## 4 Numerical Verification of Innovative Designs  
### Load-Carrying Capacity  
The purpose of this bridge load-carrying capacity analysis is to check whether the strength and stiffness of the structure meet the design requirements in service condition. The calculated loads of the Jinghe Bridge mainly include permanent action and variable action. The permanent actions include first stage constant load, second stage constant load and suspender force. The permanent action and variable action shall conform to the regulations of the current specification [32]. The first stage of constant load mainly considers the self-weight of the structure. Self-weight load is calculated by multiplying the cross-sectional area of the elements by the gravitational density of the material. The second stage constant load is distributed to the main girder according to uniformly distributed load, then transferred to the suspenders and finally to the arch ribs. The second stage of constant load includes bridge deck pavement, guardrail and pedestrian facilities, etc. The cast-in-place layer of the main girder adopts C50 steel fiber concrete with a thickness of 10 cm and weight of 26 kN/m\({}^{3}\), and the load is calculated according to the actual load-bearing area. The bridge deck pavement layer is made of 10 cm thickness asphalt concrete with a weight of 24 kN/m\({}^{3}\), and the load is calculated according to the actual area of load bearing. The pavement pillow beam and sidewalk slab are made of C30 concrete with a weight of 26 kN/m\({}^{3}\), loaded according to the actual position. The sidewalk railing is steel railing, and the single side load is calculated according to 1.0 kN/m. The suspender force mainly refers to the initial tension of the suspender, which is included in the structural analysis according to the preload. Variable effects include foundation settlement effects, vehicle load and temperature effects. The foundation settlement effect is considered according to the main pier settlement for vertical down 1 cm, the two banks of the abutment settlement for vertical down 0.5 cm. The vehicle load level is highway I. According to the results of the structural nature vibration analysis, the structural basic frequency value is 0.53 Hz, and the resulting impact coefficient is 0.05. The load on the sidewalk is considered according to the crowd load of 2.5 kN/m\({}^{2}\). The temperature effects are considered using the system temperature and gradient temperature functions of the software for the overall variable temperature and nonlinear temperature rise and fall, respectively. The design of the limit state of carrying capacity of the main components is calculated according to the basic combination of action effects. The load-carrying capacity limit state calculation is carried out in accordance with article 4.2.1 of the specification [33]. Under the basic combination of action effects, the maximum tensile stress of the arch rib is 197 Mpa, as obtained from Figure 9a; the maximum tensile stress appears in the connecting rib at the end of the main arch, and the control load condition is the combination of constant load + vehicle load + overall temperature fall + foundation settlement load. The maximum tensile stress is calculated according to the main pier settlement load. compressive stress is 178 Mpa, which occurs at the position of 1/4 arch rib on the single arch side, and the control load condition is the combination of constant load + vehicle load + overall temperature fall + foundation settlement load. The maximum shear stress is 46 Mpa, and its control condition is the combination of constant load + vehicle load + crowd load + foundation settlement + cross wind load. According to the strength design value of steel in Table 3.2.1 of specification [33], the ultimate state stresses of steel structure carrying capacity are less than 320 Mpa and 185 Mpa, which meet the design requirements.