Bridge Project Final

Hawassa University
Institute of Technology
Department of Civil Engineering
Structural Design of RC Bridge with

Prestressed Girders
Using AASHTO-LRFD Bridge Design Specifications
Submitted to the Department of Civil Engineering in partial fulfillment of the

requirement for B.Sc. in Civil Engineering
Design by:
Gabriel Shimelash Ceng 116/00
Meklit Yilma Ceng 181/00
Project Advisor: Rahel Girma Ceng 228/00
Instructor M.K. Chandrasekar Tarekegn Jemaneh Ceng 259/00
June, 2011
Structural Design of RC Bridge with Prestressed Girders June 9, 2011
Acknowledgements
We are truly blessed to have completed this challenge. First above all, we
thank the Great Lord; for giving us strength and courage when facing our
obstacles, no words can describe your help. It seems like a miracle. Our
parents, whom we love dearly, we thank, for providing us with moral and
material support throughout our lives. We deeply thank our advisor,
Instructor M.K. Chandrasekar; for giving us the chance to participate in a
unique project and for guiding us throughout this project with all the
necessary materials and advices. We thank the Hawassa University Civil
Engineering staff for helping us in all our academic efforts. Finally, we
extend our gratitude to all our friends; for showing us great love, support,
and also for being with us through our challenges.
Gabriel Shimelash
Meklit Yilma
Rahel Girma
Tarekegn Jemaneh
Hawassa University Institute of Technology Department of Civil Engineering 2

Table of Contents
Introduction ......................................................................................................................... 5
Chapter 1: Preliminary design .............................................................................................. 6
1.1 Bridge Geometry...................................................................................................................... 7
1.1 Bridge Superstructure Geometry.......................................................................................... 7
1.2 Bridge Substructure Geometry ............................................................................................. 9
Chapter 2: Deck slab and Overhang design ........................................................................ 17
2.1 Deck Slab Design .................................................................................................................... 18
2.1.3 Design for positive moment ............................................................................................ 25
2.1.4 Design for negative moment ........................................................................................... 28
2.1.5 Control of Cracking.......................................................................................................... 30
2.1.6 Longitudinal Reinforcement ............................................................................................ 39
2.2 Overhang Slab Design ............................................................................................................ 42
2.2.1 Overhang loading ............................................................................................................ 42
2.2.2 Control of Cracking.......................................................................................................... 53
2.2.3 Detailing of Slab and Overhang Reinforcement ............................................................... 57
Chapter 3: Live Load Distribution Factors ........................................................................... 59
3.1 Load Distribution ................................................................................................................... 60
3.1.1 Live load distribution for Interior Girders ........................................................................ 62
3.1.2 Live load distribution for Exterior Girders ........................................................................ 64
3.1.3 Additional Check for Rigidly Connected Girders ............................................................... 67
Chapter 4: Design of Longitudinal Girders .......................................................................... 70
4.1 Design of Longitudinal Prestressed Girders ............................................................................ 71
4.1.2 Girder Load Calculations ................................................................................................. 72
4.1.3 Unfactored Force Effects for the Exterior Girder.............................................................. 76
4.1.4 Unfactored Force Effects for the Interior Girder ............................................................. 81
4.1.5 Loss of Prestress ............................................................................................................. 89
4.1.6 Flexural Stress Analysis ................................................................................................... 94
4.1.7 Flexural Resistance at the Strength Limit State ............................................................. 112
4.1.8 Camber ........................................................................................................................ 117
4.1.9 Shear Design ................................................................................................................ 123
4.1.10 Force in the Longitudinal Reinforcement .................................................................... 134
4.1.11 Horizontal Shear between the Beam and Slab ........................................................... 135

Chapter 5: Design of Bearings........................................................................................... 139

5.1 Introduction ......................................................................................................................... 140
5.2 Design of Steel-Reinforced Elastomeric Bearings .................................................................. 140
5.2.1 Selection of Optimum Bearing type ............................................................................... 140
5.2.2 Check for Compressive Stress ........................................................................................ 142
5.2.3 Check for Compressive Deflection ................................................................................. 143
5.2.4 Check for Compressive Shear deformation .................................................................... 143
5.2.5 Check Rotation or Combined Compression and Rotation ............................................... 148
5.2.6 Check Bearing Stability .................................................................................................. 150
5.2.7 Design for Anchorage .................................................................................................... 151
5.2.8 Final Bearing Details ...................................................................................................... 153
Chapter 6: Design of Abutment and Wingwalls ................................................................ 154
6.1 Introduction ......................................................................................................................... 155
6.2 Optimum Abutment type ..................................................................................................... 156
6.3 Loads on Abutment .............................................................................................................. 158
6.4 Stability check requirements ................................................................................................ 169
6.5 Internal Stability................................................................................................................... 172
6.5.1 Analysis of force effects ................................................................................................ 172
6.5.2 Design of Abutment Backwall ........................................................................................ 184
6.5.3 Design of Abutment Stem ............................................................................................. 191
6.5.2 Design of Base Slab ....................................................................................................... 195
6.6 Design of Wingwalls ............................................................................................................. 205
6.6.1 Wingwall Loading .......................................................................................................... 205
6.6.2 Combination of force effects ......................................................................................... 208
6.6.3 Flexural Design.............................................................................................................. 210
6.6.4 Design for Shear ............................................................................................................ 212
6.6.5 Development length ..................................................................................................... 214
6.6.6 Reinforcement Details................................................................................................... 215
Appendix A: Design Tabulation ........................................................................................ 217
Appendix B: QConBridge Input and Output...................................................................... 219
Appendix C: Detail Drawings ............................................................................................ 225
Appendix D: Bill of Quantities .......................................................................................... 231
List of References ............................................................................................................. 242

Introduction
This project paper is intended to show the design procedures for the various
components of a simple-span prestressed girder bridge. The paper consists of
six major chapters. Chapter one deals with preliminary design and it gives all
the necessary data pertaining to the chosen bridge structure. It also gives
reasons for choosing the type of structures that make up the bridge. Normally,
the preliminary stage is the most critical design stage of a bridge, because it
will affect the outcome of the entire design, however, this paper deals
exclusively with the structural design aspects. Chapter two gives detail analysis
and design procedures for the deck slab and overhanging slab. It should be
noted that most areas of this chapter include references to the ERA: Bridge
Design Manual. Chapter three gives the calculation of the live load distribution
factors which form a basis for the girder analysis. Chapter four shows the steps
involved in the analysis and design of the prestressed girders of the bridge. The
major sections in this chapter include: girder analysis, stress analysis, flexural
design, camber check, and shear design. Chapter five and six include the design
of the substructure components, which are the bearings, abutments, and
wingwalls.
QConBridge and SAP2000 V.11 are the programs that have been used in the
girder analysis. The input and output of QConBridge are illustrated in the
appendix. The appendix also contains the design table used for the deck design
and detail drawings of all the structural components of the bridge. The
references made to AASHTO-LRFD Bridge design Specifications are indicated by
the letter S, for example, S5.2.1 refers to Article 5.2.1 of the design
specifications. Finally, the bill of quantities has also been estimated and given
in the appendix.

CHAPTER 1
Preliminary Design

1. Bridge Geometry
1.1 Bridge Superstructure Geometry
Superstructure type: Reinforced Concrete deck supported on simply

supported girders.
Spans: Single span of 35m.
Width: 17.2m total (Four lanes 3.5m width each, 1.5m

right and left shoulder, with 0.2m median.)
Railings: Concrete Type F- Parapets, 0.5m wide at the

base.
Skew: 20 degrees
Girder Spacing: 2.5m
Girder type: AASHTO-PCI Type V Girders, 1.6m deep, 1m

wide top flange and 0.7m bottom flange.
Strand Arrangement: 44 Straight strands (Subject to Change)
Overhang: 1.1m from the centerline of the exterior girder

to the end of the overhang.
Intermediate diaphragms: For load calculations, one intermediate

diaphragm, 0.25m thick, 1.15m deep is
assumed at the middle of each spans.
Roadway grade: 0.0%
Number of lanes: 4
Seismicity: Seismic Zone I
The selection of the type of girder depends purely on experience. AASTHO-PCI

Type VI girders have been used successfully for a prestressed girder example
with girder spacing of 2.8meters. However, the girder spacing in this problem
is less (2.5m) and the number of girders is more than that of the example,

hence, a lesser girder depth has been chosen as appropriate. The girder in this
design is the AASHTO-PCI Type V Girder shown in Figure 1.1.
Straight prestressing strands have been selected because the girders are
designed as simply supported. Simply supported girders are subjected to only
positive moments. This means that bottom fibers of the entire span will be
under tension. Hence, the use of straight strands towards the bottom of the
beam will be appropriate to eliminate these tensile stresses. If the case had
been continuous or fixed girders, the use of parabolic strand arrangement
would have been appropriate to eliminate the tension in the top fibers of
support areas.
Figure 1.1 AASHTO-PCI Type V Girders

1.2 Bridge Substructure Geometry

End abutments: Reinforced concrete high stem, seat type of
abutment has been selected for this bridge design. A
seat type of abutment is not monolithically
constructed with the bridge superstructure. The
bridge superstructure seats on the abutment by use
of bearing pads.
380
450
2070
6250
4630
800
3320
Figure 1.2 Preliminary Abutment Section
Wingwalls: The wingwalls are splayed at an angle of 45 degrees

from the face of the abutment. The top surface of the
wingwalls makes a slope of 4H: 1V from the face of
the backfill. The wingwalls are designed as cantilever
retaining walls and the base slab of the abutment is
extended to serve as foundation for the wingwalls.
On this design, the abutment structure is not
considered monolithic with the wingwalls; hence the
provision of shear connectors at the abutment-
wingwall interface applies.

Figure 1.3 Preliminary Wingwall Section
1.3 Materials
1.3.1 Concrete strength:
Prestressed girders: C-40 concrete, 28-day strength fc=32MPa and

Initial Strength at transfer, fci=25.6MPa (by
assuming 20% loss of strength).
Deck slab: C-30 concrete, 28-day strength fc=24MPa.
Substructure: C-30 concrete, 28-day strength fc=24MPa.
1.3.2 Concrete Elastic Modulus:
Girder: EB=4800
EB=4800 32
EB=27153MPa
Deck: ED=4800

ED=4800 24
ED=23515MPa
1.3.3 Reinforcement steel:
Yield strength: fy=460MPa
1.3.4 Prestressing strands:
15mm diameter low relaxation strands Grade 270 (From Table5.4.4.1-1 of

AASHTO-LRFD Bridge Design Specifications).
Strand area, Aps=98.7mm2
Steel ultimate strength, fpu=1860MPa
Steel yield strength, fpy=90% of fpu
=0.9*1860
=1674MPa.
Modulus of Elasticity of Prestressing steel, Ep=197,000MPa, (as per Sec-5.4.4.2

of the AASHTO-LRFD Bridge Design specifications).
1.4 Girder geometry and Section properties

Beam length, L=35m
Depth=1.6m
Thickness of web=0.2m
Area, Ag=0.653m2
Moment of inertia, Ig=2.16*1011mm4
N.A to top, ytop=0.79m
N.A to bottom, ybottom=0.81m
(The section properties of the standard girder have been obtained from
tabulations given in Appendix B of Prestressed Concrete: A Fundamental

Approach, Fifth Edition, by Edward G. Nawy). The properties of standard

girders can be obtained from various Bridge references.
Figure 1.4 Bridge Cross-Section
1250 + 12100 + 10150 + 6200 + 4250

CGSBottom=
44
CGSBottom=125mm
The value CGSBottom refers to the center of gravity of the prestress strands
shown in figure 1.4. This value indirectly presents the center of gravity of the
prestress force.
P/s force eccentricity =ybottom- CGSBottom
e=0.81-0.125=0.685m
Section modulus, Stop=I/ytop
= 2.16*1011mm4/790mm
=2.73*108mm3
Section modulus, Sbottom=I/ybottom
= 2.16*1011mm4/810mm
=2.67*108mm3

Icomposite =4.335*1011mm4(QConBridge Output)
Scomposite(top)= I/ytop=4.335*1011mm4/790mm=5.487*108mm3
Scomposite (bottom) = 4.335*1011mm4/810mm=5.35*108mm3
Figure 1.5 Beam Cross-Section Showing 44 Strands
Scomposite(Slab)(Top)= 4.335*1011mm4/890mm=4.87*108mm3
1.4.1 Effective Flange width (sec.4.6.2.6.1)
For interior girders:
The effective flange width is taken as the least of the following:
One-quarter of the effective span length=1/4(35)=8.57m

12 times the average thickness of the slab, plus the greater of the web
thickness
=12(0.2)+0.2=2.6m
or
one-half of the top flange of the girder
=1/2(1)=0.5m
The average spacing of the adjacent beams=2.5m

The effective flange width for the interior beam is 0.5m.
For exterior girders:
The effective flange width is taken as one-half the effective width of the
adjacent girder + the least of:
one-eighth of the effective span length=1/8(35)=4.375m

6 times the average thickness of the slab, plus the greater of half the
web thickness=6*0.2+0.1=1.3m
or
one quarter the width of the top flange of the basic girder= (1)=0.25m
The width of the overhang=1.1m

Therefore, the effective flange width for the exterior girder:
=0.5/2+0.25=0.5m
1.5 Deck geometry

Deck slab thickness =200mm (includes 50mm thick integral wearing surface
which is not included in stress computations).
Over hang thickness =250mm
Haunch thickness =100mm
1.6 Concrete parapet

A type F concrete parapet has the following characteristics:-
Mass per unit length=Ag*c

where, Ag=cross-sectional area and
c=24KN/m3
=8.86KN.m
Width at base=0.5m
Collusion load capacity,Rw=44.51KN (Art.2.7 of AASHTO1996)
0.25
Moment capacity at base=44.51 1 +
2
Length of parapet failure mechanism, Lc=6m
Cross sectional area=0.37m2

Figure 1.6 Concrete Parapet Section

The concrete parapet dimensions and design properties are a standard, and
they have been taken from completed AASHTO Prestressed Bridge Design
Example.
1.7 Choice of Bridge Structural components

The inception stage of any bridge design is the most critical design phase. It is
the stage where structural forms for the bridge are selected and preliminary
dimensions are established. Special attention is given to site conditions,
economic constraints, aesthetic requirements, etc. The best structural form is
the one which keeps economy in context with the architects wish and
maintains the strength requirement throughout the design life of the bridge.
The site conditions of this bridge prevent the use of an intermediate pier. If the
construction of a pier was possible, then a 2 span, simply-supported RC girder
superstructure could have been economical. But since this was not possible,
single span prestressed girders have been selected. It was also possible to
select a truss-girder type of superstructure, which would have been
aesthetically pleasing but would not be economical compared with prestressed
girders.

With regard to the sub-structure, the bearing stratum is sandstone rock with
adequate bearing capacity. Hence, piles or any other foundation types will not
be required to support the abutments and wingwalls. All the other structural
types that were chosen are deemed adequate for this bridge design.

CHAPTER 2
Deck slab and Overhang Design

2.1 Deck Slab Design

The deck slab is designed as a one-way slab spanning between the longitudinal
girders. An optional design would be to space the diaphragms closely such that
the slab would act as two way slab which would result in a lesser overall depth.
However, the diaphragms in this case are spaced mid-way between the main
girders, which enables the use of a one-way design.
Unless approved by ERA, the depth of a concrete deck, excluding any provision
for grinding, grooving, and sacrificial surface, should not be less than 17.5cm.
ERA: Bridge Design Manual, Chapter 7.
Assumed deck slab thickness is 20cm, including 50mm thick integral

wearing surface.
Minimum overhang thickness is 8in (20.32cm). Article 13.7.3.1.2 in
the AASHTO-LRFD specifications. The adopted thickness for the
overhang is 25cm.
Procedure of Analysis (Equivalent Strip Method)
Moments are calculated for a deck transverse strip assuming rigid supports at
web centerlines. In addition to designing the deck for dead and live loads at
the strength limit state, the AASHTO-LRFD specifications require checking the
deck for vehicular collision with the railing system at the extreme limit state,
which will be described in detail in Design Case 1 and Design Case 2 of the
Overhang design.
The AASHT0-LRFD specifications and also the ERA: Bridge Design Manual
includes two methods of deck design. The first method is called the
approximate method of deck design and is typically referred to as the
equivalent strip method. The second is called the Empirical Design Method.
The equivalent strip method is based on the following:
A transverse strip of the deck is assumed to support the truck axle loads.
The widths of the strip for different load effects are determined using
the equations in Chapter 7 of ERA: Bridge Design Manual.

The truck axle loads are moved laterally to produce the moment
envelopes. Multiple presence factors and the dynamic load allowance
are included.
The loads transmitted to the bridge deck during vehicular collision with
the railing system are determined.
Design factored moments are then determined using the appropriate
load factors for different limit states.
The reinforcement is designed to resist the applied loads using
conventional principles of reinforced concrete design.
Note: These procedures are meant for introducing the principles of the
equivalent strip method; the actual design these days is simplified by using
design tables, charts, and computer programs. Design tables from the AASTHO-
LRFD Specifications have been used in this design.
The Empirical Design Method is based on laboratory testing of deck slabs. This
testing indicates that the loads on the deck are transmitted to the supporting
components mainly through arching action in the deck, not through shears and
moments as assumed by the equivalent strip method.
For this design, the Approximate (Strip Width) method is used.
2.1.1 Dead Load Effects for interior deck
Before computing the design dead load moments, the load factors for
permanent loads (gp) are obtained from Table 3.3 of the ERA: Bridge Design
Manual.
Based on the table,
Slab and Parapet load factors:
Minimum=0.9
Maximum=1.25

Type of Load Load Factor (p)
Maximum Minimum
DC: Component and Attachments 1.25 0.90
DD: Downdrag 1.80 0.45
DW: Wearing Surfaces and Utilities 1.50 0.65
EH: Horizontal Earth Pressure
Active 1.50 0.90

At-Rest
1.35 0.90
EL: Locked-in Erection Stresses 1.0 1.0
EV: Vertical Earth Pressure
Overall Stability 1.35 N/A

Retaining Structure
Rigid Buried Structure 1.35 1.00
Rigid Frames
Flexible Buried Structures other than Metal 1.30 0.90
Box Culvert
Flexible Metal Box Culverts 1.35 0.90
1.95 0.90
1.50 0.90
ES: Earth Surcharge 1.50 0.75
Table 2-1 Load Factors for Permanent Loads, p
Wearing surface and Utilities load factors:
Minimum=0.65
Maximum=1.5
It is not intended to maximize the load effects by applying the maximum load
factors to some bays of the deck and the minimum load factors to others.
Therefore, for deck slabs the maximum load factors controls the design and
the minimum load factor may be ignored.
The dead load moment is calculated considering continuous spans and

assuming MDL= (w*s2)/10.

RC Slab Dead Load= ts*c
=0.2*24=4.8KN/m2
Wearing surface (5cm Asphaltic Concrete) = ta*a
=0.05*22.5=1.125KN/m2
Where:
c=Unit weight of Concrete (KN/m3)
a= Unit weight of Bituminous Materials (KN/m3)
ts=Thickness of Slab (m)
ta=Thickness of wearing surface (m)
w=Weight of Dead Load (KN/m2)
s=Girder Spacing (m)
MDL=Unfactored Dead Load Moment
MDLf=factored Dead Load Moment
Unfactored deck self weight positive or negative moment:
MDL= (4.8*2.52/10)=3KN.m/m
Unfactored future wearing surface positive or negative moment:
MDL= (1.125*2.52/10)=0.703KN.m/m
Factored self weight moments
MDLf=1.25*3=3.753KN.m/m
Factored future wearing surface moments
MDLf=1.5*0.703=1.054 KN.m/m

2.1.2 Live Load Effects for interior deck
To determine the live load per unit width of the bridge, the calculated total live
load moment is divided by a strip width determined using the appropriate
equation from Table 13.1 ERA: Bridge Design Manual.
Minimum distance from center of wheel to the inside face of parapet=600mm

or 300mm for deck overhang. The HL-93 model (highway load, 1993) will be
used to prescribe extreme load effects. The HL-93 model consists of three
distinct live loads.
Design Truck or
Design Tandem together with Design Lane
For negative moments and reactions at interior supports; it is to be considered

as two design trucks and lane combinations to produce critical effects.
110 kN
1.2 m
110 kN
1.8 m
Figure 2-1 Characteristics of Design Tandem
Plan of Design Truck Load

showing tire contact areas
4.3 m
4.3 9.0 m
1.8 m
3.000 mm
Figure 2-2 Characteristics of the Design Truck

The design lane load consists of a uniformly distributed load equal to 9.3KN/m
in the longitudinal direction. Transversely, the design lane load shall be
assumed to be uniformly distributed over a 3.0m width. The force effects from
the design lane load shall not be subject to a dynamic load allowance.
Multiple presence factors: - is a factor applied to consider cases when

heavy loads exist on multiple lanes; given in Table 2-2.
Number of Loaded Lanes 1 2 3 >3
Multiple Presence Factors m 1.20 1.0 0.85 0.65
Table 2-2 Multiple Presence Factors "m"
Dynamic load allowance: - is defined as the amplification factor applied

to the static response to achieve the dynamic load effect. It is also
known as impact factor; given in Table 2-3. Dynamic effects are
attributed to two sources:
o Hammering Effect: - due to vibrations that arise on the bridge
structure due to surface cracks, potholes, and joints.
o Surface Undulations: - Unevenness or roughness of the roadway
surface.
Component IM
Deck Joints All Limit States 75%
All Other Components
Fatigue and Fracture Limit State 15%

All Other Limit States
33%
Table 2-3 Dynamic Load Allowance, IM

In the case when T-beam or I-beam girders are used when using table A4-1;
there is a criteria to establish distance from center line of girder to design
section for negative moment calculation from the table.
Art.4.6.2.1.6 (p.196) in AASHTO-LRFD Bridge Design specifications states for
precast I-shaped and T-shaped concrete beams the design section for negative
moment is taken as one-third the flange width, but not exceeding 380 mm
from the centerline of support.

Flange width=1000mm
1/3(1000) =333mm, taken as 300mm<380mmOK!
Table A4-1 in AASHTO-LRFD Bridge Design specifications, may be used in

determining the design moments for different girder arrangements. The
following assumptions and limitations were used in developing this table and
should be considered when using the listed values for design:
The moments are calculated using the equivalent strip method as

applied to concrete slabs supported on parallel girders.
Multiple presence factors and the dynamic load allowance are included
in the tabulated values.
The moments are applicable for decks supported on at least three
girders and having a width of not less than 4200 mm between the
centerlines of the exterior girders.
The moments represent the upper bound for the moments in the
interior regions of the slab and, for any specific girder spacing, were
taken as the maximum value calculated, assuming different number of
girders in the bridge cross-section. For each combination of girder
spacing and number of girders, the following two cases of overhang
width were considered:
(a) Minimum total overhang width of 530 mm measured from the center
of the exterior girder, and
(b) Maximum total overhang width equal to the smaller of 0.625 times
the girder spacing and 1800 mm.
A railing system width of 530 mm was used to determine the clear

overhang width. For other widths of Railing systems, the difference in
the moments in the interior regions of the deck is expected to be within
the acceptable limits for practical design.
The moments do not apply to the deck overhangs and the adjacent
regions of the deck that need to be designed taking into account the
provisions of Article A13.4.1.
From the table, for a girder spacing of 2.5m, the positive and negative
moments are determined. Table A4-1 is given in Appendix A.

Unfactored positive live load moment=26.31KN.m/m
Unfactored negative live load moment=16.05KN.m/m
2.1.3 Design for positive moment in the deck
Table 3-2 ERA: Bridge Design Manual gives the values of load factors for all
the limit states. Strength I limit state is considered here.
p=1.75
Reinforcement determined in this section is based on the maximum factored
positive moment in the deck, which takes place at approximately the center of
each bay. The same reinforcement is used for all deck bays.
Live loads
Maximum factored positive moment per unit width
=1.75*26.31
=46.04KN.m/m
Factored deck self weight moment
=3.753KN.m/m
Factored future wearing surface moment
=1.054KN.m/m
Dead load + Live load design factored positive moment (Strength I limit state)
MDL+LL=46.04+3.753+1.054
=50.85KN.m/m
Notice that the total moment is dominated by the live load.
The resistance factor for flexure and torsion of reinforced concrete is given as
f=0.9 at strength limit state (Table 9.7) ERA: Bridge Design Manual.
( 10 6 )
drequired=
0.2952

(50.8510 6 )
=
0.29521000240.9
=89.3mm
dprovided =200-clear cover-/2
=200-25-(16/2)
=167mm>89.3mmSafe!
2 10 6
Steel Ratio== 1 1
2
250.8510 6 24
= 1 1
0.91000167 2 24 460
=0.004607

min 0.03 Equation 9.13 ERA: Bridge Design Manual.

24
=0.03
460
=0.00156<0.004607Safe!
Asrequired= *b*d=0.004607*1000*167
Asrequired=769.369mm2
( 1 )
Spacing of 16mm diameter rods=

16 2
( 1000 )
4
=
769.369
=261.33mm
Provide 16mm diameter rods at 260mm c/c
Maximum Spacing = 450mm or 1.5* thickness of the member as per
Art.5.10.3.2 AASHTO-LRFD Bridge Design Specifications.
1.5*200=300mm>261.33Safe!

16 2
( 4
1000 )
Asprovided=
260
=773.3mm2
Where:
drequired=Effective depth required
dprovided=Effective depth provided
=Design factored positive moment
=28 day compressive strength of concrete
=Yield strength of steel
=Unit width
=Diameter of rods
1 =Area of a single 16mm diameter rod

Check for maximum reinforcement
This is governed by under-reinforced design, which states that the amount of
reinforcement should be limited such that if overloading occurs, steel yields
first before crushing of concrete.
Asprovided
Depth of neutral axis=X= 0.45
0.8
773.3460
=
0.8100024
=18.53mm<75.15mmSafe!
Alternatively based on AASHTO provisions

= < 0.42

0.11<0.42Safe!
Section is under-reinforced!

2.1.4 Design for negative moment in the deck
Live loads
From Table A4-1 for girder spacing 2.5m and distance from the design section
for negative moment to center line of the girder equal to 0.3m,
MLL=16.05KN.m/m
Maximum factored negative moment per unit width=1.75* M LL
=1.75*16.05
=28.087KN.m/m
Factored deck self weight moment
=3.753KN.m/m (as computed earlier)
Factored future wearing surface moment
=1.054KN.m/m (as computed earlier)
Dead load + Live load design factored negative moment (Strength I limit state)
=28.087+3.753+1.054
=32.894KNm/m
=200-50-8
=142mm
Note: - Top cover is equal to 50mm whereas bottom cover is equal to 25mm;
this is to take into account the increased exposure of negative reinforcement
bars when compared to the positive bars.
( 10 6 )
drequired=
0.2952
=
(32.89410 6 )
0.29521000 240.9
=71.82mm<142mmSafe!

2 10 6
Steel Ratio== 1 1
2
230.89410 6 24
= 1 1
0.91000167 2 24 460
=0.00274


24
=0.03
460
=0.00156<0.00274Safe!
Asrequired= *b*d=0.00274*1000*167
( 1 )

16 2
( 4
1000 )
=
457.58
=439.4mm
But the maximum spacing as per Art 5.10.3.2 AASHTO-LRFD Bridge Design
Specifications is = 450mm or 1.5* thickness of the member.
1.5*200=300mm<439.4mm
Hence, provide 16mm diameter rods at 300mm c/c
16 2
( 4 1000 )
Asprovided=
300
=670.206mm2
Check for maximum reinforcement
Asprovided
0.8
670460
=
0.8100024
=16.05mm<75.15mmSafe!

Alternatively based on AASHTO provisions

= < 0.42

0.096<0.42Safe!
Section is under-reinforced!
2.1.5 Control of Cracking
2.1.5.1 Bottom Reinforcement
Chapter 9; page 9-13 of the ERA Bridge Design Manual states
From the stand point of appearance, many fine cracks are preferable to a few
wide cracks. The best crack control is obtained when the steel reinforcement is
well distributed over the zone of maximum concrete tension.
Thus, components shall be so proportioned such that the tensile stress in the
mild steel reinforcement at the service limit state, f sa does not exceed

= 1 0.6
( )3

= +
2
=25+8=33mm
dc A
S S S
Figure 2-3 Bottom Transverse Reinforcement
= 2
=2*33*260=17160mm2
As stated in equation 9.4 of ERA Bridge Design Manual.

= 30 for members in moderate exposure conditions
= 23 for members in severe exposure conditions
= 17.5 for buried structures
Note: - = 30 will be chosen, because the bottom reinforcement is
not directly exposed to salt effects.
If fsa > 0.6 fy then allowable service load stress =0.6 fy
If fsa<0.6 fy then allowable service load stress =fsa
Calculation of service load stress

= 4800 =
1.25
Es=200,000Mpa
200,000
Modular ratio, n= = = 8.51 ;
30
4800 1.25
Assuming linear relationship between stress and strain
Factored dead load + live load moment=50.85KN.m (as computed earlier)

Calculate neutral axis of the transformed section.
Wearing surface
y
D K c
1000mm
Figure 2-4 Cracking control for positive reinforcement

Transformed steel area=
=773.3*8.51
=6580.783mm2
Equate the first moment of area of the transformed steel to that of concrete.
Note that the wearing surface thickness is not considered in the stress
computations.

TSA*(k-y) =1000*y
2
Where, K=200-50-25-(16/2)
=117mm

6580.783*(117-y) =1000*y
2
500 2 + 6580 769951.611 = 0
Upon solving quadratic equation
y=33.21mm
1
Itransformed= 1000 33.213 +6580.783(117-33.21)2
3
Where, Itransformed is the transformed moment of inertia.
Itransformed=5.84*107mm4
To compute the stress in steel we use the formula given below.

f s=

50.8510 6 83.79
= 8.51
5.8410 7
fs=620.86MPa
We compare this value with the allowable stress limits to establish if our
section is safe against cracking.


= 1 0.6
( )3
0.6fy=0.6*460
=276MPa
30000
= 1
(33 17160)3
=362.61MPa
362.61MPa>276MPa
Hence take the allowable stress as 276MPa.
But the stress in steel is 620.86MPa>276MPa. This indicates that the provided
spacing is not safe against cracking.
Assume S=120mm
16 2
( 4
1000)
Asprovided=
120
=1675.5mm2
TSA=8.51*1675.5
=14258.64mm2
Compute depth of neutral axis

14258.64*(117-y) =1000*y
2
500 2 + 14258.64 1668261.1 = 0
y=45.23mm
1
Itransformed= 1000 45.233 +14258.64(117-45.23)2
3


f s=

50.8510 6 71.77
= 8.51
1.0410 8
fs=298.6MPa>276MPaNot Safe!
Assume S=100mm
16 2
( 1000)
4
Asprovided=
100
=2010.619mm2
TSA=8.51*2010.619
=17110.37mm2

17110.37*(117-y) =1000*y
2
500 2 + 17110.37 2001913.316 = 0

y=48.43mm
1
Itransformed= 1000 48.433 +17110.37(117-48.43)2
3

f s=

50.8510 6 68.57
= 8.51
1.1810 8
fs=251.46MPa<276MPaSafe!
Check for Under-Reinforced design

Asprovid ed
0.8
2010 .619460
X= =48.17
0.8100024

0.45d=75.15 (as computed earlier)
48.17<75.15Safe!
Provide 16mm diameter rods at 100mm c/c as positive reinforcement.
Asprovided=2010.619mm2
2.1.5.2 Top Reinforcement
Note: Negative moment sections are areas subjected to tensile stresses at their
top most fibers. Hence, the stress distribution diagrams for the positive
moment will be inverted here. Similar to the above calculations the integral
wearing surface will be ignored in stress computations.
D K c
1000mm
Figure 2-5 Cracking control for negative reinforcement

= 4800 =
1.25
Es=200,000Mpa
200,000
30
4800 1.25
Factored dead load + live load moment=38.894KN.m/m (as computed earlier)
=670.206*8.51
=5703.45mm2

computations.

TSA*(k-y) =1000*y
2
Where, K=200-50-50-(16/2)
=92mm

5703.45*(92-y) =1000*y
2
500 2 + 5703.45 524717.4 = 0
y=27.19mm
1
Itransformed= 1000 27.193 +5703.45*(92-27.19)2
3

f s=

38.89410 6 64.81
= 8.51
3.0610 7
fs=701MPa

= +
2
=50+8=58mm
= 2

=2*58*300=34800mm2

= 1 0.6
( )3
0.6fy=0.6*460
=276MPa
30000
= 1
(58 34800)3
=237.38MPa
237.38MPa<276MPa
Hence take the allowable stress as 237.38MPa.
But the stress in steel is 701MPa>237.38MPa. This indicates that the provided
spacing is not safe against cracking.
Assume S=150mm
16 2
( 1000)
4
Asprovided=
150
=1340.41mm2
TSA=8.51*1340.41
=11406.913mm2

11406.913*(92-y) =1000*y
2
500 2 + 11406.913 1049436 = 0
y=35.8mm
1
Itransformed= 1000 35.83 +11406.9(92-35.8)2
3


f s=

38.89410 6 56.2
= 8.51
5.1310 7
fs=362.6MPa>237.38MPaNot Safe!
Assume S=90mm
16 2
( 1000)
4
Asprovided=
90
=2234.02mm2
TSA=8.51*2234.02
=19011.52mm2

19011.52*(92-y) =1000*y
2
500 2 + 19011.52 1749060.067 = 0
y=43.11mm
1
Itransformed= 1000 43.113 +19011.52(92-43.11)2
3

f s=

38.89410 6 48.89
= 8.51
7.2110 7
fs=224.43MPa<237.38MPaSafe!

Asprovided
0.8
2234 .02460
X= =53.52mm
0.81000 24

53.52<75.15Safe!
Provide 16mm diameter rods at 90mm c/c as negative reinforcement.
2.1.6 Longitudinal Reinforcement
2.1.6.1 Bottom Distribution Reinforcement
According to Chapter 12, of the ERA: Bridge Design Manual, the amount of
distribution reinforcement shall be computed as a percentage of the main
reinforcement steel required for positive moment as given by the following
formulas.
3840
Percentage = 67%

Where, S is effective span length (mm)
The effective span length is the distance between the design sections of
negative moment between girders as specified in S9.7.2.3 of the
AASHTO-LRFD Bridge Design Specifications.
As calculated earlier the design section of negative moment is 0.3m from the
girder centerlines. Hence, for a girder spacing of 2.5m, the effective span
length will be:
S=2.5-(0.3+0.3)
S=1.9m
Note: In the case of rectangular beams the effective span length is taken as the
clear distance between the face of the girders.
3840
Percentage = 67%
1900
=88.09%
Use 67% of transverse reinforcement
Asrequired=0.67*2010.619=1347.11mm2

16 2
( 1000)
4
1347 .11
=149.25mm
Provide 16mm diameter rods at 150mm c/c as bottom distribution
reinforcement.
2.1.6.2 Top Longitudinal Reinforcement
There are no provisions in ERA: Bridge Design Manual or the AASHTO-LRFD

Bridge Design Specifications, with regard to top provision of longitudinal
reinforcement.
Provide 12mm diameter rods at 300mm c/c as top longitudinal

reinforcement.
2.1.6.3 Shrinkage and Temperature Reinforcement
According to Chapter 9 of ERA: Bridge Design Manual,
Reinforcement for shrinkage and temperature stresses shall be provided near

surfaces of concrete exposed to daily temperature changes.
For components less than 1200mm thick; reinforcement for shrinkage and
temperature shall not be less than:

0.75

Where, Ag is the gross cross-sectional area
fy is the specified yield strength of steel

= 0.75

1000 200
= 0.75
460
=326.1mm2 for both top and bottom layers.
For top layer alone,

326.1
As=
2
=163.04mm2
10 2
( 1000)
4
163.04
=481.72mm
But ERA provisions state that shrinkage and temperature

reinforcement shall not be spaced farther apart than 3 times the
component thickness or 450mm.
3*t=3*200
=600mm
Hence spacing of 10mm rods is taken as 450mm.
Also the provisions indicate that the area of shrinkage and

temperature reinforcement need not exceed 0.0015Ag:
0.0015*1000*200=300mm2Hence ok!
Provide 10mm diameter rods at 450mm c/c in both directions for the top
layer as temperature and shrinkage reinforcement.

2.2 Overhang Slab Design
0.25
1.1m
Figure 2-6 Cross-section of the Bridge Overhang
The total over hang thickness is greater than the thickness of the interior deck;
this is beneficial in resisting the effects of vehicular collision.
According to Art 7.4 ERA: Bridge Design Manual Slabs/Longitudinal edges; the
wheel is put 300mm from face of rail.
2.2.1 Overhang Loading
Self weight of slab in the overhang area= t *gc
=0.25*24=6KN/m2
Self weight of parapet=8.86KN/m (computed in Chapter 1)
Concrete parapet Type-F, from the AASHTO Standard Detail Drawings.
Future wearing surface=0.05*22.5
=1.125KN/m2
As required by SA 13.4.1, there are 3 design cases to be checked when

designing the deck overhang regions.

Design Case 1: the transverse and longitudinal forces specified in Article

A13.2-extreme event limit state.
Design Case 2: the vertical forces specified in Article A13.2-extreme
event limit state.
Design Case 3: the loads, specified in Article 3.6.1 that occupy the
overhang-strength limit state.
Case 1: Check Overhang for Horizontal Vehicular Collision Load
The lateral collision load is checked at three sections.

a) At the inside face of parapet
b) At the design section in the Overhang
c) At the design section in the deck
a) At the inside face of parapet (sec. A-A)
Moment capacity at base=50KN.m/m, when a vehicle exerts a lateral collision

load, this moment will be imparted to the deck overhang. It is a negative
moment.
Figure 2-7 Slab weight Distribution

MDL(slab)=
2
Where, l is the bottom width of the parapet.

0.5
MDL(slab)= 6 0.5 =0.75KN.m/m
2
MDL(parapet)= Z*(l-0.19)
MDL(parapet)= 8.86*(0.5-0.19)*1=2.74KN.m/m

A B C
0.3 0.3 CL 0.3
A B C
1.1m
Figure 2-8 Design Sections in the Overhang
Note: There is no future wearing surface up to sec A-A.
Mcollision=50KN.m/m
All loads on the slab overhang create an additional cantilever (negative)

moment.
Z
0.19m
Figure 2-9 Parapet weight Location
Design Factored Moment=-50-1.25(2.74+0.75)
=-54.36KN.m/m
( 10 6 )
drequired=
0.2952
(54.3610 6 )
=
0.29521000 240.9
=92.33mm

dprovided=250-50-(16/2)
=192mm>92.33mmSafe!
2 10 6
Steel Ratio== 1 1
2
254.3610 6 24
= 1 1
0.91000192 2 24 460
=0.00369
Asrequired= *b*d=0.00369*1000*192
=708.48mm2
b) At design section in overhang (sec. B-B)
The collision moment will reduce at this section because the effect of collision
will be lesser at section B-B. The distribution length Lc will be increased when
computing the collision moment, correspondingly the design tensile force will
also reduce.
Following the AASHTO Design Example on Prestressed Girder Bridge Example

the distribution length was increased at an angle of 30 0 as shown in Figure 2-
10.

Collision moment at section B-B=
+20.577.0.3
Where Lc=6m
50
Mcollision(B-B)= 6
6+20.577.0.3
Collision moment =47.3KN.m/m

0.8
MDL(slab)= 6 0.8
2
=1.92KN.m/m
MDL(parapet)=8.86(0.8-0.19)
=5.4KN.m/m

A B
300
Lc y 0.577*y
300
A B
Figure 2-10 Collision Moment Distribution
MDL(FWS)=1.125*(0.32)/2
=0.05KN.m/m
Design factored moment=-47.3-1.25(1.92+5.4)+1.5(0.05)
=-38.225KN.m/m
Note: It can be observed by inspection that this design section will not control
because -38.225KN.m/m < -54.36KN.m/m.
c) At design section in the deck (sec. C-C)
The moment diagram created by the collision force alone can be summarized.
2
An approximation is made by taking =0.4. The collision moment per unit
1
width can then be determined by dividing the total collision moment by the
distribution length and assuming a distribution length of 300 and a horizontal
distance of L+2*X.
L x x M2 +ve
-ve
M1=Mc
Figure 2-11 Collision Moment Distribution across Deck

Similar to the above procedures the total moment at the design section in the
deck is a combination of the collision moment and the dead load moments.
1) Collision Moment in the deck can be computed by the assumption

presented in the above figure.
2) Dead load moment in the deck will be computed by superimposing the
dead load effects in the overhang with the dead load effects on the
deck.
M2=0.4M1
M1
Figure 2-12 Overhang Dead load moment distribution across the Deck
2
Mx=0.5
2
We require the moment at X=0.3m.
Collision moment at exterior girder=-50KN.m/m
Collision moment at first interior girder=0.4*-50=-20KN.m/m
At the design section in the first interior bay, by linear interpolation:
Figure 2-13 Dead load distribution across the first deck span
M=-46.4KN.m/m

However, the parapet failure mechanism length will increase by a distribution

angle of 300. Hence this moment will be reduced.
Lc(new)=Lc+(2*0.577)(Y+2X)=6+(2*0.577)(0.3+2*0.3)=7.04m

M(design collision moment)=

6
= 50 =-42.62KN.m/m
7.04
Dead load moment at center line of exterior girder:

1.1
MDL(slab)= 6 1.1
2
=3.63KN.m/m
MDL(parapet)=8.86(1.1-0.19)
=8.06KN.m/m
MDL(FWS)=1.125*(0.62)/2
=0.2KN.m/m
Factored dead load moment at center line of exterior girder:
=-1.25(3.63+8.06)-1.5*0.2
=-14.91KN.m/m
To determine the force effects of the overhang dead load on the deck, linear
interpolation is used by the moment distribution given on Figure 2-12.
M=-12.408KN.m/m
Dead load moment at the design section in the deck:
Using the moment equation given above:

2
Mx=0.5
2
For the slab:
W= wDL(slab)

l=2.5m
x=0.3m
=0.2*24*2.5
w=12KN/m
120.32
Mx=0.5 12 2.5 0.3
2
MDL(slab) =3.96KN.m/m
For the wearing surface:
W= wDL(FWS)
l=2.5m
x=0.3m
=0.05*22.5*2.5
=2.81KN/m
2.810.32
Mx=0.5 2.81 2.5 0.3
2
MDL(FWS) =0.927KN.m/m
Total factored dead load moment:
=1.25(3.96)+1.5(0.927)
=6.34KN.m/m
Hence, the total superimposed dead load moment at the design section on the
deck becomes:
= -12.408+6.34
=-6.06KN.m/m
Total design dead load + collision moment at the design section on the deck
becomes:
=-42.62-6.06

=-48.68KN.m/m
Note: It can be observed by inspection that this design section will not control
because -48.68KN.m/m < -54.36KN.m/m.
Case 2: Check Overhang for Vertical Collision Force

For concrete parapets, the case of vertical collision never controls.
Case3: Check Dead load+ Live load
This check is to be done using resistance factor (0.9) for strength limit state in
accordance with Design Case 3, SA13.4.1 AASHTO-LRFD Bridge Design
Specifications.
a) At the design section in the overhang
Multiple presence factor for one loaded lane=1.2m (from Table 2-2) and
dynamic load allowance=1.33 (from Table 2-3).
Equivalent strip width for live load, E=0.833x+1140
Where x=distance in mm from load point to support, i.e. x=0
E=1140
Wslab=0.25*0.6*24
=3.6KN
Wfws=0.3*0.05*22.5
=0.3375KN
2 ( )2
M=-1.25( )-1.5 -1.25
2 2
( )-1.75( )*1.33*1.2
3.60.62 0.3375(0.3)2 72.5

M=-1.25( )-1.5 -1.25 8.86 0.61 -1.75
2 2 1.140
0.3*1.33*1.2
=-60.876KN.m
The design section is conservatively assumed at the girder centerline for the
wheel load moment arm.

( 10 6 )
drequired=
0.2952
=
60.87610 6
0.29521000240.9
=97.71mm
dprovided=250-50-(16/2)
=192mm
192mm>97.71mmSafe!
2 10 6
Steel Ratio== 1 1
2
260.87610 6 24
Steel Ratio== 1 1 =0.00415
0.91000192 2 24 460
Asrequired= *b*d
Asrequired= 0.00415*1000*192
=797.6mm2
( 1 )

16 2
( 1000 )
4
=
797.6
=252.08mm
Hence, provide 16mm diameter rods at 250mm c/c
16 2
( 4
1000)
Asprovided=
250
=894.25mm2
Check for Under-reinforced Design
Asprovided
0.8
797.6460
X= =19.11mm
0.81000 24

0.45d=0.45*192=86.4mm
19.11<86.4Safe!
b) At the design section in the first span

Dead load negative moment at this section is -6.06KN.m/m (as calculated
earlier. The effects of live load on the over hang is computed by modeling the
over hang and deck as a simply supported beam and placing the wheel loads as
shown in the figure below.
E=1.14m (as computed earlier)
Wheel load P=72.5/1.14=63.6KN
SMb=0
Ra*2.5=63.6*3.3+63.6*2.2
Ra=139.92KN
72.5/E 4.3m 72.5/E
Ra Rb
Figure 2-14 Modeling of live load for the overhang
Taking moment about the design section:
Mx+63.6(0.8+x)=139.92*x
Mx=139.92*x-63.6(0.8+x)
At x=0.3m Mx=-27.984KN.m/m
Including dynamic load allowance and multiple presence factor:
M=-27.984*1.33*1.2
=-44.66KN.m/m
Total moment at the design section in the deck (including dead loads):

=-44.66-6.06=-50.72KN.m/m
Since -50.72KN.m/m < -60.876KN.m/m, this section will not govern the
overhang design.
From the different design cases seen above; a design moment of -

60.876KN.m/m is obtained and a steel area of 797.6mm2/m is obtained for
under-reinforced design.

min=0.03

24
min=0.03
460
=0.00156

provided=

797.6
provided=
1000192
=0.00415>0.00156Safe!
( 1 )

(201.061000)
= =252.1mm
797.6
Provide 16mm diameter rods at 250mm c/c as Overhang top reinforcement.

2.2.2 Control of cracking

= 4800 =
1.25
Es=200,000Mpa
200,000
30
4800
1.25
Factored dead load + live load moment=-60.876KN.m/m (as computed earlier)

=894.25*8.51
=7610.1mm2
computations.

TSA*(k-y) =1000*y
2
Where, K=250-50-50-(16/2)
=142mm

7610.1*(142-y) =1000*y
2
500 2 + 7610.1 1080634.2 = 0
y=39.5mm
1
Itransformed= 1000 39.5 +7610.1*(142-39.5)2
3
Itransformed=8*107mm4

f s=

60.87610 6 102.5
= 8.51
810 7
fs=663.76MPa


= +
2
=50+8=58mm
= 2
=2*58*250=29000mm2

= 1 0.6
( )3
0.6fy=0.6*460
=276MPa
30000
= 1
(58 29000)3
=252.25MPa
fs=663.76MPa>252.25MPa.Not safe!
Assume S=60mm
16 2
( 4
1000)
Asprovided=
60
=3351.03mm2
TSA=8.51*3351.03
=28517.3mm2

28517.3*(142-y) =1000*y
2
500 2 + 28517.3 4049456.6 = 0
y=65.88mm
1
Itransformed= 1000 65.88 +28517.3(142-65.88)2
3


f s=

60.87610 6 76.12
= 8.51
1.65210 8
fs=238.71
= 2
=2*58*60=6960mm2

= 1 0.6
( )3
0.6fy=0.6*460
=276MPa
30000
= 1
(58 6960)3
=405MPa
fs=238.71<276Safe!

Asprovided
0.8
3351 .03460
X= =80.285mm
0.81000 24
80.285<86.4Safe!
Provide 16mm diameter rods at 60mm c/c as overhang negative

reinforcement.

2.2.3 Detailing of Slab and Overhang reinforcement
Negative moment reinforcement (cut-off point)
At least one-third of the total tension reinforcement provided for negative

moment at a support shall have an embedment length beyond the point of
inflection not less than:
d=192mm
20*=20*16=320mm
0.0625*Clear Span=0.0625*1.1=68.7mm
Therefore, an embedment length of 320mm is provided before cut-off.
Lap length (development length)
The basic development length lbd for deformed bars in tension is given in
Chapter 9: Page 8 of ERA: Bridge Design Manual.
0.02
lbd=

Where Ab=*162/4=201.06mm2
0.02201.06460
=
24
=377.58mm
Or
lbd=0.06db*fy
Where db, is the nominal diameter:
=0.06*16*460
=441.6mm
Provide a lap length of 450mm.
Note: The calculated values of reinforcement for distribution, temperature, and

shrinkage for the deck slab shall also apply for the overhang.

Other Provisions
According to Chapter 12, p.38 of ERA: Bridge Design Manual
If the slab extends beyond the exterior web, at least one-third of the bottom
layer of the transverse reinforcement shall be extended into the slab overhang
and shall have an anchorage beyond the exterior face of the web not less in
resistance than that provided by a standard hook.
The amount of bottom layer/transverse reinforcement refers to the positive

moment reinforcement.
Asprovided=2010.619mm2
(1/3)* Asprovided=670.21mm2
(201.061000)
670.21
=300mm
Provided spacing for the deck positive reinforcement is 100mm, hence:
Every third of 16mm diameter rods provided as bottom reinforcement shall be

extended into the overhang.

CHAPTER 3
Live Load Distribution Factors

3.1 Load Distribution

A member will not resist loads individually, but rather together with other
members. Channel, diaphragms, and cross frames are responsible for
transferring (distributing loads) to primary members. In addition the bridge
deck itself acts as a connection between longitudinal girders.
Determining the fraction of load carried by a loaded member and the

remainder distributed to other members is the function of load distribution.
To account for the effects of load distribution, a load distribution factor (DF) is
computed and applied to live load bending moments and shear forces.
The type of super structure, bridge deck supported on pre cast beams, are
designated as k in S4.6.2.2.1-1 AASHTO-LRFD Bridge Design Specifications.
Note: The diagram given in the ERA: Bridge Design Manual, Chapter 13, page
13-12 is not complete and does not include specifications for precast I-girder
structures.
Distribution factor equations have been developed by work conducted in the

NCHRP project12-26 and there is a range of their applicability. Beyond this
limit AASHTO and ERA specifications call for use of the lever rule, particularly
when the girder spacing exceeds those given in the tabulation.
The bridge superstructure has one deep reinforced concrete diaphragm that is
located at the mid span of each span.
The stiffness of the diaphragm was deemed sufficient to force the cross section
to act as a rigid section. Therefore provisions of S4.6.2.2 AASHTO-LRFD Bridge
Design Specifications and also in page 13-14 of the ERA: Bridge Design
Manual apply which state:
In beam-slab bridge cross sections with diaphragms or cross frames, the

distribution factor for the exterior beam shall not be taken less than that which
would be obtained by assuming that the cross section deflects and rotate as a
rigid cross section.

Longitudinal stiffness parameter:
Kg=n(I+A*eg2).equation 13.4 ERA: Bridge Design Manual
and n=EB/ED
Where: EB=modules of elasticity of beam (in MPa)
ED= modules of elasticity of deck (in MPa)
I=moment of inertia of beam (in mm4)
eg= distance between the center of gravity of the basic beam and the
deck
A=Area of Concrete (mm2)
Haunch eg
Figure 3-1 Location of eg

20
eg= +
2
Note: Haunch depth is excluded in the formula.
ytop=1.6-0.81
=0.79m
ytop is the center of gravity of the girder from the top flange.
eg=890mm
EB=27,153MPa (as calculated in Chapter 1: Preliminary Design)

ED=23,515MPa
A=0.653m2=653,000mm2
I=2.16*1011mm4
27,153
n= =1.154
23,515
kg=1.154*(2.16*1011+(6.55*105*(8902)))
kg=2.5*1011mm2
3.1.1 Live load distribution for Interior Girders
Note: Only lateral distribution is allowed, in any case longitudinal

distribution of wheel loads is not allowed.
The moment distribution factor for an interior beam with two or more design
lanes loaded is calculated by using Table 13.3 of ERA: Bridge Design Manual.
0.6 0.2 0.1

2 = 0.075 +
4300 3
Where, S=Spacing of girders (mm)
L=Girder span length (mm)
ts=depth of concrete slab (mm)

0.6 0.2 0.1
2500 2500 2.5 1011
2 = 0.075 +
4300 35000 35000 2003
2 = 0.495
For one design lane loaded:

0.4 0.3 0.1

1 = 0.06 +
4300 3
0.4 0.3 0.1
2500 2500 2.5 1011
1 = 0.06 +
4300 35000 35000 2003
1 = 0.42 lane

Note: Based on the provisions of section 3.8: Gravity loads/Multiple Presence of

live load, the distribution factor for single lane loaded shall be divided by 1.2 for
the fatigue limit state; because the above to formulae already include the 1.2
constant multiple presence factor for single lane loaded.
1
=
1.2
= 0.38 lane
Skew correction factor for shear
Based on Table 13-9 of ERA: Bridge Design Manual, the correction factor for
load distribution factors for support shear of the obtuse corner is obtained
using:
0.3
3
= 1.0 + 0.5

Where, =the skew angle=200
35000 200 3 0.3

= 1.0 + 0.5 20 0
2.510 11
= 1.37
Shear distribution factor for interior beams with one design lane loaded is
given by formula presented on Table 13-7 of the ERA: Bridge Design Manual.

1 = 0.36 +
7600
2500
1 = 0.36 +
7600
1 = 0.689
By applying the skew correction the modified value becomes:
= 0.689 1.37
1 =0.95lane

For fatigue limit state Dvf= =0.791lane
1.2

Shear distribution factor for interior beams with two or more design lanes
loaded is given from Table 13-7.
2

2 = 0.2 +
3600 10700
2
2500 2500
2 = 0.2 +
3600 10700
2 = 0.514
by applying the skew correction:
2 = 0.514 1.37
2 = 0.704lane
Note: The correction factor for moment in longitudinal beams due to skewed
supports has not been applied here because the range of applicability
presented on Table 13-5 ERA: Bridge Design Manual, is for 300 60o, but the
skew angle of this bridge is 200.
The Service and Strength limit state moment distribution factor for the
interior girder is equal to the larger of 0.495lane and 0.42lane. Hence
the moment distribution factor is 0.495lane.
The fatigue limit state moment distribution factor is 0.38lane.
The Service and Strength limit state shear distribution factor for the
interior girder is equal to the larger of 0.95lane and 0.704lane. Hence
the shear distribution factor is 0.95lane.
The fatigue limit state shear distribution factor is 0.791lane.
3.1.2 Live load distribution for Exterior Girders
Moment distribution factor for an exterior beam with one design lane loaded is
obtained by using the lever rule from Table 13-4.
The lever rule is briefly summarized as follows:
In cases when the range of applicability is not satisfied in the tables of the ERA:
Bridge Design Manual, we apply the lever rule. It involves summing moments
about one support to find the reaction at another support by assuming that the

component is simply supported. The wheel loads would then act on this simple
beam and the resulting reactions are taken as the load on any individual
stringer. In AASHTO Specifications, the trucks must be positioned for the critical
load effects. For exterior girders, one wheel of a truck is placed 600mm from
curb or barrier. The next truck, if considered, is placed within 1.2m of the first. A
third truck, if required, is placed within 1.8m of the second and so on. For an
interior girder, one wheel is placed over a girder and the position of others
follows a similar pattern.
Thus, for moment distribution factors of an exterior girder, the wheel loads are
positioned as such:
SMb=0

Ra(2.5)= 2.5 + 0.7 + 2.5
2 2
1.6
Ra= (P)
2.5
Hence, the fraction of the truck weight P that is carried by the exterior girder is
2.1
=0.64.
2.5
P/2 P/2
600mm 1800mm
1100mm 2500mm
Ra Rb
Figure 3-2 Live load positioning as per Lever Rule
Unlike the above cases, we will apply multiple presence factor here; see
Section 3.8 Gravity loads/Multiple Presence of live load of the ERA: Bridge
Design Manual.
Dm=0.64*1.2=0.768lane
For fatigue limit state Dm=0.64lane

Moment distribution factor for an exterior beam with two or more design
lanes loaded, using table 13-4:
g=e*ginterior
Where, g=moment distribution factor
ginterior=moment distribution factor computed for interior girder

e=0.77 +
2800
Where, de is the distance from the centerline of the exterior girder to the
inside face of the curb.
600
e=0.77 +
2800
=0.984
g=0.984*0.495
=0.487 lane
Shear distribution factor for an exterior beam with two of more design lanes
loaded using Table 13-8.
g=e*ginterior

e=0.6 +
3000
600
e=0.6 +
3000
=0.8
g=0.8*0.704
=0.563lane
Shear distribution factor for an exterior beam with one design lane loaded is
from Table 13-8, and it requires use of lever rule. Mathematically, this value is
the same as the moment distribution factor with the skew correction factor
applied.
Dv=SC*DM1=1.37*0.42

= 0.575lane
Dv=0.575/1.2
=0.479lanefor Fatigue Limit State.
As stated above ERA provisions state that the additional requirements for the
calculation of the distribution factors for exterior girders, when the girders are
connected with relatively stiff cross-frames (diaphragms) that force the section
to act as a rigid section. This procedure is outlined below.
3.1.3 Additional check for rigidly connected girders
From Table 3-5 in the ERA: Bridge Design Manual. Multiple presence factors:
m1=1.2.... 1 loaded lane
m2=1.0..2 loaded lanes
m3=0.853 loaded lanes

= + .Equation 13.8
2
Where, R=reaction on exterior beam in terms of lanes
Nl=Number of loaded lanes under consideration
e=eccentricity of a design truck or a design lane from the center of

gravity of the pattern of girders (mm)
X=horizontal distance from the center of gravity of the pattern of

girders to each girder (mm)
Xext=horizontal distance from the center of gravity of the pattern of

girders to the exterior girder (mm)
CL is the center line of the pattern of girders; for 7 girders the CL is at the 4th
girder as shown in Figure 3-3.
Case 1: One lane loaded
1 7.25(6.35)
= +
7 2(7.252 + 3.752 + 1.252 )

CL
P1 P1 P2 P2 P3
0.6m 1.8m 1.2m 1.8m 1.45m 0.95m 1.8m
1.1m 2.5m 2.5m 2.5m
Figure 3-3 Live load positioning for Additional Rigidity Check
R=0.48lane (Fatigue Limit State)
R=1.2*0.48=0.576 (Strength and Service Limit State)
Case 2: Two lanes loaded
2 7.25(6.35 + 2.35)
= +
7 2(7.252 + 3.752 + 1.252 )
=0.748
R=1*0.748=0.748lane
Case 3: Three lanes loaded
3 7.25(6.35 + 2.35 1.85)

= +
7 2(7.252 + 3.752 + 1.252 )
=0.792
Applying the multiple presence factor:
R=0.792*0.85=0.673lane
The Service and Strength Limit State moment distribution factor for the
exterior girder is equal to the larger of 0.768lane and 0.487lane. Hence
the moment distribution factor is 0.768lane.
The fatigue limit state moment distribution factor is 0.64lane.
The Service and Strength limit state shear distribution factor for the
exterior girder is equal to the larger of 0.563lane and 0.479lane. Hence
the shear distribution factor is 0.64lane.
The fatigue limit state shear distribution factor is 0.64lane.

The value of R=0.748lane obtained for two lanes loaded will control over
Service and Strength Limit state shear distribution factor of 0.64lane, hence,
0.748lane will be taken. In accordance with the provisions of ERA: Bridge
Design Manual Page 13-14, the cross-section will deflect and rotate as a rigid
section.
Summary of Service and Strength Limit State Distribution Factors
Load Case Moment Moment Shear Shear

Interior Exterior Interior Exterior
Beams Beams Beams Beams
Distribution Multiple lanes 0.495 0.487 0.704 0.563
factors loaded
Single lanes 0.42 0.768 0.95 0.479
loaded
Additional Multiple lanes NA 0.748 NA 0.748
check for loaded
rigidly
connected Single lanes NA 0.576 NA 0.576
members loaded
Design Value 0.495 0.768 0.95 0.748
Summary of Fatigue Limit State Distribution Factors

Distribution Multiple lanes NA NA NA NA
factors loaded
Single lanes 0.348 0.64 0.791 0.64
loaded
Additional Multiple lanes NA NA NA NA
check for loaded
rigidly
connected Single lanes NA 0.48 NA 0.48
members loaded
Design Value 0.348 0.64 0.791 0.64

CHAPTER 4
Design of Longitudinal Girders

4.1 Design of Longitudinal Prestressed Girders

As already explained in the previous chapters, the main girders selected for the
bridge are the standard AASTHO-PCI Type V girders. The girders are going to be
designed as post-tensioned and precast, which will be simply supported at the
centerline of bearings. The major aim at this stage is to analyze both the
interior and exterior girders for maximum dead load and live load effects to
establish which will govern the design. Before the analysis is done a brief
introduction of Prestressed Concrete is given.
Figure 4-1 AASHTO-PCI Type V Girder

With prestressing it is possible to achieve a reduced depth for members,
reduced weight for the structure, and very minimum maintenance cost
worries. These advantages make prestressing ideal for long-span and
extremely heavy structures. Despite the high unit cost for prestressing
operations, compared with ordinary reinforced concrete, the entire project
cost will reduce.
The procedures of stress analysis and flexural design are described in the later
portions of this chapter, together with the bridge design.

Figure 4-2 Post-tensioning procedure
4.1.2 Girder Load Calculations
4.1.2.1 Dead load Calculations for Interior Girder
Girder weight
DCgirder=Ag*girder
=24*0.653
=15.67KN/m per girder
Where,
Ag=beam gross cross-sectional area
girder=Unit weight of Concrete
Deck Slab Weight
DCslab=S*ts*slab
=2.5*0.2*24

=12KN/m
Where,
S=C/C spacing of girders
ts=interior slab thickness
slab=Unit weight of Concrete
Haunch Weight
DChaunch=wf*th*haunch
=0.1*24*1
=2.4KN/m per girder
Where,
th=haunch thickness
wf=top flange width
haunch= Unit weight of Concrete
Diaphragm Weight
= diaphragm*wd*Ld*Dd
=24*(1.6-0.45)*0.25*(2.5-0.2)
=15.87KN per girder
Where,
wd=width of diaphragm (assumed as 250mm)
diaphragm= Unit weight of Concrete
Dd=depth of diaphragm (taken from top of beam to bottom of web)
Ld=length of diaphragm (taken as beam to beam length minus web thickness.
Note: Exterior girders resist only half of this load.

Parapet Weight
According to S4.6.2.2.1, the parapet weight may be distributed equally to all

girders in the cross-section.
DCparapet=parapet*Agparapet
=24*0.37
=8.86KN/m for 7 girders
for a single girder 8.86/7=2.52KN/m per girder
Where,
Agparapet=gross parapet cross-sectional area
parapet=Unit weight of concrete
Future Wearing Surface
DWFWS= FWS*S*tFWS
=22.5*2.5*0.05
Where,
FWS=Unit weight of asphalt layer
S=Spacing between girders
tFWS=thickness of asphalt layer.
Note: thickness of 50mm of FWS is occurring at the crown of the carriageway

and for the provisions of drainage; this value will decrease by 2% over each side
of the roadway.
4.1.2.2 Dead load Calculations for Exterior Girder
Girder weight
DCgirder=Ag*girder

=24*0.653
Deck Slab Weight
DCslab=S0*ts*slab
=2.35*0.2*24
=11.28KN/m
Where,
S0=Slab width for exterior girder
=Overhang width+(1/2(Girder Spacing))
Haunch Weight
DChaunch=wf*th*haunch
=0.1*24*1
=2.4KN/m per girder
Diaphragm Weight
= diaphragm*wd*Ld*Dd
=24*(1.6-0.45)*0.25*(2.5-0.2)/2
=7.93KN per girder
Parapet Weight
=24*0.37
=8.86KN/m for 7 girders
for a single girder 8.86/7=2.52KN/m per girder
Future Wearing Surface
DWFWS= FWS*Si*tFWS

=22.5*1.85*0.05
Where,
Si=Overhang width + (girder spacing) Parapet width
=1.1-(2.5/2)-0.5
=1.85m
4.1.3 Unfactored Force Effects for the Exterior Girder
a) Girder weight
a X(m) Vx(KN) Mx(KN-m)

0.00 0 274.225 0
0.05 1.75 246.802 455.89
0.10 3.5 219.38 863.80
0.15 5.25 191.957 1223.72
0.20 7 164.535 1535.66
0.25 8.75 137.11 1799.60
0.30 10.5 109.69 2015.55
0.35 12.25 82.267 2183.51
0.40 14 54.84 2303.49
0.425 14.875 41.133 2345.48
0.15 15.75 27.42 2375.47
0.475 16.625 13.71 2393.47
0.5 17.5 0 2399.46
Mx=274.225x-7.835x2
Vx=274.225-15.67x
Ra=Ra=274.225KN
Mmax=2399.46KN.m
Vmax=274.225KN
b) Slab and Haunch weight

0.00 0 239.4 0

0.05 1.75 215.46 398

0.10 3.5 191.52 754.11
0.15 5.25 167.58 1068.32
0.20 7 143.64 1340.64
0.25 8.75 119.7 1571.06
0.30 10.5 95.76 1759.59
0.35 12.25 71.82 1906.22
0.40 14 47.88 2010.96
0.425 14.875 35.91 2047.618
0.15 15.75 23.94 2073.805
0.475 16.625 11.97 2089.513
0.5 17.5 0 2094.75
Mx=239.4x-6.84x2
Vx=239.4-13.68x
Ra=Ra=239.4KN
Mmax=2094.75KN.m
Vmax=239.4KN
c) Exterior Diaphragm

0.00 0 3.9675 0
0.05 1.75 3.9675 6.94
0.10 3.5 3.9675 13.88
0.15 5.25 3.9675 20.82
0.20 7 3.9675 27.77
0.25 8.75 3.9675 34.71
0.30 10.5 3.9675 41.65
0.35 12.25 3.9675 48.60
0.40 14 3.9675 55.54
0.425 14.875 3.9675 59
0.15 15.75 3.9675 62.48
0.475 16.625 3.9675 65.96
0.5 17.5 -3.9675 69.43
Mx=3.9675-7.955(x-17.5)

Vx=3.9675
Ra=Ra=3.9675KN
Mmax=69.43KN.m
Vmax=3.9675KN
d) Parapet

0.00 0 44.1 0
0.05 1.75 39.68 73.31
0.10 3.5 35.28 138.915
0.15 5.25 30.87 196.79
0.20 7 26.46 246.96
0.25 8.75 22.05 289.40
0.30 10.5 17.64 324.13
0.35 12.25 13.23 354.37
0.40 14 8.82 370.44
0.425 14.875 6.615 377.192
0.15 15.75 4.41 382.01
0.475 16.625 2.21 384.91
0.5 17.5 0 385.875
Mx=44.1x-1.26x2
Vx=44.1-2.52x
Ra=Ra=44.1KN
Mmax=385.875KN.m
Vmax=44.1KN
e) Future wearing surface

0.00 0 36.4 0
0.05 1.75 32.76 60.515
0.10 3.5 29.12 114.66
0.15 5.25 25.48 162.43
0.20 7 21.84 203.84
0.25 8.75 18.2 238.875

0.30 10.5 14.56 267.54

0.35 12.25 10.92 289.83
0.40 14 7.28 305.76
0.425 14.875 5.46 311.33
0.15 15.75 3.64 315.31
0.475 16.625 1.82 317.70
0.5 17.5 0 318.5
Mx=36.4x-1.04x2
Vx=36.4-2.08x
Ra=Ra=36.4KN
Mmax=318.5KN.m
Vmax=36.4KN
f) Live load + Impact factor
The HL-93 model is used to analyze the girder. For shorter spans, which can
only accommodate one design truck at a time, the analysis is simple. It involves
establishing the position of wheel loads which result in absolute maximum
force effects and constructing influence lines for the moment envelopes of that
specific position. Then the maximum force effects could be directly computed.
However, for longer spans, a single design truck on the span will not govern
the maximum values, instead multiple trucks (dual truck train) with varying
rear axle spacing and also varying relative distances have to be analyzed to
obtain the maximum force effects. This approach has been used by the aid of
the computer program QConBridge. The moment distribution factors from the
previous chapter have been applied to the live load shears and moments.

Distribution Multiple lanes 0.495 0.487 0.704 0.563
factors loaded
Single lanes 0.42 0.768 0.95 0.479
loaded

Additional Multiple lanes NA 0.748 NA 0.748

check for loaded
rigidly
Single lanes NA 0.576 NA 0.576
connected
loaded
members
Design Value 0.495 0.768 0.95 0.748
Table 4-1 Live load Distribution factors
Design Truck + lane loading
a X Vx(KN) Mx(KN.m)
0.00 0 429.9794 0
0.05 1.75 405.9479 599.2865
0.10 3.5 382.3511 1142.784
0.15 5.25 359.1882 1631.232
0.20 7 336.4593 2063.616
0.25 8.75 314.1642 2440.704
0.30 10.5 292.3031 2762.496
0.35 12.25 270.8759 3028.224
0.40 14 249.8834 3238.656
0.425 14.875 229.324 3412.992
0.45 15.75 209.1994 3532.032
0.475 16.625 189.5078 3595.008
0.5 17.5 169.867 3602.688
Mmax=3602KN.m
Vmax=429.9794KN
Design Tandem + lane loading
a X Vx(KN) Mx(KN.m)
0.00 0 345.8565 0
0.05 1.75 326.294 483.1242
0.10 3.5 307.1654 922.368
0.15 5.25 288.4716 1321.728
0.20 7 270.2116 1677.312
0.25 8.75 252.3855 1989.888
0.30 10.5 234.9926 2260.992
0.35 12.25 218.0344 2489.088
0.40 14 201.5109 2674.944
0.425 14.875 185.4205 2817.792

0.45 15.75 169.7641 2918.4

0.475 16.625 154.4041 2976.768
0.5 17.5 139.7537 2992.128
Mmax=2992.128KN.m
Vmax=345.8565KN
From the design truck and design tandem loading analysis, the maximum shear
and moment is contributed by the design truck.
The total maximum moment for dead loads and live loads from all the above
tables is given as.
=2399.46+2094.75+69.43+385.875+318.5+3602.128
=8870.143KN.m
The total maximum Shear for dead loads and live loads from all the above
tables is given as.
=1028.07KN
4.1.4 Unfactored Force Effects for the Interior Girder
a) Girder weight

0.00 0 274.225 0
0.05 1.75 246.802 455.89
0.10 3.5 219.38 863.80
0.15 5.25 191.957 1223.72
0.20 7 164.535 1535.66
0.25 8.75 137.11 1799.60
0.30 10.5 109.69 2015.55
0.35 12.25 82.267 2183.51
0.40 14 54.84 2303.49
0.425 14.875 41.133 2345.48
0.15 15.75 27.42 2375.47
0.475 16.625 13.71 2393.47
0.5 17.5 0 2399.46

Mx=274.225x-7.835x2
Vx=274.225-15.67x
Ra=Rb=274.225KN
Mmax=2399.46KN.m
Vmax=274.225KN
b) Slab and Haunch weight
0 0 252 0
0.05 1.75 226.8 419
0.1 3.5 201.6 793.8
0.15 5.25 176.4 1125
0.2 7 151.2 1411
0.25 8.75 126 1654
0.3 10.5 100.8 1852
0.35 12.25 75.6 2007
0.4 14 50.4 2117
0.425 14.88 37.8 2155
0.15 15.75 25.2 2183
0.475 16.63 12.6 2199
0.5 17.5 0 2205
Mx=252x-7.2x2
Vx=252-14.4x
Ra=Rb=252KN
Mmax=2205KN.m
Vmax=252KN

c) Interior Diaphragm
0 0 7.935 0
0.05 1.75 7.935 13.88625
0.1 3.5 7.935 27.7725
0.15 5.25 7.935 41.65875
0.2 7 7.935 55.545
0.25 8.75 7.935 69.43125
0.3 10.5 7.935 83.3175
0.35 12.25 7.935 97.20375
0.4 14 7.935 111.09
0.425 14.88 7.935 118.03313
0.15 15.75 7.935 124.97625
0.475 16.63 7.935 131.91938
0.5 17.5 -11.903 138.8625
Mx=7.935x-15.87(x-17.5)
Vx=7.935
Ra=Rb=7.935KN
Mmax=138.8625KN.m
Vmax=7.935KN
d) Parapet

0.00 0 44.1 0
0.05 1.75 39.68 73.31
0.10 3.5 35.28 138.915
0.15 5.25 30.87 196.79
0.20 7 26.46 246.96
0.25 8.75 22.05 289.40
0.30 10.5 17.64 324.13
0.35 12.25 13.23 354.37

0.40 14 8.82 370.44

0.425 14.875 6.615 377.192
0.15 15.75 4.41 382.01
0.475 16.625 2.21 384.91
0.5 17.5 0 385.875
Mx=44.1x-1.26x2
Vx=44.1-2.52x
Ra=Rb=44.1KN
Mmax=385.875KN.m
Vmax=44.1KN
e) Future wearing surface

0 0 49.175 0
0.05 1.75 44.2575 81.753438
0.1 3.5 39.34 154.90125
0.15 5.25 34.4225 219.44344
0.2 7 29.505 275.38
0.25 8.75 24.5875 322.71094
0.3 10.5 19.67 361.43625
0.35 12.25 14.7525 391.55594
0.4 14 9.835 413.07
0.425 14.88 7.37625 420.59992
0.15 15.75 4.9175 425.97844
0.475 16.63 2.45875 429.20555
0.5 17.5 0 430.28125
Mx=49.175x-1.405x2
Vx=49.175-2.81x
Ra=Rb=49.175KN

Mmax=430.28125KN.m
Vmax=49.175KN
f) Live load + Impact factor
The values for the force effects of live loads for the exterior beams and the
interior beams will be similar with the exception of the live load distribution
factors.
Design truck + lane loading
a X Vx(KN) Mx(KN.m)
0.00 0 531.8756 0
0.05 1.75 502.1491 386.2589
0.10 3.5 472.9604 736.56
0.15 5.25 444.3084 1051.38
0.20 7 416.1931 1330.065
0.25 8.75 388.6146 1573.11
0.30 10.5 361.5729 1780.515
0.35 12.25 335.0679 1951.785
0.40 14 309.1006 2087.415
0.425 14.875 283.6691 2199.78
0.45 15.75 258.7753 2276.505
0.475 16.625 234.4173 2317.095
0.5 17.5 210.122 2322.045
Mmax=2322.045KN.m
Vmax=531.8756KN
Design tandem + lane loading
a X Vx(KN) Mx(KN.m)
0.00 0 427.8173 0
0.05 1.75 403.6189 311.3887
0.10 3.5 379.9573 594.495
0.15 5.25 356.8333 851.895
0.20 7 334.2461 1081.08
0.25 8.75 312.1957 1282.545
0.30 10.5 290.681 1457.28
0.35 12.25 269.7041 1604.295

0.40 14 249.2648 1724.085

0.425 14.875 229.3614 1816.155
0.45 15.75 209.9947 1881
0.475 16.625 190.9947 1918.62
0.5 17.5 172.8725 1928.52
Mmax=1928.52KN.m
Vmax=427.817KN
From the design truck and design tandem loading analysis, the maximum shear
and moment is contributed by the design truck again.
The total maximum moment for dead loads and live loads from all the above
tables is given as.
=2322.045+430.28+385.875+138.8625+2205+2399.46
=7881.52KN.m
The total maximum Shear for dead loads and live loads from all the above
tables is given as.
=531.8756+49.175+44.1+7.395+252+274.225
=1158.77KN
From the above values it can be observed that the maximum moment is
obtained from the exterior girder (8870KN.m), but the maximum shear is
obtained from the interior girder (1158.77KN). Hence, the girders will be
designed for the factored values of the above moment and shear.
In the tables below, non-composite values are the moments that are applied
before the slab and girder section become composite (Girder weight, Slab and
Haunch, Diaphragm). The composite values are moments applied after the slab
and girder section has become composite (Parapet and Wearing surface).

Summary of Factored Moments for the Exterior Girder
X Service1 Service3
Strength1
NC Comp NC Comp
0
0 0 0 0 0
1.75
2307.199 1460.117 733.1115 1340.259 613.2542
3.5
4385.243 2774.574 1396.359 2546.017 1167.802
5.25
6235.364 3944.092 1990.452 3617.846 1664.206
7
7855.876 4967.686 2514.416 4554.963 2101.693
8.75
9248.007 5846.074 2968.979 5357.933 2480.838
10.5
10411.83 6579.286 3354.166 6026.787 2801.667
12.25
11350.01 7166.554 3672.424 6560.909 3066.779
14
12051.83 7608.646 3914.856 6960.915 3267.125
14.875
12476.34 7865.09 4101.514 7182.492 3418.916
15.75
12771.23 8043.787 4229.352 7337.381 3522.946
16.625
12935.13 8143.951 4297.618 7424.949 3578.616
17.5
12969.35 8166.328 4307.063 7445.79 3586.525
Load Factor Combinations
Strength I=1.25 (DC) +1.5(DW) +1.75(LL+IM)
Service I=1.0 (DC+DW) + (LL+IM)
Service III=1.0(DC+DW) + 0.8(LL+IM)
NC-Non-Composite
C-Composite

Summary of Factored Shear for the Interior Girder
X
Strength1 Service1 Service3
0
1687.873 1130.268 785.9263
1.75
1560.3 1040.829 706.7771
3.5
1434.045 952.2279 479.2675
5.25
1308.728 864.1629 419.8545
7
1184.351 776.6356 360.4425
8.75
1060.91 689.6421 301.0275
10.5
938.4145 603.1904 241.6175
12.25
816.8545 517.2724 182.2045
14
696.2304 431.8881 122.7875
14.875
614.1428 376.7546 93.0855
15.75
532.9887 322.1528 63.3775
16.625
452.7822 268.0948 33.6775
17.5
362.7541 206.1545 -3.9675
Load Factor Combinations
Strength I=1.25 (DC) +1.5(DW) +1.75(LL+IM)
Service I=1.0 (DC+DW) + (LL+IM)
Service III=1.0(DC+DW) + 0.8(LL+IM)
Note: Moments are factored based on the above limit states for the following
reasons:
Strength I relates to the normal vehicular use of the bridge.

Service I relates to investigation of compression in prestressed concrete
components.

Service III relates to the investigation of tension in prestressed concrete

components.
4.1.5 Loss of Prestress

After jacking of prestress strands, the prestress force will reduce over time due
to losses. There are two types of losses in prestressed concrete. The first sets
of losses are also called instantaneous loss.
Losses due to anchorage seat, friction, and elastic shortening of strands are
instantaneous. Whereas losses due to creep, shrinkage, and relaxation of
strands are time dependent.
For post-tensioned elements, the total prestress loss is given as;
PT= + + + + +
Where: PES=loss due to elastic shortening
PA=loss due to anchorage seat
PCR=loss due to creep of concrete
PF=loss due to friction
PR=Loss due to relaxation of tendons
PSR=loss due to shrinkage
PT=total pre stress loss
4.1.5.1 Losses due to elastic shortening of concrete ( PES)
Concrete shortens when a pre stressing force is applied. As the tendons that
are bonded to the adjacent concrete simultaneously shorten, they lose part of
the pre stressing force that they carry.
In post tensioned elements the elastic shortening loss varies from zero if all
tendons are jacked simultaneously to half the value calculated in the pre
tensioned case, if several sequential jacking steps are used, such as jacking two
tendons at a time:
PES=0

Therefore the strands should be jacked in one single operation simultaneously.
4.1.5.2 Loss due to friction
Loss of prestressing occurs in post tensioned members due to friction between

the tendons and the surrounding concrete ducts. This frictional loss can be
conveniently considered in two parts: The length effect and the curvature
effect. The length effect is the amount of friction that would be encountered if
the tendon is a straight one. This sometimes described as the wobbling effect
of the duct and is dependant on the length and stress of the tendon, the
coefficient of friction between the contact materials, and the work man ship,
and the method used in aligning and obtaining the duct.
The curvature effect is not considered here because there are no parabolic or
curved tendons.
The initial stress in the tendons immediately prior to seating- Pi=0.9 Py: - As
given in (Sec.5.9.3 of AASHTO Bridge Design Specification.)
Pi=0.9*1674
Pi=1506.6MPa
For Post-tensioned Construction, losses due to friction between the internal

prestressing tendons and the duct wall may be taken as:
Pf= (1 + )
From eq. (5.9.5.2.2b-1) of the AASHTO-LRFD Bridge Design Specifications:
Where:
fpj = stress in the prestressing steel at jacking (MPa)
x= length of a prestressing tendon from the jacking end to any point under
consideration (mm)
K = wobble friction coefficient (per mm of tendon)
= coefficient of friction
= sum of the absolute values of angular change of prestressing steel path
from jacking end, or from the nearest jacking end if tensioning is done
equally at both ends, to the point under investigation (rad.)
e = base of Napierian logarithms

The value of fpj is similar to the stress in the prestress steel immediately
prior to transfer.
x is taken as the effective beam length, because the maximum friction
will occur at the farthest end from the jacking end.
K is taken as 6.6*10-7 and =0.25 from Table 5.9.5.2.20-1.
is assumed as 0.315, for irregularities in the straight strands.
7 0.035+0.3150.25
Pf= 1506.6(1 6.6710 )
Pf=114.09MPa
4.1.5.3 Loss due to anchorage seat
In post-tensioned members, some slip or draw-in occurs when the prestressing

force is transferred from the jack to the anchorage. This causes an additional
loss of prestress. The amount of slip depends on the type of anchorage.
A
PA= (Eps)
L
Where, A= Magnitude of slip and is taken as 10mm(According to C5.9.5.2.1

AASHTO bridge design specification.)
L=35m
Eps=197,000MPa
PA=56.28MPa
Prestressing stress at transfer
fpt= stress immediately prior to seating - PA
=1506.6MPa 56.28 114.09
=1336.23MPa
Prestressing force at transfer
Pt= Nstrands(Aps)(fpt)
=44*1336.23*98.7
=5802.97KN

Initial loss = 11.3%
Note: After stress analysis, the number of strands (44) and their arrangement
may change, to satisfy the allowable values of tension and compression.
4.1.5.4 Time-dependant losses after transfer
Time dependant losses can be computed using the refined method or the
lump-sum method. The lump sum method for post-tensioned I-girders (low
relaxation strands) is based on the formula:
( 41)
= 230 1.0 0.15 + 41
41
As stated in Table 5.9.5.3-1 (Time-Dependent Losses in MPa.)
Where PPR=Partial Pressure Ratio

=
+
AS - area of non-prestressed tension reinforcement (mm2)

Aps = area of prestressing steel (mm2)
f y = specified yield strength of reinforcing bars (MPa)
fpy = yield strength of prestressing steel (MPa)
For fully prestressed members, As=0.
Hence PPR=1
(32 41)
= 230 1.0 0.15 + 41
41
=278.57MPa
Total losses after transfer
PT= + + + + +
= 0 + 56.28 + 114.09 + 278.57
= 448.94
The allowable effective prestress stress is given from Table S5.9.3-1, is 0.8fpy.

Max fpe after all losses=0.8*1674
=1339.2MPa
The actual effective prestress stress after all the losses is:
fpe = fpi- PT
=1506.6-448.94
=1057.66MPa<1339.2Safe!
The actual effective prestress force after all losses is:
Pe=Nstrands(Aps)(fpe)
=4 4*98*1057.66
=4560.62KN
Total loss=29.79%
The jacking stress is:
The jacking stress is fpj=Stress immediately prior to transfer + relaxation loss at

transfer
Relaxation loss in prestress steel is the loss of prestress when the wires or
strands are subjected to essentially constant strain. This is similar to creep in
concrete, except that creep is a change in strain, whereas steel relaxation is a
loss in steel stress.
The expression for stress-relaxation in low relaxation prestressing steel is:

= 0.55
45
24 1506.6
= 1506.6 0.55
45 1674
= 16.2
Where, = initial stress in the tendons immediately prior to
seating

t=time estimated in hours from stressing to transfer

(assumed to be 24 hours for this design).
= yield strength of prestress steel (given in Chapter 1)
Stress immediately prior to transfer=1506.6MPa
Hence the jacking stress, fpj=16.2+1506.6=1522.8MPa
4.1.6 Flexural Stress Analysis

The principal aim of prestressing is not only eliminating tensile stresses in
concrete but also making sure that the stresses in the concrete are with in
acceptable limits. If these stresses are not under the allowable values, the
concrete member may fail either by crushing or steady cracking. The stress in
prestressing steel at normal flexural resistance may be determined using stress
compatibility analysis. From Sec 5.7.3.1 Stress in Prestressing Steel at Nominal
Flexural Resistance, of AASHTO-LRFD Bridge Design Specifications:

= 1 ( )

But this equation is to be used only when, f pe is not less than 0.5 fpu.
0.5 fpu=0.5*1860=930MPa, and fpe=1225.06MPa, hence it is ok.

= 1860 1 0.28( )

Assuming rectangular section behavior with no compression or tension
reinforcement:

=

0.85 1 + ( )

From eq. (5.7.3.1.I-4)

140 1860
=
1860
0.85 32 0.822 500 + 0.28 140
1675
Where:
c= the distance from the neutral axis to the compression face of the
member

Aps= Area of Prestress steel (given in Chapter 1)

= Ultimate Prestress steel strength (given in Chapter 1)
1 = A factor which shall be taken as 0.85 for concrete strength less than
28MPa, and for concrete strength greater than 28 (like this design), the
factor has to be reduced at a rate of 0.05 for each increase in 7MPa. The
concrete strength is 32MPa, hence the reduction is 0.028. The resulting
1 value is 0.822. (Sec 5.7.2.2 of the AASHTO-LRFD Bridge Design
Specifications.)
b= The effective flange width of the interior
girder=0.5m(computed in Chapter 1)
k= 0.28 for low relaxation strands
dp= h-CGS
=1.6-0.125=1.675m
h= girder depth
CGS=Center of gravity of prestress strands from the bottom (Computed

in Chapter 1)
=24.086mm< the slab thickness, hence the assumption of rectangular
section behavior is valid. If c>ts, the section would have been a T-section.
The above equation for is used in computing the nominal strength of the
girder, which is done after stress analysis.
In pre-tensioned beams, transfer of prestress is by means of bond and friction

along the beam length. Hence, the transfer length, development length, and
bond have to be analyzed before stress analysis. In post tensioned beams
transfer of pre stress is by means of anchorage at the beam ends, hence, such
variables like transfer length and bond will not be important; instead
anchorage zone design has to be performed. Anchorage zone design is
concerned with providing stirrup reinforcements at areas where the prestress
anchorage creates bursting and spalling stresses. The reinforcements are
provided after the shear design.
Stress Analysis
Stress limits at transfer
The compressive stress limit for pre-tensioned and post-tensioned concrete

components, including segmentally constructed bridges, shall be 0.6f ci.
(S5.9.4.1.1 AASHTO-LRFD Bridge Design Manual)

fCompression=-0.6(fci)
Where, fci=Initial strength of concrete at transfer by assuming 20% of loss of

concrete strength.
fci=0.8*32=25.6MPa
fCompression =-0.6*25.6=-15.36MPa
The tensile stress limit for flexure in extreme fibers of flexural members
ftension=0.62 fc
=0.62 32=3.51MPa
4.1.6.1 Stress in the prestressed beam at transfer
In this section the girder stresses will be analyzed for two cases. The first case
is the time immediately after transfer and the second case is the final time
after all the time-dependent losses. In both cases the stresses developed must
be within the allowable limits.

= 1
2

= 1+ +
2
Sign Convention: All tension stresses use positive sign convention. All
compression stresses use negative sign convention.
Where, M=the girder dead load moment
The reason that only the dead load moment is used is because during transfer,
it is the only moment present.
Location(x)(m) Moment(Nmm) A Stop ftop B Sbottom fbottom

5.85 5.85 -24.2 -24.2
0 0 273000000 267000000
5.85 4.180403 -24.2 -22.49
1.75 455800000 273000000 267000000
5.85 2.685897 -24.2 -20.96
3.5 863800000 273000000 267000000
5.85 1.367509 -24.2 -19.62
5.25 1223720000 273000000 267000000

5.85 0.224872 -24.2 -18.45

7 1535660000 273000000 267000000
5.85 -0.74194 -24.2 -17.46
8.75 1799600000 273000000 267000000
5.85 -1.53297 -24.2 -16.65
10.5 2015550000 273000000 267000000
5.85 -2.14821 -24.2 -16.02
12.25 2183510000 273000000 267000000
5.85 -2.58769 -24.2 -15.57
14 2303490000 273000000 267000000
5.85 -2.7415 -24.2 -15.42
14.875 2345480000 273000000 267000000
5.85 -2.85136 -24.2 -15.3
15.75 2375470000 273000000 267000000
5.85 -2.91729 -24.2 -15.24
16.625 2393470000 273000000 267000000
5.85 -2.93923 -24.2 -15.21
17.5 2399460000 273000000 267000000
Table4-2 Stresses at transfer (44 strands)

Where, A= 1
2

B= 1+
2
Sbottom=Section modulus (bottom)
Stop=Section modulus (top)
As can be seen from the table or =5.85MPa and or

=-24.2MPa.
These values are greater than the allowable stresses computed above; hence,
the prestress force at transfer and the strand arrangement dont satisfy the
stress requirements. As a solution, by thorough iteration, the strand
arrangement shown below has satisfied the requirements to some extent.
Note: There has been much iteration to develop a proper number and
arrangement of strands, to make the stress in the beam allowable. After the
trials, the above arrangement was found to be satisfactory. The arrangement
consists of 74 strands with 12 strands harped at the support.

Figure 4-3 Final Strand Arrangement at support (74 strands)
Figure 4-4 Final Strand Arrangement at mid-span (74 strands)
The computation of stresses for such an arrangement at the support follows

two procedures. The first is to calculate top compressive and bottom tensile
stresses due to the 12 harped tendons. The second is to calculate the top

tensile and bottom compressive stresses due to the whole 74 tendons. And
finally super-imposing the two values will give the required final stresses.
Sample Stress calculations for the 12 harped tendons (at transfer)
Pi=12*98.7*1336.23=1582.63KN
CGS(top)=2*(50+100+150+200+250+300)/12
=175mm
e=790-175=615mm

= 1+
2
Where Ct is the distance from the NA to the beam top-most fiber,
Cb is the distance from the NA to the beam bottom-most fiber,
at X=0, M=0.
1582.63 103 615 790

= 1+ 0
630000 330781.01
= 6.2(Compressive)

= 1 +
2
1582.63 103 615 810

= 1 +0
630000 330781.01
=1.27MPa (Tensile)
Sample Stress calculations for the 62 tendons (at transfer)
Pi=62*98.7*1336.23=8176.92KN
CGS(bottom)=[12*(50+100+150+200)+(8*250)+(4*300)+(2*350)]/62
=159.67mm
e=810-159.67=650.322mm


= 1+ +
2
at X=0, M=0.
8167.92 103 650.322 810

= 1+ +0
630000 330781.01
= 33.611(Compressive)

= 1
2
8167.92 103 650.322 810

= 1 0
630000 330781.01
=6.98MPa (Tension)
Location Moment e Ct Cb Pi Stop Sbottom fcomp(bot) ftensile(top)

267000000 -32.34056476 0.780213802
0 0 650.332 790 810 8167.92 273000000
267000000 -28.92633255 -2.406658144
1.75 455.8 650.332 790 810 8167.92 273000000
267000000 -25.87015278 -5.429253526
3.5 863.8 650.332 790 810 8167.92 273000000
267000000 -23.17412281 -8.095656786
5.25 1223.72 650.332 790 810 8167.92 273000000
267000000 -20.8374936 -10.40660876
7 1535.66 650.332 790 810 8167.92 273000000
267000000 -18.86041495 -12.36196127
8.75 1799.6 650.332 790 810 8167.92 273000000
Table4-3 Super-imposed Stresses at transfer (support)
Hence, the net Compressive stress at the bottom becomes:
= 33.611 +1.27=-32.341MPa
Note: In the table, a constant eccentricity has been shown; however the harped
tendons are having a variable eccentricity. Hence, the table shows stresses by
assuming a constant harped strand eccentricity. Until X=8.75 and between
X=8.75m and X=26.25m the harped tendons will join the main tendons (to
become 74 tendons at mid-span). And from X=26.5m to X=35m the tendons will
become harped. As seen in the beam elevation figure below.

Figure 4-5 Beam Elevation Showing Strand Arrangements
From the above table is easy to see that the tensile stresses at the top fall to
acceptable values (1.47<3.51) but the compression stresses are above the
allowable (-32.34>15.36). With regard to this, compression reinforcements
have to be designed to with stand these stresses.
Sample Stress calculations for the whole 74 strands (mid-span)
Pi=74*98.7*1336.23=9759.55KN
CGS(bottom)=[12*(50+100+150+200)+(8*250)+(6*300)+(4*350)+2(400+450+500+
550)]/74
=203.24mm
e=810-203.24=606.75mm

= 1+ +
2
at X=17.5, M=2399.46KN.m
9759.55 103 606.75 810 2399.46 106

= 1+ +
630000 330781.01 2.67 108
9759.55 103 606.75 790 2399.46 106

= 1
630000 330781.01 2.73 108
=-1.83MPa(Compressive)

Location Moment e Ct Cb Pi Stop Sbottom fcomp(bot) ftensile(top)

8.75 1799.6 606.75 790 810 9759.55 273000000 267000000 -31.76799735 0.365118299
10.5 2015.55 606.75 790 810 9759.55 273000000 267000000 -30.95919585 -0.425907342
12.25 2183.51 606.75 790 810 9759.55 273000000 267000000 -30.33013218 -1.041145437
14 2303.49 606.75 790 810 9759.55 273000000 267000000 -29.88076888 -1.480632617
14.875 2345.48 606.75 790 810 9759.55 273000000 267000000 -29.72350296 -1.634442141
15.75 2375.47 606.75 790 810 9759.55 273000000 267000000 -29.61118087 -1.74429562
16.625 2393.47 606.75 790 810 9759.55 273000000 267000000 -29.54376514 -1.810229686
17.5 2399.46 606.75 790 810 9759.55 273000000 267000000 -29.52133068 -1.832171078
Table 4-4 Stresses at transfer for 74 strands (mid-span area)
Conclusion on Stresses at transfer
As can be seen from the two tables the tensile stresses are within limits (that is
<3.52MPa), whereas the compressive stresses are both above allowable (that
is >-15.36MPa). As a solution, compression reinforcements will be provided for
the bottom areas.
4.1.6.2 Stress in the Prestressed Beam after all losses
The girder is now going to be analyzed for stresses, by applying all loads and
converting the prestress at transfer to the effective prestress.
Maximum compression is checked under Service I limit state and maximum

tension is checked under Service III limit state. The difference between Service
I and Service III limit state is that Service I has a load factor of 1 for live load,
while load Service III has a load factor of 0.8.
Stress limits after all losses
Compression Stress limits
The compressive stress limits, from Table S5.9.4.2.1-1 (AASTHO-LRFD Bridge

Design Specifications), the stress limit due to the sum of the effective

prestress, permanent loads and transient loads and during shipping and
handling is taken as 0.6fw*fc (where fw=1 for solid sections).
The difference of stress computations here is that, stresses in the deck slab
also have to analyzed. The reason is that, once the bridge starts giving service
(after all prestress losses), the girder and the deck will act as a composite
section.
For Prestressed beam:
fComp, Beam1=-0.6(fc)=-0.6*32
=-19.2MPa
For Deck slab:
f Comp, slab=-0.6*24
=-14.4MPa
From Table S5.9.4.2.1-1, the stress limits in prestressed concrete at the service
limit state after losses for fully prestressed components in bridges other than
segmentally constructed due to the sum of effective prestress and permanent
loads shall be taken as:
fComp, Beam2=-0.45(fc)
=-14.4MPa
From Table S5.9.4.2.1-1, the stress limits in prestressed concrete at the service
segmentally constructed due to live load + one half the sum of the effective
prestress and permanent loads shall be taken as:
fComp, Beam3=-0.4(fc)
=12.8MPa
Tension Stress limits
From Table S5.9.4.2.2-1, the stress limit in prestressed concrete at the service

segmentally constructed, which include bonded prestressing tendons and are

subjected to not worse than moderate corrosion conditions shall be taken as
the following:
fTensile=0.5( )= =0.5( 32)
=2.83MPa
Note: In the pervious case (Stresses at transfer), tensile stresses occur at the
top fibers, whereas compression stresses occur at the bottom fibers. In this
case, after all losses, the effects of live loads and dead loads will cause tensile
stresses at the bottom and compression stresses at the top, (despite being
reduced by the prestress force). Also the effective prestress force (after all
losses), will change because the strand arrangement number and arrangement
have changed.
Fpe1=N*Aps*fpe
=12*98.7*1057.66
=1252.69KN (For harped strands at support)
Fpe2=N*Aps*fpe
=62*98.7*1057.66
=6472.24KN (For 62 straight strands at support)
Fpe3=N*Aps*fpe
=74*98.7*1057.66
=7724.93KN (For 74 straight strands at mid-span
Note: In the table below, the Non-Composite dead load moments (Slab and
Haunch, Girder, and Diaphragm) have been directly taken from the analysis
results of the exterior girder. This is because their load factor is 1 for both
Service I and Service III. The Composite dead loads (wearing surface and
parapet) have been computed in the same manner. However, the live load
moments (design truck+ lane combination for exterior girder) are factored for
Service III hence they are tabulated separately.

Location Non-Composite DL FPe(KN) Composite DL Service I Service III

( m) moment(KNm) moment(KNm) Live load Live load
moment(KNm) moment(KNm)
0 0 2369.2 0 0 0
1.75 860.83 2369.2 133.825 599.287 479.4292
3.5 1631.79 2369.2 253.575 1142.78 914.2272
5.25 2312.86 2369.2 359.22 1631.23 1304.986
7 2904.07 2369.2 450.8 2063.62 1650.893
8.75 3405.37 2369.2 528.275 2440.7 1952.563
10.5 3816.79 2369.2 591.67 2762.5 2209.997
12.25 4138.33 2369.2 644.2 3028.22 2422.579
14 4369.99 2369.2 676.2 3238.66 2590.925
14.875 4452.098 2369.2 688.522 3412.99 2730.394
15.75 4511.755 2369.2 697.32 3532.03 2825.626
16.625 4548.943 2369.2 702.61 3595.01 2876.006
17.5 4563.64 2369.2 704.375 3602.69 2882.15
Table 4-5 Summaries of Service Moments
Sample stress calculations for harped strands (after all losses)
Pe1=1252.69KN
CGS(top)=2*(50+100+150+200+250+300)/12
=175mm
e=790-175=615mm

= 1+
2
Where, =Section modulus of the composite section (Computed in Chapter

1).
= 5.487 108 mm3
At X=0m, MDNC=0KNm
MDC=0KNm

MLL=0KNm(Service I)
1252.69 103 615 790

= 1+ 0
630000 330781.01
= 4.9(Compressive)

= 1 + + +
2
1252.69 103 615 810

= 1 +0
630000 330781.01
Note: When investigating tension in prestressed beam, Service III values for live
loads have to be taken.
MLL=2882.15KNm(Service III)
Sbc=5.35 108 (Computed in Chapter 1)
= 1MPa (Tensile)
Sample stress calculations for 62 Straight strands
Pe2=6472.24KN
CGS(bottom)=[12*(50+100+150+200)+(8*250)+(4*300)+(2*350)]/62
=159.67mm
e=810-159.67=650.322mm

= 1+ + + +
2
At X=0m, MDNC=0KNm
MDC=0KNm
MLL=0KNm(Service I)
6472.24 103 650.322 810

= 1+ +0
630000 330781.01

6472.24 103 650.322 790

= 1 0
630000 330781.01
= 5.68(Tensile)
The super-imposed stress values at the support (X=0) becomes:
= 5.68 4.9 = 0.78
= 26.63 + 1 = 25.63
Location e Ct Cb Pi Stop Sbottom fcomp(bot) ftensile(top)

267000000 -25.62769517 0.774085613
0 650.332 790 810 8167.92 273000000
267000000 -16.79665104 -8.04893361
1.75 650.332 790 810 8167.92 273000000
267000000 -8.865719767 -15.97323708
3.5 650.332 790 810 8167.92 273000000
267000000 -1.832711257 -23.0010764
5.25 650.332 790 810 8167.92 273000000
267000000 4.299408109 -29.12940108
7 650.332 790 810 8167.92 273000000
267000000 9.532609448 -34.36024631
8.75 650.332 790 810 8167.92 273000000
Table4-6 Super-imposed Stresses at Service (support)
Sample Stress calculations for the whole 74 strands (mid-span)
Pi=74*98.7*1336.23=9759.55KN
CGS(bottom)=[12*(50+100+150+200)+(8*250)+(6*300)+(4*350)+2(400+450+500+
550)]/74
=203.24mm
e=810-203.24=606.75mm

= 1+ + + +
2
at X=17.5, MDNC=4563.64KNm
MDC=704.375KNm
MLL=3602.69KNm (Service I)

9759.55 103 606.75 810 4563.64 106

= 1+ +
630000 330781.01 2.67 108
704.675 106 3602.69 106
+ +
5.49 108 5.49 108
= 13.9(Comperessive)
9759.55 103 606.75 790 4563.64 106

= 1
630000 330781.01 2.73 108
704.675 106 3602.69 106

5.35 108 5.35 108
= 16.8(Compressive)
Location e Ct Cb Pi Stop Sbottom fcomp(bot) ftensile(top)

8.75 606.75 790 810 9759.55 273000000 267000000 -2.06E+01 -1.04E+01
10.5 606.75 790 810 9759.55 273000000 267000000 -1.84E+01 -1.26E+01
12.25 606.75 790 810 9759.55 273000000 267000000 -1.67E+01 -1.43E+01
14 606.75 790 810 9759.55 273000000 267000000 -1.54E+01 -1.55E+01
14.875 606.75 790 810 9759.55 273000000 267000000 -1.47E+01 -1.61E+01
15.75 606.75 790 810 9759.55 273000000 267000000 -1.43E+01 -1.65E+01
16.625 606.75 790 810 9759.55 273000000 267000000 -1.40E+01 -1.68E+01
17.5 606.75 790 810 9759.55 273000000 267000000 -1.39E+01 -1.68E+01
Table4-7 Stresses at service for 74 strands (mid-span area)
Conclusion on Stresses at service
As can be seen from the above tables the compressive stresses developing at
the top are well under limits (-16.81<-19.2), however the tensile stresses at the
bottom are over the allowable values, in fact no tension develops (only
compression) in the concrete section at service, except for the 0.78MPa at the
support. Therefore, the great compression areas at the bottom will have to be
resisted by compression reinforcements.
From all the above stress calculations, the maximum compressive stress
occurring at the bottom is -32.34MPa which occurs at the support (X=0) during

transfer of the super-imposed stress values (i.e. due to the harped strands and
the straight ones). To calculate the required reinforcements, the value is
converted to an equivalent applied bending moment.

=

Where, = the maximum compressive stress(-32.34MPa)
= the equivalent bending moment
= distance from the neutral axis to the farthest compression
fiber (810mm).
I= moment of inertia of the section (2.16*1011mm4)
The equivalent bending moment becomes:

=

32.34 2.16 1011
=
810
=8624KN.m
( 10 6 )
drequired=
0.2952
=
(8624 10 6 )
0.2952700320.9
(Note b=700mm bottom flange width)
=1203.79mm
=1600-50-(24/2)
=1538mm>1203.79mmSafe!
2 10 6
Steel Ratio== 1 1
2

28624 10 6 32
= 1 1
0.97001538 2 32 460
=0.0139


32
=0.03
460
=0.002<0.0139Safe!
Asrequired= *b*d=0.0139*700*1538
Number of 24mm Diameter bars required:
As required
N= 2
4
14964.74
N= 24 2
=33.07
4
Provide 34, 24mm diameter rods at the compression flange at 50mm center to
center.
Figure4-6 Bottom Flange Reinforcement Detail

Longitudinal steel at top of girder
The highest tensile stress at transfer is 0.78MPa and it occurs at the supports.
For safety, reinforcement is provided for 120% of the tensile stress occurring.
The tensile stresses are integrated over the corresponding area of the beam,
the tensile force may be calculated as:
Figure4-7 Stress diagram and Equivalent beam area
The stresses for equivalent areas are obtained using similarity theorem.
Tensile
1 0.5265+0
force= 1000 130 0.78 + 0.5265 + 200 270 +
2 2
1
2 70 99 0.5265 + 0.39 + 2 100 99 [ 0.195 + 0.39
2
0.19523+[2(1230070 [0.39+0.52650.3923]
=130,000+14215.5+6351.34+2574+10,101
=163.24KN
Note: In the development of the above formula, the stress for rectangular
sections is taken at mid-point of the enclosing stress diagram, whereas, for
triangular sections it is taken at a point on the centroid of the triangular area.
Also areas that occur twice have been multiplied by two.
163.2410 3
Asrequired=(120%)*( )
460

=425mm2
425
Number of 10mm diameter rods= 10 2 =5.411
4
Provide 6, 10mm diameter rods at the top tension flange.
The 10mm diameter rods are distributed in the top flange area as seen in the
figure below.
Figure4-8 Top Flange Reinforcement Detail
4.1.7 Flexural resistance at the strength limit state
After stress analysis, the next procedure is to check the strength of the girder
section against the maximum factored moment.
The factored flexural resistance, M r, in flanged sections shall be taken as, f Mr,
where Mr is determined using the equation given below. (S5.7.3.2.2-1,
AASHTO-LRFD Bridge Design Specifications).

= +
2 2 2

+ 0.85 ( )
2 2
Where;
=area of prestressing steel (mm2)
=74*98.7=7303.8 mm2

=average stress in prestressing steel at nominal bending resistance

= 1860 1 0.28( )

24.086
= 1860 1 0.28( )
1396.76
=1851MPa
=distance from extreme compression fiber to the centroid of
Prestressing tendons (mm2)
=1396.76mm
=CGS for the 74 strands at mid-span (because we are investigating
maximum moment at the mid-span).
=area of non-prestressed tension reinforcement (mm2)
=0 (the tension reinforcements calculated above are only as a margin
Of safety using 120% tension and they can be considered as nil.)
=460MPa
=distance from extreme compression fiber to the centroid on non-

prestressed tensile reinforcement (mm).
=0 (because we have not considered any non-prestressed tensile

reinforcement)
=area of compression reinforcement (mm2)
=14964.74mm2
=specified yield strength of compression reinforcement.
=460MPa
=distance from the extreme compression fiber to the centroid of
compression reinforcement (mm)

1150 +(8100)
=
19
=71.05mm
(This is because the extreme compression fiber, in this case, is at the bottom of
the girder).
=32MPa
=width of the effective flange width for the exterior girder (computed in
Chapter 1).
=500mm
=0.85 (as computed in stress analysis equations)
=24.086mm< the slab thickness, hence the assumption of rectangular section

behavior is valid (as computed in stress analysis equations).
=web width, which is equal to width b for a rectangular section.
a=depth of equivalent stress block
= *
=24.086*0.85=20.47mm
h=compression flange depth of an I or T-member.
=37.5mm (approximate depth of bottom flange)
In the above equation, the second term and the fourth term are 0, because
As=0 and b-bw=0. Hence:

=
2 2
20.47 20.47
= 7303.8 1851 1396.76 14964.74 460 71.05
2 2
=18744.89-420.55=18326.26KN.m
Therefore, the factored flexural resistance, Mr, shall be taken as:
Mr=f*Mn

Where,
f=0.9: resistance factor as specified in (Table 9.7) ERA: Bridge Design

Manual.
Mr=0.9*18326.26=16493.63KN.m
The maximum applied moment at the strength limit state is 12969.32KN.m

(refer the analysis results for the exterior girder).
=16493.63>12969.32Safe!
Check if section is over-reinforced (for prestressing strands)
Limits for reinforcing

0.42 Where, =

24.086
=
1396.76
=0.017 < 0.42..safe!
Check if section is over-reinforced (for compression reinforcement)

0.42 Where, = =71.05mm

24.086
=
71.05
=0.33 < 0.42.safe!
Check minimum reinforcement
The critical location is at the mid-span of the simply supported span=35/2=17.5

according to S5.7.3.3.2 AASHTO-LRFD Bridge Design Specifications.
The amount of prestressed and non-prestressed tensile reinforcement shall be

adequate to develop a factored flexural resistance, Mr, at least equal to the
lesser of:

1.2 times the cracking strength determined on the basis of elastic stress
distribution and the modulus of rupture, f r, on the concrete as specified
in S5.4.2.6.
Or
1.33 times the factored moment required by the applicable strength
load combinations specified in the girder analysis tables.
The cracking moment, Mcr, is calculated from equation 5.7.3.3.2-1 of AASHTO-

LRFD Bridge Design Specifications.

= + 1

= 5.35 108 3
= 2.67 108 3
= 4536.64 106
= 13.9
= 0.63 = 0.63 32 = 3.56for normal density concrete
S5.4.2.6 AASHTO-LRFD Bridge Design Specifications.
8 6
5.35 108
= 5.35 10 3.56 + 13.9 4536.64 10 1
2.67 108
= 4760.34
and = 5.35 108 3.56 = 1904.6
Hence Mcr=1904.6KN.m
1.2Mcr=1.2*1904.6=2285.52KNm and
Mu=12969.35KNm
1.33Mu=17249.63KNm
Mr has to be greater than the lesser of 2285.52KNm and 17249.63KNm.
Mr also has to be greater than the applied factored moment M u=12969.35KNm

(this check has already been performed).

Mr=16493.63KN.m
Therefore, both provisions are Safe!
Control of Cracking
According to S5.7.3.4 of AASHTO-LRFD Bridge Design Specifications, a

concrete section is considered cracked if tension in the cross-section is greater
than 80% of the Modulus of Rupture.
80% fr=0.8*3.56=2.848MPa
The only tension in the entire girder section is 0.78MPa occurring at the
supports.
0.78<2.848MPa, hence the section will not be considered as a cracked section.
4.1.8 Camber
Concrete bridges with a design span exceeding 8 m shall be provided with
camber, unless it is shown unnecessary. Page7-2: ERA: Bridge Design Manual.
Camber implies a deflection of the beam. Negative camber is the downward

sagging of a girder and positive camber, the upward curving. In general,
however, when one uses the expression camber they usually imply a slight
bending upward of the beam in an effort to offset the anticipated downward
deflection. It is not desirable for any portion of the final structure to deflect
downward. Cambering of a girder requires the beam to be literally curved
upward.
It is necessary to calculate the deflections at service load level in order to know
the amount of camber required.
Instantaneous deflections are computed using the modulus of elasticity, Ec, of

concrete and the gross moment of inertia, Iz.
4.1.8.1 Instantaneous deflection
Deflection values are computed based on prestressing, girder self-weight, slab,

formwork, exterior diaphragm weight, and super imposed dead load weight.

Camber values are computed based on initial camber, initial camber adjusted
for creep, and final camber.
Deflection due to initial prestressing is:
/ = ( 2) /(8 ) (For straight bonded strands)
Where, = applied load acting on the section.
= eccentricity= 606.17mm
= moment of inertia=2.16*1011mm4
= span length=35m
= modulus of elasticity of concrete at transfer=27,153MPa
Pi=74*98.7*1336.3=9759.55KN
2
9759.5510 3 606.17(351000 )
/ =
(827153 2.1610 11 )
= 154.45mm(upward deflection)
The deflection of simple span beams under uniform load or concentrated load
using composite and non-composite girder properties for loads can be
determined using conventional beam theory.
Deflection due to girder self weight is:
5 4
=
384
515.6735000 4
=
38427153 2.1610 11
= 52.2(downward deflection)
Deflection due to diaphragm (at mid-span) is:
3
=
48
7.931000(35000 )3
=
482.1610 11 27153

=-1.208mm (downward deflection)
Deflection due to slab, FWS, and parapet is:
= 2.08 + 2.52 + 11.28
= 15.88/
5 15.88 350004
=
384 27153 2.16 1011
= 52.9( )
Initial Camber:
Ci=/ +
=154.45-52.2
=102.25mm (upward deflection)
According to S5.4.2.3.2 AASHTO-LRFD Bridge Design Specifications, the initial

camber has to be adjusted on account of creep.
Initial Camber adjusted for creep:
CiA= CiCr
Where Cr=constant to account for creep in camber.

0.6
=3.5 1.58 0.118 ( 0.6
)
120 10+
Where,
Kc=factor for the effect of the volume to surface area ratio of the component
as specified in Figure S5.4.2.3.2-1.
Beam Area=653000mm2
Beam volume=653000*1000=6.53*108mm3/m
Surface Area=35000*700=2.45*107mm2/m
(V/S)=6.53*108/2.45*107mm2=26.63mm

For V/S=26.63mm the correction factor Kc can be approximately taken as 1.25.
Kf=factor for the effect of concrete strength

62 62
= =
42+ 42+32
=0.837
H=relative humidity (assumed as 70%)
ti=age of concrete when load is initially applied
=1day
t=maturity of concrete
=infinite
70
Cr=3.5 1.25 0.837 1.58 10.118 1
120
Cr=3.64
Therefore, the initial camber, CiA:
CiA=3.64*102.25
=372.19mm (upward deflection)
4.1.8.2 Final camber, CF:
CF= CiA+ +
=372.19-52.9-1.208
=318.07mm
Note: The final camber value has become positive, and it is a confirmation that
there will not be any downward sagging due to dead loads.
4.1.8.3 Live load deflection check
The provisions of S2.5.2.6.2 of AASHTO-LRFD Bridge Design Specifications,

state that the deflection check for live loads have been difficult to verify in the
field due to numerous sources of stiffness not accounted for in calculations.
However, live load is known to cause deterioration of wearing surfaces and

cracking in concrete slabs, as such this check would normally be

recommended. Before computing the live load deflection, a unit design truck is
positioned on the girder, such that it causes maximum moment. The procedure
is done by assuming constant rear axle spacing and by using influence lines for
moment.
A B C
35KN 145KN 145KN
4.3mm 4.3mm
Resultant:
R=35+145+145=325KN
1454.3+358.6
=
325
=2.84m, which is the moment arm of the resultant about the rear most axle.
Assumption A: Maximum moment occurs at B
The moment can be obtained by positioning the loads as shown below and
constructing influence lines for moment at B.
The maximum ordinate is obtained as:
16.7718.23
X= =8.73
35
The remaining ordinates are obtained using similarity theorem.
Mmax=(35*6.49)+(145*8.73)+(145*6.67)
=2460.15KN.m
35KN 145KN 145KN
R
CL
4.3m 2.84m
8.73
6.49 6.67
IL Ordinate for moment at B

Assumption B: Maximum moment occurs at C
35KN 145KN 145KN
R
CL
4.3m 2.84
8.69
5.27
3.29
IL Ordinate for moment at C
The maximum ordinate:

16.0818.92
= =8.69
35
The remaining ordinates are obtained using similarity theorem.
Mmax=(35*3.29)+(145*5.27)+(145*8.69)
=2139.35KN.m
Hence, assumption A will govern. Next, the live load position of assumption A
will be used to obtain the maximum live load deflection. This has been
completed using SAP2000, V.11.
From the analysis results:

max=-47.3mm, and it occurs at X=17.724m from the left support.
The lane load is a uniformly distributed load with a magnitude of 9.3KN/m. The
deflection due to lane load is:
5 4
=
384
59.335000 4
=
38427153 2.1610 11
=-30.19mm
According to S2.5.2.6.2 of AASHTO-LRFD Bridge Design Specifications

The deflection should be taken as the larger of:
That resulting from the design truck alone, or

That resulting from 25% of the design truck taken together with the
design lane load.
Design truck alone (including impact factor and distribution factor):
=-47.3*1.33*0.571
=-35.92mm
25% of Design truck + Design lane:
=(0.25*-35.92)+(-30.19)
=-39.17mm
Note: Normally, the load distribution for deflection is taken as number of lanes
4
divided by the number of beams; = = 0.571.
7
Hence, the live load deflection is taken as -39.17mm.

According to S2.5.2.6.2, the deflection criterion for vehicular live load limits
deflection to L/800, where L is the span length.
35000/800=43.75mm
39.17<43.75.Safe!
4.1.9 Shear Design

The behavior of prestressed concrete beams at failure in shear or combined
shear and torsion is distinctly different from their behavior in flexure: They fail
abruptly without sufficient advance warning, and the diagonal cracks that
develop are considerably wider than the flexural cracks.
Shear in prestressed beams
Shear in prestressed beams is different from ordinary RC beams, this is due to

the externally applied compressive force that the RC beam doesnt have.
When using harped or draped tendons, the vertical component of the

prestressing tendon force reduces the vertical shear caused by external

loadings. Hence, this vertical component will be included as a significant part of

the shear strength of the cross-section.
In summary, the introduction of prestress increases the shear strength of

reinforced concrete beams. Nevertheless, prestressed sections often have thin
webs, the thickness of which may be governed by shear strength
considerations.
Critical section for shear
According to S5.8.3.2, the location of the critical section for shear is taken as d v
from the internal face of the support.
Where, dv is the effective depth for shear calculated using:

= C5.8.2.9.1
+
According to S5.8.2.9, shall not be taken to be less than the greater of 0.9d e
or 0.72h.
Where, de is the distance from the extreme compression fiber to the neutral
axis calculated assuming rectangular behavior.
de= c.(computed earlier)
de= 24.086mm
As=is the area of non-prestressed tension reinforcement=425mm2
Aps=is the area of prestressed reinforcement in tension zone
=74*98.7=7303.8mm2
fps=stress in prestressed reinforcement at nominal strength
=1851MPa
h=overall depth of the member

18326 .2610 6
= = = 1336.23mm
+ 425460+7303.81851
0.9*de=0.9*24.086=21.68mm

0.72*1.6=1152mm
dv is greater than 1152mm.
Hence, the critical section for shear =1336.23mm from the inside face of the
support.
4.1.9.1 Shear analysis at the critical section
Shear stress on concrete
From the analysis tables for factored shear of the interior girder, the shear
force at x=1.336m, Vu=1590.92KN, which is obtained by linear interpolation.
Note: The design shear force is taken from the analysis results of the interior
girder, whereas, the design moment is taken from the analysis results of the
exterior girder.
f = resistance factor for shear is 0.9 (S5.5.4.2.1)
bv = width of web=20cm
According to S5.8.2.9 of AASHTO-LRFD Bridge Design Specifications
The shear stress on the concrete shall be determined as:

=

1590.9210 3 0.9
=
0.92001336.23
Vp is the vertical component of the effective prestress force at the critical

section.
Note: The value of bv is the web width adjusted for the presence of prestressing
ducts. It is calculated below.
Because of the presence of harped strands near the support, the value of Vp
will not be zero.
Fpe1=N*Aps*fpe
=12*98.7*1057.66

=1252.69KN (For harped strands at support)
The vertical component of the harped strands:
1265.33
8.75m
Figure4-9 Vertical component of harped strands
Where, 1265.33=1600-(CGStopharped+CGSbottomstraight)
CGStopharped=175mm
CGSbottomstraight=159.67mm(Computed in stress analysis)
b=tan-1(1265.33/8750)=8.22
The vertical component of Fpe1 becomes:
Vp=1252.69*sin(8.22)=179.28KN
1590.9210 3 0.9179.2810 3
=
0.91901336.23
=6.25MPa
Ratio of applied factored shear stress to concrete compressive strength:
6.25
= = 0.195
32
Minimum required transverse reinforcement:
According to S5.8.2.5 of AASHTO-LRFD Bridge Design Specifications:
Where transverse reinforcement is required, the area of steel shall satisfy:

0.083

Where:

= area of a transverse reinforcement within distance s (mm2)

bv = width of web adjusted for the presence of ducts as specified in
Article5.8.2.9 (F)
bv=200-1/4(2*20)=190mm
s = spacing of transverse reinforcement (mm)
f y = yield strength of transverse reinforcement (MPa)
Assume 8 bars as stirrups.
Area of 2 legs of 8 bars=100.53mm2
190
100.53 0.083 32
460
100.53/0.193
S520.88mm
Maximum spacing for transverse reinforcement
The spacing of the transverse reinforcement shall exceed the maximum

permitted spacing, smax, determined as:
If < 0.125 then:
Smax=0.8dv600mm
If 0.125fc then:
Smax = 0.4dv 300mm
Where:
vu = the shear stress calculated (MPa)
dv = effective shear depth (mm)
0.125*32=4MPa
=6.25MPa>0.125fc
Hence, Smax=0.4dv=0.4*1336.23=534.4mm
but300mm

Hence, Smax=300mm
4.1.9.2 Shear Strength
The nominal shear resistance Vn shall be determined as the lesser of:
Vn = Vc+ Vs+ Vp and

Vn = 0.25 fc'*bv*dv +Vp
In which:
Vc=0.083b
Av fy dv cot +cot sin
Vs=
s
Where,
S= spacing of stirrups (mm)
b=factor indicating ability of diagonally cracked concrete to transmit tension
=angle of inclination of diagonal compressive stresses
=angle of inclination of transverse reinforcement to longitudinal axis

The values of and b are determined by the procedure outlined in S5.8.3.4.2.
This iterative procedure begins with assuming a value of the parameter x, or
the crack inclination angle , then calculating a new x value which is
subsequently compared to the assumed value.
If the two values match, or the assumed value is slightly greater than the
calculated value, no further iterations are required. Otherwise, a new cycle of
analysis is conducted using the calculated value.
The parameter is a measure of the strain in the concrete on the tension side
of the section. For sections containing at least the minimum transverse
reinforcement calculated above, x may be calculated using the following
equations:
M
( u +0.5N u +0.5(V u V p )cot A ps f ps )
=
0.002 (1)
2(E s A s +E ps A ps )

If the value of from the above equation becomes negative, the strain shall be
taken as:
M
( u +0.5N u +0.5(V u V p )cot A ps f po )
=
(2)
2(E c A c +E s A s +E ps A ps )
For this design, the value of the applied factored axial load, Nu is taken equal
to 0. For the section under consideration:
Vu = maximum applied factored shear (interior girder) = 1590.92KN
Mu = maximum factored moment at the section (exterior girder) =1753KNm
According to S5.8.3.4.2, fpo is defined as follows:
fpo = a parameter taken as the modulus of elasticity of the prestressing

tendon. For the usual levels of prestressing, a value of 0.7fpu will be
appropriate for post tensioned members. For pre-tensioned members,
multiplying the modulus of elasticity of the prestressing
i.e. fpo =0.7fpu=0.7*1860=1302MPa
Assume that =27 degrees
=62*98.7=6119.4mm2 (note 12 strands are harped.)
dv=1.336m
As ,Es, Aps and Eps are the area of non-prestressed tension reinforcement
(425mm2), modulus of elasticity of steel reinforcement (200000MPa),area of
prestressed reinforcement (6119.4mm2) and the modulus of elasticity of
prestressing Strands (197,000MPa), respectively.
When using equation (1) above, the value of , becomes negative, hence,
equation (2) has been used below.
1753 103
(
= 1.336 + 0.5 0 + 0.5 1590.92 179.28 cot27 6119.4 1302)
2(23515.1 630000 + 425 200000 + 197000 6119.4)
=-0.000206
At the section under consideration vu/fc= 0.195 (from Design above)

Table S5.8.3.4.2-1(reproduced from the AASHTO-LRFD Bridge Design

Specifications) is used to determine the value of and at different sections
by using the values of and vu/fc. By using the row that corresponds to
vu/fc 0.20 and the column corresponding to 0.0:
=27.16 degrees (linearly interpolated)
=2.51
Check the assumed value of :
For the purpose of calculating , the value of was assumed to be 27.0
degrees. This value is close to the value obtained above. Therefore, the
assumed value of was appropriate. No need for another cycle of calculations.
Calculate the shear resistance provided by the concrete, Vc:
Vc = 0.0316 fc bv dv... (Acc. to S5.8.3.3-3 of AASHTO-LRFD
Specifications):
Vc = 0.0316(2.51)( 32 190 1336) =113.89KN
Calculate the shear resistance provided by the transverse reinforcement
(stirrups),
Vs = [Av* fy*dv(cot + cot)sin ]/s .. (Acc. to S5.8.3.3-4 of AASHTO-LRFD
Specifications)
Assuming the stirrups are placed perpendicular to the beam longitudinal axis at
80mm spacing and are comprised of 8mm diameter bars, each having two legs:
Av = area of shear reinforcement within a distance s (mm 2)

= 2(area of 8mm bar)
= 2(50.26)
= 100.53mm2
s = 80mm
= angle between the stirrups and the longitudinal axis of the beam
= 90 degrees
Vs = [100.53 (460)(1336)(cot27.0+ cot90)sin 90]/80=1515.66KN
The nominal shear resistance, Vn, is determined as the lesser of:

Vn = Vc + Vs + Vp (Acc. to S5.8.3.3-1 of AASHTO- LRFD Specifications)
Vn=113.89+1515.66+179.28=1808.8KN
Vn = 0.25*fc*bv*dv + Vp.. (Acc. to S5.8.3.3-2 of AASHTO- LRFD Specifications)

Vn=0.25*32*190*1336+179.28=2030.72KN
So Vn is taken as 1808.8KN
The resistance factor, , for shear in normal weight concrete is 0.9 (Acc. to
S5.5.4.2.1 of AASHTO- LRFDSpecifications )
Shear factored resistance, Vr :

Vr = *Vn (S5.8.2.1-2)
= 0.9(1808.8)
= 1627.94KN>1590.92Safe!
Hence provide 8mm diameter 2legged stirrups at 80mm c/c as shear

reinforcement.
Note: The requirement of stirrups will decrease along the length of the beam
with decreasing shear. Hence, the beam will be divided into two portions with
separate shear reinforcement spacing, i.e. two sets of shear reinforcements will
be provided.
At X=10m, the shear at Strength I limit state is 973.41KN, and the moment at
that section is 10079.3KN.m (Linearly interpolated from the analysis results.)
Shear Strength
Mu
( +0.5N u +0.5(V u V p )cot A ps f ps )

= 0.002 (1)
2(E s A s +E ps A ps )
If the value of from the above equation becomes negative, the strain shall be
taken as:
Mu
( +0.5N u +0.5(V u V p )cot A ps f po )

= (2)
2(E c A c +E s A s +E ps A ps )
For the section under consideration:

Vu =Applied factored shear (interior girder) = 973.41KN
Mu = Applied factored moment at the section (exterior girder) =10079.3KN.m
fpo =0.7fpu=0.7*1860=1302MPa
Assume that =27 degrees

=72*98.7=7106.4mm2 (No harped strands at this section!)
dv=1.336m
As ,Es, Aps and Eps are the area of non-prestressed tension

2
reinforcement(425mm ), modulus of elasticity of steel
reinforcement(200000MPa),area of prestressed reinforcement(7106.4mm 2)
and the modulus of elasticity of prestressing Strands(197,000MPa),
respectively.
Using equation (1) above, the value of , becomes:

10079.3 103
( 1336 + 0.5 0 + 0.5 973.41 179.28 cot27 7106.4 1860)
=
2(425 200000 + 197000 7106.4)
=0.00445
The shear stress on the concrete shall be determined as:

=

973.4110 3
= , since there are no harped strands at this section Vp=0.
0.92001336 .23
= 4.047
vu/fc= 4.047/32=0.126
At the section under consideration vu/fc= 0.125. From Table S5.8.3.4.2-1 the
value of and is determined..
By using the row that corresponds to vu/fc 0.125 and the column
corresponding to 0.0:
=23.7 degrees
=2.87
The assumed value of was 27 degrees, because the obtained value was too
different, another check is done using another assumption.
Assume =24 degrees

10079.3 103
( + 0.5 0 + 0.5 973.41 179.28 cot24 7106.4 1860)
= 1336
2(425 200000 + 197000 7106.4)
=0.0044
By using the row that corresponds to vu/fc 0.125 and the column
corresponding to 0.0:
=23.7 degrees
=2.87
From the assumed value of =23.7 degrees, the result does not vary. Hence,
the above values have been taken.
The shear resistance provided by the concrete, Vc.
Vc = 0.0316 fc bv dv..(Acc. to S5.8.3.3-3 of AASHTO-LRFD
Specifications):
Vc = 0.0316(2.87)( 32 190 1336) =130.227KN
The shear resistance provided by the transverse reinforcement (stirrups):
Vs = [Av* fy*dv(cot + cot)sin ]/s ..(Acc. to S5.8.3.3-4 of AASHTO-LRFD
Specifications )
Assuming the stirrups are placed perpendicular to the beam longitudinal axis at
140mm spacing and are comprised of 8mm diameter bars, each having two
legs:
Av = area of shear reinforcement within a distance s (mm 2)
= 2(area of 8mm bar)
= 2(50.26)
= 100.53mm2
s = 140mm
= angle between the stirrups and the longitudinal axis of the beam
= 90 degrees
Vs = [100.53 (460)(1336)(cot24+ cot90)sin 90]/140=991.171KN
The nominal shear resistance, Vn, is determined as the lesser of:
Vn = Vc + Vs + Vp (Acc. to S5.8.3.3-1 of AASHTO-LRFD Specifications)
Vn=130.227+991.171+0=1121.398KN
Vn = 0.25*fc*bv*dv + Vp.. (Acc. to S5.8.3.3-2 of AASHTO- LRFD Specifications)

Vn=0.25*32*190*1336+0=2030.72KN
So Vn is taken as 1121.398KN

The resistance factor, , for shear in normal weight concrete is 0.9 (Acc. to
S5.5.4.2.1 of AASHTO- LRFD Specifications )
Shear factored resistance, Vr :

Vr = *Vn (S5.8.2.1-2)
= 0.9(1121.398KN)
= 1009.25KN>973.41Safe!
Hence provide 8mm diameter 2legged stirrups at 140mm c/c as shear

reinforcement from X=10m up to X=25m.
Beyond X=25m provide 8mm diameter 2legged stirrups at 80mm c/c as shear
reinforcement.
4.1.10 Force in the longitudinal reinforcement including the effect of the

applied shear (Acc. to S5.8.3.5 of AASHTO-LRFD Specifications)
In addition to the applied moment, Mu, the following force effects contribute
to the force in the longitudinal reinforcement:
Applied shear forces, Vu
Vertical component of the prestressing force
Applied axial force, Nu
The shear force resisted by the transverse reinforcement, Vs
To account for the effect of these force effects on the force in the longitudinal
reinforcement, S5.8.3.5 requires that the longitudinal reinforcement be
proportioned so that at each section, the tensile capacity of the reinforcement
on the flexural tension side of the member, taking into account any lack of full
development of that reinforcement, is greater than or equal to the force T
calculated as:

T= +0.5 + 0.5 .( S5.8.3.5)

Where:
Vs = shear resistance provided by the transverse reinforcement at the
section under investigation as given by Eq. S5.8.3.3-4, except Vs
needs to be greater than Vu/ (KN)
= angle of inclination of diagonal compressive stresses used in

determining the nominal shear resistance of the section under

investigation as determined by S5.8.3.4 (deg)
= resistance factors taken from S5.5.4.2 as appropriate for moment,
shear and axial resistance
This check is required for sections located no less than a distance equal to
0.5dvcot from the support. The values for the critical section for shear near
the end support are substituted for dv and .
0.5dvcot =1288.9mm
Calculation for nominal flexural resistance at 1.2889m from the inner face of
the support
Using information from Table 5.7-1
Force in the longitudinal reinforcement at nominal flexural resistance, T
1753 1590.92
T= +0+ 0.5 1515.66 179.28 27
1.3360.9 0.9
T=2027.37KN
The strand resistance of 62 strands at this section is:
Fpe=62*98.7*1057.66
=6472.24KN
=6472.24>2027.37.Safe!
4.1.11 Horizontal shear between the beam and slab

Horizontal shear forces develop along the interface between the concrete
girders and the deck. The value of these forces per unit length of the girders at
the strength limit state can be taken as:
Vh = Vu/de (SC5.8.4.1-1)
Where:
Vh = horizontal shear per unit length of the girder (KN)
Vu = the factored vertical shear (KN)=1444.88KN
de = distance between the centroid of the steel in the tension
side of the beam to the center of the compression blocks in the
deck(mm)=1.88m
Vh = 1444.88/1.88
=768.55KN/m
Stirrup spacing=80mm
Assume that the stirrups extend into the deck. In addition, assume that there is
another 8mm with two legs extending into the deck. Area of reinforcement
passing through the interface between the deck and the girder, Avf is calculated
as:

Avf = 4(50.26)
= 201.04mm2
Avf per unit length of beam = 201.04/80 =2.52mm2 per mm of beam length
Check if the minimum interface shear reinforcement may be waived (S5.8.4.1)

Shear stress on the interface = Vh/area of the interface
= 768.55/1000
= 0.768>0.7MPa, minimum reinforcement
requirement may not be waived
Check the minimum interface shear reinforcement

Avf 0.05bv/fy (S5.8.4.1-4)
= 0.05(190)/460=0.02mm2/mm< Avf,;
As provided is OK!
Shear friction resistance
The interface shear resistance of the interface has two components. The first
component is due to the adhesion between the two surfaces. The second
component is due to the friction. In calculating friction, the force acting on the
interface is taken equal to compression force on the interface plus the yield
strength of the reinforcement passing through the interface. The nominal
shear resistance of the interface plane, Vn, is calculated using S5.8.4.1. The
nominal shear resistance of the interface plane, Vn, is calculated using
S5.8.4.1.
Vn = cAcv + (Avffy + Pc) (S5.8.4.1-1)
Where:
Vn = nominal shear friction resistance
Acv = area of concrete engaged in shear transfer
Avf = area of shear reinforcement crossing the shear plane
fy = yield strength of reinforcement
c = cohesion factor specified in S5.8.4.2
= friction factor specified in S5.8.4.2
Pc = permanent net compressive force normal to the shear plane
The nominal shear resistance per unit length of beam:

Assuming the top surface of the beam was clean and intentionally roughened,
c =0.7MPa and = 1.0(S5.8.4.2)
For normal density concrete = 1

Ignore compression on the interface from loads on the deck: Pc = 0.0

Acv =1000mm2/mm. of beam length
Avf = 2.52mm2/mm of beam length
fy = 460MPa
Therefore,
Vn = 0.7(1000) + 1.0[2.52 (460) + 0.0]
Vn =1859.2KN/mm of beam length
According to S5.8.4.1, the nominal shear resistance, Vn, used in the design
must also satisfy:
Vn 0.2fcAcv (Acc. to S5.8.4.1-2 of AASHTO- LRFD Specifications)
OR
Vn0.8Acv (Acc. to S5.8.4.1-3 of AASHTO- LRFD Specifications)
Where:
fc = the strength of the weaker concrete
=24MPa for slab concrete
Vn 0.2 fcAcv = 0.2(24)(1000) = 4800KN/mm of beam length
OR
Vn 0.8Acv = 0.8(1000) = 800KN/mm of beam length
Therefore, Vn used for design = 1859.2 KN/mm of beam length.
Vr = Vn
= 0.9(1859.2)
= 1673.28 of beam length > Vh = 768.55KN/m
Hence, the resistance offered is greater than the horizontal shear. The
horizontal shear and the shear resistance at various sections of the beam are
shown below. As can be observed, the resistance is greater than the horizontal
shear at all the sections.
Location(x)(m) de(mm) Vu(KN) Smax(mm) Avf(mm2/mm) Vh(KN/mm) Vn(KN) Vr(KN)

0 24.086 1687.87 80 2.5132625 70.0769327 1856.101 1670.491
1.75 24.086 1560.3 80 2.5132625 64.7803703 1856.101 1670.491
3.5 24.086 1434.05 80 2.5132625 59.5385286 1856.101 1670.491
5.25 24.086 1308.73 80 2.5132625 54.3356307 1856.101 1670.491
7 24.086 1184.35 80 2.5132625 49.1717595 1856.101 1670.491
8.75 24.086 1060.91 80 2.5132625 44.0467491 1856.101 1670.491
10.5 24.086 938.415 140 1.43615 38.9609939 1360.629 1224.566

12.25 24.086 816.855 140 1.43615 33.9140787 1360.629 1224.566

14 24.086 696.23 140 1.43615 28.9060201 1360.629 1224.566
14.875 24.086 614.143 140 1.43615 25.4979158 1360.629 1224.566
15.75 24.086 532.989 140 1.43615 22.1285685 1360.629 1224.566
16.625 24.086 452.782 140 1.43615 18.7985635 1360.629 1224.566
17.5 24.086 362.754 140 1.43615 15.0607863 1360.629 1224.566
Table 4-8 Horizontal Shear and Shear Resistance at various sections

CHAPTER 5
Design of Bearings

5.1 Introduction
Bearings are mechanical systems transmitting loads from the superstructure to
the substructure. In addition to transmitting loads, bearings accommodate
lateral movements due to thermal expansion/contraction, as well as rotational
movements associated with deflection of primary members. Without bearings
present in bridge structures, high stresses will be induced due to movement
restraints, and this can potentially lead to failure of an individual span or the
entire structure.
Loads on Bearings
1. Reactions
2. Longitudinal forces
3. Transverse forces
Choice of bearings depends on the type/magnitude of load they will be

transmitting. It also depends on the expected nature of movement of the
structure.
5.2 Design of Steel-Reinforced Elastomeric Bearings

Loads and Rotations
Service I limit state dead load shear=274.225+252+7.935+44.1+49.175
=627.435KN
Service I limit state live load shear=531.8756KN
Including dynamic load allowance=707.395KN
Service I limit state total rotation=0.0056rad=0.320 (computed later)
5.2.1 Selection of Optimum bearing type
Selecting the optimum bearing type depends on the load, movement

capabilities, and economics. Refer to STable 14.6.2-1 and SFigure 14.6.2-1 for
guidance on selecting the most practical bearing type.
Based on Table 14.6.2-1 of AASHTO-LRFD Bridge Design Specifications, the
most optimum bearing type has been chosen as a steel-reinforced elastomeric

bearing. If the loads were considerably larger, pot bearings, which are more
expensive than elasomeric bearings, would be an option.
Preliminary Bearing Properties
Once the most practical bearing type has been selected, the preliminary
bearing properties must be defined. The bearing properties are obtained from
the Specifications, as well as from past experience. The following preliminary
bearing properties were selected:
Pad width (Bridge Transverse Direction)=600mm
The corners of the bottom flange of the girder are usually chamfered. The
bearing should be as short along the length of the girder as practical to permit
rotation about transverse axis. After several trials, a 600mm width has been
chosen [700mm (girder bottom flange width)-2(25mm chamfer + 25mm edge
clearance)].
Pad length (Bridge Longitudinal Direction)=450mm

Pad Area=450*600=270000mm2
Determine the minimum bearing area:

The compressive stress check limits the compressive stress in the elastomer at
the service limit state as follows S14.7.6.3.2 of AASHTO-LRFD Bridge Design
Manual.
s1.0*G*S
s7MPa
Where:
s = service average compressive stress due to the total load (MPa)
G = shear modulus of elastomer (MPa)
S = shape factor of the thickest layer of the bearing
To satisfy the 7MPa limit, the minimum bearing area, A req, should satisfy:
Areq > 1130.26*103/7 = 161465.7mm2
Aprovided=270000mm2Hence, Safe!
Thickness of interior elastomeric layer: hri=13mm
Thickness of steel reinforcement: hs=3mm
Thickness of elastomer cover: hrcov=9mm

Number of steel reinforcement layers: N=9

Number of elastomer layers: N=10
For steel-reinforced elastomeric bearings, the following requirements must be
met prior to calculating the shape factor:
All internal layers of elastomer must be the same thickness
The thickness of the cover layers cannot exceed 70% of the internal
layers,(S14.7.6.1 & S14.7.5.1 of AASHTO-LRFD Bridge Design
Specifications)
0.7*13=9.1mm>9mm (hrcov=9mm). HenceSafe!
Material Properties
According to Table 14.7.5.2-1 of AASHTO-LRFD Bridge Design Specifications:
Elastomer Hardness: Shore A=60
Elastomer Shear Modulus: G=1.3MPa
Elastomer creep deflection at 25 years: Cd=0.35
Steel reinforcement yield strength: fy=345MPa
Shape factor for the ith layer of elastomer

For rectangular bearings without holes, the shape factor of the layer may be
taken as:
Si = LW/[2hri(L + W)](S14.7.5.1-1)
Where:
L = length of a rectangular elastomeric bearing (parallel to the
longitudinal bridge axis) (mm)
W = width of the bearing in the transverse direction (mm)
hri = thickness of ith elastomeric layer in elastomeric bearing (mm)
The shape factor for internal layers:
Sint= LW/[2hinternal(L + W)]
Sint= 600*450/[2*13*(600 + 450)]
Sint=9.89
The shape factor for cover layer:
Sint= LW/[2hcover(L + W)]
Sint= 600*450/[2*9*(600 + 450)]
Sint=14.2
5.2.2 Check for Compressive Stress
The compressive stress check limits the compressive stress in the elastomer at
the service limit state as follows:
s7MPa and s1.0*G*S

The shape factor used in the above equation should be for the thickest
elastomer layer.
1.0*G*S=1.0*1.3*9.89
=12.857
s(due to total loads)= 1130.26*103/270000
=4.18MPa<12.857Hence, Safe!
The service average compressive stress due to live load only is given as:
s(due to live loads)= 531.87*103/270000
=2MPa
5.2.3 Check for Compressive Deflection
The compressive deflection due to the total load at the service limit state is
obtained from the following equation:
=i*hri
The instantaneous compressive strain was approximated from Figure
14.7.5.3.3-1 AASHTO-LRFD Bridge Design Specifications.
For 60 durometer reinforced bearings, compressive stress of 6.27MPa, and a
shape factor of 5.55, the compressive strain is computed as:
int=0.05
The instantaneous deflection is then:
inst=2* int* hrcov+8*int*hri=(2*0.05*9)+(8*0.05*13)
inst=6.1mm
(Given in S14.7.5.3.3 of AASHTO-LRFD Bridge Design Specifications.)
The effects of creep should also be considered. Therefore, calculate the creep
deflection value as follows:
creep=Cd* inst=0.35*6.1
creep=2.135mm
The total deflection is then:
total = inst + creep=6.1+2.135
total =8.235mm
As per the S14.7.6.3.3 of AASHTO-LRFD Bridge Design Specifications, the
initial compressive deflection in any layer of a steel-reinforced elastomeric
bearing at the service limit state without dynamic load allowance shall not
exceed 0.07hri.
int(1 layer)= int* hri=0.05*13
int(1 layer)=0.65mm and, 0.07* hri=0.07*13=0.91
0.65mm<0.91mmSafe!
5.2.4 Check Shear Deformation
The shear deformation is checked to ensure that the bearing is capable of
allowing the anticipated horizontal bridge movement. The horizontal

movement for this bridge is based on thermal effects only. However, other
force effects that contribute to the horizontal bridge movement have to be
analyzed. The force effects include braking force, wind loads, earthquake
loads, earth pressure, live load surcharge, and temperature loads.
a) Braking Force:
The braking force per lane is the greater of:
o 5 percent of the axle weights of the design tandem plus lane load.
o 5 percent of the axle weights of the design truck plus lane load.
o 25 percent of the axle weights of the design truck or
tandem S3.6.1.1.1 of AASHTO-LRFD Bridge Design Specifications.
25 percent of the design truck:
=0.25(35KN+145KN+145KN)
=81.25KN
25 percent of the design tandem:
=0.25(110KN+110KN)
=55KN
5 percent of the axle weights of design truck plus lane load:
=0.05(145KN+145KN+35KN+(9.3KN/m*35m))
=32.5KN
Note: The lane load is distributed over the effective length of the girder;
normally this value can be taken as the length of the bridge deck from
joint to joint.
5 percent of the axle weights of design tandem plus lane load:
=0.05(110KN+110KN+(9.3KN/m*35m))
=27.27KN
The braking force is taken as 81.25KN. Additionally, the braking force is
assumed to be distributed equally among all the bearings. (S3.6.4 of
AASHTO-LRFD Bridge Design Specifications)
BRKfrc=81.25/7=11.6KN
b) Wind Load:
The wind load computations are made as per (S3.8.1.2 of AASHTO-LRFD
Bridge Design Specifications).
When calculating the superstructure wind load, the total depth from the
top of the barrier to the bottom of the girder is required. Included in this
depth is any haunch and/or depth due to the bridge deck cross slope.
Once the total depth is known, the wind area can be calculated and the
wind pressure can be applied.

Total depth=hparapet+tslab+thaunch+Dgirder+tslope
=1m+0.2m+0.1+1.6+0
=2.9m
The wind load on the abutment from the superstructure will be from
one-half of one span length or:
Lwind=17.5/2=8.75m
The wind area is:
Awind=Dtot*Lwind
=2.9*8.75=25.37m2
The base wind velocity is:
Vb=160Km/hr (S3.8.1.1 of AASHTO-LRFD Bridge Design
Specifications).
For abutments less than 10m in height, the design wind velocity will be
equal to the base wind velocity; consequently the design wind pressure
will be equal to the base wind pressure.
Also, the total wind loading on girders must be greater than or equal to
4.4 N/mm: (S3.8.1.2.1 of AASHTO-LRFD Bridge Design Specifications).
The base wind pressure is taken as 0.0024MPa, from (Table 3.8.1.2.1-1).
Windtotal = 0.0024MPa*Dtot
=0.0024*2900
=6.96N/mm4.4N/mm..OK
Superstructure wind load

The wind load from the superstructure acting on the abutment depends
on the attack angle of the wind. The attack angle is measured from a line
perpendicular to the girder longitudinal axis.
For a wind attack angle of 0 degrees, the base wind pressure is given
from Table 3.8.1.2.2-1. The longitudinal base pressure is 0 and the
transverse pressure is taken as 0.0024MPa. Superstructure wind loads
acting on the abutment are:
WSsupertrans0 = Awind*0.0024MPa
=25.37*106*0.0024
=60.9KN
WSsuperlong0 = Awind*0.000MPa
=0KN

For a wind attack angle of 60 degrees, the superstructure wind loads

acting on the abutment are:
WSsupertrans60 = Awind*0.0008MPa
=25.37*106*0.0008
=20.29KN
WSsuperlong60 = Awind*0.0009MPa
=22.833KN
Wind load on vehicles
According to (S3.8.1.3 of AASHTO-LRFD Bridge Design Specifications),
Wind pressure on vehicles shall be represented by an interruptible,
moving force of 1.46 N/mm acting normal to, and 1800 mm above, the
roadway and shall be transmitted to the structure.
Note: The normal component of the wind load is maximum for an attack
angle of 00(Table 3.8.1.3-1), hence wind loads are calculated only for the
specified angle.
WLtrans0=Lwind*1.46=8.75*1.46
=12.775KN
WLlong0=Lwind*0
=0KN
Vertical Wind load
According to (S3.8.2 of AASHTO-LRFD Bridge Design Specifications),
the vertical wind load is calculated by multiplying a 0.00096MPa vertical
wind pressure by the out-to-out bridge deck width. Also, the wind attack
angle must be zero degrees for the vertical wind load to apply.
Wvert=0.00096*17200
=16.11N/mm acting vertically upward
The maximum wind load taken is 17.4KN, due to the superstructure

wind load acting at an attack angle of 0 degree.
The maximum superstructure wind load is taken as 60.9KN, when
divided by the number of bearings the load becomes:
Windfrc=8.7KN.
c) Loads due to temperature:

S3.12 of AASHTO-LRFD Bridge Design Specifications gives the
procedures to compute the temperature loads. Two horizontal

temperature loads need to be calculated: load due to temperature rise

and load due to temperature fall. The setting temperature of the bridge
is taken as 200, and the neoprene bearing properties is:
= 11.7 10 6 (mm/mm/oC)
A temperature range of -180C to 50oC is also assumed.
tset = 20 oC assumed steel girder setting temperature
Expansion calculation:
exp = *t*(Lspan)
trise=50-tset=50-20=300c
exp = *trise*( Lspan)=11.7*10-6*30*35000=12.285mm
Contraction calculation:
contr = *t*(Lspan)
tfall = tset (18)=380C

contr =11.7*10-6*38*3500=15.56mm
Once the expansion and contraction is known, the loads due to
temperature can be calculated based on the following equation:
Load due to temperature rise:
12.285
Hurise =G*A* = 1.3* 450*600* =107.867KN per bearing
40
Now, multiply Hurise by seven bearings and divide by the
abutment length to get the total load due to temperature rise:
107867 7
Hurisetot = =43.89N/mm
17200
Load due to temperature fall:
15.56
Hufall =G*A* = 1.3* 450*600* =136.539KN per bearing
40
136539 7
Hufalltot = =55.56N/mm
17200
From all the above load computations, the thermal movement (Hufall) is
taken as the governing movement. Hence, the longitudinal movement
due to contraction, must be accommodated.
The bearing must satisfy:
hrt 2*s
hrt = 2*hrcover + 8*hrinternal
= 2*9+8*13
=122mm

contr =15.56mm
TU = 1.20 For service limit state (Table 3.4.1-1 & S3.4.1)
s = TU*contr
= 1.2*15.56
=18.67mm
hrt 2*s
122mm 37.34mm..Safe against Shear deformation!
5.2.5 Check Rotation or Combined Compression and Rotation
Bearings shall be designed so that uplift doesnt occur under any

combination of loads and corresponding rotations.
Rectangular bearings shall be taken to satisfy uplift requirements if they
satisfy:
L 2 sx
s 0.5 ( )
hri n
s = 4.18MPa
Where,
sx is the rotation about the transverse axis
n is the number of interior layers as per eq14.7.6.3.5d of the AASHTO-LRFD
Bridge Design Specifications. When the thickness of the exterior layer of
elastomer is more than one-half the thickness of an interior layer, the
parameter, n, may be increased by one-half for each such exterior layer. For
this design n=8.
The Moment area method has been used to calculate the maximum rotation
due to service loads. The first step is to determine the M/EI diagram of the
girder at service load level. This has been done using SAP2000 V.11.
Input:
Total distributed loads=15.67+12+2.4+2.52+2.81=35.4KN/m
Point load=7.93KN
Wheel loads=35KN, 145KN, and 145KN
Note: The data above are based on the exterior girder loads. The distributed
loads are due to self weight, slab, haunch, parapet, and future wearing surface,
whereas the point load is due to the diaphragm acting at mid-span. The wheel
loads are due to the controlling design truck, positioned for maximum effects
(shown in Chapter 4: Camber calculations).

Output:
The output of SAP2000 V.11, gives the following bending moment diagram:
Mmax=7939.17/EI
16.76m
Figure 5-1 M/EI diagram for the Exterior Girder
For simplifying purposes, the entire M/EI diagram is assumed as a parabolic

shape with area A and as the centroidal distance along the x direction.
ab
16.76m
A B
tb/a
Figure 5-2 Rotation of the Exterior Girder

/
The rotation ab= ,
16.76
Where tb/a is the moment of the area of the half parabolic curve.
tb/a=A*
Where,
A=area under the curve

2
= ; a is the horizontal distance, i.e. 16.76m
3

b is the vertical distance, i.e. 7939.17/EI
=the horizontal centroidal distance of the curve

3
=
8
7939 .17 10 6
216.7610 3 88706 .9910 9
A= =
3
316.76
= =6.285*103mm
8
557523 .4310 12
tb/a =A* = N.mm3

557523 .43 10 12
/
ab= =
16.76 16.7610 3
33265 .1210 9
ab= N.mm2Substituting the values of E and I (computed in Chapter

1.)
33265 .1210 9
ab=
2.1610 11 27153
ab=0.0056rad=0.320
sx = ab=0.32 degrees.
L 2
sx
0.5 ( )=
h ri n
450 2 0.0056
0.5 1.33 5.55 ( )=1.37MPa
13 8
3.1MPa< s =4.18MPaHence Safe!
5.2.6 Check Bearing Stability

According to S14.7.6.3.6, the total thickness of the pad shall not exceed the
least of L/3 or W/3.
450 600
= =150mm = =200mm
3 3 3 3
The total thickness of the pad based on the preliminary dimensions is:
htotal = 2*hrcover + 8*hrinternal + Nstlayers*hreinf

=(2*9)+(8*13)+(9*3)
=149mm<150mmHence Safe!
According to S14.7.6.3.7, the thickness of the steel reinforcement must be able

to sustain the tensile stresses induced by compression in the bearing.
For service limit state:
3

3 3134.18
= =0.47mm
345
=3mmHence Safe!
For Fatigue limit state:
Where,
is service average compressive stress due to live load (MPa).

=2MPa
is constant amplitude fatigue threshold for Category A as specified in

Article 6.6 (MPa)=165MPa
2 2132
= =0.31mm
165
=3mmHence Safe!
5.2.7 Design for Anchorage

According to S14.7.6.4, the bearing pad must be secured against transverse
horizontal movement if the factored shear force sustained by the deformed
pad at the strength limit state exceeds one-fifth of the minimum vertical force
due to permanent loads, Psd.
The minimum vertical force due to permanent loads, Psd is conservatively
assumed to be half of the maximum dead load shear force.
=625.435/2=312.71KN

The maximum factored shear force sustained by the deformed pad at the
strength limit state is obtained by adding wind on superstructure and wind on
live load. The maximum shear force will occur when wind is taken at 0 degrees.
The shear force due to wind on the superstructure=60.9KN
The shear force due to wind on live loads=12.775KN, computed above for
Shear deformation check!
The above shear forces are factored based on Strength III because, it is the
limit state relating to the bridge exposed to wind velocity exceeding 90 km/h.
Based on Strength III:
WS=1.4
WL=0
WS +WL WL
Vwind=
7
Where,
WS and WL are load factors relating to wind on structure and wind on live loads
respectively.
60.91.4+0
Vwind=
7
Vwind=12.18KN per bearing
As an additional check, the shears are also factored for Strength IV limit state.
WS=0.4
WL=1
60.90.4+112.775
Vwind=
7
The maximum factored shear, i.e. for Strength III limit state, has been taken.

312.71
=
5 5

=62.54KN>12.18KN
Since the maximum shear force at the strength limit state does not exceed one-
fifth of the minimum vertical force due to permanent dead loads, the pad does
not need to be secured against horizontal movement.
5.2.8 Final Bearing Details
Girder Longitudinal Axis

Pad width
90
45.00 Bearing transverse axis
Pad length
60.00
Figure 5-3 Bearing Pad Plan View
9mm thick layer (top and bottom cover)

9-3mm thick reinf. layer
12.20
60.00
13mm thick internal layers
Figure 5-4 Bearing Pad Elevation View

CHAPTER 6
Design of Abutment and
Wingwalls

6.1 Introduction
As a component of a bridge, the abutment provides the vertical support to the
bridge superstructure at the bridge ends, connects the bridge with the
approach roadway, and retains the roadway base materials from the bridge
spans.
Unlike the bridge abutment, the earth-retaining structures are mainly designed
for sustaining lateral earth pressures. In order to begin the design, the
abutment and wingwall properties as well as information about the
superstructure that the abutment supports is required.
Material properties:
Concrete density: 2320Kg/m3(Table 3.5.1-1)
Concrete grade: C-30 concrete, 28-day strength fc=24MPa.
Reinforcement strength: fy=460MPa
Reinforcement cover requirements:
Backwall cover: Coverb=60mm (Table 5.12.3-1)

Stem back cover: Covers=60mm
Footing top cover: Coverft=50mm
Footing bottom cover: Coverfb=75mm
The backwall cover is set at 60mm assuming that the backwall
will be subject to deciding salts. The stem cover is also set by
the same assumption.
The footing top cover is set at 50mm and the footing bottom
cover is set at 75mm because it is cast directly against the
earth.
Preliminary dimensions
Abutment stem height: hstem = 6700mm
Wingwall stem height: hwwstem = 6325mm (S2.3.3.2)

Abutment and wingwall length
Abutment length: Labut = 17200mm (S11.6.1.4)

Wingwall length: Lwing = 6100mm
6.2 Optimum Abutment Type

Concrete cantilever abutments are the typical abutment type used for most
bridge designs and is considered optimal for this abutment design.
Figure 6-1 Abutment type
AASHTO doesnt have standards for abutment backwall, stem dimensions, etc,
Hence, the designer relies on past designs and experience.
Abutment stem height= 6700mm
Design stem height of the wingwall is taken at of the high end of the wing
wall.

Figure 6-2 Wingwall design height location

6700 5200
Amount of wing wall stem slope= =0.246
6100
Wing wall design height=6700-(1525*0.246) =6325mm
Figure 6-3 Preliminary Wingwall Section

Abutment length is taken as the total roadway width=17.2m
Distance from abutment seat to road level:
= (slab+FWS) depth + girder depth + haunch depth + bearing depth + bearing
Plate depth
=20cm+160cm+10cm+12.2cm+5cm=207cm=2070mm
According to S.4.7.4.4 the minimum support length required is given as:
N=(200+0.0017L+0.0067H)(1+0.000125S 2)
Where,
N=minimum support length measured normal to the centerline

of bearing (mm)
L=length of the bridge deck to the adjacent expansion joint, or to
the end of the bridge deck;
H = for abutments, average height of columns supporting the
bridge deck to the next expansion joint (mm)
S = skew of support measured from line normal to span( 0)
L=17.5m, H=6.7m, S=200
N=275.69mm, taken as N=280mm
But the longitudinal dimension of the bearing is 450mm; hence, provide a

seating length of 650mm by providing edge clearance of 100mm on both sides.
6.3 Loads on abutment

Dead Loads
Once the preliminary abutment dimensions are selected, the corresponding

dead loads can be computed. Along with the abutment dead loads, the
superstructure dead loads must be computed. The superstructure dead loads
are obtained from Chapter 4 from the analysis outputs.

380
450
2070
6250
4630
800
3320
Figure 6-4 Preliminary Abutment Section
Exterior girder:
Maximum reactions for DC components= girder + slab + Haunch + diaphragm +
parapet
=274.225 + 239.4 + 3.9675 + 44.1=561.69KN
Maximum reactions for DW components= FWS
=36.4KN
Interior girder:
Maximum reactions for DC components
=274.225 + 252 + 7.935 + 44.1
=578.26KN
Maximum reactions for DW components
=49.175KN

The superstructure dead load reactions will be converted to a load applied per
meter strip of the abutment length. This is done by adding the two exterior
girder reactions with the five interior girder reactions and dividing by the
abutment length.
DCtotal=[(2*561.69)+(5*578.26)]/17.2
DCtotal=233.41KN/m
DWtotal=[(2*36.4)+(5*49.175)]/17.2
DWtotal=18.52KN/m
Backwall dead load:
=[(0.38*0.45)+(2.07-0.45)(0.38+0.23)]*24
=27.8KN/m
Stem dead load:
=(1.26*4.63)*24
=140KN/m
Base slab dead load:
= (0.8*3.332)*24
=63.97KN/m
Earth dead load:
=(1.22*6.7)*17
=138.95KNm
The earth dead load is the vertical load acting on the footing behind the
abutment. The backfill material is loose and compacted gravel with unit weight
of 17KN/m3 (not the lateral load).

Live loads
For the Backwall:
The live loads acting on the backwall include three design truck axle loads
(including impact factor) and lane load applied on all 4 lanes of the approach
slab. This load will be distributed over the abutment length.
LLbw=[(35+145+145)*(1+0.33)+(4*9.3*0.61)]/17.2
LLbw =26.4KN/m
Note: The lane load is longitudinally distributed over the backwall top width of
0.61m.
For the Stem:
The maximum live load effect on the stem has been obtained by modeling a
unit design truck at the far end of the girder and the minimum shear values are
obtained when the truck axle loads are positioned at the maximum moment
position. The analysis has been done using SAP 2000, V.11.
Vvehmax=298.55KN
Vvehmin=-155.74KN
Vlanemax=162.75KN
Vlanemin=-162.75KN
Note: The minimum force values indicate uplift at the stem.
Maximum Unfactored live load for the abutment stem design:
rLLmax=Vvehmax*(1+IM)+Vlanemax
=298.55(1.33)+162.75
=559.1KN (for one lane loaded)
The controlling maximum and minimum live loads are for four lanes loaded.
The loads are multiplied by dynamic load allowance and the multiple presence
factors.

RLLmax=(4*0.65*559.1)/17.2
RLLmax=84.51KN/m
Note: For four lanes loaded the multiple presence factor is 0.65.
Minimum unfactored live load for abutment stem design:
rLLmin=Vvehmin*(1+IM)+Vlanemin
=-155.74(1.33)-162.75
=-369.88KN (for one lane loaded)
RLLmin=(4*0.65*-369.88)/17.2
RLLmin=-55.91KN/m
For the Base slab:
The base slab live loads will be similar to that of the stem, except in this case
the dynamic load allowance will not be included.
Maximum Unfactored live load used for the base slab design:
rLLmax1=Vvehmax+Vlanemax
=298.55+162.75
=461.3KN (for one lane loaded)
RLLmax1=(4*0.65*461.3)/17.2
RLLmax1=69.73KN/m
Minimum Unfactored live load used for the base slab design:
rLLmin1=Vvehmin+Vlanemin
=-155.74-162.75
=-318.49KN (for one lane loaded)
RLLmin1=(4*0.65*-318.49)/17.2
RLLmin1=-48.1KN/m

Other Load effects:
Other load effects that need to be computed include braking force, wind loads,
earthquake loads, earth pressure, live load surcharge, and temperature loads.
Some of these loads have already been calculated in Chapter 5 in the design of
bearings, hence, only the results of the computations will be presented.
Seismic loads are not analyzed because the bridge is located in Seismic Zone I.
a. Braking force
The abutment has expansion bearings which allow longitudinal
movement. Hence, the braking forces will not apply at the abutment.
b. Wind load on superstructure

The wind load from the superstructure has been analyzed from two
wind attack angles, 00 and 600. Since the abutment has expansion
bearings, the longitudinal component of the wind load will not be
resisted. However, the calculations from Chapter 5 are given.
Abutment design wind loads from the

superstructure
Wind attack angle Bridge Transverse axis Bridge Longitudinal axis
Degrees KN KN
0 60.9 0
60 20.29 22.833
Table 6-1 Abutment design wind loads from the superstructure
c. Wind load on the abutment
According to S3.8.1.2.3 of AASHTO-LRFD Bridge Design Specifications,

the wind loads acting on the exposed portion of the abutment front and
end elevations are calculated from a base wind pressure of 0.0019 MPa.
These loads act simultaneously with the superstructure wind loads.
The abutment exposed end elevation wind area is:
Awsubend=6.7*1.260 (Check Figure 6.4)
Awsubend=8.442m2=8442000mm2
As an example, two wind load calculations for the abutment end

elevation are shown below for a wind attack angle of zero and sixty
degrees.

For a wind attack angle of zero degrees, the wind loads acting on the
abutment end elevation are:
WSsubtransend0=8442000*(0.0019 cos0)
=16KN
WSsublongend0=8442000*(0.0019 sin0)
=0KN
For a wind attack angle of 60 degrees, the wind loads acting on the
abutment end elevation are:
WSsubtransend60=8442000*(0.0019 cos60)
=8KN
WSsublongend60=8442000*(0.0019 sin60)
=13.89KN
d. Wind load on vehicles
The wind load applied to vehicles is given as 1.46 KN/mm acting normal
to and 1800mm above the roadway.
Note: The normal component of the wind load is maximum for an
attack angle of 00(Table 3.8.1.3-1), hence wind loads are calculated only
for the specified angle.
For a wind attack angle of 0 degrees, the vehicular wind loads are:
WLtrans0=Lwind*1.46=8.75*1.46
=12.775KN
WLlong0=Lwind*0
=0KN
e. Vertical wind load
The vertical wind load is calculated based on the provisions of S3.8.2 of

AASHTO-LRFD Bridge Design Specifications. It states:
A vertical upward wind force of 0.00096 times the width of the deck,
including parapets and sidewalks, shall be considered to be a
longitudinal line load. This force shall be applied only for limit states that
do not involve wind on live load, and only when the direction of wind is
taken to be perpendicular to the longitudinal axis of the bridge.
Hence, attack angles will not be considered here unlike the cases given
above.

Wvert=0.00096*17200
=16.11N/mm acting vertically upward
f. Earth load
Normally, in the design of any abutment, there are three critical

locations where the force effects of earth loads need to be combined
and analyzed. They are the base or bottom of the backwall, the bottom
of stem or top of footing, and the bottom of footing. Hence, the earthen
loads at the three locations will have to be computed.
The earth loads that need to be investigated include: loads due to basic
lateral earth pressure, loads due to Uniform surcharge, and live load
surcharge loads.
Loads due to basic lateral earth pressure:

1. Bottom of backwall
According to S3.11.5.1, the earth pressure (p) is calculated as:
p=ka*s*z
Where, ka=0.33 (from geotechnical analysis for =300)
s=17KN/m3 (for loose and compacted gravel)
z =2070mm (for the back wall)
p=0.33*17* 2.07=11.612KN/m2
The lateral load acts at a distance of H/3 from the bottom of the
section being investigated and it is calculated as:
hbkwll = 2070mm
REHbw= (1/2)* p*hbkwll(area of the soil distribution diagram)
=0.5*11.612*2.07
= 12.019*KN/m
2. Bottom of abutment stem:

p=ka*s*z
Where, ka=0.33
s=17KN/m3
z=6700mm
p=0.33*17* 6.7=37.587KN/m2
The lateral load acts at a distance of H/3 from the bottom of the

section being investigated and it is calculated as:

REHstem=(1/2)* p*hstem
=0.5*37.587*6.7
=125.91KN/m
2070
REHbw
690mm
Figure 6-5 Backwall Design Earth Pressure
3. Bottom of footing:
p=ka*s*z
Where, ka=0.33
s=17KN/m3 for gravel
z=7500mm height from top of backwall to bottom of
footing
p=0.33*17* 7.5=43.075KN/m2
The lateral load acts at a distance of H/3 from the bottom of
the section being investigated and it is calculated as:
hftg=800mm
REHftg= (1/2)* p*hftg
=0.5*43.075*7.5=161.53KN/m

6700
REHstem
p
800
3320
Figure 6-6 Stem Design Earth Pressure

g. Loads due to live load surcharge:
Loads due to live load surcharge must be applied when a vehicular live
load acts on the backfill surface behind the back face within one-half the
wall height. And it is calculated as:
p=ka*s*heq
1. Bottom of backwall live load surcharge load:

Where, heq =1086mm (linearly interpolated): equivalent height of soil
for vehicular loading STable 3.11.6.4-2 based on 2070mm backwall
height.
p=0.33*17*1.086=6.092KN/m2
The lateral load due to the live load surcharge is:
RLSbw=p*hbkwll(area of rectangular soil pressure distribution)
=6.092* 2.07=12.610KN/m
2. Bottom of abutment stem live load surcharge load:
heq =600mm: equivalent height of soil for vehicular loading STable
3.11.6.4 based on 6700mm stem height (Acc. to T3.11.6.4-2)
p=ka*s*heq
p=0.33*17*0.6=3.366KN/m2

6700
REHftg
800
p
3320
Figure 6-7 Footing Design Earth Pressure

RLSstem=p*hstem
=3.366*6.7=22.552KN/m
3. Bottom of footing live load surcharge load:
Where, heq =600mm equivalent height of soil for vehicular loading.
p=0.33*17*0.6=3.366KN/m2
RLSftg=p*(hstem+ hftg)
=3.366*(6.7+0.8)=25.245KN/m
h. Loads due to temperature:

The loads due to temperature have already been calculated in Chapter 5.
Load due to temperature rise and load due to temperature fall can be
known by calculating the expansion or contraction based on the
neoprene bearing properties.
Load due to temperature rise:

Hurisetot =43.89KN/m for the entire abutment
Hurisetot =6.27KN/m per bearing

Load due to temperature fall:

Hufalltot =55.56KN/m
Hufalltot =8KN/m per bearing
Note: The load due to temperature fall is taken because it is the governing
temperature load.
6.4 Stability check requirements

a. Stability against overturning
Load Name Load magnitude(KN) Moment arm (m) Moment (KN.m)
Earth(lateral) 161.53 2.5 403.825(d)
Surcharge 25.245 3.35 74.52(d)
Earth(gravity) 138.95 5.43 754.498(s)
Stem Weight 140 1.47 205.8(s)
Backwall
27.8 1.795 49.9(s)
Weight
Footing Weight 63.97 1.66 106.19(s)
Live load
69.73 1.165 81.23(s)
reaction
FWS reaction 18.52 1.165 21.57(s)
Superstructure
233.41 1.165 271.92(s)
weight
Temperature
8 5.43 43.44(d)
fall
d- Disturbing moments
s- Stabilizing moments
271.92+21.57+81.23+106.19+49.9+205.8+754.498
FS0= = =2.85>2
403.825+74.52+43.44
The abutment is safe with respect to overturning.

b. Stability against sliding
The base slab of the abutment rests on sandstone with angle of friction
of 300. The factor of safety against sliding is given as:
+ +
FSs= ,

Where:
V= the total vertical load resisting sliding
2
=
3
=angle of internal friction of sandstone=300
Ca=adhesion between rock and base slab=0
B=Bottom width
Pp=Passive earth pressure=0 (Conservatively assumed)
Pa=Lateral sliding loads
V=692.38KN
2
= *30=20
3
Pa=161.53 + 25.245 + 8
Pa =197.775KN
Note: The loads causing sliding are the lateral earth loads,
surcharge loads and the temperature contraction loads,
692.38 20
FSs=
197.775
FSs=1.27<1.5Not Safe!
To satisfy the safety requirements, additional soil on the front face of

the abutment is applied. The soil is loose compacted type with unit
weight of 17KN/m3, =300, and kp=3.
Additional load due to passive pressure:
Pp=1/2*kp**h2
Pp=[0.5*3*17*22]
Pp=102KN

2.7
2m
5:1
2.56m
Figure 6-8 Passive earth pressure on abutment face
692.38 20+102
FSs=
197.775
FSs=1.78>1.5Safe!
c. Stability against bearing capacity
Net moment= 1491.108-521.78=969.323KN.m

V=692.38KN
969.323
=
692.38
= 1.4
= 1.66 1.4 = 0.26
Where, 1.66m is half of the base width.
Pressure at toe:
6
1 = (1 + )

692.38 6 0.26
1 = (1 + )
3.32 3.32
P1=306.54KN/m2
P1=0.3065MPa
Allowable bearing capacity of sandstones is given as 1.5MPa, given in
Page 533, Table 12.6 of V.N.S. Murthy Geotechnical Engineering.
FSbc=1.5/0.3065=4.89>3Hence Safe!

6.5 Internal Stability

6.5.1 Analysis of force effects
There are three critical locations where the force effects need to be combined
and analyzed for an abutment design. They are the base or bottom of the
backwall, the bottom of stem or top of footing, and the bottom of footing. The
transverse horizontal loads (wind load) will not to be considered as they are
minimal. Strength I, Strength III, and Service I limit states have been considered
in this design, the governing values will be considered in design.
Bottom of Abutment Backwall

The input loads for the abutment backwall have already been calculated and
are given below:
DLbkwll=27.8KN/m RLSbkwll=12.61KN/m
RLLbkwll=26.4KN/m REHbkwll=12.019KN/m
Abutment backwall Strength I force effects:

=1 (load modifier)
EH =1.50 Stable 3.4.1-2
LL = 1.75
DC = 1.25
LS = 1.75
The factored vertical force at the base of the backwall is:
Fvbwstrl= DC* DLbkwll+ LL* RLLbkwll
Fvbwstrl=1.25*27.8+1.75*26.4=80.95KN/m
The factored lateral force at the base of the backwall is:
Vubwstrl= EH* REHbkwll+ LS* RLSbkwll
Vubwstrl=1.5*12.019+1.75*12.61=40.1KN/m
The factored moment at the base of the backwall is:
MubwstrI=( LL* RLLbkwll*0.305)+( EH* REHbkwll*0.690)+(LS*
RLSbkwll*1.035)
MubwstrI=( 1.75* 26.4*0.305)+(1.5* 12.019*0.690)+(1.75*
12.61*1.035)
MubwstrI=49.36KNm/m

Note: The moment arm for vertical loads is taken about the center of the
backwall. It has been assumed to be located at (0.23+0.38)/2 =0.305m.
Normally, this value would have to be determined by computing the centroid of
the backwall section; however an approximation can be made if the top corbel
concrete of the backwall is small. Also, the backwall dead load is not included in
the moment calculations; this is because the backwall rests completely on the
stem.
Abutment backwall Strength III force effects:
=1
EH = 1.50
LL = 0
DC = 1.25
LS = 0
Fvbwstr3= DC* DLbkwll+ LL* RLLbkwll
Fvbwstr3=1.25*27.8+0*26.4=34.75KN/m
The factored longitudinal shear force at the base of the backwall is:
Vubwstr3= EH* REHbkwll+ LS* RLSbkwll
Vubwstr3=1.5*12.019+0*12.61=18.028KN/m
Mubwstr3=( LL* RLLbkwll*0.305)+( EH* REHbkwll*0.690)+(LS*
RLSbkwll*1.035)
Mubwstr3=( 0* 26.4*0.305)+( 1.5* 12.019*0.690)+(0*12.61*1.035)+
Mubwstr3=12.43KNm/m
Abutment backwall Service I force effects:
=1
EH = 1.
LL = 1
DC = 1
LS = 1
Fvbwserv= DC* DLbkwll+ LL* RLLbkwll
Fvbwserv=1*27.8+1*26.4=54.2KN/m

Vubwserv= EH* REHbkwll+ LS* RLSbkwll

Vubwserv=1*12.019+1*12.61=24.63KN/m
Mubwserv=( LL* RLLbkwll*0.305)+( EH* REHbkwll*0.690)+ (LS*
RLSbkwll*1.035)
Mubwserv=( 1* 26.4*0.305)+( 1* 12.02*0.690)+( 1* 12.61*1.035)
Mubwserv=29.39KNm/m
The maximum factored backwall vertical force, shear force, and moment for
the strength limit state are:
Fvbwmax = max (FvbwstrI ,FvbwstrIII )
=80.95KN/m
Vubwmax= max (VubwstrI , VubwstrIII )
=40.1KN/m
MubwstrI= max (MubwstrI , MubwstrIII )
=49.36KN.m/m
Bottom of Abutment Stem

The input loads for the abutment stem are similar to the backwall with the
addition of the superstructure dead and live loads.
DLbkwll=27.8KN/m RDWtot=18.52KN/m
RLLmax=82.88KN/m REHstem=125.91KN/m
RDCtot=233.41KN/m RLSstem=22.55KN/m
DLstem=140KN/m Hufalltot=8KN/m
Abutment Stem Strength I force effects:

The following load factors will be used to calculate the controlling force effects
for Strength I:
TU = 0.50
LS = 1.75
EH = 1.50
LL = 1.75
DW = 1.50
DC = 1.25

The factored vertical force at the base of the abutment stem is:
FvstemstrI =(DC*DLbw)+(DC*DLstem)+(DC*RDCtot)+(DW*RDWtot)
+(LL*RLLmax)
=(1.25*27.8)+(1.25*140)+(1.25*233.41)+(1.5*18.52)
+(1.75*82.8)
=674.33KN/m
The factored longitudinal shear force at the base of the stem is:
VustemstrI =(EH*REHstem)+(LS*RLSstem)+(TU*Hufalltot)
= (1.5*125.91)+(1.75*22.55)+(0.5*55.56)
VustemstrI=256.10KN/m
The factored moment about the bridge transverse axis at the base
of the abutment stem is:
MustemstrI= (DC*DLbw*325mm)+(DC*RDCtot*305mm)
+(DW*RDWtot*305mm)+( LL*RLLmax*305mm)
+(EH*REHstem*2233mm)+(LS*RLSstem*3350mm)
+(TU*Hufalltot*4630mm)
=(1.25*27.8*0.325)+(1.25*233.41*0.305)+(1.5*18.52*0.30)+(1.75
*82.88*0.305)+(1.5*125.91*2.233)+(1.75*22.55*3.3)+(0.5*8*4.63
0)
MustemstrI =725.4KN.m/m
Abutment stem strength III force effects:
DC =1.25
DW=1.5
EH=1.5
WS=1.4
TU=0.5
FvstemstrIII = (DC*DLbw) +(DC*DLstem) +(DC*RDCtot) +(DW*RDWtot)
= (1.25*27.8)+(1.25*140)+(1.25*233.41)+(1.5*18.52)
=529.3KN/m
VustemstrIII= (EH*REHstem)+( TU*Hufalltot)
= (1.5*125.91)+(0.5*8)
=192.86KN/m

RLLmax
Rdlbw RDWtot
305 RDCtot
325
HUfalltot
RLSstem
630
Rdlstem 4630
3350
REHstem
2233
Figure 6-9 Forces acting on abutment stem
The factored moment about the bridge transverse axis at the base of the
abutment stem is:
MustemstrIII= (DC*DLbw*325mm)+(DC*RDCtot*305mm)
+(DW*RDWtot*305mm)+(EH*REHstem*2233mm)
+(TU*Hufalltot*4630mm)
MustemstrIII=(1.25*27.8*0.325)+(1.25*233.41*0.305)+(1.5*18.52*
0.305)+ (1.5*125.91*2.233)+ (0.5*8*4.630)
MustemstrIII=549KN/m
Abutment stem Service I force effects:

DC = 1.00
DW = 1.00
LL = 1.00
EH = 1.00
LS = 1.00
WS = 0.30
WL = 1.00
TU = 1.00

FvstemservI = (DC*DLbw) +(DC*DLstem) +(DC*RDCtot)+( DW*RDWtot)
+(LL*RLLmax)
=(1*27.8)+(1*140)+(1*233.41)+(1*18.52)+(1*82.88)
=502.61KN/m
VustemservI= (EH*REHstem)+(LS*RLSstem)+(TU*Hufalltot)
=(1*125.91)+(1*22.55)+(1*8)
=156.46KN/m
The factored moment about the bridge transverse axis at the base of the
abutment stem is:
MustemservI=(DC*DLbw*325mm)+(DC*RDCtot*305mm)
+(DW*RDWtot*305mm)+(LL*RLLmax*305mm)+(EH*REHstem*2233mm)
+(LS*RLSstem*3350mm)+(TU*Hufalltot*4570mm)
MustemservI=(1*27.8*0.325)+(1*233.41*0.305)+(1*18.52*0.305)+
(1*82.88*0.305)+ )+(1*22.55*3.35) (1*125.91*2.233)+ (1*8*4.630)
MustemservI=504.89KN/m
The maximum factored stem vertical force, shear force, and moment for the
strength limit state are:
Fvstemmax = max (FvstemstrI ,FvstemstrIII )
=674.33KN /m
Vustemmax= max (VustemstrI , VustemstrIII )
=256.10KN/m
Mustemmax= max (MustemstrI , MustemstrIII )
=725.4KN/m
Bottom of Abutment Footing
DLbw=27.8KN/m RLLmin1=-48.1KN/m WSsubtransend0=16KN/m
DLstem=140KN/m RLLmax1=69.73KN/m WLtrans0=12.75KN/m

DLftg=63.97KN/m REHftg=161.53KN/m WSsubtransend60=8KN/m
DLearth=138.95KN/m RLSftg= 25.245KN/m WSsublongend60=13.84KN/m

RDCtot=233.41KN/m Hufalltot=8KN/m
RDWtot=18.52KN/m WSsupertrans0=60.9KN/m
Note: The wind load effects have not been considered in the backwall and stem
load analysis. This is because the moment arm of the wind load is relatively
small. However, in the footing load analysis, the wind loads from the
superstructure, the wind loads from vehicles, and the wind load on the
abutment stem will be considered.
Abutment bottom of footing Strength I force effects using the maximum load
factors for strength I:
LS = 1.75
EV = 1.35
EH = 1.50
LL = 1.75
DW = 1.50
DC = 1.25
TU = 0.50
The factored vertical force at the bottom of footing is:
FvftgstrI =(DC*DLbw) +(DC*DLstem)+ (DC*DLftg) +(EV*DLearth)
+(DC*RDCtot)+(DW*RDWtot)+(LL*RLLmax1)
FvftgstrI=(1.25*27.8)+(1.25*140)+(1.25*63.97)+(1.35*138.95)+
(1.25*233.41)+(1.5*18.52)+(1.75*69.73)
FvftgstrI=918.865KN/m
The factored longitudinal horizontal force at the bottom of footing is:
FlonftgstrI =(EH*REHftg)+(LS*RLSftg)+(TU*Hufalltot)
=(1.5*161.53)+(1.75*25.245)+(0.5*8)
=290.47KN/m
The factored transverse horizontal force at the bottom of footing is:
FtraftgstrI= 0*KN/m

Note: Normally, the transverse wind loads should be considered, but the load
factors for wind loads on structures is zero for Strength I limit state as per
STable 3.4.1-2.
The factored moment about the bridge transverse axis at the bottom of
footing is:
MlonftgstrI=(DC *DLbw*-135)+( DC *DLstem*190)+( EV *DLearth*-1050) +
(DC*RDCtot*495)+( DW*RDWtot*495)+ (LL*RLLmax*495)+
(EH*REHftg*2500)+(LS*RLSftg*3750)+ (TU*Hufalltot*5430)
MlonftgstrI=(1.25 *27.8*-0.135)+( 1.25 *140*0.190)+
(1.35 *138.95*-1.050) + (1.25*233.41*0.495)+ (1.5*18.52*0.495)
+(1.75*69.73*0.495)+ (1.5*161.53*2.50)+(1.75*25.245*3.75)+
(0.5*8*5.43)
MlonftgstrI=843.93KNm/m
Note: Anticlockwise moment is taken as negative. The figure below shows the
moment arm of the various loads about the base slab centroid.
The factored moment about the bridge longitudinal axis at the bottom of
footing is:
MtraftgstrImin=0
Abutment bottom of footing Strength I force effects using the minimum load
factors for strength I:
LS = 1.75
EV = 1.00
EH = 0.9
LL = 1.75
DW = 0.65

RLLmax
Rdlbw RDWtot
135 RDCtot WSsupertrans0
495
HUfalltot
RLSftg 1050 190

WSsubtrans0
DLearth Rdlstem
5430
REHftg
3350 3115
820
2500
RDLftg
1660
Figure 6-10 Forces acting on abutment footing

DC = 0.9
TU = 0.50
The factored vertical force at the bottom of the footing is:

FvftgstrImin= (DC*DLbw)+(DC*DLstem)+ (DC*DLftg) +(EV*DLearth)
+(DC*RDCtot)+(DW*RDWtot)+(LL*RLLmin1)
=(0.9*27.8)+(0.9*140)+(0.9*63.97)+(1*138.95)+(0.9*233.41)
+(0.65*18.52)+(1.75*-48.1)
=485.475KN/m
The factored longitudinal horizontal force at the bottom of the footing is:
FlonftstrImin= (EH* REHftg)+(LS* RLSftg)+ (TU* Hufalltot)
=(0.9*161.53) + (1.75*25.245) + (0.5*8)
=193.55KN/m

The factored transverse horizontal force at the bottom of the footing is:
FtraftstrImin=0KN/m
footing is:
MlonftgstrImin=(DC *DLbw*-135)+( DC *DLstem*190)+( EV *DLearth*-1050)
+ (DC*RDCtot*495)+( DW*RDWtot*495)+
(LL*RLLmin1*495)+( EH*REHftg*2500) +(LS*RLSftg*3750) +
(TU*Hufalltot*5430)
MlonftgstrImin=(0.9 *27.8*-0.135)+( 0.9 *140*0.190)+
(1 *138.95*-1.050) + (0.9*233.41*0.495)+
(0.65*18.52*0.495) +(1.75*-48.1*0.495)+
(0.9*161.53*2.50)+(1.75*25.245*3.75)+ (0.5*8*5.43)
MlonftgstrImin=493.77KNm/m
footing is:
MtransstrImin=0KN/m
Abutment bottom of footing Strength III force effects:

EV =1.50
EH =1.50
DW =1.50
DC =1.25
TU =0.50
WS =1.40

FvftgstrIII =(DC*DLbw) +(DC*DLstem)+ (DC*DLftg) +(EV*DLearth)
+(DC*RDCtot)+(DW*RDWtot)
FvftgstrIII=(1.25*27.8)+(1.25*140)+(1.25*63.97)+(1*138.95)+
(1.25*233.41)+(1.5*18.52)
FvftgstrIII=748.205KN/m
The factored longitudinal horizontal force at the bottom of footing is:
FlonftgstrIII =(EH*REHftg)+(TU*Hufalltot)
=(1.5*161.53)+(0.5*8)
=246.3KN/m


0 0
FtraftgstrIII= WS +

60.9 16
=1.4 +
17.2 17.2
=6.26KN/m
Note: The wind loads at an attack angle of 0 0 are taken because they are the
governing wind loads.
footing is:
MlonftgstrIII=(DC *DLbw*-135)+( DC *DLstem*190)+( EV *DLearth*-1050)
+ (DC*RDCtot*495)+( DW*RDWtot*495)
0
+(ws( ) *5430) (EH*REHftg*2500)+ (TU*Hufalltot*5430)

MlonftgstrIII= (1.25 *27.8*-0.135) + ( 1.25 *140*0.19)
+(1.5 *138.95*-1.050) + (1.25*233.41*0.495)
+ (1.5*18.52*0.495)+ (1.4*0*5.43)
+ (1.5*161.53*2.5)+(0.5*8*5.43)
MlonftgstrIII=595.34KN/m
The factored moment about the bridge longitudinal axis at the

bottom of footing is:
0 0
MtraftgstrImin= ws( )5430+ ws( )3115

60.9 16
=1.4*( )* 5.430+1.4*( ) 3.315
17.2 17.2
=31.23KNm/m
Abutment bottom of footing Service I force effects for wind at 0 degrees and
maximum live load:
DC =1.00
DW = 1.00
WS = 0.33
EV = 1.00
EH = 1.00
TU = 1.00
LL = 1.00


FvftgsrvI =(DC*DLbw) +(DC*DLstem)+ (DC*DLftg) +(EV*DLearth)
+(DC*RDCtot)+(DW*RDWtot)+( LL*RLLmax1)
FvftgsrvI=(1.00*27.8)+(1.00*140)+(1.00*63.97)+(1.00*138.95)+(1.00
*233. 41)+(1.00*18.52)+(1.00*69.73)
=692.38KN/m
The factored longitudinal shear force at the bottom of footing is:
FlongftgsrvI =(EH*REHftg) +(LS*RLSftg)

+ ws( ) +(TU*Hufalltot)

0
= (1*161.53)+(1*25.245)+(0.33( ))+(1*8)
17.2
=192.775KN/m
0 WS subtran send 0
FtraftgsrvI= WS ( )+( ) +

0
WL( )

60.9 16 12.75
=0.33 ( )+( ) +1( )
17.2 17.2 17.2
=2.21KN/m
footing is:
MlonftgsrvI=(DC *DLbw*-135)+( DC *DLstem*190)+ ( EV *DLearth
*-1050) + (DC*RDCtot*495)+( DW*RDWtot*495)
0
+(LL*RLLmax1*495) + (ws( )*3115)

+(EH*REHftg*2500)+( LS*RLSftg)3750+(TU* Hufalltot*5430)
MlonftgsrvI=(1*27.8*-0.135)+( 1*140*0.190)+ (1*138.95*-1.050)
+(1*233.41*0.495)+(1*18.52*0.495)+(1*69.73
*0.495)+(0.33*0*3.115)+(1*161.53*2.500)
+(1*25.245*3.750)+ (1*8*5.430)
=578.1KNm/m
footing is:
0 0
MtraftgsrvImin=( ws( )5430)+(ws( )3115)


0
+ws + 9.3)

60.9 16
=(0.33( )5.430)+(0.33( )3.115)
17.2 17.2
12.75
+(0.33 9.3)
17.2
=9.57KN/m
Note: WLtrans0 is the transverse wind load acting at an angle of zero degrees. As
per AASHTO-LRFD Bridge Design Specifications, this load acts 1.8m above the
roadway, hence the moment arm is taken as the total abutment height (7.5m)
+ 1.8m=9.3m. All other loads acting on the abutment footing and their
respective moment arms are shown in figure 6-10.
Limit State Vertical Longit. Trans. Lateral Lateral

force(KN) Moment Moment force trans. force longit.
(KN.m) (KN.m) (KN) (KN.m)
Strength I 918.86 0 843.93 0 290.47
Strength III 748.205 31.23 595.34 6.26 246.3
Service I 692.38 9.57 578.1 2.21 192.775
Strength I 485.475 0 493.77 0 193.55
min
6.5.2 Design of the abutment backwall

Assume bar diameter=16mm
bar area=201.16mm2
According to S5.7.3.3.2, the tensile reinforcements calculated must be enough
to develop a factored flexural resistance at least equal to the lesser of 1.2
times the cracking strength or 1.33 times the factored moment from the
applicable strength load combinations.
The cracking strength is given by:

=

Where,
fr=the rupture modulus of concrete
fr=0.63 for normal density concrete
Ig=the gross moment of inertia of the section under consideration

yt=distance from the neutral axis to the extreme tension fiber.

fr=0.63 24=3.08
Ig=0.5*(300)(6103 )
Ig=3.4*1010mm4 assuming an initial reinforcement spacing of 300mm
Figure 6-11 Abutment backwall cracking moment dimensions

=

3.08 3.4 1010
=
305
=3.433 108 N.mm
=343.3KN.m
1.2*Mcr=1.2*343.3
=412KN.m
The controlling factored backwall moment is:

Mubwmax=49.36KN.m
1.33* Mubwmax=65.56KN.m
Since 1.33* Mubwmax<1.2*Mcr, it will be the controlling moment for minimum

reinforcement requirements.
de=610-60-(16/2)
de=542mm

Where,
de =effective depth of the backwall
(10 6 )
drequired=
0.2952
65.5610 6
=
0.29521000 240.9
=101.39mm
dprovided=542mmhence Safe!
210 6
= 1 1
2
265.5610 6 24
= 1 1
0.91000542 2 24 460
=0.000546
Asrequired= *b*d
Asrequired= 0.000546*1000*542=295.88
16 2
( 4
1000)
Spacing of 16mm diameter rods= =679.53mm
295.88

16 2
( 4
1000)
Asprovided=
200
=1005.31mm2
T=As*fy
=1005.31*460
=462442.43
a=462442.43/0.85*1000*24
a=22.66mmdepth of the neutral axis

c=a/1=22.66/0.85
c=26.65mmdepth of the compression block
For underreinforced design c/de<0.42
c/de=26.65/542=0.05
0.05<0.42Hence, the section is underreinforced.
Control of Cracking
The control of cracking by means of distribution reinforcement must be

checked. For structures exposed to deicing salts, Z=23000KN/m.
dc=60+(diameter/2)
dc=58mmbecause the clear cover cannot be greater than 50mm.
Ac=2*dc*S=2*58*200
=23200mm2

= 1 0.6
( )3
0.6fy=0.6*460
=276MPa
23000
= 1
(58 23200)3
= 208.33
n=Es/Ec=200000/23515
n=8.5
Service backwall moment=29.39KN.m
The next procedure is to calculate stress in steel at service load level:
de=542mm

As=1005.31mm2
=As/b*d
=1005.1/(1000*542)
=0.00185
k= ( n)2 + (2 n n
k= (0.00185 8.5)2 + (2 8.5 0.00185 8.5 0.00185
k=0.162
k*de=0.162*542
=87.804mm
Where, K is the neutral axis of the transformed section
Figure 6-12 Abutment backwall cracking moment dimensions
The transformed steel area:
It=1/3*1000*87.83+8.5*1005.31*454.22
It=1.98*109mm4
fs=(8.5*29.39*106*454.2)/1.98*109

fs=57.3MPa
fsa>fsHence Safe!
6.5.2.1 Design for shear
Vmax=40.1KN/m
As per S5.8.3.3 the nominal shear resistance is the lesser of:
Vn1 = Vc + Vs
or
Vn2 = 0.25*fc*bv*dv
Where,
Vc=0.083** *dv
and
+
Vs=

Where,
bv= effective web width taken as the minimum web width
within the depth dv.
dv=effective shear depth taken as the larger of de-a/2, 0.9de,
0.72h.
Vc=0.083*2* 24 1000*dv
dv=max[542-(22.66/2),0.9*542,0.72*610)
dv=528.6mm
Vc=0.083*2* 24 1000*528.6
Vc=4.29*105N

Vc=429KN/m
Vn2 = 0.25*fc*bv*dv
Vn2=0.25*24*1000*542
Vn2=3,252KN/m
Hence, the nominal shear strength is taken as Vc=429KNm
Factored shear resistance =0.9*429=386.1KN/m
Vmax=40.1KN/m
Vmax<Vc!
Hence, no shear reinforcements are required!
Shrinkage and temperature reinforcements
For members less that 1200mm thick, the area of reinforcements in each
direction shall not be spaced greater than 300mm and satisfy the lesser of:
As0.75*(Ag/fy)
or
Ab=0.0015* Ag
Ag=610*1000=6.1*105mm2
fy=460
0.75*(Ag/fy)=994.56
or
0.0015* Ag=915
As must be greater than 994.56mm2.
The steel area must be distributed equally on both faces of the backwall.
Take As=1000mm2
For a single backwall face:
As=500mm2

12 2
( 1000)
4
Spacing of 12mm diameter rods= =226mm
500
Provide 12mm diameter rods @ 220mm as temperature and shrinkage

reinforcement for both faces of the backwall in both directions.
6.5.3 Design of the abutment stem

Bar area=452.38mm2

=

Where,
fr=0.63 24=3.08
Ig=0.5*(200)(12603 )
Ig=2*1011mm4assuming an initial reinforcement spacing of 200mm

=

3.08 2 1011
=
630
=5.9 108 N.mm
=977.77KN.m
1.2*Mcr=1.2*977.77
=1300.43KN.m
The controlling factored stem moment is:
Mustemmax=725.4KN.m
1.33* Mustemmax=964.78KN.m
Since 1.33* Mustemmax<1.2*Mcr, it will be the controlling moment for minimum

reinforcement requirements. The controlling moment is 964.78KN.m.
de=1260-60-(24/2)

de=1188mm
Where,
( 10 6 )
drequired=
0.2952
964.7810 6
=
0.29521000 240.9
=388.98mm
dprovided=1188mmhence safe!
210 6
= 1 1
2
2964.7810 6 24
= 1 1
0.910001188 2 24 460
=0.00167
Asrequired= *b*d
Asrequired= 0.00167*1000*1188=1993.67mm2
24 2
( 1000)
4
1993.67

24 2
( 4
1000)
Asprovided=
200
=2261.94mm2
T=As*fy
=2261.94*460
=1040495.4

a=1040495.4/0.85*1000*24
a=51mmdepth of the neutral axis
c=a/1=51/0.85
c=60mmdepth of the compression block
c/de=60/1188=0.051
Control of cracking
The spacing provided for the backwall as 200mm was sufficient to control
cracking by a large margin; hence the same assumption has been taken to the
abutment stem and the abutment footing calculations.
6.5.3.1 Design for shear
Vmax=256.10KN/m
Vn1 = Vc + Vs
or
Vn2 = 0.25*fc*bv*dv
Where,
Vc=0.083** *dv
and
+
Vs=

Vc=0.083*2* 24 1000*dv
dv=max[1188-(51/2),0.9*1188,0.72*1260)

dv=1162.5mm
Vc=0.083*2* 24 1000*1162.5
Vc=945.38KN/m
Vn2 = 0.25*fc*bv*dv
Vn2=0.25*24*1000*1162.5
Vn2=6975KN/m
Hence, the nominal shear strength is taken as Vc=945.38KNm
Factored shear resistance =0.9*945.38=850.842KN/m
Vmax=256.10KN/m
Vmax<Vc!

As0.75*(Ag/fy)
or
Ab=0.0015* Ag
Ag=1260*1000=1.26*106mm2
fy=460
0.75*(Ag/fy)=2054.34
or
0.0015* Ag=1890
Take As=2100mm2
For a single backwall face:

As=1050mm2
16 2
( 4
1000)
1050
Provide 16mm diameter rods @ 190mm as temperature and shrinkage

reinforcement for both faces of the stem in both directions.
6.5.3.2 Development length
According to S5.11.1.2.1, the reinforcement shall be extended beyond the

point at which it is no longer required to resist flexure for a distance not less
than:
d=1188mm
15*=15*24=360mm
1/20 of clear span=1/20*6700=335mm
For the abutment, reinforcement is extended 1.2m below stem base into the
base slab.
6.5.4 Design of the Base Slab

The abutment footing is supported on hard strata; hence other foundation
structures have not been used to support the abutment. The base slab is
designed based on the design of a retaining wall base slab. Since no
overturning or sliding occurs, the tensile stresses induced in the concrete will
have to be resisted by means of reinforcements. The base slab consists of two
critical sections, the heel and the toe. The toe slab is subject to tension at the
bottom face and tension in the heel slab occurs at the top face. Hence, flexural
reinforcements are provided in those areas.
Note: The same base slab is extended to support the wingwalls. This is a
conservative method, since the abutment loads exceed that of the wingwalls.

V
1.4
0.26
heel toe
slab slab
1660
Figure 6-13 Location of Vertical Resultant Force
6.5.4.1 Design of toe slab

Before designing the toe slab, the pressure distribution underneath the footing
has to be determined.
Net moment=969.323KN.mComputed in Sliding stability check
V=692.38KN
969.323
= = 1.4
692.38
e=1.66-1.4=0.26m
b/6=3320/2=0.553
Since e<b/6, it can be concluded that no tension will develop near the heel
slab.
Pressure at toe
6
P1= (1 + )

692.38 60.26
P1= (1 + )
3.32 3.32
P1=306.54KN/m2

Pressure at heel
P2=
6
(1 + )

P1=
692.38 60.26
(1 )
3.32 3.32
P1=110.55KN/m2
The slope of the pressure distribution diagram is given as:

306.54110.55
S=
3.32
S=1H:5V
The pressure at the junction of the stem and the heel is:
P3=(1.22*59)+110.5=182.53KN/m2
The pressure at the junction of the stem and the toe is:
P4=(2.48*59)+110.5=254.87KN/m2
The figure below shows the pressure distribution diagram and the dimensions
of the base slab.
1.22 1.26
2.48
B A
110.55
182.53
256.87
306.54
Figure 6-14 Bottom heel and toe pressures

Flexural Design
The two loads acting on the toe slab are the upward pressures calculated
above and the downward weight of the slab.
Downward weight of slab is:
DLtoeslab=0.84*0.8*24=16.12KN/m2
Net pressure at A=306.54-16.12=290.42KN/m2

Net pressure at B=256.87-16.12=240.75KN/m2
Resultant force= Area of the pressure diagram

= 240.75*0.84+1/2(291.42-240.75)*0.842*2/3
=223.1KN
And it acts at:
0.84 2 1 2
(240.75 2
)+(2 290.42240.75 0.842 3
)
= = 0.433 from point B.
223.1
The bending moment at B:
MB=0.433*223.1=96.6KN.m
( 10 6 )
drequired=
0.2952
= 96.610 6
0.29521000240.9
=123mm
dprovided=800-75-16/2=717mmhence safe!
210 6
= 1 1
2
296.610 6 24
= 1 1
0.91000717 2 24 460
=0.000455
Asrequired= *b*d
Asrequired= 0.00167*1000*717=326.235mm2

16 2
( 1000)
4
326.235
But this spacing will not be safe against provisions of cracking hence,
Provide 16mm diameter rods at 200mm c/c at the bottom face of the toe
slab.
16 2
( 4
1000)
Asprovided=
200
=1005.31mm2
Check for under-reinforced design
T=As*fy
T=1005.31*460=462.44KN
462442
a= = 22.66
0.85100024
22.66
c= =
0.85
c=26.65mm
c/de=26.65/717=0.04
0.04<0.42Hence the section is under-reinforced.
Provision of distribution reinforcement
Shrinkage and temperature reinforcement
According to S5.10.8, for components less than 1.2m thick the area of
reinforcement in each direction is given by:
0.11

0.11 840 800

460
160.69
As=180mm2

10 2
( 1000)
4
180
But the provision states:
For solid structural walls and footings, bar spacing shall not exceed 300mm in
each direction on all faces.
Hence,
Provide 10mm diameter rods @ 300mm C/C in each direction of both faces as
temperature and shrinkage reinforcements.
The reinforcement provided should be properly anchored at each end to

prevent bond failure.

than:
d=717mm
15*=15*16=240mm
1/20 of clear span=1/20*840=42mm
For the heel slab, reinforcement is extended 720mm beyond the face of the
abutment stem.
6.5.4.3 Design of heel slab

Pressure at heel
6
P2= (1 + )

692.38 60.26
P1= (1 )
3.32 3.32
P1=110.55KN/m2
The pressure at the junction of the stem and the heel is:

P3=(1.22*59)+110.5=182.53KN/m2
1.22 1.26
C D B A
52.99
20.99
Figure 6-15 Bottom heel and toe pressures
Flexural Design
The loads acting on the heel slab are the upward pressure, the downward
earth load, and the downward weight of the slab.
Downward weight of slab is:

DLheelslab=0.84*1.22*24=24.59KN/m
Downward weight of earth is:

DLheelearth=138.95KN (from the stability analysis table)
Net pressure at C=138.95+24.59-110.55=52.99KN/m2 (downwards)

Net pressure at D=182.53-24.59+138.95=20.99KN/m2 (upwards)
This indicates that the bending of the heel slab is opposite to that of the toe
slab, because the slab deflects downward due to the vertical earth loads.
Hence, reinforcements are provided at the top to resist the tensile stresses.
The stress is becomes 0 at X=0.898m from the heel end.
Resultant force= Area of the pressure diagram
= 0.5*52.99*0.8982*2/3+0.5*20.99*0.3212*(2/3)
=14.96KN

And it acts at:

1 2 1 2
(( 20.99 0.3212 ))+( 52.99 0.898 2 )
2 3 2 3
= = 0.9 from point C.
14.96
The bending moment at C:
MB=14.96*0.9=13.464KN.m
Since the moment here is far less than that of the toe slab, the depth provided
for the toe slab will also be adequate here.
dprovided=840-50-(12/2)
=784mm
Top cover is 50mm and the reinforcement diameter used is 12mm.
210 6
= 1 1
2
213.46410 6 24
= 1 1
0.91000784 2 24 460
=0.000528
Asrequired= *b*d
Asrequired= 0.000528*1000*784=414.48mm2
12 2
( 1000)
4
414.48
But this spacing will not be safe against provisions of cracking hence,

12 2
( 1000)
4
Asprovided=
200
=565.48mm2
Check for under-reinforced design
T=As*fy

T=565.48*460=260.12KN
260123
a= = 12.75
0.85100024
12.75
c= =
0.85
c=15mm
c/de=15/784=0.02
0.02<0.42Hence the section is under-reinforced.
Shrinkage and temperature reinforcement
According to S5.10.8, for components less than 1.2m thick the area of
reinforcement in each direction is given by:
0.11

0.11 1200 800

460
229.56
As=250mm2
10 2
( 1000)
4
250
But the provision states:
For solid structural walls and footings, bar spacing shall not exceed 300mm in
each direction on all faces.
Hence,
Provide 10mm diameter rods @ 300mm C/C in each direction of both faces as
temperature and shrinkage reinforcements.
The reinforcement provided should be properly anchored at each end to

prevent bond failure.


than:
d=784mm
15*=15*12=180mm
1/20 of clear span=1/20*1220=61mm
For the heel slab, reinforcement is extended 784mm beyond the face of the
abutment stem.

6.6 Design of Wingwalls
As already indicated the bridge contains wingwalls that are splayed at 45

degrees from the face of the abutment stem. A reinforced concrete cantilever
wingwall was chosen for this design.
Figure 6-16 Reinforced concrete cantilever Wingwall
6.6.1 Wingwall loading
Dead load effects
Once the preliminary wingwall dimensions are selected, the corresponding

dead loads can be computed. The design height of the wingwall has been taken
as 6325mm, refer to the beginning of this chapter.
Wingwall stem
DLwwstem=[(6.325*0.46)+(0.5*0.6325*0.527)]*24
=109.8KN/m
Live load effects
Since the wingwall does not support a parapet, the only live load effects are
from live load surcharge and they are computed below.

Other load effects
Other load effects that need to be computed include: wind loads. earthquake
loads, earth pressure, live load surcharge, and temperature loads.
Wind load on wingwall:
The wind load on the wingwall produces restoring moment; hence it will be
conservatively ignored.
Earthquake load:
The bridge is located in a Seismic zone I, hence no seismic analysis is required.
Earth load:
The earth loads that need to be investigated for this design include: loads due
to basic lateral earth pressure, loads due to uniform surcharge, and live load
surcharge loads.
a. Loads due to basic lateral earth pressure

According to S3.11.5.1, the earth pressure (p) is calculated as:
p=ka*s*z
s=17KN/m3 (for loose and compacted gravel)
Unlike the abutment, the wingwall earth loads are inclined. Hence,
resultant of the soil distribution diagram will be inclined.
12.610
6700
6325
1675
Figure 6-17 Wingwall Backfill Inclination
2 2
=
+ 2 2

For i=12.610 and =300, Ka=0.36
Note: 1675mm is the design section of the wingwall from the abutment
face.
From the above image the backfill resting on the wingwall makes an
angle of 12.610.
z=6700mm
p=6.7*0.36*17
p=37.58KN/m2
`Figure 6-18 Wingwall lateral earth pressure distribution
REHstem=0.5*37.585*6.7
=125.91KN
Since the backfill is sloped the lateral force must be broken into
horizontal and vertical components.
REHstemhoriz=REHstem*cos 12.61
=125.91*0.975

=122.768KN
REHstemvert=REHstem*sin 12.61
=125.91*0.218
=27.48KN
b. Loads due to live load surcharge

The horizontal pressure increase due to live load surcharge is estimated
based on the following equation.
p=k*s*heq
Bottom of wingwall surcharge load:

heq=600mm (as per STable 3.11.6.4-1)
p=0.36*17*0.6
p=3.366MPa
The lateral load due to surcharge load is:
RLSstem=p*6700
RLSstem=22.55KN/m
Horizontal and vertical components:
RLSstemhoriz=22.55*cos12.61
=22KN/m
RLSstemvert=22.55*sin12.61
RLSstemvert=4.922KN/m
6.6.2 Combination of force effects
Bottom of wingwall stem:
The force effects for the wingwall are computed using Strength I and Service I
limit states.
Wingwall stem Strength I force effects:
The factored vertical force at the base of the wingwall is:
FvstmstrI=DC*DLwwstem

=1.25*109.8
=137.25KN/m
The factored lateral force at the base of the wingwall is:
VvstmstrI= EH*REHhoriz+ LS*RLShoriz
=1.5*122.768+1.75*22
=222.652KN/m
The factored moment about the bridge transverse axis is:
MustemstrI= (EH*REHstemhoriz*2233.33mm) +
(LS*RLSstemhoriz*3350mm)
MustemstrI=1.5*122.768*2.233+1.75*22*3.35
=540.18KN.m/m
Note: The moment arms for the stem horizontal force and the stem surcharge
force is taken as 6700/3 and 6700/2 respectively.
Wingwall stem Service I force effects:
The factored vertical force at the base of the wingwall stem is:
Fvstmserv=DC*DLwwstem
=1*109.8=109.8KN/m
The factored lateral force at the base of the wingwall is:
Vvstmserv= EH*REHhoriz+ LS*RLShoriz
=1*122.768+1*22
=144.768KN/m
The factored moment about the bridge transverse axis is:
MustemstrI= (EH*REHstemhoriz*2233.33mm) +
(LS*RLSstemhoriz*3350mm)

MustemstrI=1*122.768*2.233+1*22*3.35 =347.84KN.m/m
The maximum factored wingwall stem vertical force, shear force, and moment
for the strength limit state are:
Fvstmmax=137.25KN/m
Vvstmmax=222.65KN/m
Muztmmax=540.58KN.m/m
6.6.3 Flexural Design

bar area=201.06mm2

=

Where,
fr=0.63 24=3.08
Ig=0.5*(200)(9873 )
Ig=9.16*1010mm4assuming an initial reinforcement spacing of 200mm

=

3.08 9.16 1010
=
493.5
=5.71 108 N.mm
=571.68KN.m
1.2*Mcr=1.2*571.68
=686KN.m
The controlling factored stem moment is:

Mustemmax=540.58KN.m

1.33* Mustemmax=718.97KN.m
Since 1.33* Mustemmax<1.2*Mcr, it wont be the controlling moment for

minimum reinforcement requirements. The controlling moment is 686KN.m.
de=987-60-(16/2)
de=919mm
Where,
( 10 6 )
drequired=
0.2952
= 68610 6
0.29521000240.9
=328mm
dprovided=919mmhence safe!
210 6
= 1 1
2
268610 6 24
= 1 1
0.910009192 24 460
=0.002
Asrequired= *b*d
Asrequired= 0.002*1000*919=1838mm2
16 2
( 1000)
4
1838

16 2
( 4
1000)
Asprovided=
110
=1827.83mm2

T=As*fy
=1827.83*460
=840801.8
a=840801.8/0.85*1000*24
a=41.21mmdepth of the neutral axis
c=a/1=41.21/0.85
c=48.48mmdepth of the compression block
c/de=48.48/919=0.052
6.6.4 Design for shear
Vmax=222.65KN/m
Vn1 = Vc + Vs
or
Vn2 = 0.25*fc*bv*dv
Where,
Vc=0.083** *dv
and
+
Vs=

Vc=0.083*2* 24 1000*dv
dv=max[919-(48.48/2),0.9*919,0.72*987)

dv=894.76mm
Vc=0.083*2* 24 1000*894.76
Vc=727.64KN/m
Vn2 = 0.25*fc*bv*dv
Vn2=0.25*24*1000*894.76
Vn2=5368.56KN/m
Hence, the nominal shear strength is taken as Vc=727.64KNm
Factored shear resistance =0.9*727.64=654.87KN/m
Vmax=222.65KN/m
Vmax<Vc!
As0.75*(Ag/fy)
or
Ab=0.0015* Ag
Ag=987*1000=9.87*105mm2
fy=460
0.75*(Ag/fy)=1609.23
or
0.0015* Ag=1480.5
Take As=1650mm2

For a single wingwall face:
As=825mm2
16 2
( 1000)
4
825
Provide 16mm diameter rods @ 245mm as temperature and

shrinkage reinforcement for both faces of the wingwall stem in
both directions.
6.6.5 Development length

than:
d=919mm
15*=15*16=240mm
1/20 of clear span=1/20*6325=316.25mm
For the wingwall, reinforcement is extended 920mm below stem base into the
base slab.
Additional reinforcement requirements
As the wingwall and abutment are not monolithic in this bridge design, shear
connectors need to be provided at the interface of the abutment and wingwall.
There are no provisions in AASHTO-LRFD Bridge Design Specifications with
regard to these reinforcements. Hence, the connectors are designed based on
past designs and experience.
Provide 2 layers of 12mm diameter rods (L=1m) at 500mm C/C at the

wingwall and abutment interface.

6.6.6 Reinforcement details
16mm @ 200mm C/C
12mm @ 220mm C/C
Figure 6-19 Backwall reinforcement details
24mm @ 220mm C/C
16mm @ 190mm C/C
12mm @ 200mm C/C
10mm @ 300mm C/C

16mm @ 200mm C/C
Figure 6-20 Stem and base slab reinforcement details

460
1
16mm @ 245mm C/C
12
16mm @ 110mm C/C
12mm @ 200mm C/C
987
800
10mm @ 300mm C/C

16mm @ 200mm C/C
Figure 6-21 Wingwall reinforcement details
45
12mm @ 500mm C/C
m
0m
50
500mm
Figure 6-22 Shear connector between abutment and wingwall

Appendix A:
Design tabulation

Negative Moment
S(mm) Positive Distance from CL of girder to Design Section for Negative Moment
Moment 0.0mm 75mm 150mm 225mm 300mm 450mm 600mm
1300 21130 11720 10270 8940 7950 7150 6060 5470
1400 21010 14140 12210 10340 8940 7670 5960 5120
1500 21050 16320 14030 11720 9980 8240 5820 5250
1600 21190 18400 15780 13460 11030 8970 5910 4290
1700 21440 20140 17290 14450 12010 9710 6060 4510
1800 21790 21690 18660 1563 12930 10440 6270 4790
1900 22240 23050 19880 16710 13780 11130 6650 5130
2000 22780 24260 20960 17670 14550 11770 7030 5570
2100 23380 26780 13190 19580 16060 12870 7410 6080
2200 24040 27670 14020 20370 16740 13490 7360 6730
2300 24750 28450 24760 21070 17380 14570 9080 8050
2400 25500 29140 25420 21700 17980 15410 10870 9340
2500 26310 29720 25990 22250 18510 16050 12400 10630
2600 27220 30220 26470 22730 18980 16480 13660 11880
2700 28120 30680 26920 23170 19420 16760 14710 13110
2800 29020 31050 27300 23550 19990 17410 15540 14310
2900 29910 32490 28720 24940 21260 18410 46800 15480
3000 30800 34630 30790 26960 23120 19460 18030 16620
3100 31660 36630 32770 28890 23970 21150 19230 17780
3200 32500 38570 34670 30770 26880 22980 20380 18910
3300 33360 40440 36520 32600 28680 24770 21500 20010
3400 34210 42250 38340 34430 30520 26610 22600 21090
3500 35050 43970 40030 36090 32150 28120 23670 22130
3600 35870 45650 41700 37760 33810 29870 24700 23150
3700 36670 47250 43310 39370 35430 31490 25790 24140
3800 37450 48820 44880 40940 37010 33070 27080 25100
3900 38230 50320 46390 42460 38540 34600 28330 25550
4000 38970 51790 47870 43950 40030 36110 29570 26410
4100 39710 53190 49280 45370 41470 37570 30770 27850
4200 40420 54560 50670 46770 42880 38990 31960 28730
4300 41120 55880 52000 48130 44250 40380 33130 29570
4400 41800 57150 53290 49440 45580 41720 34250 30400
4500 42460 58420 54580 50740 46900 43060 35380 31290
4600 43110 59620 55800 51980 48160 44340 36700 32360
Table A4-1 Maximum Live Load Moments Per Unit Width, N-mm.
S=Center to center girder spacing

Appendix B:
QConBridge Input and Output

QConBridge Input
Washington State Department of Transportation
Bridge and Structures Office
QConBridge Version 1.3
SI system of units
Span Continuity
Simply supported spans
Boundary Conditions
Left Support: - Roller
Interior Support: - Pinned
Right Support: - Roller
Span data
Number of spans=2
Span 1
Length=35m
Girder Spacing=2500mm
Number of Girders=7
Number of lanes=5
Supporting Components
Precast Concrete I or Bulb-Tee sections.
Deck Type
CIP/Precast Concrete Slab
Concrete Slab Description
Slab depth=200mm
Overhang depth=250mm
Pad depth=100mm
Sacrificial depth=50mm

de= 600mm
Section Properties
Standard Shape-AASHTO-PCI Type V Girder
Density=2400Kg/m3 fc=32
Skew Corrections
Correct only shear for skew effects.
Skew angle=200
QConBridge Output
The analysis has been performed for a single girder.
Section Properties
Ax=653.156*103mm2 Iz=216.793*109mm4
CG=811.75mm EB=24.789*109Pa
EG=28.599*109Pa (For Composite Properties).
n=1.157
Distribution Factors
eg=963.249mm
Kg=950.115*109mm4
Strength/Service Limit State (Exterior Girder)
Moment
1 Loaded lane=0.768
2 Loaded lanes=0.739
Shear
1 Loaded lane=0.79
2 Loaded lanes=0.73
Fatigue Limit State (Exterior Gider)
Moment
gmoment=0.64

gshear=0.66
1. Exterior Girder
Girder Weight Analysis Results
DC Dead Load
Span Point Shear(KN) Moment(KN-m)
1 0 274.225e+00 0.000e+00
1 1 219.380e+00 863.808e+00
1 2 164.535e+00 1.535e+03
1 3 109.690e+00 2.015e+03
1 4 54.845e+00 2.303e+03
1 5 0.000e+00 2.399e+03
1 6 -54.845e+00 2.303e+03
1 7 -109.690e+00 2.015e+03
1 8 -164.535e+00 1.535e+03
1 9 -219.380e+00 863.808e+00
1 10 -274.225e+00 0.000e+00
Slab and Haunch Weight Analysis Results
DC Dead Load
1 0 239.400e+00 0.000e+00
1 1 191.520e+00 754.110e+00
1 2 143.640e+00 1.340e+03
1 3 95.760e+00 1.759e+03
1 4 47.880e+00 2.010e+03
1 5 0.000e+00 2.094e+03
1 6 -47.880e+00 2.010e+03
1 7 -95.760e+00 1.759e+03
1 8 -143.640e+00 1.340e+03
1 9 -191.520e+00 754.110e+00
1 10 -239.400e+00 0.000e+00
Exterior Diaphragm Weight Analysis Results
DC Dead Load
1 0 3.967e+03 0.000e+00
1 1 3.967e+03 13.886e+03
1 2 3.967e+03 27.772e+03
1 3 3.967e+03 41.658e+03
1 4 3.967e+03 55.545e+03
1 5 -3.967e+03 69.431e+03
1 6 -3.967e+03 55.545e+03
1 7 -3.967e+03 41.658e+03
1 8 -3.967e+03 27.772e+03
1 9 -3.967e+03 13.886e+03
1 10 -3.967e+03 0.000e+00

Parapet Weight Analysis Results
DC Dead Load
1 0 44.100e+00 0.000e+00
1 1 35.280e+00 138.915e+00
1 2 26.460e+00 246.960e+00
1 3 17.640e+00 324.135e+00
1 4 8.820e+00 370.440e+00
1 5 0.000e+00 385.875e+00
1 6 -8.820e+00 370.440e+00
1 7 -17.640e+00 324.135e+00
1 8 -26.460e+00 246.960e+00
1 9 -35.280e+00 138.915e+00
1 10 -44.100e+00 0.000e+00
FWS Weight Analysis Results
DW Dead Load
1 0 36.400e+00 0.000e+00
1 1 29.120e+00 114.660e+00
1 2 21.840e+00 203.840e+00
1 3 14.560e+00 267.540e+00
1 4 7.280e+00 305.760e+00
1 5 0.000e+00 318.500e+00
1 6 -7.280e+00 305.760e+00
1 7 -14.560e+00 267.540e+00
1 8 -21.840e+00 203.840e+00
1 9 -29.120e+00 114.660e+00
1 10 -36.400e+00 0.000e+00
Design Truck + Lane Loading Analysis Results
Span Point Max Shear(KN) Max Moment(KN-m)
1 0 559.869 0.000 e+00

1 1 485.721 1.571 e+03
1 2 414.829 3.086 e+03
1 3 347.191 4.004 e+03
1 4 282.809 4.546 e+03
1 5 221.681 4.691 e+03
1 6 163.809 4.546 e+03
1 7 109.191 4.004 e+03
1 8 59.957 3.086 e+03
1 9 20.912 1.751 e+03
1 10 0.000 0.000 e+03

Design Tandem + Lane Loading Analysis Results
Span Point Max Shear(KN) Max Moment(KN-m)
1 0 450.334 0.000 e+00

1 1 390.151 1.416 e+03
1 2 333.224 2.514 e+03
1 3 279.551 3.294 e+03
1 4 229.134 3.754 e+03
1 5 181.971 3.896 e+03
1 6 138.064 3.754 e+03
1 7 97.411 3.294 e+03
1 8 60.014 2.514 e+03
1 9 25.871 1.416 e+03
1 10 0.000 0.000 e+03

Appendix C:
Detail drawings

a) Slab and Overhang details
b) Parapet details

c) Girder Section at Support
d) Girder Section at Mid-span

e) Girder Elevation showing Strand Layout
f) Girder Elevation showing Reinforcement Layout
8mm Stirrups @ 80mm C/C 8mm Stirrups @ 140mm C/C 8mm Stirrups @ 80mm C/C
10m 15m 10m
610mm L=10900 610mm L=10900

610mm L=12000
1.1m
1.1m
3424mm L=12000 3424mm L=11000 3424mm L=11000

g) Bearing details
Girder Longitudinal Axis

Pad width
90
45.00 Bearing transverse axis
Pad length
60.00
Bearing Pad Plan View
9mm thick layer (top and bottom cover)

9-3mm thick reinf. layer
12.20
60.00
13mm thick internal layers
Bearing Pad Elevation View

h) Abutment details
380
450
16mm @ 200mm C/C
12mm @ 220mm C/C
610
24mm @ 220mm C/C
16mm @ 190mm C/C
1260
12mm @ 200mm C/C 840
10mm @ 300mm C/C

16mm @ 200mm C/C
I) Wingwall details
460
1
16mm @ 245mm C/C
12
16mm @ 110mm C/C
12mm @ 200mm C/C
987
800
10mm @ 300mm C/C

16mm @ 200mm C/C

Appendix D:
Bill of Quantities

Quantity Take-off
RC Bridge with Prestressed Girders

DESCRIPTION
A.SUB-STRUCTURE
1.Excavation & earthwork
1.1. SITE CLEARING
For Abutment Base Slab
2 17.20
3.92
134.84m2
134.84m2
For Wingwall Base Slab
4 6.4
3.92
0.2
20m3
1.2 Excavation for Abutment
Base Slab for depth 0.9m
2 17.2
3.92
0.9
121.36m3
1.3 Excavation for Wingwall
Base Slab for depth 0.9m
4 6.4
3.92
0.9
90.31m3
Total=258.63m3
1.4 Backfill around footing
pad
For Abutment Base Slab
4 17.2
0.3
0.05
1.032m3
1.5 Backfill around footing

pad
For Wingwall Base Slab
8 6.4
0.3
0.05
0.768m3
4 3.32
0.3
0.05
0.1992m3
Total=0.9672m3
1.6 Backfill around
Abutment
4 17.2 base slab
0.3
0.9
18.576m3
1.7 Backfill around wingwall
base slab
8 6.4
0.3
0.9
13.824m3
4 3.32
0.3
0.9
3.5856m3
Total=17.41m3
1.8 Loose Compacted soil
infront of
Abutment stem
1 1.2
0.84
17.2
17.33m3
1 1
2
17.2
34.4m3

1 0.5
0.727
2
17.2
12.5m3
Total=64.23m3
Total= 102.21m3
1.9 Cart away=Excavation-
Backfill
258.63-102.21
Total=156.42m3
DESCRIPTION
A.SUB-STRUCTURE
2.Concrete Work
2.1 Lean Concrete beneath
Abutment Base slab
2 17.2
3.32
114.2
2.2 Lean Concrete beneath
Wingwall Base slab
4 6.1
3.32
81
Total=195.2m2
2.3 Abutment Base slab
2 17.2
3.32
0.8
91.36
2.4 Wingwall Base slab
4 6.1
3.32
0.8
64.8
2.5 Wingwall Stem
based on design height
4 6.325
6.1

0.46
70.99
4 0.5
6.325
6.1
0.527
40.665
Total=111.65
2.6 Abutment Stem
2 17.2
4.63
1.26
200.68
2.7 Abutment Backwall
2 17.2
1.62
0.23
12.81
2 17.2
2.07
0.38
27.06
Total=39.86
Total=518.11m3
B.SUPER-STRUCTURE
3.Concrete Work
3.1 Girders (C-40 concrete)
7 35.315
A=0.653
161.42
3.2 Deck Slab (C-30
Concrete)
1 35.32
15
0.2
105.96
3.3 Overhang slab
2 35.32
1.1

0.25
19.426
3.4 Parapet
2 35.32
A=0.37
26.13
3.5 Haunch
7 35.32
0.1
1
24.724
Total=337.66m3
A.SUB-STRUCTURE
4.Formwork
4.1 Abutment Base Slab
4 17.2
0.8
55.04
4 3.32
0.8
10.624
4.2 Wingwall Base Slab
8 6.1
0.8
39.04
4 3.32
0.8
10.624
4.3 Abutment Stem
4 17.2
4.63
318.54
4 4.63
3.32
61.48
4.4 Wingwall Stem
4 6.325
0.46
11.638

4 0.5
6.325
0.527
6.666
4 6.325
6.1
154.33
4 6.346
6.1
154.864
4.5 Abutment backwall
2 2.07
17.2
71.2
2 1.62
17.2
55.728
2 0.23
17.2
7.912
B.SUPER-STRUCTURE
5.Formwork
5.1 Deck Slab
6 1.5
35.32
317.88
5.2 Overhang Slab
2 0.6
35.32
42.384
5.3 Overhang side forms
2 0.25
35.32
17.66
5.4 Parapet
2 1
35.32
70.64
2 0.754

35.32
53.26
2 0.216
35.32
15.25
2 0.07
35.32
4.94
5.5 Parapet end-forms
4 A=0.37
1.48
Total=1481.18m2
A.SUB-STRUCTURE
6. Reinforcement
6.1 Abutment Base
Slab
No of
Diameter Length bars No of members Total Conversion
Length factor
12mm 2.12 87 2 368.88 0.89
10mm 3.73 72 2 537.12 0.61
16mm 3.12 87 2 542.88 1.58
Diameter Total
Weight
12mm 328.3
10mm 327.64
16mm 857.88
Total=1513.82Kg
6.2 Wingwall Base
Slab
No of
Length factor
12mm 2.12 32 4 271.36 0.89
10mm 7 12 4 336 0.61
16mm 3.12 32 4 399.36 1.58
Diameter Total
Weight
12mm 241.51
10mm 204.96
16mm 630.98
Total=1174.47Kg

6.3 Wingwall Stem

No of
Length factor
16mm 6.645 112 4 2976.96 1.58
16mm 5.5 54 4 1188 1.58
Diameter Total
Weight
16mm 4703.59
16mm 1877.04
Total=6580.63Kg
6.4 Abutment Stem
No of
Length factor
16mm 3.73 150 2 1119 1.58
24mm 5.83 158 2 1842.28 3.55
Diameter Total
Weight
16mm 1768.02
24mm 6540.1
Total=8308.11Kg
6.5 Abutment Backwall
No of
Length factor
12mm 3.73 66 2 492.36 0.89
16mm 1.62 174 2 563.76 1.58
16mm 2.07 174 2 720.36 1.58
Diameter Total
Weight
12mm 438.2
16mm 890.74
16mm 1123.76
Total=2452.7Kg
6.6 Girder
No of
Length factor
8mm 3.87 360 7 9752.4 0.39
10mm 10.57 18 7 1331.82 0.617
10mm 11.66 18 7 1463.16 0.617
24mm 12 34 7 2856 3.56

24mm 22 68 7 10472 3.56

Diameter Total
Weight
8mm 3803.436
10mm 821.73
10mm 902.76
24mm 10167.36
24mm 37280.32
Total=52975.6Kg
6.7 Parapet
No of
Length factor
20mm 11 30 2 660 2.46
8mm 2.12 236 2 1000.64 0.39
10mm 1.623 236 2 766 0.61
Diameter Total
Weight
20mm 1623.6
8mm 390.24
10mm 467.26
Total=2481.1 Kg
6.8 Overhang Slab
No of
Length factor
10mm 11 4 2 88 0.61
16mm 11 8 2 176 1.58
16mm 1.1 589 2 1295.8 1.58
16mm 1.1 236 2 519.2 1.58
Diameter Total
Weight
10mm 53.68
16mm 278
16mm 2047.364
16mm 820.336
Total=3200 Kg
6.9 Deck slab
No of
Length factor
10mm 11 34 1 374 0.61
16mm 11 393 1 4323 1.58
16mm 2.5 354 1 885 1.58
16mm 1.8 101 1 181.8 1.58

Diameter Total
Weight
10mm 228.14
16mm 6830.34
16mm 1398.3
16mm 287.24
Total=8744Kg
Total Reinforcement=87430.43Kg
BILL OF QUANTITIES
Description Quantity Unit Price Total Price
Site Clearing 134.84 7 943.88
Total Excavation 258.63 45 11638.35
Total Backfill 102.21 40 4088.4
Cart away 156.42 50 7821
Lean concrete 195.2 85 16592
Bearings 14 7000 98000
Sub-structure concrete 518.11 2600 1347086
Super-structure concrete 337.66 3200 1080512
Total formwork 1481.18 100 148118
Total Reinforcement 87430.43 20 1748608.6
Sub-total 4715408.23
VAT (10%) 707311.2345
Contingency (15%) 471540.823
Total 5579260.288

List of References
1. AASHTO-LRFD Bridge Design Specifications Third Edition, 2004

2. ERA: Bridge Design Manual, 2001 Draft
3. Prestressed Concrete, A Fundamental Approach, Fifth Edition, Edward G.
Nawy
4. AASHTO design example for prestressed concrete girder superstructure,
2003
5. Design of Highway Bridges, an LRFD approach, Second Edition, Richard
M. Barker and Jay A. Puckett
6. The Design of Prestressed Concrete Bridges, Concepts and Principles,
Robert Benaim
7. Design of Prestressed Concrete Structures, Third Edition, T.Y.LIN
8. Geotechnical Engineering, Principles and Practices of Soil Mechanics and
Foundation Engineering, V.N.S. Murthy
9. Design of Concrete Structures, Thirteenth Edition, Arthur H. Nilson,
David Darwin, and Charles W. Dolan
10. Bridge Engineering, Substructure Design, Wai-Fah Chen and Lian Duan

Bridge Project Final

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Hawassa University

Structural Design of RC Bridge with

Submitted to the Department of Civil Engineering in partial fulfillment of the

Gabriel Shimelash Ceng 116/00

Meklit Yilma Ceng 181/00

Project Advisor: Rahel Girma Ceng 228/00

Instructor M.K. Chandrasekar Tarekegn Jemaneh Ceng 259/00

Hawassa University Institute of Technology Department of Civil Engineering 2

Hawassa University Institute of Technology Department of Civil Engineering 3

Chapter 5: Design of Bearings........................................................................................... 139

Hawassa University Institute of Technology Department of Civil Engineering 4

Hawassa University Institute of Technology Department of Civil Engineering 5

Hawassa University Institute of Technology Department of Civil Engineering 6

Superstructure type: Reinforced Concrete deck supported on simply

Spans: Single span of 35m.

Width: 17.2m total (Four lanes 3.5m width each, 1.5m

Railings: Concrete Type F- Parapets, 0.5m wide at the

Girder Spacing: 2.5m

Girder type: AASHTO-PCI Type V Girders, 1.6m deep, 1m

Strand Arrangement: 44 Straight strands (Subject to Change)

Overhang: 1.1m from the centerline of the exterior girder

Intermediate diaphragms: For load calculations, one intermediate

Roadway grade: 0.0%

Seismicity: Seismic Zone I

The selection of the type of girder depends purely on experience. AASTHO-PCI

Hawassa University Institute of Technology Department of Civil Engineering 7

Figure 1.1 AASHTO-PCI Type V Girders

Hawassa University Institute of Technology Department of Civil Engineering 8

1.2 Bridge Substructure Geometry

Figure 1.2 Preliminary Abutment Section

Wingwalls: The wingwalls are splayed at an angle of 45 degrees

Hawassa University Institute of Technology Department of Civil Engineering 9

Figure 1.3 Preliminary Wingwall Section

Prestressed girders: C-40 concrete, 28-day strength fc=32MPa and

Deck slab: C-30 concrete, 28-day strength fc=24MPa.

Substructure: C-30 concrete, 28-day strength fc=24MPa.

1.3.2 Concrete Elastic Modulus:

Hawassa University Institute of Technology Department of Civil Engineering 10

1.3.3 Reinforcement steel:

Yield strength: fy=460MPa

1.3.4 Prestressing strands:

15mm diameter low relaxation strands Grade 270 (From Table5.4.4.1-1 of

Strand area, Aps=98.7mm2

Steel ultimate strength, fpu=1860MPa

Steel yield strength, fpy=90% of fpu

Modulus of Elasticity of Prestressing steel, Ep=197,000MPa, (as per Sec-5.4.4.2

1.4 Girder geometry and Section properties

Moment of inertia, Ig=2.16*1011mm4

N.A to top, ytop=0.79m

N.A to bottom, ybottom=0.81m

Hawassa University Institute of Technology Department of Civil Engineering 11

Approach, Fifth Edition, by Edward G. Nawy). The properties of standard

Figure 1.4 Bridge Cross-Section

1250 + 12100 + 10150 + 6200 + 4250

P/s force eccentricity =ybottom- CGSBottom

Section modulus, Stop=I/ytop

Section modulus, Sbottom=I/ybottom

Hawassa University Institute of Technology Department of Civil Engineering 12

Icomposite =4.335*1011mm4(QConBridge Output)

Scomposite (bottom) = 4.335*1011mm4/810mm=5.35*108mm3

Figure 1.5 Beam Cross-Section Showing 44 Strands

1.4.1 Effective Flange width (sec.4.6.2.6.1)

For interior girders:

Scomposite (bottom) = 4.3351011mm4/810mm=5.35108mm3