Tunisian Republic

Ministry of Higher Education and Scientific

Scientific Research
University of Tunis El Manar
National School of Engineering of Tunis

Synthesis project

Development and study of the Baraket-Sahel

Baraket-Sahel interchange: RN1-RR28

Directed by:
ABDALLAH Ridha
ABAZA Sabri Mokhtar
Class:

3AGC3

Année universitaire 2022/2023

Summary ........................................................................................ Erreur ! Signet non défini.

Table of figures .................................................................................................................. III

Table list............................................................................................................................. IV

General introduction ............................................................................................................1

Chapter 1: Design of the road interchange ..........................................................................2

1.1 Introduction ..............................................................................................................3

1.2 Preliminary study .....................................................................................................3

1.2.1 Model 3D intelligent .........................................................................................3

1.2.2 Description of the exchanger .............................................................................4

1.2.3 Role of the interchanges ....................................................................................5

1.2.4 Design criteria for an exchanger ........................................................................5

1.2.5 Elements that make up an exchanger .................................................................5

1.3 The detailed design ................................................................................................. 10

1.3.1 Conception of ABAZA .................................................................................... 11

1.3.2 Conception of ABDALLAH ............................................................................ 12

1.4 Conclusion .............................................................................................................13

Chapter 2: Traffic study ..................................................................................................... 14

2.1 Introduction ............................................................................................................ 15

2.2 Different types of traffic ......................................................................................... 15

2.3 Capacity calculation ............................................................................................... 16

2.3.1 Definition of capacity ...................................................................................... 16

2.3.2 Evaluation of the evolution of traffic ............................................................... 16

2.4 Application to the project ....................................................................................... 16

2.4.1 Traffic data......................................................................................................16

2.4.2 Calculation of AADT year of commissioning .................................................. 17

2.4.3 Calculation of AADT for the 2045 horizon ...................................................... 19

I
 2.5 Conclusion .............................................................................................................20

Chapter 3: Dimensioning of the RR28 at the entrance of the highway without the bridge
.............................................................................................................................................21

3.1 Introduction ............................................................................................................ 22

3.2 Support soil study ................................................................................................... 22

3.3 Equivalent traffic .................................................................................................... 23

3.4 The dimension of the road pavement structure using ALIZE .................................. 23

3.4.1 The pavement structure and calculating the solicitations .................................. 24

3.4.2 Calculating the admissible solicitations ........................................................... 25

3.4.3 Calculating the vertical condition .................................................................... 27

3.5 Results Verification ................................................................................................ 28

3.6 Conclusion .............................................................................................................29

Chapter 4: Dynamic and static analysis of the bridge....................................................... 30

4.1 Introduction ............................................................................................................ 31

4.2 Presentation of SAP2000 ........................................................................................ 31

4.3 Static analysis ......................................................................................................... 31

4.4 Dynamic analysis ................................................................................................... 35

4.4.1 Bending moments............................................................................................ 39

4.5 Conclusion .............................................................................................................40

General conclusion .............................................................................................................41

II
Table of figures
Figure 1: Preliminary design of an infrastructure project on INFRAWORKS .........................4
Figure 2: Different elements of the project ..............................................................................4
Figure 3: Ramp design on Infraworks .....................................................................................6
Figure 4: The access road to the roundabout (RN1) on Infraworks ..........................................7
Figure 5: Design of different roundabout elements..................................................................7
Figure 6: Overflow exchanger ................................................................................................8
Figure 7: Design of the superstructure on Infraworks ..............................................................9
Figure 8:Design of bridge structural elements on Infraworks ..................................................9
Figure 9: Current bridge cross-section and longitudinal profile .............................................10
Figure 10: Detailed three-dimensional design of an infrastructure project on 3D civil ...........11
Figure 11: Design of the exchanger on autocad ..................................................................... 11
Figure 12: Design of the exchanger on 3D civil .................................................................... 12
Figure 13: Zoom on the roundabout and the bridge ............................................................... 12
Figure 14: Design of the interchange on the project site ........................................................ 13
Figure 15: Defining the reference load .................................................................................. 24
Figure 16: Final results on Alize ........................................................................................... 25
Figure 17: Horizontal admissible deformation ......................................................................27
Figure 18: Horizontal admissible deformation ......................................................................28
Figure 19: Deformation curve as a function of thickness ....................................................... 29
Figure 20: A window to input the dimensions of the slab. ..................................................... 32
Figure 21: Choosing the shell section material. ..................................................................... 32
Figure 22:Assigning the shell section. ................................................................................... 33
Figure 23: The mesh option. ................................................................................................ 33
Figure 24: The joints restraints of the first and last span. ....................................................... 34
Figure 25: The joints restraints for the intermediary spans. ................................................... 34
Figure 26: Analysis options. ................................................................................................. 35
Figure 27: Adding loads. ......................................................................................................37
Figure 28: Inserting the load value of AL1. ...........................................................................37
Figure 29: ELU.................................................................................................................... 38
Figure 30: ELS. ................................................................................................................... 39

III
Table list
Table1: Project data………………………………………………………………………….16
Table2: O/D matrix (MPH_March2019) in LV…………………………………………......17
Table3: O/D matrix (MPH_March2019) in HGV…………………………………………..17
Table4: AADT projection for the year of commissioning (2025)………………………….18
Table5: Induction rate………………………………………………………………………18
Table6: Total traffic including induced traffic in 2025 in pvu……………………………..18
Table7: Traffic on the project axes in 2025 and 2045…………………………………...…19
Table8: Practical bi-directional track capacity in PVU/ph/lane……………………………20
Table9: The following table represents the values of each zone…………………………...21
Table10: increase in base layer thickness…………………………………………………..29
Table11: Type of each vibration mode……………………………………………………..35
Table12: Load values……………………………………………………………………....36

Table13: The value of the bending moments mid span……………………………………..39

Table14: Table The value of the bending moments central support………………………40

IV
General introduction
In the context of the 3rd year study in civil engineering, at the National Engineering School of
Tunis "ENIT", we have been assigned to conduct a synthesis project about development and
study of an interchange in Hammamet. As we all know, the traffic problem is increasing day
by day in cities. There are many main reasons for this. Distorted urbanization, the increase in
population, and the increase in the number of vehicles are the 3 biggest factors causing traffic
problems. The crossroad of the RN1 ring road and the road RR28 to the highway in Hammamet
city has this problem of traffic. One of the solutions for this problem is to construct a bridge on
the ramp of the highway in the direction of the ring road to make the movement of vehicles
easier. The overall purpose of this project is to evaluate the mechanisms of the operation, the
organization, and management of projects and to improve our technical expertise in the field of
design and calculation of roads. In this report, we will present 4 main chapters:

 In the first chapter, we will present the project to be realized, the design office variant
and our design of the interchange.
 In the second chapter, we will establish the traffic survey of the interchange.
 In the third chapter, we will Dimension the RR28 at the entrance of the highway
without the bridge using ALIZE.
 The last chapter is devoted to the dimensioning of the pavement and the modelling of
the bridge on Sap2000

1
Chapter 1: Design of the road interchange

2
1.1 Introduction
In this chapter, we are going to describe our design of the road interchange and
present our two conceptions.

1.2 Preliminary study

1.2.1 Model 3D intelligent
Getting started with the use of BIM for an infrastructure project starts with creating an
intelligent model from various data sources that will help accelerate the pace of the entire
project.

In a BIM process, a model of the existing environment is 3D, spatially reliable and data rich.

The creation of this model is done in Autodesk Infraworks 360 software, a preliminary
engineering and design tool that supports BIM processes. It allows the model to be enhanced
with spatial data from various sources without the need for conversion.

Preliminary design in Infraworks 360 software differs from traditional CAD-based preliminary
design; it allows you to add model elements more quickly, create and evaluate multiple
alternatives, and present different options more effectively in the context of the existing
environment to project decision makers.

In the preliminary design phase, design alternatives must be created, evaluated and
communicated. This means adding design elements and proposing different variants to the
previously created model.

The purpose of this step is to integrate the technical proposals into the 3D model, to allow for
more efficient decision making, and to make more informed choices.

3
 Figure 1: Preliminary design of an infrastructure project on INFRAWORKS

1.2.2 Description of the exchanger

An interchange is a graded intersection where traffic transfers are separated from each other. It
allows to enter an expressway or a highway in advance of a regular road or another highway.

The interchanges are therefore located at the intersections between RN1 and RR28, including
the bridge in the direction of RR28 and the flat roundabout in the direction of RN1

It is a road interchange with an overpass allowing one road to cross over the other and a system
of ramps

Figure 2: Different elements of the project

4
1.2.3 Role of the interchanges
An interchange allows the exchange between two roads, in free and safe traffic conditions,
without them crossing each other in plan, which limits the slowing down in high traffic level
roads.

They are modern structures that fit perfectly with their surroundings, providing a better living
environment for citizens and better driving conditions for road users.

Interchanges are among the factors of economic and urban development.

1.2.4 Design criteria for an exchanger

The main objective of an interchange is to serve the interests of the users. Therefore, when
designing an interchange, parameters such as the following are taken into account

 Safety
 Classification of intersecting roads
 Base speed
 Traffic flow and composition
 Number of interchange branches
 Traffic control devices
 Right-of-way and land requirements
 Network aspects and consistency of design
 Economic aspects.
These elements help designers and drivers understand the roadway. To ensure that the roadway
functions properly during design, the roadway and interchanges should be considered as a single
system. Interchange construction is an attractive solution to many of the problems associated
with flat intersections.

1.2.5 Elements that make up an exchanger

As already mentioned, interchanges often consist of a crossing structure (bridges) and ramps
that connect the interchange to a highway or to a regular network road.

Ramp
An interchange ramp is a one-way or two-way connecting roadway that links two roads. It
consists of an exit and an entrance connection.

5
 Figure 3: Ramp design on Infraworks

The access road to the roundabout (RN1)

The road is composed of a complete and complex set of different elements, and refers to the
entire space reserved for road traffic, from the shoulder to the tracks. As the word "road"
includes all terms for traffic lanes accessible to users presented by the Highway Code, streets
are also considered roads.

 The shoulder
 The roadway
 Central median
 Lighting…

6
 Figure 4: The access road to the roundabout (RN1) on Infraworks

Roundabout
A typical traffic circle profile is as follows:

 The central island: This is the impassable part of the roundabout center. The central
island is delimited on its periphery by projecting curbs;
 The passable strip: This is the part located between the central island and the ring road.
It is generally separated by a slight projection from the ring.
 The ring that constitutes the traffic zone.
 The splitter island: This is the island that separates the opposing traffic lanes at the
entrance/exit branches.

The
separator Crossable
The ring
island strip
The central
island

Figure 5: Design of different roundabout elements

7
 The bridge variant
Generally speaking, bridges are elevated structures that allow a roadway to cross an obstacle or
a roadway, but particularly, in the case of interchanges, it is a structure that allows one highway
to cross the other. They are often made up of piers, abutments, multiple beams or a slab,
guardrails and support devices etc.

Figure 6: Overflow exchanger

A bridge consists of two main parts:

 The superstructure (slab, beam, spacer...)

 The infrastructure (abutments, piers...)
Superstructure

It is the upper part of the bridge that receives the loads due to traffic and external actions. It
consists of the slab, beams, braces, pavement and other accessories. To these elements must be
added :

 sidewalks
 curbs - pavements
 guardrails…
Infrastructure

This is the lower or inked part of the bridge. It includes the foundations as well as the supports
(abutments, piers...).

The supports carry the deck which constitutes the road above the river. They transmit all the
loads received from the superstructure and its own weight to the foundations.

8
 Figure 7: Design of the superstructure on Infraworks

When it is a slab bridge, as its name indicates, the deck is made up of a slab which can be
reinforced, prestressed, elegant, or ribbed. After the slab is also topped with two layers
(waterproofing layer and wearing course).

Figure 8:Design of bridge structural elements on Infraworks

The cross-section of our bridge consists of

 3 lanes per direction (3.5 m per lane)

 Concrete Barriers
 bridge parapets
 Transverse slope (2%)

9
 Figure 9: Current bridge cross-section and longitudinal profile

1.3 The detailed design

This section details the detailed design process of the study interchange on Civil3D and Autocad
software, based on the results of the preliminary design. The project design process will include,
but is not limited to, the following:

 The creation of the plan layout, which provides the 2D information necessary to
determine the path taken by the road and the traffic circle.
 The design of a longitudinal profile, which will give us the 3rd dimension, elevation
information at each point of the alignment.
 The design of a typical cross-sectional profile, which will show us the different sub-
entities, such as pavement, sidewalks and curbs, that make up the road.
These elements must meet the design standards predefined by SETRA's "Interchanges on
Highway Type Roads, Supplement to the ICTAAL".

10
 Figure 10: Detailed three-dimensional design of an infrastructure project on 3D civil

Since the project studied is an interchange, it consists of four ramps that are detached and
connected to the main road.

For the ramp (grombalia to highway): It is a bi-directional ramp, heading towards the highway.
It is constituted by a curve of radius of 60 m, framed by arcs of clothoid of 28 m. and for the 3
other ramps: are unidirectional ramps constituted by a curve of radius of 60 m, framed by arcs
of clothoid of 28 m

1.3.1 Conception of ABAZA

Figure 11: Design of the exchanger on autocad

11
1.3.2 Conception of ABDALLAH

Figure 12: Design of the exchanger on 3D civil

Figure 13: Zoom on the roundabout and the bridge

12
 Figure 14: Design of the interchange on the project site

1.4 Conclusion
Interchanges are an effective way to improve connections and better serve the population. They
allow for smooth traffic flow unlike flat intersections.

But they are critical areas where the designer must guarantee a high level of safety, and the
driver must adapt his speed and behaviour.

13
Chapter 2: Traffic study

14
2.1 Introduction
Traffic studies are a fundamental element in any consideration of transport infrastructure
development, from the simple treatment of a junction to a major motorway link. They are an
essential approach to the design, maintenance and operation of road networks.

Road design relies on traffic forecasts for road networks, or for other modes that may compete
with roads.

Traffic forecasts are necessary:

 To define the technical characteristics (geometric characteristics and pavement

structures) of the various road sections that must be adapted to the volume and nature
of expected traffic and thus determine the cost of the investment;
 To estimate the maintenance costs of the road network and the operating costs of the
vehicles, and in particular, to carry out the economic calculations.
The objective of this study is to define the traffic volumes on the RN1 and RR 29 roads and
their projections for future horizons.

2.2 Different types of traffic

Normal traffic

This is existing traffic on the old layout without taking into account the new project.

Diverted traffic
It is the traffic attracted to the new road and using, without investment, other roads having the
same destination, the traffic diversion is only a transfer between different means to reach the
same destination.

Induced traffic
This is the traffic that results from:
 New movements of people that occur and that due to the poor quality of the old
roadway design were not previously occurring or were occurring to other destinations.
 An increase in production and sales due to the lower production and sales costs
brought about by the new roadway.

Total traffic
This is the traffic on the new road that will be the sum of the induced traffic and the diverted
traffic.

15
2.3 Capacity calculation
2.3.1 Definition of capacity
The capacity of a road is the maximum hourly flow of vehicles that can reasonably be expected
to pass a point or flow on a uniform road section (or two directions) with its own geometric and
traffic characteristics during a specified period of time.

Capacity depends on:

Traffic conditions.
Weather conditions.
The type of users accustomed or not to the route.
Safety distances (including the reaction time of drivers, which varies from one road to
another)
Geometric characteristics of the section considered (number and width of lanes).

2.3.2 Evaluation of the evolution of traffic

The following formula gives the annual average daily traffic AADT in service year Tn as a
function of the traffic in survey year Tn0
𝐀𝐀𝐃𝐓 = 𝐀𝐀𝐃𝐓𝟎 (𝟏 + 𝛕)𝐧

AADT: average daily traffic for the year in service

AADTo: the average daily traffic of the year of the survey
n: number of years.
τ: annual traffic growth rate (%).

2.4 Application to the project

2.4.1 Traffic data
Table1: Project data

Year of counting and survey 2019

Year of commissioning 2025

Duration of project analysis (lifetime) 2025-2045

Annual growth rate for vehicles HGV et LV 3%

16
Table2: O/D matrix (MPH_March2019) in LV

O/D matrix (MPH_March2019) in LV

O/D Hammamet city Hammamet south highway grombalia total

Hammamet city 209 497 311 1017

Hammamet south 213 520 711 1444

highway 378 432 486 1296

grombalia 288 494 595 1377

total 880 1135 1612 1508 5134

Table3: O/D matrix (MPH_March2019) in HGV

O/D matrix (MPH_March2019) in HGV

O/D Hammamet city Hammamet south highway grombalia total

Hammamet city 8 54 30 92

Hammamet south 9 38 52 99

highway 26 29 16 71

grombalia 23 31 20 74

total 58 67 112 98 335

2.4.2 Calculation of AADT year of commissioning

Assuming that the traffic evolves according to a geometric law, the normal traffic of the year
of commissioning for LV and HGV is determined by this expression:

𝐀𝐃𝐃𝐓𝟐𝟎𝟐𝟓 = 𝐀𝐃𝐃𝐓𝟐𝟎𝟏𝟗 (𝟏 + 𝛕)𝟓

The normal traffic in passenger vehicle units (PVU) in this project is calculated by the following
expression:

𝑻𝒖𝒗𝒑 = 𝟐 × 𝑯𝑮𝑽 + 𝑳𝑽

17
Table4: AADT projection for the year of commissioning (2025)

traffic in year of entry into service 2025 in pvu

O/D Hammamet city Hammamet south highway grombalia total

Hammamet city 0 269 722 443 1434

Hammamet south 276 0 712 973 1961

highway 513 585 0 619 1717

grombalia 399 664 758 0 1821

total 1189 1515 2192 2035 6930

Projected induced traffic

This is the traffic that reflects the influence of the project's planned development, resulting in
increased production or sales due to lower transportation costs because of the facilities offered
by the road development.

The projected induced traffic is estimated for the next 20 years.

Thus, the induction rates by vehicle type are presented in Table 1111111.

Table5: Induction rate

Induction rate LV 10%

HGV 10%
Thus, the annual daily induced traffic in 2025 on the project route is illustrated in the table
below

Table6: Total traffic including induced traffic in 2025 in pvu

total traffic including induced traffic in 2025 in pvu

Hammamet
O/D Hammamet city south highway grombalia total

Hammamet city 0 296 795 487 1577

Hammamet south 303 0 783 1070 2157

highway 565 644 0 680 1889

grombalia 439 730 834 0 2003

total 1308 1667 2412 2238 7623

18
2.4.3 Calculation of AADT for the 2045 horizon
𝐀𝐀𝐃𝐓𝟐𝟎𝟒𝟓 = 𝐀𝐀𝐃𝐓𝟐𝟎𝟐𝟓 (𝟏 + 𝛕)𝟐𝟎
Table7: Traffic on the project axes in 2025 and 2045

traffic in end of service year 2045 in PVU

O/D Hammamet city Hammamet south highway grombalia total

Hammamet city 0 534 1435 880 2849

Hammamet south 548 0 1414 1933 3895

highway 1020 1162 0 1229 3411

grombalia 792 1319 1506 0 3618

total 2363 3010 4355 4042 13769

This graph summarises the number of uvp for each direction

From the result obtained, and referring to the table above, we concluded the type of road to
adopt for this project, a 3-lane road for each direction and a 1-lane road for each ramp except
the Grombalia to Hammamet ramp with 2 lanes. These roads ensure smooth traffic flow
throughout its service life.

19
Table8: Practical bi-directional track capacity in PVU/ph/lane

THRESHOLD pvu/ph/lane
Gene threshold 750

Heavy traffic threshold 1200

Congestion risk threshold 2000

2.5 Conclusion
It is easy to see that during the whole life of the project (20 years) the practical capacity will
never reach the saturation threshold for a 1-lane roadway (2000 vpu/ph).
Therefore, a 3-lane carriageway per direction is more than sufficient for our project. Therefore,
it will be exclusively retained.

20
Chapter 3: Dimensioning of the RR28 at
the entrance of the highway without the
bridge

21
3.1 Introduction
Pavement design always requires taking into account a certain number of parameters the nature
and quality of the supporting soil, the traffic and the nature, the quality of the materials and
materials and the effect of climate on the behaviour of these materials.

In this chapter, all the necessary steps for the design of the pavement of this project are
presented of the pavement of this project.

3.2 Support soil study

To determine the factored CBR value we need to define the value of the regional coefficients
𝜶 𝑎𝑛𝑑 𝜷 :
CBRi = 35
̅̅̅̅̅̅ = 𝑪𝑩𝑹𝜶𝒊 ∗ 𝑪𝑩𝑹𝜷𝒔
𝑪𝑩𝑹
CBRs = 25
In order to get 𝜶 𝑎𝑛𝑑 𝜷 we need to figure out the class of the climatic zone we are working
in. Accordingly, Tunisia is divided to three climatic zones: A, B and C.
Each zone is characterized by α and β coefficients according to the number of dry and wet
months.
Table9: The following table represents the values of each zone.

Climatic Region Number of Months Coefficient

Wet Dry 𝛽 𝛼
A 6 6 0,5 0,5

B 4 8 0,33 0,67

C 2 10 0,17 0,83

Our project is located in the climatic Region B:

𝜷 = 𝟎, 𝟑𝟑 𝜶 = 𝟎, 𝟔𝟕 ̅̅̅̅̅̅ = 𝟐𝟓𝟎,𝟑𝟑 ∗ 𝟑𝟓𝟎,𝟔𝟕 = 𝟑𝟏, 𝟑𝟐 ≈ 𝟑𝟏

𝑪𝑩𝑹

̅̅̅̅̅̅ = 𝟏𝟓𝟓 𝑴𝑷𝒂 > 𝟓𝟎 𝑴𝑷𝒂

𝑬 = 𝟓 ∗ 𝑪𝑩𝑹

The following table represents the classes of the long-term bearing capacity for the support
platform of the pavement:

Modulus [MPa] [20 ; 50] [50 ; 120] [120 ; 200] > 200

Platform class PF1 PF2 PF3 PF4

22
 Our platform class is PF3.

3.3 Equivalent traffic

 Traffic for the year 2013:
𝑻𝟐𝟎𝟏𝟑 = 𝟏𝟏𝟐 PL /HP/Direction

 Traffic for the year 2019:

𝑻𝟐𝟎𝟏𝟗 = 𝑻𝟐𝟎𝟏𝟑 ∗ 𝟖 = 𝟖𝟔𝟗 PL/j
 Traffic for the year that it started operating 2025:
𝑻𝟐𝟎𝟐𝟓 = 𝑻𝟐𝟎𝟏𝟗 ∗ (𝟏 + 𝒊)𝟔 ∗ 𝟏, 𝟏 = 𝟏𝟏𝟕𝟕 PL/j

(𝟏+𝒊)𝒑−𝟏
𝑵𝑬 = 𝟑𝟓𝟔 ∗ 𝑻𝒎 ∗ 𝑪𝑨𝑴 ∗ 𝒓 ∗ [ ]
𝒊
Tm : Traffic for the year that it started operating 2025 (for only one direction).
P: The duration of the pavement service life (20 years).
CAM = 0,8.
r: Coefficient of transverse distribution of traffic.
𝑵𝑬 = 𝟕, 𝟒 ∗ 𝟏𝟎𝟔 = 𝟏𝟑 𝒕
3.4 The dimension of the road pavement structure using ALIZE
Alize is a software used for the dimensioning of pavements by determining the constraints and
the deformations in the layers of the structure through its mechanical characteristics.

23
3.4.1 The pavement structure and calculating the solicitations
Firstly, we start by defining the reference load for Alize. We choose the option 1

Figure 15: Defining the reference load

Secondly, we choose the number of layers (4) by adding 1 layer. Then we define the materials,
the modulus, and Poisson coefficient used for each bonded layer.

Each layer is composed of:

Input for the surface course:

 Material: bituminous concrete.

 Thickness: 0.07 m.
 Modulus: 3600 MPa.
 Poisson coefficient: 0, 35.
Input for the base course:
 Material: bitumen gravel.
 Thickness: 0.1 m.
 Modulus: 6300 MPa.
 Poisson coefficient: 0.35.
Input for the sub base course:
 Material: reconstituted wet gravel.
 Thickness: 0,3 m.
 Modulus: 500 MPa.

24
  Poisson coefficient: 0,35
Input for the subgrade course:
 Material: natural soil.
 Thickness: infinite.
 Modulus: 155 MPa.
 Poisson coefficient: 0,35.
After that, we click on “Fast computation”. A window should open which is represented in
the following figure.

Figure 16: Final results on Alize

3.4.2 Calculating the admissible solicitations

The dimensioning of the pavement is based on the determination of the admissible constraints
(or the admissible deformations) of which each layer must satisfy one of the two conditions. To
be more precise for our structure to resist the applied solicitations, it is necessary to verify the
two conditions on the horizontal deformation in the bituminous layers and the vertical
deformation in the granular layers.
 The condition for the bituminous layers:

𝜺𝒕 ≤ 𝜺𝒕 𝒂𝒅𝒎𝒊𝒔𝒔𝒊𝒃𝒍𝒆

 The condition for the granular layers:

25
 𝜺𝒛 ≤ 𝜺𝒛 𝒂𝒅𝒎𝒊𝒔𝒔𝒊𝒃𝒍𝒆

3.4.2.1 Calculating the horizontal condition

The allowable tensile strain for asphalt layers is evaluated by the following formula:

𝜀𝑡,𝑎𝑑𝑚 = 𝜀(𝑁𝐸, 𝜃𝑒𝑞 , 𝑓)𝐾𝑟 𝐾𝑐 𝐾𝑠

With:

𝐸(10°𝐶) 106
 𝜀(𝑁𝐸, 𝜃𝑒𝑞 , 𝑓)= 𝜀6 (10°𝐶, 25 𝐻𝑧) . √ 𝐸(𝜃 . ( 𝑁𝐸 )𝑏
𝑒𝑞 )

𝜀6 = 𝜀 corresponding to 106 cycles (10 °C and 25Hz)

NE = Number of axles;
b= slope of the fatigue curve

 𝐾𝑟 : Coefficient adjusting the strain value, such as: 𝐾𝑟 = 10−𝑢𝑏𝛿 Where

𝑠ℎ
𝛿 = √[𝑆𝑁 2 + 𝑐 2 ( 𝑏 )2 ]
SN: dispersion on fatigue
SH: dispersion on thickness (cm)
c = 0, 02
t: value of the Gaussian distribution corresponding to the calculation risk

 𝐾𝑐 : Calibration coefficient, such as: 𝐾𝑐 = 1.1 for bituminous concrete(BC) and gravel
bitumen (GB)
 𝐾𝑠 : Coefficient for taking into account the heterogeneity related to the lower layer,
such as :
𝜀̅𝑡 Is to be divided by 1.1 in PF2 (between 50 and 75MPa) and 1.2 in PF1
(between 20 and 50MPa)

We click on “allowable values”, a new window should open:

- We check only the case for cumulated traffic in the traffic section which is equal to
9250000.
- The material type chosen for this condition is “bituminous”.
- We insert all the other parameters values (CAM= 0,8 , risk= 5% , 𝜀6 = 90 µ𝑠𝑡𝑟𝑎𝑖𝑛 ,
10°𝐶 𝑡𝑒𝑞
(−1/𝑏) = 5 , 𝐸10𝐻𝑧 = 12300 , 𝐸10𝐻𝑧 = 6300 , Sh= 0,025 m , SN= 0,3 m , 𝐾𝑟 = 0,744 ,
𝐾𝑐 = 1,3 , 𝐾𝑠 = 1).then we click on “Compute EpsiT allowable”.

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 The next figure showcases the Tab used for the

Figure 17: Horizontal admissible deformation

3.4.3 Calculating the vertical condition

The permissible vertical deformation 𝜀𝑧,𝑎𝑑𝑚 is evaluated by the following formula:

𝜀𝑧,𝑎𝑑𝑚 = 𝑎 (𝑁𝐸 )−𝑏

With
 𝜀𝑧 in mm/m
 b=0.222:
 High traffic a = 12000
 NE=7.4 106
We click on “allowable values”, a new window should open:
- We check only the case for cumulated traffic in the traffic section which is equal to
9250000.
- The material type chosen for this condition is “uga-soils”.
- We insert all the other parameters values (CAM= 0.8 , A=12000 , b= -0,222).
- We click on “compute EpsiZ allowable”.

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 The next figure showcases the Tab used for the

Figure 18: Horizontal admissible deformation

3.5 Results Verification

 Verification of the vertical condition:
𝜀𝑧 = 109,7 µ𝑠𝑡𝑟𝑎𝑖𝑛 < 𝜀𝑧 𝑎𝑑𝑚𝑖𝑠𝑠𝑖𝑏𝑙𝑒 = 358,3 µ𝑠𝑡𝑟𝑎𝑖𝑛
This condition is verified
 Verification of the horizontal condition:
𝜀𝑡 = 109,7 µ𝑠𝑡𝑟𝑎𝑖𝑛 > 𝜀𝑡 𝑎𝑑𝑚𝑖𝑠𝑠𝑖𝑏𝑙𝑒 = 81,5 µ𝑠𝑡𝑟𝑎𝑖𝑛

This condition is not verified

We need to increase the thickness of the sub base course to achieve this condition. The
following table represents

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Table10: increase in base layer thickness

Thickness (m) 0,1 0,12 0,14 0,16 0,18 0,2

𝜀𝑧 µstrain 279,2 250,4 225,3 203,6 184,6 168,1

𝜀𝑡 µstrain 109,7 98,3 89,4 81,6 74,6 68,1

380 Epsi(z) adm 350

360
340
320 300
300
DEFORMATION(MICRO DEF)

280
250
260
240
220 200 Eps (t)
200
180 Epsi(z) adm
160 150 Epsi(t) adm
140
120 Epsiz (mic def)
100
100
80
60 Epsi(t) adm 50
40
20
0 0
10 12 14 16 18 20
thickness CB (cm)

Figure 19: Deformation curve as a function of thickness

The horizontal condition is verified for thickness of 0.173m or higher for the base layer.

3.6 Conclusion
Based on all the above, the following table structure is proposed for this project

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Chapter 4: Dynamic and static analysis of
the bridge

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4.1 Introduction
In this chapter, all the steps necessary for the static and dynamic study of this project
4.2 Presentation of SAP2000
SAP2000 Is a software that calculates internal efforts which was edited by ‘Computers &
Structures’, the first three words of SAP2000 is an Abbreviation of Structural Analysis
Program.

This software, now in its 24th edition, is frequently used by civil engineers in the design and
analysis of bridges and dams…

This software is also used for structures that were constructed with reinforced concrete, steel
frames or other different constructing materials and under any form of loading: punctual, linear,
surface…

SAP2000 deals with serval type of static loading (the structure own weight, exploitation load...)
or dynamic loading (earthquake, explosion…). In addition, it has several settings for the
different verification: Eurocode, American regulations….

The software is not available in French and does not provide formwork plans or reinforcement
plans for elements constructed using reinforced concrete.

4.3 Static analysis

To investigate the various solicitations in our bridge, we resort to the use of the SAP2000
software.

After changing the units to KN.m and creating new model, we start by writing down the values
of the length and the width of the bridge. The figure 1 represents

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 Figure 20: A window to input the dimensions of the slab.

Then we define the shell section and its material used for the slab which is concrete. The
figure2 represents the material chosen for this shell section.

Figure 21: Choosing the shell section material.

Next, we are going to apply this slab to all the spans of the bridge.

Our bridge is composed of 5 spans which different lengths:

 The first and the last slab have a length of 16m.

 The intermediary slabs have a length of 20m.

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This figure 3 showcases

Figure 22:Assigning the shell section.

Then we move on to establishing the mesh in the slab. The figure 4 show the mesh options
selected.

Figure 23: The mesh option.

After clicking on “ok”, we assign our structural bearings apparatus to the spans of the bridge:

 The joint restraints selected for the first and last span are articulated joints.
 The joint restraints chosen for the intermediary spans are simple joints.

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The figure 5 and 6 explains the joint restraints of the bridge.

Figure 24: The joints restraints of the first and last span.

Figure 25: The joints restraints for the intermediary spans.

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Finally, we set up the parameters (Number of modes (8), the analysis options…) used in the
next part which is the dynamic analysis of the bridge which are highlighted in the following
figure 7.

Figure 26: Analysis options.

4.4 Dynamic analysis

The dynamic study of the structure consists in determining the modes of the sections that must
verify that the natural frequencies (or periods) of the structures are sufficiently different from
those of the excitation source, in order to guard against any resonance phenomenon. We have
8 modes of vibration illustrated in the following table:

Table11: Type of each vibration mode

Mode Period (s) Frequency (Hz) Type

1 0,3096 3,23 corrugation

2 0,2772 3,61 balancing

3 0,2478 4,035 corrugation

4 0,1942 5,15 corrugation

5 0,1577 6,34 corrugation

6 0,1474 6,78 corrugation

7 0,1312 7,62 torsion

8 0,1222 8,18 torsion
 Interpretation:

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The frequency value of earthquake in Tunisia is between 2 Hz and 5 Hz, we can notice that
frequencies of the first mode, the second mode and the third mode are in this interval so; the
bridge will get influenced by earthquakes. So, a seismic vibrational excitation in the range of 2
to 5 HZ can bring the structure into resonance. To prevent this phenomenon of resonance in the
bridge, we can improve the construction materials of the piers and abutments, for instance, with
ultrahigh performance fibre-reinforced concrete, characterized by its high tensile strength and
long-term durability.

After running the calculations and viewing each mode, various sections of the span must be
studied to know the maximum moments and to determine the distributed load. We are going to
study the bending moments in the different sections of the bridge:

 Mid span of the first span.

 Mid span of the second span.
 Mid span of the second span.
 Central support between the first and second span of the bridge.
The load that will be used is the charge Al. It is a uniformly distributed load of varying intensity
depending on the overloaded length and which correspond to one or more lines of vehicles that
can stop on the bridge. It represents a traffic jam or a parking lotor quite simply continuous
circulation at a uniform speed of a stream of vehicles composed of light and heavy-duty cars.

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𝐴𝐿(𝐾𝑁. 𝑚−2 ) = 𝑎1 ∗ 𝑎2 ∗ (2,3 + 𝐿+12)
The following table resumes the values of the loads used.

Table12: Load values.

Load Name Load value (KN/m2) The zone of the loading

AL1 -15,15 First span

AL2 -13,55 Second span

AL3 -9,8 Third span

SUPERSTRUCTURE -4 All the structure

Using the lines of influence, we determined which are the zones of favourable (and
unfavourable) loading that minimize (maximize) an action at a given point.

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Each load was introduced to SAP2000 by clicking on “Define”, “Static load cases” then “Add
a new load” after naming the load and choosing “LIVE” for the type of the load. The next
figure 8 represents the adding of the loads AL.

Figure 27: Adding loads.

Then we selected the zone of loading, and we click on “Assign” “joint static loads”

“forces”. The figure 9 represents the value of load AL1.

Figure 28: Inserting the load value of AL1.

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After the defining of loads using SAP2000, we need to define the loading combinations used
for ELU and ELS by clicking on “Define” then “load combination”. The figure 10 and 11
resumes this loading combination.

Figure 29: ELU.

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 Figure 30: ELS.

4.4.1 Bending moments

4.4.1.1 Bending moments mid spans

The following table represents the value of the bending moments mid span:
Table13: The value of the bending moments mid span.

Load Name Bending Moment (KN.m)

Dead load 329,09

AL1 608,5475
AL2 270,22

AL3 525,33

SUPERSTRUCTURE 398,75

ELU 1973,2142
ELS 1458,5596

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4.4.1.2 Bending moments central support
The following table represents the value of the bending moments central support:

Table14: Table The value of the bending moments central support.

Load Name Bending Moment (KN.m)

AL1 -940,8085
AL1 -924,5911
ELU -3685,7547
ELS -2748,3990

4.5 Conclusion
In this chapter we dealt with the dimensioning of the road structure followed by the dynamic
study of the structure and the bending moments in the different sections of the bridge. The
SAP2000 software has illustrated to us the moment behaviour in every position in the bridge,
which made us know the most unfavourable charging cases positive moments.

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General conclusion
This project synthesis is a good opportunity to practice some knowledge in the field of the
aspect of road design. In addition, we have been well initiated as to the use of calculation codes
and adequate software that are widely used and mastered by the Tunisian design offices. Indeed,
this mini project allowed us to understand and learn to master the structural behavior analysis
of the bridge using the software sap2000 and how we can dimension the layers of a road using
ALIZE-LCCP.

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