNELS NAVIGABLE CHANNELS

Vertical clearance between the Design Flood Vertical Clearance = HWL + HV + K

Level, DFL, (or the Maximum Flood Level, MFL)
and the soffit of the lowest member of the where:
bridge superstructure shall not be less 1.50m HWL = highest water level
for rivers carrying debris and 1.00m for other recorded within the AOR
bridges. (Area of Responsibility)
HV = height of vessel
K = is a constant 1 meter
allowance
 BRIDGE DECK DRAINAGE
The design of bridge decks shall include the design of bridge deck drainage systems to
remove runoff from the bridge deck and divert it to the bridge abutments and discharge
it to existing stormwater drainage systems or to outlets where stormwater drainage
system do not exist.
OTHER DESIGN
REQUIREMENTS
CLEARANCES
NAVIGATION AIR CLEARANCES
Vertical Clearance = HWL + HV + K Major bridges incorporating high deck levels
where: and tall supporting structures located close to
airports may interfere with air clearance zones
HWL = highest water level and air navigation requirements.
recorded within the AOR
(Area of Responsibility) The air clearance requirements and lighting
requirements shall be investigated for all such
HV = height of vessel proposed bridges.
K = is a constant 1 A height clearance permit shall be secured
meter allowance from the Civil Aviation Authority of the
Philippines (CAAP).
CLEARANCES
HIGHWAY

Vertical clearance above the roadway on all

highways shall not be less than 4.88m over
the entire roadway width to which an
allowance of 0.15m shall be added for future
road resurfacing, if necessary.
The horizontal clearance shall be clear width
generally equal to the approach roadway
section including shoulders. Where curbed
roadway sections approach a structure, the
same section shall be carried across the
structure.
CLEARANCES
UNDERPASSES
CLEARANCES
TUNNELS THROUGH – TRUSS BRIDGE

The minimum vertical clearance from the

roadway to the overhead cross bracing of a
through – truss highway bridge should not be
less than 5.3m (17’-6”).
CURBS AND SIDEWALKS
ACCORDING TO AASHTO LRFD:
The curb height for raised sidewalks on the
bridge should not be more than 200mm. If a
barrier curb is required, the curb height
should not be less than 150mm.
Minimum width of pedestrian sidewalk shall
be 750mm. For urban area, minimum
pedestrian sidewalk width is 1200mm.
For the passage of persons with disability
(PWD), the clear width of the bridge sidewalk
shall not be less 1.2m or that required by the
general provisions of the Accessibility Law.
TRAFFIC RAILING
The primary purpose of traffic railing is to contain and redirect the average
vehicle using the structure.
TRAFFIC RAILING
CONSIDERATIONS MATERIALS

Protection of the occupants of a vehicle in Preferably concrete

collision with the railing
Alternative materials (steel)
Protection of other vehicles or pedestrians on
roadways being crossed over Timber and aluminum handrails shall not be
used.
Appearance and freedom of view from passing
vehicles Steel handrails shall be permanently attached
to the supporting structure and require special
tools for removal to avoid theft.
BRIDGE
SUPERSTRUCTURE
Design Criteria And Requirements
BRIDGE ALIGNMENT

A normal bridge is a structure where the A curved bridge is a structure or portion of the
superstructure is perpendicular to the structure that follows a horizontal or vertical
substructure. curve alignment.
A skew bridge is a structure where the
superstructure is not perpendicular to the
substructure. The skew angle is the deviation
of the substructure centerlines and reference
lines from the perpendicular lines to the
bridge axis.
Design Criteria And Requirements
SPAN ARRANGEMENT

Minor bridges should be single-span to Simple cost optimization theory suggests that
eliminate any piers. the lowest bridge cost is achieved when the
cost of the superstructure and the cost of
Two-span bridges with a pier in the center of substructure are approximately equal.
the stream should be avoided.
Low substructure cost : smaller spans :
An odd number of spans shall be preferably increased number of piers
used to avoid a pier at the center of a river or
creek with rapid stream flow and / or high High substructure cost : longer spans : reduce
debris loads. number of piers
Design Criteria And Requirements
No Lanes Minimum Width Roadway
For Farm to Market Bridges, based on
CLEAR WIDTH OF BRIDGES the DPWH Department Order No. 11
1 Lane 4.00 m Series of 2014, February 3, 2014
Design Standards for Tourism and Farm
2 Lanes 7.32 m
to Market Roads, carriageway width is
More than 2 Lanes
Refer to Highway Design 4.60 m (for 4.00 m roadway width) and
Requirements 5.60 m (for 5.00 m roadway width)
Design Criteria And Requirements
LENGTH OF BRIDGE
The length of the bridge is the total distance
between faces of back of backwalls
The slope of the bridge approach
embankments and slope protection shall be
1H:1V, 1.25H:1V or 1.5H:1V depending upon
the type of soil for seismic considerations
1.5H:1V or flatter slopes are recommended.
Span Limits for Different Superstructures
TIMBER BRIDGE REINFORCED CONCRETE BRIDGES

The maximum span shall be not more than Form of Construction Span range
6.00 m. Precast Slab or Flat Slab 6.0 m to 12.0 m
Timber shall be adopted only as a last resort Concrete Deck Girder
13.0 m to 20.0 m
for temporary bridges. (RCDG)
Box Girder 22.0 m to 30.0 m
Hollow Slab Bridge 10.0 m to 20.0 m
Span Limits for Different Superstructures
PRESTRESSED CONCRETE BRIDGES STEEL BRIDGES

Form of Construction Span Range Form of Construction Span Range

Channel beams 11.0 m to 14.0 m Steel I-beam 15.0 m to 30.0 m
Tee beams 15.0 m to 18.0 m Steel plate girder 20.0 m to 50.0 m
I-beams 21.0 m to 30.0 m Steel box girder 30.0 m to 100.0 m
Box Girders Over 30.0 m Bailey bridge 9.0 m to 30.0 m
Hollow (voided) slab 15.0 m to 30.0 m Steel truss 40.0 m to 130.0 m
 Span Limits for Different Superstructures
ARCH BRIDGE SUSPENSION BRIDGE
Long bridge with a span up to 400 m. The span range is greater than that of
a cable-stayed bridge, from 600 m to
Short bridge with a span up to 15 m, and around 2000 m.
could considered a form of cut and cover
tunnel.
 Span Limits for Different Superstructures
CABLE STAYED BRIDGE
The span range shall be from 150 m to
around 850 m.
Refer to Department Order 30 Series
of 2011
Number of Girders
No. of Lanes Min. Roadway Width (m) Min. No. of Girders
1 lane 4.00 3 girders
2 lanes 6.70 4 girders (rural)
2 lanes 7.30 4 girders (urban)
More than 2 lanes Variable Not less than 6 girders
BRIDGE SUBSTRUCTURE
Design Criteria and Requirements
Bridges are supported by substructures:
ABUTMENTS PIERS

Support the ends of a bridge or extreme end Transmit the load of the superstructure to the
of a multi-span superstructures and which supporting ground and acts as intermediate
usually retain or support the road approach supports between abutments.
embankments.
The piers may be subject to stream, collision
Abutments normally support wing walls to and impact loads.
retain the approach embankments.
Design Criteria and Requirements
Criteria in the Selection of Substructure Type
ABUTMENT PIER

Height of fill at the approach Velocity of current and nature of drift

Kinds of superstructure to be used Kinds of superstructure to be used
Scouring character of the river bank Type of soil at the pier
Type of soil at the abutment Direction of flow of the river with respect to
the longitudinal axis of the bridge
Profile along the center line of the bridge
 Abutment types and Application
Two basic categories of Abutments
OPEN END ABUTMENTS

Abutments with low height seats located at the top of the approach embankment or natural
slope.
The abutment seats may be supported on piles driven through the embankment or natural
ground or may be founded on gravel fill, the embankment or the natural ground itself.
 Abutment types and Application
Two basic categories of Abutments
CLOSED END ABUTMENTS

Solid cantilever abutment structures extending from the final surface below the bridge to
support the bridge seat overhead.
They are normally used at road crossings, combined with road support retaining walls.
They are also used at river crossings.
Wingwalls
The wingwalls shall be arranged to support the road approach embankment above the underside of
the superstructure seat for a fill profile of 1.5H:1V.
The wingwalls shall be sufficient length to retain the roadway embankment to the required extent.
Piers
PIER TYPES OF PIERS COMMONLY USED

Bridge piers transmit the load of the Solid shaft

superstructure to the foundation material and
provide intermediate supports between Two columns
abutments. Single column (T-Bent)
All piers should be designed for the maximum Piles
calculated scour depth across the river
channel.
Solid Shaft
Piers with solid shaft may be used in river crossing where debris is present and the flow of the
stream is fast. The foundation may be a spread footing or pile type. Long solid shaft piers may have
poor seismic performance and should be avoided.
Two Columns
Piers with two columns may be used in normal bridges when the river crossing has no problem of debris
or in elevated highways / flyovers without restrictions on column / foundation location. The foundations
may be spread footing (where rock occurs) or piled type.
Single Column (T-Bent)
Piers with single column (T-Bent) may be used to avoid skewed piers or in elevated
highways where the location of the foundation is restricted. The foundation may be
spread footing or piled type.
Piles
Pier consisting of piles taken up to the superstructure seat may be used for short span bridges. This type
of pier on driven piles (specially one row) should be avoided. This type of pier should be avoided when
exposed length of pile exceeds 2 m unless a proper seismic analysis and design are prepared
FOUNDATIONS
 Selection Criteria and Requirements
SELECTION OF THE TYPE OF FOUNDATION FOR A BRIDGE SHALL CONSIDER:
Height of the substructure. Environment impact during construction.
Characteristics of the foundation to meet the Impact of foundation installation on traffic
performance requirements such as and right of way in terms of time and space
deformation, bearing resistance, uplift required.
resistance. Impact of the foundation on the performance
Constraints that may impact of the foundation of adjacent foundation, structures or utilities
installation (overhead clearances, access and considering the design of the adjacent
structures or utilities and performance impact
utilities). of the installation of the foundation on these
Constructability. facilities.
Cost.
Spread Footing Foundations
Spread footings may be adopted for bridges where suitable ground conditions occur
that will enable economical foundations to be provided.
Pile Foundations
Pile foundations are used to carry and transfer the load of the bearing ground located
at lower depths below the ground surface. This type of foundation is composed of the
pile cap and the piles.
Pile Foundations
REQUIRED PENETRATION

For hard cohesive or dense granular material :

minimum of 3.00 m
For soft cohesive or loosed granular material :
minimum of 6.00 m
Selection of Pile type
There are types of piles depending on the material. Chart on
the right shows the selection process for the type of pile to be
used.
Pile Tests and Capacity Determination
PILE INTEGRITY TEST BEARING CAPACITY TEST

Non-destructive method Determine / checks the actual bearing

capacity against the required ultimate bearing
Low strain dynamic test / ultrasonic echo test capacity
(cross hole sonic logging) / low strain integrity
test Test shall be conducted one at each abutment
and one at each pier or locations as specified
Locates pile discontinuities (voids, changes in in the plans or as designated by the Project
cross sections and soil resistance changes) Engineer
Tests shall be conducted on 50% of the total Should be undertaken on the first completed
number of bored piles per structure pile in a particular structure. Construction of
succeeding similar piles may be allowed only
after the acceptance of the results.
LOAD COMBINATIONS
AND LIMIT STATES
COMBINATION
AND FACTORS
LIMIT STATES
DEAD LOADS
Dead load shall include the weight of all components of the
structure, appurtenances and utilities attached thereto, earth cover,
wearing surface, future overlays, and planned widening.
DC – dead load of structural components and nonstructural
attachments
DW – dead load of wearing surfaces and utilities
LIVE LOADS
(VEHICULAR)
LIVE LOADS
(DESIGN TRUCK)
LIVE LOADS
(DESIGN TRUCK)
LIVE LOADS
(DESIGN TANDEM)
LIVE LOADS
(DESIGN LANE LOAD)
LIVE LOADS
(PERMIT LOADING CALTRANS)
LIVE LOADS
(IM)
LIVE LOADS
(SIDEWALK)
LIVE LOADS
(DECK SLAB)
MAXIMUM LIVE LOAD MOMENTS PER
UNIT WIDTH

Clear Girder Spacing (S)

Girder Width (bw)

(+) Moment
(-) Moment
EARTHQUAKE EFFECTS EQ
Earthquake effects shall be determined in accordance with the
DPWH Bridge Seismic Design Specifications (BSDS).
END OF PRESENTATION
Thank You!