Design Modification Report of Bridge On Gas Supply Pipeline

REDESIGN REPORT OF BRIDGE STRUCTURE ON
VICO'S MAJOR GAS SUPPLY PIPELINE
Doc. No : TTE044-xxxx-xx-xx-Ax
REDESIGN THE EXISTING STRUCTURAL DESIGN OF CONNECTING Job. No : TTE044
BRIDGE ON VICO'S MAJOR GAS SUPPLY PIPELINE Rev. No : Axx
Date : 20/03/2013
Reference Specs. : Bridge Engineering Specification Engineer : FS
A. GENERAL
The purpose of this calculation sheet is for redesign of connecting bridge structure on Vico's major gas
supply pipeline at KM 21+600 Marangkayu, Kab. Kutai Kertanegara for PT TTLB.
B. REFERENCES AND CODES

- SNI (Standar Nasional Indonesia ) 03-2847-2002 & 03-1729-2002
- ACI (American Concrete Institute ) 318-05 M
- AISC-LRFD 1999 (American Institute of Steel Construction - Load Resistance Factor Design )
- SNI-T-02-2005 (Standar Nasional Indonesia ), Standard Load for Bridge Structure
- RSNI 03-1726-201x & Indonesia Earthquake Zone Map 2010
- BMS (Bridge Management System ) 1992, etc
- Braja M Das 2011, Foundation Engineering 7th Edition
C. DOCUMENT REFERENCE
- "Hasil Sondir KM 21+600"
D. MATERIAL PROPERTIES
a. Material of Concrete and Bored Pile Element
Concrete material will be using requirements for concrete exposed to underground area.
Cement = Portland Cement Type IV (ASTM 150), for use when low heat of hydration is desired
f'c = 29 MPa (Min. Compress. Strength at 28 Days and must be reached 46% of the strength in 3 days )
wc = 0.5 (Max. Water-cementious material ratio )
b. Material of Steel Rebar Element

390 MPa (Deformed Bars ) according to JIS G 3112
fy =
235 MPa (Plained Bars ) according to JIS G 3112
c. Material of Steel Profile Element

Steel element would be used ASTM A-36 or equivalent with JIS G3101 Grade SS400.
fy = 250 MPa
fu = 410 MPa
d. Material of Bolt Element

Bolt element would be using High Strength Bolt (HSB) ASTM A 325-M TYPE-I Hot Dip Galvanized
Ft = 620 MPa
Fv = 330 MPa
e. Material of Welding Rod

Welding rod material would be using E-70elektrodes
70 ksi
fu =
4,921 kg/cm2
Review of Bridge Structure Design on Vico's Major Gas Supply Pipeline Page 1 of 66
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Date : 20/03/2013
E. LOADING DATA (EXISTING & ADDITIONAL)
1) Dead Load
2) KEL (Knife Edge Load)
3) UDL (Uniformly Distrubuted Load)
4) Truck Load
5) Braking Force
6) Earthquake Load
7) Wind Load
F. ANALYSIS METHOD
Analysis method for this bridge structure will be using step by step method and manual calculation using
MS EXCEL for steel slab. But especially for superstructure of longitudinal beams, concrete elements and
substructure will be using finite element method and SAP 2000/CSI Col. as the structural analysis software.
G. STRUCTURAL MODEL
Structural model of the existing bridge design shown as follows :
Longitudinal Cross Section of Bridge
Site Plan of Bridge

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H. LOADING ANALYSIS
All of actual loads on bridge shown as follows :
H.1 Dead Load

Dead loads on bridge consists of :
- Selfweight of Concrete = 2,400 kg/m3
- Selfweight of Steel = 7,850 kg/m3
- Asphalt = 2,200 kg/m3
H.2 KEL (Knife Edge Load)

Refer to SNI-T-02-2005 sect. 6.3.2 , KEL (Knife Edge Load) shall be placed in any position along the
bridge. The KEL shall be applied perpendicular to the direction of traffic on the bridge. The value of
KEL shall be 49 kN/m
Source : SNI-T-02-2005
KEL (Knife Edge Load)
H.3 UDL (Uniformly Distrubuted Load)

The loaded length "L" is the total length of the UDL applied to the bridge. The UDL may be applied in the
broken lengths to maximize its effects on continuous bridges or unusual structure. According to SNI-T-02-
2005 sect. 6.3.1.2 actual loads caused by UDL shown as follows :
L 30 m = 9 kPa
L > 30 m = (9 x (0.5+15/L) kPa
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UDL (Uniformly Distrubuted Load)
H.4 Truck Load

Truck Load on structure would be designed for truck specification as follows :
Truck Load 1 (Payload Capacity 20 tons)

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Truck Load 3 (Payload Capacity 30 tons) Based on SNI-T-02-2005

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All of actual loads caused by KEL and Truck Loads must be multiplied by (1+DLA (Dynamic Load Allowance ))
factor such as follows :
Source : BMS 1992

DLA (Dynamic Load Allowance)
H.5 Braking Force

Braking force would be governed for pier wall structure and bridge bearing system.
Source : BMS 1992

Braking Force on Bridge Structure
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H.6 Earthquake Load
Earthquake load or seismic analysis on the structure would be calculated according to RSNI 1726-201x
and Indonesia Earthquake Zone Map 2010 in which the code refer to IBC 2009. Earthquake load on the
structure would be analyzed by using Response Spectrum Function and Complete Quadratic Combination
(CQC) method . Earthquake load would be governed for pier wall structure. The parameter of earthquake
load calculation RSNI 1726-201x and Indonesia Earthquake Zone Map 2010 shall be as follows :
Data Input
1. Risk Category of Structure = 2 see table 1, RSNI 1726-2010 sect. 4.1.2
2. Soil Acceleration Parameter
SS = 0.25 g see figure 9 (map) RSNI 1726-2010
S1 = 0.15 g see figure 10 (map) RSNI 1726-2010
3. Site Classification = 5 see table 3, RSNI 1726-2010 sect. 5.3
Data Output
1. Occupancy Importance (I) = 1.00 see table 2, RSNI 1726-2010 sect. 4.1.2
2. Site Coefficient
Fa = 2 50
2.50 see table
t bl 44, RSNI 1726-2010
1726 2010 sect.
t 66.2
2
Fv = 3.35 see table 5, RSNI 1726 sect. 6.2
So :
S MS = 0.63 g see eq. 5, RSNI 1726-2010 sect. 6.2
S M1 = 0.50 g see eq. 6, RSNI 1726-2010 sect. 6.2
3. Parameter Spectral Acceleration Design
S DS = 0.42 g see eq. 7, RSNI 1726-2010 sect. 6.3
S D1 = 0.34 g see eq. 8, RSNI 1726-2010 sect. 6.3
4. Response Spectrum Design
T0 = 0.16 s see eq. 11, RSNI 1726-2010 sect. 6.4
TS = 0.80 s see eq. 12, RSNI 1726-2010 sect. 6.4
Response Spectrum Table

T Sa T Sa
2
(second) (m/s ) (second) (m/s2)
0.00 0.17 2.20 0.15
0.16 0.42 2.40 0.14
0.80 0.42 2.60 0.13
1.00 0.33 2.80 0.12
1.20 0.28 3.00 0.11
1.40 0.24 3.20 0.10
1.60 0.21 3.40 0.10
1.80 0.19 3.60 0.09
2.00 0.17 3.80 0.09
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Response Spectrum Graph
Ss Classification Map According to RSNI 1726-201x
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S1 Classification Map According to RSNI 1726-201x
H.7 Wind Load

Wind pressure acting on structure would be determined based on SNI-T-02-2005 sect. 7.6.2 & SNI-T-02-
2005 sect. 7.6.4 . Wind pressure acting on superstructure would be transfered to pier wall structure.
2
- Wind pressure acting on superstructure TEW_1 = 0.0006*CW*VW *Ab
- Wind pressure acting on vehicles TEW_2 = 0.0012*CW*VW2*Ab
Where :
CW = Friction Coeff. (1.2 for vehicles and 1.25 for Superstructure)
VW = Basic wind velocity = 30 m/s
Ab = Equivalent area of bridge structure/Vehicles (m )
2
TEW = Wind pressure (kN)
I. CHECKING THE SUPERSTRUCTURE DESIGN FOR STEEL ELEMENT

Checking the superstructure design for steel element shown as follows :
I.1 Slab Analysis

Design Properties :
- Width = 0.440 m
- Governed Length = 0.400 m
- Thickness of Steel = 0.014 m
- Thickness of Asphalt = 0.110 m
- Clearence Height of Rib = 0.120 m
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*) Rib is used to increase inertia moment of steel slab's cross section only
*) Effective width which is governed using 45 o loading distribution caused by contact plane of wheel's truck
Cross Section of Steel Plate Which Would Be Used to Computation
a) Computation of actual loads on slab

*) Loading Factor :
u
- For dead loads (K MS) = 1.30 (SNI-T-02-2005 sect. 5.2)
u
- For additional dead loads (K MA) = 2.00 (SNI-T-02-2005 sect. 5.3)
u
- For truck loads (K TT) = 1 80
1.80 (SNI-T-02-2005
(SNI T 02 2005 sect.
sect 66.4.1)
4 1)
*) Actual loads
- Dead Loads (Selfweight/Steel) = 97.15 kg/m
- Add. Dead Loads (Asphalt) = 212.96 kg/m
- Total Dead Loads = 341.12 kg/m
- Max. Truck Load 1 (4.75 tons for 1 wheel) = 55,575 kg/m (Contact Pressure per length )
- Max. Truck Load 2 (8 tons for 1 wheel) = 93,600 kg/m (Contact Pressure per length )
*) All of actual loads has been multiplied by loading factor
*) Especially for truck load has been multiplied too by (1 + DLA) factor
Truck Load 1, 2, 4 & 5 Truck Load 3

Contact Plane of Wheel's Truck to Steel Slab
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b) Internal Force Calculation

Internal force calculation would be assumed that the steel slab as one way slab. Governed length which
would be used to computation is unsupported length of steel slab (400 mm) .
qTr4 = 166,725.0 kg/m
Truck Load 5 ===>
qTr4 = 99,450.0 kg/m
Truck Load 4 ===>
qTr3 = 131,625.0 kg/m
Truck Load 3 ===>
qTr2 = 93,600.0 kg/m
Truck Load 2 ===>
qTr1 = 55,575.0 kg/m
Truck Load 1 ===>
qDL = 341.12 kg/m
Dead Load ===>

Lspan = 400.00 mm
A B
Calculation of actual maximum internal forces shown as follows :

*) Bending Moment Calculation :
Max. Bending moment caused by Dead Load shown as follows :
Mmax_DL (1/8)*(qDL)*(Lspan)2
=
6.822 kg.m
Max. Bending moment caused by Truck Load 1 shown as follows :
2
Mmax_Tr1 (1/8)*(qTr1)*(Lspan)
=
1,111.5 kg.m
2
=
1,872.0 kg.m
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Date : 20/03/2013
Mmax_Tr3 (1/8)*(qTr3)*(Lspan)2
=
2,632.5 kg.m
2
=
1,989.0 kg.m
2
=
3,334.5 kg.m
g moment on steel slab shown as follows :

Total actual bending
MDL + MTr_max
Mtot =
3,341.32 kg.m ; Critical Max. Bending Moment
*) Shear Force Calculation :

Max. Shear force caused by Dead Load shown as follows :
(1/2)*(qDL)*(Lspan)
Vmax_DL =
68.225 kg
Max. Shear force caused by Truck Load 1 shown as follows :
(1/2)*(qTr1)*(Lspan)
Vmax_Tr1 =
11,115 kg
Vmax_Tr2 =
18,720 kg
Vmax_Tr3 =
26,325 kg
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Vmax_Tr4 =
19,890 kg
Vmax_Tr5 =
33,345 kg
Total actual shear force on steel slab shown as follows :

VDL + VTr_max
Vtot =
33,413.22 kg ; Critical Max. Shear Force
c) Strength Analysis
Strength analysis of steel slab shown as follows :
*) The Strength Due to Max. Bending Moment :

Strength analysis due to bending moment would be calculated such as follows :
- Center of Gravity Calculation

Center of Gravity is began from top slab :
Ai*yi
top An
=>
0.031 m
30.65 mm
bottom = 103.35 mm
- Moment of Inertia Calculation

3 2
Ix-x (1/12)*(b)*(h) + A*dy
=
22,833,813 mm4
(1/12)*(h)*(b)3 + A*dx
2
Iy-y =
133,036,213 mm4
- Calculation Plastic and Elastic Section Modulus
Ai*di
Plastic Section Modulus Zy =
299,091 mm3
I/ybot
Elastic Section Modulus Sy =
220,930 mm3
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Analysis Method to Find Plastic Section Modulus
So, the strength of steel slab due to maximum bending moment shown as follows :
*Zy*fy
*Z *f ; AISC-LRFD
AISC LRFD 1999 Ch
Ch. F
F, sect.
t F1
F1.1
1
Mp =
67,295,532 N.mm
*Sy*fy ; AISC-LRFD 1999 Ch. F, sect. F1.1
My =
49,709,355 N.mm
Mp 1.5*My
Mn =
67,295,532 N.mm ; AISC-LRFD 1999 Ch. F, sect. F1.1
Mtot = 32,778,373 N.mm
Mn > Mtot OK
Control the strength of steel slab due to bending moment for all combination caused by truck load :
Dead + Truck Load 1

Mu =
10,970,743 N.mm
Mn = 67,295,532 N.mm
Checked = PASSED, Mn > Mu
*) Truck with payload capacity 20 tons
Dead + Truck Load 2

Mu =
18,431,248 N.mm
Mn = 67,295,532 N.mm
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Date : 20/03/2013
Dead + Truck Load 3
Mu =
25,891,753 N.mm ; (Critical Result)
Mn = 67,295,532 N.mm
*) Truck with payload capacity 30 tonsfrom BMS
Dead + Truck Load 4

Mu =
19,579,018 N.mm
Mn = 67,295,532 N.mm
Dead + Truck Load 5

Mu =
32,778,373 N.mm
Mn = 67,295,532 N.mm
*)) Truck with payload capacity 140 tons
*) The Strength Due to Max. Shear Force :

Strength analysis due to maximum shear force would be calculated such as follows :
{tw*(hrib + tw)} ; AISC-LRFD 1999 Ch. F, sect. F2.1

Aw = 2
3,752 mm
h/tw = 10 OK < 260
0.9*0.6*fy*Aw ; AISC-LRFD 1999 Ch. F, sect. F2.2
Vn =
506,520 N
Vtot = 327,784 N
Control the strength of steel slab due to shear force for all combination caused by truck load :
Dead + Truck Load 1

Vu =
109,707 N
Vn = 506,520 N
Checked = PASSED, Vn > Vu
Dead + Truck Load 2

Vu =
184,312 N
Vn = 506,520 N
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Date : 20/03/2013
Dead + Truck Load 3

Vu =
258,918 N ; (Critical Result)
Vn = 506,520 N
*) Truck with payload capacity 30 tons from BMS
Dead + Truck Load 4

Vu =
195,790 N
Vn = 506,520 N
Dead + Truck Load 5

Vu =
327,784 N
Vn = 506,520 N
Checked = PASSED,, Vn > Vu
*) Interaction Control Due to Max. Actual Forces :

The strength of steel slab due to max. Intercation forces shown as follows :
2 2 0.5
{(Mu/Mn) + (Vu/Vn) } = 0.810 PASSED, < 1
Control the strength of steel slab due to all interaction forces caused by truck load :
*) Truck Load 1
{(Mu/Mn)2 + (Vu/Vn)2}0.5 = 0.271 PASSED, < 1.25
*) Truck Load 2
2 2 0.5
{(Mu/Mn) + (Vu/Vn) } = 0.455 PASSED, < 1.25
*) Truck Load 3
2 2 0.5
{(Mu/Mn) + (Vu/Vn) } = 0.640 PASSED, < 1.25
*) Truck Load 4
2 2 0.5
{(Mu/Mn) + (Vu/Vn) } = 0.484 PASSED, < 1.25
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*) Truck Load 5
{(Mu/Mn)2 + (Vu/Vn)2}0.5 = 0.810 PASSED, < 1.25
d) Calculate The Required Welded Thickness

- Height (d) 300 mm
- Width (b) = 14 mm
- tweld = 6 mm (welding thickness has been designed include corrosion allowance = 1 mm)
- te = 0.707*tweld
Calculation of the connection shown as follows :
2 2
d*(3b + d )*tw
Ip =
6
Ip = 1.47E+07 mm4
Actual Working Forces on Steel Slab of The Bridge

Stress caused by shear forces :
V_max = 16,707 kg
2
Awelded = (2*dweld)*tweld = 19.45 cm
Vmax
fV = = 858.86 kg/cm2
Awelded
Stress caused by bending moments :
Mmax = 167,066 kg.cm

Ip
Sx = = 97.90 cm3
CoGwx
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M
fvM = = 1,706.58 kg/cm2
S
Ip
Sy = = 2,097.76 cm3
CoGwy
M
fhM = = 79.64 kg/cm2
S
The strength of welded connection :

fn = x 0.6 x E70xx = 2,214.45 kg/cm2
Total working stress on connection :

ftot = (fv2 + fm2)1/2 = 1,912.2 kg/cm2 ; fn > ftot = OK
*) Note :
- Welded thickness must be designed by considering Minimum Effective Throat Thickness of Partial-Joint-
Penetration Groove Welds (Used for Built Up member) based on AISC LFRD Table J.2.3
Welded Part on Steel Slab
I.2 Longitudinal Beam Design

Design Properties :
- Section Properties = WF 500.200.10.16
- Height = 500 mm
- Width = 200 mm
- Thickness of Web = 10 mm
- Thickness of Flange = 16 mm
- Distance between long. Beam = 600 mm
- Length = 5660 mm
- Weight = 89.65 kg/m
- Cross Sectional Area = 0.01142 m2
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a) Computation of actual loads on long. beam

*) Loading Factor :
u
- For dead loads (K MS) = 1.30 (SNI-T-02-2005 sect. 5.2)
u
- For additional dead loads (K MA) = 2.00 (SNI-T-02-2005 sect. 5.3)
u
- For truck loads (K TT) = 1.80 (SNI-T-02-2005 sect. 6.4.1)
u
- For traffic loads (K TD) = 1.80 (SNI-T-02-2005 sect. 6.3)
*) Actual loads
- Dead Loads (Selfweight/Steel) = 116.55 kg/m
- Dead Load Caused by Steel Slab = 137.16 kg/m
- Add. Dead Loads (Asphalt) 290.40 kg/m
- Total Dead Loads = 598.51 kg/m
- Max. Truck Load 1 = *) Would be analyzed as vehicle loads
- Max. Truck Load 2 (8 tons for 1 wheel) = *) Would be analyzed as vehicle loads
- Max. Truck Load 3 (11.25 tons for 1 wheel) = *) Would be analyzed as vehicle loads
- Max. Truck Load 4 = *) Would be analyzed as vehicle loads
- Max.
M Truck
T k Load
L d5 = *) Would
W ld be
b analyzed
l d as vehicle
hi l lloads
d
- KEL (Knife Edge Load) = 66.53 kg
- UDL (Uniformly Distrubuted Load) = 990.83 kg/m
*) All of actual loads has been multiplied by loading factor
*) Especially for truck and KEL loads has been multiplied too by (1 + DLA) factor
*) Especially for truck loads 1, 4 and 5 would be analyzed as special case because the truck load has complex condition
b) Structural Analysis
Longitudinal beam of the bridge would be analyzed as 3D frame in finite element software SAP 2000.
3D Model of Longitudinal Beam
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Frame Releases of Longitudinal Beam on The Bridge

Note :
Transversal and diaphragm beams would be designed as pinned beam or secondary beam
c) Loading Position
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REDESIGN REPORT OF BRIDGE STRUCTURE ON

VICO'S MAJOR GAS SUPPLY PIPELINE

B. REFERENCES AND CODES

b. Material of Steel Rebar Element

c. Material of Steel Profile Element

d. Material of Bolt Element

e. Material of Welding Rod

Longitudinal Cross Section of Bridge

Site Plan of Bridge

H.1 Dead Load

H.2 KEL (Knife Edge Load)

H.3 UDL (Uniformly Distrubuted Load)

H.4 Truck Load

Truck Load 1 (Payload Capacity 20 tons)

Truck Load 2 (Payload Capacity 30 tons)

Truck Load 3 (Payload Capacity 30 tons) Based on SNI-T-02-2005

Truck Load 4 (Payload Capacity 70 tons)

Truck Load 5 (Payload Capacity 140 tons)

Source : BMS 1992

H.5 Braking Force

Source : BMS 1992

Response Spectrum Table

Response Spectrum Graph

Ss Classification Map According to RSNI 1726-201x

S1 Classification Map According to RSNI 1726-201x

H.7 Wind Load

TEW = Wind pressure (kN)

I. CHECKING THE SUPERSTRUCTURE DESIGN FOR STEEL ELEMENT

I.1 Slab Analysis

a) Computation of actual loads on slab

Truck Load 1, 2, 4 & 5 Truck Load 3

b) Internal Force Calculation

qTr4 = 166,725.0 kg/m

Truck Load 5 ===>

qTr4 = 99,450.0 kg/m

Truck Load 4 ===>

qTr3 = 131,625.0 kg/m

Truck Load 3 ===>

qTr2 = 93,600.0 kg/m

Truck Load 2 ===>

qTr1 = 55,575.0 kg/m

Truck Load 1 ===>

qDL = 341.12 kg/m

Dead Load ===>

Calculation of actual maximum internal forces shown as follows :

Max. Bending moment caused by Truck Load 1 shown as follows :

Max. Bending moment caused by Truck Load 2 shown as follows :

Max. Bending moment caused by Truck Load 3 shown as follows :

Max. Bending moment caused by Truck Load 4 shown as follows :

Max. Bending moment caused by Truck Load 5 shown as follows :

g moment on steel slab shown as follows :

*) Shear Force Calculation :

Max. Shear force caused by Truck Load 1 shown as follows :

Max. Shear force caused by Truck Load 2 shown as follows :

Max. Shear force caused by Truck Load 3 shown as follows :

Max. Shear force caused by Truck Load 4 shown as follows :

Max. Shear force caused by Truck Load 5 shown as follows :

Total actual shear force on steel slab shown as follows :

*) The Strength Due to Max. Bending Moment :

- Center of Gravity Calculation

- Moment of Inertia Calculation

- Calculation Plastic and Elastic Section Modulus

Analysis Method to Find Plastic Section Modulus