Contents

Section
I
2

Bridge Loads ...................................................................

February 1993

Rein forced Concrere Design ........................................... February 1994

Prestressed Concrete Design ...............................................

3.5

March 1993
June 1994

Contents .................................................................................................

Design of a 4Span Continuous Cast-in-Place Box Girder .............June 1994

Design of Welded Steel Plate Girders ........................... December 1995 Substructures and Remining S!nctures ................. Jan 1982 .Dec 1983
Underground Structures ................................................

5
6
7

December 1992 February 1993

Bridge Design Aesthetics ................................................

8 Metric

Seismic Analysis of Bridge Stmcrures ............................. October 1995

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1.0.1

Brldge Design Practice

. February 1993

1-1

Section 1 . Bridge Loads Contents

General ..........................................................................................................

1.0.2

Design Methods ..........................................................................................

1-1

1.1

Load Definitions........................................................................................... Dead Loads .................................

1-2
1-2

. . . . ..................................................................

Earth Pressure on Culverts ..................................................................................... 1-2

Live h a d s ........................... . . ................................................................................1-3

H Loads ...............................................................................................................
P Loads ................................................................................................................... Highway Vehicle T&c h e s .......................................................................... Highway Vehicle Load Applimtion ............ , . ....................................................
Longitudinal Force ................... ....

1-3
1 4

Alternative Loads ................................................................................................1 - 3

1 4

14

Impact ........................................................................................................................ 1-5

....................................................................... 14 .................................................. Wind Load on Structures ........................... . . . 14

Wind on Live Loads ................................................................................................ 1-7

T h e 4 Forces, Shnnkage and Prestressing ....................................................... 1-7 Uplift Forces ...................................................................................................... 1-7
Forces of Sbeam Current, Floating Ice and Drift ..............................................
Earkh Pressure on Abutments and Retaining Wails ...........................................
1-8
1-8

Buoyancy .................................................................................................................1-6

Seismic Force .........................................................................................................

1-9

Centrifugal Force .................................................................................................... 1-10

Section 7 . Contenrs

Page 7-i

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1.15.1 Load Distribution
1.16.1
1.36.4

Bridge Design Practice . February 1993

.........................................................................................

7-11

1.15.2 Dead Loads .......................................................................................................... 1-11

1.15.3 Highway Vehicles ..................................................................................................
1-11

Load Factors ................................................................................................

1.16.2 Gamrna Factor ........................................................................................................

1-14

1-14

1.16.3 Beta Factor ...............................................................................................................1-15

Phi Factor ............................................................................................................. 1-15

1.17

Loadcombinations ........................ , .

.....................................................

1-16

1.18

References

.................................................................................................

1-17

Appendix

....................................................................................................................

1-13

A-1

A-2

A-3
A4

H Loads and A l temative Load ............................................................................ 1 .8 PLoads .................................................................................................................... 1-19 Simple Span Moment and Shear Comparison for P Loads and H Loads......1-20
Example of Moment Envelope Calculations.................................................. . . . . 1-21
Example of Shear Envelope Caiculations.............................. . . . . .

A-5

................1-24

Page I-ii

Section I

. Contents

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1 . 0 . 1 General

Bridge Design Practice

February 1993

Bridge Loads

Loads are fundamental to bridge design, having evolved with experience and study over many pears. They have been codified i n the United States since the mid-3920s i n the Standard Specifications for Highway Bridges of the American Association of State Highway and Transportation O f f i d s ( M H T O ) . In Calbans, these design specifications are contained i n the Bridge Design Spedcations (BDS). BDS is indexed to correspond with PLASHTO, Division 1, Design. It includes some non-AASHTO material selected in anticipation of future AASHTO adoption or because of its local importance.
This section, Bridge Loads, deals with general aspects of the loads spedfied i n the Thirteenth Edition of BDS, Section 3, Loads.The mated covers load definitions;requirements and practices regarding distribution of load effects; adjustment of raw loads by specified load factors; and combination of loads with one another into specified groups acting together. I n addition, it is prefaced by a brief introduction to Load Factor Design. This section may be conside~eda commentary on BDS Section 3.
The specific uses of loads i n the context of design processes are illustrated in the text sections dealing with structure elements and construction materials.

1 . 0 . 2 Design Methods
AASHTO provides specifications suitable for two distinct design methods, Load Factor Design (LFD) and Service Load Design (SLD). Caltrans' policy is to use LFD to the greatest extent possible. Therefore it receives the bulk of attention in BDS and i n this text.

SLD, until recent years, was the primary design method upon which AASHTO was based It hns k e n h o r n hstorically also as workmg stress design or eiastic design Its main objective is to equate load effects w ithallowablestress,a spedfied fraction of the yield strength of steel or uI timate strength of concrete. Its factor of safety against failure is implicit in that fraction. It draws on elastic theory for its fundamental concepts. SLD does not consider structural p e r f o m c e beyond the elastic range.
LFD implementation i n Caltrans has been i n progress since 1974. There are still a few Lingering exceptions to its use, but it i s now f i d y established as the basic Caltrans design method. Themain objective in LFD i s to ecluatedtimate load-carrymgcapacity wikhapplied loads,afterboth have been modified by safety factors. Nominal or theoreticalultimate capacity, with stresses at t h e verge of failure (yield point of steel), is reduced by a materiais confidencefactor. Applied loads are adjusted by multipIiersof both the individual loads and the combinations of loadsacting together.

The net effect is calculated to maintain stresses u s d i y w i t h i n the elastic range. LFD follows ultimate strength theory as well as elastic theory for its fundamentals.

Section I - Bridge Loads

Page 7 - 1

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Bridge Design Practice

- February 1993

LFD was adopted by Caltrans as much for itsconsequences after constructionas for its refinements in logic and precision during design. Because its safety factors relate directly to loads as well as materials, rather than just to materials as i n SLD, it is possible to design bridges w i h consistently uruform usable live loadsallowed on the highway system by special permit. I nLFD,usablelive load is dearly and duectly represented by design live load.

In SLD, design capacity is based on computed loads with a prescribed safety factor which is the same for dead and live loads. Capacity for pemit live loads isbased onhgher stresses (lower safety factor) than those used for design.
Ths sMt i n stress levels provides usable live load capacity from two sources; from capacity oripally provided for live load, inueased now by higher allowable stresses; and from a s& increase in dead load capacity, which i s not needed to support added dead load. The ratio of dead to live load i n a structure varies markedly from one struche type to another. It is relatively high for concrete; low for steel structures.

The use of excess dead load capacity as a source of live load capacity i n bridges designed by SLD has resulted in a &orderly variation of permit load capacity from bridge to bridge along stretches of highway with mixed structure types. The bridge with the least permit capacity controls, thus preventing the use of available additional capacity i nthe rest of the group. The use of LFD avoids this problem.

1.I Load Definitions

1.2

Dead Loads

Dead loads consist of the weight ofpermanent portions of the structure, including the effects ofanticipated future additions.
Designs must provide for an additional 35 pounds per square foot dead load for future deck overlay. Long ramp comectors and s p e d major shctures in regions of d d dimate are exempt from this requirement.
The effectsof future utibtiesandplanned future widenings needspecial attention to assure they are accommodated in the design.

Research has indicated that the earth weight to be used indesign of culverts shallbe as modified i n BDS 6.2 i n order to provide suffiaent strength.
More information and references are contained in BDP Section 6, STRUCTURES UNDER ROADWAY EMBANKMENTS; BDS Section 6, CULVERTS.

Page 1-2

Section

- Bridge Loads

r-t.
1.4. I Live Loads

Bridge Design Practice

February 1993

Bridges on the State Highway System are subjected to a vaiety of live loadings, including vehicular, equestrian, pedestrik and others.
Thts dixussion h limited tohighway vehicle loads, which are divided into thee loadsystem: H loads, Alternative loads and P loads.These loads are shah- in Appendixes A.l and A.2 and the e f k t s of moment and shear are compared i n Appendix A.3-

The example problems that follow i n Appendixes A.4 and A.5 demonstrate the application oi H loads to a continuous bridge superstructure i n order to obtain control.ling conditions f o r design, I t is assumed that the reader has knowledge of structural mechanics which will enabte him to make the necessan;compu tahons. Solution by compu ter greatly expedi tes h e work. The
Office of Structure ~ e s i makes b extensive use o i the computer p r o w , Bridge Design System because it i s tailor-made for the purpose.

1.4.2 H Loads
The H and HS trucks are live loads used in bridge design to enswe a minimumload carrying capacity. These loads represent a vast number of actual truck types and loadings to which the bridgemight besubjected under actual trafficconditions. They are theoriginal APSHTOdesign five load sjrstem, dating from t h e 1920s. Thev have been revised and expanded periodically since hen;but m uretain intheir original chamiler.
The lane load is a simp lilied loading whch approx.imates a 20-ton truck preceded and followed by 15-ton tnrch.

For simple spans, one truck i s the governing H load for moment in spans less that 145 feet, and the lane load governs for longer spans.

In conttnuous spans, the lane loading governs the maximum negative moment,except for spans less than about 45 feet inlength where the HStruck loading with its32 kip axles,variably spaced from 14 feet to 30 feet, may govern The exact point of change ofcontrolhg load depends on ratios of adjacent span lengths.The positive moment of canhnuous spans is usually controUed by the Lane loadmg for spans of more than about 110 feet
1.4.3 AItemative Loads The basic alternative loading consists o f kwo axles spaced four feet apart with each axle weighing 24 kips. Tkisload produces slightly greater Live load moments t . h H loadsi n spans under 40 feet.

The Alternative Load origma ted as a Federal Highway Admini.strationrequirementfor bridges

on the kite-rstate h g h w a y System i n 1956. It provides capacity for certain heary military vehicles. For convenience and uniformity, it isapplicable to the design of all bridges m thestate

Highway System.

Se~rion1

- Brjdge Loads

Page 1-3

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1.4.4 P Loads

Bridge Design Practice - February 1993

In addition, a single 32 kip axle with the weight equally chvided between two wheels centered six feet apart is used i n design of transversely reinforced bridge decks.
For drscussion purposes, alternative loads are frequently combined with H loads and referred to jointly as H loads, i n contrast to P loads.

P loads are special designvehcles in addition to the H loads and Altemative loads specified by PLASHTO. The P loads were developed in California to ensure sufficient live load capacity to carry exhalegal live loads allowed by permit.
Permit design loads (P loads) consist of a family of idealized vehicles (see Appendix A.2) used by Office of Structure Maintenance and Investigations in rating bridge capaeties.The steenng axle and any number fiom two to six pairs of tandems (assumed as single concentrated loads) constitute a valid design v h d e . The combination that produces the maximum effect i s used. Theseloads were adopted for design i n Caltrans because without them the AASHTO provhions for LFD would, i n many cases, result in structures incapable of carrying permit loads in actual use or anticipated on California highways.

1.4.5 Highway Vehicle Traffic Lanes

The basic highway vehicle load width is 10 feet, which applies to all design bucks, lane loads and axles.
Virtua.Uy all design lanes are 12 feet wide.

The 10-foot wide loads are allowed to move within the 12-foot wide lanes which, i n tum,may movebetween the curbs. The number of loads, their positions within the lanes, and the location of the lanes themselves are as required to produce maximum effects in the member under consideration.When applying h c k s to determine maximum effectsin a member, only one truck per h e i s utilized.

Fractional parts of lanes are not allowed for bent caps and substructure and members.
h v e load reduction factors are applicable to substnrcture members and some supersbcture members. These factors represent the probabdity that several lanes of full design load will not occur simultaneously on the bridge.

1.4.6 High way Vehicle Load Application

Thebasic live load design objective is to satisfy both H load and P load requirements.Structural components are proportioned for these loads at either the factored level or service level of magnitude as specified for the structural material or s y s t e m under consideration.
Correction for sidesway is not normaUy made for live load because the duration of the loading is not long enough for sidesway to occur.

Page 1-4

Sedion I

- Bridge Loads

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1.5

Bridge Design Practice

- February 1993 =

Impact

Impact is added to live loads lor most structural members which are above ground to account for hedynamic effect of theseloads.However,irnpactisnotadded toloads on timbermembers. Following are some illushations o f the loaded length, 'It" for use in the impact formula for highway vehicles.
Positive Moments in Continuom Spans

TRUCK

Negative Mamenls in Continuous Spans

TRUCK

' L '
Concentrated load

L I

Uniform load

LANE
'L'
Moment in Carnilever A m

L1

+ L2
2

.
Impact Examples
Figure 1

Use distance from moment center lo far end of truck. Max impact = 30%

Section I

- Bridge Loads

Page 1-5

r-t:
1.6

8ridge Design Pradice - February 1993

Longitudinal Force Provision i s made for the longitudinal traction and braking effectsof vekucular traffic headed i n the same direction in Load Combination Groups Ilt and VI only (BDS 3.22).T h e l o n g h d i n a l force of P loads is not considered.
The 1onl;itudhal force, when combined with the other forces, may affect the design o f bents. Occasionally, i n rigid frame structures where the bents are very stiff, longitudinal force, when added to other forces, may affect superstructure design.
The application of the farce six feet above the road way does not change grder moments much. We u e more concerned with longitudinal force as a shear on the column tops.

T h e spedications describe friction effects due to various types of expansion bearings. The friction forces are transmilted to the substruchre as reactions from horizontal design forces on the superstruchue. However, friction is not an independent primary force that requires consideration for group action in BDS 3.22.

7.7.1 Wind Load On Structures

Wind loads are applied to all structures and hghway vehide live loads except P loads.

The bastc wind loads result horn a lugh wind of 100 mph and a moderate wind of 30 m p k In general,the high wind is assumed to act on the structure when live load is not present. Moderate wind acts on the structure when ljve load is present, for some load combinations.

The basic kigh wind of 100 mph produces 75 psf on arches and trusses, 50 psf on p d e r s and beams, and 40 ps f on substructures. When Load Combinat ion Groups I I1 and VI are considered, a moderate wind of 30% of the high wind pressure is used.
This force is applied i n a variety of ways depending on whether one is designing supershucbre or subsmctu~, and whether the sbucture is usual or unusual. Horizontal wind loads on the superstruhre are always based on the area seen in elevation
view. They act both longitudinally and transversely. Loads on thesubstructure can be applied to elevation or hansverse views, or skew angles i n between

When calculating the forces tending to overturn a structure, the upward high wind pressure of 20 psi (based on p h view area) is used for Groups 11, V and IX, while the moderate wind pressure of 6 psf i s used for Groups 111 and VI.

The specifications provide for the use of judgement concerning wind velocities to be used in structure design. Permanent terrain features or predse data horn local weather service records may indicate that the basic 100 mph design wind should be rnoddied. Ilsuch i s the case, the s p e d e d wind pressure is chmged i n the ratio of the square of the design wind velodty to the square of 100.Whenever this is done, h e revised design wind must be stated i n the General Notes of the bridge plans.
For high structures the wind effects on the bents and footings need to be thoroughly investigated, bolh laterally and longitudinally.

Page 1-6

Section I

- Bndge Loads

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1.7.2 Wind On Live Loads

Bridge Design Practice

February 1993

The limiting height of column where wind m a y control varies with the span length, physical
makeup of t h e shucture, and the magnitude of other lateral Ioads such as thak due tu earthquakes.
When applying lateral loads in continuous structures, consideration should be given to the rigidity oi the deck and its ability to transfer wind loads to a b u h e n t s which might be considerably stiffer than the bents. In these cases, the abutments must be designed to support t h e w lateral Ioads.

In addition to moderate wind pressure on the bridge structure when live load i s present, a moderate wind force is exerted on the live load itself. T h i s force is expressed asa line load acting both transversely and longitudinally 6 feet above the roadway surface. This offset locationisnot important except perhaps for the design of high piers.
Themal Forces, Shrinkage and Prestressing

1.8

S t r u c d members are investigated to satisfy the Design Range o f temperahues givenin BDS

3.1 6 or the Bridge Preliminary Report. The design range provides for movement corresponding to abouk one-half or less o f the full air temperature range. Forces due to temperahue movement can become large on short stiff multicolumn bents but are usually reduced by distribution through the bent frame.

Expansionjoint movement ratings are calculated to provide for tIw full air temperature range with dowance for m p and shnkage. Special insbctions are induded in Memo to D e s i p r s 7-10.
Shrinkage is the volume deaease which occurs when fresh concrete hardens and for a period of time thereafter. 1k is important in arches, where rib shxinbge produces rib and column moments, and preshessed girders, where shrinkage produces loss of stress% force.

Provision for innuence of movement and bending effects caused by prestresing is desaibed i n Section 3 of this manual, P M S I R E S E D CONCRETE. Hinge location and subshcture design are sometimes determined by prestressing effects.

1.9

Uplift Forces

Certain combinations of loading tend to Lift the bridge superskructure from the substructure. Elements of the bridge must be tied together to resist these uplift forces. T ~ Jcan S be accompkhed by either providing tension ties or by providing &cient mass i n the superstructure to resist the uplift force. UpWt can become important with unusual span mnhprations. For instance, a very short end span adjacent to a long span will tend to lift at the abuhnent.

In LFD we must provide a resisting force sufficient to balance uphft caused by any load combination i n 8DS 3.17. Forsenice load checks. calculated upMt force is m p u e d by factors to ensure safety.
Secrion 7

- Bridge Loads

Page 1-7

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1. I I

Bridge Design Practice

- February 1993

1.10 Forces of Stream Current, Floating /ce and Driff

C o l w and piers in streams are designed to resist the forces of wa ter, ice and dnft.The Bridge Preliminary Report wiU describe requirementsfor these items, whennecessary.Piersshouldbe located and skewed to afford minimum restriction to the waterway as recommended i nB B D S Section 7, SLTBSTRUCWUS.
&ox girders or slabs are recommended superstructure types where is provided over a stream crvryirtg MI.

less than 6 feet of clearance

Buoyancy

Whenever a portion of a structure will be submerged, the effects of buoyancy should be considered in Ihe design.I n small structures, its effects are unimportant and no economical advantage can be realized i n the footing design. In large s t r u m e s , however, its effects should be taken into account in the design of footings,piles and piers.

1.12 Eaflh

Pressure on Abutments and Retaining Walls

Abubnents and retaining walls should be designed so that any hydrostatic pressure is minimized by pruviding adequate drainage forthe backlill. References a t the end of this section and BDP Section 5, SUBSTtlUClVRES AND RETAINING WALLS, include more iniomtation on h e application of soil mechanics to abubnent and retaining wall design.

Symbols used i n BDS 3 . 2 0 are: K, = active earth pressure: coeffjcient w = unit weight of soil (poundsper cubic foot) h = height (feet) S = live load surcharge height (feet)
For level backtill, the minimum active earth pressure i s usually taken as an equivalent fluid pressure of 36 poundspe.rsquare foot per foot of height for abutments and retaining walls. This i s based on a n earth pressure coeffient [q) of -30 and a unit weight (w)of compacted earth of 120 pounds per cubic foot. This is used in design of folIowing elements:
1 (2) (3)

Toe pressure or toe piles in retaking walls and abutments. Bendmg and shear in retaining walls and abutments. Sliding of spread footings or lateral Ioads in piles.

For t.hc design of rear piles i n retaining walls or abutments, checks should be made using an equivalent fluid pressure of 27 pounds per square foot per foot of height. This corresponds to a 6 of ,225.
A trapezoidal pressure distribution is used where the top of wall i s restrained. This provides a more realistic solution than the trimguhr pressure distribution which applies to typical retaining w a k without restraint.

Page 7-8

Section 7

- Bridge Loads

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1.13 Seismic Force
(1) (2) (3)

Bridge Design Practice - February 1993

Wqwkesand the response of shctures toearthquakes,are dynamiceven&-events that go into many cydes of s h a h g . An earthquake of magnitude &, such as that which o c m d m %n Francisco in '1906 and in Alaska in 19M, may have strong motions lasting for as long as 40 to 60 seconds. The San Fernando earthquake of magnitude 6.6 had about 12 seconds ofsbong motion.
During thkperiod of strong motion, the structure passes though mimy cydes of deflection in response to the motions applied at the base of the structure. The strains resulting horn these deflectionsare the cause of the st-ructural d m g e .
Structures subjected to earthquake forces skaU he designed to survive theskaimresulMghorn the earthquake motion. Factors that are considered when desigrung to resist earthqua.ke motions are:

The proximity of the site to known active Iaults. The seismic response o f the soil ar the site. The dynamic response characterisiics of the total structure.

The foundation report prepmd by the C a l m Division of New Technology Materials and Research, Office of Engineering Geology, con t a i m the seismic information necessary for design.
Three methods of analysis are available to d e s i g n s t r u m to resist earthquake motions. They are the Equivalent Static Force Method; Response Specbum ModalAnalysis; mdTime History Method.

Equivalent Static Force Method Column and member forces may be calculated using the equi\ia.lentstatic force method o f analysis. It was developed as a simple way to design for the s t r a i n s associated with earthquake motions and i s suitable for hand calculations. This approach i s effective when the mode shape (deflected shape under vibration) can be approximated i n each direction being analyzed and when one mode domjnates i n each direction

The method assumes a predomiriant deflected shape and location of maximum displacement when vibrated i n the direction under consideration.
Curves are used which consider this period, the depth of alluvium under the stnictute,and theexpected maximum acceleration of bedrock based on geology of the site. A value far the seismic coefficient is determined from these r u n e s whchrepresent the elastic response of the bridge to the earthquake. Tkis value i s hen used to determine the maximum displace-

ment i n the s m c t u r e . Design forces i n ndividual members are then computed for the displacement.
Structures with no more: Ihitn one intermediate hinge and having the following characterist.icsmay be analyzed using the equivalent static force method:
A. Tangent or nearly tangent alignment.

B. Total deck length to width ration less than 15. C. Skew angles o f abutments and bents less than twenty degrees. D . S a h c e d spans and supporting bents or piers ofapproximately equal stiffness.
Section 1 - Bridge Loads

Page 1-9

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Bridge Design Practice - February 1993

Response Spectrum Modal Analysis me response specbum teduuque of modal analysis should be considered for determining earthquake loads when the bridge does not fall into the categories listed above. In this case, several modes of vibration will probably be sigruficant contributors to the overall seismic response of the structure.
T h i s method of analysis is computer oriented. The amount of calculation necessary makes it impractical, if not impossible, to do by hand. The computer first determines aU modes of vibration that a three dimensional mathematical model of the structure can have. It then applies a response spectrum loading ushg the same curves used for the equivalent static force method. These loadings are applied to the structure for each mode of vibration. The computer reports the deflections and forces thus induced both for each mode and for the

root mean square summation of all modes.

Time History Method Time history analyses should be utilized for unusual structures. Structures for consideration have sites adjacent to active faults, sites with unusual geologic conditions, unique features, or a fundamental period greater than3.0seconds. They are usually large, complex and important structures.
This computer analysis is the most complex (and expensive) of the three methods. The computer actually subjecks a a t h e m t i c a l model of the structure to an idealized earthquake. It does this by subjecting the computer model to earthquake irnpulses at predetermined t i m e intends. These intervals are in small hactions of a second representing the ground accelerations varying with time. The forces i n the various parts of the sbcture can either build or cancel under these impulses as time passes depending on the vibration characteristics of the structure.The computer reports these forces at their maximum and for any desiredpoint in time. l h smethod gives the designer the best understanding of the true dynamic characteristics of earthquake loading.
All o f these methods are based on elastic theory. None of them is capable of m o d e h g shctural behavior when material strains are in the inelastic range. in a major earthquake, structural movement will almost surely be in the inelastic range.Recognizing this fact and realizing that it i s impractical of design bridges to behave elastically under attack from a large earthquake, a ductility and risk factor, 2, i s introduced. The seismic forces that are produced by any of the described methods of analysis are divided by hfactor before design.Thevalue of Z varies depending on anassessmentof the ability of a particular bridge member to withstand strain i n the inelastic range as weU as the member's importance in preventjng collapse. See Figure 3.21.1.2i n BDS 3.21.

I . I4 Centrifugal Force
Centrifugal forces are included in all groups whch contain vehicular live load, includmg P loads. They act 6 feet above the centerline of roadway surface.

Page 1-10

Secfion I - Bridge Loads

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1. I 5.1
Load Distribution
analysis.

Bridge Design Practice - February 1993

Centrifugal forces are significant in the design of bridges having small w bridges with long columns.

e radii or w e d

These forcesact as shears in girderend hamesand as loads at tops of colurruts. Again, the 6-foot vertical dimension between the point o f load application and the floor is seldom important.

Load dzshbution is the process by which the effects (forces,moment, shear, reaction, torsion) of a load flows horn the point of application k od l other locations within a structure and into t h e foundation.
Distribution ofmost loads i saccomplished through rational analysis by some accepted mathematical method. Statistics, moment distribution and stifhess analysis are common Corms of rational

The most important exception to Lkis approach i s contained i n the provisions of BDS 3.23 for vehcular live load and certain aspects of dead load dsMbution These simplifyingassumptions and empirical formulae are specified for convenience and uniformity. They reflect the results of research and the state of the art current a t the times they were adopted by AASHTO.

Dead load i s u d y disttibuted to supporting members by an appropriate rational analysis. However, forsimplicity,BDS 3.232.2specifiesthat the weight of n u b s , sidewalks, d i n g s and wearing surface may generally be distributed uniformly to all stringers and beams,

1.15.3

Highway Vehicles

Slabs are loaded by individual wheels. Our design specifications are based on plate theory to find the resulting maximum design effects. Standard designs are avarlabk for transverse deck slabs on Qirdersand for Iongi tudinally reinforced slab bridges.See Bridge D a i p Detnils &30and Bn'dge Design Aids 410 through 4-19.

Bridge gmders, stringers,and some floor beams are loaded by Lines of wheel loads that roll along the deck. A wheel line is half of a truck or lane load. The number of h e s assigned to each girder depends on the girder spacing and type of pder.

The live loads are moved longitudinally along the bridge, andas they move, they generate changurg effects in the bridge members. Refer to Appendices A.4 and A.5 for an example showing the application of H loads to a 3-span continuous structure.
The maximum moments or shears resulting from these moving loads are evaluated at the various locations by the computer program, Bridge Design System.
SpeoifIcaLly, in superstructure design we are concerned with the maximum Live load effect that any one member can experience regardless of the number of live load lanes the bridge can accommodate.This effect depends on the transverse stiffness of the superstructure--itsabjli ty
Seclion I

- Bndge Loads

Page 7 - 1 1

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Bridge Design Practice

February 1993

to distribute loads IateraUy. For instance, a concrete box grder dishibu tes live Ioad much more completely than a steel shinger bridge.

BDS 3.23gives the mechanics for determiningdisbibution to girders by empirical formulae that consider structure type and girder spadng. The r e d & are generally in fractions of wheel h e s per girder.

On box girder structures,the "5-over" distribution of BDS 3.23 is applied to the entire width of
bridge as a unit.On structuresother h n box girders the "Sover" distribution apphes to single girders only, where S is the girder spacing. For ex teriot grrders, the same dtstribution applies but with a factor to account for length o f deck overhang.
As gvder spacing increases, a point is reached where the " h v e r " distribution no longer applies. Beyond this point che wheel loads are distributed to the girders assuming the deck slab acts as a simple beam between girders. Lii.iting girder spacing for this condition depends on type ofsuperstructure.

Because of the wo aiteria for wheel load distribution, depending on whether girders are "closely spaced" or "widely spaced", P load dishbution for superstructure design is divided into two procedures.
(1) For closely spaced girders, P loads adyare applied. l2i.stri.b~ tionis by the "S-over" formula.

Tkis procedure effectively applies a major P fraction to every girder in a system. The total design load on a girder system two or more lanes wide exceeds the in tended single P load and adjacent H load as required in BDS3.11. Theexcesscapacityprovlded isenough to aUow bonuses that exceed the P Ioad sometimes granted with permits.
( 2 ) For widely spaced girders, a single P Load and an adjacent H load, bolh positioned for maximum effect are applied. Distributionis by static reactions on the guders, as specified i n BDS Table 3.23.1, Footnote I.

Figure 2 shows examples of live load distribution to superskctures and substructures.

O n e other point to be kept in mind is the discontinuity i n procedures for applying live Ioads to various elements of a bridge structure. The deck slab js designed according to one loading a iterion, the p d e r s by another.The live load reachons from these loads are then discarded,and we start anew as design proceeds to Ihe substructure.Different live loads may control design at different locations. Also, the effect of ljve load &tributes, and the effectof impact dissipates as they move down through the stmcture. Reductions are taken to allow for improbability that several heavy v e h d e s will uoss a structure shultaneousl y. For these reasons, it is difficult to trace logically a p v e n design live load from deck level to foundation. The t o h l live load considered td be taken by the foundationis almost always less than that which was applied to the supershucture.

Page 1-12

Section I

- Bridge Loads

Live Load Distribution to Superstructures

Closely Spaced Glrders
Widely Spaced

Concrete BOXGirder
wiih no lane reduclion faclor.

Concrete beck on
No fractia~rdlanes allowed in dct
simplc heam deck rcac~io~is.

Concrete ~:e Beam Use same nuntbcr or lanes for groups I,, and, I
Dis~rib~ilc bv S

1 lane - ovcr Ibrmulac mulllplicd by ratio: 2 wheel littcs

Iivc load la~~es S R17 -= in~erior airder 12 12

0.68
= 0.66~ 0.68
L

live load lanes bridge

z-

over-all dcck widrli

14

Group Ill use ma..

56.75
14

number of lan

reduc!ion racrors. DIIS 3J2 live loadsIsncs= 1m521-l(3 lanes

ialeriur girdcr

lnnc rcd

use O! 68

= 4.05
live load Isnes girder

live load lanes

lola1 live load larlcs = 2f0.68) 5(0.68)= 4.76 * bridgc

4.05 - - 0.58 *

cxlerior girdcr

1
bridgc

1.641 1 (2 larles

(old live load Iancs

Group .,1

= 1.52 11 + 2(

l i v e Load Distribution 10 Substructure

Dent caps are considered par1 of subsuuccurc . UseGroup Illor I,,v

usc 2 lnncs or I lal-lc

Hve loads lancs

ilirerior girder

= .6311+,84P
Number nf lancs and posilions across roadway shall be as required lo producc maximum cWcc1

(1
1

live load lanes (1 = .511l+.1.141' cxlerior girder 1

No fractional lanes allowed.

Lane reducrion Fac~orashall apply.
lanes

lolal live load lanes = 1.6511+3.

bridge
Crntrml N o l r r :

.Croups I
ANI

For Group lpw. only one P load, or one P load and one 11 toad may bc applied.

. * D c n u m vahcs givul I w cornparlvllr pur

I O ~ ~ ~ Kofioua I \ ~ P arc rlrcfrclarrcrt

I,1

k Ipw arc cvaluslc~l separ

Example of Live Load Location

Figure 2

btdtn~rily dcbiglled rcpuhlcly.

E-t:
1.16.1 Load Factors
1.1 6.2
y (Gamma) Factor
occur.

Bridge Design Practice

- February 1993 m

An essential feature of LFD, as stated in 1.0.2, Design Methods, requires raw design loads or related
internal moments and forces to be modified by specified load factors (y, gamma and p, beta), and computed material strengths to be reduced by specified reduction factor (q, phi ). These are safety factors which ensure certain margins for va.riation.The three different kinds o f factors are each set up for a distinct purpose, each independent of the other two. In ths way, any one of them may be refined in the future without disturbing the other hvo.

The y (gamma) factor is the most basic of the three. It varies in magnitude from one load combination to mother, but it always applies to all the loads i n a combination. Its main eifect i s stress control that says we do not want to use more than about 0.8of the ultimate capacity. Its most common m a p t u d e , 1.3.lets US use 77%.Earthquake loads are not factored above 1.0 because we recognize that stresses in the phstic range are dowed. as long as collapse does not
An example may be pven to justrfy the use of gamma of 1.3for dead load.* Assuming the jive load being absen t, the probable uppe-rvalue of the dead load could be a minimum of 30% greater than c a l d a ted. For a simple structure thrs percentage may. be as follows:
1 0

5% 5%

39"/.
30%

due to excess weight. due to misplaced reinforcement. approximation in behavior of structure. increase i n stress, actual compared with calculated. Tolal variation assumed to occur c o n m t l y at the section most heavily
stressed.

" N o l a MI Load Factor Design for Reinforcert Cnncrw Bridge Su-uclms wilb k s i g n App1ic.ations"by Portland Cemenr Association, Page AB-9-

Page 1-74

Secrioh I

- Bridge Loads

E m
1.16.3

Bridge Design Practice

February 1993

P(Beta) Factor

The second factor, P (beta),isameasure of the accuracy with which we can predict various kinds o f loads. I t also reflects the probability of one load's simultaneous applicationwith others i na combination. It applies separately, with different maptudes, to different loads in a combination, For example, it is usually 1.0for dead load. It varies from 1.0 to 1.67 for live loads and impact.

Due regard has been given to sign i n assigning values to beta factors, as one type of loading may produce effects ofopposite sense to h a t produced by another g.pe.The loadcombinations with 6 , = 0.75 are spedically included for the case where a higher dead load reduces the effects o f
other loads.'

The beta factors for prestressing force effects are set so that when multiplied by the respective gamma factor, tlw product i s unity. Beta of 1.67 for live load plus impact from H Ioads reflects A ASHTO'S way of handling permit loads; the 1.00 and 1.15 for P loads on widely spaced guders accounts for bonuses sometimes granted i n Cnltrans' permits.

1.16.4

#(Phi) Factor

$ (phi), the third factor, relates to materials and i s called either a capadty reduction factor or a strength reduction factor. Its purpose i s to account for small adverse variations i n material strength, worlmmhip, and dimensions. It applies separately to different m a p t u d e s for
various load effects i nreinforced concrete, and various manuiactuing processes i n presmssed concrete. Since $ relates to materials rather than loads, its values are given i n the various material specifications. For structural steel it isalmost alwaysl.O. For conaete it varies from 0.7 to 1.0.

Commenuq on Building Cde for Reinford Coucrere (ACI 3 f 8-77),Page 33.

Section 7

- Bridge Loads

Page 1-15

r-t.
f. I 7 Lo-adCombinations
famuhe apply.

Bridge Design Practice - February 1993

The various load combinations to which a bridge m a y be subjected as well as the appropriate load factors are p e n i n EDS 3.22, Table 3.22,lA and Table 3.22.1B.Different groups control the design of different parts of the s h c t u r e , and it i s often necessary to tabulate loadsand effects to determine the c o n t r o h g loads on members such as abutment or bent columns. It is, of course, not necessary to investigate all the loadings for a given bridge. It i s often evident by inspection that only a few loadings are Likely to control the design of any single type of structure. Group 1, contains no P loads and applies to superstructures as well as substructures. Group I, is used only for P load application to superstructures with closely spaced gvders where the "Sover"
Group I , i s used for P load application to substructures and superstructures with widely spaced guders. Only one P load or one P load with one H load may be applied to thestntcture at a time and placed for maximum effect.

Loads as combined and factored for Service Load Design in Table 3.22.1B are for use in the service level considerationsof LFD,and the mre occasionswhen SLD isappropriate.Stressesfor the various groups arelimited to the specikied auowable stress for a materia1,adjusledby the percent overstress factors i n t h e table.

Page

7-76

Sect~on 1 - Bridge Loads

c *
1.18 References
Memos
to D ~ i p e r sloose , leaf binder issued by

Bridge Design Practice

February 1993

Bridge Compufer Manual loose leaf binder issued by Office of Struchre Design,Caltrans.

B d g e Dcsigrr Aids and B r i d g ~ Design Details, loose leaf binder issued by Office of Structure Design, caltrans.
Bridge Dmgn Spccifimtions, loose leaf binder issued by Office of Skucture Desjgn, Caltrans, containing Standard SpebJcationsfor Hicghzony B r i d p , 13t h Ed ition, 19&3, with In terini SpeCiFcations, Bnlges, thm 1984, pubkhed by American Association of State Highway and Transportation Official5with California modifications.
Ezrilding Code Requirements for Reinforced Concrcte lAC1 31 8-77) with Commentary, American Concrete Institute.Detroit, December 1977.

the Office ofS b u c w Design, Caltrans.

Notes on h a d Fador Design /or Reinforced Concrete Bridge Structures with Desipt Applications, Portland Cement Association, 7974.

Steel Sheet Piling Design Munw1, U.S. Steel

Tay tor, Donald W ., F~lndarnm tals of Soil Mecimn ics, John Wiley and Sons, hc., New York, 1948
Tenaghi and Peck, Soil Mdurnics in Engineering Practice, JohnWiley and Sons, Inc., New York, 1967.

Section r - Bridge Loads

Page 1-17

c *
Appendix A-1

Bridge Design Practice

February 1993

Note: Oniy one truck per lane is ta be used far a maximum moment or shear determination for eirher simple or continu~us spans.
Clearance and

W = Combined weigh1 on the fist two axles which is the same as lor the corresponding H truck. V = Variable spacin-14 feet to 30 feet inclusive, Spacing to be used is that which produces maximum stresses.

ALTERNATIVE LOADING

I t

Concenlrared Load -

18.000 Ibs. for Moment

***

26.000 Ibs. for Shear

Uniform Load 640 ibs per linear fool of load lane

* Width 01 tires shall be the same as the Standard H Truck ** For slab design the centerfine of wheel shall be assumed lo be one foot from face of curb. * * * For continuous spans another concentrated load of equal weight shall be placed in one
other span in the series. in such position as 10 produce maximum negative moment.

FIGURE 3
Page 1-18
Seclion I - Bridge Loads

c *
Appendix A-2
P5
2Bk
26k
26k 26k
26k
48k
48k

Bridge Design Practice - February 1993

48k 4gk

P7

48k
48-8k

48k

4ak
48k

P9 PI1
PI3

4ak

48K

48"~~

48'1

Minimum Vechicle

48k

48k

48-4k

48k

MaximumVechicle

10'4" clearance

P Loads Permit Design Vechicles

Section A-A

Figure 4
Section I - Bridge Loads

Page 1-19

!dBk / d B k
18,000

+ P I1
I

8
4lk

, 8

18'

Appendlx A-3

4Bk 1 4 8 '

1 1
lSk

PB*
Permit Deslgn Llve Loads

. 4 8 k t48k f48k 148' t 4 8 k t 2 6 k

PI1

4ok + 4 a k

t 48k t 26k

P7

.64 /tl. ol toad lane

H Loads

P Load Moment

0 7

w -

Slmpla Span (One Lane no Impact) Scale Horlz: 1"=20', Vart: lm=2009;1! Morn.* I (before reduction) Vert: 1"= 40 , Shear,

40 -

10
290
4

50
P

100

150
Simple Span Lengrh (it)

200

25 0

r-it
Appendix A-4

Bridge Design Practice

- February 1993

Example of Moment Envelope Calculations

A-4. I Example of Moment Envelope Calculations For Conkinuous Structure

On continuous structures jt is not always obvious by inspectionhow the loads should be placed to produce maximum conditions. A great deal of guesswork can be eliminated i n the placing of live 1,oadsfor maximum moment, shear, or reactions by the use of influence lines. The Bridge Design System t v d l automatically generate influence lines and determine girder moments and shears along with top of column moments and reactions. I tis difficult lo visualize the way buck loadings actually generate a moment or shear envelope, so we will go through a step-bystep development of -these envelopes.

This example treats only application of H loads. The vehide i s moved auoss the structure horn left to right and from right to left. The moments and shears a! the various tenth points of the spans are noted as this movement occurs. The envelope is determined when the moment or shear at each tenth point is maximum.Table A 4 shows a summary of this work for maximum moment Table A-5 shows maximum conditions for shear. The maximum moments or shears are shown at the tenth points along with the position of the vehicle or lane load that produces the maximum condition.
Bridge Design System automaticallymoves the applicableEve loads across the structure i n both directions, notes the values of moment and shear and reports the maximums i n tabula o r graphcal form at each tenth paint.

We will use a simplified thee span continuous smcture with 50-foot spans simply supported
(Figure 6).

50'

5 0 '

50'

E= constant I=constant
Girder dead load= 2klfl

AblR 1

Bent 2

Bent 3

Abtrl4

Figure 6

Section Y - Bridge Loads

Page 1-21

c *
Truck Load
J m paa

Bridge Design Practice - February 1993 D

For praposes of this example, assume h a t HS 20 live loading consists of 1.5 wheel line or 0.75 lane per girder. Impact i s 28.6%
The (LL+I)H values given i n T a b k A 4 and A-5 result from applying HS 20 loads converted as follows:

8 kip
lane
Ime
h

x-

1.286

32 kip

x-

I 1.286
I

x lane = 7.7Kjgirder girder 2 wheel line 1.5 wheel line x x lane = 30.9 K/girder girder 2 wheel line
x

1.5 wheel

Line

e Load

0.640 IGp L.286 1.5 wheel line 1 lane xx x =0 . 617K/girder/ftfr. lane 1 girder 2 wheel line
1 lane I8 Eirp 1.286 L 5 wheel line X xx = 17.4Ktgirder lane 1 @r 2 wheel line

Maximum moment and shear envelopes are determined similarly when P loads are applied.

The values of (LL+l)P moments for 0 . 7 5 lane of P loads are p e n for comparison purposes on Table A+, line 21. Sirmlar values for shear are grven in Table A-5, h e 13.
1t should be noted that even though these raw values for P loads are lugher than the H load results,the application ofdifferent load factors for each brings the results closer together during design

A-4.2 Dead Load Moments (7kbleA-4, Lines 2 and 3)

Dead load momentsare givenby Bridge Design Systemusingthe uniform load of2 kips per foot. A plot ofthese values dosely follows parabolic curves.

A -4.3. Envelope Curve For Positive Girder Moment in Span 1 (Table A-4, Lines 4- 1 1)
For the %foot span, the H S ~ckproducesmardmum positive moment i n the span. Each horizontal Line of value indimtes d w moments at the tenth points of the first two spans ofthe three span shcture. moments are mused by ltbe0 . 7 5laneplus impact for the HS truck located as shown by the circles indatmg axles. T k m a k M e r e p m t s the front axle o f the truck
*

Page 1-22

Section I - Bridge Laads

Bridge Design Practice - February 1993

\ W e not always true, the maximum moment due to two or more moving concentrated loads generally occurs when the heaviest load is at the section.

From the tabulation it can be seen that the maximum positive moment-i s at the 0.4 poizt of the span (Table A 4 , line 7).For p r a c t i d purposes the h c k could be placed anywhere from the 0.35 to the 0.45 point to obtain the maximum positive moment, without appreciable error-

For the condit.ion of dead load and live load indicated, the tabulation of underlined (LL+I)H moments when added to the dead load moments gives the maximum positive moment thatcan be obta.ined at each of the points shown (line 19). A curve passed through these points constitutes an envelope curve pf positive moment (see Figure 7).
A-4.4 Envelope Curie For Negative Girder Moment (Table A-4, Lines 72-15)
Maximum negative &L+T)H momen1 over the suppon (Bent 2) is produced by the l a ~ load e io Spans 1 and 2 wirh concenmted loads for moment (line 12). Momenrs produced by h e lane loading are slightly greater rhan hose produced by the RS 20 uuck.
Except near Bent 2, maximum live loadnegative rnomentinSpan 1is produced by loading Span line. The load position is shown on line 13. T h e negative moment in unloaded spans is frequently overlooked by beginners.
2. It is noted that a plot of Ihe Span I moments will produce a shight

The envelope curve for negative Live load moment in Span 2i s obtained by loading the adjacent span as shown o n h e 14.
An ad& tional re6nement to h e negative moment envelope i s obtained by loading Spans 1 a i d 3 w i k the lane loading shown on line 15. Th.ts loading slightly modi6es the envelope curve between the 0.4 and 0.5points on Span Z However, the modification is of little practical value i n determining cutoff of negative bars i n a concrete span, because the value Fa& below the resisting moment of long tudinal bars which are normally carried through

The envelope curve for nega tive moment i sobtained by combing maximum values of dead load and &L+l)H. The valuis are tabulated on Line 20 and the envelope i s plotted in Figure A 4 . It is seen that the positive and ntptive moment envelopes overlap along the base line.'Ibis is characteristic ofcontinuous structures.

A-4.5 Envelope Curve For Posirive Girder Moment In The Interior Span Of Three Continuous Spans (Table A-4, Lines 7 6- 1 7 ) The truck load again produces maximumpositive center span live Ioad moments. The moments due to truck loadings at the 0.2and 0.5 points i n the span are shown. These points are control points which determine the envelope cure which approximates a 2nd degree parabola. The combined values of dead and live load m0me.nts are shown on line 19.

Section 1 - Bridge Loads

Page 1-23

r *
Appendix A-5
loading. introduce a greater ddference.

Bridge Design Practice

February 1993

Example of Shear Envelope Calculations

A-5. I Envelope Cuwe For Girder Shear In End Span Of Three Continuous Spans (Table A -5, Lines 4 -7)
The same threespan contjnuous structure i s u&ed to illustrate h e placing of load i n continuousspans lor determination oflive load shear. Dead loadshearsare tabulated onTable A-5 h e 3 and plotted on Figure A-5.
It can be found that the maximum live load shear at Abutment 1 i s governed by the buck

For practical utilization of the curve of maximum shear it is necessary to determine the LL+l shear at only three points; at Abutment 1, at the 0.4 point of Span I , and left of Bent 2. These points are connected w i h straight h e s as indicated i n the diagram on Table A-5.
The variation between the actual shear envelope wh& has a slight curve and the straight line method desaibed above i s of no practical concern, as other empirical assumptions m a y

The shear diagram for use indeterminingstirrupspacing inconcrete beams,or stiffenerspacing i n plate girders i s constructed by combining the dead load shears with the maximum (LL+I)H shears as shown on Figure A-5.

A-5.2 Envelope Curve For Girder Shear In Center Span Of Three Continuous Spans (Table A-5, Lines 8-9)

In this structure the DL+(LL+I)H shear curve for Span 2 is symmebical about the mterline of span; therefore it is necessary to compute shear at right of Bent 2 and at the centerline only. The load positions and values oflive loadshear for Span2 w e given on lines 8and9.Negativeshear i n Span 2 has the same value as pos tiveshear and isdetemined by placing the buck on the other
end of the span.
The (LL-+1)Hvalues are added to the dead load shears to give the DL+(LL+I)H w Figure A-5.

e shown in

Subsequent sections of the course w ill cover the utilization of shear and moment envelopes for the design of various types of structures.

Page 1-24

Secfioion I

- Bridge Loads

aK"anB (1'268'(1'5

wheel line)( girder

Moment, Table A-4 lane 2 wheel line = 7 . f /girder 0

32K 0.286)

= 30.gK/girder 0

Envelope Curve of Posltive Mornenl I n

+075

Symmatrlcal

about ' l Span

Conllnuo~s S Wilh Three

Noles:
DL + LL
of 0.75lan

800
I

600

For Span Span 1 400

See Table values of tenth polnt

200
/
/ /

I
\

-200

-400

-600

-800
Q;
Abut I

Q;
Ben1 2

Q;
Ban13

Moment Envelope Figure 7

Shear, Table A-5

5
-4
21

5
-4

Shear al Lelt of

6 26
-3 -3
-54
45

-12 -12 -12 -12 -12

51 4 3

0 Posilive Shea
36 28 21
-1 0 -1 0 14 11 8

Shear at Rlght

-3 -3 -3 -3 -3 -3 -3

-3

-3 31 21 21 21

9 1
11

-41

-41
8

Span2

-43 -51 -57

ILL4I)HEnvdo e 01.7~~anealR

-73 -91 -107

11
11

Posilive Shear DL Negallve Shear D

37 30 23 16 11 7 4 2 2 57 -5 . S .g . I 3 -20 -27 .34 -42 -49 -55 -60 -0 107 94 75 57 40 23 6 -3 -20 -37 - 5 4 -72 -89 -1 05 -1 20 2 2 2 98 81 66 52 40 30 21 13 6 -7 -7 -12 -17 -25 -39 -52 -63 -77 -90 -103 -11

-8 .8,-1, -14 -2, -28 -36 9 1 73 56 30 21 4 -4 -21 -38 -56 85 73 59 47 34 21 11 -11 -11 -11 -21 -34 -47 -59

-73 .B5

-98

oc 7 CaneolPlo

.L

Fig She

-z0
J Z

a ur

DL+ 3-5
conll

Not

-50
--IZO about I$ span 2

VJ

'

r *
Notations and Abbreviations

Bridge Design Practice . February 1994

Section 2 . Reinforced Concrete

2.0.0

................................................................................... Introduction ..................... . . ............................................................................

2-1
2-4

Part A . Design Example

2.1.0

........................................................................2-5

2.2.0

2 . 3 . 0

............................................................................... 2-5 Typical Section Geometry .................... . . . . .............................................. 2-5 Superstructure Loads ...................... . . .......................................................... 2-8
Structure Requirements
2.3.1
2.3.2

Dead Loads, D .......................................................................................................... Live Loads, L ...............................................................................................................

-2-8
2-8

2.4.0

Effective Depth
2.41
2.4.2

......................-.-..... . . . ............................................... 2-9

.....................................................................2-9

W u m Bar Cover ....................... ...

Transverse Bars ...........................................................................................................2.9

2.5.0

2 . 6 . 0
2.7.0 2.8.0

2.9.0

.............................................................................. 2-10 Girder Web Flares ....................... -........................................................ 2-11 FactoredDesign Moments ...................................... .............................. 2-14 Maximum Design Moments ......................................................................... 2 - 1 5 Steel Requirements at Maximum Moment Section ....................... . . .........2-15
Factored Design Shears 2 . 9 . 1
Positive Moment Section Parameters ............................................................

2-15

2.9.4

Span 3 0.6 point. M u= 14529 k-ft (Solution Method 3)........................................ 2-17

Negative Moment Section Parametws ..........................................................
2 8

2.9.5

Section 2 . Contents

Page 2-i

= *
2.9.7

Bridge Design Practice . February 1994

Bent 3. M u = -23577 k-ft ..................... . . ............................................................... 2-18

2.1 0.0 Maximum AlIowed Tension Steel

2 10.1

.,...----............. . . . . ----. . ......................... 2

Maximum Tension Steel in the Soffit Slab ............................................................ 2-19

2.10.2 MaKimumTensionSteelintheDeckSlab ............................................................. 2-19

2 . 1 1.0 Effective Tension FIange Width - ...................--~-----.....-.-.--................. - 2-20

2 11 .1 Span 2 .Positive Moment Tension Flange Width (soffit slab) ........................... 2-20
211.2

Bent 3 . Negative Moment Tension Flange Width (deck slab) ........................... 2-21

2.1 2.0 Positive Moment Bar Size Limitation

..........................................................

2-23

2-23 2.12.1 Span 2 inflection Points ...........................................................................................

2.122 Span 3 Inflection Point ....................................~.....................................................

2-23
2-24

2.12.3 Span 3 Abutment ....................................................................................................

2 . 13 . 0 Crack Control (Pre-Design) .......-.........................

.... .......................2-24
2-29

2-27 2.13.1 Span 2 0.5 point - #9 bars only ................................................................................

2.14.0 Bar Spacing Limits

........................................................................................

-2-29 2.14.1 Minimum Bar Spacing Limits ................................................................................

214.2

MaximumEkSpacjng Limits ................................................................................ 2-29

MinimumNumberofBarsRequired ..................................................................... 2-29

214.3

2.1 5.0 Minimum Reinforcement Requirements .........................

2.16.0 Bar Layout. Span 2

. . . . ................. 2-30

.....................................................................................2-31

216.1 ChooseBarGroups ................................... . . . . ............................................................ 2-31

2-17-0 Bar Layout, Span 3 Positive Moment

......................................

........... 2-34
2-34

2.17.1 Choose Bar Groups ............................................................................................

2 . 1 8.0 Bar Layout, Bent 3, Negative Moment ....................... , .............................. 2-37

2.18.1

Choose Bar Groups ................................................................................................... 2-37

2.1 9.0 Fatigue Check

..--.....-......... .............~.~~~~~.......................................... 2-39

. ,

Page 2-ii

Section 2 . Contenls

r *
2.20.1

Bridge Design Practice . February 1994

2.20.0 Final Bar Layouts ..........................................................................................

Span 2 .Bottom Slab Reinforcement ......................... . . . .

242
2 4

.................................

2.20.2

Span3-BottomSlabRemforcement ...................................................................... 2-43

2.20.3 Bent 3 - Top Slab Reinforcement ......................... . . .................................. 2 - 4 4

2.21.0 Longitudinal Web Reinforcement ............................ . . .
2.22.0

....................... Shear Reinforcement ...................................................................................

Stirrup Spacing Limits ...................... ..... ....................................................

245

246
2-47

2.221 SlirmpDesignWithinTheFlares ..........................................................................

2.22.2

2-48

2.22.3 Shear Capacity for Different Stirrup Spadngs .........................

2.22.4

..............

Graphical Procedure ................................. ....

.......................................................2-49
2-50

2 . 2 3 . 0 Bent 3 Model .......................

2.24.0 Bent Loads
2.24.3 2.24.2

. . ....................................................................

..................................................................................................

2-50

Dead Loads ....................

. . . . ................................................................................. 2-50

Live Loads .................................................................................................................. 2-50

.................................. ..................................................... 2-51 2.26.0 Face of Bent Support .................... . . ........................ ............................. 2-52 2.27-0 Factored Cap Design Moments..................,................................................ 2-53 2.28.0 Maximum Design Moments ....................... -................................................. 2-53 2.29.0 Bent Cap Minimum Fleinfarcernent Requirements, ................................. 2-54
2.25.0 Bent Cap Geometry

. 5 4 2.29.1 Fo r Positive Moments ..............................................................................................2

2.29.2

For Negative Moments ........................................... -...

2.30.0 Cap Effective Depth ..................................................................................... 2-54

2-31-0 Cap Steel Requirements

.............................................. ........................... . . .

2-55

2.55 2.31-1 Positive Moment Sections ........................................................................................

2.31.2 Negative Moment Sections . . ................................... . . .

........2-55
2-56

2.32.0 Crack Control

....................... . . . ...................................................................

Section 2 . Contents

Page 2-iii

r *
2.34.0 Cap Side Face Reinforcement

Bridge Design Practice . February 1994

2.33.0 Construction Reinforcement.............................~........................................ 2-57

235.0

.................................................................... 2-59 Cap Shear Reinforcement ............................... -........................................... 2-59

Span 1 Shear Design at Cap End

2.35.1 Span 1 Shear Design at Support Face ..................................................................... 260

........................... . . .... . . ........................... 241 2.36.0 Final Cap Design ......,.................................................................................. . 2-63
2.35.2

2 . 3 7 . 0 Computer Output .......................-..........

. . .

...............................................

2-64

237.1 Factored Loads - BDS ..............................................................................................

245
2-78

2.37.2 Service Loads - BDS .................................................................................................

237.3 Bent 3 Loads - BENT .................................. . . ...........................................................2-86

Part B: Design Notes

...........................................................................2-92
2-92

2 . 3 8 . 0 Service Load Design = Overview . . .....................,........................................

2 . 3 9 . 0 Strength Design Method Overview ....,.................................................... 2-93

2.40.0 Face Support .Negative Moment Design

.................................... -........ 2 - 9 5

2.40.1 Example ...................................................................................................................... 2-96

........................................ 2-97 2.42.0 Cross Sections Experiencing Negative Bending ...................... .......-2-98
2.41.0 Cross Sections Experiencing Positive Bending
, . ,

2.43.0 T-Girder Compression

243.1

Flange Width Positive Moment Case . . . . , . . . . . . . . . . . . . 2-99

Example .................................................................................................................... 2-100

2.44.0 Box Girder Compression Flange Width

....,......, ................-..-....-.~.......... 2-1 00

2.45.0 Box Girder Effective Tension Flange Positive Moment Case ....,........... 2-101

2.46.0 Box Girdern-Girder Effective Tension Flange Negative Moment Case ...................... ......................................... 2-1 03

. . . .

Page 2-2

Section 2 . Contents

c *
... 2.45.1 Example .........................

Bridge Design Practice . February 1994

2.47.0 Rectangular Sectlon With Tension Bars Only ...................... . .

............. 2-104
-2-105

................................................................................

2.48.0 Flanged Section With Tension Bars Only

................... . . ............

.2

0 6

2.48.1 Example .................................................................................................................... 2-108

2.48.2 Example ...................................................................................................................

2-108

2-49.0 Bar Spacing Limits for Girders

2.50.0

.......-----......................,.....-..........--.-.....-... 2-109 Development of Reinforcement .............................................................. 2-10

.....................................................
2-1 I 0
........................:........................................................ 2-1 10

2.51.0 Positive Moment Bar Size Limitation

2.51-1 Example ...................................

2 . 5 2 0 Minimum Reinforcement Requirements

..................................................
. . . ........................................

2-1I I
2 - 1 2

2.52.1 Example .................................................................................................................

2.53.0 Moment Capacity Diagram ........................

2-1 13

2.54.0 Moment Capacity Diagram Versus Design Moment Envelope

2.55.0 2.56.0 2.57.0

............... 2-114 Bar Layout-Graphical Procedure ............................................................... 2-1 15 Matching Bar Ends...................................................................................... 2-1 17 Working Stress Analysis Calculations ..................... . . . .......................... 2-1 19
Example .................................................................................................................. 2-120

257.1

2.58.0 Crack Control Serviceability

.......................... . . ..............................

2-121

2.59.0 Crack Control Check Post Design Rectangular Sections ..................... 21122
259.1

Example .................................................................................................................... 2-123

2.60-0 Crack Control Check Post Design f Box Girder with Single Layer of Steel
.... 2 . 6 0 . 1 Example ........................

........................................................................
.................................................................................

. 2-124
2-125

2.61.0 Crack Control Pre Design

.......................... . ......... ............................ 2-126

2.62.0 Pre Design Crack Control Derivation

........................................................

2-128

Seclton 2

. Contenls

Page 2-v

E-t:
2.63.0 Fatigue Serviceability ... 2.63.2 Example ................................. 2.64.0 Shear Design
2.65.0
2.67.0
2.67.1 2.67.3

Bridge Design Practice . February t994

..................................................................-............
.............................................................................

2-130

2 . 6 3 . 1 Derivation for Procedure O u t h e d ....................... . . ....................................... 2-131

2-132

.......................................... -................................................... 2-133 Shear Design and Girder Webs .................................................................. 2-133
....................................... 2 3 4 Shear Modification Due To Bar Cutoffs ....................... , . ...................... 2 3 7
Modification Method 1 .......................................................................................... 2-137

2.66.0 Shear Design of Flared Girder Webs = Example

2.67.2 Modihcation Method 2 ......................................

Modification Method 1.Derivation ................................................................

2-139

267.4 Modification Method 2 .Derivation ..................................

2.68.0 Shear Friction Design

............................................................ .. . . . .2-140

. . . ......................... 2-139

2-142 268.1 Basic Shear Friction Requirements .......................................................................

2.682

Example-Shear Key ............................................................................................... 2-144

2.69.0 Compression Members

269.1

......................................................................... 2-145

Example ................................................................................................................... 2-146

2 69.2 Example ............................................. -.................................................................... -2-1 SO

Page 2-vi

Sedion 2 . Contents

c *
Notations
a
= =

Bridge Design Practice

- February 1994

Reinforced Cc~ncrete Design

.
= =

area of shear-friction reinforcement, square inches (BDS Article 8.15.5.4.3) width of compression face of member

depth of eqwvalent rectangular stress block (BDS Artide 8.16.2.7)

lb

ab

depth of equivalent rectangular stress block for balanced strain conditions, inches (BDS Artrcle 8.16.4.23) bw effective tension area of concrete surrounding the flexural tension reinforcement and having the same centroid as that reinforcement, divided by the number of bars or wires, square inches;when the f l e d reinforcement consists of several bar sizes or wires the number of bars or wires shaU be d computed as the total area of redorcement divided by the area of the largest bar or wire used (BDS
Artide 8.16.8.4)

= effective tension flange width (not a

code variable)
=

web width, or diameter of circular section. For tapered webs, the average width or 1.2times theminimum width, whichever is smaller, inches (BDS Artide 8.15.5.1.1)

dstance from extreme compression fiber to neutral axis (I3DS A.rticle 8.16.27) distance from exbeme compression fiber t o centroid of tension reinforcement, inches. For compumg shear shength of circular sections, d n e d not h less than the distance from extreme compression fiber to centroid of tension reinforcement in opposite half of member. For computing horizontal shear strength of composite members, d shall be the distance from extreme compression fiber to centsoid of tension reinforcement for entire composite section

A,

= area of a n individual bar, square inches

A,

(BDS Article 8 . 2 5 . 1 ) = area of concrete section resisting shear transfer, square inches ( B E Artide
8.16.6.4.5)
= gross =

A,

&

area of section, square inches area of reinforcement i n bracket or corbel resisting tensile force, N, ( N , ) d' square inches ( B E Artides 8.15.5.8 and 8.16.6.8) area of tension reinforcement, square inches square inches

distance from exbeme compression fiber to centroid of compression reinforcement, inches nominal diameter o f bar or wire, inches
thickmess o f concrete cover measured from extreme tension fiber to center of bar or wire located closest thereto (BD5
Article 8.16.8.4)

d,

= =

A', ASf

= area of compression reinforcement,

=

area of reinforcement to develop compressive strength of overhanging flanges of I- and T-sections (BDS Article 8.16.3.3.2)

Ec Es

= =

modulus of elasticity of concrete, psi (BDS Artide 8.7.1)

modulus of elastidy of reinforcement, psi (BDSArtide 8.7.2)

Section 2 - Reinforced Concrete

Page 2-I

c *
= extreme fiber compressive stress

Bridge Design Practice - February 1994

concrete at service loads ( B E Artide 8.15.21.1)

= specified compressive strength

j n Mu
n

= factored moment at section = modular ratio of elasticity = E,/E,

@ D S

Article 8.15.3.4)
= number of bars = effective number of bars = factored axial load normal to the cross

conaete, psi
= square root of = =
= =

of n

= =

specified comprmive strength of concrete, psi fatigue stress range in reinforcement, ksi (BDS Artide 8.16.8.3) algebraic minimum stress level in remforcement (BDS Arhde 8.16.8.3) modulus of rupture of concrete, psi (BDS Artide 6.15.21.1) tensile stress in reinforcement at service loads, psi ( B E Article 8.15.22) stress i n compression reinforcement (different than defined in code) extreme fiber tensile sbess in concrete
at service loads ( B E Artide 8.15.21.1)

N Nu
P ,

section cccurringsimultaneously with

v u

= nomind axial load strength of a m o n

at balanced sfrain conchions (BDS Artide 8.16.4.2.3)

= nominal

Pn P ,
s

axial load strength at given eccentricity

= factored axial load at given emenbicity =

= specified

yield reinforcement, psi

strength

of

V, V,

spacing of shear reinforcement in direction parallel to the longitudinal reinforcement, inches = tension flange thicEoness (not a code variable) = nominal shear strength provided by conaete (BDSArticle 8.16.6.1)
= nominal

= overall, thickmess of member, inches = compressionflange t h i h e s s of I- and

shear strength (BDS Article

8.16.6.1)

T-sections
= tension flange thichess (not a code

V,

variable)
= moment of inertia of

, gross concrete V section about centroidal axis, neglecting reinforcement Yt

span length (not a code variable)

shear sbength provided by shear reinforcement (BDS Article 8.16.6.1) = factored shear force at section @DS
= nominal

m d e 8.16.6.1)
=

= additional embedment length at

distance from centroidal axis of gross section, neglecting reinforcement, to extreme h r i n tension ( B EArticle
8.13.3)

support or at p o d of inflection, inches z (BDS Article 8.24.23)

=

= quantity limiting distribution of

dear span length (not a code variable)

f l e d reinforcement (BDS Article

8.16.8.4)
= angle

= development length, inches

=

a+

mcking moment (BDSArtide 6.13.3)

o d moment strength of a section

= n

between shear-friction reinforcement and shear plane (BDS Artides 8.15.5.4 and 8.16.6.4)

= ratio of area of reinforcement cut

off
8

Page 2-2

Section 2 - Reinforced Concrefe

c *
(beta)
to total area of reinforcement at the section (BDSArticle 8.24.1.4.2)
=

Bridge Design Practice - February 1994

Abbreviations
BDS
=

p,

ratio of depth of equivalent compression zone to depth from fiber o f maxjmum compressivestrain to the neutral axis (BDS Astide 8.16.2.7)

Bridge Design Spm)5ations

correction factor related to unit weight f o r concrete (BDS Articles 8.15.5.4 and
8.16.6.4)

p (mu)= coefficient of friction (BDS Article 8.15.5.4.3)

p (rho)= tension reinforcement ratio = A,/bd
=
=

P'
p,

compression reinforcement ratio = A',/ bd rehforcement ratio producing balanced s & conditions (BDS Article
8.16.3.1. I )

9 (phi)= strength reduction factor (BDS Article 8.16.1.2)

Secrion 2 Reinforced Concrete

Page 2-3

c *
2.0.0 Introduction
reinforced conaete design.

Bridge Design Practim - Februav 1994

The purpose of this section of the Bridge Design Pradice Manual i s to assist design engineers with
There are two parts to tkis chapkr:
Part A

- Design Example

This section contains an example design solution for a reinforced connete box gvder superstructwe using Strength Design methods. The computer programs "Bridge Design Systemwand "Bent" were used to do the required structurd analysis.
If should be noted that the example does not constitutea complete bridge design. Only enough work has been done to demonstrate design methods. For example, tension steel has not been designed for every span of the shucture as would be done for an actual bridge design. Additionally, there are other design considerations not considered i n the example. For instance,seismic design has not been addressed. It is hoped, however, that the example will provide a good foundation for the design of reinforced conaete bridge structures.

Also, note that the example does not completely meet current CALTRANS design standards. For example,current CA LTRANS standards require continuous small diameter f ension bars h box grrder bridgs in addition to large diameter bars. However, for simplicity, the small diameter bars were not utilized i n tlus example.
It i.salso important to note that h e example design is only an example. It is the work of only one e n p e e r . 7% methods used should not be ziewed as Caltrans standards! There are often several different ways to solve a design problem.

Part B

- Design Notes

This section contains helpful fomulas, interpretstions of the specifics tions, derivations and exampies. It does not cover all sections of the spe&cations and it is not intended to be a commentary on h e specifications. It does, however, offer guidance on how to handle frequently encountered bridge design problems. A j n d word ojcautim &appropriateat this point! The i n f o m tion contmed i n h s section should not be used as a design p d e in place of reading the spedications. There may be certain instances where the methods desaibed in this section are not appropriate for use. Therefore, it is recommended that prior to applymg arty formula or procedure contained within this section, the designer should read the appropriate s e c h n of the spedfimtions to be certain that the described formula or procedure is appropriate for use.
Arty errors found i n khis chapter, either technical or typographical i n nature, should be reported to the chairman of the CaItrm Reinforced Concrete Committee.

Page 2-4

Section 2 Reinforced Concrere

r *
2.1.0 Structure Requirements
AbUl 1

Bridge Design Practice

- February 1994

Part A - Design Example

Design a reinforced concrete box girder structure with the span configuration shown below. Provide for 4 4 feet of clearance between Type 25 barrier rails. Assume the use of t w o Type 2R columns with base h e t e r s of 4 feet. Assume , ' f = 3.25 ksi and fy = 60 hi.
- -

AbOr 4

2 0 '

2w

Bent 2

Bern 3

2 . 2 . 0 Typical Section Geometry

Deck width = (curbto curb clearance) + (two Type 25 barrier rails)
= 40'+ Z(1.75') = 43.5'

From the Bridge Design Aids manual, fora reinforced conuete box girder with continuousspans, an economical design will result when

S h c t u r e Depth = (0.055)(110') = 6.05'

Use Depth = 6 '

Slope the exte.riorprder web for aesthetic reasons.

Exterior web slope =
I ' Horizontal 2' Vertical

Assume exterior web width = 10"

Assume interior web width = 8"

The exterior webs are wider to allow for easier conae te placement which is difficult due to the webs
slope.

Secrion 2 - Reinforced Concrere

Page 2-5

c *

- 1

Bridge Design Practice - February I994

Fromthe Memo to Desipms manual, Memo 15 -2, the spacing between girder webs for a reinforced concrete box girder should be appro& tely 1% times the smctures deplh. girder spacing = (1.5)(6') = 9'
deck width --- 43.5' - 4.83 girderspacing 9' Assume 4 bays 8 9' and two deck overhangs.

Overhang length =

43.5'4(9') -1 1.2/ 12
' I

3.283' =. 3'-3 %$

Use overhangs = 3 '- 3"

Assume overhangs to be 7 inches deep at outside edge of deck and 12 inches at the intersectjon of

the overhangs with the exterior girder web.

Effective dear span between girder webs (interior bay) = S = (9')

- (8")

6 '- 4"

From the Bridge Dtzip Details manual, Page 8-30,when S = 8 '- 6",

deckslabdepth

= 8%"

soffit slab depth = 6% "

Soffit slab width = deck width - 2Iaverhang) - 2(grrder slope)(girder depth )

= 43.5' - Z(3.25')

- 2('h)(6' - 1') = 32'

Assume the use of two Type 2R c

o I at ~ each bent.

See the Bridge Design Detaik manual, starting with Chapter 7, page 31,for standard architectural

columns used by Calbans.

Page 2-6

Section 2 - Reinfored Concrete

c *
4
p a 9 1

8ridge Design Practice

- February 1994 M

Structure symmetrical

4'4"

2 0 '

@ Bent

<

SECTION A-A

SECTION 6-B

Section 2 - Reinforced Concrete

Page 2-7

c-t:
2 . 3 . 0 Superstructure Loads
Load 1 Load 2
= =

Bridge Design Practice - Februav 1994

CaItrans currently uses a program titled "Bridge Design System" to perform shctural analysis of standard conaete box p d e r sbuchres. The user i s required to input the number of ljve load Ianes wluchare tobe loaded o n the stnlcture. The program will analyze for differenttruckpositions along each span and also for lane loadings as desaibed in Chapter 3 of the Bridge Specijhtiotts.
A simple way ofobtaining factored results i s to input more lanes into the program than actually exists. Factored results will then be output.
Design Loads to Consider (See8DS table 3.22.1 A) Service Load Group IA
=

1.O

Load 3

Group, I

[D+(L+I) H]

1.3 [D+f .67 (L+l) HI

1 . 3 ID+ (L+I) PI

2.3.1 Dead Loads, D

Superstruchre (box) weight = 0.15kcf

Future AC wearing surface = (43.5'-3.5')(0.035 ksf)= 1.4 klf

Type 25 barrier rail

= (2rails>T261cf/fi)(O.I 5 kcf) = 0.783 k l f

Future AC plus barrier rails = 2183 kIf

2 . 3 . 2 Live Loads, L
BDS Art. 3.23.2.2says: The live load bendmg moment for each interior stnnger shallbe determined by applying to the stringer the fraction of a wheel load (both hont and rear wheels) d e t a e d i n Table 3.23.1.
BDS Table 3.23.1 says:

Concretebox girders are designed as whole width units. The number of wheel lines applied to a box girder structure is:

overall deck width, feet 7.0

Number o f design live load lanes
=

(g wheel h e s ) ( 7

1 five load lane = 3.107 live load lanes

2 wheel lines

Page 2-8 .

Section 2 - Reinforced Concrere

c-t:
Load 1
HS20 Service
Superstructure DL. k d AC and Barrier DL. klf
0.15

Bridge Design Practice - February 1994

Input Data To BDS Analysis Program

Load 2 Group lH
HS20 Factored 1.3(0.15) = 0.196 1.3(2.183) = 2.838 1.3(1.67)(3.107) = 6.745

#+IS20 live b a d lanes

2 . 1 83 3 . 1 07
0

Load 3 Group,I P -Truck Factored 1.3(0.15) = 0.195 1.3(2.183) = 2.838

0

#P -truck live load bnes

1.3(3.107) = 4.039

2.4.0 Effective Depth

2.4.1 Minimum bar cover (BDS Art, 8.22.1)

top deck steel = 2"

bottom slab steel = 1.5"
Note:

The above cover requirements assume n o d enviromental conditions.

2.4.2 Transverse Bars From C a l m Bridge Desigrr Details manual, Page 8 -30, dated June1986, and an effeclive span lengh (dear span between girder webs) of 8' - 4" find:

top transverse bars = #6

bottom transverse bars = #4

Asswne main long~tudinal bars to be #I1's. This is probably conservative.

Note:

Bridge D&gn Details manual, page 8-30 has been updated. Fuhue designs should be based on the current standard.

Section 2 Rein farced Concrete ,

Page 2-9

Bridge Design Practice

- February 1994

2.5.0 Factored Design Shears (D + L + I ) in kips

Location

Span 2

S~a3 n

See pagw 2-77 and 2-76

Page 210

Section 2 - Beinforced Concrete

c *
2.6.0 Girder Web Flares
a s s w e V, = ~ & b , , d

Bridge Design Practice

- February f 994

(BDS k t . 8.16.6.21)

m h ~ usable m V,= 8&b,d

maximum allowable Vu = 100fib,d

@DS Art. 8.16.6.3.9)

bw.2

v"
104fid

i s required.

Q
f',

= 0.85 = =

3250 psi

68.54 "

b , = 2(10")-+ 3(8") = 44" (initial assumption)

maximum allowable V, = lO(0.85)-(44)(68.54)

(I%,,)

-= 1461 k

M m u m design shears, V,, may be assumed to be the shears which occur at a distance d kom the face of abument and bent cap supports. ( B E A r t 8.16.6.1.2)
At the abutments, h s point occurs at;
1.25' + 68 54" = 6.96' from abutment center lines. 12
At bents, thk, point occurs ak;

225' +

6 8= 7-96' horn bent center lines.

12

Secfion 2 - Reinforced Concrele

Page 2-1 1

c *
k
11

Bridge Design Practice

- February 1994

Referring to Lhe table of factored design shears, it is seen that the maxium design shears for spans 1 and 3 will never exceed the m.aximum aUowable design shear of V, = 1461 k, For Span 2, design shears must be calcnla tcd at 7.96 feet from the bent center lines to determi.ne if web flares will be required.

967 0 1 - 1382) = 1470 k > 1461 k Bent 2: V, = 1701 - (7 1 I1 ' 967 1 7 - 1398)= -1486 k > 1461 k t 3: V , = -2717 + (7 1

Web flares are required at both ends o f Span 2.

Determine total web width required at the face of the bent caps. By observation it i s recognized that it will be appropriate to calculate flare requirements at Benr 3 m d apply the requirements to both bents.

225 t 3 cap face: V , = -1717 + ( 1 7 1 7- 1398) = 1652 k

11

require that b

" - lo$fld

vu

1652(1000Ib/k) 10(0.89d%%(66.54)

require b, 1 49.7"

Use b,

= 10" for each web at

the cap face.

Total b, = 50" for the whole box girder.

Page 212

Section 2 - Reinforced Concrefe

E d
V, = maximum allowable V , = 1441 k
x
=-

Bridge Design Practice - February 1994

Detamine the required length of flare. The webs must begin to flare at the point i n the span where:

Let x = minimum distance from support center line to start of web flare.

8 . 8 3 '

Required flare length = 8.83' 2.25'

6.58'
(EDS k
t . 8.11.3)

Minimum required flare length = 12ldtfference i n web thichess)

= 12(10"-g"'

= 2'

Use flare length

= 7'

225'

7' flare

8'
1

I
5 Bent Cap
Plan
Bent 2

- Typical Interior Girder (Bent 3 is similar)

Section 2 - Reinforced Concrefe

Page 2-13

c *
Location

Bridge Design Practice - February 1994

2 . 7 . 0 Factored Design Moments (D .t L + 1) in k-ft

Positive
Negative

0.6

14529 P 13814 P

0.7
0.8

11069 P

0 . 9
1.0

6831 P 0

See pages 2-70and 2-75

Page 2-14

Section 2 Reinforced Concrete

c a
2.8.0 Maximum Design Moments
Bent 2

Bridge Design Practice

- February 1994

Moments at faces of support may be used for negative moment design. (BDS Art. 8.8.2)

Span 1 side of cap:

Span 2 side of cap:

M.=-22476+?(22476-14690)

=-20252k-H
= - 22504 k-ft

M , = - 25319 + - (25319 - 9835) 11

L

Span 2 side of cap:

Mu= - 26386 + - (26386 10936) 11 Mu= - 24568 c

- 23577 k-A

Span 3 side of cap:

2 (24568 - 14598)
8
Gesign

= -22076 k-A

Lwalion
Span 1
0.4
0.5

Moment

1 0777 k-fi
19126

Span 2
Span 3
8ent 2

0 . 6

1 4529

- 22504
- 2357?

Benl 3

2.9.0 Steel Requirements at Maximum Moment Sections

2.9.1 Positive Moment Sectlon Parameters
b
= =

43.5'= 522"

b,

1 0 + . 8 + 8 + 8 + 1 0= 44"

h, = 6.325"
d
= 69.3" =

0 . 9

Secfion2 Reinforced Concrete

Page 2-15

c *
2.92Span f 0.4point, M u = 10777k-ft
assume

Bridge Design Practice - February 1994

(Solution Method f )

ash,
$M,IM,

(i-e.,section i s rectangular i n nature)

require

(BDS Art. 8.16.3.2.1)

set

1.123%'

- 3 7 m + (1W77)(12)= 0

This i s a quadratic equation which cart be solved for 4.

A,

34.93 in2

check that a 5 hf

okay
Required A, = 34.93 in2

2.9.3 Span2 0-Spoint,

Mu = 19126k-fi

(Solution Method 2 )

assume

a l h,

The above equation can be solved algebraically to yield a direct solukion for 4:

Units for aU variables must be consistent.

Page 2-76

Section 2 - Reinfotced Concrete

c *
check that a 5 h,

Bridge Design Practice - February 1994

Required 4 = 6250 in2

2.9.4Span 3
assume
a 5 h,

O.Gpoint, Mu

= 14529k-ft

(Solution Method 3)

= Mu

Asfy where a = .St,%

Restate the above equations in a different form:

For the above equations, a = inches,

a = 4" (initialassumption)
a =

= k-ft

Star! with an assumed value of a. Then iterate between equations.

A, = U.97 in2
Pq = 47.27 in2

1.996"

a = 1.967
a = 1.967" a = 1.967" < 8.125"

A, = 47.26in2
A, = 47-26 in2

okay

Required fc, = 47.26in2

Section 2 - Reinforced Concrete

Page 217

c *
2.9.5 Negative

Bridge Design Practice- February 1994

Moment Section Parameters

b b ,

= 32'= 3&4" =

44" (web flares have been neglected)

h, = 6.375"
d
$ =

68.54"

= 0.9

2-9.6 Bent 2 , Mu = -22504 k-ft

Assume
a <hf

Require

$M,5M,

Use one of previous methods to solve for A,.

A, = 75.30in2
a = 4.26" < 6.375"

Required

4 = 75.30 i d

2.9.7 Bent 3, Mu= -23577k-ft

Solve the same as for Bent 2.

Required 4 = 79.02in2
a = 4.47
" < hf

Page 2-18

Section 2 Reinforced Concrete

c *
2.1 0.0
p =k !

Bridge Design Practice - February 1994

Maximum Allowed Tension Steel (B DS Art. 8.1 6.3.1 . I )

and p, = balanced reinforcement ratio.

bd
Maximum allowed p = 0.75p, From the above equations &d BDS Art. 6.16.3.3, it can be found that for a flanged section with the neutral axis below the flange,

maximum allowed A, -

87000 + fy

2.10.1 Maximum Tension Steel in the Soflit Slab

f', = 3250 psi

f, = 60,000psi p, = 0.85 b = 522"

b , = 44" h, = 8.125"

d = 69.3" maximum &owed A, = 187.08 in2 2.10.2 Maximum Tension S tee1 in the Deck Slab

psi f, = 60,000psi j 3 , = 0.85 b = 384" (Note: Do not include web Oares here) b, = 43" $ = 6.375"

f',

= 3250

d = 68.54" Maximum allowed

4 = 127.23 in2

Seclion 2 - Reinlorced Concrete

Page 2-19

E d

Bridge Design Practice

- February 1994

2.1 1.0 Effective Tension Flange Width (BDS Art. 8.172.1 )

2.1I. I Span 2 Positive Moment Tension Flange Width (soffit slab)

Exterior Girder:

First Interior Girder:

Second Interior Girder:

Total effective tension flange width.

= 45" + 81.25" + 84.5"

+ 81.25" +

45" = 337

Note: CaIdations for spans 1 and 3 are similar.

Page 2-20

Section 2 - Reinforced Concrete

E M

= 48.75' = 49.5'

Bridge Design Practice - February 1994

2.11-2 Bent 3

- Negative Moment Tension Flange Width (deck slab)

Exterior Girder:
= 6 (8.125') overhang = 3 9 ' L d, = 1/2 (997 61

39"+ 10' + 48.75" = 97.75'

97.75"

'40L

= ( l O

=132-

Fixst hterior Girder:

Second hterior Girder:

Total effective tension flange width

= 97.75" + 107.5" + 207.5" + 107.5"

+ 97.75" = 518"

Note: According to BDS Art. 8.17.21 -3,an effective tension flange width shall be calculated on each side of the bent cap. The larger of the two effective widths shall be used. Upon mspection it can be seen that the 518 inch width calculated above will control.

Section 2 - Reinforced Concrete

Page 2-27

Bridge Design Practice

- February 1994 m

L-bn
1

Design Moment, M, 10777 k-fi

Requirement
34.93 inZ

Effective Tension Flange

Span 1

0.4

3 3 6 . 5 ' 337
337

Span 2
Span 3

0 . 5
0.6

19126
14529

62.50
47.26

Bent 2
Bent 3

- 22504 -235n

75.30 79.02

510
518
I

All main tension steel bars shall be distributed within the effective tension flange areas.
-

Page2-22

Section 2 - Reinforced Concrete

c *
2.12.0
2.12.1 Span 2 Inflection P o h ts
at 0.15 point, at 0.65 point,
at

8ridge Design Practice - February 1994

Positive Moment Bar Size Limitation (BDSArt 8.24.2.3)

Requuement at simple supports and points of inflection:

Mection points occur at 0.15 and 0.85 points of Span 2. (See moment envelope, page 2-33)

V,

= 1362 - '/,(I382 - 1067) = 1225 k =

V,

- 1398 + '/, (1398 - 1082) = - 1240 k

0.5point,

Mu= 19126 k-ft 5 $M,

At Ieast % of the steel present at the 0.5 point (BDS Art. 8.24.21)

of Span 2 must be extended into the bent caps.

Therefore, it is safe to assume that the moment capacity at the inflection points is at least: M, = 'A (21251) = 5323 k-ft.

t,

= greater o f

d or 12 d, at points o f inflection
for #ll bars = 69.3"

e,

= [69.3" or 12 (1.41 ) = 16.9"]

td = 66" for #I1 bars

Any bar size #I1 or smaller may be used for positive moment steel in Span 2.

2.122 Span 3 Inflection Point

The inflection point occurs at 0.2 point of Span 3. (see page 2-36)
at 0.2 point,
at 0.6point,

V, -1114 k

M u=

14529 k-ft 5 @ M ,

' I4529 = 16143 k-ft M,Z 0.9

At least 'A o f the steel present at Lhe 0.6 point of Span 3 must be exkended to the bent cap.

(BDS Art. 8.24.21)

Section 2 - Reinforced Concrete

Page 2-23

c *
E, = 69.3"

Bridge Design Practice - February 1994

Assume at 0.2 point, M,, = '1, (16143) = 4036 k-ft.

t , = 66"

2.12-3 Span 3 Abutment at the abutment, V, = - 1036 k

a t 0.6 point,

Mu= 14529 k-ft S $M,

14529 = 16143 k-ft M,= 0.9

At Ieast I/, of !he steel present at the 0.6 point of Span 3 must be extended to the abuhnent.

(BDS Art. 8.24.2.1)

Assme at the abutment, M, = 1/3 (16143) = 5381 k-ft

fa

embedment Iengh beyond support center h e .

fx

= (1'-3")- 3" = 12"

f,

= 66"

Any bar size #11 or smaller may be used for positive moment steel i n Span 3.

2.13.0 Crack Control (Pre-Design) (BDS Art. 8.16.8.4)

The following procedure can be used to find out how many tension bars should be used to satisfy uack control requirements. Ifan existing design i s to be checked forma& control, do not use this procedure. Also, please note that this pracedrtre is only valid if all of the tension bars are the same size (see pages 2-121 ttuu 2-129).
d,
=

distance from extreme conmte tension fiber to center of the closest tension bar.

P, = area of tension steel required to meet sbength design requirements.

A, = area of one tension bar.

A, = effective area of conaete i n tension which surrounds the tension steel and has the same centroid as the tension steel.

Page 2-24

Section 2 - Reinforced Concrete

c *
z = aadz control factor (see specifications).
Q=

Bridge Design Practice - February 1994

f, = working stress i n tension steel at service loads. number of bars required to satis9 sb-ength design,
I

= number of bars required to satisfy crack conbol allowable stress formula, fs = z / (dfi)J.

n , =
= , n

number of bars required to create stresses in the tension steel of 24 ksi.

number of bars required to create sbesses in the tension steel o f 36 hi.

n = minimum number of bars required

f, = 60 k s i is assumed.

1. C a l d te required A, for the factored moment, Mu.

2 Calculate f, assuming A, = m o u n t of tension steel present. Use working sbess analysis and
service load moments, D+(L+I)H.

3. C a l d t e n ,= LL
*b

4 . Iffs124ksi,usen=~5. Calculate 4, A,, and T=A&

A, = (b,) x lesser of

where

= Wcbess of tension flange

':I

b, = effective tension Range width This definition ofA, is only good if all tension bars are i n a shgle layer.

7. If n ,> nz,

usen= largeroin,,or~ , o rQ If nl, n , > n3& u w n = larger of n use n = larger of n , or n , If n , <n 3 ~

Page 2-25

Section 2 - Reinforced Concrete

E d

Bridge Design Practice - February 1994

Service Load Moments (D + L + I) H i n k-ft

Lmlion Positive
Negative

Span 2

0.0
col. face'
0.1 0.5

- 14408 - 12903 - 6132

10669

0.9
col. face'
1 .O

- 7069 - 14006 - 15547 - 14670 - 13198 - 8782

8359

Span 3

0 . 0
#[.face*
0.1

0 . 6
See page 2-83

*Calculatemoments at coEmu-,support faces.

Bent 2:
Eknt3:

= - 14408 + %I (14408 - 6132) = - 12903 k-ft

M=-15547+2/i~(15547-7069)=-14006

M = - 14670 + 2/3 (14670- 8782) = -13198

Calculate f, at each sectionusingrequired A, from strength design calculations (see page 2-11 9 ) .
0.5 Span 2
b
k,
522"
44 '
8.125'

0.6 Span 3
522
44

Bent 2 Rt
384

Bent 3 Lt

Bent 3 Rt
384
44

384

50
6.375

50
6.375
9

h
n

8.125

6.375
9

9
62.5 in2

9
75.30

4
d

47.26

79.02
68.54
-1 40E

79-02
68.54

69.3 in2

69.3
8359
32.09

68.54

M
f,

1 M 9 k-ft 31.08 ksi

-1 2903
31.58

-1 31 98
30.78

32.69

Page 2-26

Section 2 - Reinforced Concrete

E N

Bridge Design Practice February 1994

2.13.1 Span 2 0.5 point - #9 bars only

A, = 625 in2

6 = 31.08 ksi T= 4;6 = (625)(31.08)= 1943 k

b, = effective tension flange width = 337'

d, = 1.5 + 0.5 + 1.128/2=257" 2d, = 5.14''

h, = 6.375"
Pq. = (bJ(Jessero12d, and h, ) = (337)(5.14) = 1732 in2

z = 170 for normal enviromental conditions

n, -= n 3 6 Therefore, n =larger of n , or n, = 63

Section 2 Reinforced Concrefe

Page 2-27

E m

Span 2

8ridge Design Practice

- February 1994

0.5 point

Span 3

0.6 point

A, = 62.5
T =I943
h, = 6.375

f,
Z

= 31.08

= 47.26

f , = 32.09
z = 170
b, = 337
# 10
#I1

=I70

T = 1517

b, =337
#I 0 I .27
#11

h, = 6.375
#9

Bar
A,

#9

1.O

1.56

1.0

1.27

1.66

4
24

2.57
5.14

2.64
5.28
1779

2.70
5.40

2.57
5.14
1732

2.M
5.28
1779

2.70
5.40

Ae

1732

1820
40

1820
31

"d
nm
b 4

63

50

48
43

38
36
50
34

51
81

43
& I
43

38
52

31
41

64
43

" 3 6

54 63

35
40

27 3 1

50

48

38

Bent 2

Right
f, = 31.58
X = 170

A, = 75.30

T = 2378

h, =8.125
Bar
#9

b,= 518

#I 0
1.27

#tl
1.56 3.46

k
dc

1.0

3.31 6.62
3429

3.39
6.78

24

6.92
3585
49

A,
rb
b
h
n3s

3512
60
64 78

76
75

55 & 4
43

99

66
76

52
64

55

Page 2-28

Section 2 - Reinforced Concrete

c *
2.14.0

Bridge Design Practice - Februav 1994

Bat Spacing Limits

2 . 1 4 . f Minimum barspacing (BDS Art. 8.21.1)

Mirumurn bar spadng = 212" assuming use of #ll bars.

2.14.2 Maximum bar spacing (BDS Art. 8.21.6)

11-5 (slab thihess) = 1.5 (8.125")

lesser
Of

= 1.5 (6.375")

= 122" far top slab = 9.56" for bottom slab

118"

Maximum spacing = 122" for the top slab

9.56" for the bottom slab

2.14.3 Minimum Number of Bars Required

1 0

0 1 0

C
Non-&&e
lension flange area

I
D0

0 0

Top slab, 44 inch section

44"-2" -2"

12,2"

= 3.3 spaces required b e t w e n bars shown.

5 bars required

Section 2 - Reinforced Concrete

Page 2-29

r *
Tou sbb,7 09" section
109"- 2"- 2"

Bridge Design Practice

- February 1994

=8 . 6 spaces

10 bars required
Bottom slab, 84" section
84"- 8'-2"

9.56"

= 7.7 spaces

10 bars required
Bottom slab, 42.25" section
5 bars required

42.25"- 2"- 2" 9.56"

=4

spaces

Note: The 2 inch, 4 inch,and 8 inch dimensions on the above figure are only approximations.

2.1 5.0 Minimum Reinforcement Requirements (BDS Art, 8.17.1)

A minimum design sbength is required at any section where tension reidorcement is required,

@DS
From the BDS frame analysis output: is = 1 -

Art. 8.1 7.1.1)

- I,

= 363.38 ft

'

y, = 3.49' for positive moments.

M o w the design moment envelope as follows;

For positive moments
minimum M u= 9 3 z O 363.38h4 144in /fi 349k I W O ) : , ; For negat5ve moments

-1 '

)[

= 7693 k-ft

The minimum design moment requirements above may be waived if the steel provided at a section i s one third greater than that required due to the applied factored moment, Mu
value of

(BDS Art. 8.17.1.2)

For example, if M , = 90 k-ft (factoredD + L + I), then it is acceptable to design foran adjusted Mu M u= 90 + '/S (90) = 120 k-ft

Page 2-30

Section 2 - Reinforced Concre1e

c *
2.16.0 Bar Layout, Span 2
Try#IObars n = 5 0 Effective tension flange = 337"

Bridge Design Practice

- February 1994

- Positive Moment

Extend at least 'A (54)= 13.5bars into bent caps. (BDS Art. 8-24.2.1) 2.16.1 Choose Bar Groups

Bars have been tentatively layed out as shown i n the above diagram. It is assumed that the A bars will extend into the bent caps. The A bars within the girder webs will be continuous.
Bar Type

No.

Groups

A,

4 M,

Draw the factored design moment envelope. Modify the envelope to meet minimum requirements of BDS Art. 8.17.1. Draw lines represen4M, for each bar g~oup.

Mark off bar extensions i n accordance with BDS Art. 8.24 12 7 . Check Lhat all bars extend past the moment envetope at least a &stance equal to development length, P , , in accordance with BDS Art. 8.24.122.

Section 2 Reinforced Concrete

Page 2-31

= *
S + 5 =10
20 + 37 = 57 27 + 31 = 58 31 + 26 = 57 38 + 20 = 58

Bridge Design Practice - February 1994

Measure, in feet, the distance from the span center h e to the ends ofeach bar group.

Match bar ends to reduce the number of different bar lengths required in the field. Keep i nmind that 60 feet is the longest practical bar length available. Anything longer will require splidng. Try to keep splicing to a minimum.
4bars 5 + 5 = 10' S bars 21 + 37 = 58' 8 bars 27 + 31 = 58' 8bars 31 + 2 7 = 58' 8 bars 38 + 20 = 58' IS bars continuous

F
C

Use

E D

B
A

continuous

Provide redorcement in noneffective tension flange areas. (BDS &t. 8.17.2.1 .I)

required area = ( 0 . 4 % ) ( 6 . 3 7 5 " ) ( 2 3 . 5 " ) = 0.60in2

Place one #7 bar at khe center of the noneffective areas.

Page 2-32

Section 2 Reinforced Concrete

r *

Bridge Design Practice - February 1994

Section 2 Reinforced Cancrele

Page 2-33

r *
2.17.0
Try#lObars n = 3 8
Effective tension flange = 337'

Bridge Design Practice - February 1994

Bar Layout, Span 3-PasitiveMoment

84 (38)= 9.5 + hy 10 bars i n 84" flange seckions.

337
42.25 ( 3 8 ) = 4.8
337

+ try 5 bars in 4225" flange sections.

=

Total number of bars

2(10 + 5 + 5) = 40
(BDS Art. 8.24.21)

Extend at least ]A (40) = 10 bars into bent cap.

Extend at least '/5 (40) = 13.3 bars into abutment

2.17.1 Choose bar groups

(BDSArt. 8.24.2.1)

BarType
A
8

No.
12
8

Groups 12
20

4
15-24 in2 25.40
35.56

@Mn
4735 k-ft
7867
10980
14074
15614

c
D
E

8 8
4

28

36
40

45.72
50.80

Page 2-34

Section 2 - Reinforced Concrete

r *
3 + 2 0 =23'

Bridge Design Practice

- February 1994

Perform graphical procedures as was done for Span 2 Match bar lengths. 4bars 3 + 20 = 23'

13

+ 41

= 54'

8bars 15

41 = 56'
=

19 + 37 = 56'

Use

8bars 19 + 37

56'

26 + 30 = 56'

Bbars 26 + 30 = 56'

con t:inuous
Place one 47 bar at the center of the noneffective area.

I2 bars continuous

Section 2 - Reiniorced Concrete

Page 2-35

c *

Bridge Design Practice - February 1994

Page 2-36 ,

Seelion 2 - Reinforced Concrete

c *
2.18.0

Bridge Design Practice - February 1994

Bar Layout, Bent 3 Negative Moment

Try #TO bars n = 68

Effective tension flange = 518" The noneffective tension flange regions a.revery small. Consider the full 522i n c h flange width for distribution of the tension steel.

44 (68) = 5.7 522

+
4

try 6 bars in 44" overhangs.

try 14 bars in each bay.

109 (68)= 14.2 522

Total number of bars = 2 (6 + 14 + 14) = 68

Extend at least 'h(68) = 227 bars beyond inflection point.

2.18.1

(BDS Art. 8.24.3.3)

Choose bar groups

&Type
A

No.
72

Groups

As 1524 in2

4%
4675 k-ft

12

Perform graphical procedures similar to those done for Spans I and 2. Match bar lengths.

35 + 10 = 45

18 bars 35 + 10 = 45'

cont.huous
Section 2 - Reinforced Concrefe

12 bars continuous
Page 2-37

Span 2
Span 3
0 . 3
I

0.7
0.8
I

0.1

0 . 2
I

0.4

12 Bars DM, = 4675 k-h

#
/

I
/

Envelope modllcallon
As requlremenls

a! BDS Art. 8.17.1

BDS Art. 8.24.1 -2.1 d = 68.61" = 5.7' 15db = 15 (1.27") = 1.6' V20 hir = VZo(1 10' - 4.5') = 5.3'
Use 6' bar extenslons

BDS Art. 8.24.3.3 d = 5.73' 12 db = 12 (1.27") = 1.27' Lclr = Ys8(1 10' 4.5') = 6.0'

# 10 Bars

Use 7'bar extenslons past the points o l Inflection lor one thltd of bars
Veltlcal Scale

,
Horlmnlal Scale
I

5000

BDS Art. 8.24.1.2.2 Id = 4.5' use 5' mlnlrnurn

10

Negative Moment Envelope Bent 3

c *
2.19.0
Requirement: equivalent expressions
f ,

Bridge Design Practice - February 1994

Fatigue Check (BDS Art. 8 . 16 . 8 . 3 )

23.4 - 0.33fmi,2 f,,

- f,,,,,

f,,

- 0.67fh, 5 23.4 ksi

= maximum stress i n reinforcement from (I3 + L + r) HS service loads in ksi (dculatk using working stress analysis)

I , , , = minimum stress in reinfo~ement from (D + L e I)

HS service loads in ksi (calculateusing

working stress analysis)

Sign convention: tensile stresses are positive;

compressive stresses are negativeLocat ion
Span 2
M ,
1W 9 k-fi

, M
6323 k-ft
549

NMI

NI,
12

( M , ,
119

- 0.67 Mmin)I N

0.5
0.6
0.7

54
50
34

9656
6690
1848

12
12

120 139

2953

0.8

0 . 9

- 4605 - 10190 - 9697 - 6120 - 1401

2620
5626

col. face
Span 3

- 1017 - 7069 - 14005 - 13198

18
18
18

30
40

I00
106

+-check

68

ca!. face
0.1

12
12

68

99

- 8782
- 4333 - 1075
1407
31 1 3 4043
4196

50

94

0.2
0.3
0.4

12

30 30

113

+- check
f -

20
36
36

130

check

30
12

0.5
0.6 0 . 7
0.8

7527
8359
8080

151
141
146
11 9

+ check

40

12
12

36

6672
3994

3574
2175

36

12 12

0 . 9

20

127

See page 2-83

Section 2 - Reinforced Concrete

Page 2-39

c *
=

Bridge Design Practice - Februaw 1994

Dead plus positive live load moment envelope,

M,% = Dead plus negative live load moment envelope.

M ,
N,,

Moment which causes maximum stresses i n the tension steel.

Mmi, = Moment whichcausesminimum stressesin thetensionsteel.

=

Number of fully developed bars in the bottom slab.

N,, M ,

n the top sbb. = Number of fully developed bars i

- 0.67 , M
=

internal member moment whch will result in a steel stress of La-0.67 fmi, This is only h e when M , , and hi, have the same sign (ie.no moment
reversal).

Do a fatigue check at the member Ioca tion yielding the largest value of ( M , - 0.67 &--,I/ N. Do this check separately for positive moment locations and negative moment locations. Also do a fa t i p e check at loations where moment reversal W s place.
Working Stress Anatysis Span 2 0.8
Nbo,

Span 3

Span 3
0.3 20 30

Span 3

0.2
18

0.5 20 30
9
36

18

12

N~w
n

30
9

30
9
384

30
9

12

9
522
44

9
522
44

b
bw

522'
44'

384 44

384
44

h
d d'

A, A',
M'
f,

8.125' 69.36' 3.39' 22.86 in2 38.10i# 1848 k-fl

-1.42 ksi 14.47 ksi

44 6.375
68.67 2.64 38.10 22.86 -101 7
4.86
-1.24

6.375
68.61
2.64

8.125 69.36

3.39
25.40

38.10
15-24

6.375 68.61 2.W 38.10

25.40

8.725 69.36 3.39

45.72

38.10
2620

15.24
5441

- 3395
16.25

-1075
5.14

- 2-02
18.50

- 4.39
21.55

top bars
fs

- 4.32

- 1.29

bot bars

*M = appljed moment at locations where moment reversal occurs.

*M= M ,

- 0.67 Kin at locations where moment reversal does not occur.

Page 2-40

Section 2 - Reinforced Concrere

r *
+an 2: 0.8 pt bottom steel 0.3pt top steel
14.47

Bridge Design Practice - February 1994

- 0.67(-

1.24) = 15.3 < 23.4 ksi

okay

4.66 - 0.67 (- 1.42) = 5 . 6<2 3 . 4

Span 3: 0.2 pt top steel

0.3 pt bottom steel
0.3pt top steel

16.25 < 23.4

1850 - 0 . 6 7 (- 1.29) = 19.4 < 23.4
5.14 - 0.67 ( - 202) = 6.5 < 23.4 21-55< 2 3 . 4

aka r

okay
okay

0.5 pt bottom steel

okay

Fatigue requirements have been satisfied.

Section 2 - Reinforced Concrete

Page 2 4 1

c *
2.20.0

Bridge Design Practice

- February 1994 =

Final Bar Layouts

2.20.1 Span 2

- Bottom Slab Reinforcement

7 P Exterior Girder

Ifr B
"
Cool

27

Interior Girders

31

31

27

j l----

---------------- I ---------------------

Conl

LC

---

----------------.----------------------

Bar layout syrnrnetriml about

Q of structure.

All bars are #10 except where noted. All bars shall be evenly spaced withln limits shown. Numbers at ends of bars represent distances fmm span center line.

* Extend al least 6" in10 bent caps.

Page 2-42

Section 2 - Reinforced Concrete

c *
2.20.2 Span 3

Bridge Design Practice

- February I 994 =

Bottom Slab Reinforcement

Span 3

E Abut

^FB U e T r Girder
, . &-n - I

- - - --- - - - -

-.I

- - --- --

--

Con?

15

- - - - - - - - - - - - - - - I - - - -

15 26
19

30 37
3

20
20

Cant #7

C Interior
Girders

37 30
15

Bar layout symmetrical aboul Q of structure.

All bars are $10 except where noted. All bars shall be evenly spaced within limits shown. Numbers at ends of bars represent distances from span center line.
Extend at least 6' into bent cap.

Section 2 - Reinforced Concrefe

Page 2-43

r *
Q Bent 3

Bridge Design Practice - February 1994

2.20.3 Ben f 3 - Top Slab Reinforcement

5 Exlerior
Girder

1r---------------'-------------------onr

Typiml

35
11

interior Bay

1 0
42

% Interior
Girders

11

42

35

I0

All bars are #10. All bars shall be evenly spaced. Numbers at ends of bars represent distances from Ihe bent center line.

Page 2 4 4

Section 2 - Reinforced Concrete

E d
2.21.0

Bridge Design Practice - February 1994

Longitudinal Web Reinforcement (BDS Art. 8.17.2.1.4) (BDS Att. 8.17.2.1.5)

The maximum amount o f flexural reinforcement occurs at Bent 3, A, = 86.36 in2

10% of A, = 8,6411
=

1.73in2/girder web.

5 guders

Minimum bar size to be used is a No. 4 bar (A,= 0.20 in2).

Number of No.4 bars required = 1-73in = 9 ban = 5 bars/web face.
0.20jn2
2

Check maximum spacing requirement: b:;{ Maximum bar spadng = lesser of

width = 8"

Based on maximum spacing requirements, the number of 8 " spaces between bars i s :

and therefore the minimum number o f bars required = 8 bars along each girder web face.

Maximum spacing requirement controIs the design.

The top side face bar on each face of the guder web shall l x a No.8 bar.

'-]gp~Lr

1 #4 tot 12 per girder girder

Section 2 - Reinforced Concrefe

Page 2-45

c a
2.22.0 Shear Reinforcement
Location
Span 2

Bridge Design Practice February 1994

0.0 0.7

Shear 1707 k 1382

1067

0 . 2
0.3
0.4

0.5

0 . 6 0.7
0.8

749 470 - 243 - 488

0.9
1.O

- 1398
- 1717

- 765 - 1082

See page 2-10

Sections located less than d horn Lhe face of the bent caps may be designed (BDS Art. 8-16.6.1.2) for the factored shear, V , , which occurs at d from the face of the caps.

d = 68.61"= 5 . 7 1 '
d from cap face = 225' + 5.71' = 7.96' horn support

The three interior girder webs are Oared from 8 inches to 10 inches over a 7 foot flare length.

B Bent Page 2-46

Seclion 2 - Reinforced Concrete

c *
At the end of the 7 foot flare

8ridge Design Practice - February 1994

b , = 1 O W + 6 + 8 + S+10=44"
At the cap face

b, = 5(10") = 50"
At d = 5.71 ' from the cap face

2.22.1 Stirrup Design Within the flares Ik was assumed when calculating the flare geometry that the stirrup steel would be utilized to the full extent allowed by BDS Art. 8.16.6.3.9
maximum V, = 8 P w d= BJ3250(45.1)(68.61)

- = 1411 k
(1

A)

Assuming #5 s m s a e used, A, = (5 girders)(2'Wgirder)(0.31tn2/leg)= 3.1 m2

when V? 4&bwd, S shall not exceed d or 12". (BDS Art. 8.16.6.3.8)

4

Use S = 9" within the flared sections.

Section 2 - Reinforced Concrete

Page 247

c *
maximum allowed S =

Bridge Design Practice - February 1994

2 . 2 2 . 2 Stirrup Spacing Limits (BDS Art. 8.1 6.6.3.8 and 8.19.3)

or 24" when V , 5 4$3,d

or 12" when 4@$,d

<V , L 8T&,,d

Assume V, = 2 C b , d

(BDSArt. 8.16.6.2.1)
whenVs=4Eb,d

9v, = qw, + V , )=
b ,

6$Rb,d
10$Eb,d

when V, = G b , d

= 44"at web sections where no flare is present.

$ = 0.85 for shear

(HDS Art. 8.16.7.22)

10$&b,d

= 1463 k

maximum aliowed S =

24

12"

when $V, 1 878k when878k<$Vn11463k

2.223 Shear Capacity for DifferentStirrup Spacings

A, = 3.1 i d

'1463 k is horn the limit, maximum $V,,= lo$ fib,d

Page 2-48

Section 2 - Reinforced Concrete

r *
lengths.
Step 5: Stipulate final design stirrup spacing.

Bridge Design Practice - February 1994

2.22.4 Graphical Procedure (Steps are shown circled on the following graph)

Step 1: Plot the V, design envelope to scale. Note that the maximum value o f V, occurs at d from the bent cap faces.
Step 2: For different S values plot $V, as a horizontal line. O n l y do this i n the nonflaring web
Step 3: Plot $V, values which correspond to maximum S values.

Step 4: Choose reasonable stirrup s p a ~ g sGraphically . measuse distances along the span for each value of 5 chosen.

Span 2

Seclion 2 Reinforced Concrete

Page 2-49

c *
2.23.0 Bent 3 Model

Bridge Design Practice - February 1994

2.24.0 Bent Loads

2.24.1 Dead Loads

From the analysis of the longttudinal model: Dead load on h

t = 1300.6k
(see page 2-80)

Assume this dead load i s applied to the cap equally through each of the five girder webs.

dead load - 1300.6 k

girder
5

2M).I

The 1300.6 k dead load did not take into account the existence of a solid cap section.
Extra cap dead load = (575")(54")
(0.15 kcf) = 3.24 klf
(see page 2-52)

Apply t h eextra ~ ~ dead load uniformly along the cap. Do not appiy it on the deck overhangs however.
2.24.2 Live Loads

The following data i s born the longitudinal model arialysis. All loads represent one unfactored
m c k /lane.
Bent 3
(member #5)
HSZO truck

Maximum Axial Load Case

P
119 k
M b ~

Maximum Moment Case

Mht

P
64
200

Mbp

Mbol

57k-ft
142

0
0

294 76 1

0
0

P - t ~ k
See pages 2-72 and 2 - 7

3 10

Page 2-50

Section 2 - Reinforced Concrere

r-t:

Bridge Design Practice - February 1994

Calhans currentjyutilizes a program namedr73W' to analyze bents. The program will appl y the above m c k loads dtrectly to the k t i n the form of wheel lines. Jt moves the truck aaoss the cap to obtain maximum design forces for the cap and supporting coIumns. It will also put hu&s in more than one lane if necessary.1t should be noted that the program considers the bent to be fully supported against sidesway when computing forcesdue to live loads.

The bent loading shown below will result in a maximum negative moment in the l e f k cantilever member. It consists of a single P-buck, dead load due to the solid cap section, and dead load b-ansfmed to the cap though the guder stems.

The 4.9 foot distance shown above i s from the edge of deck to h e approximate center of gravity of the exterior guder web.
The 3 . 7 5 foot distance = 1.75 feet barrier rail pl.us2 feet from lane h e to wheel line-

2.25.0 Bent Cap Geometry

The bent coIumns have a very definite georneby and stifrtess- The cap consists of a rectangular section with overhanging deck and soffit slabs. A reasonable assumption must be made to determine how much of the deck and soffit slabs can be induded as part of the cap.
U s e of BDS Art. 8.1 0.1.4seems reasonable: 6 t = 6(6.375")= 38.27 ' / i o L = 'A0 (22') = 26.4" lho L = Ihd, 2 x 10.75') = 25.8" for cantilevers A s m e cap web width = column diameter + 6" = 4.5' = 54" Total cap width = 25.8 + 54 -c 25.8 = 105.6" =8 . 8 '
Section 2 - Reinforced Conerere

Page 2-51

E M

6 ridge Design Practice - February 1994

2.26.0

Face of Bent Support (BDS Art. 8.8.2)

The face ofthe c o l m support sshall be considered to be at a section on the column face which is 1.5 times the structure depth below the deck surface.
Column

Page 2-52

Section 2 - Reinforced Concrere

c *
for x = 12, y = 2 '
a = y/x2= 2/12?

Bridge Design Practice - February 1994

Equation of parabolic flare of column face: y = ax2

y = (?/'44)~2
for x = 9',
) : = %.u ( 9 ) '

= 1.125'

Face of support = 1.125 + 2 = 3.125' from the column centerhe

2.27.0 Factored Cap Design Moments

Location LeR Canlilever Span 1

(D+ L + I) in k-ft
Negative

Positive
0.3
0.4 0.5 0.6 0.7 0.8

0.9

Middle Span 2

1.o 0.0 0.1

- 2427 - 3062 - 3945 - 1307

- 552

0 - I32 - 552 - 1172 - 1797

- 3528 - 2082

0.2

0 . 3
0.4 0.5 0.6 0.7

0.8 0 . 9
1.0
See page 2-91

All of the above moments are factored group IH or group IF loads.

2 . 2 8 . 0 Maximum Design Moments

Moments at face of column supports m a y be used for negative moment design. (BUS Art. 8.8.2)

3.125 Span I: support face is -= 02907 of span horn column centerhe 10.75

Section 2 Reinforced Concrele

Page 2-53

r *
Span 2 support face i s
Mu= -2082 + 0.42(2082-1307) = -1757 k-ft

Bridge Design Practice

- February 1994

3.125 = 0.142of span born column cen terhe 22

2.29.0 Bent Cap Minimum Reinforcement Requirements (BDS Art. 8.1 7.1 )
From the Bent analysis output (see page 2 8 7 ) :

&= 119.3 P
y, = 3.05'for positive moments

2.29.7 For Positive Moments

minimum M u=

2.29.2 Foc
m
=

Negafive Moments
9 6 - 3.05 loo0
'''13

)(H)= 2988 k-ft

Noke that h e minimum design moments are larger than the factoredmoments produced by the h c k Loadings. Obviously, the columns are overdesigned such that the c;ap has a relatively low load applied to it. A more practical design would either downsize the columns or change to a single column design.

2.30.0 Cap Effective Depth

- clearance - transverse bars - longitudinal bars
structure depth

- #I1 cap bars

72 1.5 0.5 1.27

1.4112

72 2 0.75 1.27
1.41/2

d,, = 68.02"

d ,

= 67.27'

Page 2-54

Section 2 Reinforced Concrete

r *
Span 2 support face i s
Mu= -2082 + 0.42(2082-1307) = -1757 k-ft

Bridge Design Practice

- February 1994

3.125 = 0.142of span born column cen terhe 22

2.29.0 Bent Cap Minimum Reinforcement Requirements (BDS Art. 8.1 7.1 )
From the Bent analysis output (see page 2 8 7 ) :

&= 119.3 P
y, = 3.05'for positive moments

2.29.7 For Positive Moments

minimum M u=

2.29.2 Foc
m
=

Negafive Moments
9 6 - 3.05 loo0
'''13

)(H)= 2988 k-ft

Noke that h e minimum design moments are larger than the factoredmoments produced by the h c k Loadings. Obviously, the columns are overdesigned such that the c;ap has a relatively low load applied to it. A more practical design would either downsize the columns or change to a single column design.

2.30.0 Cap Effective Depth

- clearance - transverse bars - longitudinal bars
structure depth

- #I1 cap bars

72 1.5 0.5 1.27

1.4112

72 2 0.75 1.27
1.41/2

d,, = 68.02"

d ,

= 67.27'

Page 2-54

Section 2 Reinforced Concrete

r-t.
2.31.0 Cap Steel Requirements
For rectangular sections (a I h):
atASfY

Bridge Design Practlce - February 1994

.65f',b

2.31.1 Positive Moment Sections

4 = 2890 k-ft
b = 106" b, = 54" h, = 8.125"
d = 68.02"
z

=663.9h2 A, = 9.58 in2 a = 1.96" maximum allowed 4 = 7 8 . 4 0 in2

2.31.2 Negative Moment Secthns

M, = -2988 k-ft b =106" b, = 54" h, = 6375"

d z
= 67.27' = 656.6

A, = 10.02in2 a = 2.05" maximum allowed 4 = 74.55 in2

10'02 - 6.4 Number of # I 1 bars required = -

1.56

Try using 7 #I 1 bars for both top and bottom steel in the bent cap.

& = (q(1.56) = 10.92 in2

Section 2 - Reinforced Concrete

Page 2-55

c t ;
Service Load Moments ( I 3+ L + I)H
(see page 7-W)

Bridge Design Practice - February 1994

2.32.0 Crack Control (BDS Art. 8.1 6.8.4)

Span 2 0.5pt

= 1204 k-ft

Span 1 col. face M = - 976 k-ft

I t should be sufficient to check only at the 1204 k-ft section.

Assume the use of 7 #11 bars.

Calculate the working stress i n the steel:

b

= 106"

bw = 54''
h, = 8.125"

=9
= 10.92 in2

4
M

d = 68.02"(for positive moment)

= :

1204 k-ft

= 20.46 ksi

Since f, = 20.46 < 24 ksi. serviceability is sarisfid for borb crack control and fatigue. (BDS h
8.14.1.6)

Therefore. use 7 # 1 1 bars for both top and bomm s w l

Page 2-56

Section 2 Reinforced Concrete

c *

Bridge Design Practice

- February 1994 =

2.33.0 Construction Reinforcement (8DS Art. 8.1 7-2.1.6)

Face of support

C Column

Construction p i n t

---, ,

Seclion 2 - Reinforced Concrete

Page 2-57

c *
Dead load of exterior girder web:

8ridge Design Practice - February 1994

Redorcement shall be placed appro* tely 3 inches below the construction job-it. dead load negative moment o f shaded portion of cap Design for M,= 1 . 3 and supershcture as shown i n the above fig-wes Dead load of cap and soffit slab:

Dead load moment at the cantilevered face of support:

= (2725')(11-Zk)+

(swr)(znsft]'
C)

= 49.1 k-ft

M, 1.3(49.1)= 63.8 k-ft

; :

Assume f ' , = 2500 psi at the time when the cap is required to resist construction loads.

b = 106" =: effective compression h g e width (BDS Art. 8.10.1.4) b, = 54"

h, = 6375" d = 72- 8.125- 4 - 3 = 56.87' M, = 63.S k-ft required A, = 0.25 in2

The dimensions of the bent model are such that a very smallmoment was calculated for use i n the design of the construction reinforcement. This has resulted i n a very small steel requirement. It seems reasonable that some other method sh-ou,ld be considered fordesign oftheconskuction steel. One possibility would be to use minimum reinforcement criteria of BDS Art. 8.77.1.

Design for minimum M, = 1 2 M ,

For simplidty of the example calculations, the overhangs will be neglected. 1
= -(4.5')(4.99'))=

,1

12

46.6 it'

Now find required 4 = 5.45 in2

Use 4 #ll bars

(4= 6.24 in2)

Some designers will initially assume the use of 4 #I1 bars. They use # I1 bars because the main cap bars are #Z 1. They WLUthen check their steel requirements by the procedure shown above. If 4 #I I barsareinsufficient, they willaddsteel. If 4#11 barsare toomuch, h e y will still use the4 #I1 bars.
Page 2-58
Section 2 - Reinforced Concrete

c *
Flexural 4 = 7(1.56) = 10.92 in2
10% of A,= 1.1 i n '

Bridge Design Practice - February 1994

2.34.0 Cap Side Face Reinforcement (BDS Art. 8.1 7.2.1.4)

Place this s tee1 within a distance of approximately 53 inches along the side faces of the cap.
Maximum bar spacing = 12" Mwumum bar size = M Number of #4 bars required = - = 5 . 5 or 6 bars 02
53 in Number of 12" spaces between bars = -- 4.5 spaces 12 in
1.1

Therefore, 6 bars are required along each face of the cap. There is atready a #I1 bar at the bottom of the cap and just below the construction joint. Therefore, place 4 #4 bars along each face of the cap.

2.35.0 Cap Shear Reinforcement

Location Span 1
Shear

0.3
0.4 0.5
0.6 0.7 0.8 0.9

Ok
-232 572

- 577

1 . 0

Span 2

0.0
0 . 1 0.2 (3.3 0.4 0.5

-581 - 586 - 590 826 1026 617

545

- 71

473 400

See page 2-91

Usually, themaximum designshear, V,, canbe takenas the shear that occursat a distance d from the face of t h e support. However,major conmnhated Ioads may occur on the c;ap between the face of the support and a &stance d from the support face. Therefore, it i s reasonable to design for V , which occurs at the face of the support column.

Seclion 2 - Rein!orced Concrete

Page 2-59

c *
V,
= 586k approximately

Bridge Design Practice

- February 1994

2.35.1 Span I Shear Design at Support Face

3-125 Face of support = -= 0.29 of span horn the column centerline 10.75

required $V, = V, - $V,= 586 - 352 = 234 k

try using #6 stirrups

A, = (2 legs)(0.44 in2/leg) = 0.88in2

Therefore, m i m u m s = lesser of

(r"" 1- = 33 inches

Use #6

6 3 12"at column face

Page 2-60

Section 2 - Reinfotred Concrete

r *
2 . 3 5 . 2 Span 1 Shear Design at Cap End
To first whsd

Bridge Design Practice

- February 1994 m

To application of girder dead bad

4.73'

2 vertial
1 horizontal

3.75 feet from Edge of Deck

V"= 232 k

required +V, = 232 - 101= 132k

By inspection O V , <

*&

b,d

maximum

. ;

lesser of

1%

I 24 inches 1
]=9-be8

R6

16'' will be acceptable.

Section 2 - Reintofced Concrete

Page 2-61

c-t:
4.9 feet From Edge of Deck

Bridge Design Practice - February 1994

V, = 572 k a p p r o b l e l y

@V,= 24

b,dB

= 245 k

required $V, = 572 - 245 = 327 k

by inspection, $V. <

f i b,ds
= 2.d1*

m u m S = lesser of

#6

u4 3

6" will be acceptable

Remainder of Span 1

Use the same spadng as that calculated to be used at the face of the column support.

2 . 3 5 . 3 Span 2 Shear Design

3.125 Face of support = - 0.142 of span korn the column centerline.
22

V, = 617 0.42(617 - 545) = 587 k

= 352 k (using d= 6 7 . T )

$V,= a &b,d

required $V, = 587 352 = 235 k

""""'=""'"'jt
use #6
Page 2-62

24 inches
)="al

u112"

at column fire.
Section 2 - Reinforced Concrete

r *
When S = 24 inches
Use #6

Bridge Design Practice - February 1994

u3 2 4 between the 0.3 arid 0.7points ofSpan

2.36.0 Final Cap Design

Note: Bar configuration based on Bridge Design Details manual page 8-30,Dated June 1986.

A[ A t

wri rot 7 con!

Deck

#6
stirrup
Y , , ' . " .

@ 6 ' @ iZ - @ 12''

12'

@ 24'

e l l

'V

1 See Bridge Design Delails page

Page 2-63

Seclion 2 - Reinforced Concrete

c *

Bridge Design Practice - Februav 1994

Page 2-64

Section 2 - Reintorced Concrele

E M

Bridge Design Practice - February 1994

Section 2 - Reinforced Concrete

Page 2-65

c *

Bridge Design Practice

- February 1994

Page 2-66

Section 2 - Reinforced Concrete

c *
4

Bridge Design Practice - February 1994

w m m
* d y l VL bl l l

.-

m m
rl t

Secrion 2 - Reinforced Concrete

Page 2-67

8OPBRSTRUCTUM LXW LOAD DIAClNOSTIC9

HS30-44
M8HFO M M I N O

LL UO. 1.
IPACTO-D)

WITHOUT ALTBIWATXVB

m E R OF LIVB LOAD UNX9

---------------------+----------+

MnU
BUP8RSTAUCTUIIB

SUBSTRUCTORII

NO.
-*-----

LT.EHD

RT.END
L T RT. 8 t 4 D

--------."--- - - - - - ------------ ---

No. oC dsmim live load Ismam ( 4 3 . 5 feet f 7 ) wheel line. 3 , 1 0 7 live load laam*

. -

x I1 llvr load I b a r l f l l uh

For fectorod results, factor. may ba applied to t h e numb (1.3) x ( 1 . 6 7 1 x ( 3 . 1 0 7 1 6 . 7 4 5 factored livw load lane.

MBBTO

IMPACT FACTORB CUCULRTBD

KHM NO

BY PROURhM

INPAC'F %

HS2

c *

8ridge Design Practice - February 1994

--

Section 2 - R e i n f o ~ e d Concrete

Page 2-69

LL NO. 1.
HEM

DBAB b O M PLUS W O A T I V B LIVE LOAD MOMENT ENYELOPI .1 PT

(PACTORBDI
. 7 PT
-4190-

LEQT
4

. 3 PT
2665.

. 3 PT

T
. 5 PT 870.

. 6 PT

.8 PT
-1174.
6676.

. 9 PT

RIGHT

NO 1
0.

1719.
-9530. -13350.

2639.
2241.

-7878.

-12814.

-19864.

1
-11823.

-1079.

3919.
-2619.

6895.

7639.
3176.

3050.
4557.

-2189.

-10670.

-23436.

-13114.

-7029.

782.

4931.

4296.

2653.

0,

LL NO. 1.
WH

DlUb LOm FLUS POSITIVE LIVE W N , MOPIBNT BPNBWPB - 1 PT

- 2 PT
8669.
5119.

(PICTORED)

LIFT
0.

- 3 PT
10394,

- 4 PT
10717.

. 5 PT
9658.

. 6 PT 7302-

-7

PT
3523.

.El

PT
-1487. 11550. 15791.
17079. 15598.

. 9 PT

RIGHT
-7066.

NO 1
2
-1198s.
-1439. -13909.

-12036.

ISAS.
-66s.

11J.61.
5100.

3931.

-5519. 9941.
12757.
13927.
13363.

-14501.
11022.
6602.
0.

-7511.

HS

c *
n ; . . .

Bridge Design Practice - February 1994

. . . .

..

r w a
P W r l Q I

m 0 w w w

W N W G W . l Y L
I

&

- -

w Pr-w

g:?

m
1

3 my'- .
n
m 0 n o -

I3p-m . -

n m . r

IAl

" l

E'??w
ram0
0

k a a n- r( b 0 d m -

EY* 4
4 - f l

d o -

e . -l* p 100
I * W

Section 2 - Reinforced Concrete

Page 271

KAX.
--------*-*----"-----*"--*-

M I A L LOMI WITH ASSOCIATED HOMEKTS M h L

H131 LONOITUDXNAL MOM8EFF WITH M S O C I I F B D U I A L W A D S

-*---*--------------------*-

- - - - - - MQmm-,
0, 0.

---

MIU
LOMI

------HOmm------

LUhD
TOP
0,

BOT

TOP

BOT ,

SOPPORT JT. 1 POSXTfVS HgOhTIm

75.1 -10.0
0,

0.
0.

0.0 0.0

0. 0.

BUPPORT JT.
4

POSITIM MOhTIVB

76.3 -0.1

0.
0,

0.
0.

0.
0.

0.0 0.0

0 0

A L I aupport ramultm xmprmment Intern11 mupport j o i n t raactionr durn to tbo application to t h r mupermtructura of only ana t r u c k or truck lano loading.

c *
4 1: o c a
4

Bridge Design Practice - February 1994

d L I 8 P r l

"Zo
I . U U

Section 2 - Reinforced Concrete

Page 2-73

c *

Bridge Design Practice February t 994

Page 2-74

Seetian 2 Reinforced Concrele

c *

Bridge Design Practice

- February 1994

Section 2 - Reinforced Concrete

Page 2-75

WKBBR POS. V MOM. NgO. V MOM.

1 LSPT 537.6
0.

-104.0 0.

7 LEFT POS. V 045.2 MOM. -10151. WHBER NgO,

HOM.
V

-49.0 1401.

LL

NO.

DIM M A D PLUS L I V E LOAD a U M l l

HgMBER
P0S.V HBO. V

1 WPT 905.8

RIOHT
-721.0 -1656.1

163.1

HBMBSR POS. V

3 LBPT 1570.6
803.5

HaO.

P - Factored

LZVB LOAD SUPPORT RESULTB

(BBRVTCE

I UNPXCTOKBD)
WITH
MAX. LOHOLTUOXNAL HOHgKP ASSOCXhTgfI hXXhL LOADS

m u XXIIL MiUI HITA ASBOCIhTEX) WOWENTS

-----------------*---.-----

---------------------------IJ(XAL
------MQMgm------

N(IAt

- - - - - - MO)Q!m-----BOT ,
0,
0.

LO19
TOP 0.
0.

LONl

TOP
0.

DOT.

SUPPORT JT. 1

POSITIVE
MBOATIM

133.1
-16.0

0.0 0.0

0.

0. 0.

0.
145.9 -20.9
0.

SUPPORT JT. & POSITIW mOATIVE

0. 0,

A l l oupport rmaultm raprsmanc

i n t r r n a l mupport joint raactlonr due to tha application t o t h e rupsrmtructurm of o n l y one t r u c k or t r u c k Ian. loa&ing.

c *
0 0 0 0 0 rl

Bridge Design Practice - February 1994

m o o

0 0 0

. .
-

4 A W , I . door* * 0 0 0 0 0 0 0 0 I . m

* * nu,

3: ----8:
m
8

m o o
. . )

0 0 0 0 0 0 0 0 0 0 0

%. & *

C eo - l~ 0 0

0
rl

m m

0 0 0 0 0 0 0 0 0 0

+ .

n n

3 P 3 0

0 0 m

Page 2-78

Section 2 - Reintorced Concrete

r *

- 1

Bridge Deslgn Practice - February 1994

Secfion 2 - Reinforced Concrete

Page 279

c *
w w."
m

Bridge Design Practice

- February 1994

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Page 2-80

Section 2 - Reinforced Concrete

r *

Bridge Design Practice

- February 1994

--

Section 2 - Reinforced Concrete

Page 2-8 1

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Bridge Design Practice - February 1994 R

.w. . . 52 z s
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Page 2-82

Seclion 2 - Reinforced Concrete

r-t:

Bridge Design Practice - February t 994

E Z Z O
n u t -

Section 2 - Reinforced Concrefe

Page 2-83

LIVB LOAD # H E M EHVBLOPES lrPm ASSOCIATBD HOKBNTS

mNBBR

(IBRVICEI
RIOHT

1 LEFT
231.3

FOB. MOM.
WO.

MOM.
KBW8R POS. V

0. -31.1 0.

5.3 373. -256.5 -903.

1 LBPT

355.3 -1181. H80. V -18.5 MOM. 511.

MOM.

MBMBER
P08.
V

3 LEFT
151.4 -1012. -3.5
183.

non. ma. v
MOM.

LL NO. 1.

Lorn PLUS
RIOHT

u m
m
-560.3 -621.1

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3

KBMSIR P0B.V H80. V

3 LBPT

603.7 611.1

tt
HO.

tfM W M

BUPPORT RBSULTS

(SERVICE)
MAX. L O N ~ I T V D I N A LMOMBNT WITH ASSOCIkTED M I I L WADB

HhX. U X A L W A D KTTB h3ROCLkTIID HOKKNTS

-----+---------------------

mu
LO-

- -- - - - M O M g m - - - - - TOP
0. 0.

........................... - - - - - -HOmNT- - - - - 0. 0.

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TOP
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SUPPORT JT.
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A I L wupport rorultm rmpr.ment imt+ruml ruppott joint rssctlonm d u e to t h e application t o t b r mupormtruccuro oL o n l y one t r u c k or truck lane l o a d t n g .
TBB M T I O OP BUBSTRVCTURB / SUPERSTRUCTURE LOhDINO IS 0 . 3 2 2

2.37.3 Bent 3 Loads - Bent

,,...,,...,
l.ll.l..l....,,,,

IHPUT FILE FOR BENT P R O O W

...I......*

,,,,,,,....,....

BENT1 BENT1

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BENT1 BENT1 BENT1
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BENT1 BENT1
BENT1 BENT1 BENT1

BENT1 BENT1
BMTL BEMT 1 BENT l

1 2C H 108 0 03250 0 0 0 0 0 0 0 0 s 2 3 H 220 0 03250 0 0 0 0 0 0 0 0 3 4 CH 108 0 03250 0 0 0 0 0 0 0 0 5 2P ZOO 0 623250 0150 0 0 0 0 0 0 5 6 3 P 200 0 62 3250 0150 0 0 0 0 0 0 1 0 0 0 0 88 600 812 6 3 7 0 0027 0027 0 0 0 0 0 0 0 1 2 0 1 0 0 0 0 0 0 0 0 0 0 000 O O O O O O O O 3 0 1 0 0 0 0 0 0 0 0 0 0 000 0 ~ 0 0 0 ~ 4 0 0 26 0 0 0 0 1257 1257 0 4 4 8 0 4 0 0 0 0 R 0 0 0 0 4 140 0 26 0 O 0 0 1657 2670 0 5 4 200 0 26 0 0 0 0 2857 12600 0 6 S O 4 0 0 0 0 0 0 0 0 0 5 8 0 4 0 0 0 0 0 0 0 0 0 5 1 4 0 5 0 0 0 0 0 0 0 0 0 5 2 0 0 6 0 0 0 0 0 0 0 0 0 0 1 3240U 4 9 100 0 0 0s ADDED CAP WEIGHT 0 2 3210U 0 220 0 0 0 ADDED CAP VlEIGIlT 0 3 3240U 0 59 0 0 0 ADDEI, CAP WEIGHT 0 0 0 0 0 0 1754000 0 0 0 0 0 11 0 L 1 2 6 0 1 490

BEb1T1
BENT1

8ENT1 BENT1 BENT1

2 1 2601 7B5 3 2 2 6 0 1 900 4 1 2601 785 119 57 0 0 0 0

66

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Yt

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LT

JT RT

CCKD

LT RT

DIA

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PACTORS LT RT

DISTRIBUTZON PACTORS LT RT

P'C

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.am** .*mm*

Zp KEHBEll 113 HQIIIZOUTAL SUPPORT OR RINOU PIBLD BQUALB ZIOCATZON OP KINOE PROM bEPT IIUD OF KBKBLR *'*'* ZP MBMBgR IS VERTICAL SUPPORT OR HINOB YIELD EQUALS SUPPORT WIDTH VSBD FOR MOWNT WDUCTXOIP Y t r Umtmacs from bottom of mupmrotruotur~moffit to tbm amnttoid of t h o concrete mupsrmtructurr.

BENT 3

D X M LOAD W A L Y B I B

***
TRIAL .2PT 0

SIDBSWAY INCLUDED. (SERVICE) .3PT .4PT

"*

HORIZONTAL MgMBBR MOMENTS

MBM
NO

LEFT 0.

.1PT 0.

0.

0.

0.

.5PT -130.

. 7 PT -703.

. 0 PT

. 9 PT -995. -1291. ( f a c e of support

RXOHT

-1591. -741.) -1480. -452.)

-1506. -645. (face of wupport

-293. -501.)

43.

363.

641.

58.

-257.

-587.

(face of support

VXRTICAL MEMBER MOHBNTB TRIAL 0 HEM NO LEFT .lPT .2PT 9. 17. 4 0. 5 0. -9. -17. HORIZONTAL KBMBIIR SHEARB

(SBRVICE) .3PT 26. -26. 0

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.5PT 43. -43.

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(BERVICE)
.3PT 0.0 149.0 268.7

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LEFT 0.0 430.5 279.2

.lPT 0.0 163.3 275.7

.4PT 0.0 141.9 265.2

.5PT
-161.7 -125.3 .261.7

VBRTICAL KEMBBR SHEARl TRIAL 0 HBM NO LBPT .1PT .1PT 4.3 4 4.3 4.3 5 -4.3 -1.3 -4.3

(SERVICE)
.3PT

4.3 -4.3

.4PT 4.3 -4.3

.5PP 4.3 -4.3

c *

Bridge Design Practice - February 1994

Secrion 2 Reiniorced Concrete

Page 2-89

Bridge Design Practice - February 1994

Page 2-90

Secrion 2 Reinforced Concrele

THE LIVE LOADINOS USED TO OBNaRATB THE POLLOHINO PACTOMD INMMPBS CONSISTED OP ( A QROUP OR Hal0 TRUCKS ) hNDfOR ( A P TRUCK WITH OR UXTHOUT AH HS2O TRUCK ) .
DEN) WllD PLVB

POSITIVE L'IYB L O M MOMKNT

, 3 PT.
.4

B N v g W P X FOR C I P DRSXON IPRCTOMD)

LEFT

.1 PT.

.a

PT.

PT.

. 5 PT.

. 6 PT.

. 7 PT.

. B PT.

.I PT.

RIOHT

DBllD LOAD PLUS NEQATIM LIVE LQhD MONBNT LEFT

BNVEZXIPB POR CAP DlClXON (FACTORBD)

. 6 PT.

.L PT.

. a PT.

. 3 PT.

. 1 PT.

. 5 PT.

- 7 PT.

- 8 PT.

. 9 PT.

RIGHT

-3528.1 -1082.3 (faca of mupport

-1306.9

-551.9

117 -1

0.0

-500.1

-1232.0
(face

-1976.4
o f mupport

-3658.8

-1765.1

-1671.1

m
TC1

m 2 . a

I?. m
3
DBhD M A D PLUS POSITIVB / UlSOIITIM L I V B LOS H B M B W 8 L O P l FOR C A P D B S I O N LFACTOMD)

a m
n l

?
m

LSPT

. I PT.

. 2 PT.

. 3 PT,

. 4 PT.

, 5 PT.

. 6 ST.

. 7 PT.

. 8 PT.

,9

PT.

RIOHT

3. n

BENT 3

r l t
-

Bridge Design Practice

- February 1994

Part B - Design Notes

2 . 3 8 . 0 Service Load Design Overview (BDS 8.15)
(Also known as Allowable or Working Stress Design)

I nservice load design, members are designed for the maximum load whch i s actually expected to occur in the member. Stressesare calculated horn theloadjngcondition These appliedstressesare then compared to allowable stresses.

C = 1/2 x ,f = total compressive fan%

T = Asfs = total tensile force

In the above figure:

Assume that conuete m o t resist tensile forces.
x
=

distanse from extreme concrete compression fiber to the neutralaxis. Note that x depends on section geometry and not on the applied load.

= effectivedepth = compressive stress i n the extreme concrete fiber =

=

f ,

tensile sbess i n the steel

kf, d , -

( ~3)

= internal resiswg moment

f, and f, can be calculated using the familiar formula,

f= MY 1 Both conmete and steel are assumed to stay weU within the elastic range for the given loadings.
Page 2-92

Section 2 Reinforced Concrele

r-t.
2.39.0
(Alsoknown as Load Factor Design)

Bridge Design Practice - February 1994

Strength Design Method Overview

- (BDS 8.16)

This i s the p~edominant design method used by Caltrans (see BDS 8.14).Strength d e s j p diifers radically from service d e s w Factors are applied to the actual maximum loads which are expected to occur on a smcture. Members are then designed for these factored loads which should never occur. The concrete and steel are assumed to behave inelastidty as the factored loads are approached (this is not entirely true for aU parts of strength design, however it is the underlying basis for this philosophy of design). I ngeneral it isassumed that a structure designed this way will not have a catastrophic failure unless an actual factored load i s applied to it.

For example:

Mu

= factored moment at a section

M, = nominal moment capacity of a section

$M,= design moment capacity of a section

= strength reduction factor (safety factor)

Design Giteria is

$M,1 Mu

The stress distribution for flexure in girders changes as the lea- is increased from service loads to the nominal capadty af a section. The following figure shows the progression i n the sbess dLstribution &gram as loads are inmeased horn servicelevels to the nonivlal capacity of a section.

Elastic Stress at Service Loads

Inelastic Stress

Inelastic Stress at Factored Loads

Section 2 - Reinforced Concrete

Page 2-93

r-t:
Service Loads

Bridge Design Practice - February 1994

The basic criteria far design by the Strength Design Method i s :

Design Strength 2 RequiredSkength @DS 8.16.1.1)

(Strength Reduction Factor) (Nominal Strength) 2 (Load Factors) (Service Load Forces)
The following terms are very important if one wishes to understand the Strength Design Method.

These are the actual design loads. They are described in detail in BDS Section 3 . From a designers point of view, these are the actual loads which a structure m a y be subjected to.
Service loads inaeased by factors. The appropriate factors to use axe covered m BDS 3.22.
Strength necessary to resist the factored loads and forces applied to a s h m e in the combinations stipdated i n BDS 3 . 2 2 i n determining the required shength of a section, the factored loads must be placed i n such combinations and locations as to produce the maximum forces on the aoss section under considera tion.

Factored toads

Required Strength

d Strength

Strength of a cross section c a I d ted i n accordance with the provisions and assumptions o f the BDS Code. For flexure and axial loads, the assumptions are covered i n BD5 8.16.2.
Nominal strength multiplied by a strength reduction factor, $. See BDS 8.16.1.22 for appropriate I$ factors.

Design Strength

The subscript "u" is used to denote required strengths or factored forces. The subscript "n" is used to dmote nominal sh-enghs. For example:
M ,
M ,
= .

factored moment = required moment strength

= nominal moment strength = theoretical moment s m g t h

$4 = design moment strength = usable moment shengh

It should be emphasized that

M, and M, are totally independent o f each other.

Mu i s determined horn an elastic analysis of the structure with the factored loads applied to it.

M,is a function of the geometry and materials present at a given cross section of a sb~~ctural element. It is in no way related to the loads applied to the structure.
For moment, shear and axial loads, the basic criteria for design i s :

Page 2-94

Section 2 Reinforced Concrete

r-t:
2.40.0

Bridge Design Practice

- February 1994

Face of Support Negative Moment Design (BDS 8.8.2)

For continuous members, instead of designing for the negative moment which occurs at the center tine of the support, the maximum negative design moment may be taken as the moment which occurs at the face of the support (member and support must be monolithic).

4w

continuous member
A
/

1.5D

M -

face o l suppan a s 45"

Section 2 Reinfoced Concrete

Page 2-95

c *
2.40.1 Example

Bridge Design Practice

- February 1994 1

Equation of the parabolic flare (based on X-Y axis shown)

y
a

= ax2

where y = 2' when x = 10'

= y/x2 = 2/102= 0.02

Face of support occurs at x = 10' - 2' = 6'

y = (0.02)(8)2 = 1.28'

Face of support occurs at 2' + 1.28'= 3.28' from the center line of the column. Use the factored negative moment at this location for the flexuraI steel design.

Page 2-96

Section 2 Reinfoxed Comere

r-it
2.41.0

Bridge Design Practice - February 1994

Cross Sections Experiencing Positive Bending

&

Effective compression flange (BDS 8.10. I )

Effw i v e tension flange

Each 7" i s designed as a single girder.

bl

+ b2 + b3 = Effective tension flange (BDS 8.17.2.1.1)

-_-----_

- - - - ------- _ - - - - - _ - - -- - - - - - _
Positive bending region

Section 2 - Reinforced Concrete

Page 2-97

r *
2.42.0

Bridge Design Practice

- February 1994

Cross Sections Experiencing Negative Bending

&

Effective tension flange (BDS8.17.2.1 . I )

Effective compression flange

bl + b2 + b 3 = Effective lension fbnge (BDS 8.17.2.1-1)

b1

b2

b3

t-

Effective compression flange (BDS 8.10 . 2 )

---__----

---

Negative bending

-------regions Section 2 - Reinforced Concrete

--

Page 2-98

c *
L = grrder span length
For a typical exterior prder, left:
1 = lesser of 6hf,overhang length
2 = lesser of 6b, ' 1 2

Bridge Design Practice

- February 1994

2.43.0 T-Girder Compression Flange Width (BDS 8.10.1 . I ) Positive Moment Case

LCk1

3 =1+b,+2
4 ='/rL

= lesser

of 3 and 4

For a typical interior girder:

2 = Iesser of 6hf,
/2

LCI,, LElr 2

= lesser of 6hf, / 2

3 =1+bw+2
4 = l/4L

b = lesser of 3 and 4

Also see BDS 6.10.1.2 - 8.10.1.4 for special considerations.

Section 2 - Reinforced Concrete

Page 2-99

c *
girder span length .= 60'

Bridge Design IPractica - February 1994

Interior Girder: 1 = lesser of 6h, = 6(8) = 48" and '/zLCI,=

/2

(96) = 48"

= lesser of6hf = 6(8) = 48" and I/z

LC,, = l/2 (96) = 48"

3 = I +b,+2=48+15-t-48=1111'
4 = I / 4 L = l/4 (60')
=

180"

b =lesserof3and4= 111"

Exterior Girder (right):

I = lesser of Sh, = 6(8) = 48" and 3/2L,1, =

2
= lesser of

(96) = 48"

61% = 6(8) 4 8 " and overhang = 36"

= 48 -t15 + 36

3 =I

+ b,,+2

=99"

4 = I / q L = l / 4 (60') = 180"

= lesser

of 3 and 4 = 99"

2.44.0

Box Girder Compression Flange Width (BDS 8.10.2.1)

For box girders, the entire slab width shall be assumed effective for compression.

Page 2100

Section 2 - Reinforced Concrete

c *
Positive Moment Case
L =girder span length
t =tension slab thickness

Bridge Design Practice - February 1994 1

2.45.0 Box Girder Effective Tension Flange (BDS 8 . 1 7 . 2 . 1. I )

Tension reinforcement shalt be distributed entirely within the effective tension flange areas.

bl, 'b2, b3, etc = effec tjve tension flange widths for each grrder web.
Ldr1,2,3, dc = clear spans for each bay.

For a typical exterior girder, bl:

1 = Lesser o f 6t, 2 =b,t1
l/z

L,,,,'/12L

='/10L

bl = lesser of 2 and 3
For a typical interior girder, b2: 1 = lesser of 6t, ' / 2 LCI,, 2 = lesser of 6t, /z LclrZ

3 =I+b,+2
4
='/10L

b2=lesser of 3 and 4

Whole box effective lension flange width = bl + b2 + b3 +

Section 2 - Reinforced Concrete

Page 2-101

r *
2.457 Example:

Bridge Design Practice - February 1994 W

girder span length = 100'

\ P
3'

15' wide non-otlectiv.e area

2 '

8'

I
I

10'

I
I

8'

Calculate the positive moment effective tension flange width. (ie. soffit)
Exterior Girder

Interior Girder
I
6t = e(6.5)

=3 9 '
3
= 2 ~ 1 8 )= 3 9 '

and
2

LI~
j&rngh~

39 + 12 +39 = 90" bt = 9 0 '

= X(108) = 54.

Total effective tensjon flange width, b,

=51 + g o + 90 c 51 =282"

Page 2-102

Section 2 - ReinTorcd Concrete

c *
2.46.0

Bridge Design Practice - February 1994

Box Girdern-Girder Effective Tension Flange (BDS 8.17.2.1.1) Negative Moment Case

Tension redorcement sbI1 be d.istributedentirely within the effective tension fla~ge ateas.

L = girder span length

t = tension slab

thickness

b l , 5 2 b3, etc = efle&ve tension flange widths foreach girder web.

LC,,, 23Atc

= c ICR r spans for each bay.

For a typical kxterior girder, bf:

1 = Iesser of 6t, ovexhng length
2 =lesser of&,
L
z

L,,,,

3 =l+b,-E?
B = '/lo L
b l = lesser of 3 and 4

For a typical h-~ terio~ prdcr, b2:

2 = I s e r of Gt, 2

4
LcbZ

=~ ~ S S C T bt, O~

3 =Z+bw+2
4 ='/ToL

b2= lesser of 3 and 4

Whole box effective tension flange width = bl
Seclion 2 - Reinfored Concrele
I -

b2 -I- 53 -F . . .
Page 2- 103

rit
where a = Asfy
0.85 C b

Bridge Design Practice - February 1994

2.47.0 Rectangular Section with Tension Bars Only (BDS 8 . 1 6 . 3 . 2 )

Solving for A, algebraicafiy:

where z =

1 . 7 f : bd
f~

Solving for A, by iteration:

Assumean initial value fox a. Use that value to calculate As from the second equation, Use that As value to calculate a anew value of a from the first equation. Continue iterating behveen equations until a and As values converge to a h l solulion.

Page 2-7 04

Section 2 - Reinforced Concrete

c *
2.4 7.7 Example
f', = 3.25 ksi

Bridge Design Practice - February 1994 D

1 ,
b
d

60 ksi

= 60"
= 65"

M u= 3000 k-ft
Solve algebraically:

rnax allowed PLj=

Solve by itera tion:

0.6375(0 .SS)(3.25 ) ( 6 0 ) ( 6 5 )

60

)-(

8 7

= 67.751'

assume an i n i t i a l value of a - 2 in.

Note: The A, calculation above represents the minimum amounl o[ tension reinforcement required far k e above section with an %= 3000 k-ft.

Section 2 Reinforced Concrele

Page 2105

c *
2.48.0
a=

Bridge Design Practice - February 1994

Flanged Section with Tension Bars Only (BDS 8,16.3.3)

Always start the analysis or design of a flanged section by assuming that a ihF l'his mc~ms, calculate t h e depth ofthe compressive stress block, a, using the equations for a rectangular section.

"sfy
0.85f b
a 5 h,

If

thm

The above calculation of A, and a are correct.

1f

a > h,

then

Tl~e above calculation of 4 and a are incorrect.

The following equations apply.

maximum allowed A, =

870M)+ 87m0 fy )+(b-b,v)hr]

Note: The above equation for rnaxjmum allowed A, usually holds truc even if a 5 h,.

Page 2-1 0 6

Section 2 - Reinforced Concrere

E M
Solving for A,:

7 Bridge Design Practice - February 1994 1

SpIit the fJanged section into 2 rectangular s e c t i o n s as shown. Perform calculations f o r each rectangle. Superimpose results.

web

where z =

1.7f :b,d
fy

Section 2 Reinforced Concrete

Page 2-107

c *
2.48.1 Example:

Bridge Design Practice - February 1994

t=

60"
1

b.
5'

f',

= 3.25

ksi

=60ki

7
42'

M u= 2000 k.A
4

A s m e a I h, (reckangular section)

a-

(1 9-1 1)(60)

0.85(3.25)(60)

= 4.02 i n < hf (rectangularcompressjon area)

max allowed. A, = 0G375(325) 60 [0.85(15)(42)(~) 87 -t60 + (60 - 15)(5)]

2 . 4 8 . 2 Example:
For the flanged section i n the prior example, cdculak As required when EjI, = 3000 k. lt.
Assume a I h,

17.14(60) = 6.20 i n 11~(non--rectangularcompression area) 0.85(3.25)(60)

Above c a l d a t i o n s are incorrect.

Page 2108

Section 2 - Reinforced Concrete

c *
A,, =

Bridge Design Practice - February 1994

0.85(3.25)(GO - 15)(5)
60

= 10.36 in2

Note: Suppose required A, > maximurn allowed A,. What options might be considered?

lncrease f', Provide compression reinforcement. Revise the geurnetry-of the concrete section. Usually, the easiest remedy i s to increase the thickness o f t-hhe connet; compression flange wid^ the critically loaded regjons.

2.49.0 Bar Spacing Limits For Girders

Minimum dear har spndng @DS 8.21.1) 1.5

dL

1.5 (maximum aggregate size)

1.5 i n

Maximum bar spacing i n slabs (BDS8.21.6)

lesser o f

1.5 (slab ttuchess)

18 i n

For bundIed bars, treat the bund1.eas a single bar of a diameter such that the area o f the single bar is rcpivalent to the total area of the bundled bars (BDS 8.21 5).

Section 2 Reinforced Concrefe

Page 2-109

c *
M

Bridge Design Practice - February 1994

2 . 5 0 . 0 Development o f Reinforcement
There is very Little to say here about calculating bar development lengths. BDS 8.25 tllrough BDS 8.30 covers the subject quite sufficiently. Numerous charks are available in Caltran.~ and other publications which Lisrs development lengths for various barsizesasused in various design details.

However, one very impol-lant thing to keep hmind is:

Development lengths of bars with standard hooks, as covwed in BDS 8.29,apply mly to bars in tension. To develop a hooked bar i n compression, the formulas i n BDS 8.26 must be used.

2.51.0 Positive Moment Bar Size Limitation (BDS 8.24.2.3)

Requirement a l simple supports and points of inflection*

e, 5 1.3 -2 + P, if bar ends are confined by a compressive reaction.

v,

% , at a support = bar embedment

length beyond c e n t e ~ of the support.

e,

at infleckion points = greater of

{&lib

"Note: This requirement does not apply to bars tenninwting beyond tlw center line of simpje supports by a skmlard hook. 2.5 1.1 Example:

End diaphragm abutment

20 - #I0 positive moment bars extend jnto the abuhnent.

M , ,= 5300 k-ft for 20 bars V, = 11GU k a t the abutment

Abubnent wid01 = 2.5' = 30"

! , = j z (abubnent width) -clearance = /z (30") - 3" 12"

Page 2-r 10

Section 2 - Rein/ormd Cuncrete

c *
1
I

Bridge Design Ptactice - February 1994 1

The direclion of the shear and reaction at the abutmenka re such that the bar ends are confined by a compressive reaction.

For #10 bars, P,

= 54

inches

t, < 1.3J + t, #lo bars are acceptable.

vu

2 . 5 2 . 0 Minimum Reinforcement Requirements (BDS 8.1 7 . 1 )

A minimum design strength i s required at any section where tension reinforcemenk is required.

minimum required $Mn=1.2M,

(BDS 8.17.1.1)

where M,, = cracking moment = moment which will cause tensile cracks in a concrete section which has no stee! reinforcement.

since f,

= 7.5

K= modulus of rupture for normal weight conaete

T h e above minimum @binrequirement: may be waived if the area of reinforcement provided at a section i s a t least one third greater than that required by analysis (BDS 8.17.1.2).

The above two minimum design criteria can be satisfied by modifying the factored moment envelope, M , as fonows:
1. Draw to scale the factored moment envelope, M,.

3. Plot MI,= -Mu

4. Darken in the fiml modfied factored moment envelope as shown in the following example. Use the modified envelope to design for flexure.

4 3

Section 2 - Reinforced Concrete

Page2-117

c *
2.52.1 Example:
f ', = 3250 psi
1, = 18.52 fP

Bridge Design Practice - February 1994

For positive bending:

y, = 50 -16.8 = 33.2" = 2.77'

gross section

= 494 k - f

-----------@ M; =9

lg/y,

= 494 k-ft

elope horn loading analysis

Modified Positive Moment Envelope

Page 21 12

Section 2 - Reinkrced

Concrete

c *
2.53.0 Moment Capacity Diagram
2 lull length bars

8ridge Design Practice

- February 1994

/I

/--

2 parliai length bars

--

I
I I
4M"

I
I I
I I
t

I I I 1 I

capacity envelope due to 2 full length bars I

2 bars

, ,

I
I I
I

I
t I 1
1

I I
I

I
I

oh,
I
4 bars
, ,

capacity envelope doe to 2 full length bars and 2 parl ial (ength bars

I I
I

, / , .
-

a = flexural capacity increases from zero to OM, lor 2 tuUy developed bars

b = flexural capacity is due to 2 fully developed bars

c = flexural capacity increases f r o m OM, for 2 fully developed bars to OM, for 4 fully developed bars

d = flexural capacity Is due to 4 fully developed bars

Section 2 - Reinforced Concrefe

Page 277 3

r7t.

Bridge Design Practice - February 1994

2-54.0 Moment Capacity Diagram Versus Design Moment Envelope

I I
I

I
I I

QIM, = Moment Capacity Oiagmm

I
I I
I

I 1

I I I 1 I
I

I I
I 1 I

'\

M ,

= Design Moment Envelope = Factored Moment Envelope

I
theoretical cut ofl point for the last two bars
safety faclor separating moment capacity diagram from the factored moment envelope (BDS 8.24.1.2.1)

I
I

I
B = point where bars are theoretically no longer required to rasist flexure (theoretical cut off poinl.) A 0 = required bar extension (safety factor, BDS 8.24.1.2.1) AB = greater of d, 15 db and 1/20 I + AC 2. & is required (BDS 8.24.1.2.2)

Page 2-1 1 4

Section 2 - Reinforced Concrete

c *
a

Bridge Design Practice

- February 1994 D

2-55-0 Bar Layout - Graphical Procedure (BDS 8.24)

1 . Draw the factored moment envelope, M,, to scale. 2. Modify the envelope to meet minimum reinforcement requirements of 0DS 8.17.1.

3. Choose bar groups. Several items should be considered in doing this:

Bars within girder webs (inside stirrup bends) should be continuous.

At least one third of the positive moment steel must extend in to simple supports such as abutmen Is.

At least one tourth of tl-te posjtivem omen t steelmusk ex tend i n to continuous supports such as bent caps.
A11 bars usedin calculating the strength of t h section ~ mustbe evenly distributed within the

effective tension flange areas.

Bar layout should be made symmehjcal about girder web center lines if at all possible.
Maximum and minimum bar spacing requirements must be met.
4. Calculate $M, values for e a d i bar group. Draw horizontal lines representing $M, values for each group 0.n top of the factored moment envelope.

5. Mark off all points B and C as shown.

6 . Calculate required bar extensions.(BDS 8.24.1.2.2)

bar extension = greater of d, 15db,j / 2 o tClr

Draw extensions horn point B to A.

7. Cdcula te the required development length, (BDS 8.25). Check that t l ~ e clistanas froin poult A to point C is a t least P,. If i t j s not, extend point A ouhvard until it is.

! ,

8 . Fox negative moment steel, calcdate the foljowing embedment length:

embedment length = greater of d, 12db,
/16

Lei,

At least one this-d of the negative moment tension steel must extend beyond [he points of inflection by an amount not less than the above embedment length.

9. Measure

the distances from the span center line to the ends of ea.ch bar group for positive momenl steel. Measure t h e distances from the support center line to t h e ends of eachbargroup

for negative moment steel.

10. Match lmglhs of bar group ends to provide an efficient and simple h a 1 bar layout. Try to provide symmetry in the layout and stagger bar cutoffs. Try to keep bar lengths less than or equal to 60 feet so that spliclslg will not be required.

Section 2 - Reinforced Concrete

Page 2-1 15

c *

Bridge Design Practice - February 1994

L $ bent

Page 2-1 16

Section 2 - Reinforced Concrete

c *
2.56.0 Matching Bar Ends

Bridge Design Practice - February 1994

For illustrati,onpurposes o d y, suppose h e r e exist a simple span rectangular girder whjch requ.ires a maximum of six bars at center span. The moment envelope and bar groupings are graphed below. Design an efficient bar Iayout.

T e h i c a l l y , the following bar lengths can be used for the construction of this girder:
2 bars

24+24= 48' 361-36 = 72'

2 bars
2 bars

41+41=82'

Now, match bar ends to come up 4 t h the following preferred bar lengths:
2 bars
2bars
2 bars

24+36 = 60'

36+24=601

411-41 = 82'

S e c h n 2 - Reinforced Concreie

Page 2-1 17

c *
The two different bar layouts are shown below.

Bridge De-signPractice - Febroaiy 1994

Numbers at bar ends represent distances from span center Line. Bars over 60 feet long will need to be spliced.
Note that both bar layouts are technica Uy the same. At any Ioca Lion dong the span, each design conkajm the same number ofsteel bars.

However, i n the first layout, fow of the six bars will need to be spliced, and severa.1different bar le.ngthswiU need to be used. l n the second layout, only Wci bars will need splicing and the other fou~barsareall60fcetlong. Itisgc8neraUypreferable to usealayout witl~asfewsplicesaspossible. Inaddition, a Iayou t i n whichrnostbarsare the same lmg-thjseasier toconstruct since workers don't have as m y different bar lengths to keep track of.

~sexamg1eillustrationmayno(.emphasize greatly enough just how much better a bar layout can be when barendsare matched. The bar layouts done in the example design a t .the beginning of this chapter show clearly h e advantage of matchkg bar mds.

Page 2-718

Section 2 - Reinforced Concrete

c *
Given: b, , b

Bridge Design Practice

- February 1994 1

2.57.0 Working Stress Analysis Calculations

The followingprocedureis valid for both rectangular and flanged sections. The t e n 2n seen in the equations is a direct result of BDS 8.15.3.5- Toanalyze a section based strictly an rnechrutical theory every 2n tern should be replaced by n.
h , d, d', A, A', n =-E, ,M = applied moment
Ec d'

b
L

4
Compression Flange
X

Neutral Axis

d
7

If hf*O and b 1 -[n(d-hZ)A,-(a-1)h-da)A',] h: 1 set B = - b& - b,,)+ d , - t . (& 7) A'J b,,.

set

henset b,=b

= --[hi

(b-b,)

/2 + ndA,

b ,

+ (h - 1) d' A',]

= -bx3 - - (b - b,)(x - hJ3 -InA,(d - x)'

1 .

+ (2n- I ) A',

(X

f,

Mx = stress in rap fiber of compression flange.

f',

2nM(x d') = mC (I 1

5)

= st rcss in compression

steel.

fR =

nh3(d1

X)

=stress in tension steel.

Stxiion 2 - Reinforced Concrete

Page 2-1 19

r *
2.57.1 Example

Bridge Design Practice

- February 1994

f ',

= 3.25 k s i
= 60

Service Load,

= 15,000

k-ft

kst b =32'=3&"
b, = (3)(8)= 24"

fu

A, = 76in2
A', = 20inz

d = 62" d' = 3.5"

d1627~ + 4593 -162.7 = 13.55 inches

fc

(1 SO00 x 12)(13.55)
1,937,890

= 1.26 ksi

fns

(18)(15000 x 12)(13.55 - 3 . 5 )
1,937,890
(9)(15000 x 12)(62 - 13.55)

= 16.80 ksi

fs

1,937,890

= 40.50 ksi

Page 2-120

Section 2 Reinforced Concrete

c *
allowable f,
=

Bridge Design Practice - February 1994

2.58.0 Crack Control Serviceability (BDS 8.16.8.4)

To conbol cracking of concrete, the code requires tensionsteel to be well distributed within zones of maximun~ flexure.
Laboratory test have s l ~ o w that n crack width is generally proportional to steel stress. To b i t the size of cracks which may form, the tensile stress in steel a t service levels is Lmi ted to an allowable skress wl~ich is a fuxlctjon of the geometry of the rejdorced concrete section under invest-igation.

lesser of
3@

and 0.61 ,

f , = steel tensile stress due to D -1- (L -t

I ) HS

The variables i n the allowable fs formula are described in the code and on following pages.
Note that f, is tile tensile stress due to applied service loads. P-loads are not considered service loads. Factors are not apphed at the service level

The variables d,md A are both dependent on the size of the tension bars. Thisleads to the fact that for a given amount of steel, A, as the sjze of the temio.nbarsdecreases, both d, and A decrease, thus resulting ina larger allowable ff {assuming Umt 0.6fy does not control for allowable 6).
Wmce, the conclusim m7f be drnzun flaisrnnller h r s at a closer spaciltg are better t h r I ~ r g bars ~ r sraced farther apart, ~t Imstfron~ n m c k crnl trol point o f vim.

* In members such as bent caps, i t is of ten found tlu t crack control criteria cannot be met if only the main longitudinal bars are considered. In t h i s case it may be advantageous to consider the transverse deck steeI over the cap. IY the transverse steel is at an angle wi.ththe cap centex h e , an effective cross seclional area of stee1 should be calculated. The service level steel stress, f, should becalculated at thecentroid of the bar layer located closest to theextreme tension fiber of the section.

For n @uew steel requirement, A, mzce a bar size isfound which meets crack cant rol criteria, r'f holds tlznt any s w l l e r bclr size will nlso nrtct m c k conl-rol criferin.

Crack control can be viewed from two different angles:

2- Post Design Crack Control Check (easiest):

Cl~oose size and number of bars to use based on A, from strength designrequirements.
Calculate f, a t service hvels. Be sure to use service or working stress analysis to calculate f,.
CaLdate aUowa ble f , .

Compare fs

to

allowable f,.

Section 2 Reinforced Concrete

Page 2- 121

r-t:
2. PreDesign G a c k Control Check:

Bridge Design Practlce - February 1994

Tlirs method is useful Lf the designer wishes to choose a bar size prior to performing additional de5i.p steps.

Choose a bar size to investigate.

Follow the predesignprocedure oullined on pages 2-126and 2-127.
Keep i n mind that f, is calculated using service loads cmd working stress analysis.

T h e benefits of using the Pre-Design Crack Control Check are questionable. However, it bas been used in Calkram for many years, and for that reason it is included in h i s version of khe Bridge Dfs@ Prnchke Mnnz~d.T h e procedure has been simplhed to make it easier to use than i t used to be and, therefor^, mm.y designers may not recognize i t a t first. I t should benoted that a Post Design Crack Control Check is easier to perform and understand, and i s generally the recommended procedure
to

follow.

2.59.0 Crack Control Check

8.1 6.8.4)

- Post Design Rectangular Sections (BDS

b,

= effect-ivetension flange width

(BDS 8.27.2.1)

d, =distance fromtheextreme connete tension fiber to thecenkrofthecloscst tension bar (inches).

N = number of bars = total effective tension steel area area of the largest bar

Page 2-1 2 2

Section 2 - Reinforced Concrete

c *
A

Bridge Des'ign Practice - February 1994

- effectivetensiclnconcreteareawhichhasthesamece.ntmidasthetensionsfeel
number of tension bars

f, = steeI tensile stress due to udactored D + (L + T)HS.Calculate&using working stress analysis

(ksi)
allowable fs = lesser of 3&
0-6

I f fs I 24 ksi or f, l allowable f,

then crack control requirements h.ave been mek.

" 24 ksi is based on the use of grade 60 steel f B E 8.7 4.1.6)

2.59.1 Example: fa, =3.25 ksi

$
M

60ksi

= 600 k-ft a service levels

5.83. N ==4.57bars 1.27

2"clear

allowable f, = smaller of

I&

1 0 . 6 f, =0.6 (60)= 36 ksi t

170 = 42.4 ksj = m4)(20.4~)

calculate service load stress j n the steel bars.

f, f,
= 31.9

ksi

< allowable fs.

This section meets crack control criteria.

Section 2 - Reinforced Concrete

Page 2-123

c *
b,
=

Bridge Design Practice - February 1994

2.60.0 Crack Control Check - Post Design B Box Girder With Single Layer Of Steel (BDS 8.16.8.4)

effective tensionflangewidl-h=bl+ b 2 + b3(BDS8.17.2.1)

d, = distance from the extreme concrete tension fiber to the center of the closest tension bar (in).
N = numberofbars = total effective tension steel area area of the Iarges t ,bar A =

effective tension concrete area which has the same centroid as the t m i o n steel number of tension bars

2dCbt and A = lesser of htb, N N

I, = steel tensile s h e s due to unfact-0redD-1(L+I)HS. Calculate f, using working stressmalysis

(ksi).

aUowabIe f,

= lesser of 3&

and 0 . 6 f ~

Xf f, I24 ksi or f, < allowable f,

then crack control requirements have been met.

*24 ksi i s based on the use of grade 60 steel (BDS 8.3 4.1.6)

Page 2-3 24

Section 2 - Reinfored Concrete

c *
2.60.1 Example

Bridge Design Practice - February 1994 1

t-

26'= 312'

I 1

f', = 4 ksi

fy
b , =

= 60 b i

b = 312"
3(1OU)=30"

h.r = 8"
d -57"

flange widtl1=40+ 80 + 4Cl= 160" tension flange thickness = 6.25" required A, = 35 inZ M = 5200 k-ft at service levels n =E,/E,=8

b,

= effective tension

Try using #11bars.

N = -=23

35 1.56

ba.rs with A, = 35.88 in2

Perform a service/workmg streas analysis to h d f, = 32.23 Calculate allowable f5 d, = 3"

z =I70 k/in

allowable If,=
3

z
~

170

3~3)(41.74) =

= 33.98 ksi

> f,

This section meets crack conk01 criteria.

Seclion 2 - Reinforced Concrete

Page 2-125

c *
A,
=

Bridge Design Practice - February 1994

2.61.0 Crack Control Pre Design (BDS 8.16.8.4)

The foilowingprocedure can be used to find out how many tension bars should be used to satisfy crack control requirements. It is only applicable when aU of tlze tension bars are the same size.It should be noted that a post design crack control check wiU ofkenbe easier toperform. If an existing design is to be checked, use the post design crack controt procedure.
d, = &stance horn extreme cono-eke tension fiber to center of the closest k-ion
bar.

area of tension sfeel required to meet strength design .wquiremen ts.

A,, = area of one tension bar-.

A = effective area of concrete jo tension wlljch surrounds the tension steel and has the same centroid as the tension steel.
z
= =

crack con fro1 factor (see specifications)

working stress in tension steel a1 service loads.
number of bars required to satisfy strength design
1

f,

, n

n , , = number of bars required to satisfy ccra.& control allowable stress fomuta, f, = z / ( d , ~ ) 5

n2, = nwnber of bars required to create stresses in the tension steel of 24 ksi.
=

number of bars required to create stresses in the tension steel of 36 ksi.

minimumnumberofbarsrequired.
60 ksi is assumed.

fY =

See the design example i n part A ol this chapter.

Page 2-126

Ssction 2 - Reinfarced Concrele

c *
3. Calculate
4.

Bridge Design Practice - February 1994

1. Calculaterequired &for the factored moment, Mu 2. Calculate 4 assuming A, = amount of tension steel present. Use working slress analysis and service load moments, D + ( I , + OH.

-A L
*b

11 f, 524ksi,use

n=rgd

5. Calculate d , A,, and T

A, = (b,)x lesser of
c: {

A,f,

Where h,= thickness o f tension flange

b, = effective tension flange width

This definjtion of A, is only g a ~ d if all tension bars are i n a single layer

7 . If n , > nz4

use n = larger of

nZ4 or nsd
Q

, , or Ef nz4 >nee> n36 use n = larger of n

G < n36

use n = larger of

nj, or n ,

Section 2 Rein forcad Concrete

Page 2-727

c *
Starr with

Bridge Design Practice

- February 1994

2.62.0 Pre Design Crack Control Derivation

an assumed A, value from strength design.
= constmt for relatively small adjustments i n A,.

Assume T= &fs
E

T working stress in steel a! service loads. Is = As

equate f,,,,,and

fs.

solve for n:
1 4

= numbel- of bars to satisfy the empirical

allowable formula

designate n , = n from above formula.

since T

constant is assumed arid T = Asf9

T = nA,f, = constant
1124 =

T = 2Ub

number o.f bars to use for fs = 24 ksi

n 3 6=

-= number ofbars to use or f* = 36 ksi

36 Ab

Page 2128

Secrion 2 - Reinforced Concrele

r *

- 1

Bridge Design Practice

- February 1994

2.62.1 Rnal Logic:

1. If n , > nz4,then

z For n , bars present, f, , < 24 ksi

1

(dc A F

Therefore, u.se n = n , , (BDS 8.14.14)

2. If nz4 > n , , > n36 then,
For n , , bars present, 24 ksi < I ,

< 36 ksi

(dc*)?

Jherefore use n = n ,

For

bars present, f, ,

> 36 ksi I
Z

(d , A)?

But, maximum allowable I,

36 ksi

Therefore, more bars are needed to bring stresses down to 36 ksi.

Use n = n , ,

Section 2 - Reinforced Concrete

Page 2-729

E N
Requirement:
,,f
f i n

Bridge Design Practice - February 1994

2.63.0 Fatigue Serviceability (BDS 8.16 . 8 . 3 )

Fatigue is a result of stress fluctuations in tension steel. Fatigue serviwabilily is iiddressed by corn-paringthe stress range which the steel expe.1-iencesto m allotvable stress range.

= =

maximum stress i n redarcement from

(D+L+I) WS xrvice loads in ksi (calculate using

working stress d y s i s )

minimum stress in reinforcement from (D+L-I-I)HS sr!rvice loads in ksi (calculate using working stress analysis)

sign convention: te-iie skreses are positive compressive stresses are negative
Maximum dead plus positive live load moment

M , , ,

M,% = Maximum dead pltrsnegakive liveloadmoment

M , * M ,,,

= = =

Moment which causes maximum stress, ,,,f

in tl~e steel

Moment wluch causes minimum stress, fmi,, in the stee t

Number of fully develop~d tension bass.

When checking bottom steel,

M ,

M ,

%in

= M,,

When checking top skel,

M m , , = Mnw

b i n = Mpos

1. rJ themember is prismatic and the only section properky which varies is A, then A. At all sections where M,,, and M,,, are posiljve , calculate

or

M n , , - 0'67 M ~ if n all bars are the same size N

Do a fatigue ch,eck on the section which yields the highest value.

Page 2-130

Secfion 2 Rein forced Concrete

r *
B.
At all sections whew M ,

Bridge Design Practice

- February 1994 m

and M ,

are negative, calm late

1-1
C. A t dl sections where

il all bars are the same size

Do a fil(.igue check on the section which yields the highesl value.

M , , ,

and M , , , are o different signs, perform a fatigue check.

lf the member is non-prisrnalic or if some section properties other than A, differ from section to section, then a fatigue check must be performed at aU moss sect ions.
2.63.1 Derivation For Procedure Outlined In I A and IS

lf dll section properties except A, are held conslant, then it is found that fs is approximately
proporkional to M/A,. Tl~erefore, f, h~crt?;~ses as h 4 / 4 increases.

.&,o,applyingarnornent. M to fs = fm, -0.67 fmi,.

= M,,-0.67

M , ; ,

toa seclion will

yield a steel strcss ecpiifalent

Therefore f5=fm,-0.67fm, will increase as thevatueof

M =
As

M , , , -

0.67 ,M , As

increases.

Therefore,for allpfismatic members wheremoment reversal doesnot occur, the section which M, , , - 0.67 M is a rnaximun~. wiU be the most critical i n fatigue is the one where
As

:lion 2 - Reinforced Concrels

Page 2-131

c *
2.632 Example
2.7"

Bridge Design Practice - February 1994

A, = 4.0 irP bottom bars, A, = 5.0ir@

top bars.

M = 300 k-ft.= maximurn service D + (L+I) HS

M=

- 4Ok-ft.= minimum service D t. (L+T)J-IS

Working Stress Analysis

Nobe: At sections where moment reversal occurs, compression steel must be included in the working stress analysis.

Check top steel:

3.35 - 0.67(- 3.02) = 5.37 ksi < 23.4ksi

0.K.

Checkbottomsteel: 19.46-O.67(-1.48)=20.45ksi<23.4kscsi O.K.

Page 2-f 32 Secli'on 2 Reinforced Concrete

c *
2.64.0 Shear Design (BDS 8.16.6.1
Require $V, 2 V,
V, = V,

Bridge Design Practice February 1994

- 8.16.6.3 and 8.19.1 - 8.19.2)

Sections located less than a distance d h o n ~ the face of support may designed for the same shear, V,, as that computed at a distance d from the face of support. See the specifications for the exceptions to flus (BDS 8.16.6.1.2).

+ V,

nornin,d sl~ear capacity of a secljan.

V, = 2 fib,d

may be assunred.
wlwn shear bars are perpendicular to the member.

V, =

d or 24 i s shall not exceed n when V, I 4

2

b d

J;;w

d or 12 in when 4 K b , d s shall not exceed 4

V, shall not be taken greater than 8 K b , d

'Vr 5 8&t;,d

Shear reidorremen t is requ bed any lime V,,2 .;-$V,

1 area of shear reinforcement provided sl-rall not be less than: Anywhere that Vu -9Vc t l ~ e
2

2 . 6 5 . 0 Shear Design and Girder Webs

Since V, shall not be taken greater than 8fibivd, the maximum shear capaoly ol a section is: QV,, = $(V, + v,) = t$(dcb,d + 8Kh,d) = 10~fib,d

Therefore, it is required ihak V. 5 10$E b , d

required minimum b,, =

10qfl d

vu

It iscommonpractice to flare girder websnear span ends when necessary to meet the above cri teria.
Secliorr 2 - Reinforced Concrele

Page 27 33

c *
Assumed cross sect ion:
V, (kips)

Bridge Design Practice - February -1994

2.66.0 Shear Design o f Flared Girder Webs

example
o f symmetrical section

cl

f', =3.25 ksi fy =60 ksi

d =68in b , = 4(8) = 32 i n

Analysis gives the followingdesign shear envelope.

2 '

7.67'
Span Location

Page 2-134

Section 2 Reinforced Concrete

c *
At

Bridge Design Practice - February 1994 1

d from support face, V ,

= 1100 K

Is Vu <lo 9 fib,,d

=(10)(0.85) -&%(32)(66)

( )

= 1054K

NO.

Therefore girder web flares are requjred.

Calculate h e wjdth o f web required at the face of support. (Width of web required could be calculated at d horn the supPo& face, but this would probably make calculations of other flare djmer.lsions more complicated.) required minimum b, =
V~

(1315)(1000) = 39.9 in. - (10)(0.85)d3250(68)

Use b,, = 10 in. per girder = 40 in. for the whole box

Determine the required flare length.

Locate the span location where v,-104 E b , d
= 1054k

By straight h e approximation of the V, envelope:

= 8.88

ft. from support centerline

= 6.88 ft.

from face of support

Note that x could have been found graphically also.

Based on x = 6.88 ft, a 7 f t flare would be adequate.

However, an 8 ft flare length would probably be better for construction purposes.

Minimum required flare length
= 12 (difference i n web

width)

(BDS8.11.3)

= 12 (2in) =24 in.

Section 2 - Reinforced Concrete

Pege 2-135

c *
Plan View of Typical Inferior Girder Web

Bridge Design Practice - February 1994

T h e flare width was calculated assuming that stirrup steel would be utilized allowed by BDS 8.16.6.3.9.
At d = 5 . 6 7 ' from face of support

to

the Cull extent

assumed V, = 8

b,d = 8

4 m (3.3)(68)(1Bo) - = 1064 k

Assum.ing use of 45 st.i.rrups,

A , = (4 girders)(2 legs/stirrup)(0.31 in2/leg) = 2.48 in2

max allowed s = - Vs

A,fyd - (2.48j(60)(68)

= 9.51 in.

1064

Since V, > 4

f i b,,d
d 4

max allowed s = 12 in.

rnax allowed s = - =

68 = 17 in. 4

Use #5 stirrups spaced a t 9 i n .centers within th.e 6 R. long flared girder web sections.

Page 2-1 3 6

Secrion 2 - Reinforced Concrete

r *
modifications are needed.

Bridge Design Practice - February 1994

2.67.0 Shear Modifications Due to Bar Cutoffs (BDS 8.24.1.4)

Any time flcxu.ralsree1i s t e m w t e d in a tensionzone the factored shearer~vcIopc must be n~odified ( a c i u a there ~ ~ is one ot.her option not discussed here).

Ttusmcldfication isonlyrequired if thetensionsteel i s terminated wi1h.h [he portion of themember used to calculate shear strength.

The shaded regions of I-he above members are used to calcdake shear strength. Bars are likely to be tcm~inated i n a tension zone when using the T-Section. Thus,shear modifications are required. 111~ web bars i n the box girder section shorlfd always be made continuous, thus no shear

The spedfications allow h r h ~ relatively o shiplc ways to modify theshear design. Either OF boLh
ways may be utilized.

2 . 6 7 . 1 Modification Method 3 (BDS 8.24.1.4. I )

Design for a modified factored shear force

V ',

= 1.5 V,,

Design for thisn~odified valuewithin the r e g o n bounded by the end of the terminated tension bar and a point lotsated at 0.75d born Ihe end of the terminated bar.

2.672 Modification Method 2 (BDS 8.24.1.4,2)

Design for a modified factored shear force

V', = V, e 60 $ b,d
\?'" =

whenunits are Ibs and inches

Vu 4 0.06@ b,d when units are kips and inches

where p,, =

area of steel culoCf (area of steel cukoff + area of steel continuing)

Design for this modifiedvalue w i t h the region bounded by t J w end ofthe terminated \ension bar nnd a point located 0.75d from bhe end of the terminated bar.
Section 2 - Reinforced Goncrefe
Page 2137

r *
+An,
I

Bridge Design Practice - February 1994 5

Shear Modification Example

- 6 bars
Bar cutofl point

I I I
i I

V j= VU+ 0.06 +bwd

This section modifled for convenlencc only

The solid line represents the modified shear desi n envelope. Note that V,' = V, + 0.06$b,d will be tlie tnost R ficient modification for this span.

Page 2-138

Section 2 ReinforCed Concrete

c 4

I Bridge Design Practice - February 1994

2 . 6 7 . 3 Modification Method I Derivation (BDS8.24.1.4.1) code requires V, 1 2/3 QV,,

$V, 1 1.5 V,
Therefore, design for V ' , = 1.5V,
2.67.4 Modification Method 2 Derivation (BDS 9.24.9.4.1)

Code requires shear steel i n excess of that which is normally required.

SOb,s Excess required A, 2 -

vS=-= shear capad ty of s tee1

S

excess required

V,

(excessrequired~,)f~d
S

= 60 b, d

require $V, 1V,,+ $(excess reauired V,) = V, t. 60 $b,d

therefore, design for V', = V , + 60 9b,,d

use metl~od 1 when V , I120

b , d

use method 2 when V, > 120 $ b , d

Section 2 Reinforced Concrele

Page 2139

r *

Bridge Design Practice

- February 1994

2 . 6 8 . 0 Shear Friction Design (BDS 8.1 6.6.4)

Shear friction concepts shall be applied when it is appropriate to consider shear transfer across a pven plane, such as an existing or potentialcrack, an interface between dissimilar materials, or an interface between two concretes cast a t different times (BDS 8.3 6.6.4.1)
As slipping begins to occur aIong a cracked surface, the two faces of the cracked surface must separate a minimum amount in order to allow further slippage to occur.

As the two facesseparate,a clamping force is developed i n the bars crossing the interface. The shear force is then resisted by friction which develops between E h e faces (other forces also help to resist slippage, but are not discussed here).

The rest of this section conveys only enough information for shear friction design of simple components such as shear keys and beam supporbs. Components such as brackets, corbels a n d I m g e seats are much more complex The BDS and ACl codes should be stud-iedthoroughly before attempting design of one of these items. The PCA publication, Notes 071 ACl328-89 isa goodsource of infomalion for shear friction design.

Page 2140

Section 2 - Reinforced Concrete

r-t.

7 Bridge Design Practice - February 1994

Potential Crack Locations

dapped ends support bearing

V//I

corbel

column base
L

Section 2 Reinforced Concreie

Page 2-14 1

= *
Avf 2

Bridge Design Practice - February 1994

268.1 Basic shear Friction Requirements (BDS 8.6 6 . 6 . 4 . 4 )

Use u n i t s of p o d s and inches.

When shear-h-iction reinforcement i s peipendicular to the assumed crack location

When shear-friction reinfo.rcement is at a n angle to the assumed crack location:

VI,
I $

fy(~ sin af + cos af)

Net fmsikfmces across the assu-medmckshaU be resisted by additional terision reinforcement.

Petrtlanentnefcmpressizr)e f~~cc aaoss s the assumed crackmay be utibzed,jncaldating the shear strength ofthe section.

Page 2142

..

Section 2 - Reinforced Concrete

C *
-r5

Bridge Design Practice - February 1994

T u
reinforcement

rf/,rT
i

A, = factored support reaction T, = factored force due lo shrinkage and temperature effects and other loads. T , = 0.2 R, is generally considered a minimum design load to consider.
crack loca!ion

TU cos u r

R , sin cq

k
Tu

T , s i na 1

Applied Forces

V ,

= R, sin a,: + T,cos

Nu= T , sin af- k c o s a,

A ,, fy cos a t

Resisting Forces
V, =Avf$ (p sin uf+ cos cq) if

Nu= tensile force

V n = A& (psin a,.i.cos aj) + !flu if Nu= compressive form

Nn= Anfysin af = nominal tensile strength

Total required steel, A,
= AVf+ A,

Distribute steel unifornzly along potentjal crack plane.

Section 2 Reinfarced Concrete ,

Page 2-743

c *
2.68.2 Example - Shear Key

Bridge Design Practice

- February 1994

f', = 3.25 h i
f,
= 50 ksi
= 200

V,

potenliat crack

Ij'shear key concrete is phced monolithica.lly:

p
= 1.4 A = 1.4 (1.0) =1.4

200,000 Ibs
rn.inMun7 A,,=

362 inZ c

200,000 Ibs

= 294 in2

required A,.,

v,, -M,P

230

(0.85)(60)(1.4)

= 2.80 inz

Shear reinforcementn~ust be anchored to develop Ihe steels yield strength on both sides of the potential crack plane.

Often, the height of the key isnot sufficient to develop straight bars, thus hooked bars areoften used. It is common to use "U" b a s for this purpose. This will require that an even number o t legs cross the potential crack. For #5 bars, No. o f legs required = . -

2.8

0.31
28

=9

For #6 b a s , No.of legs required = -- 6.4

0.44

Choose 5 - #5 "U"b m . The legs of the bars sluU extend beneakh the poteniial crack plane mf ficiently to develop the sped tied yield strength.

Page 27 44

Seclion 2 Reinforced Concrete

c *
Compression members can fail i n three ways:

Bridge Design Practice

- February 1994

2.69.0 Compression Members (BDS 8.1 6.4)

1. Compression failure - concrete crushes prior to tension steel yielding.
2 Balanced failwe - concrete crushes as tension steel yields.

3. Tension failure - steel yields prior ro concrete crushing (actual1y, the failure is still defined as the point at which the concrete crushes).
As the axial strength, P , , of a member changes, so does the flexural sl~englh, M,. An interaction curve relates P,, to M,.

To check the adequacy of a section for a set of required sl~engtl-ts, M, and P,, ala~uys enter the djagramwithkhevalueof P, first.Project horizontally ko h e curve, and then read what then~ornent strength is.

Given: required P , = 1300k required M , = 500k-ft

Find:

far P , = 1300k Mn = 5SOk-ft

M , > required M,

Section is adequate

Note: If P,>Pb a compression controls condit.ionexist

If P , < P , a tension controls rondi tion exist.

Section 2 - Reinforced Concrete

Page 2145

c *
2.69.1

Bridge Design Practice - February 1994

Example

For the section shown, draw t l ~ interaction e diagram for bending about the x - x axis.
d' = 3"
f', = 3.25 ksi

fy = 6 0 k s i 4 - #8 bars at each face A, = 3.16 in2for 4 bars

X

0 0 0 0

Far pure axial compression:

P,
M,

= 0.85

f ' , (As-&,)

+ ht 4
(6.32)(60) = 1953 k

= 0.85 (3.25)(2g2- 6.32) +

=o
=0
*sfy

For pure flexure:

P,

a=

0.8Sf: b

(0.85)(3.25)(24)

(3'16X60'

= 2.86"

(Neglecting A;)

= (3.16)(60) 21--

22G)(A)

= 309 k-h.

Page 2146

Section 2 Reinforced Concrete

c *
Balanced failure condition:

Bridge Design Practice - February 1994

Tension steel yields just as the concrete crushes

f's =

87000(~ -d ' )
C

S 60,000

- 87000(12.429- 3) = 66 ksi + 60 ksi

12.429

C , = A', (f',

- 0.85 f ' , )

= (3.16)[60 - (0.85)(3.25)]= 180.9k

T = A,fy

y y

(3.16)(60) = 189.6 k

P, = C,+ C , - T = 700.4 + 180.9 - 189.6= 692 k

Compression failure condition:

Concrete u u s t ~ e before s tension skeeI can yield.

For t h i s condition, c > c,,

Try c = 20"

a = 0.85~ = 17"

C, = 0.85f',ab = 1127 k
f', =
$7(c - d')
C

= 74

+ 60 ksi
= 180.9

c,

= A', (f',

- 0.85 f',)

f,

= 4.35 ksi

T =&fs=13.7k
P, =C,+C,-T=1294k

M, = C, (12-2) + C ,(12 - d S )+ T(d -12) =475 k-ft

Section 2 - Reinforced Concrete

Page 2-147

c *
Tension failure condition:

Bridge Design Practice - February 1994

Tension steel yields prior to concrete ouslMg.

For this condition, c c c . ,

Try c = 6 " a--0.85c=5.1"

C , = 0.85f ' , ab = 338 k

compression mnlrols

-------------------tension cmlrois

(0.309)

Page 2- 1 4 8

Seclion 2 - Reinforced Concrele

c *
P,=W6k

Bridge Design Practice - February 1994 D

Suppose a certain loading produces the following forces on the member.

with r) = 0.70 for tied menihers

P,/$

= 1294k

Mu/$ 4 7 7 k-ft
From the interaction diagram at point A,
When P,, 1294,

M,= 475 >Mu/$

Therefare, the section is adequate.

Suppose P, = 0
M, = 330 k- ft

P,/$ Mu/$

=0

= 471 k-ft

From the interaction diagram a t point B,

Therefore, the section is not adequate.

Note that t k section was adequate when a higher axial load was applied. Therefore, it would have been erroneoqJs to assume that reducing the axial load while leaving t l ~ e moment constmt would still result i n an adequate section.

Section 2 - Reinforced Concreis

Page 2149

c *
2.69.2 Example:
End diaphragm abutment

Bridge Design Practice

- February 1994

P"

h = 30"= thickness of the abukrnent

b =12"

d = 27.5"
f', = 3.25 ksi
fy = 60 ksi

P ,

= 20"

Mu= SOk

Q = 0.70
For equilibrium:
P, = C - T = 0.85 f',ba - A,f,

P, is assumed to act through the sections pk3stic centroid which is estimated a t h/2 fmln the ccompression lace. In calculating M,, mornen ts must be taken about the plastic ce.nkroid. The compression reinforcement has been iflored for simplicily.

In the above equations, note t h e following points.

Solvc the above two equations:

Set P, = P , / $ and

M,= Mu/$ (be careful of units)

Find a = I .366"

4 = 0,279in2/ ft

#S bars at [ 0.279 z ) ( 0 . 3 1 ) = 13.33"

T r y using #5 bars a t 12".

Page 2150

Section 2 - Reinforced Concrete

E *
Notations and Abbreviafions

Bridge Design Practice . June 1994

Section 3 . Prestressed Concrete Design

Contents

3 . 0 . 0

.................*.m..... . . .................................................... *...3-1 Preface ............................................................................................................ 3-4

.

3.1.0 Introduction Basic Theory and Principies

3 . 1 . 1 3 . 12 3 . 1 . 3
3.1.4

................................................... 34
3-5

Defrnitionc ...........................................................-................................................................
Advantages ofRestressed Concrete . .................................................................-..+..-......

3
6

Dicadvantages ofPrestressed Concrete ..........................................................

Prestressing Force .......................+...........-...........................................

................................ 3-7 3 . 1 . 5 Formulas fm Design ...., . .................................................................................................... 3-7 3.1.6 AUowable Stresses ......................*....................++.......-..........................................................3-9 3.1.7 Decign Theory .....................................+..-...............*......................................................... 3 11 3.1-8 Design Paxameters .................................. .............................................--..-.................... 3-1 1 3 . 1 . 9 Assumptions...................................................-.......................................................... 3-12 3-1-10De~ign ............&..............+..--...-. *....... .............-......................... .................. .........-.....-...... 3-1 2 3.1 -11 Load Factms . , ......................... ..................-...-.+.-+.........- .................................................. 3-12 3.1.12 Strmgth Reduction Factors . . . . . . . . . . . . . . . . . . . . . . .....-...-........... . . . ........................................... 3-12
r)

3 . 2 . 0 Design ofa Simple Span Prestressed Precast

66 39

1 Girder Bridge

..........................................................................................

3-13 3-14
3-17
3-21

3 . 2 . 0 . 1 Design example ...........-....-.................-...................................-....-.-...--+.-..+..-..d........

3 . 2 . 1
3- 2 2

Design - Cross Section, Pretension ...................................................................................

Design - Net flransfonned Sedon, Pretension ..........................-...................+.....+.....

3.2.3

Design - Net JTransformed Section, Post-Tension ................- .......................................

Ultimate Moment
...........en.en..en........

3-27
3-27
3-29

3.24
3.2.5

............................................ .......................-...-... .......

Path ofPrestressing Steel .....-..............................+.......-..............................d.....................

3.2.6
3.2.7

Shear ......................................-.....................................................+.........m.................-.....d..

..3-30
3-30

Deflections ..................................................**......

.....-.*..........................*...*.*..........*............

Section 3 . Contents

Page 3-i

E *
3.3.1

I Bridge Design Practice . J une 1994 m

3 . 3 . 0 Design of an "1" Girder Continuous For Live Load

Negative Reinforcement ................................. ...-.......-.....

.................................... 3-31
' 1

3.3.2

.......... ....................*.... ........3-32 .................................. 2-36 Sumniary ........................ ....-..........-.............. ........................-.......

, . .

3.4.0 Design of a 2-Span Continuous Cast-ln-Place Prestressed Box Girder

. . . . . . . . . . . . . .

3 . 4 . 1 Introduction ...........................................-......................-..... . ......-........ ....................... 3-36 3 . 4 . 2

3.4.3

Crms Cectional Geometry ......................-........ ..................... ................, ..................

Loads .........-...................-.............................................

..-.....3-36

3 . 4 . 4
3.4.5

3.4.6

3.4.7

3 . 4 . 8
3-43

3.4.10

3 . 4 . 1 1
3.412
3 . 4 . 1 3

..........................,........................... 3-39 Longitudind Section -.............................................................................. ......... ........... 1 Losses .................................................................................................-........-...................... 3 4 3 Force Cmffiaen-ts........................................................................................................... . . 3 4 Cecondary Moments .-... -....................... . ...........-..++... . ........... -...-................................. 3-50 Prestress Force ................-......................................................................-.................--..*+.. 3-39 Stres~e ........-......... ~ -...........................-................=.h..... -...-........................................*....... 3-63 Concrete Shength Required ............-........+..... - . . . . . . . . . . . . . . . ...-......--......... .................3-67 Ultimate Moment ...........-......,...............~.........................................~-.~........,....,......-.. 3-67' Shear ..............................-......-........-.......................... . . . . . . . . . .......-..........................-..........3-74 BDS Computer Output .....-............. ..., . .................................... .........................-.. ........3-78

3.5.0 Design of a 4Span Continuous Cast-in-Place Box Girdsr

......................-3-103
3103

Introductim ................................................................,............... ........... . . . . . . . . , . . . . . . . . . . . . . .

Bridge Configuration and Compment Properies ......................................

&lo3
3-105

hads . . ........+......-*.+....... . . . ............. ...........................................................................-..-.... 3-105

Longitudinal Section ........................................................................................................
LOS%

.................... . . . . . . . . . . . . . . . . - ...................................................-.......*...... ....................-3-108 Force Cwfficient ....................-................-.............................-...................-................... 3-110 Cecondary Moments ..................................................................................................... 3 - 1 11 Prestress Shortening......................................................................................................... 3-1 14 Prestress Forre .......-................ ................................................................................... . ... 3115 BDC Cornputef Output -.................. ...............- .......................... .......-....... ...................... 3-121
Page 3-N

Secfien 3 . Contents

E *

Bridge Design Practice

- March 1993 M

Prestressed Concrete Design

Notations
bearing area of anchor pIate of p ost-tensionng steel. = maximum arpa of the portion of the anchorage surface that is geometrically similar to and cancentric &ith the ama of t h e bearing phte of post-tensioning steeL = area of nonprestressed tension reinfoxcement. = area of compression reinforcement. = area o f prestressing steel. = steel area sequired to develop the ultimate compressve ctrength of the overhangng portions of the flange. = steel area requircd to develop the compress si ve strength of the web ~f a flanged section, = area ef web rwiforcement. = width of flange of h g e d member or width of rectangular member. = width of web of a M g e d member. = loss of prestress due to creep o f concrete. = Ioss ef prestress due to relaxatim of prestressing steel. = los5 of prestress due to relocation of post -tensioning steel. = center of gravity crf entire concrete section, = center of gravity of ttansfomed ~ction. = center of gravity of steel area. = effect of dead Ioad. = nominal diameter o f prestressing steel. = dictance to centroid of prestress ducts as per Memo fe Desig~ters 1328.
=

distance from extreme compressive fiber to centraid of the prestressing force, or to centroid of negative moment reinforcing for precast girder bridges made contuiuous. = loss of prestress due tci elastic shortenig. = flexura] modulus of elasticity af concrete. = moduius of elasticity oi psestressing steel. = base of Napesian logarithms. = distance from center of gravity of section t o the centroid of the cable path. = resulting stress in bottom fiber =

final.

resulting stress i n bottam fibet initial. = resulting stress i n top fiber - final. = resdting stress i n top fiber - iscitial. = concrete stress i nbottom fiber due to W,. = concrete stress in top fiber due to
=
wa-

= = =

concrete stress in bottom fiber due

to

w , .

conueke stress i ntop fiber due to

Wd-

average conmete compressive stress at the c.g. cif the prestressng steel under full dead load.

= average concrete stress at &e c.g. of

the prestressing steel at time of

release.
=

compressive strength of concrete a t

28 dayc.
time of initial prestress.

"D"

= compressive ctrength of concrete at = Tnitial concrete stress after transfer

of prestress force.
Section 3 - Prestressed Concrete
Page 3-7

E *
ir

Bridge Oesign Practice - March 1993

V,

= =

va
V ,

Vd

V,

permissible horizontal shear stress. nominl sheax strength provided by concrete. nomina1 shear strength provided by concrete when diagonal cracking results from combined shear and rnorned. nominal shear strength provided by concrete when diagonal cracking results from excessive principal temile stress i n web. shear force at section due to unfactared dead load (not including added dead load shear). factored shear fnrce at section due to extemally appljed loadc occwing simulkaneously with
wm,

Abbreviations
BDA EDD BDF BDS MTD Spec.

Bridge Design Aids Bridge D~sigri Detuils Bridge Desigr Practice Mmnol Brfdge Desip Sysfem Manzinl Memos fo ~wi$ers Bridge D ~ s ISpecj(imtions -~

V,
Irg

=
= = =

Y , , V,
WJ W, W ,

= = =

Y,

Y,

a
P

vertical component of effective prestress forre at section. nominal shear strength provided by shear reinforcement. shear applied due to prestress secandary rnoments. factored shear forre at sectim. live load or superimposed Ioad applied after prestressing completed. wejght of concrete, lb. per cu.ft. dead Ioad acting at trme of prestressing. distame from cmtroidal axis of gross sec tion, neglecting reinforcement, to extreme fiber in ~ompression. distance from centroidal axis of gross section, neglecting reinfarcement, to extreme fiber i n tension. total angular change of pestressing steel profila in radians fram jachng end of point x. hction curvature coeffiuent.

Y, Bnf
$ CI

B,, PPS = load facters.

= strength reduction factor.
=

rotation angle.

Section 3

- Prestressed Concrefe

Page 3-3

E *
3.0.0 Preface

Bridge Design Practice

- March 1993 m

The subject of presb-es5 concrek is very important withjn the Division of Stmchires by reason of tfie vast n m b e r of ctructures i nthe state whch are designed using this techo1ogy.
Yet, the subject is not dways a part of ournew employees undergraduate studies. It is for that reason that "BasicTheo~andPrinciples" along with definitionsand acsumptionsareintroduced early i n this chapter. To iilustrate design pracedure, several example problems are worked through. Further study Lnto prestress t e h o l o g y s encouraged.

Prestsess technology hasbeena part of the Bridge Design PracticeManualsince the 1960 edition, Over the years, revisions and updates have beenmade. Again, there is aneedfor updating. Ths editisn reflects revised friction coefficients and detailed computer outpu t. In all of the example problems, m efffort has been made to include thti "longhand"solution where appropriate, with the feeling that the designer must know "what '5 going on" before he can intelligentlv use the many computer propams available.

3 . 1 .O lntroduction - Basic Theory and Principies

The bacic principie of prestressed concrete canbe described as fallows: Strecses are introduced inthe concrete oppesitein signte thase resultrng from Ioadsacting on the structure, andin such a manner that ailowabJe wwcrrking stresses will not be exceeded. Compressive stresses, that are induced across the section under consideratim, counter tensile skressec hat develop due to loads. These compressive stresses r e d t freman axial force and a bendingmoment transmi tted to the concrete by the prestressing steel after the concrete has attained sufficient strength.
Prestressed concrete makes f d l use of the compressive strength of the concrete and the tensile strengfh of the prestressing steel. Ordinary reidorced conmete does not u s e the concrete to its full advantage- This is shown in the following comparison using the same allowable concrete stress (see Figure 3-11>In reinforced concrete, the resulhg stresses are compressive on the top and tensile at the bottom. This leadc to csadcs developing i nthe tensile regionmd renderingthe concrete stress zero while the steel takec all temion stresses. In prestressed concrete, large compressive stresses whichaxe the result of the application of an eccentricdlylocatedprestress force, reduces the tension sbess to near z r o .

With b e m c of the same depth, ayrestressed sectian c a n resist over twice the moment that the reinforced concrete cection can resist. Furthemore, the allowable workirig stsess can be doubled for the prestressed section, thus rnaking the resisting moment over four times that of the reinforced concrete section. The prestressed section rnakes use of the entire concrete area; whereas, khe reinforced section uses about of t he area and ?4iC uced to hold the reinforcing cteel away fiom the workuig secaon, recht shewing S tressec, mddevelop the bond betureen the concrete and renforang striel.

Page 3-4

Section 3 - Presfressed Can~rere

E *
Remforced Concrete
fc

Bridge Design Practice

- March 1993 m

PIS Efiects

Prestressed Concrete
fc

Figure 3 1

Refer t o Spec. Article 9.1.3 - Definitions for an extensive list of terms used in prestress technologv*A few addtional tem used in this text are defined below:
GzbTeShea7-Verticai component ofa prectress force whidi is nclined to thehorizontal.Used i n sheas calculations and generally reduces the effects of applied shear forces.

Cmtinum~sfOt. Live hads-Mdti-spanstruchet~tizingp r ~ c a s t - p r ~ q t runits ~ s s with a rastin-place de&. The top slab is reinforced auass the bents thereby making the stmchire, '~continuous for live loa&." See Article 3.3.0, Design of an "1" Girder Continuous for Live
Load.
Crmtinuouc Sfmcfure- M d ti-span structure constnicted cantinu ous aver sweral cpans withou t expansianj oints.

Tlinge Curl - Unwanted deflection of the cantilever portion of a hinged span caused by application of the fuU prestress ferce to the member in its unloaded state.

Lightu~eighfConcrete - Unit weight oconcrete that i s 5 1% Ib per cu ft.

N o m l weight Concrete- Unit weight af concrete that is 1145 lb. per cu ft.

P ~ r t i a IPresfrescing - Tedinoloay whereh the strucke is designed with a combination of prestrecshgsteel and r d d steel rejnforcing.See "ADesignProcedure for Partial Prestressing of Concrete Box Girder Bridges" by Steven B. McBride dated January30,1987.

Prestress Fmme - That porbion af a centinuous stnrcture between expansian joints t o be prestressed for it 'S total length.

P r ~ t r s Path s - Trace of prestressing tendon throughout the length of the membes.

Prestress Sho~tening - Elastic m d inelastic shortening of a member due to the application of
the prestressuig force.

Ptimrinj P r ~ t r e shornaz s t - Mommt resulting from the eccentricity of the prestress tcndon.
X s u l t ~ l z Momenf t -? ' h e resultng moment due ta prestressing 3s the algebraic surn of the primary and secondary moments.
Sectiun 3 - Presfresced Concrete Page 3-5

Bridge Pesign PracrEce

- March 7 993 m

Secondarr~Mornmt -Moment resultingrom induced reactions at the supports of aprestressed continu~us rnember. The term "secondary"is somewhat rnisleading cince the moments are not always se con dar^ i n magnrtude m d therefore play an important part irt the stresses
along the member.

UlfimateMoment Clreck-Comparicon of amernber 'Sflexura1strength tofactored loads given in Table 3.22.1A of the Spec, Article 3.22.
WorklngSfress Design -0therwise temed "Service Load Design";the design ofmemberc by application of loads without load factors. 3.1.2 A dvan tages of Prestressed Concrete
f.

Reduction of concrete and steel quantities. Considerable reduction in depbh of section, not only relative to reinforced concrete, but alco relative to sttuctural steel.

2.
3.

Crackless contirete within a h w n range of load. Thlc results i n greater durabdity under severe conditions of exposure.

4.
5.
6.
7.

Possesses m u m rigidity under working loads and m a x h u m flexibility under excessive overlaads.
Provides capacityto cupport a loadin excess of the'designloadnwhichcratks appear but disappear completely on removal of the excesc loa d.
Provides resistance t o repeating and altemtng loads even whm exceeding the design load.

Produce definite reductien i n diagonal tensimwhich leads fo fewer stimps needed

for shear.

8.

During the prestressing operations,the steelis tested to a stress that will never agUn be reached undes designloads. The m e appliesto the concrete, inmany caces. Thus, it c a n be said tha t the materiaIs2n the stmc ture are tested bef o ~ being e subjected to h e working loads. This "in place"testing is impocsible i n ordinary reinforced concrete
snchrres .

9.

Makes it possible to control and/m reduce long t e m deflections.

10.

Added flexibility for constructien o f continuous mull-spm h e .

3 . 7 . 3 Disadvantages of Prestressed Concrete

1.
2.

The prectress stmcture ic more sensitive to quality of workrnanchrp and materials.

Creep and shrnkage of the concrete and relaxation of the prestressing stee3 are important censiderations which need to be considered by h e desigrier. ThiC is especially so if Lighhveight concrete being used.

Page 3-6

Section 3

- Presiressed Concrete

E *

Bridge Design Practice

- March 1993 m

3.l.4 Prestressing Force There are t w o mefhods of applying prestressing force."Pretensoning"indicates that tensioning of the steel is done before the concrete is cast i n the forms. "Post-tensioning" means that t h e steel is twsioned after h e concrete fiasbeen cast and attained the required strength. In the forrner, the fwce is tsancmjtted by bond between the ste,eland concrete. T1ie initial prestress is immediately reduced due to the deformatian and shinkage of the concrete. Gradually &ese Iosses are increased by further s h r h b g e and creep of the concrete. Iri "post-tensioning"there are no irnmediate losces but there is a gradual losc due the shrnkage md creep of the concrete and the relaxation of the steel. Consequently, for equivaient members the 'pretmioning" method requires a greater initialprestressing force to compensa te for the larger losses.
"Pretensionuig"is prachcal o d y with factory or mass pr oductionfacilities, sisice pemanent externa] ancharages are xequhred to take the reaction of the stressed strands until the concrete a ttains the requiwd strength.
Severalmethods of strecsing and anchnring "post-tensj oned"steel are nuse. The methods used most c o m o d y inthe Unrted States a t the present time ase illustrated in publications ismed by the Uidustry. The Office of Stmcture Construction publishes its '.Califonltn Prestress M m i m T " which ako contains illuctrations o f current hardware. 3.1.5 Formulas for Design

Cince the theory of prestressed concrete design amountc to superimposing stresses caused bv various stages and conditiom of loading, a general equation cam be written as follows:
P Pev F =-f -5 f (General Prestressing Equation) A I

resulting stress i n the concrete. cenboidd axis ata desired stage and candition of loading.

y
P

= distance from the =

the prestressing force acng at this stage.

A = asea of concrete or equivalent area of concrete used iri a particularmekhod of desip.

= dctame from the center of gravity of

the section to the centroid of the cable path.

1 = section moment of inmtia.

the stress y distance fromthe centroiddaxis causedby stage and conditien of loading on the member. This stress is cornputed as if the rnember ulere a hamogeneous material.

MY (Le.,-DL + LL + 1 Stresses) That is, f = 1

Section 3 - Prestressed Concrele

- -

Page 3-7

E *

I Bridge Design Practice - March 1993

For example, consider Figure 3-2. me gjrder of span length "k'%as just been prectressed. A t this s tage the oniy externa1 load acting is the dead Ioad ofthegirder (the effect of prestressing is to lift the girder frorn fts soffitji. Therefere,the stresses in the top and bottom fibes at this time are:

fdtr fdb = Girder

DL stress top anci bottom

F,, = resulting stress in tep fiber - initial

F,,

resulting stress in botlorn fiber - hitial

C.G.of section
-

m
1

*P
Section At Midspan

f-

C.G. of prectrecsing force

Elevation

Figure 3-2

Page 3-8

Section 3 - Prestressed Concrete

E *

Bridge Design Practice

- March 1993 m

Accumenext that,intimerthegi.rderhas lostpart of itsp~es.trescingforce. Thisloss is due ta the reductionof s ~ sjn s&e prestr~shg stel causedby theshrinkageandaeep of theconcrete,and the creep of the steel.T l xPiinEquations 1and 2 intime become P,.. Now any laad superimposed upan thP girder changes the stress dictribution inthe sedion &o, the fmce P , i s increased due to the fact tha t the girder deflects under the superimposed or Lve load. The inuease iK P, is negiected i n the discucsion at this time cince, i nthe design example, t h e effect of the increase in steel stress will be considered. The shesses i n tfie top and bottom f i k r at the stage of Ioading comisting of the dead lmd of the girder and the cuperimposed or live load are as foliows:

where fa,, fa, = stresses due to added DL and LL + 9, top and bottrim.
Note: Tn equations 1 through 4,use only the numerical values fdt, fat, fdb,and f,,. The equations will give the correct s i p . Aplus sign idicates compsecsion and a m h u s cign indicates tensiun.

3.1.6 AIIowable Stresses (Spec. AriicIe 9.15)

A. Prestresang Steel
Stress at iinchorage after seatng:

Pretencioned rnembers: far stress-relieved strand:

for low relaxatian strand:

Post tensioned members:

Stress at service load after losses:

where: for stress-relieved strand: f

= 0.85

f' ,

for low-relaxation strand: f

= 0.90

f'

(Jacking stress is 0.75 f 2max at any time)

B. Concrete

l. Ternporary stresses before locses due ta creep m d shrinkage:

Cornpression
Pret-ioned
rnembers:

Post-tensioned membexs:
Section 3 - Prestressed Concrete
Page 3-9

r-

'

Bridge Design Practice

March 1993

Tension

nonprestressed reinforcement in the tension zone: zero Olher areas

In iension areas with no bonded reinforcement: 2W psi or 3 &

Where the calculated tensile stress exceedc t h i s vdue, bondcd reinforcement shall be provided to resist the total temion force i n the conmete computed on the assurnption of an uncracked cection. The rnrumum tensile stress shall not exceed: %5&
2. Stress a t service laad af ter losses have oc~utred: Compression: 0.40 f',

Tension i n the precompressed tensile zone

(la) For members with bonded reiniorcement: 6

&

(2a) For Em7irmaital Area III and marine enviroment: 3&

(b) Dead Ioad tension: zero

(c) For memberc without bonded reinforcement: zero

To determine the working stress i n prestress, the followingIoscec must be considered: (1) anchorage slip, (2) friaion losses due to curvature (p$) and wohble (KL), (3) elastic shortening of concrete (ES), (4) creep of concrete (CR,), (5) shrinkage of concrete (SH), (6) relaxation of presliesshg steel (C$). The table below gives total losses for ait causes except (1)and (2):
C. Assumed Losses (Spec., Article 9.16.2.2)(Tabie 9.1 6.2.2)

Pretemioning strand: low relaxationr 55,OCI psi

n o d relaxation: 45,000psi

Post-tensiening(friction losces not jncluded)

Wire or strand: low relaxation: 20,000 psi

normal relaxation: 3Zj000 psi Bars: 72,000 psi

Page 31U

Secfion 3 - Prestressed Concrete

r-Jt

1 -

Bridge Design Practice

--March 1993

3.1.7 Design Theory

l'restressed concrete members shali t-ie designed as follows:

;%e prcstressing force s M I be detemiined by ALlowable Stress Decign usirig elacfic tl-irory tir loads a t the sewice level considering 115 Loads.

The ultimate rnornent capacity chali be d~ecled by Load Factor Design using ultimatc strength theory for ioads at the factored level considering HS Load or 1 ' Load, whi&ever is greatcr.
Shear design shall be based an strength (Load Factor Design) using ~dtirria te strength theorv wi th factored HC Lciad or J? Load, \vhr.chever i~ great~r.

3.1.8 Design

Parameters

A. Minimum Deptb to Span Ratios (BDA 10-26 thru 10-28)

For Cast-in-Place Prestressed Box Girder

Smplc Span
Mulli -Span Contnuous

D/S

= 0.945

D/S

= 0.040

Ha unched Stnicture
A t the bents

DIS = 0.048
D/S = 0.028

At midspan and abutments

For Precast Prestressed 1 Girder

Simple Cpm

D/S D/S

= 0.055

Multi-Span Continuous
B. Minirnum f ' , and f Ici

= 0.050

For post-tencioned members fMTD 11-3)

Use f '=

= 4000

psi, f

j, "

= 3500 psi

For pre-tensioned members (Spec. Articie 9.15) Use f ' ; = 4000 psi, f , ' = 4000 psi
C. Frame Length

F r m c s with coniinuous tendons may be economical up to 750 f t . cir morc h-t length.

Section 3 - Prestressed Concrete

Page 3-11

E *
D. Single End Stressing

Bridge Design Practice

March 1993

Desiper should consider single-end stressing for Srames of k o , three, os four spans or where the Tncseace of prestressing forre is less than 3 percent.

3. J . 9.

Assumptians

The follewing assumptions are made:

1. Ctrain varies iinearly over the depth of the rnernber throughout the entire load range.
2. Before uackmg, stress is linearly proportional to stran.

3. After cracking, tension i n the concrete is neglected.

3-7-10

Design

Bridges shall be investigated far stresses and deformations at ea& loadng ctage that may be critica1 during constniction, handling, transportatlon,erection and &e service Me.

Load Factors g and b are mdtiples of the design load thus allowing for variation inloading of the struc ture and assuring its safety, The Required Str@ngthU is then obtaimed: Mu, V , , LOAD,, STRESS,
=y

[Ib,)DL + l3d-L + I)3 + (pm)ps

where: y = load factor (Spec., Tables 3 . 2 1 A and 3 -22.1B)

p = coefficient (Spec., Table 3.22.114)

Savice Load Design; y = 1-00, = 1.O,PG+ IyH = 1-00

Load Factor Design:~ = 1.30, P, = 1 . 0 , P,

3.1.12

vH

= 1-67,

P,, ,, = 1-0
+

Strength Reduction Factors

Reductim factors (4) are related to material and are called Strength Capacity Reduction Fartorc in Spec. Article 9.14, or Strength Reduction Factors in Spec. Article 8.16.1.2. Reduction factors assures that a conservative estimate of the actual strength is used. Calcubted capacity o f the rnember ic usualiy called Nominal C t r e n , ~S .,

The produa of Nominal Ctrength (S,) and of the Strength Capacity Reduction Factor (1)is called Design Streq$h (%)of the member and in general t e r m may be expressed by the
following equation:

Page 312

Section 3 - Prestressed Concrete

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4-

Bridge Design Practice

- March 1993 1

In tems of moment, shear, or laad we obtain:

M, 5 &M,

v, 5 u,
P, 5 4 P n
where: 0
= strength reducticin factor

(Spec., Artide 8.16.1.2and Article 9.14)

=1 . 0 0 fer precast presfressed = 0.95 = 0.90

for cast-in-place post-tensioned

for shear, torsion

S,

= general t e m for nominal ctrength

V,

= nominal shear force

P, = nominal axiaI force etc.

3 . 2 . 0 Design of a Simple Span Prestressed Precast "1" Girder Bridge

I n designing prestressed strucbnec there are vario= factors wkiich influence the type of member, concrete stresses, andprestressingforce to be used. In some caces where the mtumurn depth is the important factor, the limiting concrete stresses ceuld very well determne the design. Hawever, where the depth is not critical, the detemiriing factors may be the qmntity of concrete compared to the quantity of prestressing s t e d It is quite apparent that a shallow depth,while requiring less concrete, will require more prestressing steel thana deeper section. J n other words, for any site there arevarious combinatiom to be d-iecked i n arder to obtain the most economical structure.
It is not the purpose i n this section fo discuss the economics of the various types or desi,-. In the design ta follow, it is assumed &at the stnicture selected 1s the one best suited by site requements, economics,and other factors.
On the following pages, calculations for the Standard "1" Girder are used to demonstrate the design of a precast prestressed girder with a composite slab. The calculations for any precast prestressed @der wodd be similar. The Standard "I"Section has been f m d to be best suited for arninimum depth to span ratio of0.055for simple spanc and 0.050 for rontinuous structures, and 4 t h girder spacing frem 7 ft. t o 8 ft.

The gross section properties are used first inthe calcuhtions, followed by solutions using net/ transfomed sections. Most of our prestressed concrete designs allow the use of pretensionng or thevarious systemsof post-tenciothg. However,pretensi~ning isthed-ioice most contractors will elecf d e s s other constraints east su& as girders too long to be transported or too large a prestressing force for the casting bed.

Section 3 - Prestressed Concrete

Page 3-13

E *
units.

Bridge Design Practice

March 1993

The net/ transfomed sectionwill vary depending on fhe nurnber, size, and location of tendon holes for post-tensioned units; and the area and location of preslrescing steel for pretensioned
These variations complicate the netStransformed design of a @der.

It shodd be noted that computerprogramc forprestessed concrete *des5 make it practica1 te design using net/trmsformed section properties.
At this time, bethpost-tension and pretensionsteels aremost~amonlysuppIied wthnaminat ultimate strengbh vdue of 270 ki.Thic value of f', is used in subsequent examples.

3.2-0.1

Design Example

32-0'

Type 25 Concrete Barrier

I

Trpical Section
Design Span = 68'

Depth / Span = 4 . 1 7 '= 0.061 z 0.055 OK

68'
Figure 3-3

Note: We will designa SpicaI interior girder. For section properties of standard 1gjrders see BDA 6-1.

Page 314

Section 3 - Prestressed Concrete

E *
Deck Slab

Bridge Design Practice

- March 1993 m

D e s i Cpm ~ = (7'4'')- (1'-7") = S-9" @DD 8-30)

Top Slab Thcknesc, t = 7lhin

Loads and m i d c p a n maments - lnteriar

Weight of concrete = 150 lb/ft3

Area of Type 25 conmte barrier = 2.61 ftl

Weight of Asphalt Concrete (AC) surfaring = 35 lb/@

= 494 lb/ft

Use 0.50 kips/ft

DL Slab= l(0.594 x 7.33) + (0.08 x 1,38)]x 150

= 672 1b/ft

Use 0.67 kips/ft

= 224 lb Jft

Use 0.22 kips/ft

1.55 kipc/ft

Total DL For simple cpan, M,,

wL2 8

=-For live load moments i nsimple spans see BDA 9-1 and 9-81 -2.

MDL(slab)

=387kipft=4.65x106inIbs

(MLL+ jHs

= MaximumMomentHS Loading, one h e x Impact* x Number of h e s

per girdef"

(MLL+~P

= 1560 x

1.259 x0.666 = 1309 kip ft = 1 5 . 7 8 ~ lo6 in lbs

Section 3 - Prestressed Concrete

Page 3-15

E *

Bridge Design Practice

- March 1993 m

The sequence of impocition o f stresses on the girder is as follows:

a. Tmdons are sfressed within the form far f d dead and live loads, the girder is poured and after the concrete sets the cables are cut, tmmfesring stresses to the girder (Figure 3-4,).

b. The gkders are erected on the struchire supparkc and the top slab is poured. Additjanal stresces are introduced into the girder due to the slab weightL prior to the setting of concrete, the shb daes not contribute to the section modulus (Figure 3-4b).

c. Afier the slab sets, 5 ~ c t with s the girder as a cornposite member and helps to resist stressesby adding to the sectionrnoment of inertia stresses are due to fulll dead Ioads and
live load (Figure 3-44.

Barrier &AC DC
Slab DL

t
1 comp

Loads: PIS iDL (Girder) \: 1 gird

PIS t DL (Girder + Slab) 1 gifd

PIS + DL (Gird + Slab + Barrier. etc)

Figure 3 4

*lmpact,1=

- 50 = 0.259% (Cpec. Article 3.8.2.1) Lt125 ;8+125

=

50

**Nmber of Lanes per girder

Girder Spacing 1Lane -x Wheel Lines x 5.5 2 Wheel Limes 11

=0.i;&

(Spec.Table 3.23.1)

Page 3-16

Sedion 3 - Prestressed Concrete

E *

Bridge Design Practice

- March 1993 m

3.2-1 Deslgn - Cross Secton, Pretension

Properties of Girder only - Gross Section

Stresses at this stage and after t h pouring ~ of the slab, at the top and bottom od girder arc

computed from and f =-MY are as foll~ws:

1

Tap Fibet I+i)

Bottom Fiber (psi)

DL Slah
Total DL
= 1881 psi (Compression)
= 1710 psi (Tencion)

(Note: Carry these stresses forward to the summation of DL + LL stresses.)

Properties of CornpociteSection (Girder & Stab)
A s s u m e fdet thichess = ?4 .

Effective Flange Width: (Spec. Article 8.10.1-1)

6 x t, = 6 x 0.594 = 3.564 fi

%! S = M (5.75) = 2.875ft < 3.54ft use 2.875ft

Total width = 2 ~ 2 . 8 7 + 5 1.38 = 7.35ft c 1 / 4 C = - = 17.0ft

4

68

Therefore, 7.33 f? contrak -use this as the effective flange width. Assume t h e dimension of the bottom of the girder to the C.G. of the prestressing steel (cgs) to be 3% i n .at

midspan. Then,

Section 3 - Prestressed Concrete

Page 317

E *
Properties of Composite Section

Bridge Design Practice

- March 1993 m

Girder

474

20.00

9,480

189,600

93,000

T about the bottorn of girder = 1,541,834 + 97,653

= 1,639,487 in4

so:

I ,

= 1639,487 1353953 = 286,134 i r . '

For hvestigation of fiber stresses at ttie top of the girder:

Y,= 42.0 - 35.06 = 6.94in.

and,similarly, at the bottom of the girder:
Y, = 35.06 i n .

Top of Girder (pd)

Bottom ofGirder (psi)

Total DL + LL

= 2177 psi

(Cempression)

= 3204 psi

(Tension)

+Previously calculated sbesces, see page 3-17

Page 3-1B

Section 3 - Prestressed Concrete

E *
Determine Prestressing Force, P.
Decign stress, DL only
=

Bridge Design Practice

- March 1993 m

2033 psi (notension allowed under DL's

Design shecc, DL

+ LL
, , f

= 3204 -

allow ten = 3204

6&

Design for the larger

of the t w o stresses.

Thereforer

= 2825 psi

Tkis stressis contered by thatinduced crn the girdarby prectressing. At first, the girder will resist the prestress withaut the contribution of t h e top slab ts the sectionmodulus
and:

P = 505,965 lbs., u

~P e = 510 kips. (MTD 11-8)

It should be noted ihat i n most pretension girder designs, the total stress (1 DL + LL) controls the final force. However, it can bepredcked that jn certaln shctures, cuchas a pedesrrian overmossing, where live loads are c m U , dead load stress will be higher fhan the total stress less allowable tension and therefore control the pretensioningf orce.

We will complete the designforthepre-tensioned@rderonly,natingthat theprocedure for a post-tensionedbeam is similar and that o d y the losses inthe psestressing steel are
handled differently.

Effective Sbess = 0.75 f', - Assumed Losses (using low lax strands)

Effective Stress = 270 x 0.75 - 35 = 167.5 ksi

From above: P = P, = 510 kipc

At fhe t i m e the girder is stressed a pertion of the total loss cif 35 ksi w U have occurred. We ascume h t h s amount is 13 ksi. The remainder, 22 kci, will be lost after initial prectressing force, pi, has been applied.

Therefore, for the purpoce of cornputirig f;'

Pi = P, -t A', (losses after transfer) = 510 + 3.04 x 22 = 577 kips

Sectian 3 - Presfressed Concrete
Page 3-19

E *

'

Bridge Design Practice

- March 1993 m

x1000+8(34=-183 psi (Tensien)

x10Da+2177=1304 psi (Compression)

x100&731=2491 psi (Compression)

Table 3-3

Concrete Strength Determination (f , '} (Spec. Article 9 . 15.2.1)

T e m p o r q Stress Conditionc: 149 1 Comprecsion; f',, = -- 4151 psi, use 4200 psi minimum.

O.60

Tension; allowable stress = 3

344700 = 194psi.
183 psi e 194psi -OK.

or 200 psi maximum.

Design Load Stress Conditions:

1304 Compression; f', = -= 3260 psi < 4200 psi, therefore use 0.40

Y,= f', = 4200 psi mhhum.

Page 3-20

Section 3 - Presfrecsed Gancrefe

E *

+ Bridge Design Practice - MarcR 1993 m

- NeVTrans formed Section, Pre fension (Holes f or Prestressing

3.2.2 Design

Steel)
It is logical to assume that Ft could be less i n a netltransfomed cection desigm than ui khe preceding example. Using the gross sectirin design as a guideline, estimate that P, will be appraximately480 k.Since this is apretensioned member, the controlhgvahe fox working stress in the steel is 0.75 x 270 -35 = 167.5 ksi and for the purpose o f design, A*, = 480/167.5 =2.87in.2.Use anaveragevalueofn=7,andagainatmidspmassumethatcgs=3'h~.above the bottom of the girderRroperties of the Girdes Only

- Net Transformed Sectien

20.00

Girder
Bquiv. Conc. Area
&(n - 1) = 2.87 x 6

474

9,480-0

169,600

95,000

17 491 Ui?

3.5Q

59.5 -

20 8 in.'

93,000 inn4

Z=

9,539.5in3 189,808 in?

1 about #e bottom of@des = 189,808

+ 95,000= 284,808

y, = 42.0 - 19.43= 2257 in.

e = 19.43 - 3 3 = 15.93I n ,

Stresses Net Transformed Section

Top Fiber (psi)
DL Girder 3.47 x l O h x2257
99,443

Bottom Fibet (psi)

= 788

Total DL

= 18-43psi

(Compressian)

= 1587 psi (Tensjon)

SectEon 3 - Prestressed Concrete

Page 3-21

r-t:
Properties of Camposite Sedion
-.

Bridge Design Practice

- March 1993

Girder (Net/Trans.)

491

19.43

9540

185,365
1,352,234
1,537,599
= 1,639,695

99,443
2,633
in? 95,000

Slab (88 in.x

S=

in.)

627 1,118 h . '

46 -4.11

29,118

38,658

I about the bottom of girder = 1,537,599 + 102,096

(EA)y 2 = 1,118 x M.5B2= 1236,878 in.4

and

Ir,.

= 1,639,695 - 1,336,878= 302,817 i n !

For investigation of fiber stresses at the top of the girder:

yk= 42.0 - 34.58 = 7.42 h .

Stresses - Composite Section

Top of Girder Ipsi)

Bottom of Girder (psi)

Previously calculated DL

= 1843 *

=f567+

Total DL + LL

= 2141 psi (Compression}

= 2981 psi (Tension)

*Stress carried over from girder only calculation.

Page 3-22

Section 3

- Prestressed Concrete

rZ
Assume f', = 4000 psi
= 6=3 7 9 psi

Bridge Design Practice

- March 1993 1

Allowable tension at design load after losses = 6

Then, try 379-psitension and using the net/transfarmed girder &ea:

f,,

= 2981 379 = 2602 psi > 1889 pci = 2602 psi.

(DL + added DL only)

Therefore, use fd,

'=(

2602 = 505,146 Ibs.Use 510 kips. 15.93~19.43)

Since this is about the same Pf as the psevious soIution,we wilInot redesign againas the answer wdi nof change signhcantlv.

fs = 0.75 f; - 35 = 167.5 kci

and for the purpose of computing f',; Pi=Pf+A,~Los~~=51O+3.04~S2=5~kips

FQTe = 19.43 - 3.5

= 15.93 i n .

Section 3 - Psestressed Concrete

Page 3-23

c *

Bridge Design Ptactice

- March 1993 m

xl000-678=2293 psi (Compression}

Table 3-2
f'.="

2293 0.60

= 3622

psi

Use f',

= 4000 psi

Cment practice allows B a t pretencioned beams may be comtructed with as few as twa holddown positiom. The harping of these tendons near the girder ends help l o control deflectionc and tensile stresses i n the upper flange. me path 05 the prestressing steel might then be:

By inspectlon we can sep that at the L J 3 points, the stresses (from the prestrecs effect alarte) are unchanged from their values at midspan. Yhe stresses in the composite sec tion, however, are reduced in the ratio of reduced rnornent-

Page 3-24

Section 3 - Presfressed Concrete

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Bridge Design Practice

- March 1993 m

L W x(LJ 3 ) x C L - L / 3 ) MIL? Eor the wufarmly djshlbuted dead loads, morngnts at ; -= or 3 2 9

anci the ratio of L/3 point stresses t o midspan stresses is -+9

wL2

wL2 or 0.89. 8

For a 68ft span it can be shown (infiuence h e s ) that LL + 1 moments @ L /S oqual approximately0.91 of the rnidspan values. For spanlengths in gmeral, it is suficiently accurate to use the ratia 0.89 for all L/3 point stresses.

Then:

Table 3-3

Concrete Strength Requirernents

Temporary stress conditiuns:

2368 Compressicin;,'f = -= 3947 psi > f', a t midspan, hawever less than 4000 psi. 0.60

Tension; allawable stress = 3 x or 344000 = 190 psi ar 200 psi rna-

Maxirnum temporary tensik stress = 210 > 190.

It rna y be assumed 2 4 4 mi Id reinforcement will resist 20 pci tension (see belaw).

E *

! Bridge Design Practice - March 1993

Comprecsion; f',

1101 - 2753 psi @ L / 3 point < f',

O. 40

(3340psi) at midspan.

Usef,=yn= 4000 psi.

The fibet stresses at the L/3 points were -210 psi and +2368 psi at the top and bottom of the girder, respectively. With these sbesses, fICiwould appear to be govemed by the temporary temile stress in the top fibers of h e girder, with a required value of 4900 psi (f',i = (210 / JI2= 4900psi).( 1 ) Speufications, however, allowthat awuliay nonprestressed rehforcement may be provided ta resist the total tension force (computed on the assmption of anuncracked section) provided the tensiie s w s s does not exceed 7 . 5 8 .
If fhe other controlhg stzesses permitted theuse of 40OOpci c~ncrete, it is more sensible
to provide this reinforcement tfian to raise the vaIue of cuncrete strength above 4000 psi.

Locate neutral axic, x (cee Figure 3-5).

Condition of Stress:

2368 psi
figure 3-5

Page 3-26

Section 3 - Prestressed Concrete

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Bridge Design Practice

- March 1993

The upper portion of t h e girder cross section is:

We c o d d be slightlymore accurate, but it is conservative and sufficiently correct to say that the total tension force F, = ('hx 21Q)x 3.42 x 19 = 6823 lbs. Using nonprestrecsed reinforcement jmild stel) at a working stress of 24 ksi, the required steel asea = 6823/ 24,000 = 028 sq. i n .whidi we would supply by using tw o (2) I e n @ #4 bars. (A, = 2 x O. 20 = 0.40 i d ) With . the addition of t h i s reinforcemerit, the design to thic point will be adequate using f', and f', = 4000 psi.

3 . 2 . 3 Design - NetfTransformed Secfjon, Pos f-Tension The design of the girder for W e conditions would folEow the pattern of
example and will not be repeated here.

the

preceding

Listed below are some differences Y1 the design approach whi& shodd be considered:

1.
2.

Girder praperties wauld be aosc section properties less the effects of the assumed number, s i z , and location of the tendon holes.

Itkn~ces~to~vestigatefiberstressesonlyatmidspmsincethetendmw~lldrape in an approxirnately parabolic shape from anchorage to anchwage.

Post temion losses due to cablerelaxationare diffesent and there are additional losses due t o anchorage slippage,

3.

The girder des@ of Section 3.2.2will be used i na t p i c a l exampIe of the required check for ultimate flexud capacity of the girder. Refer ta Spec. Articles 9.17 and 9.16.

Sectiori 3 - Prestressed Concrete

Page 3-27

E *
b

A*, = 3.04inZ
= 7-4"

Bridge Design Practice

March 1993

d =50"-3.50"=46.50m.

or3.88ft

f, = 3250 psi = 3-25 ksi (deck concrete)

f, = 270 ksi

then

{Spec. Artide 9.17.4.1)

= 262 ksi

The neutral axis (at uItmate load) is assumed to be in the web ifthe flange thickness is Iess than
1.4 dp'f*$11 - 1 . 4 ~ 3 . 8 ~ ~ ( 7 . 4 4 x l 0 ~ ) ~ 2 6 ? ~ 1 2

(Spec. Article 9.17.3)

fC '

3.25
= 3.90"

< t = 7%" and the N.A. at u 1timate load is i nthe flange, therefore the design is treated as a rectangular section.

Mure of the steel rather than of the conmete will occur at dtrmate load and &e u l t i m a t e flexura1 strength of the section is taken to be (Spec. Article 9.17.2)
where L $ = 1 .O0for precast members (see page 3-13)

Page 3-28

Seclion 3 - Prestressed Concrete

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Bridge Design Practice

- March 1993 m

= 2960

kip fi
(Spec Artirle 3.32)

Load factor rnoments applied

= 29 80

> M,,(H)

= 2890 kip ft

OK

Had the value for M,, beein significantlysmaUer thanload factor moment applied, i t would be possible to use nonpresbessed reinforcement nthe mmner dowedby rhe Spec.Article 9.19. The contrlbution of tlusreinfarcing to the tensile stsength of the beam (at ultimate) c a n
be computed from the relationship:

M',,

= i) &f,d

6 ~ (1) b 1-?

(Spec. Artlcle 8.16.3-2.1)

where f, is taken as 6I ksi

The ideal path for the prestressing steel iri a simple beam is parabolic with as much eccentncity from cgcat midcpanas is pessible. The reason for this should be evdent in that the moment envelope for dead and live loads is also approxiniately parabolic. In a pretensioned gjrder, the parabolicpath is approximatedwithharping points located at two ar more positions irt the span length.
At the anchorage ends, eccentricitvfrom cgc may either be zma or come value above or below cgc which rmains i n the kem h&t, so as to h u r e comprescion over the entire section. Kem Iimits for pxestrecsed t>eamsare: I /Ay, as the limit below cgc, m d T/Ay, as the limit above cgc.

(1) Thic must use an equivaicnt comprescion blo& that is a combina tion of p/s and d d
steel
a= A *'

0.65f'c b

+As'y

or equivalent equation for flansed sections.

Section 3 - Presfressed Concrefe

Page 3-29

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Bridge Design Practice

- March 1993 m

Changing the eccentricity o f cgs at the ends @ u t remairung i nthekern) is an e ffective rneans of controlhg the deflectionpattern of thebeand is a method oftenused to establlsh the condition that DL deflection and prestress uplift are equal vaiues of opposite sense.

3 . 2 . 6 Shear
Due t e the complicated nature of the prestress shear c a l d t i o n , as introduced hthe 1977 AASHTO, this topic is campletely covered under 3.4.12"Design of a 2-Span Continuous Cast-In-Place Prestressed Bax Girder - Shear.
"

The upward deflection due t o the unfornload andend eccentrcily of thepost-tension force is calculated by the equa tion:

* =ziz(5q + 6e,) when

p=
L 2

PL Z

e, s below girder center of gravity.

P (5ez- 6e,) when e, is above @der center of graviv. 48 El

CG Girder

The upward deflection due to the concentrated bads at the hrping points and end eccentricity of fhepretension force ic d d a t e d by the equation:

Ap = ( 2 3 q + 27e,) when e, i s b e l ~ w girder CG. Ap = (Be2 - 27e,) when q i s above guder CG. 216 EI
For defiection calculations assume:
Y LL

PL 2 216El

E,

w : d 5

x33fi

Page 3-30

Section 3 - Precfressed Concrete

E *

+ Bridge Design Practice - March 1993 m

Deflections due to dead bads are:

At the time of stsessing the midspan of the girder will rise by an amount equal to (APi ADLg,,). Because the bottom fiber ismow highly stressed than the top fiber, the girder will continue to rice with the passage of time (tk is tme even though the prectress f ~ r c e decreases}. T h e total arnount ttm t the girder will rice is d ependent onits age at the time the unif orm ioad of the slab concrete is applied.
Mowances canbemade for dis situation using the following values for caefficimt o f creep.

Time Coefficient of Creep 2 weeks 1.25 9 weeks 1.so 20 weeks 1.75 It is conmon for to assume i n camber calculatiom, that t h e coefficient of creep is approximately 1.5 and that the prestress force has reIaxed to a valile of about 0.89 P;.

3 . 3 . 0 Design of an "I'"GirderContinuuus for Live Load

Most rndti-span structurecusing precast prestrecsed girders are designed for con tinuit y under live Ioading. This elirninates bearings and expansion joint details at the bents and provides riding qualitzes superior to those of simple span ~onctmctionThere are alsa the added advantagec o f reduction of presWssing force, ~eductim of required concrete strengfhc, and some overali economies redting from the simplification of details.

Assume the use af the same typical &m and standard girders ac were used in the previous m p l e (9ction 3.20).

Using a constant mommt of inertia, w frame shown (whm loaded to produce m u m ~onditons) yields the foliowingI i v e loa& plus impact moment S and DL,, rnoments ( s eTable 3-4).

Section 3 - Prestressed Concrete

Page 3-31

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Bridge Design Practice

March 1993

Reinforcing for negative moment is pJaced i n the top slab in structures of this -e. Jhe gir derr will resist dead load stressesas simple spanmembers,bukwill act ascontinuousframe members when loaded by the rail, AC surface, hive and impact loading.
Table 3-5 indicates the decign mwientc for these girderc.

The girder design procedure Is the same as shownpreviwsly and iherefore willnotberepea ted in ths example.

Table 3-5

The remajning element of design for thh type of stnicture is ta detemiine the amount of negative reinforcing over the bents as required by the loads for w h c h the s h c t u r e will act

as a cmtinuous frame.
Assume that the designof the girders requires f', te be4000 psi. We will designbyultimate strength theory using load factors of 1.3 .t 5/3 (L + l)H]or 1.3 ID + (L + I)J whichever produces the greater rnoments iri order to be consiclent with the design of the grders.

For this example assume that the "conpressionflange"sectionof the I girder hasan effective depth or h,= 8.75 in.so that the analysis may be based an a rectangular section condition.

Page 3-32

Sedion 3 - Prestressed Concrete

E *
where
a=

Bridge Design Practice

- March 1993 m

n-ie ultimate resisting moment of rectangular sections with tension reinforcement only is calnilated by:

kyAs
o. 85 f; b

,$ = 0.90, d and a are i ninches and A, is i n square inches.

= 1.3 (173 +

1188) = 1769 kip ft-controls

M,
d

= 1769 kip ft
= 46.5

in.

b
b,

=19in.
=7in.
= 8.75 h. = 4000 psi

h,
f, '

(PCFS Girder Concrete)

(MTD 11-31

Note: A, can also be found by solving a qwdratic equation formed from the above reiationships between A, and a.
Section 3 - Prestressed Concrete

Page 3-33

E *
From reinforccd concrete design, A,,,
= 0.0314 b,d

Bridge Design Practice

- March 1993

+ 0.754 , = 0.0214 b,,d + 0.75 x

O.85f,"(b-b,)hf
C

5 km, = 0.0214 (7 ~46.5) + 0.75 x 0 . 8 5 ~ 4 . 0 ~ ( 1 9 - 7 ) ~ 8 . 7 =1 1 -43> 9.32 in? - OK 60

Assume additiod #9 bars are to be used as mild steel, i n coqjunction with the ctintinueus top mat longitudinal slab bars shown on page 8-30 of B r i d p Design Detnils.

Try 9- #9 'S in additon to the cmtimtous slab bars far ea& girder.
A,=9~1.0+0.80=9.80>8.30in.~-OK

M,,

= 225 x [(2 ~ 4 6 . 5) 9.101 x 9.80 = 1850 > 1769 kip ft - OK

Therefore, add 9- e ' s to slab reinforcement far ultimate mornent. At least of negative reinforcement shdl be extended pastthepont o f inBection, 9.32/3 = 3.11 in2. Make 3-m's con~uuous and place over ea& girder.

Cee Figure 3-6 fwrnegativeultimate moments and reinfornglayout. 'Bar cutoffs w o d d be

govemed by the specifications far reinforced concrete, including extensions beyond the point of inftection,

Page 3-34

Secton 3 - Prestressed concrete

c *

\:

Bridge Design Practice

- March 1993

Bent

Syrnrnetrical about

7-%9nnrl nthpr c~ntinuous bars

-31

,
i

:Sprextension ec. Article 8.24.2.1)

I 850 kip )t

l t i

14-

9-#9and other continuous bars

Negative Moments (Ultirnate ) 1"=4400 kipft Figure 3-5

Secfion 3

- Prestressed Concrete

Page 3-35

Bridge Design Practiee

March 1993

No attempt is made i n this;section to cover aU steps of the design. For those not covered, the analysis wll be s d a r t o the illustrations i n Cection 3.2 "Design of a Simple Cpan Prestressed Precast I Girder Bridge". Arnong thece items are: Girder Design, Deflections, Shear, Ultimate Mommt Design.

3.4 Design of a 2-span Continuous Cast-ln-Place Prestressed Box Girder

Superstructure

The designof continuous post-tensioned concretemembersdiffer from the design of precast members in that secondary moments are induced i n the members due to prestressing. Precast meabers are generally desiped to be smply supported for dead load, and continuouc for additional dead load and bve load, whereas the cact-in-place box gsrder is designed as continuousfor aU loadings. Also, the cable pathis usuallymuchlonger, and the effectc of friction Iosc due to the angle change play a role i n the design process. Certain design Cnteria and specifications also differ between t h e t w o types of design.

T h i s section proceeds by hand similar to the way you would i n p t jnlo the BDC computer
progmm. 13ridge geometryisfound,s t r u c t ~ e l o a d i i n s~ calcu1ated.a cablepathic jntroduced, prestress losses, stresses, and cable forre are fhen calculated, and ultimate moment and shex are checked. Thereader s M d always hand check some of the calculations produced by BDS, and use the plotting aptiom to graphically check results.

TIit!desigier usuallyhas limited infomation when t kdesign proccss begins.For purposes of thic example problem, ttie following infomation s given:

* Continuous 2-spm cast-in-place box girder cupermcture.

+

Span len,$hs

o162 and 150 feet.

'EOD to EOD width of 37' - 6"

* Columri longitudinal rnoment of inertia given a 92 ft4.
The elwationview of thisframe is shownin Figure S . Civcn thispreliminary infomation, it i s the designer's j ob to develop tfie typical and E ongjtudinal sections.

Page 3-36

Section 3 - Prestressed Concrete

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1 Bridge Design Practice - March 1993 m

Etevation View

Figure 3-7

The deipth of a superstmcture is a function o f the span length. The d e p ~ - t o - v a n ratio equates the depth of the superstnictue to the length of the span. The AhCHTO r e c o m d e d depth-tospanratiofor CIP post-tensioned box girderc is 0.045 for single span superstmthiresand 0.044) for continuous spans. ?'he suggested stmcture depth of the example problern S:

D=r*L

Vllhere:D = Stnrcture depth (ft)

r = Depth-to-span ratio

D =0 . 0 4 * 1623 = 6.48ft
Use D = 6 ' - 6 "

L = Span Length (ft)

When span lengltis are of M a r length on the same stmcture,is usually a good idea to use the same depth for the entire sSnicture.

Sectron 3 - Presfressed Concrete

Page 3-37

E *

, Bridge e Design Practice - March 1993 m

3.4.2.2 Girder Spacing

?'he spacingcif girdersis a funtionof the depth of the stnicture. ForaCIPpect-tensianed box structure, it is suggested that the girders be spaced not more than 2 times the simchire depth. The suggested rnaximum gitder spacing for the example problern k:
Sc2"D

Where: C = girder spacing (C/L

to

C / t)

D = Structure Depth (ft)

C< 2 '6.5t = 53 ft. Maximum

Using an overhang width of 4'- O",the C/L to C/L dictance bei-ween the exterior girders is:
37-5 ft - 2 (4.0 ft) - 2 (0.5 ft) = 28.5 ft.

T ~ i n ggirders,2bays,weneed28.5 3 ft/2bays= 14.25ft,gidder spacing, whirhisgreater than ihe suggestedmaxmumvalue.Ifwe try 4 girders, 3 bays, we have a girdex spacing of 25.5 ft/3 bays = 9.50 fit which is within the suggested range.
3.4.2.3 Typical Sectian

The width o f t h e overhang s 4 ' 0 " from the face of &e exterior girder to the EOD. The thichess of SLiC otierhangshaU be 7 in. at h e EOD, flaring to 12 in, at the face othe exterior gkder. A U girders sMl be 1'4" wide, with the exterior girders flanng tc?1 8 i nat tfie anchorages. The length of this p d e r flare shall be 16ft, and the stsucturaleffects of the 6in.increase i n web width wiU be neglected i n future analysis.

The de& and soffit thichess is a function of the dear distance behwen N o adjacent guders- The dear distance for the example problem is 9'4" - (2'-6") = 8'-6". The Bridge Design Detaik rnanual cantains a table showing the design thckness of the deck and soffit as a function of dear spacing between girders. These thirknesses me a product of the AASHTO specifications.It should be noted that mud-r of the steel contained i n the superstnicture is also designed as a function of girder spacing, and ic shown i n the tabk mntioned above. The de& and wffit thichesc corresponding 2 0 a dear distance o f 8' - 5" are 8.125 in and 6.373 i n .respectively, Fow-hch fillets are to be located between perpendiculaf: surfaces except for thoce located adjojning the saffit. Figure 3-8 shows the typicd section based on t h ~ above design proredure.

Page 3-38

Section 3

- Prestressed Concrete

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Bridge Design Practice

- March 1993 W

Typical Section

fype 25 Concrete Barrier

3" Future A.C. Overlay

Figure 3-8

3.4.3 Loads
After the development of the elevationviewand typical section, &ese isenoughinf cimation to analyze the frameunder the effects of gravity loads.There are several way; t o accomplish thisrbut the most comnody used method rnirrmtly used at CaItrans c the use of the 3DS frame d y s i s program. Sectionandmwiberproperties f or the example problem have been input into this program based on the elevation view and typical section, and h e output is incIuded i n the following aleveral pages. The BDS program i s well suited to analyze bsth gravity loads and the effects of prestressing. However, it i s important to h o w how to do the prestressing analysis by hmd for two reasons. First, hand anaiysis leads to a thorough mderstandmg of prestressing mechanics, and second,hand analysis is a great method for chedcing computer results.
3.4.3.1 Dead Load

The twm "dead load" refew to the weight of the box girder, which includes the deck, girders and soffit. BDS computes output relating to dead load is referred to as "Trhl O". Tfie mperstmcture weight used ta develop the section prapertiesis 150 lbs./fL3 Page 3 of the BDS output contains the relevad section properties ass ocated with dea d load, and they are summarized as follows:

Seciion 3

- Prestressed Concrete

Page 3-39

E *

I Bridge Design Psactice - March 1993 m

Property Area (ft 2, Y @ (fi) )

1 (ft4>
@ ,

Location Midspan
63.48

Face of Bent
75.42

3.70 400.29

3.24
487.09

The term y Is defined as the distance from the center of gravity to the bottom fiher of the niperstsucture. Horizontalmembermoments, shears, and stresses are tabulated cin Page 9 of the BDS output.
3.4.3.2 Additional Dead Load

Additiod dead Ioad refers to dead laad that i s appLied to the i n i t i a lsection.h h e e m p l e prablem, "ADL"refers to the weight af the Suture A.C. overlay and the Type 25 b m i a rail. Most new bridges are designed baced on a future AC. overlay weight of 35 lbs.Jfth2 Th~s value equates ta no overlay thihecc o f 3 inches, using a unit weight o f AC. of 140lbs /P. Tkie unifomi weight of Lhe future A.C. overhy i s d c d a t e d as follows:

o (A.C. Owrlay) = (De& width - Barrier width) * 35 lbs./fi2

(A-, ) y , , , ,

= 1-19 klf

= 0.392 klfq2 0.984 kIf. Type 25 barrier rail has a weight af 0.392 klf. Therefore w BDS computer autput rehting to additional dead load is seferred to as 'Trial 1". Additional deadloadsnot loadresMant,andhasno structural s i p f t m c e whatsoever.

3.4.3.3 t i v e tead

The tem "livel o a r refers oAAS31TO design -trucks which reprecwt worst case loadig conditions. The two load cases that are used i n the design af the box girder are Case 1and Case N, which are the H S 2 W and Pemiit tnick,respectively .The BDS computer program caiculates momentc, shem and stresces using a Zive load gmerator, whidz utilizes h e influenceline concept. Tlie only rnforrnatron that BDSneds is thenumber of live load lanes. R e lve load h e mlculation for ttie box grrder is shown below:
#

LL lanes

= Deck widfli = 375ft

/ 11 ft.

/ 14 ft.

# LL bnes

= 2-66 lanes

T h e came number oflanes i sused for both the HS2U4-4and pemit truck loading cases. BDS computer autput relating t o the HSZO-44 and the pemit tmck loading cases are rtlfersed to as "LL No. 1" and "LL No. 4"' recpectively.

Page 3-40

Section 3

- Prestressed Concrete

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Bridge Design Practice

- Match 1993 m

At thic pociint, the items ofinterest regarding t h e longitudha1 section are the soffit flare and cable path. The Eongitudinal section is mduded as Figure 3-9.

Bent 2

Figure 3-9

3.4.4.1 Soffit Flare

The soffitis S.picaIly h e d to 1 '- 0fhickatthe face ofabmt cap ina CTPpost-tensionedbox offce stnicture, the main reason for this flare i s to Iower the center of gravity of the superctmchrre,and thus, bcrease the eccentrity h t w ~ the n CG of the P/S steel and the C.G. of t h e superstnichire. Usualiy, h g h tensile ctresses are present at the top fjbers o f the superstnichire near the bent .cap.h increase i n eccenhcity in this area allows for more ~ i l etobe s'iuiloaded" ~ by theprimqmornent due&Prestre~~ing, ~hichissim~1~:

M,=Pixe

Where: Mp = Primary moment due tci prestressing

Pi
e

= Total jackhg

force

= Cable path eccentricity

Figure 3-9 shows graphically the effects of soffit &re. I nthe example problem, the flare lengths are assumed t o begin at the 0.91. point of Span 1,and the 0,lL point of Span 2.
Secibn 3 - Prestressed Cancrere

Page 3-41

Bridge Design Praetice

March 1993

3 4 - 4 2 Cable Path

GeneraUy, the maxhum eccentriuties (vertical distance between the C.G. of the superstructure and the C.G. o f the P/S steel) should occur at the points of maximum gravity moment. m e s e points are usually at the bent cap, and for our example, dose t o the 0.4L and 0.6Lpoints of Spans 1 and 2,respectively. The m h u m eccwtricity that is physically possible depends on the amount of prestressuig cteel requhed and the geometric limitations created by the hmsverse &el k the deck and soffit. There must be enough clearance to accommodate a wide range of currently used prestressing systems.

The first step in determining the cable path is to get a good preliminaq estimate of the Pi.h order to estimate Pi,it is n e c e s s q tol e s b a t e tlie pounds of prestressing steel per
cquare foot of deck area.

Usjng the chart shown i n BDA 11-61for 2- Span Box Girder Steel i n Lbs. per deck area, with a d / S ratia of 0.4 andan average span Iength of 156 feet, the diart reads m estimate of 4.2 pounds of P/S steel per sq. ft. In order to estimate the total pounds o P/S steel needed for the entire stsucSure, we simply multiply the square foat estima te x deckarea as shown below:
# P J S steel = 4 . 1lb/ft2 x (37.5ft x 312 f t ) - 47,970 Ibs BDA 11-11 cantains anequation that isused toestimate Pior #P/S steel, @ven ane w the other. The equation is as fallows:
#F/S steel =
x h n g h x 3.4 (O. 75$(270)

Page 342

Section 3 - Prectressed Concrete

E4

Bridge Design Practice

- March 1993 m

Now that we have a pxeIiminary estimate of Pj, we c a n find the mhimum distance between extweme tensiie fibers in the superstructuxe and the C.G. of the P/S steel. Referring to h K D 11-28, this distance = "Y + "D", "Y values have been assumed and are showniMTD 11-28. Theminimum distancesbetween~eextreme tensile fibers and the C.G. of the P/S steel are as calcdated:

At Bent:

Mh.Dist, = "r + "D" = 63jn. +7

8

h. = 14

in.

Use 15 in. Figure 3-9 shows the above sesults for the vertical diiension of tIiecabIe path at the 0.4Land centerline Bent 2 locations. The final step in defining the cable path is to fmd the veriical positon of the t w o inflerkian points, located at the 0.9L and 0.1L points of Spans 1 and 2 respectiveIy. By definition the position of "a" i n Figure 3-9 is located where the straight h e between the two adjacent intersects horizontal location of the point of Mection.

By similar Eriangles,
"a" -=81 ft

4.25ft +,a,, 97.2 fi

= 3.54 ft

"b" 4.25 ft +,lb,, -- J. 54 ft 75fi 90ft

The forre applied to the prestressing strands, as a function of A', is: Pi = (0.75)(270 ksi)(A',)
is: Pj = (0.75) (270ksi)(A',}. However, becauce losses offorceinthestrands occurs, the actual amountof forre inthe P/Spa&willbesomewhatless thanthejacbgforce. The three types of losses addressed jn the design of the CIP post-tensioned box girder bridge are as follows:

l. Frictional losses.
2.Anchor set lasses
3. Long term lasses

Because we h s t have to calculate losses before we c m solve for P,, alZ losses are f o d as fractions of t h jacking force.

Secffon 3 - Prestressed Concrete

Page 3-43

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Bridge Design Practice

March 1993

3.4.5.1 Frictional Losces

Due to the frictional forces that develop from the curvature of the presress tendon and the devia tion of the tendon withinthe semngid duct. (Frictionand w obble coefficients).

where e is the vertical distame of the parabola between control pe jnt S and L is h e horizontal distance between control points

By similar kiangles:
a=

81.Oft

'.o'

+ 16.m

(6.5-2.25)=3.542ft

b=

75'0" (6.5-225)=3.Wft 75.Oft +15.0ft

2. Fricticin loss coefficients

a=L

2e

FT
PT
IT

B+o:=-=O.O833RAD
2I3.54) C + a = -= 0,0874IZAD 81O

2(2.70) M 8

D--+a=-- 2'0-"'

16.2

- 0.0874 RAD

Page 3-44

Section 3 - Presfressed Concrete

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Bridge Design Practice

March 1993

F.C.I.

= e- p*+ m)

where:

p = 0.2

Spec. 9.16.1 gives the e-quationfor caldation af fiiction losses as:

The K value Lndicatesfnction wobble per foot of prestresshg steel and is given a value of O for the galvanized rigid duct most widely used m cast-S-place post-tensioned brldg~s.

This value T, is also called the initial force coefficient F.C.i wKch illustrate losses that occut immediately d-g the strecsing operationbefore tfte s t r d S cet and m&or set and long term losses occur.

T h e F.C.i values calcuhted between segments can be linearly interpolated along / 1Q points and are @venin Table 3-6.

Section 3 - Prestressed Concrete

Page 3-45

r *
3.4.5.2 Anchar Set Lossec
set not to exceed 0.70 f ',l.

Bridge Design Practice

Mareh 1993

The xecommended method of detailing requises jacking the tendons to 0.75 f ' ,, , , and
3 anchoringat a stress resultingfromamjnimum anchor set of - m. (stress afterandior
8

The effect af anchor sef on the cable stress is approximately as follows:

f jack

X t anchor

figure 3-10

A
x

= diange i n s b s s due t o

m&or set (ksi)

(ft)

= lengfh influenced by anchor set = friction Ioss i n length L (ksi)

= length to a point where loss is h o w n ( f t )

AL = anchor set (h)

= Moddus

of Elastity (ksi}

Assume E = 27 x 1 0 3 ksi
average unit stress = E x (unit strain)

Page 346

Section 3 - Prestressed Concrete

E *
3.4.5.3 Long Term

Bridge Design Practice

March 1993

Losces

Assume a Iow Relaxation Strand is used,Spec. Artide 9.16.2.2 aUows 20 ksi ar 0.0988 P,.

Final force coefficients (F.C.0 can be found algebraicaliv by subtcacting the anchor set and 1 % t e m losses as shown i n Table 3-6 horn the initii forre coeffiOents due to frictional Josses. The last c a l m show the ratio of inikial to final forces.
Location
O.OOL1

e1.000

F.C.i.
1.O00

ASET 0.937 0.941

0.945

F.C. PJ

F.C.iJF.C.f
j.193 ' 1 . 1 8 3 1 . 1 7 3

O.838
0.842
0.846

0 . 1L l
0.2u

0.3Ll

0.4L1
0.5L-1
0.6L1:

0.983

0.996 0.992 0.987 0.983

0.981) 0 . 9 7 6

0.949

0.952 0.956 0.960

0.850 0.853 0.857

0.861

1.161 1.152 1.1 44

1.134

0.7L-F 0.8L1 0.9kl

1.O

O,933
0 . 9 6 6
0.950

O.964
0.967 0 . 9 6

0.865

-1.125
1.116

0.969 O.966 0.950

0.950

0.0L2 0.1 12

0 . 9 3 2

0.932
0.928

0.2l-2 0.3L2
0.4L2

0.868 0.867 0.851 0.851 0.833 0 . 8 2 9

0.820

-1.114 1.116 1.116

1.119

1.119 f -120

0.935 0.921
0.918

0.5L.2

0.6L2 0-7L2
0.8L2

0.914

0.914

0 . 9 ' 1 0

0.9L2
1.OL2

0.898

0 . 9 0 6 0 . 9 0 2 0.898

0.822 0.819 0.815 0.811 0.807 0.803

0.799

1.120 1.121 1.121 1.122

f .123

1.123
3.124

Page 3-48

Section 3 - Prestressed Concrete

E *

Bridge Decign Ptactice - March 1993

Section 3 - Prestressed Concrete

Page 3-49

E *

end rnornehts.

Bridge Design Practice

- March 1993 m

3.4.7 Secondary Mornents

h addition to the "Pe" ( p r h q ) moments, secondary moments (MI} are introduced becauce of resic tance to beam distostions as theprestressingis applied. The conjugate beam nethod ic a general method for f i n h g the magr-tihrde of the secondary moments. This method Lnvolves the followhg procedures:
1) 2)

Each span ic considered to be a simple span so h t the endc can rotate freely. The applied mement S are equal to a rela tive value of "Fer'.

The angle o rotation at the ends of these simple spam caused by the "Pe" leads is found using h e conjugate beam method.
Morn~ntts are applied at the ends of the beam which will rotate the angle of rotation back to zera. Thew are the f i e d end secondary moments due t o prestressing.
The fina1secondary moments over the supportc are found by distributing these fixed

3)
4)
5)

The total moment i n the rnember due to prestrecsingin terms o f Pj is the algebraic sum of the "Fe"value and the secondary rnoment. We cal1 t h i s the Mament Coefficient. This moment coefficient divided by the relative P can be shought of as an effectjve eccentricity, e'. A h e throughthese e' ordinates is called the thrust b e , pressure line or c- line in some textbooks.

The dead and live loadmomentswere computed neglecting the flare i n thebottomdab. T h e *condary moment will be computed in the same manner. N o appreciable ertor is intsclduced wGh t h i c prosedure since the increased "e" and increased "1" tend ta.compensatefor each other. T h i s ic more accurate than measuring "e" hom the neutral axis of the flared section with a minimum "J". Te relative values of M/I at the bent are shown below:
Actual Ordinate

Using efl,, And I,,

Page 3-50

Section 3 - Prestressed Concrete

E *

Bridge Design Practice

- March 1993 1

The flare pr~perties wZ,of course, be used to find stresses.

By the conjugate beam method, the rotation that would occur at the bent due io the "Pe" moments (8 thebeam was free to rotate) is equal to the reaction of the conjugate beam at that point. Take moments about point Z M, = 0.

Actual Beam

Conjugate Bearn
ZMA=O

rMpE=R~XL

Figure 3-12

Secfion3 - Prestressed Concrete

Page 3-51

E *

Span I
No.

Bridge Design Practice

- March 1993

Secandary Moments

Section

Asea (PLIEl)

APM
0.050

~ o m e n (PjL2/EI) t

1 2 3
4

P)(o.l)
(0.5>(- 0.994)(0.1) (- 0 . 9 9 4 ) ( 0 . 1 )
(0.5)(- 0.723)(0.1)

O
- 0.00333 - 0.01 491 - 0.00604

3
4

5
6 7 8

(- t4717)(0.1

{OS)(- 0.434)(0.1)
(- 2.151)(0.1) (OS)(- O . 152)(0.1) (- 2 . 194)(0.1)

- 0.0497 - 0.0994 - 0.0362 - 0.1717 - 0.0217 - 0.21 51

- 0.0076

0.067 O.7 50 0.167

0.250

5
6 7 8
1

9
10

- 0.2174

0.267 0.350 0.367

0.450

- 0.04293 - 0.00579
- 0.07529 - 0.00279 - 0.09873

(0.5)(0.109)(0.1)
(- 1.834)(0.1) (0.5)(-0 . 3 6 0 ) ( 0 . 1 ) (- 1 . 2 3 7 ) ( 0 . 1 )

11

12 13
14

(OS)(- 0.597)(0.1)
(- 0.3?3)(0.1) ( 0 . 5 ) ( -0.8W(O.l) ( 0 . 5 ) ( -0 . 3 7 3 ) ( 0 . 0 3 4 ) (O.S)(O-728) (O. 066) (0.728}(0.1) (0.5)(0+9~)[a. 1)

15 16
17
18

9
10

- 0,0055 - 0.1 834 - 0.0180 - 0.1237 - 0.0299 - 0,0373 - 0.0452 - 0.0063

0.0240

0.433
0.550

- 0.00236
- 0.10087 - 0.0~959 - 0.08041 - 0.01890 - O.02798 - 0.03167 - 0.00514
0.02109 0.0691 6
0.04753
-0.38895

0.533
0.650

0.633
0.750

19 20

0.0728 0.04915
-1.1200

0.733 0 . 8 11 0.878 0.950

0.967

Page 3-52

Section 3 - Prestressed Concrete

E *
Span 2
No.
1

Bridge Design Practice

- March 1993 m

Section

Area (PjUEl)

APM
0.050

Moment (PJWEI)
O - 0-0031 S 0 . 0 1422 - 0.00576 0.04095 0.00553 - 0,071 82 0.00273 0.09437 - 0.00225 - 0.09631 0.00922 - 0.07677

2
3
4

1 2 3 4

(0)(0-1) (0.5){- 0.945)(0.1) (- 0.948)(0.1)

- O.0474
- 0.0945 - o.0345
-0.1638 - 0.02007

O.067
0.150

(a.s)(-o.sgo)(o.~)
(- 1.638)(0.1) ( O S ) { - 0.414 ) ( 0 . 1 ) (- 2.052)(0.1)
(0.5)(- 0.1 49)(0.1)

5 6
7 8

- 0.2052

- 0.0075
- 0.2097 - 0.0052

0.167 0.250 0267 0.350 0.367

0.450

9
10
71

(- 22.97)(0.1) (0.5)(-0.104)(0.1) (- I -751 )(O.I)

(OS)(-0.346)(Q.1)

0.433
0.550

7
0

12 13 14
15 16

- 0.1751 - 0.0173
-0.118 0.0285 - 0.0356 0.0413

(-1.18~)(0-1) (OS)(-0.570)(0.1) (- 0.356)(Q.I)

(OS)(-0.825)(0.1)

9
10

17
18

(OS)(-0.356)(0.034)
(0.5)(0.700)(0.~)

- P.0061

19

20

(0.700)(0.1) (0.5)(1 .O1l ) ( O . I )

0.0231 0.0700 0.0506

0.533 0.650 0.633 0.750 0.733 0.811 0.878

0.950

-O.QI804
- 0.02870 - 0.03027 - 0.00491
0,02028 0.06650 0.04885

0 . 9

- 1.0650

-0.36737

-2.201

Section 3 - Pmtressed Cmcreire

Page 3-53

E *
Secondary Mements Span 1

Bridge Design Practiee

- March 1993

PiL2 PjL Conjugate reaction at D = rotation =4.38845 -+ L = 4.38895 EI E1

= 0.38895Pi

M, = 3(0.38895) Pi

Ms= 1.1669 Ti
Check:

+ M,,

= 1-1669

% error = 1.1775-

1,1775-1.1669 = 0.9% : . OK 1.1669

Section 3 - Presiressed Concrete

Pagc 3-54

E *

I Bridge Design Practice - Mareh 1993

Secondary Moments Span 2

Conjugare reaction at D = Rotation =- 0.36737

PjL? E1

= - 0.36737 -

PL

E T

P-L -4.36737 1 =O

3EI
3

EI

3= 0.36737 pj +

? ! &= 3 (0.36737) P,
= 1.1T)Zll

Mc,, = 1.10211 Pi

Check;

1.753

Seciion 3 - Presfrecsed Concrete

Page 3-55

E-t:

Bridge Design Practice

- March 1993 m

Pistfibuted End Moments

Cummary of fixed end moments (conjugate beam):

L = 162ft E = 3600 ksf l = 400.3 fF

R=8896

F=1 K = 26688

F =1
K = 28821 D = (3.293

C ='150fi E = 3600 ksi 1 =4 0 0 . 3 ft4 R = 9607

D = 0.272

,, a

42716 = -=e.435 98225

figure 3-13
Page 3-56
Seciion 3 - Prestressed Concrere

E *
Eccentrlcitiec at each 10th Point:

Bridge Design Practice

- Mareh 1993

eEg = 0-84ft

e,,o = 0.84

+ 0.71 + 0.46 =LO1 ft

image tboce i n Span 1.

%y symmetry eccenhicities i nCpan 2 are a mirror

Section 3

- Prestressed Concrete

Page 3-57

E *
Determine Moment Coefficient (M.C.)

Bridge Design Practice

March 1993

F.C., (0.099)
201202.5

F.C.i
M.C. F.C.,

LT.Loss

Page 3-58

Secfion 3 - Prectressed Concrete

E *

+ Bridge Design Practice - March 1993 m

Figure 3-i4

3.4.8 Prestress Force

Check for controlpoint at places of maximum eccentricity, 0.4Span 1,0.6 Span2,and at Bent.

0.1, L 1

~,,I,LL,*~

Pj(F.C.) Pj(M. C.)C -t 6&=0 A 1

. :

P. = 1

(F.C.) (M.C.)c
A

Secion 3 - Prestressed Concrete

Pag e 3-59

E4

1-

Bridge Design Pracfice

- March 1993 m

0.4 Point Span 1 :

Where: C
~$.l)(f)

= 3.70 ft = 400.3 ft3

DL Tfid o,,

= (F.C.)

(M.C.)= 41

F.C. A M.C.

=0.853

= 63.48 ft2

=1840

pi = 6558 kipc

Sh,

O,l,ll.#I.)

Pj=Pi =

(F.C.) [M.C.)c
.

1 .O Point Span 1 : Face o f Bent:

75.42

'

467.1

Pj= 7561 kips

Page 3-60

Section 3 - Presfresced Concrete

E *
q = 7491 kips
Where: C 1 F.C.
=6.5

Bridge Design Practice

March 1993

- 3.24 ft = 3.26 ft

= 487.1 ft4

A M-C.
M

=0.85 =75.42 ft' = 2.870

T =28443 ~ k-ft T = ~6M4 ~ k - ft Moments taken from BDS Ou tput Section 3.4.13

M MTehl ~ 7 . 8 4 k-ft 2

= 54.6 ksf

0.6 Point Span 2:

pj = 5318 kips

Sectiorn 3 - Prestressed Concrete

Page 3-67

E *
Where: C 1 F.C.
A

Bridge Design Practice

- March f 993 m

=3.70 ft = 400.3 ft2

= 0.815

= 63-48 ft2

M.C. =1.750
MTridO = 13937 k - ft = 2942 k - fi IdTdd, M ,,
= 5721 k.ft
IIXX)

6 4 m = 379 psi ( E )

= 546 ksf

. : Pi = 7613 pound up to nearest 10 kips = 7570 kips

Controlling condition: DL + ADL, left face obent.

Page 3-62

Section 3 - Prestressed Concreie

E *
3.4.9 Stresses
Top Fiber Stresses
Dead
Location
Load Stress

Bridge Design Practice

- March 1993 M

Service
Load

Final
flDOO/ 14.4) Pj (F.C.) /A
(1 000114-4) PIS Pj (M.C.)~/ i Stress
O

Stress
O 600

Initial PIS Stress

828
465

Total

Enitial
Stress

Total Final
Stress

O.OL

O
400

694
697

694

828

694

0.11

- 304

393

865

1015

Stress values reported in Psi Pi = 7570 A = 63.48 M2 (Mid) 1= 400.3 Ft4 (Mid) A = 73.42FY'(Bent) 1= 487.1 Ft4@nt)

C = 6.50' - 3.70' = 2.80 Ft (Mid) C = 6.50' - 3.24' = 3.26 Ft (Bent }

Table 3-8

Seclion 3 - Presiressed Concrete

Page 3-63

r-tr

Bridge Design Practice

- March 1993 m

: :

: :
m

m
" 7

CI

: :

O D

Figure 3-15
Page 3-64
Section 3 - Prestressed Concrete

E *
Battorn Fiber Stresses Dead
Location
0.OL
0.1L

Bridge Design Practice

March 6993

Service

Final

lnitial

Load Stress

Load
Stress

(1000/14.4) Pj (F.C.) /A
694

(1000114.4)

PIS

Pi (M.c.)~/ Stress
D

PIS Stress
828

Total lnital

Total Fina1

Stress
828
772

Stress
694

O
-528

694
1099

- 822

697

402

7300

277

Stress valuec xeported i n Psi Pj = 7570 A =63.48FYZ(Mid) 1=4003 F9 (Md) C=3.70Ft(Mid) A=75.42FY2 (Bent) I=457.1Ft4@ent) C= 3.24Ft(Bent)
Table 3-9

Section 3 - Prestressed Concrete

Page 3-65

E *
STRESSES
( PSZ )

Bridge Design Practice - March 1993

FOR

SDTP;IW

FI3w

mmm

CASE

i PS

:nb

+ ADL 1 UL LSL L 1L r AtL

. --

h---i

* ,

P U
NLL

15 C
-2

r)

m m
m

Y1

..

Figure 3-1 6
Page 3-66
Sectian 3 - Presfressed Concrete

c *
3.4.10 Concrete SffengthRequired
l.
'
i

Bridge Design Practice

- March 1993

(choose 3500 psi unIess cales show greater strmgth xequjxed:

O. 55

, f '1. = f

O.55

+f F '/ , - 921 psi = 3636 psi c 40QO

.: f 2 = 3500 psi
2 f',
f ' ,
4

choose 4000 psi unless calcs show greater strength requjred:

fn,- +ADL+ LL# X + fP

O. 40

- 1455 psi

O.#

= 3638 pci < 4000

f = 4000 psi

>

3.4.1 7 Ultimate Moment Prestressedrnembersare designed at senrice load IeveI. Af ultimate conditionc, the member is cubject to loads iri excess oft h e Design Loads. Therefore, the ultimate flexura1ctrength of them.ernbermustbe checked at aitical sections. These critica1 cections inclnide points of maximum positive and negative moment and changes icross-cectianc.

Jf the dtirnate applied momenf is less then the capacity of the section, no additional mild reinforcement ic needed. If, however, the ultimate applied moment i s greater then thc capacity of the section, additiml mild reinforcement may be added.
For example:

Tf M, 5 bM,, then, no additional mild reinforcementi c needed

Lf M, > @Nr k, additional mild reinforcement i s needed.
3.4.1 1.1 Ultimate Applied Mornent, M,

A. STEP 1:

T h e ultjmate applied moment at any section can be cdcdated by the greater of the two equations.

or
M, = 1-3Ch + M,,)
+

M,

Take note, the member is at the leve1 of incipient failure, therefore, the beam i s full y loaded, where,

M, = maximum dead load moment due to Trail ) + Triat 1

Seciion 3 - Prestresced Concrete

Page 3-67

E *

Bridge Design Practice

- March 1993 =

MLL#I = maxmum live load moment due to LL#l (HSZO) MLL#I = maximum live load moment due to LM4 (P13)
MS = secondary moment where MX = (h4Cs)Pj
3.4.1 1.2 Capacity, bM, (without mild reinforcement)

A. STEP 2:
Fhst calculate the rapacity of the section with na additional mild reinforcernent t e d e t e h e jf mild reinf orcement is needed if M,>@M,, then calcula te the area of mild reinforcement required.
Three basic assurnptions are made in cdculating the capacity of t h e section:

1 . no additional naild reinforcement at thic time

2. sec tion is rectangular secion(a < h , }

3. section is under- reinforced (w 10.30)

At ultimate conditions, prestressed concrete acts similar to reinforced concrete, therefore,many of theprinciplesofreinforced concrete areutilized i n caiculatingthe u!tima te capacity o ttie section. The parabolic stress shape may be assumed to be an equivalent rectangular stress block wifti an average compressive skess equal to 0.85f', over a camprecsion block depth a,

Figure 3-17

The compressive force equalc the average stress, @.85f',), times the arpa onwhich it
acts, @a).And, the tensile force equals the stress i n theprestressing steel at dtimate conditions, (P , ) , times the area of prestrescing steel, {A*). Epdibrium muct be

maintauied, therefore:

Page 5-68

Secfioh 3 - Preslressed Concrete

r *

Bridge Design Practice

March 1 993

(.E5 f ) , b, = ( P , , )A*, where P , , = Fs 1 - 0.5- ] p :': ;

Cpec 9.17-4.1

(Equation 1)

Curnmulg mornents about fie compressive force yields: M,, = r ) ( z * ) , where

d* = distance from wtermost compression fiber to the center of gxavity e prestressing steel
BYsubstitution and multiplying both sides o f the equation by m,
(Equation 2)

Substiuting Equation 1 into Equatien 2 yields:

So naw, algebraically manipulate q u a tion to look like equation i n specifications.

(Equation 3)
Note:

l. Check assumptions
a-al

h,

b. w S 0.30
'Ef M,> $M,

2, If & IBM,

Then, must calculate area of mild reinforcement requked

Section 3 - Predressed Concrete Page 3-69

E *
A. STEP 3:
%ee

Bridge Design Practice

- March 1993 1

3.4.1 1.3 Capacity, QM, {With Mild Reinforcernent)

If M, > OM,, add addi tional mlld reinforcement to increase the resisting moment.
basic assumptions are rnade in c a l c u b the ~ capacity of the section:

1. No additiond mild reinforcement at ths time

2. Section is rectangular section (a 1h+)

3. Sectionisunder-rreinforced (~50.30)

The mild reinfarcement produces anadditional tensile force e q m lto the stress inthe steel, f, = f,, times the area of steel, &.

reinforcement

CG af mild -----.

-__-----

--------.......................
Figure 3-18

J ' = (f,") A*

Again, equilibrium must be maintained, therefore:

C=T*+ T

By substitution,
(0.85 f', $ b a =

( P , , A"+ ($)A,

where f + , = ,f',

m i n g moments about the compressive fmce yields:

@M,, =f l * ) ( z * } -tp)(z),where:
Z* = moment arm

(d -Z)
Sedion 3 - Prestressed Concrete

d* =distame from outemost compression fiber to the center of gravity of prestsessing steel
Page 370

E *

Bridge Design Practice

- March 1993 m

d = distante from outemast compression fiber to the centes af gravity of mildreinforcement

Bv substitution and mdtiplyirig both sides of the equation by 4,

(Equation 5 )

Having twe equatons and W o unloi0wni, the area of miId reinforcement c a n be determined by first substituting Equation 4 into Equation 5. Then, solve the cpadratic equatien for 4.
Note: 1. Check assumptions

a. a 1 b
b. w 10.30
3.4.1 1"4 0.4 Point

This procedure will be demonstrated on the 0.4L,poink.

STEP 1 : Calculate M,

M,

= 1.3(Md,

1.6mLxi) + M,

= 1.3[17,931

+ 3,668 + (1.67)(6,147)]+ (0.463)(7,570)

M, = 44,929 k*ft

M"= 1.3FI, +M,,,)=M,

= 1.3[17,931+ 3.668 + 17iQ141+ (0.463)(7,570)

M, = 54,222 k-ft

CONTROLS

Section 3 - Presfressed Concrete

Page 3-71

E *

I Bridge Design Practice

- March 1993 m

STEP 2: Caldate @ M,
Equation 1:

(without mZld reinforcement)

= 6.32in5(hf= 8.25in)

Equation 3 :

= 0.95

((258.5)(37.38)(5.5)[1- (0.60)@.00126)(~~~h)] )

@M, = 48.021 k.ft

& > @M" (54,222> 48.021) .-.Additional mild reinforcemeni is needed. So now c a l d a t e 9.
Note: l. Check asa. a l h f

tions

6.62 in 5 8.25 in

(O.K.)

b. w 10.30

Page 372

Sectiun 3 - Prestressed Concrete

E *

8 Bridge Design Practiee - March 1993

STEP 3 : CaicuIate A,

Equation 4:

-=

9662.17+60A5 2244..O

Equation 5: (set M, = @M,,)

Multiply both sides of the equation by 2244.0 and divide by 9,

(54,222) (12)(2244) / (0.95) = (258.5)(37.38) [(66)(2244F 966273- 60 A,]

Algebraically manipulate equation ylelding:

(&y -3,494.09
A, = 19.0 h2

A, + 66,058.0 = O

Colve rfuadratic equation,

Note:
1. Check assumptions
a. a 5hf

Substitute A, jnto equation 4,

7.06i n5 8 . 2 5
b. w < 0.30

(O.K.)

SecfJon 3 - Prestressed Concrete

Page 373

rZ
hirnwill affect the shear values.

8ridge Design Practice

March 1993

As i n the previous design considerations of this exarnple, only Spm I will be analyzed. Agah we mention that in actual design where ther~is an abscnce of symrrietry, t h e x i llustrated procedures should be applied throughout the structure lerig th,

The distortion of the member from ~rectressing causes a change in the reactions wlzich i n
The vanous seclion properties, concrete strength, dead Ioad moments and shears and othet live load mornentsand shearc have heen calculated. To calculate P , = 7S70k fos this example.
We wi l l use khe method in the Spec. for shear design. Since this method involves lengthy calcula tions, we wjll demonstrate the procedure ody on the 0.9L point.
V, equals the greater of the t w o equations. "P" loads wil1 conirol for this exarnple,

(Spe~. 3.22.1A)

From BDS outpii t:

Abut 1
~85.2~ 120.6"

0.4L

0.9L

Bent 2

Dead Load Sheais (Trial O)

- 31.8

- 803.1
- 250.0

- 971.6

Dead Lead Shears (Trial 1)

Live Load #1 and Impact Shears:
Live Load #4 Impact shears

7.3
92.8,- 202.8

- 1673 - 199.2

214.7"

- 285.1
-780.8

5949

192.1,-168.1

-695.4

Shears induced by M , :
These shears are equal lo reactions a t supports ko resist M , .

@C) P , - 0.159)~570~)

( 1 62 ft)

Note: VMs = A R

: .

VMs = 54.2K

E *

I Bridge Desigrii Practice - Match 1993 m

S m a r y of factored shears, Spanl:

Abut 1

0 . 4 L

0.9L

Ben t 2
-1522.0

VUPL= 1.3VDL
VU,~LAI=~t ~~L,

917.5
7726
54.ZK

- 50.0
249.7

- 50.8 - 2445
54.2

-1261.4

- 904.0
54.2
-2111

- 1015.0
54.2

Km
Total V , :

54.2
253

17Mk

- 2483k

Note: Skewed bridges require modification 05 design sheafi. Consult Meino fo DesCynm
1s- 1.

Resisting shears:

Members subject to shear shall be designed such that:

V,

I Q (V,+V,) where I $ = 0.80

(Cpec. 9.20.1.3, eq- 9-26)

Sheas resistence o f concrete, V, :

The shear resistence of concrete, V , , is taken as the lesser of the values
Vtiand V,

(Spec. 9.20.2)

brit not less then Vrii

(Spec. 9.20.21& 9.20.2.2)

where Vci,, . 1 3 (&) b' d

@ a9t:

Vd

= Due to

unfactored self weight shear (trial O)

-803.1

vci :

(Spec. 9.20.21)

(Spec. 9.20.2.2,eq. 9- 27)

Vci 2 1.7flc b'd b' =width of web = 4 x 1ft = 4 ft

d
V,

= effective depth to prestrecsing steel or 0.8H, whchever is greater = associated factored shear to Mm,

=t .3 (167.2 + 537.6) = 916.ZK

Seclion 3

- Prestressed Concrete

Page 3-75

r *
& ,

Bridge Decign Practice

- March 1993

=maKimum factored moment due to extemaLly arplled loads.

=1.3(3403 + 8832)= 15,905 k-ft (Br. Des. Spw. 9.20.2.2,eq. 9-28)

fp,

= compressive stress in concrete dueto effective prestresses at extreme fibes

where tensile stresses are produced by externally appiied loads

= 1369 psi

fd

= stress due to unfactored selfwt.at extreme fiber where tensile stresses ase

produced by extemaliy applied loads.

= 771 Psi

dieck minimum value o f VCi:

(Spec.9.20.22)

Y,
V , d
b'
f,
= (3.5&

+O. 3&)bPd+ vp

(Spec. 9.20,23, eq 9-29)

=5.2ft
=4.Dft

=compressivestress~conc~eteatN.A.Due toeffectiveprestress

Page 3-76

Secton 3 - Presffessed Concrete

Bridge Design Practice

- March 1993 m

Y, = ver tical romponent of cable f o ~ e

(Spec 9 -7-1 )

V,

(F.C.)Pj$

= angle change hom horizontal axis to prestressing cable .-.for 0.9 point
$ I

=rr~~=~=O.O874radians
= @.867)(7570)(0.0874) = 57dk

V,
SO,

V ,

[3 . 5 4 z E

[~)+~3(103.39)(4)(1.2)+574

=1882k

cince 1882 i 2076, Y, = 1882k

Ascume # 5 stimps i n each of the four girder webs.

so total A, = (4 @dms)(Z Iegs/girder)

( o : : 2

- 24 8 ( 6 0 ) ( 5 . 2 ) ( 1 2 ) = 20 h . 1882)

(z-

(Spec. 9.203.1,eq. 9-30)

Checking mhimum steel, minimumweb width, and maximum spang:
Min. steel:

(Spec9.20.3.3, eq 9-31)
0.80< 248,
O.K.

Secti~ 3~ Prestressed Concrete

Page 3-77

r-

. :
b'&
=
S,,=

Bridge Design Practice

Match 1993

Min, web width:

(Spec. 9.20.3.1)
Avfyd 2.48(60000) 14.7 in since 14,7 i n 5 48 I n , ok web width B& S a d G E ( 2 0 )

Max. spacing:

(Spec. 9.20.3.21

mirmum of: 0.75 (6.5(12)) = 58.5 h.or 24 h.

=20ik<24in,

O.K.

For the rest of the span,the spacings are:

Lacation
S

0.4L

24 in.

The spacing shown are corre&and comply with the Spec. requirements. However, it ha s b-shown thalinpracticalsihiations,it is pmdmt to limitthe stimp spacing to an 18 i n maximum and t o 12 i n . naximum within about 8 feet of the supports.
3.4.13 BDS Computer Output

The following pages are selected parks of the BDS Vession 3.0 romputer output for the exampleproblem.T h ereades is encouraged to comparethese resultsto thehand calculations. BDS calculates mommts and stresses e ~ e r y ' / ~ ~ t h p o " on t the span and provides output at the ]/,,th point. These extemive calculations might not match exactly with the hand calcubtions.

Page 3-78

Seciion 3 - Prestfessed Concrete

E *
0
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Section 3 - PresFressed Concrete

Page 3-79

E *

Bridge Design Practice

- March 1993 m

Page 3-80

Secfion 3 - Presfressed Concrete

E4
Lnoa
P O N
N O -

Bridge Design Practice

- March 1993

0 0 0

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Section 3 - Presttessed Concrete

Page 3-81

E *

Bridge Design Practice

March 1993

Section 3 - Prestressed Concrete

Page 3-83

E *

Bridge Design Psactice

- Match 1993

E-G

Bridge Design Practice

March 1993 E

Secton 3 - Prestressed Concrete

Page 3-85

r *

Bridge Design Practice

- March 1993 m

--

Page 3-86

Section 3 - Prestressed Concrete

E *

Bridge Design Practice

- March 1993 1

Section 3 - Prestressed Concrete

Page 3-87

E *

'

Bridge Design Psactice

- March 1993 m

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Page 3-88

Section 3 - Prestressed Concrete

c *
A
u 1
m

Bridge Design Practice

March 1993

5 r;
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Page 3-90

Sectbn 3 - Prestressed Concrete

E *
-m
W
m

1 -

Bridge Design Practice

- March 1993 m

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Page 3-90

Section 3 - Preslressed Concrete

CALTRANS BDS-VERCION 3 . 0 0
D I V I S I O N

REL-10

05/10/92,

FEB. 0 2 , 1993 PAGE

36

O F

S T R U C T U R E S

C A L T R A N S

TRIAG 1 FRAME 1 . PATH HORIZONTAL MEMBER MOMLHTS DUE TO P/S MGM

NO

i
2

LEFT -5. 21725.

. 3 PT -6482. 13307.

. S PT -10914.
4463.

. 3 PT - 4 PT . 5 PT .6 PT .'I PT . 8 PT -13268. -13513.-11765. -8216, -2830. 4 4 1 5 -2545. - 7 7 6 3 . -11208. -12902. -12703. -10463.

. 9 PT

RIGWT
21780,

13530,
-6219.

-5.

VERTICAL MRMBER MOMENTS DUE TO P/S MEM f.10 LEFT .I PT .S PT .3 PT 3 -55. -55. -55. -55.

. 4 PT -55.

. 5 PT -55.

- 6 PT

-55.

. 7 PT -55.

.8

PT -55.

.9 PT -55.

RIGHT -55.

TANGENTIAL ROTATIONS
SPAN

LT. END

R T . END

-0.003139

RADIAN2 - CLOCKWISE POSITIVE SPAN LT.END RT.END 0.000036 2 0.000036 0.002770

SPAW

3
-

LT. END O. 0 0 0 0 0 0

R T . END

O. 000036

M E ~ E R1

HORIZONTAL MEMBER DEFLECTIONS IN FEET AT 1/4 POINTS FROM LEFT END E= 3 6 0 0 . o. o00 -0.220 -0.373 -0.169

DOWNWARD P O S I T I V E

o . aoo

VERTICAL MEMRER DEFLECTIONS

IN FEET

AT

1/ 4 POINTS F R O M LEFT END.

MEMBER DEFLECTIONS HAVE BEEN MlTLTIPLIED BY A CREEP FACTOR OF 3 .

* * * * *

r-G
-

Bridge Design Practice

- March 1993 m

m m

E m. m.
rl U 3 . N

w
I

2z

O W O x z z r l w

Page 3-92

Section 3 - Presfressed Concrete

E *

Bridge Design Practice

- March 1993

Secfion 3 - Prestressed Concrete

Page 3-93

E *

Bridge Design Practice

- March 1993 m

Page 3-94

Section 3

- Prestressed Concrete

E *

Bridge Design Practice

March 1993

Section 3 - Presiressed Concrete

Page 3-95

E *

Bridge Design Practice

- March 1993 m

Page 3-96

Section 3 - Presfrecced Concrete

E *

Bridge Design PracZice

- March 1993

Sectjon 3 - Presiressed Concrete

Page 3-97

ACCOUNT:

CALTRANS BDS-VERSION 3.00

O F
S T R U C T L ' R E S

REL-10

05/10/92,

FEB.

02,

1993 PAGE

44

D I V I S I O N

- C A L T R A N S

LONG TERM LOSCGS TOTAL LOSS (KSI) = SH + ES + CRC + CRS

MEM NO

LEFT
21.1

.1 PT
2 5.7

1
2

. S PT 19.8

.3

PT

18.9

- 4 PT 18.6

.5 PT 18,9
20.6

.6 PT
19.9
20.3

* * *

15.9 20.2 21.4 21.5 21.1 * THE AVEMGE LONG TERM PRESTRECS LOSSES IS

- 7 PT 21.2 20.2

- 8 PT 22.0 20.2

.9 PT
21.3 20.3

RIGHT
15.6
20.3

20.0 KSI.

* * * *

SHEAR DBSIGN - MSHTO 1981

LEFT . MEMBER: 1 V- CABLE
SECONDARY
W
VC

1 PT

.S PT

- 3 PT

-4

PT

.5 PT 111. 56. 595. 447.

48.

.6 PT
223.

.7 PT 336, 56. 1355.

.8 PT

.9 FT

RIGHT

530. 390. 56. 56. 1747. 1354. 1774. 1433.

48.
48.

261.
56. 972.

131.
56. 605.

1,
56. 255. 322. 48.

56.
969.

725.
48.

381.
48.

771,
48,

REQD WEB

1375. 48.

520.69. 56. 56. 1739. 2109.2481. 1428. 187. 1257.

48.

449. 56.

48.

48.

MEMBER:
SECONDARY

2
543.

V-CABLE75.
VU
VC

-6O

2332. 3262,
48.

468. -60. 2014. 1632.

350.
-60.

232
-50.

116 -60
929 885
48.

1,
0

137
-60.

272

405.
-60 887 361

520.

6O
542 397
48,

1659.
1222.
48.

203.
162D48,

584 516
48.

254. 322.
48.

-60. 1247. 1507.

-60. 1619. 1772.

48.

REDD WEB

48.
1.94

48,
0.72

48.

AS

(IN) /FT
4.40

1.99

0.48"

0.48)

0.48* 0 . 4 8 '

0.66

0.48*

0.48

NOTE:

AFTER R E 2 D WEB INDICATES A D D I T I O N A L WEB WIDTH REQD.

AFTER AS{IN}/FT I N D I C A T E S MINIMUM

E *

1-

Bridge Design Practice - March 1993

Section 3 - PresfresSed Concrete

Page 3-99

ACCOUNT:

CACTKANS BDS-VERSTON 3.00

REL-10

Q5/10/92,

FEB. 0 2 , 1 9 9 3 PRGE

46

D I V I S I O N

O F

S T R U C T U R E S

C A L T R A N S

TENDON ELONGATION
%

JACK

FY

AS

AVE STRESS

(KLPS)

EKSI 1

(sQ IN)

7420. 75. 270. NOTE: TENDON LENGTH INCLUDES 4 FEET FOR J A C K S .

(Kslj 102.92

TENDON LENGTH (FT) *

316.00

ELONGATION

(m)
26,13

MODULUC USED FOR P/S STEEL IS 2 8 0 0 0 .

KSI.

ACCOUMT :

CALTPANS BDS-VERSLON 3.00

HEL-IO

0!5/10/92,

FED.

02,

1993 PAGE

47

D X V I S I O N

O F

S T R U C T W R E S

C A L T R A N S

' AP PROXIMATE QUANTITY '

-------+--------------------A----------

* * * * * CONCRETE S U P E R * * * * * CONCRETE SUB

*****

PIS TRIAL

740 C . Y , 26 C.Y. 38888 LBS-

'

***** ***** ***'*

1

THE SUPERSTRUCTURE CONCRETE QUANl'IW I S BASED ON THE UNXT WEXGTH O F CONCRETE SUPPLIED ON ,THE FRaME DESCRIPTION CARD. TT ASSUMES THAT ALL THE DEAn LORD TS GTVEN IN TRTAL O .

THE CONCRETE SUBSTRUCTURE QUANTITY LS BASED ON TRIAL O ONLY.

TEiE P/S QUANTLTIES FQR STRAND O N W ARE FOR EACH TRIAL THAT WAS ENTERED AND USE IS BASED ON TKE LENGTH FROM ANCHOR SO ANCHOR.

IN THAT

ORDER.

STRAND

EMD OF JOB - 022086

L

r *

Bridge Decign Practice

March 1993

Section 3 - Prestressed Concrete

Page 3-101

E *

Bridge Design Practice

- March 1993 m

Page 3-102

Secfion 3 - Prestressed Concrete

E *

Bridge Design Pradice

- June 1994

3.5 Design o f a CSpan Continuouc Cast-in-Place Prestressed Box Girder

m example builds upon experience gained in the 2span example and highlights the
special considerationsneeded far multi-span h e s . T h e BDSprogram serves as the main design toa1 with simple hand c h e c k verdying output. As is the practice m design, only select points of control are hand checked against the computer output.

Only the point of control for q a c k determinaticm will be hand verified. Shear design will be ;ddresced i n subsequent versionc as the LRFD specification is irnplemented.

3-52Bridge Configuration and Companent Propefiies

4-Span contmuous

Span Lengths IZO', 1 3 0 : IZO', 70'( a s m e physical constraints reshict bent location)
EOD to EOD width 108'

Note: Sofft flares at bents, length = 12'-0'

(a) Elevation Figure 3-1 9

3.5.2.1 Strvcture Depth

0.04 x 130" 5 . 2 U s e 5'-3"

Use 5'-3" throughout stnrcture for consistency

Sedion 3

- Prestressed Cancrefe

Page 3-7 03

E *

Bridge Design Pradice - June 1994

3.5.2.2 Girder Spacing

Assume 4'4"overhang

10810"- (2 x 4'4'') - (2 x 6") = 99'

With 2 x D as a guide, use 11'0" spacing Therefore, 99/11 = 9 spaces, 10 girders
3.5.2.3 Typical Section

Based on 11'-0" girder spacing, Btidge Design Defails suggests,

Top Slab t = 85'' 8

Bnttom Slab 2 = 7 2 lr'

Note: Typical cectm i s syrnrnetricai about bfidge.

(6) Typicai Section Figure 3-20

Page 3-104

Sectian 3 - Presfressed Concrete

r *
3 . 5 . 3 Loads
3 5 . 3 . 1 Pead Load
Midspan
Area

Bridge Design Practice June 1994

Superstmctme Dead Load is calcdated from BDC using m c s sectiorial properties. These preperties can be checked by hand or by using the PROPC computer progam.

Face at %nt
213.63

(ft, 2) 1811.25

3.5.3.2 Additional Dead Load

Future AC overlay and weight of bamers

AC = (weight of AL) x (widthbetween barrers)

= 0.035 (10B-2-2~1.75)
= 3.59

k Jft

Barriel = 2 x 0.392+ 0.41 1

= 120 k/ft = 4.79

ADL Totd - UnifDrm Loading

3.5.3.3 Live Load
# LZ k n ~ = s Deck width

k/ft

/ wheeI loads
(Spec. Table 3.23-1)

= 108.0

/ 2

x 7 = 7.714

lanec

Use this number far both the HS2Q-44and Permit truck.

The cable pathismost important when initially develeping the Tongitudinal girder section. Once established, other pameters su& as soffit &res and post tmsioned anchorage requirements c a n be checked.

Sectjon 3 - Precfressed Concrete

Page 3-105

E *

I Bridge Design Practice June 1994

'Cable path stope at d g e of suppod

related to the mornent and shear force.

Figure 3-23

3.5.5 Losses

Ffiction, Anchor Set, and Long Term losses wili all be explored.
It should be noted shat only one point in the s h c t u r e w i l l be hand checkd, the 1 . 0 pt. Spm 1, whichisthesameasthe faceofBent2. IniIialBDSrunc identified this a s thepoint of Pjack design, therefore it Is fitting to hand check thiscrjtical location.
3.5.5.1 Frictional Losses

Due to fictional forres that develop from the curvature o f t h e prestress tendon and the deviation of the tendon wiffn the semi-rigid duct. The enginew must start at the beginning of the structure and i n m e n t d y sum up frictioml losses lncurred unti1 the point of interest, in this case 1.O pt. Span 1
Pt.

yb
1 . 0

Ae

L
46

a=2eSL

Z
0.068

F.C.i
0.986

O -4

1.62

0.068

Frictional Coefficimt (F.C.) = e - (pa+KL)

=

e - (0.2)(0.239) = 8.953

Page 3-108

Section 3 - Prestressed Concrete

Bridge Design Pradice June 1994

At midspan:

Clearance to mild reinforcement

Dictanm "D"

4.5'"

6.3'"
10.8" ,say 12"

Thickness of Top Slab Clearance to mild reinforcement

8.63"
1 . 0

Dxstance ' 9 ' ' 6.3"

Check clearances at And-iorages M m o to Dtxipers 21-28 recommends height and width requirements for anchorage devices. APjackper girder of 1860kips requires aheight of 5Pt',leavingonly a9"possible depth for ajoint sed blockout. Withthis tight clearanceand recent failuresdue to d e p blockouts required for joint seal assemblies, the mgneer should attempt a more i n depth investigation o f the anchorage *ea,
Aftw cmulting wth the jaint sed and prestress speaalist, check space requirements

based on nanufacttrrers actual equipment dimensions. (See Figure 3-22]

ANCHOR

STRAND C.G.

-,J

End Diaphragrn
Figure 3-22

Section 3 - Prestressed Concrete

Page 3-1 07

E *
Abut 1

1 -

Bridge Pesign Praclice June 1994

Bsnt 2

*cm

Bent 3

b n t4

Abut 5

" Cabie path clope at edge of support relatd to the mornent and shear force,

Figure 3-23
3.5.5 Losses

Friction, Anchor Cet, and b n g Tem losses will all be explored.

It should be noted tha t only one poi nt i nthe stmcture will be hand checked, the 1.O pt, Span 1,wkch is the same as the faceof Bent 2. hitial BDS nins identilied this as the point of Pjack design, therefore it is fitting to hand check this critica1 EocaHon.
3.5.5.1 FrictionaI Losses

h e to f r i c t i d forces that develop from Lhe curvature ofthe prestress tendon and the deviation of the tendon within the semi-tigid duct.

The engineer must start at the beg-hdng oi the structure and inuementally sum up frictional losses incurred until the point of interest, i n this case 1.0 pt. Span 1
Pt.
yb de
1.62

L
48

a=2eiZ

J:
0 . 0 6 8
0.154
0.239

F.CI
0.986

O .4
0.9
2 .O

1.O

0.068
0.086
0.085

3.57
4.08

2.57
0.51

60

0.970
0.953

22

Frictional Coefficient

(EC.) = e - (va+ KL)

= e - {0.2)(0.239) = 0.953

Page 3-108

Section 3 - Prestresed Concrele

rZ

Bridge Pesign Practice - June 1994

Stressing may take place at one or both ends of the structure. Jacking frorn both ends redu res the canb-ibutory 1engt.h for frictional forres, there fore effiaently w orking the prestress strand. However, the labor involved with this procedrire might n e g a t ~ an y economy denved from efficient stiand.

Studies conducted i n 1971 showed that an increase i n Pjack of 3%or less when jacking from one end only wouEd be economicaI. Thic has been h e historic "break+ven" poht ever since.
Check Qne End versus Two End Stressing

Two separate runs of BDS were rnade i n the prehm'y

resdts:

stage with the following

one end stressing

two end stressing

Pjack = 15,700 k

Pjack

= 15,880

Difference is toughly f % wkch i s less than 3%, therefore one end stressing is more economical.
3.5.5.2 Anchor Set Losces

Anchor Set losses oulur at a localized area at the post-tensioned anchorage zone. The s b d wedges seat themselves i n the anchor head when released by the hydraulic jacking ram. The anchor set los5 assumed i n design is 3/8".
okay

12(1- 0.953)2025

Note ffiat the l e n e of influence foi the anchor cet loss i s lo?, therefore the f .O pt. Span 1is not effected.

Section 3 - Presiressed Concrete

Page 3-109

C t

Bridge Design Practice - June 1994

SPAN 1

Anchor Cet Figure 3-24

3.5.5.3 Long Term Losses

U= Low Relaxation Strand with a 20 ksi lmg tenn Iosc

(5pec. Table 9.16.2.2) 20 ksi / 202.5 ksi
=

0.0988 Pjack

3.5.6 Force Coefficient

Take the Frictional Force Coefficimt (F.C.) and subtract anchor set and Jong tenn losses
F-C.
=

0.953

Anchor Set

0 . 0

Total

0.854

Page 3-170

Section 3

- Presfrecsed Concrete

E *
3.5.7 Seeondary JMoments

Bridge Design Practiee-June 1994

Seccindary moments can be calcdated by hand using the satne procedure as the BDS p r o p . BDS calculates at 1/ M span intervals, so batid calnila tions will obviwsl y not be as accurate. A 10% 2 allowance i s reaconable with h d verification.

The PE diagxmrnust be developed to soive for secondqmoments. Force coefficients and eccwtsicities from the 23DS progran are used.

SPAN 1

Pe

Secondary Moment (PE) Figure 3-25

Take mornents about Point A by smmming the areas under the PE mrve.

Section 3

- Prectressed Concrete

Page 3-7 11

r-G

Bridge Design Practice - June 1994

Areas

Figure 3-26

Therefore, Ms = 0.621 BDC had 0,695, m r g h o f error within 10%.

3.5.7.2 Distributed End M.ornents

Fixed End Moment (FEM) Convention Figure 3-27

Page 3-5 5 2

Secfion 3 Prestressed Concrete

E *

Bridge Design Practice - June 1994

BA
0.095
0.234

BC

BD

CB

FEM

- 0.461 - 0. 102
, 0.025 - 0.01 2 &--

- 0.487
/

0.426

A
BALANCE
COM

0 . ( 0 0 8 2
O&

- 0

- 0.025 - 0.016
0.59

--

0.061

0 . 0 2 4

A
BALANCE

0,037

-0 . 0 13

DEM

Figure 3-28
Add the Distributed End Moment 0.59 to the original Pe moment at she 1.O Pt. Span 1.

Pe

1.36

DEM = 0.59
1 . 9 5
(BDS had 1.9445)

Sedion 5 - Prestressed Concrete

Page 3-113

rZ

I Bridge Design Practice- June 1994 m

3.5.8 Prestress Sh ortening

Appkation o f a Prestress forre at the ends of a f m e shorten the shuchiTe by an amomt equal t o PL / AE. The"L" term i n thiseguation is taken from the point of concernta the poht o f zero stnicture movement due to shortening. This point o f zero structure movement is ~alculated using individual column stiffnesses. Stiffer coliunns attract the point of no
mavement.

Memo fe Designms Chapter 7 contaim an example for dculatng the point of no m ovement This procedure is the sarne as what BDS uses. For example, check the movement of Eent 2 due t o the Pjack force. Fhd the average Force Coefficient (F.C.) behveen %t 2 and the poht of no movement, whichis located 62' to the right af Bent 3. (approx. 0.5pt.) F.C. Wt 2
=

0.858

F.C. 0.5Span 3 = 0 . 7 6 3

The length from k t 2 tci the point o f no movment is 192'. Use an area of 180.25 ftz (no b o t t m silab fiare) to approximate the average area between the two pointc-

The Distrhted End Moment PEM) due to prestress superstnicture shorterUng is 4.341. This decreases the overali prestress moment cogfficient as dmlated in Section3.5.7.2 from 1.9445 fo 1.799. Using the equation in Cection 3.5.9, total prestress force required therefore increases by 5%.

The effectc o f prestress shortening on the required Pjack and on the appiied c o l m moments are especially important for longer structureswhen detemnhg hinge locations .

Page 3-114

Section 3 - Prestressed Concrete

E *

I Bridge Design Practice - June 1994

Point of na movement for stnleture shoriening. @ PMnt of no movement for prestresc ctrand.

Static Diagrarn Figure 3-29

3-59 Prestress Force

Knowing the point of control for Pjack design as the 1 . 0 pt. Span 1 Top fiber, hand verifyD t e ADL + P/S

= 15,422 k

BDS had 15,420.

Section 3 - Prestressed Concrete

Page 3-1 15

E *
ln
C

Bridge Design Practice June 1994

d
w

c
Z

r nOE >
C1

2
VI

W m

m-

m0
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tr,

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0

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ron

= a u 4 K
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6

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C O g E E I g:;: 3
-m='' -3-;
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&=mE e

'=-

x-

"m

,
r 2

,.=a=.= -g 7 : 5 i g

. - =;z F

&

+ z W
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&

[9,

=N&

+ M ~ ' < G ~ o ~ N & +

- C . - - -

-- --

Page 311 6

Secfion 3 - Prestressed Concrete

E *

I Bridge Design Practice - June 1994 m

Section 3 - Prestressed Concrete

Page 3-7 17

E *

Bridge Design Practice June 1994

Page 3-118

Secfion 3 - Prestrecsed Conerefe

E *

Bridge Design Practice June 1994

Section 3 - Prectressed Concrete

Page 3-179

ri.

Bridge Design Practice - June 1994

Page 3120

Seciion 3 - Prestressed Concrete

c *

Bridge Design Practice - June 1994

Sectian 3 - Prectressed Concrete

Page 3-121

I A ~ C O U I ~ ~
1

D X V X 8 I Q N O F B R l D O g DEYXQN PRACTICB
1

CAtTRANSBDLI-VERSiON3~00 REL-10 0 5 / 1 0 / 9 2 # J W . (15,1991PhGE 8 T R W C T U R 1 8 - C A L F R A N S

ZXAMPLB

* * * I * ~ * * I + C I + I I * I . t C * e I m 1 + * 1 ~ * 1 i ~ ~

NOTES
l

a0 USERS / DESIdNgRB
**m*

*.*.t*+*******.**4~+1**4**.IC4*

BUS VBRSION

oa.1 m s R ~ L E A ~ B ON D

DEC.

os,

1987

nrm

MINOR MODIPICATIONS

WE

BY THB DIVISXON OP STRUCTURBS.

1. THK DBPAPLTB CDMCRBTH ATRgNCITH POR PRBSTRBSSED BRXZiOBB HAS BEEN CHANOBD TO 4 , 0 0 K81. 2, THB PINSROLLBR OR ROLLER/PIN PROBLEH FOR BIMPLY SUPPQRTBD SB1DOB9 HhS BEEN (IORRBCTED. 3 , THE REDDCBD MOmWTB hRB REPORTBP hT TH$ PACE OF THE SUPPOII'P AS PBR SPECIFICATION 0 . 8 . 2 . 4 . aTIRRUP DBSIONB MM VAtID FOR PRB8TRESSED CONCRETE BTRUCTUILgS ONLY. THB PShTWRBI WST NOT USED l R
COWENTLDNALLY RBINFORCEII BTRUCTVRBS.

3 , IP A P R ~ S T R F ~ LQAD S COHBINATION ( 5 5 0 1 c m xs WM B U P P L ~ K D ,ALL PR~STKESSINOOUTPUT WYLLBE BABBB ON THB KBSVLTS PROA LIVg LO?#Om 1 $VEN IP OTHBR LIVR L O M S ARE I N P U T . 6 . WITH OR WXTHOUT THE tIVB LOA CQMBINATION ( 5 5 0 ) C m , USBRS MllY CHOOSB 'TQ POUM MHStPrAND OTHBR LIm L O m I N g S C O W U W N T L Y TQ DEBION PRHSTRBBBBD CONCRETE B R I W P B . 7. T H ~ LONO TERH tassss M R maum PRgaTRsaama BTEBL ~ N O A LOW-m) WILL BE DEFAWLTBD TO 32 XSI A U T O ~ T I C A L L Y . 0 . THR DEPAULTBD HOPYLUB OP HL~BTXCIPY,BC, POR THB BVBSTRUCTURB HAS BBBN R E ~ S B DFROM 3600 KSY TO 3 2 5 0 XSI. 9 . U N t E S S S P E C I F I E D BY THB U S I R B QTHBRWIQBi THB DBPLECTIQNS UflBD FOR CAMBlRG XKE RBPORTSD AT T H H L QUARTER PQINTB. 1P. FiNY 6UOOBSTfONS OR M C O W N D h T I O N S POR BDB UPORhDBS SHOULD 88 DIMCTIID TO TIBN LBB AY 3 2 4 - 9 2 3 9 .

. -

~ 1 ~ I 4 i ~ + ~ * i i b i i t r ~ + ~ n r + c ~ ~ a ~ ~ ~ b 1 1 1 + 1 ~ ~ ~ ~ ~ ~ * * $

UPORADB XEHXNDLR POR BD9 M R S I O N 3 .O6

+ ~ c ~ ~ I I ~ u ~ X R ~ ~ I ~ ~ B ~ ~

BDS M R S I O N 3 ~ 0 0 DOS-01

WAa RBLIABBD OH D T / 1 1 t I 9 ~ 0MYTR I H B POLLOWIWO MODIPICATIONB :

1. A MINOR "BUO" IWXCH MPBCTED THB RHBhR BTTKRUP DBSIIIN hT CBRTAIN POXNTS I U B BEBN CORRgCTRD. 2 . THB OVTPUT NOPI comIme UNITS POR SECONDARY M O M B ~ Sm s eaum DISP~ACEMENTS, 3 . THB BDS TOP PfBBR AN BOTFOH PfDER STR88B PLQT9 M V B BBBN REARRANOED ON THB PLOT OUTPUT BHBBT. d . THB DIBTRIBUTSD BBCOND)LRY COLVHN MOMBNTS DUB TO EACH PMSFWBS CMLE PATH ARB WORTED. 5 , THB "POINT QP NO MOVEMHTw DUE TO PRICTXON LO88 Hh8 BEEN RRWOR3BD AS THE "POIETZL 0 1 NO HOVEKENT POA PRBGI'FRtfBSfWd FiND THB "POINT OP NO MOVBMENT" W W E TO RIaIDITY HAS 8 8 K N RBWORDBD A 8 THBl "POLNT OP NO
MOVKEZBNT POR IHORTBINLN~". 6 , m a mPoaTen PJACIC NO# AOUNDBD TO THB m m s ~ 10 KIPS (MBMO TO D E S I C I ~ R1.1-4). 7 . THB mfm m x a OF SPANB I ~ L L O ~ PPOR ~ I D LIVE LO= IDALYSIS IB L I M ~ T K DTO a o , H O ~ V B R , A SPECIAL RVN C M ~g ARRaMOBD POR EITRUCTUKSS WITH $PAN& MOHORF THkN 3 0 . 8 . THB WARNING MESShOI ON THE ULTIMATE MOCIKBHT OUTPUT EHlIBT WILL BB PRINTBD ONtr WHBN THB CUMBINBD R B I N P O R C & ~ . I B N T INBPIK "Rp" f8 QREATFIR T ! W 0.30. 9 . PARTIAL PRltCTRgSSLNa DESXUN 15 ROW A V A S W L E POR TESTINU, THOSK D B B I R f N Q TD V8E THTB OPTXON SHQULD CONTACT T I E N LEE AT 0 - 9 2 3 9 POR AS8fBTNCB. 10. DOS-01 D T E b % / 2 3 / 8 8 1 A BU0 WHfCH CAUBBU THI f N T E R N l t FORCE TENRIQN ( T I NOT BQWIiL COMPRXSSION (E) AT THE

11.

ULTIMATE MOKBI4T aTAo3 HAS BEEN CORRBCTEDA DOS-oa DATZD a / r > / e u , !ras R~QUIREPCONCRETE B T R B K ~ T AAT 2 0 DAYS WILL m 8 ROUNL~EDPa THE W B ~ ~ R B SCDO T SSX. IP RBQVTRPID. ( W M O 11-16 DATED 3/2/1972)

r-t.
1 -

Bridge Design Practice - June 1.994

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Page 3124

Section 3

- Prestresswi Concrete

E *

I Bridge Design Practice - June 1994 M

Section 3 - Prestressed Concrete

Page 3125

E *

I Bridge Pesign Practice - June t 994

g,,
00

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52H ~ ~ Z ~ 5 &00A&Q&

Page 3-126

Section 3 - Prestressed Concrete

E *

Bridge Design Praclice - June 1994

M H

a a;: &-a 2 onqo* u.-. .. ddmm

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Section 3 - Prstressed Concrete

Page 3-127

EZ

Bridge Design Practice - June 1994 1

DOOU

a000

Page 3-328

Section 3 - Presfressed Concrete

E *

i Bridge Design Practice June 1994

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Section 3 - Prestressed Concrete

Page 3-129

E *

I Bridge Design Ptactice June 1994 m

Page 3130

Section 3 - Prestresced Concrete

E *

Bridge Design Practice June 1994

Section 3 - Prestressed Cancrete

Page 3-731

Page 3-732

Seetjon 3 - Prestressed Concrete

r-t:

Bridge Design Practice June 1994

Section 3 - Prestressed Concrete

Page 3-7 3 3

1ACCOUNT 1

CALTRANS BDS-VERSION 3 . 0 0

WL-10

05/10/92,

JAN. 05, 1 9 9 4 PAGE 10

D I V L S I O N
OgIDESWAY DIA-STICS

O F

S T R U C T U R E S - C A L T R A N S

AN BRfaGE DE81M PRACFICE EXAMPLE

m O R S FLlND

RESPLTS OF 1 m H SWAY M THE RIQrn

VERTICAL
m E R
5
6

SKEA (KIPS)

MCWN'l'S

(PT-KLPS)
RT

LT
1037.8
874.7 4407.8
-19038. -17645.

BkSED ON E
37522.
17344. 44174.

3250. RSI.

-52098.

E *
. .

Bridge Design Practice - June 1994

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Page 3-135

E *

Bridge Design Practice - June 1994

Sectiun 3 - P restressed Concrete

Page 3-137

E *

Bridge Design Practice - June 1994

Sectiun 3 - P restressed Concrete

Page 3-137

E *

Bridge Design Practice

- June 1994 m

Page 3-138

Secfion 3 - Prestressed Concrete

E *

Bridge Design Practice - June 1994

Section 3 - Prestressed Concreta

Page 3-139

r-

Bridge Design Practlce - June 1994

' . E

m
t1

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Page 3-140

Section 3 - Prestressed Concrete

IACCOUNT :

C b L W S BDS-WRSION 3.00

REL-20

05/1O/PZ,

JAN.

0 5 , 1994 PAGe

17

D I V f S X O N
OTRIAL

O F

AN BRIDGE DESIm PRACTICE

S T R U C T U R E S WAMPLE

- CALTRANS

1 OTANGENTIAL RDTATIONS - RADIANS CtDtKWISE POSITIVE CPAN LT. END RT. END EPAN LT. W RT* SPAEI L T m EHD RT. END O 1 0.000456 -0,000o73 a -0.oo0073 -o.oeooes a - A . 000005 -P. O O O O B O O 1 -0. 060080 -0.OD0042 S 0.000000 -0.000073 6 Q.000000 -0.OOOOQ5 O 7 0.00000~ -0.000080 OHORfZONTAL MEMgER DEFLECTIONS IN FEET AT 1/ 4 P o m a FROM LEF"F " F W M D POSITIVE: O MEMBER 1 E-3600, 0.000 0,035 0.042 0,022 O ,000 O MEMBER 2 ~ ~ 3 6 0 0 . 0.000 e. a i o O.OZZ 0.013 o ,000 O ~ E 3 R E W 3600. o , o00 o. 011 e.oza o. 0 1 4 0.000 O MP~BER 4 E- 3600. 0.000 -0.051 0.001 a . ooa 0.000 OVERTfCAt MEMBER DEFLFCTIONG I N FEET AT 1/ d POfNTB m LEPT END. O -EA 5 En3250. 0.000 0.(100 0.000 -0.001 -0,003 O 6 Es 3 2 5 0 . 0.000 t' 0.000 -0.001 -0.002 -0.003 O MEMBER 7 E= 3250. 0.000 0.000 -0,001 -0.001 -0.a03

MEMBE DEFLECTIONS HAVE BEEN MTLTIPLTED BY A CREEP FACTOR OF 3 .

* *

I A C C O W:

CALTRANS BDS-VEREION 3,00

RCL-10

05/10/92,

ZAN. 0 5 , 1991 PAGE

10

AH OLIW X O l m DIAC1;X)STTCS

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E *

Bridge Design Practice - June 1994

Section 3 - Prestressed Concrete

Page 3-143

E *

Bridge Design Practice June 1994

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Page 3144

Section 3 - Prestressed Concrete

1ACCMfirP:

C A L ~ 3 B D S - V E R S ~ O N 3 3 . 0 REL-10 0

05/10/92,

JAN. 05, 1 9 9 d P A G E

21

D I V I S I O N
OLL N. 1.

O F

S T R V C T U R E S

- C A L T R A N S
.7PT
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AN BREWE T J E S I m PRACTICE EXAMPLE POCITIW LIYE ZOAD m l E N T ENVErAlPE

AND ASGOCIATED SKERAS

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Bridge Design Practice

- June 1994

P o d o
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Page 3146

Secfion 3 - PresfrescedConcrete

E *

Bridge Design Praetice June 1994

w I I m Y L 9 m
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Page 3148

Section 3

- Prestressed Concrete

E *

Bridge Design Practice June 1994

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E *

Bridge Design Practice - June 1994

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Section 3 - Presiressed Concrete

E *

Bridge Design Practice - June 1994

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Bridge Design Praetice - June 1994

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Sectlon 3

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CALTRANS BDS-VERSION 3.00

RFL-10

05110/92,

JAN. 05, 1 4 9 4 PAGE

fZ

OLL NO. 4 .

OMEMBER

1 LEFT

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1ACCOUNT 1

BDS-VERSION 3.00

REt-10

05/16/92,

JAN. 05,

1 3 9 4 PAGE

33

D I V I E I O N O F S T R U C T U R E S AN BRIDGE DERXW PRACTICE EXAEiPLE

C A L T R A N S

+** S P E I k L
OLL EiO

4.

MAX. MIAL

LOAD
OGUPPORT J T . 1
POSITIVE: NEOATIYE:

TOP

TRWK W I T H 3 AXLEB W A S REQUESTED THIS LIVE IrOkD LiVE UJAD CVPPORT RESULTS AXIAL I a A D MAX, WNQITIJDINAL MDMPPT
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IACCMINT:

CAIiTRANS BDS-VERSION 3.00

REL-10

05/10/92,

JAN. 0 5 , 1994 PhGE

34

P I V I S I O N O F S T R U C T U R E B - C A L T R h N S AN BRIDGE D E S I W PRACTICE EXAMPLE

O O

NO PRESTRESS COMBINATION DATA G I W SO DEFAULTS WERE VSED. LIVE LDAD NUMBER 'i* RESULTE USED m e/s DESIGN RND OTHER LIVE MADS, IF P R E S ~ D , ALSO WILL BE CHECKED M DETERMINE THE VLTXMATE: MQhENT C A P h C f T Y .

m FOL-

VAT.WES ARE B R m USED IN THE CRtCtTIrATIOW OF m M E N T D.L. m D FhCMRr 1.30

br

SHEAR REQUIRE3ENTS,

O O

LL NO. 1

ULTIMATE MMENT APPLIED

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0
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+ +

1.00 1.00 1.00 1.00

X (P/R SEC. MDMEWF)

X (P/8 SEC. MDbDZil') X (P/S SEC. SHEAR) X ( P J B $E. SHERR)

c *

Bridge Design Practice - June 1994

Page 3-160

Sedion 3- Presi'ressed Concrete

E4
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Page 3-16?

E *

i Bridge Pesign Practice - June 1994

iY

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Page 3-162

Seciion 3 - Prestrecced Concrete

IhCCbHT :

CALTRANS BDS-WRSION 3.011

REL-10

05/10/92,

J A N . (15, 3994 PAGE

38

D I V I S I O N
OFEMS

O F

AN BIlIWE D E S I W PRACTICE

OTRIAL m 1 0 O
1

DELTAS XN COLUMNS DWE M SHDRTmING P J A C K m l l?FAME 11 PATH m l A m FM PEM NO LT. END RT. END
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E *

1-

Bridge Qesign Practice June 1994

Page 3-164

Secfion 3 - Pnestressed Concrefe

E *

Bridge Design Practice

- Jvne 1994

Secton 3 - Prestressed Concrete

Page 3- 165

D I V I S I O N
DTRIAG 10 QHORIZONT&

O F

S T R V C T V R E B

C A L T R A N S

ImmE 1 MEMBER MOMENTS DUE TO P/s

AN BRIIIGE D E S I m P W T I C E PATH 1A

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1ACCOVEfi r

CALTRANS BDb-VERSTON 3.00

REL-10 05/10/92,

JAN. 0 5 , 1 9 9 4 PAGE 42

m
MPI NO
O 1 O 2

D X V X B I O N O F S T R U C T U R E I G BRIDGE DESI& PRPICTICE -LE

C A L T R A N S

OTRIAL 10 FRAME 1 OHORIZONTAL MEMBER CTRESSES M R ALL PIS PATHS BEWRE m 1 0 8 9 8 8 B O T W FIBBR {PSX)

LEFT
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m

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509.

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381.

350.

IACCOUNT i

CALTMNS

BDS-VERBION 3.00

REL-10

OSJ10/92,

JAN. 05, 1994 PAGE

43

A W

D I Y T S I O N O F S T R U C T U R E B BRIDGE DESIC3 PRACTICE EXAMPLE

C A L T B A N S

OTRIAL l b ! m m E 1 OHORLZONTAL i4EMER STRESBES FUR ALTA PIS PATHS AFTER Att MSSES 80MPI NQ O 1
0 O O O

FIBER (PSI)

LEFP 556.
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29. HORXZOEPTAL U 1 441. O 2 1127. 0 3 972. O 4 738.

2 3 d

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374. 635. 794. 17. 415. 647. 786. 133. 320. 435. 316. MEMBER STRESSEB f?OR ALL P/S PATHS AFPER 260 134. 64, 51. 926 606. 376. 233. 791. 502. 296. 17 O. 651. 510. 415. 342.

,1PT 769. 12.

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.3PT 1004.

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054.

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863.
817.
790.

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683. 658. 568.

.0PT 430. 453.

438.

,9PT
109.

832.
563.

131. 132.
515.

&L

576. MSSES MI?FIBER (PSI) 95. 197. 350. 176. 205. 316. 125. 1SB. 260. 298, 281. 290

548. 579. 510.

453. 306.

061,
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334.

E *

Bridge Design Practice - June 1994

h O a i ~ r i m o r d - ~ n v i *mQilLF*wIDlnm* m
H

m , . V.. .. ' ~ mm ~ m o m
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Page 3-169

E *

Bridge Design Practice

- June 1994

u n
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Section 3 - PresFresced Concrefe

r-G

Bridge Design Practice - June 1994

Seclian 3 - Pmstressed Concrefe

Page 3-171

E *

Bridge Design Practice June 1994

2 0 0

t . . .

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0 0 0

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Page 3-1 72

Section 3

- Prestressed Concrete

E *

Bridge Design Practice- June 1994

Seciian 3 - Prestrecsed Concrete

Page 3-173

E *

Bridge Design Practice - June 1994

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Page 3-1 74

Secfion 3 - Prestresed Concrefe

E *

Bridge Design Practice - June 1994

Cecfion 3 - Prestsesced Concrete

Page 3175

c *

Bridge Design Practice - June 1994

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Page 3-176

Sectian 3 - Prestressed Concrete

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Page 3- 77

E *

Bridge Design Practice June 1994

Page 3-1 78

Section 3

- Presfressed Concrete

E *

Bridge Design Practice

- June 1994

Section 3 - Prestressed Concrete

Page 3-179

E *

Bridge Becign Practice - June 1994

Page 3-180

Section 3 - Prestressed Concrete

Design of Welded Steel Plate Girders

In accordance with the I992 F8eenfh Edition AASHTO Specificat-onsand Revisions by Caltruns Bridge Design Specifications

Contents

4.0
4.1 4.2

................... 4-1 Introduction ..................................................................................... 4-9

Notations and Abbreviations .............................. ..... General Design Considerations ....................................................
4- 10

Design Loads .......................

4.3.1

4.3

......................................................... 4-11 Design for Maximum Loads ........................................................... 4-11

. -

Braced Sections ................................................ . . 4 - 1 1 Unbraced Sections ................................................................................. 4- 13

ShearCapacityandDesign.................................................................... 4-14

4.3.2
4.3.3

4.4

Composite Girders ...........................................................................4 1 6

Fatigue Design
4.5.1

4.5

................................................................................ 4-1 8

Factors Affecting Fatigue Performance ................................................. 4-18

4.5.2 Applied Stress Range ............................................................................. &I9

4.5.3
4.5.4

Allowable Stress Range ........................................................................ 4-20

Type of Loading

...................................................................................

-4-20

4-55 Stress Category .................................................................................

4.5.6

4-20

Redundancy ..................................................................

. . ................. 4-20

4.6

Charpy V-Notch Impact Requirements ......................... ....

4.7

.........4-21 Fracture Control Plan (FCP) ............................................................ 4-22

4.8

Design Example Problem ................................................................

4-23

Design Example Solution

4.9

Loading ......................................................................................... 4-25 .............*..*...*.....*....*....*..**..*...*.**.**..... 4 - 2 5 4.9.1 Dead Load ..*........................ . . 4.9.2 Live Load ....................................... . . .................................................... 4-26
Composite Section Design ................... . . . ....................................... -4-29 4.10.1 Design Loads ................... . . .............................................................. 4-29
4.10.2 Fatigue Loads ...................................................................................... 4-30
4.10.3
4.10.4

4.10

Girder Section ...................................................................................... 4-31

........... -4-37 ............................................6 3 7 4.10.5 Bracing Requirements ..................... . .

4.10.6 Fatigue Requirements .........................................................................-4-38
4.10.6.I
4.10.7

Width to Thicbess Ratios ........................................ ......

Applied and Allowable Stress Rmgw

.................... . . . ............. 4-48

.................................................. 4 - 4 9 ......................4-50 4.10.7.P Moment nnd Shear Interaction .................... . . . 4.10.7.2 Trmncrse Stiffener Design ........................................................ 4-51

Shearksign ................. ,.,..

4.11

Non-Composite Section Design ...................................................... 4-52 .........................................................4-52 4.11.7 DesignLoads ...................... . .

4.11.2
4-1 1.4

Girdersection ................................................

............................. 4-53 . . .
4-55

4.1 1-3 Width to Thickness Ratios ...........................................-. ..................

4.1 1.5

4.11.6

......................................... 4-56 Fatigue Requirements .................................................. . . ...............4-56 ShearDesigmga ....................................................................................... 4-57

Transverse Stifener Design ........................................................ 4-61

Bming Requirements .................. .....

4.11.6.1 MomentandSheorPnreraction ................................................... 4-58

4.J 1.6.2

4.12

Flange-to-Web Weld ...................................................................... -4-63 4.12.1 Weld Design .................................................................................... 4-63 4.12.2 Fatigue Check ...................................................................................... 4-64

4.13

Shear Connectors ............................................................................. 4-65 4.13.1 FatigueDesign .....................................................................................4-65 4.13.2 Ultimate Strength ................................................................................. 4-68 4.13.3 Shear Cannectm at Points of Con&exure ...................................... 4-69
Bearing Stiffener at Pier 2 ...............................................................
4-70

4.14

4.15
4.16

Splice Plate Connection TO BE ADDED ATA FUTURE DATE

....4-75

Bridge Design System Computer Output ............................... 4-A to 4-1

4
Notations

Design of Welded Steel Plate Girders

References wirhin parentheses a r e to Bridge Design Specificatiom,Section 10.
A A

= areaofcrosssection(Artic1es10.37.1.1,10.34.4,10.48.1.1.10.48.2,1,10.48.4.2,
10.48.5.3 and 10.55.1)

AF

= bending moment coefficient (Anicle 1 0 . 5 0 . 1 . 1 . 2 ) = amplification factor (Articles 10.37,l.1 and 10.55. I) = product of area and yield point for bottom flange of steel section (Article
10.50.1.1.1)

= product of area and yield point of hat pan of ~'einfminp which lies in the compression tone ofthe slab (Article 10.50.1.1.1) (AF,Jf = groductof areaand yield p i n t fortop flange ofsteel section (ArtjcIe 10.50.1.1. I ) (My), = product of area and yield point for web of steel section (Article 10.50.1.1.I )
fAFvIt
Af AI, A;

= = = = = =
=

10.39.4.4.2, 10.4821, 10.53.1.2, aud 10.56.3) area of compression flange (Article 10.48.4.1) c o d area of longitudinal reinforcing steel a r the interior support within the
atea of flange (Anicles

Af
A, AW
Q

o
Q

B B b li

= = =
=

= = = = =

b
b b

effective flange w i d t h {Article 1 0 . 3 8 . 5 . 12) total area of longitudinal slab reinforcement steel for each beam over interior support ( M e l e 10.38.5.1 -3) a m of steel section (Articles 20.38.5.12, 1 0 . 5 4 . 1 . 1 ,and 10.54.2.1 1 arm o f web of beam (Article 10.53.1.2) distance from cenltr of bolt under consideration to edge of plate in inches ( A r t i c l e s10.32.3.3.2 and 10.56.2) spacing of uansvwse stiffenen(Atticle 10.39.4.4.2) depth o f smss block (Figure 10.50A) d o of numerically smaller to the larger end moment (Article 10.54.2-2) constant based on the number of s m s s cycles (Article 10.335.1.1 1 constant for stiffeners (Articles 10.34.4.7 and 10.48.5.3) compression flange width (Table 10.32.E A and Article 10.34.2.1.35 distance from center of bolt under cwsideration to toe of Wet of connected part, i n . (Articles 1 0 . 3 2 . 3 . 3 . 2 and 10.56.2) effective width of slab (Article 10.50.1.1.1) effective flange width (Articles 10.38.3 and 10.38.5. E .2) widest flange width ( M c l e 10.15.2.1)

= distance ftom edze of plare or edge af perforation to the point of support

(ArtlcIe 10.35.23) = unsupported distance between points of suppost (Article 10.35.3.7) = flangewidthbemeen we&s (Articles 10.37.3.1.10.39.4.2.10.51.5.l.and 10.553) = widthofsciffeners(krticles10.M.5.2,10.346.10.37.2.4, 1Q.39.4.5.11and10.55.2 = w i & of a projecting flange element. q l e , or stiffener (Articles 10.74.22. 1037.3.2. 10.39.4.5.1.10.48.1, 10.48.2, 10.485,3.10.50. 10.5I.5.5.and 10.55.3) = web buckling coefficient (Articles 10.34.4. 10.48.5.3. 10.48.8, and 10.50(e)) = compressive force in the slab (Artick 10.50.1,1,1) = equivalent moment factor (Article 10.54.2.1) = compressive force in rop portion of steel section (Article 1 0 . 5 0 . 1 . 1 . 1) = bending coefficient vable 10.32.1A, Article 10.48.4.1) = column slendernessratiodividingelasticand inelastic buckling (Table 10.32.1 A) = coefficient about X-axis (Article 10.36) = coefficient about the Y-axis (Article 10.36) = buckling stress cuefficient (Anicle 10.5 1-52) = clear distance b e t w m flanges, inches (Arzicle 10.15.2) = clear unsupported distance between flange components (Articles 10.34.3, 10.34.4,10.34.S,10.37.2,10.48.I, 10.4S.2.10A8.5.10.48.6110.48.8,10.49.2, 10.49.3.2, 1 0 . 5 0 ( d ) ,10.50.1.1.2, 1 0 . 5 0 . 2 . 1 ,and 10.55.2) = dear distance between the neutral axis and the compression flange (Articles 10.48.2.1(b), 10.48.4.1, 10.49.2, 10.49.3 and, EO.SO(d)) = moments caused by dead load acting on compositegirder (Article 10.50,1.2.2) = distance to the compression flange from the neutral a x i s for plastic bending, inches (Articles 10.50. I. 1.2 and P 0.50.2. I ) = moments caused by dead load acting on steel girder (Article 10.50.1.2.2) = bolt diameter (Table 110.32.3B) = diameter of stud. inches (Article 10.38.5.1) = depth of beam or girder. inches (Article 10.13. Table 10.32.1A. Articles
10.48.2 10.48.4.1, and 10.50.1.1.2)

= diameter of rwker or d e t , inches {Article 10.32.4.2) = beam depth (Article 10.56.3) = column depth (ArtEcle 10.56.3) = spacing of intermediate stiffener(Articles 10.34.4.10.34.5,10.48.5.3,10.48.6.3,
and 10.48.8) = mdulus of elasticity of steel, psi (Table10.32.2A and Articles 10.15.3.10.36, 10.37, 10.39.4.4.2, 10-54.1. and 10.55.1)

= modulus of elasticity of concrete. psi (Article 10.38.5.1.2) = maximum induced suess in the bottom flange ( A r t i c l e1 0 . 2 0 . 2 . 1 )
= maximum compressive stress, psi (Article 1 0.41-4.6) = dfowable axial unit stress (Table 10,32.1 A and Articles 10.36. 10.37.1.2. and 10.55.1 ) = allowable bending unit stress ('Table 1 0 . 3 2 . 1 3 4 and Articles 10.37.1-2and f 0.55.1) = buckling stress of the compression flange plate or column (Articles 10.51.1. = =

= = =
=

= = = = =

EQ.51 5, I O . 5 4 . I . 1 ,and 10.54.2.1) compressive bending stress permitted about the X-axis (Article 10.361 compressive bending smss pemrirted about the Y-axis (Atticle 10.36) maximum horizontal force (Article 10.20.2.2) Euler buckling stress (Articles 10.37.1, 10.54.2.1, and 10.55.1) Euler s-ss divided by a factor of safety (Anicle 10.36) computed bearing stress due to design load (Table 10.323B) limiting bending stress (Article 10.34.3) allowable range of stress Uable 10.3.1A) specified minimum yield point of the reinforcing steel ( Atocies 10.38.5.1.2) factor of safety CTable 10.32, I A and Articles 1 0 . 3 2 . 1 and 10.36) specified minimurn tensile strwgth (Tables 10.32.IA and 10.32.3B. Article

lo. 18.4) = tensile saenglth of electrode classification (Table 10.56A and Article 10.32.2) = allowable shear s m s pables 10.32.1A, 10.32.3B and Articles 10.32.2. 10.32.3, 10.34.4, 10.40.2.2) = shear smngth of a fastener (Article 10.56.1.3) = combintd tension and shear in bearing-type connections (Article 10.56.1.3) = specifred minimum yield point of steel (Articles 10.15 -2.1, 10.I5.3,10.16.11, 10.32.1,10.32.4,10.34.10.35,10.37.13,10.385,1039.4,10.40.2.2,10.41.4.6, 10.46, 10.48. 10.49, 10.50, 10.5I.S. and 10.54) = specifie$minimvmyie~dsmngthoftheflange(Article 10.48.1.l.md 2053.1) =s w f r e d minimum yield strength of the web (Article 10.53.1) computed axial compressionstress(Articles 10.35.2.10.10.36.1037.10.55.2. and 10.55.3) = computed compressive bending stress (Articles 10.34.2. 10.34.3, 10.34-5.2, 10.37. 10.39. and 10.55) = unit ultimate compressivestrength of concrete as determined by cylinder rests at ageof 28 days,psi (Anicles 10.38.1, 10.38.5.1.2,10.45,3, and 1 0 . 5 0 . 1 . 1 . 1 E = top flangecompressivestressdueto noncompositedeadload(Amcle 10.34.2.1, 10.34.2.2 and 10.5Nc))

= m g e ofstress due to live load plus impact. i n the slab reinforcement over the suppon (Article 10.3 8.5.1 3 1 = maximum 1ongitudina.lbending stress in the flange of the panels on either side =
= =

= =
= =

= = =
=

of the transverse stiffener (Article 10.39.4.4) tensile suess due to applied loads (Artides 10.32.3.3-3 and 1 0.56.1.3.21 unit shear stress (Articles 10.32.3.2.3 and 10.34.4.3) computed compressive bending stress about the x axis Chicle 10.36) computed compressive bending stress about the y axis (Asticle 10.36) gage between fasteners, inches (Articles 10.16.14 and 10.245) height of stud, inches (Arricle 10.38.5.1.1'1 average flange thickness of the channel flange. inches (Article 10.38.5.I.2) (Articles 10.34.4. 10.34.5. 10.385.1.1, 10.48.5.3, and moment of inertia 10.48.6.3) moment of inertia of stiffener {Articles 20.37.2. 10.39.4.4.I, and 10.51.5.4) moment of inertia of transverse stiffeners (Article 10.39.4.4.2) moment of inertia of memberabout the vertical axisin the plane of the web. in?
(Arude 10.48.4.1) moment of inertia of compression flange about h e vertical axis in the plane of the web, jnP (Table 10.32.1A, Artlcle 10.48.4.1) required ratio of rigidity of one mansverse stiffener to that o f the web plate (Articles 10.34.4.7 and 10.48.5.3) in.4 Uable I 0 . 3 2 . 1 & Article 10.48.4.1 ) St Venanr torsional consmc effective length factor in plane of buckling (Table 10.32. I A and Articles 10.37. 10.54.1 and 10542) effective length factor in the plane of bending (krticle 10.36) constant: 0.75 for rivets; 0.6for high-strerrgch bolts with thread excluded from shear plane (Artlcle 1032.3.3.4) buckling coefficient (Anicles 10.34.4.10.39.4.3, 10.48.8, and 10.5 1.5.4) distancefrom outer face of flange 'totoe of web fillet of member to be stiffened (Article 10.56.3) buckling d c i e n t (Article 10.39.4.4) distance between bolss in the dinxtion of ehe applied force (Table 10.32.38) actual unbraced length flable 10.32.IA and Articles 10.7.4. 10.15.3, and 10.55.1) 'h of the length of the arch rib (Atticle 10.37.1) distance between m v e r s e beams (Anicle 10.41.4.6) unbraced Iength vable 10.48.2.1A and Articles 10.36, 10.48.1.1, 10.48.2. I , 10.48.4.1, and 10.53.1.3)

=
= = =

= =
=

=
=

=
=

= =
=

= length of member between points of suppon. inches (Article 10.54.1.1) = limiting unbraced length (Article 10.48.4.1) L~ = limiting unbraced length (Anicle 10.48.4.1) JL = member length (Table 10.32.1 A and Article 10,35.1) I = maximum bending moment (Articles 10.48.8, and 10.53.2.1) M = moments at the ends o f a member MI M i & M= = moments at two adjacent braced points (Table 10.32.IA, Anicles 10.36A and

&

10.48.4.1)

M ,

M~ Mr

= column moment (Article 10.56.3.2) = full plastic moment of the secrjon {Articles 10.50.1. I 2 and 10.54.2.1 3
= lateral torsional buckhng moment or yield mornen1 (Articles 10.48.4.1 and
10.53.1.3) elascic pier moment for laadmg producing maximum positive moment in adjacent span (Article 10.50.1.1.2) maximum bcnding sucn_eth (Articles E0.48,10.5 1.1. 10.53.1. and 10.54.2.1)
at point of conrraflexure

M, MU

= N 1& EJT = number of shear connectors (Article 10.385.1.2) = number of additional connectors for each beam Nc (Article 10.38.5. J .3)

NS
&.

= number of slip planes in a slip critical connection {Articles 1032.3.2.1 and 10.57,3.1) = number of roadway design lanes (Article 10.39.2) = ratio of mdlulus of elasticity o f steel to that of concrete (Article 20.38.1 )
=

nmkroflongimdinal,stiffeners(ArticIes10,39,d.3,10.39.4.4,md 10.51.5.4)

= allowable compressive axial load on members (Article 10.35.1) = axialcompressiononthemember{Articles 10.48.1.1,10.483.l. and 10.54.2.1 )

= force i n the slab (Article 10.38.5.1.2)

= allowable slipmistance (Article 10.32 2-2-13 = maximum axial compression capacity (Anicle 10.54.1.1) = allowable bearing (Article 10,32.4.2) = prying tension per bolt (Artides 10.32.3.3 -2 and 10.56.2) = statical moment about the neultral axis (drticle 10.38.5.1.1) = ultimate strength of a shear connector (Amcle 10.50.1.1. 1) = radius (Article 10.15 -2.1) = number of design lames per box girder (Article 1039.2.1$

Q.
R

= bending capacity reduction factor (Articles 10.48.4.1. and 10.53.1-3) = a range of stress involving both tension and compression durinz a stress cycle
(Table 10.3.1B)

= vertical force at connecrions of venicd stiffeners to longitudinal stiffeners

(Article 10.39.4.4.83 = venical web force (Article 10.39.4.4.7) = radius of gyration, inches (Articles 10.35.1, 10.37.1, 10.41.4.6, 10.48.6.3, 10.54.1.1, 10.54.2.1. and 10.55.1) = radius of gyration in plane of bending (Article 10.36) = radius of gyration with respect to the Y - Y axis (Article 10.48.1.1) = radiusofgyrationininchesof thecompressionflangeabouttheaxisinthe plane o f the web (Table 10.32.1A, Article 10.48.4.1) = allowable rivet or bolt unit s m s in shear (Article 10.323.3.4) = sectjonmodulus, in.3 (Articles 10.48.2, 10.51.1,1053.1,2,and 10.53+1.3) = pitch of any two S U C C ~ S S ~ Wholes R in the chain (Article 10.16.14.2) = range of horizontal shear (Asticle 10.38.5.1.1) = section mdulus of transverse stiffener. in3 (Articles 10.39.4-4 and 10.48.6.3) = section modulus of longimdinal or transverse stiffener, in.3 (Article 10.48.6.3) = ultimate s m g t h of the shear connector (Asticle 10.38.5.1.2) = section rndulns with respect to the compression flange. in Uable 10.32.1A. Article 1 0 . 4 8 . 4 . 1 ) = computed rivet or bolt unit smss in shcar [Article 10.32.3.3.4) = range in tensile s t m s (Table 10,3,1B) = direct tension per bolt due to external load (Articles 10.32.3 and 1056.2) = arch rib h s t at the quarter point from dead + live + impact loading (Articles 10.37.1 and 1055.1) = thickness of the thinner outside plate or shape ( h i d e 10.35.2) = thichiss of members i n compression (Article 10.35.2) = rhicksess of thinnest part connected, inches (Articles 10.32.3.3.2 and 10.56.2) = cornpured rivet or bolt unit stressin tension, including any stress due to prying action (Article 10.323.3.4) = thjchess of the wearing d a c e , inches (Adele 10.41.2) = flange thickness, inches {Artides 10.34.2.1, 10.39.4.2, 10.48.1.1, 10.48.2.1. 10.50, and 10.51.5.1) = thichess of a flange angle (Article 10.34.22) = &chess of the web of a channel, in. (Article 10385.1.2) = thickness of stiffener (Article 10.48.5.3)

= thickness of flange delivering concentsated force ( A r t i c l e10.56.3.2) = h c h e s s of flange o f member to be stiffened (Article 10.56.3.2) = thickness of the flange (Articles 10.37.3, 10.55.3 and 10.39.4.3) = thickness of stiffener (Article 10.37.2 and 10.552) = slab aichess (Articles 10.38.5.1 -2. 10.50.1.1.1. 10.50.1.1.2) = web thickness, inches (Articles 10.15.2.1, 10.34.3, 10.34-4. 10.34.5, 10.37.2. 10.48. 10.49.2, 10.49.3, 10.55.2. and 10.56.3) = ttuckness of top R a n ~ e (Article 10.50.1.1.1 3 = thickness of outstanding stiffenerelement (Articles 10.39.3.5.1and 10,S 1 3 . 5 ) = shearing force (Anicies 10.35.1,10.48.5.3, IQ.48.8,and 10.51.3) = shear yielding strength of the web (Anides 10.48.8 and: 16.53.1.4) = mgeo f shear due to live loads and impact, kips (Article 10.38.5.1 -1) = maKimurn shear force (Articles 10.34.4. 10.48.5.3. 10.48 -8. and 10,53.1.4$ = vertical shear (Amcle 10.39.3.1 ) = design shear for a web ( A r t i c l e s10.393.1 and 1 0 . 5 1 -3) = l e n g t h of a channel shear connector, inches (Article 10.38.5.I.2) = roadway width between curtrs in feet o r barriers if curbs are not used (Article
16.39.2.1)

= fraction of a wheel load { A r t i c l e 10.392)

= length ofachaanel shear connectorininches measured in a m v e r s e direction on the Range of a girder (krdcle 10.385.1.1) = unit weight of concrete, lb. pet cu.ft (Article 10.38.5.1.2) = wdth of flange between longitudinal stiffeners (Articles 1 0 . 3 9 . 4 . 3 ,10.39.4.4. and 10.51.5.4) = ratio of web plate yield strength to stiffener plate yield strength (Articles 10.34-4 and 10.48.5.3) = distance from the neutral axis to the exireme oum film,inches ( M c Z e 10.15.3) = location of steel sections from n e u d axis (Article 10.50.1. I .l) = plastic section modulus (Articles 10.48.1. 10.53.1.1, and 1 0 . 5 4 . 2 . I ) = allowable range of horizontal shear, in pounds on an individual connmor (Article 10.38.5.1) = constant based on the amber of stress cycles (Amcle f 0 . 38.5.1. f ) = minimum specified yield strengthofthe web divided by the minimum specified yield strength of the tension flange (Articles 10.40.2 and 10.40.41 = area of the web divided by the area of the tension flange (Articles 10.40.2 and

10.53.1.2) =FJF~ (Amcle 10.53.1.21

= angle of inclination of the web plate to the v e ~ c a(Articles l 10.39.3.1 and 105 1.31 = ratio of [oral cross secrional area to he cross sectional area of both flanges
(Article 20.1521

distancefrom the outer edge ofthe tension flange ro the neuud axis divided by ?he depth of the steel section (Araicles 10.40.2 and 10.53.1.2)

= amount of camber, inches (Article 10.15.3) = dead load camber in inches at any point (Article 10.15.31 = maximum value of ADLq inches {Article 10.15.3) = duction factor (Articles 10.38.5.1.2. 10.56.1.1, and 10.56.1.3)
= longitudinal stiffener coefficient (Articles 10.39.4.3 and 10.5 1.5.3) = slip coefficient in a slip-critical joint (Article 1057.3)

Abbreviations
BDS

= Bridge Design Specifcations manual

4.0

Introduction
This section illustrates Load Factor Design (LFD) for a consinuous, welded. structural steel girder highway bridge, composite for positive live load moments accordins ra Section 1 0of the Bridge Design Spec$cations (BDS).

En addition to being classified as symmetrical o r unsyrnrnetsical as shown in Figure 4-1, steel g~rders can be further categorized as follows:

Compact Non-compact Braced

Composik Nan~ompasite Hybrid

Unbraced Transversely stiffened Longitudinally stiffened

Symmetrical

Unsymmetrical

Figure 4-1 Type of Steel Girders

The steel girders designed by C a l m s arc usually welded plate girders. Typically rbese are non-compact aad transversely stiffened: they can be eirher braced or unbraced. The use of longitudinal stiffeners should be avoided if possible as they lead to complicated details and, when extended into tension zones, become a fatigue consideration. Non-compositegirders are generally symmetrical.
A plate girder is a beam built up from plate elements to achieve a mom-efficienr arrangement of material. Plate girders are economical in the span range between 100 to 300 feer Since the 1950's steel girders designed by Calms have been welded plate girders. They are shop welded using rwo flange plates and one wet, plate to make an tshaped moss section as shown in Figure 4-2.

Bearing Stiffeners

f ransverse Stiffener

F i v 4-2 Details of Welded Steel Plate Girder

4.1

General Design Considerations

Members designed by the load factor design (LFD) method are proportioned for a number of design loads. They are required to meet three main theoretical load levels:
1. Maximum Design L m d 2. Overload

3. Service Load

The maximum design laad and overload requirements are based on multiples of the swvice loads with certain other coefficients necessary to insure the required capabilities of the smcture. The maximum desi_mlmd critetia insures h e smcrrrres capability of wirhstanding a few passages o f exceptionally heavy vehicles.
The overload criteria insures conml o f permanent deformation in a member caused by occasional overweight vehicles as specified in BDS. Article 10.57.
Service loads are utilized for the serviceability criteria to limit the live load deflection and provide an adequate fatigue life of a member.

4.2

Design Loads
The moments and shears are determined by subjecting the girder to the design loads. Elastic analysis is used to calculate the various straining actions. The design loads are given by For HS20: 1.3 [ D + 73(L + I)] For permit loading: 1. widely spaced 2. closely spaced 1.3 [ D + ( L + I ) H ~ ~1.15 o + (L+I)p13] 1.3 [D+ (L + I)pi31

Where D = dead load, L = live load (HSZO. P13). I = impact. The factor 1.3 is included to compensate for uncertainties in strength, theory, loading. analysis and material properties. Also, the factors 7 3 and 1.15 are incorporated to allow for variability in overloads.

4.3 Design for Maximum Loads

Welded plate girders of normal proportions are not likely to satisfy the requirements for a compact section, which is capable of developing full plastic stress dismbution. Usually welded plate girders arenon-compact braced or unbraced sections. Thenon-compactbraced section is a section that can develop yield smngth in thecompression flange before the onset of local buckling, but it cannot resist inelastic deformation required for full plastic stress distribution.

4.3.1

Braced Sections

For non-compact braced section;

M u =FJ

.............................................................................................................

(10-97)

Where F, = yield stress and S = elastic section modulus. The section modulus consequently must be proportioned so that

F,S

> 1.310 + %(L + I

h ]

2 1.3[D + (L + I)HS20+1.15(t + I)p13]for widely spaced

2 1.3[D + (L + I)pl3] for closely spaced

For the relationship to be permitted, the following crireria must be satisfied: 1. Width-thickness ratio of the compression flanse:

where b'

= width of projec'ting flanse element = 1

t = flange thickness

2, Depth - thickness ratio of he web:

Where D,is the depth of tbe web in compression and t, i s the web thickness. However, for a symmetrical section this ratio can be exceeded by providing uansverse stiffeners and meeting

< '-

36500 ....,,....,........,..w........

tw-

&

--a-~.................. (1@103$and (10.50(dl)

or for an unsymmetrical section

3. Spacing of lateral bracing of she compression flange :

4 5

20.000,(MIAr . . . .-..-...-.-....,.. ................................................................... (10-200)

FJ

where Af = cross sectional area of compression flange d = total deprh of girder

3.3.2 Unbraced Sections

When a @sder does not meet h e lateral bracing requirement, the section i s considesed an unbraced sect~on and its dtimate moment capacity is given by:

Where M,is the maximum bending strength,M,is the Iateraltotsionalbuckling moment. and Rb is a bendins capacity reduction factor.
When the compression region o f a bending member does not have adequare lateral suppon, the member may deflect laterally in a torsional mode before the compressive bendin, stress reaches the yield stress. This mode of failure is known as "lateral torsional bucung" or simply "lateral buckling".

The tendency of the comprrssionflange to t w i s t is resist& by a combination o f St. Venant and warping torsion. I n misnng W buckhg by warping tomon, the compression flange acts as a column swxgible to buckljng in the lateral direction h closed secrions, such as box girders o r m k . torsional stiffness is generally very large and lateralbuckling is not a concern. However, for open sections, such as plate girders, l a k d buckhng rnust be considemi Because of the complexity of the theofftical expressions for f a t d b t l c b g stress that take into account the simultaneous resisrance to h r a l buckling afforded by SL Venanr and warpinz torsion. conservativesimplified expressions have lteen developedfor design use thaL considerzhe effects separately. Plate girders, u d y deep grders, areconmlJed by warping torsion since h e effect o f St Yenant torsion is s m d The ulrimare moment ~ a p a c i y for unbraced section, as used in AASHTO S p m f ~ d o n pnor s to the fifteen edition, is:

This equation treats tbe compression flange as a column. provided tkar the compression flange is not smaller in width than the rension flange. When using the equation, the moment capacity may kin~reased 20%when the ratio of the end moments is less than 0.7, bur cannot exceed F,S. The specifications also limit the stress in the top flange o f acomposite &er to 0.6 F,under dead load. However, if the width of she compression flange is smaller rhan the rensi~n flange, then the a b v e equation is unconsewauve and the moment capacity should be cal~ulated using

4.3.3

Shear Capacity and Design

The shear capacity of girder webs with msverse stiffeners is given by:

T h l s quation combines the "beam action*'and he "tension field action." The first tern o f
the equauon represents web buckling under shear and the second term represents the additional post-buckling strength.

V,= pIastic shearcapacity =0.58FyDi,.........+................................

and

............... (10-114)

C=

web buckling shear stress web shear yield stress

Depending on the value of D/t, the web can be one of three cases which is given in Article
10.48:

I. Yielding: 6.000&

2. Inelastic buckling:

5-5
I .

7.5004

JF;
: C=

: C=

6,000dk

..................

(1@i151

3- Elastic buckling:

c'

1,500&

4.5xlOJk

JE

....................
5

, ,

........(10-1 16)

where R is the buckling coefficient given by: k = 5 +

v . 9m2

Generally. the effect of bending on the shear strength of a girder can be ignored. However. if the bendins M exceeds 0.75 Muand the shear capacity is calculated from Equation 10-113, then the shear at that section should be limited LO:

Spacing of sransverse stiffeners dong a girder should nor exceed d, derermined from Vb formula nor 30. However. for msverseIy stiffened plate girders with D l t , >150, the stiffener spacing shall not exceed

D [ z ] '

to

ensure rficicnr handling, fabricauon and e m i o n of rhc girder

At simply supposted ends of girders, h e first stiffener space shall b e such that the applied shear will not exceed the plastic or buckling shear force:

and the maximum spacing is limited to 1.SD.

Transverse stiffeners should be proportioned so that the width-thickness ratio shall be

Also,the p s s cross-sectional a r e aofeach one-sided stiffeneror pair of two-sided stiffeners shall be at leas1

where Y = racio ofweb yield strength to stiffeneryield strength; B = 1.0 for stiffener pairs; B = 2.4 for single plates, and; Cis the value used I ncomputation ~f V , .

In addition, the m q k d moment of inertia of stiffeners with respect ta midplane of web is

where J = 2.5($)

--2 10.5 .....................~....~.~-~~..-~..~....~~....~.~~..,.......... (10-107)

Composite Girders
In the non-composite type of sreel girder bridge. the entire dead load and live load of the supersmctureis svpponed by the steel girders alone, with h e deck on1y msrnitting loads to the girders. However. in composite consmction, the concrete deck is keyed ro the steel girders by mechanical means and may thus be considered a component part of the girder.

--Shear connectors

Figure 4-3 Details of Composite Steel Girder

Figure 4 3 shows a s e ~ t i o n and elevation view of a typical composite girder. The concrete deck is keyed to the steel girder by shear connectors.therefore, h e deck sentes as additional upper flange area for rhe steel girder.

In accordancewithBDS, M d e 10.383.1. the assumed effective width of tbeconcrete deck shall not exceed the following:
la) one-founh of the span length of the gder.

(b) the distance center to center o f girders. (c) twelve times h e least thichess of slab
Since the modulus of elasticity of h e concrete deck is different from that of the steel girders, the effectiveness of the concrete as flange material is a function of the modular ratio n = E,/Et. The quivalent net composite section is usually obtained by converting the effedve concrete area to an equivalent area of steeL Thus in Figure 4-3 h e equivalent width of concrete, be,equals the effective widrh, b, divided by n.When the concrete deck has been

convened to an quivalmt area o f steel, the section may be considered to be a steel girder composed of (1) the original steel girder and (2) an additional rectangular flange of width b, Thecomposite bridge steel girder is usually designed &acompositefor live load and noncomposite for dead load. Since intermediate tempomy supports are not normally used during deck place men^ the n e e 1girder alone has to carry I t s own weight in addition to the weight of the deck. Once the concrete hardens the girder and deck will act a s a composite section. Usually three t y ~ of s loading act on the girder:

1. Dead load (weight of girder and slab) 2. Additional &ad load (rail, AC overlay) 3. Liveload

For design putposes the girderis considered anon-composite section for dead load and a full composite section for live load. However. for additional dead load (AC overlay + mil) the girderwill act as a partially composite section. This is because the additional dead Ioad will cause sustained stress on the concrete s d o n . Due to this sustained smss, the concrete will undergo plastic flow, aod its effectiveness in resisting stress will be reduced, The main reasun of dus plastic flow is the creep o f concrete. One conservative way to account for the creep of concrete under sustained loading is to d u c e the elastic modulus E, to Ih Ec whch means increasing n to 3n as in the BDS Article 10.38.1.4.

Figure 4 4 Effect of Creep on Concrete

4.5

Fatigue Design
The farigue provisions of the bridge design specificationsw m developed from r e s m h and studies of failurn in the fidd with respect to in-plane bending: wt-of-plane bending is not addressed. Details for main load carrying members, such as butt weld at rmion flanys and sriffener welds. are familiar to designers. However, fie effects of connections to the main membersate not as famiharandhave been a s o w e of an ~nmasing number of fatigue problems.
Fatige may be defined as the initiation andlor propagation of cracks due to repeated variation of noma1 stresses which include a tensile component. Therefore, fatigue is the prccess of cumulative darnage hat is caused by repeated fluctuating loads. Fatigue damage far a component hat is subjected to nomally elastic s m s s fluctuations occurs at regions of -5s raisers. After a certain number of load fluctuations. the accumulated damage causes the initiation and subsequent propagation o f a crack or cracks in she plastically damaged regions. This prmess can and in many cases d m cause fracture of components. The more severe the stress concentration, the shoster the time to initiate a fatigue crack for the same s m s s cycle.

4.5.1

Factors Affecting Fatigue Performance

Many parameters affect the fatigue perfomance of structural components. They include parameters related to stress. geometry and propeEies of. the component, and external environment.
The s m s paramam include s m s range,constant or variable loading and frequency. The geometry and properties o f the component include s@ess misers. size. s m s s gradient and mechanical propedes of the base metal and weldment The external environment parameters include xernperanrre and aggressiveness of the eavitonment. The major facsors that govern fati-me are:

applied s k s s range number of load cycles applied type of detail

Smchlres are typically designed with a finite fatigue life o ffifty years, however, an infinite fatigue life could be designed for with proper consideration to the items listed above. It is important to note that once fatigue cracks develop, it does not imply h a t the useful life of the smcrute has ended. Usually with minor repairs the svucturecanstill function inrhe same capacity for many years.

4.5.2

Applied Stress Range

The applied stress rangemay bedefined as the algebraic differencebetween exmrne s e s s e s resulring horn h e passage o f load across rhe suucntre. If. as in a compression member. the stress range remains within compressive values there is no fatigue considerations.
C-.

1 cycle

Figure 4-5 Constant Amplitude Cycles

The above figure tepresents fie simplest stress history which is the constant-amplitude cyclic-smss fluctuation.The saess range is h e algebraic difference betwew the maximum stress, , f and the rmnimurn stress, , , f in the cycle.

The other type o f stress history is the variable-amplituderandom-sequence stress history as shown in rhe Figure 4-6. This is a very complex histoy and cannot be represented by an analyticalfunction.The truckloading onbridges isaparucularexampleof this stress hstory.

Time

Figure 4-6 Variable Amplitude Cycles

4.5.3

AUowabIe Stress Range

The following items concrol the allowable stress range. 1. type of loading 2. smss category (connection derail)

2. redundancy

4.5.4

Type of Loading

The number of cycles has a significantaffect on the fatigue design. G e n e d y . by increasing the number of cycles. the allow&le stress range would decrease.

The number of cycles used for fatiwe design depends w the type of rad and live load For example, "Case T ' ,which is the most used case forfreeways (anaverage daily mck uaffic wbch exceeds 2500). bas tbe following live load cycles t o consider for longitudmd m e m h I . HS20 (multi-truck) --.--..-..,. ............................... 2,000,000 cycles 2. HS20 (multi-lane) ...............,.................................................... .50Q.000 cycles 3. Single HS20 (mck), . . . . . . . . . , . . . . . . . . . ................. ~.~............. over 2,000,000 cycles 4. PLoading(P13withHS20) .......,...........~~.~~~~.-.~~~.~~.~.~~................ 100.000cycles
m .. e -......,.........,..

4.5 -5

Stress Category

The main sFress categories A. B , C, D .E and Fare desm-bedin Table 10.3.3 B and illustrated in Figure 10.3.1C o f the Bridge Design [email protected] categories correspond to plates and rolled beams; welds and welded beams and plate girders; stiffener and shon (less than 2 " ) attachments; intermediate (over 2" but less than 4") attachments; long (over 4") attachments and cover plates; and fillet welds in shear, respectiveIy. The most severe connection details are in category E and E ' . These should be avoided as much as pssible because they are regarded as poor details.

4.5.6

Redundancy

Bridge structures are considered non-redundant when the failure of a member or o f a ainzle elemenr could cause collapse of the srrucmre (such as a tension chord in a m s s bridge). The design specification places increased ~estrictions on non-redundam smrctures by imposing lower allowable stress ranges in almos~ all categories.This reduction to a lower smess range makes details that fall into Category E very uneconomical and. in essence. resuicts their use.

In summary. the fatigue allowabIestressranges and number of cycles represent a confidence limit for 95-percent survival of all details in a given category. Also. h e stress ranges are
governed by details that have the most severe gwmeDrica1 discontinuities andforimperfecdons. Iris imponant to note that the fatigue cmcldpropagationis independent of she strength of steel. Therefore. the allowable stress ranges are tndependenr of steel strenrjlfi.

4.6

Charpy V-Notch Impact Requirements

Main load carrying member components subjected to tensile stress are required to provide impact properties as shown i n the table IbeIow. These impact requirements vary depending on the type of steel used and the avetage minimum service ternpewre to which the stmctvre may be subjected.

The basis and philosophy used to develop h a e nquirements are given in a paper entitled 'The Development of AASHTO Fracture-Toughness Requirements for Bridge Sreels"' by John M. Barsom, February 1975.availablefrom the American Iron and Steel Institute, Washingon, D.C.
Charpy V-notch (CVN) impact values shall confom to the following minimorn values:

Table 4-1 Fsactwre Toughness Requirements

Weld& or
Mechanically
Grade

Fracture-Cnticd

Non-Ftactu~eGiticaI

Thiclmess

Fastened

.(Y,P.IY.S.)

(Inches)

Zone 3 Zone 2 Zone 1 Zone 2 Zone 1 Zone3 Ft-Lbs @ "F Ft-Lbs B "F Ft-Lbs @ OF R-Lbs @ "F Ft-Lbs Q "F Ft-Lbs @ "F

36
H3150W

r61H
l%<r14
t<1&

25b70
256370

25B40
25@40 25Q40 25@40 30@40

Be10
25@-10
15@10 25@-10 30@-10

15@70 15@70

15@40 15@4O

154310 15@10

25@70
25@70

Welded

l"h<r12
2 ~ 1 1 4

30@70
30B20

15@70 15@70 20@70

15@40 15@40 20@40

1 5 @ 10 15@10 20@10 20@-10

rSlM

70W
I

1"/3<t12'M 30@20 35@20 2%cr64

30d20 30@20 35@20

25@40

30B-10
30@-30 35@-30

20B50
20@50 25@50

20@20 20@20
1,5@20 15 ($40

20@-10
25@-10
15 @ 10

151%

25@70

25@10

lllirill
Fastened

25070
25@70 25@7O

11040
25@40 25@40

5OI5OW
70W

rllh
lM<r14

25s-I0
25@10
25C-10

::::: 1
15@70 15@70 20@50 20@50

I5FIO
15@40 15@40

llPlO
15@1O

15@10

ill%
2'/:<t<4

30@20
30@20

30@20
30@20

30@-10 30@-30

20820 20@20

20@-I0
20@-10

The CVN-impact testing shall be "P"plate frequency tesring in accordance with AASHTO T-243(ASTM A673). For Zone 3 requiremeets only, Charpy impact tests are required on each piare at each end The Charpy test pieces shall be coded wirh respect to heawlate number and that code shall be recorded on the mill-~est seprt of the steel supplier wirh the
test result. If requested by rhe Engineer. the broken pieces from each zest (three speclrnens. six halves) shall be packaged and forwarded to the Quality Assumce organiadoo of the State. Use the average of three (3) tests. Lf the energy value for more than one af h e rest

specimens is k 0 l w the minimum average requirements, o r if the energy value for one of the three specimens is less than wo-thirds ($5) of the specified minimum average requirements, a retest shall be made and the energy value obtained from each of the three retest specimens shall equal or exceed the specified minimum average requirements.
Zone 1: Minimum Service Temperature 0F and above.

Zone 2: Minimum Service Temperature from -1F to -30F.

Zone 3: Minimum Service Temperature from -3 1"F to -60F

Fracture Control
The FCP is a plan devised to prevent collapse of steel bridges. Much ofthe FCP dates to design, weldmg, and material properties. The designer has h e respwsibibtyfor designating any member or structural component 8s a Fracture Critical Member (FCM) when failure of thatmember would cause the strucnue to collapse. The FCP requires the FCM be fabricated in a qualifiedshop and inspected by qualified inspectors:requires Nondemuctive Inspection (NQI) by qualified testers; supplements the current AWS and AASHTO welding specifications; and specifies material toughness.

It is a comprehensive plan whose adoption shwld improve the w e d quality of steel structures from design through fabrication.

For more detailed infomation see AASHTO's Guide Specification for Fracture Critical Nun-Redundanr Steel Bridge Members,

4.8 Design Example Problem

To illustrateloadfactordesign, portions of an interior girder of a three-span bridge as shown in Figure 4-7 will be designed. The section i n the positive-moment region consists of a welded steel girder acsing compos~telywith the concrete slab. I n the negative moment
resion. the section is designed as a nonaompsite section.

Roadway Section: Figure 4-8 Typical Section Specification: 1992 Fifreenth E;dition AASHTO with fntwims and Revisions by Calbms Loading: 1 . Dead Load 2. Live Load: HS20-44and alternative and permit design load S m c r u d Steel: A709 Grade 50 - assume for web and flanges A709 Grade 36 - assume for stiffeners. etc. Concrete: f , ' = 3.250 psi. modular ratio n = 9

-I
88
A

503'-0'
150'-On

1'-6" I

200"-0"

-EB
150'-0"

1'-6"

ELEVATION

Figure 4 -7 Design Example

F i 4-8 Typical Section

4.9

Loading
Since the spacing between girders exceeds 14 feet (BDS Table x23.1). this is a widely and Ipw. spaced girder and should be checked for load combinations IH
1 " Group = 1.3[D + %(L + I)Hs~o] IPwGroup= 1.3[D + ( L + I)Hszo + 1.15(L + I)p13]

4 . 9 . 1 Dead Load
Trfbutory to Interior Girder

8'-0"

-4

8-0'

i 4-9 Interior Girder Cross Section

Concrete Slab: Assume transverse deck design has been completed and a 10%" thick deck has been selected. Area = (10%112)(16)= 1450 ft2 w = 14.50 (0.150) = 2.18 klft Steel Girder
w = 0.30 Wft (including bracing and fillet welds) (estimated weight)

Type 25 Concrete Bamers: w = '/3(2)(2.61)(0.15) = 0.26 Wft

AC Overlay:

w = 0.035 (16) = 0.56 Wft Dead Load of steel girder and slab = 2.18 + 0.30 = 2.5 Mt Dead Load of rail and AC overlay = 0.26

+ 0.56 = 0.82 Wft

4.9.2

Live Load

For widely spaced girders. the load on each girder wilI be the reaction of the wheel loads assuming the deck between the girders acts as a simpIe beam.
Number of trafficlanes:

width of deck 'betweenrails = 44 - 2 ( 1.75) = 40.5 ft

From BDS 3,6. a traffic lane is 12 feet wide number of traffic lanes = -= 3.38
40.5 12

: .

number o f design traffic lanes = 3.

40.5-een

face of rails

1
1 I
b-

16' between girders

I
12qlane

12' lane

1
I1

12' lane

Figure 4-10 Lomtion of 3 T d c h e s far Maximum Load at B @IS203

Live Load contributory reaction at Interior Girder B (3 lanes)

number of Iive load lanes = 1.44

However, according s o BDS 3.12.1. for 3 lanes use 90% of maximum.

number of design live load lanes = 0.90 ( 1.441= I .30lanes HS20 40.5' between face of rails

12' lane

12' lane

--

-,

Figure 4-11 Location af 2 T d c Lanes for Maximum Load at B (HS20)

Live Load contributory reanion at Interior Girder B (2 lanes)

number of design live Ioad lanes = 1-33 h e s HS20 ,130 for 3-lane trial

: . For IH Group, live load djsmibution= 1.38 lanes

I,= 1.3[D+5/3(1.38)(L+ (*f-MebJOw) IH= 1.30 3.O(L + I)m20
In these expressions the term (t +I ) representsthe effects af one lane of rhe desi-mated live Ioad. including impact,

40.5' between face of raiIs

I

16 'between girders

7 2' lane

12' lane

Live Load con~butory reaction at hterior Girder B

13 P13: RB = -= 0.81 lanes

16

9 HS20: Rg = -= 0.56 lanes

16

For IPwGroup In = 1 3 [D+ 0.56(L+ I)H520 + 1 . 1 5 ( 0 . 8 1 ) [ L + I)p13] tSecrDomac-) IPW =1 . 3 D+ 0.73(L+ I)mzn + 1.22(L+

la tbese expressions the rerm IL +1 )representsthe effectsofone lane of the desi,gated live load including impact.

4.10

Composite Section Design

This seclion illustrutes the design ofan interior girder o f a composite section at 0.4 point o f Span I

4.10.1 Design h a & (See Section 4-16, Bridge Design Sysem Computer Outpur)

Load on Steel Girder Only (Non-composite)

Dead toad girder and slab
*

Moment = 1.3(3,590) = 4,667 k-ft Shear = 1.3(-152) =1 9 . 8k

b a d on Partially Composite Section (PI = 3 x 9 = 27)

Dead Load sail and AC overlay
*

Moment= 1.3(1.221) = 1387 k-ft S h w = 1.3(-5.2) = 4.8 k

Laad on Composite Secrion fn = 9 )

L i v e Load Group IH

MaximumMoment =3.0(2,424)=7,272k-ft AssociatedShear =3.0(17.7)=53.1k Maximum+Shcar =3.0(38.7)= 116k Associated Moment = 3 -0 12,3 191 = 6,957 k-ft Maximum - Sheat = 3.0 (-367) = -1 10 k Assmiated Moment = 3 -011,367) = 4.101 k-ft

Live Load Group Ipw Maximum Moment = 0.7312.424) + 1.22(6.648) = 9,880 k-ft 2 . 0k Associated Shear = 0.73(17.7) + 1.22(48.4) = 7 Maximum + Shear = 0.1308.7) + 1.22(79.1) = 125 k Associated Moment = 0.73(2.319) + 1-22t4.748) = 7,485 k-ft Maximum - Shear = 0.73C-36.7) + 1.22(40.4) = -100 k Associated Moment = 0.73(1,367) + 1.22(3.865) = 5,7 13 k-ft

HSZO (Single Truck) Over 2,000,000 Cycles

HSZO (Multipk Lanes) 2,1000,000 Cycles (Truck Load)

*

+LLM= 1.38(2,360}=3.257k-ft -LLM = 1.38 (- 590) = - 814 k-ft

HS20 (Multiple h e s ) 500.000Cycles ( h n e Loud)

+LLM = 1-38(2,424) = 3 345 k-ft -W= 1.38(-805) =-1,111 k-ft

PI3 with HS20 J00,OOO Cycles

+ 0.8 1(1.15) 6.648 = 7,550 k-ft -LLM = 0.56(-85) + 0.81 (1.15) (-2,219) = -2518 k-ft
+LUI= 0.56/2,424)

4.10.3

Girder Section

Top Flange
Typically, the maximum transported length of a steel plate girder is 120 feet. Due to consuucrion problems. some erectors limit the length of girder shipping pieces to 85 times the flange width. Based on that, for 1TO foot length. the widdr of the compressionflange wiU be about 18 inches, and this dimension can be used for the first trial size.
Try top flange 18" x I "

where the thickness o f the Range can be obtained from the following equation.

b' 9 -=-=9r9.84
$ 1

Okay

Depth to Span Ratio:

D =0 . 0 4 ........,.......,.....~......~-~.~~.~,~............. (105.1) 5

D = 0.04{200') = 8 f t = % in.
For initial sizing of the web the following equation a n be used

Try web 96"x s / $ ' '

3osr0m Flange
Try bottom flange 18" x l1/i'

Composite Concrete Slab

From ArticlelO.38.3, the effective flange width of the slab shall not exceed:

span length = '/4 (150) = 37.5 fr 1. 2. Spacing between girders = 16 ft

3. Twelve times rhe slab thickness = 12 (107/s) = I3 I in. + control

Figure 4-13 Deck Effective Width

Effective concrete area = 131(10%) = 1,425

For a @ally

composite section. n = 3 (91 = 27 .........................................

(1038.1.4)

Calculation of moment ofinertia can be done using b e compositegirder worksheet or with "COMB" on IBM mainfmme. Both methods are illusaated on the following pages.

STAT OF CAUKIRHIA- DEPARTMEWOF TRAHSPbRTAIION

COMPOSITE WELDED GlRDER WORKSHEET

US-09 t 24 ( REV 11911

Job+

m lnmr
Bmnar

CRn-mte

span

Shsel

Of

G h r

sw .
o a k
Ym
h~

SP-T

Seetion Ibr Sla4and Girder Loads

AY

3 @ -i

YI

'

6iTopFlange

9 Web =* x 5/8= 66 49.5 D B O L F I ~ ~ S ~ = ~ 17 X & = 0.75

3 =-

= z *==

98

1,7& 2,970 10.3 4,754

I ,
1 0 ,

S72,n2 1 4 7,Of5

Wcb

= =

f5.5.9 319,902

46,080
365,9=

-yTxS=-

215J66

Yi =
f i c r

n Ibr Cub Lorrds, Railhg, U r l I H m E n=

===
G I i

4,754
107.3

3f9,902
#7,&6
927,548

-518 $57 . 8

5.663

IO,417
I m W I =
-TxL4=-

-. M*om
975,62% 687,771

YrICL

xy]
319,962
1 ~ ~ 2 ~ 9 3 ~

n Concrete ~ms:

brUmbm%(n=I

DL
Rail =

1.587(123(112.75 6 6 . 0 ) = O.l 285,857(27)

= 0.030

ZA==

4,754

= 5 . 3 263.3

fo7.s

f i s w
21,743

Sf42.W lw web = 46,080 r, = 2,198,920

-jjxa=-

t,7y5,3fu

9.88q12)(112.75 82.6)

= l.b

Q n b -

I ,

~ ~ Z ~ . Y I I *

Section Roperties Using "COMP" an 1 1 3 M Mainframe

* u * = * * * * + * * . l * ~ * * - * * . * * * * Y * * + + C

* *

*
I

1
1 1

I I
I

E-*
E

l
W

I I b 2 d I O ~
maw uE
I

~ w w v m o E"w-*m
l

....
cuII

mlr.

:
1

s q
I1

44 l

*
0

+ U + d * h b 4

BW

t-Ql w m l DO I O Q I

a r
II
I

1 C I

-: c s ;
I

Sa , ;o BXO Z l 8, !21 g"

4

"
\

WmNmP-

&ZorruW\P

OegQ4

"

+
a *
1

m+mm
O\Clul
U

m w o E
vrcocn
4 N m I

P-mmul
vl

*
v

lnvm

V)

...... a
1
J
1

I 2 """

- - -

* C *
*
I
C

O W

0
C

l 1 1 0 1

&O' rl
I
Q*

1 I I I
1

+
e

* r. *
tl

* *
C

.
1 1

s 5% g wm
m 3

r.

r
d

ESm?
&

d h o ~

*
1

g I 4
I

a :

-3

an w e <R=>E &low 1 c3nuilk 4 m w m 1

I I

*
*
a
t

m d m m t
I

I s z I H W V I 21 a 4

S 0
o

a
I

tl
W

......

+ I
I

m*

clmwm 1 4 a w LI.OWC)O I b c C O W F U l I O U 4
1
I

l d W

E O

*
+
C

" i d s ?
W W r f

..
4
i

ag.44
-* *0 +

em

WE-m%" O W

...... E
0

2r a m LO

darn

m h

I
I

k l
lc&

-...
1* P
I 0 0

+
*

c j r - m ~ 1

rn

~ n m m %H t N - W E W O N

* *
8
C

U O a r l e F'

*
1

,......
I

Ed
O f l G

.durn

zmeg*
W3S$

trl I I ~ . w ~ H u l hE.u;l

g
1 1
1

W < W &

-la

G zgl:pd mm I I - - I U S d o I *+ -.
u
I-% I I

d 2 W J W L 0 + a . cn o m
l

I . L

* *
I

-s

*
8

8W 3

-a

c gCC -m i%E*a
I CI;I-

. a

............

2 sa;;

2ag/ 1B 5 d

*
s

*
8

* 1 - * = ~ * * * . * * * C - * . * . C * 1 * ~ * * * * * * *

4-34

DESIGNOF WELDED STEELPLATE G~RDERS

Steel Girder Design

Calculate XSection

Check

b ' D -andt fw

Fatigue

Check

Non Compact

Yes Check Shear V, Lb

Calculate v l h d5
I

Check

v Lb

' M o s t economical between d, f, and

stiffener sizes?

Yes
Check: 1. Flange-Web

2 .Shear

' " "

Completed

Flow Chart for h a d Factor Design

/
%

I
,

Transverse StlRener
Wak I 4 m n c r , a r n m k ,
mtXLmrrd\

e)nP .In A P 0

wrnpressron flange

Transverse Stiffener BDS 10.48.5.3

Bending
1. BDS 10.482

Mu = F,S 2. 50s 10.48.4

B = 1.qstiffener pairs)

Figure 4-14 Typical TransverseEy Stiffened Non-Compact Stee1 Section

4.10.4

Width to Thickness Ratios

Requirements for braced oon-compact sections

a) Outstanding leg of compressjon flange. non-compact

b) web requirement for m v e r s e l y smened girder (composite section without longitudinal stiffeners)

Figure 4-1 5 Girder Dimensions

4,10.5

Bracing Requirements

The section Is a non-compact btaced section, It is braced since the compressionRange (top flange) is embedded in the concrete which provides a continuous lateral supporr However, the smss that is induced on h e compression flange from noncomposite dead load should be checked because the flange is unbsaced for dead load.

& = unbraced length

Since the spacing between she cross-frames will be 20 feet, the section is unbmed for noncomposite dead laad, and therefore.a reduction in allowablestresses is q u i d due to buckhng.

Allowable stress

F , , = 0.6 Fv = 30 ksi .....................-.........~..~.~............................ {1 0 . 5 0 1 h l )

Lb = 20 (12) = 240 in.

b' = 1 8 / 2 = 9

Fv = 50 ksi E = 2 9 x lO3ksi

Applied DL stress in top flange

fm = 19.8 ksi

........................................................................... f r o m page 4-33

since F , = 30 ksi >fDL = 19.8 hi. top flange bracing of 20 feet is okay,

4.10.6 Fatigue Requirements

The allowable fatigue s
w ranges are dependent on (BDS Table 10.3. I A):

1, redundant or non-redundant load path strpctures 2. stress cycles 3. stress cattgories

The flaw chart on page 4-39 ilIustmtes a procedure for determining the allowable stress range F,for any fatigue detail.
If failure occurredin the interior girder, the load would be redistributed to rhe exterior girders and the bridge probably would not collapse. Therefore, the interior g-lrderof this three girder system is considered redundant.

The bridge is locared ona majorhighwaywith average daily truck traffic m t e rshan 2,500. From BDS Table 10.32A this is a 'Case I" road and the following stress cycles are to k considered:

Connection

I
I
I
I

I
I
I

Find: Illustration and Number Figure 4-16 (10.3.1C)' Illustrative Examples'

~ ~~

Illustrated Find: Example Number. Read Description and Stress Category Table 4-5 (10.3.18)'

Find:

Find:

Find:

Stress Range, F,.

Non-redundant Table 4.4 (10.3.1A)' ' ( ) Bridge Design Specifications

Stress Range, F , ,
Redundant Table 4.4 (10.3.1A)'

Flow Chart to Find Allowable Stress Range, F ,

Table 4-2 Number of Cycles for Case I

Loa&ag

Cycles
100.OOO
500,000

.PI3 with HS20

HS20 Lane Loading

HS2O Tmck h d n g
HS20 Single Truck Loading

2.W.000

over 2.000.00

D u e to the uncertainty involved in predicting future MIC levels. it is specified thal "Case I"beused f o r d designs. This alsoinsuresthat pemit vehicles are consided since PI 3 with IS20 (at 100.000 cycles) has a smns influence on the fatigue behavior.
The most common types of connections found i n plate girders are:
1. Transverse stiffeners 2. Butt weld of flange plates 3. Gusset plates f o r lateral k i n g 4. Range-teweb weld

Theseconnecsim and &rs arc illusmad i n F i p 4-16 (lllusmtive Examples)and dm5W i nTable 4-5. Table 4-5 is vsed t o select the caregory which matches the detail being considered

The four connectionslisted above have been marked on F i g u r e4- 16 and Table 4-5 and the
results summarized below:

Table 4-3 Common Types of Bridge Connections

Type of Connection I

Sms

Category

IHusuatioa

Toe of transverse stiffeners Butt weld at flanges

gusset to flange)

T or Rev. T or Rev. T or Rev. Sbear

C
B

8. 10
21

3 Gusset for lateral bracing lbolt -Flange-wweb weld

4

B
F

The applicable stress ranges are now read from BDS Table 10.3.1A and shown below:

Table 44 Allowable Fatigue Stress Range

Type of Connection

Figure 4-16 Illustrative Examples

442
DFSIGN OF WELDED STEEL ~
T

GTKDERS E

Table 4-5 @DS Table 103,XB)

Saess IIFusmtive Ca~egofi Example (See Table (See F~gure 10.3.ICF 10.3.1A)

Kind of
General Condidon

Situation

Stress

Plain M e m k
Built-Up Members

Base me& with rolled or cleaned surface. Flamecut edges with ANSI ~m~orhness of 1.000 or less.

T or Reva T or Rev

1.2 3,4.5.7

Base metal and weld m e d ia members of built-up plates or shapes. bithour attachments)connected by
contlouous full penemuon groove welds (with

backing bars removed) or by con'tinuous filler welds p d e 1 to rbe ihcfion of applied s m s . Base metal and weld metal in members of built-op plates or shapes (without aaachments) connected by continuous full penemrim p a v e welds with backing bars not removed. or by conanuous partial p e n e d w ~ wwelds : parallel to h e Manof applied mess.
Calculated flexural s a s s at the toe of tmnsverse stiffener welds on ,met webs or flanges.
u u

T o r Rev

B'

3.4.5.7

T or Rev

- ,.-

Base m t a l at eDds of panial length welded coverplms nawwer b n the flange having square o r m p d eods, with or without welds k s s the ends, o r wider than flange with welds across b e ends.
(a) Flange thickness S 0.8 in. Ib) Range thickness > 0.8 in.

- --

3
+-*^--rrxx r

. -

<-l*Y-ut-&..~~-

---*> ---

r r * u

T or Rev

+ or Rev
T ar R w

E E '

7 7

,B

metd at the ends of partial length welded coverflares wider than l h flange without welds mvss the ends.

E '
B

Groove Welded

Connections

T or Rw Base metal aud weld metal in or adjacent to full pmmtion groove weld splices of rolled or welded s e m o a s having similar profiles when welds are ground flush with griodmg in the direction of applied mess and weld soundness established by nondesrmctive inspection.
+ . -

8-10

0
-.,

Base metal and weld metal in or adjacenr to f l ; ~ penetration groove weld splices with 2 foot radius transitions in width, when welds m p m d f l u b with grindmg m the dmection of applied m s s and weld soundness esrabirshed by nondesmctive inspection.

- -

-*

*+?-

.+-

_--

..b?

.B

>*

. --

T or Rev

13

Table 4-5

( continued)

General Condition

Situation

Kind of Stress

Stress Jilusmrive Category Example (See Table (See Figure E0.3.1A) 10.3.1C)

Base meml and weld metaI in or adjacent to full peaemion groove weld splices at W t i o n s in width or Ihickaess, with wekds ground to provide slopes no steeper than I to 2?/;, wish g l l d m g in he dtrection of h e applied stress. and weld soundness establtskd by nondeshctive inspctioa:
( 3 ) (b)

A A S m M270 Grad% 10011mwIASTM A7091 T or Rev base metal Other basememls TmRw

Base metal and weld metal in m adjacent to hll T or Rev penemxion groove weld splices, with or without mansitions having slopes no prater than 1 t o 21h when b e remfmmmmt is not removed aad weM s w e is established by nondesmctive inspecrim.
Groove Welded
Anachmeots -

Longitudinally Loaded"

to & a sattached by full or partial pmtri~dorr m e welds when the detail lengg. L .io tbe direction of smss, is less tban 2 inches.

Base raetal adj-t

T or Rev

Basemetaladjjacenttodelailsatracbbdbyfullorpmid T or Rev
pemmion grwve welds when the &mil h g g & in ~~wofsaess.isbetweeo2incbesan 12tims d the place thiclmess but lets rhan 4 i n c h .

Basemeralad~tedetdsamlcbedbyfollurp~ penemiw gmive welds w k the detail kmgth, L in kdirectiw of is^^ 12Limes zbeplafe thickness or greater than 4 inches:
(a) Detail t h i c k s 4.0 inebes. (b) Detail thickness 1 1.0 inches,

T or Rev

T or Rev

Bare metal adjacent to details atmbd by fall clr partial penemtion groove wdds with a wansition radius, R, ~egardless of the detail length:
-With the end welds ground smoorh
(a) Transiticm radius 124inches, (b) 24 inches > Transition sadrus 2 6 inches.

T ar Rev

Table 4-5 (continued)

Stsess

11Iustranve

Iiind of
General Condition
Situation

Suess

Category Example (See Table (See Figure 10.3.1A) 10.3.IC)

(cl 6 inches > Transition radius 2 2 inches. (dl 2 inches > Transition radius 2 0 inches.

-For all mansition radii without end weIds ground smooth.

Groove Welded Attachments

T or Rev

16

Transversely
Loadedb,=

Detail base metal attached by full penelmtion p v e welds wirh a uaasition radius. R. regardless of the detail length and with weld soundness mansverse to the direction of stress established by nondesrmctfve inspection:
-With

equal phte thickness and reiafarmment removed

T w Rev

(a) Transition radius 2 24 inches. (b) 24. inches > Transition radius 2 6 iacbes. (c) 6 inches > Transition radius 2 2 inches. ld) 2 inches >Transition radius 2 0 inches. -With equal plate thicand minforcenmenl not removed. (a) Transition d i u s 2 6 inches(b) 6 inches >Transition radius 1 2 inches. (c) 2 inches > Transition r d u s L 0 inches.

T or Rev

C
E T or Rev D E T or Rev
E
1 6

-With unequal plate thickness and reinforcemeat removed.

(a) Ttansition radius 1 2 inches.

(b3 2 mches > Transition &us

2 0 iocbes.

-Fm all &tion

Fillet Welded
Connections

radii w i t h unequal plate thiekmss and reinforcement not removed.

16

Base m e d at derails commmd with m e r s e l y loaded welds, with the welds peqxndicular to the direction of s : (a) Detail thEchess 10.5 inches. (b) Detail thiehess > 05 inches.

T or Rev T or Rev T or Rev

Sbear
X I

C
See Note d

14

Base metal at intermittent fillet welds.

Shear m e s s on throat of fillet welds.
0

E F
_*A"

" .

Table 4-5

(continued)
Stress

Careeary
Kind of

lllusmcive Example
10.3.1C)

(See Table {See Figure

General Conditian
Fillet WeIded AttachmentsLong~tudinally Loaded bc.=

sms
Basemetaladj;tcentmdetaiIsattae.hedbyflletweIds Iw*, L.lo tbe -on of m e s s , n less than 2 mches and a u d - w shear conneclors.

10.3.lA)

TorRev

Base metal adjacent to details anached by m e t welds with leagtb. L.in the direction of stress. between 2 inches md 12 times the plate rhichss bul less
than 4 inches.

T or Rev

Base I&

djacenr to derails anached by fillet welds;

witb length. L. in the direction of stress greater than 12 rimes the plate thickness or greater thao 4 inches:

la) Detail tbickaess r 1.0 inch. (b) Derail t h i c h e s s 2 1.0 inch.

T or Rev
T Or Rev

Base mtel adjacent m details amcbed by fillet welds with a mmibw &us. R. regardless of the &tail leu*
-With
h e end welds ground smootb

T w Rev

(a) Transition radius 2 2 inches. (b) 2 inches >Transition radius 10 inch.

-For all aansidon radii without the end welds

p u n d smooth.

T or Rev

Detail base metal attacbed by M e t welds witb a transition &us. R. regardless of tbe detail length Tramverset y Zoaded (shear stress on the throat of fillet welds governed with the weld in by Category F ) : the direc'tion of -With the end welds ground smooth principal stress bx (a) Transition d u s 1 2 inches. (b) 2 inches >Transition rad~us 1 0 inch Fi tlet Welded
Attachments -

T or Rev

-For a l l ltransition radii without the end welds ground smooth.

T or Rev

Table 4-5 (conrinued)

Illusuative Example (See Table (See Figure 10.3. I A ) 10.3.TC)
Carepry

Stress

General Condiuon
Mechanically FaSte~ed
Connections
I

Situation

Kind of Smss

Base m r a l at p s s section of hlgb saength bolted slip

T or Rev

B
I

resacant connec~oas. excepr axially loaded jainrs which

induce out-of-plane beadtng in connecnng matends.
+ .

Base metal at net secnon of high strength bolred karing-type connections.

T or Rev
T or Rev

21

Base metal at net section of rivered comecrions.

21

* ' T ' signifiest a n g in tmsile mess only. T e v " si,gnihes arange ofstress involving borh tension and compression dm%ng a saess cycle. b"Long~ru~ndl y Loaded" signifies direcrion of applied stressis paraIkI to the longitudinal axis of the weld. Tmsverstly Loaded" signifies direction o f applied s&ss is perpendicular to h e longttu&nal axis of h e weEd cTranmersely loaded panid penemtion m o v e welds are prohibited. Allowable fatigue smss rang on b o a t of fitlet welds aansversely loaded is a fundon of the effective b a r and plare Ibickness. (SeeFrankand Fisher. Journal of the Smcnual Ihvision, ASCE. Yol, 105. No. S n .Sept 1979.)

where S , 'is equal m the allowable mess range for Categwy C given i n Table 10.3.1A. This assumes PO pwePafion at tbe weld root "Gusset plares aaached to girderflange surfaces with only transverse fillet welds are prohibited

4.10.6.1

Applied and Allowable Stress Ranges

I - HS20 (Multiple Lanes) 2.000.000 cycles (Truck) +LLM = 3.257 k-ft -LLM = -8 14 k-ft
Smss range =

3.257(12) (82.6) ,393,606 150,717

+

= 8.20 + 2.94 = 11.1 ksi < 13 ksi < 18 ksi Okay for Category B and C

2. HS20 (MultipIe Lanes) 500.000 (Lane Load) = 3.345 k-fr -LLM =-I,] I I k-ft

+ u

=8.42+4.01 =I2.4ksi<21 ksi ~ 2 9 k s i Okay forCategory Band

3. P13 with HS2Q 100,000cycles + W =7550 k-ft -LLM = -2.5 18 k-ft

= 19.01 + 9.08 = 28.1 h i < 35.5 ksi e 49 h i Okay for Category B and C
4. Single HS20

+LLM
-LLnn

over 2,000,000 cycles (Truck) = 1,912 k-ft = -478 k-ft

1.912(12) (82.6) 478(12) (45.3) 150,717 393.606
+

Stress mge =

Calculations for flange-wwebweld (Category F)axe not shown, see page 4-63 for procedure.

4.10.7

Shear Desip

The shearcapaciry. V,, of the section is dependent on the yield strength and thickness of h e web and the spacing of the transverse stiffener as

where: Ifp

= plastic sbear capaciy = 058F$f, ........................................................................................... = 0.5 B(50)96 (5lg) = 1-740k = ratio of buckling shear mess to shear yield stress

( lo- 114)

The stiffeners are usuahly spaced equally between cross kames up to a maximum of 3D as spexified in BDS M c l e 10.48.8.3.

Maximum do= 3(96$= 288 inches

Try d, = 20 feet = 240 inches = spacing between cross-frames

d - 6.-

- 4 m

= 64.6 and

7,5wfi 7 , 5 0 0 f i
SO, 000

Applied Shear = Ifrn = -19.8

- 6.8 - 110 = - 137 k

V,, = I37 k < V, = 821 k Okay

Check requirements for handling

:.do

D ( z y =9 6 ( $ r

= 275 inches

do= 240 inches 5275 inches Okay

Spacing of transverse stiffeners and cmss-framesis 20 feet.

As might be expected due to low shear demands at the 0.4 point, only minimal stiffeners are r e q u i d . However, as the design check moves closer to the supports, where the shear is higher, the spacing o f the stiffeners may 'become much closer.

4.10.7.I

Moment a d Shear Interaction

( 10.48.8.2)

Moment - shear interaction.......,**-.-h---..-.----..-m. ............................................

If M > 0.75 M uthen a reduction in the allowable sheat. V,must be made. Let M = Mu
-=2.2-1.6-=
vu
*

M M M

2.2-1.6=0.6

......, .......................................................

(1b1 I f )

.=

V = OdVu = 0 . 6 ( 8 2I ) = 493 k

Vm=137k<493k

Okay

4 . 1 0 . 7 . 2 Transverse Stifener Design

Moment o f inertia requited: I = d ~ yJ?...,...............--.... ................................................................................
(10-106)

where:

Area required:

where:

= Ratio of web plate yield to stiffener yield

= 1.0 for stiffener pairs

Since area r e q u i d <: 0 , then the transverse stiffener must meet only the moment of inertia requirement (1b106) and the width-tu-thickness d o :

The width of stiffener is preferred to be at l a s t 6 inches to allow adequate space for cross-

frame connection.

Try 6" x

M" stiffeners
Okay

b' 6 -=-=I2<13.7
1 . c

= 83.7 in4r fqmd

Use 6" x Mustiffeners

=29.5 in4 Okay

Figure 4-17 Web and Stiffener Cross Section

4.1 1 Non-Composite Section Design

This section illustrates the design of n~n-composite section at Pier 2 .

4.11.1

Design h a d s

(See Sectiondl 6. BridgeDesignSysrem ComputerOupui)

Dead Load Girder and Slab

Moment Shear
=1.3{-7,899) = 1.3 (250)

=-10,269k-A = 325 k

Dead Load Rail and AC Overlay

Moment Shear

= 1.3 (-2,686) = -3.492 k-fr = 1.3 185) =Ill k

Live Loads
I . Live Load Group In Maximum moment = 3.0(-3,292) = -9.876 k-ft Associated shear = 3.0(94.9) = 285 k Maximum shear = 3,OC 1103 = 330 k A s ~ moment a ~ = 3.0(-2,634) = -7,902 k-ft 2. Live Load Group Ip, Maximum moment = 0.731-3,292) + 1-22(-5.548) Associated shear = 0.73(94.9) + 1.22(2 17) Maximum shear = 0.73(110) + 1.221279) Associated moment = 0.73(-2.634) + 1.22i4.569)

= -9.172 k-ft = 354 k

=427 k

= -7.497 k-ft

Fatigue Loads (Case I Road)

over 2,000.000 cycles + U = 0.811322) = 261 k-ft -LLM = 0.81(-1.476) =-1,196 k-ft 2. HSZO (Multiple Panes) 2,000,000cycles (uuekS +fLM = 1.38(322) = 444 k-ft = 1.38(-1,476) = -2,037 k-ft U 3. HS20 (Multiple Lanes) 500,000 cycles (Lute) +LLM = 138(365) = 504 k-ft -LLM = 1.38(-3,292) =4 , 5 4 3 k-ft 4. PI3 with HS20 100.000 cycles
1. HS20 (single tsuck)

+LLM -LLM

=056(365)+l.f5(0.81)1,TlO = Q.56(-3292)+ (1.15) 0.8 1 (-5548)

= 1,238 k-ft = -7,02 1 k-ft

4.11.2

Girder Section

The section over the pier is designed as a non-composite section. It is Caluans plicy to minimize theuse of shear connectors i n negative moment areas to minimize weMng on the tension flange.
One method of minimizing the welding on the tension flange is to add additional studs near the DL point of conrraflexure and addtianal reinforcement is placed in the concrete deck overthe pierto control cracking in thedeck. Referencecan bemadeto BDS Article 10.38.4.3

regarding minimum deck reinforcement in negative moment regions.

Another method would be to use shear connectors at the maximum spacing of 24 inches through the negative moment area.

A symmetrical steel section will be used.

Figure 4-18 Equilibrium of Forces

Design Moment Td = F & f

Design Momenc Girder + Slab = - 10269 k-ft RajI + AC = -3,492 k-ft Live Load = - 9,876 k-ft - 23,637 k-ft

Mdrd = 23,637 k-ft

Disrance between c.g. af h e flanges d = % + 2 = 98 inches (assuming 2-inch thick flanges)

Ta make the fabrication of ehe plate girder easier. the web depth should m a i n constan[ throughout the length o f girder. The depth of the web (D= 96") is the same as used in the composite area

57.9 Let b = 18 inclles, t = -= 3.2 inches

I8

Try: 18" x 2%" flanges and 96" x %" web

Y,= & = - + 2 %

96 2

=50.9 inches

= 48.3 h i < SO ksi

Okay

4.11.3

Width toThichessRatios

a) Outstanding leg of compression flange - n-ompact

b) Web - umsveneiy stiffened girder

96 = 154 c 163

s/s

Okay

4.1 1.4 Bracing Requirements

A!

= Area of compression flange = 18(2%) =S1.8

=96+2(27h)=101.8 20.000.000(5 1.8)
= 203.5 inches = 17 feet

"'50.OO(fi1.8)

Let spacing between cross-frames be 15 feet, and no moment reduction due to bracing will be required.

4.11.5

Fatigue Requirements

1- RS20 (Multiple Lanes) 2,000.000 cycles (Truck Load) (434 + 2,03'7)50,9 (12) = 5.07 ksi < 13 ksi c 18 ksi Stress range = 299,04 1

Okay for Category 3 and C

2. HS20 (Multiple lanes) 500,000 cycles (Lane Load) (504+ 4,543$50.9 (12) = 10.3 ksi < 21 ksi < 29 ksi stress range = 299.041

Okay for Category B and C

3. PI 3 with HS20 100,000 cycles (1.238 +7.011)50.9 (12) = 16.8ks.i < 35.5 h i < 49 ksi Stress range = 299,04 1

Okay for Category B and C

4. HS20 (Single Tmck) over 2,000,000cycles

Okay for Category B and C

Calculations for flange-to-web weld (Category F3 are shown on page 4-63.

4.1 1.6

Shear Design

Maximum Shear capacity, V,

where V, = 0.S8FyDt,. .
= 0.58 (50) 96 (5h)= 1.740 k

(10- I 14)

whim do = spacing between transverse stiffeners maximum do= 3D = 3(96) = 288 in.. or for handling = 96
try d, = 15 ft = t 80 in. = spacing between cross-frames
5

f 53.6

Design V=325+111 +421 =857k

Since Design V = 857 k c

V, = 959 k, spacing of aansverse stiffeners, do = 15 fr, is okay.

4.11.6.1 Moment and Shear lnreraction

1. Maximum Sbear - Associated Moment
Vappli~d

=857 k

MaWllrod = - 10,269 - 3.492 - 7,497 = - 2 1 3 5 8 k-ft

Mu

249,041 1

(12)= 24,479 k-ft

0.75 Mu= 0.75 (24.479)= 18.360 k-ft

Since M = 21,258 k-ft > 0.75 M u =18.360 k-ft, a reduction in [he allowable shear. V. must be made.

V = V,(0.81) =959 (0.81)= 777 k

Since applied V = 857 k > allowable V = 7Y7 k N.G.The section must be revised,
The section can be revised by one o r more of the following:
1. Increase flange site.

2. Encrease web thickness. 3. Reduce stiffener spacing, d, Try reducing stiffener spacing. $, = 90 in.

allowable V = 0.81 Vu= 0.81 (1,365) = 1,105 k

applied V = 857 k < allowable V = 1,I 05 k Okay

IF web size were inc-

L = 3/4 i n .and the stiffener spacing rerained the same do= 180 in.

V, = 0.58 FyD r, = 0 5 8 150) 96 I%) = 2.088 k

k = 6.42 as before

M, =-=

Fv I
c

(50)

308.247 =Z* 234 k-ft 50.9(12)

0 . 7 5 Mu= 18.925 k-ft < M = 21,258 k-ft

applied V = 857 k < allowable V = 1,093 k Okay

So either reduce spacing between transverse stiffeners. do= 90in., or increase the size of the

web. r, = 3/4 in.

For this example use:

t,

= 3J4 in. and do= 180 in.

2. Maximum moment - associated shear a) IH Group

M = -10,269 - 3,492 - 9,876 = -23,637 k-ft

0.75M,= 18,925 k-ft < M = 23,637 k-ft

V = 0.70V, = 0.70(1.286) = 900 k applied V = 721 k < allowable V = 900 k O k y

b) IPW Group
M =-10,269 - 3,492 - 9,172 = -22,933 k-ft
V=325+ 111 +334=770k

Mu= 25,234 k-ft

0.75 M, = 18,925 k-ft < M = 22.933 k-ft

V= 0.75V"= 0.75(1,286)= 964 k applied V = 770 k < allowable V = 964 k Okay

4.11.6.2 Transverse StifSener Design

Moment of inertia required:
I = d ot w 3J Where:

.........................................................................................................

(10-106)

Use:

Area Required:

Where:

Y = Rario of web plate yidd ta stiffener yield

B = 1.0 for stiffener pairs

Since area required < 0, then the barisverse stiffener must meet only the moment of inertia requirement ( 10-106) and the width to thickness ratio:

Try 6 x ?hH Stiffeners

-=-b'
- 1 2 ~ 1 3 . 7 Okay
'/z

= 86.6 in? > l,ad = 38.0 i n . '

Use 6" x lh" Stiffeners

F * i 4-19 Web aad Stiffener Cross Section

4.12.1
@ Pier 2

Weld Design
VWhd = 857 k = Design Shear

Applied shear flow at flange-teweb weld

where:
Q I

= static moment = 18 (271s)49.4= 2556 in.3 = 308,257 in."

According to BDS Article 10,236, the minimum size o f fillet weld f 0 ~ 2 ~ / plate 8 " is '/2", but need not exceed the thickness of the thinnerpartjoined. Use M"fillet welds.

mowable shear on h a t of weld

Figum 4-20 Guder Dimensions

F, = ultimate strength of base metal or weld metal. whichevm is smder

For A704 Grade 40

Fm= 65 ksi
F, = 70 ksi

For

weld metal

Use F, = 65 ksi

Fw= 0.45(65) = 29,3 ksi

allowable shear flow on h
a t of two

welds

= 2(l/2) 0.707(29.3)= 20.7 Win.

applied shear = 7.1 1 Win. < allowable = 20.7 Win. Okay

Use 'A" weld

4.12.2

Fatigue Check
TabFe 4-6
Type ofLoad

For flange-to-web weld in shear, the allowable ranges of shear. F,, are:

Cycles
100.000

Category

Frr
15 h i

P13 with HS20

HS20 h
e Lagd

F F
F

500.000
2,W,MX,

12 ksi
9 @i 8 hi

HS20 Truck Load

HS20 Single Truck

over 2.IKK).000

M o w a b l e shear flow for F, for 15 k s i = 2(V2)0.707(15) = 1Q.6 Win.

For 12 h i ............... 2(V12) 0.707(12)= 8.48 Win.

For 9 ksi . . . . , . . . . , . . . . . . 2(ll1)0.70719)= 6-36Win.
For 8 ksi ................. 2(lit3 0.707(8) = 5.66 Win.

Applied Shear Range (See Section 4- 16. Bridge Design System Computer Ourput):
1. HS20Ch.lu1tipleLanes) 2,000,000cydes

(TmckLaad)

Shear m g e = V,= 1.38(87.6) = 121 k

s=-- " 121'215" =l.O Win. < 6.36 Win. Okay 1 308,257

2. HS20 (Multiple h t x ) 500.000 cycles (Lane Load} Shear range = V, = 1.38(119) = I 6 4k

S=-- VrQ

- 161(2'556' = 1.36 Win. < 8.48 klin. Okay 308,257

3. PI3 with HS20 100.000 cycles Shear range = V,= 0.56C119) + 1.15(0.8 11304 = 350 k

s=-= vp 350(2'556)= 2 M Win. < 10.6 HI. Okay

1

308,257

4. HS20 (Single Truck) over 2,oOo,000cycles

Shear range = V,= 0.81187.6) = 71 k

$=--

'

1(2*556)= 059 Win. < 5.66 k/in. Okay 308,257

Shear Connectors
4.1 3.1

Fatigue Design

The shear connectors are designed for fatigue and checked for ultimare strength. Maximum spacing equals 24 inches.

where: S,
V,

Q
I

= range of horizontal shear flow = range of vertical shear due to (LL+I)(Service Load) = stahc moment ofzbe mansformed concrete atea = moment of inenia of the composite section

where:

2,

= allowable range for horizontal shear

for welded studs with Hid 2 4,Zr = ads.where d = diameter of stud and = 13,000for 100,000 cycles a = 10,600 for 500,000 cycles = 7,850 fm 2,000,000 cycles = 5500 for over 2,000,000 cycles

Q
I

= 0.010 from " C O W ' progsam on IBM mainframe

1. HS20 (Multiple Lanes) 2,000,000 cycles (Tmck Load) Allowable range of horizontal shear
Assume 7/s" diameter studs, 3 per row

a = 7.850
3/a )' 3 I8 = 18 khstuds + spacing = zzr= 7.850( 1.000 sr

Table 4-7
Span 1
Abut 1
.

v,
122
I

Qll

SF
1-22
-

Spacing

0-010 0.010

1 1 . 8
17.8
17.1

0.4L1

101
105

1,Of
1.05

0 . 7 L 1

0 . 0I0

2. HS20 (Multiple Lanes) 500,000 cycles ( h e Load)

EZ, =

l 0 . 6 0 0 (%j23
1.000

=24.3 kJ3 studs

+ spacing=-

24.3
s r

Table 4-8

3. P13 with HS20 I 00.000 cycles

zzr = 131000(

1,000

29.9 = 29.9 k/3 stuck -r spacing =Sr

Table 4-9
span 1
Abut I

v,
299 171
199

Qir
0010

S .
2.99 1.71

[
,

Spacing
10.0 17.5

0.4L1
0.7Ll

0 . 010 0.010

1.99

15.0

4.

HS2O (Single Truck) over 2.000.000 cycles

zz, = 5'500''/a'23
1 , OQO

=12.6 k/3 studs -r spacing=-

12.6

S ,

Table 4-10
Span 1
Vr

Qfl

S,

Spacing

~ b 1 ~ t 71.6 0.010 0.7 I6 17.6 0.4L1 59 A 0.010 0.594 21.2

0.7L1
Spacing for Fatigue

61.3

0.010

0.613

20.6

40'

70'

1
I

40'

Rows 8 10

Rows 8 15

No Studs or could use max. spacing = 24"

Abut 1

(z

Pier 2

F -

4-21 Spacing of Shear Studs

Number of smds provided for Span 1:

=(48+56+ l)x3=31Sshrds

These c ~ ~ areo alson applicable to Span 3 because the bridge is symmetrical. Span 2 calculations are similar.

4.1 3.2 Ultimate Strength

The number of studs provided for fatigue must be checked for the ultimate strength of the structure.

where:

N1
S,

= number of studs between point of maximum psirive moment and adjacent end support or point of inflection. = 0.85. a reduction facror = ultimate strength of connector =ultimateforcecapacity,sm~erof PI = A T y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (10-61) P2= 0.8Sf: brb.................................................................................... (10-62)

where:

A, F, f :
b

= area o f steel section = yield point of ssteeI

= compressive strength of concrete = effwtive flange widtb of concrete = h c h e s s of concrete
4 is:

t~

The ultimate strength, S,, of rhe stud comeccot with Rid

where:

f:
A,

= 3350 psi. w = 145 pd,E, = (145)" 33 6 3 . 2 5 0 ' = 3.3

1@ psi. d = 'la in.

F,

= area o f smd section = yield p i n t of stud

therefore P = 3.936 k controls

number of studs N,= -=

P 3.936 = 147 @ S , , 0 . 8 5 ( 3 1 . 7 )

number of studs r e q u i d in compression flange length of Span I = 2 x 147 = 294 smds

915 studs provided for fatigue 294 studs required for strength Fatigue design governs the number of studs in Span 1

4.13.3 Shear Cmectors at Points of Contraflexure

If no studs a~ used overthe negative moment m additional sruds are required at the dead load points o fcontraflexureto anchor the additi& deckreinforcementplaced overthepier. The minimum amout ofreinforcementis 1% of the concrete area of whch two-thirds must be placed in the top layer within the effecrive widdi.
Area o f concrete = 14.50 ft2 = total m of longitudinal slab reinforcemeor over pier Af =0 . 0 1 (14.50) = 0.145 ft' = 20.9 in.'

Number ofconnectors:

where:

N
f,

= number of additional connectors at points of c o n ~ e x u r e

=range of stress due to live load plus impact in the slab reinforcemen~f~may be taken as 10 ksi. = allowable m g e of horizontal shear on an individual shear comectot

-12 6 = 4.2 for 7/sU diameter stud at over 2,000,000 cycles

3

These studs must be placed adjacent te h e dead load point o f contdlexure witbin adistance equal to one-third the effxtive slab width. The reinferring should extend 40 diameters beyond this group.

4.14

Bearing Stiffener at Pier 2

Reaction at Fjer 2 (See Secrion 4-1 6, Bridge Design S w e m Computes Ouput):

DL (Girder + SIab) = 1.3(240+ 250) = 637 k 2. DL (rail + overlay) = 1.3182 t 85) = 217 k 3. Live load - greater of either
1.

IH&oup=3.0(185)=555k b) IW Group = 0.73 (185) + 1.22 (344) = 555k

Ei)

According ta BDS Article 10.34.6. bearing suffeners are designed as concentrically loaded columns.

where:
A, = _mss effective area of column

and

where:

K
r

= effective length factor = 0.75 for welded end connections

= radius of gyrauon. Fy= yield of sfeel. E = 29 x 106 psi. F,, = critical bucklinz stress

The stiffeners are A709 Grade 36 steel. F, = 36 k s i

for short columns assume

P =I,4W = 39.1 in? Artqhd =F , 36

Try:

Pier 2

Figure 4-22 Plan View of Bearing St'Xfeners

Try 8" x

3/4"

PL

web: between stiffeners = 12(3/4) = 9 9 . "

outside stiffeners ( 1&r,.) = 18 C3/44) 3/4 = 10.1 in.?

total area = 55.1 i a '

36

(1 8 . 0 ) ' = 35.6 ksi

PU

=0.85AfF, =0.85(55.1)35.6=1,667 k > I , 4 0 9 k Okay

Check bearing on end of stiffeners

bearing smngth = 1.5F, = 1.5656) = 54 ksi

applied bearing (assuming 192 in. cope on bearing stiffeners) ..

'"09 = 48.2 ksi Okay 618- 1.5)0.75
3/4"

: . use 6 PL 8" x

@ Pier 2

Note: Spacing of bearing stiffeners is normally controlled by the size of the 'bearing pad. Access for welding should also be considered: h e 6 inches shown in Figure 4-22, while adequate for design purposes, will make welding difficult

4.15

Splice Plate Connection

Example and details to be completed at a later date and distributed at that time.

4.16

Bridge Design System Computer Output

The following pages are selected parts of '"BridgeDesip System" for the example problem.

INPUT FILE: STRUCTURAL STEEL DESIGN EXAMPLE

PAGE 1

FRAME DESCRIPTION END MEN JT. COND NO CT RT LT RT D I R / - / /-/ /-/ /-I / - J l-/

SUPPORT OR
SPAN

J
/-/
/-/

1
2

1 2
3

2 3
4

3 4 5

R
P P

H H

I-/ 150.0 200.0

150.0

HLNGE /-J

5
6

2
3

20.0 20.0

90.00 40.00 90.00 5.00

5.OQ

0.0 0.0
0,O

/ 3600.
3600. 3600. 3250. 3250.

DEAD LOAD UNf SEC

K
CT

RT
0.00 0.00 0.00 0.00
0.DO

CARRY OVER FACTORS LT RT

RECALL
MEM
Ci

0.0 0.0

/ /-I 2.500 . 0 0 0 2 . 5 0 0 .000 2.500.000 0.000 . D O 0 0.000 .000

0.00 0.00 0,OO 0.00 0.00

0.00
0.00 0.00 0.00 0.00

0.00
0.00

0.00 0.00 0.00

0 0
0 0

F W E PROPERTIES

END
MEM JT NO LT RT I - / /-I /-/ 1 1 2
2
2

COFID

SUPPORT OR
SPAN

CARRY OVER

LT RT DXR /-/ I--/ /-/

/-/

R
R
P P

150.0
200.0

0.3240E+06
0.3240~+06 0,32403406 0.1625B+05 0.1625E+05

MIN E*T /-/ /

HINGE

e
3600, 3600. 3600, 3250.
3250.
/

FACTORS

LT
0.500 0.500

RT
0.000

DISTRIBUTION FACTORS LT FT 0.000

0.500

/ 0.0

/ -

3
4

3
4

3
5

H H

6.0
0.0

150.0
20,O

2 3

20.0

0.0 0.0

0.000 0.000 0.000

0.500 0.500 0.500 0.500

0.500 0.000 0.000

0.500 0.50Q 0.000 0.000

0.000

***
~ R I Z O M T A F . MFMRER MOMENTS

FT(AMB DOES NOT SWAY WITH THIS LOADINGA***

TRIAL
2920.

Q
. 3 PT

MEM NO L
2

LEFT 0.
-7899.

.1PT

.2PT

1741. -3399.
-4578.

-7899.

101. -1613.
0

3536. 2601. 377.

.Q PT 3590. 4101. 2010.

. 5 PT

. 6 PT

.7PT

.R PT
-1R19,

. 9 PT

RIGHT

3082.
4601.

2010.
4101.

3082.

3590.

377. 2601. 3536.

-4578.

-7899,

101. 2920.

-3399. 1741.

-7899. 0.

HORIZONTAL MEMBER SHEARS TRIAL 97 - 3 59.B 1 134.8 200.0 150.0 2 250.0 202.3 165.2 3 240.2

22.3 lDO.0 127,7

-15.2 50.0

90.2

-52.7 0.0 52,7

-90.2 -50.0

-127.7 -100.0

-165.2 -150.0
-59.R

-202.7

-240.2

15.2

-22.3

-200.0 -97.3

-250.0 -134.8

LOAD DATA
LINE MEM 1

PAGE 2 TRIM, 1

w OR P
0,850
0.850

LOAD COPE
U

FIXED END MOMENTS

A

e
0.0
0.0

CF.FT

0.0

0.

RIGHT 0.

DEFT.T

COWENTS

a
3

a.

850

ASSUMED DATA 150.0 u 0.0 ASSCIMED DATA 2 0 0 . 0 v 0.0 ASSUMED DATR 150.0

a.
0.

0. 0.

0.0

HORIZONTAL MEMBER MOMENTS TRIAL 1 MEM NO LEFT .1PT .2PT .3PT 1 0. 592. 993. 1202. 2 -2686. -1156. 34. P84. 3 -2686. -1557. -619. 128.

.4PT

5221. 1394.
684,

.5PT 1840.

.6PT

.7PT

,BPT

1564.
1048.

684. 1394. 1221.

-30.7

128.
884.

-619.
34.

- 9 PT -1557. -1156.

RIGHT

1202.
-43.4 -34.0

993.

592.

-2686. -2686. 0.
-81.7 -85.0
-45.8

HORIZONTAL MEMBER SHEARS Z 45.8 33.1

2

TRIAL 1
20.3 51.0
56,2
7.6

85.0 81,7

68.0
68.9

34 . O

43.4

-5.2 17.0 30,7

-17.9 0.0 17.9

-17.0
5.2

-7 - 6

-56.2 -51.0 -20.3

-68.9 -68.0

-33.1

LIVE LOAD DIAGNOSTICS

SUPERSTRUCTURE LIVE: LOAD MEM NO.

LT.END

SUPERSTRUCTURE RT.END

SUBSTFXJCTURE LT,END RT.END

UNIT STEEL POSITIVE NEGATIVE

0.

m.

S SCALE

ENCE LINES

GEN

I 2 3
LIVE

1.000

l.oao

i.ooe
1.000
-TRUCK

loo
1.0 1.0
-LANE-

1.0

1.000
1.000

1.0
1.0
P3

a.
UNIFORM

0.

NO

NO

0.
0.

0.
NO.

LIVE
MOM.
RIDER

LOAD NO,

P1

Dl

P2

D2

SHEAR
RIDER IMPACT

LL
YES
YES
YE5

LOAD

M S . SIDESWAY

1,
2,

8.0 14.0 32.0 14.0 32.0 0.640 18.0 26.0 COMMENTS: HS20-44 AASHTO LORDING WITHOUT ALTERNATIVE
0.0 0.0 0.0 0.0 COMMENTS: LRNE LOADING
8.0
1d.D

0,00 NO

1
I

0.0
32.0

0.640
0.000

18.0
0.0

26.0
0.0

0.00 NO
O . f l 0 NO

1-

32.0

14.0

COMMENTS: TRUCK LORDING

. . .

m
W
C)

&
C

Pa.4(U~OO

.m. . m. . o-

mmmm

i2 z d 2 w o a
F!
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......
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VlmNPIQH
4 I F I N R N A I 1 1

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o l

UllnFwmW
Tr?P?IIlr*lrD
M l U 7 t O I

......
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4

s!.<."1
01
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WLnNWIO
WPIdQI
rl L

vl

% + W b
x
urn

d n m w n ~
ddU
d I

......
W O W
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w
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V1

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W h

rnmmmmm mm4mwIn
d r n r t - I
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PJ

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a m

marl
t

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0

n
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2~ ~a
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EXAMPLE PROBLEMS
5.1 5.2

Two Column Bent

S i n g l e Column Bent w / P i l e F o o t i n g Footing

................... .. .. .. .. .. .. w/Pile .. .. .

47

47 65

BIXM;E DESXGN PRACTfCE

JAHUARTp 1982

5-1

1-1

SCOPE

previous issues of "Bridge Design practice" have n o t treated foundation d e s i g n as a separate topic b u t c o n t a i n b i t s of information under various headings.
T h i s section is an attempt to concentrate the material on substructures and foundations and to apply t h e Load Factor D e s i g n method to t h e i r d e s i g n .

The method c o n s i s t s of applying factored l o a d s (AASKTO Article 1.2, Table 1 . 2 . 2 2 A ) to ultimate c a p a c i t i e s of f o u n d a t i o n e l e m e n t s w h i e h have been modified by a s t r e n g t h r e d u c t i o n factor ( p ) ,
f n applying group loadings to b e n t f o u n d a t i o n s , a method

applying seismic loading is presented which is c o n s i s t e n t w i t h t h e c u r r e n t philosophy of seismic a n a l y s i s and d e s i g n .

of

T h e s u b s t r u c t u r e is that part of t h e structure which serves to transmit t h e forces of the superstructure and the forces on t h e s u b s t r u c t u r e i t s e l f onto t h e foundation.

The foundation is that part of a structure which serves to transmit t h e forces of the s t r u c t u r e onto the natural ground.
f f a stratum of s o i l s u i t a b l e for s u s t a i n i n g a structure is l o c a t e d at a r e l a t i v e l y shallow depth, the structure may be supported d i r e c t l y on i t by a spread foundation. If t h e upper

s t r a t a are too weak, the Loads are transferred to mete s u i t a b l e material a t greater depth by means of p i l e s or piers.
The d e s i g n af the structural elements for foundations, substructures and r e t a i n i n g walls i s in accordance w i t h the provisions of AASHTO.

The design of the structural elements i s w e l l codified; t h e s o i l mechanics a s p e c t of the d e s i g n is not oodif i c d to any extent.
The bearing capacities of foundation soils, settlements, the ability of p i l e s to transfer load to the ground, lateral earth pressures and lateral earth resistances are some of t h e iterhs which are d e t e r m i n e d by evaluation o f site Investigations and/or current practice.

I n s t a b i l i t y analyses the factors af safety f o r overturning and sliding are not specified in AASHTO. Determination of values to be used is based on accepted p r a c t i c e and evaluation of t h e r i s k involved. Part 111 will enumerate values c u r r e n t l y used.

112 *I

STRUCTURE FOUNDAT1 ONS

CAPACITY OF SHALLOW FOUNDATIONS

is a term applied t o a footing having a depth to base w i d t h r a t i o of less than or equal to 1. ( D ~ J B c 1) Where depth Df = the d i s t a n c e from t h e ground surf ace 6 the c o n t a c t surface between the s o i l and the base of the f o o t i n g , B = width of f o o t i n g .
Two t h i n g s control the capacity of a shallow f o u n d a t i o n :

A shallow foundation

1) the a b i l i t y of the s a i l to support the loads imposed upon it, known as the bearing capacity of the s o i l .
2)

the amount of total or d i f f e r e n t i a l settlernent t h a t

can be t o l e r a t e d by the

s t r u c t u r e being considered.

2 . 1 . 1

U l t i m a t e Bearing Capacity of S o i l

When a l o a d is applied to a l i m i t e d portion of the surface of a s o i l the surface settles. The r e l a t i o n between the s e t t l e m e n t and the average load per u n i t area ( q d ) is represented by a settlement curve ( F i g . 2-11. ff the s o i l is dense at s t i f f the curve is s i m i l a r to C1. me a b s c i s s a qd of the v e r t i c a l t a n g e n t to t h e curve represents the ultimate bearing capacity of t h e s o i l . If the s o i l is loose or f a i r l y s o f t , the settlement curve may be s i m i l a r t o C2 and the bearing capacity is not a l w a y s w e l l - d e f i n e d , The bearing capacity of s u c h s o i l s is sometimes assumed to be equal to the abscissa g ' of the p o i n t at which the s e t t l e m e n t curve becomesdateep and s t r a i g h t . A more conservative value is to use the bearing c a p a c i t y at the abscissa q n d B at the point where t h e settlement c u r v e C2 ceases to b e linear.

When the bearing s o i l f a i l s along An Fig. 2 - 2 ( a ) . b e a r i n g capacity three components:

capacity of a real footing i s exceeded the a surface of rupture s i m i l a r to f e d e l f in approximate method of e v a l u a t i n g the u tlmate c o n s i s t s of equating s e p a r a t e l y the f o l l o w i n g See Fig. 2-2.

I.
2.
3.

The cohesion and friction of a w e i g h t l e s s material c a r r y i n g no surcharge.

The friction of a weightless material upon a d d i t i o n of a surcharge q on the ground s u r f a c e , The friction of a material possessing w e i g h t and carrying no surcharge.

B R I X E DESfGN PRACTICE

JANUARY, 1982

5-3

The approximate equation f o r bearing capacity of a shallow f o u n d a t i o n is: Q ' c N c + 7 DfNq + 1/27 BNI

9 d = bearing capacity per unit area

c
= cohesion

7 = unit w e i g h t of s o i l

are bearing capacity factors w i t h respect to cohesion and surcharge respective1 y .

NC and N
?II

a c c o u n t s f o r t h e i n f l u e n c e of the weight of t h e s o i l ,

ALI t h e bearing capacity factors are dimensionless quantities depend ing only on 8 .
Meyerhof's values for the bearing capacity factors a r e g i v e n in Fig. 2-3. Fig. 2-4 is a d i r e c t correlation between the b e a r i n g capacity f a c t o r s and t h e N - Y ~ ~ u obtained ~ s from Standard Pene t r a tion T e s t s ,
The s o l i d l i n e s in Meyerhof8s table are to be used w i t h f i r m s o i l s corresponding to load settlement curve C1 in F i g . 2-1.

T h e d a s h l i n e s r e s p e c t i v e l y are for s o i l s which would correspond ta curve C2 in Fig, 2 - 1 , These s o i l s would n o t f a i l in quite t h e same manner as t h e firmer s o i l s , and t h e f o o t i n g s would s e t t l e before shear became mabilized along the entire surface of
F i g , 2-2.

For this local shear f a i l u r e an approximate solution is to use 2J3 the value for both cohesion and f r i c t i o n , i,e,,

tan P R = 2 1 3 tan
t h e equation

for bearing capacity becomes: = 2/3 c Ncv + 7 D f N q * + 1/27 BljrB

and the bearing capacity factors N , ' , H and ~~1 a m taken from the dash l i n e s u s i n g the angle of ghearing resistance 8 ' . ( F i g . 2-31
The bas kc equation f o r beating capacity relates to a continuous or strip footing. Modif ieations of the formula are a v a i l a b l e f o r use w i t h square, circular or footings of other s h a p e s . ( R e f . 13

Tables are also a v a i l a b l e in the references for modifying t h e b a s i c b e a t i n g c a p a c i t y equation f o r the c o n d i t i o n of a footing on or at the top of a s l o p e . (Ref. 2 )

BRIDGE DESXGN PRACTICE

JANUARY- 1982

5-4

2-1.2

mtermination of Allowable Settlement

There are many methods of estimating t h e settlement of a shallow foundation, Some of these are:

1 .

Table, ( R e f . 0 ) t i t l e d "Allowable Bearing on Granular Sediments".

Fig-

3.

A Reyerhof

relation:
qs = N / 8
gs

Equation I

when B
7)

<

4"
4

Equation 2
W h e r e

= 8/12 1

when B

qs = allowable bearing in tons per square foot

N = blow count o b t a i n e d from Standard

Penetration T e s t
p = settlement

in inches

B = w i d t h of the foundation under consideration

Many other methods exist, however, these three a l l relate to t h e value N obtained from the Standard Penetration T e s t which i s used by TransLab Engineering Geology f o r determining soil parameters in
most cases,

If a footing is u n d e r l a i n by a layer or layers of compressible material, settlement due to the compressibility of the layers must be added to t h e amount of settlement obtained from t h e procedures noted above.
2 . 1 . 3
Oesisn Procedures (General)

B i s terieally t h e d e s i g n of s h a l l o w spread foundations cons isted of proportioning t h e footing to d i s t r i b u t e service loads on the f o u n d a t i o n sail such that t h e maximum bearing pressure d i d n o t exceed an allowable capacity as predetermined by TransLab Engineering G e o l o g y .

This allorable bearing capacity was that unit load which it was e s t i m a t e d would produce a maximum differential settlement a5 1/2".
T h e allowable bearing capacity in no case, however* was to exceed the ultimate b e a r i n g capacity reduced by a factor of safety of 3 .

Load factor design of shallow footing foundations w i l l employ t h e use of t h e u l t i m a t e bearing capacity of t h e f o u n d a t i o n s o i l .

Engineering Geology w i l l . n o w be providing values for - TransSab u l t i m a t e b e a r i n g capacity o f spread foundations and infomat ion to the nrethod by w h i c h t h e y were determined.
2*2
A pier

as

CAPACITY OF DEEP FOmDATX ONS

is a s t r u c t u r a l member of steel, concrete or masonry that transfers a load through a poor stratum onto a better one. A p i l e i s e s s e n t i a l l y a slender pier that transfers a l o a d e i t h e r through its t i p o n t o a f i r m stratum (point bearing p i k e ) or through side f r i c t i o n onto the surrounding s o i l ever some portion of its l e n g t h (friction pile).

Load settlement curves for p i e r s and piles are similar to those for footings, The d e f i n i t i o n of bearing capacity of piers and p i l e s is i d e n t i c a l w i t h that of footings.

Piers founded an f i r m soil beneath layers of more eomoressible material a r t mse l i k e -read footings with surcharge approximately e q u a l to y D f . The bearing capacity qp may be determined using the prowr form of t h e basic hearing capacity equation considering the shape af the pier, ff the s o i l surrounding t h e pier i s bomoqeneous the shear patterns in the soil at failure are altered and the bearinq capacity formulas no longer amly.

Consider a c y l i n d r i c a l pier of radius-t, f a i l u r e the load is expressed as:

and d e p t h bf.

At

qp = the bearing capacity per unit of area of t h e s o i l beneath the base.

Ap = the

base area.

f , = the average value a t failure of the -Mined effect of a d h e s i o n and friction along the contact surface between pier and soil. The l a t t e r term, earnmanly referred to as - s k i n friction'. The values for adhesion and friction can b determined the r rnethod of i n s t a l l a t i o n nf approximately in the lab, R r ~ r ~ ~ a pier has a marked i n f l u e n c e on the values,

The bearinq capacity of a p i e r then i s mast t e l i a b l y detsnnined u s i n g empirical ~ l u e s for qp and fS as selected by someone e x p e r i e n c e d in evaluatinq conditions e x i s t i n g at the s i t e and construction procedures.

Tables containing approximate values of the parameters (fs,qp) for various s o i l s and conditions are available in R e f , 1.
2.2.2
Bearing Capacity of

Piles

In general, the beating capacity of a single p i l e is controlled by the structural s t r e n g t h of t h e p i l e and t h e supporting strength of t h e s o i l , The smaller of t h e t w o v a l u e s is used f o r design.
F i l e s driven through s o f t material ta p o i n t bearing may be dependent upon t h e structural s t r e n g t h of t h e pile for t h e i r bearing capacity.

The supporting s t r e n g t h of the soil is t h e sum 05 two factors t h e beating capacity of t h e area beneath the base, and t h e frictional resistance on the c o n t a c t surface area for t h e length of t h e p i l e .
For

point bearing p i l e s the former is of primary significance

w h i l e for friction p i l e s the latter is of primary significance,

S t r u c t u r a l sections of p i l e s are to be designed using t h e provisions for t h e material being used and satisfying t h e minimum requirements specified in AASRTO and this section in foundations. R e f . 13 has s t a n d a r d d e s i g n s for 45 ton and 70 ton piles which are laterally supported by soil, Heme to D e s i g n e r s . 3 - 3 may be used for design of IS* diameter p i l e extensions, Displacement of s o i l during installation of p i l e s creates varying s t a t e s of stress i n the surrounding soil and makes computation of " s k i n frictionw unreliable.
Ranges of empirical values for 'skin frictionn in various soils are in R e f . 1. Local experience is of great value in selecting

empirical values to be used.

The Engineering News Record Formula is a Dynamic Formula for determining p i l e capacity, The formula has been in use in t h i s country for some 90 years. The R4R formula, as w i t h several similar dynamie formulas (banish, Janbu, e t c , ) , estimates bearing known as dynamic resistance from measuring t h e average penetration of t h e p i l e under t h e l a s t f e w blows of the hammer. While the farmula is theoretically sound the results o b t a i n e d from its use are unreliable. R e f , 1 cites load tests on p i l e s driven using ENR which had bearing capacities ranging from 1.2 to 30 times t h e value obtained -by the formula, The formula i t s e l f has a b u i l t in factor of safety af 6, R e f . t and many other respectable s o i l t e x t s recommend against the use of E?lR for determining pile capacity.

T h e Wave Equation is a sophisticated Dynamic P i l e Formula which is now b e i n g used on an experimental basis by t h e TransLab Engineering Geology.

A p i l e l o a d test is probably the best method

available for determining the bearing capacity of an i n d i v i d u a l p i l e . The t e s t s are quite expensive, however, and on s m a l l jobs the cost of their use cannot be j u s t i f i e d ,

are many piles to be driven, a p i l e load test is performed under the d i r e c t i o n of the TtransLab Engineering Geology, D e t a i l s on the performance 05 a pile l o a d test are available in Reference 8,
& I large jobs where there

Design Proeedur@s I General)

P i l e foundations have h i s tarically been designed u s i n g service l o a d s . TransLa b E n g i n e e r i n g Geology has u n t i l now recommended allowable bearing c a p a c i t i e s of p i l e s using a factor of s a f e t y of 2 a g a i n s t bearing f a i l u r e .

The TransLab Engineering Geology w i l l now furnish the ultimate bearing capacity of the p i l e and the method by which i t was determined.
P i l e capacity designations currently used w i l l not be changed an c o n t r a c t documents, standasd p l a n s , etc. For example, the class 7 0 p i l e w i l l be designed using the u l t i m a t e capacity of 140 tons ( 2 8 0 k i p s } , b u t w i l l still be d e s i g n a t e d a ? O ten p i l e .

2 . 3

DESIGN OF BENT FOUNDATIONS

Procedures for design of footings for columns. (Note: Procedures also a p p l i e d to f a o t i n g s for p i e r w a l l s in t h e l a n g i t u d i n a l d iree tion. I

Columns on f nd i v i d u a l F o o t inga betermine calmn section requirements based on the mad Factor Design Group madings in AASBTO and using the design s t r e n g t h a the member, The d e s i g n strength of a member or cross section equals the nominal s t r e n g t h modified by the strength reduction factors ( 8 ) s p e c i f i d in AASBTO. The nominal strength of a member or cross section equals the strength c a l e u l a t d using the s p c i f i e d compressive strength of the concrete and the specified y i e l d s t r e n g t h of the reinforcement,
2.

mtermine as a minimum the nominal moment strength of the column in the direction of the principal axes of the footing
at the locations where p l a s t i c h i n g e s may form when the structure response to se i s m i e l o a d i n g causes i n e l a s t i c action in the columns. These nominal moments s t r e n g t h s s h a l l be those associated w i t h the u n f a e t o s e d dead load a x i a l force. C u r r e n t l y there is a TSO program t i t l e d "YIELDn which can be used to develop i n t e r a c t i o n diagrams for c o l u m n sections. Also i n t e r a c t i o n diagrams for t h e s t a n d a r d column sections are a v a i l a b l e .

BRIDGE DESIGN PRACTICE

JANUARY, 1982

5-8

3.

Determine the column p r o b a b l e p l a s t i c moments. The column probable p l a s t i c moments e q u a l t h e nominal moment s t r e n g t h s i n c r e a s e d by a f a c t o r e q u a l t o 1.30. Using the column probable p l a s t i c moments, determine the c o r r e s p o n d i n g column s h e a r f o r c e s . Determine t h e a x i a l f o r c e s i n t h e columns due t o . o v e r t u r n i n g when t h e p r o b a b l e p l a s t i c column moments a r e developed. Using t h e s e column a x i a l f o r c e s combined with t h e dead load a x i a l f o r c e s , determine new column p r o b a b l e p l a s t i c moments. Using t h e s e new probable p l a s t i c moments determine t h e column shear forces. I f t h e sum of t h e s e new column s h e a r s a r e not reasonably c l o s e (within 10 percent) to t h e s u m of t h e p r e v i o u s l y determined column s h e a r s , r e e v a l u a t e t h e column p r o b a b l e p l a s t i c moments and column s h e a r s .

4.

5.

The u l t i m a t e moments to be used f o r d e s i g n i n g t h e f o o t i n g s h a l l be t h o s e t h a t a r e t h e l e a s t c r i t i c a l of t h e following two cases:

A.

The f i n a l column probable p l a s t i c moments a t t h e base of t h e column. The column moments a t t h e base of t h e column f r m an e l a s t i c seismic a n a l y s i s b e f o r e any r e d u c t i o n f o r d u c t i l i t y ( 2 f a c t o r ) . Two o r t h o g o n a l d i r e c t i o n s of e a r t h q u a k e motion s h a l l be c o n s i d e r e d . The moments which r e s u l t from t h e a n a l y s i s of e a r t h q u a k e motion i n one d i r e c t i o n s h a l l be combined w i t h 30 p e r c e n t of t h e moments which r e s u l t from t h e a n a l y s i s of e a r t h q u a k e motion i n t h e o t h e r d i r e c t i o n . T h i s w i l l r e s u l t i n a p p l i e d moments a c t i n g i n two o r t h o g o n a l d i r e c t i o n s s i m u l t a n e o u s l y . The two p o s s i b l e combinations of See F i g u r e 1. moments s h a l l be considered.

B.

6.

The h o r i z o n t a l f o r c e induced i n t o t h e s t r u c t u r e a t t h e b e n t is l i m i t e d t o t h e column s h e a r f o r c e a s s o c i a t e d with t h e development of t h e probable p l a s t i c moments. The l a t e r a l r e s i s t a n c e o f t h e f o o t i n g may be c o n s i d e r e d adequate provided t h e m a t e r i a l surrounding the f o o t i n g and upper p o r t i o n of t h e p i l e of p i l e f o o t i n g s h a s a s t a n d a r d p e n e t r a t i o n v a l u e , N, of a t l e a s t 4. The p i l e s f o r p i l e f o o t i n g s should be designeri to s u s t a i n l a r g e induced c u r v a t u r e s and s t i l l m a i n t a i n t h e i r d e s i g n a x i a l load. The u l t i m a t e v e r t i c a l f o r c e s tc be used f o r d e s i g n i n g the f o o t i n g s h a l l be t h e unfactored dead load f o r c e combined w i t h t h e a x i a l f o r c e s a s s o c i a t e d with t h e u l t i m a t e moments o f S t e p 5. Design a f o o t i n g t o r e s i s t t h e u l t i m a t e moments and f o r c e s Of For r e s i s t i n g the v e r t i c a l f o r c e s and moments S t e p s 5 and 7. use the u l t i m a t e s o i l bearing c a p a c i t y o r t h e u l t i m a t e p i l e

7.

8.

axial capacity using

1* 0 .

a s t r e n g t h reduction factor

(81 e q u a l to

When determining t h e flexural capacity of t h e f o o t i n g , use a s t r e n g t h s e d u c t i o n factor ( $ 1 e q u a l to 1 . 0 and a y i e l d s t r e n g t h of reinforcement equal to 1 . 0 tines f

When determing the shear capacity of t h e f o o t i n g , use a strength r e d u c t i o n factor ( 0 ) equal to 0 . 8 5 and a y i e l d strength of reinforcement equal to 1 . 0 times fy,
9.

Design t h e p i l e s of p i l e footings to s u s t a i n large curvatures and t h e d e s i g n a x i a l force.

When determining t h e transverse

reinforcement required in t h e

p i k e s , consideration s h a l l be given to c o n f i n i n g the eare in those regions where p l a s t i c h i n g e s may be expected-to form. In these regxons the minimum volumetric r a t i o s h a l l be:

P ,

0.12

2 (0.5

1.25

greater than-0.012.

-1'e cAg

, except

P, need not be

I Generally, where t h e soil s t r a t a below t h e f o o t i n g increase in s t r e n g t h w i t h depth t h e plastic h i n g e in t h e p i k e s can be assmed to form at the footing. For this case the confining reinforcement s h a l l extend not less than twice the l o n g e s t cross-sectional dimension of the p i l e or 36 i n c h e s , whichever is greater, )
The minimum recommended transverse reinforeement in the top 6 feet Qf p i l e 20- B or less s h a l l be equivalent to a W6.5 s p i r a l at 3 inch pitch* the minimum transverse reinforcement in the remainder af the p i l e s h a l l be equivalent to a W6.5 spiral at 6 inch pitch.

when determining the a x i a l tensile force resistance of the p i l e s p use a strength reduction factor ( 0 ) equal to 1 . 0 and a y i e l d strength of reinforcement equal to 1 . 0 times f y m
Uhen u p l i f t capacity of the piles is required, verify with the TransLab Engineering Geolegy that the p i l e l e n g t h s p e c i f i e d is adequate for the design axial t e n s i l e force,
10.
Check the footing d e s i g n u s i n g the Load Factor Design Group Loadings in MSHTO, except omit Group VfI, The u l t i m a t e soil bearing capacity shall be m o d i f i e d by a s t r e n g t h r e d u c t i o n factor ( $ 1 e q u a l to 0.5 and t h e u l t i m a t e p i l e bearing capacity shall be modified by a s t r e n g t h r e d u c t i o n factor ( $ 1 equal to 0 . 7 5 .

When checking t h e adequacy of t h e footing sections use t h e design s t r e n g t h of t h e member specified in AASATO. R e v i s e footing, if r e q u i r e d .

BRIDGE DESIGW PRACTICE

5-10

11.

Transverse column reinforcement shall be provided for confinement and shear resistance.

The cores of the collrmn s h a l l be confined by transverse reinforcement in the regions where p l a s t i c hinges are expected to form.
The e x t e n t 0 5 these r e g i o n s s h a l l be a s s m e d to be length not less t h a n (1) t h e maximum dimension of t h e column, ( 2 ) o n e - s i x t h of the clear h e i g h t of t h e column, ( 3 ) 24 i n c h e s . For t h e flared end of a flared column t h e extent of t h e plastic hinge region shall be assumed to be a length e q u a l to the flare length p l u s the greater l e n g t h ef (11, ( 2 1 , or ( 3 )

above. The transverse reinforcement for son fin em^-t within these regions s h a l l provide t h e seater of t h e ' s o fellowing volumetric ratios f o r s p i r a l l y reinforce& columns:

volmetsic r a t i o s for s p i r a l l y reinforced colmns:

m e transverse reinforcement for confinement at any laeation w i t h i n t h e eolwmn s h a l l provide t h e following volumetric

ratio f o r spirally reinforced columns:

It i s recommended that a l l coltmvls be spirally reinforced.

For those e o l m s reinforced transversely w i t h rectangular hoop reinforcement, refer to SEAOCUs .Recommended Lateral Sorce Requirements and Commentary' for t h e required confinement reinforcement, and AASHTO.
T h e d e s i g n colman shear forces determined in Step 6 s h a l l be resisted by concrete and transverse column reinforcement. fn regions where p l a s t i c hinges may form, use the core section of t h e ealumn to reslst the shear force, fn regions other t h a n where p l a s t i c h i n g e s may form, use t h e gross section of t h e column to resist the shear force.

When d e t e r m i n i n g the shear resistance of the column, use a strength reduction factor (41 equal to 0.85 and a y i e l d s t r e n g t h 0 5 reinforcement equal to 1*0 times f ~f m e transverse reinforcement required for con f inemgnt is also adequate for shear t h e n ne a d d i t i o n a l transverse reinforcement is required. The reinforcement requirements far confinement and shear are n o t a d d i t i v e .
2

For columns considered hinged at t h e top 0 5 the footing, the bottom of co2umn design shear forces and d e s i g n a x i a l tensile forces s h a l l be resisted by concrete area and vertical reinforcement according to the provisions of AASHTO,
The column d e s i g n a x i a l compressive f o r c e s h a l l be resisted by concrete area and vertical .reinforcement according to the p r w i s i o n s of AASHTO. Vertical reinforcement provided to resist the column shear forces and the column axial t e n s i l e forces may te u s d in resisting t h e colvmn a x i a l compressive

force.
*

i -

Global x-x

Bridge Plan & Z-Z Axes

(Local Y-Y r Z-z Axes)

Lnngi tud i n a l mad R e s u l t s

Case f

Transverse Load R e s u l t s
Case 2

where

and HZ are about loeel axes.

l om bin at ion* of Orthoqonnl

figure

S e i s m i c Forces

- 13.

A t each bent, i n d i v i d u a l footings may be connected by ties to d i s t r i b u t e the total horizontal force in the plane of the b e n t to each footing in proportion to its c a p a b i l i t y to resist horizontal forces. The ties s h a l l be capable of resisting in t e n s i o n and compression the d e s i g n u l t i m a t e a x i a l force requirled to red l s t r i b u t e t h e t o t a l horizontal force.

When determining t h e t e n s i l e capacity of the tie use a s t r e n g t h reduction factor ( 8 ) equal to 1 . 0 and a y i e l d s t r e n g t h of reinforcement equal to 1 . 0 fy. When determining the compressiw capacity of t h e tie use strength reduction factor ( $ 1 e ual to 0 . 7 5 , a concrete s t r e n g t h equal to f \ and a y i e d strength of reinforcement equal ko 1 . 0 f
a

Y*

14.

T h e bent cap and girders s h a l l be capable s f resisting unfactored dead l o a d forees ad moments combined with seismic

forces aird moments.

The u l t i m a t e seismic moments to be considered s h a l l be t h o s e that are the least critical of the fellowing two eases:
A.

which r e s u l t from using the f i n a l top of column probable plastic moments as an applied load.
The moments

B.

The moments which result from an e l a s t i c seismic analysis before any r e d u c t i o n for d u c t i l i t y ( 2 f a c t o r ) . Tm, orthogonal directions of earthquake

motion shall be considered.

The moments which result frem t h e analysis of earthquake motion in one d ircetian s h a l l be combined w i t h 3 0 percent of the moments which result from t h e analysis of earthquake motion in the other d i r e c t i o n . The t w possible eombinatiens of moments shall be consider&.

T h e ultimate seismic a x i d and shear forees to be considered s h a l l be those associated with the Beast critical u l t i m a t e seismic moments.

When determining the flexural capacity of t h e members, use a s t r e n g t h reduction factor (fl) equal to 1 . 0 and a yield strength of reinforcement equal to 1.0 t i m e s f Y*
When determining the shear capacity of t h e members, use a strength r e d u e t i a n factor ( j 8 ) equal t o 0 - 8 5 and a y i e l d s t r e n g t h of reinforcement equal to 1.0 times fy.

-Columns on Combined 4 Common l F o o t i n g

1 .

Determine the eslvmn section requirements based an the Load Factor Design Group m a d i n g s in AASHTO, and u s i n g the d e s i g n strength of the member.
For each column determine the column probable p l a s t i c moments and the column a x i a l forces and shear forces associated with the development of the probable p l a s t i c moments,

2.

3.

The u l t i m a t e moments to be used as a p p l i d moments for d e s i g n i n g the f o o t i n g s h a l l be d e t e r m i n e d as s p e c i f i e d in Step 5 of the procedures for "Columns on I n d i v i d u a l Footings".
T h e u l t i m a t e h o r i z o n t a l forces and ultimate vertical forces to be used as applied forces for d e s i g n i n g the f o o t i n g s h a l l k d e t e r m i n e d as specified in Steps 6 and 7 of the procedures f o r "Columns on X n d i v i d u a l Footings'.

4.

5.

fn the transverse d i r e c t i o n , assume the footing is a continuous beam on an e l a s t i e supportl either s o i l or p i l e s . In the l o n g i t u d i n a l direction, assme the f o o t i n g is s oneway f o o t i n g . Using the s o i l or p i k e reactions o b t a i n e d , d e s i g n the footing sections. C o n s i d e r a t i o n s h o u l d be given to t h e t e n s i l e force applied to the footing due to the difference in column shears.
Design a f o o t i n g to resist the ultimate moments and forces of Steps 3 and 4 . For resisting the v e r t i c a l forces and moments use the u l t i m a t e s o i l bearing c a p a c i v or the u l t i m a t e p i l e bearing capacity and u l t i m a t e p i l e u p l i f t capacity using a s t r e n g t h s e d u c t i o n factor (83 equal to 1.0* Far r e s i s t i n g the l a t e r a l forces use the u l t i m a t e capacity of the s o i l or p i l e s using a s t r e n g t h reduction factor ( 8 ) e q u a l t o 1-0.
When determining the f l e x u r a l capacity

of the footing, use a strength r e d u c t i o n factor ( 0 ) equal to 1 . 0 and a y i e l d strength of reinforcement equal to 1 . 0 times fy. When d e t e r m i n i n g the s h e a r capacity of the f o o t i n g , use a strength r e d u c t i o n factor ( 0 ) equal to 0 . 8 5 and a y i e l d s t r e n g t h of reinforcement equal to 1 . 0 times fy.
6.

Design the p i l e s af pile footings ta s u s t a i n large curvatures and the d e s i g n a x i a l force. Refer to Step 9 of the proced ares for Columns on -1ndiv i d u a l Footings'

7.

Cheek the footing design u s i n g the mad Factor Design Grow madings in RASHTO, except omit Group V f f . The ultimate s o i l b e a r i n g capacity s h a l l be m o d i f i e d by a s t r e n g t h r e d u c t i o n factor ( 8 ) equal to 0.5 and the u l t i m a t e p i l e bearing capacity shall k modified by a strength reduction factor (83 equal to 0 , 7 5 ,

When checking the adequacy of the f o o t i n g s e c t i o n s , use the d e s i g n s t r e n g t h of the member specified in AASHTO. R e v i s e f o o t i n g , i f required.
8.

D e s i g n the column transverse reinforcement Zo provide for c o n inernent and shear resistance. Refer to Step 14 of the procedures for oColmns and I n d i v i d u a l Footingsn.
D e s i g n the connection of hinged columns to r e s i s t the u l t i m a t e forces d e t e r m i n e d in Step 4 . Refer to S t e p 12 of the procedures Zor *Columns on I n d i v i d u a l Footings

9.

".

10- The bent cap and girders s h a l l $e capable of resisting unfactored dead laad forces and moments combined with seismic forces and moments. Refer to Step 14 of the procedures for "Columns en I n d i v i d u a l Footings'.
Columns as Extensions ef P i l e s

1 .

Using the Load Factor Design Group madings in AaSRTO, determine the required pile embedment and the required column and p i l e sections.

For determining the required p i l e embedment t o resist the applied moments and l a t e r a l forces use a l i m i t i n g equilibrium a n a l y s i s , For this analysis, use u l t i m a t e l a t e r a l soil pressures modified by a strength r e d u c t i o n factor ( 8 ) e q u a l ta 0.5. For determining the column and p i l e section r e q u i r e m e n t s , use the d e s i g n s t r e n g t h of the members,

Jf t h e l o c a t i o n of the maximum moment in the p i l e d i f f e r s s i g n i f i c a n t l y from the location of p i l e f i x i t y assumed for t h e frame analysis, c o n s i d e r a t i o n should be g i v e n t~ making a r e v i s e d frame analysis,

Determine the column and p i l e probable p l a s t i c moments at t h e lacations where p l a s t i c h i n g e s may fom. Assume the p l a s t i c hinge in t h e p i l e o c c u r s at the p o i n t af maximm mment d e t e r m i n e d in Step I, or if the column s e e k i o n probable p l a s t i c moment at the columnJpile connection is less, assume a p l a s tie h i n g e occurs at the colmn/pile c o n n e c t i o n .

mtermine t h e column and p i l e shear forces and a x i a l forces t h a t are associated w i t h the development of the selected
probable .plastic moments. Reevaluate the probable p l a s t i c moments, shear forces, and a x i a l forces for the effects of over turningf if necessary.
3.

using the u l t i m a t e moment at t h e location of the p l a s t i c h i n g e or p o i n t of maximum moments near the ground surface and the associated shear force as loads, check if the p i l e embedment d e t e r m i n e d in Step 1 is adequate. Use a limiting

equilibrium a n a l y s i s using the u l t i m a t e lateral soil pressures modified by a strength reduetion factor (B) equal to 1 . 0 , Increase the pile embedment, if required,
The ultimate moment t o & used s h a l l be that which is the l e a s t critical of the following two cases:
A.
8.

The final column probable p l a s t i c moment,

The resultant moment from an elastic seismic analysis before any zleduction for ductility ( 2 factor 1, TWO orthogonal directions of earthquake m o t i o n s h a l l be considered. The rrrrments which result from the a n a l y s i s of earthquake motion in one direction s h a l l be combined w i t h 30 pzrcent of the m e n t s which result from the analysis of earthquake motion in the other d i r e c t i o n , The two p o s s i b l e resultant moments shall k considered,

4.

Check t h e p i l e and superstructure deflections using the Service Load Group Loading in AASATo except o m i t Group V I f , Use t h e longest of t h e following p i l e embedment l e n g t h s :

1) t h e length 2 ) the l e n g t h 3 ) the lengfi Geology to

determined in Step 1 . determined in Step 3. specified by t h e TransCab ~ n g i n e e r i n g resist the a x i a l forces.

U s e an elastic method of analysis, and revise the p i l e section and/or embedment, if r e q u i r e d ,

5. D e s i g n t h e column and p i l e transverse reinforcement to provide for cenf inement and shear resistance. Refer to S t e p 11 of the procedures for 'Columns on I n d i v i d u a l ~ o o t i n g s m A

6.

~ e s i g nthe zonnectim of columns hinged a t the top of pile to resist the applied ultimate forces.
The forces to be used s h a l l be t h e least critical of t h e following two cases=
A,

The unfaetored dead load forces combined w i t h the forees associated with the development of the probable p l a s t i c moments a t the t o p of the column.
The unfaetosed dead load forces combined w i t h the forces from an elastic seismic analysis before any reduction f o r d u c t i l i w ( 2 f a c t o r ) . nJo orthogonal d i r e c t i o n s of earthquake m t ion s h a l l be c a n s i d e r e d . The forces which r e s u l t f r m t h e a n a l y s i s of earthquake motion in o n e direction shall be combined w i t h 30 percent of the forces, w h i c h result frm the a n a l y s i s of earthquake m t i o n in the other direction.

B .

BRIDGE DESfGN PRACTZCE

JAAaARYp 1 9 B 2

5-17

The two possible sets of r e s u l t a n t forces s h a l l be c o n s i d e r e d . Refer t w S t e p 12 of t h e procedures for "Colmns on I n d i v i d u a l Footings',

7.

The bent cap and g i r d e r s shall be capable of resisting u a f a c t o r e d dead load forces and moments combined w i t h seismic forces and moments. Refer to Step 1 4 of t h e procedures f o r 'Columns on I n d i v i d u a l Footings*.

2.4 type-

DESIGN OF ABUTMENTS

hx> types

of abutments are d i s c u s s e d , a seat- type and a diaphragm-

besign of S e a t - w e Abutment Procedcres for the d e s i g n of a seat-type abutment which uses p i l e s at the end of the wingwalls plus the lever arm afforded by the wingwalls t o resist overturning moments,

The procedure w i l l be i l l u s t r a t e d u s i n g an abutment for the 2-span box girder s t r u c t u r e used in the concrete des i g n course.
1 .
2.

Determine the embedment of the diaphragm and t h e length of wingwalls required to s a t i s f y site requirements.

betermine number and s i z e of elastomesic b e a r i n g pads r e q u i r e d u s i n g service loads from superstructure a n a l y s i s . Refer to M e m o to Designers 7-1.
Assume p s e l i m i n a q dimensions far wingwallsr abutment diaphragm, hackwall, c u r t a i n wall, w i n g w a l l f o o t i n g , and transverse shear key. See F i g u r e s A-2, A-3 and A-4.

3.

4.

Determine unfaetared dead load of abument, s t a t i c earth pressure, seismic earth pressure, and horizon taP and v e r t i c a l Eorees transferred from the superstructure. See Figure A-5,

5,

using the l o a d factors and group l o a d i n g s in AASHTO, determine the number of p i l e s required to resist the v e r t i c a l and horizontal forces and overturning moments. Use the u l t i m a t e bearing capacity, u l t i m a t e l a t e r a l r e s i s t a n t e and ul t h a te tensile capacity of the p i l e s mod if i e d by a st s t n g th reduction factor ( 0 ) equal to 0.75 for all group loadings except VIf far which use a s t r e n g t h r e d u c t i o n factor I B ) e q u a l to 1 . 0 . For purposes of analysis assme a pinned support at the j u n c t i o n of abutment diaphragm and the f r o n t row af p i l e s .
Using factored l o a d s , d e s i g n the f o l l o w i n g elements using the d e s i g n s t r e n g t h of the member as s p e c i f i e d in RASHTO:

6.

BRIPGE DESfGt? PRACTICE

JAHI3AKP. 1982

5-18

1) a b u m e n t diaphragm
*

2) 33
4)

5)
6) 7)

abutment backwall l o n g i t u d i n a l shear key at base of backwall transverse shear key a t end of abutment diaphragm c u r t a i n wall wingwalls f o o t i n g at end of wingwall.

Xn des i g n ing the abutment diaphragm cons i d e r a t i o n should be given to the torsional load c r e a t e d by the eccentricity of the earth pressure .and forces transferred through the elastomeric bearing pads. T h i s torque is resisted by the wingwalls and wingwall p i l e s . The wingwalls s h o u l d be d e s i g n e d f o r a v e r t i c a l moment in the plane of the w i n g w a l l s to r e s i s t the torque frm the abutment diaphragm.
I n d e s i g n i n g the wingwall, cheek the vertical shear capacity a t the m i n i m u m section at the wingwall footing.

In d e s i g n i n g the wingwall to baekwall/abutment diaphragm connection, take into account the shear and moment due to earth pressure an the w i n g w a l l and the f a c t t h a t for this type of corner detailr where the moment tends to open the cornet* it is d i f f i c u l t to: maintain the moment capacity of the v i n g w a l l section around the j o i n t area, Consideration s h o u l d be g i v e n to using a haunch in the corner even for abutments w i t h o u t skew.
Ilesign of Diaphragm Abument'

Procedure for the d e s i g n of a diaphragm abutment on either p i l e s or can t i n u o u s spread f o o t i n g w i t h cantilevered w i n g w a l l s ,

The procedure i s i l l u s t r a t e d using an abutment 5oc the 3-span T-beam structure used in the concrete d e s i g n course.

I.
2.

mtermine the dimensions of the d i a p h r a q , wingwall. etc,, s a t i s f y site requirements.

to

If diaphragm rests on elastomeric bearing pads, determine their s i z e and number u s i n g semiee l o a d s ram superstructure analysis,
Determine factored a x i a l load. Find number of p i l e s or area af spread footing required using ultimate capacities of soil or p i l e s reduced by appropriate fl factor i . e . (0.5 or s o i l .
0.75

3.

for p i l e s ) ,

Design abutment wall as cantilever u s i n g the d e s i g n strength of t h e member as specified in AASHTO. Longitudinal force applied a t base of cantilever w i l l be d e p e n d e n t upon the type of support as follovs:

On Concrete P i l e s
L o n g i t u d i n a l Farce HX, = Vlgross section) = vc pile)

v ,

fts [per

v Y

r a/s

Where:

Vc = nominal shear strength provided by eoneretee

Vs = nominal shear s t r e n g t h provided by shear reinorcement.

A,

= area of shear.reinforcement w i t h i n
s, In square ~ n c h e s .

a distance

fy = specified yield strength of non-prestressed r e i n orcement, in psi,

d = d i s t a n c e from extreme compression fiber to

c e n t r o i d of longitudinal t e n s i o n r e i n otcemen t , but need n o t be less than 0.80h for prestressed members, in inches, (For circular' sectionsr d need not be less than the d i s t a n c e from extreme compression f i b e r to centroid of t e n s i o n reinforcement in opposite h a l f of member. 1

s = spacing of shear reinforcement in direction p a r a l l e l to longitudinal reinforcement, in

inches,
DL = unfaetored dead load.
Ag = gross

area of section, in square inch'es.

' , = specified compressive strength of mncrete,

in p s i .

b, = web width, or diameter of circular section, in inches.

On S t e e l 45T Piles
U s e HL = 30k [pet pile1

an Elastomeric B e a r i n s Pads
use BL = 25 % of

unf actorcd dead load,

T h e s e v a l u e s are to be used in l i e u of more exact a n a l y s i s whrch g l v e s greater v a l u e s . Minimum reinforcement ta he # 5 at l B u in both faces,

5.

Wingwalls are d e s i g n e d u s i n g Group froading and the fallowing:

Earth Pressure

E = (0.53

R , y h2

h = h e i g h t of wall at point considered.

L i v e Load

Regardless of Group used, consider as 2' equivalent earth surcharge.

For convenience the equations in BRIDGE DESIGN AIDS pages 3-6 may be used c o n s i d e r i n g L of w a l l and s = 2' then applying factors:

BRTDGE DESfGR PRACTICE

JARUIVIP, 1982

5-21

Load p e r Unif of Area

Re/crfiun befween h f e n ~ i f y o f /oad and seftkmenf of a /oof/jy on C , dense o r sfiff and C2 / O O J ~ OP ~ o i D C f JO~/.
Figure 2-1

B R X E E DESLCN PRACTICE

JANUARY, 2 9 8 2

5-23

BRIDGE DESXGR PRACTICE

-

JARUARYr 1 9 8 2

5-24

Anpfc o/ m f c ~ m lf ~ ~ c h o r r , &yew

P,

BEAR1,WG CAPACl T Y FACTORS

Figure 2-4

e s f k f h a//uwab/e soil pressure +?or t"oo tiny on sun on fhe basis o/ rcsu/fs of sfandcrrd p e n e f r ~ f / b n f e d .
0

Char i

~7

Figure 2-5

BRIM;E DESIGN PRACTfCE

S W A R T , 1982

5-26

1x1-

EARTH RETAX Uf NG STRUCTURES

3 . 1

STATES OF STRESS

When the maximum shearing s t r e n g t h i s f u l l y mobilized along a surface w i t h i n a s o i l mass, a failure condition known a s a state of p l a s t i c (or l i m i t i n g ) equilibrium is reached. Rankine's active and passive s t a t e s of stress result when shear.stressas equal to the maximum shearing s t r e n g t h of the s o i l develop uniformly and unhindered in t w o major directions throughout a soil mass due to l a t e r a l extension or compression.

the combinations of shear and normal stress with a soil mass a l l lie below t h e l i m i t i n g envelope { s e e F i g . 3-11, t h e soil is in a state of elastic equilibrium. A special c o n d i t i o n of e l a s t i c e q u i l i b r i u m is t h e " a t-rest" s t a t e , where the sail is prevented from expanding or compresring l a t e r a l l y w i t h changes in the vertical stress.
Where

The l i m i t i n g eguilibrim theories all require t h a t t h e maximum shearing strength of the soil i s mobilized. This however, requires deformation in the soil. me deformation O f a supporting s t r u c t u r e h a s only a local effect on the state of stress in the s a i l , The remainder of the s o i l remains in a s t a t e af e l a s t i c e q u i l i b r i u m . The s t a t e af stress in t h e locally d i s t u r b e d zone and the shape of t h i s zone is dependent on the amount and type of w a l l deformation* This a l s o determines the shape of the pressure d i s t r i b u t i o n on t h e w a l l and t h e i n t e n s i t y of the pressure. When a wall moves outward, the s h e a r i n g strength of the retained soil resists t h e corresponding outward movement a t h e soil and r e d u ~ e sthe earth pressures 0 x 1 the wall.

The earth pressure c a l c u l a t e d for the active state i s the a b s o l u t e minimum value. When the w a l l movement i s towards the r e t a i n e d soil, the shearing strength of the soil resists t h e correspanding s o i l movement and increases t h e earth pressure on the wall, The earth pressure (or rcsistanceS c a l c u l a t e d for the passive stare is t h e maximum value that can be developed.
T h e m o u n t of movement required t a produce the aetive state in t h e s o i l is d e p e n d e n t mainly en t h e type 0 5 b a c k f i l l m a t e r i a l * Fig. 3-2 g i v e s the outward movement of a wall which is necessary to produce an a c t i v e s t a t e of stress in the r e t a i n e d s o i l , The movements required to produce full passive resistance are considerably larger, espec~ally in cohesionless m a t e r i a l . These requirements apply whether the movement is a l a t e r a l t t a n s l a t i ~ n of the whole w a l l or a rotation about t h e base. The pressure distributions for full

B R I X E DESIQI

PRACTICE

JmARP* 1382

5-27

a c t i v e and p a s s i v e states are b a s i c a l l y triangular for constantly s l o p i n g ground,

The amount of wall movement which w i l l t a k e place depends mainly upon t h e foundation conditions and t h e flexibility of the wall. The d e s i g n e r must i n s u r e that t h e c a l c u l a t e d earth pressures correspond to t h e a v a i l a b l e w a l l movement. A frees t a n d i n g wall need only be d e s i g n e d for a c t i v e earth pressure as f a r as s t a b i l i t y i s concerned, since i f it s t a r t s to s l ~ d e or o v e r t u r n under higher pressures, the movement w i l l be sufficient to reduce the pressures to a c t i v e , Howevert if it is on s s t r o n g foundation or otherwise f i x e d se t h a t adequate stability is provided, t h e stern may be subject to pressures near those for the at-rest state.

3 . 2 . 1

The Rankine Earth Pressure Theory

Rankine's e q u a t i o n s g i v e the earth pressure on a v e r t i c a l plane which is sometimes called the v i r t u a l back of t h e w a l l , The earth pressure an the vertical plane a c t s in a d i r e c t i o n p a r a l l e l to t h e ground s u r f a c e and i s d i r e c t l y proportional to t h e vertical d i s t a n c e below the ground s u r f a c e (see Figure 3-31

Provisions f o r Rankinegs conditions in cohesive s o i l s w i t h a horizontal ground surface are a v a i l a b l e ,

3,2.2

The Coulomb Earth Pressure Theory

T h e theory d i r e c t l y gives the r e s u l t a n t pressure a g a i n s t the back of a retaining s t r u c t u r e for any slope of t h e w a l l and f a r a range of wall friction angles. It assumes that the s o i l s l i d e s on t h e back of t h e w a l l and mobilizes the s h e a r i n g resistance between the back of the wall and soil a s w e l l as t h a t on t h e failure surface,

The Coulomb equations reduce to those of t h e Rankine t h e o r y sf a vertical w a l l surface w i t h an angle of w a l l friction equal to the backfill slope is used, O t h e r cases of w a l l slope or w a l l friction require curved surfaces of s l i d i n g to satisfy s t a t i c e q u i l i b r i u m . The degree of eusvature may be quite marked, especially for p a s s i v e conditions. However, Caulombls t h e o r y assmes that t h e failure wedge is a l w a y s bounded by a plane surface, and it is therefore only an approximation for passive conditions. It is usually on the unsafe s i d e if t h e wall f r i c t i o n a n g l e exceeds l / 3 8.

T h e simplifying assumption also means that static equilibrium is n o t always completely satisfied. For example, the forces a c t i n g on the soil wedge cannot all be resolved to a c t through a common point, T h e error from an e x a c t s o l u t i o n i s proportional to t h e a m o u n t by which s t a t i c equilibrium is n o t s a t i s f i e d ,

B R f E E 5ESXGM PRACTICE

JA#UARY,

1982

5-29

The b a c k f i l l is divided into wedges by selecting planes through t h e heel af the wall. The forces a c t i n g on each of t h e s e wedges are combined in a force polygon so that the magnitude of the resultant earth pressure can be o b t a i n e d . A force polygon is constructed even though t h e forces acting on the wedge are often not in moment equilibrium. T h i s method is therefare an approximation v i t h the same assumption as the equations for Coulomb's c o n d i t i o n s , and f o r a ground surface v i t h a constant slope will g i v e the same result, If the conditions arc the same as those for Rankine's equations t h e Trial Wedge earth pressures w i l l corresp~nd ta t h e s e also. The limitations an wall f r i c t i o n and passive pressures mentioned in t h e use of the Rankine and Coulomb equations also apply to t h e T r i a l Wedge Hethod. The adhesion of the soil to the back of the w a l l in cohesive s o i l s is neglected since it increases t h e tension crack depth and hence r e d u c e s the active pressure.
For the a c t i v e east the maximum value of the earth pressure calculated for the various wedges is required. T h i s is obtained by interpolating between t h e calculated v a l u e s . For t h e passive case t h e required minimum v a l u e is s i m i l a r l y obtained,

The direction of t h e r e s u l t a n t earth pressure and t h e force polygons s h o u l d be obtained from the consideration of Sections 3 . 2 . 1 to 3.2.3. For t h e cases where this force acts parallel to t h e ground surfaces. a substitute c o n s t a n t slope s h o u l d be used, as shown on Figure 3-4, f o r s o i l both v i t h a n d without cohesion.

For an irregular ground surface t h e pressure d i s t r i b u t i o n is not triangular. However, if the ground does not depart signif i e a n t l y from a plane surface, a l i n e a r pressure d i s t r i b u t i o n may be assumed and t h e constructions given in Figure 3-5 and 3-6 used. A more accurate method is given in F i g u r e 3-7, The l a t t e r should be used when there are n o n u n i f o r m surcharges.
3.3
(At-Rest ELASTIC EQUfLfBRIUn CO??PfTIO??S

l?rkssures)

The special state of elastic equilibrium known as t h e at-rest state is u s e f u l as a reference point'for calculation of earth pressures where only small wall movements occur, For t h e case of a vertical w a l l and a horizontal ground surface the coeff ieient of at-rest earth pressure may be taker! a s : KO = 1 s i n 8' for normally consolidated m a t e r i a l s , T h i s a s s u m e s t h a t the material has no built in overconsolidation stress. For other wall a n g l e s and backfill slopes, it may be assumed the KO v a r i e s proportionally to KA. At-rest e a r t h pressures may be assumed to increase linearly w i t h depth from zero at the ground s u r f a c e for a11 m a t e r i a l s .

-The total, at-rest earth pressure farce i s given by:

This a c t s as 8/3 from t h e base of the wall (or bottom of t h e key for walls with keys].
For gravity type retaining walls the at-rest pressure s h o u l d be taken as acting normal to the back Of t h e w a l l ( i , e . 8 = 0). For c a n t i l e v e r and counterfort walls it s h o u l d be c a l c u l a t e d an t h e v e r t i c a l plane threugh the rear of the heel and taken as a c t i n g parallel w i t h the ground surface,

Zn eohcsienless soils, f u l l at-rest pressures w i l l occur o n l y w i t h the .mst r i g i d l y supported walls. 1 n highly p l a s t i c clays, pressures approaching at-rest may devlop u n l e s s w a l l movement can m n t i n u e w i t h t i m e (creep).
3-4
SEISMIC EAR=

PRESSURE

The most frequently used method for the calculation of t h e seismic soil forces a c t i n g on bridge abutments or retaining walls is t h e s t a t i c approach developed by Mononobe and Okabe. The Mononobe-Okabe analysis is an extension o f the s l i d i n g wedge theory taking i n t o account horizontal and vertical i n e r t i a f orees acting on the soil. The analysis is d e s c r i b e d in d e t a i l by Seed and Whitman, (Reference 4 1. The f o l l o w i n g assumptians are made:

1 .

The abutment i s f.r- to move s u f f i c i e n t l y so that the s o i l s t r e n g t h will be n m b i l i z e d . 3E the abutment is r i g i d l y 2 ~ x e d and unable t o move, the s o i l forces w i l l k very much higher than those predicted by the Nononobe-Okabe analysis.

2.

The b a c k f i l l i s cohesionless w i t h a f rietion angle 0.

T h e b a c k f i l l is unsaturated, so that liquif ieation pronlcms w i l l not arise.

3*

uniform toads
Unif o m surcharge l o a d s may b e canvested t o an equivalent h e i g h t of fill and the earth pressures c a l c u l a t e d for the mrrespondingly greater height.

Line Loads
Where there is a superimposed l i n e load running a considerable Length p a r a l l e l to the wall, the w e i g h t p e t u n i t l e n g t h of t h ~ s

BRIDGE DESIGN PRACTICE

J m A R Y , 1982

5-31

load can be added to the w e i g h t of the particular t r i a l wedge to which it is applied {Fig. 3 - 8 ) . The increased t o t a l earth pressure will b~ given from the t r i a l wedge procedure but t h e line Load w i l l also change the point of application of t h i s t o t a l pressure. The method g i v e n in Figure 3-7 may be used to g i v e t h e d i s t r i b u t i o n of pressure.
When the l i n e l o a d is small in comparison w i t h a c t i v e earth pressure, the effect o f the l i n e load on its mrn s h o u l d be determined $y a method based on stresses in an e l a s t i c medium, T h e pressures thus determined are superimposed on those due to a c t i v e e a r t h pressure and athes effects (Ref. 2 r S h e e t 7-10-10).
Point Loads
P o i n t loaas sannot be taken into account by t r i a l wedge procedures, The method based on Boussinesq's q u a t i o n s should be used (Ref. Z r S h e e t 7-10-10)

Static Water ~ e v e l

Where part or a l l of the so51 behind t h e wall is submerged below a s t a t i c water level, the earth pressure is changed due to t h e hydrostatic pore pressures s e t up in the soil. The w a t e r i t s e l f a l s o exerts lateral pressure on the wall q u a 1 to the depth k L o w the water t a b l e times the d e n s i t y of water.
3.6

STABILTTY OF RETAINING WALLS

General

The s t a b i l i t y of a freestanding retaining s t r u c t u r e and the soil containing it is determined by computing the factors of s a f e t y or ' s t a b i l i t y factors' which may be d e f i n e d in general tenas as:

moments or farces aiding s t a b i l i t F m S o = moments or forces c a u s i n g i n s t a b i f i t y .

Factors of safety should be calculated for t h e f o l l o w i n g separate modes of f a i l u r e :
a) b] e) d)

S l i d i n g of t h e wall outwards from the retained s o i l . Overturning of the r e t a i n i n g w a l l about its toe, Foundation bearing failure. S l i p circle f a i l u r e in the surrounding soil.

when c a l c u l a t i n g overall s t a b i l i t y of the wall, t h e lateral earth pressure is calculated to the bottom of the footing, or In the case of a footing w i t h a key, t o the bottan af the key.

The vertical component [ i f any) of the r e s u l t a n t earth pressure may be added 50 the w e i g h t of the wall system when mmputing s t a b i l i t y factors.

' I f t h e passive resistance of the soil in front of the w a l l is i n c l u d e d in c a l c u l a t i o n s for s t a b i l i t y , t h e top 1 2 ' of t h e s o i l should be n e g l e c t e d , and passive r e s i s t a n c e should k c a l c u l a t e d
by Ranking theory.

3.6 - 2

Sliding S t a b i l i t y

Factor af safety:

sum of t h e forces resisting s l i d i n g sum of the forces c a u s i n g s l i d i n g

should be a t l e a s t e g u d to 1,s for s t a t i c l o a d i n g and at l e a s t 1 . 2 for seismic loading,
3 . 6 . 3
Overturning Stability

Moments calculated about the bottom

of the f r o n t of t h e toe m u s t g i v e an w e s t u r n i n g f a c t o t of safety: s m of t h e moments r e s i s t i n g overturning FrSm sum of the moments causing o v e r t u r n i n g

The f a c t o r of s a f e t y fur overturning should be at least 2,0 for static I p a d i n g , For seismic l o a d i n g F.S. for sliding is generally exceeded befom overturning is critical.

Sfiesscs /n 501/ in c / w f i c ranqe - (below //m/tinq enue/wc )

Figure 3-1

SOIL

Coh es~on/cws,dense
Cohesron /ess, b a s e

WALL YIELD 0.0Q/ H

C/uy, f ~ ~ m C / o y , soPf

0.00/ - 0.002H 0.OJ -0.02 H

0.02-0.05 H

Novemenf

produce

o f w a / / necessary ~ ~ f t v pr ee ~ s u r e s .
Figure 3 2

fo

BRfDGE DESfGA PRACTICE

JAMUARY, 1982

5-34

cn-m F s 2 "m t o m
m s m
L

0 +
0

E '

BRZDCiE DESfGlU PRACTICE

SA#OARf, 1982

5-36

TRfAL

WEDGE METHOD COHESIONLESS SOIL

CULMANN'S CONSTRUCTION

(FOR

STATIC EARTH PRESSURE OPILY)

PROCEDURE

I,
2,
3.
4. 5.
6.

Draw line A-G at

an acgle of

to t h e hotizcntal for acFire pressurn.

b m w t r i a l wedges AtlCDF, 6 8 m , &c, suf f i oe.

Calculate the weights of the wedges say wl. w tO a suitable scale on A-G, each measured fmm

a minimum of four w i l l usually etc.,

I:

and p l o t these

Thmugh rl r 2 ,etc. , draw l ines a t an angl e E ( see text for d i r e b ion of PA and hence E l , to intersect A-1, A-2, etc,, at H, J, ~ T c .

Draw a c u m "hrough A, H, J , etc.

PA i s

obtained by drawing a tangent to the curve, para1 l e l to A-G to PA i s t h e l i n e W-T, to t h e sane scale as w,, etc. touch a t f.

7.

The f a i l u r e plane i s the l i n e through A and T.

Figure 3-5

B R X Z E DESIGN PRACTICE

5-38

POINT OF APPLICATION 05 RESULTANT PRESSURE AND PRESSURE PISTRIBUTFON

surcharge

P
S

A TRIAL WEDGES

PRESSURE ON A-8
non-uniforo

Uw when thc ground s u r i ~ c t i s m y Irmgulnr or whrn a surcharge i s carried.

PrnQWRE 1.
2.
Subdivi* the I l n t h 4 into abtr? 4 aqwl psr)s hl lbslov thc &p+h ye at tclnslon cracking).

w u t a +he sctiuc ma* pmsums PI, P P9, etc.. a i t e m o+ +ha points 7, 2 , 4, cte., -re thc b a w of ~ f m mall. fhc t r i a l mdgb i s U K ~ for eraputation.
l i nssr vari st im of p m s u m m y M .sS#d pressure hss bebn a l e u l a t d . A f m pin9 1 , bstrs4n ths poin+l *hsm

3 . Do*cmlm the p m s u r s dis*rlbutlon by wr*tng dan

t h e elmvatlm of the a n t m i d of +h p n s s u r t diagrsa, 1 . ktafmi~ T h i s i s ths appmnimp*e Clewation Of 7- p ~ b n t ei applicnTim O f th.

; .

rarulr ant

s a e n pmssum, PA.

Figure 3 7

BRIDGE DESfGN PRACTICE

JAFmARY, 1982

5-40

SUBSTRUCTURES AITD FOUtIDATIONS

REFERENCES

"Soil Mechanics i n Engineering Practice, 2nd Edition," by Terzaghi, K . and Peek, R . B . (1967) John W i l e y & Sons.
'Design Manual Soil Flechanies, Foundations, and E a r t h Structures ' NAVFAC DM-7 U * S . Department ef the ? l a y (19713 .

mFoundation Design,- by Teng, Wayne C. Inc.

Seed, H . B . and Whitman, R . V .

119621, Prentiee-Hall

.Design of Earth Retaining Structures for Dynamic L w d s , ' [ 1 9 7 O ) , ASCE Specialty Conference Lateral Stresses in t h e Ground and Earth Retaining S t r u c t u r e s .

'Retaining Wall l k s i g n Notes , ?lew Zealand M i n i s t r y of Works (1973) Design Hanual prepared i n the.Office of the Chief Design Engineer (civil). * S t e e l Sheet P i l i n g Design Manual," U-S. S t e e l Cow. (19751.
"Trenching and Shoring M a n ~ n l ,S ~t a t e of California Department of Transportation /1977).
'Randbook of Engineering Geology,. State of California Department of Transportation 2 1958 1.

ATC-6, d r a f t copy dated ?arch 7, 1979 Technology Council.

t h e Applied

mReewrmended Lateral Force Requirements and Camentaryrw ( 1975 3 by S t r u c t u r a l Engineers Association of California ( SEAOC 1.
"Standard Speeifieations for Highway B r i d g e s , Twelfth Edition,' (19773 by the American Association of State Highway and Transportation M f i e i a k s (AASHTOJ.
= B r i d g e , Hemas to Designers,' of Transportation
State

of California Wpartment

'Standard Plans," S t a t e of California Department of Transportation (?larch 19775 .

BRfQGE D E S f a PRACTICE

JANUARY, 1 9 8 2

5-4 1

BRIDGE DESIGR PRACTICE

JANUARY, 1982

5-44

Example Problem 1

- Single Column

B e n t W / P i l e Footing

Problem: Design t h e column and a pile footing f o r t h e s i n g l e eelmn b e n t s of t h e 3 span box girder bridge used i n she Reknforced Concrete S e c t i o n of t h e B r i d g e D e s i g n Praetice Manual.

Noter Article nmbers c i t e d within t h i s example problem refer to t h e article numbers used in t h e RASFfTO Standard Specifications for Bighvay Bridges, 12th Edition and i n c l u d i n g Interim Specif ieations through 1981 and C a l t r a n s B r i d g e Design Specifications, C o l m n Loads: Par i l l u s t r a t i v e purposes only dead load, l i v e Joad and seismic l o a d s will be c o n s i d e r e d . The X - a x i s equals the c e n t e r l i n e of bent and the Y-axis equals the centerline of column.
Mad load [service levell

DL
TOP COL

= 1056~
= - 5 2 1 ft-kips

DL
BOT COL

= 1154k = 216 f t - k i p s

DL
'X

TOP COL

H x BDL OTcOL

DL
My TOP COL

Live load + impact [service levell; Impact = 2 2 %

Case

LL+X
' K

TOP COL

= -146 f t - k i p s

H ,

'

CoL = 60 f t-kips

,112lft-kips My LL+T TOP COL

Case 2

tL+f ny BOT COL = 1121 f t - k i p s

p bL+*

BOT COL

,131k
,516

'x

TOP COL

=-1252ft-kips

MXDmcoL

ft-kips

LL+f = 654 ft-kips My TOP COL

LL** = 654 f t-kips . l , s a COL

Live load + impact (for factored l e v e l ) : Impact = 22%

Case 7 ( l , I f

x 1 lane P

1 l a n e HS

= 456 TOP cot

LL+I

LL+l

LWI k = 456 BOT COL

Lt+I

n*

. O F

COL = -330 f t - k i p s

'x

BOT COL = 136 ft-kips

TOP COL = 3672 ft-kips

Case 2 ( 1 - 1 5 x 1 lane P

LWI

LL+f My BOT COL = 3672 f t - k i p s

lane H)

LL+I Mx TOP COL LWI

LL+f
1

-231 1 ft-kips

Mx

BOT COL = 9 5 2 ft-kips

m p COL = 2179 f t - k i p s

LWI BOT COL

2179 f t - k i p s

Case 3 (1.75 x 7 lane P)

LWf

TOP COL = 204

U+I
TOP cob

LWf

= 204 BOT COL

ft-kips

-1685

LWI M , , , , , B

= 694 f t - k i p s

LL+X

TOP COL

= 2244 f t-kips

LL+S My BM COL = 2244 ft-kips

Seismic load IARS forces and moments before application of 2 = 6 factor)

EQ
'x

ARS = Hy ARS

EQ

= $28

(Horizontal force)

Case 1
EQ
TOP

=.SS

EQ Mx TOP COL = 8472 ft-kips

Case 2 1 1 . 0

EQL + 0 . 3 3 E % l

Mx BOT COL
EQ BOT COL

EQ

+ 7905 -

ft-kips

+ 12624 ft-kips -

Case 3 (0.33 E R + 1.00 EQT)

EQ ' x BOT COL =

EQ
nyBOTCOL

-+

2640 f t - k i p s
38256 f t - k i p s

- Column:
Geometry

Standard architectural calrmtn type 2 R Clear height = 20*-O* Length of top flare section = 16'-6"

t= 5 ' - 6 "

L o n g i t u d i n a l reinforcement determined by using YIELD program with reinforcement placement c o n t r o l l e d by basic section of column.

= 36 *s TOP As BM = 54
9

a 9 = 36.00 sq,in.
$9 = 5 4 . 0 0 sq.in.

- extend 9 - #9
19
Ag TOP

11' above top of footing

extend 8 ' above top of footing

COL ACTUAL = 7777.19 sq.in.

Ag TOP COL DESIGfJ =

3421.19 sq.in.

P s

= 36.0/3421.19

= 0,0105 > 0-01 ok sg-in.

Ag BUT COL ACTUAL & DESIGN = 3421.19 p s

= 54.0/3421,19

= 0.0158

>

0.01

ok

Article 1.5.111A)

( 2 ) provisions were used for complying w i t h t h e

minimum
A t the

f p

requirements of Article 1.5~11EAI(l).

t h e minimum

base of t h e column the p = 0,0158 more than s a t i s f i e s P s = 0.005 specified in Article 1,4.6(J3{41(C),

Nominal moment strength

f

- Article

1.5.2(8)

',

= 3250 p s i

fy = 60000 psi
8,

max = 0.003 i n . / i n .

E , = 29000000 p s i

Using t h e o u t p u t from the YIELD program determine t h e nominal moment s t r e n g t h at sections w i t h i n the f l a r e d p e r t i e n of t h e column a s s o c i a t e d with t h e dead l o a d p l u s seismic a x i a l load,
Top of column

Pe = 1056 + 55 = l l l l k
Hnx

= 8190 ft-kips = 14721 ft-kips

nY

5'-6*

fm tap of colmn

Pe = 1094 + 3 8 = 1132k

"Lx
U

= 7764 ft-kips = 9752 ft-kips

nY

11'-Qw from tap of eolrnn

Pe = 1121 + 26 = 1147k
*nx

= 7075 f t - k i p s = 7437 ft-kips

*Y

Probable p l a s t i c moment
Basic section

- Article 1.5.33(D)

top of column

Pe = Z U l k

n ~ x

= H

PY

= 8233 ft-kips

Basie section @ bottom of column

Pe = 1154
r3p, =

55 = 1209k

PY

= 10641 ft-kips

Colmn shear

- article

2.51351G)(13

mtermine t h e maximum coltnun shears eonsidering t h a t t h e nominal moment strengths can be developed in the gross flare sections and that the probable p l a s t i c moment s t r e n g t h s will be d e v e l o p e d in
t h e basic section.
Case 1 {nominal moment C top of column, probable plastic moment @ bottan of calumn)

Case 2 (probable plastic momenta @ top arid bottom

of e o l m n )

Case 3

(nominal moment @ 5'-6' from t o p of column, probable plastic moment @ bottom of column)

F r o m t h e above results it can be coneluded that i f p l a s t i c h i n g e s form they probably w i l l form at the t o p and bottom of t h e column about t h e X-axis and at t h e bottom of the colmn a b o u t the Y-axis,

Since the c o l m n section at the bottom is circular and spiral shear reinforcement w i l r be used, t h e shear in t h e Y-axis direction will contra1 the design.

Although Article 1,5.35(6) (1) permits using t h e lesser value of 865k f o r the design shear force Y , i t is d e s i r e a b l e to use the design shear forces associate8 with the developnent of t h e column moment s t r e n g t h s . T h i s is particularly so f o r s h o r t structures for which t h e response of the abutment abutment f o u n d a t i o n material system and its influence on t h e response of the s t r u c t u r e as a whole d u r i n g an earthquake is so uncertain at this t i m e ,

_Ttansverse reinforcement determine reinforcement for conf i n a e n t and shear, Articles 1,5.11(81 and 1.5.3SIG).

Confinement, u s i n g s p i r a l reinforcementr t h e following three volumetric equations s h o u l d be satisfied :

Equations
hinging.

and

apply only t o regions of potential p l a s t i c

The confinement requirements for t h e basic section a t t h e b o t t o m of t h e column w i l l s a t i s f y t h e requirements for the remainder 05 the eolumn.

f * c = 3250 psi

, fy

= 60000 psi

~ q .

PS

0.12

3250

controls x 0,63592 = 0 . 0 0 4 1 3 c--------

T r y I4 s p i r a l s @ 3'
spiral

pitch

0.20 x 2a(33,0

- 2.0 =

0.283

= 38.60 cu.in.

concrete = 3.0 x 3019.1

9057.3 e u . i n .

Shear, use core section of b a s i c section

Vu

EW T

vu

94 4

= 0.307 ksi

W t e m i n e average compressive stress on t h e cote concrete area due to Pe.

fc

avg. =

1209 = 3 0 1 9 . ' r

0.400 ksi

O . l f m , = 0.325 ksi

<

0.400 k s i

/.

2(f1,) 0 5 can use ve = 1000 0,114 k s i

0.5 (3250' 1000 = 0.456 k s i

> 0.193 ksi

: . Section s i z e

is adequate.

~ r # y 5

spiral a t 3' pitch

= 608~ < 761k

=,eq~d*
600 x m

N . G .
3.0

2.40"

T r y 1 6 spiral at 3.5" p i t c h
c

0.44 x 60.0

O . S ( C 6 . 0
3.5

Say

4.0

0.88)

,73gk < 761k

3% under.

ok.

Check for

min. per Article 1.5.lO(A)t2)

Use 4 6 spiral 3.5" pitch for full l e n g t h of column and extend i n t o b e n t cap and f o o t i n g per M t i c l e s 1.5.35(1) and 1.4.6EJ) respectively. Spiral may be discontinuous at t h e bottom b e n t cap reinforcement and top footing reinforcement, but s h o u l d be anchored on each a i d e of these l e v e l s of horizontal reinforcement.
Piles:
U s e standard 70

ton piles
= 280k = 112k = 3ok except for Group VZI 1 40 k

U l t i m a t e a x i a l bearing capacity U l t i m a t e a x i a l uplift capacity U l t i m a t e lateral r e s i s t a n c e

f'= = 3250 p s i f y = 6 0 0 0 0 psi

Determine t h e reinforcement and moments. centerline of footing.

pile layout, footing size, and footing required to resist the bottom of column forces U s e the centerline of bent ( X - a x i s ) and the column (Y-axis) as the principal axes of the

Minimum footing thickness

26.OOR

6.00

3,26
6.00

development length of outer r i n g of column reinforcement a d d i t i o n a l embedment of inner ring of column re inforcement t l l f o o t i n g reinforcement clearance to bottom footing reinforcement

41.26.

Determine a p i l e layaut that i s adequate for Group V f T loads and check for other group loads.

Comparison af the dead l o a d p l u s e l a s t i c ARS earthquake forces w i t h t h e forces r e s u l t i n g from seismic p l a s t i c hinging i n d i c a t e s that t h e latter r i l l be the lesser of the t w u (Article 1.2.26(f)).
Bottom of eofum forces resulting frm plastic hinging
Case 1 (hinging t i t h e r about X-axis

or Y-axis)

Pe = 1209k

M P = 10641 ft-kips

Case 2 [Ringing about axis at 4 5 * from z - a x i s )

Try a 16 p i l e footing 19.0'

x 19.0'

x 5,O'

Column l Y mis 1

DL COVER = (19.0~19.0-23.8)

2~0.120 =

81k 351k

+les

= 16 piles

(each direction)
P i l e reactions
Case 1

8 x

m2 = 128

512 p i l e f t . 2

- Group ttff

Case 2

97.5*166.3

= ~63.8~rnax <
1-68.

2$ok

ok

nk

minl

<I-112kl

ok

=
Factored Group
Case

37.5

+ 117.6

58.8 = 273.gk

I 7 8 . 9 k

max C 280k ok mini <)-112kI ok

loads Cat bottom of coltmn)

nx = 1.3 n = 1.3
Y

(216 +

1 . 2 2

x 60)

= 388 tt-kips = 1 9 9 5 ft-kips

Im6' (0 + m 2 x 1121)

Case 2

Hx

n
Case 3

1.3

(276
(0

+
*

x 5 1 6 ) = 1199 f t - k i p s
654)

1.3

1.67 +7 -~

= 1164 f t - k i p s

nx =

1.3

(216 (0

136

1.3

3672

= 426 ft-kips
3913 f t - k i p s

Case 4

M,

1.3 1.3

(216

952 m 1 = 1295 f t - k i p s

nY =
Case 5

(0

27 79

= 2322 ft-kips

Mx

1.3 1.3

(216

+)-, 694
2244

1020 f t - k i p s

n,
P i l e Reactions
Case 1

t o + -1 1.

2391 ft-kips

Group I loads

n '

pile = 0.75 x 280 = 210k

(Article 1.4.6tD)I

Case 2

Case 3

3.3%

over, say ok

Case 4

= 140.2 + 10.1
Case 5

+ 36.3 =

186.6

k < 210k

ok

Determine footing shear requirements.

Equivalent square column section (Article 1.4,6(F))

From a comparison of p i l e reactions i t can be determined that Group Vfl case 1 loads w i l l control.
Assume # I 1 bars

in bottom mat of reinforcement

Shear a t section through f o o t i n g a t d i s t a n c e d from face of column (Article 7,5.35(F) ( 1 3 ( a ) )

Vu = 3 x 263.8

731.4

u'

*~ p af lowable = 4 1 0 ( f @ ~ ) O b on section

(Articles 1.5.35(B)
and 1.5,35(C) 1 6 ) )

(I)

9 v, =

0.85 x 1310

1139~ > ~ 3 9 . 3 ~ c. do not need shear reinforcement

Shear at section concentric with and st a distance,d/2 from the face a column (Article 1.3.35(F) ( 1 ) (b)).
use section d l 2 from face of actual circular column section.

Neglect t e n s i l e pire reactions.

u'

= 4 6 ( f v , 1 0 * 5 bad allowable on seetion

: (Article 1.5.35(P)

( 0 ))

' c without

= 4 ( f a c ) 0 ' 5 bod shear reinforcement

: (Article 1.5.35(F)(3))

+ vc

= 0.85 x 4 3 4 7 = 369sk > 1 4 8 4 ~ok do not need shear reinforcement

- rktermine
Try 3.5'

minimum f o o t i n g thickness that i s adequate for shear without shear reinforcement.

footing thickness

P i l e reactions are based en the dead load of a 5.0' thick f o o t i n g , therefore use t h i s dead load far reducing the a p p l i e d moments and shears.

Shear of section through footing a t d i s t a n c e d from face of column.

Shear at section concentric with and a t a d i s t a n c e d/2 from the

face

of column.

'ftg.

min.

3'-6"

; use

minimum shear reinforcement

BRIDGE bESfG?l PRACTXCE

'

J M W A R Y . 1983

5-62

betermine f l e x u r a l reinforcement sequired (Articles 1 . 4 . ti ( G 3

1.5.7,
1.5.32

and 1 . 5 . 3 7 )

B o t t m of fnoting f l e x u r a l reinforcement

Section a t face of column

2.0 x 7.07 x 19.0

x 0.120

7.07 x 7

-114 ft-kips
5072

= 1 . 2

x 7.5

t 3 2 5 0 ) ~ TS *~ 1000

' ( 1 9 . 0
0.5

x 1.2)(42.0)'
x 42,O

4 1 2 = 2866 f t - k i p s

" m i n = 42.0

- 6,O

1.5

x 1.25

= 34-12'

= 6291 ft-kips

>

5072 f t - k i p s

ok

Ps

= 39.0/119.0

x 12 x 34.32) = 0.005

Check serviceability requirements of Article 1.5.39

Determine p i l e reactions under service l o a d s Group f

Case 1

n, = 216
M Y

*1 ; 60 2 2=

265 f t - k i p s

= O + m 2

''''

= 919 f t - k i p s

=
Case 2

100.6 + 2 . 1

+ 1 4 . 4 -

controls = 117.1 k max <--------

Wx

216
O

1.22 =
516

639 it-kips

Y =

+ 654 m = 536 f t - k i p s

= 95.8 + 10.0 + 4.2

I

3 x 115.0
4 x 107.8

(8.0

(4.0

- 3.5

- - 110-ok max. - 2,135 2,433

X

x 7.07 x 19.0

0.156 x 3.53

-0

= 1922
677 249

f , = 0.86 ksi

fs = 22.1 ksi < 24.0 ksi

ok

Use $ 9 C 6

2 total

39 each d i r e c t i o n

Top af footing f l e x u r a l reinforcement (Article 1 . 4 . 6 ( G ) J

U s e 49 @ 12

+ total 20

each d i r e c t i o n

Minimwn shear reinforcement

Use # S

@ 12 placed p e r Article 1 . 4 . 6 ( A ) .

Compare t h e available lateral resistance of t h e soil and foundation system w i t h the horizontal seismic forces at t h e bottom of the eolmn. It is n o t a requirement to provide a bent foundation d e s i g n to resist the horizontal seismic forces, but i t t h e a v a i l a b l e resistance is significantly less than the seismic forces then large permanent displacements of t h e f o u n d a t i o n may r e s u l t at e t a large earthquake.

Soil parameters of soil in which footing is embedded

n'

piles

16 x I D = 640'

Hn foundation

153

640 = 793k

< 94qk

16% under seismic horizontal f oree

Increasing the embedment of t h e footing would increase t h e resistance available and reduce t h e seismic force (column shear) so that it would be possible to reduce t h e likelihood of l a r g e permanent bent footing displacements after a large earthquake,

BRfDGE DESIGN PRACPf CE

HAY, 1982

5-65

Example Problem 2

- Two Column

Bent W/Pile Footings

Design t h e columns and p i l e footings for t h e structure shown below, T h i s is t h e same problem which is used as Problem S e t No. 1 of Reinforced Conetete S e c t i o n of t h e O f f i c e of Structures Q e s i g n correspondence course.

Problem:

E R X E E DESIGN PRACTICE

HAY, 1982

5-66

_Column loads* For illustrative purposes, only dead load, l i v e load and seismic loads will be considered. The X-axis e q u a l s t h e centerline of k n t and the Y - a x i s e q u a l s the centerline of column.
Dead load (service levell

DL
TOP COL

DL

= 914 BOT COL

DL
* x TOP COL

= -1845 f t - k i p s

nx

DL BOT COL = I S 9 f t - k i p s DL
B M COL = -360 f t - k i p s

DL

= 1150 Zt-kips TOP COL

L i v e load + impact (service level); Impact = 21%

Case 1
p

L L + '

= 256k
"x SOT COL , 1 5 9 ' x BeT C O t = - 3

= -391 f t - k i p s Mx LL+l r n P COL

ft-kips

L L + ' COL = 162 ft-kips TOP Case 2 P LL+T

,ULk

ft-kips

LWf
'x m p
LL+X
Case 3

eoL =

-1864 f t - k i p s

M ,

LL+z ,

= 756 f t - k i p s

m , WL = 83 ft-kips

",
nx

LL+I == -2 f t-kips BOT COL

PLWr

,130~

nx TOP

cur, = - 2 3 4

ft-kips

D mL ,

= 95.ft-kips = -188 ft-kips

ny TOP EOL - 6 D l f t - k i p s

My DOT ML

Lwz

BRfM=E DESTG# PRACTICE

1982

5-67

Live load

impact Ifos factored levell: fmpaet = 21%

Case 1 (1.15 x 1 lane P

+ 1 lane

H)

'x

L L + ' = -982 f t - k i p s TOP COL

LL+f
TOP COL

LL+f Mx BOT COL = 399 f t - k i p s

= 812 f't-kips

LL+f 'Iy BOT COL = -102 ft-kips

Case 2 (1.15 x 1 lane P

+ 1 lane B )

LL+Z

= 383

k
P I ,
LWf

'x

LL+X = -4304 f t - k i p s TOP COL

= 1746 f t - k i p s

LL+I
TOP COL

= 535 ft-kips

BOT COL

= -80 ft-kips

Case 3 (1.15 x 1 l a n e P

+ 1 lane H)r

LL+I

= 4 5 0k

LL+f ' x TOP COL = -825 f t - k i p s

= 1251 f t - k i p s

Hx BOT COL

5 3 3 5 ft-kips

2L+I Wy BOT COL = -287 f t - k i p s

S e i s m i c load ( A R S forces and moments before and after application of z = 8 factor)

Transverse earthquake motion ( W S results1

EQ k H , TOP COL = 880

EQ

By

TOP

k COL = 32

(~orizantal
forces)

EQ
'x

= 921k

BOT COL

EO Hy BQT COL = 3rlk

Case 1

EQ
TOP CQfr

= +936k

' x TOP Cot

EQ

= 328

/ 8 =

4 1 ft-kips

EO
TOP COL

= 8 2 4 0 / 8 = 1030 ft-kips

B R T E E DESIGM PRACTICE

m y m 1982

5-68

Case 2

EQ

E r n COL = +932

EQ

BOT COL = 334 J 8 = 42 ft-kips

9032

5 EQ e m COL =
EQ
Hx TOP COL

/ 8 = 1229 i t - k i p s

IRngitudinal earthquake motion [RHS results)

2~~

EQ = 461k By TOP COL

0 = 49zk By BOT COL

(Eorizontal
fotces l

EQ = 2gk Hx BOT COL

Case 3

FQ
TOP COL

EQ M~ TOP COG EQ TOP COL

Case 4

k +202 4597
384 J

/
B

575 f t - k i p s
48 ft-kips

EQ
E r n COL

EQ
' x BOT COL

+202k

SOSO / 8

631 f t - k i p s

EQ My BOT COL = 191

8 = 24 i t - k i p s

Combined earthquake motion

Case 5 (1.0 EQL + 0.3 EQT)

EQ
TOP COL

202 + 0.3 x 930 = 481k

EQ
'X

TOP COL

= 4597 + 0 - 3 x 328 = 4695 / 8 = 587 i t - k i p s = 384 + 0.3 x 8 2 4 0 = 2856 / 8 = 357 f t - k i p s

ny

EQ
TOP COL

BRf D e E DES XGH PRACTf CE

HAY,

1982

5-69

Case 6 ( 1 . 0 EQL + 0 . 3 EQTl

EQ
BOT COL

= 202 + 0.3 r 932 = 48zk

EO
*X

3 0 ,

COL = 5050 + 5.3 x 334 = 5350 / B = 644 it-kips.

EQ Hy BOT COL = 191 + 0 . 3 x 9832 = 3141 / 8 = 393 ft-kips

Case 1 ( 0 . 3 EQL

1 . 0 EQT)
x 202 + 930

EQ EQ
*X

TOP COL = 0.3

991k

TOP CbL

= 0 . 3 x 4597 +

328 = 1707

8 = 213

ft-kips

EQ My TOP COL = 6.3 x 384 + 8240 = 8355 / 8 = 1 0 4 4 f t - k i p s

Case 8 (0.3 EPL

+ 1 . 0

EQT)

EQ
'X

BdT Cob

= 0.3 x 5050 + 334 = 1849 / 8 = 231 f t - k i p s

EQ BOT COL = 6 - 3 x 191

9832 = 9889 / 8 = 1236 f t - k i p s

Columns : Geometry

- Standard architectural column Type ZR

-

Cleat h e i g h t = 20'-0" L e n g t h of top flare section = 16'4"

t
5'-6*

As TOP

Longitudinal reinforcement determined by u s i n g YIELD program w i t h r e i n f otcement placement controlled by bas ie section at bottom of column. = 54-#9 = 54.00 sq.in.
36-t3

in outer sing for f u l l l e n g t h column

*S

BOmn

18-#9 in i n n e r s i n g for top 2/3 column 36-39 = 36.0 3q.in.

Ag TOP COL A m =

= 7777.19 sg-in.

Ag

M P COL DESXGN = 5401.19 s q - i n .

(Group loads other than Group V f I )

Ag TOP COL DESIGN

= 3421,19 sq.in.

(Group VfX loads)

Ag BOT COL ACTUAL c DESIGN

= 3421.19 s q - i n .

Probable plastic moment strength fcm = 3250 p s i e, = 0.003 in./in,

.
r

,
1

60000 psi
f~

E ,

29000000 psi

Full Flare Section @ Top of Column

As

= 54-19 = 54.0 sq.in.

BRfDeE DESfGW PRACTICE

MY.

1982

5-72

Full Flare S e c t i o n @ Top of Column

As = 54-19

54.0

sq.in.

F u l l Flare Section @ Top of Colmn

As = 54-19

= 54.0 sq.in.

BRIDGE DESfm PRACTICE

MY.

I982

5-74

Basic Section @ Top of Column

As = 54-49

= 5 4 . 0 sg.in.

Basic Section @ Top of Column

A,

= 54-#9 = 5 4 . 0 sq-in.

Basic Section @ mttam of C o l m n

As = 36-#9

= 36.0 sq.in.

Fasic S e c t i o n @ Bottom of Colmn

AS

= 3 6 - t 9 = 36.0 sq.in.

BRIDGE PESfGR PRACTICE

1983

5-70

C o l m n Shear

Deternine the maximum colmn shears considering that t h e nominal moment s t r e n g t h s can be developed in the gross flare sections of the columns and that t h e probable p l a s t i c moment s t r e n g t h s c a n be d e v e l o p e d in t h e b a s i c column section, C o n s i d e r t h e s e moments developing about the X-axis, Y-axis and on a x i s 4 5 * from t h e Xa x i s . U s e the dead load axial f o r c e ' p l u s the change in axial force due -to t h e d e v e l o p e n t of the component of moments a b o u t t h e Y-axis t i . @ . ,take i n t o consideration t h e effects of transverse

overturning),

noment strengths
program output,

- Use the interaction curves developed

from Y f ELD

Top of colvmn

%x

0. 90.

9600 f t - k i p s

px

om

= 10000 f t - k i p s = 10000 f t - k i p s

' n y

= 16700 f t - k i p s

PY g o 0

Bottom of eolmn

YUx

tnny 90. XIP + npy 9 0 . BOT) = (16700 + 7 9 0 0 ) clear column h e i g h t 20.0

( px O 0 m p

, 1Z30k

UY

+ 'PX om e m = clooob + 7900) c l e a r column h e ~ g h t 20.0

,895k

OT I =Tux col (clear c o l m n h e i g h t + yb of superstructure) My

= 2 4 6 0 (20.0 + 3.54)
+

57960 f t - k i p s

p " L +

OT

!Y colrmrn py 90- BOT spaclng

- ZM

-2 - 57900 18.0
+

7900

+2339 -

Note: The a b v e determination of a x i a l column f orees a s s o c i a t e d w i t h the column moment s t r e n g t h is v a l i d o n l y for 2 column b e n t s w i t h equal l e n g t h e o l m n s , For b e n t s w i t h more than 2 columns and/or for bents w i t h significantly d i f f e r e n t length columns

BRIDGE DESIGN PRACTICE

JAROAR?.

1983

5-79

w i t h i n t h e b e n t , use a n a p p r o p r i a t e a n a l y s i s f o r determining a x i a l column f o r c e s a s s o c i a t e d w i t h t h e column moment s t r e n g t h s . Determine new moment s t r e n g t h s , s h e a r s and a x i a l f o r c e s u s i n g DL+OT

'ny

90

, = 23600 f t - k i p s
815

nPY

90

= 12400 f t - k i p s

DLMT'min

- 2339 = -1524~
'py 90
= 5000 i t - k i p s

'ny

90. = 6600 i t - k i p s

Bottom o f c o l m n 'max
M

914 + 2339 = 3 2 ~ 3 ~
= 10600 f t - k i p s

PY 90.

DL-T= 'min

914

- 2339 = -1425 k
l,lOk

nPY
'ux

90.

= 2200 f t - k i p s

max

(23600 + 10600) 20.0 (6600 + 2200) 20.0

Vux min

,440k

'
n

"ux columns

= 1710 + 440 = 2150k,

1 3 % less t h a n p r e v i o u s '"ux columns = 2 4 6 0 ~

OT= 2150 x 23.54 = 50611 f t - k i p s Y

Determine new moment strengthsJ shears and a x i a l forces u s i n g r e v i s e d P DLWT a

Top of eolmn

E
n
k
EI
+

' n y

90.

= 23000 ft-kips

DLX)T= 815 'min

- 2100

PY 9 0

= 1 2 3 0 0 ft-kips

-1285

nny 90.

= 7700 f t - k i p s

PY 90'

Sf00 f t - k i p s

PY

90'

= 10460 f t - k i p s
914

DL*T= 'min

- 2100 - -1186 k

H
'tix

PY

90

= 3000 f t - k i p s

max

(23000 + 10400) = Ib70k 20.0

( 7 7 0 0 + 3000) 20.0

Y u x min

rVux col-s

535k

k
1670 + 535

2205 ,*2.6% greater than k previous ZVux columns 2150 say close enough

-termin@ moment strengths, shears and axial forces due to y i e l d i n g of columns at t o p arid bottom due to bending about an axis
45O

from the X-axis.

'nx
HpX

45'

45.

lhy

45.
45.

= 0250 f t - k i p s = 7100 f t - k i p s

n PY

mttom of
P

column
914

k
FI

I p x 45. =

PY 45'

= 5580 i t - k i p s

Zvux columns = 2 x 6 9 2 = 1384*

M OT= 1 3 8 4 ( 2 0 . 0

3.54)

32579 i t - k i p s

Determine new moment s t r e n g t h s , s h e a r s and axial forces u s i n g P DL+OT

Mnx 45. = nny 45. = 10400 I t - k i p s

H

px 4 S 0

PY

'min

DL+oT= 815
45.
I

- 1190 450
+

45O

8200 f t - k i p s

-375

' n x

nny

5800 f t - k i p s 5600 ft-kips

Mpx 45.

= M

PY 4 s 4

mttom of column
DLwT= 914 + 1190 = 2 1 0 4 ~ 'max

Hpx
'min

45.

= 21

PY

45O

= 6800 ft-kips
r

914

1190

-276

npx 45.

PY

usu

= 3800 f t - k i p s

VuX max
' u y max

(10100

20.0

6800)

,860k , aaak
less than previous Z V u x columns = 1384): say close enough

V ~ =in x

'uy

min

BVu~ columns

(5800 + 3 8 0 0 ) 20.0

860

480 = 1 3 4 0 k , ' 3 . 2 %

Determine column shears using dead load p l u s e l a s t i c earthquake results.

npz BOT COL =9100 < 1 3 6 O + 98891 ft-kips

Xpy ROT COL

2000-(159

1849) f t - k i p s

(Probableplastic moments associated DL+EQ w i t h P BOT

*The elastic moment value far Mx BBT COL of (360+9889S would n o t quite be reached b u t say close enough for shear determination.

shear forces associated with column y i e l d i n g i n d i c a t e s that

Comparison of shear force from elastie analysis w i t h t h e

the shear force fsum t h e elastic e a r t h q u a k e analysis is least critical,

" V

= 1026~ DESIGN ~

The above comparison of shear forces also i l l u s t r a t e s an undesireable aspect as far as seismic performance i s concerned of t h e use of flared columns at short multi-column b e n t s , which aspect is the p o t e n t i a l f o r a h i g h demand for

shear resistance, Transverse colmn reinforcement

Shear

Associated a x i a l force

k P ~ ~ ~ E 914 ~ O +L993 = = 1907 *- max - 7 g E min

Because the column a x i a l force can be a tensile force, t h e t o t a l shear s h o u l d be resisted by shear reinforcement.

Because plastic hinging may occur at t h e bottom of t h e colmnr use the core section of the b a s i c column section f o r shear resistance,

core = 66.0
d

4.0

162.0'

core

= 0.8

x 62.0 = 49.60"
1026

V"

0.85

x 62.0 x 49.60

0,392 k s i

BRXDCe DESIeff PRACTICE

M Y , 1982

5-84

Try concentric 35 spirals at 3" pitch

A f d
vs
S

4 x 00.3

6 0 . 0 x 49.60 3,O

= 3230k > l l O t k

Concrentri~spirals require revised arrangement of Longitudinal column reinforcement.

Try 18-#9 full length in outer and i n n e r ring p l u s 1 8 4 9 for 2 / 3 t h e length of the top portion of the column in t h e outer ring,
Spacing a t t h e bottom of t h e eolmn

'outer ring = 33.0

spacing =
ZP

2.0

0.69

>

0.63

29.68.

x 29.68 = 10.36" 18

8'

N . G .

See Article 2,5,11(AJ

T r y CB l o n g i t u d i n a l colmn reinforcement
full length i n outer and inner r i n g plus for 2/3 the l e n g t h of the column at the top o f the column in t h e outes ring.
24-13 24-18
*S

TOP COL

= ( 4 8 + 24) = 72
+

#8

As B(TP COL

48

#8

* 37-92: sq,

in, -- 54.0 sg. in, ok in.^ 36.0 sq, in. ok

36.88 sq.

Spacing at bottom of e o l m n
+outer r i n g = 33.0

2.0

0.69

0.57

29-7dW

Spacing at top of column of outer ring

Spacing =

7 = 3 . 9 ' <

than the preferred minimum spacing, therefare bundle p a r t i a l length bars to t h e f u l l l e n g t h bars in t h e outer ring,

BRIDGE DESIGN PRACTICE Confinement

MAY, 1.982

5-85

S a t i s f y t h e following volumetric equations. Equations apply to r e g i o n s o f p o t e n t i a l p l a s t i c hinging only.

and

The c o n f i n e m e n t r e q u i r e m e n t s f o r t h e b a s i c s e c t i o n a t t h e b o t t o m o f t h e column w i l l s a t i s f y t h e r e q u i r e m e n t s f o r t h e r e m a i n d e r o f t h e column.

A9

= T(6 46 * 0 ) L = 3421.2 sq. i n .

A,

f'c

= 3250 p s i

(62.0)

= 3019.1 sq. in.

, fy

= 60000 p s i

e '

k max = 1907 (dead l o a d p l u s elastic e a r t h q u a k e r e s u l t s )

E.@

P, = 0 - 1 2

3250 x 0.7144 = 0.00464

pitch

<------

controls

Try 2 c o n c e n t r i c 15 spirals a t 3.

cu i n .

VO1* concrete

= 3019.1

U s e 2 concentric 1 5 s p i r a l s at 3. p i t c h for t h e f u l l length of column and extend into t h e bent cap and footing.

Piles:
A preliminary determination

of t h e footing s i z e r e q u i r e d u s i n g 7 0 t o n p i l e s i n d i c a t e d that this was not a practical solution c o n s i d e r i n g the 18' eoltrmn spacing. A common footing using 70 t a n p i l e s could p r e s e n t a practical s o l u t i o n , b u t in order to i l l u s t r a t e a footing d e s i g n f o r i n d i v i d u a l footing, 100 t o n p i l e s w i l l be used.
Ultimate bearing capacity U l t i m a t e uplift capacity Ultimate lateral resistance

= 400; = ZOOk = 4 0 except for Group V I f = 5sk

Footing:
f o e* 3 2 5 0

fy

= 6 0 0 0 0 psi

m i .

mtermine t h e p i l e layout, footing size, and footing reinforcement r e q u i r e d to resist t h e bottom of column forces and moments. U s e the of bent ( X - a x i s ) and the E of column ( Y - a x i s ) as the principal axes of t h e footing,
M i n i m u m footing thickness

19 .80n
6.00"

development of outer r i n g of li.8 eoLmn

3-26"
6 ,QOw

reinforcement additional embedment of inner r i n g of column reinforcement # 11 bottom footing refnforcement clearance to bottom footing reinforcement

35,06*

mtermine a p i l e layout that is adequate for Group YII loads and cheek for t h e other group loads,
Group VII
Case -

Bottom of c o l u m n loads

7900 f t - k i p s --6800 38 00 53139 5309 2008 2008

rc-

f t-kips

10400
3000
6800 3800

Yielding of

column
DL + EO elastic analysis

3501
3501 10249

10249

Try 15' x 1 5 9 3 - 5 ' faating w/16 p i l e s

BRXDGE DESXGH PRACTICE

Apiles

. J m A R Y n I983

5-88

16 p i l e s

= 8 (6.0);
= 0 (3.0)

(each d i r e c t i o n )

-288

360 p i l e - f t . 2

72

P i l e reactions
Case 1

- Group Vff

loading

= 67.5+ - 131.7=199.2kmax.
Case 2

-64.2

min.

= 198.8 2 173.3
Case 3

3 7 2 . 1

max.

25.5

min,

P =

(-1186 + 166)
16

x - 3000 360

Case 4

Case 5

-6.9

+ 63-3 2 -

63.3

119.7

max.

-133.5

k min.

Case 6

=
Case 7

97.6

+ 88.5 -

58.4 = 244.sk

nax.

-49.3 k min.

=
Case 8

37.4

08-4

58.4

184.3

max,

-109.5

min.

k = 129.6 + 33.5 + 170.8 = 333.9 max.

-74.3

k min.

Case 3 !
P =
(-"

1 6 166)
+

+ 33.5 + 170.0 +

= 5.4 + 33-5 2 170,8

209.7

max.

-198.9

min,

The p i l e layout satisfies load eases for DL + EO E m an elastic a n a l y s i s a n d a l s o s a t i s f i a s l o a d c a s e s f r o m t h e y i e l d i n g o f the columns, F o r i n t e r n a l footing d e s i g n use o n l y t h e load cases from a n e l a s t i c analysis.

Check p i l e layout far other group loads.

Factored Group I loads Fat bottom of colmnl

. 3 nx = 1

1 67 (159 + A 1.21 1591 = 4 9 2 f t - k i p s

B R X E E DESXGN PRACTICE

HAT,

1982

5-9 1

Pile reactions Factored Group 1 loading By inspection Case 4 and Case 5 w i l l produce t h e maximum p i l e reaction.
Case 4

= 126,4 + 10.6 + 9 . 6 = 146.6

<

0 . 7 5 x 400 = 3 0 8

max

ok

Case 5

Determine f aoting shear requirements

Equivalent square

calmn section

From a comparison of p i l e reactions it can be determined t h a t either Group VII Case 8 or Case 9 l o a d i n g w i l l control, because ef the Group V l I loading cases, those from the elastic analysis of DL+EQ are t h e lesser. See Article 1.2.201 PI.
Assume p i l e s art H P l 4 x 8 9 far determination of contribution of a p i l e reaction to t h e shear on a particular section through the footing.
Asstzne 39 footing reinforcement

Shear at section through footing at distance column and parallel to the Y-axis.

from fact of

Group VIf Case 8 l o a d i n g I

=. need shear reinforcement sr thicker footing

Shear at section through footing at face of column and p a r a l l e l to t h e Y-axis.

Group V Z I Case 9 l o a d i n g

Need to p i c k up vertical component of diagonal compressiwe force at t h e bottom af t h e footing w i t h vertical reinfoteemerit in order t o transfer this force ta t h e t a p of f o o t i n g so it can be transferred i n t o t h e column area and be p i c k e d up by t h e l o n g i t u d i n a l column reinforcement, Assumed this load condition could occur a b u t each a x i s of t h e footing.
As m q ' d
C

0.9

x 60

= 19.26 sq. in.

using # S

L
x 6w spacing, A ;
2

6 rovs @ 1 2 .

x 6 x 6 x 0 . 3 1 = 22.32

(Y-axis)

sq. in.
x 6 '

ok

3 raws @ 1 2 '

t X-axis)

spacing, AS = 2 x 3 x 11 x 0 . 3 1 = 20.46 sq. in. ak

Shear at section through footing at d i s t a n c e d J 2 from perimeter of column.

Group P f Z Case 8 loading

disregard tensile pile reactions and dead load of footing and ewer.

Using 3 . 5 '

thick footing d e t e r n i n e shear reinforcement required,

Group VII Case 8 loading

try t S

@ 12 each way

Group VTf Case 9 loading

#5

@ I2 each way ok by comparison

Determine s t i r r u p layout af t e t flexural reinforcement is determined.

Determine f l e x u r a l reinforcement required,

B o t t o m of footing flexural reinforcement. S e c t i o n at face of calrzmn,
Group V 1 I Case 8 loading will c o n t r o l
4 x 215.0

[3.0

2.443

=
C

a760 ft-kips

482

aaa > 1 . 2 ncr

try A~

* '

*s reqnd.

49

-,

'

*a min.

31 x 1.0

31.0 s q . in.

9% =

1 . 0 x 3 1 . 0

x 60.0

(34.12

-7
1

/ 2

>

4760 i t - k i p s

4999 ft-kips

ok

cn-m F s 2 "m t o m
m s m
L

0 +
0

E '

B R f b e E DESXGM PRACTICE

SARUm,

1983

5-96

= 74.2 + 4.0 2 8 . 6 = 8 6 . max ~ ~

Case 2

controls, cheek section at face of eolumn.

(6.0 (3.0

n --

4 x 87.3 4 x 80.8

- 2.445

2.445

181 1424 ft-kips

1243

= 1 7 - 6 9 ksi < 24.0 ksi

ok

Use # 9 @ 6 + t o t a l 31 each direction

Top of footing f l e x u r a l reinforcement. Check section at face of column
Group VII Case 9 loading
16.0 2.44) = 2355 4 x 80.0 (3.0 2-44] = 179 5.06 x 15-0 x 3.5 x 0.150 x 2.53 101 5 . Q 6 x 1 5 . 0 x 2 . 0 x 0 . 1 2 0 ~ 2.53 = 46
H ,

4 x 165.4

--

--

2681 f t - k i p s

+n,
J

1.0 x 1 6 . 0 x 6 0 . 0 (37.12

1.93 1 -2

/ 12 = 2892 ft-kips

2691 f t - k i p s

<

2892 ft-kips

ok

BR1XK;E DESIGR PRACTICE

M Y , 1982

5-97

Use # 9 @ I2

2 total

16 each direction

SECTJON A-A

C a k
Part 1 . Underground Stauetures

Bridge Design Practice . December 1992

Section 6 . Underground Structures

Contents

. . . . ........................... . . ................... B. Standard Plans .................................................................................................................... C. Overfill Tables ..................................................................................................................... D. Special Design Considerations .........................................................................................
Part 2A . Reinforced Concrete Box Culvert. Cast-In-Place
A . General .................................................................................................................................

A . General .............................................................................

6-1
6-3

6-3
6-4

6-7

B . Caltrans Research ............................................................................................................... 6-8 ...........*...............*.*.......*............*.*..**.*... *.......... 6-8 C. Design Method .......*....-. ............................................ 1. Dead Load ................................. . . . ...-................................................ 6-9 2. Earth Loads .................................. . . ......................................................................... 6-9 3. Live Loads ............................................*...............-...................................+................... 6-9 4 . Impact ...........................................................................................*.......................*........ 6-9 5. Other Loads ................................................................*....*........................................ 6-10 6 . Parapets . ......................-............... . .............-... . ............6-10 -6-11 D. Design Analysis . ........................................................................................................ 1. AASHTO .................................~.*....................................*....*..........*...*....................... 6-11 2. C a l m...................*...........*.....*......**..*.................................*................................ 6-11 E. Design Criteria ..........................*.*.........**.......................................*.................................. 6-16 1. Loadings ..................... . . . ..................................................................................... 6-16
2 Moments ......................................................................................................................
3. Live Load Diskribution .............................................................................................. 6-17

6-17
19

. . . . . . . . . . . . . . . . . . . . 4. Moment Envelopes .
5 . Shear ..............................-...................................................*........................................

6-19

Section 6 . Contents

Page 6-i

c *

Bridge Design Practice

. December 1992

Part 2A . Reinforced Concrete Box Culvert. Cast-In-Place . continued

F. Design Example . Double 12 x 12 RCB with 10'Cover ........................ . . . ...........6-20 1. Loading Cases to Consider ............................................-.......................................... 6-21 ...................... 6-22 2. Loads - Condition 1 (2' Cover)..................... . ................... .... ..................................... 6-31 3. Loads - Condiiion 2 (10' Cover)..............................-........... 6-39 4. %ion by Shear .......................................................................................................... 5 . Reinforcement by Ultimate Moment ........................................................................ 640 6 . Distribution Reinforcement...................................................................................... $64 7. Load Moment Envelopes .. . . . . . . , .......... . . . ............................................................... 5-44 .6 4 8. Reinforced Lengths ........................................ ... ...............d............1.*...............*1..*. . ........................................ ............................-............ .....6-49 Appendix ...................... . . . .

Section 6 . Contents

Page 6-ii

c *

1 -

Bridge Design Practice

- December t 992 m

Part 1 - Underground Structures

A. General
Soil-structure interaction systems include both rigid and flexible drainage and highway separationstructures. These are usually buried within the roadway embankment,but may also be "At Grade" lie. the grade-top cast-in-place reinforced conmete box culvert). These underground stnzctutes4rcular pipe, pipe-arch, arch, and box shapesbe either flexible or rigid structures. AASHTO and Bridge Desip S p ~ $ ~ ~ t ipresently ms contain design criteria i n Sections 1 2 1 7 and 16 for Soil-Corrugated Metal Structure Interaction Systems, SoilReinforced Concrete Structure Interaction Systems, and Soil-Thermoplastic pipe Interaction Systems respective1y .

Dimensionratio (DR) is the inside diameter o f the culvert (or structure) in inches divided by the wall thickness in inches. Based on Cdtrans culvert researchprogram, thisnew d e s i p concept has been developed in the design of circdar and semi-circular underground s h c t u r e s . Specifically,the first applications have been to reinforced conmete pipe and reinforced conmete semitircuh arch d e s i p .

Design methods have previously assumed that a pipe was flexible, semi-flexible or rigid depending upm the pipe material. For example, metal pipe dverts were always considered flexible, prestressedconcretepipe culvertswere considered semi-rigid,and reinforced c o n mte pipe culverts were considered as rigid designs. Research into culvert usage established tke fhct that prestmd cormete and reinforced concrete pipe adverts have h e nvsed i n all three ranges, ie.,flexible, semi-rigid and rigid (Figure 1).

TheculvertmateriaEpropertiesalone do not dictate the s h c ~ aperformance l o fa c h m k pipe or semS4rcular arch- A key element is the fact that all underground structures are d u e n c e d by soil-structureinteraction.

In effect,thinnerwalled, m ore flexible pipes simply deflect to a moreuniform loading condition and consequently, moment is diminished as a design parameter, and thrust becomes the
primahy design consideration.
Another direct consequence o f the d v e i t research by Caltrans was the d i s c o v q of two si@cant design parameters:
1. h the mse of the 10 ft diameter steel stmctutal plate pipe, there was an effective density increase of 50% subsequent to fill completion, based on readings taken 30 months afker installation Recent researchby N o m y (TRB 1231- 1989)on a 25 ft x 22 f t steel struchrraI plate pipe-arch and a 35 ft x 23 ft steel structural plate horizontal ellipse confirmed the

results of research by Caltrans of this effective density increase. Since readtngs were
exkended, by Noway, to 7 vears after installation on the 25 fi x 22 ft steel s h c s u r a l plate pipe-arch, it also showed &t the effective density increase took place within 2 years, and

then stabilized.
Seetion 6 - Underground Structures

Page 61

E d

Bridge Design Practice

December 1992

2. For thick wall reinforced concretepipe and pipe arch designs,the long term readings of 24 months, after fill camptetim, established the necessity to design for two loadings:

Loading 1 - 140V: 42H Loading 2 - 140V: 140H

Recent researchby Nebraska (TRB1231-1989),onadouble 12xlZcast-in-phceRCBconfirmed
the existence o f two horizontal design pressure loadings for RCBs.

Seismic forces are normally not considered in soil-structureinteraction systems. Observations o fall ty-pes of undergroundstmchmsi n the 1971San Femanda earthquake area and inthe 1989 San Francisco (Lorna Prieta) earthquake area, affirmed the cushioning effect the soil b s on the performance of an underground structure during an earthquake. There were no failures due to an increase in soil pressures. Underground structures must move with the surrounding soil during earthquakes and usually will be supportedby the interacting earth against mushing or collapse even if the structure joints are strained. If the earth does fault across a culvert, the tremendous forces will shear the submerged structure regardless of how the structure was designed. In special a s e s where underground s b c t u r e s are in soft ground (bay mud), consideration should be given to providing longitudinal structural continuity. A most siflcant difference between overhead and underground s ~ i s in the~ applica- s tion o f Ioads. I n the case o f overhead structures, the application o f vertical e x t e n d loads is limited to live load only- I n effxt, the increase in loads i s h a t . However, i n the case o f underground structures, there are combinationsof vertical earth loads and Bve loads which are not linear, (Figure 2). L n effect, the least total combined vertical external load i s at 3 to 6 feet a f overfill.Consequently, Caltrans has used 10feet as the minimumdesign ovwfi11;and specifies that all underground sbctures satisfy all loading combinations of dead load, earth bad and live load between inirknun cover of 2 feet, (at grade for CEP RCB), and 10 feet overfill. A m underground structure designed for 5 feet overfill could k m x @ , or inadequate structurally, i f either an a d d i t i d overfiJ of 5 feet was added during the life o f the structure; or 3 feet of overfill (or 5 beet for a CIP RCB),was removed during the specified 50 Far service life. As a consequence, no underground structure designed since 1965 has required replacement.

Page 6-2

Secliun 6 - Underground Structures

c *
B. Standard Plans (Ca'ltrans)
D 8 0 D 6 1 D95 Bl4-1

Bridge Design Practice

- December 1992 m

Underground Structures Standard Plans 079 Precast RCP

CIP Single Box RCB CIP Doubre Box RCB Reinforced Concrete Arch (Horseshoe) SSP Vehicular UC

C, Overfill Tables
Highway Design Manual, Chapter 850
Corrugated Steel Pipe
854.38

854.3B
S54.3C

8 5 4 . 3 D

2% i n x 44 j n Cormgations helical 3 in,x 1 in. Cormga tions - helical 5 in x 1 in. Corngations -helical 2% in x % i n , Cormgations annular

Corrugated Steel Pipe Arch

854.3E

2% in x 'Ji i n .Corngations - helid or annular

Corrugated Aluminum Pipe

854.4A 654.4A

2% i n x 1A ! i n .Cormgations - helical or annular 3 in- x f i n .Cormgations- helical or annular

Corrugated Aluminum Pipe Arch

854.4C 2% in- x 5 4i n Cormgations - helical or annular

Steel Spiral Rib Pipe

854.5A
8 . 5 . 4 . 5 I 3

?4/[email protected] 34 i n .x 3/1 in @ 7%in. pitch

Aluminum Spiral Rib Pipe 854.5C

3/c i n .x 34 in @ 7%in pitch

Steel Structural Plate Pipe

854.6A

6 in x 2 in.Corrugations
Page 6-3

Section 6 - Underground Structures

Steel Structural Alate Pipe Arch

Bridge Design Practice

- December 1992 m

854.6B

6 in. x 2 in,Cormgations

Aluminum Structural Plate Pipe

854.6C

9Tn.x21/4in.Cormgations

Aluminum Structural Plate Pipe Arch

854.6D

9 in.x 2M i n .Corrugations

Cast-In-Ptace Non-Reinforced Concrete Pipe

854.2

Plastic Pipe (Preliminary)

fi59.X

Plastic High Density Polyethylene Pipe- Cormgated, ribbed. Poly Vinyl Chloride Pipe. Ribbed Profile Wall

D. Special Design Considerations

Load Factor design is to be applied to all underground stnxctures. The &vest research by CaItrans has conclusively shown that initially used empirical design for underground struc-

tures and the subsequentlydeveloped senice load designdoesnot provide structuraladequacy

for underground strurtures.

I n order to determine the type of culvert material te be used, the resistivityand pH for the soil and water shall be determined for each culvert instahtion. Consult Highway Design ManuaS

topic 852-Design Service Life.

Theh y d r a d a shall also include information concerning the possibility of scour and abrasion
at any proposed culvert irrstallation.

Cutoff walls should be provided whenwer scorn i s a potmtial problem. Further, headwalls, endwalls or b r e d end seclions are design features that may be required t o assure the culvert stsuctural integrity.

Page 6-4

Section 6

- Underground Structures

E m

Bridge Design Practice

- December 1992

Figure 1. Soil-Circular Structure Interaction Systems

Caltrans Effective Densities

Research

1
Section 6 - Underground Structures

tm
Cahrans 11-81

Page 6-5

4 * l

: - I

Bridge Design Practice

- December 1992

Page 6-6

Section 6 - Underground Structures

= *
A. General

'

Bridge Design Ptactice

- December 1992 =

Part 2A Reinforced Concrete Box Culvert, Cast-In-Place

For economic reasons, Cast-Wlace RCB culverts in Callram Standard Plansare designed as rigid frames when either the span or height exceeds 8 feet, and the outer corners are designed as pin-ended if both the span and height are 8 feet or less.
Ends o f interior walls (for multiple cells) are normally conside& pinned unless the reinforcement has sufficient embedment into the slabs.

Box culverts under high earth covets are probably less economical Lhan other shapes. Other shapes (&&,arch, and elliptical)should alwaysbe investigated for earthcovers over 20 feet. If an RCB is the culvert type selected for fills over 20 feet, generally a rigid frame is preferable, regardless o f span or height.
For significantly non-unifonrt loads, for example, i f the RCB nrns along the toe of an embmkment, or next to a retahmg wall, design the stmcttlre as a rigid frame.

The bearing mpacity of the supporting medium shall always be considered. The Division of New Technology, Material and Research (DONTMR), Office ofEngineering Geology, shall be consulted where footingpressures exceed 1 '/3 tons per square foot, or the span exceeds 10 feet. [See Higkway Design Manrurl, 8 W . 2 ( 1 ) Bedding and B a r n , Paragraph 41

D o not place reinforced c o n t r e k box culverts on piles. Other alternatives shall be considered
such as moving the lmtion, using alternatetypes o f culverts, or mbexavatingand baddilling with suitable material.
Reinforcement i s normally placed bamversely, as this is the most efficientspan.Howwer, if u n d conditions indimte that placement along a skew is much more economical and practical, the design frame span will then be parallel to the bars .. .witha resultant increase In conmete depth and reinfotcing steel.

Compressive ~einforcement i s not consid& in RCB design h u s e just a ddeviation i n rebar Iceition (in the= relatively t h i n members) d d result i n a big change i n ~mpability. However, if compression steel is considered, for analysis o f an existing culvert only, it would be limited to half o f t h tension ~ n&tforcern~nt.
Although axial Ioad (thrust)is a valid component member design, it has not been considered i n the formula developed or applied to t h e Standard Plans.

For design notes, construction notes, and pertinent information, see m n t RCB Culvert Standard Plans D 8 0 , D 8 1 ,and D82

Section 6

- Underground Stnrdures

Page 6-7

4E
53. Carttans Research

Bridge Design Practice

- December 1992

The research conducted by C a l m o f threereinforced concrete (horseshoe) arches (1963 thru 1975) resulted in a si@iont change i n the design of reinforced concrete underground stmchms. It was found h a t the lateral pressures can k as much as the vertical p m s . Therefore, the traditional loading wherein the lateral p r e s m is taken as 30% of the vertical p-ra has k e n supplemented with a second loading wherein the lateral pressure is also taken as lOQX of the vertia1 pressure. These two loadings are applied qmxately and the resulting maximum moments are utilized i n design.

R m t research by Tadros, of Nebtaska University (TRB I231 - 1989) has affirmed the two bands of loading concept on RCB Culvert Design.

C. Design Method
Caltrans RCB culverts are analyzed and checked by load factor design only. The service Imd ( i e . ,working stress or elastic design) does not apply to these stmclhves see Brrdge Dmgn SpeCiFatrotls 17.2

'The derived applicable Ioad faam for Gmup X (dverts) are obtained from

Where D = Dead Load E = Earthhd L = Live Load I = Impact

%e page 12 and 13 for formula derivationand values.

Page 6-9

S -

6- U n d w g m StMdures

Sectibn 6

Bridge Design Practice

- December 3992 H

Assume a structure weight for concrete plus reinforcement of150 pounds per cubic foot.

Based onCaltransculvertresearch,it hasbeen determined that the "equivalentsoil density" i s 140 pd.This "equivalentsoil density" is based on the actual maxiplum ifisitu densities observed on Caltrans culvert research projects. The full lateral pressure condition also satisfies the saturated fiIl situation.

For box culverts under highways, only HS20 tmck loads apply. Mtemative loadings, lane loadings, and P-Loads are not used in the design.
When the RCB i s at grade, or with a cover equal ko or less than 2 feet, wheel loads are distributed as though they were applied directly to the roof, as in ordinary slab bridges. Wheel live load distribution to the invert i sassumed asa uniform load applied transversely amss the width and 7 feet Iongihrdhlly along the length of the RCB.Conenhated live load distribution reinforcement shallbeplaced in the roof. AU RCB's wikhcoveregualto and less than 10' shall be designed far two conditions:
a) 2 feet cover with H S 2 U 4 live load b) 30 feet o f covet (Se BDS 6.4.4 for live load distribution)

If loaded construction equipment passes across an RCB when the cover i s less than 5 feet, temporary cushioningand possibly struts m a y be required (see Standard Plan D88$, or the roof shall be designed for the construction equipment loading.
Sx the m t A.RE.A. specifications for the design of reinforced concrete box culverts with railway loading.

The?-foot liveload surcharge,formerlyadded on top of thelaleral load tosimubtehjghway live laads, i s no longer applied because o f the more conservative design resulting from the two bands o f earth loading.
4. Impact lr)

Apply impact only to the m f slab of R -

culverts.

~ED~~ 1 inplrt:! wM*.

0 s 7 feet 1 5 2 feet 253fd wer 3 fW

30% ~P/o
10%

0%

Railroad impact may be much I a ~ g ethan r 30% and i s determined by the fomuk givm in A.R.E.A. Spediwtions,

- Undergmmd Stmdures

Page 6 9

c *

Bridge Design Practice

- December 1992 =

Tramverseexpansionjointsnteusuallyprovided at intmalsinthe roof and walk to control s M g e macking and to relieve stresses caused by differential settltlement. 5ee Standard Plans for application Deep or varying f d l smay generate tension formsalongan RCB as the foundationcompacts; therefore, tenslon continuity i s maintained i n Iheinvert so that it will net pdI apast or displace v e r t i d y and permit xour or flow obstmction.

Culvertswith shallow coverin saturatedground,such as storageboxes farpumpingp h t s , should b e checked for buoyancy.

Xn the m e case whena head of water mexist (ash a s3pbncendtKon),hydraulic pressure inside the cells of rigid frames will oppose the wall moments (due to earth pressure).Where cover is shallow, tension m a y occur amoss the top of she roof.
S e i c forces are normally not applimble in s o ~ - s t r Y interaction ~ systems.

I n genera].,wind loads,cmtrifuga3forces, mdlongitrrsinalforces from highway or d o a d

traffic need not be considered.

Parapets, projecting above the roof, SFNET as low barriers to resimin loose earth or other deb* from falling onto the chanrtel. See Parapet D e W on Standard Plan D82
On RCBs with skewed ends, parapets also serve as edge beams t o support the antilevered end of the transverse moment. The beamdepth indudes the roof thickness. Toavoid an unusually high parapet, consider several possibilities:

h g t h e n the RCBs lwen though the extra deck i s not needed for ground conditions.
* ~gnlngLfremah~t~ltobepac~ltQtheskewedendsoftheRCBdvertwill~ the design frame length, the slabs will be thicker, and the m o u n t of reinfozwment wiU inuease. Care is necessary to modify details which will be incompatible with CaIhans standard sections. Skewing rebar should be a finid resort.

NOTE: The area that loads a skewed parapet is shown shaded (wheel loads are generally the major laad):
Tmtrsverse bats

E ace

Page 6-10

Sectrectron 6 Undergmud Smdufes

c *
D. Design Analysis
I . AASHTO (Ref. BUS 3-22]
Group X

Bridge Design Practice

- December 1992 m

W h m pzrraps serw as vek& barrim, & sure the reinfoment is suffiaently anchored into the culvert roof to transfer the impact forces. Ifslirmps are requited, embed them adequately into the mof. Finally, consider the torque applied to the roofend by live load impact. See "Barrier Section"and "Parapet Detail" on Standard Plan D82 When extending existing boxes (with skewed ends),it will be necessary to consider if the parapet is a supporting b e a m 4 not = w e the projportion without providing replacement support (duringconstruction).Sometimes, the simplest solution to extending a culvert witha skewed end, i s to leave theexistingparapet inplaceand add acomsponding parapet on the abuningend af the extension.See cdvert extension details on Standard Plan DB2 Negative moment reductions do not appIy.

y =1 3 Gamma Factor & = 1.O Beta Factor for dead load of conmete & = P .O Beta Factor for earth presure & = 1.67 Beta Factor Live b a d D = Dead Load

E ==Load
L = Live Load I =hpaa

a) Formula Derivation: For simplicity of appliotion, in RCB &ert design, the gamma factor has been m f e r r e d to applied loading from the existlng formulas,

AASHTO, modizied, now becomes:

@ is Strength Reduction Factor, also hewnas Capauty Redudion Factor. (Ref. BDS Attide 8.16.12 and 17.6.4.5)

+ = 0.9 for flexure

i$

= 0.85 for shear

'

Bridge Design PtaetIe

- December 1992 m

Y1.3 = 1.45 for flexure -@ 0 . 9

y 1-3 == 153 for shear 0.85

Average =

145+ 1.53
L

Group X = 1.511. O D + 1.OE+ 1,676+ I)] = 1.5D+ 1.5E+25(L + I ) which is the formula shown on Standard Plan D82
b) Dead Load (D)
Concrete Density = 150 pd

= 1.49 UE f 5

c)

am Pressures (E)
. .

Vertical

kteral
42

Loading 1 Loading2

140

740

140

140 @ i s the h4tu soil density as o h m m i i n Calttwsc a l v e tesearchpmjects. Note that AASHTO values a different.

d) Live Load and Impact (LL + I) HS2044 Truck Load.

e)

Structural Analysis

Conventional moment-distributionwi1lbe applied to the redmgulatuoss-sectionof a box culvert.

PesignFomulas(SeeBPSbrti~le&.l63)

The design formulas are:

Reaangu;larsection, no compressive reififo-t.

( I ) Ultimate Concrete Mmeni Strength

Page 662

Sectron 6- Undmgmnd Sltudures

c *

I Bridge Design Practice December 1992

where a =
Substituting

fyAs 0.85fc%

(Formula 2)

(Formula 3)

Reinforring Ratio p = As

bd

(Formula 4) (Formula 5)

(2) Sted Reinforcement

(a) Balanced Steel Ratio

Rectawph section with tension reinfoment only

f', = 3.25 ksi fy =Oksi & = 0.85, for f', 14 ksi

& =0.80,for4ksicf',15ksi

for Caltrans' basic stresses, pb= 0.023

(b) Maximum Allowable Steel Ratio

Pp,

=0 - 7 5 ~ ~ = 0.0174

(c) Minimum Allowable Steel Ratio

Section 6

- Undergmund Structures

Page 613

Bridge Design Practice

- December 1992 =

d) Design Equations
Calbms basic stiesses for cast-in-place reinfmed c m m t e boxes are:
f't

= 3.25 h i

51-

60 h i

Concrete Design

M , =5&d(1- l l p ) 4 =pbd;andb=12h M ,= 60d2p(l - l l p ) in. foot-kips/foot

Solving for d

Page 6 1 4

Sdim 6

- Udergmund Sbwtures

c *
(1) Steel Reinforcement

Br3dge Design Practice

- December 1992 =

Design A,

4
(2)Shear
CaE-

= 0-25- M "

allowable shear s h s s

vc= 3 . 5 JS;
Without m p s
mind=-

vbVc

With stbups

V"= V"bd = (vm + VJbd

max V , =4 E + V , =4 E + 3 5 e = 75E

mula la I2 1

6- URdwrgmwrd Strudurar

P a pS f5

A 4 4

8 Bridge Design Practice - December 1992

E , Design Criteria
f , Loadings
(Note: h e * design pressures not shown)

Symrnefriml

about
16k I

16k

Loading 1

1
Candirtion 1:2' Cover
Symmetrical

-I

Loading 2

about%

Loading 1

Page &76

Section 6 Undwgmund m u m s

c *
2. Moments
WE? Slabs: FEM = 12

Bridge Design Practice

- December 1992 =

Exterjor Walls: F E S = -+12

Ph2 Aph2 30

3. Uve Load Distribution

a) Load at Grade (root)

HSZO w h l loadsare applieddirectly upon the conmete s m f . Thewheel is co11cwmted i n the direction shown and spread wmly along a distance E (wheel distribution on slabs) longitudinally with RCB.

(h + 30% Impact) Load Fador =

1.3x16x2.5=52k

s n g

grwnd i s nof shown

The above depicts the usual situation where the direction of traffic msses normal to rulvert. Therefore, the traffic travels roughly p d e I to the main reinforcement.

Sectron 6- Underground Structures

Page 617

I Bridge Design Practice - December 1992

b) Load at Grade Qn\nert)

16 k wheel load is "distributed"(causes soil bearing resistance) under the area klow, without impact.
roof

1 invert

w=

7 x width

Pw

xLoadFactor...inksf

- ;~&p?'*, ""
W

Width& .
Under 14 fi

, <

'?F, A >i4

16 k

5.7 Icsf width

32 k

14ft.tolessthan28ft

lL4 ksf
width
129 kd width

36k

28 ft. minimum

c ) Load Distributed Through Fill

When the depth offill is more than 2 feet, concentrated lirug loads shallbe distributed over a square, the sides of which shall equal 1%times the depth of filL ( S t x B E Section 6.4.4). If multiple lanes are encountered each load s h d d be calculated to determine controlling (maximum)load. (See BDP example pages 6-32).

Page 6.18

S&bn 6 - Underground Structures

4. Moment Envelopes
lkubie RCB (Units in pcf)
(1) When LL applies
(mtianvanes)

Bridge Design Practice

- December "592

(2) When U i r a p p t i i e

Invert m n t s ate maller than mi mments, for k w c~ver

Invert m m m B am Larger than mfmments

5. Sheer

D + E p m m m ( c o m e plus earn, B any)

Critiil shear phnes 8' d d i s w from lace d s u p p r t

emring pressure (with D + E + L)

invert

Exlerior call has p a t e s t strears, usmlly

= *

Bridge Design Practice

- December 9992 W

F . Design Example
Double 1 2 x 12RCB Culvert with 1 0 ft cover.

Notes to Designer:
' I . Use the number ofdcsigncydesasnecessaryto determine the maxbnumpossiblenqptiw distributed end moments and maximum possible positive midspan member moments. 2 When the depth o f earth cover is 10 feet or less, all RCB mlvests shall be designed to meet the requirements o f Bridgt Design Spm@tions, M d e 6.4.1 for the following two conditiom:

Condition 1,2 f e t earth cover. Condition 2,10 feet earth cover.

3. Use "Load Factor Designp' only.

Page (i-20

Sectr-on6

- UndergmundStmdures

I. Loading Cases te Consider

Condition I Loadings:

Bridge Design Practice

- December 1992 m

Condition 2

- Loadings:

S W o n 6 Undemwrd S t m d m

Page &Zt

c *

Bridge Oesign Practice

- December 1992 E

2. t m d s Conditibn f

- (2 i?. Cover)

Assume Member Thickness:

Check Standard P
say t , =rain.

h 'P-82" sheet and make best guess.

& ='loin.
tExWd= 11 in.
,,t

=OBh

Factored toads:

P , = L=--

16kSwkI

E - (4 +0.06(12'))

x25 =

8.48 Wft

Pressures:

c a
one wh-1

Bridge Design Practice

- December 1992 1

DL:

(2x11+8)x12112 wd(lzn,2+ 12 12
=0.61 = 025 + 0 . 6 1=0 . 8 6b f

~0.15~1.5=0.25k~1

W d

w,,

Walls:

up6

Member Lengths:

Bridge Design Practice

- December 1992

Loading 1b

Loading 1c

O.'l40 kcf

a
Loading 2a

NOTE: Dierent shaped RCB d &

wiU regrrire different loading combinations to

acquire the maximum design mommt rneEopes.

Page 6 2 4

S d o n 6 - Undwground Shvdm

c *
~;2r;..fy+h,~;~:; \ : + Tw<++,> .- ..,. . .: ,, , , '.? . A ,,,

Bridge Design Practice

- December 1992
,
,,

\ k

hy%y* -.
5

,, ,y<&L..

+> . < I . *

- *--.+ .

, ,

>

_
,

, ,

y-

',

7? < q ; +~ y; -~, 22'""3M,:. ->A,

i .

.',<,

k . .

* < :% < * :

Roof (L@S/2)

Rook ( L @ 1 / 2 )

Pt -+8

wlZ
+

12 - 10.17(12.79) 0.61(12.79)2 8 12 = 16.26 + 832= 245 1

Pt -+4

wlf 8
15

= 2 CEE%)+

rn%)

= 3252 + 1 2 4 8= 45.00 "k

& @ 1/31
Lt -(BS)+27
2 4
wcz

. ( t @ C/3)
2Pt wtZ +9
= 28.95

12 = I P Z + 832=27.9%

+ 11.08 = 40.00 ' k

RL -{Pt) 27

+-w12
12
(L d 2/31 Span 1: Sameas@L/3=40.(30' k

= 9.64 + 832= 17-95 1

(L6UJ3) Span I: Lt = Rt above = 17-95'k Rt = L t &toye = 27.59 k

span 2:
4 b = -(I279 8)- 14 = 3.05 ft

span2
Pab -+ 1L5(m)h-(
5/2-a LS2

e t 5
12

r}

a = 1279-3.05 = 9 . 7 4 f t

PbZa wlt3 L t + t2
f

- 10.17 x 9.74 x3.05 +1248

12.79
+

10.17(3.03z x9.74 832 12.792 = 5.63 a 832= 13.95 'k

= 23.62 + 9.07 = 3269 k

Rt -+-

pa3b w12
C2

12 =1 7 . 9 9 + 832= 2630 l c

c *
I
=

Bridge Design Practice

- December 1992 D
..L<
A : -

.a

<< <

1 ' .

,'

'Xrn''

d%'

-,,..

-.

' '<?,"

: 'b'y: . m J & ! > <

, J < ' :

; , ; * , -. ,>,p<qsK$;+i$ I,,: 2 .
->,

<

,*
L .

walls:

(1M)YB)

Wails: (lW/a))@ midspan

top: ~ l l +_'

12

Aph2
30

p,t2+-Aph2 8
16
= 1.5

0.50(12.83)~+ 2.70('12.83)' 12 30 =7 . 0 0+ 14,81= 21.81'k

tFEM,)l++ 1.5

(FEM,-)

= 1.5 (7.00) +1

3 (33_37)

= 10.50+ 1.25 (2222) = 10.50 + 27-77 = 38-27'b

PEL Aph2 b b : -+12 20 =7 . 0 + 1.5 (14.81) =7.0+2.22=2922% (30%)

top: 0 . 3 (7.0) + 03 (14.81) =2 1 + 4.44 = 6.54 'k

(30%) 03 (10.50) + 03 (27.77) = 3+15+ 833 = 11.48 "k

b m :2 ' 1+ 03 =Zf +6.67=8.771

h e * (onew M )
W , P

lnvee (oneWheel)
=1 5 (FEMJ

12 12 0.22(12.79)2 0.86(12.79)' 12 12 = 3.m+ 11.72 = 14.72 'k

+

+-wDt2

+ 15 Q?EM13)

=I S (3.00) + 15 (11.7'2)
= 450 + 1 7 5 8= (two wheels)

(two wheels)

Z ( 3 . 0 0 )+ 1I .R =1 7 . 7 2' k

2 (430) + 1758
= 9.W + 1 7 . 5 8 = 26.58%

Page 6-26

Section 6 Undergmund

c *
walls:

Bridge Design Practice

- December 1992 1

Relative S i i f h e )s ~ PmportionaI to t3/I:

1f3/1283 = 103.741

103.741

57%

575%

Moment Distn'bufion
Loading 2A
SBM = 1 2 W k

A -1 6.74%

4
8 . 3 2
5.50

] -50

1-94%
.50

rd
I

0.00 w 0.00 ' k 4.35 'k

2.1 5

0.00

2.w
0.00

8 . 3 2

0.m
1.07

~ymmetri~al

* ~n
5

CD

0.47 f 6.74

1 . 9 .w,

y:

32Fk

0 . 0 0 0 . 8 3
-7.53
0.00
0.00 -1 -65

-tt.72

11-72

LC!

N t

-3.76 0 . m

SBM = 17.58'k

-21.57%

Section 6

- Undegmud Wctwes

Page 6 2 7

E d

I Bridge Design Practice December 1992'

Loading Ic (unsymmetrical live load)

-1 8.41 'kc

-18.Wk

zr

SBM = 45.Wk
V)

9.07 k
7

Page 6 2 8

S&on

- U n d d p x d Strudure~

c 4

Bridge Design Practice

- December 1992 k

Loading 2b (symrnetriml live load)

Check distance betwm wheels +d =

4 (12179ft) = 17.05 ft 1 14 tt 3

SBM = 40.0%
-50 -50

-2 1.81 329

27.59 -2.49
1.42 26.52'k
0.00

-1 7.95

17.15'k

1.89

3 . 3 1

0.00 -1.24 0.00

-19,Ig'k

Symmet-1

-265 2 'k

7Ga-

z
SBM= 26.41'k

0 140

a m
I

kct

-50 .50

r m eo
f

n
1

2922 6 . 6 2 -7 -65

-1 7.61
-4.99

17.61
0.110 -2.50

-15.114k

-27.89%

0.00

Section 6- U n d e m s1Ndmes

Page 5 2 9

c *

Bridge Design Practice

- December t992 =

Loading 1b (unsymmetrical l i e load)

Page 6-30

S d o n 6- Undergmcd STWures

1
3, L o a d s
Where:

Bridge Design Practice

- December 1992 =

- Condition 2 -(50 ft Cover)

ksyrnmetrica~ h u t

L d i n g1

LRF = Lane Reduetion factor (see BDS S H = lOftMCwer L = UniformLivehd = Impact, ( w h H > 3.0 ft, I = 0.0) I D = DeadLaad

W 3.12.1)

Section 6 - Undwground Sbvdumi

Pege 631

= *

'

Bridge Design Practice

- December 1992 =

Ptesures (factored):

= two h c k s =

ldk(2)(2)(2lanes)2.5 = 0.30ksf conhols (1.75H t.1 6 ) ( 1 . 7 5 H+14) 16k(2)(2)(31anes)(2.5)0.9 (1.75H + 2 8 ) ( 1 . 7 5 H t 14)

= 030 ksf

=threetrudEs=

wtmf = wE+ wD= 229 ksf

Walls {outer Q center line of support dabs)

c *
Member Lengths:
Loadings:

Bridge Design Practice

- December 1992 =

.
kcf

1
--G
(ClnsymrnetrhE L)

~ ~ i . m *
kcf

(max + M m f 4% invert)

( m a+ M mf)
Loading t c

Loading I b

0 . 1 4 0 z ~

&0.140

kcf

kcf

( max M ext. wan) Loading 2b

Ststion 6 - Underground Smrdums

Page 633

c *
w lZ + w,tZ. L 12 12
= 4.09 + 3122 = 35.31'k

Bridge Design Practice

- December I992 m

= 6.13

+ 46.83 = 5296"k

Walk- llOQO&

P,h2 Aph2 top: -+12 30

- (2.19)(12.83)'

4-

(2.70)(12.83)'

=1 . 5

(FEM ) + 1-25(EM,_) I

= 30.04 + 14.81 = 44.86%

= 1.5 (30.04) + 1 2 5 (2222) = 45.06 + 27.78 = 7284lC

=3 1 1 . 0 4

=3 . 0 4 222.2 = 5226'k

-+

1.5 (14.81)

130%1
tap: 03 (30.04) + 0.3(1481) = 9.01 + 4.44 = 13.4Sk

03 (45.06) + 03 ( U . 7 8 ) = 13.52 + 833 = 21.85'k

btm: 03 ( 3 0 . 0 4 )+ 03 (2222) =9 . 0 1 + 6.67 = 1 5 . 6 8 ' k

Invert:
w 1 ' -+-

w,L2
12

12

1 5 (4.09) + 1.5 (34.63)

= 6.14 + 51.94 = 5 8 . 0 8 ' k

= 4.09 + 3 4 . 6 3 = 38.7l.k

Page 634

SeEtron 6- Undergraud Strudures

c *

Bridge Design Practice

- December 1992 =

Distribution Factors:

Relative Stiffness B Proportional to t3/ I:

Roof:
Walls:

1@/f279 =
113/1283=

78.186 103.742

43%
103.741

57%

5Wn

Mamen t Distribution: The following load cycles are the mbthwrt number teguired to fmd all of the
rontrohg member moments. Use more load cycles if warranted.

Loading Za (symmetrical loading) U Only

c *

Bridge Design Practice

- December 1992 =

Loading 2 b (symmetricalloading)

-*
,-", p,
-220 41.39'k 5226

I
-4

-32.44'k

17.38'k 38.71 0.00 -2.91 0.00 -0.58 -3522'k

-7.72
-1.54 1.10

2.71

- -

-38.71 -5.83 0.00 -1.17 0.00

SBM = 58.OB'k
4 6 . 18'k

Page 6-36

Sedon 6

- Underground Structures

c *

Brldge Design Practice

- December 1992

loading 1b {symmetrical loading)

b
SBM = 52.m
F
7

SBM = Se.Ds*k

-25.11%

F;I

rri

S d b n 6 Underground m u m s

Page 6-37

c *

Bridge Design Practice

- December 1992 =

Loading 1c (unsymmetricallive load)

SBM = 46.85k

Page 6-38

S&i~n 6 U d e r g r ~ n d W d ~ e s

= *
4. Section by Shear

Bridge Design Practice

- December 1992 m

Note: Do not check shear i n roof for 2 A covet condition, see Bridge Design Spedfic~1tiens 334.4. Shear is controlled by 10 ft earth cover.

Roof and h e r t

i m ' m

YI=

+ d = 13.5 i n .
Moments

Rmk

V ,

[ y -

WX]

;DEM = Distributed End

4 !

S d o n 6- U d e -

Shdufes

Page 639

.
i

Bridge Design Practice

- December 1992 1

Watt:

. :

12(02) Need to i n w a s e wall thickrtess or add shear reinforcement in actual design practice.

knd bv,

20-63 - 8.60 in. > 0.5 i n . .-. NG

The required increase in wall thiclness or the addition of shear ~einforcement will be
ignored in this design example, which js for illustrative purposes.

5. Reinforcement by Ultimate Moment

(Note: A, units are sq.

in. per foot):

walI!roof
walfimvert
invert

2
2

2b
2b
lb

0 fbp
Q btm

41-39 46.18

2
2

centerline span
8 centerline RCB

2282
45.40

invertlwall

lb

c *

Bridge Design Practice

- December t992

Designs:

f; = 3250 psi;f, = 60 k s i

0.2.5MU "d d,, d

=dLZM.

Roof:
mckness i s controlledby negative M @ centerline RCB)

: . use:Wanti 4%
A=

@8 1 h h

~ (space x 634%

ih max 0.c)

(0.6 +Q-44X22) = 1.47 > 139 85

.-. u s e #4 and 87 @ 8% h i n . ((spa=

@ 4% i n max Q.c.)

Wall:

chess controlled by negative M B btm)

c *

Bridge Design Practice

- December 1992 m

. : #7and #6 @ 8% in. max (space 4 24% i n max o-c.)

0*31(12' =0.8!3<0.90 by abut 2 . 7 % Say OK

4.25

: .

% difference c 5%

: . #7and #6 @ 0% i n max (space 8 4 h in max ox.)

k=
Invett:

(0.6 t 0.44)
6.5

=L47<L54 by about 4.6% Say OK : . % I difference < 5%

(Tiidmess controUed by negative M ,wall)

+ve mom.4 5

0.25(22.82) = 0.76 7.5

(space O 4% in. max o.c)

: . use #4 and 67 @ 8M in. mw

: . # 7 and #6 @ 8% in, max (space @ 4M i n max o.c.)

AS= '0-6+0-44'(12) =L47 < L54 by 46% say OK 8.5

: . % difference c 5%
-

Page 642

Sdim 6 Udwground Sdnrdm

Notes To Designers
Amount =

Bridge Design Practice

- December 1992 m

I. The use o f reinforcing bars larger than #8k should be avoided.The bending radius mqujred for a #9 or larger is very large and would require large conaete corner fillets to mahain t k required design "d" .

2 When miember thidmss changes are greater than ?4o f an inch, the design calculations should be secyded.
6. Distribution Reinfomement:(Ref. BBS 324. lo)
100 100 = = 28.9% < 50%max 6 dzii

(for 2 ft cover)

x 0.29

Find: #4 req'd

A x . #4mq1d=a - span A,, 2

. =

7.5

: . use 8 #4 over middle half span

Design Tempesatutelshrinkage Reinforcement

&=%h

= 0.125 in.

'P I X820.1)

#r2 a 18 in. = 0.20

h2(12in) 18 i n

= 0.133 i n . > 0.125 in. 2 OK

Sectrectron 6 - Underground SlrYdums

Page &#3

c *

'

Bridge Design Practice

- December 1992 1

7. Lead Moment Envelopes:

Assume:
1. If the moment disbibutionwas done for d possible live load loadings dong the roof of t k RCB Culvest with 2 feet earth cover or less, the maxhum Live Load moment envelope would be a paraboh. 2 The -urn: positive nomwts are at midspan3. The moment envelope for the exterior walls is a pmbola. 4. We uw h e foUowing information from a parabola to plot 2 additional points of the &um and minimum moment envelopes at the '/r span:

8. Reinforcement Sengths
8ar Extensions: (See BDS 824)

Page iW4

Section 6- L l d -

SrWums

Brldge Design Practice

- December 1992 m

Determine Negative Mornmt Reinformrnent Cut*

Lengths

Rool and Invert:

#6

rrs a, n
Wlllr:

= 5 (0.62) 7.5 (1 - 11 (0.0069)) = 21-48 fi--kips c a.s: M = 5 (1.47) 7.5 (1 - 11 t0.0163))

8.5.; M

Negathn Moment Envelope Scale: (Moment) 1'= 30 R-lops

S m t t i c a l a h ~ t ofRCB

= 4523 ft-ldps

# 6 15 bar dla. #7: 15 bar dia. 9'20

#6: 4,

Section 6 Underground StrUchlres

Page 6.45

'

Bridge Design Practice

- December 1992 =

Calculate Bar Cutoffs (corners)

Roof:
# 6 8 8.5 in. :

0.13 (L]+ Id 0.13(1279) (12) + 18.52 = 38.47 ih 036 (L)+ 15 bar dia 036 (1279) (12 )+ 11.25 = 66.50 in. t controls

I = 6650 + 55 t - clearance = 66.514 + 35 (11) - 2 = 70.W in. use1 =5ft-loin.

#[email protected] in.:

-,

td=2526h 0 . 1 3 (L) + 15 bar dia 0.13 (1279)(12) + 13.125 = 33.0 i n t conPols

Wall (top):
#7@85jn:
#6@85h:

tobemtinu0~5(lapspke45bar&a)
td=1852in. + c Q W ~ S 0.03(L) + 15bat dia 0.03(1283) (12) + 11.25 = 15-87jar.

Wall {Softam):

#7@&5in.: toE#mtinuous #6@85in.:

0.05 (L) + 15 bar dia 0.05 (1283) (12)+ 1125 = 18.95 i n 5 conlmk

Ld=18.52in.

c= r ~ . 9c ~ 5 ,,t +~ = 15.95 .t % (10)- 2 = 2 1 . 9 5i n .

use L = 1 f t - l o b .

c *
invert:
#[email protected]:

Bridge Design Practice

- DecembeF 1992 m

0.12(L}+ t d 0.12 (1279) (12) + 18.52 = 36.94 in. 0.32 (L) + 15 bar dia 0,32(1279) (12)+ 1125 = 60.36in, t conuols

L=6036+ Mtd-ciearanee 6036 + ! h(11)- 2 = 63.86 in. mI=5fk-4in.

#7@$.5inr

fd=z26in.

0.12(L) + 15 bar dia 0.12 (1279) (12) t 13.125 = 3 1 9 in. t controls

= *

I Bridge Design Practice - December 1992

SymmetriFal about

RCB

Partial Section % . = 1 '-OW

Note: Thebar reinforcingdetailsshownin this design exampleisslightly different than the steel details shown on Standard P h D 8 1 .
Page &#

Section 6 Underground Strudwes

c *
AREA. RailmdLnads
NOtations
WnfMCerne~t

Bridge Design Practice

- December 1992 =

Appendix

Bridge Design Specifications Manual, (BDS):

Combinations of h d s Disteibution of Laads and &ign o f C m c ~ Skbs k

Bearing Capacity o f Foundation So& Dead Loads F o o q Distribution of -1 Loads Through Eatttr, F i l l s Notations Concrete
Stsength Deign Method (Load Factor Design)
~ ~ ~ e

o m fR m e dtM e m h
e n t

S M d a g e & Temperature Reinformerit

Spa* Limits For ~ ~ Pmbxtion AgainstCoffosion Hooks and k d s

~ e v e ~ oof pn~ ex ~u ~ rta l ~ 0 - m Development ofDeformxi Bars i nT d o n Splices o f wom2mmt

General

b a d Factor Design ReinforcedConcreteBox, Cast-In-Phe

Highway Design Manual:

Standard Plans: (1992 Ed.)

D 8 0

D 8 1
D 8 2

Cast-In-place M o d Conaete S h g k Box Culvert Cast-h-Place Wc1fied Caurete Double l3ux Culvert Cast-h-Place W o m d Conmete Box Cdvert Miscelhmm Deb

c *
7 . 1 . 0

Bridge Design Practice

. February 1993 m

Section 7 . Bridge Design Aesthetics Contents

Preface

.7-1 ........-..-.............. .................. .....- .. . . . . . . . . . . . w . . . . . . . . . . . . . . w . . . . . a . . . . m . . . . . . m . . . . . . . . . . . . .

"

7.1. 1
7.1.2

Definition........................................................................................................................

7-1

Scope ...............................................................................................................................

7-1

7 . 2 . 0

Introduction .................................................................. Psoject Development Team ..................... ..,

...........................................
............................................................

7-1
-7-1

7 . 2 . 1 General ...........................................................................................................................
7.23
7.2.4

7 1

7 . 2 . 3 Design . Philosophy . . .................................... . . . .

7 . 2 5

Method ............................................................................................................................ 7-2 Results .................................., ........... . . ............................................................................ 7-2

7.3.0

Bridge Design and Aesthetics

. ... ,.

..

......m...,,....n.n...nn..

. 7-2

7 . 3 . 1 Theory ............................................................................................................................. 7-2

7-32

Structural T y ~ ............................................................................................................ e 7-3

7.4.0

Type Selection Meeting ...................

..., ., ..

....

7 . 4 . 1 Prepamtion for Type Seleiction Meeting .......................................................... ..-.... ...7-3 7.42 Public Meetings ............................................................................................................ 74 7.4.3 Visual Aids ....................................................................................................................-74

, . . .

7 . 5 . 0

AestheticFeatureGuidelines

. . . .... * ... . . ..-.... .............*

7.5.1

76 7.5.2 Girders and Decks ................... . .................................................................................. 7-7 . . ............................................................................................ 7-10 7 . 5 . 3 Columns ....................

hilings ...........................................................................................................................

Section 7 - Cantents

Page 7-i

. e l *
Bridge Design Practice
Aesthetics for Seismic Retrofit

- February 1993

7-15 General ............. . . . ....................................................................................................... 7-15 Steel Column Casing .................................................................................................. 7-16
,

...................................................

........................

....................................................... Cable Wrap Casing ............................ . . . . ....... . ..................................... New Replacement Columns ................................... -.. Welding External S tee1 Plates and T i e Rods .......................................................... Bibh ography ....................................................................-...........................................
Fabric Wrap Casing ......................... ....

7-24 7-24
4

7-26

7-26

Section 7. Con tents

Page 7-ii

Bridge Design Practice

- February 1993 =

Bridge Design Aesthetics

7,l.O Preface
7.1.1

Definition

AestJretics - The science or study of the qualities of beauty, including surrounding light, shadow, and color not limited to physical f o m .
Benuti@l Bridg~ - A beautiful bridge makes a minlmaI impression on the environment, has good proportions both i n its integral parts and in the space outlined bp itsparts. It is composed of one dominant structural systemusinga minimumnumber of bents witha ninimumnumber of columns per bent.Size, shape, color, and texture on superstructure,colwmns, and abutments are utilized to either call attention to, or play down, the role of these s b c t u t a l parts.

7.7.2

Scope

Theinexact science of aestheticu is h i k d to practid application i n bridge design where cost,

construction, and maintenance compete with public acceptance. Consult t h e bibliography for philosophy, history,and ethics.

7.2.1

GeneraI
Project Development Team

7.2.2

C A L M S has incorparated the design team concept into its n o d project development proc:ess.This team is composed o f professionalsfrom all disciplines participatinginthe design process. Representatives horn engineering, architecture, environmental stuches, Jandscape architecture,and legal are directly and indirectly incorporated intheproject development team. The Division o fSb.uctmes type selectionmeetingmembersrepresentthe structural engineering function of the project development team.

7.2.3

Design Philosophy

Design philosophy from top m g e m e n t to the design team encourages beautiful structural design while following the rule that "form follows function" The end result can be an aesthetically pleasing structure that is also economical.

Section 7- Bridge Design A esthetics

Page 7-1

c a
7.2.5

: -

Bridge Design Practice - February 1993

The method utilized i n most CALTRANS structure designs consists ofmodifying the standard shapes required to perform the shctural function. These modifications are achieved by using grooves, offsets, t e x h w , m d moss sectional changes.

m s s section and longitudinal &on for girders;and r m d to for columns.Only when we extend thrs k h o l o g y to its upper limit do we consider the need to reducemass. We p e r a l l y accept redundantmassi n orderto slmpltfyformw ork whch is the basis for ourcost e f f e c ~ design e Concrete Is the primnry constructionmaterial. Special site or public relations problems requiw the designer to mamy architecture and engineering by using engineering diciates such as moment d i a to provide the basis for a design subject co skid cost/funchon uiteria.

Results Thisapproach results in using a standard endosure whichis basically rectangular i nshape, both in

7 . 3 . 0 Bridge Design and Aesthetics

Section 7.1-1 defines a beautiful bridge for the purpose o f directing bridge designers. C A L W bridge engfneersattempt to make every bridge a beautifulbridge. They produce advance planning studies, or the equivalent,to discussxskheticswith the Aesthetics m d Modeksection ( A M ) . A&M coordinates with bridge engineers using visual aids to identify areas of aesthetic concern and ta resolve these areas o f concern. Interaction of A&M and engineeringpersennelis necessary as early as possible to coordinate Division of Stmchr~es' work with the Project Development team.

7.3.1

Theory

Bridges affect their surroundings by their size,shape, and color. CALTRANS has determined bridges shodd be a good neighbor. They shodd be compatible with their environment and blend rather rhan make a strong statement.

There are two basic positions for viewing a bridge: (1) the position of the bridge user and (2) the position of a viewer looking at the bridge from a location to the side of the bridge.
The bridgeuser should be presented witha minhrrm of distractions. Therefore,thebest bridge i s one where the user is not able to determine that he is using a bridge. The second position is generally dependent upon the elevation or profile presented by the bridge.

Theprofileview desaibes~

s t r typesuchasarch, u ~ buss, girder,sqmsion, orstayedgkder. S o d stmchrral design (I) function, (2) and appropriate aesthetic treatmenf, (3) have been establisM as the order of priority. The first priority must begin with geology to B e t e m where supportsmay reasonably be E m ted.The structural type i stherefore dependentonpossible support i n order to d d etermine the span 1engLl-s.T&noIogy has made j t possible to have s i n g l q a n lengths of over200feetinconmte.Phisbasecanbeexpanddbyusingsteelandadaplingacontinuousspan procedure to extend the limit. Zncreasing the apparent height of the sbuctural tyFe by constructing a truss,combining a truss with an nrch, building towers, and suspending the deck by stays or suspension cables are other methods of inmasing span lengths.

Page 7-2

Section 7- Bridge Design Aesthetics

c *

' I Bridge Design Practice February I993 m

The problem of economicallyproducing large numbers of bridges necessitatesthe i n p l e m e

ta tion ofa repetitive process. Basic methods and procedures must remainas simpleas possible:

therefore, the Ieast complicatedmethod and procedure must be the starting point for selecting struc.haral type. Actual physical and monetary conditions modify this beginning toward an increasingly cornpBcated problem.
A parallel exists in aesthetics. T k second and third priority may modify the choice of structuraE svstern. Bridges constructed to serve transports tion w o r t s are large stmchms. Therefore, the abpropdatenessof the s h b u r a l system is the most important factor i n bridge aesthetics. This factor canbe smn fromany positionfrom which the bridge onbe viewed. It is the bridge.The mfhitectcan bring out the aesth;.tic @ties of the shctural system but on never change its basic impression

7.3,2

The Strucfural Type

Aesthetic Considerations Each route should be composed of bridges with an appeasance compatible with other bridges on the route. Overcrossings should contah the aesthetic theme for the route. Undercrossings m y v q from the route theme to satisfy I d community requirements.
Rver crossings and viaducts are u d v not within the driver's focused viewing area; theherefore, they may also vary from the route theme. However, close r e d l a n c e to route theme bridges will produce a desirable unified appearance for the entire route.

7.4.6 Type Selection Meeting

Thetype selectionmeeting 5 a t t d e d by repmtatives born Spdicatjons, Maintenance, Construction, k i h a t i n g ,Design, and Aesthetics and Models. The purpose i s to provide a bridge with @ties which will satisfv all members o f the Division of Sbuchms. The s e d t s of this meeting willbe "sold" to CALM. mi k t r i c t and the c o ~ ~ t are m tSO present for EX temdy w ~ e Projtxts. d 7.4.1

Preparation for Type Selection Meeting

The engineer is in charge of producing contract plans. Aesthetics and Models acts as the engineer's comultant. Advance Planning Studies prepared by the engineers are reviewed by Aesthetics and Models. These reviews consist ofselecting column type, girder edge treatment, and surface treatment. A preliminary architectural sketCh i s drawn consisting of section, elevatim,and a rough perspective. Cost estimates are prepared, and the suitability of structural dsign to architectural features and cost are determined before work progresses. PIanning and recommendationsby Aesthetics and Models begins with research of the area and route to be occupied by the bridge. These recommendations also incorporate directions or information gathered at public meetings.

Section 7 - Bridge Design Aesthetics

Page 7-3

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7 4.2

Bridge Design Practice

- February 1993 E

Public Meetings

PubLicmeetingsmaybe workshops organizedby the District to produce facilities incorporating a style, theme, or artistic feature required by the community. Workshops are occasionally h e d d e d to insure that features required by the community are presented at public hearings. Public hearings are usually designed to present the community with a proposal o r alternate proposals i n order to secure a freeway agreement. Public meetings may be scheduled either before or afker typg selection meetings.

7-43

Visual Aids

Presenhtion quality maberial to be displayed at publicmeetings or Dishkt meetingsi s available from Aesthetics and Models. Artwork ranging from simple sketches to photo retouches showingthe proposed product i n its environmentis also available from Aesthe tics and Models. These displavs require from one week to two months t~ produce.

Modebmay also be ordered. The equivalent ofa s k t & is a styrofoam model. Elaborate models which correspond to photographic retouches require six months to a year to construct.
Design sections may order visual aids by sending a memo i t o Aesthetics and Models.

The memo should indude the type, size, and completion date required. Districts usually order the large elaborate models showing interchanges with several bridges within a community. This type of v h l aid, requiring relatively long construction periods, must be ordered by a letter to the Chief of the Division af Stnrctures.

Page 7-4

Seclion 7- Bridge Design Aesthetics

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Bridge Design Practice -- February 1 993

7.5.0 Aesthetic Feature Guidelines

Fiy r e 1 illustrates the bridge parts normally given aesthetic consideration This work involves scrutinizing the required structural shape with regard to appearance criteria developed by the Aesthetics and Models Unit from public meetings,District requirements,and aestheticjudgement.

Figure 1. The Parts o f a Bridge

Secii~n 7 - Bridge Design Aesthetics

Page 7-5

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Type 25

Bridge Design PraetZce Februaw 1993

Type 25 and Type 27 form the basis for our work. The only modifiation allowed is fo stain or paint the depressed or grooved area on the outside face of Type 25 (Figme 23,

Type 27

figure 2

Texture or shape change ta the outside face requires the sailing to be designated Type 2 5 M or Type 27M (Figure 3). The texture must be added to the basic structural section.

ISectlonI

Basic

Basic

~TZ-G-I

Type 25M MinimalTexture

Type 27M MinimalTexture

Page 7-6

Section 7 - Bridge Design Aesthetics

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7 . 5 . 2

I Bridge Design Practice- February 1993 m

Girders and Decks a ) Figure 4 illustrates the basic girder and deck assembly wherein the ghder and deck are
combined to form a sIab. Aesthetic consideration for slab bridges are generally confined to limiting the apparent thickness (t) of the outside edge of the slab. "t" should be approximately equal to the corresponding dimension for box girder bridges (Figure 5).

Figure 4. Slab Deck

Figure 5. Slab Deck with Sloping Edge

b) Bridges comtructed using steel and reinforced c o n g ete rely on the tensile strength of steel. These bridges do not require themassive abutmentsused for compressionforce structures. Our tension force structures demonstrate the physical ability of tension structures to be much thinner or require less depth than compression structures.

Bridges that appear to be horizontal constructions appear, from an artistic point of view, stable and graceful. Thin horjzontal bridges with a minimum number of columns are desirable.

Work in Aesthetics has focused upon applyingthe previous statement.Horizontallinesand shadows are the devices employed by the architect to produce bridge designs which have been labeled dean, functional, and honest.

Section 7 - Bridge Design Aesthetics

Page 7-7

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Bridge Design Practice

- February 1993 m

c ) The exterior girder of the box girder system can be arranged to e h c e the perception o f small depth or thinness.
Figure 6. Shadows cast bv the overhang on the exterior girder place the exterior girder i n shadow similar to the sh;de always present on the soffit.

Figure 6. Concrete Box Girder with Vertical Sides

The amount or depkh of the exterior girdershadow is dependentupon the overhang length, the sun angle, the exterio~ girder angle, and the relative northsou th orientation of the
girder.

Maximum enhancement,thinness,is achiwed when the shade of the sofit merges with the shadow an the girder (Figures 7 and 8). The railing and edge of deck are the only elemmk remaining in sun (Figure 8).

Page 7-8

Section 7 - Bridge Design Aesthetics

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Bridge Design Practice February 1993

Figure 7. Concrete Box Girder with Sloping Sides

Figure 8. C o n ~ ~ e Box t e Girder with Sloping Sides (No Overhang)

+

Section 7

- Bridge Design Aesthetics

Page 7-9

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7 . 5 . 3

Bridge Design Practice

- February 1993

Columns

Standard architectural columns have been designed as a series of modular shapes. Cross sections are available in round, octagonal, and hexagonal form. These forms can be expanded to include a rectangle between the basic fom. A round aoss section can become a cross section that is semicircular at the edge with flat sides joining another semicircularedge. This system i s used for all the geometrical forms to increase the load bearing ability of a single &lurnn Therefore, a minimum number of c o l ~can s be used. The edge column directly adjacent to the viewer provides the impression of column width that the viewer normally perceives. This impression is controlled by light reflecting from the column edge. Octagonal columns appear slimmest as a result of the pea test number af surfaces. The viewer sees a large area broken up by several planes. Round columns are affected less and square or rectangular columns are not zdfected. ?'he architect c a n take advantage of this light reflectionby using the principles to slim down a massive c o l m or increase the apparent sjze o f a column to offset a massive superstructure. CoIumn proportions, therefore, have a large effect on the aesthetics of bridges.

Columns that appear larger than necessary to support the superstructure are not desirable because attention is directed away from the primary purpose o f a bridge, which is to provide free movment. Columns that are obviously needed to support the supersbucture should appear to be o f sufficient size to perform their function. Columns that appear thinner than the visual requirement impart the feeling of possible rollapse to the viewer.

The upper part of standard architectural columns is curved, arched, or !dared to visually
integrate the columnwith the superstmcture.This spreading outward of the standard architectural column is designed to be cornpahble with the sloped exterior girder of a trapezoidal box girder (Figure 9). Standard, flared architectural columns are not compatible with vertical exterior girder shapes (Figure 10). A bansition between khe c a l m and the superstructure similar to the capital on classic style columns must be introduced (Figure 11).This "capital" usualy takes a simplified form involving straightLines tap2ring i n the opposite dirertion of the flare for a distance Iess than the girder depth The capital actually becomes an exposed column cap, or part of an exposed column crap. This treatment is effective only when the extremities o f the flare are wider h a m the superstructure.

Page 7-7 0

Section 7- Bridge Design Aesthetics

c 4

I Bridge Design Practice - February 1993

Figure 9. Compatible

-Recommended

figure 10, Incompatible

-Not Recommended
Page 7-7 f

Seetion 7- Bridge Design Aesthetics

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Bridge Design Practice

- February 1993 =

figure 11. Acceptable

Vertical exterior girders should be used with prismatic columns (Figure 12).

Figure 12. Compatible

-Recommended
Section 7 Bridge Design Aesthetics

Page 7-12

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Bridge Design Practice - February 1993 M

Flared columns as descnied previously are designated as one-way-flare columns (Figure 13). They promote flow perpendicular to the bridge and under the bridge; therefore they are directional.

Figure 13. Standard Architectural Columns with One-Way Flare

Standard architectural columnshave also been designed with two-way flare (Figure 14). These columns are nondirectional (they do not direct flow in a particular direction) and are particularly appropriate in situations &volving more than one bridge, such as an interchange. Twoway 5 r e columns are more effective from a visual . judgement because t h e flare is evident from . any viewing position.

Figure 14. Standard Architectural Columns with Two-Way Flare

Section 7 - Bridge Design Aesthetics

Page 7-13

w l I i
. e :

Bridge 3esign Practice - Febmary ' 9 9 3

:owe: ?orti02 of z coI-;z:.zst co-ec wit:? ezi3, z.?-?-rzce zzierk:, or wzter. S:z-.d?zt 52s zzzy :.ot ?yovide 5 e 3es: zrChi:ecL~-2: cokr--s z 3 k v e verticz: lower ? o i i o ~ sA!::lo;tg:? . . - . s o i k o n zest:?eticzliy, it is 5 e o?Ly ?rzcCcz- so--t:o:: for z cob&--7 5 2 : =.-st co3e w-2- Feeat . . C;?2ges .?eAg:?t wr:?i:e -ek-:-:-o . c e : ' . s?.?le wid?. zt 5.e to?.
. . , . .'' L. .... .?er lower ?ortions 5 wzter rely 0 : t:?e str;c>:rz: cor:ditio?s for 5e:r s?z?e. . , . . . . . . . . . P ...-L . , ..s res5::g on q r e z d foot-?.-.gsor :n cr;..ec :o:es czr: z??e?.r io dise??ezr >.to Lke wzter. -O--s 5 cls~:-ct zdvz?;zoe wiL? f..Lc~..-z:-n ..d..-., wz:er ;eve:s. .. .Co2;~zsk wzter s:??ortec o r . ~ .e -..a .-.
^

: . co'.---s
-. -.-.

. L:lek overz- cesigr:. ?Ie 5e?.ts ex?osed?s co5-s cz?s rec;12e the ?i:e cz? to 3e 22 e:e?.en: L ere z s e l o?Ly w5e: low cletrz-ce lics:es t3.e zse of K - 2 sc?erstrcc>ze. -nese si>cz5o?s ? zrezs of restrictee c:ezrzr:ce. zs;1?Ly occrrr i

.:ere

-3, rec;',ire zr: overcrossLL?.g :O s?z2 i : c:v:cec r'ig3wzy w i 5 i : ce?ressio: 5 . - .S-e ce2:er for x z s s Z?zs1Si:. :?zicesr;z:e s?zce for oze k g e CO>AYZ ?reser:tel ::le- ?ro>.ern of t;Yo i : . .. 5 , :-. cO1..--.z 5=ee-s??-? str;c>;re. e :. sL;ckre ce>t? - - wo--c . x v e visz?:.y over. , .. ~owerec 5 e : co2;rr:s. .2e resz2 w2s z --zssiveloo:&o s;?ers>:c?:re. Corn35i~g 7 - 5 e . . a. ?ro3;ezs s?eciEc to ::?e s:?ers:zc>:re ?rokcec 2 " .c e ;'; soklio.? where co>~?zsa z c .. s..? ers.--c'....- .,.e ???ear io 3e 5 ?ro?or%o:. w;:z ex:-. oz-.er.
e s . ' L : " "

..,,re

w X 2:wz.y~ 3e z -eel for -o-stzz??rt co>~z.?s. S?ec>.: s i 2 c o ~ l i ~ o nslC? s , zs -. .. .. --

-..-.,

. .

c *
7.6.1

Bridge Design Practice

- February 1993 =

7.6.0 Aesthetics For Seismic Retrofit

General

The ideal retrofit would result in the retrofitted structure showing no change in appearance. Real world conditions w i l l probably dictate the use of seismic retrofit technology w h i c hw i l l produce a change in the appearance for the retrofitted structure. T h i s change in appearance should be minimized. Some retrofits will require additional structural parts. These functional parts should be integrated into the design of the original structure. Shape, texture, and color should be utilized to accomplish the integration.
All retrofit work affects the appearance of our structures.

The following excerpt from Memo to Designers 21-18 dated July 1989,was written to provide guidance for girder to column retrofits:

"Appearanceof structures being retrofitted should be given consideration."

Generally speaking: a) If the cables are between girders, above the girder bottom flange, or are attached by means of small fittings, they are least objectionable. visible frorr. 2 position b) If the cables are wvand aromd colmns or other st!-~cturaimenbers outside the structure, they are more objectionable @,@re 16).

Figure 16

Section 7 - Bridge Design Aesthetics

Page 7- 15

c *
C)

Bridge Design Practice

- February 1993

If the cables are visible i n silhouette and are obviously not a part of the major structural xheme, they are most objectionable.

All of the above is further influencedby the m*onment: sky,background, color, character,e tc.
It might be argued that precast concrete or steel beam stmctural types fall into a group entitled "articulated"and might be expected to contain hardware. This hardwareshould be minimized in size and prominence to retain its place i n the general structural order.

General tidiness i n detailing, a little paint, avoiding profile view contamination bv the '"sytem" and utilizing djps or secondary fasteners i n lieu of cables everywhere, could heip preserve the appearance of s trucltures retrofitted by narrow-minded efforts o f "restrain at all costs."
COMMENT: Place devices on interior girders if aU girders do not need retrofitting and

structural concerns can be satisfied.

7 . 6 . 2

Steel Column Casing

Three types of steel column casing are currently in use. For the benefit of this guide Tvpe 1 - Prismatic Circular (Figure 17). Type 2 - Primatic Elliptical (Figure 18). and ~ & e 3 - Formfitting (Figure 19)will be considered.

Existing Concrete Column

Circular Steel Casing

figure 17, Prismatic Circular Steel Casing

Page 7-16

Section 7- Bridge Design Aesthelics

Bridge Design Practice

- February 1993 m

Existing Concrete Column

Etlipt*wlSteel Casing

Figure 18. Prismatic Elliptical Steel Casing

Existing Concrete Column

Form Ftting Steel Casing

figure 19. Form Fitting Steel Casing

Section 7 - Bridge Design Aesthetics
Page 7-1 7

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Bridge Design Practice

- February 1993 m

a) Type 1 - Prismatic Circulnr should be installed from soffit to ground continuously, m i n u s structural gap at ends (Figure 20).The idea1 use is on circular prismatic columns. Existing

column cross-sections other than arcular will undergo an appearance change when circular-section retrofit is installed (Figure2 1 ) .The extent of thisappearance change will be greatest when all the existing columns are not retrofitted. This latter scheme i s undesirable.

Figure 20. Circular Prismatic Steel Column Casings Extending from Ground to Soffit Recommended

Page 7-18

Sedion 7 - Bridge Design Aesthetics

e l *

Bridge Design Practice - February 1993

Figure 21. Partially Retrofitted Columns

- Not Recommended

Section 7 - Bridge Design Aeslhelics

Page 7-19

c *

Bridge Design Practice February 1993 1

b) Type 2 - Prkmatic E l l i w l should be installed from sofit to ground continuously, minus s t n x gap ~ at ends. The shape is the mult of pmviding restmht withwt using tie mds on recbngdx or oblong column mosssertions. It is difficult to detemine the difference i n appearance when this shape i s compared to round or oblong columns i na d w (Figure22).

Figure 2 2 . Elliptical S t e e l Column Casing - Recommended

Page 7-20

Section 7 - Bridge Design Aesthetics

c *
c)

Elridge Design Practice February 1993

Type 3 - Formfitting i s the ideal type for flared columns and columns with cross-sections which are not circular. Examples i n use have been h iled to oblong flared column (Figure 23). Difficulty with restraint along the resulting flat sides has required the use of tie rods. Difficulty a f elliptical casing:on Elared sections to meet construction tolerance for transition horn prismatic section to flared section isalso a problem. The ideal applicationwould show no change i n the appearance of the column after the steel casing i s painted, This ideal will require the tie rods to be countetsunkand filled prior topainting (Figures24). Analternative detail would involve placing reinforcing structure on the inside of the casing (Figure 2 5 ) . Although formfitting has been determined to be more expensive than some other methods, it does the best job o f providing undetectable seismic retrofit, espeaally if the proposed details to tie bolts are utilized.

Figure 23. Form Fitting Steel Casing

Secfion 7 - Bridge Design A esthetics

Page 7-21

Bridge Design Practice - February 1993

Typicat Section

bisting Column rGrout

Steel Plate
St-!
Column Casing Cover Plate

Section A-A

figure 24. Proposed Detail for Eliminating Exposed Tie Rods

Page 7-22

Section 7 - Bridge Desbn A esthe fics

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I Bridge Design Practice February 1993 m

I
Typical Section

Steel Casing

Steel Casing Casing Steel on inside o f Ribs

Section A-A

Section 8.8

Figure 25. Proposed Detail for Elirnlnating Exposed Ribs

Section 7- Bridge Design Aesthetics

Page 7-23

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7.6.3

'

Bridge Design PractIee

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Fabric Wrap Casing

Experimental scale modeIs show promise of providing seismic retrofit capabilihr to existing columw which will make appearance change in structural capacity difficult to detect. Additional testing will be required to prove this method, which appears to offer an excellent method to retain the origrnaI appearance of our shuctures.

7.6.4

Cable Wrap Casing

Plastic coated steel tightly wound or wrapped around columns in a continuous spiral appears to offer a method for presercring the silhouette shape af architectural columns. There is a viewing distance from which the individual coils will not be noticed. If this-distance i s within the range o f normal viewing i n interchanges, the cable wrap seismic retrofit would be zlndeteaable for all practical purposes;therefore, this method would accomplish our aesthetic requirement.A workable solution is available and should be considered.

7.6.5

New Replacement Columns

Generally speaking, a s t h e t i d y acceptable sohtions should b considered i n situations w b architecturalcolumns havebeen built. In these situations, retrofittinga single columnbent with two new additional columns should be avoided (Figure26).If this cannot be avoided, the new columns should be from the same archit&urd M y or gmup as hexisting columns (Figure 2 7 ) . Constructing a new s%le column bent and r e m m g the exhting is the best aesthetic solution.

Page 7-24

Section 7 Bridge Design Aesthetics

e l *
Rgure 26

Bridge Design Practice

- February 1993 m

- Not Recommended

Figure 27 - Recommended

Section 7 Bridge Design Aesthetics

Page 7-25

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7.6.6

Bridge Design Practice

- February 1993 1

Welding External Steel Plates and Tie Rods Protection of Weak Colzrmns
Several methods designed to change the structure's dynamic frequency by changing the stifhess of its parts have been proposed by h 4 . YasWky. Please remember Section 7 . 6 . 1 General:

"The ideal retrofit would result in f he refroJifted sfnictrrre shaoing no change i n appearnnce. "
Personnel, as well as models, are available i n Aesthetics to help you achieve this goal.

7.7.0 Bibliography
Bacow, A. F. and Kruckemeyer, K. E., BRIDGE DESIGN, Aesthetics nnd Developing Technologies, Massachusetts Deparbent of Public Works, Massachusetts Council on the Arts and H m a n i ties.

Burke, Martin P.Jr.,P . E . , Bridge Aestheti~ Bibliography, published by Burgess and Niple Limited, Engineers and Arcihitects, Massachusetts Department of Public Works, Rimer, JohnC., Bridges Produced b y nn Architectural Enginmikg Team, Transportation Research Record 1024, Rimer, JohnC., Creating A Beautiful Concreie Bridge, Esthetics in Concrete Bridge Design, American Concrete Institute 1990.

Page 7-26

Section 7 - Bridge Design Aeslh~fics

Seismic Analysis of Bridge Structures

Introduction
The purpose, o f h s course is to give engineers the tools necesw to obtain&quake farces on bridges. A simple method is presented that rndelsa bndgeas a single degree of freedom system. As the bridge model becomes more complrcared, this simple pmzedure hecomes less accunte. Then. a multimdd dynamic analysis or time hstory computer analysis is recorn ended
There are two basic concepts that are presented in this course. The first is has there is a relationship between a bndgeasmass and stiffness and h e forces and displacements rhat effect the structure during an ezlrthquake. Therefate, if we can calculare the mass and the stiffness for our structure we can obtain the &quake forces acting on it. The second concepr is rhar C a l m ' s bridges are designed to behave nonlinearly for large eathquakes. Therefore. the engineer is requited to make successive estimates of an equivalent linearized stiffness to obtain the seismic forces and displacemenrs of the bridge.

The unics of measurement for this course are i nS I ,Sufficient information is provided in this section to do the assignment. However, strucmrd dynamics is a complicated subject and enpinews aa encouraged to read books and lake courses to improve rheir understanding.

Basics
Ma!x is a measure of a body" mistance rn -1erar.m. It qnim a force d o n e Newton to accelerateone kilogram a t arak of one meter per second squared Inthiscourse. we will calculate the weight in Newtons and divide by g . the axeleration due to gravity (9-81rnlsec2] to obtain a bridge" mass in kilograms.
Stiffn- is a measure of a structuff's resistance to displacement. In this course, we define it as the force (in Newtons)required to move a stnrctureone meter. The boundary conditions for the bridge need to be carefully studted to determine the stiffness of the structure. We typically consider the stiffness of columns and abuments in our analysis. IF the stiffness o f column footings or the bridge superstmcmw has a large effect on a bridge's seismic behavior, the bridge shouldn't be analyzed using the simple procedure given in this course. J f the results of an analysis suggest thar a column may rock on its footing, simple seismic rockmg analyses can be performed.

Period is the time, in seconds it takes to complete one cycle ofmovement. A cycle is the trip from rhe poiah of zero dispIacement to she completion of the structures hnhest left and right excursions and back to h e point of zero displacement.

Natural Period is the time a single degreeof freedom system will vibrate at in the absence of damping orotherforces. Natural period (T) has the following relationship to the system's and stiffness (k). mass (m)

This is themost fundamental relationshipin structural dynamics. We will useit to obtain the earthquake force and displacement on bridge structures.

Frequency is the inverse of period and can be measured as the number of cycles per second ( f ) or the number of radians per second (a) where one cycle equals 2~radians.
Damping (viscous damping)is a measure of a structure's resistance to velocity. Bridges are underdamped structures. This means that the displacement of successive cycles becomes smaller. The damping coefficient (c)is the force required to move a structure at a speed of one meter per second. Critical damping (c,) is the amount of damping that would cause a structure to stop moving after half a cycle. Bridge engineers describe damping using the damping ratio (8where

A damping ratio of 5%is used for most bridge structures.

Tne Force Equation

The force quation for smmral dynamics can be derived from Newton's second law

Thus, all the forces acting on a body are equal to its mass times its acceleration.
Location of zero displacement

,/

I
equals

-p(t)

fs

When a structure is acted an by a force, Newton's second law becomes:

Where:

f,= ku
fD

h e f o ~ due e to the stiffness of the sthlcture . , . . . . . , . . . . . . . , . . . .

.............15)

=a '

the force due to damping of the smcture .......................................... (6)

and

is the external force acting on the structure....,................ . . . ..............(7)

The variables upand u" and are the first and second derivatives o f the displacemen1 u, k is the force required for a unit displ~emenr of the strumre.and c is a measure of h e damping
in the system.

Thus, equation (4) can be rearranged as shawn i n equation (8).

mu" -tcup+ ku = p(t) ................................. .........................,............................... (8)

~ the ground, However, for earthquakes, the force is not applied at the mass b u at

therefore, equation (8) becomes:

mu"

+ c(ur- 2') + k(u -) :

=g

................

, , . ,

(9) ....................-.-.----.----.-------...

for the relative displacement w = u - z . . . . . . . . . . ~ . . . . . . . t i . . . . . . . . . . . . . . . ..... . . 3 . . . ( . 10)

and the equation o f motion. when there is no externaF force p being applied, is:

In equation (I I), the mass m,the damping factor c, and the stiffness k, are all bowa. The support accelerationr" can be obtained from accelmogsam records of p e v i w s earthquakes. Equation ( I 1) is a second order differential equation that can be solved to obtain the relative displacement w. the relative velocity w', and the relative accelmuon w" for a bridge structure due to an earthquake.

C a l m s ' Response Spectra

Response spmahavebeen developedso that engineersdon't have to solve adifferential equation reptedEy 10 capture the maximum force or dsplacement of their smcrure for a gven acceleranon record.

A response specfra i s a graph d the maximum mpmm (displacement, velocity or acceleration) of different single degree of f&sm systems F o r a given earthquake record.

0.5

1.0

2 . 0
Period

3 . 0

4.0

Example Response Spectra

The horizontal axis is the system's period and the vertical axis is t k system's maximum response. A vertical line is drawn from the perid to h e spectm and a connecting horizontal line is drawn to obtain the respame.

Thus. engineers can calculate the suucture's period from its mass and stiffness, and use the appropriate 5% damped spectra to obtain the smcrure's response from the earthquake. If a bndge has a higher damping ratio, response specm at higher damping can be calculated.

The Force Equation showed three reqmmes that can be obtained from a dynamic analysis; displacement, velocity, and acceleration. We can also obtain them using nzsponse spectra The spectral displacement (Sd)and velocity (Svj can tK obtained from the specml acceleration using the following telationshp.

Therefore

C a l m developed response specma using five large California -quake p u n d motions on w k Twentye~ght drffmts p e c m were m e d based on four soil depths and seven pealt, ground accelerarions (PGA). Therefom, engineers can obtain the &quake forces on a bridge by picking the appropriate response specaa b & on PGA and soiI depth at the bridge site and calculating the natural period o f therr structure. Theseresponses p m a wn be found in Caltrans' Bridge Design Specflcations and in the Appendix at h e back of this section However, C a i r n i s moving towards using site specific response s p e c m for many bridge sites,

Nodinear Behavior
V

-- -- -- Firs1yielding

-,
I I I I
I

f
I I I I I I I
I -

Bridge meml m change sWness during earthquakes. A co umn's stiffness is reduced when the concrete cracks in tenslon It is further red u c d as the !eel begins 2 0 yield and plassic h n g a form. me m a i stiffness of a bridge changes i n ter ton and compression as expansion joints op I and cIose. The soil behind h e abunnent yie s for hrge compressive f o m s and may not s j n p a ntension We must consider all changesof - f i n e st oaccumely obtainforce and rlisplacen .nr values for our bridge.
Currently. ou aolicy is localculate a cracked stiffness for 3ridge columns. A value of Icr = 0.5(JF can be used unless a momentcurvarure 2 I . 1:sis is wmanted. Also, since

First eradung

*Y

p=- Au
*Y

Au

hidge colrlm are designed to yield during large eanhouc ~ s . we take rhe column force Nonlinear Column Stiffness obtained from >ur d y s i s , reduce it by a ductility factcr, and design the columns for this s d e r force. Caltrans is currently using a ducdlity factor &) of abut 5 for designing new columns. Hawewer, a moment-curvature analysis of columns should be done when t h e column's ductility is uncertain.

Since we do net h o w how large a gap will exis1 at an abutment w hinge during aa eanhquake. the engineer should determine the largest and d e s l gap and perform two analyses and use the largest forceand displacement. The example ~roblem will illustraterhis procedure. An advantage o f doing a hand aadysis is h a t it allows us to consider many nonlinearities that are difficult to model when doing a multirnodal dynamic analysis.

Abutment Stiffness
~ongitudinall~, the soil khind the baekwd is assumed to h v ea ~ area of the backwall as shown below:

~ 4 which s is . related to h e

4=1 7 8 ' b - kips In

kN = 102 O m b T

Abubnent Stiffness

Transversely. the stiffnessis considered %effectiveper length of inside wingwd (assuming the wingwall is designed to take the Ioad) and the oudde wingwall is only lh effective per wingwall length for a resultant stiffness shown in equation 15,

An additional stiffness of 7 000 kN/m for each pile is added i n both directions.

Therefore. in the longitudinal direction.

( 16) KL= (47 000)Wh + (7 000)n (W/rn)......................~...~.~.-...~..............

In the oransverse direction.

KT = ( 102 000)b+ (7 OM3)n ( W l m ) ...................................................... (171

More infonation on abutment stiffness can be obtain in Bridge Design Aids, The abutment suffness is highly nodineat. Bridge abutments are only effecrive in compression. A gap may need to be closed on sear typeabutmen&before the soil stiffness is initiated. The abutment stiffness remains linear until it reaches the ultimace smngrh of 370 kN/m2This value was confirmed by testing at the University of California at Davis. after reaching its ultimate smngth, the abutmen1 is assumed to have a perfectly plastic behavior. After about a meter of movement it has a negative stjffness. To capture thrs behavior in a linear analysis is, o fcourse,impossible.However.the engineercancalculare the displacement and adjust she secant stiffness undl the change in stiffness is less than 5%. This will be shown in the example problem.

Force

Initial stifhess

Nonlinear Abutment Behavior

Parallel and Series Systems

Parallel System

Series System

A simplification that dlows engineers to analyze by hand many complicated and statically

indeterminantstrueturn is theconcept of parallel and series swcmsalsystems. Fora patallel system. all the elements share the same displacement, while for a series sysrem. h e y share the same force. Also, h e i r stlffnesses are surnrnd differently. By assuming a ripid supersmcture o r by making other simplifying assummons, bridge structures can be analyzed as combinations of parallel and series systems. This concept is particularly useful when evaluating the Iongitudinnl displacement o f the supersmture.

Code Requirements
E a n h q d a me only consideredfor the h p W loading. %re are two cases. Case No. 1 is for 10Q% of the m v e f s e force and3096ofthe longitudinal force. CaseNo. 2 is for 100%ofthe longkudmal force a d 30% of the m e r s e force. This is to take care of unceminty as to the earthquake direction and to account for curved and skewed bridga G t hmemben that take a vector cornpanem of b t h the longitudinal and m e r s e fme.

Example Problem

Mwable
L

35

Fixed

35 rn

Mwable

% ,

Fixed

3 5 ,

Movable

lev. TO30

/
..

I
k:.Highest . Gmnd Level Water. QQ

lev I 7 1030

~s~~~~~~~~~ o b , i ~ ! ~ . ~ ~ ~ Q ~ . ~ , - ~ , : ~ ~ e n ~ ~ ~ ~ D , , D ~ b v
.'n
Q , ~

. . Sand
-a
nP

. ;.:.'.

'

..

..

. .
00.

N=h0
'

. . .q - - , ~ *-~

gP

e r O 0e

Q$W.~.D

c -0-

a,O:~P D

.
r , -

Elev.

rll

m -1 - t ':t
lo4 *

-1

;;
;I

1 .',
L *I

'

, - 9 m square pile wp, Be- 2 and 4

Detail No. 2
;
I I .*

I-I I I ;
*
I I , 1 3 1 4
I

-r

" ;

I Z I 1:;

I'

' :

I,<

-1

9 m square spread M n g -J'

Detail No. 1

2 4
L

E i

1 1

Piles at Bents 2 and 4

d d
1 1.5m
-

. . . .

., . .
,
.

*
,
I

.
_

--

.I .. . .
. r

::-

- ..

.. . I.

Reinforced Concrete

B r i m Oeck

0.4064m (16 inch) ClDH piles, total 12

0. 75 m
I

,25m

2.5m , 2,5m

1'

, Locationof Pin for

7
jomm
9m by 9 m by 1.9 m M n g . (Bent 2 and 4 with piles, Bent 3 withwt p~les.)

(Steel ~ d l e r "
Bearing at Bent 3) $%EX

Detail No. 1

Detail No. 2

0.4064 m (16") ClDH piles, 12 per a b ~ .

W a n A-A

Section 8-0

A) Calculating bngitudinal Seismic Forces

We wilt assume the bent footings are fixed and ignote the stiffness of the benl caps to simplify the analysis. Bent #3 will not be considered i n the analysis since it has a roller bearing and conrributes a negligible resistance to the earthquake force. However, engineers need to make a field inspection of existing bridges 10 make sure beariogs are capable o f rolling, For a seismic analysis we will use the cracked moment of inen~a of the columns.

The only othet stiffness we need to consider is at &e abutment Since only one abutmat caa act at a t h e (the one the supersmctureis pressing against), and because both abutments are identical. we will only consider one abutment m our analysis. Equation (14) gives rhe follawing stiffness;

L m g i t u ~ yrhe , bridge behaves as a parallel system, therefore the total stiffness is

W, the smcmres dead load is equal to the dead weight ofthe superstructure plus the dead weight of the bent caps for bents #2 and #4.

The total weight for our structure is 13 300 kN.

Bent 2
I

Bent 3
I

Bent 4
I

Superstructure Dead Load = (12.8 + 68.4)35 = 2 850 kN Bent Cap Dead Load = 970 kN Total Dead Load (per bent) = 3 820 kN

1.7 m

Bent 2 and 4

Bent 3

Homework Problem
T h i s twespan bridge is in a highly seismic area with a Peak ~
m Acceleration d of 0.7 g. Calculate the maximum seismic forces per column to be used in design.

ElevationView

Qof Abut 1

4
I

?A7g :
; .-:4-.

CofBent2

Cof Bridge

1
I I

;j

I I
t

.-+; ;:.
A

i : :.

I I I I

LO m
3m

&

9mx9mfbotingwith 8-0.4064 m d m . ClDH p i k

Plan View