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Table 5.1 describes the notation used to indicate locations of critical

sections for moments and shears. This notation is used throughout the
example problems.
References to the AASHTO LRFD Specications (2004) are enclosed
in brackets and denoted by the letter A followed by the article number,
for example, [A4.6.2.1.3]. If a commentary is cited, the article number is
preceded by the letter C. Figures and tables that are referenced are also
enclosed in brackets to distinguish them from gures and tables in the text,
for example, [Fig. A3.6.1.2.2-1] and [Table A4.6.2.1.3-1].
Appendix B includes tables that may be helpful to a designer when selecting bars sizes and prestressing tendons. These are referenced by the letter
B followed by a number and are not enclosed in brackets.
The design examples generally follow the outline of Appendix ABasic
Steps for Concrete Bridges given at the end of Section 5 of the AASHTO
(2004) LRFD Bridge Specications. Care has been taken in preparing these
examples, but they should not be considered as fully complete in every
detail. Each designer must take the responsibility for understanding and
correctly applying the provisions of the specications. Additionally, the
AASHTO LRFD Bridge Design Specications will be altered each year by
addendums that dene interim versions. The computations outlined herein
are based on the 2005 Interim and may not be current with the most recent
interim.
PROBLEM STATEMENT

Use the approximate method of analysis [A4.6.2.1] to design the deck of

the reinforced concrete T-beam bridge section of Figure E7.1-1 for an HL93 live load and a TL-4 test level concrete barrier (Fig. 7.43). The T-beams
supporting the deck are 8 ft on centers and have a stem width of 14 in.
The deck overhangs the exterior T-beam approximately 0.4 of the distance
between T-beams. Allow for sacricial wear of 0.5 in. of concrete surface and

Fig. E7.1-1
Concrete deck design example.

541

[541], (131)

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7.10.1 Concrete
[541],
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Deck
Design

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for a future wearing surface of 3.0-in.-thick bituminous overlay. Use fc = 4.5
ksi, fy = 60 ksi, and compare the selected reinforcement with that obtained
by the empirical method [A9.7.2].
A. Deck Thickness The minimum thickness for concrete deck slabs is 7
in. [A9.7.1.1]. Traditional minimum depths of slabs are based on
the deck span length S (ft) to control deection to give for continuous deck slabs with main reinforcement parallel to trafc [Table
A2.5.2.6.3-1]:
h min =

S + 10
8 + 10
=
= 0.6 ft = 7.2 in. > 7 in.
30
30

Use hs = 7.5 in. for the structural thickness of the deck. By adding
the 0.5-in. allowance for the sacricial surface, the dead weight of the
deck slab is based on h = 8.0 in. 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 to ho = 9.0 in.
B. Weights of Components [Table A3.5.1-1]. Unit weight of reinforced
concrete is taken as 0.150 kcf [C3.5.1]. For a 1.0-ft width of a transverse
strip
Barrier
Pb = 0.150 kcf 307 in.2 /144 = 0.320 kips/ft
Future wearing surface
wDW = 0.140 kcf 3.0 in./12 = 0.035 ksf
Slab 8.0 in. thick
ws = 0.150 kcf 8.0 in./12 = 0.100 ksf
Cantilever overhang 9.0 in. thick
wo = 0.150 kcf 9.0 in./12 = 0.113 ksf
C. Bending Moment Force EffectsGeneral 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-center distance
between girders. The girders shall be assumed to be rigid [A4.6.2.1.6].
For ease in applying load factors, the bending moments are determined separately for the deck slab, overhang, barrier, future wearing
surface, and vehicle live load.

[542],

Lines: 4

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543

1. Deck Slab
ws = 0.100 ksf

h = 8.0 in.
FEM =

S = 8.0 ft

0.100(8.0)
ws S
=
= 0.533 kip-ft/ft
12
12

Placement of the deck slab dead load and results of a moment

distribution analysis for negative and positive moments in a 1-ftwide strip is given in Figure E7.1-2.
A deck analysis design aid based on inuence lines is given in
Table A.1 of Appendix A. For a uniform load, the tabulated areas
are multiplied by S for shears and by S 2 for moments.
[543], (133)

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[543], (133)

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

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R 200 = ws (net area w/o cantilever)S

= 0.100(0.3928)8 = 0.314 kips/ft
M 204 = ws (net area w/o cantilever)S 2
= 0.100(0.0772)82 = 0.494 kip-ft/ft
M 300 = ws (net area w/o cantilever)S 2
= 0.100(0.1071)82 = 0.685 kip-ft/ft
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 is used.
2. Overhang The parameters are ho = 9.0 in., wo = 0.113 ksf, and
L = 3.25 ft. Placement of the overhang dead load is shown in
Figure E7.1-3. By using the design aid Table A.1, the reaction on
the exterior T-beam and the bending moments are
R 200 = wo (net area cantilever)L


3.25
= 0.113 1.0 + 0.635
3.25 = 0.462 kips/ft
8.0
M 200 = wo (net area cantilever)L 2
= 0.113(0.5000)3.252 = 0.597 kip-ft/ft
M 204 = wo (net area cantilever)L

= 0.113(0.2460)3.252 = 0.294 kip-ft/ft

M 300 = wo (net area cantilever)L 2
= 0.113(0.1350)3.252 = 0.161 kip-ft/ft
3. Barrier The parameters are Pb = 0.320 kips/ft and L = 3.25
0.42 = 2.83 ft. Placement of the center of gravity of the barrier

Fig. E7.1-3
Overhang dead-load placement.

[544],

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7.10 Example Problems

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545

Fig. E7.1-4
Barrier dead-load placement.

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 inuence line ordinate for shears and reactions.
For bending moments, the inuence line ordinate is multiplied by
the cantilever length L.


2.83
R 200 = Pb (inuence line ordinate) = 0.320 1.0 + 1.270
8.0
= 0.464 kips/ft
M 200 = Pb (inuence line ordinate)L = 0.320(1.0000)(2.83)

[545], (135)

Lines: 4650 to 4692

2.01205pt PgVar

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= 0.906 kip-ft/ft
M 204 = Pb (inuence line ordinate)L
= 0.320(0.4920)(2.83) = 0.446 kip-ft/ft
M 300 = Pb (inuence line ordinate)L
= 0.320(0.2700)(2.83) = 0.245 kip-ft/ft
4. Future Wearing Surface FWS = w DW = 0.035 ksf. The 3 in. of
bituminous overlay is placed curb to curb as shown in Figure E7.15. The length of the loaded cantilever is reduced by the base width
of the barrier to give L = 3.25 1.25 = 2.0 ft. Using the design
aid Table A.1 gives
R 200 = wDW [(net area cantilever)L + (net area w/o cantilever)S ]



2.0
= 0.035 1.0 + 0.635
2.0 + (0.3928)8.0
8.0
= 0.191 kips/ft
M 200 = wDW (net area cantilever)L 2
= 0.035(0.5000)(2.0)2 = 0.070 kip-ft/ft

[545], (135)

546

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

M 204 = wDW [(net area cantilever)L 2 + (net area w/o cantilever)S 2 ]

[546],

= 0.035[(0.2460)2.02 + (0.0772)8.02 ] = 0.138 kip-ft/ft

M 300 = wDW [(net area cantilever)L 2 + (net area w/o cantilever)S 2 ]

Lines: 4

= 0.035[(0.135)2.02 + (0.1071)8.02 ] = 0.221 kip-ft/ft

0.271

D. Vehicular Live LoadGeneral Where decks are designed using the

approximate strip method [A4.6.2.1], the strips are transverse and
shall be designed for the 32.0-kip axle of the design truck [A3.6.1.3.3].
Wheel loads on an axle are assumed to be equal and spaced 6.0 ft apart
[Fig. A3.6.1.2.2-1]. The design truck shall be positioned transversely
to produce maximum force effects such that the center of any wheel
load is not closer than 1.0 ft from the face of the curb for the design of
the deck overhang and 2.0 ft from the edge of the 12.0-ft-wide design
lane for the design of all other components [A3.6.1.3.1].
The width of equivalent interior transverse strips (in.) 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, 45.0 + 10.0X
Positive moment, 26.0 + 6.6S
Negative moment, 48.0 + 3.0S
where X (ft) is the distance from the wheel load to centerline of
support and S (ft) is the spacing of the T-beams. For our example,
X is 1.0 ft (see Fig. E7.1-6) and S is 8.0 ft.
Tire contact area [A3.6.1.2.5] shall be assumed as a rectangle with
width of 20.0 in. and length of 10.0 in. with the 20.0-in. dimension in
the transverse direction as shown in Figure E7.1-6.
When calculating the force effects, wheel loads may be modeled
as concentrated loads or as patch loads distributed transversely over a

Normal
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[546],

7.10 Example Problems

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547

[547], (137)

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0.69202pt PgVar
Fig. E7.1-6
Distribution of wheel load on overhang.

length along the deck span of 20.0 in. plus the slab depth [A4.6.2.1.6].
This distributed model is shown in Figure E7.1-6 and represents a
1 : 1 spreading of the tire loading to middepth of the beam. For our
example, length of patch loading = 20.0 + 7.5 = 27.5 in. If the
spans are short, the calculated bending moments in the deck using
the patch loading can be signicantly lower than those using the
concentrated load. In this design example, force effects are calculated
conservatively by using concentrated wheel loads.
The number of design lanes NL to be considered across a transverse
strip is the integer value of the clear roadway width divided by 12.0 ft
[A3.6.1.1.1]. For our example,


44.0
NL = INT
=3
12.0
The multiple presence factor m is 1.2 for one loaded lane, 1.0
for two loaded lanes, and 0.85 for three loaded lanes. (If only one
lane is loaded, we must consider the probability that this single truck
can be heavier than each of the trucks traveling in parallel lanes
[A3.6.1.1.2].)

Normal Page
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[547], (137)

548

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1. Overhang Negative Live-Load Moment The critical placement of a

single wheel load is shown in Figure E7.1-6. The equivalent width
of a transverse strip is 45.0 + 10.0X = 45.0 + 10.0(1.0) = 55.0 in. =
4.58 ft and m = 1.2. Therefore,
M 200 =

1.2(16.0)(1.0)
= 4.19 kip-ft/ft
4.58

The above moment can be reduced if the concrete barrier is

structurally continuous and becomes effective in distributing the
wheel loads in the overhang [A3.6.1.3.4]. However, as we shall see
later, the overhang negative moment caused by horizontal forces
from a vehicle collision [A13.7.2] is greater than the moment produced by live load.
2. Maximum Positive Live-Load Moment For repeating equal spans, the
maximum positive bending moment occurs near the 0.4 point of
the rst interior span, that is, at location 204. In Figure E7.1-7, the
placement of wheel loads is given for one and two loaded lanes. For
both cases, the equivalent width of a transverse strip is 26.0+6.6S =

[548],

Lines: 4

0.658

Normal
PgEnds
[548],

Fig. E7.1-7
Live-load placement for maximum positive moment. (a) One loaded lane, m = 1.2 and (b) two
loaded lanes, m = 1.0.

7.10 Example Problems

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549

26.0 + 6.6(8.0) = 78.8 in. = 6.57 ft. Using the inuence line
ordinates from Table A.1, the exterior girder reaction and positive
bending moment with one loaded lane (m = 1.2) are
16.0
= 1.34 kips/ft
6.57
16.0
= 4.29 kip-ft/ft
= 1.2(0.2040 0.0204)(8.0)
6.57

R 200 = 1.2(0.5100 0.0510)

M 204

and for two loaded lanes (m = 1.0)

R 200 = 1.0(0.5100 0.0510 + 0.0214 0.0041)
= 1.16 kips/ft
M 204

16.0
6.57
[549], (139)

16.0
= 1.0(0.2040 0.0204 + 0.0086 0.0017)(8.0)
6.57
= 3.71 kip-ft/ft

Lines: 4752 to 4800

Thus, the one loaded lane case governs.

3. Maximum Interior Negative Live-Load Moment The critical placement of live load for maximum negative moment is at the rst interior deck support with one loaded lane (m = 1.2) as shown in
Figure E7.1-8. The equivalent transverse strip width is 48.0+3.0S =
48.0 + 3.0(8.0) = 72.0 in. = 6.0 ft. Using inuence line ordinates
from Table A.1, the bending moment at location 300 becomes
M 300 = 1.2(0.1010 0.0782)(8.0)

16.0
= 4.59 kip-ft/ft
6.0

Note that the small increase due to a second truck is less than the
20% (m = 1.0) required to control. Therefore, only the one lane
case is investigated.

Fig. E7.1-8
Live-load placement for maximum negative moment.

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[549], (139)

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Fig. E7.1-9
Live-load placement for maximum reaction at exterior girder.

4. Maximum Live-Load Reaction on Exterior Girder The exterior wheel

load is placed 1.0 ft from the curb or 1.0 ft from the centerline of the
support as shown in Figure E7.1-9. The width of the transverse strip
is conservatively taken as the one for the overhang. Using inuence
line ordinates from Table A.1,
R 200 = 1.2(1.1588 + 0.2739)

16.0
= 6.01 kips/ft
4.58

E. Strength Limit State Each component and connection of the deck

shall satisfy the basic design equation [A1.3.2.1]
i i Q i Rn

[A1.3.2.1-1]

in which:
For loads for which a maximum value of i is appropriate
i = D R I 0.95

[A1.3.2.1-2]

For loads for which a minimum value of i is appropriate

i =

1.0
1.0
D R I

[A1.3.2.1-3]

For the strength limit state

D = 1.00 for conventional design and details complying with
AASHTO (2004) [A1.3.3]
R = 1.00 for conventional levels of redundancy [A1.3.4]
1 = 1.00 for typical bridges [A1.3.5]
For these values of D , R , and I , the load modier i = 1.00(1.00)
(1.00) = 1.00 for all load cases and the strength I limit state can be
written as [Tables 3.4.1-1]
i i i Q i = 1.00p DC + 1.00p DW + 1.00(1.75)(LL + IM)

[550],

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7.912

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7.10 Example Problems

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551

The factor for permanent loads p is taken at its maximum value if

the force effects are additive and at its minimum value if it subtracts
from the dominant force effect [Table A3.4.1-2]. The dead load DW
is for the future wearing surface and DC represents all the other dead
loads.
The dynamic load allowance IM [A3.6.2.1] is 33% of the live-load
force effect. Factoring out the common 1.00 load modier, the combined force effects become
R 200 = 1.00[1.25(0.314 + 0.462 + 0.464) + 1.50(0.191)
+ 1.75(1.33)(6.01)] = 15.83 kips/ft
M 200 = 1.00[1.25(0.597 0.906) + 1.50(0.070)
+ 1.75(1.33)(4.19)] = 11.74 kip-ft/ft

[551], (141)

M 204 = 1.00[1.25(0.494) + 0.9(0.294 0.446) + 1.50(0.138)

+ 1.75(1.33)(4.29)] = 10.14 kip-ft/ft
M 300 = 1.00[1.25(0.685) + 0.9(0.161 + 0.245) + 1.50(0.221)
+ 1.75(1.33)(4.59)] = 11.51 kip-ft/ft

Lines: 4863 to 4904

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The two negative bending moments are nearly equal, which conrms
*
PgEnds:
Eject
choosing the length of the overhang as 0.4S. For selection of reinforcement, these moments can be reduced to their value at the face of the
support [A4.6.2.1.6]. The T-beam stem width is 14.0 in., so the design
[551], (141)
sections is 7.0 in. 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 of Figure
E7.1-10.
The values for the loads in Figure E7.1-10 are for a 1.0-ft-wide strip.
The concentrated wheel load is for one loaded lane, that is, W =
1.2(16.0)/4.58 = 4.19 kips/ft. In calculating the moment effect, the
loads are kept separate so that correct R 200 values are used.
1. Deck Slab
Ms = 12 ws x 2 + R 200 x
 2
 
7
7
= 0.166 kip-ft/ft
= 12 (0.100) 12
+ 0.314 12
2. Overhang


L
+ x + R 200 x
2

 

7
7
+
0.462
= 0.541 kip-ft/ft
+
= 0.113(3.25) 3.25
2
12
12

M o = wo L

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[552],
Fig. E7.1-10
Reduced negative moment at face of support.

Lines: 4

4.006
3. Barrier


5
Mb = Pb L + x 12
+ R 200 x
 

 46
5
7
= 0.823 kip-ft/ft
+ 0.464 12
= 0.320 12 12
4. Future Wearing Surface

2
M DW = 12 w DW L + x 15
+ R 200 x
12
 


2
7
= 0.005 kip-ft/ft
= 12 (0.035) 46
15
+ 0.191 12
12
12
5. Live Load
 19

+ R 200 x
 
 19
7
= 3.128 kip-ft/ft
= 4.19 12 + 6.01 12

M LL = W

12

6. Strength I Limit State

M 200.73 = 1.00[0.9(0.166) + 1.25(0.541 0.823) + 1.50(0.005)
+ 1.75(1.33)(3.128)]
= 8.84 kip-ft/ft

Normal
PgEnds
[552],

7.10 Example Problems

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553

This negative bending design moment represents a signicant

reduction from the value at M 200 = 11.74 kip-ft/ft. Because the
extreme negative moment over any girder applies to all negative
moment regions [A4.6.2.1.1], the extra effort required to calculate
the reduced value is justied. Note that the moment at the outside
face is smaller and can be calculated to be 5.52 kip-ft/ft.
F. Selection of ReinforcementGeneral The material strengths are fc =
4.5 ksi and fy = 60 ksi. Use epoxy-coated reinforcement in the deck
and barrier.
The effective concrete depths for positive and negative bending is
different because of different cover requirements (see Fig. E7.1-11).
Concrete Cover [Table A5.12.3-1]
Deck surfaces subject to wear

2.5 in.

Bottom of CIP slabs

1.0 in.

[553], (143)

Lines: 4958 to 5003

Assuming a No. 5 bar, db = 0.625 in., Ab = 0.31 in.2

d pos = 8.0 0.5 1.0 0.625/2 = 6.19 in.

Normal Page
* PgEnds: PageBreak

d neg = 8.0 2.5 0.625/2 = 5.19 in.

A simplied expression for the required area of steel can be developed by neglecting the compressive reinforcement in the resisting
moment to give [A5.7.3.2]


a
M n = As fy d
(E7.1-1)
2
where
a=

As fy
0.85 fc b

19.65111pt PgVar

(E7.1-2)

Fig. E7.1-11
Effective concrete depths for deck slabs.

[553], (143)

554

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Assuming that the lever arm (d a/2) is independent of As , replace

it by jd and solve for an approximate As required to resist Mn = Mu .
As

M u /
fy ( jd)

(E7.1-3)

Further, substitute fy = 60 ksi, = 0.9 [A5.5.4.2.1], and assume

that for lightly reinforced sections j 0.92, a trial steel area becomes
trial As (in.)2

Mu (kip-ft)
4d(in.)

(E7.1-4)

Because it is an approximate expression, it is necessary to verify the

moment capacity of the selected reinforcement.
Maximum reinforcement [A5.7.3.3.1] is limited by the ductility requirement of c 0.42d or a 0.421 d. For our example, 1 =
0.85 0.05(0.5) = 0.825 [A5.7.2.2] to yield
a 0.35d

[554],

Lines: 5

(E7.1-5)

-0.569

Minimum reinforcement [A5.7.3.3.2] for exural components is

satised if M n = M u is at least equal to the lesser of

Normal
PgEnds

1.2 times the cracking moment M cr

1.33 times the factored moment required by the applicable
strength load combination of [Table A3.4.1]
Where beams or slabs are designed for a noncomposite section to
resist all loads
M cr = S nc fr

(E7.1-6)

where S nc = section modulus for the extreme ber of the noncomposite section where tensile stress is caused by external loads (in.3)
fr = modulus of rupture of concrete (ksi) [A5.4.2.6]
For normal-weight concrete

fr (ksi) = 0.37 fc

(E7.1-7)

Maximum spacing of primary reinforcement [A5.10.3.2] for slabs

is 1.5 times the thickness of the member or 18.0 in. By using the
structural slab thickness of 7.5 in.,
s max = 1.5(7.5) = 11.25 in.

[554],

7.10 Example Problems

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555

1. Positive Moment Reinforcement

pos M u = M 204 = 10.14 kip-ft/ft
Minimum M u depends on M cr = S nc fr
S nc = 61 bh 2 = 61 (12)(8.0)2 = 128 in.3

fr = 0.37 fc = 0.37 4.5 = 0.785 ksi

min M u lessor of 1.2Mcr = 1.2(128)(0.785)/12 = 10.05 kip-ft/ft
or

1.33M u = 1.33(10.14) = 13.5 kip-ft/ft

therefore,

[555], (145)
pos M u = 10.14 kip-ft/ft
trial As

d pos = 6.19 in.

10.14
Mu
=
= 0.41 in.2/ft
4d
4(6.19)

From Appendix B, Table B.4, try No. 5 at 9 in., provided A s = 0.41

in.2/ft:
a=

As fy
0.41(60)
=
= 0.536 in.
0.85fc b
0.85(4.5)(12)

Lines: 5078 to 5160

5.44922pt PgVar

Normal Page
PgEnds: TEX
[555], (145)

Check ductility.
a 0.35 d = 0.35(6.19) = 2.17 in.

OK

Check moment strength



a
M n = As fy d
2


0.54
= 0.9(0.41)(60) 6.19
12
2
= 10.92 kip-ft/ft > 10.14 kip-ft/ft

OK

For transverse bottom bars,

Use No. 5 at 9 in. As = 0.41 in.2/ft
2. Negative Moment Reinforcement
neg |M u | = |M 200.73 | = 8.84 kip-ft/ft

d neg = 5.19 in.

556

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min M u lessor of 1.2M cr = 1.2(128)(0.785)/12 = 10.05 kip-ft/ft

or

1.33 |M u | = 1.33(8.84) = 11.6 kip-ft/ft

therefore,
neg |M u | = 10.05 kip-ft/ft
trial As

10.05
= 0.48 in.2/ft
4(5.19)

From Table B.4, try No. 5 at 7.5 in., provided A s = 0.49 in.2/ft:
a=

0.49(60)
= 0.64 in. < 0.35(5.19) = 1.82 in.
0.85(4.5)(12)

OK

[556],

Check moment strength



0.64
M n = 0.9(0.49)(60) 5.19
12
2
= 10.74 kip-ft/ft > 10.05 kip-ft/ft

Lines: 5

OK

For transverse top bars,

0.401

Normal
* PgEnds

Use No. 5 at 7.5 in. A s = 0.49 in.2/ft

3. Distribution Reinforcement Secondary reinforcement is placed in
the bottom of the slab to distribute 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 trafc [A9.7.3.2]
220
Percentage = 67%
Se
where Se is the effective span length (ft) [A9.7.2.3]. For monolithic
T-beams, Se is the distance face to face of stems, that is, Se =
8.0 14
= 6.83 ft, and
12
220
Percentage =
= 84%
6.83

use 67%

dist A s = 0.67(pos A s ) = 0.67(0.41) = 0.27 in.2/ft

For longitudinal bottom bars,

[556],

7.10 Example Problems

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44

557

Use No. 4 at 8 in., A s = 0.29 in.2/ft

4. Shrinkage and Temperature Reinforcement The minimum amount of
reinforcement in each direction shall be [A5.10.8.2]
temp A s 0.11

Ag
fy

where Ag is the gross area of the section. For the full 8.0 in. thickness,
temp A s 0.11

8 12
= 0.18 in.2/ft
60

The primary and secondary reinforcement already selected provide more than this amount, however, for members greater than
6.0 in. in thickness the shrinkage and temperature reinforcement
is to be distributed equally on both faces. The maximum spacing
of this reinforcement is 3.0 times the slab thickness or 18.0 in. For
the top face longitudinal bars,
1
(temp
2

A s ) = 0.09 in.2/ft

Use No. 4 at 18 in., provided A s = 0.13 in.2/ft

G. Control of CrackingGeneral Cracking is controlled by limiting the
spacing in the reinforcement under service loads [A5.7.3.4]
s

where

700e
2dc
s fs

dc
0.7(h dc )
exposure factor
1.00 for class 1 exposure condition
0.75 for class 2 exposure condition
depth of concrete cover from extreme tension ber
to center of closest exural reinforcement (in.)
tensile stress in reinforcement at the service limit
state (ksi)
overall thickness or depth of the component (in.)

s = 1 +
e =
=
=
dc =
fs =
h =

Service I limit state applies to the investigation of cracking in reinforced concrete structures [A3.4.1]. In the service I limit state, the
load modier i is 1.0 and the load factors for dead and live load are

[557], (147)

Lines: 5225 to 5291

3.62383pt PgVar

Normal Page
PgEnds: TEX
[557], (147)

558

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1.0. Recall IM = 1.33. Therefore, the moment used to calculate the

tensile stress in the reinforcement is
M = M DC + M DW + 1.33M LL
The calculation of service load tensile stress in the reinforcement
is based on transformed elastic, cracked section properties [A5.7.1].
The modular ratio n = E s /Ec transforms the steel reinforcement into
equivalent concrete. The modulus of elasticity E s of steel bars is 29,000
ksi [A5.4.3.2]. The modulus of elasticity Ec of concrete is given by
[A5.4.2.4]

Ec = 33,000K1 wc1.5 fc

[558],

where
K1 = correction factor for source of aggregate
wc = unit weight of concrete (kcf )
For normal-weight concrete and K1 = 1.0

Ec = 1820 fc [C5.4.2.4]

so that

Ec = 1820 4.5 = 3860 ksi

and
=

29,000
= 7.5
3860

Use n = 7

1. Check of Positive Moment Reinforcement

at location 204 is

Service I positive moment

M 204 = M DC + M DW + 1.33M LL
= (0.494 0.294 0.446) + 0.138 + 1.33(4.29)
= 5.60 kip-ft/ft
The calculation of the transformed section properties is based on
a 1.0-ft-wide doubly reinforced section as shown in Figure E7.1-12.
Because of its relatively large cover, the top steel is assumed to be
on the tensile side of the neutral axis. Sum of statical moments
about the neutral axis yields

Lines: 5

3.120

Normal
PgEnds
[558],

7.10 Example Problems

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39
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41
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44

559

Fig. E7.1-12
Positive moment cracked section.

[559], (149)
0.5 bx 2 = nAs (d  x) + nAs (d x)
0.5(12)x 2 = 7(0.49)(2.31 x) + 7(0.41)(6.19 x)
x 2 + 1.05x 4.28 = 0
Solve, x = 1.61 in., which is less than 2.31 in., so the assumption is correct. The moment of inertia of the transformed cracked
section is
Icr =
=

bx 3
+ nAs (d  x)2 + nAs (d x)2
3
12(1.61)3
+ 7(0.49)(2.31 1.61)2 + 7(0.41)(6.19 1.61)2
3

= 78.58 in.4 /ft

and the tensile stress in the bottom steel becomes

fs = n

My
Icr


=7


5.60(12)(6.19 1.61)
= 27.4 ksi
78.58

(The tensile stress was also calculated using a singly reinforced

section and was found to be 28.8 ksi. The contribution of the top
bars is small and can be safely neglected.)
The positive moment tensile reinforcement of No. 5 bars at 9
in. on center is located 1.31 in. from the extreme tension ber.
Therefore,
dc = 1.31 in.

Lines: 5373 to 5411

0.88815pt PgVar

Normal Page
PgEnds: TEX
[559], (149)

560

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and
s = 1 +

1.31
= 1.28
0.7(8.0 1.31)

For class 2 exposure conditions, e = 0.75 so that

s max =

700(0.75)
2(1.31)
1.28(27.4)

= 12.3 in. > 9.0 in.

OK

2. Check of Negative Moment Reinforcement

at location 200.73 is

Use No. 5 at 9 in.

Service I negative moment
[560],

M 200.73 = M DC + M DW + 1.33M LL
= (0.166 0.541 0.823) + (0.005) + 1.33(3.128)
= 5.36 kip-ft/ft
The cross section for negative moment is shown in Figure E7.1-13
with compression in the bottom. This time x is assumed greater
than d  = 1.31 in., so that the bottom steel is in compression. Balancing statical moments about the neutral axis gives
0.5bx 2 + (n 1)As (x d  ) = nAs (d x)
0.5(12)x 2 + (6)(0.41)(x 1.31) = 7(0.49)(5.19 x)
x 2 + 0.982x 3.503 = 0

Fig. E7.1-13
Negative moment cracked section.

Lines: 5

1.072

Short P
PgEnds
[560],

7.10 Example Problems

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44

561

Solve, x = 1.44 in., which is greater than 1.31 in., so the assumption is correct. The moment of inertia of the transformed cracked
section becomes
Icr = 13 (12)(1.44)3 + 6(0.41)(1.44 1.31)2
+ 7(0.49)(5.19 1.44)2 = 60.2 in.4 /ft
and the tensile stress in the top steel is
fs = 7

(e)5.36(12)(5.19 1.44)
= 28.0 ksi
60.2

(The tensile stress was calculated to be 27.9 ksi by using a singly reinforced section. There really is no need to do a doubly reinforced
beam analysis.)
The negative moment tensile reinforcement of No. 5 bars at 7.5
in. on centers is located 2.31 in. from the tension face. Therefore,
dc = 2.31 in., and
s = 1 +

2.31
= 1.58
0.7(8.0 2.31)

For class 2 exposure conditions, e = 0.75

s max =

700(0.75)
2(2.31) = 7.3 in. s = 7.5 in.
1.58(28.0)

For class 1 exposure conditions, e = 1.00

s max =

700(1.00)
2(2.31)
1.58(28.0)

= 11.20 in. > s = 7.5 in.

Use No. 5 at 7.5 in.

H. Fatigue Limit State Fatigue need not be investigated for concrete

decks in multigirder applications [A9.5.3].
I. Traditional Design for Interior Spans The design sketch in Figure E7.114 summarizes 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.
J. Empirical Design of Concrete Deck Slabs Research has shown that the
primary structural action of concrete decks is not exure, but internal
arching. The arching creates an internal compressive dome. Only a

[561], (151)

Lines: 5463 to 5522

2.48521pt PgVar

Short Page
PgEnds: TEX
[561], (151)

562

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44

Fig. E7.1-14
Traditional design of interior deck spans.

minimum amount of isotropic reinforcement is required for local

exural resistance and global arching effects [C9.7.2.1].
1. Design Conditions [A9.7.2.4] Design depth subtracts the loss due
to wear, h = 7.5 in. The following conditions must be satised:
Diaphragms are used at lines of support, YES
Supporting components are made of steel and/or concrete, YES
The deck is of uniform depth, YES
The deck is fully CIP and water cured, YES
6.0 < Se /h = 82/7.5 = 10.9 < 18.0, OK
Core depth = 8.0 2.5 1.0 = 4.5 in. > 4 in., OK
= 6.83 ft < 13.5 ft, OK
Effective length [A9.7.2.3] = 82
12
Minimum slab depth = 7.0 in. < 7.5 in., OK
Overhang = 39.0 in. > 5h = 5 7.5 = 37.7 in., OK
fc = 4.5 ksi > 4.0 ksi, OK
Deck must be made composite with girder, YES
2. Reinforcement Requirements [A9.7.2.5]
Four layers of isotropic reinforcement, fy 60 ksi
Outer layers placed in direction of effective length
Bottom layers: min As = 0.27 in.2/ft, No. 5 at 14 in.

Top layers: min As = 0.18 in.2/ft, No. 4 at 13 in.

Max spacing = 18.0 in.
Straight bars only, hooks allowed, no truss bars
Lap splices and mechanical splices permitted

Overhang designed for [A9.7.2.2 and A3.6.1.3.4].

Wheel loads using equivalent strip method if barrier discontinuous
Equivalent line loads if barrier continuous
Collision loads using yield line failure mechanism [A.A13.2]

[562],

Lines: 5

-3.278

Normal
PgEnds
[562],

7.10 Example Problems

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2
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5
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7
8
9
10
11
12
13
14
15
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19
20
21
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41
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44

563

Fig. E7.1-15
Empirical design of interior deck spans.

3. Empirical Design Summary With the empirical design approach

analysis is not require. When the design conditions have been met,
the minimum reinforcement in all four layers is predetermined.
The design sketch in Figure E7.1-15 summarizes the reinforcement
arrangement for the interior deck spans.
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 1.0-ft-wide by 40-ft-long transverse strip. Signicant
savings, in this case 67% of the traditionally designed reinforcement,
can be made by adopting the empirical design method.
L. Deck Overhang Design Neither the traditional method nor the empirical method for the design of deck slabs includes the design of the
deck overhang. The design loads for the deck overhang [A9.7.1.5 and
A3.6.1.3.4] 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 empirical design
by anchoring the overhang reinforcement into the rst deck span.
Two limit states must be investigated: strength I [A13.6.1] and extreme event II [A13.6.2]. The strength limit state considers vertical

[563], (153)

Lines: 5585 to 5613

6.99893pt PgVar

Normal Page
PgEnds: TEX
[563], (153)

Table E7.1-1
Comparison of reinforcement quantitiesa
Transverse
Design Method
Traditional

Longitudinal

Top

Bottom

Top

Bottom

No. 5 at 7.5 in.

No. 5 at 9 in.

No. 4 at 18 in.

No. 4 at 8 in.

Weight (lb)

66.8

55.6

17.8

40.1

Empirical

No. 4 at 13 in.

No. 5 at 14 in.

No. 4 at 13 in.

No. 5 at 14 in.

Weight (lb)

24.7

35.8

24.7

35.8

Area = 1 ft 40 ft.

Totals
(lb)

(psf)

180.3

4.51

121.0

3.03

564

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gravity forces and it seldom governs, unless the cantilever span is very
long. The extreme event limit state considers horizontal forces caused
by collision of a vehicle with the barrier. [These forces are given in
Appendix A of Section 13 of the AASHTO (2004) LRFD Bridge Specications; reference to articles here is preceded by the letters AA.]
The extreme event limit state usually governs the design of the deck
overhang.
1. Strength I Limit State The design negative bending moment is
taken at the exterior face of the support shown in Figure E7.1-6 for
the loads given in Figure E7.1-10. Because the overhang has a single
load path, it is a nonredundant member so that R = 1.05 [A1.3.4]
and, for all load cases i = D R I = (1.00)(1.05)(1.00) = 1.05.
The individual cantilever bending moments for a 1-ft-wide design
strip are
M b = Pb (39.0 7.0 5.0)/12 = 0.320(27.0/12)
= 0.720 kip-ft/ft
M o = w o (39.0 7.0) /2/12 = 0.113(32.0) /2/144
= 0.402 kip-ft/ft
2

M DW = w DW (39.0 7.0 15.0)2 /2/122 = 0.035(17.0)2 /2/144

= 0.035 kip-ft/ft
M LL = W (19.0 14.0)/12 = 4.19(5.0)/12
= 1.746 kip-ft/ft
The factored design moment at location 108.2 (exterior face) becomes for the common value of i =
M 108.2 = [1.25M DC + 1.50M DW + 1.75(1.33M LL )]
= 1.05[1.25(0.720 0.402) + 1.50(0.035)
+ 1.75 1.33(1.746)] = 5.79 kip-ft/ft
When compared to the previously determined negative bending
moment at the centerline of the support (M 200 = 11.74 kip-ft/ft),
the reduction in negative bending to the face of the support is
signicant. This reduced negative bending moment is not critical
in the design of the overhang.
2. Extreme Event II Limit State The forces to be transmitted to the deck
overhang due to a vehicular collision with the concrete barrier are
determined from a strength analysis of the barrier. In this example,
the loads applied to the barrier are for test level TL-4, which is

[564],

Lines: 5

0.0pt

Normal
PgEnds
[564],

7.10 Example Problems

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44

565

Table E7.1-2
Design forces for an TL-4 barrier
Direction

Force (kip)

Length (ft)

Transverse

54.0

3.5

Longitudinal

18.0

3.5

Vertical

18.0

18.0

suitable for [A13.7.2] high-speed highways, freeways, expressways, and

interstate highways with a mixture of trucks and heavy vehicles.
The minimum edge thickness of the deck overhang is 8.0 in.
[A13.7.3.1.2] and the minimum height of barrier for TL-4 is 32.0
[565], (155)
in. [A13.7.3.2]. The design forces for TL-4 that must be resisted by
the barrier and its connection to the deck are given in Table E7.1-2
[Table AA13.2-1] 1 and illustrated in Figure E7.1-16. The transverse
Lines: 5668 to 5686
and longitudinal forces are distributed over a length of barrier of

3.5 ft. This length represents the approximate diameter of a truck

0.7407pt
PgVar
tire, which is in contact with the wall at time of impact. The vertical

force distribution length represents the contact length of a truck

Normal Page
lying on top of the barrier after a collision. The design philosophy is
*
PgEnds:
Eject
that if any failures are to occur they should be in the barrier, which
can be readily repaired, rather than in the deck overhang. The
procedure is to calculate the barrier strength and then to design the
[565], (155)
deck overhang so that it is stronger. When calculating the resistance
to extreme event limit states, the resistance factors are taken as
1.0 [A1.3.2.1] and the vehicle collision load factor is 1.0 [Tables
A3.4.1-1 and A13.6.2].
M. Concrete Barrier Strength All trafc railing systems shall be proven satisfactory through crash testing for a desired test level [A13.7.3.1]. If a
previously tested system is used with only minor modications that do
not change its performance, additional crash testing is not required
[A13.7.3.1.1]. The concrete barrier and its connection to the deck
overhang shown in Figure E7.1-17 is similar to the prole and reinforcement arrangement of trafc barrier type T5 analyzed by Hirsch
(1978) and tested by Buth et al. (1990).
As developed by a yield line approach in Section 7.9, the following
expressions [AA13.3.1] can be used to check the strength of the concrete barrier away from an end or joint and to determine the magnitude of the loads that must be transferred to the deck overhang. From
Eqs. 7.187 and 7.185:
1

Reference to articles in Appendix A of AASHTO Section 13 are preceded by the letters AA.

566

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Fig. E7.1-16
Loading and yield line pattern for concrete barrier.

[566],

Lines: 5

0.855

Normal
PgEnds
[566],

Fig. E7.1-17
Concrete barrier and connection to deck overhang.

7.10 Example Problems

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39
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Rw =

2
2L c L t


Lt
+
Lc =
2
where


8Mb + 8Mw +

Lt
2

2
+

Mc Lc2
H

8H (Mb + Mw )
Mc

(E7.1-8)

(E7.1-9)

=
=
=
=

height of wall (ft)

critical length of yield line failure pattern (ft)
longitudinal distribution length of impact force (ft)
additional exural resistance of beam, if any, at top of
wall (kip-ft)
M c = exural resistance of wall about an axis parallel to the
longitudinal axis of the bridge (kip-ft/ft)
M w = exural resistance of wall about vertical axis (kip-ft)
R w = nominal railing resistance to transverse load (kips)
H
Lc
Lt
Mb

567

For the barrier wall in Figure E7.1-17, Mb = 0 and H = 34.0/12 =

2.83 ft.
1. Flexural Resistance of Wall about Vertical Axis, M w The moment
strength about the vertical axis is based on the horizontal reinforcement in the wall. Both the positive and negative moment strengths
must be determined because the yield line mechanism develops
both types (Fig. E7.1-16). The thickness of the barrier wall varies,
and it is convenient to divide it for calculation purposes into three
segments as shown in Figure E7.1-18.
Neglecting the contribution of compressive reinforcement, the
positive and negative bending strengths of segment I are approximately equal and calculated as
( fc = 4 ksi, fy = 60 ksi)
As = 2 No. 3 s = 2(0.11) = 0.22 in.2
d avg =

3.0 + 2.75 + 1.375

= 3.56 in.
2

As fy
0.22(60)
=
= 0.185 in.
0.85fc b
0.85(4)(21.0)


a
M n 1 = As fy d
2
a=

= 1.0(0.22)(60)(3.56 0.185/2)/12
= 3.81 kip-ft

[567], (157)

Lines: 5687 to 5751

-0.9078pt PgVar

Normal Page
PgEnds: TEX
[567], (157)

568

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[568],
Fig. E7.1-18
Approximate location of horizontal reinforcement in barrier wall: (a) segment I, (b) segment II, and
(c) segment III.

Lines: 5

For segment II, the moment strengths are slightly different. Considering the moment positive if it produces tension on the straight
face, we have
As = 1 No. 3 = 0.11 in.2
d pos = 3.25 + 3.50 = 6.75 in.

M n pos

M n neg

0.11(60)
= 0.194 in.
a=
0.85(4)(10.0)


0.194
= 1.0(0.11)(60) 6.75
12 = 3.66 kip-ft
2
d neg = 2.75 + 3.25 = 6.0 in.


0.194
= 1.0(0.11)(60) 6.0
12 = 3.25 kip-ft
2

and the average value is

M n II =

M n pos + M n neg
2

= 3.45 kip-ft

For segment III, the positive and negative bending strengths are
equal and
As = 1 No. 3 = 0.11 in.2
d = 9.50 + 2.75 = 12.25 in.

-0.915

Normal
PgEnds
[568],

7.10 Example Problems

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569

0.11(60)
= 0.647 in.
0.85(4)(3.0)


0.647
= 1.0(0.11)(60) 12.25
12 = 6.56 kip-ft
2
a=

M n III

The total moment strength of the wall about the vertical axis is
the sum of the strengths in the three segments:
M w = M n I + M n II + M n III
= 3.81 + 3.45 + 6.56 = 13.82 kip-ft
It is interesting to compare this value of M w with one determined
by simply considering the wall to have uniform thickness and the
same area as the actual wall, that is,
h ave =

307
cross-sectional area
=
= 9.03 in.
height of wall
34.0
d ave = 9.03 2.75 = 6.28 in.


As = 4 No. 3 s = 4(0.11) = 0.44 in.

0.44(60)
= 0.228 in.
0.85(4)(34.0)




a
0.228
M w = M n = As fy d
= 1.0(0.44)(60) 6.28
12
2
2

[569], (159)

Lines: 5789 to 5833

1.29012pt PgVar

Normal Page
PgEnds: TEX

a=

M w = 13.56 kip-ft
This value is acceptably close to that calculated previously and is
calculated with a lot less effort.
2. Flexural Resistance of Wall about an Axis Parallel to the Longitudinal Axis
of the Bridge, M c The bending strength about the horizontal axis is
determined from the vertical reinforcement in the wall. The yield
lines that cross the vertical reinforcement (Fig. E7.1-16) produce
only tension in the sloping face of the wall, so that only the negative
bending strength need be calculated.
The depth to the vertical reinforcement increases from bottom
to top of the wall, therefore, the moment strength also increases
from bottom to top. For vertical bars in the barrier, try No. 4 bars at
6 in. (As = 0.39 in.2 /ft). For segment I, the average wall thickness
is 7 in. and the moment strength for a 1 ft wide strip about the
horizontal axis becomes

[569], (159)

570

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d = 7.0 2.0 0.25 = 4.75 in.

As fy
0.39(60)
=
= 0.574 in.
0.85fc b
0.85(4)(12)




a
0.574
= As fy d
= 1.0(0.39)(60) 4.75
12
2
2
a=

M cI

= 8.70 kip-ft/ft
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 bending strength
about the horizontal axis for segments II and III may increase
slightly where the vertical bars overlap, but it is reasonable to assume it is constant and determined by the hairpin dowel. The effective depth for the tension leg of the hairpin dowel is (Fig. E7.1-17)
d = 2.0 + 0.50 + 6.0 + 0.25 = 8.75 in.
and


0.574
12 = 16.50 kip-ft/ft
M c II+III = 1.0(0.39)(60) 8.75
2
A weighted average for the moment strength about the horizontal
axis is given by
Mc =

M c I (21.0) + M c II+III (10.0 + 3.0)

8.70(21.0) + 16.50(13.0)
=
34.0
34.0
M c = 11.68 kip-ft/ft

3. Critical Length of Yield Line Failure Pattern, L c With the moment

strengths determined and L t = 3.5 ft, Eq. E7.1-9 yields

 2
Lt
Lt
8H (M b + M w )
+
+
Lc =
2
2
Mc



3.5
3.5 2 8(2.83)(0 + 13.56)
+
=
+
2
2
11.68
L c = 7.17 ft
4. Nominal Resistance to Transverse Load, R w

From Eq. E7.1-8, we have

[570],

Lines: 5

10.99

Normal
PgEnds
[570],

7.10 Example Problems

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571



M c L 2c
8M b + 8M w +
Rw =
H


2
11.68(7.17)2
=
0 + 8(13.56) +
2(7.17) 3.5
2.83
2
2L c L t

R w = 59.1 kips > F t = 54.0 kips OK

5. Shear Transfer Between Barrier and Deck The nominal resistance R w
must be transferred across a cold joint by shear friction. Free-body
diagrams of the forces transferred from the barrier to the deck
overhang are shown in Figure E7.1-19.
[571], (161)

Lines: 5892 to 5911

1.71205pt PgVar

Normal Page
PgEnds: TEX
[571], (161)

Fig. E7.1-19
Force transfer between barrier and deck.

572

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Assuming that R w spreads out at a 1 : 1 slope from L c , the shear

force at the base of the wall from the vehicle collision V CT , which
becomes the tensile force T per unit of length in the overhang, is
given by [AA13.4.2]
T = V CT =
T =

Rw
L c + 2H

(E7.1-10)

59.1
= 4.61 kips/ft
7.17 + 2(2.83)

The nominal shear resistance Vn of the interface plane is given by

[A5.8.4.1]
Vn = cA cv + (A vf fy + Pc )

(E7.1-11)

which shall not exceed 0.2 fc Acv or 0.8 Acv ,

where Acv = shear contact area = 15(12) = 180 in.2/ft
Avf = dowel area across shear plane = 0.39 in.2/ft
c = cohesion factor [A5.8.4.2] = 0.075 ksi
fc = strength of weaker concrete = 4 ksi
fy = yield strength of reinforcement = 60 ksi
*
Pc = permanent compressive force = Pb = 0.320 kips/ft
= friction factor [A5.8.4.2] = 0.6.
The factors c and are for normal weight concrete placed against
hardened concrete clean and free of laitance, but not intentionally
roughened. Therefore, for a 1-ft-wide design strip
V n 0.2fc Acv = 0.2(4)(180) = 144 kips/ft
0.8Acv = 0.8(180) = 144 kips/ft
= cAcv + (Avf fy + Pc ) = 0.075(180) + 0.6[0.39(60) + 0.320]
= 27.73 kips/ft
Vn = 27.73 kips/ft > VCT = T = 4.61 kips/ft OK
where VCT is the shear force produced by a truck collision.
In the above calculations, only one leg of the hairpin is considered as a dowel because only one leg is anchored in the overhang.
The minimum cross-sectional area of dowels across the shear plane
is [A5.8.4.1]
Avf

0.05bv
fy

(E7.1-12)

[572],

Lines: 5

-0.055

Long P
PgEnds
[572],

7.10 Example Problems

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44

573

where
bv = width of interface (in.)
Avf

0.05(15.0)
(12) = 0.15 in.2/ft
60

which is satised by the No. 4 bars at 6 in. (As = 0.39 in.2/ft).

The basic development length hb for a hooked bar with fy = 60
ksi is given by [A5.11.2.4.1]
38db
hb =

fc

(E7.1-13)

and shall not be less than 8db or 6.0 in. For a No. 4 bar, db = 0.5
in. and
hb =

38(0.50)
= 8.96 in.

4.5

[573], (163)

Lines: 5981 to 6045

9.12589pt PgVar

which is greater than 8(0.50) = 4 in. and 6.0 in. The modica
tion factors of 0.7 for adequate cover and 1.2 for epoxy-coated
Long Page
bars [A5.11.2.4.2] apply, so that the development length dh is * PgEnds: Eject
changed to
dh = 0.7(1.2)hb = 0.84(8.96) = 7.52 in.
The available development length (Fig. E7.1-19) is 9.0 2.0 =
7.0 in., which is not adequate, unless the required area is reduced
to


7.0
7.0
As required = (As provided)
= 0.36 in.2 /ft
= 0.39
7.52
7.52
By using this area to recalculate M c , L c , and R w , we get
0.36(60)
= 0.529 in.
0.85(4)(12)


0.53
M c I = 1.0(0.36)(60) 4.75
12 = 8.07 kip-ft/ft
2


0.53
M c II+III = 1.0(0.36)(60) 8.75
12 = 15.27 kip-ft/ft
2
a=

Mc =

8.07(21.0) + 15.27(13.0)
= 10.82 kip-ft/ft
34.0

[573], (163)

574

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3.5 2 8(2.83)(13.56)
= 7.36 ft
+
2
10.82


2
10.82(7.36)2
Rw =
8(13.56) +
= 56.2 kips
2(7.36) 3.5
2.83
3.5
+
Lc =
2

R w = 56.2 kips > 54.0 kips

OK

The standard 90 hook with an extension of 12db + 4db = 16 (0.50)

= 8.0 in. at the free end of the bar is adequate [C5.11.2.4.1].
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 90 hooks, the collision moment M CT (Fig. E7.1-19)
distributed over a wall length of (L c + 2H ) is
M CT =

56.2(2.83)
RwH
=
= 12.2 kip-ft/ft
L c + 2H
7.36 + 2(2.83)

The dead-load moments were calculated previously for strength

I so that for the extreme event II limit state, we have
M u = [1.25M DC + 1.50M DW + M CT ]
= 1.0[1.25(0.720 0.402) + 1.50(0.035) 12.2]
= 13.7 kip-ft/ft
Alternating a No. 3 bar with the No. 5 top bar at 7.5 in. on
centers, the negative moment strength becomes
As = 0.18 + 0.49 = 0.67 in.2 /ft
d = 9.0 2.5 0.625/2 = 6.19 in.
0.67(60)
= 0.88 in.
0.85(4.5)(12)


0.88
M n = 1.0(0.67)(60) 6.19
12 = 19.3 kip-ft/ft
2
a=

This moment strength is reduced because of the axial tension force

T = R w /(L c + 2H ):
T =

56.2
= 4.32 kips/ft
7.36 + 2(2.83)

[574],

Lines: 6

4.836

Normal
* PgEnds
[574],

7.10 Example Problems

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575

[575], (165)

Lines: 6109 to 6154

0.50008pt PgVar
Fig. E7.1-20
Idealized interaction diagram for reinforced concrete members with combined bending and axial
load.

By assuming the interaction curve between moment and axial

tension is a straight line (Fig. E7.1-20)
Pu
Mu
+
1.0
Pn
M n
and solving for M u , we get



Pu
M u M n 1.0
Pn

(E7.1-14)

where Pu = T and Pn = Ast fy . The total longitudinal reinforcement Ast in the overhang is the combined area of the top and bottom bars:
Ast = No. 3 at 7.5 in., No. 5 at 7.5 in., No. 5 at 9 in.
= 0.18 + 0.49 + 0.41 = 1.08 in.2 /ft
Pn = 1.0(1.08)(60) = 64.8 kips/ft
so that



4.32
M u 19.3 1.0
= 18.0 kip-ft/ft
64.8

Normal Page
* PgEnds: Eject
[575], (165)

576

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The extreme event II design moment M u = 13.7 kip-ft/ft < 18.0

kip-ft/ft, so for the top reinforcement of the overhang
Use alternating (No. 3 and No. 5) at 7.5 in.
The top reinforcement must resist M CT = 12.2 kip-ft/ft directly
below the barrier. Therefore, the free ends of the No. 3 and No.
5 bars must terminate in standard 180 hooks. The development
length dh for a standard hook is [A5.11.2.4.1]
dh = hb modication factors
The modication factors of 0.7 for adequate cover and 1.2 for
epoxy-coated bars [A5.11.2.4.2] apply and the ratio of (As
required)/(As provided) can be approximated by the ratio of (M u
required)/(M n provided). Thus, the required development
length for a No. 5 bar with = 1.0 and

Lines: 6

38db
38(0.625)
hb =
=
= 11.2 in.

fc
4.5


12.2
= 6.4 in.
dh = 11.2(0.7)(1.2)
18.0

0.070

Normal
PgEnds

The development length available (Fig. E7.1-17) for the hook

in the overhang before reaching the vertical leg of the hairpin
dowel is
Available dh = 0.625 + 6.0 + 0.3125 = 6.94 in. > 6.4 in.

[576],

OK

and the connection between the barrier and the overhang shown
in Figure E7.1-17 is satisfactory.
7. Length of the Additional Deck Overhang Bars The additional No. 3
bars placed in the top of the deck overhang must extend beyond
the centerline of the exterior T-beam into the rst interior deck
span. To determine the length of this extension, it is necessary to
nd the distance where theoretically the No. 3 bars are no longer
required. This theoretical distance occurs when the collision plus
dead-load moments equal the negative moment strength of the
continuing No. 5 bars at 7.5 in. This negative moment strength
in the deck slab (d = 5.19 in.) was previously determined as 10.7
kip-ft/ft with = 0.9. For the extreme event limit state, = 1.0
and the negative moment strength increases to 11.9 kip-ft/ft.
Assuming a carryover factor of 0.5 and no further distribution,
the collision moment diagram in the rst interior deck span is

[576],

7.10 Example Problems

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577

[577], (167)
Fig. E7.1-21
Approximate moment diagram for collision forces in rst interior deck span.

Lines: 6205 to 6243

shown in Figure E7.1-21. At a distance x from the centerline of
the exterior T-beam, the collision moment is approximately

x 
M CT (x) = 12.2 1
5.33
The dead-load moments can be calculated as before from the loadings in Figure E7.1-10.


Barrier 0.320 34
+ x + 0.464x
12
Overhang (0.113)(3.25)(3.25/2 + x) + 0.462x
Deck slab (0.100x 2 /2) + 0.314x
Future wearing surface
conservative to neglect
The distance x is found by equating the moment strength of 11.9
kip-ft/ft to the extreme event II load combination, that is,
11.9 = M u (x) = i i Q i = 1.0[1.25M DC (x) + M CT (x)]
Solve the resulting quadratic, x = 0.74 ft = 8.9 in.
To account for the uncertainties in the theoretical calculation,
an additional length of 15 db = 15(0.375) = 5.6 in. must be added
to the length x before the bar can be cut off [A5.11.1.2]. This
total length of 8.9 + 5.6 = 14.5 in. beyond the centerline must be
compared to the development length from the face of the support
and the larger length selected.
The basic tension development length db for a No. 3 bar is the
larger of [A5.11.2.1.1]:

-0.25197pt PgVar

Normal Page
PgEnds: TEX
[577], (167)

578

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A b fy
0.11(60)
db = 1.25
= 1.25
= 3.9 in.
fc
4.5
but not less than
0.4db fy = 0.4(0.375)(60) = 9.0 in.

controls

The modication factor for epoxy-coated bars [A5.11.2.1.2] = 1.2.

So that the development length d = 9.0(1.2) = 10.8 in.
The distance from the centerline of the 14-in.-wide T-beam to
the end of the development length is 10.8+7.0 = 17.8 in., which is
greater than the 14.5 in. calculated from the moment requirement.
The length determination of the additional No. 3 bars in the deck
overhang is summarized in Figure E7.1-22.
N. Closing Remarks This example is general in most respects for application to decks supported by different longitudinal girders. However,
the effective span length must be adjusted for the different girder
ange congurations.

[578],

Lines: 6

0.242

Normal
PgEnds
[578],

Fig. E7.1-22
Length of additional bars in deck overhang (other reinforcement not shown).

7.10 Example Problems

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31
32
33
34
35
36
37
38
39
40
41
42
43
44

579

Designers are encouraged to use the empirical design procedure.

The savings in design effort and reinforcement can be appreciable.
Obviously, the details for the additional bars (Fig. E7.1-22) in the top
of the deck overhang will be different for the empirical design than
the traditional design.
The test level TL-4 chosen for the concrete barrier in this example
may have to be increased for some trafc environments. This choice
of test level is another decision that must be made when the design
criteria for a project are being established.
7.10.2 Solid
Design the simply supported solid slab bridge of Figure E7.2-1 with a span Slab Bridge Design
length of 35 ft center to center of bearings for an HL-93 live load. The
[579], (169)
roadway width is 44 ft curb to curb. Allow for a future wearing surface of
3-in.-thick bituminous overlay. A 15-in.-wide barrier weighing 0.32 k/ft is
assumed to be carried by the edge strip. Use fc = 4.5 ksi and fy = 60 ksi.
Lines: 6269 to 6328
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 (2004) LRFD

1.87556pt
PgVar
Bridge Specications. Use exposure class 2 for crack control.

A. Check Minimum Recommended Depth [Table A2.5.2.6.3-1]

Normal Page
* PgEnds: Eject
1.2(35 + 10)
1.2(S + 10)
=
(12) = 21.6 in.
h min =
30
30
[579], (169)
Use h = 22 in.
PROBLEM STATEMENT

B. Determine Live-Load Strip Width [A4.6.2.3]

Span = 35 ft, primarily in the direction parallel to trafc
Span > 15 ft, therefore the longitudinal strip method for slab-type
bridges applies [A4.6.2.1.2]
1. One Lane Loaded

Multiple presence factor included [C4.6.2.3]

E = equivalent width (in.)

E = 10.0 + 5.0 L 1 W 1

where
L1 = modied span length

35 ft
= min
= 35 ft
60 ft

580

7 Concrete Bridges

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[580],

Lines: 6

20.23

Normal
* PgEnds
[580],

Fig. E7.2-1
Solid slab bridge design example: (a) elevation, (b) plan, and (c) section.

W1 = modied edge-to-edge width


46.5 ft
= 30 ft
= min
30 ft

E = 10.0 + 5.0 (35)(30) = 172 in. = 14.33 ft

7.10 Example Problems

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2
3
4
5
6
7
8
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29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44

581

2. Multiple Lanes Loaded

12.0W
E = 84.0 + 1.44 L1 W1
NL
where L1 = 35 ft.

W1 = min

46.5 ft
= 46.5 ft
60 ft

W = actual edge-to-edge width = 46.5 ft

NL = number of design lanes [A3.6.1.1.1] = INT

w
12.0

where w = clear roadway width = 44.0 ft



44.0
NL = INT
=3
12.0

E = 84.0 + 1.44 (35)(46.5) = 142 in. 12.0(46.5)/3 = 186 in.

Use E = 142 in. = 11.83 ft
C. Applicability of Live Load for Decks and Deck Systems Slab-type bridges
shall be designed for all of the vehicular live loads specied in
AASHTO [A3.6.1.2], including the lane load [A3.6.1.3.3].
1. Maximum Shear ForceAxle Loads (Fig. E7.2-2)
Truck [A3.6.1.2.2]:
VATr = 32(1.0 + 0.60) + 8(0.20) = 52.8 kips
Lane [A3.6.1.2.4]:
VALn = 0.64(35.0)/2 = 11.2 kips

VATa

Tandem [A3.6.1.2.3]:


35 4
= 25 1 +
47.1 kips
not critical
35

Impact factor = 1 + IM/100, where IM = 33% [A3.6.2.1]

Impact factor = 1.33, not applied to design lane load
V LL+IM = 52.8(1.33) + 11.2 = 81.4 kips
2. Maximum Bending Moment at MidspanAxle Loads (Fig. E7.2-3)

[581], (171)

Lines: 6341 to 6426

-1.55586pt PgVar

Normal Page
PgEnds: TEX
[581], (171)

582

7 Concrete Bridges

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20
21
Fig. E7.2-2
Live-load placement for maximum shear force: (a) truck, (b) lane, and (c) tandem.
22
23
24
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30
31
32
33
34
35
36
37
38
39
40
41
42
43
Fig. E7.2-3
Live-load placement for
44 maximum bending moment: (a) truck, (b) lane, and (c) tandem.

[582],

Lines: 6

0.743

Normal
PgEnds
[582],

7.10 Example Problems

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2
3
4
5
6
7
8
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31
32
33
34
35
36
37
38
39
40
41
42
43
44

583

Truck:
M cTr

= 32(8.75 + 1.75) + 8(1.75) = 350 kip-ft

Lane:

M cLn

= 0.64(8.75)(35)/2 = 98.0 kip-ft

Tandem:

M cTa

= 25(8.75)(1 + 13.5/17.5) = 387.5 kip-ft

governs

M LL+IM = 387.5(1.33) + 98.0 = 613.4 kip-ft

D. Select Resistance Factors (Table 7.10) [A5.5.4.2.1]

Strength Limit State

Flexure and tension
Shear and torsion
Axial compression
Bearing on concrete
Compression in strut-and-tie models

[583], (173)

0.90
0.90
0.75
0.70
0.70

Lines: 6426 to 6507

-6.24661pt PgVar

Normal Page
PgEnds: TEX

E. Select Load Modiers [A1.3.2.1]

1. Ductility, D
2. Redundancy, R
3. Importance, I
i = D R I
a

Strength

Service

Fatigue

1.0
1.0
1.0
1.0

1.0
1.0
N/Aa
1.0

1.0
1.0
N/A
1.0

[A1.3.3]
[A1.3.4]
[A1.3.5]

N/A = not applicable.

F. Select Applicable Load Combinations (Table 3.1) [Table A3.4.1-1]

Strength I Limit State

= i = 1.0

U = 1.0[1.25DC + 1.50DW + 1.75(LL + IM) + 1.0FR + TG TG]

Service I Limit State
U = 1.0(DC + DW) + 1.0(LL + IM) + 0.3(WS + WL) + 1.0FR
Fatigue Limit State
U = 0.75(LL + IM)
G. Calculate Live-Load Force Effects
1. Interior Strip Shear and moment per lane are given in Section
7.10.2, Parts C.1 and C.2. Shear and moment per 1.0-ft width of

[583], (173)

584

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41
42
43
44

strip is critical for multiple lanes loaded because one-lane live-load

strip width = 14.33 ft > 11.83 ft:
V LL+IM = 81.4/11.83 = 6.88 kip/ft
M LL+IM = 613.4/11.83 = 51.9 kip-ft/ft
2. Edge Strip [A4.6.2.1.4]
Longitudinal edges strip width for a line of wheels
= distance from edge to face of barrier + 12.0 in.
+ (strip width)/4 (strip width)/2 or 72.0 in.
= 15.0 + 12.0 + 142.0/4 = 62.5 in. < 71.0 in.
Use 62.5 in.

[584],

For one line of wheels and a tributary portion of the 10-ft-wide

design lane load (Fig. E7.2-4), the shear and moment per ft width
of strip are

Lines: 6

VLL+IM = [0.5(52.8)(1.33) + 11.2(12.0 + 35.5)/120.0]/(62.5/12)

4.791

= 7.59 kips/ft
M LL+IM = [0.5(387.5)(1.33) + 98.0(12.0 + 35.5)/120.0]/(62.5/12)

Normal
PgEnds

= 56.9 kip-ft/ft
[584],

Fig. E7.2-4
Live-load placement for edge strip shear and moment.

7.10 Example Problems

1
2
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31
32
33
34
35
36
37
38
39
40
41
42
43
44

585

For one line of wheels taken as one half the actions of the axled
vehicle, the shear and moment are
VLL+IM = 0.5(81.4)/(62.5/12) = 7.81 kips/ft
MLL+IM = 0.5(613.4)/(62.5/12) = 58.9 kip-ft/ft
H. Calculate Force Effects from Other Loads
1. Interior Strip, 1.0 ft Wide
DC

conc = 0.150 kcf

w DC = 0.150(22.0/12) = 0.275 ksf
V DC = 0.5(0.275)(35) = 4.81 kips/ft
M DC = w DC L 2 /8 = 0.275(35)2 /8 = 42.1 kip-ft/ft

DW

Bituminous wearing surface, 3.0 in. thick

DW = 0.14 kcf [Table A3.5.1-1]
w DW = 0.14(3.0/12) = 0.035 ksf
V DW = 0.5(0.035)(35) = 0.613 kips/ft
M DW = 0.035(35)2 /8 = 5.36 kip-ft/ft

2. Edge Strip, 1.0-ft wide, barrier = 0.320 kips/ft Assume barrier load
spread over width of live-load edge strip of 62.5 in. = 5.21 ft:
DC:

w DC = 0.275 + 0.320/5.21 = 0.336 ksf

V DC = 0.5(0.336)(35) = 5.89 kips/ft
M DC = 0.336(35)2 /8 = 51.45 kip-ft/ft

DW:

[585], (175)

w DW = 0.035(62.5 15.0)/62.5 = 0.025 ksf

V DW = 0.5(0.025)(35) = 0.438 kips/ft
M DW = 0.025(35)2 /8 = 3.83 kip-ft/ft

I. Investigate Service Limit State

1. Durability [Table A5.12.3-1]
Cover for unprotected main reinforcing steel deck surface subject
to tire wear: 2.5 in.
Bottom of CIP slabs: 1.0 in.
Effective depth for No. 8 bars:
d = 22.0 1.0 1.0/2 = 20.5 in.
D = R = I = 1.0, therefore i = = 1.0 [A1.3]

Lines: 6551 to 6629

3.5pt PgVar

Normal Page
PgEnds: TEX
[585], (175)

586

7 Concrete Bridges

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39
40
41
42
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44

a. MomentInterior Strip
M interior = i i Q i = 1.0[1.0M DC + 1.0M DW + 1.0M LL+IM ]
= 1.0[42.1 + 5.36 + 51.9] = 99.36 kip-ft/ft
Trial reinforcement:
As

M
fs jd

Assume j = 0.875 and fs = 0.6fy = 36 ksi

99.36 12
= 1.85 in.2 /ft
As
36(0.875)(20.5)
[586],

Try No. 9 bars at 6 in. (As = 2.00 in.2 /ft) (Table B.4)
Revised d = 22.0 1.0 12 (1.128) = 20.4 in.

OK

b. MomentEdge Strip

Lines: 6

M edge = i i Q i = 1.0(51.45 + 3.83 + 58.9)

= 114.2 kip-ft/ft

1.582

Long P
PgEnds

Trial reinforcement:
As

114.2 12
M
=
= 2.13 in.2 /ft
fs jd
36(0.875)(20.4)

Try No. 9 bars at 5 in. (As = 2.40 in.2 /ft).

2. Control of Cracking [A5.7.3.4] Flexural cracking is controlled by
limiting the bar spacing in the reinforcement closest to the tension
face under service load stress fs :
s

700e
2dc
s fs

in which
s = 1 +

dc
0.7(h dc )

e = exposure factor
= 1.00 for class 1 exposure condition
= 0.75 for class 2 exposure condition
dc = concrete cover measured from extreme tension ber
to center of closest exural reinforcement

[586],

7.10 Example Problems

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3
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10
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12
13
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31
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33
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35
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37
38
39
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41
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43
44

587

a. Interior Strip Checking tensile stress in concrete against fr

[A5.4.2.6, A5.7.3.4]
M interior = 99.36 kip-ft/ft
99.36 12
= 1.23 ksi
1
(12)(22)2
6



0.8fr = 0.8 0.24 fc = 0.8(0.24) 4.5 = 0.41 ksi
M

fc =

1
bh 2
6

fc > 0.8fr , section is assumed cracked

Elastic-cracked section with No. 9 at 6 in. (As = 2.00 in.2 /ft)
[A5.7.1] (Fig. E7.2-5)
n=

Es
= 7.0, from deck design
Ec

nAs = 7.0(2.00) = 14.0 in. /ft

2

Location of neutral axis:

1
bx 2
2
1
(12)x 2
2

= nAs (d x)

Lines: 6719 to 6775

0.78926pt PgVar

Long Page
PgEnds: TEX

= (14.0)(20.4 x)

solving, x = 5.83 in.

Moment of inertia of cracked section:
I cr = 13 bx 3 + nAs (d x)2
= 13 (12)(5.83)3 + (14.0)(20.4 5.83)2 = 3765 in.4 /ft

Fig. E7.2-5
Elastic-cracked section.

[587], (177)

[587], (177)

588

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40
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44

Steel stress:
fs
99.36(20.4 5.83)12
M (d x)
=
=
= 4.61 ksi
n
Icr
3765
fs = 7(4.61) = 32.3 ksi
fs 0.6fy = 0.6(60) = 36 ksi
For dc = 1.56 in., e = 0.75 (class 2 exposure)
s = 1 +
s

1.56
= 1.11
0.7(20.4)

700(0.75)
2(1.56) = 11.5 in.
1.11(32.3)

Use No. 9 at 6 in. for interior strip for other limit state checks.

[588],

Lines: 6

b. Edge Strip

7.319
M edge = 114.2 kip-ft/ft

Try No. 9 at 5 in., As = 2.40 in.2 /ft

nAs = 7(2.40) = 16.8 in.2 /ft
Location of neutral axis (Fig. E7.2-5):
1
(12)(x 2 )
2

= (16.8)(20.4 x)

Solving x = 6.29 in.

Moment of inertia of cracked section:
I cr = 13 (12)(6.29)3 + 16.8(20.4 6.29)2 = 4338 in.4 /ft
Steel stress:
114.2(20.4 6.29)12
fs
=
= 4.46 ksi
n
4338
fs = 7(4.46) = 31.2 ksi < 36 ksi
Checking spacing of No. 9 at 5 in., for dc = 1.56 in., e = 0.75,
and s = 1.11.

Normal
PgEnds
[588],

7.10 Example Problems

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2
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36
37
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40
41
42
43
44

589

700(0.75)
2(1.56) = 12.0 in.
1.11(31.2)

Use No. 9 at 5 in. for edge strip.

3. Deformations [A5.7.3.6]
a. Dead Load Camber [A5.7.3.6.2]:
w DC = (0.275)(46.5) + 2(0.320) = 13.43 kips/ft
w DW = (0.035)(44.0) = 1.54 kips/ft
w DL = w DC + w DW = 14.97 kips/ft
M DL = 18 w DL L 2 =

(14.97)(35)2
= 2292 kip-ft
8

By using Ie :
DL

Ie =

M cr
Ma

3

Lines: 6850 to 6906

5w DL L 4
=
384E c I e

Ig + 1
M cr = fr

M cr
Ma

4.61244pt PgVar

3 
I cr

Ig
yt

fr = 0.24 4.5 = 0.509 ksi

Ig =

1
(46.5
12

12)(22)3 = 495 103 in.4

495 103
= 1910 kip-ft
(12)(22/2)




M cr 3
1910 3
=
= 0.579
Ma
2292

M cr = 0.509

Icr = (3765)(46.5) = 175 103 in.4

Ie = (0.579)(495 103 ) + (1 0.579)(175 103 )
= 360 103 in.4
DL =

[589], (179)

5(14.97)(35)4 (12)3
= 0.36 in. instantaneous
384(3860)(360 103 )

Long-time deection factor for As = 0 is equal to

Normal Page
PgEnds: TEX
[589], (179)

590

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44

 
A
3 1.2 s = 3.0
As
Camber = (3.0)(0.36) = 1.08 in. upward
By using Ig [A5.7.3.6.2]:

DL = (0.36)


360 103
= 0.26 in.
495 103

Longtime deection factor = 4.0

Camber = (4.0)(0.26) = 1.05 in. upward
[590],
comparable to the value based on Ie .
b. Live-Load Deection (Optional) [A2.5.2.6.2]:
allow
LL+IM

35 12
span
=
= 0.53 in.
=
800
800

If the owner invokes the optional live-load deection criteria,

the deection should be the larger of that resulting from the
design truck alone or design lane load plus 25% truck load
[A3.6.1.3.2]. When design truck alone, it should be placed so
that the distance between its resultant and the nearest wheel
is bisected by the span centerline. All design lanes should be
loaded [A2.5.2.6.2] (Fig. E7.2-6):


NL = 3, m = 0.85
P LL+IM = 1.33(32 3)(0.85) = 108.5 kips

Fig. E7.2-6
Design truck placement for maximum deection in span.

Lines: 6

4.617

Normal
PgEnds
[590],

7.10 Example Problems

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2
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9
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35
36
37
38
39
40
41
42
43
44

591

The value of Ie changes with the magnitude of the applied moment M a . The moment associated with the live-load deection
includes the dead-load moment plus the truck moment from
Section 7.10.2, Part C.2:
M DC+DW+LL+IM = 2292 + 3(0.85)(350)(1.33) = 3479 kip-ft
so that

Ie =

1910
3479

3

(495 10 ) + 1
3

1910
3479

3 
(175 103 )

= 228 103 in.4

E c Ie = (3860)(228 103 ) = 880 106 kip-in.2
From case 8, AISC (2001) Manual (see Fig. E7.2-7),
x (x < a) =

Pbx
(L 2 b 2 x 2 )
6EIL

Assuming maximum deection is under wheel load closest to

the centerline, x = C .

[591], (181)

Lines: 6960 to 7016

4.91817pt PgVar

First load: P = 108.5 kips, a = 29.17 ft, b = 5.83 ft, x = 15.17

Normal Page
ft (from right end):
* PgEnds: Eject
x =

(108.5)(5.83)(15.17)
[(35)2 (5.83)2 (15.17)2 ] 123
6(880 106 )(35)

= 0.086 in.
Second load: P = 108.5 kips, a = x = 19.83 ft, b = 15.17 ft:
x =

(108.5)(15.17)(19.83)
[(35)2 (15.17)2 (19.83)2 ] 123
6(880 106 )(35)

= 0.184 in.

Fig. E7.2-7
Concentrated load placement for calculation of deection.

[591], (181)

592

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44

Third load: P = 27.1 kips, a = 33.83 ft, b = 1.17 ft, x = 19.83 ft:
x =

LL+IM

(27.1)(1.17)(19.83)
[(35)2 (1.17)2 (19.83)2 ] 123
6(880 106 )(35)

= 0.005 in.

=
x = 0.28 in. < 0.53 in.

OK

Design lane load:

w = 1.33(0.64)(3)(0.85) = 2.17 kips/ft
MC
lane
=
C

1 2
(2.17)(35)2
wL =
= 332 kip-ft
8
8

5 M C L2
5(332)(35)2
123 = 0.083 in.
=
48 E c Ie
48(880 106 )

[592],

Lines: 7

25% truck = 41 (0.28) = 0.07 in.

9.648

LL+IM = 0.15 in., not critical

Normal
PgEnds

The live-load deection estimate of 0.28 in. is conservative because Ie was based on the maximum moment at midspan rather
than an average Ie over the entire span. Also, the additional
stiffness provided by the concrete barriers (which can be signicant) has been neglected, as well as the compression reinforcement in the top of the slab. Finally, bridges typically deect
less under live load than calculations predict.
4. Concrete stresses [A5.9.4.3] No prestressing, does not apply.
5. Fatigue [A5.5.3]
U = 0.75(LL + IM) (Table 3.1) [Table A3.4.1-1]
IM = 15% [A3.6.2.1]
Fatigue load shall be one design truck with 30-ft axle spacing
[A3.6.1.4.1]. Because of the large rear axle spacing, the maximum
moment results when the two front axles are on the bridge. As
shown in Figure E7.2-8, the two axle loads are placed on the bridge
so that the distance between the resultant of the axle loads on the
bridge and the nearest axle is divided equally by the centerline
of the span (Case 42, AISC Manual, 2001). No multiple presence
factor is applied (m = 1) [A3.6.1.1.2]. From Figure E7.2-8,

[592],

7.10 Example Problems

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593

Fig. E7.2-8
Fatigue truck placement for maximum bending moment.


R B = (32 + 8)


4.9 + 11.2
35


= 18.4 kips

[593], (183)

MC = (18.4)(16.1) = 296 kip-ft

i i Q i = 1.0(0.75)(296)(1.15) = 256 kip-ft/lane

Lines: 7084 to 7137

a. Tensile Live-Load Stresses

one loaded lane, E = 14.33 ft,
M LL+IM =

256
= 17.9 kip-ft/ft
14.33

fs
(17.9)(20.4 5.83)12
=
= 0.831 ksi
n
3765
And the maximum steel stress due to the fatigue truck is
fs = 7(0.831) = 5.82 ksi
b. Reinforcing Bars [A5.5.3.2]
Maximum stress range f f must be less than (Eq. 7.54):
f f 21 0.33f min + 8(r /h)
The dead-load moment for an interior strip is
M DL = M DC + M DW = 42.1 + 5.36 = 47.46 kip-ft
Using properties of a cracked section, the steel stress due to
permanent loads is


47.46 12(20.4 5.83)
M DL (d x)
=7
f s,DL = n
= 15.4 ksi
Icr
3765

3.33209pt PgVar

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* PgEnds: Eject
[593], (183)

594

7 Concrete Bridges

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Because the bridge is treated as a simple beam, the minimum

live-load stress is zero. The minimum stress f min is the minimum
live load stress combined with the stress from the permanent
loads
f min = 0 + 15.4 = 15.4 ksi
The maximum stress f max is the maximum live-load stress combined with the stress from the permanent loads:
f max = 5.82 + 15.4 = 21.22 ksi
The stress range f f = f max f min = 21.22 15.4 = 5.82 ksi. The
limit for the stress range with r /h = 0.3 is
21 0.33(15.4) + 8(0.3) = 18.3 ksi > f f = 5.82 ksi

[594],

OK
Lines: 7

J. Investigate Strength Limit State

1. Flexure [A5.7.3.2] Rectangular stress distribution [A5.7.2.2]

1 = 0.85 0.05(4.5 4.0) = 0.825

12.15

Normal
PgEnds

a. Interior Strip
Equation 7.73 with A ps = 0, b = b w , As = 0. Try As = No. 9 at
6 in. = 2.00 in.2/ft from service limit state.
c=

As f y
(2.00)(60)
=
= 3.17 in.
0.85fc 1 b
0.85(4.5)(0.825)(12)
a = 1 c = (0.825)(3.17) = 2.61 in.
ds = 22 1.0 12 (1.128) = 20.4 in.

c
3.17
= 0.155 < 0.42
=
ds
20.4

OK [A5.7.3.3.1]

Equation 7.76 with A ps = 0, b = b w , As = 0, As = 2.00 in.2 /ft





a
2.61
Mn = As fy ds
= 2.00(60) 20.4
12
2
2
= 191 kip-ft/ft
Factored resistance = M n = 0.9(191) = 172 kip-ft/ft

[594],

7.10 Example Problems

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595

Minimum reinforcement [A5.7.3.3.2] shall be adequate to develop M u = M n at least equal to the lessor of 1.2M cr or
1.33M u = 1.33(172) = 229 kip-ft/ft.
M cr = S nc fr
S nc = bh /6 = 12(22)2 /6 = 968 in.3 /ft

fr = 0.37 fc = 0.37 4.5 = 0.785 ksi [A5.4.2.6]

2

1.2M cr = 1.2(968)(0.785)/12 = 76.0 kip-ft/ft

controls
minimum reinforcement
Strength I
i = = 1.0

i i Q i = 1.0(1.25M DC + 1.50M DW + 1.75M LL+IM )
Mu =
Mu =

i Q i = 1.0[1.25(42.1) + 1.50(5.36) + 1.75(51.9)]

M u = 151.5 kip-ft/ft < M n = 172 kip-ft/ft

OK

Service limit state governs. Use No. 9 at 6 in. for interior strip.
b. Edge Strip: Try As = No. 9 at 5 in., As = 2.40 in.2/ft from service
limit state:
c=

As fy
(2.40)(60)
=
= 3.80 in.
0.85fc 1 b
0.85(4.5)(0.825)(12)
a = 1 c = (0.825)(3.80) = 3.14 in.

3.80
c
= 0.186 < 0.42 OK [A5.7.3.3.1]
=
ds
20.4


3.14
M n = 0.9(2.40)(60) 20.4
12 = 203 kip-ft/ft
2
Minimum reinforcement [A5.7.3.3.2].
M u 1.2M cr = 76.0 kip-ft/ft
Strength I
i = = 1.0

i Q i = 1.0[1.25(51.45) + 1.50(3.83) + 1.75(56.9)]
Mu =
M u = 169.6 kip-ft/ft < M n = 203 kip-ft/ft

OK

Service limit state governs. Use No. 9 at 5 in. for edge strip.

[595], (185)

Lines: 7212 to 7279

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[595], (185)

596

7 Concrete Bridges

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2. Shear [A5.14.4.1] Slab bridges designed for moment in conformance with AASHTO [A4.6.2.3] may be considered satisfactory for
shear. If longitudinal tubes are placed in the slab to create voids and reduce
the cross section, the shear resistance must be checked.
K. Distribution Reinforcement [A5.14.4.1] The amount of bottom transverse reinforcement may be taken as a percentage of the main reinforcement required for positive moment as
100
50%
L
100
= 16.9%
35

[596],

a. Interior Strip
Positive moment reinforcement = No. 9 at 6 in.,

Lines: 7

As = 2.00 in.2/ft

Transverse reinforcement = 0.169(2.00) = 0.34in. /ft

2

Try No. 5 at 10 in. transverse bottom bars, As = 0.37 in.2/ft.

b. Edge Strip

0.466

Normal
PgEnds

Positive moment reinforcement = No. 9 at 5 in.

As = 2.40 in.2 /ft
Transverse reinforcement = 0.169(2.40) = 0.41 in.2 /ft
Use No. 5 at 9 in., transverse bottom bars, As = 0.41 in.2/ft.
For ease of placement, use No. 5 at 9 in. across the entire
width of the bridge.
L. Shrinkage and Temperature Reinforcement Area of reinforcement in
each direction [A5.10.8.2]


Ag
(12)(22)
Temp As 0.11
= 0.11
fy
60
= 0.48 in.2 /ft, equally distributed on both faces
Top layer As = 12 (0.48) = 0.24 in.2 /ft in each direction
s max 3h = 3(22) = 66 in. or 18.0 in.
Use No. 4 at 10 in., transverse and longitudinal top bars, As = 0.24
in.2/ft.

[596],

7.10 Example Problems

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597

[597], (187)

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0.552pt PgVar
Fig. E7.2-9
Design sketch for solid slab bridge: (a) transverse half-section and (b) reinforcement half-section.

Normal Page
PgEnds: TEX
[597], (187)

M. Design Sketch The design of the solid slab bridge is summarized in

the half-section of Figure E7.2-9.
PROBLEM STATEMENT

Design a reinforced concrete T-beam bridge for a 44-ft-wide roadway and

three-spans of 35 ft42 ft35 ft with a skew of 30 as shown in Figure E7.3-1.
Use the concrete deck of Figures E7.1-14 and E7.1-17 previously designed
for an HL-93 live load, a bituminous overlay, and a 8-ft spacing of girders in
Example Problem 7.10.1. Use fc = 4.5 ksi, fy = 60 ksi, and follow the outline
of AASHTO (2004) LRFD Bridge Specications, Section 5, Appendix A5.3.
A. Develop General Section
The bridge is to carry interstate trafc over a normally small stream
that is subject to high water ows during the rainy season (Fig. E7.3-1).
B. Develop Typical Section and Design Basis
1. Top Flange Thickness [A5.14.1.5.1a]
As determined in Section 9 [A9.7.1.1]
Minimum depth of concrete deck = 7 in.

7.10.3 T-Beam
Bridge Design