4.

Bridge
g Deck Design
g

4.2

DECK SLAB DESIGN METHODS

Interior region of deck
1. Empirical method - described in LRFD 9.7.2
2. Strip method
- loads described in LRFD 3.6.1.3.3
analysis described in LRFD 4.6.2
3. Refined methods - Finite Element Method, etc, using
loads described in LRFD Chap. 3

S
n equal spans @ S

Overhangs:
LRFD 9.7.2.2
1. Empirical method not applicable to overhangs.
2. Strip method or refined method must be used in the cantilever
overhang to account for wheel loads between the railing and the
exterior grider, and for collision loads applied to the railing.

4.3

REINFORCING DEFINITIONS
Railing reinforcement

Slab ( "Deck" )

Horizontal

Longitudinal slab
reinforcement
[ 2 layers ]

Vertical

Railing
Overhang

Transverse slab
reinforcement
[ 2 layers ]

Interior region

4.4

LRFD DESIGN CRITERIA

Slab transverse reinforcement (interior region):
gravity loads
Service limit state
Strength limit state
Slab transverse reinforcement (overhang):
Service limit state
Strength limit state
Extreme event limit state

gravity loads
collision (rail) plus
reduced gravity loads

Slab longitudinal reinforcement (all)

Secondary flexure; temperature/shrinkage control
Rail horizontal and vertical reinforcement:
Extreme event limit state

collision (rail)

Problem Definition
Live Load:

4.5

HL-93

Deck Concrete
fc = 4 ksi
wc =150 pcf
Mild Steel (Non-Prestressed)
fy = 60 ksi
Es =29,000 ksi
Dimensions
Thickness =
8.0 in.
Cover
=
2.5 in. (Top)
= 1.0 in. (Bottom)

(LRFD 9.7.11 & 13.7.3.1.2)

(LRFD 5.12.3)

Future Wearing Surface Allowance: FWS = 30 psf

Deck Design

4.6

4.7

Definitions used in empirical design method

Interior region of deck

S
n spans @ S

Effective length: Le

Le

The effective length is the distance

between the flange tips (S bf) plus
the flange overhang (bf bw):

Le = S (bf + bw)

S - bf
bw
bf

Empirical Method
z

Based on extensive lab tests

Load resistance mechanisms

4.8

Flexure
Arching Action
z

FEM verification

Factor of safety

No analysis required

Isotropic reinforcement

Not applicable to overhang design

4.9

Empirical Method Design Conditions

z

Diaphragms at lines of support

Concrete and/or steel girders

CIP and water cured deck

Uniform depth

Effective length to depth ratio

Effective length

6 to 18

13.5 ft., maximum

4.10

Empirical Method Design Conditions

z

Core depth 4.0 in., minimum

Slab thickness 7.0 in., minimum

Minimum overhang to depth ratio

5
3, if barrier is composite

fc - 4 ksi, minimum

Deck is composite

4.11

Empirical Method Design

z

Bottom Layer, each way: 0.27 in.2 / ft.

(#5 bars @ 13.5 in. spacing As,provd = 0.276 in.2 / ft.)

Top Layer, each way:

0.18 in.2 / ft.
(#4 bars @ 13 in. spacing As,provd = 0.185 in.2 / ft.)

G d 60 steel
Grade
t l

Outermost bar in direction of effective length

Maximum spacing 18 in. o.c.

Reinforcement doubled in end zone if skew exceeds 25

4.12

Empirical design method details

Steel placement:
Reinforcement shall be provided
in each face of the slab with the
outermost layers placed in the
direction of the effective length
(i.e., transverse steel outside)

longitudinal steel
transverse steel

Slab thickness:
longitudinal steel
Wearing surface
Design depth: ts
(excluding wearing
surface)

Top cover

Core depth: tc
Bottom cover

transverse steel

4.13

Empirical Method Final Design

Strip Method
z

Continuous beam loaded with truck axle loads

Equivalent strip widths interior, exterior, and

overhang

DL moments on a per foot width basis

LL moments:

4.14

Moving
M i
load
l d analysis
l i
Truck axles moved laterally
Multiple presence factors
Dynamic load allowance
Total moment divided strip width
LRFD Table A4.1-1 (used in this design example)

4.15

STRIP METHOD
Applicability:

The strip method (also called the approximate method in the LRFD Specification)
provides for selecting all transverse and longitudinal reinforcing in the slab, and
the reinforcing required to connect the railing to the slab.

The deck is subdivided into 1-ft-wide strips perpendicular to the supporting girders. The strips are
treated as continuous beams. The span length is taken as the center-to-center distance between
the girders. The girders are assumed to provide rigid point supports for the continuous-beam strip.

1 width

S
n spans @ S

4.16

Dead loads on slab strip

thickened slab in overhang

main slab

railing (parapet)

wearing surface

wearing surface

added slab thickness

main slab thickness

railing weight per foot length

4.17

Live loads on slab strip

Live load used in deck design is that caused only by truck axle loads
( lane load not included ). Recall the lane width is 10 feet.
16k 16k 16k 16k

16k 16k

6'
8'

6'

16k 16k

6'

4'

6'

Two adjacent trucks

One truck

16k 16k

6'

spacing varies

Two trucks in alternate spans

(use influence lines for placement)

4.18

Live loads on slab strip ( continued )

Use whichever produces the greatest moment at each point across width of deck:

16k 16k

One truck
120% of the
moment caused
by one truck:
m = 1.20

6'
8'

16k16k 16k16k

6'

4'

Two trucks
100% of the
moment caused
by two trucks:
m = 1. 0

6'

16 kips
16 kips
vary position and
spacing of truck(s)
6

1 width

Live loads on slab strip ( continued )

4.19

Examples of critical wheel load positions:

Maximum negative moment at exterior support ( wheel load in cantilever ):
16 k

Multiply moment produced

by one truck by m = 1.2

Maximum positve moment in end segment:

Multiply moment produced
by one truck by m = 1.2

16 k

16 k
Position of inner wheel relative to
support depends on grider spacing.

0.4 S

Approximate location of maximum positive

moment caused by dead loads

4.20

Live loads on slab strip ( continued )

Examples of critical wheel load positions ( continued ):
Maximum negative moment at first interior support :

16k 6

16k 6 16k 16k 6 16k

4

16k

S < 10 feet

S > 10 feet

Multiply moment produced

by one truck by m = 1.2

Multiply moment produced

by two trucks by m = 1.0

In all cases, the truck load moments must be increased by the impact factor:
MLL = MTruck ( 1 + IM ) = MTruck ( 1 + 0.33 )

4.21

Live loads on slab strip ( continued )

The moments computed using the truck load patterns just described are distributed to the
1-wide deck strip by dividing by each moment value (foot-kips) by equivalent strip widths
that are defined in LRFD Table 4.6.2.1.3-1:

Equivalent strip width: SW

Mdesign
1 width

Mdesign ( foot kips / foot )

MLL ( foot kips)

SW ( feet )

4.22

Live loads on slab strip ( continued )

Computer analyses are required to consider all possible live load combinations and positions.
AASHTO LRFD Table A4.1-1 (shown on the next page) gives values of maximum live load
moments per foot width that may be used in designing the interior slab segments in slabgirder bridges. The moments given in this table account for:
1. Grider spacing
2. Placement of trucks to produce the maximum positive moment beween girders,
and the maximum negative at the interior girders ( m = 1.2 applied to moments
caused by one truck; m = 1.0 applied to moments caused by two trucks)
3. The dynamic (impact) factor of 1.33
These moments may be combined directly with the dead load moments to determine the
the critical moments (per foot width) to be used in designing the deck reinforcing in the
interior deck segments.
The live load moments at the exterior girder must be computed separately. The critical
load at the exterior girder is generally that associated with truck collision into the rail.

4.23

Live loads on slab strip ( continued )

Table may be used for all
positive LL moments

Must compute negative

LL moment in overhang

Table may be used for negative LL

moments at all interior supports

AASHTO LRFD Table A4.1-1

Girder
Spacing
ft
4-0
4-3
4-6
4-9
5-0
5-3
5-6
5-9
6-0

Positive
Moment
k-ft/ft
4.68
4.66
4.63
4.64
4.65
4.67
4.71
4.77
4.83

13-0
13-3
13-6
13-9
14-0
14-3
14-6
14-9
15-0

8.54
8.66
8.78
8.90
9.02
9.14
9.25
9.36
9.47

Negative Moment , k-ft/ft

Distance from CL of girder to design section for negative moment
0 in.
3 in.
6 in.
9 in.
12 in.
18 in.
24 in.
2.68
2.07
1.74
1.60
1.50
1.34
1.25
2.73
2.25
1.95
1.74
1.57
1.33
1.20
3.00
2.58
2.19
1.90
1.65
1.32
1.18
3.38
2.90
2.43
2.07
1.74
1.29
1.20
3.74
3.20
2.66
2.24
1.83
1.26
1.12
4.04
3.47
2.89
2.41
1.95
1.28
0.98
4.36
3.73
3.11
2.58
2.07
1.30
0.99
4.63
3.97
3.31
2.73
2.19
1.32
1.02
4.88
4.19
3.50
2.88
2.31
1.39
1.07

11.31
11.55
11.79
12.02
12.24
12.46
12.67
12.88
13.09

10.43
10.67
10.91
11.14
11.37
11.59
11.81
12.02
12.23

9.55
9.80
10.03
10.27
10.50
10.72
10.94
11.16
11.37

8.67
8.92
9.16
9.40
9.63
9.85
10.08
10.30
10.51

7.79
8.04
8.28
8.52
8.76
8.99
9.21
9.44
9.65

6.38
6.59
6.79
6.99
7.18
7.38
7.57
7.76
7.94

5.86
6.01
6.16
6.30
6.45
6.58
6.72
6.86
7.02

4.24

Live loads on slab strip ( continued )

Treating the slab strip as a continuous beam with rigid point supports results in overlyconservative negative moments at the centerline of each girder. The girder flanges
help resist the negative moment at the girders, thus reducing the negative moment for
which the slab must be designed

Maximum negative moment

in slab when girder is treated
as a point support.

Moment computed at dc
when girder is treated
as a point support

Actual negative moment

experienced by slab

dc

4.25

Live loads on slab strip ( continued )

dc
From LRFD 4.6.2.1.6:
The design section for negative moments in precast I-shaped and T-shaped concrete beams
may be taken at one-third the flange width
width, but not exceeding 15.0
15 0 inches
inches, from the centerline
of the point support assumed at the centerline of the girder.

dc

bf
3

15.0"

Table A4.1-1 gives values of negative live load moment at distances dc = 3, 6, 9, 12, 18 and 24
from the girder centerline. Moments at other dc locations can be found by interpolating moment
values at adjacent tabulated distances.
From LRFD Commentary 4.6.2.1.6: This reduction in negative moment replaces the
use of reduced span length to compute moments as done in the standard specification.

Strip Method
z

4.26

Limit states
Service: crack control
Fatigue: need not be checked
Strength: factored moments
Extreme event: vehicular collision

4.27

Strip Method DL Moments

M =
z
z
z

DL / LL ratio
C = 10 or 12
Self weight = 8(150)/12
= 100 psf = 0.1 ksf

M DL =

wl 2
c

0. 1 x 9 2
= 0.81 kip ft . / ft .
10

Future wearing surface = 30 psf = 0.3 ksf

M FWS =

0.03 x9 2
= 0.24 kip ft . / ft .
10

4.28

Strip Method LL Moments

z

Table A4-1

Span = 9 ft.

Critical section for negative moment

(1/3) bf = 14 in. (governs) 15 in.
Use 12 in
in. (conservative)
pos
M LLI
= 6.29 kip - ft . / ft .

neg
M LLI
= 3.71kip - ft . / ft .

4.29

Strip Method Service LS Moments

z

Service Limit State:

Negative Interior Moment:
Mneg = -(0.81+0.24+3.71) = -4.76 kip-ft. / ft.

Positive Moment:
Mpos = (0.81+0.24+6.29) = 7.34 kip-ft. / ft.

4.30

Strip Method Strength LS Moments

z

Strength Limit State

Negative Interior Moment:
Mneg,str Mneg,str = -(1.25x0.81 + 1.5x0.24 + 1.75x3.71)
= -7.87 kip-ft.
p
/ ft.

Positive Moment:
Mpos,str = 1.25x0.81 + 1.5x0.24 + 1.75x6.29
= 12.38 kip-ft. / ft.

10

Strip Method Flexure Design

z

4.31

Mneg,str = -7.87 kip-ft. / ft.

Try No. 5 at 10 in. o.c.

As = (12/10)(0.31 in.2/bar)
= 0.372 in.2 / ft.

Mn =
a=

Asfy
a
d
b
2

a=

(0.372)(60)
= 0.547 in.
(0.85)(4)(12)

As f y
0.85 fc' b
c=

a
0.547
=
= 0.65 in.
0.85 0.85

Check Tension/Co mpression controlled section

t =

(d t c ) * 0.003 = (5.19 0.65 ) * 0.003 = 0.021 0.005

c
0.65
Therefore, tension - controlled section

= 0.9 for flexure

4.32

Strip Method Flexure Design

Mn =

M n =

As fy
a
d
b
2

( 0.90 )( 0.372 )( 60 )
0.547
) = 8.23 kip
ki - ft./ft.
ft /ft
( 5.19
(12 )
2

Mn = 8.23 kip-ft. / ft. > Mneg,str = 7.87 kip-ft. / ft.

O.K.

4.33

Strip Method Crack Control

z

Maximum spacing of tension reinforcement

LRFD Article 5.7.3.4 applies if fMneg > 0.8fr

0.8 fr = 0.8 * 0.24 fc' = 0.8 * 0.24 4 = 0.38 ksi

fM neg =

4.76 * 12
= 0.45 ksi > 0.38 ksi
12 * 8 2

Therefore, Article 5.7.3.4 applies

11

Strip Method Crack Control

4.34

Maximum spacing of tension reinforcement

700 e
2d c
s fs

where ,
e = 0.75 for Class 2 exposure

dc = cover extreme tension fiber to center of extreme reinf.

= 2.5 (clear cover) + 0.625 (diameter of No. 5 bar)/2
= 2.81 in.
s = 1 +

dc
2.81
=1+
= 1.77
0 .7 ( h - d c )
0.7 ( 8 - 2.81 )

fs = Stress in reinf. based on cracked section analysis

Strip Method Crack Control

4.35

Calculate fs

1kd
3 s

c
kd s

fc

ds

Neutral
Axis
jds = (1 - k)ds
3

Elevation

Section

fs

Strain

Stress

T
Resultant
Forces

Figure 3: Reinforced concrete rectangular beam section at service load

Strip Method Crack Control

fs =

M
As jd s

4.36

where:
M = -4.76 kip-ft./ft.
As = No. 5 at 10 o.c. = 0.31/10*12 = 0.372 in.2/ ft.
ds = 8 2.5 0.625/2 = 5.19 in.

n = modular ratio = Es / Ec = 29,000 / 3,830 = 7.57. Use 8 6 OK

(LRFD 5.7.1) E = 33,000 w 1.5 f ' = ( 33,000 )( 0.150 )1.5 4.0 = 3,830 ksi
c

=
=

k
3

As
bd

0.372
= 0.00597
(12 )( 5.19 )

j =1-

k = 2 n + (n ) - n
2

k = ( 2 )( 0.00597 )( 8 ) + [( 0.00597 )( 8 )] - ( 0.00597 )( 8 ) = 0.265

j = 1 0.265 / 3 = 0.912

fs =

( 4.76 * 12 )
= 32.4 ksi
( 0.372 )( 0.912 )( 5.19 )

12

4.37

Strip Method Crack Control

s

700 e
s fs

2d c =

700 * 0.75
1.77 * 32.4

2 * 2.81 = 3.53 in.

Provided No. 5 at 10 in. o.c. > 3.53 in. o.c. N.G.

Reduce spacing to 7 in. o.c.

R i d maximum
Revised
i
spacing
i
= 7.2
7 2 in.
i

O.K.
OK

Therefore, for negative interior moments:

Provide #5 @ 7 in. o.c. (As prov'd = 0.53 in.2 / ft.)
Mneg provd = 11.5 kip-ft./ft.

Similar calculations for Mpositive suggest

No. 5 at 8 in. o.c. are adequate (As, provd = 0.465 in2/ft.)
Mpos provd = 13.3 kip-ft./ft.

4.38

LONGITUDINAL STEEL
Secondary longitudinal reinforcement (parallel to the girders ) in the bottom of
the slab is required as a percentage of the primary positive-moment transverse
reinforcement perpendicular to the girders:
Longitudinal steel percentage of primary reinforcement

220
Le

67%

where:
Le = effective length (feet) is the distance between the flange tips
plus the flange overhang:
Le = S (bf + bw) / 24
S
temperature steel

Le

SbL

bw
bf

longitudinal steel
(bottom of slab)

S - bf

Strip Method Distribution Reinforcement

4.39

(LRFD 9.7.3.2)
z
z
z

At bottom
In secondary direction
Percent of reinforcement for Mpositive
220
67%, where S = 108 - 6 = 102 in. = 8.5 ft.
S
220
= 75 % > 67 %,
8 .5

67% Governs

As = 0.67(0.47 in.2 / ft.) = 0.31 in.2 / ft.

Provide #5 @ 12 in. o.c. (As prov'd = 0.310 in.2 / ft.)

13

Strip Method Shrinkage & Temp. Reinf.

1.3bh
As =
2(b + h )fy

Eq. 5.10.8 1

0.11 As 0.60

Eq. 5.10.8 2

4.40

42 6 = 510 in

8 in

Method 1 : Consider full width of deck :

As =

1.3 * 510 * 8
= 0.085 , therefore As = 0.11
2 * (510 + 8) * 60

Method 2 : Consider unit width of deck = 12 in

12 in

Area = 12 * 8 = 96in 2

8 in

Drying perimeter = 2 * (12 + 0) = 24 in

1.3 * 96
As =
= 0.087, therefore As = 0.11
24 * 60

Maximum spacing: 3*8=24 in or 18 in (governs)

Provide No. 4 @ 18 in. o.c. (As prov'd = 0.27 in2 / ft.)

4.41

Strip Method Minimum Reinforcement

Mr lesser of 1.2 Mcr or 1.33 Mu

(LRFD 5.7.3.3.2)

Mcr = fr Sc

fr = 0.37 fc = 0.37 4 = 0.74 ksi

12 * 8 2
) = 94.7 kip
p - in. = 7.9 kip
p - ft./ft.
6
1.2M cr = 1.2 * 7.9 = 9.5 kip - ft/ft (governs)
M cr = 0.74 * (

1.33M neg,str = 1.33 * 7.87 = 10.47 kip - ft/ft

1.33M pos,str = 1.33 * 12.38 = 16.47 kip - ft/ft
z

Mpos provd = 13.3 kip-ft/ft and Mneg provd = 11.5 kip-ft/ft

> 9.5 kip-ft/ft

OK

4.42

Empirical vs. Traditional

z

Total reinforcement per square foot of deck:

Empirical method:
2[0.276 + 0.185] = 0.922 in.2 / ft. (- 41%)
Traditional method:
0.53 + 0.465 + 0.310 + 0.27

= 1.575 in.2 / ft. (+ 71%)

14

4.43

DECK CANTILEVER / RAILING ANALYSIS

The deck cantilever is designed for the negative moment at the exterior girder caused
by whichever of the two load conditions shown below produces the greatest value of
this moment:
Dead load moment: railing, deck, FWS

PLUS
Full truck live load
(gravity load)

Reduced truck gravity load plus

lateral load applied to railing

OR
Critical moment
location

Critical moment
location

Deck Cantilever / Railing Analysis ( continued )

4.44

Truck gravity load:

The truck live load is applied as a uniformly distributed load W L located 1.0 foot
from the inside face of the railing:

W L = uniform load distributed

longitudinally

1.0 ft
dc

Two methods for determining W L:

Simplified method - may only be used if railing is continuous
Strip method
- must be used if railing is discontinuous;
may be use if railing is continuous

4.45

Deck Cantilever / Railing Analysis ( continued )

Truck gravity load - simplified method:

continuous railing

WL

1.0 ft

WL = 1.0 kip/ft

15

4.46

Deck Cantilever / Railing Analysis ( continued )

Truck gravity load - strip method:

discontinuous rail
gap

WL

16k
16k
1.0 ft
1.0 ft

1.0 ft

SW

SW

SW

Overhang

WL =

(inches) =

45

+ 10.0 X(feet)

Pw
SW Overhang

4.47

RAILING DESIGN
Truck load applied to railing:
The primary purpose of the railing (also called the barrier or parapet) is to contain and
redirect vehicles using the structure in order to: (1) protect the occupants of a vehicle
that collides with the railing, (2) protect other vehicles on the structure at the time of the
collision, (3) protect persons and vehicles on roadways and other areas under the bridge.

The railing and deck overhang are designed to survive a vehicle collision force whose
intensity depends on the nature of the highway and the traffic it carries. Design
parameters are grouped into six (6) Test Levels in AASHTO 13.7.2 . Four of the most
common Test Levels are:
TL-1 - Test Level One:

Applicable to roads with low speeds and traffic

volumes

TL-2 - Test Level Two:

Applicable to local and collector roads with

favorable site conditions, reduced posted speeds,
and a small number of heavy vehicles

TL-3 - Test Level Three:

Applicable to high-speed arterial highways with

favorable site conditions, and very low mixtures
of heavy vehicles

TL-4 - Test Level Four:

Applicable to high-speed highways, freeways,

expressways and interstate highways with a mixture
of trucks and heavy vehicles

4.48

Railing Design ( continued )

Fv
FL
Lt

Ft

H ( to top of wall )

Critical section for negative

moment in deck overhang

Design Forces and

TL-3

TL-5A

TL-5B

13.5

27

54

54

116

124

FL Longitudinal ( KIP )

4.5

18

18

39

41

58

Fv Vertical Down ( KIP )

4.5

4.5

4.5

18

50

80

80

Designations

Table A13.2-1

Railing Test Levels

TL-2

Ft Transverse ( KIP )

TL-1

TL-4

TL-6

175

Lt ( IN ) [ Given in FT in table ]

48

48

48

42

96

96

96

Minimum Rail Height H ( IN )

27

27

27

32

40

54

90

16

4.49

Railing Design ( continued )

The minimum design rail collision load is based on the conditions (the highway type traffic volume
and site features) for which bridge will be used (LRFD Table 13.7.1.1). The moments produced at
the base of the rail by the load that causes the rail to fail are applied to the deck at the outer edge
of the cantilever overhang.
Rw is force required to break wall - it must equal
or exceed design load Ft given in Table A13.2-1

Vehicle loads used in rail

collision Extreme Event
Limit State analysis:

Rw

Rw
MCT

VCT

Reduced wheel load

is applied with Rw
MSLAB

TCT = VCT

TCT = VCT

MCT

MCT
1 width deck strip

Forces per foot deck width caused

by horizontal force Rw

4.50

Railing Design ( continued )

Railing design model - Case 1 ( interior ) :

Lc
Rw

Lc =

Rw

Lt
+
2

L t 2 8 H M w
2 +
Mc

( in )
45

L c 2
2H

= 2 L L 8 M w + M c H ( k )

c
t

Rw

Rw
TCT = VCT = L + 2 H
c

( k/in )

Rw H
Lc + 2H ( in-k/in )

MCT =

MCT

VCT
H = height of the railing wall ( inches )
Lt = length along which impact force is assumed distributed to wall ( inches )
Mw = average unit ultimate moment resistance of wall about vertical axis ( in-k/in )
Mc = average unit ultimate moment resistance of wall about horizontal axis ( in-k/in )
Lc = width of failure mechanism that offers the least Rw ( inches )

4.51

Railing Design ( continued )

Railing design model - Case 2 ( end ) :

Lc =

Rw =

Lt
+
2

L t 2 8 H 2 M w
+
Mc
2

Rw

2H
L 2
8 M w + Mc c
(k)
2 L c L t
H

TCT = VCT =

MCT =

Lc

( in )

Rw H
Lc + H

Rw
Lc + H

45

Rw

( k/in )

( in-k/in )
MCT

VCT

17

Overhang Design
z

4.52

Design Case 1: DL and trans. & long. Vehicle impact forces

Load & Resistance Factors = 1.0. extreme event limit state

Design Case 2: DL & vert. vehicle impact forces

Load & Resistance Factors = 1
1.0.
0 extreme event limit state
Typically does not govern for concrete barriers

Design Case 3: Strength I Limit State

1.25DC + 1.5 DW + 1.75 (LL+IM)

4.53

Vehicle Impact Forces

z

Extreme Event Test Vehicle TL4

(LRFD 13.7.2)
Design Forces and Designations
Ft Transverse Force

54 KIP

FL Longitudinal Force

18 KIP

Fv Vertical Force Down

18 KIP

Lt and LL

3.5 FT

Lv

18 FT

He min (Height of impact above deck)

32 IN

H Minimum Height of Barrier

32 IN

Safety Barrier

4.54

Strength of Barrier: ILDOT F-Shape Concrete Barrier

18

Strength of Barrier Yield Line Case 1

Strength of Barrier

4.55

4.56

Yield Line Case 1 :

L
L 8H (M b + Mw )
Lc = t + t +
Mc
2
2
2

2
Rw 1 =
2Lc Lt

ML
8M b + 8Mw + c c

Strength of Barrier Yield Line Case 2

4.57

19

Strength of Barrier

4.58

Yield Line Case 2 :

M + Mw
L
L
Lc = t + t + H b
2
2
Mc
2

2
Rw 2 =
2Lc Lt

ML
M b + Mw + c c

Strength of Barrier

4.59

Strength of Barrier

4.60

Yield Line Case 1 :

L
L 8H (M b + Mw )
= 13.7 ft
Lc = t + t +
Mc
2
2
2

2
Rw 1 =
2Lc Lt

M c Lc

8M b + 8Mw + H = 134.4 kip

Yield Line Case 2 :

M + Mw
L
L
Lc = t + t + H b
= 6.3 ft
2
2
Mc
2

M c Lc
2

Rw 2 =
M b + Mw + H = 61.6 kip, controls
2Lc Lt

Rw for barrier = 61.6 kip

z

61.6 kip > Ft = 54 kip OK

20

Flexural Design of Deck

4.61

P
h d
M

Distribution of Mc and T

4.62

Yield Line Case 1

At the inside of barrier

M over Lc

T over Lc+2H

Distribution of Mc and T

4.63

Yield Line Case 2

At the inside of barrier

M over Lc
T over Lc+ H

21

Flexural Design of Deck

4.64

At the inside face of the barrier:

MDC = (8/12)*(0.150)*(1.5)2 / 2 = 0.06 kip-ft. / ft.

Mbarrier = (0.450)*(1.5)2 / 2 = 0.34 kip-ft. / ft.
Mc = 13.9 kip-ft. / ft. (Flexural strength of barrier about hor. axis)
Design forces for deck (at inside face of barrier):
M = MDC + Mbarrier + Mc
= 0.06
0 06
+0
0.34
34
+ 13
13.9
9
= 14.30 kip-ft. / ft.

P = T1 (yield line case 1) = 6.94 kip / ft., at centroid of deck

P
h d
M

Reinforcement at Top of Deck

4.65

T+P
P
h

d
a

M
Strains

Stresses

C
Forces

a
h
a

h a
M n = C d + P d = T1 d P
2
2
2

2 2

As = 0.185 in.2 / ft. (Empirical design No. 4 @ 13 o.c.)

T1 = T + P
T1 = T + P = 0.185x60 = 11.1 kip / ft.
C = 11.1 - 6.94 = 4.16 kip / ft.
a = 4.16/(0.85x12x4) = 0.10 in.
c = a/0.85 = 0.10/0.85 = 0.12 in.
de = 8 2.5 0.5/2 = 5.25 in.

z
z
z
z
z
z
z

Reinforcement at Top of Deck

4.66

T+P
P
h

d
a

M
Strains

Stresses

C
Forces

0.10

8 0.10
M n = 11.1 5.25
6.94
= 30.3 kip in. / ft . = 2.53 kip ft . / ft .
2
2

2
z
z

Mn = 2
2.53
53 < M = 14
14.30
30 kip-ft
kip-ft. / ft.
ft NG
Provide additional No. 7 at 13 in. o.c.
alternating with No. 4 at 13 o.c.
As = (0.20+0.60)/13*(12) = 0.74 in.2 / ft.
T = 0.74x60 = 44.4 kip / ft.

0.92

8 0.92
M n = 44.4 5.06
6.94
= 179.7 kip in. / ft . = 15.0 kip ft . / ft .
2
2

2
z

Mn = 15.0 > M = 14.30 kip-ft. / ft. OK

22

4.67

Away from barrier:

Dispersion at 30 to 45 deg

23