Evaluation of Bridge Superstructure Capacity under Traffic Loading

Bunyamin Bunyamin; Dedy Saputra; Munirul Hady; David Sarana

doi:10.70028/mssi.v1i1.100

Authors

Bunyamin Bunyamin Department of Civil Engineering, Faculty of Engineering, Universitas Iskandar Muda, Banda Aceh, 23234, Indonesia Author
Dedy Saputra Department of Civil Engineering, Faculty of Engineering, Universitas Iskandar Muda, Banda Aceh, 23234, Indonesia Author
Munirul Hady Department of Civil Engineering, Faculty of Engineering, Universitas Syiah Kuala, Banda Aceh, 23111, Indonesia Author
David Sarana Department of Civil Engineering, Faculty of Engineering, Universitas Malikussaleh, Aceh Utara, 24351, Indonesia Author

DOI:

https://doi.org/10.70028/mssi.v1i1.100

Keywords:

Traffic Loads, Steel Bridge, Structural, Deflection, Axial Forces

Abstract

The Krueng Raba Bridge, located on the Banda Aceh–Meulaboh corridor, is a vital transport infrastructure subjected to high traffic loads, requiring reliable superstructure performance under varying loading conditions. This study addresses the lack of a comprehensive evaluation of the steel truss capacity under increasing actual traffic loads. Its novelty lies in applying an incremental loading approach to determine the maximum structural capacity up to near-failure conditions, in accordance with current national standards. This study aims to evaluate the load-carrying capacity of the bridge superstructure under traffic loading. The analysis adopts the Load and Resistance Factor Design (LRFD) method. Structural modeling and analysis were performed using SAP2000, involving model development, application of standard loads, and incremental loading simulations until the structural capacity limit was reached. Results indicate that the truss weight is 75.681 tons, with a total structural weight of 351.721 tons. The bridge is capable of sustaining a maximum load equivalent to seven trucks, with the seven trucks assumed to be positioned simultaneously in the most critical arrangement bumper-to-bumper in a single lane, as this configuration produces the maximum moment and deflection at mid-span, resulting in a maximum deflection of 107.42 mm. The peak axial forces reach −3655.271 kN (compression) and 3657.918 kN (tension), with a controlling capacity ratio of 0.958, still satisfying the strength requirement. The capacity ratio is adopted as the primary safety basis, while the excess deflection is considered a serviceability concern that can be improved through structural adjustment such as cambering.

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