24-Oct-20

Chapter. 5.Super CONCRETE BRIDGES

Structure design Topics to be Presented:

Example Problem on:

(i). Concrete Deck Design

CONCRETE BRIDGES (ii). Solid Slab Bridge Design
(iii). T-Beam Bridge Design

CONCRETE DECK DESIGN

Problem Statement:
Use the approximate method of
analysis [4.6.2] to design the deck
of the reinforced concrete T-Beam
bridge section of Fig.E-7.1-1 for a
HL-93 live load and a PL-2
performance level concrete barrier
(Fig.7.45).
The T-Beams supporting the deck
are 2440 mm on the centers and
CONCRETE DECK DESIGN have a stem width of 350 mm. The
deck overhangs the exterior T-
Beam approximately 0.4 of the
distance between T-Beams. Allow
for sacrificial wear of 15mm of
concrete surface and for a future
wearing surface of 75mm thick
bituminous overlay. Use fc’=30
MPa, fy=400Mpa, and compare the
selected reinforcement with that
3 obtained by the empirical method 4
[A9.7.2]

1
 24-Oct-20

B. WEIGHTS OF THE COMPONENTS

A. DECK THICKNESS [ TABLE A3.5.1-1 ]
The minimum thickness for concrete deck slabs is 175 mm [A9.7.1.1]. For a 1mm width of a transverse strip.

Traditional minimum depths of slabs are based on the deck span length S Barrier
to control deflection to give [ Table A2.5.2.6.3-1] Pb = 2400 x 10-9 Kg/mm3 x 9.81 N/Kg x 197325 mm2
= 4.65 N/mm

S + 3000 2440 + 3000

h min = = = 181mm〉175mm Future Wearing Surface
30 30 WDW = 2250 x 10-9 x 9.81 x 75 = 1.66 x 10-3 N/mm

Use hs = 190 mm for the structural thickness of the deck. By adding the Slab 205mm thick
15 mm allowance for the sacrificial surface, the dead weight of the deck Ws = 2400 x 10-9 x 9.81 x 205 = 4.83 x 10-3 N/mm
slab is based on h= 205mm. Because the portion of the deck that
overhangs the exterior girder must be designed for a collision load Cantilever Overhanging
Wo = 2400 x 10-9 x 9.81 x 230 = 5.42 x 10-3 N/mm
on the barrier, its thickness has been increased by 25mm to ho=230mm

5 6

C. BENDING MOMENT 1. DECK SLAB

FORCE EFFECTS – GENERAL
h = 205 mm,
An approximate analysis of strips perpendicular
Ws = 4.83 x 10–3 N/mm,
to girders is considered acceptable [A9.6.1]. The S = 2440 mm
extreme positive moment in any deck panel
between girders shall be taken to apply to all FEM = ±
WsS 2
=±
( 4.83 ×10 −3 )(2440) 2
= 2396 Nmm / mm
positive moment regions. Similarly, the extreme 12 12
negative moment over any girder shall be taken Placement of the deck slab
to apply to all negative moment regions dead load and results of a
[A4.6.2.1.1]. The strips shall be treated as moment distribution analysis for
continuous beams with span lengths equal to the negative and positive moments
in a 1-mm wide strip is given in
center-to-centre distance between girders. The figure E7.1-2
girders are assumed to be rigid [A4.6.2.1.6]
A deck analysis design aid
based on influence lines is given
For ease in applying the load factors, the in Table A.1 of Appendix A. For
bending moments will separately be determined a uniform load, the tabulated
for the deck slab, overhang, barrier, future areas are multiplied by S for Fig.E7.1-2: Moment
Shears and S2 for moments.
wearing surface, and vehicle live load. 7 distribution for deck slab 8
dead load.

2
 24-Oct-20

1. DECK SLAB 2. OVERHANG

The parameters are
R200 = Ws (Net area w/o cantilever) S ho = 230 mm,
Wo = 5.42 x 10-3 N/mm2
= 4.83 x 10-3 (0.3928) 2440 = 4.63 N/mm L = 990 mm
M204 = Ws (Net area w/o cantilever) S2 Placement of the overhang dead load is shown in the figure E7.1-3. By
= 4.83 x 10-3 (0.0772) 24402 using the design aid Table A.1, the reaction on the exterior T-Beam
and the bending moments are:
= 2220 N mm/mm
M300 = Ws (Net area w/o cantilever) S2
= 4.83 x 10-3 (-0.1071) 24402
= - 3080 N mm/mm Fig.E7.1-3
Overhang
Comparing the results from the design aid with those dead load
from moment distribution shows good agreement. In placement
determining the remainder of the bending moment
force effects, the design aid of Table A.1 will be
used.
9 10

2. OVERHANG 3. BARRIER
The parameters are
R200 = Wo (Net area cantilever) L Pb = 4.65 N/mm
= 5.42 x 10-3 (1+ 0.635 x 990/2440) 990 = 6.75 N/mm L = 990 – 127 = 863 mm

M200 = Wo (Net area cantilever) L2 Placement of the center of gravity of the barrier dead load is
= 5.42 x 10-3 (-0.5000) 9902 = -2656 N mm/mm shown in figure E7.1-4. By using the design aid Table A.1 for the
concentrated barrier load, the intensity of the load is multiplied
M204 = Wo (Net area cantilever) L2 by the influence line ordinate for shears and reactions. For
bending moments, the influence line ordinate is multiplied by the
= 5.42 x 10-3 (-0.2460) 9902 = -1307 N mm/mm cantilever length L.

M300 = Wo (Net area cantilever) L2

= 5.42 x 10-3 (0.1350) 9902 = 717 N mm/mm Fig.E7.1-4
Barrier
dead load
placement

11 12

3
 24-Oct-20

3. BARRIER 4. FUTURE WEARING SURFACE

R200 = Pb (Influence line ordinate) FWS = WDW = 1.66 x 10-3 N/mm2
= 4.65(1.0+1.27 x 863/2440) = 6.74 N/mm
The 75mm bituminous overlay is placed curb to curb as
M200 = Pb (Influence line ordinate) L shown in figure E7.1-5. The length of the loaded cantilever is
= 4.65(-1.0000) (863) = -4013 N mm/mm reduced by the base width of the barrier to give
L = 990 – 380 = 610 mm.
M204 = Pb (Influence line ordinate) L
= 4.65 (-0.4920) (863) = -1974 N mm/mm

M300 = Pb (Influence line ordinate) L

= 4.65 (0.2700) (863) = 1083 N mm/mm

Fig. E7.1-5: Future wearing surface dead load placement

13 14

4. FUTURE WEARING SURFACE D. VEHICULAR LIVE LOAD

If we use the design aid Table A.1, we have Where decks are designed using the
R200 = WDW [(Net area cantilever) L + (Net area w/o cantilever) S]
approximate strip method [A4.6.2.1], and the
= 1.66 x 10-3 [(1.0 + 0.635 x 610/2440) x 610 + (0.3928) x 2440)] strips are transverse, they shall be designed
= 2.76 N/mm for the 145 KN axle of the design truck
[A3.6.1.3.3]. Wheel loads on an axle are
M200 = WDW (Net area cantilever) L2
= 1.66 x 10-3 (-0.5000)(610)2 = -309 N mm/mm
assumed to be equal and spaced 1800 mm
apart [Fig.A3.6.1.2.2-1]. The design truck
M204 = WDW [(Net area cantilever) L2 + (Net area w/o cantilever) S2 ] should be positioned transversely to produce
= 1.66 x 10-3 [(-0.2460)(610)2 + (0.0772)24402 ] = 611 N mm/mm maximum force effects such that the center
M300 = WDW [(Net area cantilever) L2 + (Net area w/o cantilever) S2 ]
of any wheel load is not closer than 300mm
= 1.66 x 10-3 [(0.1350)(610)2 + (-0.1071)24402 ] = -975 N mm/mm from the face of the curb for the design of
the deck overhang and 600mm from the
edge of the 3600 mm wide design lane for
the design of all other components
[A3.6.1.3.1]
15 16

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 24-Oct-20

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

The width of equivalent interior transverse strips
(mm) over which the wheel loads can be considered
distributed longitudinally in CIP concrete decks is
given as
[Table A4.6.2.1.3-1]

Overhang, 1140+0.883 X
Positive moment, 660+0.55 S
Negative moment, 1220+0.25 S

Where X is the distance from the wheel load to

centerline of support and S is the spacing of the T-
Beams. Here X=310 mm and S=2440 mm
(Fig.E7.1-6)
Figure E 7.1-6 : Distribution of Wheel load
17
on Overhang 18

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

Tire contact area [A3.6.1.2.5] shall be Thus the tire contact area is
assumed as a rectangle with width of 510
mm and length given by 510 x 385mm
 IM  with the 510mm in the
l = 2 . 28 γ  1 + P
 100 
transverse direction as
Where γ is the load factor, IM is the dynamic
load allowance and P is the Wheel load. shown in Figure.E7.1-6
Here γ = 1.75, IM = 33% , P = 72.5 KN.

19 20

5
 24-Oct-20

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

Back
Figure E 7.1-6 : Distribution of Wheel load
21
on Overhang 22

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

m
3

mm

23 24

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 24-Oct-20

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

If we use the influence line ordinates from
Table A-1, the exterior girder reaction and
positive bending moment with one loaded lane
(m=1.2) are

200

204

Fig.E7.1-7: Live load placement for maximum positive moment

(a) One loaded lane, m = 1.2
(b) Two loaded lanes, m = 1.0 25 26

D. VEHICULAR LIVE LOAD D. VEHICULAR LIVE LOAD

3. MAXIMUM INTERIOR NEGATIVE LIVE LOAD MOMENT.
For two loaded lanes
the critical placement of live load for maximum negative
(m=1.0) moment is at the first interior deck support with one
loaded lane (m=1.2) as shown in Fig.E7.1-8.

The equivalent transverse strip width is

1220+0.25S = 1220+0.25(2440) = 1830 mm
Using Table A-1, the bending moment at location 300 is
Thus, the one loaded lane case governs.

27 28

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 24-Oct-20

D. VEHICULAR LIVE LOAD E. STRENGTH LIMIT STATE

4. MAXIMUM LIVE LOAD REACTION ON EXTERIOR GIRDER The gravity load combination can be stated
as [Table A.3.4.1-1]

P P

29 30

E. STRENGTH LIMIT STATE E. STRENGTH LIMIT STATE

The T-Beam stem width is 350mm, so the design
sections will be 175mm on either side of the support
centerline used in the analysis. The critical negative
moment section is at the interior face of the exterior
support as shown in the free body diagram
[Fig. E7.1-10]

Back

31 32

8
 24-Oct-20

E. STRENGTH LIMIT STATE E. STRENGTH LIMIT STATE

The values of the loads in Fig E7.1-10 are for a 1- 2. Overhang
mathematical model strip. The concentrated wheel
load is for one loaded lane, that is,
o
W = 1.2(72500)1400 = 62.14 N/mm

1. Deck Slab:

3. Barrier
s
200

33 34

E. STRENGTH LIMIT STATE E. STRENGTH LIMIT STATE

4. Future Wearing Surface
6. Strength-I Limit State

5. Live Load

35 36

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 24-Oct-20

F. Selection Of Reinforcement F. Selection Of Reinforcement

The effective concrete
depths for positive and
negative bending will be
different because of the
different cover
requirements as indicated
in this Fig shown.

37 38

F. Selection Of Reinforcement F. Selection Of Reinforcement

Maximum reinforcement keeping in view the
ductility requirements is limited by [A5.7.3.3.1]
a ≤ 0.35d

Minimum reinforcement [5.7.3.3.2] for

components containing no prestressing steel is
satisfied if

As f '
ρ= ≥ 0.03 c
(bd ) fy

39 40

10
 24-Oct-20

F. Selection Of Reinforcement F. Selection Of Reinforcement

1. POSITIVE MOMENT REINFORCEMENT :

41 42

F. Selection Of Reinforcement F. Selection Of Reinforcement

Check Ductility 2. Negative Moment Reinforcement

Check Moment Strength

Back

43 44

11
 24-Oct-20

F. Selection Of Reinforcement F. Selection Of Reinforcement

Check Moment Strength 3. DISTRIBUTION REINFORCEMENT:
Secondary reinforcement is placed in the bottom of the slab to
distribute the wheel loads in the longitudinal direction of the bridge
to the primary reinforcement in the transverse direction. The
required area is a percentage of the primary positive moment
reinforcement. For primary reinforcement perpendicular to traffic
[A9.7.3.2]
3840
Percentage = ≤ 67%
Se

For transverse top bars, Where Se is the effective span length [A9.7.2.3]. Se is the distance
face to face of stems, that is,
Use No. 15 @225 mm. Se=2440-350= 2090mm
3840
Percentage = = 84%, Use67%
2090
45 46

F. Selection Of Reinforcement F. Selection Of Reinforcement

4. SHRINKAGE AND TEMPRATURE REINFORCEMENT.
So The minimum amount of reinforcement in each direction shall be
[A5.10.8.2]
Dist.As = 0.67(Pos.As)=0.67(0.889) Temp . A s ≥ 0 . 75
Ag
f y

= 0.60 mm2/mm Where Ag is the gross area of the section for the full 205 mm thickness.
For longitudinal bottom bars, Temp. As ≥ 0.75
(205 ×1)
= 0.38mm 2 / mm
200
Use No.10 @ 150 mm, For members greater than 150 mm in thickness, the shrinkage and
temperature reinforcement is to be distributed equally on both faces.
As = 0.667 mm2/mm
1
(Temp. As ) = 0.19mm 2 / mm
2

Use No.10 @ 450 mm, Provided As = 0.222 mm2/mm

47 48

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 24-Oct-20

G. CONTROL OF CRACKING-GENERAL G. CONTROL OF CRACKING-GENERAL

Cracking is controlled by limiting the tensile stress in
the reinforcement under service loads fs to an allowable
tensile stress fsa [A5.7.3.4]

Z
f s ≤ f sa = ≤ 0 .6 f y M = MDC + MDW + 1.33 MLL
( d c A)1/ 3
Where
Z = 23000 N/mm for severe exposure conditions.
dc = Depth of concrete from extreme tension fiber to
center of closest bar ≤ 50 mm
A = Effective concrete tensile area per bar having the
same centroid as the reinforcement. c

49 50

G. CONTROL OF CRACKING-GENERAL G. CONTROL OF CRACKING-GENERAL

Where 1. CHECK OF POSITIVE MOMENT REINFORCEMENT.
γ c = density of concrete = 2400 Kg/m3. The service I positive moment at Location 204 is
f’c = 30 MPa.

So that

Ec = 0.043(2400)1.5 30 = 27700MPa. The calculation of the transformed section properties is based on a 1-mm wide
doubly reinforced section shown in the Figure E7.1-12

200000
n = = 7 .2 ,
27700
Use n = 7

51 52

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 24-Oct-20

G. CONTROL OF CRACKING-GENERAL G. CONTROL OF CRACKING-GENERAL

Sum of statical moments about the neutral axis yields The positive moment tensile reinforcement of No.15 bars at 25mm
on centers is located 33 mm from the extreme tension fiber.
Therefore,
c

sa y

sa y s

53 54

G. CONTROL OF CRACKING-GENERAL G. CONTROL OF CRACKING-GENERAL

2. CHECK OF NEGATIVE REINFORCEMENT:
Balancing the statical moments about the
The service I negative moment at location 200.72 is
neutral axis gives

The cross section for the negative moment is shown in Fig.E7.1-13.

55 56

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 24-Oct-20

G. CONTROL OF CRACKING-GENERAL H. FATIGUE LIMIT STATE

The negative moment tensile reinforcement of The investigation for fatigue is not
No.15 bars at 225 mm on centers is located 53 required in concrete decks for
mm from the tension face. Therefore dc is the multigirder applications [A9.5.3]
maximum value of 50mm, and

sa

sa

57 58

I. TRADITIONAL DESIGN FOR INTERIOR J. EMPERICAL DESIGN OF CONCRETE DECK

SPANS SLABS
The design sketch in Fig.E7.1-14 summerizes the
arrangement of the transverse and longitudinal
Research has shown that the
reinforcement in four layers for the interior spans of the primary structural action of the
deck. The exterior span and deck overhang have special concrete deck is not flexure, but
requirements that must be dealt with separately.
internal arching. The arching
creates an internal compression
dome. Only a minimum amount of
isotropic reinforcement is required
for local flexural resistance.

59 60

15
 24-Oct-20

J. EMPERICAL DESIGN OF CONCRETE DECK J. EMPERICAL DESIGN OF CONCRETE DECK

SLABS SLABS
1. DESIGN CONDITIONS [A9.7.2.4] 2. REINFORCEMENT REQUIREMENTS [A9.7.2.5]
Design depth excludes the loss due to wear,
h=190mm. The following conditions must be satisfied:

61 62

J. EMPERICAL DESIGN OF CONCRETE DECK K. COMPARISON OF REINFORCEMENT

SLABS QUANTITIES
3. EMPERICAL DESIGN SUMMARY The weight of reinforcement for the traditional and
while using the empirical design approach there is no need of using empirical design methods are compared in Table.E7.1-1
any analysis. When the design conditions have been met, the for a 1-m wide transverse strip. Significant saving, in
minimum reinforcement in all four layers is predetermined. The this case 74% of the traditionally designed
design sketch in the Fig.E7.1-15 summarizes the reinforcement reinforcement is required, can be made by adopting the
arrangement for the interior deck spans. empirical design method.

(Area = 1m x 14.18m)
63 64

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 24-Oct-20

L. DECK OVERHANG DESIGN L. DECK OVERHANG DESIGN

The traditional and the empirical methods Two limit states must be investigated.
does not include the design of the deck
overhang. Strength I [A13.6.1] and Extreme
The design loads for the deck overhang are Event II [A13.6.2]
applied to a free body diagram of a
cantilever that is independent of the deck
spans. The strength limit state considers
The resulting overhang design can then be vertical gravity forces and it seldom
incorporated into either the traditional or the governs, unless the cantilever span is
empirical design by anchoring the overhang very long.
reinforcement into the first deck span.

65 66

L. DECK OVERHANG DESIGN L. DECK OVERHANG DESIGN

The extreme event limit state 1. STRENGTH I LIMIT STATE:

considers horizontal forces caused The design negative moment is taken at the
exterior face of the support as shown in the
by the collision of a vehicle with Fig.E7.1-6 for the loads given in Fig.E7.1-10.
the barrier.
Because the overhang has a single load path
and is, therefore, a nonredundant member,
The extreme limit state usually then η R = 1 . 05
governs the design of the deck
overhang.
67 68

17
 24-Oct-20

L. DECK OVERHANG DESIGN L. DECK OVERHANG DESIGN

69 70

L. DECK OVERHANG DESIGN L. DECK OVERHANG DESIGN

2. EXTREME EVENT II LIMIT STATE The maximum edge thickness of the deck overhand is
the forces to be transmitted to the deck overhand 200mm[A13.7.3.1.2] and the minimum height of barrier
due to a vehicular collision with the concrete barrier for a PL-2 is 810mm.
are determined from a strength analysis of the The transverse and longitudinal forces are distributed
barrier. over a length of barrier of 1070mm. This length
In this design problem, the barriers are to be represents the approximate diameter of a truck tire,
designed for a performance level PL-2, which is which is in contact with the wall at the time of impact.
suitable for The design philosophy is that if any failures are to occur
“High-speed main line structures on freeways, they should be in the barrier, which can readily be
expressways, highways and areas with a mixture of repaired, rather than in the deck overhang.
heavy vehicles and maximum tolerable speeds” The resistance factors φ are taken as 1.0 and the
vehicle collision load factor is 1.0

71 72

18
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M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

All traffic railing systems shall be proven
satisfactory through crash testing for a
desired performance level [A13.7.3.1]. If a
previously tested system is used with only
minor modification that do not change its
performance, then additional crash testing is c t
not required [A13.7.3.1.1]
The concrete barrier shown in the
Fig.E7.1-17 (Next Slide) is similar to the
profile and reinforcement arrangement to
traffic barrier type T5 analyzed by
Hirsh(1978) and tested by Buth et al (1990)

Fig. W7.1-17 (Concrete Barrier and connection to deck

73 overhang.) 74

f1

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

t t

 2  M c Lc  …..(E7.1-8)
2
Rw =   
 8M b + 8M w H + H 
 2 Lc − Lt  

75 76

19
Slide 75

f1 fm, 01-Nov-02
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

1. MOMENT STRENGTH OF WALL ABOUT

VERTICAL AXIS,MWH.
The moment strength about the vertical
axis is based on the horizontal
reinforcement in the wall. The thickness of
the barrier wall varies and it is convenient
to divide it for calculation purposes into
three segments as shown in Fig. E7.1-18

77 78

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

Neglecting the contribution of compressive For segment II, the moment strengths are slightly
reinforcement, the positive and negative bending different. Considering the moment positive if it produces
strengths of segment I are approximately equal and tension on the straight face, we have
calculated as

n pos

n neg

nI

n II
79 80

20
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

For segment III, the positive and negative Now considering the wall to have uniform
bending strengths are equal and thickness and same area as the actual wall and
comparing it with the value of MwH.

nIII

nI nII nIII

81
This value is close to the one previously calculated and is 82
easier to find

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

2. MOMENT STRENGTH OF WALL ABOUT HORIZONTAL For segment I, the average wall thickness is 175mm
AXIS and the moment strength about the horizontal axis
becomes
The moment strength about the horizontal axis is
determined from the vertical reinforcement in the
wall.
The yield lines that cross the vertical reinforcement
(Fig.E7.16-16) produce only tension in the sloping
wall, so that the only negative bending strength
need to be calculated. At the bottom of the wall the vertical reinforcement at
Matching the spacing of the vertical bars in the the wider spread is not anchored into the deck
overhang. Only the hairpin dowel at a narrower spread
barrier with the spacing of the bottom bars in the is anchored. the effective depth of the hairpin dowel is
deck, the vertical bars become No.15 at 225mm [Fig.E7.1-17]
(As = 0.889 mm2/mm) for the traditional design d=50+16+150+8 = 224 mm
(Fig.E7.1-14). 83 84

21
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

3. CRITICAL LENTH OF YIELD LINE PATTERN,LC
Now with moment strengths and Lt=1070mm known,
Eq.E7.1-9 yields
II+III

t t b w
c
c

85 86

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

4. NOMINAL RESISTANCE TO TRANVERSE 5. SHEAR TRANSFER BETWEEN BARRIER AND DECK
LOAD,RW The nominal resistance Rw must be transferred acroass a cold joint
by shear friction. Free body diagrams of the forces transferred from
From Eq.E7.1-8, We have the barrier to the deck overhang are shown in the Fig.E7.1-19

c c
w b w
c t c

87 88

22
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M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

The nominal shear resistance Vn of the The last two factors are for concrete placed
interface plane is given by [A5.8.4.1] against hardened concrete clean and free of
n
laitance, but not intentionally roughened.
cv vf c
Therefore for a 1-mm wide design strip
n cv

vf fy

89 90

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

The minimum cross-sectional area of dowels The basic development length lhb for a hooked bar with
fy = 400 MPa. Is given by [A5.11.2.4.1]
across the shear plane is [A5.8.4.1]
100d b
lhb =
fc '
and shall not be less than 8db or 150mm. For a No.15
bar, db=16mm and
100(16)
vf
v lhb = = 292mm
y
30
which is greater than 8(16) = 128mm and 150mm. The
modifications factors of 0.7 for adequate cover and 1.2
for epoxy coated bars [A5.11.2.4.2] apply, so that the
development length lhb is changed to
lhb=0.7(1.2)lhb = 0.74(292) = 245mm
91 92

23
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M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

c c w

The standard 90o hook with an extension of 12db=12(16)=192mm at

the free end of the bar is adequate [A5.10.2.1]
93 94

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

6. TOP REINFORCEMENT IN DECK OVERHANG The dead load moments were calculated
The top reinforcement must resist the negative bending previously for strength I so that for the Extreme
moment over the exterior beam due to the collision and Event II limit state, we have
the dead load of the overhang. Based on the strength of
the 90o hooks, the collision moment MCT (Fig.E7.1-19) u
distributed over a wall length of (Lc+2H) is

95 96

24
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

Bundling a No.10 bar with No.15 bar at 225mm this moment strength will be reduced because
on centers, the negative moment strength of the axial tension force
becomes T = Rw/(Lc+2H)
s

By assuming the moment interaction curve

between moment and axial tension as a straight
line (Fig.E7.1-20]
n

97 98

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

st

99 100

25
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

The development length available for the hook in the overhang before reaching
the vertical leg of the hairpin dowel is
101 available ldh=16+150+8=174mm>155mm 102

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

103 104

26
 24-Oct-20

M. CONCRETE BARRIER STRENGTH M. CONCRETE BARRIER STRENGTH

db

105 106

M. CONCRETE BARRIER STRENGTH 7.10.2

SOLID SLAB BRIDGE DESIGN

107 108

27
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7.10.2: SOLID SLAB BRIDGE DESIGN 7.10.2: SOLID SLAB BRIDGE DESIGN

PROBLEM STATEMENT:
Design the simply supported solid slab bridge
of Fig.7.2-1 with a span length of 10670mm
center to center of bearing for a HL-93 live
load. The roadway width is 13400mm curb to
curb. Allow for a future wearing surface of
75mm thick bituminous overlay. Use
fc’=30MPa and fy=400 MPa. Follow the slab
bridge outline in Appendix A5.4 and the
beam and girder bridge outline in section 5-
Appendix A5.3 of the AASHTO (1994) LRFD
bridge specifications.
109 110

A. CHECK MINIMUM RECOMMENDED B. DETERMINE LIVE LOAD STRIP

DEPTH [TABLE A2.5.2.6.3-1] WIDTH [A4.6.2.3]

1. One-Lane loaded:

Multiple presence factor included [C4.6.2.3}

1 1

111 112

28
 24-Oct-20

B. DETERMINE LIVE LOAD STRIP C. APPLICABILITY OF LIVE LOADS FOR DECKS

WIDTH [A4.6.2.3] AND DECK SYSTEMS
1. MAXIMUM SHEAR FORCE – AXLE LOADS [FIG.E7.2-2]

113 114

C. APPLICABILITY OF LIVE LOADS FOR DECKS C. APPLICABILITY OF LIVE LOADS FOR DECKS
AND DECK SYSTEMS AND DECK SYSTEMS
1. MAXIMUM BENDING MOMENT AT MIDSPAN-
AXLE LOADS [FIG.E7.2-3]

115 116

29
 24-Oct-20

D. SELECTION OF RESISTANCE
FACTORS (Table 7.10 [A5.5.4.2.1]
E. Select load modifiers [A1.3.2.1]

117 118

F. SELECT APPLICABLE LOAD COMBINATION G. CALCULATE LIVE LOAD FORCE

(TABLE 3.1 [TABLE A3.4.1-1]) EFFECTS
1. STRENGTH I LIMIT STATE 1. INTERIOR STRIP.

2. SERVICE I LIMIT STATE

3. FATIGUE LIMIT STATE

119 120

30
 24-Oct-20

G. CALCULATE LIVE LOAD FORCE G. CALCULATE LIVE LOAD FORCE

EFFECTS EFFECTS
2. EDGE STRIP [A4.6.2.1.4]

121 122

H. CALCULATE FORCE EFFECTS FROM H. CALCULATE FORCE EFFECTS FROM

OTHER loads OTHER loads
1. INTERIOR STRIP, 1-mm WIDE 2. EDGE STRIP, 1-MM WIDE

123 124

31
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

1. DURIBILITY a. MOMENT- INTERIOR STRIP

s y

125 126

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

b. MOMENT-EDGE STRIP 2. CONTROL OF CRACKING

s sa

a. INTERIOR STRIP

c r

s
c
127 128

32
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

STEEL STRESS
s

s y
Location of neutral axis

cr sa

129 130

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

b. EDGE STRIP STEEL STRESS
s

½(103)(x2) = (35 x 103)(510-x)

cr

131 132

33
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

3. DEFORMATIONS [A5.7.3.6] g
cr
t

c e e

cr cr
e cr
a 133 134
a

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

By using Ig: [A5.7.3.6.2] b. LIVE LOAD DEFLECTION: (OPTIONAL)[A2.5.2.6.2]
∆ allow
LL + IM

135 136

34
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

Back
4607mm

137 138

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

DESIGN LANE LOAD

Lane

139 140

35
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

The live load deflection estimate of 17mm is 5. Concrete stresses [A5.9.4.3].

conservative because Ie was based on the
maximum moment at midspan rather than an
average Ie over the entire span. As there is no prestressing therefore
Also, the additional stiffness provided by the concrete stresses does not apply.
concrete barriers has been neglected, as well
as the compression reinforcement in the top
of the slab.
Bridges typically deflect less than the
calculations predict and as a result the
deflection check has been made optional.

141 142

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

5. FATIGUE [A5.5.3]

Fatigue load should be one truck with 9000-mm axle

spacing [A3.6.1.1.2]. As the rear axle spacing is large,
therefore the maximum moment results when the two
front axles are on the bridge. as shown in Fig.E7.2-8,
the two axle loads are placed on the bridge.
No multiple presence factor is applied (m=1). From
Fig.E7.2-8

143 144

36
 24-Oct-20

I. INVESTIGATE SERVICE LIMIT STATE I. INVESTIGATE SERVICE LIMIT STATE

b. REINFORCING BARS:[A5.5.3.2]

min
a. TENSILE LIVE LOAD STRESSES:
One loaded lane, E=4370mm

145 146

J. INVESTIGATE STRENGTH LIMIT STATE J. INVESTIGATE STRENGTH LIMIT STATE

1. FLEXURE [A5.7.3.2]
RECTANGULAR STRESS DISTRIBUTION [A5.7.2.2]

(2/7)

a. INTERIOR STRIP:

147 148

37
 24-Oct-20

J. INVESTIGATE STRENGTH LIMIT STATE J. INVESTIGATE STRENGTH LIMIT STATE

For simple span bridges, temperature gradient effect

reduces gravity load effects. Because temperature gradient
may not always be there, so assume γ TG = 0

149 150

J. INVESTIGATE STRENGTH LIMIT STATE J. INVESTIGATE STRENGTH LIMIT STATE

b. EDGE STRIP

So the strength limit state governs.

Use No.30 @ 150 mm for interior strip.

151 152

38
 24-Oct-20

J. INVESTIGATE STRENGTH LIMIT STATE J. INVESTIGATE STRENGTH LIMIT STATE

STRENGTH I: 2. SHEAR

Slab bridges designed for moment in

conformance with AASHTO[A4.6.2.3]
maybe considered satisfactory for
Use No. 30 @ 140mm for edge strip. shear.

153 154

K. DISTRIBUTION REINFORCEMENT K. DISTRIBUTION REINFORCEMENT

[A5.14.4.1] [A5.14.4.1]
The amount of bottom transverse a. INTERIOR SPAN:
reinforcement maybe taken as a percentage
of the main reinforcement required for
positive moment as.

155 156

39
 24-Oct-20

K. DISTRIBUTION REINFORCEMENT L. SHRINKAGE AND TEMPRATURE REINFORCEMENT

[A5.14.4.1]
b. EDGE STRIP: Transverse reinforcement in the top of the slab
[A5.10.8]

157 158

M. DESIGN SKETCH TABLE A-1

159 160
BACK

40
 24-Oct-20

161
BACK

41