Lecture No.4B

Introduction to
Bridge Engineering
Lecture 4 (II)
CONCRETE BRIDGES
2
Presented By:
YASIR IRFAN BADRASHI
&
QAISER HAYAT
Presented To:
PROF. DR. AKHTAR NAEEM KHAN
&
CLASSMATES
CONCRETE BRIDGES
3
Topics to be Presented:
Example Problem on:

(i). Concrete Deck Design
(ii). Solid Slab Bridge Design
(iii). T-Beam Bridge Design

CONCRETE BRIDGES
4
7.10.1

CONCRETE DECK DESIGN
5
CONCRETE DECK DESIGN
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
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, f
y
=400Mpa, and compare the
selected reinforcement with that
obtained by the empirical method
[A9.7.2]
Problem Statement:
6
The minimum thickness for concrete deck slabs is 175 mm [A9.7.1.1].

Traditional minimum depths of slabs are based on the deck span length S
to control deflection to give [ Table A2.5.2.6.3-1]
A. DECK THICKNESS
Use h
s
= 190 mm for the structural thickness of the deck. By adding the
15 mm allowance for the sacrificial surface, the dead weight of the deck
slab is based on h= 205mm. Because the portion of the deck that
overhangs the exterior girder must be designed for a collision load
on the barrier, its thickness has been increased by 25mm to h
o
=230mm
mm mm
S
h 175 181
30
3000 2440
30
3000
min ) =
+
=
+
=
7
B. WEIGHTS OF THE COMPONENTS
[ TABLE A3.5.1-1 ]
For a 1mm width of a transverse strip.

Barrier
P
b
= 2400 x 10
-9
Kg/mm
3
x 9.81 N/Kg x 197325 mm
2
= 4.65 N/mm

Future Wearing Surface
WDW = 2250 x 10
-9
x 9.81 x 75 = 1.66 x 10
-3
N/mm

Slab 205mm thick
Ws = 2400 x 10
-9
x 9.81 x 205 = 4.83 x 10
-3
N/mm

Cantilever Overhanging
W
o
= 2400 x 10
-9
x 9.81 x 230 = 5.42 x 10
-3
N/mm
8
C. BENDING MOMENT
FORCE EFFECTS GENERAL
An approximate analysis of strips perpendicular
to girders is considered acceptable [A9.6.1]. The
extreme positive moment in any deck panel
between girders shall be taken to apply to all
positive moment regions. Similarly, the extreme
negative moment over any girder shall be taken
to apply to all negative moment regions
[A4.6.2.1.1]. The strips shall be treated as
continuous beams with span lengths equal to the
center-to-centre distance between girders. The
girders are assumed to be rigid [A4.6.2.1.6]

For ease in applying the load factors, the
bending moments will separately be determined
for the deck slab, overhang, barrier, future
wearing surface, and vehicle live load.
9
1. DECK SLAB
h = 205 mm,
Ws = 4.83 x 10
3
N/mm,
S = 2440 mm

Placement of the deck slab
dead load and results of a
moment distribution analysis for
negative and positive moments
in a 1-mm wide strip is given in
figure E7.1-2

A deck analysis design aid
based on influence lines is given
in Table A.1 of Appendix A. For
a uniform load, the tabulated
areas are multiplied by S for
Shears and S
2
for moments.

mm Nmm
WsS
FEM / 2396
12
) 2440 )( 10 83 . 4 (
12
2 3 2
=
= =

Fig.E7.1-2: Moment
distribution for deck slab
dead load.
10

R200 = Ws (Net area w/o cantilever) S
= 4.83 x 10
-3
(0.3928) 2440 = 4.63 N/mm
M204 = Ws (Net area w/o cantilever) S
2
= 4.83 x 10
-3
(0.0772) 2440
2

= 2220 N mm/mm
M300 = Ws (Net area w/o cantilever) S
2
= 4.83 x 10
-3
(-0.1071) 2440
2

= - 3080 N mm/mm

Comparing the results from the design aid with those
from moment distribution shows good agreement. In
determining the remainder of the bending moment
force effects, the design aid of Table A.1 will be
used.
1. DECK SLAB
11
2. OVERHANG
The parameters are
h
o
= 230 mm,
W
o
= 5.42 x 10
-3
N/mm
2

L = 990 mm
Placement of the overhang dead load is shown in the figure E7.1-3. By
using the design aid Table A.1, the reaction on the exterior T-Beam
and the bending moments are:

Fig.E7.1-3
Overhang
dead load
placement
12
2. OVERHANG

R200 = W
o
(Net area cantilever) L
= 5.42 x 10
-3
(1+ 0.635 x 990/2440) 990 = 6.75 N/mm
M200 = W
o
2
= 5.42 x 10
-3
(-0.5000) 990
2
= -2656 N mm/mm

M204 = W
o
2
= 5.42 x 10
-3
(-0.2460) 990
2
= -1307 N mm/mm

M300 = W
o
2
= 5.42 x 10
-3
(0.1350) 990
2
= 717 N mm/mm
13
3. BARRIER
The parameters are
P
b
= 4.65 N/mm
L = 990 127 = 863 mm

Placement of the center of gravity of the barrier dead load is
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
by the influence line ordinate for shears and reactions. For
bending moments, the influence line ordinate is multiplied by the
cantilever length L.

Fig.E7.1-4
Barrier
dead load
placement
14
3. BARRIER

R200 = P
b
(Influence line ordinate)
= 4.65(1.0+1.27 x 863/2440) = 6.74 N/mm

M200 = P
b
(Influence line ordinate) L
= 4.65(-1.0000) (863) = -4013 N mm/mm

M204 = P
b
= 4.65 (-0.4920) (863) = -1974 N mm/mm

M300 = P
b
= 4.65 (0.2700) (863) = 1083 N mm/mm

15
4. FUTURE WEARING SURFACE

F
WS
= W
DW
= 1.66 x 10-3 N/mm
2

The 75mm bituminous overlay is placed curb to curb as
shown in figure E7.1-5. The length of the loaded cantilever is
reduced by the base width of the barrier to give
L = 990 380 = 610 mm.

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

16
If we use the design aid Table A.1, we have

R200 = W
DW
[(Net area cantilever) L + (Net area w/o cantilever) S]
= 1.66 x 10
-3
[(1.0 + 0.635 x 610/2440) x 610 + (0.3928) x 2440)]
= 2.76 N/mm

M200 = W
DW
2
= 1.66 x 10
-3
(-0.5000)(610)
2
= -309 N mm/mm

M204 = W
DW
[(Net area cantilever) L
2
+ (Net area w/o cantilever) S
2
]
= 1.66 x 10
-3
[(-0.2460)(610)
2
+ (0.0772)2440
2
] = 611 N mm/mm

M300 = W
DW
[(Net area cantilever) L
2
+ (Net area w/o cantilever) S
2
]
= 1.66 x 10
-3
[(0.1350)(610)
2
+ (-0.1071)2440
2
] = -975 N mm/mm

4. FUTURE WEARING SURFACE
17
D. VEHICULAR LIVE LOAD
Where decks are designed using the
approximate strip method [A4.6.2.1], and the
strips are transverse, they shall be designed
for the 145 KN axle of the design truck
[A3.6.1.3.3]. Wheel loads on an axle are
assumed to be equal and spaced 1800 mm
apart [Fig.A3.6.1.2.2-1]. The design truck
should be positioned transversely to produce
maximum force effects such that the center
of any wheel load is not closer than 300mm
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]

18
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)
19
Figure E 7.1-6 : Distribution of Wheel load
on Overhang
20
Tire contact area [A3.6.1.2.5] shall be
assumed as a rectangle with width of 510
mm and length given by

P
IM
l
|
.
|
\
|
+ =
100
1 28 . 2
Where is the load factor, IM is the dynamic
load allowance and P is the Wheel load.
Here = 1.75, IM = 33% , P = 72.5 KN.

21
Thus the tire contact area is
510 x 385mm
with the 510mm in the
transverse direction as
shown in Figure.E7.1-6
22
23
Figure E 7.1-6 : Distribution of Wheel load
on Overhang
Back
24
3
25
mm
m
26
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
27
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
28
For two loaded lanes
(m=1.0)

Thus, the one loaded lane case governs.
29
3. MAXIMUM INTERIOR NEGATIVE LIVE LOAD MOMENT.
the critical placement of live load for maximum negative
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

30
4. MAXIMUM LIVE LOAD REACTION ON EXTERIOR GIRDER

31
E. STRENGTH LIMIT STATE
The gravity load combination can be stated
as [Table A.3.4.1-1]

P P
32
33
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
34
The values of the loads in Fig E7.1-10 are for a 1-
mathematical model strip. The concentrated wheel
load is for one loaded lane, that is,
W = 1.2(72500)1400 = 62.14 N/mm

1. Deck Slab:

s
35
2. Overhang

3. Barrier

o
200
36
4. Future Wearing Surface

5. Live Load

37

6. Strength-I Limit State

38
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.
39
u
40
41
Maximum reinforcement keeping in view the
ductility requirements is limited by [A5.7.3.3.1]

Minimum reinforcement [5.7.3.3.2] for
components containing no prestressing steel is
satisfied if

d a 35 . 0 s
y
c s
f
f
bd
A '
03 . 0
) (
> =
42
43

1. POSITIVE MOMENT REINFORCEMENT :

44
Check Ductility

Check Moment Strength

45
2. Negative Moment Reinforcement
Back
46
Check Moment Strength

For transverse top bars,
Use No. 15 @225 mm.

47
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]

Where S
e
is the effective span length [A9.7.2.3]. S
e
is the distance
face to face of stems, that is,
S
e
=2440-350= 2090mm

% 67
3840
s =
e
S
Percentage
% 67 %, 84
2090
3840
Use Percentage = =
48
So
Dist.A
s
= 0.67(Pos.A
s
)=0.67(0.889)
= 0.60 mm
2
/mm
For longitudinal bottom bars,
Use No.10 @ 150 mm,
A
s
= 0.667 mm
2
/mm

49
4. SHRINKAGE AND TEMPRATURE REINFORCEMENT.
The minimum amount of reinforcement in each direction shall be
[A5.10.8.2]

Where A
g
is the gross area of the section for the full 205 mm thickness.

For members greater than 150 mm in thickness, the shrinkage and
temperature reinforcement is to be distributed equally on both faces.

Use No.10 @ 450 mm, Provided A
s
= 0.222 mm
2
/mm

y
g
s
f
A
A Temp 75 . 0 . >
mm mm A Temp
s
/ 38 . 0
200
) 1 205 (
75 . 0 .
2
=
>
mm mm A Temp
s
/ 19 . 0 ) . (
2
1
2
=
50
G. CONTROL OF CRACKING-GENERAL
Cracking is controlled by limiting the tensile stress in
the reinforcement under service loads f
s
to an allowable
tensile stress f
sa
[A5.7.3.4]

Where
Z = 23000 N/mm for severe exposure conditions.
d
c
=

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.
y
c
sa s
f
A d
Z
f f 6 . 0
) (
3 / 1
s = s
s
51
M = M
DC
+ M
DW
+ 1.33 M
LL
c
52
c
. 27700 30 ) 2400 ( 043 . 0

5 . 1
MPa E
c
= =
Where
= density of concrete = 2400 Kg/m
3
.
fc = 30 MPa.

So that

Use n = 7
, 2 . 7
27700
200000
= = n
53
1. CHECK OF POSITIVE MOMENT REINFORCEMENT.
The service I positive moment at Location 204 is

The calculation of the transformed section properties is based on a 1-mm wide
doubly reinforced section shown in the Figure E7.1-12

54
Sum of statical moments about the neutral axis yields

55
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
56
2. CHECK OF NEGATIVE REINFORCEMENT:
The service I negative moment at location 200.72 is

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

57
Balancing the statical moments about the
neutral axis gives
58
The negative moment tensile reinforcement of
No.15 bars at 225 mm on centers is located 53
mm from the tension face. Therefore dc is the
maximum value of 50mm, and
sa
sa
59
H. FATIGUE LIMIT STATE
The investigation for fatigue is not
required in concrete decks for
multigirder applications [A9.5.3]

60
I. TRADITIONAL DESIGN FOR INTERIOR
SPANS
The design sketch in Fig.E7.1-14 summerizes the
arrangement of the transverse and longitudinal
reinforcement in four layers for the interior spans of the
deck. The exterior span and deck overhang have special
requirements that must be dealt with separately.
61
J. EMPERICAL DESIGN OF CONCRETE DECK
SLABS
Research has shown that the
primary structural action of the
concrete deck is not flexure, but
internal arching. The arching
creates an internal compression
dome. Only a minimum amount of
isotropic reinforcement is required
for local flexural resistance.
62
SLABS
1. DESIGN CONDITIONS [A9.7.2.4]
Design depth excludes the loss due to wear,
h=190mm. The following conditions must be satisfied:

63
SLABS
2. REINFORCEMENT REQUIREMENTS [A9.7.2.5]
64
SLABS
3. EMPERICAL DESIGN SUMMARY
while using the empirical design approach there is no need of using
any analysis. When the design conditions have been met, the
minimum reinforcement in all four layers is predetermined. The
design sketch in the Fig.E7.1-15 summarizes the reinforcement
arrangement for the interior deck spans.
65
K. COMPARISON OF REINFORCEMENT
QUANTITIES
The weight of reinforcement for the traditional and
empirical design methods are compared in Table.E7.1-1
for a 1-m wide transverse strip. Significant saving, in
this case 74% of the traditionally designed
reinforcement is required, can be made by adopting the
empirical design method.

(Area = 1m x 14.18m)
66
L. DECK OVERHANG DESIGN
The traditional and the empirical methods
does not include the design of the deck
overhang.
The design loads for the deck overhang are
applied to a free body diagram of a
cantilever that is independent of the deck
spans.
The resulting overhang design can then be
incorporated into either the traditional or the
empirical design by anchoring the overhang
reinforcement into the first deck span.

67
Two limit states must be investigated.
Strength I [A13.6.1] and Extreme
Event II [A13.6.2]

The strength limit state considers
vertical gravity forces and it seldom
governs, unless the cantilever span is
very long.
68
The extreme event limit state
considers horizontal forces caused
by the collision of a vehicle with
the barrier.

The extreme limit state usually
governs the design of the deck
overhang.

69
1. STRENGTH I LIMIT STATE:
The design negative moment is taken at the
exterior face of the support as shown in the
Fig.E7.1-6 for the loads given in Fig.E7.1-10.

Because the overhang has a single load path
and is, therefore, a nonredundant member,
then
05 . 1 =
R
q
70
71
72
2. EXTREME EVENT II LIMIT STATE
the forces to be transmitted to the deck overhand
due to a vehicular collision with the concrete barrier
are determined from a strength analysis of the
barrier.
In this design problem, the barriers are to be
designed for a performance level PL-2, which is
suitable for
High-speed main line structures on freeways,
expressways, highways and areas with a mixture of
heavy vehicles and maximum tolerable speeds
73
The maximum edge thickness of the deck overhand is
200mm[A13.7.3.1.2] and the minimum height of barrier
for a PL-2 is 810mm.
The transverse and longitudinal forces are distributed
over a length of barrier of 1070mm. This length
represents the approximate diameter of a truck tire,
which is in contact with the wall at the time of impact.
The design philosophy is that if any failures are to occur
they should be in the barrier, which can readily be
repaired, rather than in the deck overhang.
The resistance factors are taken as 1.0 and the
vehicle collision load factor is 1.0
|
74
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
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)

75
c t
Fig. W7.1-17 (Concrete Barrier and connection to deck
overhang.)

76
|
|
.
|
\
|
+ +
|
|
.
|
\
|
=
H
L M
H M M
L L
R
c c
w b
t c
w
2
8 8
2
2
..(E7.1-8)
77
t
t
78
1. MOMENT STRENGTH OF WALL ABOUT
VERTICAL AXIS,M
W
H.
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

79
80
Neglecting the contribution of compressive
reinforcement, the positive and negative bending
strengths of segment I are approximately equal and
calculated as

nI
81
For segment II, the moment strengths are slightly
different. Considering the moment positive if it produces
tension on the straight face, we have
n neg
n pos
n II
82
For segment III, the positive and negative
bending strengths are equal and
nIII
nII nI nIII
83
Now considering the wall to have uniform
thickness and same area as the actual wall and
comparing it with the value of M
w
H.
This value is close to the one previously calculated and is
easier to find
84
2. MOMENT STRENGTH OF WALL ABOUT HORIZONTAL
AXIS
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.
Matching the spacing of the vertical bars in the
barrier with the spacing of the bottom bars in the
deck, the vertical bars become No.15 at 225mm
(As = 0.889 mm
2
/mm) for the traditional design
(Fig.E7.1-14).
85
For segment I, the average wall thickness is 175mm
and the moment strength about the horizontal axis
becomes

At the bottom of the wall the vertical reinforcement at
the wider spread is not anchored into the deck
overhang. Only the hairpin dowel at a narrower spread
is anchored. the effective depth of the hairpin dowel is
[Fig.E7.1-17]
d=50+16+150+8 = 224 mm
86
II+III
87
3. CRITICAL LENTH OF YIELD LINE PATTERN,L
C
Now with moment strengths and L
t
=1070mm known,
Eq.E7.1-9 yields
c
t t b w
c
88
4. NOMINAL RESISTANCE TO TRANVERSE
LOAD,R
W

From Eq.E7.1-8, We have
w
c
t
b w
c c
89
5. SHEAR TRANSFER BETWEEN BARRIER AND DECK
The nominal resistance Rw must be transferred acroass a cold joint
by shear friction. Free body diagrams of the forces transferred from
the barrier to the deck overhang are shown in the Fig.E7.1-19
c
90
The nominal shear resistance Vn of the
interface plane is given by [A5.8.4.1]
cv
n
vf c
91
The last two factors are for concrete placed
against hardened concrete clean and free of
laitance, but not intentionally roughened.
Therefore for a 1-mm wide design strip
n cv
vf fy
92
The minimum cross-sectional area of dowels
across the shear plane is [A5.8.4.1]
vf
y
v
93
The basic development length l
hb
for a hooked bar with
f
y
= 400 MPa. Is given by [A5.11.2.4.1]

and shall not be less than 8db or 150mm. For a No.15
bar, db=16mm and

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 l
hb
is changed to
l
hb
=0.7(1.2)l
hb
= 0.74(292) = 245mm
'
100
fc
d
l
b
hb
=
mm l
hb
292
30
) 16 ( 100
= =
94
c c w
95
The standard 90
o
hook with an extension of 12db=12(16)=192mm at
the free end of the bar is adequate [A5.10.2.1]
96
6. TOP REINFORCEMENT IN DECK OVERHANG
The top reinforcement must resist the negative bending
moment over the exterior beam due to the collision and
the dead load of the overhang. Based on the strength of
the 90o hooks, the collision moment M
CT
(Fig.E7.1-19)
distributed over a wall length of (L
c
+2H) is
97
The dead load moments were calculated
previously for strength I so that for the Extreme
Event II limit state, we have
u
98
Bundling a No.10 bar with No.15 bar at 225mm
on centers, the negative moment strength
becomes
s
n
99
this moment strength will be reduced because
of the axial tension force
T = R
w
/(L
c
+2H)

By assuming the moment interaction curve
between moment and axial tension as a straight
line (Fig.E7.1-20]
100
u
st
101
102
103
The development length available for the hook in the overhang before reaching
the vertical leg of the hairpin dowel is
available l
dh
=16+150+8=174mm>155mm
104
105
106
107
db
108
109
7.10.2

SOLID SLAB BRIDGE DESIGN
110
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
f
c
=30MPa and f
y
=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.
111
7.10.2: SOLID SLAB BRIDGE DESIGN
112
A. CHECK MINIMUM RECOMMENDED
DEPTH [TABLE A2.5.2.6.3-1]
113
B. DETERMINE LIVE LOAD STRIP
WIDTH [A4.6.2.3]
1. One-Lane loaded:
Multiple presence factor included [C4.6.2.3}
1 1
114
B. DETERMINE LIVE LOAD STRIP
WIDTH [A4.6.2.3]
115
C. APPLICABILITY OF LIVE LOADS FOR DECKS
AND DECK SYSTEMS
1. MAXIMUM SHEAR FORCE AXLE LOADS [FIG.E7.2-2]
116
AND DECK SYSTEMS
117
AND DECK SYSTEMS
1. MAXIMUM BENDING MOMENT AT MIDSPAN-
AXLE LOADS [FIG.E7.2-3]
118
D. SELECTION OF RESISTANCE
FACTORS (Table 7.10 [A5.5.4.2.1]
119
E. Select load modifiers [A1.3.2.1]
120
F. SELECT APPLICABLE LOAD COMBINATION
(TABLE 3.1 [TABLE A3.4.1-1])
1. STRENGTH I LIMIT STATE

2. SERVICE I LIMIT STATE

3. FATIGUE LIMIT STATE
121
G. CALCULATE LIVE LOAD FORCE
EFFECTS
1. INTERIOR STRIP.
122
EFFECTS
2. EDGE STRIP [A4.6.2.1.4]
123
EFFECTS
124
H. CALCULATE FORCE EFFECTS FROM
OTHER loads
1. INTERIOR STRIP, 1-mm WIDE

125
H. CALCULATE FORCE EFFECTS FROM
OTHER loads
2. EDGE STRIP, 1-MM WIDE
126
I. INVESTIGATE SERVICE LIMIT STATE
1. DURIBILITY
127
a. MOMENT- INTERIOR STRIP
s y
128
b. MOMENT-EDGE STRIP
129
2. CONTROL OF CRACKING

a. INTERIOR STRIP

s sa
r
c r
c
s
130
Location of neutral axis
cr
131
STEEL STRESS
s
s y
c
y
sa
132
b. EDGE STRIP
(10
3
)(x
2
) = (35 x 10
3
)(510-x)
cr
133
STEEL STRESS
s
134
3. DEFORMATIONS [A5.7.3.6]
e
c e
cr
a
cr
cr
a
e
135
t
g
cr
e
136
By using I
g
: [A5.7.3.6.2]
137
b. LIVE LOAD DEFLECTION: (OPTIONAL)[A2.5.2.6.2]
allow
IM LL+
A
138
4607mm
139
Back
140
141
DESIGN LANE LOAD
Lane
142
The live load deflection estimate of 17mm is
conservative because I
e
was based on the
maximum moment at midspan rather than an
average I
e
over the entire span.
Also, the additional stiffness provided by the
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.
143
5. Concrete stresses [A5.9.4.3].

As there is no prestressing therefore
concrete stresses does not apply.
144
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

145
146
a. TENSILE LIVE LOAD STRESSES:
One loaded lane, E=4370mm
s
147
b. REINFORCING BARS:[A5.5.3.2]

min
148
J. INVESTIGATE STRENGTH LIMIT STATE
1. FLEXURE [A5.7.3.2]
RECTANGULAR STRESS DISTRIBUTION [A5.7.2.2]

a. INTERIOR STRIP:
(2/7)
149
150
151
For simple span bridges, temperature gradient effect
reduces gravity load effects. Because temperature gradient
may not always be there, so assume = 0
TG
152
So the strength limit state governs.

Use No.30 @ 150 mm for interior strip.
153
b. EDGE STRIP
154
STRENGTH I:
Use No. 30 @ 140mm for edge strip.
155
2. SHEAR

Slab bridges designed for moment in
conformance with AASHTO[A4.6.2.3]
maybe considered satisfactory for
shear.
156
K. DISTRIBUTION REINFORCEMENT
[A5.14.4.1]
The amount of bottom transverse
reinforcement maybe taken as a percentage
of the main reinforcement required for
positive moment as.
157
[A5.14.4.1]
a. INTERIOR SPAN:
158
[A5.14.4.1]
b. EDGE STRIP:

159
L. SHRINKAGE AND TEMPRATURE REINFORCEMENT
Transverse reinforcement in the top of the slab
[A5.10.8]
160
M. DESIGN SKETCH
161
TABLE A-1
BACK
162
BACK
163

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