Bridge Design

Comprehensive Design Example for Prestressed
Concrete (PSC) Girder Superstructure Bridge

1. Introduction
This example is part of a series of design examples sponsored by the Federal Highway
Administration. The design specifications used in these examples is the AASHTO LRFD
Bridge design Specifications. The intent of these examples is to assist bridge designers
in interpreting the specifications, limit differences in interpretation between designers,
and to guide the designers through the specifications to allow easier navigation through
different provisions. For this example, the Second Edition of the AASHTO-LRFD
Specifications with Interims up to and including the 2002 Interim is used.
This design example is intended to provide guidance on the application of the AASHTO-
LRFD Bridge Design Specifications when applied to prestressed concrete superstructure
bridges supported on intermediate multicolumn bents and integral end abutments. The
example and commentary are intended for use by designers who have knowledge of the
requirements of AASHTO Standard Specifications for Highway Bridges or the AASHTO-
LRFD Bridge Design Specifications and have designed at least one prestressed
concrete girder bridge, including the bridge substructure. Designers who have not
designed prestressed concrete bridges, but have used either AASHTO Specification to
design other types of bridges may be able to follow the design example, however, they
will first need to familiarize themselves with the basic concepts of prestressed concrete
design.
This design example was not intended to follow the design and detailing practices of any
particular agency. Rather, it is intended to follow common practices widely used and to
adhere to the requirements of the specifications. It is expected that some users may find
differences between the procedures used in the design compared to the procedures
followed in the jurisdiction they practice in due to Agency-specific requirements that may
deviate from the requirements of the specifications. This difference should not create the
assumption that one procedure is superior to the other.
Reference is made to AASHTO-LRFD specifications article numbers throughout the

design example. To distinguish between references to articles of the AASHTO-LRFD
specifications and references to sections of the design example, the references to
specification articles are preceded by the letter S. For example, S5.2 refers to Article 5.2
of AASHTO-LRFD specifications while 5.2 refers to Section 5.2 of the design example.
Two different forms of fonts are used throughout the example. Regular font is used for
calculations and for text directly related to the example. Italic font is used for text that
represents commentary that is general in nature and is used to explain the intent of
some specifications provisions, explain a different available method that is not used by
the example, provide an overview of general acceptable practices and/or present
difference in application between different jurisdictions.

2. Example Bridge
2.1 Bridge geometry and materials
Bridge superstructure geometry
Superstructure type: Reinforced concrete deck supported on simple span

prestressed girders made continuous for live load.
Spans: Two spans at 110 ft. each
Width: 55'-4 ½" total. 52'-0" gutter line-to-gutter line (Three lanes
12'- 0" wide each, 10 ft. right shoulder and 6 ft. left
shoulder. For superstructure design, the location of the
driving lanes can be anywhere on the structure. For
substructure design, the maximum number of 12 ft. wide
lanes, i.e., 4 lanes, is considered)
Railings: Concrete Type F-Parapets, 1'- 8 ¼" wide at the base
Skew: 20 degrees, valid at each support location
Girder spacing: 9'-8"
Girder type: AASHTO Type VI Girders, 72 in. deep, 42 in. wide top
flange and 28 in. wide bottom flange (AASHTO 28/72
Girders)
Strand arrangement: Straight strands with some strands debonded near the
ends of the girders
Overhang: 3'-6 ¼" from the centerline of the fascia girder to the end of
the overhang
Intermediate diaphragms: For load calculations, one intermediate diaphragm, 10 in.
thick, 50 in. deep, is assumed at the middle of each span.
Figures 2-1 and 2-2 show an elevation and cross-section of the superstructure,
respectively. Figure 2-3 through 2-6 show the girder dimensions, strand arrangement,
support locations and strand debonding locations.
Typically, for a specific jurisdiction, a relatively small number of girder sizes are available
to select from. The initial girder size is usually selected based on past experience. Many
jurisdictions have a design aid in the form of a table that determines the most likely
girder size for each combination of span length and girder spacing. Such tables
developed using the HS-25 live loading of the AASHTO Standard Specifications are
expected to be applicable to the bridges designed using the AASHTO-LRFD
Specifications.
The strand pattern and number of strands was initially determined based on past
experience and subsequently refined using a computer design program. This design was
refined using trial and error until a pattern produced stresses, at transfer and under
service loads, that fell within the permissible stress limits and produced load resistances
greater than the applied loads under the strength limit states. For debonded strands,
S5.11.4.3 states that the number of partially debonded strands should not exceed 25
percent of the total number of strands. Also, the number of debonded strands in any
horizontal row shall not exceed 40 percent of the strands in that row. The selected
pattern has 27.2 percent of the total strands debonded. This is slightly higher than the 25
percent stated in the specifications, but is acceptable since the specifications require
that this limit "should" be satisfied. Using the word "should" instead of "shall" signifies
that the specifications allow some deviation from the limit of 25 percent.
Typically, the most economical strand arrangement calls for the strands to be located as
close as possible to the bottom of the girders. However, in some cases, it may not be
possible to satisfy all specification requirements while keeping the girder size to a
minimum and keeping the strands near the bottom of the beam. This is more
pronounced when debonded strands are used due to the limitation on the percentage of
debonded strands. In such cases, the designer may consider the following two solutions:
 Increase the size of the girder to reduce the range of stress, i.e., the difference
between the stress at transfer and the stress at final stage.
 Increase the number of strands and shift the center of gravity of the strands
upward.
Either solution results in some loss of economy. The designer should consider specific
site conditions (e.g., cost of the deeper girder, cost of the additional strands, the
available under-clearance and cost of raising the approach roadway to accommodate
deeper girders) when determining which solution to adopt.
Bridge substructure geometry
Intermediate pier: Multi-column bent (4 - columns spaced at 14'-1")

Spread footings founded on sandy soil
See Figure 2-7 for the intermediate pier geometry
End abutments: Integral abutments supported on one line of steel H-piles supported
on bedrock. U-wingwalls are cantilevered from the fill face of the
abutment. The approach slab is supported on the integral abutment
at one end and a sleeper slab at the other end. See Figure 2-8 for
the integral abutment geometry
Materials
Concrete strength
Prestressed girders: Initial strength at transfer, f′ci = 4.8 ksi
28-day strength, f′c = 6 ksi
Deck slab: 4.0 ksi
Substructure: 3.0 ksi
Railings: 3.5 ksi
Concrete elastic modulus

(calculated using S5.4.2.4)
Girder final elastic modulus, Ec = 4,696 ksi
Girder elastic modulus at transfer, Eci = 4,200 ksi
Deck slab elastic modulus, Es = 3,834 ksi
Reinforcing steel
Yield strength, fy = 60 ksi
Prestressing strands
0.5 inch diameter low relaxation strands Grade 270
Strand area, Aps = 0.153 in2
Steel yield strength, fpy = 243 ksi
Steel ultimate strength, fpu = 270 ksi
Prestressing steel modulus, Ep = 28,500 ksi
Other parameters affecting girder analysis

Time of Transfer = 1 day
Average Humidity = 70%
Figure 2-1 - Elevation View of the Example Bridge

Figure 2-2 - Bridge Cross-Section
2.2 Girder geometry and section properties
Basic beam section properties

Beam length, L = 110 ft. - 6 in.
Depth = 72 in.
Thickness of web = 8 in.
Area, Ag = 1,085 in 2
Moment of inertia, Ig = 733,320 in 4
N.A. to top, yt = 35.62 in.
N.A. to bottom, yb = 36.38 in.
Section modulus, STOP = 20,588 in 3
Section modulus, SBOT = 20,157 in 3
CGS from bottom, at 0 ft. = 5.375 in.
CGS from bottom, at 11 ft. = 5.158 in.
CGS from bottom, at 54.5 ft. = 5.0 in.
P/S force eccentricity at 0 ft., e0' = 31.005 in.
P/S force eccentricity at 11 ft., e11' = 31.222 in.
P/S force eccentricity at 54.5 ft, e54.5' = 31.380 in.
Interior beam composite section properties

Effective slab width = 111 in. (see calculations in Section 2.3)
Deck slab thickness = 8 in. (includes ½ in. integral wearing surface which is not
included in the calculation of the composite section
properties)
Haunch depth = 4 in. (maximum value - notice that the haunch depth varies
along the beam length and, hence, is ignored in calculating
section properties but is considered when determining dead
load)
Moment of inertia, Ic = 1,384,254 in4
N.A. to slab top, ysc = 27.96 in.
N.A. to beam top, ytc = 20.46 in.
N.A. to beam bottom, ybc = 51.54 in.
Section modulus, STOP SLAB = 49,517 in3
Section modulus, STOP BEAM = 67,672 in3
Section modulus, SBOT BEAM = 26,855 in3
Exterior beam composite section properties

Effective Slab Width = 97.75 in. (see calculations in Section 2.3)
Deck slab thickness = 8 in. (includes ½ in. integral wearing surface which is not
included in the calculation of the composite section
properties)
Haunch depth = 4 in. (maximum value - notice that the haunch depth varies
along the beam length and, hence, is ignored in calculating
section properties but is considered when determining dead
load)
Moment of inertia, Ic = 1,334,042 in4
N.A. to slab top, ysc = 29.12 in.
N.A. to beam top, ytc = 21.62 in.
N.A. to beam bottom, ybc = 50.38 in.
Section modulus, STOP SLAB = 45,809 in3
Section modulus, STOP BEAM = 61,699 in3
Section modulus, SBOT BEAM = 26,481 in3
Figure 2-3 - Beam Cross-Section Showing 44 Strands
Figure 2-4 - General Beam Elevation

Figure 2-5 - Elevation View of Prestressing Strands
For location of Sections A-A, B-B and C-C, see Figure 2-5
Figure 2-6 - Beam at Sections A-A, B-B, and C-C

Figure 2-7 - Intermediate Bent
Figure 2-8 - Integral Abutment
2.3 Effective flange width (S4.6.2.6)
Longitudinal stresses in the flanges are distributed across the flange and the composite
deck slab by in-plane shear stresses, therefore, the longitudinal stresses are not
uniform. The effective flange width is a reduced width over which the longitudinal
stresses are assumed to be uniformly distributed and yet result in the same force as the
non-uniform stress distribution if integrated over the entire width.
The effective flange width is calculated using the provisions of S4.6.2.6. See the bulleted
list at the end of this section for a few S4.6.2.6 requirements. According to S4.6.2.6.1,
the effective flange width may be calculated as follows:
For interior girders:
The effective flange width is taken as the least of the following:
One-quarter of the effective span length = 0.25(82.5)(12)

= 247.5 in.
12.0 times the average thickness of the slab, = 12(7.5) + 8 = 104 in.
plus the greater of the web thickness
or
one-half the width of the top flange of the girder = 12(7.5) + 0.5(42)
= 111 in.
The average spacing of adjacent beams = 9 ft.- 8 in. or 116 in.
The effective flange width for the interior beam is 111 in.
For exterior girders:
The effective flange width is taken as one-half the effective width of the adjacent interior
girder plus the least of:
One-eighth of the effective span length = 0.125(82.5)(12)

= 123.75 in.
6.0 times the average thickness of the slab, = 6.0(7.5) + 0.5(8)
plus the greater of half the web thickness = 49 in.
or
one-quarter of the width of the top flange of the basic girder = 6.0(7.5) + 0.25(42)
= 55.5 in.
The width of the overhang = 3 ft.- 6 ¼ in. or 42.25 in.
Therefore, the effective flange width for the exterior girder is:
(111/2) + 42.25 = 97.75 in.
Notice that:
 The effective span length used in calculating the effective flange width may be
taken as the actual span length for simply supported spans or as the distance
between points of permanent dead load inflection for continuous spans, as
specified in S4.6.2.6.1. For analysis of I-shaped girders, the effective flange width
is typically calculated based on the effective span for positive moments and is
used along the entire length of the beam.
 The slab thickness used in the analysis is the effective slab thickness ignoring
any sacrificial layers (i.e., integral wearing surfaces)
 S4.5 allows the consideration of continuous barriers when analyzing for service
and fatigue limit states. The commentary of S4.6.2.6.1 includes an approximate
method of including the effect of the continuous barriers on the section by
modifying the width of the overhang. Traditionally, the effect of the continuous
barrier on the section is ignored in the design of new bridges and is ignored in
this example. This effect may be considered when checking existing bridges with
structurally sound continuous barriers.
 Simple-span girders made continuous behave as continuous beams for all loads
applied after the deck slab hardens. For two-equal span girders, the effective
length of each span, measured as the distance from the center of the end
support to the inflection point for composite dead loads (load is assumed to be
distributed uniformly along the length of the girders), is 0.75 the length of the
span.

Design Step 4 Deck Slab Design
Design Step 4.1
In addition to designing the deck for dead and live loads at the strength limit state, the
AASHTO-LRFD specifications require checking the deck for vehicular collision with the
railing system at the extreme event limit state. The resistance factor at the extreme
event limit state is taken as 1.0. This signifies that, at this level of loading, damage to the
structural components is allowed and the goal is to prevent the collapse of any structural
components.
The AASHTO-LRFD Specifications include two methods of deck design. The first
method is called the approximate method of deck design (S4.6.2.1) and is typically
referred to as the equivalent strip method. The second is called the Empirical Design
Method (S9.7.2).
The equivalent strip method is based on the following:
 A transverse strip of the deck is assumed to support the truck axle loads.
 The strip is assumed to be supported on rigid supports at the center of the
girders. The width of the strip for different load effects is determined using the
equations in S4.6.2.1.
 The truck axle loads are moved laterally to produce the moment envelopes.
Multiple presence factors and the dynamic load allowance are included. The total
moment is divided by the strip distribution width to determine the live load per
unit width.
 The loads transmitted to the bridge deck during vehicular collision with the railing
system are determined.
 Design factored moments are then determined using the appropriate load factors
for different limit states.
 The reinforcement is designed to resist the applied loads using conventional

principles of reinforced concrete design.
 Shear and fatigue of the reinforcement need not be investigated.
The Empirical Design Method is based on laboratory testing of deck slabs. This testing
indicates that the loads on the deck are transmitted to the supporting components mainly
through arching action in the deck, not through shears and moments as assumed by
traditional design. Certain limitations on the geometry of the deck are listed in S9.7.2.
Once these limitations are satisfied, the specifications give reinforcement ratios for both
the longitudinal and transverse reinforcement for both layers of deck reinforcement. No
other design calculations are required for the interior portions of the deck. The overhang
region is then designed for vehicular collision with the railing system and for dead and
live loads acting on the deck. The Empirical Design Method requires less reinforcement
in the interior portions of the deck than the Approximate Method.
For this example, the Approximate Method (Strip Width Method) is used.
Figure 4-1 - Bridge Cross-Section

Required information:
Girder spacing = 9 ft.- 8 in

Top cover = 2 ½ in. (S5.12.3)
(includes ½ in. integral wearing surface)
Bottom cover = 1 in. (S5.12.3)
Steel yield strength = 4 ksi
Slab conc. compressive strength = 4 ksi
Concrete density = 150 pcf
Future wearing surface density = 30 psf
Design Step 4.2 - Deck Thickness
The specifications require that the minimum thickness of a concrete deck, excluding any
provisions for grinding, grooving and sacrificial surface, should not be less than 7 in.
(S9.7.1.1). Thinner decks are acceptable if approved by the bridge owner. For slabs with
depths less than 1/20 of the design span, consideration should be given to prestressing
in the direction of that span in order to control cracking.
Most jurisdictions require a minimum deck thickness of 8 in., including the ½ inch
integral wearing surface.
In addition to the minimum deck thickness requirements of S9.7.1.1, some jurisdictions

check the slab thickness using the provisions of S2.5.2.6.3. The provisions in this article
are meant for slab-type bridges and their purpose is to limit deflections under live loads.
Applying these provisions to the design of deck slabs rarely controls deck slab design.
For this example, a slab thickness of 8 in., including the ½ inch integral wearing surface,
is assumed. The integral wearing surface is considered in the weight calculations.
However, for resistance calculations, the integral wearing surface is assumed to not
contribute to the section resistance, i.e., the section thickness for resistance calculations
is assumed to be 7.5 in.
Design Step 4.3 - Overhang Thickness
For decks supporting concrete parapets, the minimum overhang thickness is 8 in.
(S13.7.3.1.2), unless a lesser thickness is proven satisfactory through crash testing of
the railing system. Using a deck overhang thickness of approximately ¾" to 1" thicker
than the deck thickness has proven to be beneficial in past designs.
For this example, an overhang thickness of 9 in., including the ½ in. sacrificial layer is
assumed in the design.
Design Step 4.4 Concrete Parapet

A Type-F concrete parapet is assumed. The dimensions of the parapet are shown in
Figure 4-2. The railing crash resistance was determined using the provisions of
SA13.3.1. The characteristics of the parapet and its crash resistance are summarized
below.
Concrete Parapet General Values and Dimensions:
Mass per unit length = 650 lb/ft

Width at base = 1 ft.- 8 ¼ in.
Moment capacity at the base calculated = 17.83 k-ft/ft
assuming the parapet acts as a vertical
cantilever, Mc/length
Parapet height, H = 42 in.
Length of parapet failure mechanism, Lc = 235.2 in.
Collision load capacity, Rw = 137.22 k
Notice that each jurisdiction typically uses a limited number of railings. The properties of
each parapet may be calculated once and used for all deck slabs. For a complete railing
design example, see Lecture 16 of the participant notebook of the National Highway
Institute Course No. 13061.
Figure 4-2 - Parapet Cross-Section
The load capacity of this parapet exceeds the minimum required by the Specifications.
The deck overhang region is required to be designed to have a resistance larger than
the actual resistance of the concrete parapet (SA13.4.2).
Design Step 4.5 Equivalent Strip Method (S4.6.2)
Moments are calculated for a deck transverse strip assuming rigid supports at web
centerlines. The reinforcement is the same in all deck bays. The overhang is designed
for cases of DL + LL at the strength limit state and for collision with the railing system at
the extreme event limit state.
Design Step 4.5.1 - Design dead load moments:
Load factors (S3.4.1):
Slab and parapet:

Minimum = 0.9
Maximum = 1.25
Future wearing surface:
Minimum = 0.65
Maximum = 1.5
It is not intended to maximize the load effects by applying the maximum load factors to
some bays of the deck and the minimum load factors to others. Therefore, for deck slabs
the maximum load factor controls the design and the minimum load factor may be
ignored.
Dead loads represent a small fraction of the deck loads. Using a simplified approach to
determine the deck dead load effects will result in a negligible difference in the total (DL
+ LL) load effects. Traditionally, dead load positive and negative moments in the deck,
except for the overhang, for a unit width strip of the deck are calculated using the
following approach:
M = wl2/c
where:
M = dead load positive or negative moment in the deck for a unit width strip (k-ft/ft)
w = dead load per unit area of the deck (ksf)
l = girder spacing (ft.)
c = constant, typically taken as 10 or 12
For this example, the dead load moments due to the self weight and future wearing
surface are calculated assuming c = 10.
Self weight of the deck = 8(150)/12 = 100 psf

Unfactored self weight positive or negative moment = (100/1000)(9.66)2/10 = 0.93 k-ft/ft
Future wearing surface = 30 psf

Unfactored FWS positive or negative moment = (30/1000)(9.66)2/10 = 0.28 k-ft/ft
Design Step 4.6 - Distance from the center of the girder to the design
section for negative moment
For precast I-shaped and T-shaped concrete beams, the distance from the centerline of
girder to the design section for negative moment in the deck should be taken equal to
one-third of the flange width from the centerline of the support (S4.6.2.1.6), but not to
exceed 15 in.
Girder top flange width = 42 in.

One-third of the girder top flange width = 14 in. < 15 in. OK
Design Step 4.7 - Determining Live Load Effects
Using the approximate method of deck analysis (S4.6.2), live load effects may be
determined by modeling the deck as a beam supported on the girders. One or more
axles may be placed side by side on the deck (representing axles from trucks in different
traffic lanes) and move them transversely across the deck to maximize the moments
(S4.6.2.1.6). To determine the live load moment per unit width of the bridge, the
calculated total live load moment is divided by a strip width determined using the
appropriate equation from Table S4.6.2.1.3-1. The following conditions have to be
satisfied when determining live load effects on the deck:
Minimum distance from center of wheel to the inside face of parapet = 1 ft. (S3.6.1.3)
Minimum distance between the wheels of two adjacent trucks = 4 ft.
Dynamic load allowance = 33% (S3.6.2.1)
Load factor (Strength I) = 1.75 (S3.4.1)
Multiple presence factor (S3.6.1.1.2):
Single lane = 1.20

Two lanes = 1.00
Three lanes = 0.85
(Note: the "three lanes" situation never controls for girder spacings up to 16 ft.)
Trucks were moved laterally to determine extreme moments (S4.6.2.1.6)
Fatigue need not be investigated for concrete slabs in multi-girder bridges (S9.5.3 and
S5.5.3.1)
Resistance factors, φ, for 0.9 for strength limit state (S5.5.4.2)

moment: 1.0 for extreme event limit state (S1.3.2.1)
In lieu of this procedure, the specifications allow the live load moment per unit width of
the deck to be determined using Table SA4.1-1. This table lists the positive and negative
moment per unit width of decks with various girder spacings and with various distances
from the design section to the centerline of the girders for negative moment. This table is
based on the analysis procedure outlined above and will be used for this example.
Table SA4.1-1 does not include the girder spacing of 9'-8". It does include girder
spacings of 9'-6" and 9'-9". Interpolation between the two girder spacings is allowed.
However, due to the small difference between the values, the moments corresponding to
the girder spacing of 9'-9" are used which gives slightly more conservative answers than
interpolating. Furthermore, the table lists results for the design section for negative
moment at 12 in. and 18 in. from the center of the girder. For this example, the distance
from the design section for negative moment to the centerline of the girders is 14 in.
Interpolation for the values listed for 12 in. and 18 in. is allowed. However, the value
corresponding to the 12 in. distance may be used without interpolation resulting in a
more conservative value. The latter approach is used for this example.
Design Step 4.8 - Design for positive moment in the deck
The reinforcement determined in this section is based on the maximum positive moment
in the deck. For interior bays of the deck, the maximum positive moment typically takes
place at approximately the center of each bay. For the first deck bay, the bay adjacent to
the overhang, the location of the maximum design positive moment varies depending on
the overhang length and the value and distribution of the dead load. The same
reinforcement is typically used for all deck bays.
Factored loads
Live load
From Table SA4.1-1, for the girder spacing of 9'-9" (conservative):
Unfactored live load positive moment per unit width = 6.74 k-ft/ft
Maximum factored positive moment per unit width = 1.75(6.74) = 11.80 k-ft/ft
This moment is applicable to all positive moment regions in all bays of the deck
(S4.6.2.1.1).
Deck weight
1.25(0.93) = 1.16 k-ft/ft
Future wearing surface
1.5(0.28) = 0.42 k-ft/ft
Dead load + live load design factored positive moment (Strength I limit state)
MDL+LL = 11.8 + 1.16 + 0.42 = 13.38 k-ft/ft
Notice that the total moment is dominated by the live load.
Resistance factor for flexure at the strength limit state, φ = 0.90 (S5.5.4.2.1)
The flexural resistance equations in the AASHTO-LRFD Bridge Design Specifications

are applicable to reinforced concrete and prestressed concrete sections. Depending on
the provided reinforcement, the terms related to prestressing, tension reinforcing steel
and/or compression reinforcing steel, are set to zero. The following text is further
explanation on applying these provisions to reinforced concrete sections and the
possible simplifications to the equations for this case.
For rectangular section behavior, the depth of the section in compression, c, is

determined using Eq. S5.7.3.1.1-4:
where:
Aps = area of prestressing steel (in2)
fpu = specified tensile strength of prestressing steel (ksi)
fpy = yield strength of prestressing steel (ksi)
As = area of mild steel tension reinforcement (in2)
A′s = area of compression reinforcement (in2)
fy = yield strength of tension reinforcement (ksi)
f′y = yield strength of compression reinforcement (ksi)
b = width of rectangular section (in.)
dp = distance from the extreme compression fiber to the centroid of the
prestressing tendons (in.)
c = distance between the neutral axis and the compressive face (in.)
β1 = stress block factor specified in S5.7.2.2
For reinforced concrete sections (no prestressing) without reinforcement on the

compression side of the section, the above equation is reduced to:
The depth of the compression block, a, may be calculates as:
a = cβ1
These equations for "a" and "c" are identical to those traditionally used in reinforced
concrete design. Many text books use the following equation to determine the
reinforcement ratio, ρ and area of reinforcement, As:
k' = Mu/(φbd2)
As = ρde
A different method to determine the required area of steel is based on using the above
equation for "a" and "c" with the Eq. S5.7.3.2.2-1 as shown below. The nominal flexural
resistance, Mn, may be taken as:
Mn = Apsfps(dp - a/2) + Asfy(ds - a/2) - A′sf′y(d′s - a/2) + 0.85f′c(b - bw)β1hf(a/2 -

hf/2) (S5.7.3.2.2-1)
where:
fps = average stress in prestressing steel at nominal bending resistance
specified in Eq. S5.7.3.1.1-1 (ksi)
ds = distance from extreme compression fiber to the centroid of
nonprestressed tensile reinforcement (in.)
d's = distance from extreme compression fiber to the centroid of compression
reinforcement (in.)
b = width of the compression face of the member (in.)
bw = web width or diameter of a circular section (in.)
hf = compression flange depth of an I or T member (in.)
For rectangular reinforced concrete sections (no prestressing) without reinforcement on

the compression side of the section, the above equation is reduced to:
From the equations for "c" and "a" above, substituting for:
in the equation for Mn above yields:
Only As is unknown in this equation. By substituting for b = 12 in., the required area of
reinforcement per unit width can be determined by solving the equation.
Both methods outlined above yield the same answer. The first method is used
throughout the following calculations.
For the positive moment section:
de = effective depth from the compression fiber to the centroid of the tensile
force in the tensile reinforcement (in.)
= total thickness - bottom cover - ½ bar diameter - integral wearing surface
= 8 - 1 - ½ (0.625) - 0.5
= 6.19 in.
k′ = Mu/(φbd2) =
13.38/[0.9(1.0)(6.19)2]
= 0.388 k/in2
= 0.00688
Therefore,
Required As = ρde = 0.00688(6.19) = 0.0426 in2/in.
Required #5 bar spacing with bar area 0.31 in2 = 0.31/0.0426 = 7.28 in.
Use #5 bars at 7 in. spacing
Check maximum and minimum reinforcement
Based on past experience, maximum and minimum reinforcement requirements never

control the deck slab design. The minimum reinforcement requirements are presented in
S5.7.3.3.2. These provisions are identical to those of the AASHTO Standard
Specifications. These provisions are illustrated later in this example.
Maximum reinforcement requirements are presented in S5.7.3.3.1. These requirements

are different from those of the AASHTO Standard Specifications. Reinforced concrete
sections are considered under-reinforced when c/de ≤ 0.42. Even though these
requirements are not expected to control the design, they are illustrated below to
familiarize the user with their application.
Check depth of compression block:
T = tensile force in the tensile reinforcement (k)

= 0.31(60)
= 18.6 k
a = 18.6/[0.85(4)(7)]
= 0.78 in.
β1 = ratio of the depth of the equivalent uniformly stressed compression zone
assumed in the strength limit state to the depth of the actual compression
zone
= 0.85 for f′c = 4 ksi (S5.7.2.2)
c = 0.78/0.85
= 0.918 in.
Check if the section is over-reinforced
c/de = 0.918/6.19
= 0.15 < 0.42 OK (S5.7.3.3.1)
Check for cracking under Service I Limit State (S5.7.3.4)
Allowable reinforcement service load stress for crack control using Eq. S5.7.3.4-1:
fsa = Z/(dcA)1/3 ≤ 0.6fy = 36 ksi
Figure 4-3 - Bottom Transverse Reinforcement
where:
dc = thickness of concrete cover measured from extreme tension fiber to

center of bar located closest thereto (in.)
= 1.3125 in. < (2 + ½ bar diameter) in. OK
A = area of concrete having the same centroid as the principal tensile
reinforcement and bounded by the surfaces of the cross-section and a
straight line parallel to the neutral axis, divided by the number of bars (in2)
= 2(1.3125)(7)
= 18.375 in2
Z = crack control parameter (k/in)
= 130 k/in. for severe exposure conditions
By substituting for dc, A and Z:
fsa = 45 ksi > 36 ksi therefore, use maximum allowable fsa = 36 ksi
Notice that the crack width parameter, Z, for severe exposure conditions was used to
account for the remote possibility of the bottom reinforcement being exposed to deicing
salts leaching through the deck. Many jurisdictions use Z for moderate exposure
conditions when designing the deck bottom reinforcement except for decks in marine
environments. The rationale for doing so is that the bottom reinforcement is not directly
exposed to salt application. The difference in interpretation rarely affects the design
because the maximum allowable stress for the bottom reinforcement, with a 1 in. clear
concrete cover, is typically controlled by the 0.6fy limit and will not change if moderate
exposure was assumed.
Stresses under service loads (S5.7.1)
In calculating the transformed compression steel area, the Specifications require the use
of two different values for the modular ratio when calculating the service load stresses
caused by dead and live loads, 2n and n, respectively. For deck design, it is customary
to ignore the compression steel in the calculation of service load stresses and, therefore,
this provision is not applicable. For tension steel, the transformed area is calculated
using the modular ratio, n.
Modular ratio for 4 ksi concrete, n = 8
Assume stresses and strains vary linearly
Dead load service load moment = 0.93 + 0.28 = 1.21 k-ft/ft
Live load service load moment = 6.74 k-ft/ft
Dead load + live load service load positive moment = 7.95 k-ft/ft
Figure 4-4 - Crack Control for Positive Moment Reinforcement Under Live Loads
The transformed moment of inertia is calculated assuming elastic behavior, i.e. linear
stress and strain distribution. In this case, the first moment of area of the transformed
steel on the tension side about the neutral axis is assumed equal to that of the concrete
in compression. The process of calculating the transformed moment of inertia is
illustrated in Figure 4-4 and by the calculations below.
For 4 ksi concrete, the modular ratio, n = 8 (S6.10.3.1.1b or by dividing the modulus of
elasticity of the steel by that of the concrete and rounding up as required by S5.7.1)
Assume the neutral axis is at a distance "y" from the compression face of the section
Assume the section width equals the reinforcement spacing = 7 in.
The transformed steel area = (steel area)(modular ratio) = 0.31(8) = 2.48 in2
By equating the first moment of area of the transformed steel to that of the concrete,
both about the neutral axis:
2.48(6.19 - y) = 7y(y/2)
Solving the equation results in y = 1.77 in.
Itransformed = 2.48(6.19 - 1.77)2 + 7(1.77)3/3

= 61.4 in4
Stress in the steel, fs = (Mc/I)n, where M is the moment acting on 7 in. width of the deck.
fs = [[(7.95(12/12)(7)(4.42)]/61.4]8
= 32.05 ksi
Allowable service load stress = 36 ksi > 32.05 ksi OK
Design Step 4.9 - Design for negative moment at interior girders
a. Live load
From Table SA4.1-1, for girder spacing of 9'-9" and the distance from the design section
for negative moment to the centerline of the girder equal to 12 in. (see Design Step 4.7
for explanation):
Unfactored live load negative moment per unit width of the deck = 4.21 k-ft/ft
Maximum factored negative moment per unit width at the design section for negative
moment = 1.75(4.21) = 7.37 k-ft/ft
b. Dead load
Factored dead load moments at the design section for negative moment:
Dead weight
1.25(0.93) = 1.16 k-ft/ft
1.5(0.28) = 0.42 k-ft/ft
Dead Load + live load design factored negative moment = 1.16 + 0.42 + 7.37
= 8.95 k-ft/ft
d = distance from compression face to centroid of tension reinforcement (in.)
= total thickness - top cover - ½ bar diameter
Assume #5 bars; bar diameter = 0.625 in., bar area = 0.31 in2
d = 8 - 2 ½ - ½ (0.625)
= 5.19 in.
Required area of steel = 0.0339 in2/in.
Required spacing = 0.31/0.0339 = 9.15 in.
Use #5 at 9 in. spacing
As indicated earlier, checking the minimum and maximum reinforcement is not expected
to control in deck slabs.
Check for cracking under service limit state (S5.7.3.4)

Allowable service load stresses:
fsa = Z/(dcA)1/3 ≤ 0.6fy = 36 ksi
Concrete cover = 2 ½ in. - ½ in. integral wearing surface = 2 in.
(Note: maximum clear cover to be used in the analysis = 2 in.) (S5.7.3.4)
where:
dc = clear cover + ½ bar diameter
= 2 + ½ (0.625)
= 2.31 in.
A = 2(2.31)(9)
= 41.58 in2
Z = 130 k/in. for severe exposure conditions
fsa = 28.38 ksi
As explained earlier, service load stresses are calculated using a modular ratio, n = 8.
Dead load service load moment at the design section for negative moment near the
middle = -1.21 k-ft/ft.
Figure 4-5a - Crack Control for Negative Moment Reinforcement Under Live Loads
Live load service load moment at the design section in the first interior bay near the first
interior girder = -4.21 k-ft/ft.
Transformed section properties may be calculated as done for the positive moment
section in Design Step 4.8. Refer to Figure 4-5a for the section dimensions and location
of the neutral axis. The calculations are shown below.
Maximum dead load + live load service load moment = 5.42 k-ft/ft
n=8
Itransformed = 43.83 in4
Total DL + LL service load stresses = [[5.42(9)(3.75)]/43.83](8)

= 33.39 ksi > fsa = 28.38 ksi NG
To satisfy the crack control provisions, the most economical change is to replace the
reinforcement bars by smaller bars at smaller spacing (area of reinforcement per unit
width is the same). However, in this particular example, the #5 bar size cannot be
reduced as this bar is customarily considered the minimum bar size for deck main
reinforcement. Therefore, the bar diameter is kept the same and the spacing is reduced.
Assume reinforcement is #5 at 8 in. spacing (refer to Figure 4-5b).
Itransformed = 42.77 in4

Total DL + LL service load stresses = [[5.42(8)(3.68)/42.77](8)
= 29.85 ksi
fsa = 29.52 ksi
Applied stress = 29.85 ksi ≈ fsa = 29.52 ksi
Use main negative moment reinforcement #5 at 8 in. spacing
Figure 4-5b - Crack Control for Negative Moment Reinforcement Under Live Loads
Design Step 4.10 - Design of the overhang

Figure 4-6 - Overhang Region, Dimensions and Truck Loading
Assume that the bottom of the deck in the overhang region is 1 inch lower than the
bottom of other bays as shown in Figure 4-6. This results in a total overhang thickness
equal to 9 in. This is usually beneficial in resisting the effects of vehicular collision.
However, a section in the first bay of the deck, where the thickness is smaller than that
of the overhang, must also be checked.
Assumed loads
Self weight of the slab in the overhang area = 112.5 lb/ft2 of the deck overhang surface
area
Weight of parapet = 650 lb/ft of length of parapet
Future wearing surface = 30 lb/ft2 of deck surface area
As required by SA13.4.1, there are three design cases to be checked when designing
the deck overhang regions.
Design Case 1: Check overhang for horizontal vehicular collision load (SA13.4.1,
Case 1)
Figure 4-7 - Design Sections in the Overhang Region
The overhang is designed to resist an axial tension force from vehicular collision acting
simultaneously with the collision + dead load moment.
The resistance factor, φ = 1.0 for extreme event limit state (S1.3.2.1). The Specification
requires that load effects in the extreme event limit state be multiplied by ηi ≥ 1.05 for
bridges deemed important or ηi ≥ 0.95 for bridges deemed not important. For this
example, a value of ηi = 1.0 was used.
a. At inside face of parapet (Section A-A in Figure 4-7)
(see Design Step 4.4 for parapet characteristics)

Mc = moment capacity of the base of the parapet given as 17.83 k-ft/ft.
When this moment is transmitted to the deck overhang it subjects
the deck to negative moment.
For a complete railing design example that includes sample detailed

calculations of railing parameters, see Lecture 16 of the participant
notebook of the National Highway Institute Course No. 13061.
MDL, slab = 0.1125(20.25/12)2/2
= 0.16 k-ft/ft
MDL, parapet = 0.65(20.25 - 7.61)/12
= 0.68 k-ft/ft
Design factored moment = -17.83 - 1.25(0.16 + 0.68) = -18.88 k-ft/ft
Design axial tensile force = RW/(Lc + 2H)

(SA13.4.2) = 137.22/[(235.2 + 2(42)/12]
= 5.16 k/ft
h slab = 9 in.
Assuming #5 reinforcement bars,
d = overhang slab thickness - top cover - ½ bar diameter

= 9 - 2 ½ - ½(0.625)
= 6.19 in.
Assume required area of steel = 0.70 in2/ft (1)
The over-reinforced section check is not expected to control. However, due to the
additional reinforcement in the overhang, it is prudent to perform this check using the
provisions of S5.7.3.3.1.
Effective depth of the section, h = 6.19 in.

(Notice that the overhang has 1 inch additional thickness at its bottom)
For a section under moment and axial tension, P, the nominal resistance, Mn, may be
calculated as:
Mn = T(d - a/2) - P(h/2 - a/2)
Tension in reinforcement, T = 0.70(60) = 42.0 k/ft
Compression in concrete, C = 42.0 - 5.16 = 36.84 k/ft
a = C/bβ1f′c
= 36.84/[12(0.85)(4)]
= 0.90 in.
Mn = 42.0[6.19 - (0.9/2)] - 5.16[(6.19/2) - (0.9/2)]
= 227.43/12
= 18.95 k-ft/ft
Notice that many designers determine the required reinforcement for sections under
moment and axial tension, P, as the sum of two components:
1. the reinforcement required assuming the section is subjected to moment

2. P/fy
This approach is acceptable as it results in more conservative results, i.e., more

reinforcement.
Resistance factor = 1.0 for extreme event limit state (S1.3.2.1)
Mr = φMn
= 1.0(18.95) = 18.95 k-ft/ft > Mu = 18.88 k-ft/ft OK
c/de = (0.9/0.85)/(6.19) = 0.17 < 0.42 steel yields before concrete crushing,
i.e., the section is not over-reinforced
b. At design section in the overhang (Section B-B in Figure 4-7)
Assume that the minimum haunch thickness is at least equal to the difference between
the thickness of the interior regions of the slab and the overhang thickness, i.e., 1 in.
This means that when designing the section in the overhang at 14 in. from the center of
the girder, the total thickness of the slab at this point can be assumed to be 9 in. For
thinner haunches, engineering judgment should be exercised to determine the thickness
to be considered at this section.
At the inside face of the parapet, the collision forces are distributed over a distance Lc for
the moment and Lc + 2H for axial force. It is reasonable to assume that the distribution
length will increase as the distance from the section to the parapet increases. The value
of the distribution angle is not specified in the specifications and is determined using
engineering judgment. In this example, the distribution length was increased at a 30°
angle from the base of the parapet (see Figure 4-8). Some designers assume a
distribution angle of 45°, this angle would have also been acceptable.
Figure 4-8 - Assumed Distribution of Collision Moment Load in the Overhang
Collision moment at the design = McLc/[Lc + 2(0.577)X]

section = -17.83(235.2)/[235.2 + 2(0.577)(8)]
= -17.16 k-ft/ft
Dead load moment at the design section:
MDL, slab = 0.1125(28.25/12)2/2

= 0.31 k-ft/ft
MDL, parapet = 0.65(28.25 - 7.61)/12
= 1.12 k-ft/ft
MDL, FWS = 0.03(8/12)2/2 = 0.007 k-ft/ft
Factored design M = -17.16 - 1.25(0.31 + 1.12) - 1.5(0.007) = -18.96 k-ft/ft
Design tensile force = Rw/[Lc + 2H + 2(0.577)X]

= 137.22/[[235.2 + 2(42) + 2(0.577)(8)]/12]
= 5.01 k/ft
h slab = 9 in.
By inspection, for Section A-A, providing an area of steel = 0.70 in2/ft resulted in a
moment resistance of 18.95 k-ft/ft ≈ the design moment for Section B-B.
Therefore, the required area of steel for Section B-B = 0.70 in2/ft (2)
c. Check dead load + collision moments at design section in first span (Section C-
C in Figure 4-7)
The total collision moment can be treated as an applied moment at the end of a
continuous strip. The ratio of the moment M2/M1 (see Figure 4-9) can be calculated for
the transverse design strip. As an approximation, the ratio M2/M1 may be taken equal to
0.4. This approximation is based on the fact that M2/M1 = 0.5 if the rotation at the first
interior girder is restrained. Since this rotation is not restrained, the value of M2 will be
less than 0.5M1. Thus, the assumption that M2/M1 = 0.4 seems to be reasonable. The
collision moment per unit width at the section under consideration can then be
determined by dividing the total collision moment by the distribution length. The
distribution length may be determined using the 30° distribution as illustrated in Figure 4-
8 except that the distance "X" will be 36 in. for Section C.
The dead load moments at the design section for negative moment to the inside of the
exterior girder may be determined by superimposing two components: (1) the moments
in the first deck span due to the dead loads acting on the overhang (see Figure 4-10),
and (2) the effect of the dead loads acting on the first span of the deck (see Figure 4-11).
Figure 4-9 - Assumed Distribution of the Collision Moment Across the Width of the
Deck
Figure 4-10 - Dead Load Moment at Design Section Due to Dead Loads on the
Overhang
Figure 4-11 - Dead Load Moment at Design Section Due to Dead Loads on the First
Deck Span
Collision moment at exterior girder, M1 = -17.83 k-ft/ft
Collision moment at first interior girder, M2 = 0.4(17.83) = 7.13 k-ft/ft

By interpolation for a section in the first interior bay at 14 in. from the exterior girder:
Total collision moment = -17.83 + 14(17.83 + 7.13)/116 = -14.81 k-ft/ft
Using the 30° angle distribution, as shown in Figure 4-8:
Design collision moment = -14.81Lc/[Lc + 2(0.577)(22 + 14)] = -12.59 k-ft/ft
where Lc = 235.2 in.
Dead load moment at the centerline of the exterior girder:
MDL, Slab = -0.1125(42.25/12)2/2

= -0.70 k-ft/ft
MDL, Parapet = -0.65 (42.25 - 7.61)/12
= -1.88 k-ft/ft
MDL, FWS = -0.03[(42.25 - 20.25)/12]2/2
= -0.05 k-ft/ft
Factored dead load moment at the centerline of the exterior girder:
MFDL = 1.25(-0.70) + 1.25(-1.88) + 1.5(-0.05)

= -3.3 k-ft/ft
Based on Figure 4-10
The design factored dead load moment at the design section due to loads on the
overhang is:
MFDL,O = 0.83(-3.3)
= -2.74 k-ft/ft
From Figure 4-11, the dead load design factored moment due to DL on the first deck
span is:
M = 1.25[0.1125[0.4(9.66)(14/12) - (14/12)2/2]] + 1.5[0.03[0.4(9.66)(14/12) -

(14/12)2/2]]
= 0.71 k-ft/ft
Total design dead load + collision moment:
MDL + C = -12.59 - 2.74 + 0.71

= -14.62 k-ft/ft
Resistance factor = 1.0 for extreme event limit state (S1.3.2.1)
Assuming the slab thickness at this section equals 8 in. and the effective depth equals
5.19 in.;
Required area of steel = 0.62 in2/ft (3)
Design Case 2: Vertical collision force (SA13.4.1, Case 2)
For concrete parapets, the case of vertical collision never controls
Design Case 3: Check DL + LL (SA13.4.1, Case 3)
Except for decks supported on widely spaced girders (approximately 12 ft. and 14 ft.
girder spacing for girders with narrow flanges and wide flanges, respectively), Case 3
does not control the design of decks supporting concrete parapets. Widely spaced
girders allow the use of wider overhangs which in turn may lead to live load moments
that may exceed the collision moment and, thus, control the design. The deck of this
example is highly unlikely to be controlled by Case 3. However, this case is checked to
illustrate the complete design process.
Resistance factor = 0.9 for strength limit state (S5.5.4.2.1).
a. Design section in the overhang (Section B-B in Figure 4-7)
The live load distribution width equations for the overhang (S4.6.2.1.3) are based on
assuming that the distance from the design section in the overhang to the face of the
parapet exceeds 12 in. such that the concentrated load representing the truck wheel is
located closer to the face of the parapet than the design section. As shown in Figure 4-
12, the concentrated load representing the wheel load on the overhang is located to the
inside of the design section for negative moment in the overhang. This means that the
distance "X" in the distribution width equation is negative which was not intended in
developing this equation. This situation is becoming common as prestressed girders with
wide top flanges are being used more frequently. In addition, Figure 4-6 may be wrongly
interpreted as that there is no live load negative moment acting on the overhang. This
would be misleading since the wheel load is distributed over the width of the wheels in
the axle. Live load moment in these situations is small and is not expected to control
design. For such situations, to determine the live load design moment in the overhang,
either of the following two approaches may be used:
1. The design section may be conservatively assumed at the face of the girder web,
or
2. The wheel load may be distributed over the width of the wheels as shown in
Figure 4-12 and the moments are determined at the design section for negative
moment. The distribution width may be calculated assuming "X" as the distance
from the design section to the edge of the wheel load nearest the face of the
parapet.
The latter approach is used in this example. The wheel load is assumed to be distributed
over a tire width of 20 in. as specified in S3.6.1.2.5.
Figure 4-12 - Overhang Live Load - Distributed Load
Using the multiple presence factor for a single truck = 1.2 (S3.6.1.1.2) and dynamic load
allowance for truck loading = 1.33 (S3.6.2.1), live load moment may be determined.
Equivalent strip width for live = 45 + 10(6/12)

load = 50 in. (S4.6.2.1.3)
Design factored moment:
Mn = -1.25(0.1125)[(42.25 - 14)/12]2/2

= -1.25(0.65)(42.25 - 14 - 7.61)/12
= -1.5(0.03)[(42.25 - 20.25 - 14)/12]2/2
= -1.75(1.33)(1.2)[16/(20/12)[((6/12)2/2)/(50/12)]
= -2.60 k-ft/ft
d = 6.19 in.
b. Check dead load + live load moments at design section in first span
(Section C-C in Figure 4-7)
Figure 4-13 - Overhang Live Load
Assume slab thickness at this section = 8 in. (conservative to ignore the haunch)
Based on the earlier calculations for this section under collision + DL, DL factored
moment at the section = -2.74 k-ft/ft.
Determining live load at this section may be conducted by modeling the deck as a beam
supported on the girders and by moving the design load across the width of the deck to
generate the moment envelopes. However, this process implies a degree of accuracy
that may not be possible to achieve due to the approximate nature of the distribution
width and other assumptions involved, e.g., the girders are not infinitely rigid and the top
flange is not a point support. An approximate approach suitable for hand calculations is
illustrated in Figure 4-13. In this approximate approach, the first axle of the truck is
applied to a simply supported beam that consists of the first span of the deck and the
overhang. The negative moment at the design section is then calculated. The multiple
presence factor for a single lane (1.2) and dynamic load allowance (33%) are also
applied. Based on the dimensions and the critical location of the truck axle shown in
Figure 4-13, the unfactored live load moment at the design section for negative moment
is 3.03 k-ft.
Live load moment (including the load factor, dynamic load allowance and multiple
presence factor) = 3.03(1.75)(1.33)(1.2) = 8.46 k-ft
Since the live load negative moment is produced by a load on the overhang, use the
overhang strip width at the girder centerline.
Equivalent strip width = 45 + 10(10/12) = 53.3 in. (S4.6.2.1.3)
Design factored moment (DL + LL) = 2.74 + 8.46/(53.3/12) = 4.65 k-ft/ft
Design Step 4.11 - Detailing of Overhang Reinforcement
From the different design cases of the overhang and the adjacent region of the deck, the
required area of steel in the overhang is equal to the largest of (1), (2), (3), (4) and (5) =
0.7 in2/ft
The provided top reinforcement in the slab in regions other than the overhang region is:
#5 at 8 in. = 0.31(12/8) = 0.465 in2/ft
0.465 in2/ft provided < 0.7 in2/ft required, therefore, additional reinforcement is required in
the overhang.
Bundle one #4 bar to each top bar in the overhang region of the deck.
Provided reinforcement = (0.2 + 0.31)(12/8) = 0.76 in2/ft > 0.7 in2/ft required OK.
Notice that many jurisdictions require a #5 minimum bar size for the top transverse
reinforcement. In this case, the #4 bars used in this example would be replaced by #5
bars. Alternatively, to reduce the reinforcement area, a #5 bar may be added between
the alternating main bars if the main bar spacing would allow adding bars in between
without resulting in congested reinforcement.
Check the depth of the compression block:
T = 60(0.76)
= 45.6 kips
a = 45.6/[0.85(4)(12)]
= 1.12 in.
β1 = 0.85 for f′c
= 4 ksi (S5.7.2.2)
c = 1.12/0.85
= 1.32 in.
Among Sections A, B and C of Figure 4-7, Section C has the least slab thickness.
Hence, the ratio c/de is more critical at this section.
de at Section C-C = 5.19 in.
Maximum c/de = 1.32/5.19 = 0.25 < 0.42 OK (S5.7.3.3.1)
Cracking under service load in the overhang needs to be checked. The reinforcement
area in the overhang is 65% larger than the negative moment reinforcement in the
interior portions of the deck, yet the applied service moment (2.74 + 3.03 = 5.77 k-ft/ft) is
6% larger than the service moment at interior portions of the deck (5.42 k-ft/ft from Step
4.9). By inspection, cracking under service load does not control.
Determine the point in the first bay of the deck where the additional bars are no longer
needed by determining the point where both (DL + LL) moment and (DL + collision)
moments are less than or equal to the moment of resistance of the deck slab without the
additional top reinforcement. By inspection, the case of (DL + LL) does not control and
only the case of (DL + collision) needs to be checked.
Negative moment resistance of the deck slab reinforced with #5 bars at 8 in. spacing is
10.15 k-ft/ft for strength limit state (resistance factor = 0.9), or 11.27 k-ft/ft for the
extreme event limit state (resistance factor = 1.0). By calculating the moments at
different points along the deck first span in the same manner they were calculated for
Section C-C for (DL + collision), it was determined that the design negative moment is
less than 11.27 k-ft/ft at a point approximately 25 in. from the centerline of the exterior
girder.
The theoretical termination point from the centerline of the exterior girder is 25 in.
Extend the additional bars beyond this point for a distance equal to the cut-off length. In
addition, check that the provided length measured beyond the design section for
moment is larger than the development length (S5.11.1.2.1).
Cut-off length requirement (S5.11.1.2.1)
Checking the three requirements of S5.11.1.2.1, the cut-off length is controlled by 15

times the bar diameter.
Cut-off length = 15(0.625) = 9.375 in.
Required length past the centerline of the exterior girder = 25 + 9.375 = 34.375 in.
Development length (S5.11.2)
The basic development length, ldb, is taken as the larger of:
OR
0.4dbfy = 0.4(0.625)(60) = 15 in.
OR
12 in.
Therefore, the basic development length = 15 in.
Correction factors:
Epoxy-coated bars = 1.2 (S5.11.2.1.2)

Two bundled bars = 1.0 (S5.11.2.3)
Spacing > 6 in. = 0.8 (S5.11.2.1.3)
Development length = 15(1.2)(1.0)(0.8) = 14.4 in.
Required length of the additional bars past the centerline of the exterior girder = 14 +
14.4 = 28.4 in. < 34.375 in. (needed to be satisfy cut off requirements) OK
Extend the additional bars in the overhang a minimum of 34.375 in. (say 3 ft.) beyond
the centerline of the exterior girder.
Figure 4-14 - Length of the Overhang Additional Bars
Design Step 4.12 - Longitudinal Reinforcement
Bottom distribution reinforcement (S9.7.3.2)
Percentage of longitudinal reinforcement =
where:
S = the effective span length taken as equal to the effective length specified
in S9.7.2.3 (ft.); the distance between sections for negative moment and
sections at the ends of one deck span
= (116 - 14 - 14)(12)
= 7.33 ft.
Percentage =
Use 67% of transverse reinforcement

Transverse reinforcement = #5 at 7 in. spacing = 0.53 in2/ft
Required longitudinal reinforcement = 0.67(0.53) = 0.36 in2/ft
Use #5 bars; bar diameter = 0.625 in., bar area = 0.31 in2
Required spacing = 0.31/0.36 = 0.86 ft. (10.375 in.)
Use #5 bars at 10 in. spacing
Top longitudinal reinforcement
There are no specific requirements to determine this reinforcement. Many jurisdictions

use #4 bars at 12 in. spacing for the top longitudinal reinforcement.
Design Step 4.13 - Deck top longitudinal reinforcement In the

grinder negative moment region, i.e., over the intermediate
supports of the girders
For simple span precast girders made continuous for live load: design according to
S5.14.1.2.7
(Notice that for continuous steel girders, this reinforcement is designed according to
S6.10.3.7.)
The required reinforcement area is determined during girder design. See Section 5.6 for
the calculations for this reinforcement.
Provided reinforcement area = 14.65 in2
Use #6 bars at 5.5 in. spacing in the top layer

#6 bars at 8.5 in. spacing in the bottom layer
Design Step 4.14 - Check shrinkage and temperature reinforcement
according to S5.10.8
Reinforcement for shrinkage and temperature stresses is provided near surfaces of

concrete exposed to daily temperature changes. Shrinkage and temperature
reinforcement is added to ensure that the total reinforcement on exposed surfaces is not
less than the following:
As ≥ 0.11Ag/fy (S5.10.8.2-1)
where:
Ag = gross area of the section (in2)
= 12(7.5)
= 90 in2/ft. width of deck
fy = specified yield strength of the reinforcing bars (ksi)
= 60 ksi
As req ≥ 0.11(90/60)
≥ 0.165 in2/ft. width of deck
This area should be divided between the two surfaces, As req per surface = 0.0825 in2/ft.
width of deck.
Assuming longitudinal reinforcement is #4 bars at 12 in. spacing:
As, provided = 0.2 in2/ft. width of deck > 0.0825 in2/ft. width of deck required OK
Figure 4-15 - Deck Reinforcement at Midspan of Girders

Figure 4-16 - Deck Reinforcement at Intermediate Pier

Design Step 5 Design of Superstructure
Design Step 5.1 Live Load Distribution Factors (S4.6.2.2)
The AASHTO-LRFD Specifications allow the use of advanced methods of analysis to

determine the live load distribution factors. However, for typical bridges, the
specifications list equations to calculate the distribution factors for different types of
bridge superstructures. The types of superstructures covered by these equations are
described in Table S4.6.2.2.1-1. From this table, bridges with concrete decks supported
on precast concrete I or bulb-tee girders are designated as cross-section "K". Other
tables in S4.6.2.2.2 list the distribution factors for interior and exterior girders including
cross-section "K". The distribution factor equations are largely based on work conducted
in the NCHRP Project 12-26 and have been verified to give accurate results compared
to 3-dimensional bridge analysis and field measurements. The multiple presence factors
are already included in the distribution factor equations except when the tables call for
the use of the lever rule. In these cases, the computations need to account for the
multiple presence factors. Notice that the distribution factor tables include a column with
the heading "range of applicability". The ranges of applicability listed for each equation
are based on the range for each parameter used in the study leading to the development
of the equation. When the girder spacing exceeds the listed value in the "range of
applicability" column, the specifications require the use of the lever rule (S4.6.2.2.1).
One or more of the other parameters may be outside the listed range of applicability. In
this case, the equation could still remain valid, particularly when the value(s) is(are) only
slightly out of the range of applicability. However, if one or more of the parameters
greatly exceed the range of applicability, engineering judgment needs to be exercised.
Article S4.6.2.2.2d of the specifications states: "In beam-slab bridge cross-sections with
diaphragms or cross-frames, the distribution factor for the exterior beam shall not be
taken less than that which would be obtained by assuming that the cross-section
deflects and rotates as a rigid cross-section". This provision was added to the
specifications because the original study that developed the distribution factor equations
did not consider intermediate diaphragms. Application of this provision requires the
presence of a sufficient number of intermediate diaphragms whose stiffness is adequate
to force the cross section to act as a rigid section. For prestressed girders, different
jurisdictions use different types and numbers of intermediate diaphragms. Depending on
the number and stiffness of the intermediate diaphragms, the provisions of S4.6.2.2.2d
may not be applicable. For this example, one deep reinforced concrete diaphragm is
located at the midspan of each span. The stiffness of the diaphragm was deemed
sufficient to force the cross-section to act as a rigid section, therefore, the provisions of
S4.6.2.2.2d apply.
Notice that the AASHTO Standard Specifications express the distribution factors as a
fraction of wheel lines, whereas the AASHTO-LRFD Specifications express them as a
fraction of full lanes.
For this example, the distribution factors listed in S4.6.2.2.2 will be used.
Notice that fatigue in the prestressing steel need not be checked for conventional
prestressed girders (S5.5.3) when maximum stress in the concrete at Service III limit
state is taken according to Table S5.9.4.2.2-1. This statement is valid for this example.
The fatigue distribution factors are calculated in the following sections to provide the
user with a complete reference for the application of the LRFD distribution factors.
AASHTO Type I-Beam (28/72)
Noncomposite beam area, Ag = 1,085 in2

Noncomposite beam moment of inertia, = 733,320 in4
Ig
Deck slab thickness, ts = 8 in.
Span length, L = 110 ft.
Girder spacing, S = 9 ft. - 8 in.
Modulus of elasticity of the beam, EB = 4,696 ksi (S5.4.2.4)
Modulus of elasticity of the deck, ED = 3,834 ksi (S5.4.2.4)
C.G. to top of the basic beam = 35.62 in.
C.G. to bottom of the basic beam = 36.38 in.
Design Step 5.1.1
Calculate n, the modular ratio between the beam and the deck.
n = EB/ED (S4.6.2.2.1-2)

= 4,696/3,834
= 1.225
Design Step 5.1.2
Calculate eg, the distance between the center of gravity of the noncomposite beam and
the deck. Ignore the thickness of the haunch in determining eg. It is also possible to
ignore the integral wearing surface, i.e., use ts = 7.5 in. However the difference in the
distribution factor will be minimal.
eg = NAYT + ts/2

= 35.62 + 8/2
= 39.62 in.
Design Step 5.1.3
Calculate Kg, the longitudinal stiffness parameter.
Kg = n(I + Aeg2) (S4.6.2.2.1-1)

= 1.225[733,320 + 1,085(39.62)2]
= 2,984,704 in4
Design Step 5.1.4 - Interior girder
Calculate the moment distribution factor for an interior beam with two or more design
lanes loaded using Table S4.6.2.2.2b-1.
DM = 0.075 + (S/9.5)0.6 (S/L)0.2 (Kg/12.0Lts3)0.1

= 0.075 + (9.667/9.5)0.6 (9.667/110)0.2 [2,984,704/[12(110)(8)3]]0.1
= 0.796 lane (1)
Design Step 5.1.5

According to S4.6.2.2.2e, a skew correction factor for moment may be applied for bridge
skews greater than 30 degrees. The bridge in this example is skewed 20 degrees, and,
therefore, no skew correction factor for moment is allowed.
Calculate the moment distribution factor for an interior beam with one design lane loaded
using Table S4.6.2.2.2b-1.
DM = 0.06 + (S/14)0.4 (S/L)0.3 (Kg/12.0Lts3)0.1

= 0.06 + (9.667/14)0.4 (9.667/110)0.3 [2,984,704/[12(110)(8)3]]0.1
= 0.542 lane (2)
Notice that the distribution factor calculated above for a single lane loaded already
includes the 1.2 multiple presence factor for a single lane, therefore, this value may be
used for the service and strength limit states. However, multiple presence factors should
not be used for the fatigue limit state. Therefore, the multiple presence factor of 1.2 for
the single lane is required to be removed from the value calculated above to determine
the factor used for the fatigue limit state.
For single-lane loading to be used for fatigue design, remove the multiple presence
factor of 1.2.
DM = 0.542/1.2
= 0.452 lane (3)
Design Step 5.1.6 - Skew correction factor for shear
According to S4.6.2.2.3c, a skew correction factor for support shear at the obtuse corner
must be applied to the distribution factor of all skewed bridges. The value of the
correction factor is calculated using Table S4.6.2.2.3c-1
SC = 1.0 + 0.20(12.0Lts3/Kg)0.3 tan θ

= 1.0 + 0.20[[12.0(110)(8)3]/2,984,704]0.3 tan 20
= 1.047
Design Step 5.1.7
Calculate the shear distribution factor for an interior beam with two or more design lanes
loaded using Table S4.6.2.2.3a-1.
DV = 0.2 + (S/12) - (S/35)2

= 0.2 + (9.667/12) - (9.667/35)2
= 0.929 lane
Apply the skew correction factor:

DV = 1.047(0.929)
= 0.973 lane (4)
Design Step 5.1.8
Calculate the shear distribution factor for an interior beam with one design lane loaded
using Table S4.6.2.2.3a-1.
DV = 0.36 + (S/25.0)

= 0.36 + (9.667/25.0)
= 0.747 lane
Apply the skew correction factor:
DV = 1.047(0.747)
= 0.782 lane (5)
For single-lane loading to be used for fatigue design, remove the multiple presence
factor of 1.2.
DV = 0.782/1.2
= 0.652 lane (6)
Design Step 5.1.9
From (1) and (2), the service and strength limit state moment distribution factor for the
interior girder is equal to the larger of 0.796 and 0.542 lane. Therefore, the moment
distribution factor is 0.796 lane.
From (3):
The fatigue limit state moment distribution factor is 0.452 lane
From (4) and (5), the service and strength limit state shear distribution factor for the
interior girder is equal to the larger of 0.973 and 0.782 lane. Therefore, the shear
From (6):
The fatigue limit state shear distribution factor is 0.652 lane
Design Step 5.1.10 - Exterior girder

Figure 5.1-1 - Lever Rule
Design Step 5.1.11
Calculate the moment distribution factor for an exterior beam with two or more design
lanes using Table S4.6.2.2.2d-1.
DM = eDMInterior
e = 0.77 + de/9.1
where de is the distance from the centerline of the exterior girder to the
inside face of the curb or barrier.
e = 0.77 + 1.83/9.1 = 0.97
DM = 0.97(0.796)
= 0.772 lane (7)
Design Step 5.1.12
Calculate the moment distribution factor for an exterior beam with one design lane using
the lever rule as per Table S4.6.2.2.2d-1.
DM = [(3.5 + 6) + 3.5]/9.667

= 1.344 wheels/2
= 0.672 lane (8) (Fatigue)
Notice that this value does not include the multiple presence factor, therefore, it is
adequate for use with the fatigue limit state. For service and strength limit states, the
multiple presence factor for a single lane loaded needs to be included.
DM = 0.672(1.2)
= 0.806 lane (9) (Strength and Service)
Design Step 5.1.13
Calculate the shear distribution factor for an exterior beam with two or more design lanes
loaded using Table S4.6.2.2.3b-1.
DV = eDVinterior
where:
e = 0.6 + de/10
= 0.6 + 1.83/10
= 0.783
DV = 0.783(0.973)
= 0.762 lane (10)
Design Step 5.1.14
Calculate the shear distribution factor for an exterior beam with one design lane loaded
using the lever rule as per Table S4.6.2.2.3b-1. This value will be the same as the
moment distribution factor with the skew correction factor applied.
DV = 1.047(0.672)
= 0.704 lane (11) (Fatigue)
DV = 1.047(0.806)
= 0.845 lane (12) (Strength and Service)
Notice that S4.6.2.2.2d includes additional requirements for the calculation of the
distribution factors for exterior girders when the girders are connected with relatively stiff
cross-frames that force the cross-section to act as a rigid section. As indicated in Design
Step 5.1, these provisions are applied to this example; the calculations are shown below.
Design Step 5.1.15 - Additional check for rigidly connected girders

(S4.6.2.2.2d)
The multiple presence factor, m, is applied to the reaction of the exterior beam (Table
S3.6.1.1.2-1)
m1 = 1.20
m2 = 1.00
m3 = 0.85
R = NL/Nb + Xext(Σe)/Σx2 (SC4.6.2.2.2d-1)
where:
R = reaction on exterior beam in terms of lanes
NL = number of loaded lanes under consideration
e = eccentricity of a design truck or a design land load from the center of gravity of the
pattern of girders (ft.)
x = horizontal distance from the center of gravity of the pattern of girders to each girder
(ft.)
Xext = horizontal distance from the center of gravity of the pattern to the exterior girder
(ft.)
See Figure 5.1-1 for dimensions.
One lane loaded (only the leftmost lane applied):
R = 1/6 + 24.167(21)/[2(24.1672 + 14.52 + 4.8332)]

= 0.1667 + 0.310
= 0.477 (Fatigue)
Add the multiple presence factor of 1.2 for a single lane:
R = 1.2(0.477)
= 0.572 (Strength)
Two lanes loaded:
R = 2/6 + 24.167(21 + 9)/[2(24.1672 + 14.52 + 4.8332)]

= 0.333 + 0.443
= 0.776
Add the multiple presence factor of 1.0 for two lanes loaded:
R = 1.0(0.776) = 0.776 (Strength)
Three lanes loaded:
R = 3/6 + 24.167(21 + 9 - 3)/[2(24.1672 + 14.52 + 4.8332)]

= 0.5 + 0.399
= 0.899
Add the multiple presence factor of 0.85 for three or more lanes loaded:
R = 0.85(0.899)
= 0.764 (Strength)
These values do not control over the distribution factors summarized in Design Step
5.1.16.
Figure 5.1-2 - General Dimensions
Design Step 5.1.16
From (7) and (9), the service and strength limit state moment distribution factor for the
exterior girder is equal to the larger of 0.772 and 0.806 lane. Therefore, the moment
From (8):
The fatigue limit state moment distribution factor is 0.672 lane
From (10) and (12), the service and strength limit state shear distribution factor for the
exterior girder is equal to the larger of 0.762 and 0.845 lane. Therefore, the shear
From (11):
The fatigue limit state shear distribution factor is 0.704 lane
Table 5.1-1 - Summary of Service and Strength Limit State Distribution Factors
Load Case Moment Moment Shear Shear

interior exterior interior exterior
beams beams beams beams
Distribution factors Multiple 0.796 0.772 0.973 0.762
from Tables in lanes
S4.6.2.2.2 loaded
Single lane 0.542 0.806 0.782 0.845
loaded
Additional check for Multiple NA 0.776 NA 0.776
rigidly connected lanes
girders loaded
Single lane NA 0.572 NA 0.572
loaded
Design value 0.796 0.806 0.973 0.845
Table 5.1-2 - Summary of Fatigue Limit State Distribution Factors
Load Case Moment Moment Shear Shear

interior exterior interior exterior
beams beams beams beams
Distribution factors Multiple NA NA NA NA
from Tables in lanes
S4.6.2.2.2 loaded
Single lane 0.452 0.672 0.652 0.704
loaded
Additional check for Multiple NA NA NA NA
rigidly connected lanes
girders loaded
Single lane NA 0.477 NA 0.477
loaded
Design value 0.452 0.672 0.652 0.704

Design Step 5.2 Dead Load Calculation
Calculate the dead load of the bridge superstructure components for the controlling
interior girder. Values for the exterior girder have also been included for reference. The
girder, slab, haunch, and exterior diaphragm loads are applied to the noncomposite
section; the parapets and future wearing surface are applied to the composite section.
Interior girder
Girder weight
DCgirder (I) = Ag(γgirder)
where:
Ag = beam cross-sectional area (in2) = 1,085 in2

γ = unit weight of beam concrete (kcf) = 0.150 kcf
DCgirder (I) = (1,085/144)(0.150) = 1.13 k/ft/girder
Deck slab weight
The total thickness of the slab is used in calculating the weight.
Girder spacing = 9.667 ft.

Slab thickness = 8 in.
DCslab (I) = 9.667(8/12)(0.150) = 0.967 k/ft/girder
Exterior girder
Girder weight
DCgirder (E) = 1.13 k/ft/girder
Deck slab weight
Slab width = overhang width + ½ girder spacing

= 3.521 + ½(9.667)
= 8.35 ft.
Slab thickness = 8 in.
DCslab (E) = 8.35(8/12)(0.150)
= 0.835 k/ft/girder
Haunch weight
Width = 42 in.
Thickness = 4 in.
DChaunch = [42(4)/144](0.150)
= 0.175 k/ft/girder
Notice that the haunch weight in this example is assumed as a uniform load along the
full length of the beam. This results in a conservative design as the haunch typically
have a variable thickness that decreases toward the middle of the span length. Many
jurisdictions calculate the haunch load effects assuming the haunch thickness to vary
parabolically along the length of the beam. The location of the minimum thickness varies
depending on the grade of the roadway surface at bridge location and the presence of a
vertical curve. The use of either approach is acceptable and the difference in load effects
is typically negligible. However, when analyzing existing bridges, it may be necessary to
use the variable haunch thickness in the analysis to accurately represent the existing
situation
Concrete diaphragm weight
A concrete diaphragm is placed at one-half the noncomposite span length.
Location of the diaphragms:
Span 1 = 54.5 ft. from centerline of end bearing

Span 2 = 55.5 ft. from centerline of pier
For this example, arbitrarily assume that the thickness of the diaphragm is 10 in. The
diaphragm spans from beam to beam minus the web thickness and has a depth equal to
the distance from the top of the beam to the bottom of the web. Therefore, the
concentrated load to be applied at the locations above is:
DCdiaphragm = 0.15(10/12)[9.667 - (8/12)](72 - 18)/12

= 5.0625 k/girder
The exterior girder only resists half of this loading.
Parapet weight
According to the S4.6.2.2.1, the parapet weight may be distributed equally to all girders
in the cross section.
Parapet cross-sectional area = 4.33 ft2
DCparapet = 4.33(0.150)
= 0.650 k/ft
= 0.650/6 girders
= 0.108 k/ft/girder for one parapet
Therefore, the effect of two parapets yields:
DCparapet = 0.216 k/ft per girder

Interior girder
Weight/ft2 = 0.030 k/ft2

Width = 9.667 ft.

DWFWS (I) = 0.030(9.667)
= 0.290 k/ft/girder
Exterior Girder
Weight/ft2 = 0.030 k/ft2
Width = slab width - parapet width
= 8.35 - 1.6875
= 6.663 ft.

DWFWS (E) = 0.030(6.663)
= 0.200 k/ft/girder
Notice that some jurisdictions divide the weight of the future wearing surface equally
between all girders (i.e. apply a uniform load of 0.26 k/ft to all girders). Article S4.6.2.2.1
states that permanent loads of and on the deck may be distributed uniformly among the
beams. This method would also be acceptable and would minimally change the
moments and shears given in the tables in Design Step 5.3.

Design Step 5.3 - Unfactored and Factored Load Effects
Design Step 5.3.1
Summary of loads
The dead load moments and shears were calculated based on the loads shown in
Design Step 5.2. The live load moments and shears were calculated using a generic live
load analysis computer program. The live load distribution factors from Design Step 5.1
are applied to these values.
Table 5.3-1 - Summary of Unfactored Moments
Interior girder, Span 1 shown, Span 2 mirror image

Location Noncomposite Composite Live Load + IM
* Girder Slab Exterior Total Parape FW Positiv Negativ
(ft.) and Diaphrag Noncom t S e HL- e HL-93
** ***
(k-ft) (k-ft) Haunc m p. (k-ft) (k- 93 (k-ft)
h (k-ft) (k-ft) ft) (k-ft)
(k-ft)
0 47 0 0 0 0 0 0 0 0
1.0 108 61 62 3 125 9 12 92 -11
5.5 368 322 325 14 661 46 62 476 -58
11.0 656 609 615 28 1,252 85 114 886 -116
16.5 909 863 871 42 1,776 118 158 1,230 -174
22.0 1,12 1,08 1,093 56 2,230 144 193 1,509 -233
8 2
27.5 1,31 1,26 1,279 70 2,616 164 220 1,724 -291
3 7
33.0 1,46 1,41 1,432 84 2,933 177 237 1,882 -349
4 7
38.5 1,58 1,53 1,549 98 3,181 183 246 1,994 -407
0 4
44.0 1,66 1,61 1,633 111 3,360 183 246 2,047 -465
3 6
49.5 1,71 1,66 1,681 125 3,471 177 237 2,045 -523
1 4
54.5 1,72 1,67 1,696 138 3,512 165 222 2,015 -576
5 9
55.0 1,72 1,67 1,695 137 3,511 164 220 2,010 -581
5 8
60.5 1,70 1,65 1,675 123 3,456 144 194 1,927 -640
5 8
66.0 1,65 1,60 1,620 109 3,333 118 159 1,794 -698
0 4
71.5 1,56 1,51 1,531 95 3,141 86 115 1,613 -756
2 5
77.0 1,43 1,39 1,407 81 2,880 46 62 1,388 -814
9 2
82.5 1,28 1,23 1,248 67 2,551 1 1 1,124 -872
2 6
88.0 1,09 1,04 1,055 53 2,152 -52 -69 825 -1,124
1 4
93.5 865 819 827 39 1,686 -110 -148 524 -1,223
99.0 606 560 565 25 1,150 -176 -236 297 -1,371
104.5 312 266 268 11 546 -248 -332 113 -1,663
108.0 110 61 62 3 125 -297 -398 33 -1,921
109.0 47 0 0 0 0 -311 -418 15 -2,006
Span2-0 - 0 0 0 0 -326 -438 0 -2,095
* Distance from the centerline of the end bearing

** Based on the simple span length of 110.5 ft. and supported at the ends of the girders.
These values are used to calculate stresses at transfer.
*** Based on the simple span length of 109 ft. and supported at the centerline of
bearings. These values are used to calculate the final stresses.
Table 5.3-2 - Summary of Factored Moments
Location* Strength I Service I ** Service III **

(ft.) (k-ft) NC Comp. NC Comp.
(k-ft) (k-ft) (k-ft) (k-ft)
0 0 0 0 0 0
1.0 346 125 112 125 94
5.5 1,809 661 584 661 488
11.0 3,394 1,252 1,085 1,252 908
16.5 4,756 1,776 1,506 1,776 1,260
22.0 5,897 2,230 1,846 2,230 1,544
27.5 6,821 2,616 2,108 2,616 1,763
33.0 7,536 2,933 2,296 2,933 1,920
38.5 8,063 3,181 2,423 3,181 2,024
44.0 8,381 3,360 2,477 3,360 2,067
49.5 8,494 3,471 2,459 3,471 2,050
54.5 8,456 3,512 2,402 3,512 1,999
55.0 8,440 3,511 2,394 3,511 1,992
60.5 8,163 3,456 2,265 3,456 1,880
66.0 7,690 3,333 2,070 3,333 1,712
71.5 7,027 3,141 1,813 3,141 1,490
77.0 6,181 2,880 1,497 2,880 1,219
82.5 5,158 2,551 1,126 2,551 901
88.0 3,967 2,152 -1,245 2,152 -1,020
93.5 2,664 1,686 -1,481 1,686 -1,237
99.0 -1,535 1,150 -1,783 1,150 -1,509
104.5 -3,035 546 -2,242 546 -1,910
108.0 -4,174 125 -2,616 125 -2,232
109.0 -4,525 0 -2,734 0 -2,333
Span 2 - 0 -4,729 0 -2,858 0 -2,439
Load Factor Combinations

Strength I = 1.25(DC) + 1.5(DW) + 1.75(LL + IM)
Service I = 1.0[DC + DW + (LL + IM)]
Service III = 1.0(DC + DW) + 0.8(LL + IM)

** For service limit states, moments are applied to the section of the girder, i.e.
noncomposite or composite, that resists these moments. Hence, noncomposite and
composite moments have to be separated for service load calculations.
Table 5.3-3 - Summary of Unfactored Shear

* Girder Slab Exterior Total Parape FWS Positiv Negativ
(ft.) (k) and Diaphrag Noncomp t (k) e e
Haunc m . (k) HL-93 HL-93
h (k) (k) (k) (k)
(k)
0 61.6 62.2 2.5 126.4 8.9 12.0 113.3 -12.9
1.0 60.5 61.1 2.5 124.1 8.7 11.7 111.7 -12.9
5.5 55.4 55.9 2.5 113.9 7.7 10.4 104.3 -13.0
11.0 49.2 49.7 2.5 101.4 6.5 8.8 95.5 -13.4
16.5 43.0 43.4 2.5 88.9 5.4 7.2 86.9 -15.9
22.0 36.7 37.1 2.5 76.4 4.2 5.6 78.7 -20.6
27.5 30.5 30.8 2.5 63.9 3.0 4.0 70.8 -26.0
33.0 24.3 24.6 2.5 51.4 1.8 2.4 63.1 -32.8
38.5 18.1 18.3 2.5 38.9 0.6 0.8 55.9 -39.8
44.0 11.9 12.0 2.5 26.4 -0.6 -0.8 48.9 -46.8
49.5 5.7 5.7 2.5 13.9 -1.8 -2.4 42.4 -54.0
54.5 0 0 -2.5 -2.5 -2.9 -3.8 36.8 -60.5
55.0 -0.6 -0.6 -2.5 -3.7 -3.0 -4.0 36.2 -61.2
60.5 -6.8 -6.9 -2.5 -16.2 -4.2 -5.6 30.4 -68.4
66.0 -13.0 -13.1 -2.5 -28.7 -5.3 -7.2 25.0 -75.7
71.5 -19.2 -19.4 -2.5 -41.2 -6.5 -8.8 20.0 -82.9
77.0 -25.4 -25.7 -2.5 -53.7 -7.7 - 15.4 -90.1
10.4
82.5 -31.7 -32.0 -2.5 -66.1 -8.9 - 11.3 -97.3
12.0
88.0 -37.9 -38.3 -2.5 -78.6 -10.1 - 8.2 -104.3
13.6
93.5 -44.1 -44.5 -2.5 -91.1 -11.3 - 5.5 -111.3
15.1
99.0 -50.3 -50.8 -2.5 -103.6 -12.5 - 3.2 -118.0
16.7
104.5 -56.5 -57.1 -2.5 -116.1 -13.7 - 1.2 -124.7
18.3
108.0 -60.5 -61.1 -2.5 -124.1 -14.4 - 0.4 -128.7
19.4
109.0 -61.6 -62.2 -2.5 -126.4 -14.6 - 0.2 -129.9
19.6
Span 2 - 0 0 0 0 -14.8 - 0 -131.1
0 19.9
Table 5.3-4 - Summary of Factored Shear
Location* Strength I Service I Service III

(ft.) (k) (k) (k)
0 385.4 260.6 237.9
1.0 379.0 256.2 233.8
5.5 350.0 236.2 215.4
11.0 315.1 212.1 193.0
16.5 280.7 188.3 170.9
22.0 246.8 164.8 149.1
27.5 213.4 141.6 127.5
33.0 180.6 118.7 106.1
38.5 148.3 96.2 85.0
44.0 116.7 74.0 64.2
49.5 85.7 52.1 43.6
54.5 -118.4 -69.7 -57.6
55.0 -121.3 -71.8 -59.6
60.5 -153.5 -94.3 -80.6
66.0 -185.7 -116.9 -101.7
71.5 -217.9 -139.4 -122.8
77.0 -250.0 -161.8 -143.8
82.5 -282.0 -184.3 -164.8
88.0 -313.8 -206.6 -185.7
93.5 -345.4 -228.8 -206.6
99.0 -376.8 -250.9 -227.3
104.5 -407.9 -272.8 -247.8
108.0 -427.4 -286.6 -260.8
109.0 -433.0 -290.5 -264.5
Span 2 - 0 -277.8 -165.8 -139.6

Table 5.3-5 - Summary of Unfactored Moments
Exterior girder, Span 1 shown, Span 2 mirror image

* Girder Slab Exterior Total Parape FW Positiv Negativ
(ft.) and Diaphrag Noncom t S e HL- e HL-93
** ***
(k-ft) (k-ft) Haunc m p. (k-ft) (k- 93 (k-ft)
h (k-ft) (k-ft) ft) (k-ft)
(k-ft)
0 47 0 0 0 0 0 0 0 0
1.0 108 61 55 1 117 9 8 93 -11
5.5 368 322 288 7 616 46 41 482 -59
11.0 656 609 545 14 1,168 85 77 897 -118
16.5 909 863 771 21 1,655 118 106 1,245 -177
22.0 1,12 1,08 967 28 2,076 144 130 1,528 -236
8 2
27.5 1,31 1,26 1,132 35 2,434 164 148 1,746 -294
3 7
33.0 1,46 1,41 1,267 42 2,726 177 160 1,906 -353
4 7
38.5 1,58 1,53 1,371 49 2,954 183 165 2,019 -412
0 4
44.0 1,66 1,61 1,445 56 3,117 183 166 2,073 -471
3 6
49.5 1,71 1,66 1,488 63 3,215 177 160 2,071 -530
1 4
54.5 1,72 1,67 1,501 69 3,248 165 149 2,041 -583
5 9
55.0 1,72 1,67 1,501 68 3,247 164 148 2,035 -589
5 8
60.5 1,70 1,65 1,482 61 3,202 144 130 1,951 -648
5 8
66.0 1,65 1,60 1,434 54 3,092 118 107 1,816 -706
0 4
71.5 1,56 1,51 1,355 48 2,917 86 77 1,633 -765
2 5
77.0 1,43 1,39 1,245 41 2,678 46 42 1,406 -824
9 2
82.5 1,28 1,23 1,105 34 2,374 1 1 1,139 -883
2 6
88.0 1,09 1,04 934 27 2,005 -52 -47 836 -1,138
1 4
93.5 865 819 732 20 1,571 -110 -100 531 -1,238
99.0 606 560 500 13 1,072 -176 -159 300 -1,389
104.5 312 266 238 6 509 -248 -224 114 -1,683
108.0 110 61 55 1 117 -297 -268 33 -1,945
109.0 47 0 0 0 0 -311 -281 15 -2,031
Span 2 - - 0 0 0 0 -326 -294 0 -2,121
0

** Based on the simple span length of 110.5 ft. and supported at the ends of the girders.
These values are used to calculate stresses at transfer.
*** Based on the simple span length of 109 ft. and supported at the centerline of
bearings. These values are used to calculate the final stresses.
Table 5.3-6 - Summary of Factored Moments
Location* Strength I Service I ** Service III **

(ft.) (k-ft) NC Comp. NC Comp.
(k-ft) (k-ft) (k-ft) (k-ft)
0 0 0 0 0 0
1.0 331 117 110 117 91
5.5 1,734 616 570 616 473
11.0 3,251 1,168 1,059 1,168 879
16.5 4,554 1,655 1,469 1,655 1,220
22.0 5,644 2,076 1,801 2,076 1,496
27.5 6,524 2,434 2,057 2,434 1,708
33.0 7,203 2,726 2,242 2,726 1,861
38.5 7,702 2,954 2,368 2,954 1,964
44.0 8,001 3,117 2,422 3,117 2,007
49.5 8,103 3,215 2,407 3,215 1,993
54.5 8,061 3,248 2,355 3,248 1,947
55.0 8,047 3,247 2,347 3,247 1,940
60.5 7,793 3,202 2,226 3,202 1,836
66.0 7,351 3,092 2,041 3,092 1,678
71.5 6,727 2,917 1,796 2,917 1,469
77.0 5,928 2,678 1,494 2,678 1,213
82.5 4,961 2,374 1,140 2,374 912
88.0 3,834 2,005 -1,237 2,005 -1,009
93.5 2,605 1,571 -1,448 1,571 -1,201
99.0 -1,547 1,072 -1,723 1,072 -1,445
104.5 -2,954 509 -2,154 509 -1,818
108.0 -4,031 117 -2,510 117 -2,121
109.0 -4,364 0 -2,623 0 -2,217
Span 2 - 0 -4,560 0 -2,741 0 -2,317


** For service limit states, moments are applied to the section of the girder, i.e.
noncomposite or composite, that resists these moments. Hence, noncomposite and
composite moments have to be separated for service load calculations.
Table 5.3-7 - Summary of Unfactored Shear

* Girder Slab Exterior Total Parape FWS Positiv Negativ
(ft.) (k) and Diaphrag Noncomp t (k) e e
Haunc m . (k) HL-93 HL-93
h (k) (k) (k) (k)
(k)
0 61.6 55.1 1.3 117.9 8.9 8.1 98.4 -11.2
1.0 60.5 54.1 1.3 115.8 8.7 7.9 97.0 -11.2
5.5 55.4 49.5 1.3 106.2 7.7 7.0 90.6 -11.3
11.0 49.2 44.0 1.3 94.4 6.5 5.9 82.9 -11.6
16.5 43.0 38.4 1.3 82.6 5.4 4.8 75.5 -13.8
22.0 36.7 32.8 1.3 70.8 4.2 3.8 68.3 -17.9
27.5 30.5 27.3 1.3 59.1 3.0 2.7 61.4 -22.6
33.0 24.3 21.7 1.3 47.3 1.8 1.6 54.8 -28.5
38.5 18.1 16.2 1.3 35.5 0.6 0.5 48.5 -34.5
44.0 11.9 10.6 1.3 23.7 -0.6 -0.5 42.5 -40.7
49.5 5.7 5.1 1.3 12.0 -1.8 -1.6 36.8 -46.9
54.5 0 0 -1.3 -1.3 -2.9 -2.6 31.9 -52.6
55.0 -0.6 -0.5 -1.3 -2.3 -3.0 -2.7 31.4 -53.1
60.5 -6.8 -6.1 -1.3 -14.1 -4.2 -3.8 26.4 -59.4
66.0 -13.0 -11.6 -1.3 -25.9 -5.3 -4.8 21.7 -65.7
71.5 -19.2 -17.2 -1.3 -37.7 -6.5 -5.9 17.4 -72.0
77.0 -25.4 -22.7 -1.3 -49.4 -7.7 -7.0 13.4 -78.3
82.5 -31.7 -28.3 -1.3 -61.2 -8.9 -8.0 9.8 -84.5
88.0 -37.9 -33.9 -1.3 -73.0 -10.1 -9.1 7.2 -90.6
93.5 -44.1 -39.4 -1.3 -84.8 -11.3 - 4.8 -96.6
10.2
99.0 -50.3 -45.0 -1.3 -96.5 -12.5 - 2.8 -102.5
11.3
104.5 -56.5 -50.5 -1.3 -108.3 -13.7 - 1.0 -108.3
12.3
108.0 -60.5 -54.1 -1.3 -115.8 -14.4 - 0.4 -111.8
13.0
109.0 -61.6 -55.1 -1.3 -117.9 -14.6 - 0.2 -112.8
13.2
Span 2 - 0 0 0 0 -14.8 - 0 -113.8
0 13.4
Table 5.3-8 - Summary of Factored Shear
Location* Strength I Service I Service III

(ft.) (k) (k) (k)
0 342.9 233.3 213.7
1.0 337.2 229.4 210.0
5.5 311.3 211.4 193.3
11.0 280.1 189.7 173.2
16.5 249.3 168.3 153.2
22.0 219.0 147.1 133.4
27.5 189.1 126.2 113.9
33.0 159.7 105.5 94.6
38.5 130.9 85.2 75.5
44.0 102.5 65.1 56.6
49.5 74.8 45.4 38.0
54.5 -101.0 -59.3 -48.7
55.0 -103.6 -61.1 -50.5
60.5 -132.4 -81.4 -69.5
66.0 -161.3 -101.8 -88.6
71.5 -190.1 -122.1 -107.7
77.0 -218.8 -142.4 -126.7
82.5 -247.5 -162.6 -145.7
88.0 -276.0 -182.8 -164.7
93.5 -304.4 -202.8 -183.5
99.0 -332.5 -222.8 -202.2
104.5 -360.4 -242.5 -220.9
108.0 -377.9 -255.0 -232.7
109.0 -382.9 -258.6 -236.0
Span 2 - 0 -237.8 -142.1 -119.3
Based on the analysis results, the interior girder controls the design. The remaining
sections covering the superstructure design are based on the interior girder analysis.
The exterior girder calculations would be identical.
Design Step 5.3.2 - Analysis of Creep and Shrinkage Effects
Design Step 5.3.2.1
The compressive stress in the beams due to prestressing causes the prestressed beams
to creep. For simple span pretensioned beams under dead loads, the highest
compression in the beams is typically at the bottom, therefore, creep causes the camber
to increase, i.e., causes the upward deflection of the beam to increase. This increased
upward deflection of the simple span beam is not accompanied by stresses in the beam
since there is no rotational restraint of the beam ends. When simple span beams are
made continuous through a connection at the intermediate support, the rotation at the
ends of the beam due to creep taking place after the connection is established are
restrained by the continuity connection. This results in the development of fixed end
moments (FEM) that maintain the ends of the beams as flat. As shown schematically in
Figure 5.3-1 for a two-span bridge, the initial deformation is due to creep that takes place
before the continuity connection is established. If the beams were left as simple spans,
the creep deformations would increase; the deflected shape would appear as shown in
part b of the figure. However, due to the continuity connection, fixed end moments at the
ends of the beam will be required to restrain the end rotations after the continuity
connection is established as shown in part c of the figure. The beam is analyzed under
the effects of the fixed end moments to determine the final creep effects.
Similar effects, albeit in the opposite direction, take place under permanent loads. For
ease of application, the effect of the dead load creep and the prestressing creep are
analyzed separately. Figures 5.3-2 and 5.3-3 show the creep moment for a two-span
bridge with straight strands. Notice that the creep due to prestressing and the creep due
to dead load result in restrained moments of opposite sign. The creep from prestressing
typically has a larger magnitude than the creep from dead loads.
Figure 5.3-1 - Prestressed Creep Deformations and Restraint Moments
Figure 5.3-2 - Dead Load Creep Moment

Figure 5.3-3 - Prestressed Creep Moment
Shrinkage effects
The shrinkage of the pretensioned beams is different from the shrinkage of the deck
slab. This is due to the difference in the age, concrete strength, and method of curing of
the two concretes. Unlike creep, differential shrinkage induces stresses in all
prestressed composite beams, including simple spans. The larger shrinkage of the deck
causes the composite beams to sag as shown in Figure 5.3-4. The restraint and final
moments are also shown schematically in the figure.
Figure 5.3-4 - Shrinkage Moment
Calculations of creep and shrinkage effects
The effect of creep and shrinkage may be determined using the method outlined in the
publication entitled "Design of Continuous Highway Bridges with Precast, Prestressed
Concrete Girders" published by the Portland Cement Association (PCA) in August 1969.
This method is based on determining the fixed end moments required to restrain the
ends of the simple span beam after the continuity connection is established. The
continuous beam is then analyzed under the effect of these fixed end moments. For
creep effects, the result of this analysis is the final result for creep effects. For shrinkage,
the result of this analysis is added to the constant moment from shrinkage to determine
the final shrinkage effects. Based on the PCA method, Table 5.3-9 gives the value of the
fixed end moments for the continuous girder exterior and interior spans with straight
strands as a function of the length and section properties of each span. The fixed end
moments for dead load creep and shrinkage are also applicable to beams with draped
strands. The PCA publication has formulas that may be used to determine the prestress
creep fixed end moments for beams with draped strands.
Table 5.3-9 - Fixed End Actions for Creep and Shrinkage Effects
DL Creep P/S Creep Shrinkage
Left Interio Righ Left Interio Right Left Interio Right
End r Span t End r Span End End r Span End
Spa End Span Span Span Span
n Spa
n
Left Moment (1) 0 2/3(MD MD 0 2EIΘ,/ 3EIΘ/L 0 Ms 1.5Ms
) L
Right Moment -MD - 0 - - 0 -1.5Ms -Ms 0
(2) 2/3(MD 3EIΘ/L 2EIΘ/L
)
Left Shear (3) - 0 MD/L - 0 3EIΘ/ -3Ms/ 0 3Ms/
MD/L 3EIΘ/ L2 2L 2L
L2
Right Shear (4) MD/L 0 -MD/L 3EIΘ/ 0 - 3Ms/ 0 -3Ms/
L2 3EIΘ/ 2L 2L
L2
Notation for Fixed End Actions
MD = maximum non-composite dead load moment

L = simple span length
Ec = modulus of elasticity of beam concrete (final)
I = moment of inertia of composite section
Θ = end rotation due to eccentric P/S force
Ms = applied moment due to differential shrinkage between slab and beam
Design Step 5.3.2.3 - Effect of beam age at the time of the continuity connection
application
The age of the beam at the time of application of the continuity connection has a great
effect on the final creep and shrinkage moments. As the age of the beam increases
before pouring the deck and establishing the continuity connection, the amount of creep,
and the resulting creep load effects, that takes place after the continuity connection is
established gets smaller. The opposite happens to the shrinkage effects as a larger
amount of beam shrinkage takes place before establishing the continuity connection
leading to larger differential shrinkage between the beam and the deck.
Due to practical considerations, the age of the beam at the time the continuity
connection is established can not be determined with high certainty at the time of design.
In the past, two approaches were followed by bridge owners to overcome this
uncertainty:
1. Ignore the effects of creep and shrinkage in the design of typical bridges. (The
jurisdictions following this approach typically have lower stress limits at service
limit states to account for the additional loads from creep and shrinkage.)
2. Account for creep and shrinkage using the extreme cases for beam age at the
time of establishing the continuity connection. This approach requires
determining the effect of creep and shrinkage for two different cases: a deck
poured over a relatively "old" beam and a deck poured over a relatively "young"
beam. One state that follows this approach is Pennsylvania. The two ages of the
girders assumed in the design are 30 and 450 days. In case the beam age is
outside these limits, the effect of creep and shrinkage is reanalyzed prior to
construction to ensure that there are no detrimental effects on the structure.
For this example, creep and shrinkage effects were ignored. However, for reference
purposes, calculations for creep and shrinkage are shown in Appendix C.

Design Step 5.4 Loss of Prestress (S5.9.5)
Design Step 5.4.1 General
Loss of prestress can be characterized as that due to instantaneous loss and time-
dependent loss. Losses due to anchorage set, friction and elastic shortening are
instantaneous. Losses due to creep, shrinkage and relaxation are time-dependent.
For pretensioned members, prestress loss is due to elastic shortening, shrinkage, creep
of concrete and relaxation of steel. For members constructed and prestressed in a single
stage, relative to the stress immediately before transfer, the loss may be taken as:
ΔfpT = ΔfpES + ΔfpSR + ΔfpCR + ΔfpR2 (S5.9.5.1-1)
where:
ΔfpES = loss due to elastic shortening (ksi)
ΔfpSR = loss due to shrinkage (ksi)
ΔfpCR = loss due to creep of concrete (ksi)
ΔfpR2 = loss due to relaxation of steel after transfer (ksi)
Notice that an additional loss occurs during the time between jacking of the strands and
transfer. This component is the loss due to the relaxation of steel at transfer, ΔfpR1.
The stress limit for prestressing strands of pretensioned members given in S5.9.3 is for
the stress immediately prior to transfer. To determine the jacking stress, the loss due to
relaxation at transfer, ΔfpR1, needs to be added to the stress limits in S5.9.3. Practices
differ from state to state as what strand stress is to be shown on the contract drawings.
The Specifications assume that the designer will determine the stress in the strands
immediately before transfer. The fabricator is responsible for determining the jacking
force by adding the relaxation loss at transfer, jacking losses and seating losses to the
Engineer-determined stress immediately prior to transfer. The magnitude of the jacking
and seating losses depends on the jacking equipment and anchorage hardware used in
the precasting yard. It is recommended that the Engineer conduct preliminary
calculations to determine the anticipated jacking stress.
Accurate estimation of the total prestress loss requires recognition that the time-
dependent losses resulting from creep and relaxation are interdependent. If required,
rigorous calculation of the prestress losses should be made in accordance with a
method supported by research data. However, for conventional construction, such a
refinement is seldom warranted or even possible at the design stage, since many of the
factors are either unknown or beyond the designer's control. Thus, three methods of
estimating time-dependent losses are provided in the LRFD Specifications: (1) the
approximate lump sum estimate, (2) a refined estimate, and (3) the background
necessary to perform a rigorous time-step analysis.
The Lump Sum Method for calculating the time-dependent losses is presented in
S5.9.5.3. The values obtained from this method include the loss due to relaxation at
transfer, ΔfpR1. To determine the time-dependent loss after transfer for pretensioned
members, ΔfpR1 needs to be estimated and deducted from the total time-dependent
losses calculated using S5.9.5.3. The refined method of calculating time-dependent
losses is presented in S5.9.5.4. The method described above is used in this example.
A procedure for estimating the losses for partially prestressed members, which is
analogous to that for fully prestressed members, is outlined in SC5.9.5.1.
Design Step 5.4.2 - Calculate the initial stress in the tendons immediately
prior to transfer (S5.9.3).
fpt + ΔfpES = 0.75fpu

= 0.75(270)
= 202.5 ksi
Design Step 5.4.3 - Determine the instantaneous losses (S5.9.5.2)
Friction (S5.9.5.2.2)
The only friction loss possible in a pretensioned member is at hold-down devices for
draping or harping tendons. The LRFD Specifications specify the consideration of these
losses.
For this example, all strands are straight strands and hold-down devices are not used.
Elastic Shortening, ΔfpES (S5.9.5.2.3)
The prestress loss due to elastic shortening in pretensioned members is taken as the
concrete stress at the centroid of the prestressing steel at transfer, fcgp, multiplied by the
ratio of the modulus of elasticities of the prestressing steel and the concrete at transfer.
This is presented in Eq. S5.9.5.2.3a-1.
ΔfpES = (Ep/Eci)fcgp (S5.9.5.2.3a-1)
where:
fcgp = sum of concrete stresses at the center of gravity of prestressing tendons

due to the prestressing force at transfer and the self-weight of the
member at the sections of maximum moment (ksi)
Ep = modulus of elasticity of the prestressing steel (ksi)
Eci = modulus of elasticity of the concrete at transfer (ksi)
Applying this equation requires estimating the stress in the strands after transfer.
Proposed estimates for pretensioned members are given in S5.9.5.2.3a.
Alternatively, the loss due to elastic shortening may be calculated using Eq. C5.9.5.2.3a-
1:
(SC5.9.5.2.3a-1)
where:
e54.5' = average eccentricity of prestressing steel at midspan (in.)

fpbt = stress in prestressing steel immediately prior to transfer as specified in
Table S5.9.3-1; 0.75fpu (ksi)
Mg = midspan moment due to memberself-weight (k-in)
The alternative approach is used for this example.
ΔfpES = 13.7 ksi

Design Step 5.4.4 - Calculate the prestressing stress at transfer
fpt = Stress immediately prior to transfer - ΔfpES

= 202.5 - 13.7
= 188.8 ksi
Design Step 5.4.5 - Calculate the prestressing force at transfer
Pt = Nstrands(Aps)(fpt)
= 44(0.153)(188.8)
= 1,271 kips (initial loss = 6.77%)
Design Step 5.4.6 - Time-dependent losses after transfer, refined method

(S5.9.5.4)
Refined estimated time-dependent losses are specified in S5.9.5.4. The refined method
can provide a better estimate of total losses than the Lump Sum Method of S5.9.5.3.
Design Step 5.4.6.1 - Shrinkage Losses (S5.9.5.4.2)
The expression for prestress loss due to shrinkage is a function of the average annual
ambient relative humidity, H, and is given as Equation S5.9.5.4.2-1 for pretensioned
members.
ΔfpSR = (17.0 - 0.15H) (ksi) (S5.9.5.4.2-1)
where:
H = the average annual ambient relative humidity (%)
The average annual ambient relative humidity may be obtained from local weather
statistics or taken from the map of Figure S5.4.2.3.3-1 shown below.
Figure S5.4.2.3.3-1 - Annual Average Ambient Relative Humidity in Percent
Calculate the loss due to shrinkage, ΔfpSR
For the Atlanta, Georgia area, where the example bridge is assumed, the average
relative humidity may be taken as 70%.
ΔfpSR = 17.0 - 0.15(70)

= 6.5 ksi
Design Step 5.4.6.2 - Creep losses (S5.9.5.4.3)
The expression for prestress losses due to creep is a function of the concrete stress at
the centroid of the prestressing steel at transfer, fcgp, and the change in concrete stress at
the centroid of the prestressing steel due to all permanent loads except those at transfer,
Δfcdp, and is given by the Eq. S5.9.5.4.3-1.
ΔfpCR = 12.0fcgp - 7.0Δfcdp ≥ 0 (S5.9.5.4.3-1)
where:
fcgp = concrete stress at the center of gravity of the prestressing steel at

transfer (ksi)
Δfcdp = change in concrete stress at center of gravity of prestressing steel due
to permanent loads, except the load acting at the time the prestressing
force is applied. Values of Δfcdp should be calculated at the same section
or at sections for which fcgp is calculated (ksi)
The value of Δfcdp includes the effect of the weight of the diaphragm, slab and haunch,
parapets, future wearing surface, utilities and any other permanent loads, other than the
loads existing at transfer at the section under consideration, applied to the bridge.
Calculate the loss due to creep, ΔfpCR
Determine the concrete stress at the center of gravity of prestressing steel at transfer,
fcgp.
fcgp = [1.256(2.457) - 0.862]/1.103

= 2.016 ksi
Notice that the second term in both the numerator and denominator in the above
equation for fcgp makes this calculation based on the transformed section properties.
Calculating fcgp using the gross concrete section properties of the concrete section is also
acceptable, but will result in a higher concrete stress and, consequently, higher
calculated losses. Deleting the second term from both the numerator and denominator of
the above equation gives the stress based on the gross concrete section properties.
The value of fcgp may also be determined using two other methods:
1. Use the same equation above and set the stress in the strands equal to the
stress after transfer (188.8 ksi) instead of the stress immediately prior to transfer
(0.75fpu = 202.5 ksi) and let the value of the denominator be 1.0.
2. Since the change in the concrete strain during transfer (strain immediately prior
to transfer minus strain immediately after transfer) is equal to the change in strain
in the prestressing strands during transfer, the change in concrete stress is equal
to the change in prestressing stress during transfer divided by the modular ratio
between prestressing steel and concrete at transfer. Noticing that the concrete
stress immediately prior to transfer is 0.0 and that the change in prestressing
stress during transfer is the loss due to elastic shortening = 13.7 ksi, fcgp can be
calculated as:
fcgp = 13.7/(28,500/4,200)
= 2.019 ksi ≈ 2.016 ksi calculated above (difference due to rounding)
Determine Δfcdp as defined above.
Δfcdp = [(Mdia + Mslab)e54.5']/Ig + [(Mparapet + MFWS)(N.A.beambot - CGSps)]/Ic
Δfcdp = [(138 + 1,696)(12)31.38]/733,320 + [(165 + 222)(12)(51.54 - 5.0)]/1,384,254
Δfcdp = 1.10 ksi
Solving,
ΔfpCR = 12.0(2.016) - 7.0(1.10)

= 16.49 ksi
Design Step 5.4.6.3 - Relaxation (S5.9.5.4.4)
The total relaxation at any time after transfer is composed of two components: relaxation
at transfer and relaxation after transfer.
After Transfer (S5.9.5.4.4c):
Article S5.9.5.4.4c provides equations to estimate relaxation after transfer for

pretensioned members with stress-relieved or low relaxation strands.
For pretensioning with stress-relieved strands:
ΔfpR2 = 20.0 - 0.4ΔfpES - 0.2(ΔfpSR + ΔfpCR) (ksi) (S5.9.5.4.4c-1)
where:
ΔfpES = loss due to elastic shortening (ksi)

ΔfpSR = loss due to shrinkage (ksi)
ΔfpCR = loss due to creep of concrete (ksi)
For prestressing steels with low relaxation properties conforming to AASHTO M 203
(ASTM A 416 or E 328) use 30% of ΔfpR2 given by the above equation.
Relaxation losses increase with increasing temperatures. The expressions given for
relaxation are appropriate for normal temperature ranges only.
Losses due to relaxation should be based on approved test data. If test data is not
available, the loss may be assumed to be 3.0 ksi.
Calculate the loss due to relaxation after transfer, ΔfpR2
ΔfpR2 = 20.0 - 0.4(13.7) - 0.2(6.5 + 16.49)

= 9.92 ksi
For low relaxation strands, multiply ΔfpR2 by 30%.
ΔfpR2 = 0.3(9.92)
= 2.98 ksi
Design Step 5.4.7 - Calculate total loss after transfer
ΔfpT = ΔfpES + ΔfpSR + ΔfpCR + ΔfpR2

= 13.7 + 6.5 + 16.49 + 2.98
= 39.67 ksi
Design Step 5.4.8 - Calculate the final effective prestress responses
Max fpe = 0.80fpy (Table S5.9.3-1 - Stress Limits for Presstressing Tendons at
the Service Limit State after all losses)
= 0.8(243)
= 194.4 ksi
Calculate the actual effective prestress stress after all losses
fpe = 0.75fpu - ΔfpT

= 0.75(270) - 39.67
= 162.83 ksi < 194.4 ksi OK
Calculate the actual effective prestress force after all losses
Pe = Nstrands(Aps)(fpe)
= 44(0.153)(162.83)
= 1,096 kips (total loss = 19.59%)
Design Step 5.4.9 - Calculate jacking stress, f pj
As indicated earlier, the Fabricator is responsible for calculation of the jacking force. The
calculations presented below are for reference purposes.
As shown earlier, the stress in the prestressing strands immediately prior to transfer is
202.5 ksi.
The Jacking Stress, fpj = Stress immediately prior to transfer + Relaxation loss at transfer
Relaxation at transfer (S5.9.5.4.4b) - time-dependent loss
Generally, the initial relaxation loss is now determined by the Fabricator. Where the
Engineer is required to make an independent estimate of the initial relaxation loss, or
chooses to do so as provided in S5.9.5.1, the provisions of this article may be used as a
guide. If project-specific information is not available, the value of fpj may be taken as
0.80fpu for the purpose of this calculation. For this example, fpj will be taken as 0.75fpu.
Article S5.9.5.4.4b provides equations to estimate relaxation at transfer for pretensioned

members, initially stressed in excess of 50% of the tendon's tensile strength, fpu.
For low-relaxation strands:
(S5.9.5.4.4b-2)
where:
t = time estimated in days from stressing to transfer (days) assumed to be
1 day for this example
fpj = initial stress in the tendon at the end of stressing (ksi) assumed to be
205.0 ksi for this example
fpy = specified yield strength of prestressing steel (ksi)
ΔfpR1 = 2.08 ksi
Therefore,
Jacking stress, fpj = 202.5 + 2.08

= 204.58 ksi

Design Step 5.5 Stress in Prestressing Strands
Design Step 5.5.1 - Stress in prestressing strands at nominal flexural

resistance
The stress in prestressing steel at nominal flexural resistance may be determined using
stress compatibility analysis. In lieu of such analysis a simplified method is presented in
S5.7.3.1.1. This method is applicable to rectangular or flanged sections subjected to
flexure about one axis where the Whitney stress block stress distribution specified in
S5.7.2.2 is used and for which fpe, the effective prestressing steel stress after losses, is
not less than 0.5fpu. The average stress in prestressing steel, fps, may be taken as:
fps = fpu[1 - k(c/dp)] (S5.7.3.1.1-1)

where:
k = 2(1.04 - fpy /fpu) (S5.7.3.1.1-2)
The value of "k" may be calculated using the above equation based on the type and
properties of prestressing steel used or it may be obtained from Table SC5.7.3.1.1-1.
The distance from the neutral axis to the compression face of the member may be
determined as follows:
for T-section behavior (Eq. S5.7.3.1.1-3):
for rectangular section behavior (Eq. S5.7.3.1.1-4):
T-sections where the neutral axis lies in the flange, i.e., "c" is less than the slab
thickness, are considered rectangular sections.
From Table SC5.7.3.1.1-1:
k = 0.28 for low relaxation strands
Assuming rectangular section behavior with no compression steel or mild tension

reinforcement:
c = Apsfpu /[0.85f′cβ1b + KAps(fpu /dp)]

For the midspan section
Total section depth, = girder depth + structural slab thickness

h = 72 + 7.5
= 79.5 in.
dp = h - (distance from bottom of beam to location of P/S steel force)
= 79.5 - 5.0
= 74.5 in.
β1 = 0.85 for 4 ksi slab concrete (S5.7.2.2)
b = effective flange width (calculated in Section 2 of this example)
= 111 in.
c = 6.73(270)/[0.85(4)(0.85)(111) + 0.28(6.73)(270/74.5)]
= 5.55 in. < structural slab thickness = 7.5 in.
The assumption of the section behaving as a rectangular section is
correct.
Notice that if "c" from the calculations above was greater than the structural slab
thickness (the integral wearing surface is ignored), the calculations for "c" would have to
be repeated assuming a T-section behavior following the steps below:
1. Assume the neutral axis lies within the precast girder flange thickness and
calculate "c". For this calculation, the girder flange width and area should be
converted to their equivalent in slab concrete by multiplying the girder flange
width by the modular ratio between the precast girder concrete and the slab
concrete. The web width in the equation for "c" will be substituted for using the
effective converted girder flange width. If the calculated value of "c" exceeds the
sum of the deck thickness and the precast girder flange thickness, proceed to the
next step. Otherwise, use the calculated value of "c".
2. Assume the neutral axis is below the flange of the precast girder and calculate
"c". The term "0.85 f′cβ1(b - bw)" in the calculations should be broken into two
terms, one refers to the contribution of the deck to the composite section flange
and the second refers to the contribution of the precast girder flange to the
composite girder flange.
fps = fpu[1 - k(c/dp)] (S5.7.3.1.1-1)

= 270[1 - 0.28(5.55/74.5)]
= 264.4 ksi
Design Step 5.5.2
Transfer and development = 60(Strand diameter) (S5.11.4.1)

length 60(0.5 in.)
= 30 in.
Development Length = ld ≥ κ[fps - (2/3)fpe]db (S5.11.4.2-1)
From earlier calculations:
fps = 264.4 ksi (Design Step 5.4.8)

fpe = 162.83 ksi (Design Step 5.5.1)
From S5.11.4.2, κ = 1.6 for fully bonded strands
From S5.11.4.3, κ = 2.0 for partially debonded strands
For fully bonded strands (32 strands):
ld ≥ 1.6[264.4 - (2/3)162.83](0.5) = 124.7 in. (10.39 ft. or 10'-4 11/16")
For partially debonded strands (two groups of 6-strands each):
ld ≥ 2.0[264.4 - (2/3)162.83](0.5) = 155.8 in. (12.98 ft. or 12'-11 ¾")
Design Step 5.5.3 - Variation in stress in prestressing steel along the

length of the girders
According to S5.11.4.1, the prestressing force, fpe, may be assumed to vary linearly from
0.0 at the point where bonding commences to a maximum at the transfer length.
Between the transfer length and the development length, the strand force may be
assumed to increase in a parabolic manner, reaching the tensile strength of the strand at
the development length.
To simplify the calculations, many jurisdictions assume that the stress increases linearly
between the transfer and the development lengths. This assumption is used in this
example.
As shown in Figures 2-5 and 2-6, each beam contains three groups of strands:
Group 1: 32 strands fully bonded, i.e., bonded length starts 9 in. outside the centerline of
bearings of the noncomposite beam
Group 2: 6 strands. Bonded length starts 10 ft. from the centerline of bearings of the
noncomposite beam, i.e., 10'-9" from the end of the beam
Group 3: 6 strands. Bonded length starts 22 ft. from the centerline of bearings of the
noncomposite beam, i.e., 22'-9" from the end of the beam
For each group, the stress in the prestressing strands is assumed to increase linearly
from 0.0 at the point where bonding commences to fpe, over the transfer length, i.e., over
30 inches. The stress is also assumed to increase linearly from fpe at the end of the
transfer length to fps at the end of the development length. Table 5.5-1 shows the strand
forces at the service limit state (maximum strand stress = fpe) and at the strength limit
state (maximum strand stress = fps) at different sections along the length of the beams.
To facilitate the calculations, the forces are calculated for each of the three groups of
strands separately and sections at the points where bonding commences, end of
transfer length and end of development length for each group are included in the
tabulated values. Figure 5.5-1 is a graphical representation of Table 5.5-1.
Table 5.5-1 - Prestressing Strand Forces
Dist. from Grdr End Dist. from CL of Brg Initial Prestressing Force at Transfer
(ft) (ft) Group 1 Group 2 Group 3 Total
(k) (k) (k) (k)
0* -0.75* 0.0 0.0
0.75 0.00 277.3 277.3
2.50 1.75 924.4 924.4
7.75 7.00 924.4 924.4
10.39 9.64 924.4 924.4
10.75 **
10.00 **
924.4 0.0 924.4
11.75 11.00 924.4 69.3 993.7
13.25 12.50 924.4 173.3 1,097.7
17.25 16.50 924.4 173.3 1,097.7
22.75 ***
22.00 ***
924.4 173.3 0.0 1,097.7
23.73 22.98 924.4 173.3 67.9 1,165.6
25.25 24.50 924.4 173.3 173.3 1,271.0
28.25 27.50 924.4 173.3 173.3 1,271.0
33.75 33.00 924.4 173.3 173.3 1,271.0
35.73 34.98 924.4 173.3 173.3 1,271.0
39.25 38.50 924.4 173.3 173.3 1,271.0
44.75 44.00 924.4 173.3 173.3 1,271.0
50.25 49.50 924.4 173.3 173.3 1,271.0
55.25 54.50 924.4 173.3 173.3 1,271.0
55.75 55.00 924.4 173.3 173.3 1,271.0
61.25 60.50 924.4 173.3 173.3 1,271.0
66.75 66.00 924.4 173.3 173.3 1,271.0
72.25 71.50 924.4 173.3 173.3 1,271.0
74.77 74.02 924.4 173.3 173.3 1,271.0
77.75 77.00 924.4 173.3 173.3 1,271.0
83.25 82.50 924.4 173.3 173.3 1,271.0
85.25 84.50 924.4 173.3 173.3 1,271.0
86.77 86.02 924.4 173.3 67.9 1,165.6
87.75+++ 87.00+++ 924.4 173.3 0.0 1,097.7
88.75 88.00 924.4 173.3 1,097.7
94.25 93.50 924.4 173.3 1,097.7
97.25 96.50 924.4 173.3 1,097.7
99.75++
99.00 ++
924.4 0.0 924.4
100.11 99.36 924.4 924.4
103.25 102.50 924.4 924.4
108.00 107.25 924.4 924.4
109.75 109.00 277.3 277.3
110.5+ 109.75+ 0.0 0.0
*, **, *** - Point where bonding commences for strand Groups 1, 2, and 3, respectively
+, ++, +++ - Point where bonding ends for strand Groups 1, 2, and 3, respectively
Table 5.5-1 (cont.) - Presstressing Strand Forces
Dist. Dist. Prestressing Force After Force at the Nominal Flexural

from from CL Losses Resistance
Grdr of Brg Group Group Group Total Group Group Group Total
End (ft) 1 2 3 (k) 1 2 3 (k)
(ft) (k) (k) (k) (k) (k) (k)
0* -0.75* 0.0 0.0 0.0 0.0
0.75 0.00 239.0 239.0 239.0 239.0
2.50 1.75 797.2 797.2 797.2 797.2
7.75 7.00 797.2 797.2 1,128.1 1,128.1
10.39 9.64 797.2 797.2 1,294.5 1,294.5
10.75** 10.00** 797.2 0.0 797.2 1,294.5 0.0 1,294.5
11.75 11.00 797.2 59.8 857.0 1,294.5 59.8 1,354.3
13.25 12.50 797.2 149.5 946.7 1,294.5 149.5 1,444.0
17.25 16.50 797.2 149.5 946.7 1,294.5 185.1 1,479.6
22.75*** 22.00*** 797.2 149.5 0.0 946.7 1,294.5 234.0 0.0 1,528.5
23.73 22.98 797.2 149.5 58.6 1,005.3 1,294.5 242.7 58.6 1,595.8
25.25 24.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 149.5 1,686.7
28.25 27.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 176.2 1,713.4
33.75 33.00 797.2 149.5 149.5 1,096.2 1,294.5 242.7 225.1 1,762.3
35.73 34.98 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
39.25 38.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
44.75 44.00 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
50.25 49.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
55.25 54.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
55.75 55.00 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
61.25 60.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
66.75 66.00 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
72.25 71.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
74.77 74.02 797.2 149.5 149.5 1,096.2 1,294.5 242.7 242.7 1,779.9
77.75 77.00 797.2 149.5 149.5 1,096.2 1,294.5 242.7 216.2 1,753.4
83.25 82.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 167.3 1,704.5
85.25 84.50 797.2 149.5 149.5 1,096.2 1,294.5 242.7 149.5 1,686.7
86.77 86.02 797.2 149.5 58.6 1,005.3 1,294.5 242.7 58.6 1,595.8
87.75 +++
87.00 +++
797.2 149.5 0.0 946.7 1,294.5 234.0 0.0 1,528.5
88.75 88.00 797.2 149.5 946.7 1,294.5 225.1 1,519.6
94.25 93.50 797.2 149.5 946.7 1,294.5 176.2 1,470.7
97.25 96.50 797.2 149.5 946.7 1,294.5 149.5 1,444.0
99.75 ++
99.00 ++
797.2 0.0 797.2 1,294.5 0.0 1,294.5
100.11 99.36 797.2 797.2 1,294.5 1,294.5
103.25 102.50 797.2 797.2 1,096.6 1,096.6
108.00 107.25 797.2 797.2 797.2 797.2
109.75 109.00 239.0 239.0 239.0 239.0
110.5+ 109.75+ 0.0 0.0 0.0 0.0
*, **, *** - Point where bonding commences for strand Groups 1, 2, and 3, respectively
+, ++, +++ - Point where bonding ends for strand Groups 1, 2, and 3, respectively
Figure 5.5-1 - Prestressing Strand Forces Shown Graphically
Transfer length = 30 in.
Development length, fully bonded = 124.7 in.
Development length, debonded = 155.8 in.
Figure 5.5-1 (cont.) - Prestressing Strand Forces Shown Graphically
Design Step 5.5.4 - Sample strand stress calculations
Prestress force at centerline of end bearing after losses under Service or Strength
Only Group 1 strands are bonded at this section. Ignore Group 2 and 3 strands.
Distance from the point bonding commences for Group 1 strands = 0.75 ft < transfer
length
Percent of prestressing force developed in Group 1 = 0.75/transfer

strands length
= (0.75/2.5)(100)
= 30%
Stress in strands = 0.3(162.83) = 48.8 ksi
Force in strands at the section = 32(0.153)(48.8) = 239 kips
Prestress force at a section 11 ft. from the centerline of end bearing after losses
under Service conditions
Only strands in Group 1 and 2 are bonded at this section. Ignore Group 3 strands.
The bonded length of Group 1 strands before this section is greater than the transfer
length. Therefore, the full prestressing force exists in Group 1 strands.
Force in Group 1 strands = 32(0.153)(162.83) = 797.2 kips
Distance from the point bonding commences for Group 2 strands = 1.0 ft. < transfer
length
Percent of prestressing force developed in Group 2 strands 1.0/transfer

= length
= (1.0/2.5)(100)
= 40%
Stress in Group 2 strands = 0.4(162.83) = 65.1 ksi
Force in Group 2 strands at the section = 6(0.153)(65.1) = 59.8 kips
Total prestressing force at this section = force in Group 1 + force in Group 2 = 797.2 +
59.8 = 857 kips
Strands maximum resistance at nominal flexural capacity at a section 7.0 ft. from
the centerline of end bearing
Only Group 1 strands are bonded at this section. Ignore Group 2 and 3 strands.
Distance from the point bonding commences for Group 1 strands, i.e., distance from end
of beam = 7.75 ft. (7'- 9")
This distance is greater than the transfer length (2.5 ft.) but less than the development
length of the fully bonded strands (10.39 ft.). Therefore, the stress in the strand is
assumed to reach fpe, 162.83 ksi, at the transfer length then increases linearly from fpe to
fps, 264.4 ksi, between the transfer length and the development length.
Stress in Group 1 = 162.83 + (264.4 - 162.83)[(7.75 - 2.5)/(10.39 -

strands 2.5)]
= 230.41 ksi
Force in Group 1 strands = 32(0.153)(230.41)

= 1,128.1 kips
Strands maximum resistance at nominal flexural capacity at a section 22 ft. from
centerline of end bearing
Only strands in Group 1 and 2 are bonded at this section. Ignore Group 3 strands.
The bonded length of Group 1 strands before this section is greater than the
development length for Group 1 (fully bonded) strands. Therefore, the full force exists in
Group 1 strands.
Force in Group 1 strands = 32(0.153)(264.4) = 1,294.5 kips
The bonded length of Group 2 at this section = 22 - 10 = 12 ft.
Stress in Group 2 = 162.83 + (264.4 - 162.83)[(12 - 2.5)/(12.98 - 2.5)]

strands = 254.9 ksi
Force in Group 2 strands = 6(0.153)(254.9) = 234.0 kips
Total prestressing force at this = force in Group 1 + force in Group 2

section = 1,294.5 + 234.0
= 1,528.5 kips

Design Step 5.6 - Flexure Design
Design Step 5.6.1 - Flexural stress at transfer
Design Step 5.6.1.1 - Stress limits at transfer
Compression stress:
The allowable compression stress limit for pretensioned concrete components is

calculated according to S5.9.4.1.1.
fCompression = -0.60(f′ci)
= -0.60(4.8 ksi)
= -2.88 ksi
Tension stress:
From Table S5.9.4.1.2-1, the stress limit in areas with bonded reinforcement sufficient to
resist 120% of the tension force in the cracked concrete computed on the basis of an
uncracked section is calculated as:
ftension
= 0.48 ksi
Design Step 5.6.1.2 - Stress calculations at transfer
Table 5.6-1 - Stresses at Top and Bottom of Beam at Transfer
Location Girder self weight Fps at Stress at transfer

(ft.) (1) moment transfer Top of Bottom of
(k-ft) (2) (kips) (3) beam beam
(ksi) (ksi)
0 47 277.3 0.135 -0.654
1.75 153 924.4 0.451 -2.183
5.5 368 924.4 0.326 -2.055
11.0 656 993.7 0.209 -2.065
16.5 909 1,097.7 0.123 -2.171
22.0 1,128 1,097.7 -0.005 -2.040
27.5 1,313 1,271.0 -0.009 -2.358
33.0 1,464 1,271.0 -0.097 -2.269
38.5 1,580 1,271.0 -0.155 -2.209
44.0 1,663 1,271.0 -0.203 -2.160
49.5 1,711 1,271.0 -0.231 -2.132
54.5 1,725 1,271.0 -0.240 -2.120
55.0 1,725 1,271.0 -0.240 -2.123
60.5 1,705 1,271.0 -0.228 -2.135
66.0 1,650 1,271.0 -0.196 -2.168
71.5 1,562 1,271.0 -0.144 -2.220
77.0 1,439 1,271.0 -0.083 -2.284
82.5 1,282 1,271.0 0.009 -2.377
88.0 1,091 1,097.7 0.017 -2.063
93.5 865 1,097.7 0.149 -2.197
99.0 606 924.4 0.197 -1.923
104.5 312 924.4 0.358 -2.105
107.25 153 924.4 0.451 -2.200
109.0 47 277.3 0.135 -0.660
Notes:
1. Distance measured from the centerline of the bearing of the simple span girder
2. See Section 5.3, based on 110.5 ft. length
3. See Section 5.5 for prestressing forces
Sample Calculations for Flexural Stresses at Transfer
Definitions:
Pt = Initial prestressing force taken from Table 5.5-1 (kips)

Ag = Gross area of the basic beam (in2)
e = Distance between the neutral axis of the noncomposite girder and the
center of gravity of the prestressing steel (in.)
St = Section moduli, top of noncomposite beam (in3)
Sb = Section moduli, bottom of noncomposite beam (in3)
Mg = Moment due to the girder self weight only (k-ft)
See Section 2.2 for section properties.

Sample Calculations at 1 ft. - 9 in. From CL of Bearing (2 ft. - 6 in. From Girder
End)
Girder top stress:
ftop = -Pt/Ag + Pte0'/St - Mg/St
= 0.451 ksi < Stress limit for tension (0.48 ksi) OK
Girder bottom stress:
fbottom = -Pt/Ag - Pte0'/Sb + Mg/Sb
= -2.183 ksi < Stress limit for compression (-2.88 ksi) OK
Sample Calculations at 11 ft. From the CL of Bearing (11 ft. - 9 in. From Girder
End)
Girder top stress:
ftop = -Pt/Ag + Pte11'/St - Mg/St
fbottom = -Pt/Ag - Pte11'/Sb + Mg/Sb
Sample Calculations at 54 ft. - 6 in. From the CL of Bearing (55 ft. - 3 in. From
Girder End) - Midspan of Noncomposite Beam
Girder top stress:

ftop = -Pt/Ag + Pte54.5'/St - Mg/St
fbottom = -Pt/Ag - Pte54.5'/Sb + Mg/Sb
Design Step 5.6.2 - Final flexural stress under Service I limit state
Maximum compression is checked under Service I limit state and maximum tension is
checked under Service III limit state. The difference between Service I and Service III
limit states is that Service I has a load factor of 1.0 for live load while Service III has a
load factor of 0.8.
As indicated in Section 5.3, many jurisdictions do not include creep and shrinkage
effects in designing a pretensioned girder bridge. The calculations presented herein do
not include creep and shrinkage moments. If creep and shrinkage are required by a
specific jurisdiction, then their effects should be included. See Section 5.3 and Appendix
C for calculations and values of creep and shrinkage effects for the example bridge.
Design Step 5.6.2.1 - Stress limits
Compression stress:
From Table S5.9.4.2.1-1, the stress limit due to the sum of the effective prestress,
permanent loads, and transient loads and during shipping and handling is taken as
0.6φwf′c (whereφw is equal to 1.0 for solid sections).
For prestressed concrete beams (f′c = 6.0 ksi)
fComp, beam1 = -0.6(6.0 ksi) = -3.6 ksi
For deck slab (f′c = 4.0 ksi)
fComp, slab = -0.6(4.0 ksi)

= -2.4 ksi
From Table S5.9.4.2.1-1, the stress limit in prestressed concrete at the service limit state
after losses for fully prestressed components in bridges other than segmentally
constructed due to the sum of effective prestress and permanent loads shall be taken
as:
fComp, beam 2 = -0.45(f′c)

= -0.45(6.0) = -2.7 ksi
constructed due to live load plus one-half the sum of the effective prestress and
permanent loads shall be taken as:
fComp, beam 3 = -0.40(f′c)

= -0.40(6.0)
= -2.4 ksi
Tension stress:
constructed, which include bonded prestressing tendons and are subjected to not worse
than moderate corrosion conditions shall be taken as the following:
ftension
= 0.465 ksi
Table 5.6-2 - Stresses in the Prestressed Beam
Location Girder Fps after Composite Live load

(ft.) (1) noncomposite losses dead load positive
moment (kips) (3) moment moment
(k-ft) (2) (k-ft) (2) (k-ft) (2)
0 0 239.0 0 0
1.75 217 797.2 36 170
5.5 661 797.0 108 476
11.0 1,252 857.0 199 886
16.5 1,776 946.7 276 1,230
22.0 2,230 946.7 337 1,509
27.5 2,616 1,092.1 384 1,724
33.0 2,933 1,092.1 414 1,882
38.5 3,181 1,096.2 429 1,994
44.0 3,360 1,096.2 429 2,047
49.5 3,471 1,096.2 414 2,045
54.5 3,512 1,096.2 387 2,015
55.0 3,511 1,096.2 384 2,010
60.5 3,456 1,096.2 338 1,927
66.0 3,333 1,096.2 277 1,794
71.5 3,141 1,096.2 201 1,613
77.0 2,880 1,096.2 108 1,388
82.5 2,551 1,096.2 2 1,124
88.0 2,152 946.7 -121 825
93.5 1,686 946.7 -258 524
99.0 1,150 797.2 -452 297
104.5 546 797.2 -580 113
107.25 217 797.2 -670 58
109.0 0 239.0 -729 15
Table 5.6-2 - Stresses in the Prestressed Beam (cont.)
Location Final stress under PS Stress under Final stress under all loads
(ft.) (1)
& DL 1/2 (DL + P/S) +
Top of Bottom of live load Top of Bottom of Top of
beam beam (ksi) (4)
beam beam slab
(ksi) (4)
(ksi) (4)
(ksi) (4)
(ksi) (5)
(ksi) (4)
0 0.140 -0.588 0.070 0.140 -0.588 0.000
1.75 0.333 -1.816 0.136 0.303 -1.755 -0.041
5.5 0.061 -1.519 -0.054 -0.023 -1.349 -0.116
11.0 -0.255 -1.283 -0.285 -0.412 -0.966 -0.215
16.5 -0.521 -1.158 -0.479 -0.739 -0.719 -0.298
22.0 -0.796 -0.861 -0.666 -1.064 -0.321 -0.365
27.5 -0.943 -0.969 -0.777 -1.249 -0.353 -0.417
33.0 -1.133 -0.767 -0.900 -1.467 -0.094 -0.454
38.5 -1.270 -0.631 -0.988 -1.623 0.081 -0.479
44.0 -1.374 -0.525 -1.050 -1.737 0.207 -0.490
49.5 -1.436 -0.465 -1.081 -1.799 0.266 -0.487
54.5 -1.455 -0.453 -1.085 -1.812 0.267 -0.475
55.0 -1.454 -0.455 -1.083 -1.810 0.263 -0.474
60.5 -1.414 -0.508 -1.049 -1.756 0.180 -0.448
66.0 -1.331 -0.609 -0.984 -1.649 0.032 -0.410
71.5 -1.206 -0.757 -0.889 -1.492 -0.181 -0.359
77.0 -1.046 -0.945 -0.769 -1.292 -0.449 -0.296
82.5 -0.835 -1.189 -0.617 -1.034 -0.787 -0.223
88.0 -0.670 -1.112 -0.481 -0.816 -0.817 -0.139
93.5 -0.374 -1.450 -0.280 -0.467 -1.263 -0.053
99.0 -0.116 -1.487 -0.111 -0.169 -1.381 0.031
104.5 0.250 -1.910 0.105 0.230 -1.870 0.092
107.25 0.458 -2.146 0.219 0.448 -2.125 0.121
109.0 0.269 -0.918 0.132 0.266 -0.913 0.141
Notes:
1. Distance measured from the centerline of the bearing of the end abutment
2. See Section 5.3 for load effects
3. See Section 5.5 for prestressing forces
4. Service I limit state for compression
5. Service III limit state for tension
Definitions:
Pt = Final prestressing force taken from Design Step 5.4 (kips)

Stc = Section moduli, top of the beam of the composite section - gross section
(in3)
Sbc = Section moduli, bottom of the beam of the composite section - gross
section (in3)
Stsc = Section moduli, top of slab of the composite beam (in3)
MDNC = Moment due to the girder, slab, haunch and interior diaphragm (k-ft)
MDC = Total composite dead load moment, includes parapets and future
wearing surface (k-ft)
MLLC = Live load moment (k-ft)
All tension stresses and allowables use positive sign convention. All compression
stresses and allowables use negative sign convention. All loads are factored according
to Table 3.4.1-1 in the AASHTO LRFD Specifications for Service I and Service III limit
states as applicable.
Design Step 5.6.2.2
Sample Calculations at 11 ft. From the CL of Bearing (11 ft. - 9 in. From Girder
End)
Girder top stress after losses under sum of all loads (Service I):
ftop = -Pt/Ag + Pte11'/St - MDNC/St - MDC/Stc - MLLC/Stc
= -0.790 + 1.300 - 0.730 - 0.035 - 0.157

= -0.412 ksi < Stress limit for compression under full load (-3.6 ksi) OK
Girder top stress under prestressing and dead load after losses:
ftop = -Pt/Ag + Pte11'/St - MDNC/St - MDC/Stc
= -0.790 + 1.300 - 0.730 - 0.035

= -0.255 ksi < Stress limit for compression under permanent load (-2.7 ksi)
OK
Girder top stress under LL + ½(PS + DL) after losses:
ftop = -Pt/Ag + Pte11'/St - MDNC/St - MDC/Stc - MLL/Stc
= -0.395 + 0.650 - 0.365 - 0.018 - 0.157

= -0.285 ksi < Stress limit for compression under LL + ½(DL + PS) load (-
2.4 ksi) OK
Girder bottom stress under all loads (Service III):
fbottom = -Pt/Ag - Pte11'/Sb + MDNC/Sb + MDC/Sbc + MLLC/Sbc
= -0.790 - 1.327 + 0.745 + 0.089 + 0.317

Notice that the gross concrete composite section properties are typically used for the
stress calculations due to all load components. However, some jurisdictions use the
transformed section properties in calculating the stress due to live load. The transformed
section properties are listed in Section 2. In this example, the gross section properties
are used for this calculation.
Girder bottom stress under prestressing and dead load after losses:
fbottom = -Pt/Ag - Pte11'/Sb + MDNC/Sb + MDC/Sbc
= -0.790 - 1.327 + 0.745 + 0.089

= -1.283 ksi < Stress limit for compression under prestress and
permanent loads (-2.7 ksi) OK
Sample Calculations at 54 ft. - 6 in. From the CL of Bearing (55 ft. - 3 in. From
Girder End) - Midspan of Noncomposite Girder
Girder top stress after losses under sum of all loads (Service I):
ftop = -Pt/Ag + Pte54.5'/St - MDNC/St - MDC/Stc - MLLC/Stc
= -1.010 + 1.671 - 2.047 - 0.069 - 0.357

Girder top stress after losses under prestress and permanent loads:
ftop = -Pt/Ag + Pte54.5'/St - MDNC/St - MDC/Stc
= -1.010 + 1.671 - 2.047 - 0.069

= -1.455 ksi < Stress limit for compression under prestress and permanent
loads (-2.7 ksi) OK
Girder top stress under LL + ½(PS + DL) after losses:
ftop = -Pt/Ag + Pte54.5'/St - MDNC/St - MDC/Stc - MLL/Stc

= -0.505 + 0.835 - 1.024 - 0.034 - 0.357
= -1.085 ksi < Stress limit for compression under LL + ½(DL + PS) load (-
2.4 ksi) OK
Girder bottom stress (Service III):
fbottom = -Pt/Ag - Pte54.5'/Sb + MDNC/Sb + MDC/Sbc + MLLC/Sbc
= -1.010 - 1.707 + 2.091 + 0.173 + 0.720

Notice that the stresses are calculated without including creep and shrinkage.
Jurisdictions that do not include creep and shrinkage typically design the girders for a
reduced tensile stress limit or for zero tension at final condition. Including creep and
shrinkage would normally result in additional tensile stress at the bottom of the beam at
the midspan section.
Girder bottom stress after losses under prestress and dead load:
fbottom= -Pt/Ag - Pte54.5'/Sb + MDNC/Sb + MDC/Sbc
= -1.010 - 1.707 + 2.091 + 0.173

Deck slab top stress under full load:
ftop slab = (-MDC/Stsc - MLLC/Stsc)/modular ratio between beam and slab
= (-0.094 - 0.488)/1.225
= -0.475 ksi < Stress limit for compression in slab (-2.4 ksi) OK
Stresses at service limit state for sections in the negative moment region
Sections in the negative moment region may crack under service limit state loading due
to high negative composite dead and live loads. The cracking starts in the deck and as
the loads increase the cracks extend downward into the beam. The location of the
neutral axis for a section subject to external moments causing compressive stress at the
side where the prestressing force is located may be determined using a trial and error
approach as follows:
1. Assume the location of the neutral axis.

2. Assume a value for the compressive strain at the extreme compression fiber
(bottom of the beam). Calculate the tensile strain in the longitudinal
reinforcement of the deck assuming the strain varies linearly along the height of
the section and zero strain at the assumed location of the neutral axis.
3. Calculate the corresponding tension in the deck reinforcement based on the
assumed strain.
4. Calculate the compressive force in the concrete.
5. Check the equilibrium of the forces on the section (prestressing, tension in deck
steel and compression in the concrete). Change the assumed strain at the
bottom of beam until the force equilibrium is achieved.
6. After the forces are in equilibrium, check the equilibrium of moments on the
section (moment from prestressing, external moment and moment from internal
compression and tension).
7. If moment equilibrium is achieved, the assumed location of the neutral axis and
strains are correct. If the moments are not in equilibrium, change the assumed
location of the neutral axis and go to Step 2 above.
8. After both force and moment equilibriums are achieved, calculate the maximum
stress in the concrete as the product of the maximum concrete strain and the
concrete modulus of elasticity.
Notice that when additional compression is introduced into the concrete due to external
applied forces, the instantaneous stress in the prestressing steel is decreased by the
modular ratio multiplied by the additional compressive stress in the surrounding
concrete. The change in the prestressing steel force is typically small and was ignored in
the following calculations.
Sample Calculations for a Section in the Negative Moment Region Under Service
Limit State, Section at 107 ft. - 3 in. From the CL of End Bearing (108 ft. From
Girder End)
From Table 5.3-1,
Locatio Noncomposite Composite Live Load + IM

n Girder Slab Exterior Total Parape FWS Positiv Negativ
(ft.) * and Diaphrag Noncomp t (k-ft) e HL-93 e HL-93
(k-ft) Haunc m . (k-ft) (k-ft) (k-ft)
h (k-ft) (k-ft)
(k-ft)
04.5 266 268 11 546 -248 -332 113 -1,663
08.0 61 62 3 125 -297 -398 33 -1,921
* Based on the simple span length of 109 ft.
Maximum negative moment at the section at 104.5 = 546 - 248 - 332 - 1,663
ft = -1,697 k-ft
Maximum negative moment at the section at 108.0 ft = 125 - 297 - 398 - 1,921
= -2,491 k-ft
By interpolation, the maximum Service I negative moment at the section under

consideration is:
Mneg = -2,491 - (-2,491 + 1,697)[(108 - 107.25)/(108 - 104.5)]

= -2,321 k-ft
Trial and error approach (see above) was applied to determine the location of the neutral
axis. The calculations of the last cycle of the process are shown below.
Referring to Figure 5.6-1:
Assume neutral axis at 32.5 inches from the bottom of beam
Assume maximum concrete compressive strain = 0.00079 in./in.
Tensile strain in deck reinforcement = 0.00079(75.52 - 32.5)/32.5 = 0.001046 in./in.
Modulus of elasticity of concrete beam = 4,696 ksi (see Section 2)
Concrete stress at bottom of beam = 0.00079(4,696) = 3.71 ksi
Area of deck longitudinal reinforcement = 14.65 in2 (see Section 5.6.5.1 for calculation)
Force in deck steel = 14.65(0.001046)(29,000) = 444.4 k
Force in prestressing steel = 797.2 k (see Table 5.5-1)
Compressive forces in the concrete:
Considering Figure 5.6-1, by calculating the forces acting on different areas as the
volume of the stress blocks for areas A1, A2 and A3 as the volume of a wedge, prism or
pyramid, as appropriate, the forces in Table 5.6-3 may be calculated. Recall that the
centers of gravity of a wedge, a prism with all rectangular faces, a prism with a triangular
vertical face and a pyramid are at one-third, one-half, one-third and one-quarter the
height, respectively. The location of the centers of gravity shown in the figure may also
be calculated. The moment from internal compressive concrete forces shown in Table
5.6-3 is equal to the force multiplied by the distance from the neutral axis to the location
of the force.
Table 5.6-3 - Forces in Concrete Under Service Load in Negative Moment Regions
(Section at 107'-3" from the end bearing)
Area Force Area Stress Force Distance Distance to Moment

designation designation (in2) (ksi) (kips) from bot. of N/A at N/A
beam (in) (k-ft)
(in)
A1 P1 260 3.71 482.3 10.83 21.67 871.0
A2 P2 a 160 2.80 448.0 4.00 28.50 1,064.0
A2 P2 b 160 0.91 72.8 2.67 29.83 181.0
A3 * P3 a 100 1.66 166.0 11.33 21.17 292.9
A3 * P3 b 100 1.14 76.0 10.50 22.00 139.3
Total 1,245.1 2,548.2
Figure 5.6-1 - Compressive Force in the Concrete
b) Triangular Stress Distribution

a) Rectangular Stress Distribution
*Figure 5.6-1a - Shapes Used in Determining Forces for A3
Sample force calculations for area A3.
Two components of stress act on area A3. The first component is a rectangular stress
distribution with an intensity of 1.66 ksi. The second component is a triangular stress
distribution with an intensity of 1.14 ksi.
Force due to the rectangular stress distribution:

Frectangular = 2[0.5(10)(10)](1.66)
= 166.0 k
The volume used to determine the effect of the triangular stress distribution is calculated
using geometry of a pyramid.
Ftriangular = 2 triangles(1/3 pyramid base)(pyramid height)

= 2(1/3)(10)(1.14)(10)
= 76.0 k
Check force equilibrium:
Net force on = P/S steel force + concrete compressive force + deck

section steel force
= 797.2 + (-1,245.1) + 444.4
= -3.5 kips ≈ 0 OK
Check moment equilibrium:
Net M on the = external moment + prestressing force moment + deck

section slab force moment + concrete compression moment
= 2,321 + 797.2(32.5 - 5.375)/12 - 444.4(75.52 -
32.5)/12 - 2,548.2
= -18.4 k-ft ≈ 0 OK
From Table 5.6-3, the maximum stress in the concrete is 3.71 ksi. The stress limit for
compression under all loads (Table S5.9.4.2.1-1) under service condition is 0.6f′c (where
f′c is the compressive strength of the girder concrete). For this example, the stress limit
equals 3.6 ksi.
The calculated stress equals 3.71 ksi or is 3% overstressed. However, as explained

above, the stress in the prestressing steel should decrease due to compressive strains
in the concrete caused by external loads, i.e., prestressing steel force less than 797.2 k
and the actual stress is expected to be lower than the calculated stress, and the above
difference (3%) is considered within the acceptable tolerance.
Notice that the above calculations may be repeated for other cases of loading in Table
S5.9.4.2.1-1 and the resulting applied stress is compared to the respective stress limit.
However, the case of all loads applied typically controls.
Design Step 5.6.3 - Longitudinal steel at top of girder

The tensile stress limit at transfer used in this example requires the use of steel at the
tension side of the beam to resist at least 120% of the tensile stress in the concrete
calculated based on an uncracked section (Table S5.9.4.1.2-1). The sample calculations
are shown for the section in Table 5.6-1 with the highest tensile stress at transfer, i.e.,
the section at 1.75 ft. from the centerline of the end bearing.
By integrating the tensile stress in Figure 5.6-2 over the corresponding area of the beam,
the tensile force may be calculated as:
Tensile = 5(42)(0.451 + 0.268)/2 + 7.33(8.0)(0.268 + 0.0)/2 + 2[4(3)]

force (0.268 +
0.158)/2 + 2[4(4)/2][0.012 + (0.158 - 0.012)(2/3)] + 2[3(13)/2]
[0.158 +
(0.268 - 0.158)(2/3)]
= 99.2 k
Required area of = 1.2(99.2)/fy

steel = 119.0/60
= 1.98 in2
Required number of #5 = 1.98/0.31

bars = 6.39 bars
Minimum allowable number of bars = 7 #5 bars
Use 8 #5 bars as shown in Figure 5.6-3

Figure 5.6-2 - Stress at Location of Maximum Tensile Stress at Transfer
Figure 5.6-3 - Longitudinal Reinforcement of Girder Top Flange
Design Step 5.6.4 - Flexural resistance at the strength limit state in positive
moment region (S5.7.3.1)
Sample calculations at midspan
c = distance between the neutral axis and the compressive face at the
nominal flexural resistance (in.)
c = 5.55 in., which is less than the slab thickness, therefore, the neutral axis
is in the slab and section is treated as a rectangular section. (See Design
Step 5.5.1 for commentary explaining how to proceed if "c" is greater than
the deck thickness.)
fps = stress in the prestressing steel at the nominal flexural resistance (ksi)
fps = 264.4 ksi
The factored flexural resistance, Mr, shall be taken as φMn, where Mn is determined using
Eq. S5.7.3.2.2-1.
Factored flexural resistance in flanged sections (S5.7.3.2.2)
Mn = Apsfps(dp - a/2) + Asfy(ds - a/2) - A′sf′y(d′s - a/2) + 0.85f′c(b - bw)β1hf(a/2 - hf/2)

(S5.7.3.2.2-1)
The definition of the variables in the above equation and their values for this example
are as follows:
Aps = area of prestressing steel (in2)

= 6.73 in2
fps = average stress in prestressing steel at nominal bending resistance
specified in Eq. S5.7.3.1.1-1 (ksi)
= 264.4 ksi
dp = distance from extreme compression fiber to the centroid of prestressing
tendons (in.)
= 74.5 in.
As = area of nonprestressed tension reinforcement (in2)
= 0.0 in2
fy = specified yield strength of reinforcing bars (ksi)
= 60 ksi
ds = distance from extreme compression fiber to the centroid of
nonprestressed tensile reinforcement (in.), NA
A′s = area of compression reinforcement (in2)
= 0.0 in2
f′y = specified yield strength of compression reinforcement (ksi), NA
d′s = distance from the extreme compression fiber to the centroid of
compression reinforcement (in.), NA
f′c = specified compressive strength of concrete at 28 days, unless another
age is specified (ksi)
= 4.0 ksi (slab)
b = width of the effective compression block of the member (in.) = width of
the effective flange
= 111 in. (See Design Step 5.5.1 for commentary for the determination of
the effective width, b, when the calculations indicate that the compression
block depth is larger than the flange thickness.)
bw = web width taken equal to the section width "b" for a rectangular section
(in.), NA
β1 = stress block factor specified in S5.7.2.2, NA
hf = compression flange depth of an I or T member (in.), NA
a = β1c; depth of the equivalent stress block (in.)
= 0.85(5.55)
= 4.72 in.
The second, third and fourth terms in Eq. S5.7.3.2.2-1 are equal to zero for this example.
Substituting,
Mn = 6.73(264.4)[74.5 - (4.72/2)]

= 128,367/12
= 10,697 k-ft
Therefore, the factored flexural resistance, Mr, shall be taken as:
Mr = φMn (S5.7.3.2.1-1)
where:
φ = resistance factor as specified in S5.5.4.2 for flexure in prestressed

concrete = 1.0
Mr = 1.0(10,697 k-ft)
= 10,697 k-ft
The maximum factored applied moment for Strength I limit state is 8,456 k-ft (see Table
5.3-2)
Mr = 10,697 k-ft > Mu = 8,456 k-ft OK

Design Step 5.6.4.1 - Check if section is over-reinforced
Limits for reinforcing (S5.7.3.3)

The maximum amount of prestressed and nonprestressed reinforcement must be such
that:
c/de ≤ 0.42 (S5.7.3.3.1-1)

where
:
c = 5.55 in. (see Section 5.5.1)
de = 74.5 in. (same as dp since no mild steel is considered)
c/de = 5.55/74.5
= 0.074 < 0.42 OK
Design Step 5.6.4.2 - Check minimum required reinforcement (S5.7.3.3.2)
Critical location is at the midspan of the continuous span = 55 ft. from the end bearing.
All strands are fully bonded at this location.
According to S5.7.3.3.2, unless otherwise specified, at any section of a flexural

component, the amount of prestressed and nonprestressed tensile reinforcement shall
be adequate to develop a factored flexural resistance, Mr, at least equal to the lesser of:
1.2 times the cracking strength determined on the basis of elastic stress distribution and
the modulus of rupture, fr, on the concrete as specified in S5.4.2.6.
OR
1.33 times the factored moment required by the applicable strength load combinations
specified in Table 3.4.1-1.
The cracking moment, Mcr, is calculated as the total moment acting on the beam when
the maximum tensile stress equals the modulus of rupture.
fr = -Pt/Ag - Pte/Sb + MDNC/Sb + MDC/Sbc + M/Sbc
where:
MDNC = factored using Service I limit state, see Table 5.3-1

= 3,511 k-ft
MDC = factored using Service I limit state, see Table 5.3-1
= 384 k-ft
Pt = fpfAstrandNstrands
= 1,096.2 k (from Table 5.6-2)
Ag = 1,085 in2
e54.5' = 31.38 in.
Sb = 20,157 in3
Sbc = 26,855 in3
fr
= 0.587 ksi (S5.4.2.6)
Solving for M, the additional moment required to cause cracking, in this equation:
M = 27,983/12
2,332 k-ft
Mcr = MDNC + MDC + M
= 3,511 + 384 + 2,332
= 6,227 k-ft
1.2Mcr = 1.2(6,227)
= 7,472 k-ft
The applied factored moment, Mu, taken from Table 5.3-2 is 8,456 k-ft (Strength I)
1.33(8,456) = 11,246 k-ft
Mr has to be greater than the lesser of 1.2Mcr and 1.33Mu, i.e.,7,472 k-ft.
Mr also has to be greater than the applied factored load Mu = 8,456 k-ft (strength
requirement)
Mr = 10,697 k-ft, therefore, both provisions are OK
Design Step 5.6.5 - Continuity connection at intermediate support
Design Step 5.6.5.1 - Negative moment connection at the Strength limit state
Determine the deck steel at the intermediate pier.
Based on preliminary calculations, the top and bottom longitudinal reinforcement of the
deck are assumed to be #6 bars at 5.5 in. spacing and #6 bars at 8.5 in. spacing,
respectively (see Figure 5.6-5).
Calculate the total area of steel per unit width of slab:

As = Abar/spacing (in2/in.)
For top row of bars: As top = 0.44/5.5
= 0.08 in2/in.
For bottom row of As bot = 0.44/8.5
bars: = 0.052 in2/in.
Therefore, As = 0.08 + 0.052
= 0.132 in2/in.
Calculate the center of gravity of the slab steel from the top of the slab. Calculations are
made from the top of the total thickness and include the integral wearing surface in the
total thickness of slab. (See Figure 4-16)
Top mat CGStop = Covertop + Dia#5 main rein. + ½ Dia#6

(B1): = 2.5 + 0.625 + ½ (0.75)
= 3.5 in.
Bot. mat (B2): CGSbot = tslab - Coverbot - Dia#5 main rein. - ½ Dia#6
= 8 - 1 - 0.625 - ½ (0.75)
= 6 in.
Center of gravity of the deck longitudinal reinforcement from the top of the deck:
CGS = [As top(CGStop) + As bot(CGSbot)]/As

= [0.08(3.5) + 0.052(6)]/0.132
= 4.48 in. from the top of slab (3.98 in. from the top of the structural
thickness)
Calculate the depth to the slab steel from the bottom of the beam. The haunch depth is
ignored in the following calculations.
ds = girder + slab - CGS

= 72 + 8 - 4.4
75.52 in.
The specification is silent about the strength of the concrete in the connection zone.
Many jurisdictions use the girder concrete strength for these calculations. This reflects
observations made during girder tests in the past. In these tests, the failure always
occurred in the girder. This behavior is due to the confinement of the diaphragm
concrete in the connection zone provided by the surrounding concrete. This confinement
increases the apparent strength of the diaphragm concrete compared to the unconfined
strength measured during typical testing of concrete cylinders.
Assume the neutral axis is in the bottom flange (rectangular behavior), therefore,
f′c = f′c, beam = 6.0 ksi
β1 = β1, beam = 0.75 (corresponds to the 6.0 ksi concrete, S5.7.2.2)
b = width of = width of girder bottom flange = 28 in.
section
Calculate c,
c = Asfy/0.85β1f′cb (S5.7.3.1.1-4, modified)
where:
As = area of reinforcement within the effective flange width of 111 in. (in2)
= Asbslab
= (0.132)(111)
= 14.65 in2
fy = 60 ksi
f′c = 6.0 ksi
β1 = 0.75
b = 28 in.
c = 14.65(60)/[0.85(0.75)(6.0)(28)]
= 8.21 in., which is approximately equal to the thickness of the bottom
flange of the beam (8 in.), therefore, the section is checked as a
rectangular section. If "c" was significantly larger than the thickness of the
bottom flange, a reduction in the section width should be considered.
Calculate the nominal flexural resistance according to S5.7.3.2.1 and the provisions for a
rectangular section.
Mn = Asfy(ds - a/2)
where:
a = β1c
= 0.75(8.21)
= 6.16 in.
ds = 75.52 in.
Mn = 14.65(60)[75.52 - (6.16/2)]/12
= 5,306 k-ft
The factored flexural resistance, Mr, is
Mr = φfMn (S5.7.3.2.1-1)
where:
φf = 0.9 for flexure in reinforced concrete (S5.5.4.2.1)
Mr = 0.9(5,306)
= 4,775 k-ft
Check moment capacity versus the maximum applied factored moment at the
critical location
Critical location is at the centerline of pier.
Strength I limit state controls.
|Mu| = 4,729 k-ft (see Table 5.3-2) < Mr = 4,775 k-ft OK

Check service crack control (S5.5.2)
Actions to be considered at the service limit state are cracking, deformations, and
concrete stresses, as specified in Articles S5.7.3.4, S5.7.3.6, and S5.9.4, respectively.
The cracking stress is taken as the modulus of rupture specified in S5.4.2.6.
Components shall be so proportioned that the tensile stress in the mild steel
reinforcement at the service limit state does not exceed fsa, determined as:
fsa = Z/(dcA)1/3 ≤ 0.6fy = 0.6(60) = 36 ksi
where:
Z = crack width parameter (kip/in.)

= 170 kip/in. (for members in moderate exposure conditions; the example
bridge is located in a warm climate (Atlanta) where the use of deicing salts
is possible, but not likely)
dc = depth of concrete measured from extreme tension fiber to center of bar
or wire located closest thereto (in.); for calculation purposes, the thickness
of clear cover used to compute dc shall not be taken to be greater than 2.0
in.
= concrete cover + ½ secondary rein.
= 2.0 + ½ (0.75) = 2.375 in. (see Figure 5.6-4)
A = area of concrete having the same centroid as the principal tensile
reinforcement and bounded by the surfaces of the cross-section and a
straight line parallel to the neutral axis, divided by the number of bars or
wires (in2); for calculation purposes, the thickness of clear concrete cover
used to compute "A" shall not be taken to be greater than 2.0 in.
= [2(2.0) + 0.75]5.5/1 bar = 26.125 in2/bar (see Figure 5.6-4)
Figure 5.6-4 - Dimensions for Calculation of the Area, A
fsa = 170/[2.375(26.125)]1/3
= 42.94 ksi > 0.6fy = 36 ksi, therefore, use fsa = 36 ksi
Connection moment at Service I limit state is 2,858 k-ft (see Table 5.3-2)
Assuming: Section width is equal to beam bottom flange width = 28 in

Modular ratio = 6 for 6 ksi concrete
Area of steel = 14.65 in2
At service limit state, the depth of the neutral axis and the transformed moment of inertia
under service loads may be calculated using the same procedure used earlier in the
example (Section 4). The neutral axis is 18.86 in. from the bottom of the beam.
Maximum service stress in the steel = 33.74 ksi < 36 ksi OK
Design Step 5.6.5.2 - Positive moment connection
For jurisdictions that consider creep and shrinkage in the design, it is likely that positive
moment will develop at intermediate piers under the effect of prestressing, permanent
loads and creep and shrinkage. These jurisdictions provide reinforcement at the bottom
of the beams at intermediate diaphragms to resist the factored positive moment at these
locations.
For jurisdictions that do not consider creep and shrinkage in the design, it is unlikely that
live load positive moments at intermediate supports will exceed the negative moments
from composite permanent loads at these locations. This suggests that there is no need
for the positive moment connection. However, in recognition of the presence of creep
and shrinkage effects, most jurisdictions specify some reinforcement to resist positive
moments.
Two forms of the connection have been in use:
 Figure 5.6-5 shows one alternative that requires extending some of the
prestressing strands at the end of the girder into the intermediate diaphragm.
Due to the small space between girders, these strands are bent upwards into the
diaphragm to provide adequate anchorage. Only strands that are fully bonded
are used for the positive moment connection.
 The second alternative requires adding mild reinforcement bars as shown in
Figure 5.6-6. This alternative may lead to congestion at the end of the beam due
to the presence of the prestressing strands at these locations.
Typical details of the top of the pier cap for expansion and fixed bearings are shown
schematically in Figures 5.6-7 and 5.6-8.
Figure 5.6-5 - Continuity Connection Alternative 1: Strands Used for Positive
Moment Connection
Figure 5.6-6 - Continuity Connection Alternative 2: Reinforcement Bars Used for
Positive Moment Connection
Figure 5.6-7 - Typical Diaphragm at Intermediate Pier (Expansion Bearing)
Figure 5.6-8 - Typical Diaphragm at Intermediate Pier (Fixed Bearing)
Design Step 5.6.6 - Fatigue in prestressed steel (S5.5.3)

Article S5.5.3 states that fatigue need not be checked when the maximum tensile stress
in the concrete under Service III limit state is taken according to the stress limits of Table
S5.9.4.2.2-1. The stress limit in this table was used in this example and, therefore,
fatigue of the prestressing steel need not be checked.
Design Step 5.6.7 - Camber (S5.7.3.6)
The provisions of S2.5.2.6 shall be considered.
Deflection and camber calculations shall consider dead load, live load, prestressing,
erection loads, concrete creep and shrinkage, and steel relaxation. For determining
deflection and camber, the provisions of Articles S4.5.2.1, S4.5.2.2, and S5.9.5.5 shall
apply.
Instantaneous deflections are computed using the modulus of elasticity for concrete as
specified in S5.4.2.4 and taking the gross moment of inertia, Ig,as allowed by S5.7.3.6.2.
Deflection values are computed based on prestressing, girder self-weight, slab,

formwork, exterior diaphragm weight, and superimposed dead load weight. Camber
values are computed based on initial camber, initial camber adjusted for creep, and final
camber. Typically, these calculations are conducted using a computer program. Detailed
calculations are presented below.
Deflection due to initial prestressing is computed as:
ΔP/S = -(PtesL2)/(8EciIg) (for straight bonded strands)
ΔP/S = -Ptes[L2 - (Lt + 2Lx)2]/(8EciIg) (for debonded strands)
where:
Pt = applied load acting on the section (kips)

es = eccentricity of the prestressing force with respect to the centroid of the
cross section at the midspan of the beam (in.)
L = span length (ft.)
Lt = transfer length of the strands (in.)
Lx = distance from end of beam to point where bonding commences (in.)
Eci = modulus of elasticity of concrete at transfer (ksi)
Ig = moment of inertia (in4)
The negative sign indicates upward deflection.

Computer software is generally used to determine the deflections due to each loading.
However, sample calculations are provided for this example.
See Table 5.5-1 for prestressing forces.
Group 1 32 fully bonded strands

strands: Initial prestressing force = 924.4 k
Distance from bottom of the beam to the neutral axis = 36.38 in.
Distance from the bottom of the beam to the centroid of Group 1 strands = 5.375 in.
Deflection due to Group 1 strands:
ΔP/S 1 = -(PtesL2)/(8EciIg)

= -[924.4(36.38 - 5.375)[109(12)]2]/[8(4,200)(733,320)]
= -1.99 in. (upward deflection)
Group 2 6 strands debonded for 10 ft. from centerline of bearings

strands: Transfer length = 30 in.
Initial prestressing force = 173.3 k
From Figures 2-5 and 2-6, the distance from the bottom of the beam to the centroid of
Group 2 is 4.0 in.
ΔP/S 2 = -Ptes[L2 - (Lt + 2Lx)2]/(8EciIg)

= -173.3(36.38 - 4.0)[[109(12)]2 - [30 + 2(10)(12)]2]/[8(4,200)(733,320)]
Group 3 6 strands debonded for 22 ft. from centerline of bearings

strands: Transfer length = 30 in.
Initial prestressing force = 173.3 k
From Figures 2-5 and 2-6, the distance from the bottom of the beam to the centroid of
Group 3 is 4.0 in.
ΔP/S 3 = -Ptes[L2 - (Lt + 2Lx)2]/(8EciIg)

= -173.3(36.38 - 4.0)[[109(12)]2 - [30 + 2(22)(12)]2]/[8(4,200)(733,320)]
Total initial deflection due to prestressing:
ΔP/S Tot = -1.99 - 0.37 - 0.32

Notice that for camber calculations, some jurisdictions assume that some of the
prestressing force is lost and only consider a percentage of the value calculated above
(e.g. Pennsylvania uses 90% of the above value). In the following calculations the full
value is used. The user may revise these values to match any reduction required by the
bridge owner's specification.
Using conventional beam theory to determine deflection of simple span beams under
uniform load or concentrated loads and using the loads calculated in Section 5.2, using
noncomposite and composite girder properties for loads applied before and after the
slab is hardened, respectively, the following deflections may be calculated:
Δsw = deflection due to the girder self-weight

= 1.16 in.
Δs = deflection due to the slab, formwork, and exterior diaphragm weight
= 1.12 in.
ΔSDL = deflection due to the superimposed dead load weight
= 0.104 in.
All deflection from dead load is positive (downward).
Design Step 5.6.7.1 - Camber to determine bridge seat elevations
Initial camber, Ci:
Ci = ΔP/S Tot + Δsw

= -2.68 + 1.16
Initial camber adjusted for creep, CiA:
Cr = constant to account for creep in camber (S5.4.2.3.2)
kc = factor for the effect of the volume-to-surface area ratio of the component
as specified in Figure S5.4.2.3.2-1.
In order to determine kc, the volume-to-surface area ratio needs to be calculated. See
Figure 2-3 for girder dimensions.
Beam area = 1,085 in2
Beam = 1,085(12)
volume = 13,020 in3/ft
Surface area = 2,955.38 in2/ft
(V/S)b = 13,020/2,955.38
= 4.406 in.
Using Figure S5.4.2.3.2-1 or SC5.4.2.3.2-1, the correction factor, kc, is taken to be

approximately 0.759.
kf = factor for the effect of concrete strength
H = relative humidity from Figure S5.4.2.3.3-1

= 70%
ti = age of concrete when load is initially applied
= 1 day
t = maturity of concrete
= infinite
Cr = 3.5(0.759)(0.748)[1.58 - (70/120)](1)-0.118
= 1.98
Therefore, the initial camber, CiA is:
CiA = -1.52(1.98)
Final camber, CF:
CF = CiA + Δs + ΔSDL

= -3.01 + 1.12 + 0.104
This camber is used to determine bridge seat elevation.
Design Step 5.6.7.2 - Haunch thickness

The haunch thickness is varied along the length of the girders to provide the required
roadway elevation. For this example, the roadway grade is assumed to be 0.0.
Therefore, the difference between the maximum haunch thickness at the support and
the minimum haunch thickness at the center of the beam should equal the final camber,
i.e., 1.79 in. in this example. Minimum haunch thickness is not included in the
specifications and is typically specified by the bridge owner. Figure 5.6-9 shows
schematically the variation in haunch thickness. Haunch thickness at intermediate points
is typically calculated using a computer program.
Figure 5.6-9 - Schematic View of Haunch
Design Step 5.6.7.3 - Camber to determine probable sag in bridge
To eliminate the possibility of sag in the bridge under permanent loads, some
jurisdictions require that the above calculations for CF be repeated assuming a further
reduction in the initial P/S camber. The final CF value after this reduction should show
upward deflection.
Design Step 5.6.8 - Optional live load deflection check
Service load deformations may cause deterioration of wearing surfaces and local
cracking in concrete slabs and in metal bridges which could impair serviceability and
durability, even if self limiting and not a potential source of collapse.
As early as 1905, attempts were made to avoid these effects by limiting the depth-to-
span ratios of trusses and girders, and starting in the 1930's, live load deflection limits
were prescribed for the same purpose. In a study of deflection limitations of bridges
ASCE (1958), an ASCE committee, found numerous shortcomings in these traditional
approaches and noted them. For example:
"The limited survey conducted by the Committee revealed no evidence of serious

structural damage that could be attributed to excessive deflection. The few examples of
damaged stringer connections or cracked concrete floors could probably be corrected
more effectively by changes in design than by more restrictive limitations on deflection.
On the other hand, both the historical study and the results from the survey indicate
clearly that unfavorable psychological reaction to bridge deflection is probably the most
frequent and important source of concern regarding the flexibility of bridges. However,
those characteristics of bridge vibration which are considered objectionable by
pedestrians or passengers in vehicles cannot yet be defined."
Since that time, there has been extensive research on human response to motion, and it
is now generally agreed that the primary factor affecting human sensitivity is acceleration
as opposed to deflection, velocity, or the rate of change of acceleration for bridge
structures, but the problem is a difficult subjective one. Thus, to this point in history there
are no simple definitive guidelines for the limits of tolerable static deflection or dynamic
motion. Among current specifications, the Ontario Highway Bridge Design Code of 1983
contains the most comprehensive provisions regarding vibrations tolerable to humans.
The deflection criteria in S2.5.2.6.2 is considered optional. The bridge owner may select
to invoke this criteria if desired. If an Owner chooses to invoke deflection control, the
following principles may apply:
 when investigating the maximum absolute deflection, all design lanes should be
loaded, and all supporting components should be assumed to deflect equally,
 for composite design, the design cross-section should include the entire width of
the roadway and the structurally continuous portions of the railings, sidewalks
and median barriers
 when investigating maximum relative displacements, the number and position of
loaded lanes should be selected to provide the worst differential effect,
 the live load portion of load combination Service I of Table S3.4.1-1 should be
used, including the dynamic load allowance, IM
 the live load shall be taken from S3.6.1.3.2,
 the provisions of S3.6.1.1.2 should apply,
 for skewed bridges, a right cross-section may be used; for curved and curved
skewed bridges a radial cross-section may be used.
If the Owner invokes the optional live load deflection criteria, the deflection should be
taken as the larger of:
 That resulting from the design truck alone, or

 That resulting from 25 percent of the design truck taken together with the design
lane load.
According to S2.5.2.6.2, the deflection criteria for vehicular live load limits deflection to
L/800.
110(12)/800 = 1.65 in.
The calculated live load deflection determined by using computer software is 0.324 in.
0.324 in. < 1.65 in. OK

Design Step 5.7 Shear Design (S5.8)
Shear design in the AASHTO-LRFD Specifications is based on the modified

compression field theory. This method takes into account the effect of the axial force on
the shear behavior of the section. The angle of the shear cracking, θ, and the shear
constant, β, are both functions of the level of applied shear stress and the axial strain of
the section. Figure S5.8.3.4.2-1 (reproduced below) illustrates the shear parameters.
Figure S5.8.3.4.2-1 - Illustration of Shear Parameters for Section Containing at

Least the Minimum Amount of Transverse Reinforcement, Vp = 0.
The transverse reinforcement (stirrups) along the beam is shown in Figure 5.7-1. Table
5.7-1 lists the variables required to be calculated at several sections along the beam for
shear analysis.
A sample calculation for shear at several sections follows the table.
Notice that many equations contain the term Vp, the vertical component of the
prestressing force. Since draped strands do not exist in the example beams, the value of
Vp is taken as 0.
Table 5.7-1 Shear Analysis at Different Sections
Dist Aps As(3) CG de(5) c c de - 0.9 dv (8) Vu (9) Vp vu/f′c Mu Mu/dv

.(1) (in2) (in2 S(4) (in. (Rectang (T- β1c/ de (in. (kip (9,10) (11) (9,12) (kips
(ft.) ) (in.) ) ular sectio 2 (in. ) s) (kip (kip )
behavior n (in. ) s) -ft)
) (6)
behavi )
(in.) or) (7)
(in.)
7.00 4.9 5.37 74. 4.06 #N/A 72. 66. 72. 340 0.0 0.10 2,2 371.
0 5 13 40 71 40 .4 0 88 41 4
11.0 5.2 5.27 74. 4.35 #N/A 72. 66. 72. 315 0.0 0.10 3,3 562.
0 6 9 22 37 80 37 .1 0 08 93 6
16.5 5.8 5.15 74. 4.80 #N/A 72. 66. 72. 280 0.0 0.08 4,7 789.
0 1 8 34 30 91 30 .7 0 99 55 2
22.0 5.8 5.15 74. 4.80 #N/A 72. 66. 72. 246 0.0 0.07 5,8 978.
0 1 8 34 14 91 14 .7 0 90 97 7
27.5 6.7 5.00 74. 5.55 #N/A 72. 67. 72. 213 0.0 0.06 6,8 1,13
0 3 0 50 14 05 14 .4 0 85 21 4.6
33.0 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 180 0.0 0.05 7,5 1,25
0 3 0 37 14 05 14 .6 0 79 35 3.3
38.5 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 148 0.0 0.04 8,0 1,34
0 3 0 37 14 05 14 .3 0 76 63 1.2
44.0 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 116 0.0 0.03 8,3 1,39
0 3 0 37 14 05 14 .7 0 74 81 4.1
49.5 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 85. 0.0 0.02 8,4 1,41
0 3 0 37 14 05 14 7 0 75 94 2.9
54.5 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 118 0.0 0.03 8,4 1,40
0 3 0 37 14 05 14 .4 0 80 56 6.5
55.0 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 121 0.0 0.03 8,4 1,40
0 3 0 37 14 05 14 .3 0 89 40 3.9
60.5 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 153 0.0 0.04 8,1 1,35
0 3 0 37 14 05 14 .5 0 92 63 7.8
66.0 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 185 0.0 0.05 7,6 1,27
0 3 0 37 14 05 14 .7 0 96 90 9.1
71.5 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 217 0.0 0.06 7,0 1,16
0 3 0 37 14 05 14 .9 0 99 27 8.8
77.0 6.7 5.00 68. 5.55 #N/A 72. 67. 72. 250 0.0 0.08 6,1 1,02
0 3 0 37 14 05 14 .0 0 02 80 8.0
82.5 6.7 5.00 74. 5.55 #N/A 72. 67. 72. 282 0.0 0.09 5,1 858.
0 3 0 50 14 05 14 .0 0 05 58 0
88.0 5.8 5.15 74. 4.80 #N/A 72. 66. 72. 313 0.0 0.10 3,9 658.
0 1 8 34 30 91 30 .8 0 05 66 2
93.5 5.8 14. 5.15 75. 8.21 #N/A 72. 67. 72. 345 0.0 0.11 - 65.1
0 1(2) 65 8 52 44 97 44 .4 0 04 393
99.0 4.9 14. 5.37 75. 8.21 #N/A 72. 67. 72. 376 0.0 0.12 - 254.
0 0(2) 65 5 52 44 97 44 .8 0 04 1,5 3
35
102. 4.9 14. 5.37 75. 8.21 #N/A 72. 69. 72. 396 0.0 0.12 - 412.
50 0(2) 65 5 52 44 97 44 .6 0 67 2,4 3
89
Dist Apsfpo θ 0.5( Net εx (15) Adjus θ β(1 Vc Max Vs ΦV Φ/ Τ (18)

. (2,13)
(gue Vu - For (strai ted (com 7) (kip . (com n bVn/ (kip
(ft.) (kips) ss) Vp) ce n) εx (16) p.) (17) s) Stirr p.) (kip Vu s)
(14)
cot (kip (strai up (kips s)
θ s) n) Spc )
(kip g.
s) (in.)
7.00 926.1 22.6 408 - - - 22.6 3. 136 16.0 260. 307 1.051 967
0 .9 145 0.000 0.000 0 05 .7 9 .8
.8 520 026
11.0 994.1 22.8 374 - - - 22.8 3. 137 18.0 229. 317 1.049 1,1
0 0 .8 56. 0.000 0.000 0 07 .6 5 .3 23
7 190 010
16.5 1,098 22.3 341 32. 0.000 0.000 24.7 2. 133 21.0 179. 305 1.004 1,2
0 .1 3 .7 8 100 100 5 99 .9 2 .6 72
22.0 1,098 28.6 225 106 0.000 0.000 28.6 2. 122 20.0 158. 311 1.027 1,3
0 .1 6 .7 .3 320 320 6 74 .7 7 .1 35
27.5 1,272 26.0 218 81. 0.000 0.000 26.0 3. 134 24.0 147. 329 1.192 1,4
0 .0 3 .4 0 210 210 3 02 .9 7 .0 69
33.0 1,272 28.5 165 147 0.000 0.000 29.5 2. 119 24.0 127. 321 1.232 1,4
0 .0 5 .9 .2 380 380 3 68 .7 4 .2 95
38.5 1,272 31.3 122 191 0.000 0.000 31.3 2. 113 24.0 118. 317 1.409 1,5
0 .0 0 .0 .2 500 500 0 54 .5 7 .7 15
44.0 1,272 31.3 96. 218 0.000 0.000 32.1 2. 111 24.0 115. 316 1.744 1,5
0 .0 0 0 .1 570 570 0 49 .2 0 .8 09
49.5 1,272 31.3 70. 211 0.000 0.000 31.3 2. 113 24.0 118. 318 2.438 1,4
0 .0 0 5 .4 550 550 0 54 .5 7 .1 72
54.5 1,272 32.1 94. 228 0.000 0.000 32.1 2. 111 24.0 115. 315 1.720 1,5
0 .0 0 4 .9 600 600 0 49 .2 0 .8 25
55.0 1,272 32.1 96. 228 0.000 0.000 32.1 2. 111 24.0 115. 315 1.678 1,5
0 .0 0 7 .6 600 600 0 49 .2 0 .8 27
60.5 1,272 31.3 126 212 0.000 0.000 31.3 2. 113 24.0 118. 316 1.362 1,5
0 .0 0 .2 .0 550 550 0 54 .5 7 .2 41
66.0 1,272 29.5 163 171 0.000 0.000 30.5 2. 115 24.0 122. 318 1.155 1,5
0 .0 3 .9 .0 450 450 0 59 .7 5 .8 26
71.5 1,272 27.2 208 105 0.000 0.000 27.8 2. 127 24.0 138. 238 1.097 1,5
0 .0 8 .5 .3 270 270 5 85 .3 1 .9 00
77.0 1,272 23.8 283 39. 0.000 0.000 24.4 3. 141 24.0 158. 269 1.080 1,4
0 .0 3 .0 0 100 100 5 16 .2 7 .9 65
82.5 1,272 22.3 343 - - - 22.3 3. 147 21.0 175. 290 1.030 1,4
0 .0 3 .2 70. 0.000 0.000 3 29 .0 6 .3 07
8 180 012
88.0 1,098 22.8 373 - - - 22.8 3. 137 19.0 217. 319 1.017 1,2
0 .1 0 .2 66. 0.000 0.000 0 07 .4 3 .2 29
7 200 012
93.5 1,098 30.2 296 361 0.000 0.000 30.2 2. 114 11.0 271. 347 1.007 #N/
0 .1(2) 0 .7 .8 430 430 0 56 .8 6 .8 A
99.0 926.1( 33.6 283 537 0.000 0.000 33.6 2. 103 8.0 326. 386 1.026 #N/
0 2)
5 .0 .3 630 630 5 30 .2 5 .7 A
102. 926.1( 35.1 281 693 0.000 0.000 35.8 2. 98. 7.0 344. 398 1.004 #N/
50 2)
7 .4 .7 820 820 1 19 2 3 .3 A
Notes:
1. Distance measured from the centerline of the end support. Calculations for Span
1 are shown. From symmetry, Span 2 is a mirror image of Span 1.
2. Prestressing steel is on the compression side of the section in the negative
moment region of the girder (intermediate pier region). This prestressing steel is
ignored where the area of steel in an equation is defined as the area of steel on
the tension side of the section.
3. Area of continuity reinforcement, i.e., the longitudinal reinforcement of the deck
slab within the effective flange width of the girder in the girder negative moment
region.
4. Distance from the centroid of the tension steel reinforcement to the extreme
tension fiber of the section. In the positive moment region, this is the distance
from the centroid of prestressing strands to the bottom of the prestressed beam.
In the negative moment region, this is the distance from the centroid of the
longitudinal deck slab reinforcement to the top of the structural deck slab (ignore
the thickness of the integral wearing surface).
5. Effective depth of the section equals the distance from the centroid of the tension
steel reinforcement to the extreme compression fiber of the section. In the
positive moment region, this is the distance from the centroid of the prestressing
strands to the top of the structural deck slab (ignore the thickness of the integral
wearing surface). In the negative moment region, this is the distance from the
centroid of the longitudinal deck slab reinforcement the bottom of the prestressed
beam. The effective depth is calculated as the total depth of the section (which
equals the depth of precast section, 72 in. + structural deck thickness, 7.5 in. =
79.5 in.) minus the quantity defined in note (4) above.
6. Distance from the extreme compression fiber to the neutral axis calculated
assuming rectangular behavior using Eq. S5.7.3.1.1-4. Prestressing steel,
effective width of slab and slab compressive strength are considered in the
positive moment region. The slab longitudinal reinforcement, width of the girder
bottom (compression) flange and girder concrete strength are considered in the
negative moment region.
7. Distance from the extreme compression fiber to the neutral axis calculated
assuming T-section behavior using Eq. S5.7.3.1.1-3. Only applicable if the
rectangular section behavior proves untrue.
8. Effective depth for shear calculated using S5.8.2.9.
9. Maximum applied factored load effects obtained from the beam load analysis.
10. Vertical component of prestressing which is 0.0 for straight strands
11. The applied shear stress, vu, calculated as the applied factored shear force
divided by product of multiplying the web width and the effective shear depth.
12. Only the controlling case (positive moment or negative moment) is shown.
13. In the positive moment region, the parameter fpo is taken equal to 0.7fpu of the
prestressing steel as allowed by S5.8.3.4.2. This value is reduced within the
transfer length of the strands to account for the lack of full development.
14. Starting (assumed) value of shear crack inclination angle, θ, used to determine
the parameter εx.
15. Value of the parameter εx calculated using Eq. S5.8.3.4.2-1 which assumes that
εx has a positive value.
16. Value of the parameter εx recalculated using Eq. S5.8.3.4.2-3 when the value
calculated using Eq. S5.8.3.4.2-1 is a negative value.
17. Value of θ and β determined from Table S5.8.3.4.2-1 using the calculated value
of εx and vu/f′c. These values are determined using a step function to interpolate
between the values in Table S5.8.3.4.2-1.
18. Force in longitudinal reinforcement including the effect of the applied shear
(S5.8.3.5)
Design Step 5.7.1 - Critical section for shear near the end support
According to S5.8.3.2, where the reaction force in the direction of the applied shear
introduces compression into the end region of a member, the location of the critical
section for shear is taken as the larger of 0.5dvcot θ or dv from the internal face of the
support (dv and θare measured at the critical section for shear). This requires the
designer to estimate the location of the critical section first to be able to determine dv and
θ, so a more accurate location of the critical section may be determined.
Based on a preliminary analysis, the critical section near the end support is estimated to
be at a distance 7.0 ft. from the centerline of the end bearing. This distance is used for
analysis and will be reconfirmed after determining dv and θ.
Design Step 5.7.2 - Shear analysis for a section in the positive moment
region
Sample Calculations: Section 7.0 ft. from the centerline of the end bearing
Design Step 5.7.2.1 - Determine the effective depth for shear, dv
dv = effective shear depth taken as the distance, measured perpendicular to

the neutral axis, between the resultants of the tensile and compressive
forces due to flexure; it need not be taken to be less than the greater of
0.9de or 0.72h (S5.8.2.9)
h = total depth of beam (in.) = depth of the precast beam + structural slab
thickness = 72 + 7.5 = 79.5 in. (notice that the depth of the haunch was
ignored in this calculation)
de = distance from the extreme compression fiber to the center of the
prestressing steel at the section (in.). From Figure 2-6,= 79.5 - 5.375 =
74.125 in.
Assuming rectangular section behavior with no compression steel or mild tension

reinforcement, the distance from the extreme compression fiber to the neutral axis, c,
may be calculated as:
c = Apsfpu /[0.85f′cβ1b + kAps(fpu/dp)] (S5.7.3.1)

β1 = 0.85 for 4 ksi slab concrete (S5.7.2.2)
b = effective flange width = 111 in. (calculated in Section 2.2)
Area of prestressing steel at the section = 32(0.153) = 4.896 in2
c = 4.896(270)/[0.85(4)(0.85)(111) + 0.28(4.896)(270/74.125)]

= 4.06 in. < structural slab thickness = 7.5 in.
The assumption of the section behaving as a rectangular section is correct.
Depth of compression block, a = β1c = 0.85(4.06) = 3.45 in.
Distance between the resultants of the tensile and compressive forces due to flexure:
= de - a/2
= 74.125 - 3.45/2
= 72.4 in. (1)
0.9de = 0.9(74.125)
= 66.71 in. (2)
0.72h = 0.72(79.5)
= 57.24 in. (3)
dv = largest of (1), (2) and (3) = 72.4 in.
Notice that 0.72h is always less than the other two values for all sections of this beam.
This value is not shown in Table 5.7-1 for clarity.
Design Step 5.7.2.2 - Shear stress on concrete
From Table 5.3-4, the factored shear stress at this section, Vu = 340.4 kips
φ = resistance factor for shear is 0.9 (S5.5.4.2.1)
bv = width of web = 8 in. (see S5.8.2.9 for the manner in which bv is determined for
sections with post-tensioning ducts and for circular sections)
From Article S5.8.2.9, the shear stress on the concrete is calculated as:
vu = (Vu - φVp)/(φbvdv))

= (340.4 - 0)/[0.9(8)(72.4)]
= 0.653 ksi (S5.8.2.9-1)
Ratio of applied factored shear stress to concrete compressive strength:
vu/f′c = 0.653/6.0 = 0.1088

Design Step 5.7.2.3 - Minimum required transverse reinforcement
Limits on maximum factored shear stresses for sections without transverse

reinforcement are presented in S5.8.2.4. Traditionally, transverse reinforcement
satisfying the minimum transverse reinforcement requirements of S5.8.2.5 is provided
along the full length of the beam.
Minimum transverse reinforcement, Av:
f′c = compressive strength of the web concrete = 6.0 ksi

fy = yield strength of the transverse reinforcement = 60 ksi
Assume that #4 bars are used for the stirrups. Av = area of 2 legs of a #4 bar = 0.4 in2
Substitute 0.4 in2 to determine "s", the maximum allowable spacing of #4 bars (2-leg
stirrups).
0.4 ≥ 0.0316(2.449)(8/60)s
s ≤ 38.77 in.
Design Step 5.7.2.4 - Maximum spacing for transverse reinforcement
The maximum spacing of transverse reinforcement is determined in accordance with

S5.8.2.7. Depending on the level of applied factored shear stress, vu, the maximum
permitted spacing, smax, is determined as:
 If vu < 0.125f′c, then:
smax = 0.8dv < 24.0 in. (S5.8.2.7-1)
 If vu ≥ 0.125f′c, then:
smax = 0.4dv < 12.0 in. (S5.8.2.7-2)
For the section under consideration, vu = 0.1088f′c. Therefore, the maximum permitted
spacing,
smax = 0.8dv
= 0.8(72.4)
= 57.9 in. > 24.0 in. NG, assume maximum permitted stirrup spacing =
24 in.
Design Step 5.7.2.5 - Shear strength
The shear strength provided by the concrete, Vc, is calculated using the following
equation:
The values of β and the shear cracking inclination angle, θ, are determined using the
procedure outlined in S5.8.3.4.2. This iterative procedure begins with assuming a value
of the parameter εx, or the crack inclination angle θ, then calculating a new εx value
which is subsequently compared to the assumed value.
If the two values match, or the assumed value is slightly greater than the calculated
value, no further iterations are required. Otherwise, a new cycle of analysis is conducted
using the calculated value.
The calculations shown below are based on assuming a value of the crack inclination
angle θ.
The flowcharts in Section 3 include two for shear analysis. The first flowchart is based on
assuming the analyses are based on an assumed value of θ and the second flowchart is
based on an assumed value of εx.
The parameter εx is a measure of the strain in the concrete on the tension side of the
section. For sections containing at least the minimum transverse reinforcement
calculated above, εx may be calculated using the following equations:
If the value of εx from Eqs. S5.8.3.4.2-1 or -2 is negative, the strain shall be taken as:
For this example, the value of both the applied factored axial load, Nu, and the vertical
component of prestressing, Vp, are taken equal to 0.
For the section under consideration:
Vu = maximum applied factored shear = 340.4 kips

Mu = maximum factored moment at the section = 2,241 k-ft
Notice that the maximum live load moment and the maximum live load shear at any
section are likely to result from two different locations of the load along the length of the
bridge. Conducting the shear analysis using the maximum factored shear and the
concurrent factored moment is permitted. However, most computer programs list the
maximum values of the moment and the maximum value of the shear without listing the
concurrent forces. Therefore, hand calculations and most design computer programs
typically conduct shear analysis using the maximum moment value instead of the
moment concurrent with the maximum shear. This results in a conservative answer.
According to S5.8.3.4.2, fpo is defined as follows:
fpo = a parameter taken as the modulus of elasticity of the prestressing

tendons multiplied by the locked in difference in strain between the
prestressing tendons and the surrounding concrete (ksi). For the usual
levels of prestressing, a value of 0.7fpu will be appropriate for both
pretensioned and posttensioned members.
For pretensioned members, multiplying the modulus of elasticity of the prestressing
tendons by the locked in difference in strain between the prestressing tendons and the
surrounding concrete yields the stress in the strands when the concrete is poured
around them, i.e., the stress in the strands immediately prior to transfer. For
pretensioned members, SC5.8.3.4.2 allows fpo to be taken equal to the jacking stress.
This value is typically larger than 0.7fpu. Therefore, using 0.7fpu is more conservative since
it results in a larger value of εx.
For this example, fpo is taken as 0.7fpu
Notice that, as required by Article S5.8.3.4.2, within the transfer length, fpo shall be
increased linearly from zero at the location where the bond between the strands and
concrete commences to its full value at the end of the transfer length.
Assume that θ = 23.0 degrees (this value is based on an earlier cycle of calculations).
Aps = area of prestressed steel at the section

= 32(0.153)
= 4.896 in2
dv = 72.4 in. (6.03 ft.)
As, Es, Aps and Eps are the area of mild tension reinforcement (0.0), modulus of elasticity
of mild reinforcement (29,000 ksi), area of prestressing steel (4.896 in2) and modulus of
elasticity of the prestressing strands (28,500 ksi), respectively.
Substitute these variables in Eq. S5.8.3.4.2-1 and recalculate εx.
εx = -0.00055 < 0.0 NG, therefore, use Eq. S5.8.3.4.2-3
The area of the concrete on the tension side of the beam is taken as the area of
concrete on the tension side of the beam within half the total depth of the beam.
H/2 = one half of the total composite beam depth = 79.5/2 = 39.75 in.
From Figure S5.8.3.4.2-1 (reproduced above), the concrete area on the tension side, the
lower 39.75 in. of the beam, equals 578 in2.
Modulus of elasticity of the beam concrete,
Substitute these variables in Eq. S5.8.3.4.2-3 and recalculate εx.
εx = -0.000027
At the section under consideration vu/f′c = 0.1088 (from Design Step 5.7.2.2 above)
Table S5.8.3.4.2-1 is reproduced below. This table is used to determine the value of θ
and β at different sections.
Notice that:
 Linear interpolation between the rows of the table is permitted to account for the
value of vu/f′c at the section
 Linear interpolation between the columns of the table is allowed to account for
the calculated value of εx
 In lieu of interpolating, using values of θ and β from a cell that correspond to the
values of vu/f′c and εx greater than the calculated values is permitted. This
approach is preferred for hand calculations and will result in a conservative
answer.
Using Table S5.8.3.4.2-1 for the above values of εx and vu/f′c:
Use the row that corresponds to vu/f′c ≤ 0.125 (this value is next greatest to the
calculated value of vu/f′c)
Use the column corresponding to εx ≤ 0.0 (the value in Table S5.8.3.4.2-1 that is next
larger to the assumed value of εx)
θ = 23.7 degrees

β = 2.87
Check the assumed value of θ:
For the purpose of calculating εx, the value of θ was assumed to be 23.0 degrees. This
value is close to the value obtained above. Therefore, the assumed value of θ was
appropriate and there is no need for another cycle of calculations.
Notice that the assumed and calculated values of θ do not need to have the same exact
value. A small difference will not drastically affect the outcome of the analysis and,
therefore, does not warrant conducting another cycle of calculations. The assumed value
may be accepted if it is larger than the calculated value.
Notice that the values in Table 5.7-1 are slightly different (22.60 and 3.05). This is true
since the spreadsheet used to determine the table values uses a step function instead of
linear interpolation.
Calculate the shear resistance provided by the concrete, Vc.

Vc = 0.0316(2.87)(2.449)(8)(72.4) = 128.6 k
Calculate the shear resistance provided by the transverse reinforcement (stirrups), Vs.
Vs = [Avfydv(cot θ + cot a)sin α]/s (S5.8.3.3-4)
Assuming the stirrups are placed perpendicular to the beam longitudinal axis at 16 in.
spacing and are comprised of #4 bars, each having two legs:
Av = area of shear reinforcement within a distance "s" (in2)

= 2(area of #4 bar)
= 2(0.2)
= 0.4 in2
s = 16 in.
α = angle between the stirrups and the longitudinal axis of the beam = 90
degrees
Vs = [0.4(60)(72.4)(cot 23.0)]/16 = 255.8 k
The nominal shear resistance, Vn, is determined as the lesser of:
Vn = Vc + Vs + Vp (S5.8.3.3-1)
Vn = 0.25f′cbvdv + Vp (S5.8.3.3-2)
Notice that the purpose of the limit imposed by Eq. S5.8.3.3-2 is intended to eliminate
excessive shear cracking.
Vp = 0.0 for straight strands
Vn = lesser of:
Vc + Vs + Vp = 128.6 + 255.8 + 0.0 = 384.4 k
and
0.25f′cbvdv + Vp = 0.25(6)(8)(72.4) + 0.0 = 868.8 k
Therefore, Vn = 384.4 k
The resistance factor, φ, for shear in normal weight concrete is 0.9 (S5.5.4.2.1)
Shear factored resistance, Vr:
Vr = φVn (S5.8.2.1-2)
= 0.9(384.4)
= 346.0 k > maximum applied factored shear, Vu = 340.4 k OK
Table S5.8.3.4.2-1 - Values of θand β for Sections with Transverse Reinforcement

(Reproduced from the AASHTO-LRFD Specifications)
v/f'c εx x 1,000
≤- ≤- ≤- ≤0 ≤ ≤ ≤ ≤ ≤ ≤ ≤
0.20 0.10 0.05 0.125 0.25 0.50 0.75 1.00 1.50 2.00
≤ 22.3 20.4 21.0 21.8 24.3 26.6 30.5 33.7 36.4 40.8 43.9
0.075 6.32 4.75 4.10 3.75 3.24 2.94 2.59 2.38 2.23 1.95 1.67
≤ 18.1 20.4 21.4 22.5 24.9 27.1 30.8 34.0 36.7 40.8 43.1
0.100 3.79 3.38 3.24 3.14 2.91 2.75 2.50 2.32 2.18 1.93 1.69
≤ 19.9 21.9 22.8 23.7 25.9 27.9 31.4 34.4 37.0 41.0 43.2
0.125 3.18 2.99 2.94 2.87 2.74 2.62 2.42 2.26 2.13 1.90 1.67
≤ 21.6 23.3 24.2 25.0 26.9 28.8 32.1 34.9 37.3 40.5 42.8
0.150 2.88 2.79 2.78 2.72 2.60 2.52 2.36 2.21 2.08 1.82 1.61
≤ 23.2 24.7 25.5 26.2 28.0 29.7 32.7 35.2 36.8 39.7 42.2
0.175 2.73 2.66 2.65 2.60 2.52 2.44 2.28 2.14 1.96 1.71 1.54
≤ 24.7 26.1 26.7 27.4 29.0 30.6 32.8 34.5 36.1 39.2 41.7
0.200 2.63 2.59 2.52 2.51 2.43 2.37 2.14 1.94 1.79 1.61 1.47
≤ 26.1 27.3 27.9 28.5 30.0 30.8 32.3 34.0 35.7 38.8 41.4
0.225 2.53 2.45 2.42 2.40 2.34 2.14 1.86 1.73 1.64 1.51 1.39
≤ 27.5 28.6 29.1 29.7 30.6 31.3 32.8 34.3 35.8 38.6 41.2
0.250 2.39 2.39 2.33 2.33 2.12 1.93 1.70 1.58 1.50 1.38 1.29
Check the location of the critical section for shear near the end support
According to S5.8.3.2, where the reaction force in the direction of the applied shear
introduces compression into the end region of a member, the location of the critical
section for shear shall be taken as the larger of 0.5dvcot θ or dv from the internal face of
the support. For existing bridges, the width of the bearing is known and the distance is
measured from the internal face of the bearings. For new bridges, the width of the
bearing is typically not known at this point of the design and one of the following two
approaches may be used:
 Estimate the width of the bearing based on past experience.

 Measure the distance from the CL of bearing. This approach is slightly more
conservative.
The second approach is used for this example.
For calculation purposes, the critical section for shear was assumed 7.0 ft. from the
centerline of the bearing (see Design Step 5.7.1). The distance from the centerline of the
support and the critical section for shear may be taken as the larger of 0.5dvcot θ and dv.
0.5dvcot θ = 0.5(72.4)(cot 23.7) = 82.5 in. (6.875 ft.)
dv = 72.4 in. (6.03 ft.)
The larger of 0.5dvcot θ and dv is 82.5 in. (6.875 ft.)
The distance assumed in the analysis was 7.0 ft., i.e., approximately 0.125 ft. (0.1% of
the span length) further from the support than the calculated distance. Due to the
relatively small distance between the assumed critical section location and the
calculated section location, repeating the analysis based on the applied forces at the
calculated location of the critical section is not warranted. In cases where the distance
between the assumed location and the calculated location is large relative to the span
length, another cycle of the analysis may be conducted taking into account the applied
forces at the calculated location of the critical section.
Design Step 5.7.3 - Shear analysis for sections in the negative moment
region
The critical section for shear near the intermediate pier may be determined using the
same procedure as shown in Design Steps 5.7.1 and 5.7.2 for a section near the end
support. Calculations for a section in the negative moment region are illustrated below
for the section at 99 ft. from the centerline of the end bearing. This section is not the
critical section for shear and is used only for illustrating the design process.
Sample Calculations: Section 99 ft. from the centerline of end bearings
Design Step 5.7.3.1 - Difference in shear analysis in the positive and negative
moment regions
1. For the pier (negative moment) regions of precast simple span beams made
continuous for live load, the prestressing steel near the piers is often in the
compression side of the beam. The term Aps in the equations for εx is defined as
the area of prestressing steel on the tension side of the member. Since the
prestressing steel is on the compression side of the member, this steel is ignored
in the analysis. This results in an increase in εx and, therefore, a decrease in the
shear resistance of the section. This approach gives conservative results and is
appropriate for hand calculations.
A less conservative approach is to calculate εx as the average longitudinal strain
in the web. This requires the calculation of the strain at the top and bottom of the
member at the section under consideration at the strength limit state. This
approach is more appropriate for computer programs.
The difference between the two approaches is insignificant in terms of the cost of
the beam. The first approach requires more shear reinforcement near the ends of
the beam. The spacing of the stirrups in the middle portion of the beam is often
controlled by the maximum spacing requirements and, hence, the same stirrup
spacing is often required by both approaches.
It is beneficial to use the second approach in the following situations:
o Heavily loaded girders where the first approach results in congested

shear reinforcement
o Analysis of existing structures where the first approach indicates a
deficiency in shear resistance.
2. In calculating the distance from the neutral axis to the extreme compression fiber
"c", the following factors need to be considered:
o The compression side is at the bottom of the beam. The concrete

strength used to determine "c" is that of the precast girder
o The width of the bottom flange of the beam is substituted for "b", the width
of the member
o The area of the slab longitudinal reinforcement over the intermediate pier
represents the reinforcement on the tension side of the member. The
area and yield strength of this reinforcement should be determined in
advance.
The first approach is used in this example.
Design Step 5.7.3.2 - Determine the effective depth for shear, dv

h = 72 + 7.5 = 79.5 in. (notice that the depth of the haunch was ignored in this
calculation)
The center of gravity of the deck slab longitudinal reinforcement from the top of the
structural thickness of the deck = 3.98 in. (see Design Step 5.6.5.1)
de = 79.5 - 3.98 = 75.52 in.
The area of longitudinal slab reinforcement within the effective flange width of the beam
is 14.65 in2 (see Design Step 5.6.5.1)
Yield strength of the slab reinforcement = 60 ksi

Assuming rectangular section behavior with no compression or prestressing steel, the
distance from the extreme compression fiber to the neutral axis, c, may be calculated as:
c = Asfy /(0.85f′cβ1b) (S5.7.3.1.1-4)
where:
β1 = 0.75 for 6 ksi beam concrete (S5.7.2.2)

b = precast beam bottom (compression) flange width (in.)
= 28 in.
f′c = 6 ksi
c = 14.65(60)/[0.85(6)(0.75)(28)]
= 8.21 in. ≈ thickness of the beam bottom flange (8 in.)
Therefore, the assumption of the section behaving as a rectangular section is

considered correct.
Notice that if the value of "c" is significantly larger than the beam bottom flange
thickness, a rectangular behavior may be used after adjusting the beam bottom flange
width to account for the actual beam area in compression. However, if "c" is not
significantly larger than the beam bottom flange thickness, the effect on the results will
be minor and the analysis may be continued without adjusting the beam bottom flange
width. This reasoning is used in this example.
Depth of compression block, a = β1c = 0.75(8.21) = 6.16 in.
Distance between the resultants of the tensile and compressive forces due to flexure:
= de - a/2
= 75.52 - 6.16/2
= 72.44 in. (1)
0.9de = 0.9(75.52)
= 67.97 in. (2)
0.72h = 0.72(79.5)
= 57.24 in. (3)
dv = largest of (1), (2) and (3) = 72.44 in.
Notice that 0.72h is always less than the other two values for all sections of this beam.
This value is not shown in Table 5.7-1 for clarity.
Design Step 5.7.3.3 - Shear stress on concrete
From Table 5.3-4, the factored shear stress at this section, Vu = 376.8 kips
φ = 0.9 (shear) (S5.5.4.2.1)
bv = width of web = 8 in.
From Article S5.8.2.9, the shear stress on the concrete is:
vu = (Vu - φVp)/(φbvdv)
vu = (376.8 - 0)/[0.9(8)(72.44)] = 0.722 ksi
Ratio of the applied factored shear stress to the concrete compressive strength:
vu/f′c = 0.722/6.0 = 0.1203

Design Step 5.7.3.4 - Minimum required transverse reinforcement
Maximum allowable spacing for #4 stirrups with two legs per stirrup was calculated in
Design Step 5.7.2.2.
s ≤ 38.77 in.
Design Step 5.7.3.5 - Maximum spacing for transverse reinforcement
The maximum spacing of transverse reinforcement is determined in accordance with

S5.8.2.7. Depending on the level of applied factored shear stress, vu, the maximum
permitted spacing, smax, is determined as:
 If vu < 0.125f′c, then:
smax = 0.8dv < 24.0 in. (S5.8.2.7-1)
 If vu ≥ 0.125f′c, then:
smax = 0.4dv < 12.0 in. (S5.8.2.7-2)
For the section under consideration, vu = 0.1203f′c.
Therefore, the maximum permitted spacing,
smax = 0.8dv
= 0.8(72.44)
= 57.95 in.
> 24.0 in. NG
Assume maximum permitted stirrup spacing = 24 in.
Design Step 5.7.3.6 - Shear resistance

For sections in the negative moment region of the beam, calculate εx, using Eq.
S5.8.3.4.2-1 and assume there is no prestressing steel.
For this example, the value of both the applied factored axial load, Nu, and the vertical
component of prestressing, Vp, are taken equal to 0.
Vu = maximum applied factored shear from Table 5.3-4

= 376.8 kips
Mu = maximum applied factored moment from Table 5.3-2
= -1,535 k-ft
Notice that the term Mu/dv represents the force in the tension reinforcement due to the
applied factored moment. Therefore, Mu/dv is taken as a positive value regardless of the
sign of the moment.
Assume that θ = 35 degrees
fpo = 0.0 ksi at this location (prestressing force ignored)

As = area of longitudinal reinforcement in the deck at this section
= 14.65 in2
Notice that the area of deck longitudinal reinforcement used in this calculation is the area
of the bars that extend at least one development length beyond the section under
consideration. If the section lies within the development length of some bars, these bars
may be conservatively ignored or the force in these bars be prorated based on the ratio
between the full and available development length. Consideration should also be given
to adjusting the location of the center of gravity of the reinforcement to account for the
smaller force in the bars that are not fully developed.
dv = 72.44 in. (6.04 ft.)

Es = 29,000 ksi
Eps = 28,500 ksi
Aps = area of prestressing steel on the tension side of the member
= 0.0 in2
Substitute these variables in Eq. S5.8.3.4.2-1 to determine εx:
εx = [1,535(12)/72.44 + 0.5(376.8 - 0)cot 35 - 0]/[2(29,000)(14.65) + 0]

= 0.00062
At the section under consideration vu/f′c = 0.1203 (from Design Step 5.7.3.3)
Determine the values of θ and β using Table S5.8.3.4.2-1 (reproduced above)
If no interpolation between the values in Table S5.8.3.4.2-1 is desired:
Use the row and column that have the closest headings, but still larger than the
calculated values, i.e.:
Use the row that corresponds to vu/f′c ≤ 0.125
Use the column corresponding to εx ≤ 0.00075
θ = 34.4 degrees
β = 2.26
If interpolation between the values in Table S5.8.3.4.2-1 is desired:
Interpolate between the values in the row with heading values closest to the calculated
vu/f′c = 0.1203, i.e., interpolate between the rows with headings of vu /f′c ≤ 0.1 and ≤
0.125. Then, interpolate between the values in the columns with heading values closest
to the calculated εx = 0.00062, i.e., interpolate between the columns with headings of εx ≤
0.0005 and ≤ 0.00075. The table below shows the relevant portion of Table S5.8.3.4.2-1
with the original and interpolated values. The shaded cells indicate interpolated values.
Excerpt from Table S5.8.3.4.2-1
v/f'c εx x 1,000
≤ 0.50 0.62 ≤ 0.75
≤ 0.100 30.8 34.0
2.50 2.32
0.1203 31.29 32.74 34.32
2.44 2.36 2.27
≤ 0.125 31.4 34.4
2.42 2.26
From the sub-table:
θ = 32.74 degrees
β = 2.36
Notice that the interpolated values are not significantly different from the ones calculated
without interpolation. The analyses below are based on the interpolated values to
provide the user with a reference for this process.
Check the assumed value of θ
For the purpose of calculating εx, the value of θ was assumed to be 35 degrees. This
value is close to the calculated value (32.74 degrees) and conducting another cycle of
the analysis will not result in a significant difference. However, for the purpose of
providing a complete reference, another cycle of calculations is provided below.
Assume that θ is the calculated value of 32.74 degrees
Substituting for the variables in Eq. S5.8.3.4.2-1for εx:
εx = 0.00064
Determine the values of θand β by interpolating the values in Table S5.8.3.4.2-1
θ = 32.98 degrees (almost equal to the assumed value, OK)

β = 2.34
Notice that the values in Table 5.7-1 are slightly different (33.65 and 2.30). This is true
since the spreadsheet used to determine the table values uses a step function instead of
linear interpolation.
Calculate the shear resistance provided by concrete, Vc:
Vc = 0.0316(2.34)(2.449)(8)(72.44) = 104.94 k
Calculate the shear resistance provided by the transverse reinforcement (stirrups), Vs:
Vs = [Avfydv(cot θ + cot α)sin α]/s (S5.8.3.3-4)
Assuming the stirrups are placed perpendicular to the beam longitudinal axis at 7 in.
spacing and are comprised of #4 bars, each having two legs:
Av = 2(area of #4 bar)

= 2(0.2)
= 0.4 in2
s = 7 in.
α = 90 degrees
Vs = 0.4(60)(72.44)(cot 32.98)/7 = 382.74 k
The nominal shear resistance, Vn, is determined as the lesser of:
Vn = Vc + Vs + Vp (S5.8.3.3-1)
Vn = 0.25f′cbvdv + Vp (S5.8.3.3-2)
Notice that the purpose of the limit imposed by Eq. S5.8.3.3-2 is intended to eliminate
excessive shear cracking.
Vp = 0.0 for straight strands
Vn is taken as the lesser of:
Vc + Vs + Vp = 104.94 + 382.74 + 0.0 = 487.68 k
and
0.25f′cbvdv + Vp = 0.25(6)(8)(72.44) + 0.0 = 869.3 k
Therefore, Vn = 487.68 k
The resistance factor, φ, for shear in normal weight concrete = 0.90 (S5.5.4.2.1)
Factored shear resistance:
Vr = φ Vn
= 0.9(487.68)
= 438.91 k > max. applied factored shear, Vu = 376.8 k OK
Design Step 5.7.4 - Factored bursting resistance (S5.10.10.1)
The bursting resistance of the pretensioned anchorage zones is calculated according to

S5.10.10.1 at the service limit state.
Pr = fsAs (S5.10.10.1-1)
where:
fs = stress in the steel not exceeding 20 ksi

As = total area of vertical reinforcement located within the distance h/4 from
the end of the beam (in2)
h = overall depth of the precast member (in.)
The resistance shall not be less than 4% of the prestressing force at transfer.
From Design Step 5.4.4:
Prestressing force at transfer at end of = 32(0.153)(188.8)

beam = 924.4 kips
Determine the required area of steel to meet the minimum resistance using fs = 20 ksi
(max).
Therefore,
0.04(924.4) = 20(As)
As = 1.85 in2
Since one stirrup is 0.4 in2 (includes 2 legs), determine the number of stirrups required.
1.85/0.4 = 4.63 Say 5 stirrups required
These stirrups must fit within h/4 distance from the end of the beam.
h/4 = 72/4
= 18 in.
Use 5 stirrups at 3 in. spacing as shown in Figure 5.7-1.
Design Step 5.7.5 - Confinement reinforcement (S5.10.10.2)
For the distance of 1.5d [1.5(72/12) = 9 ft.] from the end of the beam, reinforcement shall
be placed to confine the prestressing steel in the bottom flange. The reinforcement is
required to be not less than No. 3 deforming bars, with spacing not exceeding 6.0 in. and
shaped to enclose the strands. The stirrups required to resist the applied shear and to
satisfy the maximum stirrup requirements are listed in Table 5.7-1 for different sections.
The maximum required spacings shown in Table 5.7-1 in the end zones of the beam is
greater than 6 in. For a beam where all strands are located in the bottom flange, two
different approaches may be utilized to provide the required confinement reinforcement:
1. Reduce the stirrup spacing in the end zone (1.5d) to not greater than 6 in.
2. Place the main vertical bars of the stirrups at the spacing required by vertical
shear analysis. Detail the vertical bars in the bottom of the beam to enclose the
prestressing and place these bars at a spacing not greater than 6 in. within the
end zones. The stirrups and the confinement bars in this approach will not be at
the same spacing and pouring of the concrete may be difficult.
For a beam where some strands are located in the web approach (1) should be used.
For this example, approach (1) was used. This is the basis for the stirrup distribution
shown in Figure 5.7-1.
Figure 5.7-1- Beam Transverse Reinforcement
Figure 5.7-2 - Section A-A from Figure 5.7-1, Beam Cross Section Near the Girder
Ends
Design Step 5.7.6 - Force in the longitudinal reinforcement including the

effect of the applied shear (S5.8.3.5)
In addition to the applied moment, Mu, the following force effects contribute to the force
in the longitudinal reinforcement:
 Applied shear forces, Vu

 Vertical component of the prestressing force
 Applied axial force, Nu
 The shear force resisted by the transverse reinforcement, Vs
To account for the effect of these force effects on the force in the longitudinal
reinforcement, S5.8.3.5 requires that the longitudinal reinforcement be proportioned so
that at each section, the tensile capacity of the reinforcement on the flexural tension side
of the member, taking into account any lack of full development of that reinforcement, is
greater than or equal to the force T calculated as:
where:
Vs = shear resistance provided by the transverse reinforcement at the section

under investigation as given by Eq. S5.8.3.3-4, except Vs needs to be
greater than Vu/φ (kips)
θ = angle of inclination of diagonal compressive stresses used in
determining the nominal shear resistance of the section under
investigation as determined by S5.8.3.4 (deg)
φ = resistance factors taken from S5.5.4.2 as appropriate for moment, shear
and axial resistance
This check is required for sections located no less than a distance equal to 0.5dvcot θ
from the support. The values for the critical section for shear near the end support are
substituted for dv and θ.
0.5(72.44) cot 22.6 = 87.01 in. ≈ 7.0 ft.
The check for tension in the longitudinal reinforcement may be performed for sections no
closer than 7.0 ft. from the support.
Sample calculation: Section at 7.0 ft. from the centerline of bearing at the end
support
Using information from Table 5.7-1
Force in the longitudinal reinforcement at nominal flexural resistance, T
T = 2,241(12)/[72.40(1.0)] + 0 + [(340.4/0.9) - 0.5(260.9) - 0]cot 22.6

= 966.7 kips
From Table 5.5-1, the maximum strand resistance at this section at the nominal moment
resistance is 1,128.1 kips > T = 966.7 kips OK
Design Step 5.7.7
Horizontal shear between the beam and slab

Table 5.7-2 - Interface Shear Calculations
Dist. de Vu Max. Interface Horiz. Nominal Factored resist./

(ft.) (in.) (kips) Stirrup reinf., Avf Shear, resistance resistance applied
Spcg (in2/in.) Vh (k/in.) (k/in.) load
(in.) (k/in.) 1.0 OK
7.00 74.13 340.40 16.0 0.050 4.59 7.20 6.48 1.41
11.00 74.22 315.10 18.0 0.044 4.25 6.84 6.16 1.45
16.50 74.34 280.66 21.0 0.038 3.78 6.48 5.83 1.54
22.00 74.34 246.74 20.0 0.040 3.32 6.60 5.94 1.79
27.50 74.50 213.36 24.0 0.033 2.86 6.18 5.56 1.94
33.00 74.50 180.55 24.0 0.033 2.42 6.18 5.56 2.30
38.50 74.50 148.33 24.0 0.033 1.99 6.18 5.56 2.79
44.00 74.50 116.71 24.0 0.033 1.57 6.18 5.56 3.55
49.50 74.50 85.74 24.0 0.033 1.15 6.18 5.56 4.83
54.50 74.50 118.40 24.0 0.033 1.59 6.18 5.56 3.50
55.00 74.50 121.32 24.0 0.033 1.63 6.18 5.56 3.42
60.50 74.50 153.49 24.0 0.033 2.06 6.18 5.56 2.70
66.00 74.50 185.68 24.0 0.033 2.49 6.18 5.56 2.23
71.50 74.50 217.85 24.0 0.033 2.92 6.18 5.56 1.90
77.00 74.50 249.96 24.0 0.033 3.36 6.18 5.56 1.66
82.50 74.50 281.95 21.0 0.033 3.78 6.18 5.56 1.47
88.00 74.34 313.79 19.0 0.042 4.22 6.72 6.05 1.43
93.50 75.52 345.42 11.0 0.073 4.57 8.58 7.72 1.69
99.00 75.52 376.79 8.0 0.100 4.99 10.20 9.18 1.84
102.50 75.52 396.58 7.0 0.114 5.25 11.04 9.94 1.89
Sample calculations at 11 ft. from the centerline of bearing on the abutment (11 ft.
- 9 in. from girder end)
Horizontal shear forces develop along the interface between the concrete girders and
the deck. As an alternative to the classical elastic strength of materials approach, the
value of these forces per unit length of the girders at the strength limit state can be taken
as:
Vh = Vu/de (SC5.8.4.1-1)
where:
Vh = horizontal shear per unit length of the girder (kips)
Vu = the factored vertical shear (kips) = 315.1 k (From Table 5.7-2)
de = distance between the centroid of the steel in the tension side of the
beam to the center of the compression blocks in the deck (in.) = 74.22 in.
(see Table 5.7-2)
Vh = 315.1/74.22
= 4.25 k/in.
Stirrup spacing at this location = 18 in.
Assume that the stirrups extend into the deck. In addition, assume that there is another
#4 bar with two legs extending into the deck as shown in Figure 5.7-2.
Area of reinforcement passing through the interface between the deck and the girder, Avf
Avf = 4 #4 bars
= 4(0.2)
= 0.8 in2
Avf per unit length of beam = 0.8/18 = 0.044 in2/in. of beam length.
Check if the minimum interface shear reinforcement may be waived (S5.8.4.1)
Shear stress on the = Vh/area of the interface

interface = 4.25/42
= 0.101 ksi > 0.1 ksi, minimum reinforcement
requirement may not be waived
Notice that the difference is only 1%. For actual design, this difference would be within
acceptable tolerances, therefore, the minimum reinforcement requirement could be
waived. For this example, in order to provide a complete reference, the minimum
reinforcement requirement will not be waived.
Check the minimum interface shear reinforcement
Avf ≥ 0.05bv/fy
= 0.05(42)/60 (S5.8.4.1-4)
0.035 in2/in. of beam length < As provided OK
Shear friction resistance
The interface shear resistance of the interface has two components. The first component
is due to the adhesion between the two surfaces. The second component is due to the
friction. In calculating friction, the force acting on the interface is taken equal to the
compression force on the interface plus the yield strength of the reinforcement passing
through the interface. The nominal shear resistance of the interface plane, Vn, is
calculated using S5.8.4.1.
Vn = cAcv + μ(Avffy + Pc) (S5.8.4.1-1)
where:
Vn = nominal shear friction resistance (kips)

Acv = area of concrete engaged in shear transfer (in2)
Avf = area of shear reinforcement crossing the shear plane (in2)
fy = yield strength of reinforcement (ksi)
c = cohesion factor specified in S5.8.4.2 (ksi)
μ = friction factor specified in S5.8.4.2
Pc = permanent net compressive force normal to the shear plane (kips)
Calculate the nominal shear resistance per unit length of beam.
Assuming the top surface of the beam was clean and intentionally roughened,
c = 0.1 ksi and μ = 1.0λ (S5.8.4.2)
Ignore compression on the interface from loads on the deck: Pc = 0.0
Acv = 42 in2/in. of beam length
Avf = 0.044 in2/in. of beam length
fy = 60 ksi
Therefore,
Vn = 0.1(42) + 1.0[0.044(60) + 0.0]

= 6.84 k/in. of beam length
According to S5.8.4.1, the nominal shear resistance, Vn, used in the design must also
satisfy:
Vn ≤ 0.2f′cAcv (S5.8.4.1-2)
OR
Vn ≤ 0.8Acv (S5.8.4.1-3)
where:
f′c = the strength of the weaker concrete (ksi)

= 4.0 ksi for slab concrete
Vn ≤ 0.2 f′cAcv = 0.2(4.0)(42) = 33.6 k/in. of beam length
OR
Vn ≤ 0.8Acv = 0.8(42) = 33.6 k/in. of beam length
Therefore, Vn used for design = 7.02 k/in. of beam length.
Vr = φVn
= 0.9(6.84)
= 6.16 k/in. of beam length > applied force, Vh = 4.25 k/in. OK
Neoprene Bearing

Design Step 6.0 - Steel-Reinforced Elastomeric Bearing Design
Design requirements (S14.5.3)
Movements during construction
Where practicable, construction staging should be used to delay construction of

abutments and piers located in or adjacent to embankments until the embankments
have been placed and consolidated. Otherwise, deck joints should be sized to
accommodate the probable abutment and pier movements resulting from embankment
consolidation after their construction.
Closure pours may be used to minimize the effect of prestress-induced shortening on

the width of seals and the size of bearings.
Characteristics (S14.6.2)
The bearing chosen for a particular application has to have appropriate load and
movement capabilities. Table S14.6.2-1 may be used as a guide when comparing
different bearing systems.
Force effects resulting from restraint of movement at the bearing

(S14.6.3)
Restraint forces occur when any part of a movement is prevented. Forces due to direct
loads include dead load of the bridge and loads due to traffic, earthquakes, water and
wind. The applicable limit states must be considered.
Bearings are typically located in an area which collects large amounts of dirt and
moisture and promotes problems of corrosion and deterioration. As a result, bearings
should be designed and installed to have the maximum possible protection against the
environment and to allow easy access for inspection.
Elastomeric bearing overview
Shore A Durometer hardnesses of 60±5 are common, and they lead to shear modulus
values in the range of 80 to 180 psi. The shear stiffness of the bearing is its most
important property since it affects the forces transmitted between the superstructure and
substructure. Some states use a slightly different common range than stated above. See
S14.7.5.2 and S14.7.6.2 for material requirements of neoprene bearing pads.
Elastomer may be used as a plain pad (PEP) or may be reinforced with steel. Steel
reinforced elastomeric bearings are composed of layers of elastomer and steel plates
bonded together with adhesive.
Elastomers are flexible under shear and uniaxial deformation, but they are very stiff
against volume changes. This feature makes the design of a bearing that is stiff in
compression but flexible in shear possible. Under uniaxial compression, the flexible
elastomer would shorten significantly and, to maintain constant volume, sustain large
increases in its plan dimension, but the stiff steel layers of the steel reinforced
elastomeric bearings restrain the lateral expansion.
Elastomers stiffen at low temperatures. The low temperature stiffening effect is very
sensitive to the elastomer compound, and the increase in shear resistance can be
controlled by selection of an elasotmer compound which is appropriate for the climatic
conditions.
The design of a steel reinforced elastomeric bearing requires an appropriate balance of

compressive, shear and rotational stiffnesses. The shape factor, taken as the plan area
divided by the area of the perimeter free to bulge, affects the compressive and rotational
stiffnesses, but it has no impact on the translational stiffness or deformation capacity.
The bearing must be designed to control the stress in the steel reinforcement and the
strain in the elastomer. This is done by controlling the elastomer layer thickness and the
shape factor of the bearing. Fatigue, stability, delamination, yield and rupture of the steel
reinforcement, stiffness of the elastomer, and geometric constraints must all be satisfied.
Design methods
Two design methods are allowed by the AASHTO-LRFD Specifications. Method A,

specified in S14.7.6, is applicable to plain, steel reinforced and fiber glass reinforced
elastomeric pads as well as cotton duck pads. Method B, specified in S14.7.5, is
applicable to steel reinforced elastomeric bearings. The following sections and the
design example below are based on Method B. Flowcharts for the bearing design using
both Method A and Method B are included in Section 3.
General elastomer material properties and selection criteria (S14.7.5.2)
Commonly used elastomers have a shear modulus between 0.080 and 0.175 ksi and a
nominal hardness between 50 and 60 on the Shore A scale. The shear modulus of the
elastomer at 73° F is used as the basis for design. The elastomer may be specified by its
shear modulus or hardness. If the elastomer is specified explicitly by its shear modulus,
that value is used in design, and other properties are obtained from Table S14.7.5.2-1. If
the material is specified by its hardness, the shear modulus is taken as the least
favorable value from the range for that hardness given in Table S14.7.5.2-1.
Intermediate values may be obtained by interpolation.
Elastomer grade is selected based on the temperature zone of the bridge location and
by Table S14.7.5.2-2. The temperature zones are shown in Figure 6-1.
Table S14.7.5.2-2 - Low-Temperature Zones and Minimum Grades of Elastomer
Low-Temperature Zone A B C D E
50-year low temperature (oF) 0 - - -45 -45

20 30
Maximum number of consecutive days when the temperature 3 7 14 NA NA

does not rise above 32oF
Minimum low-temperature elastomer grade 0 2 3 4 5

Minimum low-temperature elastomer grade when special 0 0 2 3 5
force provisions are incorporated
Figure 6-1 - Temperature Zones
According to S14.7.5.2, any of the three design options listed below may be used to
specify the elastomer:
1. Specify the elastomer with the minimum low-temperature grade indicated in

Table S14.7.5.2-2 and determine the shear force transmitted by the bearing as
specified in S14.6.3.1;
2. Specify the elastomer with the minimum low-temperature grade for use when
special force provisions are incorporated in the design but do not provide a low
friction sliding surface, in which case the bridge shall be designed to withstand
twice the design shear force specified in S14.6.3.1; or
3. Specify the elastomer with the minimum low-temperature grade for use when
special force provisions are incorporated in the design but do not provide a low
friction sliding surface, in which case the components of the bridge shall be
designed to resist four times the design shear force as specified in S14.6.3.1.
Design Step 6.1 - Design a steel reinforced elastomeric bearing for the
interior girders at the intermediate pier
A typical elastomer with hardness 60 Shore A Durometer and a shear modulus of 150
psi is assumed. The 1.75 ksi delamination stress limit of Eq. S14.7.5.3.2-3 requires a
total plan area at least equal to the vertical reaction on the bearing divided by 1.75. The
bearing reaction at different limit states is equal to the shear at the end of Span 1 as
shown in Tables 5.3-3 and -4. These values are shown in Table 6-1 below.
Table 6-1 - Design Forces on Bearings of Interior Girders at the Intermediate Pier
Max. factored reaction (k) Max. reaction due to LL (k)

Strength I 433.0 1.75(129.9)
Service I 290.5 129.9
Notice that:
 The loads shown above include the dynamic load allowance. According to the
commentary of S14.7.5.3.2, the effect of the dynamic load allowance on the
elastomeric bearing reaction may be ignored. The reason for this is that the
dynamic load allowance effects are likely to be only a small proportion of the total
load and because the stress limits are based on fatigue damage, whose limits
are not clearly defined. For this example, the dynamic load allowance (33% of
the girder maximum response due to the truck) adds 21.64 and 37.88 kips to the
girder factored end shear at the Service I and Strength I limit states, respectively.
This is a relatively small force, therefore, the inclusion of the dynamic load
allowance effect leads to a slightly more conservative design.
 The live load reaction per bearing is taken equal to the maximum girder live load
end shear. Recognizing that the girder, which is continuous for live load, has two
bearings on the intermediate pier, another acceptable procedure is to divide the
maximum live load reaction on the pier equally between the two bearings. This
will result in lower bearing loads compared to using the girder end shear to
design the bearings. This approach was not taken in this example, rather, the
girder end shear was applied to the bearing.
Design Step 6.1.1 - Determine the minimum bearing area
The bearing at the intermediate pier is fixed and is not subject to shear deformation due
to the lack of movements. According to S14.7.5.3.2, the maximum compressive stress
limit under service limit state for bearings fixed against shear deformations:
σs ≤ 2.00GS ≤ 1.75 ksi (S14.7.5.3.2-3)
σL ≤ 1.00GS (S14.7.5.3.2-4)
where:
σs = service average compressive stress due to the total load (ksi)
σL = service average compressive stress due to live load (ksi)
G = shear modulus of elastomer (ksi)
S = shape factor of the thickest layer of the bearing
To satisfy the 1.75 ksi limit, the minimum bearing area, Areq, should satisfy:
Areq > 290.5/1.75 = 166.0 in2
The corners of the bottom flanges of the girder are usually chamfered. The bearing
should be slightly narrower than the flat part of the flange unless a stiff sole plate is used
to insure uniform distribution of the compressive stress and strain over the bearing area.
The bearing should be as short along the length of the girder as practical to permit
rotation about the transverse axis. This requires the bearing to be as wide as possible
which is desirable when stabilizing the girder during erection. For a first estimate, choose
a 24 in. width [28 in. wide girder bottom flange - 2(1 in. chamfer + 1 in. edge clearance)]
and a 7.5 in. longitudinal dimension to ensure that the maximum compressive stress limit
is satisfied (area = 24(7.5) = 180 in2 > 166 in2 required OK). The longitudinal translation
is 0 in. for a fixed bearing. Notice that for a bearing subject to translation, i.e., movable
bearing, the shear strains due to translation must be less than 0.5 in./in. to prevent
rollover and excess fatigue damage. This means that the total elastomer thickness, hrt,
must be greater than two times the design translation, Δs, where applicable. A
preliminary shape factor should be calculated according to S14.7.5.1.
Design Step 6.1.2 - Steel-reinforced elastomeric bearings - Method B

(S14.7.5)
For bridges at locations where the roadway has positive or negative grade, the thickness
of the bearing may need to be varied along the length of the girder. This is typically
accomplished through the used of a tapered steel top plate. In this example, the bridge
is assumed to be at zero grade and, therefore, each elastomer and reinforcement layer
has a constant thickness. All internal layers of elastomer shall be of the same thickness.
For bearings with more than two elastomer layers, the top and bottom cover layers
should be no thicker than 70 percent of the internal layers.
The shape factor of a layer of an elastomeric bearing, Si, is taken as the plan area of the
layer divided by the area of perimeter free to bulge. For rectangular bearings without
holes, the shape factor of the layer may be taken as:
Si = LW/[2hri(L + W)] (S14.7.5.1-1)
where:
L = length of a rectangular elastomeric bearing (parallel to the longitudinal

bridge axis) (in.)
W = width of the bearing in the transverse direction (in.)
hri = thickness of ith elastomeric layer in elastomeric bearing (in.)
Determine the thickness of the ith elastomeric layer by rewriting Eq. S14.7.5.1-1 and
solving for hri due to the total load.
hri = LW/[2Si(L + W)]

Design Step 6.1.2.1 - Design Requirements (S14.7.5.3)
Compressive stress (S14.7.5.3.2):

In any elastomeric bearing layer, the average compressive stress at the service limit
state will satisfy the following provisions.
These provisions limit the shear stress and strain in the elastomer. The relationship
between the shear stress and the applied compressive load depends directly on the
shape factor, with higher shape factors leading to higher capacities.
First, solve for the shape factor under total load, STL, by rewriting Eq. S14.7.5.3.2-3 for
bearings fixed against shear deformation.
STL ≥ σs/2.00G (S14.7.5.3.2-3)
where:
σs = PTL/Areq
PTL = maximum bearing reaction under total load (k)
= 290.5 k
σs = 290.5/[7.5(24)]
= 1.614 ksi
G = 0.150 ksi
STL ≥ 1.614/[2.00(0.150)]
≥ 5.38 (1)
Solve for the shape factor under live load, SLL, by rewriting Eq. S14.7.5.3.2-4 for bearings
fixed against shear deformation.
SLL ≥ σL/1.00G (S14.7.5.3.2-4)
where:
σL = PLL/Areq
PLL = maximum bearing live load reaction (k)
= 129.9 k
σL = 129.9/[7.5(24)]
= 0.722 ksi
SLL ≥ 0.722/[1.00(0.150)] ≥ 4.81 (2)
From (1) and (2), the minimum shape factor of any layer is 5.38.
Notice that if holes are present in the elastomeric bearing their effect needs to be
accounted for when calculating the shape factor because they reduce the loaded area
and increase the area free to bulge. Use Eq. SC14.7.5.1-1 in this case instead of Eq.
S14.7.5.1-1.
Using the shape factors of STL and SLL calculated above, determine the elastomer
thickness.
hri(TL) < (LW)/[2(STL)(L + W)]

< 7.5(24)/[2(5.38)(7.5 + 24)]
< 0.531 in.
and
hri(LL) < (LW)/[2(SLL)(L + W)]

< 7.5(24)/[2(4.81)(7.5 + 24)]
< 0.594 in.
Use an interior elastomer layer thickness of hri = 0.5 in.
The shape factor is:
S = (LW)/[2(hri)(L + W)]

= 7.5(24)/[2(0.5)(7.5 + 24)]
= 5.71
Design Step 6.1.2.2 - Compressive deflection (S14.7.5.3.3)
This provision need only be checked if deck joints are present on the bridge. Since this
design example is a jointless bridge, commentary for this provision is provided below,
but no design is investigated.
Deflections of elastometric bearings due to total load and live load alone will be
considered separately.
Instantaneous deflection is be taken as:
Δ = σeihri (S14.7.5.3.3-1)
where:
εi = instantaneous compressive strain in ith elastomer layer of a laminated

bearing
hri = thickness of ith elastomeric layer in a laminated bearing (in.)
Values for εi are determined from test results or by analysis when considering long-term
deflections. The effects of creep of the elastomer are added to the instantaneous
deflection. Creep effects should be determined from information relevant to the
elastomeric compound used. In the absence of material-specific data, the values given
in S14.7.5.2 may be used.
Design Step 6.1.2.3 - Shear deformation (S14.7.5.3.4)
This provision need only be checked if the bearing is a movable bearing. Since the
bearing under consideration is a fixed bearing, this provision does not apply.
Commentary on this provision is provided below, but no design checks are performed.
The maximum horizontal movement of the bridge superstructure, Δo, is taken as the
extreme displacement caused by creep, shrinkage, and posttensioning combined with
thermal movements.
The maximum shear deformation of the bearing at the service limit state, Δs, is taken as
Δo, modified to account for the substructure stiffness and construction procedures. If a
low friction sliding surface is installed, Δs need not be taken to be larger than the
deformation corresponding to first slip.
The bearing is required to satisfy:
hrt ≥ 2Δs (S14.7.5.3.4-1)
where:
hrt = total elastomer thickness (sum of the thicknesses of all elastomer layers)
(in.)
Δs = maximum shear deformation of the elastomer at the service limit state
(in.)
This limit on hrt ensures that rollover at the edges and delamination due to fatigue will not
take place. See SC14.7.5.3.4 for more stringent requirements when shear deformations
are due to high cycle loading such as braking forces and vibrations.
Design Step 6.1.2.4 - Combined compression and rotation (S14.7.5.3.5)
Service limit state applies. Design rotations are taken as the maximum sum of the
effects of initial lack of parallelism between the bottom of the girder and the top of the
superstructure and subsequent girder end rotation due to imposed loads and
movements.
The goal of the following requirements is to prevent uplift of any corner of the bearing
under any combination of loading and corresponding rotation.
Rectangular bearings are assumed to satisfy uplift requirements if they satisfy:

σs > 1.0GS(θs/n)(B/hri)2 (S14.7.5.3.5-1)
where:
n = number of interior layers of elastomer, where interior layers are defined

as those layers which are bonded on each face. Exterior layers are
defined as those layers which are bonded only on one face. When the
thickness of the exterior layer of elastomer is more than one-half the
thickness of an interior layer, the parameter, n, may be increased by one-
half for each such exterior layer.
hri = 0.5 in.
σs = maximum compressive stress in elastomer (ksi)
= 1.614 ksi
B = length of pad if rotation is about its transverse axis or width of pad if
rotation is about its longitudinal axis (in.)
= 7.5 in.
θs = maximum service rotation due to the total load (rads)
For this example, θs will include the rotations due to live load and
construction load (assume 0.005 rads) only. As a result of camber under
the prestressing force and permanent dead loads, prestressed beams
typically have end rotation under permanent dead loads in the opposite
direction than that of the live load end rotations. Conservatively assume
the end rotations to be zero under the effect of the prestressing and
permanent loads.
= 0.005944 rads (from a live load analysis program)
Rewrite Eq. S14.7.5.3.5-1 to determine the number of interior layers of elastomer, nu, for
uplift:
nu > 1.0GS(θs)(B/hri)2/σs

> 1.0(0.150)(5.71)(0.005944)(7.5/0.5)2/1.614
> 0.710
To prevent excessive stress on the edges of the elastomer, rectangular bearings fixed
against shear deformation must also satisfy:
σs < 2.25GS[1 - 0.167(θs/n)(B/hri)2] (S14.7.5.3.5-3)
Rewrite Eq. S14.7.5.3.5-3 to determine the number of interior layers of elastomer, nc,
required to limit compression along the edges.
nc > -0.167(θs)(B/hri)2/[σs/2.25GS - 1]

> -0.167(0.005944)(7.5/0.5)2/[1.614/[2.25(0.150)(5.71)] - 1]
> 1.37
Use 2 interior layers 0.5 in. thick each. Use exterior layers 0.25 in. thick each (< 70% of
the thickness of the interior layer).
Design Step 6.1.2.5 - Stability of elastomeric bearings (S14.7.5.3.6)
Bearings are investigated for instability at the service limit state load combinations
specified in Table S3.4.1-1.
Bearings satisfying Eq. S14.7.5.3.6-1 are considered stable, and no further investigation
of stability is required.
2A ≤ B (S14.7.5.3.6-1)
for which:
where:
L = 7.5 in.
W = 24 in.
hrt = total thickness of the elastomer in the bearing (in.)

= 2(0.25) + 2(0.5)
= 1.5 in.
For a rectangular bearing where L is greater than W, stability will be investigated by

interchanging L and W in Eqs. S14.7.5.3.6-2 and -3.
= 0.301
= 0.321
Check 2A ≤ B
2(0.301) = 0.602 > 0.321, therefore, the bearing is not stable and Eqs. S14.7.5.3.6-4 and
-5 need to be checked.
For bridge decks fixed against translation, the following equation needs to be satisfied to
ensure stability.
σs ≤ GS/(A - B) (S14.7.5.3.6-5)
However, if A - B ≤ 0, then the bearing is considered stable.
A - B = 0.301 - 0.321 = -0.02
Therefore, the bearing is stable.
Design Step 6.1.2.6 - Reinforcement (S14.7.5.3.7)
The reinforcement should sustain the tensile stresses induced by compression on the
bearing. With the present load limitations, the minimum steel plate thickness practical for
fabrication will usually provide adequate strength.
At the service limit state:
hs ≥ 3hmaxσs/Fy (S14.7.5.3.7-1)
where:
hmax = thickness of thickest elastomeric layer in elastomeric bearing (in.)

= 0.5 in.
σs = 1.614 ksi
Fy = yield strength of steel reinforcement (ksi)
= 36 ksi
hs(TL) ≥ 3(0.5)(1.614)/36
≥ 0.067 in.
At the fatigue limit state:
hs ≥ 2.0hmaxσL/ΔFTH (S14.7.5.3.7-2)
where:
hmax = 0.5 in.

σL = 129.9/[7.5(24)]
= 0.722 ksi
ΔFTH = constant amplitude fatigue threshold for Category A as specified in
Table S6.6.1.2.5-3 (ksi)
= 24 ksi
hs(LL) ≥ 2(0.5)(0.722)/24
≥ 0.030 in.
Use hs = 0.120 in. thick steel reinforcement plates; this is an 11 gage shim.
If holes exist in the reinforcement, the minimum thickness is increased by a factor equal
to twice the gross width divided by the net width. Holes in the reinforcement cause stress
concentrations. Their use should be discouraged. The required increase in steel
thickness accounts for both the material removed and the stress concentrations around
the hole.
The total height of the bearing, hrt:
hrt = cover layers + elastomer layers + shim thicknesses

= 2(0.25) + 2(0.5) + 3(0.120)
= 1.86 in.
Figure 6-2 - Dimensions of Elastomeric Bearing
Notes:
1. 11 gage steel shim thickness is held constant for all bearings

2. All cover layers and edge covers are to be 1/4-inch thick.
3. Total bearing thickness will include the summation of a masonry plate, a sole
plate, and the laminated elastomeric pad thickness.
4. Elastomer in all bearings shall have grade 60 Shore A Durometer hardness.
5. Pad shall be vulcanized to masonry plate and sole plate in the shop
6. Pad thickness shown is uncompressed.
A shear key between the bent cap and the concrete diaphragm will provide the
movement restraint in the longitudinal direction. See Figure 6-3.
Figure 6-3 - Longitudinal Fixity at Intermediate Bent

Design Step 7 Design of Substructure
Design Step 7.1 - Integral Abutment Design
General considerations and common practices
Integral abutments are used to eliminate expansion joints at the end of a bridge. They
often result in "Jointless Bridges" and serve to accomplish the following desirable
objectives:
 Long-term serviceability of the structure

 Minimal maintenance requirements
 Economical construction
 Improved aesthetics and safety considerations
A jointless bridge concept is defined as any design procedure that attempts to achieve
the goals listed above by eliminating as many expansion joints as possible. The ideal
jointless bridge, for example, contains no expansion joints in the superstructure,
substructure or deck.
Integral abutments are generally founded on one row of piles made of steel or concrete.
The use of one row of piles reduces the stiffness of the abutment and allows the
abutment to translate parallel to the longitudinal axis of the bridge. This permits the
elimination of expansion joints and movable bearings. Because the earth pressure on
the two end abutments is resisted by compression in the superstructure, the piles
supporting the integral abutments, unlike the piles supporting conventional abutments,
do not need to be designed to resist the earth loads on the abutments.
When expansion joints are completely eliminated from a bridge, thermal stresses must
be relieved or accounted for in some manner. The integral abutment bridge concept is
based on the assumption that due to the flexibility of the piles, thermal stresses are
transferred to the substructure by way of a rigid connection, i.e. the uniform temperature
change causes the abutment to translate without rotation. The concrete abutment
contains sufficient bulk to be considered as a rigid mass. A positive connection to the
girders is generally provided by encasing girder ends in the reinforced concrete
backwall. This provides for full transfer of forces due to thermal movements and live load
rotational displacement experienced by the abutment piles.
Design criteria
Neither the AASHTO-LRFD Specifications nor the AASHTO-Standard Specifications

contain detailed design criteria for integral abutments. In the absence of universally-
accepted design criteria, many states have developed their own design guidelines.
These guidelines have evolved over time and rely heavily on past experience with
integral abutments at a specific area. There are currently two distinctive approaches
used to design integral abutments:
 One group of states design the piles of an integral abutment to resist only gravity
loads applied to the abutment. No consideration is given to the effect of the
horizontal displacement of the abutment on the pile loads and/or pile resistance.
This approach is simple and has been used successfully. When the bridge is
outside a certain range set by the state, e.g. long bridges, other considerations
are taken into account in the design.
 The second approach accounts for effects of different loads, in additional to
gravity loads, when calculating pile loads. It also takes into account the effect of
the horizontal movements on the pile load resistance. One state that has detailed
design procedures following this approach is Pennsylvania.
The following discussion does not follow the practices of a specific state; it provides a
general overview of the current state-of-practice.
Bridge length limits
Most states set a limit on the bridge length of jointless bridges beyond which the bridge
is not considered a "typical bridge" and more detailed analysis is taken into account.
Typically, the bridge length is based on assuming that the total increase of the bridge
length under uniform temperature change from the extreme low to the extreme high
temperature is 4 inches. This means that the movement at the top of the pile at each end
is 2 inches or, when the bridge is constructed at the median temperature, a 1 inch
displacement in either direction. This results in a maximum bridge length of 600 ft. for
concrete bridges and 400 ft. for steel bridges at locations where the climate is defined as
"Moderate" in accordance to S3.12.2.1. The maximum length is shorter for regions
defined as having a "cold" climate.
Soil conditions
The above length limits assume that the soil conditions at the bridge location and behind
the abutment are such that the abutment may translate with relatively low soil resistance.
Therefore, most jurisdictions specify select granular fill for use behind integral
abutments. In addition, the fill within a few feet behind the integral abutment is typically
lightly compacted using a vibratory plate compactor (jumping jack). When bedrock, stiff
soil and/or boulders exist in the top layer of the soil (approximately the top 12 to 15 ft.), it
is typically required that oversized holes be drilled to a depth of approximately 15 ft.; the
piles are then installed in the oversized holes. Subsequently, the holes are filled with
sand. This procedure is intended to allow the piles to translate with minimal resistance.
Skew angle
Earth pressure acts in a direction perpendicular to the abutments. For skewed bridges,
the earth pressure forces on the two abutments produce a torque that causes the bridge
to twist in plan. Limiting the skew angle reduces this effect. For skewed, continuous
bridges, the twisting torque also results in additional forces acting on intermediate bents.
In addition, sharp skews are suspected to have caused cracking in some abutment
backwalls due to rotation and thermal movements. This cracking may be reduced or
eliminated by limiting the skew. Limiting the skew will also reduce or eliminate design
uncertainties, backfill compaction difficulty and the additional design and details that
would need to be worked out for the abutment U-wingwalls and approach slab.
Currently, there are no universally accepted limits on the degree of skew for integral
abutment bridges.
Horizontal alignment and bridge plan geometry
With relatively few exceptions, integral abutments are typically used for straight bridges.
For curved superstructures, the effect of the compression force resulting from the earth
pressure on the abutment is a cause for concern. For bridges with variable width, the
difference in the length of the abutments results in unbalanced earth pressure forces if
the two abutments are to move the same distance. To maintain force equilibrium, it is
expected that the shorter abutment will deflect more than the longer one. This difference
should be considered when determining the actual expected movement of the two
abutments as well as in the design of the piles and the expansion joints at the end of the
approach slabs (if used).
Grade
Some jurisdictions impose a limit on the maximum vertical grade between abutments.
These limits are intended to reduce the effect of the abutment earth pressure forces on
the abutment vertical reactions.
Girder types, maximum depth and placement
Integral abutments have been used for bridges with steel I-beams, concrete I-beams,
concrete bulb tees and concrete spread box beams.
Deeper abutments are subjected to larger earth pressure forces and, therefore, less
flexible. Girder depth limits have been imposed by some jurisdictions based on past
successful practices and are meant to ensure a reasonable level of abutment flexibility.
Soil conditions and the length of the bridge should be considered when determining
maximum depth limits. A maximum girder depth of 6 ft. has been used in the past.
Deeper girders may be allowed when the soil conditions are favorable and the total
length of the bridge is relatively short.
Type and orientation of piles
Integral abutments have been constructed using steel H-piles, concrete-filled steel pipe
piles and reinforced and prestressed concrete piles. For H-piles, there is no commonly
used orientation of the piles. In the past, H-piles have been placed both with their strong
axis parallel to the girder's longitudinal axis and in the perpendicular direction. Both
orientations provide satisfactory results.
Consideration of dynamic load allowance in pile design
Traditionally, dynamic load allowance is not considered in foundation design. However,

for integral abutment piles, it may be argued that the dynamic load allowance should be
considered in the design of the top portion of the pile. The rationale for this requirement
is that the piles are almost attached to the superstructure, therefore, the top portions of
the piles do no benefit from the damping effect of the soil.
Construction sequence
Typically, the connection between the girders and the integral abutment is made after
the deck is poured. The end portion of the deck and the backwall of the abutment are
usually poured at the same time. This sequence is intended to allow the dead load
rotation of the girder ends to take place without transferring these rotations to the piles.
Two integral abutment construction sequences have been used in the past:
 One-stage construction:
In this construction sequence, two piles are placed adjacent to each girder, one
pile on each side of the girder. A steel angle is connected to the two piles and the
girder is seated on the steel angle. The abutment pier cap (the portion below the
bottom of the beam) and the end diaphragm or backwall (the portion encasing
the ends of the beams) are poured at the same time. The abutment is typically
poured at the time the deck in the end span is poured.
 Two-stage construction:
Stage 1:
A pile cap supported on one row of vertical piles is constructed. The piles do not
have to line up with the girders. The top of the pile cap reaches the bottom of the
bearing pads under the girders. The top of the pile cap is required to be smooth
in the area directly under the girders and a strip approximately 4 in. wide around
this area. Other areas are typically roughened (i.e. rake finished).
Stage 2:
After pouring the entire deck slab, except for the portions of the deck immediately
adjacent to the integral abutment (approximately the end 4 ft. of the deck from
the front face of the abutment) the end diaphragm (backwall) encasing the ends
of the bridge girders is poured. The end portion of the deck is poured
simultaneously with the end diaphragm.
Negative moment connection between the integral abutment and the

superstructure
The rigid connection between the superstructure and the integral abutment results in the
development of negative moments at this location. Some early integral abutments
showed signs of deck cracking parallel to the integral abutments in the end section of the
deck due to the lack of proper reinforcement to resist this moment. This cracking was
prevented by specifying additional reinforcement connecting the deck to the back (fill)
face of the abutment. This reinforcement may be designed to resist the maximum
moment that may be transferred from the integral abutment to the superstructure. This
moment is taken equal to the sum of the plastic moments of the integral abutment piles.
The section depth used to design these bars may be taken equal to the girder depth plus
the deck thickness. The length of the bars extending into the deck is typically specified
by the bridge owner. This length is based on the length required for the superstructure
dead load positive moment to overcome the connection negative moment.
Wingwalls
Typically, U-wingwalls (wingwalls parallel to the longitudinal axis of the bridge) are used
in conjunction with integral abutments. A chamfer (typically 1 ft.) is used between the
abutment and the wingwalls to minimize concrete shrinkage cracking caused by the
abrupt change in thickness at the connection.
Approach slab
Bridges with integral abutments were constructed in the past with and without approach
slabs. Typically, bridges without approach slabs are located on secondary roads that
have asphalt pavements. Traffic and seasonal movements of the integral abutments
cause the fill behind the abutment to shift and to self compact. This often caused
settlement of the pavement directly adjacent to the abutment.
Providing a reinforced concrete approach slab tied to the bridge deck moves the
expansion joint away from the end of the bridge. In addition, the approach slab bridges
cover the area where the fill behind the abutment settles due to traffic compaction and
movements of the abutment. It also prevents undermining of the abutments due to
drainage at the bridge ends. Typically, approach slabs are cast on polyethylene sheets
to minimize the friction under the approach slab when the abutment moves.
The approach slab typically rests on the abutment at one end and on a sleeper slab at
the other. The approach slab differs from typical roadway pavement since the soil under
the approach slab is more likely to settle unevenly resulting in the approach slab bridging
a longer length than expected for roadway pavement. Typically, the soil support under
the approach slab is ignored in the design and the approach slab is designed as a one-
way slab bridging the length between the integral abutment and the sleeper slab. The
required length of the approach slab depends on the total depth of the integral abutment.
The sleeper slab should be placed outside the area where the soil is expected to be
affected by the movement of the integral abutment. This distance is a function of the
type of fill and the degree of compaction.
Due to the difference in stiffness between the superstructure and the approach slab, the
interface between the integral abutment and the approach slab should preferably allow
the approach slab to rotate freely at the end connected to the abutment. The
reinforcement bars connecting the abutment to the approach slab should be placed such
that the rotational restraint provided by these bars is minimized.
A contraction joint is placed at the interface between the approach slab and the integral
abutment. The contraction joint at this location provides a controlled crack location rather
than allowing a random crack pattern to develop.
Expansion joints
Typically, no expansion joints are provided at the interface between the approach slab
and the roadway pavement when the bridge total length is relatively small and the
roadway uses flexible pavement. For other cases, an expansion joint is typically used.
Bearing pads
Plain elastomeric bearing pads are placed under all girders when the integral abutment
is constructed using the two-stage sequence described above. The bearing pads are
intended to act as leveling pads and typically vary from ½ to ¾ in. thick. The pad length
parallel to the girder's longitudinal axis varies depending on the bridge owner's
specifications and the pad length in the perpendicular direction varies depending on the
width of the girder bottom flange and the owner's specifications. It is recommended to
block the area under the girders that is not in contact with the bearing pads using backer
rods. Blocking this area is intended to prevent honeycombing of the surrounding
concrete. Honeycombing will take place when the cement paste enters the gap between
the bottom of girder and the top of the pile cap in the area under the girders not in
contact with the bearing pads.
Design Step 7.1.1 - Gravity loads
Interior girder: unfactored loads

(See Table 5.3-3 for girder end shears)
N
o
n
c
o
m
p
o
s
i
t
e
:
G
S
E
T
Composite:
Parapets = 8.9 k
Future wearing = 12.0 k
surface
L
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l
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d
:
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m
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w
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=
=
Exterior girder: unfactored loads

(See Table 5.3-7 for girder end shears)
N
o
n
c
o
m
p
o
s
i
t
e
:
G
S
E
T
Composite:
Parapets = 8.9 k
Future wearing = 8.1 k
surface
Live load:
Maximum truck per lane (without impact or distribution = 64.42 k
factors)
Minimum truck per lane (without impact or distribution factors) = -6.68 k
Maximum lane per = 30.81 k
lane
Minimum lane per lane = -4.39 k
Figure 7.1-1 - General View of an Integral Abutment Showing Dimensions Used for
the Example
Figure 7.1-2 - Plan View of the Integral Abutment

Figure 7.1-3 - Elevation View of Integral Abutment and Tapered Wingwall
In the next section, "w" and "P" denote the load per unit length and the total load,
respectively. The subscripts denote the substructure component. Dimensions for each
component are given in Figures 7.1-1 through 7.1-3.
Pile cap: unfactored loading
Pile cap length along the skew = 55.354/cos 20

= 58.93 ft.
wcap = 3.25(3)(0.150)
= 1.46 k/ft
OR
Pcap = 1.46(58.93)
= 86.0 k
Concrete weight from the end diaphragm (approximate, girder volume not
removed): unfactored loading
Assuming bearing pad thickness of ¾ in., girder height of 72 in., haunch thickness of 4
in., and deck thickness of 8 in.:
wend dia = 3[(0.75 + 72 + 4 + 8)/12](0.150)

= 3.18 k/ft
OR
Pend dia = 3.18(58.93)

= 187.4 k
Wingwall: unfactored load
Awing = (123.75/12)(15) - ½ (14)(99.75/12)

= 96.5 ft2
Wingwall thickness = parapet thickness at the base

= 20.25 in. (given in Section 4)
Wingwall weight = 96.5(20.25/12)(0.150)

= 24.43 k
Chamfer weight = (123.75/12)(1.0)(1.0)(0.150)/2

= 0.77 k
Notice that the chamfer weight is insignificant and is not equal for the two sides of the
bridge due to the skew. For simplicity, it was calculated based on a right angle triangle
and the same weight is used for both sides.
Weight of two wingwalls plus chamfer = 2(24.43 + 0.77)

= 50.4 k
Parapet weight = 0.65 k/ft (given in Section 5.2)

Parapet length on wingwall and = 15 + 3/ sin 70
abutment = 18.19 ft.
Pparapet = 2(0.650)(18.19)
= 23.65 k total weight
Approach slab load acting on the integral abutment: unfactored loading
Approach slab length = 25 ft.
Approach slab width between parapets = 58.93 - 2[(20.25/12)/sin 70]

= 55.34 ft.
Self weight of the approach slab:
wapproach slab = ½ (25)(1.5)(0.150)

= 2.81 k/ft
OR
Papproach slab = 2.81(55.34)

= 155.5 k
Future wearing surface acting on the approach slab (assuming 25 psf):
wFWS = ½ (0.025)(25)
= 0.31 k/ft
OR
PFWS = 0.31(55.34)
= 17.2 k
Live load on the approach slab, reaction on integral abutment:
Plane load = ½ (0.64)(25) (S3.6.1.2.4)

= 8.0 k (one lane)
Notice that one truck is allowed in each traffic lane and that the truck load is included in
the girder reactions. Therefore, no trucks were assumed to exist on the approach slab
and only the uniform load was considered.
Design Step 7.1.2 - Pile cap design
The girder reactions, interior and exterior, are required for the design of the abutment
pile cap. Notice that neither the piles nor the abutment beam are infinitely rigid.
Therefore, loads on the piles due to live loads are affected by the location of the live load
across the width of the integral abutment. Moving the live load reaction across the
integral abutment and trying to maximize the load on a specific pile by changing the
number of loaded traffic lanes is not typically done when designing integral abutments.
As a simplification, the live load is assumed to exist on all traffic lanes and is distributed
equally to all girders in the bridge cross section. The sum of all dead and live loads on
the abutment is then distributed equally to all piles supporting the abutment.
The maximum number of traffic lanes allowed on the bridge based on the available width
(52 ft. between gutter lines) is:
Nlanes = 52 ft./12 ft. per lane

= 4.33 say 4 lanes
Factored dead load plus live load reactions for one interior girder, Strength I limit
state controls (assume the abutment is poured in two stages as discussed
earlier):
Maximum reaction Stage I:
PSI(I) = 1.25(girder + slab + haunch)

= 1.25(126.4)
= 158 k
Notice that construction loads should be added to the above reaction if construction
equipment is allowed on the bridge before pouring the backwall (Stage II).
Maximum reaction for Final Stage:
Including the dynamic load allowance (for design of the pile cap top portion of the piles):
PFNL(I) = 1.25(DC) + 1.50(DW) + 1.75(LL + IM)(Nlanes)/Ngirders

= 1.25(126.4 + 8.9) + 1.5(12.0) + 1.75[1.33(64.42) + 30.81](4)/6
= 323 k
Without the dynamic load allowance (for design of the lower portion of the piles):
PFNL(I) = 298.3 k
Factored dead load plus live load reactions for one exterior girder, Strength I limit
state controls:
Maximum reaction Stage I:
PSI(E) = 1.25(117.9)
= 147.4 k
Notice that construction loads should be added to the above reaction.
Maximum reaction for Final Stage:
Including the dynamic load allowance:
PFNL(E) = 1.25(DC) + 1.50(DW) + 1.75(LL + IM)(Nlanes)/Ngirders

= 1.25(117.9 + 8.9) + 1.5(8.1) + 1.75[1.33(64.42) + 30.81](4)/6
= 306.6 k
Without the dynamic load allowance:

PFNL(E)= 281.8 k
Design Step 7.1.3 - Piles
Typically, integral abutments may be supported on end bearing piles or friction piles.
Reinforced and prestressed concrete piles, concrete-filled steel pipe piles or steel H-
piles may be used. Steel H-piles will be used in this example.
Typically, the minimum distance between the piles and the end of the abutment,
measured along the skew, is taken as 1'-6" and the maximum distance is usually 2'-6".
These distances may vary from one jurisdiction to another. The piles are assumed to be
embedded 1'-6" into the abutment. Maximum pile spacing is assumed to be 10 ft. The
minimum pile spacing requirements of S10.7.1.5 shall apply.
 From S10.7.1.5, the center-to-center pile spacing shall not be less than the
greater of 30.0 in. or 2.5 pile diameters (or widths). The edge distance from the
side of any pile to the nearest edge of the footing shall be greater than 9.0 in.
 According to S10.7.1.5, where a reinforced concrete beam is cast-in-place and
used as a bent cap supported by piles, the concrete cover at the sides of the
piles shall be greater than 6.0 in., plus an allowance for permissible pile
misalignment, and the piles shall project at least 6.0 in. into the cap. This
provision is specifically for bent caps, therefore, keep 1'-6" pile projection for
integral abutment to allow the development of moments in the piles due to
movements of the abutment without distressing the surrounding concrete.
From Figure 7.1-2, steel H-piles are shown to be driven with their weak axis
perpendicular to the centerline of the beams. As discussed earlier, piles were also
successfully driven with their strong axis perpendicular to the centerline of the beams in
the past.
According to S10.7.4.1, the structural design of driven concrete, steel, and timber piles
must be in accordance with the provisions of Sections S5, S6, and S8 respectively.
Articles S5.7.4, S5.13.4, S6.15, S8.4.13, and S8.5.2.2 contain specific provisions for
concrete, steel, and wood piles. Design of piles supporting axial load only requires an
allowance for unintended eccentricity. For the steel H-piles used in this example, this
has been accounted for by the resistance factors in S6.5.4.2 for steel piles.
General pile design
As indicated earlier, piles in this example are designed for gravity loads only.
Generally, the design of the piles is controlled by the minimum capacity as determined
for the following cases:
 Case A - Capacity of the pile as a structural member according to the procedures
outlined in S6.15. The design for combined moment and axial force will be based
on an analysis that takes the effect of the soil into account.
 Case B - Capacity of the pile to transfer load to the ground.
 Case C - Capacity of the ground to support the load.
For piles on competent rock, only Case A needs to be investigated.
Design Step 7.1.3.1 - Pile compressive resistance (S6.15 and S6.9.2)
The factored resistance of components in compression, Pr, is taken as:
Pr = φPn (S6.9.2.1-1)
where:
Pn = nominal compressive resistance specified in S6.9.4 and S6.9.5 (kip)

φc = resistance factor for axial compression, steel only as specified in
S6.5.4.2
= 0.5 for H-piles assuming severe driving conditions
Check the width/thickness requirements per S6.9.4.2. Assume HP12x53 piles.
Slenderness of plates must satisfy:
where:
k = plate buckling coefficient as specified in Table S6.9.4.2-1 = 0.56 for

flanges and projecting legs or plates
b = width of plate equals one-half of flange width as specified in Table
S6.9.4.2-1 (in.) = 12.045/2 = 6.02 in.
t = flange thickness (in.) = 0.435 in.
= 13.8
= 15.9 > 13.8
Therefore, use S6.9.4.1 to calculate the compressive resistance.
(Notice that the b/t ratio for the webs of HP sections is always within the limits of Table
S6.9.4.2-1 for webs and, therefore, need not be checked.)
For piles fully embedded in soil, the section is considered continuously braced and Eq.
S6.9.4.1-1 is reduced to Pn = FyAs.
Pn = 36(15.5)
= 558 k
Therefore, the factored resistance of components in compression, Pr, is taken as:
Pr = φPn
= 0.5(558)
= 279 k
The above capacity applies to the pile at its lower end where damage from driving may
have taken place. At the top of the pile, higher resistance factors that do not account for
damage may be used. For piles designed for gravity loads only, as in this example, the
resistance at the lower end will always control due to the lower resistance factor
regardless if the dynamic load allowance is considered in determining the load at the top
of the pile or not (notice that the dynamic load allowance is not considered in
determining the load at the bottom of the pile).
Design Step 7.1.3.2 - Determine the number of piles required
Maximum total girder reactions for Stage I (detailed calculations of girder reactions
shown earlier):
PSI (Total) = 2(147.4) + 4(158) = 926.8 k
Maximum total girder reaction for final stage not including the dynamic load allowance
(detailed calculations of girder reactions shown earlier):
PFNL(Total) = 2(281.8) + 4(298.3)

= 1,756.8 k
Maximum factored DL + LL on the abutment, Strength I limit state controls:
PStr. I = PFNL(Total) + 1.25(DC) + 1.50(DW) + 1.75(LLmax)(Nlanes)

= 1,756.8 + 1.25(86.0 + 187.4 + 50.4 + 23.65 + 155.5) + 1.5(17.2) +
1.75(8.0)(4)
= 1,756.8 + 710.5
= 2,467 k
where:
"PFNL(Total) " is the total factored DL + LL reaction of the bridge girders on the abutment.
"DC " includes the weight of the pile cap, diaphragm, wingwalls, approach slab and
parapet on the wingwalls.
"DW " includes the weight of the future wearing surface on the approach slab.
"LLmax " is the live load reaction from the approach slab transferred to the abutment (per
lane)
"Nlanes " is the maximum number of traffic lanes that fit on the approach slab, 4 lanes.
Therefore, the number of piles required to resist the applied dead and live loads is:
Npiles = PStr. I/Pr

= 2,467/279
= 8.84 piles, say 9 piles
Design Step 7.1.3.3 - Pile spacing
Total length of the pile cap = 58.93 ft.
Assume pile spacing is 6'-11 " (6.917 ft.) which provides more than the recommended
edge distance of 1'-6 " for the piles.
Pile end distance = [58.93 -8(6.917)]/2

= 1.80 ft. (1'-9 ½ ")
Design Step 7.1.4 - Backwall design
The thickness of the abutment backwall is taken to be 3 ft.
Design of the pier cap for gravity loads
For an integral abutment constructed in two stages, the abutment is designed to resist
gravity loads as follows:
 Case A - The first stage of the abutment, i.e., the part of the abutment below the
bearing pads, is designed to resist the self weight of the abutment, including the
diaphragm, plus the reaction of the girders due to the self weight of the girder
plus the deck slab and haunch.
 Case B - The entire abutment beam, including the diaphragm, is designed under
the effect of the full loads on the abutment.
Instead of analyzing the abutment beam as a continuous beam supported on rigid

supports at pile locations, the following simplification is common in conducting these
calculations and is used in this example:
 Calculate moments assuming the abutment beam acting as a simple span

between piles and then taking 80% of the simple span moment to account for the
continuity. The location of the girder reaction is often assumed at the midspan for
moment calculations and near the end for shear calculations. This assumed
position of the girders is meant to produce maximum possible load effects. Due
to the relatively large dimensions of the pile cap, the required reinforcement is
typically light even with this conservative simplification.
Concrete compressive strength, f′c = 3 ksi
Reinforcing steel yield strength, Fy = 60 ksi
Pile spacing = 6.917 ft.
Case A
The maximum factored load due to the girders and slab (from the interior girder):
Pu = 1.5(126.4)
= 189.6 k
Factored load due to the self weight of the pile cap and diaphragm:
wu = 1.5(1.46 + 3.18)

= 6.96 k/ft
Notice that only dead loads exist at this stage. The 1.5 load factor in the above
equations is for Strength III limit state, which does not include live loads.
Flexural design for Case A
The maximum positive moment, Mu, assuming a simple span girder, is at midspan
between piles. The simple span moments are reduced by 20% to account for continuity:
Mu = Pul/4 + wul2/8

= 0.8[189.6(6.917)/4 + 6.96(6.917)2/8]
= 295.6 k-ft
Determine the required reinforcing at the bottom of the pile cap.
Mr = φMn (S5.7.3.2.1-1)
The nominal flexural resistance, Mn, is calculated using Eq. (S5.7.3.2.2-1).
Mn = Asfy(ds -a/2) (S5.7.3.2.2-1)
where:
As = area of nonpresstressed tension reinforcement (in2), notice that available

room will only allow four bars, two on either side of the piles. Use 4 #8
bars.
= 4(0.79)
= 3.16 in2
fy = specified yield strength of reinforcing bars (ksi)
= 60 ksi
ds = distance from the extreme compression fiber to the centroid of the
nonprestressed tensile reinforcement (in.)
= depth of pile cap -bottom cover -½ diameter bar
= 3.25(12) -3 -½(1.0)
= 35.5 in.
a = cβ1, depth of the equivalent stress block (in.) (S5.7.3.1.1-4)
= Asfy/0.85f′cb
= 3.16(60)/[0.85(3)(3.0)(12)]
= 2.07 in.
Mn = 3.16(60)(35.5 -2.07/2)/12

= 544.5 k-ft
Therefore,
Mr = 0.9(544.5)
= 490 k-ft > Mu = 295.6 k-ft OK
Negative moment over the piles is taken equal to the positive moment. Use the same
reinforcement at the top of the pile cap as determined for the bottom (4 #8 bars).
By inspection:
 Mr > 4/3(Mu). This means the minimum reinforcement requirements of S5.7.3.3.2
are satisfied.
 The depth of the compression block is small relative to the section effective
depth. This means that the maximum reinforcement requirements of S5.7.3.3.1
are satisfied.
Shear design for Case A
The maximum factored shear due to the construction loads assuming the simple span
condition and girder reaction at the end of the span:
Vu = Pu + wul/2
= 189.6 + 6.96(6.917)/2
= 213.7 k
The factored shear resistance, Vr, is calculated as:
Vr = φVn (S5.8.2.1-2)
The nominal shear resistance, Vn, is calculated according to S5.8.3.3 and is the lesser
of:
Vn = Vc + Vs (S5.8.3.3-1)
OR
Vn = 0.25f′cbvdv (S5.8.3.3-2)
where:
Vc
β = factor indicating ability of diagonally cracked concrete to transmit

tension as specified in S5.8.3.4
= 2.0
f′c = specified compressive strength of the concrete (ksi)
= 3.0 ksi
bv = effective shear width taken as the minimum web width within the depth
dv as determined in S5.8.2.9 (in.)
dv = effective shear depth as determined in S5.8.2.9 (in.)
= 36 in.
S5.8.2.9 states that dv is not to be taken less than the greater of 0.9de or 0.72h
dv = de -a/2
= 35.5-(2.07/2)
= 34.47 in.
0.9de = 0.9(35.5)
= 31.95 in.
0.72 = 0.72[3.25(12)]
h = 28.08 in.
Therefore, dv should be taken as 34.47 in.
Vc
= 135.8 k
Assuming shear reinforcement is #5 @ 10 in. spacing perpendicular to the pier cap

longitudinal axis.
Vs = Avfydv/s (S5.8.3.3-4)
where:
Av = area of shear reinforcement within a distance "s " (in2)

= 2 legs(0.31)
= 0.62 in2
s = spacing of stirrups (in.)
= 10 in.
Vs = 0.62(60)(34.47)/10
= 128.2 k
The nominal shear resistance, Vn, is taken as the smaller of:
Vn = 135.8 + 128.2= 264 k
OR
Vn = 0.25(3)(36)(34.47) = 930.7 k
Therefore, use the shear resistance due to the concrete and transverse steel
reinforcement.
Vr = φVn
= 0.9(264)
= 237.6 k > Vu = 213.7 k OK
Case B
The maximum factored load due to all applied dead and live loads which include the
approach slab, live load on approach slab, etc. The load due to the wingwalls is not
included since its load minimally affects the responses at the locations where girder
reactions are applied.
Point load:
PStr -I = maximum factored girder reaction calculated earlier

= 323 k
Notice that the 323 k assumes that the live load is distributed equally to all girders. This
approximation is acceptable since this load is assumed to be applied at the critical
location for moment and shear. Alternately, the maximum reaction from the tables in
Section 5.3 may be used.
Distributed load:
wStr -I = 1.25(cap self wt. + end diaph. + approach slab) + 1.5(approach FWS)
+ 1.75(approach slab lane load)(Nlanes)/Labutment
= 1.25(1.46 + 3.18 + 2.81) + 1.5(0.31) + 1.75(8.0)(4)/58.93
= 10.73 k/ft
Flexural design for Case B
The maximum positive moment is calculated assuming the girder reaction is applied at
the midspan between piles and taking 80% of the simple span moment.
Mu = 0.8[323(6.917)/4 + 10.73(6.917)2/8]

= 498.2 k-ft
Determine the required reinforcing at the bottom of the pile cap.
Mr = φMn (S5.7.3.2.1-1)
and
Mn = Asfy(ds -a/2) (S5.7.3.2.2-1)
where:
As = use 4 #8 bars

= 4(0.79)
= 3.16 in2
fy = 60 ksi
ds = total depth of int. abut. (no haunch) -bottom cover -½ bar diameter
= 119.75 -3 -½(1.0)
= 116.25 in.
a = Asfy/0.85f′cb (S5.7.3.1.1-4)
= 3.16(60)/[0.85(3)(3.0)(12)]
= 2.07 in.
Mn = 3.16(60)(116.25 -2.07/2)/12
= 1,820 k-ft
Therefore,
Mr = 0.9(1,820)
= 1,638 k-ft > Mu = 498.2 k-ft OK
Negative moment over the piles is taken equal to the positive moment. Use the same
reinforcement at the top of the abutment beam as determined for the bottom (4 #8 bars).
By inspection:
 Mr > 4/3(Mu).
 The depth of the compression block is small relative to the section effective
depth.
Shear design for Case B
Assume the girder reaction is adjacent to the pile.
The maximum factored shear due to all applied loading:
Vu = Pu + wul/2
= 323 + 10.73(6.917)/2
= 360.1 k
Vr = φVn (S5.8.2.1-2)
of:
Vn = Vc + Vs (S5.8.3.3-1)
OR
Vn = 0.25f′cbvdv (S5.8.3.3-2)
where:
Vc
β = 2.0
f′c = 3.0 ksi
bv = 36 in.
dv = de -a/2
de = 116.25 in. (calculated earlier)
dv = 116.25 -(2.07/2)
= 115.2 in.
0.9de = 0.9(116.25)
= 104.6 in.
0.72 = 0.72(119.75)
h = 86.22 in.
The nominal shear resistance, Vn, is taken as the lesser of:
Vc =
= 454.0 k
Notice that Vc is large enough, relative to the applied load, that the contribution of the
transverse shear reinforcement, Vs, is not needed.
OR
Vn = 0.25(3)(36)(115.2)
= 3,110.4 k
Therefore, use the shear resistance due to the concrete, Vc
Vr = φVn
= 0.9(454.0)
= 408.6 k > Vu
= 360.1 k OK
Typical reinforcement details of the abutment beam are shown in Figures 7.1-4 through
7.1-7. Notice that bar shapes vary depending on the presence of girders and/or piles at
the section.
Figure 7.1-4 -Integral Abutment Reinforcement, Girder and Pile Exist at the Same
Section
Figure 7.1-5 -Integral Abutment Reinforcement, No Girder and No Pile at the
Section
Figure 7.1-6 -Integral Abutment Reinforcement, Girder, No Pile at the Section

Figure 7.1-7 -Integral Abutment Reinforcement, Pile Without Girder
Design Step 7.1.4.1 - Design the backwall as a horizontal beam resisting passive
earth pressure
Figure 7.1-8 -Passive Earth Pressure Applied to Backwall
Calculate the adequacy of the backwall to resist passive pressure due to the abutment
backfill material.
Passive earth pressure coefficient, kp = (1 + sin Φ)/(1 -sin Φ)
(Notice that kp may also be obtained from Figure S3.11.5.4-1)
wp = ½ γz2kp (S3.11.5.1-1)
where:
wp = passive earth pressure per unit length of backwall (k/ft)

γ = unit weight of soil bearing on the backwall (kcf)
= 0.130 kcf
z = height of the backwall from the bottom of the approach slab to the
bottom of the pile cap (ft.)
= slab + haunch + girder depth + bearing pad thickness + pile cap depth -
approach slab thickness
= (8/12) + (4/12) + 6 + (0.75/12) + 3.25 -1.5
= 8.81 ft.
Φ = internal friction of backfill soil assumed to be 30°
wp = ½ (0.130)(8.81)2[(1 + sin 30)/(1 -sin 30)]

= 15.1 k/ft of wall
Notice that developing full passive earth pressure requires relatively large displacement
of the structure (0.01 to 0.04 of the height of the structure for cohesionless fill). The
expected displacement of the abutment is typically less than that required to develop full
passive pressure. However, these calculations are typically not critical since using full
passive pressure is not expected to place high demand on the structure or cause
congestion of reinforcement.
No load factor for passive earth pressure is specified in the LRFD specifications.
Assume the load factor is equal to that of the active earth pressure (φ = 1.5).
wu = φEHwp
= 1.5(15.1)
= 22.65 k/ft of wall
The backwall acts as a continuous horizontal beam supported on the girders, i.e., with
spans equal to the girder spacing along the skew.
Mu ≈ wul2/8
= 22.65(9.667/cos 20)2/8
= 300 k-ft/ft
Calculate the nominal flexural resistance, Mr, of the backwall.
Mr = φMn (S5.7.3.2.1-1)
and
Mn = Asfy(ds -a/2) (S5.7.3.2.2-1)
where:
As = area of the longitudinal reinforcement bars at front face (tension side) of
the abutment (9 #6 bars)
= 9(0.44)
= 3.96 in2
fy = 60 ksi
ds = width of backwall -concrete cover -vertical bar dia. -½ bar dia.
= 3.0(12) -3 -0.625 -½ (0.75)
= 32.0 in.
a = Asfy/0.85f′cb (S5.7.3.1.1-4)
where "b " is the height of the component
= 3.96(60)/[0.85(3)(119.75)]
= 0.78 in.
Mn = 3.96(60)(32.0 -0.78/2)/12

= 626 k-ft/ft
Therefore, the factored flexural resistance, where φ = 0.9 for flexure (S5.5.4.2.1), is
taken as:
Mr = 0.9(626)
= 563 k-ft/ft > Mu
= 300 k-ft/ft OK
By inspection:
 Mr > 4/3(Mu).
 The depth of the compression block is small relative to the depth.
Check shear for the section of backwall between girders:
Vu = Pul/2
= 22.65(9.667/sin 20)/2
= 116.5 k/ft
Vr = φVn (S5.8.2.1-2)
of:
Vn = Vc + Vs (S5.8.3.3-1)
OR
Vn = 0.25f′cbvdv (S5.8.3.3-2)
where:
Vc
β = 2.0
f′c = 3.0 ksi
bv = effective horizontal beam width taken as the abutment depth (in.)
= 119.75 in.
dv = de -a/2
= 32.0 -(0.78/2)
= 31.61 in.
0.9de = 0.9(32.0)
= 28.8 in.
0.72 = 0.72(36)
h = 25.92 in.
Ignore the contribution of the transverse reinforcement to the shear resistance (i.e., Vs =
0), Vn is taken as the smaller of:
Vc =
= 414.4 k/ft
OR
Vn = 0.25(3)(119.75)(31.61)
= 2,839 k/ft
Therefore, use the shear resistance due to the concrete, Vc
Vr = φVn
= 0.9(414.4) = 373.0 k/ft > Vu
= 116.5 k/ft OK
Design Step 7.1.5 - Wingwall design
There is no widely accepted method of determining design loads for the wingwalls of
integral abutments. The following design procedure will result in a conservative design
as it takes into account maximum possible loads.
Two load cases are considered:
Load Case 1:
The wingwall is subjected to passive earth pressure. This case accounts for the
possibility of the bridge moving laterally and pushing the wingwall against the fill. It is not
likely that the displacement will be sufficient to develop full passive pressure. However,
there is no available method to determine the expected pressure with certainty. This load
case is considered under strength limit state.
Load Case 2:
The wingwall is subjected to active pressure and collision load on the parapet. Active
pressure was considered instead of passive to account for the low probability that a
collision load and passive pressure will exist simultaneously. This load case is
considered at the extreme event limit state, i.e. φ = 1.0 (Table S3.4.1-1)
Angle of internal friction of fill, Φ = 30 degrees

Coefficient of active earth = (1 -sin Φ)/(1 + sin Φ)
pressure, ka = 0.333
Coefficient of passive earth = (1 + sin Φ)/(1 -sin Φ)
pressure, kp =3
ka/kp = 0.333/3
= 0.111
Load Case 1
From Figure 7.1-9 and utilizing properties of a right angle pyramid [volume = 1/3(base
area)(height) and the center of gravity (applied at a distance measured from the vertical
leg of the right angle pyramid) = ¼ base length].
Moment at the critical section for moment under passive pressure:
Mp = 0.2(14)(0.5)(14/2) + 0.2[14(8.31/2)](14/3) + (1/3)[3.24(8.31)(14/2)](14/4)

= 284 k-ft
Minimum required factored flexural resistance, Mr = 284 k-ft.
Mr = φMn (S5.7.3.2.1-1)
where:
Mn = nominal resistance (k-ft)

= Mp
φ = 0.9 for flexure at the strength limit state (S5.5.4.2)
Min. required Mn = 284/0.9
= 316 k-ft
Load Case 2
Moment on the critical section for moment under active pressure:
Ma = 0.111(284)
= 31.5 k-ft
Moment from collision load on the parapet:
From SA13.2 for Test Level 5, the crash load on the parapet is equal to 124 kips and is
applied over a length of 8 ft.
Maximum collision moment on the critical section:
M = 124(14 -8/2)

= 1,240 k-ft
Total moment for Load Case 2, = 1,240 + 31.5

Mtotal = 1,271.5 k-ft
The minimum required factored flexural resistance, Mr = 1,271.5 k-ft
Mr = φMn (S5.7.3.2.1-1)
where:
φ = 1.0 for flexure at the extreme event limit state
Min. required M = 1,271.5/1.0
n = 1,271.5 k-ft
From the two cases of loading:
Mn required = 1,271.5 k-ft

Develop a section that provides the minimum nominal flexural resistance
Assuming reinforcement of #8 @ 6 in.
Number of bars within the 10.3125 ft. height of the wing wall = 22 bars
Section thickness = parapet thickness at base

= 20.25 in.
Concrete cover = 3 in.
The nominal flexural resistance, Mn, is taken as:
Mn = Asfy(ds -a/2) (S5.7.3.2.2-1)
where:
ds = section thickness -cover -½ bar diameter

= 20.25 -3 -½(1.0)
= 16.75 in.
As = 22(0.79)
= 17.38 in2
a = Asfy/0.85f′cb (S5.7.3.1.1-4)
= 17.38(60)/[0.85(3)(123.75)]
= 3.30 in.
Mn = Asfy(ds -a/2)

= 17.38(60)(16.75 -3.30/2)/12
= 1,312 k-ft > 1,271.5 k-ft required OK
Secondary reinforcement of the wingwall is not by design, it is only meant for shrinkage.
Use #6 @ 12 in. spacing as shown in Figure 7.1-10.
Figure 7.1-9 -Wingwall Dimensions
Figure 7.1-10 -Wingwall Reinforcement
Design Step 7.1.6 - Design of approach slab
Approach slab loading for a 1 ft. wide strip:
wself = 0.15(1.5) = 0.225 k/ft
wFWS = 0.025 k/ft
Factored distributed dead loading:
wStr I = 1.25(0.225) + 1.50(0.025) = 0.32 k/ft

Live load distribution width (S4.6.2.3)
The equivalent strip width of longitudinal strips per lane for both shear and moment is
calculated according to the provisions of S4.6.2.3.
 For single lane loaded
 For multiple lanes loaded
where:
E = equivalent width (in.)
L1 = modified span length taken equal to the lesser of the actual span or 60.0 ft.
(ft.)
W1 = modified edge-to-edge width of bridge taken to be equal to the lesser of the

actual width or 60.0 ft. for multilane lading, or 30.0 ft. for single-lane loading (ft.)
W = physical edge-to-edge width of bridge (ft.)
NL = number of design lanes as specified in S3.6.1.1.1
Therefore, the equivalent strip width is:
E = 137.6 in.
Live load maximum moment:
Lane load: max moment = 0.64(25)2/8 = 50 k-ft
Truck load: max moment = 207.4 k-ft (from live load analysis output for a 25 ft. simple
span)
Total LL + IM = 50 + 1.33(207.4) = 325.8 k-ft
Total LL + IM moment per unit width of slab = 325.8/(137.6/12) = 28.4 k-ft/ft
Maximum factored positive moment per unit width of slab due to dead load plus live
load:
Mu = wl2/8 + 1.75(LL + IM moment) = 0.32(25)2/8 + 1.75(28.4) = 74.7 k-ft
The factored flexural resistance, Mr, is taken as:
Mr = φMn (S5.7.3.2.1-1)
and
Mn = Asfy(d -a/2) (S5.7.3.2.2-1)
where:
As = use #9 bars at 9 in. spacing

= 1.0(12/9)
= 1.33 in2 per one foot of slab
fy = 60 ksi
d = slab depth -cover (cast against soil) -½ bar diameter

= 1.5(12) -3 -½ (1.128)
= 14.4 in.
a = Asfy/0.85f′cb
= 1.33(60)/[0.85(3)(12)]
= 2.61 in. (S5.7.3.1.1-4)
Mn = 1.33(60)(14.4 -2.61/2)/12 = 87.1 k-ft
Therefore,
Mr = 0.9(87.1)
= 78.4 k-ft > Mu
= 74.7 k-ft OK
Design Step 7.1.6.1 - Bottom distribution reinforcement (S9.7.3.2)

For main reinforcement parallel to traffic, the minimum distribution reinforcement is taken
as a percentage of the main reinforcement:
where:
S = the effective span length taken as equal to the effective length specified in S9.7.2.3
(ft.)
Assuming "S" is equal to the approach slab length,
Main reinforcement: #9 @ 9 in. = 1.0(12/9) = 1.33 in2/ft
Required distribution reinforcement = 0.2(1.33) = 0.27 in2/ft
Use #6 @ 12 in. = 0.44 in2/ft > required reinforcement OK
Figure 7.1-11 -Typical Approach Slab Reinforcement Details
Design Step 7.1.7 - Sleeper slab
No design provisions are available for sleeper slabs. The reinforcement is typically
shown as a standard detail. If desired, moment in the sleeper slab may be determined
assuming the wheel load is applied at the midpoint of a length assumed to bridge over
settled fill, say a 5 ft. span length.
Figure 7.1-12 -Sleeper Slab Details Used by the Pennsylvania Department of
Transportation

Design Step 7 Design of Substructure
Design Step 7.2 - Intermediate Pier Design
Design Step 7.2.1 - Substructure loads and load application
In the following sections, the word "pier" is used to refer to the intermediate pier or
intermediate bent.
Dead load
Notice that the LRFD specifications include a maximum and minimum load factor for
dead load. The intent is to apply the maximum or the minimum load factors to all dead
loads on the structure. It is not required to apply maximum load factors to some dead
loads and minimum load factors simultaneously to other dead loads to obtain the
absolute maximum load effects.
Live load transmitted from the superstructure to the substructure
Accurately determining live load effects on intermediate piers always represented an

interesting problem. The live load case of loading producing the maximum girder
reactions on the substructure varies from one girder to another and, therefore, the case
of loading that maximizes live load effects at any section of the substructure also varies
from one section to another. The equations used to determine the girder live load
distribution produce the maximum possible live load distributed to a girder without
consideration to the live load distributed concurrently to the surrounding girders. This is
adequate for girder design but is not sufficient for substructure design. Determining the
concurrent girder reactions requires a three-dimensional modeling of the structure. For
typical structures, this will be cumbersome and the return, in terms of more accurate
results, is not justifiable. In the past, different jurisdictions opted to incorporate some
simplifications in the application of live loads to the substructure and these procedures,
which are independent of the design specifications, are still applicable under the
AASHTO-LRFD design specifications. The goal of these simplifications is to allow the
substructure to be analyzed as a two-dimensional frame. One common procedure is as
follows:
 Live load reaction on the intermediate pier from one traffic lane is determined.
This reaction from the live load uniform load is distributed over a 10 ft. width and
the reaction from the truck is applied as two concentrated loads 6 ft. apart. This
means that the live load reaction at the pier location from each traffic lane is a
line load 10 ft. wide and two concentrated loads 6 ft. apart. The loads are
assumed to fit within a 12 ft. wide traffic lane. The reactions from the uniform load
and the truck may be moved within the width of the traffic lane, however, neither
of the two truck axle loads may be placed closer than 2 ft. from the edge of the
traffic lane.
 The live load reaction is applied to the deck at the pier location. The load is
distributed to the girders assuming the deck acts as a series of simple spans
supported on the girders. The girder reactions are then applied to the pier. In all
cases, the appropriate multiple presence factor is applied.
 First, one lane is loaded. The reaction from that lane is moved across the width
of the bridge. To maximize the loads, the location of the 12 ft. wide traffic lane is
assumed to move across the full width of the bridge between gutter lines. Moving
the traffic lane location in this manner provides for the possibility of widening the
bridge in the future and/or eliminating or narrowing the shoulders to add
additional traffic lanes. For each load location, the girder reactions transmitted to
the pier are calculated and the pier itself is analyzed.
 Second, two traffic lanes are loaded. Each of the two lanes is moved across the
width of the bridge to maximize the load effects on the pier. All possible
combinations of the traffic lane locations should be included.
 The calculations are repeated for three lanes loaded, four lanes loaded and so
forth depending on the width of the bridge.
 The maximum and minimum load effects, i.e. moment, shear, torsion and axial
force, at each section from all load cases are determined as well as the other
concurrent load effects, e.g. maximum moment and concurrent shear and axial
loads. When a design provision involves the combined effect of more than one
load effect, e.g. moment and axial load, the maximum and minimum values of
each load effect and the concurrent values of the other load effects are
considered as separate load cases. This results in a large number of load cases
to be checked. Alternatively, a more conservative procedure that results in a
smaller number of load cases may be used. In this procedure, the envelopes of
the load effects are determined. For all members except for the columns and
footings, the maximum values of all load effects are applied simultaneously. For
columns and footings, two cases are checked, the case of maximum axial load
and minimum moment and the case of maximum moment and minimum axial
load.
This procedure is best suited for computer programs. For hand calculations, this
procedure would be cumbersome. In lieu of this lengthy process, a simplified procedure
used satisfactorily in the past may be utilized.
Load combinations
The live load effects are combined with other loads to determine the maximum factored
loads for all applicable limit states. For loads other than live, when maximum and
minimum load factors are specified, each of these two factored loads should be
considered as separate cases of loading. Each section is subsequently designed for the
controlling limit state.
Temperature and shrinkage forces
The effects of the change in superstructure length due to temperature changes and, in
some cases, due to concrete shrinkage, are typically considered in the design of the
substructure.
In addition to the change in superstructure length, the substructure member lengths also
change due to temperature change and concrete shrinkage. The policy of including the
effects of the substructure length change on the substructure forces varies from one
jurisdiction to another. These effects on the pier cap are typically small and may be
ignored without measurable effect on the design of the cap. However, the effect of the
change in the pier cap length may produce a significant force in the columns of multiple
column bents. This force is dependant on:
 The length and stiffness of the columns: higher forces are developed in short,
stiff columns
 The distance from the column to the point of equilibrium of the pier (the point that
does not move laterally when the pier is subjected to a uniform temperature
change): Higher column forces develop as the point of interest moves farther
away from the point of equilibrium. The point of equilibrium for a particular pier
varies depending on the relative stiffness of the columns. For a symmetric pier,
the point of equilibrium lies on the axis of symmetry. The column forces due to
the pier cap length changes are higher for the outer columns of multi-column
bents. These forces increase with the increase in the width of the bridge.
Torsion
Another force effect that some computer design programs use in pier design is the
torsion in the pier cap. This torsion is applied to the pier cap as a concentrated torque at
the girder locations. The magnitude of the torque at each girder location is calculated
differently depending on the source of the torque.
 Torque due to horizontal loads acting on the superstructure parallel to the bridge
longitudinal axis: The magnitude is often taken equal to the horizontal load on the
bearing under the limit state being considered multiplied by the distance from the
point of load application to mid-height of the pier cap, e.g. braking forces are
assumed to be applied 6 ft. above the deck surface.
 Torque due to noncomposite dead load on simple spans made continuous for
live load: Torque at each girder location is taken equal to the difference between
the product of the noncomposite dead load reaction and the distance to the mid-
width of the cap for the two bearings under the girder line being considered.
According to SC5.8.2.1, if the factored torsional moment is less than one-quarter of the
factored pure torsional cracking moment, it will cause only a very small reduction in
shear capacity or flexural capacity and, hence, can be neglected. For pier caps, the
magnitude of the torsional moments is typically small relative to the torsional cracking
moments and, therefore, is typically ignored in hand calculations.
For the purpose of this example, a computer program that calculates the maximum and
minimum of each load effect and the other concurrent load effects was used. Load
effects due to substructure temperature expansion/contraction and concrete shrinkage
were not included in the design. The results are listed in Appendix C. Selected values
representing the controlling case of loading are used in the sample calculations.
Superstructure dead load
These loads can be obtained from Section 5.2 of the superstructure portion of this
design example.
Summary of the unfactored loading applied vertically at each bearing (12 bearings total,
2 per girder line):
Girders (E/I) = 61.6 k

Deck slab and haunch (E) = 55.1 k
Deck slab and haunch (I) = 62.2 k
Intermediate diaphragm = 1.3 k
(E)
Intermediate diaphragm (I) = 2.5 k
Parapets (E/I) = 14.8 k
Future wearing surface (E) = 13.4 k
Future wearing surface (I) = 19.9 k
(E) - exterior girder

(I) - interior girder
Substructure dead load
Figure 7.2-1 - General Pier Dimensions
Pier cap unfactored dead load

wcap = (cap cross-sectional area)(unit weight of concrete)
Varying cross-section at the pier cap ends:
wcap1 = varies linearly from 2(2)(0.150)

= 0.6 k/ft to 4(4)(0.150)
= 2.4 k/ft
Constant cross-section:
wcap2 = 4(4)(0.150)
= 2.4 k/ft
OR
Pcap = 2.4(45.75) + [(2 + 4)/2](0.150)(13.167)

= 115.7 k
Single column unfactored dead load

wcolumn = (column cross sectional area)(unit weight of concrete)
= π(1.75)2(0.150)
= 1.44 k/ft
OR
Pcolumn = 1.44(18)
= 25.9 k
Single footing unfactored dead load
wfooting = (footing cross sectional area)(unit weight of concrete)

= 12(12)(0.150)
= 21.6 k/ft
OR
Pfooting = 21.6(3)
= 64.8 k
Live load from the superstructure
Use the output from the girder live load analysis to obtain the maximum unfactored live
load reactions for the interior and exterior girder lines.
Summary of HL-93 live load reactions, without distribution factors or impact, applied
vertically to each bearing (truck pair + lane load case governs for the reaction at the pier,
therefore, the 90% reduction factor from S3.6.1.3.1 is applied):
Maximum truc = 59.5 k
k
Minimum truck = 0.0 k
Maximum lane = 43.98 k
Minimum lane = 0.0 k
Braking force (BR) (S3.6.4)
According to the specifications, the braking force shall be taken as the greater of:
25 percent of the axle weight of the design truck or design tandem
OR
5 percent of the design truck plus lane load or 5 percent of the design tandem plus lane
load
The braking force is placed in all design lanes which are considered to be loaded in
accordance with S3.6.1.1.1 and which are carrying traffic headed in the same direction.
These forces are assumed to act horizontally at a distance of 6 ft. above the roadway
surface in either longitudinal direction to cause extreme force effects. Assume the
example bridge can be a one-way traffic bridge in the future. The multiple presence
factors in S3.6.1.1.2 apply.
BR1 = 0.25(32 + 32 + 8)(4 lanes)(0.65)/1 fixed support

= 46.8 k
OR
BR2A = 0.05[72 + (110 + 110)(0.64)]

= 10.6 k
BR2B = 0.05[(25 + 25) + 220(0.64)]
= 9.54 k
where the subscripts are defined as:
1 - use the design truck to maximize the braking force

2A - check the design truck + lane
2B - check the design tandem + lane
Therefore, the braking force will be taken as 46.8 k (3.9 k per bearing or 7.8 k per girder)
applied 6 ft. above the top of the roadway surface.
Moment ar = 6 ft. + deck thickness + haunch + girder depth

m = 6 + 0.667 + 0.333 + 6
= 13.0 ft. above the top of the bent cap
Apply the moment 2(3.9)(13.0) = 101.4 k-ft at each girder location.
Wind load on superstructure (S3.8.1.2)
The pressures specified in the specifications are assumed to be caused by a base wind
velocity, VB., of 100 mph.
Wind load is assumed to be uniformly distributed on the area exposed to the wind. The
exposed area is the sum of all component surface areas, as seen in elevation, taken
perpendicular to the assumed wind direction. This direction is varied to determine the
extreme force effects in the structure or in its components. Areas that do not contribute
to the extreme force effect under consideration may be neglected in the analysis.
Base design wind velocity varies significantly due to local conditions. For small or low
structures, such as this example, wind usually does not govern.
Pressures on windward and leeward sides are to be taken simultaneously in the

assumed direction of wind.
The direction of the wind is assumed to be horizontal, unless otherwise specified in

S3.8.3. The design wind pressure, in KSF, may be determined as:
PD = PB(VDZ/VB)2 (S3.8.1.2.1-1)
= PB(VDZ2/10,000)
where:
PB = base wind pressure specified in Table S3.8.1.2.1-1 (ksf)
Since the bridge component heights are less than 30 ft. above the ground line, VB is
taken to be 100 mph.
Wind load transverse to the superstructure
FT Super = pwT(Hwind)[(Lback + Lahead)/2]

where:
Hwind = the exposed superstructure height (ft.)

= girder + haunch + deck + parapet
= 6 + 0.333 + 0.667 + 3.5 = 10.5 ft.
pwT = transverse wind pressure values (ksf)

= PB (use Table S3.8.1.2.2-1)
Lback = span length to the deck joint, or end of bridge, back

station from pier (ft.)
= 110 ft.
Lahead = span length to the deck joint, or end of bridge, ahead

station from pier (ft.)
= 110 ft.
FT Super = 0.05(10.5)[(110 + 110)/2] = 57.8 k (0 degrees)

= 0.044(1,155) = 50.8 k (15 degrees)
= 0.041(1,155) = 47.4 k (30 degrees)
= 0.033(1,155) = 38.1 k (45 degrees)
= 0.017(1,155) = 19.6 k (60 degrees)
Wind load along axes of superstructure (longitudinal direction)
The longitudinal wind pressure loading induces forces acting parallel to the longitudinal
axis of the bridge.
FL Super = pwL(Hwind)(Lback +Lahead)/nfixed piers

where:
Hwind = 10.5 ft.
pwL = Longitudinal wind pressure values (ksf)

= PB (use Table S3.8.1.2.2-1)
Lback = 110 ft.

Lahead = 110 ft.
FL Super = 0.0(10.5)[(110 + = 0 k (0 degrees)
110)]/1
= 0.006(2,310)/1 = 13.9 k (15 degrees)
= 0.012(2,310)/1 = 27.7 k (30 degrees)
= 0.016(2,310)/1 = 37.0 k (45 degrees)
= 0.019(2,310)/1 = 43.9 k (60 degrees)
The transverse and longitudinal pressures should be applied simultaneously.
Resultant wind load along axes of pier
The transverse and longitudinal superstructure wind forces, which are aligned relative to
the superstructure axis, are resolved into components that are aligned relative to the pier
axes.
Load perpendicular to the plane of the pier:
FL Pier = FL Super cos(θskew) + FT Super sin(θskew)
At 0 degrees:
FL Pier = 0 cos 20 + 57.8 sin 20

= 19.8 k
At 60 degrees:
FL Pier = 43.9 cos 20 + 19.6 sin 20

= 48.0 k
Load in the plane of the pier (parallel to the line connecting the columns):
FT Pier = FL Super sin(θskew) + FT Super cos(θskew)
At 0 degrees:
FT Pier = 0 sin 20 + 57.8 cos 20

= 54.3 k
At 60 degrees:
FT Pier = 43.9 sin 20 + 19.6 cos 20

= 33.4 k
The superstructure wind load acts at 10.5/2 = 5.25 ft. from the top of the pier cap.
The longitudinal and transverse forces applied to each bearing are found by dividing the
forces above by the number of girders. If the support bearing line has expansion
bearings, the FL Super component in the above equations is zero.
Wind load on substructure (S3.8.1.2.3)
The transverse and longitudinal forces to be applied directly to the substructure are
calculated from an assumed base wind pressure of 0.040 ksf (S3.8.1.2.3). For wind
directions taken skewed to the substructure, this force is resolved into components
perpendicular to the end and front elevations of the substructures. The component
perpendicular to the end elevation acts on the exposed substructure area as seen in end
elevation, and the component perpendicular to the front elevation acts on the exposed
areas and is applied simultaneously with the wind loads from the superstructure.
Wwind on sub = Wcap + Wcolumn
Transverse wind on the pier cap (wind applied perpendicular to the longitudinal axis of
the superstructure):
Wcap = 0.04(cap width)

= 0.04(4)
= 0.16 k/ft of cap height
Longitudinal wind on the pier cap (wind applied parallel to the longitudinal axis of the
superstructure):
Wcap = 0.04(cap length along the skew)

= 0.04(58.93)
= 2.36 k/ft of cap height
Transverse wind on the end column, this force is resisted equally by all columns:
WT, column = 0.04(column diameter)/ncolumns

= 0.04(3.5)/4
= 0.035 k/ft of column height above ground
Longitudinal wind on the columns, this force is resisted by each of the columns
individually:
WL, column = 0.04(column diameter)

= 0.04(3.5)
= 0.14 k/ft of column height above ground
There is no wind on the footings since they are assumed to be below ground level.
Total wind load on substructure:
WT wind on sub = 0.16 + 0.035

= 0.20 k/ft
WL wind on sub = 2.36 + 0.14

= 2.50 k/ft
Wind on live load (S3.8.1.3)
When vehicles are present, the design wind pressure is applied to both the structure and
vehicles. Wind pressure on vehicles is represented by an interruptible, moving force of
0.10 klf acting normal to, and 6.0 ft. above, the roadway and is transmitted to the
structure.
When wind on vehicles is not taken as normal to the structure, the components of
normal and parallel force applied to the live load may be taken as follows with the skew
angle taken as referenced normal to the surface.
Use Table S3.8.1.3-1 to obtain FW values,
FT Super = FWT(Lback + Lahead)/2

FT Super = 0.100(110 + 110)/2 = 11 k (0 degrees)
= 0.088(110) = 9.68 k (15 degrees)
= 0.082(110) = 9.02 k (30 degrees)
= 0.066(110) = 7.26 k (45 degrees)
= 0.034(110) = 3.74 k (60 degrees)
FL Super = FWL(Lback + Lahead)/nfixed piers
FL Super = 0(110 + 110)/1 = 0 k (0 degrees)

= 0.012(220) = 2.64 k (15 degrees)
= 0.024(220) = 5.28 k (30 degrees)
= 0.032(220) = 7.04 k (45 degrees)
= 0.038(220) = 8.36 k (60 degrees)
FW LL = 11 k (transverse direction, i.e., perpendicular to longitudinal axis of the
superstructure)
Temperature force (S3.12.2)
Due to the symmetry of the bridge superstructure, no force is developed at the

intermediate bent due to temperature expansion/shrinkage of the superstructure.
Shrinkage (S3.12.4)
Due to the symmetry of the bridge superstructure, no force is developed at the

intermediate bent due to shrinkage of the superstructure.
Load combinations
Figures 7.2-2 and 7.2-3 show the unfactored loads applied to the bent from the
superstructure and wind.
Figure 7.2-2 - Super- and Substructure Applied Dead Loads
Figure 7.2-3 - Wind and Braking Loads on Super- and Substructure
Design Step 7.2.2 - Pier cap design
General (these values are valid for the entire pier cap):
f′c = 3.0 ksi
β1 = 0.85
fy = 60 ksi
Cap width = 4 ft.
Cap depth = 4 ft. (varies at ends)
No. stirrup legs = 6
Stirrup diameter = 0.625 in. (#5 bars)
Stirrup area = 0.31 in2 (per leg)
Stirrup spacing = varies along cap length
Side cover = 2 in. (Table S5.12.3-1)
Cap bottom flexural bars:
No. bars in bottom row, positive region = 9 (#8 bars)

Positive region bar diameter = 1.0 in.
Positive region bar area, As = 0.79 in2
Bottom cover = 2 in. (Table S5.12.3-1)
Cap top flexural bars:
No. bars in top row, negative region = 14 (7 sets of 2 #9 bars bundled horizontally)
Negative region bar diameter = 1.128 in.
Negative region bar area, As = 1.0 in2
Top cover = 2 in. (Table S5.12.3-1)
From the analysis of the different applicable limit states, the maximum load effects on
the cap were obtained. These load effects are listed in Table 7.2-1. The maximum
factored positive moment occurs at 44.65 ft. from the cap end under Strength I limit
state.
Table 7.2-1 - Strength I Limit State for Critical Locations in the Pier Cap (Maximum
Positive Moment, Negative Moment and Shear)
Location* Unfactored Responses Str-I
DC DW LL + IM BR
Max Pos M (k-ft) 44.65 ft. 147.5 37.1 437.9 5.2 1,015.5
Max Neg M (k-ft) 6.79 ft. -878.5 -84.9 -589.0 -1.9 -2,259.4
Max Shear (k) 34.96 ft. 292.9 39.5 210.4 2.8 798.3
* measured from the end of the cap
Notes:
DC: superstructure dead load (girders, slab and haunch, diaphragms, and parapets) plus
the substructure dead load (all components)
DW: dead load due to the future wearing surface
LL + IM: live load + impact transferred from the superstructure
BR: braking load transferred from the superstructure
Str-I: load responses factored using Strength I limit state load factors
Design Step 7.2.2.1 - Pier cap flexural resistance (S5.7.3.2)
The factored flexural resistance, Mr, is taken as:
Mr = φMn (S5.7.3.2.1-1)
where:
φ = flexural resistance factor as specified in S5.5.4.2
= 0.9
Mn = nominal resistance (k-in)
For calculation of Mn, use the provisions of S5.7.3.2.3 which state, for rectangular
sections subjected to flexure about one axis, where approximate stress distribution
specified in S5.7.2.2 is used and where the compression flange depth is not less than
"c" as determined in accordance with Eq. S5.7.3.1.1-3, the flexural resistance Mn may be
determined by using Eq. S5.7.3.1.1-1 through S5.7.3.2.2-1, in which case "bw" is taken
as "b".
Rectangular section behavior is used to design the pier cap. The compression
reinforcement is neglected in the calculation of the flexural resistance.
Design Step 7.2.2.2 - Maximum positive moment
Applied Strength I moment, Mu = 1,015.5 k-ft
Applied Service I moment, Ms = 653.3 k-ft (from computer software)
Axial load on the pier cap is small, therefore, the effects of axial load is neglected in this
example.
Check positive moment resistance (bottom steel)
Calculate the nominal flexural resistance according to S5.7.3.2.3.
Mn = Asfy(δs-a/2) (S5.7.3.2.2-1)
Determine δs, the corresponding effective depth from the extreme fiber to the centroid of
the tensile force in the tensile reinforcement.
δs = cap depth-CSGb
where:
CGSb = distance from the centroid of the bottom bars to the bottom
of the cap (in.)
= cover + stirrup diameter + ½ bar diameter
= 2 + 0.625 + ½ (1.0)
= 3.125 in.
δs = 4(12)-3.125
= 44.875 in.
As = (nbars Tension)(As bar)

= 9(0.79)
= 7.1 in2
Determine "a" using Eq. S5.7.3.1.1-4
a = Asfy/0.85f′cb (S5.7.3.1.1-4)
= 7.1(60)/[0.85(3)(48)]
= 3.48 in.
Calculate the nominal flexural resistance, Mn
Mn = Asfy(δs-a/2) (S5.7.3.2.2-1)
= 7.1(60)[44.875-(3.48/2)]/12
= 1,531 k-ft
Therefore, the factored flexural resistance, Mr, can be calculated as follows:
Mr = 0.9(1,531) = 1,378 k-ft > Mu

= 1015.5 k-ft OK
Limits for reinforcement (S5.7.3.3)
Check if the section is over-reinforced.
The maximum amount of nonprestressed reinforcement shall be such that:
c/de ≤ 0.42 (S5.7.3.3.1-1)
where:
c = a/β1
= 3.48/0.85
= 4.1 in.
de = δs
= 44.875 in.
c/de = 4.1/44.875
= 0.091 < 0.42 OK
Check the minimum reinforcement requirements (S5.7.3.3.2)
Unless otherwise specified, at any section of a flexural component, the amount of

nonprestressed tensile reinforcement must be adequate to develop a factored flexural
resistance, Mr, at least equal to the lesser of:
1.2Mcr = 1.2frS
where:
fr
=
= 0.42 ksi (S5.4.2.6)
S = bh2/6
= 4(12)[4(12)]2/6
= 18,432 in3
1.2Mcr = 1.2(0.42)(18,432)/12
= 774.1 k-ft
OR
1.33M = 1.33(1,015.5)
u = 1,351 k-ft
Minimum required section resistance = 774.1 k-ft
Provided section resistance = 1,378 k-ft > 774.1 k-ft OK
Check the flexural reinforcement distribution (S5.7.3.4)
Check allowable stress, fs

fs, allow = Z/[(dcA)1/3] ≤ 0.6fy (S5.7.3.4-1)
where:
Z = crack width parameter (k/in) = 170 k/in (moderate exposure
conditions are assumed)
dc = distance from the extreme tension fiber to the center of the

closest bar (in.) = clear cover + stirrup diameter + ½ bar
diameter
The cover on the bar under investigation cannot exceed 2.0 in.,
therefore, the stirrup diameter is not taken into account for dc is:
= 2 + ½(1.0)
= 2.5 in.
A = area having the same centroid as the principal tensile

reinforcement and bounded by the surfaces of the cross-
section and a straight line parallel to the neutral axis, divided by
the number of bars (in2)
= 2dc(cap width)/nbars
= 2(2.5)(48)/9
= 26.7 in2
fs, allow = Z/[(dcA)1/3]
= 170/[(2.5)(26.7)]1/3
= 41.9 ksi > 0.6(60) = 36 ksi therefore, fs, allow fs, allow = 36 ksi
Check service load applied steel stress, fs, actual
For 3.0 ksi concrete, the modular ratio, n = 9 (see S6.10.3.1.1b or calculate by dividing
the steel modulus of elasticity by the concrete and rounding up as required by S5.7.1)
Assume the stresses and strains vary linearly.
From the load analysis of the bent:

Dead load + live load positive service load moment = 653.3 k-ft
The transformed moment of inertia is calculated assuming elastic behavior, i.e., linear
in compression.
Assume the neutral axis at a distance "y" from the compression face of the section.
The section width equals 48 in.
Transformed steel area = (total steel bar area)(modular ratio) = 7.1(9) = 63.9 in2
By equating the first moment of area of the transformed steel about that of the concrete,
63.9(44.875-y) = 48y(y/2)
Itransformed = Ats(δs-y)2 + by3/3

= 63.9(44.875-9.68)2 + 48(9.68)3/3
= 93,665 in4
Stress in the steel, fs, actual = (Msc/I)n, where M is the moment action on the section.
fs,actual = [653.3(12)(35.195)/93,665]9
= 26.5 ksi < fs, allow = 36 ksi OK
Figure 7.2-4-Crack Control for Positive Reinforcement Under Service Load
Design Step 7.2.2.3 - Maximum negative moment
From the bent analysis, the maximum factored negative moment occurs at 6.79 ft. from
the cap edge under Strength I limit state:
Applied Strength I moment, Mu = -2,259.4 k-ft
Applied Service I moment, Ms = -1,572.4 k-ft (from computer analysis)
Check negative moment resistance (top steel)
Calculate Mn using Eq. S5.7.3.2.2-1.

Determine δs, the corresponding effective depth from the extreme fiber to the centroid of
the tensile force in the tensile reinforcement. The compressive reinforcement is
neglected in the calculation of the nominal flexural resistance.
δs = cap depth-CGSt
where:
CGS = distance from the centroid of the top bars to the top of the
t cap (in.)
= cover + stirrup diameter + ½ bar diameter
= 2 + 0.625 + ½ (1.128)
= 3.189 in.
δs = 4(12)-3.189
= 44.81 in.
As = (nbars Tension)(As bar)

= 14(1.0)
= 14.0 in2
Determine "a" using Eq. S5.7.3.1.1-4
a = Asfy/0.85f′cb (S5.7.3.1.1-4)
= 14.0(60)/[(0.85(3)(4)(12)]
= 6.86 in.
Calculate the nominal flexural resistance, Mn
Mn = 14.0(60)[44.81-(6.86/2)]/12
= 2,897 k-ft
Therefore, the factored flexural resistance, Mr:
Mr = 0.9(2,897)
= 2,607 k-ft > Mu = |-2,259.4| k-ft OK
Limits for reinforcement (S5.7.3.3)
Check if the section is over-reinforced.
The maximum amount of nonprestressed reinforcement shall be such that:
c/de ≤ 0.42 (S5.7.3.3.1-1)

where:
c = a/β1
= 6.86/0.85
= 8.07 in.
de = δs
= 44.81 in.
c/de = 8.07/44.81
= 0.18 < 0.42 OK
Check minimum reinforcement (S5.7.3.3.2)

nonprestressed tensile reinforcement shall be adequate to develop a factored flexural
1.2Mcr = 1.2frS
where:
fr
=
= 0.42 ksi (S5.4.2.6)
S = bh2/6
= 4(12)[4(12)]2/6
= 18,432 in3
1.2Mcr = 1.2(0.42)(18,432)/12
= 774.1 k-ft
OR
1.33M = 1.33(-2,259.4) =
u |-3,005| k-ft
Minimum required section resistance = 774.1 k-ft
Provided section resistance = 2,607 k-ft > 774.1 k-ft OK
Check the flexural reinforcement distribution (S5.7.3.4)
Check the allowable stress, fs

fs, allow = Z/[(dcA)1/3] ≤ 0.6fy (S5.7.3.4-1)
where:
Z = 170 k/in. (moderate exposure conditions are assumed)
dc = 2 + ½(1.128)
= 2.56 in.
A = area having the same centroid as the principal tensile

reinforcement and bounded by the surfaces of the cross-
section and a straight line parallel to the neutral axis, divided by
the number of bars (in2)
= 2dc(cap width)/nbars
= 2(2.56)(48)/14
= 17.6 in2
= 170/[2.56(17.6)]1/3
= 47.8 ksi > 0.6(60) = 36 ksi OK, therefore, use fs,allow = 36 ksi
Check the service load applied steel stress, fs, actual
For 3.0 ksi concrete, the modular ratio, n = 9
Assume the stresses and strains vary linearly.
From the load analysis of the bent:

Dead load + live load negative service load moment = -1,572.4 k-ft
in compression.
Section width = 48 in.
Transformed steel area = (total steel bar area)(modular ratio) = 14.0(9) = 126 in2
126(44.81-y) = 48y(y/2)
Itransformed = Ats(δs-y)2 + by3/3

= 126(44.81-12.9)2 + 48(12.9)3/3
= 162,646 in4
Stress in the steel, fs, actual = (Msc/I)n, where M is the moment action on the section.
fs,actual = [|-1,572.4|(12)(31.91)/162,646]9
= 33.3 ksi < fs, allow = 36 ksi OK
Figure 7.2-5- Crack Control for Negative Reinforcement Under Service Load
Design Step 7.2.2.4 - Check minimum temperature and shrinkage steel (S5.10.8)
Reinforcement for shrinkage and temperature stresses is provided near the surfaces of
the concrete exposed to daily temperature changes and in structural mass concrete.
Temperature and shrinkage reinforcement is added to ensure that the total
reinforcement on exposed surfaces is not less than that specified below.
Using the provisions of S5.10.8.2,
As, min1 = 0.11Ag/fy (S5.10.8.2-1)
where:
Ag = gross area of section (in2)
= [4(12)]2
= 2,304 in2
As, min1 = 0.11(2,304)/60

= 4.2 in2
This area is to be divided between the two faces, i.e., 2.1 in2 per face. Shrinkage and
temperature reinforcement must not be spaced farther apart than 3.0 times the
component thickness or 18.0 in.
Use 4 #7 bars per face.
As provided = 4(0.6)
= 2.4 in2 > 2.1 in2 OK
Design Step 7.2.2.5 - Skin reinforcement (S5.7.3.4)
If the effective depth, de, of the reinforced concrete member exceeds 3 ft., longitudinal
skin reinforcement is uniformly distributed along both side faces of the component for a
distance of d/2 nearest the flexural tension reinforcement. The area of skin
reinforcement (in2/ft of height) on each side of the face is required to satisfy:
Ask ≥ 0.012(de-30) ≤ (As + Aps)/4 (S5.7.3.4-4)
where:
Aps = area of prestressing (in2)
de = flexural depth taken as the distance from the compression

face of the centroid of the steel, positive moment region (in.)
Ask = 0.012(44.875-30)
= 0.179 in2/ft ≤ 14.0/4 = 3.5 in2/ft
Required Ask per face = 0.179(4) = 0.72 in2 < 2.4 in2 provided OK
Figure 7.2-6 - Cap Cross-Section
Design Step 7.2.2.6 - Maximum shear
From analysis of the bent, the maximum factored shear occurs at 34.96 ft. from the cap
end under Strength I limit state:
Shear, Vu = 798.3 k
Calculate the nominal shear resistance using S5.8.3.3.
The factored shear resistance, Vr
Vr = φVn (S5.8.2.1-2)
where:
φ = 0.9, shear resistance factor as specified in S5.5.4.2
Vn = nominal shear resistance (k)
The nominal shear resistance, Vn, shall be determined as the lesser of:
Vn = Vc + Vs + Vp (S5.8.3.3-1)
OR
Vn = 0.25f′cbvdv + Vp (S5.8.3.3-2)
where:
Vc = shear resistance due to concrete (k)
where:
bv = effective web width taken as the minimum web
width within the depth dv as determined in S5.8.2.9
(in.)
= 48 in.
dv = effective shear depth as determined in S5.8.2.9

(in.). It is the distance, measured perpendicular to
the neutral axis between the resultants of the
tensile and compressive force due to flexure. It
need not be taken less than the greater of 0.9de or
0.72h.
= de-a/2
= 44.81-(6.86/2)
= 41.4 in.
0.9de = 0.9(44.81)
= 40.3 in.
0.72 = 0.72(48)
h = 34.56 in.
Therefore, use dv = 41.4 in. for Vc calculation.
β = factor indicating ability of diagonally cracked concrete

to transmit tension as specified in S5.8.3.4
= for nonprestressed sections, β may be taken as 2.0
Vc
= 217.5 k
Vs = shear resistance due to steel (k) (S5.8.3.3-4)

= [Avfydv(cot θ + cot α)sin α]/s
where:
s = spacing of stirrups (in.)
= assume 7 in.
θ = angle of inclination of diagonal compressive stresses
as determined in S5.8.3.4 (deg)
= 45 deg for nonprestressed members
α = angle of inclination of transverse reinforcement to

longitudinal axis (deg)
= 90 deg for vertical stirrups
Av = (6 legs of #5 bars)(0.31)
= 1.86 in2
Vs = [1.86(60)(41.4)(1/tan 45)]/7
= 660.0 k
Vp = component in the direction of the applied shear of the effective

prestressing force; positive if resisting the applied shear (k), not
applicable in the pier cap
= 0.0 for nonprestressed members
Therefore, Vn is the lesser of:
Vn = 217.5 + 660.0 + 0 = 877.5 k
OR
Vn = 0.25(3)(48)(41.4) + 0 = 1,490.4 k
Use Vn = 877.5 k
Therefore,
Vr = φVn
= 0.9(877.5)
= 789.8 k > Vu = 798.3 k OK
Check the minimum transverse reinforcement (S5.8.2.5)
A minimum amount of transverse reinforcement is required to restrain the growth of

diagonal cracking and to increase the ductility of the section. A larger amount of
transverse reinforcement is required to control cracking as the concrete strength is
increased.
Where transverse reinforcement is required, as specified in S5.8.2.4, the area of steel

must satisfy:
Av
= (S5.8.2.5-1)
where:
bv = width of web adjusted for the presence of ducts as specified in
S5.8.2.9 (in.)
Av =
= 0.307 in2 < 1.86 in2 provided OK
Check the maximum spacing of the transverse reinforcement (S5.8.2.7)
The spacing of the transverse reinforcement must not exceed the maximum permitted
spacing, smax, determined as:
If vu < 0.125f′c, then

smax = 0.8dv ≤ 24.0 in. (S5.8.2.7-1)
If vu ≥ 0.125f′c, then:
smax = 0.4dv ≤ 12.0 in. (S5.8.2.7-2)
The shear stress on the concrete, vu, is taken to be:
vu = Vu/(φbvdv)
= 798.3/[0.9(48)(41.4)]
= 0.446 ksi > 0.125(3) = 0.375 ksi
Therefore, use Eq. S5.8.2.7-2
smax = 0.4(41.4) = 16.6 in. smax cannot exceed 12 in., therefore, use 12 in. as
maximum
sactual = 7 in. < 12 in. OK
Figure 7.2-7-Stirrup Distribution in the Bent Cap
Design Step 7.2.3 - Column design

General:
f′c = 3.0 ksi

Ec = 3,321 ksi (S5.4.2.4)
n =9
fy = 60 ksi
Circular Columns:
Column diameter = 3.5 ft.

Column area, Ag = 9.62 ft2
Side cover = 2 in. (Table S5.12.3-1)
Vertical reinforcing bar diameter (#8) = 1.0 in.
Steel area = 0.79 in2
Number of bars = 16
Total area of longitudinal reinforcement = 12.64 in2
Type of transverse reinforcement = ties
Tie spacing = 12 in.
Transverse reinforcement bar diameter (#3) = 0.375 in. (S5.10.6.3)
Transverse reinforcement area = 0.11 in2/bar
The example bridge is in Seismic Zone 1, therefore, a seismic investigation is not

necessary for the column design. Article S5.10.11 provides provisions for seismic design
where applicable.
Applied moments and shears
The maximum biaxial responses occur on column 1 at 0.0 ft. from the bottom (top face of
footing).
From the load analysis of the bent, the maximum load effects at the critical location were
obtained and are listed in Table 7.2-2.
Table 7.2-2-Maximum Factored Load Effects and the Concurrent Load Effects for
Strength Limit States
Load effect maximized Limit State Mt Ml Pu Mu
(k-ft) (k-ft) (k) (k-ft)
Positive Mt Strength V 342 352 1,062 491
Negative Mt Strength V -129 -216 682 252
Positive Ml Strength V 174 822 1,070 840
Negative Ml Strength V 116 -824 1,076 832
Axial Load P Strength I 90 -316 1,293 329
where:
Mt: Factored moment about the transverse axis

Ml: Factored moment about the longitudinal axis
Pu: Factored axial load
Sample hand calculations are presented for the case of maximum positive Ml from Table
7.2-2.
Maximum shear occurs on column 1 at 0.0 ft. from the bottom (top face of footing)
Factored shears-strength limit state:
Vt = 44.8 k (Str-V)
Vl = 26.0 k (Str-V)
Check limits for reinforcement in compression members (S5.7.4.2)
The maximum area of nonprestressed longitudinal reinforcement for non-composite

compression components shall be such that:
As/Ag ≤ 0.08 (S5.7.4.2-1)
where:
As = area of nonprestressed tension steel (in2)
Ag = gross area of section (in2)
12.64/ = 0.009 < 0.08 OK

[9.62(144)]
The minimum area of nonprestressed longitudinal reinforcement for noncomposite

compression components shall be such that:
Asfy/Agf′c ≥ 0.135 (S5.7.4.2-3)
= 12.64(60)/[9.62(144)(3)]
= 0.182 > 0.135 OK
Therefore, the column satisfies the minimum steel area criteria, do not use a reduced
effective section. For oversized columns, the required minimum longitudinal
reinforcement may be reduced by assuming the column area is in accordance with
S5.7.4.2.
Strength reduction factor, φ, to be applied to the nominal axial resistance
(S5.5.4.2)
For compression members with flexure, the value of φ may be increased linearly from
axial (0.75) to the value for flexure (0.9) as the factored axial load resistance, φPn,
decreases from 0.10f′cAg to zero. The resistance factor is incorporated in the interaction
diagram of the column shown graphically in Figure 7.2-8 and in tabulated form in Table
7.2-3.
Figure 7.2-8-Column Interaction Diagram
Table 7.2-3-Column Interaction Diagram in Tabulated Form

P (k) M (k-ft)
Pmax = 2,555 764
2,396 907
2,236 1,031
2,076 1,135
1,917 1,222
1,757 1,291
1,597 1,348
1,437 1,389
1,278 1,419
1,118 1,424
958 1,404
799 1,354
639 1,289
479 1,192
319 1,124
160 1,037
0 928
-137 766
-273 594
-410 410
-546 212
-683 0
Design Step 7.2.3.1 - Slenderness effects
The effective length factor, K, is taken from S4.6.2.5. The slenderness moment
magnification factors are typically determined in accordance with S4.5.3.2.2. Provisions
specific to the slenderness of concrete columns are listed in S5.7.4.3.
Typically, the columns are assumed unbraced in the plane of the bent with the effective
length factor, K, taken as 1.2 to account for the high rigidity of the footing and the pier
cap. In the direction perpendicular to the bent K may be determined as follows:
 If the movement of the cap is not restrained in the direction perpendicular to the
bent, the column is considered not braced and the column is assumed to behave
as a free cantilever. K is taken equal to 2.1 (see Table SC4.6.2.5-1)
 If the movement of the cap is restrained in the direction perpendicular to the bent,
the column is considered braced in this direction and K is taken equal to 0.8 (see
Table SC4.6.2.5-1)
For the example, the integral abutments provide restraint to the movements of the bent
in the longitudinal direction of the bridge (approximately perpendicular to the bent).
However, this restraint is usually ignored and the columns are considered unbraced in
this direction, i.e. K = 2.1.
The slenderness ratio is calculated as Klu/r
where:
K = effective length factor taken as 1.2 in the plane of the bent and 2.1 in the
direction perpendicular to the bent
lu = unbraced length calculated in accordance with S5.7.4.3 (ft.)

= distance from the top of the footing to the bottom of the cap
= 18 ft.
r = radius of gyration (ft.)

= ¼ the diameter of circular columns
= 0.875 ft.
For a column to be considered slender, Klu/r should exceed 22 for unbraced columns
and, for braced columns, should exceed 34-12(M1/M2) where M1 and M2 are the smaller
and larger end moments, respectively. The term (M1/M2) is positive for single curvature
flexure (S5.7.4.3)
Slenderness ratio in the plane of the bent
Klu/r = 1.2(18)/(0.875)
= 24.7 > 22 therefore, the column is slightly slender
Slenderness ratio out of the plane of the bent
Klu/r = 2.1(18)/(0.875)
= 43.2 > 22 therefore, the column is slender
With the column slender in both directions, effect of slenderness needs to be

considered.
Moment magnification in the bent
Longitudinal direction:
Mcl = δbM2b + δsM2s (S4.5.3.2.2b-1)
where:
δb = Cm/[1 - (Pu/φPe)] ≥ 1.0 (S4.5.3.2.2b-3)
δs = 1/[1 - ΣPu/φΣPe] (S4.5.3.2.2b-4)
where:
Cm = parameter of the effect of moment-curvature

= 1.0 for members not braced for sidesway
(S4.5.3.2.2b)
Pu = factored axial load for critical case, see Table 7.2-2
(k)
= 1,070 k
Pe = Euler buckling load (k)
φ = 0.75, resistance factor for axial compression
(S5.5.4.2)
M2b = moment on compression member due to factored
gravity loads that result in no appreciable sidesway
calculated by conventional first-order elastic frame
analysis, always positive (k-ft)
M2s = moment on compression member due to factored
lateral or gravity loads that result in sidesway, D,
greater than lu/1500, calculated by conventional first-
order elastic frame analysis, always positive (k-ft)
Calculate Pe,
Pe = π2EI/(Klu)2 (S4.5.3.2.2b-5)
where:
E = column flexural stiffness calculated using the provisions of

I S5.7.4.3 and is taken as the greater of:
E = [EcIg/5 + EsIs]/(1 + βd) (S5.7.4.3-1)

I
AND
E = [EcIg/2.5]/(1 + βd) (S5.7.4.3-2)

I
where:
Ec = modulus of elasticity of concrete per S5.4.2.4 (ksi)
= 3,321 ksi
Ig = moment of inertia of gross concrete section about the
centroidal axis (in4)
= πr4/4
= π[1.75(12)]4/4
= 152,745 in4
βd = ratio of the maximum factored permanent load
moment to the maximum factored total load moment,
always positive. This can be determined for each
separate load case, or for simplicity as shown here, it
can be taken as the ratio of the maximum factored
permanent load from all cases to the maximum
factored total load moment from all cases at the point
of interest.
= Ml permanent/Ml total
= 118.3/822
= 0.144
As a simplification, steel reinforcement in the column is ignored in

calculating EI, therefore, neglect Eq. S5.7.4.3-1.
EI = [3,321(152,745)/2.5]/(1 + 0.144)
= 1.77 x 108 k-in2
K = effective length factor per Table SC4.6.2.5-1
= 2.1
lu = unsupported length of the compression member (in.)
= 18(12)
= 216 in.
Pe = π2(1.77 x 108)/[2.1(216)]2
= 8,490 k
Therefore, the moment magnification factors δb and δs can be calculated.
δb = 1.0/[1 - (1,070/[0.75(8,490)])]
= 1.20
δs = 1/[1 - ΣPu/jΣPe]
ΣPu and ΣPe are the sum of the applied factored loads and the sum of the
buckling loads of all columns in the bent, respectively. For hand calculations,
it is not feasible to do calculations involving several columns simultaneously.
Therefore, in this example, Pu and Pe of the column being designed are used
instead of ΣPu and ΣPe.
= 1.20
Therefore, the magnified moment in the longitudinal direction is taken as:

Mcl = δbM2b + δsM2s
= 1.20(M2b + M2s)
= 1.20(total factored moment, Ml)
= 1.20(822)
= 986.4 k-ft (S4.5.3.2.2b-1)
Transverse direction:
Mct = δbM2b + δsM2s (S4.5.3.2.2b-1)
Calculate Pe,
Pe = π2EI/(Klu)2 (S4.5.3.2.2b-5)
where:
E = column flexural stiffness calculated using the provisions of

I S5.7.4.3 and is taken as the greater of:
E = [EcIg/5 + EsIs]/(1 + βd) (S5.7.4.3-1)

I
AND
E = [EcIg/2.5]/(1 + βd) (S5.7.4.3-2)

I
where:
Ec = 3,321 ksi
Ig = 152,745 in4
βd = Mt permanent/Mt total
= 101.7/342
= 0.30
For simplification, steel reinforcement in the column is ignored in calculating

EI, therefore, neglect Eq. S5.7.4.3-1.
E = [3,321(152,745)/2.5]/(1 + 0.30)
I = 1.56 x 108 k-in2
K = 1.2
lu = 216 in.
Pe = π2(1.56 x 108)/[1.2(216)]2
= 22,917 k
Therefore, the moment magnification factors δb and δs can be calculated.
δb = 1.0/[1 - (1,070/[0.75(23,064)])]
= 1.07
δs = 1/[1 -ΣPu/φΣPe]
Similar to longitudinal, use Pu and Pe instead of ΣPu and ΣPe.
= 1.07
Therefore, the magnified moment in the transverse direction is taken as:
Mct = 1.07(total factored moment, Mt)

= 1.07(174)
= 186 k-ft
The combined moment Mu is taken as:
Mu
= 1004 k-ft
Factored axial load on the column for the load case being checked = 1,070 k
By inspection, from the column interaction diagram Figure 7.2-8 or Table 7.2-3, the
applied factored loads (M = 1,004 k-ft and P = 1,070 k) are within the column resistance.
Design Step 7.2.3.2 - Transverse reinforcement for compression members

(S5.10.6)
Transverse reinforcement for compression members may consist of either spirals or ties.
Ties are used in this example. In tied compression members, all longitudinal bars are
enclosed by lateral ties. Since the longitudinal bars are #8, use #3 bars for the ties
(S5.10.6.3).
The spacing of ties is limited to the least dimension of the compression member or 12.0
in., therefore, the ties are spaced at 12.0 in. center-to-center.
Ties are located vertically no more than half a tie spacing above the footing and not
more than half a tie spacing below the lowest horizontal reinforcement in the cap.
Figure 7.2-9 shows the column cross-section.

Figure 7.2-9 - Column Cross-Section
Design Step 7.2.4 - Footing design
Based on the intermediate bent load analysis, the critical footing is Footing 1 supporting
Column 1
General:
f′c = 3.0 ksi

fy = 60 ksi
Side concrete cover = 3 in. (Table S5.12.3-1)
Top concrete cover = 3 in.
Bottom concrete cover = 3 in.
Top bars (T)ransverse or (L)ongitudinal in bottom mat = L
Direction of bottom bars in bottom mat = T
A preliminary analysis of the footing yielded the following information:
Footing depth = 3.0 ft.

Footing width, W = 12.0 ft.
Footing length, L = 12.0 ft.
Top mat reinforcing bar diameter, #5 bars = 0.625 in.
Top mat reinforcing bar area, #5 bars = 0.31 in2
Bottom mat reinforcing bar diameter, #9 bars = 1.128 in.
Bottom mat reinforcing bar area, #9 bars = 1.0 in2
Number of bars = 13 bars in each direction in both the top and bottom mats
Location of critical sections
According to S5.13.3.6.1, the critical section for one-way shear is at a distance dv, the
shear depth calculated in accordance with S5.8.2.9, from the face of the column. For
two-way shear, the critical section is at a distance of dv/2 from the face of the column.
For moment, the critical section is taken at the face of the column in accordance with
S5.13.3.4.
For the circular column in this example, the face of the column is assumed to be located
at the face of an equivalent square area concentric with the circular column in
accordance with S5.13.3.4.
Determine the critical faces along the y-axis for moment
Since the column has a circular cross-section, the column may be transformed into an
effective square cross-section for the footing analysis.
Critical face in y-direction = ½ footing width, W - ½ equivalent column width
Equivalent column width = square root of the shaft area = square root of 9.62 = 3.10 ft.
Critical face in y-direction = ½ footing width, W - ½ equivalent column width = ½ (12) - ½

(3.10) = 4.45 ft.
Critical faces in the y-direction = 4.45 ft. and 7.55 ft.
Determine the critical faces along the x-axis for moment
For a square footing with an equivalent square column:
Critical face in the x-direction = Critical face in the y-direction = 4.45 ft.
Critical faces in the x-direction = 4.45 ft. and 7.55 ft.
See Figure 7.2-10 for a schematic showing the critical sections for moments.
Figure 7.2-10 - Critical Sections for Moment
Design factored loads at the critical section
From the analysis of the intermediate bent computer program, the cases of loading that
produced maximum load effects and the other concurrent load effects on the footing are
shown in Table 7.2-4.
Table 7.2-4 - Loads on Critical Footing (Footing Supporting Column 1)
Load effect maximized Limit State Mt Ml Pu

(k-ft) (k-ft) (k)
Positive Mt Strength V 423 377 1,143
Negative Mt Strength III -154 -197 628
Positive Ml Strength V 232 895 1,151
Negative Ml Strength V 158 -897 1,157
Axial Load P Strength I 121 -363 1,374
Each row in Table 7.2-4 represents the maximum value of one load effect (max. +Mt,-Ml,
etc.). The corresponding concurrent load effects are also given. Many engineers design
the footing for the above listed cases. However, computer design programs are able to
check many more cases of loading to determine the most critical case. For example, a
load case that does not produce maximum axial load or maximum moment may still
produce the maximum combined effects on the footing. From the output of a footing
design program, the critical case for the footing design was found to produce the
following factored footing loads under Strength I limit state:
Pu = 1,374 k
Mt = -121 k-ft
Ml = 626 k-ft
The critical Service I loads:
Pu = 891 k
Mt,s = 176 k-ft
Ml,s = 620 k-ft
For the sample calculations below, the factored loads listed above for the critical case of
loading were used.
Sample calculations for the critical footing under the critical case of loading
If M/P < L/6 then the soil under the entire area of the footing is completely in
compression and the soil stress may be determined using the conventional stress
formula (i.e. s = P/A ± Mc/I).
Mt/Pu = 121/1,374
= 0.088 < 12/6 = 2 OK
Ml/Pu = 626/1,374
= 0.456 < 2 OK
Therefore, the soil area under the footing is under compression.
Moment
For Mux (k-ft/ft), where Mux is the maximum factored moment per unit width of the footing
due to the combined forces at a longitudinal face, see Figure 7.2-10:
σ1, σ2 = P/LW ± Ml(L/2)/(L3W/12)

where:
σ1 = stress at beginning of footing in direction considered (see

Figure 7.2-10) (ksf)
σ2 = stress at end of footing in direction considered (ksf)
P = axial load from above (k)
Ml = moment on longitudinal face from above (k-ft)
L = total length of footing (ft.)
W = total width of footing (ft.)
σ1 = 1,374/[12(12)] + 626(12/2)/[123(12)/12]
= 9.54 + 2.17
= 11.71 ksf
σ2 = 9.54 - 2.17
= 7.37 ksf
Interpolate to calculate σ3, the stress at critical location for moment (at face of column,
4.45 ft. from the end of the footing along the width.
σ3 = 10.10 ksf
Therefore,
Mux = σ3L1(L1/2) + 0.5(σ1 - σ3)(L1)(2L1/3)
where:
L1 = distance from the edge of footing to the critical location (ft.)
Mux = 10.10(4.45)(4.45/2) + 0.5(11.71 - 10.10)(4.45)[2(4.45)/3]

= 100.0 + 10.63
= 110.6 k-ft/ft
For Muy (k-ft/ft), where Muy is the maximum factored moment per unit length from the
combined forces at a transverse face acting at 4.45 ft. from the face of the column (see
Figure 7.2-10):
σ5, σ6 = P/LW ± Mt(W/2)/(W3L/12)
where:
Mt = moment on transverse face from above (k-ft)
σ5 = 1,374/[12(12)] - (-121)(12/2)/[123(12)/12]
= 9.54 - (-0.420)
= 9.96 ksf
σ6 = 9.54 + (-0.420)
= 9.12 ksf
Interpolate to calculate σ7, the stress at critical location for moment (at face of column,
4.45 ft. from the end of the footing along the length).
σ7 = 9.65 ksf
Therefore,
Muy = σ7L3(L3/2) + 0.5(σ5 - σ7)(L3)(2L3/3)

= 9.65(4.45)(4.45/2) + 0.5(9.96 - 9.65)(4.45)[2(4.45)/3]
= 95.54 + 2.05
= 97.6 k-ft/ft
Factored applied design moment, Service I limit state, calculated using the same method
as above:
Mux,s = 75.9 k-ft/ft

Muy,s = 72.0 k-ft/ft
Where Mux,s is the maximum service moment from combined forces at a longitudinal face
at 4.45 ft. along the width and Muy,s is the maximum service moment from combined
forces at a transverse face at 7.55 ft. along the length.
Shear
Factored applied design shear.
For Vux (k/ft), where Vux is the shear per unit length at a longitudinal face:
Vux = σ4L2 + 0.5(σ1 - σ4)L2
where:
L2 = distance from the edge of footing to a distance dv from the

effective column (ft.)
Based on the preliminary analysis of the footing, dv is estimated as 30.3 in. Generally, for
load calculations, dv may be assumed equal to the effective depth of the reinforcement
minus 1 inch. Small differences between dv assumed here for load calculations and the
final dv will not result in significant difference in the final results.
The critical face along the y-axis = 4.45 - 30.3/12 = 1.925 ft. from the edge of the footing
By interpolation between σ1 and σ2, σ4 = 11.01 ksf
Vux = 11.01(1.925) + 0.5(11.71 - 11.01)(1.925) = 21.19 + 0.67 = 21.9 k/ft
For Vuy (k/ft), where Vuy is the shear per unit length at a transverse face:
Vux = σ8L4 + 0.5(σ5 - σ8)L4
where:
dv = 31.4 in. for this direction (from preliminary design).

Alternatively, for load calculations, dv may be assumed equal to
the effective depth of the reinforcement minus 1 inch).
The critical face along the x-axis = 4.45 - 31.4/12 = 1.833 ft. from the edge of the footing
By interpolation between σ5 and σ6, σ8 = 9.83 ksf
Vux = 9.83(1.83) + 0.5(9.96 - 9.83)(1.83) = 17.99 + 0.12 = 18.1 k/ft

Figure 7.2-11 - Stress at Critical Locations for Moment and Shear
Design Step 7.2.4.1 Flexural resistance (S5.7.3.2)
Check the design moment strength (S5.7.3.2)
Article S5.13.3.5 allows the reinforcement in square footings to be uniformly distributed

across the entire width of the footing.
Check the moment resistance for moment at the critical longitudinal face
(S5.13.3.4)
The critical section is at the face of the effective square column (4.45 ft. from the edge of
the footing along the width). In the case of columns that are not rectangular, the critical
section is taken at the side of the concentric rectangle of equivalent area as in this
example.
Mrx = φMnx (S5.7.3.2.1-1)

where:
φ = 0.9 (S5.5.4.2.1)
Mnx = Asfy(dsx - a/2) (S5.7.3.2.2-1)
Determine dsx, the distance from the top bars of the bottom reinforcing mat to the
compression surface.
dsx = footing depth - bottom cvr - bottom bar dia. - ½ top bar dia. in bottom mat
= 3(12) - 3 - 1.128 - ½ (1.128)
= 31.3 in.
Figure 7.2-12 - Footing Reinforcement Locations
Determine As per foot of length. The maximum bar spacing across the width of the
footing is assumed to be 12.0 in. in each direction on all faces (S5.10.8.2). Use 13 #9
bars and determine the actual spacing.
Actual bar = [L - 2(side cover) - bar diameter]/(nbars - 1)

spacing = [12 - 2(3)/12 - 1.128/12]/(13 - 1)
= 11.41 in.
As = 1.0(12/11.41)
= 1.05 in2
Determine "a", the depth of the equivalent stress block.
a = Asfy/0.85f¢cb (S5.7.3.1.1-4)
for a strip 12 in. wide, b = 12 in. and As = 1.05 in2
a = 1.05(60)/[0.85(3)(12)]= 2.06 in.
Calculate φMnx, the factored flexural resistance.
Mrx = φMnx
= 0.9[1.05(60)(31.3 - 2.06/2)]/12 (S5.7.3.2.2-1)
= 143.0 k-ft/ft > applied factored moment, Mux
= 110.6 k-ft/ft OK
Check minimum temperature and shrinkage steel (S5.10.8)
According to S5.10.8.1, reinforcement for shrinkage and temperature stresses shall be

provided near surfaces of concrete exposed to daily temperature changes and in
structural mass concrete. Footings are not exposed to daily temperature changes and,
therefore, are not checked for temperature and shrinkage reinforcement. Nominal
reinforcement is provided at the top of the footing to arrest possible cracking during the
concrete early age before the footing is covered with fill.
Design Step 7.2.4.2 - Limits for reinforcement (S5.7.3.3)
Check maximum reinforcement (S5.7.3.3.1)
c/de ≤ 0.42 (S5.7.3.3.1-1)
where:
c = a/β1
= 2.06/0.85
= 2.42 in/ft
c/de = 2.42/31.3
= 0.077 < 0.42 OK
Minimum reinforcement check (S5.7.3.3.2)

1.2Mcr = 1.2frS
where:
fr
= 0.42 ksi (S5.4.2.6)

For a 1 ft. wide strip, 3 ft. thick,
S = bh2/6
= [1(12)][3(12)]2/6
= 2,592 in3/ft
1.2Mcr = 1.2(0.42)(2,592)/12
= 108.9 k-ft/ft
OR
1.33Mux = 1.33(110.6)
= 147.1 k-ft/ft
Therefore, the minimum required section moment resistance = 108.9 k-ft/ft
Provided moment resistance = 143.0 k-ft/ft > 108.9 k-ft/ft OK
Check the moment resistance for moment at the critical transverse face
The critical face is at the equivalent length of the shaft (7.55 ft. from the edge of the
footing along the length). In the case of columns that are not rectangular, the critical
section is taken at the side of the concentric rectangle of equivalent area.
Mry = φMny
= φ[Asfy(dsy-a/2)] (S5.7.3.2.2-1)
Determine dsy, the distance from the bottom bars of the bottom reinforcing mat to the
compression surface.
dsy = footing depth-cover-½ (bottom bar diameter) = 3(12)-3-½ (1.128)

= 32.4 in.
Determine As per foot of length
Actual bar = [W-2(side cover)-bar diameter]/(nbars-1) = [12-2(3)/12-

spacing 1.128/12]/(13-1) = 11.41 in.
As = 1.0(12/11.41) = 1.05 in2
Determine "a", depth of the equivalent stress block.
a = Asfy/(0.85f′cb)
For a strip 12 in. wide, b = 12 in. and As = 1.05 in2
a = 1.05(60)/[0.85(3)(12)] = 2.06 in.
Calculate φMny, the factored flexural resistance
Mry = φMny
= 0.9[1.05(60)(32.4-2.06/2)]/12
= 148.2 k-ft/ft > Muy
= 97.6 k-ft/ft OK
Check maximum reinforcement (S5.7.3.3.1)
c/de ≤ 0.42 (S5.7.3.3.1-1)
where:
c = a/β1
= 2.06/0.85
= 2.42 in.
c/de = 2.42/32.4
= 0.075 < 0.42 OK
Check minimum reinforcement (S5.7.3.3.2)

1.2Mcr = 1.2frS
where:
fr
= 0.42 ksi (S5.4.2.6)
For a 1 ft. wide strip, 3 ft. thick,
S = bh2/6
= [1(12)][3(12)]2/6
= 2,592 in3
1.2Mcr = 1.2(0.42)(2,592)/12
= 108.9 k-ft/ft
OR
1.33Muy = 1.33(97.6)
= 129.8 k-ft/ft
Therefore, the minimum required section moment resistance = 108.9 k-ft/ft
Provided moment resistance = 148.2 k-ft/ft > 108.9 k-ft/ft OK
Design Step 7.2.4.3 - Control of cracking by distribution of reinforcement (S5.7.3.4)
Check distribution about footing length, L
fs, allow = Z/(dcA)1/3 ≤ 0.60fy (S5.7.3.4-1)
where:
Z = 170 k/in. (moderate exposure conditions assumed, no

dry/wet cycles and no harmful chemicals in the soil)
Notice that the value of the of the crack control factor, Z, used
by different jurisdictions varies based on local conditions and
past experience.
dc = bottom cover + ½ bar diameter

= 2 + ½(1.128)
= 2.56 in.
A = 2dc(bar spacing)
= 2(2.56)(11.41)
= 58.4 in2
= 170/[2.56(58.4)]1/3
= 32.0 ksi < 0.6(60) = 36 ksi therefore, use fs, allow = 32.0 ksi
Check actual steel stress, fs, actual
For 3.0 ksi concrete, the modular ratio, n = 9
Maximum service load moment as shown earlier = 77.3 k-ft
in compression.
Section width = bar spacing = 11.41 in.
Transformed steel area = (bar area)(modular ratio) = 1.0(9) = 9.0 in2
9.0(31.3- = 11.41y(y/2)
y)
Itransformed = Ats(dsx-y)2 + by3/3

= 9.0(31.3-6.28)2 + 11.41(6.28)3/3
= 6,576 in4
Stress in the steel, fs, actual = (Msc/I)n, where Ms is the moment acting on the 11.41 in. wide
section.
fs,actual = [77.3(11.41)(31.3-6.28)/6,576]9
= 30.2 ksi < fs, allow = 32.0 ksi OK
Figure 7.2-13-Crack Control for Top Bar Reinforcement Under Service Load
Check distribution about footing width, W
This check is conducted similarly to the check shown above for the distribution about the
footing length and the reinforcement is found to be adequate.
Design Step 7.2.4.4 - Shear analysis
Check design shear strength (S5.8.3.3)
According to S5.13.3.6.1, the most critical of the following conditions shall govern the
design for shear:
 One-way action, with a critical section extending in a plane across the entire
width and located at a distance taken as specified in S5.8.3.2.
 Two-way action, with a critical section perpendicular to the plane of the slab and
located so that its perimeter, bo, is a minimum but not closer than 0.5dv to the
perimeter of the concentrated load or reaction area.
The subscripts "x" and "y" in the next section refer to the shear at a longitudinal face and
shear at a transverse face, respectively.
Determine the location of the critical face along the y-axis
Since the column has a circular cross-section, the column may be transformed into an
effective square cross-section for the footing analysis.
As stated previously, the critical section for one-way shear is at a distance dv, the shear
depth calculated in accordance with S5.8.2.9, from the face of the column and for two-
way shear at a distance of dv/2 from the face of the column.
Determine the effective shear depth, dvx, for alongitudinal face.

dvx = effective shear depth for a longitudinal face per S5.8.2.9 (in.)
= dsx-a/2
= 31.3-2.06/2
= 30.3 in. (S5.8.2.9)
but not less than:

0.9dsx = 0.9(31.3)
= 28.2 in.
0.72 = 0.72(36)
h = 25.9 in.
Therefore, use dvx = 30.3 in.
The critical face along the y-axis = 4.45-30.3/12 = 1.925 ft. from the edge of the footing
Determine the location of the critical face along the x-axis
Determine the effective shear depth, dvy, for a transverse face.
dvy = effective shear depth for a transverse face per S5.8.2.9 (in.)
= dsy-a/2
= 32.4-2.06/2
= 31.4 in. (S5.8.2.9)
but not less than:

0.9dsy = 0.9(32.4)
= 29.2 in.
0.72 = 0.72(36) = 25.9 in.
h
Therefore, use dvy = 31.4 in.
The critical face along the x-axis = 4.45-31.4/12 = 1.833 ft. from the edge of the footing
See Figure 7.2-14 for locations of the critical sections.

Figure 7.2-14-Critical Sections for Shear
Determine one-way shear capacity for longitudinal face (S5.8.3.3)
For one-way action, the shear resistance of the footing of slab will satisfy the
requirements specified in S5.8.3.
Vrx = φVnx (S5.8.2.1-2)
The nominal shear resistance, Vnx, is taken as the lesser of:
Vnx = Vc + Vs + Vp (S5.8.3.3-1)
OR
Vnx = 0.25f′cbvdvx + Vp (S5.8.3.3-2)
Vc
where:
β = 2.0
bv = 12 in. (to obtain shear per foot of footing)
dvx = effective shear depth for a longitudinal face per S5.8.2.9 (in.) =
30.3 in. from above
Vp = 0.0 k
The nominal shear resistance is then taken as the lesser of:
Vnx
= 39.8 k/ft
AND
Vnx = 0.25f′cbvdv
= 0.25(3)(12)(30.3)
= 272.7 k/ft
Therefore, use Vnx = 39.8 k/ft
Vrx = φVnx
= 0.9(39.8)
= 35.8 k/ft > applied shear,
= 21.9 k/ft (calculated earlier) OK
Determine one-way shear capacity for transverse face
Vry = φVny (S5.8.2.1-2)
The nominal shear resistance, Vnx, is taken as the lesser of:
Vny = Vc + Vs + Vp (S5.8.3.3-1)
OR
Vny = 0.25f′cbvdvy + Vp (S5.8.3.3-2)
Vc
where:
β = 2.0
bv = 12 in. (to obtain shear per foot of footing)
dvy = effective shear depth for a transverse face per S5.8.2.9 (in.)
= 31.4 in. from above
Vp = 0.0 k
The nominal shear resistance is then taken as the lesser of:
Vcy
= 41.2 k/ft
AND
Vny = 0.25f′cbvdv
= 0.25(3)(12)(31.4)
= 282.6 k/ft
Therefore, use Vny = 41.2 k/ft
Vry = φVny
= 0.9(41.2)
= 37.1 k/ft > applied shear, Vuy = 18.1 k/ft (calculated earlier) OK
Determine two-way (punching) shear capacity at the column (S5.13.3.6.3)
For two-way action for sections without transverse reinforcement, the nominal shear
resistance, Vn in kips, of the concrete shall be taken as:
Vn
where:
βc = ratio of long side to short side of the rectangular through which

the concentrated load or reaction force is transmitted
= (column equivalent length) / (column equivalent width)
= 3.10/3.10
= 1.0 (notice, for circular columns this ratio is always 1.0)
dv = average effective shear depth (in.)
= (dvx + dvy)/2
= (30.3 + 31.4)/2
= 30.9 in.
bo = perimeter of the critical section (in.), the critical section is 0.5dv
from the reaction area (S5.13.3.6.1). Use the circular column
cross-section and cylindrical surface for punching shear
= 2π(42/2 + 30.9/2)
= 229 in.
Vn
= 2,316 k
The nominal shear resistance, Vn, cannot exceed the following:
Vn
= 1,544 k
Therefore,
Vr = 0.9(1,544)
= 1,390 k
The maximum factored vertical force for punching shear calculations equals the
maximum factored axial load on the footing minus the factored weight of the footing.
P2 way = 1,374-1.25[12(12)(3)](0.150)
= 1,293 k
The maximum shear force for punching shear calculations for a footing with the entire
footing area under compression and the column at the center of the footing:
V2 way = P2 way(1-area within punching shear perimeter/footing area)

= 1,293[1-π((42/2 + 30.9/2)/12)2 / 12(12)] = 1,293(1-0.201)
= 1,033 k < Vr = 1,390 k OK
For footings with eccentric columns or with tension under some of the footing area, the
design force for punching shear is calculated as the applied load, P2way, minus the soil
load in the area within the perimeter of the punching shear failure.
Design Step 7.2.4.5 Foundation soil bearing resistance at the Strength Limit State
(S10.6.3)
Foundation assumptions:
Footings rest on dry cohesionless soil
Angle of internal friction of the soil (φf) = 32 degrees
Depth of the bottom of the footing from the ground surface = 6 ft.
Soil density = 120 lb/ft3
Footing plan dimensions are 12 ft. by 12 ft.
Footing effective dimensions
According to S10.6.3.1.1, where loads are eccentric, the effective footing dimensions L'
and B', as specified in S10.6.3.1.5, shall be used instead of the overall dimensions L and
B in all equations, tables, and figures pertaining to bearing capacity.
Therefore, for each load case shown in Table 7.2-4, a unique combination of the footing
effective dimensions is used. In the following section, the case of maximum axial load on
the footing will be used to illustrate the bearing capacity calculations.
The footing effective dimensions are calculated using S10.6.3.1.5 and Figure
SC10.6.3.1.5-1 (shown below).
B = B-2eB (S10.6.3.1.5-1)
′
where:
eB = eccentricity parallel to dimension B (ft.)

B = 12-2(121/1,374)
′ = 11.82 ft.
L′ = L-2eL (S10.6.3.1.5-2)
where:
eL = eccentricity parallel to dimension L (ft.)

L′ = 12-2(626/1,374)
= 11.09 ft.
Figure SC10.6.3.1.5-1-Reduced Footing Dimensions (Reproduced from the
Specifications)
According to S10.6.3.1.2c, for cohesionless soil, the nominal bearing resistance of a

layer of the soil in TSF may be determined as:
qult = 0.5γBCw1Nγm + γCw2DfNqm (S10.6.3.1.2c-1)
where:
Df = depth of footing from ground level (ft.) = 6 ft.

γ = total, i.e., moist density of sand or gravel (TCF)
= 120/2,000
= 0.06 TCF
B = footing width (ft.)
= smaller of 11.82 and 11.09 ft.
= 11.09 ft.
Cw1, Cw2 = coefficients as specified in Table S10.6.3.1.2c-1 as a function of Dw
(dimensionless)
= for dry soil with a large depth, Cw1 = Cw2 = 1.0
Dw = depth to water surface taken from the ground surface (ft.)
= assume a large distance relative to the footing
dimensions
Nγm, Nqm = modified bearing capacity factor (dimensionless)
Substituting in Eq. S10.6.3.1.2c-1:
qult = 0.5(0.06)(11.09)(1.0)Nγm + 0.06(1.0)(6)Nqm

= 0.334Nγm + 0.36Nqm
From Eqs. S10.6.3.1.2c-2 and -3
Nγm = NγSγcγiγ (S10.6.3.1.2c-2)

Nqm = NqSqcqiqdq (S10.6.3.1.2c-3)
where:
Nγ = bearing capacity factor as specified in Table S10.6.3.1.2c-

2 for footings on relatively level ground
Nq = bearing capacity factor as specified in Table S10.6.3.1.2c-
2 for relatively level ground
Sq, Sγ = shape factors specified in Tables S10.6.3.1.2c-3 and -4,
respectively
cq, cγ = soil compressibility factors specified in Tables
S10.6.3.1.2c-5
iq, iγ = load inclination factors specified in Tables S10.6.3.1.2c-7
and -8
dq = depth factor specified in Table S10.6.3.1.2c-9
From Table S10.6.3.1.2c-2: Nγ = 30 for φf = 32 degrees
From Table S10.6.3.1.2c-2: Nq = 23 for φf = 32 degrees
L′/B = 11.82/11.09
′ = 1.07
Interpolate between L′/B′ = 1 and 2. However, using values corresponding to L′/B′ = 1.0
will not lead to significant change because L′/B′ ≈ 1.0.
From Table S10.6.3.1.2c-3: Sq = 1.62 for L′/B′ = 1.0 and φf = 30 degrees
From Table S10.6.3.1.2c-4: Sγ = 0.6 for L′/B′ = 1.0 and φf = 30 degrees
Soil stress at the footing depth before excavation, q = 0.06(6) = 0.36 TSF
For Tables S10.6.3.1.2c-5 and -6, either interpolate between q = 0.25 and q = 0.5 or, as
a conservative approach, use the value corresponding to q = 0.5. For this example, the
value corresponding to q = 0.5 TSF is used.
From Table S10.6.3.1.2c-5: cq, cγ = 1.0 for q = 0.5 and φf = 32 degrees
The maximum factored horizontal load on the bottom of the column from the bent
analysis equals 46.0 and 26.0 kips in the transverse and longitudinal directions,
respectively. In Table S10.6.3.1.2c-7, it is intended to use the unfactored horizontal and
vertical loads. However, due to the small ratio of horizontal to vertical loads, using the
factored loads does not affect the results.
Horizontal-to-vertical load ratio:
H/ = 44.8/1,374
V = 0.033 in the transverse direction
H/ = 26.0/1,374
V = 0.019 in the longitudinal direction
Table S10.6.3.1.2-7 lists values for iq, iγ that correspond to horizontal-to-vertical load
ratios of 0.0 and 0.1. Interpolation between the two values is acceptable. A more
conservative approach is to use the value corresponding to H/V = 0.1.
From Table S10.6.3.1.2c-7: iq = 0.85 for square footing with H/V = 0.1
From Table S10.6.3.1.2c-7: iγ = 0.77 for square footing with H/V = 0.1
Table S10.6.3.1.2c-9 lists values for dq that correspond to a friction angle, φf ≥ 32

degrees and for Df/B ≥ 1.0. For this example, φf = 30 degrees and Df/B = 6/11.13 = 0.54
By extrapolation from Table S10.6.3.1.2c-9, use dq = 1.05
Substituting in Eqs. S10.6.3.1.2c-2 and -3:
Nγm = NγSγcγiγ
= 30(0.6)(1.0)(0.77)
= 13.86 (S10.6.3.1.2c2)
Nqm = NqSqcqiqdq
= 23(1.62)(1.0)(0.85)(1.05)
= 33.3 (S10.6.3.1.2c-3)
Therefore,
qult = 0.333Nγm + 0.36Nqm
= 0.333(13.86) + 0.36(33.3)
= 16.6 TSF
Resistance factor
From Table S10.5.5-1, several resistance factors are listed for cohesionless soil (sand).
The selection of a particular resistance factor depends on the method of soil exploration
used to determine the soil properties. Assuming that φ was estimated from SPT data,
the resistance factor = 0.35
According to S10.6.3.1.1,
qR = φqn = φqult
= 0.35(16.6)
= 5.81 TSF
Footing load = (qR)(footing effective area)

resistance = 5.81(11.82)(11.09)
= 762.0 Tons
= 1,524 k > 1,374 k applied OK
The soil load resistance check may be repeated using the same procedures for other
load cases.
Appendix B - General Guidelines for Refined Analysis of

Deck Slabs
Traditionally, deck slabs have been analyzed using approximate methods. The
approximate methods are based on calculating moments per unit width of the deck and
design the reinforcement to resist these moments. This approach has been used
successfully for many decades. However, the approximate methods were generally
based on laboratory testing and/or refined analysis of typical decks supported on parallel
girders and no skews. In case of deck slabs with unusual geometry, such as sharply
skewed decks, the results of the approximate methods may not be accurate. For
example, negative moments may develop at the acute corner of a sharply skewed deck.
These moments are not accounted for in the approximate methods as they rely on
assuming that the deck is behaving as a continuous beam.
In cases of unusual deck geometry, bridge designers may find it beneficial to employ
refined methods of analysis. Typically the use of the refined methods of analysis is
meant for the design of both of the girders and the deck slab. The design method of
analysis most used is the finite element analysis. However, for deck slabs, other
methods such as the yield line method and the finite differences method may be used.
Following is a general description of the use of the finite elements in analyzing deck
slabs.
Finite element modeling of decks

Type of elements
The finite element method is based on dividing a component into a group of small
components or "finite elements". Depending on the type of the element, the number of
displacements (translations and rotations) varies at each end or corner of the element
varies. The displacements are typically referred to as "degrees of freedom". The basic
output of the analysis is the displacements at each node. These displacements are then
converted into forces at the nodes. The force output corresponding to a rotational
degrees of freedom is in the form of a moment while forces correspond to translational
degrees of freedom. Following are the types of elements typically used to model a plate
structure and the advantage and disadvantages of each type.
Plate elements: Plate elements are developed assuming that the thickness of the plate
component is small relative to the other two dimensions. The plate is modeled by its
middle surface. Each element typically has four corners or nodes. Most computer
programs have the ability of handling three-node or triangular plate elements, which are
typically treated as a special case of the four-node basic element. Following the general
plate theory, plate elements are assumed have three allowed displacements at each
node; translation perpendicular to the plate and rotations about two perpendicular axes
in the plane of the plate. The typical output includes the moments (usually given as
moment per unit width of the face of the elements) and the shear in the plate. This form
of output is convenient because the moments may be directly used to design the deck.
The main disadvantage of plate elements is that they do not account for the forces in the
plane of the plate. This results in ignoring the stiffness of the plate elements in this
plane. This precludes them from being used as part of a three-dimensional model to
analyze both the deck and the girders.
The deck supports are modeled as rigid supports along the lines of the supporting
components, i.e. girders, diaphragms and/or floor beams. Where it is desirable to
consider the effect of the flexibility of the supporting components on the deck moments,
the model may include these components that are typically modeled as beams. As the
plate elements, theoretically, have no in-plane stiffness, the effect of the composite
action on the stiffness of the beams should be considered when determining the
stiffness of the beam elements.
Shell elements: Shell elements are also developed assuming that the thickness of the
component is small relative to the other two dimensions and are also modeled by their
middle surface. They differ from plate elements in that they are considered to have six
degrees of freedom at each node, three translations and three rotations. Typically the
rotation about the axis perpendicular to the surface at a node is eliminated leaving only
five degrees of freedom per node. Shell elements may be used to model two
dimensional (plate) components or three-dimensional (shell) components. Commercially
available computer programs typically allow three-node and four-node elements. The
typical output includes the moments (usually given as moment per unit width of the face
of the elements) and the shear and axial loads in the element. This form of output is
convenient because the moments may be directly used to design the deck.
Due to the inclusion of the translations in the plane of the elements, shell elements may
be used as part of a three-dimensional model to analyze both the deck and the girders.
When the supporting components are modeled using beam elements, only the stiffness
of the noncomposite beams is introduced when defining the stiffness of the beams. The
effect of the composite action between the deck and the supporting components is
automatically included due to the presence of the in-plane stiffness of the shell elements
representing the deck.
Solid elements: Solid elements may be used to model both thin and thick components.
The thickness of the component may be divided into several layers or, for thin
components such as decks, may be modeled using one layer. The solid elements are
developed assuming three translations at each node and the rotations are not
considered in the development. The typical output includes the forces in the direction of
the three degrees of freedom at the nodes. Most computer programs have the ability to
determine the surface stresses of the solid elements. This form of output is not
convenient because these forces or stresses need to be converted to moments that may
be used to design the deck. Notice that, theoretically, there should be no force
perpendicular to the free surface of an element. However, due to rounding off errors, a
small force is typically calculated.
Similar to shell elements, due to the inclusion of all translations in the development of
the elements, solid elements may be used as part of a three-dimensional model to
analyze both the deck and the girders. When the supporting components are modeled
using beam elements, only the stiffness of the noncomposite beams is introduced when
defining the stiffness of the beams.
Element size and aspect ratio: The accuracy of the results of a finite element model
increases as the element size decreases. The required size of elements is smaller at
areas where high loads exist such as location of applied concentrated loads and
reactions. For a deck slab, the dividing the width between the girders to five or more
girders typically yields accurate results. The aspect ratio of the element (length-to-width
ratio for plate and shell elements and longest-to-shortest side length ratio for solid
elements) and the corner angles should be kept within the values recommended by the
developer of the computer program. Typically an aspect ratio less than 3 and corner
angles between 60 and 120 degrees are considered acceptable. In case the developer
recommendations are not followed, the inaccurate results are usually limited to the
nonconformant elements and the surrounding areas. When many of the elements do not
conform to the developer recommendation, it is recommended that a finer model be
developed and the results of the two models compared. If the difference is within the
acceptable limits for design, the coarser model may be used. If the difference is not
acceptable, a third, finer model should be developed and the results are then compared
to the previous model. This process should be repeated until the difference between the
results of the last two models is within the acceptable limits.
For deck slabs with constant thickness, the results are not very sensitive to element size
and aspect ratio.
Load application: Local stress concentrations take place at the locations of

concentrated loads applied to a finite element model. For a bridge deck, wheel loads
should preferably be applied as uniform load distributed over the tire contact area
specified in Article S3.6.1.2.5. To simplify live load application to the deck model, the
size of the elements should be selected to eliminate the partial loading of some finite
elements, i.e. the tire contact area preferably match the area of one or a group of
elements.

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Comprehensive Design Example for Prestressed

Concrete (PSC) Girder Superstructure Bridge

Reference is made to AASHTO-LRFD specifications article numbers throughout the

Comprehensive Design Example for Prestressed

2.1 Bridge geometry and materials

Bridge superstructure geometry

Superstructure type: Reinforced concrete deck supported on simple span

Bridge substructure geometry

Intermediate pier: Multi-column bent (4 - columns spaced at 14'-1")

Concrete elastic modulus

Other parameters affecting girder analysis

Figure 2-1 - Elevation View of the Example Bridge

2.2 Girder geometry and section properties

Basic beam section properties

Interior beam composite section properties

Exterior beam composite section properties

Figure 2-4 - General Beam Elevation

Figure 2-6 - Beam at Sections A-A, B-B, and C-C

Figure 2-8 - Integral Abutment

2.3 Effective flange width (S4.6.2.6)

For interior girders:

The effective flange width is taken as the least of the following:

One-quarter of the effective span length = 0.25(82.5)(12)

For exterior girders:

One-eighth of the effective span length = 0.125(82.5)(12)

(111/2) + 42.25 = 97.75 in.

Comprehensive Design Example for Prestressed

Design Step 4.1

The equivalent strip method is based on the following:

 The reinforcement is designed to resist the applied loads using conventional

 Shear and fatigue of the reinforcement need not be investigated.

Figure 4-1 - Bridge Cross-Section

Girder spacing = 9 ft.- 8 in

Design Step 4.2 - Deck Thickness

In addition to the minimum deck thickness requirements of S9.7.1.1, some jurisdictions

Design Step 4.3 - Overhang Thickness

Design Step 4.4 Concrete Parapet

Concrete Parapet General Values and Dimensions:

Mass per unit length = 650 lb/ft

Design Step 4.5 Equivalent Strip Method (S4.6.2)

Design Step 4.5.1 - Design dead load moments:

Load factors (S3.4.1):

Slab and parapet:

Self weight of the deck = 8(150)/12 = 100 psf

Future wearing surface = 30 psf

Girder top flange width = 42 in.

Minimum distance between the wheels of two adjacent trucks = 4 ft.

Dynamic load allowance = 33% (S3.6.2.1)

Load factor (Strength I) = 1.75 (S3.4.1)

Multiple presence factor (S3.6.1.1.2):

Single lane = 1.20

Resistance factors, φ, for 0.9 for strength limit state (S5.5.4.2)

Design Step 4.8 - Design for positive moment in the deck

Notice that the total moment is dominated by the live load.

The flexural resistance equations in the AASHTO-LRFD Bridge Design Specifications

For rectangular section behavior, the depth of the section in compression, c, is

For reinforced concrete sections (no prestressing) without reinforcement on the

Mn = Apsfps(dp - a/2) + Asfy(ds - a/2) - A′sf′y(d′s - a/2) + 0.85f′c(b - bw)β1hf(a/2 -

For rectangular reinforced concrete sections (no prestressing) without reinforcement on