Professional Documents
Culture Documents
LRFD Bridge Design Manual PDF
LRFD Bridge Design Manual PDF
Design Manual
5-392
MANUAL
Bridge Office
LRFD Bridge
Design Manual
JULY 2003
OCTOBER 2003
JANUARY 2004
APRIL 2004
OCTOBER 2004
DECEMBER 2004
FEBRUARY 2005
MARCH 2005
NOVEMBER 2005
ii
OCTOBER 2004
TABLE OF CONTENTS
1.
INTRODUCTION..................................................................................... 1-1
1.1
1.2
1.3
2.
1.1.2
1.1.3
1.1.4
1.2.2
1.2.3
1.2.4
1.2.5
Procedures................................................................................... 1-10
1.3.1
1.3.2
1.3.3
1.3.4
1.3.5
2.1.2
2.1.3
2.1.4
2.1.5
2.2
2.3
2.3.2
OCTOBER 2004
2.4
2.4.1.1
2.4.1.1.1
2.4.1.1.2
2.4.1.1.3
2.4.1.2
2.4.1.3
2.4.1.4
2.4.1.5
2.4.1.6
2.4.1.7
2.4.1.8
2.4.2
2.4.2.1
2.4.2.2
2.4.2.3
2.4.2.4
2.4.2.5
2.4.2.6
2.4.2.7
2.4.2.8
2.4.2.9
2.4.3
2.5
ii
2.5.1.1
2.5.1.2
2.5.1.3
2.5.2
2.5.2.1
Abutments...................................................................... 2-80
2.5.2.2
2.5.3
OCTOBER 2004
2.6
iii
3.2
3.3
3.4
3.4.2
3.4.3
3.4.4
3.4.5
3.4.6
3.4.7
3.4.8
3.5
3.6
3.7
3.8
3.9
3.10
3.11
OCTOBER 2004
3.11.1
3.13
3.13.1
3.13.2
3.14.1
3.14.2
3.15
Uplift............................................................................................. 3-8
3.15.1
5.
iv
3.12
3.14
4.
3.16
3.17
Deflections..................................................................................... 3-9
4.2
4.2.2
4.2.2.1
4.2.2.2
4.2.3
4.2.4
4.3
4.4
4.5
4.6
4.6.2
4.6.3
Concrete............................................................................... 5-1
OCTOBER 2004
5.2
5.3
5.4
5.5
5.1.2
5.1.3
5.1.4
5.1.5
5.2.2
5.2.3
5.2.4
5.2.5
5.2.6
5.3.2
5.3.3
5.3.4
5.3.5
5.4.2
5.4.3
5.4.4
Detailing/Reinforcement........................................................ 5-27
5.4.5
5.4.6
5.4.7
5.4.8
5.5.2
5.5.3
5.6
5.7
OCTOBER 2004
6.
vi
5.7.2
5.7.3
6.2
6.3
6.3.2
6.3.3
6.3.4
6.4
6.5
6.6
6.7
6.8
6.9
7.
RESERVED
8.
8.2
8.1.2
8.1.3
8.2.2
8.2.3
8.2.4
8.2.5
DECEMBER 2004
8.3
9.
vii
8.3.2
8.3.3
8.3.4
8.4
8.5
8.5.2
9.2
9.3
10.
10.1.1
10.1.2
10.2
Piles............................................................................................ 10-3
10.3
10.4
10.4.1
10.4.2
10.4.3
10.5
10.6
10.7
OCTOBER 2004
viii
11.1.1
11.1.2
11.1.4
11.2
11.2.1
11.2.2
11.2.3
Cap.................................................................................. 11-21
11.2.4
11.2.5
11.2.6
11.3.1
11.3.2
11.3.3
11.3.4
11.3.5
11.3.6
11.3.7
11.3.8
11.4
11.4.1
11.4.2
11.4.3
OCTOBER 2004
12.
13.
ix
12.2
12.2.1
12.2.2
12.3
12.4
12.5
12.6
13.2
13.2.1
13.2.2
13.2.3
13.2.4
13.2.5
13.3
14.
13.3.1
13.3.2
14.2
14.2.1
14.2.2
14.2.3
14.2.4
14.3
14.3.1
14.3.2
14.3.3
NOVEMBER 2005
14.3.3.1.2
A.
14.3.4
14.3.5
14.4
14.5
14.6
14.7
14.8
14.8.1
14.8.2
MEMOS
#2005-01
#2005-02
#2005-03
LRFD and Bridge Load Rating Issues ...................(dated February 14, 2005)
Discontinue Use of Cast Bearing Option ..............(dated November 9, 2005)
New MN45 and MN54 PCB .................................. (dated November 10, 2005)
JULY 2003
1-1
1.
INTRODUCTION
This section contains general information about the manual along with a
general description of the Bridge Office and its procedures. It also
includes guidance on use of the ductility, redundancy, and operational
importance factors given in LRFD 1.3.3 through 1.3.5.
1.1 Overview of
Manual 5-392
1.1.1 Chronology
of Manual 5-392
1.1.2 Material
Contained in
Manual 5-392
JULY 2003
1-2
13. Railings
14. Joints and Bearings
Memos
1.1.3 Updates to
Manual 5-392
This manual will be updated multiple times each year as procedures are
updated and new information becomes available. Current files for each
section of the manual are available on the Bridge Office Web site
[http://www.dot.state.mn.us/bridge/].
1.1.4
Format
of
Manual References
The Bridge Office is responsible for conducting all bridge and structural
design activities and for providing direction, advice, and services for all
JULY 2003
1-3
The responsibilities
JULY 2003
1-4
JULY 2003
2.
3.
4.
5.
6.
1-5
h. Reviews
bridge
improvement
projects
and
prepares
recommendations for scope of work.
Bridge Ratings Unit
a. Makes bridge ratings and load postings analysis for existing
bridges and maintains the records.
b. Reviews and approves special load permit requests.
Structural Metals Inspection Unit
a. Provides inspection services for structural metals, fabrication
and assembly to ensure conformity with plans and
specifications.
Fabrication Methods Unit
a. Reviews and approves structural metals shop drawings
submitted by fabricators.
b. Provides fabrication advisory service to designers, fabricators
and field construction and maintenance personnel.
c. Provides overhead sign design services to the Office of Traffic
Engineering, including the design of bridge-mounted sign
trusses.
Bridge Management Unit
a. Maintains inventory and inspection data for the 19,600 bridges
in Minnesota.
Works with all agencies to make certain
appropriate data is collected.
b. Responsible for implementing bridge management systems to
provide information on bridges for maintenance, repair,
rehabilitation and replacement.
Bridge Inspection Unit
a. Provides expert assistance to the Districts in organizing and
conducting inspections of complex bridges, special features,
and fracture critical bridges.
b. Conducts quality assurance inspections of all agencies
responsible for bridge inspections in Minnesota.
c. Reviews, recommends and provides bridge inspection training
for District, county, and municipal bridge inspectors.
JULY 2003
1-6
JULY 2003
1-7
JULY 2003
1.2.2 Highway
Systems
1-8
Highways throughout the nation are divided into systems. These system
designations are important to know because design standards can vary
between the systems. The various highway systems are classified
according to the Agency that has responsibility for their improvement,
maintenance and traffic regulation enforcement. Listed below are the
jurisdictional divisions in Minnesota:
1. Trunk Highway System
The Trunk Highway System consists of all highways, including the
Interstate routes, under the jurisdiction of the State of Minnesota.
These routes generally are the most important in the state, carry the
greatest traffic volumes, and operate at the highest speeds.
2. County Highway System
The County Highway System is made up of those roads established
and designated under the authority of the county board. They
generally are the more important routes within a county that are not
on the Trunk Highway System.
3. Township Road System
The Township Road System is made up of the roads established under
the authority of the town board. They generally are of local
importance.
4. Municipal Street System
The Municipal Street System is all roads within a municipality not
designated as a trunk highway or county road. They are generally
of local importance.
1.2.3 Bridge
Numbers
All publicly owned bridges either on or over a trunk highway and over 10
feet in length measured along the centerline of the highway are assigned
a number for identification and cost accounting purposes.
The numbering scheme followed in assigning bridge numbers depends on
the time of construction. With few exceptions, the numbering procedure
is as follows:
1. Prior to about 1950, all bridges were numbered consecutively from 1
to 9999 as they were constructed. The 8000 series was used for
culverts over 10 feet in length (measured along the centerline of the
highway). The 7000 series was reserved for county bridges at trunk
highway intersections. Five-digit bridge numbers beginning with L or
R designate bridges in local bridge systems.
JULY 2003
1-9
All bridge numbers are assigned by the Bridge Office (phone 651-7472122).
A complete listing of all numbered bridges is available in
computer printout form entitled Minnesota Trunk Highway Bridge LogStatewide Listing.
JULY 2003
1-10
1.2.5 Ductility,
Redundancy,
Operational
Importance
[1.3.3]
[1.3.4]
[1.3.5]
For most structures and structural elements the load modifiers for
ductility, redundancy, and operational importance shall be 1.00.
Exceptions are noted below:
1. The ductility factor shall be 1.05 for prestressed concrete throughgirder pedestrian bridges when they are over-reinforced.
2. The importance factor shall be 1.05 for a bridge which satisfies any
one of the following three criteria: 1) it is a major river crossing, 2)
its ADT is greater than or equal to 40,000, or 3) it is a new mainline
interstate bridge.
3. The importance factor shall be 0.95 for bridges with an ADT less than
500.
1.3 Procedures
This section covers the Bridge Office procedures for checking of bridge
plans, scheduling of projects, and revising or creating standards.
1.3.1 Checking of
Mn/DOT Prepared
Bridge Plans
JULY 2003
details
for
1-11
constructibility,
and
accepted
JULY 2003
1.3.2 Checking of
Consultant
Prepared Bridge
Plans
1-12
JULY 2003
1-13
FINAL PLAN: A final plan should be complete in all areas to the extent
that it can be certified by the designer, although a certification signature
is not required for this phase.
THOROUGH CHECK: Items indicated for checking on the consultants
partial plan must be correct. Given geometry must fit the roadway
layout. Most of this information can be checked using data from the
approved preliminary plan. Approval of the partial plan will indicate that
Mn/DOT is satisfied with the geometry and proposed structure, and the
consultant may proceed with further development of the plan. For the
final plan, obvious drafting and numerical errors should be marked to
point out the errors to the consultant, however, the reviewer should not
provide corrections to errors in the consultants numerical computations.
Checking on the final plan should be thorough to eliminate possible errors
that may occur, such as the pay items in the Schedule of Quantities.
Plan notes and pay items can be difficult for a consultant to anticipate
because of frequent changes by Mn/DOT. Pay items must be correct
because these are carried throughout the entire accounting system for
the Project. Plan (P) quantities must also be correctly indicated.
CURSORY REVIEW:
Normally, a cursory review would not require
numerical calculations. This type of review can be conducted by reading
and observing the contents of the plan in order to assure the
completeness of the work.
The reviewer should be observant to
recognize what looks right and what doesnt look right. Obvious errors or
inconsistencies on any parts of the plan should be marked for correction.
Although structural design is usually the major focus of any plan, most
consultants are well versed in design procedures and should need only
minimal assistance from our office. A comparison of the consultants
calculations with the plan details should be performed to assure that the
plans reflect their design and that the applicable codes are followed. An
independent design by our office is time consuming and is not
recommended unless there is a reasonable doubt as to the adequacy of
the consultants design.
NO REVIEW: A thorough review of these items would be time-consuming
and may not produce corrections that are vital to construction; therefore,
it is recommended that little or no time be spent on the listed items.
Numerous errors can occur in the Bills of Reinforcement and quantity
values. However, checking this information is also time-consuming,
hence the burden of providing correct data should be placed on the
consultant.
JULY 2003
1-14
FINAL PLAN
THOROUGH CHECK
Project numbers
Job number
Certification block
Framing Plan
Design loads
CURSORY REVIEW
CURSORY REVIEW
JULY 2003
1-15
Federal Project
State Project
14 Weeks
(Friday)
12 Weeks
(Friday)
Preliminary
bridge
pay
items
and
quantities for estimate (to Estimating Unit
Design Services)
13 Weeks
(Friday)
11 Weeks
(Friday)
13 Weeks
(Friday)
11 Weeks
(Friday)
12 Weeks
(Friday)
10 Weeks
(Friday)
and
12 Weeks
(Friday)
10 Weeks
(Friday)
12 Weeks
(Friday)
10 Weeks
(Friday)
8 1/2 weeks
(Tuesday)
7 weeks
(Friday)
7 1/2 weeks
(Tuesday)
7 weeks
(Friday)
Preliminary advertisement
6 1/2 weeks
(Tuesday)
6 weeks
(Friday)
Final advertisement
5 1/2 weeks
(Tuesday)
5 weeks
(Friday)
5 weeks (Friday)
5 weeks
(Friday)
10 days
(Wednesday)
10 days
(Wednesday)
JULY 2003
1.3.4 Bridge
Project Tracking
System
1-16
0076
0080
0085
0090
COMPLETED
ACTIVITY
Program Estimate
Bridge Survey
Bridge Hydraulics
Bridge Grades (Packet)
Bridge Foundations
Bridge Construction Foundation Review
Bridge Aesthetics Recommendation
Bridge Preliminary Plan
District Letter & Prelim. Bridge Estimate
Bridge FHWA Approval
Final Bridge Plan
Designed:
Drawn:
Checked:
Bridge Plan Specifications
Bridge Plan Review by Bridge Construction
Bridge Plan Signed
Bridge Engineers Estimate
% PROJECT
COMPLETED
0
5
6
8
13
14
14
15
20
20
%
%
%
%
%
%
%
%
%
%
20 - 40 %
40 - 65 %
65 - 85 %
90 %
90 %
95 %
100 %
JULY 2003
1-17
COMPLETED
ACTIVITY
Program Estimate
Bridge Consultant Pre Design Start
Bridge Survey
Bridge Hydraulics
Bridge Grades (Packet)
Bridge Foundations
Bridge Construction Foundation Review
Bridge Aesthetics Recommendation
Preliminary Plan
District Letter & Bridge Prelim. Estimate
Bridge FHWA Approval
Bridge Consultant Start
Consultant Partial Plan Delivery
Mn/DOT Review Partial Plan
Consultant Final Plan Delivery
Mn/DOT Review Final Plan
Consultant Final Plan In
Tracing Backcheck
Bridge Plan Specifications
Bridge Plan Review by Bridge Construction
Bridge Plan Signed
Engineers Estimate
% PROJECT
COMPLETED
0
3
5
6
8
13
14
14
15
20
20
20
25
30
30 - 80
85
88
88
90
90
100
100
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
JULY 2003
1.3.5 Approval
Process for
Standards
1-18
N EED FO R N EW O R
R E V IS E D S T A N D A R D
IN PU T FR O M BR ID G E
D E S IG N U N IT S
ID E A IS S C R A P PE D
IN PU T FR O M
CON SU LTANTS,
IN D U S T R Y , A N D
O T H E R M n /D O T
O FFIC E S
IN P U T FR O M B R ID G E
D E S IG N E N G IN E E R
I N P U T F R O M S .S .R .C .
R . & D . C O M M IT T E E
FO R PO LIC Y A N D A P PR O V A L
TO M AKE CHANGES TO
STAND ARD O R DEVELOP
A N EW STAND ARD
NO
NO
IN PU T FR O M B R ID G E
STANDARDS
E N G IN E E R
M IN O R
E D IT O R IA L
CHANGES
M AD E TO
STAND ARD
YES
R E V IS IO N
D A T E IS M O R E
TH AN ON E
YEAR O LD
NEW
STAN DARD
DEVELO PED BY
STAND ARD S
U N IT , D E S IG N
U N IT O R
CO NSULTANT
S .S .R .C ., W I T H
STAND ARDS
U N IT , M A K E S
CHANGES TO
STAN DARD
M O D IFY
M O D IFY
STAND ARD
GOES TO
R. & D.
C O M M IT T E E FO R
APPRO VAL
YES
ACCEPT
THE W ORD
M O D I F I E D A N D A
R E V IS IO N D A T E IS
ADD ED TO
STANDARD.
S T A N D A R D IS M A D E
A V A ILA B LE .
YE LLO W
R O U T IN G
S H E E T IS
D EVELO PED BY
B R ID G E
STAND ARDS
E N G IN E E R
S T A N D A R D IS S E N T O U T O N
Y E LLO W T O O T H E R O FFIC E S
W I T H I N M n /D O T A N D T O B R I D G E
O FFIC E PE R S O N N E L. T H E W O R D
M O D IFIE D A N D R E V IS IO N D A T E
IS R E M O V E D B E FO R E
D IS T R IBU T IO N .
CHANGES
REQ UESTED BY
B R ID G E O FFIC E
AND OTHER
O FFIC E S A R E
M AD E.
NO
R E V IS E D
STAND ARD
AFFECTS O NLY
B R ID G E
O FFIC E
YES
T R A N S M IT T A L LE T T E R
AND STANDARD SENT
T O P R IN T E R . C O P IE S
E N T E R E D IN T O
S T A N D A R D S U N IT
FILE .
APPRO VAL
D ATE AN D
S IG N A T U R E
ADD ED TO
STANDARD.
A R C H IV E O LD
STANDARD
W IT H
BACKG ROUND
O F CHANG ES
T R A N S M IT T A L LE T T E R
DEVELOPED BY
BR ID G E S T A N D A R D S
E N G IN E E R A N D
S IG N E D B Y S T A T E
B R ID G E E N G IN E E R .
M A N U A L IN S E R T S
R E C E IV E D B Y U S E R S
FO R PLACEM EN T
IN T O M A N U A LS .
APRIL 2004
2. GENERAL
DESIGN AND
LOCATION
FEATURES
2-1
The design of a bridge typically takes place in two major phases of work:
preliminary design and final design. During preliminary design, the
structure type, the foundation type, the aesthetics, and the primary
geometry for the bridge are determined. During final design, specific
details for all of the elements of the bridge are developed and presented
in the plan set. These details include material descriptions, quantities,
and geometric information. Final plan sets are typically assembled in an
order that roughly follows the order of construction: from the ground up.
This section of the manual contains a large amount of information useful
for the preparation and assembly of plans for a project. To facilitate the
production of plans and standardize the content of bridge plan sets,
special provisions, B-Details, standard plans, standard plan notes, and
standard pay items have been prepared by the Bridge Office. Appendices
to Section 2 identify the material available.
As the name of the section implies, content for this section is general in
nature. Guidance for the design of specific structural elements (e.g.
decks, retaining walls, etc.) is provided elsewhere in the manual.
2.1 Geometrics
2.1.1 Bridge
Geometrics
Definitions
For discussion of bridge geometrics in this section, roadways are
classified as Mainline Highways, Ramps, Local Roads, and Local Streets.
Each of these four groups is further classified under either Urban or Rural
Design.
The following definitions apply:
Mainline Highways Roadways that carry through traffic lanes for
freeways, expressways, and primary and secondary highways.
Local Roads Rural roads off the trunk highway system.
Local Streets Urban roads off the state trunk highway system.
Ramps Segments of roadway connecting two or more legs at an
interchange.
Urban Design Roadways with curbs on the right and/or left sides.
Rural Design Roadways without curbs.
Median Width The distance between the edges of opposing through
traffic lanes.
Auxiliary Lane A lane adjoining a through traffic lane for a purpose
supplementary to through traffic movement such as truck climbing,
weaving, speed change or turning.
APRIL 2004
2-2
General Criteria
The width of the bridge deck and the typical section at the bridge
undercrossing are determined by the classification and geometrics of the
approaching roadway. The geometrics of the approaching roadway are to
be carried over and under the bridge to the maximum extent practicable.
Rural design is considered the desirable design and will be used in all
rural areas and in urban areas where sufficient right of way is available or
can be obtained. Urban design geometrics (curbed roadways) are slightly
more restrictive and are therefore used at locations where extensive
right-of-way cost or other unusual conditions are controlling factors.
The discussion of geometric details included in this section describes
bridge deck geometrics separately from bridge undercrossing geometrics.
For side clearances at certain undercrossing situations, both a desirable
and a minimum section are shown. Incorporation of the desirable
section at undercrossings is mandatory unless approved by the
Preliminary Bridge Plans Engineer.
Application of Standards
The geometrics shown apply specifically to new work. However, use of
these geometrics is also highly desirable when upgrading or widening
existing facilities and should be incorporated in these situations. Bridge
deck geometrics on the local road system must also comply with
State-Aid for Local Transportation Operations Rules, Chapter 8820.
Responsibility
The Preliminary Bridge Plans Engineer will be responsible for assuring
that the geometric standards in this section are followed. Where a
deviation from the standard is necessary, a written description of the
deviation shall be prepared by the Preliminary Bridge Plans Engineer and
submitted to the State Bridge Engineer when submitting the Preliminary
Bridge Plan for acceptance.
APRIL 2004
2-3
MARCH 2005
2-4
MARCH 2005
2-5
8 FT.
10 FT.
70 mph
to 0o 45
> 0o 45 to 1o
> 1o
60 mph
to 1o 15
> 1o 15 to 2o
> 2o
50 mph
to 2o 30
> 2o 30 to 3o 15
> 3o 15
40 mph
to 5o 30
> 5o 30 to 7o
> 7o
MARCH 2005
2-6
a straight line across the deck at all locations (allows a straight screed
between paving rails placed at both sides of the deck.)
2) Ramp cross slopes shall be uniform between the bridge curbs with a
slope of 0.02 ft./ft. to the right unless superelevated.
Bridge Median
On divided highways with a separate bridge for each roadway, the
openings between bridges must be a minimum of 8'-0" wide if access for
bridge inspection vehicles (snoopers) is required.
Longitudinal joints along the median of bridges should be used only for
bridge roadways wider than about 100 feet or for other special cases. By
eliminating this joint on bridges with medians, simpler detailing and
simpler construction can be used.
Bridge Sidewalks and Bikeways
Bridge sidewalks of 6'-0" minimum widths are to be provided where
justified by pedestrian traffic. When bicycle traffic is expected, the width
should be 8'-0" minimum and 10'-0" desirable. Where an off road
bikeway is to be carried across a bridge, the full width of the approach
bikeway may be continued across the bridge up to a maximum width of
12'-0". Widths beyond 12'-0" are considered excessive. When the
shoulders of the bikeway cannot be carried over bridges, provide lead-in
guardrail.
The curb height for sidewalks adjacent to the roadway is 8". When the
design speed on the street is over 40 mph, a concrete barrier is required
between the roadway and the sidewalk (or bikeway). In addition, a
pedestrian (or bikeway) railing is required on the outside.
When a barrier is provided between the traffic lanes and the sidewalk,
use the bridge slab for the walkway (i.e., do not require an additional
pour for sidewalk). Advise the road plans designer to provide for any
necessary sidewalk ramping off the bridge.
Sidewalks and bikeways shall have a minimum cross slope of 0.01 ft./ft.
Protective Rails at Bridge Approaches
The ends of bridge railings must be protected from being impacted
(except on low speed roads such as city streets). For design speeds over
40 mph, a crash tested guardrail transition (normally plate beam
guardrail) is required.
MARCH 2005
2.1.3 Bridge
Undercrossing
Geometrics
Rules,
2-7
Chapter
8820
for
guardrail
MARCH 2005
2-8
2) Economics
Prestressed concrete beam spans (in length up to about 145 feet) are
normally the most economical type of construction for grade
separations. In addition, there will usually be greater economy in
constructing grade separations using two long spans rather than
constructing four shorter spans, provided that a concrete
superstructure can be used.
3) Aesthetics
The use of longer spans will necessitate a deeper superstructure and
higher approach fills. Consideration must be given to the effect of the
depth of structure on the overall appearance and design of the
undercrossing.
For rough calculations during preliminary planning, the depth of
highway bridge superstructures can be assumed to be about 1/20 of
the length of the longest span. (Depth of superstructure refers to the
dimension from top of slab to bottom of beam.)
Contact the
Preliminary Bridge Plans Engineer for the exact dimensions to be used
in final planning. Contact the Preliminary Bridge Plans Engineer for
depth of structure on railroad bridges.
Lateral Clearance for Mainline Highways
1) The desirable lateral clearance right and left from the edge of through
traffic lanes to any hazard (as described above) is the full clear zone.
30'-0" may be used as a practical maximum. Side piers shall be
eliminated entirely wherever feasible.
2) The details for rural design provide for selection of geometrics that
carry the ditch section through the bridge (Alternate B), and also
geometrics that have a filled ditch (Alternate A). (See Figures 2.1.4.1
and 2.1.4.3.) Alternate A permits a shorter bridge superstructure and
thereby improves the economics and the chance of eliminating side
piers and is used almost exclusively. However, Alternate A can only
be used where ditch culverts will be deleted or used without
introducing a significant safety hazard.
3) Where the roadway ditch section (rural design) is modified at the
bridge (Alternate A), a longitudinal transition from the ditch section to
the 0.04 ft./ft. side slope under the bridge must be provided. Use a
maximum longitudinal slope of 1:20.
4) For an auxiliary lane, the clear zone must be maintained from both
the through traffic lane and the auxiliary lane.
MARCH 2005
2-9
5) For ramps and tapers adjacent to the mainline highway, the clear
zone must be maintained from both the through lane and the taper.
A reduced design speed, usually 50 mph, is assumed for the taper.
6) Minimum Lateral Clearances
The following paragraphs list those instances where less than
desirable geometrics can be considered and describes the minimum
values that will apply. Where geometrics less than desirable are to be
used, approval of the State Bridge Engineer and State Design
Engineer must be obtained. For plate beam guardrail with standard
6'-3" post spacing, a minimum of 3'-0" is required between the face
of the guardrail and the face of the pier or abutment to allow room for
the guardrail to deflect. (See Road Design Manual 10-7.02.01.)
a) Through Traffic Lanes Right Side
For urban design, the lateral clearance on the right measured
from the edge of the through lane shall be not less than 10'-0"
width for an approaching shoulder plus the minimum width of
approaching berm. This will result in minimum dimension of
16'-0" from the edge of a lane to face of substructure unit.
For auxiliary lanes, tapers, and ramps along urban mainline
highways, the minimum lateral clearance from the edge of a lane
to face of pier or abutment on the right is 10'-0". This provides
room to construct the standard 6'-0" ramp shoulder plus providing
an additional 4'-0" of space for guardrail. However, in no event
shall the distance from the edge of a through lane to the face of a
pier be less than 16'-0".
For rural design, the lateral clearance on the right may be reduced
from the full clear zone distance at railroad overpasses. At these
locations the minimum clearance on the right shall be as described
above for urban designs.
b) Through Traffic Lanes Left Side of Divided Highways
i) Urban Highways with Continuous Median Barriers
The minimum clearances at continuous median barriers are
based on the use of a concrete barrier between the roadways.
(See Std. Plate 8322.)
For urban design, four-lane divided roadways, the minimum
clearance on the left will be based on providing an 8'-0" wide
shoulder from the edge of a through lane to median gutter line
away from the bridge.
The 8'-0" wide shoulder may be
MARCH 2005
2-10
MARCH 2005
2-11
as follows:
on Figure 2.1.4.10
be adhered to. For
to a pier or abutment
2) Side piers are placed 4'-0" in from the back slope control point (18'-0"
clear to the centerline of track for a cut section without a
maintenance road). This puts the face of pier 2'-0" outside the
bottom of a 3'-0" deep ditch with a 1:2 slope and allows the railroad
to periodically clean the ditch with track-mounted equipment.
3) Mn/DOT and FHWA have agreed to the horizontal clearances shown in
Figure 2.1.4.10 (25'-0" minimum clearance to pier, 30'-6" to back
slope control point) for mainline BNRR tracks at sites meeting the
following conditions:
a) When the standard will not increase the cost of the structure by
more than $50,000.
b) When sufficient vertical clearance exists between the tracks and
inplace or proposed roadway profile to accommodate the structure
depth necessary for the longer spans typically required by the
standard.
If these conditions cannot be met, submit a letter to the Railroad
Administration Section along with the signed Preliminary Bridge Plan
MARCH 2005
2-12
DESIGN VERTICAL
CLEARANCES
16'-4"
16'-4"
23'-0" *
17'-4"
17'-4"
20'-0"
Critical vertical clearance point offset 8'-6" from centerline of track, statutory
minimum vertical clearance is 22'-0".
For trunk highway bridges over local streets and roads, the minimum
vertical clearance is 16'-4" for rural-suburban designs and 14'-6" for
MARCH 2005
2-13
MARCH 2005
2-14
MARCH 2005
2-15
2.1.4 Geometric
Details
Specific geometric details for bridge decks and undercrossings are shown
in the following figures:
Figure 2.1.4.1
2-Lane Highway (Rural)
Figure 2.1.4.2
2-Lane Highway (Urban)
Figure 2.1.4.3
4-Lane Divided Highway (Rural)
Figure 2.1.4.4
4-Lane Divided Highway (Urban)
Figure 2.1.4.5
6-Lane Divided Highway (Rural)
Figure 2.1.4.6
6-Lane Divided Highway (Urban)
Figure 2.1.4.7
6" Raised Island, Turn Lanes, and Sidewalk (Urban)
Figure 2.1.4.8
Ramps (Rural and Urban)
Figure 2.1.4.9
Local Roads (Rural)
Figure 2.1.4.10
Railroad Clearances
Figure 2.1.4.11
Minimum Lateral Clearances (Urban)
The above figures for various roadway types show sections as viewed
assuming traffic flow from bottom to top of page. Starting at the bottom
of the sheet, the typical fill roadway section to a bridge approach is
shown. The fill slope transitions to a 1:3 slope at the bridge. The section
above it shows a section of this road on the bridge deck. The third
section from the bottom is a continuation of the roadway as it approaches
a crossing under a bridge; the back slope transitions to a 1:2 maximum
slope at the bridge. The top section shows this roadway at the point
where a bridge crosses this roadway.
Where a range of side slopes is shown on the approaching roadway
section, Road Design should determine the slope used.
APRIL 2004
Figure 2.1.4.1
Geometrics
2-Lane Highway (Rural)
2-16
APRIL 2004
Figure 2.1.4.2
Desirable Geometrics
2-Lane Highway (Urban)
2-17
APRIL 2004
Figure 2.1.4.3
Desirable Geometrics
4-Lane Divided Highway (Rural)
2-18
MARCH 2005
Figure 2.1.4.4
Desirable Geometrics
4-Lane Divided Highway (Urban)
2-19
APRIL 2004
Figure 2.1.4.5
Desirable Geometrics
6-Lane Divided Highway (Rural)
2-20
MARCH 2005
Figure 2.1.4.6
Desirable Geometrics
6-Lane Divided Highway (Urban)
(Details for 8-Lane Divided Highway Are Similar)
2-21
MARCH 2005
Figure 2.1.4.7
Desirable Geometrics
6" Raised Island, Turn Lanes, and Sidewalks (Urban)
2-22
APRIL 2004
Figure 2.1.4.8
Desirable Geometrics
Ramps (Rural and Urban)
2-23
APRIL 2004
Figure 2.1.4.9
Local Roads
(Rural)
2-24
APRIL 2004
Figure 2.1.4.10
Railroad Clearances
2-25
APRIL 2004
Figure 2.1.4.11
Minimum Lateral Clearances
2-26
APRIL 2004
2-27
2.1.5 Bridge
Railings
See Section 13 of this manual for the policy on design of bridge railings
for Mn/DOT projects.
2.2 Bridge
Aesthetics
are given in
maximum is
maximum is
maximum is
The Preliminary Bridge Plans Engineer along with the District Project
Manager coordinates the implementation of the aesthetic design process
as it relates to bridges. Other people, offices, agencies, etc. may also be
involved. The extent of this involvement may vary depending on the
individual project and its aesthetics level. This process leads to the
development of an Aesthetic Plan for the bridge. Once the project
reaches the final stage, the Bridge Design Unit Leader directs the
implementation of the Aesthetic Plan to completion with assistance from
the Preliminary Bridge Architectural Specialist as needed.
Section 3 of the Aesthetic Guidelines for Bridge Design Manual describes
the process of aesthetic design in more detail.
2.3 Preliminary
Bridge Plans
2.3.1 General
Purpose
The Preliminary Bridge Plan serves to document the main features of the
bridge (type, size, location, aesthetics, etc.) and is used to obtain
approvals and coordination before final design begins. By doing this, the
time and expense of revising a completed plan will hopefully be avoided.
The plan coordinates the work between Road Design and the Bridge
Office and enables the cost and scope of the work to be estimated.
Specific users of the plan include:
Road Design to verify the grade, alignment and roadway widths and
to obtain the approximate limits of grading, paving and guardrail at
the bridge ends.
APRIL 2004
2-28
APRIL 2004
2-29
MARCH 2005
2-30
WORK ITEM
Bridge Survey
17 months
Hydraulics
14 months
14 months
Foundations
13 months
12 months
Additional lead-time is required for major bridges, bridges involving agreements with
cities or railroads, and bridges with extensive aesthetic requirements.
Table 2.3.1.2
1
4
(minimum)
Geotechnical Engineering
Section - Foundations
Technical Support
Utility Agreements and
Permits Unit (UAPU)
Four sets of
prints for each
railroad
involved.
Review with
affected
utilities.
(2)
(1)
REVIEW
TO:
INFO. &
TRANSMITTAL
(2)
REMARKS
APPROVAL
PURPOSE
(1) Unusual bridges and structures on the Interstate System are forwarded to
the FHWA Headquarters Division in Washington for approval.
The
Washington Office is available for technical assistance on other Federal-aid
and non-Federal-aid structures when requested.
(2)
District
Final Design Engineer
Federal Highway
Administration
- Bridge Engineer
NO. OF SETS
District Engineer
FOR
MARCH 2005
LRFD BRIDGE DESIGN
2-31
APRIL 2004
2-32
APRIL 2004
2-33
APRIL 2004
2-34
For these projects, the State Bridge Engineer will submit two copies of
the Preliminary Bridge Plan along with a transmittal letter requesting
approval directly to the Division Engineer of the Federal Highway
Administration. The transmittal letter also includes the estimated
contract construction cost of the structure. (See Figure 2.3.1.1 for a
sample transmittal letter). The FHWA is the only outside agency to
which the Bridge Office sends a direct request for approval. All other
outside agencies are contacted through other offices of Mn/DOT.
3) The Preliminary Bridge Plan is used as a basis for preparing permit
drawings to accompany applications to construct structures and
approaches over navigable waters of the United States within or
bordering our state. Such drawings are prepared in the Preliminary
Plans Unit in accordance with detailed instructions issued by the U.S.
Coast Guard. The Coast Guard is charged with the responsibility of
issuing permits for bridges over navigable waters of the United States
within or bordering our state.
This includes all bridge spans
(including land spans) from abutment to abutment. The Corps of
Engineers is responsible for issuing permits for any other
miscellaneous structures or work to be performed in navigable waters
of the United States.
There are two Coast Guard districts that have jurisdiction within the
State of Minnesota; the 9th Coast Guard District based in Cleveland
has jurisdiction over the Duluth harbor and navigable portion of the
St. Louis River, and the 8th Coast Guard District based in St. Louis has
jurisdiction over the navigable portions of the Mississippi, Minnesota,
and St. Croix Rivers.
After receiving a permit application, the Coast Guard issues a public
notice of application with prints of the permit drawings. These are
sent to shipping interests, other agencies, displayed in post offices,
etc. Generally, if no comments are received from others within
30 days of the notice of application, and if environmental statements
have been submitted and a certification given by the Minnesota
Pollution Control Agency, a permit will be issued.
Correspondence to the Coast Guard is generally prepared for the
signature of the State Bridge Engineer.
APRIL 2004
2-35
4) When all approvals have been obtained, the Preliminary Bridge Plan is
used as the basis for the bridge design and for the preparation of final
detailed plans. If the design is to be by a consulting engineer, the
Preliminary Bridge Plan is also used as the basis for negotiation of the
consultant fee.
APRIL 2004
2-36
Bridge Office
3485 Hadley Avenue North
Mail Stop 610
Oakdale, MN 55128-3307
[ date ]
Daniel L. Dorgan
State Bridge Engineer
Bridge Office
Enclosure
Preliminary Plans
cc:
Figure 2.3.1.1
APRIL 2004
2-37
General
The type of structure and span arrangement selected will depend on cost,
aesthetics, depth available, geometrics, and site conditions. For some
bridges this may be an obvious choice. For others it may involve a great
deal of study, especially if aesthetics is a main concern. The section that
follows gives some general guidelines on the selection process.
Aesthetic Design Process
See Section 2.2 of this manual for a discussion of the aesthetic design
process.
Structure Type
The most commonly used structure types and their characteristics are as
follows:
1) Prestressed Concrete Beam
This is the most common structure type in Minnesota. Advantages
include: low initial and future maintenance costs, high quality factory
produced product, a stiff deck, and simple spans that accommodate
tapers. Beams are limited to standard depths and straight segments,
and a maximum length of about 145 feet based on shipping
limitations.
2) Welded or Rolled Steel Beam
This type of structure is well suited to complex urban freeways with
limited depth, long spans, and complex geometrics. Steel beam
bridges are also well suited for areas with bad soils, such as the Red
River Valley, as steel allows the flexibility of modifying the bearing
location and adding or reducing span lengths to accommodate shifting
abutments and piers. Advantages include: a shallower depth of
structure than prestressed concrete, beams with the ability to be field
spliced to produce long span lengths, web plates that can be cut to
any depth or to a haunched shape, beams that can be curved
horizontally, and beams that can be painted a color which contrasts
with the slab to make the structure appear thinner. Disadvantages
include: a typically higher cost than other structure types, more
difficult fabrication and inspection, a longer fabrication time, the
possible need for painting and future maintenance painting,
APRIL 2004
2-38
APRIL 2004
2-39
7) Box Culvert
Box culverts provide a quickly constructed, and economical structure
for stream crossings. Precast concrete box culvert standards are
available for culverts up to 14 ft. x 14 ft. in size. Use of up to two
large barrel boxes will be economical compared with a bridge.
Advantages include:
quick installation and low maintenance.
Disadvantages include: span limitations, possible debris build-up
when multiple barrels are used, and lack of a natural stream for fish
unless the invert is lowered and riprapped.
8) Three-Sided Bridge Structure
Three-sided precast concrete structures offer an alternative for short
span structures up to 42 feet. Advantages include: quick installation,
and a natural stream bottom. Disadvantages include: a higher cost
than cast-in-place structures.
Abutment and Pier Locations
The following guidelines aid in setting abutment and pier locations:
1) Stream Crossings
For stream crossings the number of substructures in the stream
should be kept to the minimum practical. Piers in streams block the
natural flow of the waterway, trap ice and debris, impede navigation,
and are subject to scour. In addition, construction of a stream pier is
expensive (especially if cofferdams are needed), and environmentally
disturbs the stream bottom and water quality. Piers and abutments
should ideally be set on shore to minimize dewatering and allow easy
access for the Contractor. Substructures should also be set to avoid
interference with inplace substructures, including piling, wherever
practical. Setting spans and structure depth involves balancing the
hydraulic requirements of the low member elevation and waterway
area with the constraints of approach grades, structure depth, and
cost.
2) Grade Separations
For grade separations fewer piers are also desirable wherever
practical. Piers should be kept out of the clear zone unless absolutely
necessary. In locations where ramps enter or exit a highway under a
bridge, piers should be avoided between the mainline and ramp, if
possible, as they restrict visibility.
APRIL 2004
2-40
Abutment Types
Abutments can generally be classified as stub, semi-high or high
abutments.
A further breakdown of stub abutments can be made
according to the way expansion is handled integral (fixed) or parapet
type.
Stub abutments with a standard berm were used extensively on fourspan freeway overpass structures. Since the end spans are short there is
no problem providing additional length for the berms, which provides
extra protection for the abutment. The use of longer two-span structures
for overpasses has diminished its use, but this abutment type is still used
where depth and spans will permit. The extra protection provided by the
berm is especially important for stream crossings.
Semi-high abutments part way up the fill slope have become more
popular as two-span overpasses have come into use. A higher abutment
and elimination of the berm reduces the span length and depth of beam,
which makes the structure more economical.
From an aesthetic
standpoint an exposed face greater than the depth of the beam and less
than half the roadway clearance below the beams is desirable. Exposed
heights of abutment face should be limited to about 8 feet, if possible.
High abutments at the bottom of the fill slope are used primarily in
congested urban design where structure depth is critical. Their use is
discouraged since they are difficult to construct, expensive, and give a
closed-in feel to the highway.
Parallel wingwalls, parallel to the bridge roadway, are used most often for
aesthetic reasons. An angled wingwall, 45 degrees for bridges with no
skew, will give shorter wingwall lengths and less length of railing. These
are used on some stream crossings where the elevation view of the
bridge is not as prominent and the wingwalls help direct the stream flow
under the bridge. Straight wingwalls, an extension of the abutment
parapet, are the simplest to construct but are appropriate only for
shallow beams where aesthetics is not a concern.
Guidelines for the use of integral and parapet abutments are given in
Section 11 of this manual.
Pier Types
1) Stream Crossings
Pile bent piers, consisting of a row of piles with a concrete cap
encasing the pile tops, are the simplest and most economical type of
pier. They are used for stream crossings where the maximum height
MARCH 2005
2-41
from the top of pier to streambed is under 20'-0" and there is no ice
or debris problem. Spans must also be short enough to allow a single
row of piles to support the deck at reasonable spacing. The piles act
as columns, and bending strength to resist side impacts from ice or
debris is important. For cast-in-place piles (the most widely used) a
16" minimum diameter is required. If H-piles are used, the upper
portion is encased by a cast-in-place pile shell filled with concrete.
Timber piles are not permitted. Concerns with pile bent piers include
the potential to trap debris, and its appearance.
A wall type pier, consisting of a single row of piles (especially H-piles)
encased with concrete to form a wall, provides more resistance to ice
and debris and allows debris to pass through without becoming
entangled on the piles.
This type of pier is used where more
resistance to ice and debris than afforded by the pile bent is needed,
and yet the size and expense of a solid shaft pier can be avoided.
This type of pier can be constructed by driving the piling, supporting
the wall forms on the stream bed, placing a seal with a tremie,
dewatering, adding reinforcement, and pouring the wall.
A solid shaft pier is used for major stream crossings where heavy
loads, tall piers or sizable ice and debris loads may occur. This type
of pier has a separate footing located a minimum of 6'-0" below
streambed. Construction of this type of pier involves driving sheeting
to form a cofferdam, excavating inside the cofferdam, driving piles,
pouring a seal, dewatering, and concrete placement.
2) Grade Separations
Piers at grade separations are typically multiple column type with a
cap. Piers are visible to passing motorists and the emphasis on
aesthetics has led to more use of rectangular shaped column type
piers, often with form liner treatments or rustication grooves. For
narrow ramp bridges a single shaft pier may be considered. Where
aesthetics is not a concern, a round column pier will usually provide
the lowest cost.
For bridges over railroads, piers located within 25 feet of the
centerline of railroad tracks must either be of heavy construction
(refer to Section 11.2.4 for requirements) or have crash walls. Piers
located between 25 and 50 feet of the centerline of railroad tracks
must be designed to withstand a 400 kip load unless they are
protected as specified in LRFD 3.6.5.1.
MARCH 2005
2-42
The primary purpose for preparing the Final Bridge Plan and special
provisions is to communicate the geometric, material, and procedural
requirements for the construction of a bridge. Several audiences will use
the final design or contract documents during the life of the bridge.
Initially, contractors use the documents to prepare their bids. A clear,
accurate, and complete set of documents will result in competitive
bidding. Well-communicated information reduces contractor uncertainty
regarding what is required for different elements of construction.
During construction, many parties will use the contract documents. For
example, surveyors will locate and mark the position of working points,
fabricators and construction engineers will prepare shop drawings and
other submittals/drawings, inspectors and suppliers will use the
documents for their work, and the contractors forces will use the
documents.
After construction of the bridge the detailed plans will be referenced
when modifying the bridge (e.g., adding signage), performing load rating
of the bridge, or rehabilitating/replacing the bridge.
The Final Bridge Plan contains geometric information, a schedule of
quantities and pay items for the bridge, traffic phasing (if applicable),
limits of removal of existing structures and foundation items (if
applicable), foundation details, substructure details, superstructure
details, typical sections, utilities (if applicable), survey information, and
other miscellaneous items.
Specifications are also required for each project.
They describe
procedures for award and execution of the contract, how work will be
measured and paid, procedures to be followed during execution of the
work, and material and testing requirements for items incorporated into
the project.
APRIL 2004
2-43
APRIL 2004
2.4.1 Final Design
Instructions
2-44
2.4.1.1
Superstructure
2.4.1.1.1 Framing
Plan
For steel beams and prestressed I-beams, deck projections beyond the
centerline of the fascia beam should generally not exceed the smaller of:
1) Depth of beam
2) 40% of the beam spacing
3) 2'-8" plus one-half the flange width
The minimum slab projection beyond the tip of the flange shall be
6 inches.
APRIL 2004
2-45
2.4.1.1.2 Concrete
Wearing Course
For bridges with reinforced concrete decks, the deck may be cast in one
or two lifts. If two lifts are used, the second one is called the wearing
course and is placed during original construction of the bridge. Note that
the wearing course and the future wearing course are separate and
distinct items.
The wearing course shall be low slump concrete. Bridges meeting any of
the following criteria shall use a concrete wearing course:
1) All bridges carrying interstate traffic.
2) All interstate highway bridges at an interchange with access to the
interstate.
3) All bridges carrying trunk highway traffic in major metropolitan areas
and municipalities with populations of 5000 or greater.
4) All bridges on highways with 20-year projected ADT greater than
2,000.
The State Bridge Engineer shall determine the appropriate action on any
individual exceptions to this policy.
2.4.1.1.3
Diaphragms and
Cross-frames
APRIL 2004
2-46
For bridges with integral abutments, the end diaphragm also functions as
an abutment element. Provide a construction joint between the end
diaphragm and the approach panel to accommodate settlement under the
approach panel. To facilitate the transfer of axial load from the deck into
the end diaphragms, provide a concrete fillet as shown on Details B809
and B811.
2.4.1.2 Pedestrian
Bridges
APRIL 2004
2-47
APRIL 2004
2-48
Bridge Superstructure
Bearing assemblies shall be elastomeric pads or masonry plates.
other types will require approval by the Bridge Design Engineer.
All
2.4.1.3 Temporary
Bridges and
Widenings
Temporary Bridges
Temporary bridges are used to detour traffic while removal of an existing
bridge and construction of a new bridge occur on the mainline of the
roadway. The superstructure consists of a glue-laminated wood panel
deck on steel or prestressed beams. Substructures typically are pile bent
structures with steel pile caps.
Design temporary bridges in accordance with the LRFD Specifications
using the HL-93 live load with an associated load factor of 1.75.
The posted speed for work zones is 45 mph. Per LRFD 13.7.2, design the
railings, the railing/deck connection, and the deck overhang on
temporary bridges to meet railing Test Level 2.
Temporary Widenings
Temporary widening occurs when staging requires widening of an existing
bridge while construction of an adjacent new bridge occurs.
APRIL 2004
2-49
2.4.1.4 Bridge
Approaches
In most cases, the bridge approach panel will be included with the
roadway grading plans for a project. For situations where approach panel
details cant be wrapped into roadway plans, guidance for the treatment
and details of approach panels can be found in the following:
APRIL 2004
2.4.1.5 Survey
2-50
When assembling the survey sheets for final plans, verify that the most
current grading plans are being used.
The final design survey sheets should contain the centerlines and object
lines for the abutment and pier footings.
All test piles should be
identified and located.
2.4.1.6 Utilities
APRIL 2004
2-51
2.4.1.7 Precedence
of Construction
Documents
2.4.1.8 Design
Calculation
Requirements
APRIL 2004
2.4.2 Final Plans
2-52
MARCH 2005
2-53
2.4.2.1 Drafting
Standards
The Bridge Office has adopted standards to be used when drafting plan
sheets. (Download Summary of Recommended Drafting Standards from
the link (Mn/DOT CADD Requirements and CADD Resources) posted at:
http://www.dot.state.mn.us/bridge/.)
2.4.2.2 Drafting
Guidelines
APRIL 2004
2-54
APRIL 2004
2-55
Pay Quantities
Make computations neat and readable. Strive for continuity. These
computations may be needed for future reference and the reader must be
able to interpret them.
Box in or underline computation totals for quicker take off. Initial, date,
and put the bridge (or job) number on every computation sheet.
Two sets of independently worked quantity computations are required for
each pay item.
Arrange design and quantity computations into a neat and orderly
package.
2.4.2.3 General
Plan and Elevation
APRIL 2004
2-56
APRIL 2004
2-57
APRIL 2004
Figure 2.4.2.3.1
General Plan and Elevation
2-58
APRIL 2004
Figure 2.4.2.3.2
Typical Cross Section
2-59
APRIL 2004
2.4.2.4 Bridge
Layout and Staking
Plan
2-60
APRIL 2004
2-61
If the drop dimension is the same for all beam lines, provide a single
value for each substructure unit.
If the drop dimensions vary at
substructure locations, provide a value for each beam line. Total values
should be given in both inches and decimals of a foot to two places.
MARCH 2005
Figure 2.4.2.4.1
Bridge Layout
2-62
APRIL 2004
2-63
2.4.2.5 Standard
Abbreviations
2.4.2.6 Inclusion
of Standard Bridge
Details in Plan Sets
There are two parts to the Bridge Details: Part I and Part II. They have
been
published
on
the
Bridge
Office
Web
site
at:
http://www.dot.state.mn.us/bridge/ . Bridge details are intended, where
applicable, to be incorporated into a set of bridge plans. The Bridge
Details Part I is usually called B-Details. The details are presented in a
portrait orientation on an 8 1/2" x 11" sheet. Available B-Details are
listed in Appendix 2-D. The 100 series contains nameplate details, the
200 series has pile splices, the 300 series has bearing details, and the
400 series has a variety of steel superstructure/diaphragm/cross frame
details. A slab protection plate is provided in Detail B553. The 700
series contains floor drain details and the 800 series contains
joint/diaphragm/railing details. Miscellaneous details are collected in the
900 series.
Bridge Details Part II is listed in Appendix 2-E. These details occupy an
entire plan sheet. The majority of these details are for railings, parapets,
medians, and prestressed concrete beams.
2.4.2.7 Use of
Bridge Standard
Plans
Similar to Bridge Details Part II, Bridge Standard Plans are intended to be
incorporated into bridge plan sets and occupy an entire plan sheet. The
information presented may be much more in-depth as the information for
multiple designs is presented on a single sheet. An example is retaining
walls; designs for a number of retained earth heights are presented on a
single sheet.
Bridge Standard Plans consist of culverts and retaining walls. Appendix
2-F lists available culvert standards. Retaining wall standards are listed
in Appendix 2-G.
2.4.2.8 Standard
Plan Notes
Similar to other plan elements, standard plan notes have been prepared
to increase the consistency of information presented on final design
plans. Plan notes serve a variety of purposes; they communicate design
criteria, specific construction requirements, and a variety of notes
pertaining to the construction or fabrication of specific bridge elements.
APRIL 2004
2-64
Appendix 2-H contains the Standard Plan Notes. These notes have been
grouped into the following categories:
Design Data
Construction Notes
Drainage and Erosion Control
Excavation and Earthwork
Reinforcement
Piling and Footings
Materials, Fabrication and Erection
Concrete Pours
Welded Steel Bearing Assemblies
Cutting and Removal of Old Concrete
Joints and Joint Sealer
Timber Bridges
Miscellaneous
Designers unfamiliar with Mn/DOTs Standard Plan Notes should review
the list prior to beginning final design. Reviewing the notes prior to
design will familiarize designers with the material properties to be used,
and other constraints typically placed on construction. A second review
of the notes should be performed at the end of design to ensure that all
applicable notes were incorporated into the plan set.
2.4.2.9 Quantity
Notes and Pay
Items
APRIL 2004
2-65
Miscellaneous
Round off quantities to the nearest pay item unit except for the following:
Earth excavation to nearest 10 cubic yards.
Reinforcement bars and structural metal to nearest 10 pounds.
Piling lengths to nearest 5 feet.
When computing small bituminous quantities use the following:
Wearing course = 110 pounds / square yard / inch thickness
Shoulder or Wearing Course 6.5%
0.065 (thickness in inches) (110 pounds) = ___ pounds / sq. yard
Tack Coat = 0.03 gallons / square yard
Binder or Base Course 5.3%
0.053 (thickness in inches) (110 pounds) = ____ pounds / sq. yard
Deck area shall be computed (rounded to the nearest square foot) by
multiplying the transverse out-to-out bridge width by the longitudinal
end-of-deck to end-of-deck distance. (Do not include bridge approach
panels or paving brackets.)
2.4.3 Revised
Sheets
Sometimes, revisions to the plan are required after the letting due to an
error found in the plan or other issues that arise during construction.
When this occurs, use the following procedure:
1) Make the necessary revisions to the sheet in the electronic file and
add a revision block that includes a description of the revision. (See
Figure 2.4.3.1.)
2) Plot and certify the revised sheet.
3) Draft a transmittal letter from the Bridge Design Engineer to the
Resident Engineer in the district construction office. Submit the letter
and the revised sheet to the Bridge Design Engineer for distribution.
Figure 2.4.3.1
APRIL 2004
2-66
2.5 Reconstruction
Guidelines and
Details
2.5.1
Superstructure
2.5.1.1 Railings
Figure 2.5.1.1.1
Railings
APRIL 2004
Figure 2.5.1.1.2
Railings
2-67
APRIL 2004
2-68
2.5.1.2 Wearing
Course
2.5.1.3
Expansion/Fixed
Joints
Item No. 2433.603 Reconstruct Fixed Joint, Type ____, Lin. Ft.
Type A Eliminate inplace joint
Type B Install waterstop
Type Special None of the above
APRIL 2004
Figure 2.5.1.3.1
Expansion Joints
2-69
APRIL 2004
Figure 2.5.1.3.2
Expansion Joints
2-70
APRIL 2004
Figure 2.5.1.3.3
Expansion Joints
2-71
APRIL 2004
Figure 2.5.1.3.4
Expansion Joints
2-72
APRIL 2004
Figure 2.5.1.3.5
Expansion Joints
2-73
APRIL 2004
Figure 2.5.1.3.6
Expansion Joints
2-74
APRIL 2004
Figure 2.5.1.3.7
Expansion Joints
2-75
APRIL 2004
Figure 2.5.1.3.8
Expansion Joints
2-76
APRIL 2004
Figure 2.5.1.3.9
Expansion Joints
2-77
APRIL 2004
Figure 2.5.1.3.10
Fixed Joints
2-78
APRIL 2004
Figure 2.5.1.3.11
Fixed Joints
2-79
APRIL 2004
2.5.2 Substructure
2.5.2.1 Abutments
2.5.2.2 Piers
2.5.3 Pavement
The following
reconstruction:
Figure 2.5.3.1
Figure 2.5.3.2
Figure 2.5.3.3
Figure 2.5.3.4
Figure 2.5.3.5
figures
show
Reconstruct
Reconstruct
Reconstruct
Reconstruct
Reconstruct
typical
Pavement
Pavement
Pavement
Pavement
Pavement
2-80
details
Joint
Joint
Joint
Joint
Joint
for
Type
Type
Type
Type
Type
pavement
joint
A
B
C
Special
Special
APRIL 2004
Figure 2.5.3.1
Pavement Joints
2-81
APRIL 2004
Figure 2.5.3.2
Pavement Joints
2-82
APRIL 2004
Figure 2.5.3.3
Pavement Joints
2-83
APRIL 2004
Figure 2.5.3.4
Pavement Joints
2-84
APRIL 2004
Figure 2.5.3.5
Pavement Joints
2-85
APRIL 2004
2.6 Construction
Requirements
2-86
APRIL 2004
2-87
APPENDIX 2-A
BRIDGE TYPE NUMBERS
MINNESOTA BRIDGE TYPE IDENTIFICATION NUMBER (3 characters)
First Digit
(Material)
(Bridge Type)
Concrete
01
Beam Span
Concrete Continuous
02
Low Truss
Steel
03
High Truss
Steel Continuous
04
Deck Truss
Prestress
05
Thru Girder
Prestress Continuous
06
Deck Girder
Timber
07
Box Girder
Masonry
08
Rigid Frame
09
Slab Span
Other
10
Slab Span-Voided
Aluminum
11
Channel Span
Post Tensioned
12
Arch
13
Box Culvert
14
15
Pipe Arch
16
Long Span
17
Tunnel
18
Movable
19
Other
20
Double Tee
21
Quad Tee
22
Bulb Tee
23
Suspension
24
Tied Arch
EXAMPLES
BRIDGE TYPE
ID NUMBER
207
109
Tunnel in Rock
017
111
Note: A bridge may have one identification number for main span
and another number for approach span.
span and approach span accordingly.
Identify main
MARCH 2005
2-88
APPENDIX 2-B *
BRIDGE SPECIAL PROVISIONS - 2000 Mn/DOT CONSTRUCTION SPECIFICATIONS
TABLE OF CONTENTS
NO.
TITLE
BS1ME-1
INDEX (COMBINED)
BS2ME-1
BRIDGE PLANS
BS2ME-1508
BS2ME-1706
BS2ME-1707
BS2ME-1709
BS2ME-1717
BS2ME-1803
BS2ME-1807.1
BS2ME-1807.2
BS2ME-1901
BS2ME-2104
BS2ME-2105
BS2ME-2301
BS2ME-2350
BS2ME-2401
BS2ME-2401.1
BS2ME-2401.2
BS2ME-2401.3
BS2ME-2401.4
Bridge Slab
BS2ME-2401.5
BS2ME-2401.6
BS2ME-2401.7
Placement of Concrete
BS2ME-2401.8
Bridge Slabs
BS2ME-2401.9
BS2ME-2401.10
BS2ME-2401.11
Finish of Concrete
BS2ME-2401.12
Finish of Concrete
BS2ME-2401.13
BS2ME-2401.15
BS2ME-2401.16
BS2ME-2401.17
BS2ME-2401.18
BS2ME-2401.19
Median Construction
MARCH 2005
2-89
TITLE
BS2ME-2401.20
BS2ME-2401.21
BS2ME-2401.22
BS2ME-2401.23
BS2ME-2402
BS2ME-2402.2
Dimensional Tolerances
BS2ME-2402.3
BS2ME-2402.4
BS2ME-2402.5
BS2ME-2402.6
Metal Railing
BS2ME-2402.7
BS2ME-2402.8
BS2ME-2402.9
BS2ME-2402.10
Bolted Connections
BS2ME-2403
BS2ME-2404
BS2ME-2404.1
BS2ME-2404.2
BS2ME-2404.3
BS2ME-2405
BS2ME-2405.1
BS2ME-2405.2
BS2ME-2405.3
BS2ME-2405.4
Prestress Transfer
BS2ME-2433
BS2ME-2433.1
Structure Removals
BS2ME-2433.2
BS2ME-2433.3
Anchorages
BS2ME-2433.4
Grouted Anchorages
BS2ME-2433.5
BS2ME-2433.6
BS2ME-2442
BS2ME-2451
BS2ME-2451.1
Structure Excavation
MARCH 2005
2-90
TITLE
BS2ME-2451.2
Aggregate Backfill
BS2ME-2451.3
Foundation Backfill
BS2ME-2451.4
BS2ME-2451.5
BS2ME-2451.6
Foundation Exploration
BS2ME-2451.7
BS2ME-2451.8
BS2ME-2452
(2452) PILING
BS2ME-2452.1
BS2ME-2452.3
BS2ME-2452.4
Pile Points
BS2ME-2452.5
Pile Redriving
BS2ME-2452.6
BS2ME-2452.7
BS2ME-2452.8
BS2ME-2452.9
BS2ME-2452.10
Substantial Refusal
BS2ME-2453
BS2ME-2461
BS2ME-2471
BS2ME-2472
BS2ME-2472.1
BS2ME-2472.2
BS2ME-2476.1
BS2ME-2476.2
BS2ME-2478
BS2ME-2478.1
BS2ME-2479
BS2ME-2502
BS2ME-2514.1
BS2ME-2514.2
BS2ME-2545
CONDUIT SYSTEMS
BS2ME-2557.1
(2557) FENCING
APRIL 2004
2-91
TITLE
BS2ME-2557.2
(2557) FENCING
BS2ME-3310
BS2ME-3316
BS2ME-3317
BS2ME-3371
BS2ME-3471
BS2ME-3741
APRIL 2004
2-92
APPENDIX 2-C
STANDARD ABBREVIATIONS
ABBREVIATION
REPRESENTS
ABBREVIATION
REPRESENTS
ABBREVIATION
REPRESENTS
ABT.
About
ABUT.
Abutment
APPR.
Approach
ASSY.
Assembly
American
Association of
A.A.S.H.T.O.
State Highway
and
Transportation
Officials
A.D.T.
Average Daily
Traffic
A.D.T.T.
Average Daily
Truck Traffic
ALT.
Alternate
APPROX.
Approximate
AZ.
Azimuth
At
B.F.
Back Face
BIT.
Bituminous
B.M.
Bench Mark
BR.
Bridge
Centerline
BM
Beam
BOT.
Bottom
BRG.
Bearing
BTWN.
Between
C&G
C-I-P
Cast-in-Place
Clear
C.M.P.
Composite
CONC.
Continuous or
Continued
CULV.
Culvert
D.C.
Degree of Curve
D.H.W.
Design High
Water
C.S.A.H.
Corrugated Metal
Pipe
Concrete
County State Aid
Highway
COL.
Column
CONST.
Construction
CU.
Cubic
Design Hourly
DET.
Detail
D.H.V.
DIA.
Diameter
DIAPH.
Diaphragm
Volume
D.L.
Dead Load
DWL.
Dowel
E.
East
E.B.L.
E.F.
Each Face
EA.
Each
Elevation
ENGR.
Engineer
EQ.
Equal
EXP.
Expansion
F.
Fahrenheit
F.B.M.
F.F.
Front Face
F.L.
Flowline
FIN.
Finished
FIX
Fixed
FT.
Foot (Feet)
FTG.
Footing
G1
Grade One
G2
Grade Two
GA.
Gage
H.W.
High Water
HORIZ.
Horizontal
HWY.
Highway
INPL.
Inplace
JT.
Joint
Foot Board
Measure
JCT.
Junction
KWY.
Keyway
L.
Length of Curve
L.L.
Live Load
L.W.
Low Water
LB.
Pound
LIN.
Linear
LT.
Left
LONG. (LONGIT.)
Longitudinal
APRIL 2004
2-93
REPRESENTS
ABBREVIATION
REPRESENTS
ABBREVIATION
Meter
mm
Millimeter
M.B.M.
M.L.
Main Line
M.O.
Maximum Offset
MAX.
Maximum
MIN.
Minimum
MISC.
Miscellaneous
N. (or NO.)
North
N.B.L.
NO.
Number
O.D.
Outside Diameter
P.C.
Point of Curvature
P.G.
Profile Grade
P.I.
P.S.I.
Point of
Intersection
Pounds per
Square Inch
P.C.C.
North Bound
Lanes
Point of
Compound Curve
P.O.T.
Point on Tangent
P.T.
Point of Tangency
PED.
Pedestrian
PRESTR.
Prestressed
PROJ.
PROV.
Provision
PT.
Point
R.
Radius
R.O.W.
Right of Way
Conduit
Feet
Point on Curve
Plate
R.S.C.
Thousand Board
P.O.C.
P .
L
Rigid Steel
REPRESENTS
R.R.
Project /
Projection
Railroad
Reinforced,
RDWY.
Roadway
REINF.
Revised
RT.
Right
Reinforcing/ment
REQD.
Required
REV.
S. (or SO.)
South
S.B.L.
SEC.
Section
SDWK.
Sidewalk
SHLDR.
Shoulder
SHT.
Sheet
SP. / SPS.
Spaces
SPA.
Spaced
SPG.
Spacing
SQ.
Square
SPEC.
Special /
Specification
South Bound
Lanes
STA.
Station
STD.
Standard
STIFF.
Stiffener
STL.
Steel
Structure
SUBGR.
Subgrade
SUPER.
Superelevation
SUPERST.
Superstructure
SYM.
Symmetrical
T. & B.
T.H.
Trunk Highway
T.T.C.
Tangent to Curve
TAN.
Tangent
TWP.
Township
TYP.
Typical
V.C.
Vertical Curve
V.P.C.
V.P.T.
Vertical Point of
Tangency
Vertical Point of
Curvature
V.P.I.
Vertical Point of
Intersection
VAR.
Varies
VERT.
Vertical
W.C.
Wearing Course
W.
WEST
W.B.L.
W.P.
Working Point
W.W.
Wingwall
YD.
Yard
MARCH 2005
NAME
DESCRIPTION
B101
B102
B201
B202
B303
B304
B305
B308
B310
B311
B312
B313
B314
B315
B316
B317
B318
B354
B355
B357
B400
B402
B403
B406
B407
B408
B410
B411
B553
2-94
MARCH 2005
NAME
DESCRIPTION
B701
B702
B705
B706
B710
B801
Contraction Joint
B807
Concrete End Diaphragm (For Double Tee Beam Spans With Contraction Abutment)
B809
B811
B812
B813
B814
B815
B816
B822
B830
B831
B850
B901
B905
B910
B911
B920
B922
B935
B942
B950
2-95
MARCH 2005
NAME
DESCRIPTION
Fig. 5-397.114
Fig. 5-397.115
Fig. 5-397.116
Fig. 5-397.117
Fig. 5-397.119
Fig. 5-397.120
Fig. 5-397.121
Concrete Railing (Type F-SW) With Bridge Slab Sidewalk And Separate End Post
Fig. 5-397.122
Concrete Railing (Type F-SW) With Bridge Slab Sidewalk And Integral End Post
Fig. 5-397.123
Concrete Railing (Type F-SW) With Bridge Slab Sidewalk And Separate End Post
Fig. 5-397.124
Concrete Railing (Type F-SW) With Bridge Slab Sidewalk And Integral End Post
Fig. 5-397.130
Fig. 5-397.131
Fig. 5-397.132
Solid Median Barrier And Glare Screen Type F (With Concrete Wearing Course)
Fig. 5-397.135
Split Median Barrier And Glare Screen Type F (Without Concrete Wearing Course)
Fig. 5-397.136
Split Median Barrier And Glare Screen Type F (With Concrete Wearing Course)
Fig. 5-397.137
Offset Split Median Barrier And Glare Screen Type F (With Concrete Wearing
Fig. 5-397.154
Metal Railing For Bikeways (Type M-1) And Concrete Parapet (Type P-1)
Fig. 5-397.157
Structural Tube Railing (Design T-1) And Concrete Parapet (Type P-2)
Fig. 5-397.158
Fig. 5-397.202
Fig. 5-397.205
Fig. 5-397.212
Structural Tube Railing With Fence (Design T-3) And Concrete Parapet (Type P-1)
Fig. 5-397.300
Fig. 5-397.301
Fig. 5-397.302
Course)
(With Integral End Post)
(With Integral End Post)
Or Conc. Parapet (Type P-1)
2-96
MARCH 2005
NAME
DESCRIPTION
Fig. 5-397.402
Fig. 5-397.403
Conduit System (Lighting) Type F (Or Concrete Parapet and Fence Railing)
Fig. 5-397.504
Fig. 5-397.505
Fig. 5-397.514
Fig. 5-397.515
Fig. 5-397.516
Fig. 5-397.517
Fig. 5-397.518
Fig. 5-397.525
Fig. 5-397.526
Fig. 5-397.550
Fig. 5-397.627
Fig. 5-397.628
Fig. 5-397.630
Fig. 5-397.900
2-97
APRIL 2004
NAME
Fig. 5-395.100
DESCRIPTION
Precast Concrete Box Culvert Tables
Fig. 5-395.101(A)
Barrel Details
Fig. 5-395.101(B)
Fig. 5-395.102
2 Sheets
Fig. 5-395.104(A)
Fig. 5-395.104(B)
Fig. 5-395.110(A)
Fig. 5-395.110(B)
Fig. 5-395.111
Fig. 5-395.115
2-98
APRIL 2004
NAME
DESCRIPTION
Fig. 5-395.200
Fig. 5-395.201
Fig. 5-395.202
Fig. 5-395.203
Fig. 5-395.204
Miscellaneous Details I
Fig. 5-395.205
Miscellaneous Details II
Fig. 5-395.206
Fig. 5-395.207
Fig. 5-395.208
Fig. 5-395.209
Retaining Wall
Fig. 5-395.210
Fig. 5-395.211
Fig. 5-395.212
Fig. 5-395.213
Fig. 5-395.214
Fig. 5-395.215
4 Sheets
4 Sheets
4 Sheets
4 Sheets
4 Sheets
4 Sheets
2-99
MARCH 2005
2-100
APPENDIX 2-H
STANDARD PLAN NOTES
A. DESIGN DATA
2004 and Current Interim AASHTO LRFD Bridge Design Specifications
Load and Resistance Factor Design Method
HL 93 Live Load
Dead Load includes 20 pounds per square foot allowance for future wearing course
modifications
Material Design Properties:
Reinforced Concrete:
fc =
4 ksi n = 8
Fy =
60 ksi for reinforcement
Prestressed Concrete:
fc = ____ ksi n = 1 (Coordinate with beam detail sheet)
fpu =
270 ksi For " and 0.6" diameter low relaxation strands
Structural Steel:
Fy =
36 ksi Structural Steel Spec. 3306
Fy =
50 ksi Structural Steel Spec. 3309 or 3310
Fy =
70 ksi Structural Steel Spec. 3317
Cycles for Fatigue Design - _______________
Timber:
Fc =
1.20 ksi Pile Caps
Fb =
1.60 ksi Sawn Stringers and Timber Rails
Fb =
2.40 ksi Glued Laminated Timber Rails
Fb =
2.40 ksi Glued Laminated Stringers
Fb = ____ ksi
Fb =
1.75 ksi Rail Posts
Fb =
1.20 ksi All Other Timber
Deck Area = __________ square feet
[Coping to Coping and Out to Out of end blocks]
________________ (Projected, Current) ADT for year __________
________________ (Projected, Current) ADTT for year __________
Design Speed = __________ miles per hour
Bridge Operating Rating HS ________
B. CONSTRUCTION NOTES
The 2000 edition of the Minnesota Department of Transportation Standard
Specifications for Construction shall govern.
MARCH 2005
2-101
Modify the
MARCH 2005
2-102
Top of
Contractor shall dress slopes and place filter materials and riprap in approximate
areas as directed by the Engineer.
E. REINFORCEMENT
Spiral Data
Outside Diameter ______________________
Height _______________________________
Pitch ________________________________
Spiral Rod Size _______________________ Plain Round
Weight ______________________________ each
Outside diameter of dowel circle to be 21/4" less than inside diameter of spiral.
[Where No. 32E and larger sized column vertical bars are used, the 21/4"
dimension should be increased where required to provide for a proper fit.]
MARCH 2005
2-103
ON SPREAD FOOTING
__________ ABUTMENT
PIER _______
Earth Pressure
Factored Overturning
WITH PILING
WITH PILING
__________ ABUTMENT
PIER _______
Earth Pressure
Factored Overturning
__________ ABUTMENT
PIER _______
drive
* Qdrive
drive
* Qdrive
MARCH 2005
2-104
MARCH 2005
2-105
MARCH 2005
2-106
MARCH 2005
2-107
MARCH 2005
2-108
Fill in back of abutment is not to be placed until after superstructure has been
completed.
Fasten backing to abutment piles with two 60d nails at each intersection.
Bolt projections exceeding 1" shall be cut off. Repair end of bolt by painting with an
approved zinc-rich primer.
Drive all piles to a bearing of not less than __________ tons per pile. See Special
Provisions for wing wall pile driving requirements.
All timber shall be preservative treated in accordance with Spec. 3491.
M. MISCELLANEOUS
The Contractor shall make field measurements as necessary prior to fabrication of
the __________ to assure proper fit in the final work.
[Use when not otherwise referenced to Spec.2433.]
Beam length dimensions are slope lengths.
[Use where necessary for proper fit for prestressed beams.]
MARCH 2005
2-109
APPENDIX 2-I
STANDARD SUMMARY OF QUANTITIES NOTES
1.
State will furnish disk. Bend prongs outward to anchor disk in concrete. Bottom
of disk top to be placed flush with concrete. Payment shall be considered
incidental to concrete pay items.
[When bench mark disk is required.]
2.
3.
4.
5.
Includes slab (end diaphragms, median, median barrier, sidewalk,) and railing
reinforcement.
[Add to epoxy coated reinforcement bar totals.]
6.
Bridge Slab Concrete (3Y3_ ) volume was computed using an average stool
height of ______ inches and is approximately ______ cubic yards. Includes end
blocks.
[Use when the item as listed in the Summary of Quantities for Superstructure is
paid for on a square foot basis.]
7.
8.
9.
APRIL 2004
2-110
11.
12.
13.
Payment for beams included in item Prestressed Concrete Beams ______ per
linear foot.
[Use with prestressed concrete beams.]
14.
15.
16.
Quantities listed above are for informational purposes. Any additional minor
items and slight changes in quantities required shall be furnished by the
contractor with no additional compensation.
[Use with summaries of quantities for items paid for by lump sum. (e.g. conduit
systems).]
17.
Payment for anchorages included in item Anchorages Type Reinf. Bars per each.
18.
Payment for threaded couplers included in item Threaded Couplers (Reinf. Bars)
per each.
Volume is
MARCH 2005
2-111
APPENDIX 2-J *
BRIDGE PAY ITEMS
ITEM NO.
ITEM
UNIT
QUANTITY
2013.602
TCLP TEST
EACH
__________ (P)
2021.501
MOBILIZATION
LUMP SUM
__________
2031.501
EACH
__________
2031.503
EACH
__________
2041.610
TRAINEES
HOUR
__________
2102.501
SQ. FT.
__________
2105.601
LUMP SUM
__________
2301.601
LUMP SUM
__________
2331.604
SQ. YD
__________ (P)3
2357.502
GALLON
__________
2401.501
CU. YD.
__________ (P)3
2401.511
SQ. FT.
__________ (P)3
______ LANE)
2401.512
SQ. FT.
__________ (P)
2401.513
LIN. FT.
__________ (P)
2401.514
LIN. FT.
__________ (P)
2401.514
LIN. FT.
__________ (P)
2401.514
__________ (P)
2401.515
SQ. FT.
__________ (P)
2401.516
SQ. FT.
__________ (P)
2401.521
CU. YD.
__________
2401.541
REINFORCEMENT BARS
POUND
__________ (P)
2401.541
POUND
__________ (P)
2401.543
POUND
__________ (P)
2401.601
LUMP SUM
__________
2401.601
STRUCTURE EXCAVATION
LUMP SUM
__________
2401.608
SHAFT REINFORCEMENT
POUND
__________
2411.618
SQ. FT.
__________ (P)
2401.618
SQ. FT
__________
2402.521
POUND
__________ (P)
2402.546
EACH
__________
2402.583
LIN. FT.
__________ (P)
2402.583
LIN. FT.
__________ (P)
2402.583
LIN. FT.
__________ (P)
2402.583
LIN. FT.
__________ (P)
2402.585
PIPE RAILING
LIN. FT.
__________ (P)
2402.590
EACH
__________
(3Y46(A))
MARCH 2005
2-112
ITEM
UNIT
QUANTITY
2402.591
LIN. FT.
__________ (P)
2402.595
BEARING ASSEMBLY
EACH
__________
2402.601
LUMP SUM
__________
2402.601
LUMP SUM
__________
2402.602
EACH
__________
2402.603
LIN. FT.
__________ (P)
2402.603
LIN. FT.
__________ (P)3
2403.510
EACH
__________
2403.602
EACH
__________
2403.602
EACH
__________
2403.603
LIN. FT.
__________ (P)
2403.603
TIMBER RAILING
LIN. FT.
__________ (P)
2404.501
SQ. FT.
__________ (P)
2404.618
BLASTING (SPECIAL)
SQ. FT.
__________ (P)
2404.618
SQ. FT.
__________ (P)
2405.502
LIN. FT
__________ (P)
2405.511
LIN. FT
__________ (P)
2405.603
LIN. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
SQ. FT.
__________ (P)
2411.618
ANTI-GRAFFITI COATING
SQ. FT.
__________ (P)
2412.511
LIN. FT.
__________ (P)
2412.512
EACH
__________
2433.501
STRUCTURAL REMOVALS
LUMP SUM
__________
2433.502
REMOVE CONCRETE
CU. YD.
__________ (P)3
2433.503
POUND
__________ (P)3
2433.505
REMOVE ______
SQ. FT.
__________ (P)3
2433.506
REMOVE ______
LIN. FT.
__________ (P)3
2433.507
REMOVE ______
LUMP SUM
__________
2433.512
LUMP SUM
__________
2433.516
EACH
__________
MARCH 2005
2-113
ITEM
UNIT
QUANTITY
2433.601
2433.601
REPAIR ______
LUMP SUM
__________
RECONSTRUCT ______
LUMP SUM
__________
2433.602
REPAIR ______
EACH
__________
2433.602
RECONSTRUCT ______
EACH
__________
2433.602
CLEAN ______
EACH
__________
2433.602
EACH
__________
2433.603
LIN. FT.
__________ (P)
2433.603
REPAIR ______
LIN. FT.
__________
2433.603
RECONSTRUCT ______
LIN. FT.
__________
2433.607
CEMENT GROUT
CU. YD.
__________
2433.618
SCARIFY ______
SQ. FT.
__________
2433.618
SQ. FT.
__________
2442.501
LUMP SUM
__________
2442.502
LUMP SUM
__________
2451.503
CU. YD.
__________ (P)
2451.505
CU. YD
__________ (P)
2452.503
LIN. FT
__________
2452.504
LIN. FT
__________
LIN. FT.
__________
LIN. FT
__________
LIN. FT
__________
LIN. FT
__________
EACH
__________
EACH
__________
2452.507
2452.508
______ "
______ "
______ "
2452.510
2452.511
2452.517
2452.519
______ "
______ "
2452.520
EACH
__________
2452.526
______ "
EACH
__________
2452.602
EACH
__________
2452.602
PILE ANALYSIS
EACH
__________
2452.602
PILE PLACEMENT
EACH
__________
2452.602
EACH
__________
2452.602
PILE REDRIVING
EACH
__________
2452.602
EACH
__________
2452.602
EACH
__________
2452.603
LIN. FT.
__________
2452.603
LIN. FT.
__________
2453.603
LIN. FT.
__________
2453.603
LIN. FT.
__________
MARCH 2005
2-114
ITEM
UNIT
QUANTITY
2472.602
EACH
__________
2476.501
LUMP SUM
__________
2476.502
SQ. FT.
__________
2476.601
LUMP SUM
__________ (P)
2476.601
LUMP SUM
__________ (P)
2478.502
SQ. FT.
__________
2478.503
LUMP SUM
__________
2478.506
SQ. FT
__________ (P)
2478.618
SQ. FT.
__________
2479.618
SQ. FT.
__________ (P)
2479.618
SQ. FT.
__________ (P)
2511.501
CU. YD.
__________ (P)
2511.507
GROUTED RIPRAP
CU. YD.
__________
2511.511
GRANULAR FILTER
CU. YD.
__________ (P)
2514.501
SQ. YD.
__________ (P)
2514.503
SQ. YD
__________ (P)
2545.501
LUMP SUM
__________
2545.509
__________
2557.501
LIN. FT.
__________ (P)
2557.603
LIN. FT
__________ (P)
2563.601
TRAFFIC CONTROL
LUMP SUM
__________
2563.613
UNIT DAY
__________
2564.603
LIN. FT.
__________
or POWER]
Number of Lanes
Diameter of Pile
APRIL 2004
2-115
APRIL 2004
2-116
JULY 2003
3-1
3. LOADS AND
LOAD FACTORS
The standard load combinations for LRFD design are presented in LRFD
Table 3.4.1-1. Mn/DOT regularly uses all load combinations except
Strength-II and Extreme Event-I.
These are used only for specialized
structures or situations.
Several of the loads have variable load factors (e.g., P, TG, SE). The
load factors for permanent loads (P) typically have two values, a
maximum value and a minimum value. When analyzing a structure it will
often be necessary to use both values. The objective is to envelope the
maximum load effects on various elements for design.
A box culvert
structure illustrates the use of both values. When determining the
moment in the top slab of the culvert the maximum load factor is used
with vertical earth loads, while the minimum load factor is used on the
lateral or horizontal earth loads.
The situation reverses when
determining the moments in the wall of the culvert. A minimum load
factor is used on the vertical earth loads and a maximum value is used
on the horizontal earth loads.
When assembling load combinations do not use more than one load
factor for any load component. For example, when checking uplift, a load
factor of 0.90 or 1.25 should be used for the dead load on all spans.
Designers should not try to use 0.9 on the span adjacent to the uplift
point and 1.25 on the next span.
Designers must ensure the structure has been checked for adequacy in
carrying all appropriate load combinations at any possible construction
stage.
For example, a high abutment should be checked for any
permissible construction case in addition to the final condition. The
abutment may be completely constructed prior to placement of the
beams (a case which maximizes the horizontal earth pressure load with a
minimum of vertical load) or the abutment could be constructed such
that the superstructure is completed prior to backfilling. This latter case
would maximize vertical load without horizontal earth pressure load.
Designers should investigate both cases.
Load Combinations
The load factors and the combination of different load components
presented in LRFD Table 3.4.1-1 have been calibrated to produce
JULY 2003
3-2
structures with more uniform reliability than that offered with Standard
Specification designs. In general Mn/DOT recognizes all of the load
combinations presented in the LRFD Specifications. The Strength II and
Extreme Event I load combinations will rarely control. In addition to the
standard load combinations, Mn/DOT designs should consider a
construction load combination.
Strength I: Basic load combination used to determine the flexural and
shear demands without wind.
Strength II: Basic load combination used to determine the flexural and
shear demands of a structure subject to a permit vehicle or a special
design vehicle specified by the owner. (Mn/DOT does not use a special
vehicle for design)
Strength III: Load combination used to determine flexural and shear
demands that include wind. (Winds over 55 mph)
Strength IV: Load combination relating to very high dead load to live
load force effect ratios.
Strength V: Load combination corresponding to normal vehicular use of
the bridge concurrent with a wind of 55 mph.
Extreme Event I:
Load combination including earthquake effects.
Earthquake analysis is typically not performed.
Extreme Event II:
Load combination corresponding to ice loads,
collision loads, and certain hydraulic events with a reduced vehicular live
load. This combination is used for barrier and deck overhang designs.
Service I: Load combination used for the design of many elements. It
is used for service load stress checks (prestressed concrete), deflection
checks, crack control checks in reinforced concrete, etc.
Service II: Load combination used to check yielding and connections in
steel structures.
Service III: Load combination used to check nominal tension in
prestressed concrete structures.
Fatigue: Load combination used for the design of structures subject to
repetitive live load. This pertains primarily to steel structures and steel
reinforcement in concrete structures.
JULY 2003
3-3
3.2 Load
Modifiers
[1.3.3, 1.3.4,
1.3.5]
For most structures, each of the load modifiers will be 1.00. For a limited
number of bridges, load modifiers with values different from 1.00 need to
be used. Table 3.2.1 summarizes Mn/DOTs policy for load modifiers.
Table 3.2.1 Standard Mn/DOT Load Modifiers
Modifier
Value
Ductility (D)
Redundancy (R)
Importance (I)
3.3 Permanent
Loads (Dead and
Earth)
[3.5]
1.00
Condition
Steel structures, timber bridges,
ductile concrete structures
1.05
1.00
Redundant
1.05
Non Redundant
0.90
Temporary Bridges
0.95
1.00
1.05
0.150
0.150
Precast Concrete
0.155
0.150
0.130
Standard Fill
0.120
Steel
0.490
Timber
0.050
Water
0.0624
JULY 2003
3.4 Live Loads
[3.6]
3-4
3.4.2 Multiple
Presence Factor,
MPF
[3.6.1.1.2]
Use the design truck, fatigue truck, design tandem, truck train and lane
loads described in the LRFD Specifications. The double tandem loading
described in the commentary to LRFD Article 3.6.1.3.1 will not be used.
Tables 3.4.1.1 and 3.4.1.2 at the end of this section list the unfactored
moments and shears for HL-93 loading on simple spans between 1 and
200 feet.
When a structure is being evaluated for load cases involving more than
two lanes of traffic a reduction factor or multiplier can be used. This
factor recognizes the reduced probability that all lanes will be fully loaded
at the same time. Designers should note that the LRFD Specifications
require that a 1.2 factor be used for the design of structures carrying a
single lane of traffic.
Mn/DOT has one variance to the multiple presence factors listed in LRFD
Table 3.6.1.2-1. When evaluating the live load deflections of a structure,
designers should use a 0.85 multiple presence factor for load cases with
more than three lanes of traffic.
3.4.3 Dynamic
Load Allowance, IM
[3.6.2]
3.4.4 Pedestrian
Live Load, PL
[3.6.1.6]
JULY 2003
3-5
3.4.5 Braking
Force, BR
[3.6.4]
3.4.6 Centrifugal
Force, CE
[3.6.3]
The design wind speed is 100 mph. For most structures the total height
will be below 30 feet and base wind pressures can be used for design.
The vertical overturning wind load described in LRFD Article 3.8.2 should
be considered in design.
JULY 2003
3-6
The force effects of wind on live load should be considered for the
Strength V and the Service I load combinations. The force components
(parallel and normal) for different wind skew angles are presented in
LRFD Table 3.8.1.3-1. The wind on live load forces are applied at a
height 6 feet above the top of the deck.
3.8 Earthquake
Effects, EQ
[3.10]
The design ice load is 1.5 feet of ice with a crushing strength of 32.0 ksf.
Assume the ice load is applied at a height two-thirds of the distance from
the flowline elevation to the 100-year design high water elevation.
3.10 Earth
Pressure,
EV, EH, or ES
[3.5.1, 3.5.2]
[3.11.5, 3.11.6]
For applications with level backfill, simplified equivalent fluid methods can
be used. For level backfill applications where the at-rest earth pressures
can be relieved by rotation (cantilevered walls with stem heights of 5 feet
or greater), design walls for an active earth pressure of 0.033 kcf
equivalent fluid weight.
For level backfill applications where at-rest earth pressures cannot be
relieved, design for an equivalent fluid weight of 0.060 kcf.
Assume that the horizontal resultant for lateral earth pressures acts at a
height of H/3.
Passive earth pressures should be used for integral abutment designs.
JULY 2003
3.11
Temperature,
Shrinkage, Creep,
Settlement,
TU, SH, CR, & SE
[3.12]
3.11.1 General
3-7
3.12 Pile
Downdrag, DD
3.13 Friction
Forces, FR
[3.13]
3.13.1 Sliding
Bearings
3.13.2
Soil/Backwall
Interface and
Soil/Footing
Interface
JULY 2003
3-8
3.14 Extreme
Event
3.14.1 Vehicle
Collision, CT
[3.6.5]
3.14.2 Vessel
Collision, CV
[3.14]
3.15 Uplift
For curved bridges with skews or continuous bridges with spans that vary
significantly, there is a possibility of uplift at the end supports. For
situations where a sidespan is less than 70 percent of the adjacent
continuous span, uplift should be considered. Uplift may occur during
construction if deck placement is not sequenced properly or during
service due to the application of live load if the spans are not balanced.
If uplift occurs, the performance of the bearings and expansion joints
may be compromised. When evaluating a structure for uplift the load
factors for permanent load should be reviewed. Minimum and maximum
[Table 3.4.1-2]
JULY 2003
3-9
3.16 Construction
Loads
3.17 Deflections
[2.5.2.6.2]
JULY 2003
3-10
# BEAMS
Dead Load:
Total DC
Dead Load (per beam) =
# BEAMS
JULY 2003
3-11
Table 3.4.1.1
Maximum Unfactored HL-93 Live Load Moments, Shears, and Reactions
Simple Spans, One Lane, w/o Dynamic Load Allowance
MOMENTS
SPAN
TRUCK
TANDEM
LANE
TOTAL
SPAN PT.
TRUCK
TANDEM
LANE
TOTAL
FT
KIP-FT
KIP-FT
KIP-FT
KIP-FT
KIP
KIP
KIP
KIP
8.0
6.3
0.1
8.1
0.50
32.0
25.0
0.3
32.3
16.0
12.5
0.3
16.3
0.50
32.0
25.0
0.6
32.6
24.0
18.8
0.7
24.7
0.50
32.0
25.0
1.0
33.0
32.0
25.0
1.3
33.3
0.50
32.0
25.0
1.3
33.3
40.0
31.3
2.0
42.0
0.50
32.0
30.0
1.6
33.6
48.0
37.5
2.9
50.9
0.50
32.0
33.3
1.9
35.3
56.0
43.8
3.9
59.9
0.50
32.0
35.7
2.2
38.0
64.0
50.0
5.1
69.1
0.50
32.0
37.5
2.6
40.1
72.0
62.5
6.5
78.5
0.50
32.0
38.9
2.9
41.8
10
80.0
75.0
8.0
88.0
0.50
32.0
40.0
3.2
43.2
11
84.5
92.0
9.3
101.3
0.40
32.0
40.9
3.5
44.4
12
92.2
104.0
11.1
115.1
0.40
32.0
41.7
3.8
45.5
13
103.0
115.9
13.4
129.3
0.45
32.0
42.3
4.2
46.5
14
110.9
128.3
15.5
143.8
0.45
32.0
42.9
4.5
47.3
15
118.8
140.6
17.8
158.4
0.45
34.1
43.3
4.8
48.1
16
126.7
153.0
20.3
173.3
0.45
36.0
43.8
5.1
48.9
17
134.6
165.4
22.9
188.3
0.45
37.6
44.1
5.4
49.6
18
142.6
177.8
25.7
203.4
0.45
39.1
44.4
5.8
50.2
19
150.5
190.1
28.6
218.7
0.45
40.4
44.7
6.1
50.8
20
158.4
202.5
31.7
234.2
0.45
41.6
45.0
6.4
51.4
21
166.3
214.9
34.9
249.8
0.45
42.7
45.2
6.7
52.0
22
174.2
227.3
38.3
265.6
0.45
43.6
45.5
7.0
52.5
23
182.2
239.6
41.9
281.5
0.45
44.5
45.7
7.4
53.0
24
190.1
252.0
45.6
297.6
0.45
45.3
45.8
7.7
53.5
25
198.0
264.4
49.5
313.9
0.45
46.1
46.0
8.0
54.1
26
210.2
276.8
53.5
330.3
0.45
46.8
46.2
8.3
55.1
27
226.1
289.1
57.7
346.9
0.45
47.4
46.3
8.6
56.0
28
241.9
301.5
62.1
363.6
0.45
48.0
46.4
9.0
57.0
29
257.8
313.9
66.6
380.5
0.45
48.8
46.6
9.3
58.1
30
273.6
326.3
71.3
397.5
0.45
49.6
46.7
9.6
59.2
31
289.4
338.6
76.1
414.7
0.45
50.3
46.8
9.9
60.2
32
307.0
351.0
81.1
432.1
0.45
51.0
46.9
10.2
61.2
33
324.9
363.4
86.2
449.6
0.45
51.6
47.0
10.6
62.2
34
332.0
375.0
92.5
467.5
0.50
52.2
47.1
10.9
63.1
35
350.0
387.5
98.0
485.5
0.50
52.8
47.1
11.2
64.0
36
368.0
400.0
103.7
503.7
0.50
53.3
47.2
11.5
64.9
37
386.0
412.5
109.5
522.0
0.50
53.8
47.3
11.8
65.7
38
404.0
425.0
115.5
540.5
0.50
54.3
47.4
12.2
66.5
39
422.0
437.5
121.7
559.2
0.50
54.8
47.4
12.5
67.2
40
440.0
450.0
128.0
578.0
0.50
55.2
47.5
12.8
68.0
JULY 2003
3-12
Table 3.4.1.2
Maximum Unfactored HL-93 Live Load Moments, Shears, and Reactions
Simple Spans, One Lane, w/o Dynamic Load Allowance
MOMENTS
SPAN
TRUCK
TANDEM
LANE
TOTAL
SPAN PT.
TRUCK
TANDEM
LANE
TOTAL
FT
KIP-FT
KIP-FT
KIP-FT
KIP-FT
KIP
KIP
KIP
KIP
42
485.2
474.8
139.7
624.9
0.45
56.0
47.6
13.4
69.4
44
520.9
499.5
153.3
674.2
0.45
56.7
47.7
14.1
70.8
46
556.5
524.3
167.6
724.1
0.45
57.4
47.8
14.7
72.1
48
592.2
549.0
182.5
774.6
0.45
58.0
47.9
15.4
73.4
50
627.8
573.8
198.0
825.8
0.45
58.6
48.0
16.0
74.6
52
663.4
598.5
214.2
877.6
0.45
59.1
48.1
16.6
75.7
54
699.1
623.3
230.9
930.0
0.45
59.6
48.1
17.3
76.8
56
734.7
648.0
248.4
983.1
0.45
60.0
48.2
17.9
77.9
58
770.4
672.8
266.4
1036.8
0.45
60.4
48.3
18.6
79.0
60
806.0
697.5
285.1
1091.1
0.45
60.8
48.3
19.2
80.0
62
841.6
722.3
304.4
1146.1
0.45
61.2
48.4
19.8
81.0
64
877.3
747.0
324.4
1201.7
0.45
61.5
48.4
20.5
82.0
66
912.9
771.8
345.0
1257.9
0.45
61.8
48.5
21.1
82.9
68
948.6
796.5
366.2
1314.8
0.45
62.1
48.5
21.8
83.9
70
984.2
821.3
388.1
1372.3
0.45
62.4
48.6
22.4
84.8
75
1070.0
887.5
450.0
1520.0
0.50
63.0
48.7
24.0
87.0
80
1160.0
950.0
512.0
1672.0
0.50
63.6
48.8
25.6
89.2
85
1250.0
1012.5
578.0
1828.0
0.50
64.1
48.8
27.2
91.3
90
1340.0
1075.0
648.0
1988.0
0.50
64.5
48.9
28.8
93.3
95
1430.0
1137.5
722.0
2152.0
0.50
64.9
48.9
30.4
95.3
100
1520.0
1200.0
800.0
2320.0
0.50
65.3
49.0
32.0
97.3
110
1700.0
1325.0
968.0
2668.0
0.50
65.9
49.1
35.2
101.1
120
1880.0
1450.0
1152.0
3032.0
0.50
66.4
49.2
38.4
104.8
130
2060.0
1575.0
1352.0
3412.0
0.50
66.8
49.2
41.6
108.4
140
2240.0
1700.0
1568.0
3808.0
0.50
67.2
49.3
44.8
112.0
150
2420.0
1825.0
1800.0
4220.0
0.50
67.5
49.3
48.0
115.5
160
2600.0
1950.0
2048.0
4648.0
0.50
67.8
49.4
51.2
119.0
170
2780.0
2075.0
2312.0
5092.0
0.50
68.0
49.4
54.4
122.4
180
2960.0
2200.0
2592.0
5552.0
0.50
68.3
49.4
57.6
125.9
190
3140.0
2325.0
2888.0
6028.0
0.50
68.5
49.5
60.8
129.3
200
3320.0
2450.0
3200.0
6520.0
0.50
68.6
49.5
64.0
132.6
JULY 2003
4. STRUCTURAL
ANALYSIS AND
EVALUATION
4-1
4.1 Computer
Programs
[4.4]
JULY 2003
4.2 Load
Distribution
[4.6.2]
4-2
Equations and tables for live load distribution factors are provided in the
LRFD Specifications. For typical beam bridges distribution factors are
provided for: Interior beam flexure (single lane, multiple lanes, and
fatigue), Interior beam shear (single lane, multiple lanes, and fatigue).
The lever rule and distribution formulas should be used to determine the
amount of live load carried by the exterior beam. LRFD C4.6.2.2.2d
provides a formula for computation of an additional distribution factor for
bridges that have diaphragms or cross-frames. Use of the rigid cross-
JULY 2003
4-3
Unlike the Standard Specifications, the live load distribution factors for
beam bridges are dependent on the stiffness of the components that
make up the cross section [LRFD Equation 4.6.2.2.1-1]. Theoretically,
the distribution factor changes for each change in cross section.
However, this is more refinement than is necessary. For simple span
structures a single live load distribution factor (computed at midspan)
may be used. For continuous structures a single distribution factor may
be used for each positive moment region and for each negative moment
region. For bridges with consistent geometry (same number of beam
lines in each span, etc.) the largest positive moment distribution factor
may be used for all positive moment locations. Similarly, the largest
negative moment distribution factor may be used for all negative
moment regions.
For skewed superstructures, use the LLDF for end shear throughout the
length of the girder.
4.2.3 Sidewalk
Pedestrian Live
Load
[3.6.1.6]
JULY 2003
4-4
Note that bridges designed for only bicycle or pedestrian traffic use a
slightly higher pedestrian live load (0.085 ksf) than that used for
sidewalks on vehicular bridges.
Also, design pedestrian bridges for a maintenance vehicle live load
equivalent to an H-5 truck for deck widths between 6-10 feet, and an
H-10 truck for wider decks. Use of the dynamic load allowance is not
required with the maintenance vehicle.
The bridge load rating determines the safe load carrying capacity.
Ratings are calculated for a new bridge and are recalculated throughout
the bridges life as changes occur.
Unlike design where only one benchmark or level of safety is used, two
different levels have historically been used for load rating. These rating
levels are referred to as the inventory rating and operating rating.
The inventory rating corresponds to the factors of safety or levels of
reliability associated with new bridge designs. The operating rating
corresponds to slightly relaxed safety factors or reliability indices and is
used for infrequent, regulated loads. Calculations for overload permit
evaluations and for bridge weight postings are made at the operating
level.
Bridge Ratings are done according to the AASHTO Manual for Condition
Evaluation of Bridges. (Much of this document defers to the AASHTO
Standard Design Specifications for Highway Bridges.) New bridge ratings
are made using LFD methods.
The Design Data block on the front sheet of a set of bridge plans should
contain the HS Operating Rating for the bridge.
When the bridge plan is to the point where all the essential information
for the superstructure is shown, the plan should be sent to the Bridge
Rating Unit. They will calculate the operating rating for the bridge.
Bridges designed for the local road system are generally prepared by the
local agency and/or their consultants. It is the responsibility of the local
agency to assure that ratings are calculated and reported to the Bridge
Management Unit.
JULY 2003
4-5
The rating software in use by the Bridge Rating Unit does not rate the
following types of bridges:
post-tensioned continuous concrete, both segmental and nonsegmental
curved steel
arches
rigid frames
continuous trusses
suspension and cable stayed bridges.
For these bridges, the designer should compute the rating in accordance
with the following guidelines:
Do not include allowances for future dead loads, such as a future wearing
surface. Rate an interior beam under traffic. Use the same lateral dead
and live load distribution used for design.
The Load Factor Method is
preferred.
In addition to rating, a provision is needed to evaluate trucks that apply
for overload permits. If the design software will accept custom truck
configurations, the Standard MnDOT Overload Permit Trucks should be
run. Attached are diagrams for these trucks.
For this report the lowest
or critical rating factor should be reported for each truck as illustrated in
the attached example.
If custom trucks cannot be run, influence lines should be developed for
the critical locations of negative and positive moment (and shear if
critical). Additional information needed at each of these locations is the
moment (or shear) capacity, dead load effects, secondary prestress
effects, and the capacity remaining for live load and impact. These
should all be equated to the width of one beam spacing. State the load
factors, capacity reduction factors, and live load distribution that were
applied.
A sample of a completed rating report using the standard permit truck
method is attached. Completed reports should be given to the Bridge
Rating Engineer. The complete submittal should include plan sheets
necessary to convey the essential information used in the rating
including the general plan and elevation, the deck cross-section, the
framing plan, and the beam elevation.
Any questions about this procedure should be directed to the Bridge
Rating Engineer.
JULY 2003
4-6
JULY 2003
4-7
JULY 2003
4.4 Substructure
Fixity
4-8
The overall fixity of the bridge should be examined in detail for bridges
on steep grades, moderate to severe curvature, or when the columns are
tall or slender. The following guidelines for providing fixity at bearings
should be followed.
For short bridges on steep grades, the down hill abutment should be
fixed. For longer bridges the flexibility of each pier and its bearings need
to be considered to determine the appropriate substructure units to fix.
If pier flexibility and geometry permit, a minimum of two fixed piers per
expansion unit should be used. For very flexible piers, such as pile bents
or slender columns, the expansion bearings may be redundant (the pier
may move before the bearings begin to slide).
For typical prestressed I-beam bridges with two sets of bearings on each
pier (per beam line), sufficient anchorage to the pier is provided by using
one line of bearings with anchor rods at a fixed pier. For river piers and
for spans over 145 feet designers should fix both sets of bearings.
4.5 Structural
Models
4.6 LRFD
Exceptions
JULY 2003
4-9
4.6.1 Curved
Bridges
4.6.2
Rehabilitation
Projects
4.6.3 Railroad
Bridges & Bridges
or Structures Near
Railroads
OCTOBER 2004
5-1
5. CONCRETE
STRUCTURES
5.1 Materials
5.1.1 Concrete
Mn/DOT Spec. 2461 identifies and describes concrete mix types. Based
on their strength, location of application, and durability properties,
different mixes are used for various structural concrete components.
Table 5.1.1.1 identifies the concrete mix types to be used in various
locations of the state for decks, slabs, railings, medians, and sidewalks.
The four or five characters used to identify a concrete mix provide
information on the properties of the mix. The first character designates
the type of concrete (with or without air entrainment requirements). The
second character identifies the grade of concrete.
Each letter is
associated with a different cement-void ratio. The third character in the
label is the upper limit for the slump in inches. The fourth character
identifies the coarse aggregate gradation. The fifth character, if present,
identifies the type of coarse aggregate to be used.
The various concrete types used throughout the state are a result of the
different aggregates that are available in the region (a consequence of
the regions geology).
Table 5.1.1.2 identifies the standard Mn/DOT concrete mixes to be used
for various bridge components. In general, the standard concrete design
strength is 4 ksi, and air entrained concretes are to be used for
components located above footings and pile caps to enhance durability.
NOVEMBER 2005
5-2
Table 5.1.1.1
Deck, Slab, Railing, Median, and Sidewalk
Concrete Mixes
District
Element
1 (NE)
and 4
Deck or Slab
(Without Wearing Course)
Deck or Slab
(With Wearing Course)
Railings, Medians, and
Sidewalks
District
District
1 (SW),
6, 7
2, 3
and 8
and Metro
3Y33
3Y33
3Y33A
3Y36
3Y36
3Y36A
3Y46A
3Y46
3Y46A
Table 5.1.1.2
Design Concrete Mix Summary
Design Compressive
Maximum Aggregate
Strength (ksi)
Size (in)
1X62
5.0
1C62
3.0
1X46
5.0
/4
1Y46
4.0
/4
1A43
4.0
1 1/2
3Y43
4.0
1 1/2
4.0
1 1/2
Location/Element
Cofferdam seals
Fill from top of rock to bottom of footing for
spread footings, and cast-in-place concrete
piles
Drilled shafts
Footings and pile caps
Abutment stem and wingwalls
Pier columns and caps
Diaphragms
Pretensioned superstructures
Cast-in-place box girders
or special
3U36 modified
6.0
and sidewalks
3U17A
4.0
3Y33, 3Y33A
4.0
3W36
5.0 or higher
4.0
/4
/4
1 1/2 or
5
/8
1 1/2
3
/4
/4
OCTOBER 2004
5-3
fc
fc + 1000
OCTOBER 2004
5-4
Table 5.1.1.3
Concrete Properties
Parameter
Modulus of Elasticity
Equation/Value
Thermal Coefficient
Shrinkage Strain
Poisson's ratio
5.1.2 Reinforcing
Steel
when fc 6 ksi
when fc > 6 ksi
c = 6.0 10 6 = in /in/F
sh = 0.0002 in /in at 28 days
sh = 0.0005 in /in at 1 year
= 0.2
5.1.3
Reinforcement Bar
Couplers
5.1.4 Prestressing
Steel
Uncoated low-relaxation 7-wire strand or uncoated deformed, highstrength bars are acceptable prestressing steels. Strands shall conform
to ASTM A416. Bars shall conform to ASTM A722.
The modulus of elasticity for prestressing steels is:
Ep = 28,500 ksi for strands
Ep = 30,000 ksi for bars
OCTOBER 2004
5-5
5.1.5
Post-tensioning
Hardware
For post-tensioned concrete bridges, open ducts must be used for tendon
passageways through the superstructure. Longitudinal ducts are typically
made of galvanized steel tubing 3 to 4 inches in diameter and must be
sufficiently rigid to withstand the loads imposed upon them. Transverse
ducts may be made of corrugated plastic containing from 1 to 4 strands.
Because the transverse ducts are relatively close to the top of the deck
with heavy applications of corrosive de-icing chemicals, plastic ducts are
desirable.
Tendon anchorage devices are required at the ends of each duct.
Anchorages should be shown or indicated on the drawings. Detailing is
unnecessary because the post-tensioning supplier will provide these
details in the shop drawings for the post-tensioning system.
5.2 Reinforcement
Details
5.2.1 Minimum
Clear Cover and
Clear Spacing
OCTOBER 2004
5-6
Foundations
Top Bars
Minimum clear cover is 3 inches.
Bottom Bars, Spread Footing
Minimum clear cover to the bottom concrete surface
5 inches.
Minimum clear cover to the side concrete surface is 3 inches.
Bottom Bars, Pile cap w/ pile embedded 1 foot
Rest directly on top of trimmed pile.
Bottom Bars, Pile cap w/ pile embedded more than 1 foot
Minimum clear cover is 3 inches.
is
OCTOBER 2004
5.2.2 Reinforcing
Bar Lists
5-7
U.S. Customary
Bar Size
Area of Bar
(in 2 )
Diameter of Bar
(in)
Weight of Bar
(lb/ft)
#10
#3
0.11
0.375
0.376
#13
#4
0.20
0.500
0.668
#16
#5
0.31
0.625
1.043
#19
#6
0.44
0.750
1.502
#22
#7
0.60
0.875
2.044
#25
#8
0.79
1.000
2.670
#29
#9
1.00
1.128
3.400
#32
#10
1.27
1.270
4.303
#36
#11
1.56
1.410
5.313
#43
#14
2.25
1.693
7.65
#57
#18
4.00
2.257
13.60
Table 5.2.2.2 lists the reinforcing steel area provided (per foot) for
different sized bars with different center to center bar spacings.
OCTOBER 2004
5-8
Nominal
Diameter
Number
Bar Size
Table 5.2.2.2
Average Area per Foot Width Provided by Various Bar Spacings
(in 2 /ft)
3.5
4.5
5.5
10
11
12
10
0.375
0.44 0.38 0.33 0.29 0.26 0.24 0.22 0.19 0.17 0.15 0.13 0.12 0.11
13
0.500
0.80 0.69 0.60 0.53 0.48 0.44 0.40 0.34 0.30 0.27 0.24 0.22 0.20
16
0.625
1.24 1.06 0.93 0.83 0.74 0.68 0.62 0.53 0.47 0.41 0.37 0.34 0.31
19
0.750
1.76 1.51 1.32 1.17 1.06 0.96 0.88 0.75 0.66 0.59 0.53 0.48 0.44
22
0.875
2.40 2.06 1.80 1.60 1.44 1.31 1.20 1.03 0.90 0.80 0.72 0.65 0.60
25
1.000
3.16 2.71 2.37 2.11 1.90 1.72 1.58 1.35 1.19 1.05 0.95 0.86 0.79
29
1.128
4.00 3.43 3.00 2.67 2.40 2.18 2.00 1.71 1.50 1.33 1.20 1.09 1.00
32
1.270
---
36
1.410
---
**
4.35 3.81 3.39 3.05 2.77 2.54 2.18 1.91 1.69 1.52 1.39 1.27
---
4.68 4.16 3.74 3.40 3.12 2.67 2.34 2.08 1.87 1.70 1.56
OCTOBER 2004
5-9
OCTOBER 2004
5-10
Table 5.2.2.3
Weight of Spiral Reinforcement
WEIGHTS IN POUNDS PER FOOT OF HEIGHT
O.D.
SPIRAL
(in)
6" PITCH
3" PITCH
(lb/ft)
(lb)
(lb/ft)
(lb)
24
4.72
7.1
16.79
12.60
26
5.12
7.7
18.19
13.65
28
5.51
8.3
19.59
14.70
30
5.91
8.9
20.99
15.75
32
6.30
9.5
22.38
16.80
34
6.69
10.1
23.78
17.85
36
7.09
10.7
25.18
18.90
38
7.48
11.2
26.58
20.00
40
7.87
11.8
27.98
21.00
42
8.27
12.4
29.38
22.00
44
8.66
13.0
30.78
23.10
46
9.06
13.6
32.18
24.10
48
9.45
14.2
33.58
25.20
50
9.84
14.8
34.98
26.20
52
10.24
15.4
36.38
27.30
54
10.63
15.9
37.77
28.30
56
11.02
16.5
39.17
29.40
58
11.42
17.1
40.57
30.40
60
11.81
17.7
41.97
31.50
62
12.21
18.3
43.37
32.50
64
12.60
18.9
44.77
33.60
66
12.99
19.5
46.17
34.60
68
13.39
20.1
47.57
35.70
OCTOBER 2004
Figure 5.2.2.1
Reinforcement Data
5-11
OCTOBER 2004
Figure 5.2.2.2
Reinforcement Data
5-12
OCTOBER 2004
Figure 5.2.2.3
Reinforcement Data
5-13
OCTOBER 2004
5-14
5.2.3 General
Reinforcement
Practices
5.2.4
Reinforcement Bar
Couplers
5.2.5 Adhesive
Anchors
OCTOBER 2004
5.2.6 Shrinkage
and Temperature
Reinforcement
[5.10.8]
5-15
18.0
#19
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
6
12
18
24
30
Figure 5.2.6.1
36
42
48
OCTOBER 2004
5-16
20.0
#13
#16
18.0
#19
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
6
12
18
24
30
36
42
48
Figure 5.2.6.2
Mass Concrete
Note that the current LRFD 5.10.8.3 mass concrete provisions (for
members whose least dimension exceeds 48 inches) have been found to
be confusing. Therefore, in lieu of LRFD 5.10.8.3, use #19 bars spaced
at 12 inches for members over 48 inches thick.
NOVEMBER 2005
5-17
5.3.1 Geometry
Without Haunches
With Haunches
30 ft
40 ft
40 ft
50 ft
3 or 4
50 ft
60 ft
30
(includes wear course if present)
S + 10
Minimum slab depth in non-haunched area = 0.8
30
(includes wear course if present)
5.3.2
Design/Analysis
Skew can be ignored for slab bridges with skew angles of 20 or less.
Place transverse reinforcement parallel to substructures.
For slab bridges with skew angles between 20 and 45
Perform a two-dimensional plate analysis.
Place transverse reinforcement normal to the bridge centerline.
OCTOBER 2004
5-18
Slab type bridges are not allowed for bridges with skew angles greater
than 45.
Slab bridges curved in plan may be designed as if straight. Designers
should consider and investigate the need for providing additional
reinforcement in the portion of the slab outside of chord lines connecting
substructure units.
Do not include the concrete wearing course in section properties when
performing strength and serviceability checks. This will ensure that the
slab has adequate capacity if traffic is carried on the bridge during
operations associated with milling off the old wearing course and the
placement of a new wearing course. An exception to this is when
checking the top reinforcement in the negative moment region for
flexural crack control.
Determine reinforcement bar cutoff points based
serviceability, and minimum reinforcement requirements.
on
strength,
Check one-way shear in slab bridges. Assume that the live load is
distributed over the entire width of the superstructure. Load all lanes
and use the appropriate multiple presence factor.
Outside edges of slab bridges contain the exterior strip or edge beam. At
a minimum, the exterior strip reinforcement must match that of the
interior portions of the bridge. Use an exterior strip width of 72 inches.
Special consideration for the design of edge beams is required for bridges
with sidewalks. Separately poured sidewalks may be considered to act
compositely with the slab when adequate means of shear transfer at the
interface is provided.
5.3.4
Reinforcement
Layout
NOVEMBER 2005
5-19
Figure 5.3.4.1
NOVEMBER 2005
Figure 5.3.4.2
Figure 5.3.4.3
5-20
OCTOBER 2004
5-21
In order to obtain the best rideability over the life of the structure,
camber concrete slab bridges for the immediate dead load deflection plus
one half of the long-term deflection. Use gross section properties for
dead load deflection calculations and a long-term creep multiplier of 4.0.
Railings, sidewalks, medians, and wearing courses are not placed while
the slab is supported on falsework. Assume that only the slab carries the
dead load of these elements.
Check live load deflections using the effective moment of inertia. The
effective moment of inertia may be approximated as one half of the gross
moment of inertia. The maximum live load deflection is L/800 for vehicular
bridges that do not carry pedestrians and L/1000 for vehicular bridges that
carry pedestrians.
Consider the concrete wearing course to be functioning compositely with
the slab for live load deflection. Assume the riding surface has lost
1
/2 inch of thickness due to wear.
Use a live load distribution factor equal to the number of lanes times the
multiple presence factor and divide by the width of the slab for the
deflection check.
5.4 Pretensioned
Concrete
NOVEMBER 2005
5.4.1 Geometry
5-22
OCTOBER 2004
Figure 5.4.1.1
Typical Diaphragm Layout at Piers for Prestressed Concrete Beam Bridge
With Continuous Deck Over Piers
5-23
OCTOBER 2004
5.4.2 Stress Limits
[5.9.3] [5.9.4]
5-24
compression service
the prestress force is
The second stage is
the fully constructed
0.2 ksi
fci
is in ksi)
(where fci
Design pretensioned beams with a maximum tension after all losses of:
0.19
5.4.3
Design/Analysis
fc
(where fc is in ksi)
NOVEMBER 2005
5-25
If the calculated initial or final strengths differ by more than 0.3 ksi from
those used in the analysis, reanalyze the beam with the new values.
and
Reanalysis is needed because changes to the concrete strengths fci
fc affect the concrete modulus, which affects the prestress losses and the
composite beam section modulus.
Straight strands must be arranged in a 2 inch grid pattern. See standard
beam sheets for possible strand locations. Arrange draped strands in a
2 inch grid pattern independent of the straight strands. Use draped
at the end of the beam.
strands to reduce the initial required strength fci
Straight strands may be placed in the draped area at 2 inches from the
bottom of the beam. Draped strands must start at 3 inches minimum
from the bottom at the hold-downs and 3 inches minimum from the top
at the end of the beam. Straight strands should be used in place of
draped strands whenever possible.
The maximum number of draped strands allowed at each hold-down
point varies with the fabricator. Therefore, design and detail beams with
1 hold-down on each side of midspan, placed at 0.40L to 0.45L from the
centerline of bearing. The fabricator will provide additional hold-downs
as needed.
Ensure that adequate shear and bursting reinforcement is provided in the
ends of beams. The maximum size for stirrup bars is #16. Based on the
concrete mix used for prestressed beams, the minimum stirrup spacing is
21/2 inches. If the required amount of reinforcement cannot be provided
within h/4 of the end of the beam, provide the remainder at a 21/2 inch
spacing.
The following guidance is provided to designers to evaluate initial and
final stresses to optimize their designs:
Final Stresses
Midpoint Strength at Bottom of Beam
If tension stress is greater than 0.19 fc (0.569 ksi for 9 ksi
concrete), lower the stress by:
1) Add 2 strands to the bottom row of straight and move the
draped strands up 1 inch at midpoint (bottom row of draped at
4 inches).
2) Add 2 strands to the second row of straight and move the
draped strands up 2 inches at midpoint (bottom row of draped
at 6 inches) or add 2 draped strands (bottom row of draped at
4 inches).
OCTOBER 2004
5-26
OCTOBER 2004
5-27
5.4.4 Detailing/
Reinforcement
Identify the beam type on the beam sheet by depth in inches and length
rounded to the next highest foot. In the superstructure quantities list,
identify the beam type by depth. For example, a 45M beam, 72'-4" long
would be 45M-73 on the beam sheet and 45M in the quantities list.
Group beams of similar lengths with the same strand pattern into one
type on a beam sheet. The pay item quantity will be the total length of
beams (of each height) in feet.
On the framing plan, show the beam and diaphragm spacing, staging,
type of diaphragms, centerline of piers, centerline of abutment and pier
bearings, working points, beam marks (B1, B2 etc.), the X end of
beams, and the type and location of bearings. One end of each beam is
labeled the X end after fabrication. This is used during erection to
ensure that the beams are properly placed. Many times diaphragm
inserts are not symmetric and beams can only be placed one way.
NOVEMBER 2005
5-28
5.4.6 Standard
I-Beams
I-beam sections available for use in Minnesota include the M series and
the MN series. The M series sections range in depth from 27 inches
to 81 inches and have identical top and bottom flange dimensions along
with a 6 inch thick web. The MN series sections range in depth from
45 inches to 54 inches. The MN series sections are more efficient than
the M series due to wider top and bottom flanges and a 61/2 inch thick
web.
Figures 5.4.6.1 and 5.4.6.2 contain section properties and
preliminary beam spacing vs. span length curves for all standard I-beam
shapes.
5.4.7 Rectangular
Beams
NOVEMBER 2005
5-29
fc = 9.0 ksi
= 7.5 ksi
fci
fc = 4.0 ksi
Ec = 3644 ksi
wc = 0.150 kips/ft
0.2 ksi
0.094 fci
0.19 fc
Beam Properties
BEAM
SHAPE
AREA
2
(in)
(in )
(lb/ft)
(in)
(in )
SB
3
Ac
d
2
(in )
(in )
14RB
14
Rect.
364
392
7.00
5,945
849
312
18RB
18
Rect.
468
504
9.00
12,640
1,404
364
22RB
22
Rect.
572
616
11.00
23,070
2,097
416
27M
27
I-Beam
516
555
13.59
43,080
3,170
296
36M
36
I-Beam
570
614
17.96
93,530
5,208
323
45M
45
I-Beam
624
672
22.34
167,050
7,478
350
54M
54
I-Beam
678
730
26.75
265,830
9,938
377
63M
63
I-Beam
732
788
31.17
392,060
12,580
404
72M
72
I-Beam
786
846
35.60
547,920
15,390
431
81M
81
I-Beam
840
904
40.04
735,620
18,370
458
MN45
45
I-Beam
690
743
20.63
179,000
8,677
427
MN54
54
I-Beam
749
806
24.68
285,690
11,580
457
Figure 5.4.6.1
Precast Prestressed Concrete Beam Data
S P A N L E N G T H (F E E T )
63M
72M
81M
Figure 5.4.6.2
44@5.3
14RB
18RB
22RB
27M
36M
20@4.2
26@5.6
28@6.6
34@5.1
38@5.1
45M
40@4.8
MN45 50@5.5
54M
44@5.1
44@5.1
44@5.1
42@4.9
20@4.2
26@5.6
28@6.6
32@4.9
34@4.2
40@5.6
50@5.5
50@4.9
44@5.1
44@5.1
44@5.1
40@4.6
20@4.4
26@5.6
28@6.6
32@5.7
34@4.9
36@4.2
46@4.7
50@4.9
44@5.1
44@5.1
44@5.1
10
40@5.1
44@6.0
44@5.1
44@5.1
11
20@4.4
26@5.6
28@6.6
30@5.1
34@5.6
36@4.5
46@5.4
48@4.7
VERIFY
SHIPPING
12
48@5.0
13
20@4.4
26@5.6
28@6.6
30@5.5
32@4.8
36@5.3
38@4.8
42@4.1
42@5.2
44@5.1
44@5.1
DESIGN CRITERIA
HL-93 LOADING
f 'c = 9.0 ksi
0.6" STRANDS
14
20
30
40
50
60
70
80
90
100
110
120
130
150
160
170
180
NOVEMBER 2005
5-30
OCTOBER 2004
5.4.8
Double-Tee Beams
5-31
Rating
The operating rating factor is taken as:
0.7 M n M DL
( 1 + impact ) ( LL
distribution factor ) M LL
Live load distribution factors and impact are per AASHTO Standard
Specifications. Live load distribution is equivalent for interior and
exterior girders.
OCTOBER 2004
5-32
Prestressing
Initial camber is due to prestressing and selfweight of girder at
erection (1.5 multiplier included). DL deflection is due to barrier
and overlay loading.
Single-point draped strands are draped at the beam centerline.
Two-point draped strands are draped at 5 (1) feet each side of
beam centerline.
The hold-down force is limited to 25 kips, with a maximum of
12 strands at each hold-down point.
Standard Mn/DOT double-tees are available in 6 or 8 foot widths. Each
width is available in a 22 inch or 30 inch deep double-tee. Properties for
double-tees are presented in Figure 5.4.8.1.
Table 5.4.8.1 and Table 5.4.8.2 list the details for standard double-tee
designs for span lengths between 20 and 64 feet.
OCTOBER 2004
Figure 5.4.8.1
Prestressed Concrete Double-Tee Beams
5-33
OCTOBER 2004
Table 5.4.8.1
22-6 and 22-8 Double-Tee Design Tables
5-34
OCTOBER 2004
Table 5.4.8.2
30-6 and 30-8 Double-Tee Design Tables
5-35
NOVEMBER 2005
5.5
Post-Tensioned
Concrete
5-36
5.5.1 PT Slab
Bridges
5.5.2
PT I-Girders
5.5.3 PT Precast or
Cast-In-Place Box
Girders
5.6 Concrete
Finishes and
Coatings
OCTOBER 2004
5-37
5.7 Design
Examples
OCTOBER 2004
5-38
OCTOBER 2004
5.7.1 Three-Span
Haunched
Reinforced
Concrete Slab
5-39
OCTOBER 2004
Figure 5.7.1.1
5-40
OCTOBER 2004
Figure 5.7.1.2
5-41
OCTOBER 2004
A. Determine Slab
Depths
5-42
MnDOTs practice is to use linear haunches, with the haunch length equal
to 15 % of the longest span.
Haunch Length = 0.15 55 = 8.25 ft
Use 8.5 ft
The minimum slab depth at midspan ( hmin ) is also determined with the
length of the longest span (S):
0.80
30
ft
The depth of the slab required at the pier ( hmax ) is determined with an
equation based on the length of the longest span:
1.33
30
ft
B. Determine
Interior Live Load
Strip Width
[4.6.2.3]
[3.6.1.1.1]
[Eqn. 4.6.2.3-1]
L1 W1
Where:
L 1 is the modified span length.
It is equal to the span length, but can be no greater than 60.
W1 is the modified bridge width.
It is the minimum bridge width, but can be no greater than 30.
For the 44 ft side spans:
E = 10.0 + 5.0
44 30 = 191.7 in/lane
Therefore LLDFSL =
1
= 0.063 lanes/ft
191.7
12
Governs
NOVEMBER 2005
5-43
55 30 = 213.1 in/lane
Therefore LLDFSL =
1
= 0.056 lanes/ft
213.1
12
L 1 W1
12 W
NL
L 1 = 44 ft or 55 ft
W1 = 47.33 ft
44
= 3.7
12
Use 3
E = 84.0 + 1.44
1
= 0.080 lanes/ft
149.7
12
Governs
NOVEMBER 2005
5-44
1
= 0.076 lanes/ft
157.5
12
[2.5.2.6.2]
lanes/ft
[Eqn. 4.6.2.3-3]
C. Determine
Exterior Live Load
Strip Width
[4.6.2.1.4]
No Reduction
The exterior strip is assumed to carry one wheel line and a tributary
portion of lane load.
Check if the equivalent strip is less than the maximum width of
72 inches.
smallest int. E
E = (Distance from edge to inside of barrier) + 12 +
149.7
= 20 + 12 +
= 106.9 > 72.0 in
Use 72.0 in
2
OCTOBER 2004
5-45
Compute the distribution factor associated with one truck wheel line:
LLDFEXTT =
(2
= 0.100 lanes/ft
MPF
1.2
10 ft load width
10
LLDFEXTL =
=
(exterior strip width)
(72 / 12)
= 0.087 lanes/ft
For simplicity, the larger value (0.100 lanes/ft) is used for both load
types when assembling design forces.
D. Resistance
Factors and Load
Modifiers
[5.5.4.2.1]
[1.3.3-1.3.5]
E. Select
Applicable Load
Combinations and
Load Factors
[3.4.1]
Service
Fatigue
Ductility
1.0
1.0
1.0
Redundancy
1.0
1.0
1.0
Importance
1.0
n/a
n/a
= D R I
1.0
1.0
1.0
OCTOBER 2004
F. Calculate Live
Load Force Effects
[3.6.1]
5-46
The LRFD Specifications contain several live load components that are
combined and scaled to generate design live loads. The components
include: HL-93 design truck, lane loading, tandem axles, a truck train,
and a fatigue truck with fixed axle spacings.
For this example the following combinations will be investigated:
Design Truck + Design Lane
Design Tandem + Design Lane
0.90 (Truck Train + Design Lane)
(Neg. Moment Regions)
Fatigue Truck
The dynamic load allowance (IM) has the following values:
IM = 15% when evaluating fatigue and fracture.
IM = 33% when evaluating all other limit states.
It is not applied to the lane live load.
G. Calculate Force
Effects from Other
Loads
(kip/ft)
(kip/ft)
6.0
(included with DC loads in load tables)
(kip/ft)
OCTOBER 2004
H. Summary of
Analysis Results
5-47
From this point forward, the design of an interior strip (subject to dead
and live loads) will be presented. The design procedure for the exterior
strip is similar. A computer analysis was performed with a three-span
continuous beam model. The model included the stiffening effect of the
haunches.
Bending moment summaries obtained at different span locations are
presented in Tables 5.7.1.1 through 5.7.1.4. These tables also contain
truck live load deflections and dead load deflections due to slab
selfweight, wearing course, and two barriers.
Shear information is
presented in Tables 5.7.1.5 through 5.7.1.7.
Loads and deflections that appear later in the example are identified with
bold numbers.
Table 5.7.1.1
Moment Summary One Lane
Span
Point
Lane
(kip-ft)
Truck
(kip-ft)
Tandem
(kip-ft)
Truck Tr
(kip-ft)
+ Fatigue
(kip-ft)
- Fatigue
(kip-ft)
1.0
1.1
50
194
178
140
-25
1.2
87
316
299
233
-49
1.3
112
373
368
285
-74
1.4
124
390
388
301
-98
1.5
124
374
374
285
-123
1.6
112
333
329
243
-147
1.7
-87
244/-254
-204
-253
187
-172
1.8
-104
-289
-233
-292
119
-196
1.9
-149
-325
-263
-337
63
-254
2.0
-221
-378
-292
-383
70
-382
2.1
-129
-267
-229
-284
44
-223
2.2
-75
157/-226
-193
-226
131
-145
2.3
78
284/-187
288
223
-118
2.4
107
360
350
275
-91
2.5
117
378
368
274
-64
OCTOBER 2004
5-48
Table 5.7.1.2
Moment Summary Interior Strip (per foot width)
* Tandem
+ Lane
(kip-ft)
* .9 (Truck Tr
+ Lane)
(kip-ft)
Span
Point
(kip-ft)
* Truck
+ Lane
(kip-ft)
1.0
1.1
17.2
25
23
1.2
28.9
41
39
MDC
1.3
34.3
49
48
1.4
34.3
51
51
1.5
28.9
50
50
1.6
17.1
44
44
1.7
-1.1
33/-34
34/-29
-31
1.8
-23.6
-39
-33
-35
1.9
-53.6
-47
-40
-43
2.0
-90.9
-58
-49
-53
2.1
-48.2
-39
-35
-37
2.2
-16.0
21/-30
24/-27
-27
2.3
7.5
37/-25
37/-22
2.4
20.4
47
46
2.5
25.7
50
49
Table 5.7.1.3
Moment Summary Exterior Strip (per foot width)
(kip-ft)
* Truck
+ Lane
(kip-ft)
* Tandem
+ Lane
(kip-ft)
* 0.9 (Truck Tr
+ Lane)
(kip-ft)
1.0
1.1
20.0
31
29
1.2
33.3
51
49
1.3
40.6
61
60
1.4
40.6
64
64
1.5
33.3
62
62
1.6
19.8
56
55
1.7
-1.0
42/-42
43/-36
-38
1.8
-28.1
-49
-41
-44
1.9
-62.5
-58
-50
-54
2.0
-105.1
-72
-61
-66
2.1
-55.2
-48
-43
-46
2.2
-18.7
27/-38
30/-33
-34
2.3
8.3
46
46
2.4
24.0
59
57
2.5
29.2
62
61
Span
Point
MDC
OCTOBER 2004
5-49
Table 5.7.1.4
Moment Load Combinations and Deflections
Service I
Span
Point
Strength I
*
Lane
LL
Deflection
(in)
*
Truck
LL
Deflection
(in)
**
Dead
Ld
Deflection
(in)
0.000
0.000
Interior
(kip-ft)/ft
Exterior
(kip-ft)/ft
Interior
(kip-ft)/ft
Exterior
(kip-ft)/ft
1.0
0.000
1.1
42
51
65
79
0.047
0.172
0.089
1.2
70
84
107
130
0.087
0.310
0.162
1.3
83
101
128
157
0.118
0.414
0.209
1.4
86
105
133
163
0.137
0.466
0.224
1.5
79
95
123
150
0.141
.0475
0.208
1.6
62
75
99
122
0.131
0.430
0.166
1.7
32/-35
42/-43
58/-61
74/-76
0.108
0.344
0.110
1.8
-63
-77
-98
-121
0.076
0.242
0.056
1.9
-100
-121
-148
-180
0.038
0.120
0.019
2.0
-149
-178
-215
-258
0.000
0.000
0.000
2.1
-87
-104
-128
-154
0.046
0.156
0.002
2.2
8/-46
11/-56
17/-73
29/-89
0.072
0.328
0.031
2.3
44/-18
54
74/-34
91
0.138
0.500
0.085
2.4
67
83
108
133
0.167
0.586
0.130
2.5
75
91
119
145
0.178
0.653
0.147
Table 5.7.1.5
Shear Summary One Lane
Span
Point
Lane
(kips)
Truck
(kips)
Tandem
(kips)
1.0
12.7
52.8
47.0
1.1
10.3
44.1
40.4
1.2
7.8
35.8
34.0
1.3
5.9
28.2
27.8
1.4
5.8
21.1
22.8
1.5
7.3
27.6
28.5
1.6
9.2
34.9
33.9
1.7
11.4
42.3
38.6
1.8
13.9
49.3
42.6
1.9
16.4
55.6
46.0
2.0
19.9
61.2
48.8
2.1
16.6
54.4
45.0
2.2
13.4
46.9
40.4
2.3
10.6
38.8
35.0
2.4
8.2
30.5
29.0
2.5
6.2
22.4
22.7
OCTOBER 2004
5-50
Table 5.7.1.6
Shear Summary (per foot width)
Span
Point
1.0
VDC
(kips)
* Truck + Lane
(kips)
* Tandem + Lane
(kips)
4.6
4.5
4.1
1.1
3.3
3.7
3.5
1.2
2.0
3.0
2.9
1.3
0.7
2.3
2.3
1.4
0.7
1.8
2.0
1.5
2.0
2.4
2.4
1.6
3.3
3.0
2.9
1.7
4.7
3.7
3.4
1.8
6.0
4.3
3.8
1.9
7.5
4.9
4.2
2.0
9.5
5.5
4.6
2.1
6.7
4.8
4.1
2.2
5.0
4.1
3.6
2.3
3.3
3.4
3.1
2.4
1.7
2.6
2.5
2.5
0.0
1.9
2.0
Table 5.7.1.7
Shear Summary Load Combinations
Span
Point
SERVICE I
(kips)
STRENGTH I
(kips)
1.0
9.1
13.6
1.1
7.0
10.6
1.2
5.0
7.7
1.3
3.0
5.0
1.4
2.7
4.3
1.5
4.4
6.8
1.6
6.3
9.4
1.7
8.4
12.3
1.8
10.3
15.0
1.9
12.4
17.9
2.0
15.0
21.4
2.1
11.5
16.8
2.2
9.1
13.4
2.3
6.7
10.0
2.4
4.3
6.7
2.5
2.0
3.4
OCTOBER 2004
I. Live Load
Deflection
[2.5.2.6]
Span 2 =
[3.6.1.3.2]
5-51
44 12
= 0.66 in
800
55 12
= 0.83 in
800
Use the design truck alone or design lane load plus 25% of truck load.
Using the Table 5.7.1.1 live load deflection values, the following
maximum live load deflections were obtained:
Midspans 1 and 3
Truck:
0.475 in < 0.66 in
Lane + 25% Truck: 0.141 + 0.25 (0.475) = 0.260 in < 0.66 in
Midspan 2
Truck:
0.653 in < 0.83 in
Lane + 25% Truck: 0.178 + 0.25 (0.653) = 0.341 in < 0.66 in
J. Shear in Slab
[5.13.3.6]
Vr = Vn = 0.9 Vn
Check the one-way shear capacity of the slab.
[5.8.2.9]
Critical Section
Shear should be checked at all sections. In many cases the governing
location is at the abutment, a pier, or at the start of the haunch.
Calculations for the shear check at the start of the linear haunch for the
side span (Span Point 1.81) follow.
The effective shear depth dv is the distance between the internal tension
and compression force components to resist flexure, which is unkown at
this point in the design.
But the shear depth need not be less than
0.9 de = 0.9 (17.0 ) = 15.30 in
or
Use dv = 15.30 in
OCTOBER 2004
5-52
The shear loads at adjacent span points are interpolated to determine the
shear at Span Point 1.81:
1.81 1.8
VU = 15.0 kips +
(17.9 kips 15.0 kips) = 15.3 kips
1.9 1.8
[5.8.3.3]
=0
OK
OK
OCTOBER 2004
K. Design Positive
Moment
Reinforcement
[5.7.2.2]
[5.7.3.2]
5-53
Mu = Mn = A s fy d
2
A s fy
a=
0.85 fc b
A s fy
Mu = A s fy d
1.7 fc b
A s 60 1
Mu = 0.90 A s (60) d
1
.
7 4 12 12
3.309 A s 2 4.5 d A s + Mu = 0
As =
4.5 d
20.25 d2 13.236 Mu
6.618
The d value used in positive moment regions does not include the
2 inch wearing course.
d int = 21 2 1.5 0.5 (1.0) = 17.00 in
Trial reinforcement information for Span Points 1.4 and 2.5 are provided
in the following table. After evaluating the areas of steel required, a
layout based on a 5 inch base dimension was selected.
Trial Bottom Longitudinal Reinforcement
Interior Strip
Exterior Strip
Span
Point
As
Trial
As
(req)
Bars
(prov)
17.00
1.89
#25 @ 5
17.00
1.68
#25 @ 5
Mu
1.4
133
2.5
119
As
Trial
As
(req)
Bars
(prov)
16.94
2.38
#29 @ 5
2.40
16.94
2.09
#29 @ 5
2.40
Mu
1.90
163
1.90
145
OCTOBER 2004
[5.7.3.4]
5-54
Crack Control
To ensure that cracking is limited to small cracks that are well
distributed, a limit is placed on the service load stress in the reinforcing
steel. LRFD Equation 5.7.3.4-1 defines the maximum stress permitted:
z
fs fsa =
0.6 fy
3
dc A
At Span Point 1.4 the Service I positive moment is 86 kip-ft.
The stress in the reinforcement is found using a cracked section analysis
with the trial reinforcement. To simplify the calculations, the section is
assumed to be singly reinforced.
n=
Es
29,000
=
= 7.96
1.5
Ec
4.0
33,000 (0.145)
Use n = 8
bx
x
= n A s (d x)
2
(12) x2
2
= 15.2 (17.0 x )
solving, x = 5.42 in
Determine the lever arm between service load flexural force components.
x
5.42
j d = d = 17.0
= 15.2 in
3
3
Compute the stress in the reinforcement.
M
86 12
fs =
=
= 35.7 ksi
A s j d 1.90 (15.2)
OCTOBER 2004
5-55
For z = 130 kips/in, dc = 2.00 in (1.5 in + 1/2 of #25 bar) and #25 bars
spaced at 5 inches.
A=
2 dc b 2 2 5
=
= 2.0 in2
N
1
fsa =
z
3
dc A
130
3
2 20.0
OK
[5.5.3]
Fatigue
The stress range in the reinforcement is computed and compared against
code limits to ensure adequate fatigue resistance is provided.
[Table 3.4.1-1]
[3.6.2.1]
At Span Point 1.4 the one lane fatigue moments are:
Maximum positive moment = 301 kip-ft
Maximum negative moment = -98 kip-ft
Multiplying the one lane moments by the appropriate load factor,
dynamic load allowance, and distribution factor results in the following
fatigue moments:
Fatigue LL Mmax = 301 (0.75) 1.15 0.052 = 13.5 kip-ft
Fatigue LL Mmin = 98 (0.75) 1.15 0.052 = 4.4 kip-ft
The unfactored dead load moment at Span Point 1.4 is 34.3 kip-ft.
The moments on the cross section when fatigue loading is applied are:
Maximum moment = 34.3 + 13.5 = 47.8 kip-ft
Minimum moment = 34.3 4.4 = 29.9 kip-ft
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
For the maximum moment:
M
47.8 12
fs =
=
= 19.9 ksi
A s j d 1.90 (15.2)
For the minimum moment:
M
29.9 12
fs =
=
= 12.4 ksi
A s j d 1.90 (15.2)
OCTOBER 2004
5-56
[5.7.3.3.1]
OK
A s fy
0.85 fc b
1.90 60
= 2.79 in
0.85 4.0 12
a
2.79
=
= 3.28 in
1
0.85
c 3.28
=
= 0.19 < 0.42
d 17.0
[5.7.3.3.2]
OK
4 = 0.48 ksi
t = 21.0 in
Ig =
1
1
3
b t3 =
12 (21) = 9261 in4
12
12
y t = 10.5 in
Mcr =
fr Ig 0.48 9261
=
= 35.3 kip-ft
10.5 (12)
t
OCTOBER 2004
5-57
Mr = A s fy d
2
2.79 1
2 12
OK
Mr = A s fy d
2
0.95 (60)
Mr = 0.9 (0.95) (60) 17.0
= 69.7 kip-ft
(
)
(
)
(
)
2
0
.
85
4
12
12
MStrength I (kip-ft)/ft
MService I (kip-ft)/ft
1.6
99
62
1.7
58
32
2.2
17
2.3
74
44
Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart
in Span 2, the drop point locations which meet the positive Strength I
bending moment of 69.7 kip-ft can be found.
For Span 1, interpolate between Span Points 1.6 and 1.7:
99 69.7
1.6 +
0.1 = 1.67 or 14.5 ft from Pier 1 centerline.
99 58
OCTOBER 2004
5-58
crack control requirements and compare with the drop points based on
strength to see which ones govern.
[5.7.3.4]
For #25 bars @ 10", ( A s = 0.95 in2 ), z = 130 kips/in, and dc = 2.00 in ,
compute the allowable stress:
A=
2 dc b 2 2.00 10
=
= 40.0 in2
N
1
fsa =
z
3
dc A
130
3
2.00 40.0
= 30.2 ksi
Then j d = d
solving, x=4.05 in
x
4.05
= 17.00
= 15.65 in
3
3
Mdrop
As j d
Set actual stress fs equal to the allowable stress fsa and solve for the
moment Mdrop at the drop point:
Mdrop
As j d
= fsa
1
= 37.4 kip-ft
12
For Span 2:
37.4 8
2.2 +
0.1 = 2.28 or 15.4 ft from Pier 1 centerline.
44 8
OCTOBER 2004
5-59
Therefore, the drop point locations based on crack control govern the bar
cutoff locations.
By inspection, the fatigue stress range check and the minimum
reinforcement check are satisfied.
Due to the uncertainty associated with the design moments, the
reinforcement cannot be terminated at the theoretical drop point. It
must be carried beyond the theoretical point by the greater of: the depth
of the member, 15 times the nominal diameter of the bar, or 1/20 of the
clear span.
The required extension L ext1 for Span 1 is:
L ext1 = d = 17.0 in
or
L ext1 = 15 db = 15 1.00 = 15.0 in
or
L ext1 =
1
(44 12) = 26.4 in
20
GOVERNS
26.4
= 11.9 ft
12
Use 11'-6"
33.0
= 12.7 ft
12
Use 12'-6"
OCTOBER 2004
5-60
For = 45 determine the length from the end of the slab, L crack , at
which a diagonal crack will intersect the bottom longitudinal
reinforcement (#25 bars @ 5"):
2.00
L crack = 2.83 +
cot (45 ) = 3.00 ft = 36.00 in
12
From Figure 5.2.2.2 of this manual, the development length for #25 bars
@ 5" with 1.5" cover is:
l d25 = 3'-9" = 45"
Then the tensile resistance of the longitudinal bars at the crack location
Tr = fy A s =
L c (end cover )
l d 25
36.0 (~ 3.5)
= 60 1.90
= 82.3 kips
45.0
V
T = u 0.5Vs Vp cot
13.6
=
0.5 0 0 cot 45
0.9
OK
Note that LRFD C5.8.3.5 states that Vu may be taken at 0.5 dv cot or
dv away from the face of support. For simplicity, the value for Vu at the
abutment centerline of bearing was used in the equation above.
L. Design Negative
Moment
Reinforcement
[5.7.2.2]
[5.7.3.2]
OCTOBER 2004
As =
4.5 d
5-61
20.25 d2 13.23 Mu
6.618
Mu
2.0
[5.7.3.4]
-215 32.50
Exterior Strip
As
Trial
As
(req)
Bars
(prov)
1.52
#25 @ 5
1.90
Mu
-258 32.44
As
Trial
As
(req)
Bars
(prov)
1.84
#29 @ 5
2.40
Crack Control
At Span Point 2.0 the Service I moment is 149 kip-ft
Similar to the positive moment sections, the stress in the reinforcement
is found using a cracked section analysis with the trial reinforcement. For
this check, the section is assumed to be singly reinforced.
n A s = 8 (1.90) = 15.2 in2
(12) x 2
2
= 15.2 (32.5 x )
solving, x=7.90 in
Determine the lever arm between service load flexural force components.
x
7.90
j d = d = 32.5
= 29.9 in
3
3
Compute the stress in the reinforcement.
M
149 12
fs =
=
= 31.5 ksi
A s j d 1.90 (29.9)
OCTOBER 2004
5-62
For z = 130 kips/in, dc = 2.50 in (2.0 in maximum + 1/2 of #25 bar) and
#25 bars spaced at 5 inches, compute the allowable stress:
As =
fsa =
2 dc b 2 2.5 5
=
= 25.0 in2
N
1
z
3
dc A
130
3
2.5 25.0
OK
[5.5.3]
Fatigue
The stress range in the reinforcement is computed and compared against
code limits to ensure adequate fatigue resistance is provided.
[Table 3.4.1-1]
[3.6.2.1]
At Span Point 2.0 the one lane fatigue moments are:
Maximum positive moment = 70 kip-ft
Maximum negative moment = -382 kip-ft
Multiplying the one lane moments by the appropriate load factor,
dynamic load allowance, and distribution factor results in the following
fatigue moments:
Fatigue LL Mmax = 70 (0.75) 1.15 0.052 = 3.1 kip-ft
Fatigue LL Mmin = 382 (0.75) 1.15 0.052 = 17.1 kip-ft
The unfactored dead load moment at Span Point 2.0 is 90.9 kip-ft.
The moments on the cross section when fatigue loading is applied are:
Maximum moment = -90.9 + 3.1 = -87.8 kip-ft
Minimum moment = -90.9 17.1 = -108.0 kip-ft
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
For the maximum moment:
M
87.8 12
fs =
=
= 18.6 ksi
A s j d 1.90 (29.9)
For the minimum moment:
M
108.0 12
fs =
=
= 22.8 ksi
A s j d 1.90 (29.9)
OCTOBER 2004
5-63
The stress range in the reinforcement (ff ) is the difference between the
two stresses.
ff = (22.8 18.6 ) = 4.2 ksi
[5.5.3.2]
[5.7.3.3.1]
A s fy
1.90 60
=
= 2.79 in
0.85 fc b 0.85 4.0 12
a
2.79
=
= 3.28 in
1
0.85
c 3.28
=
= 0.10 < 0.42
d 32.5
[5.7.3.3.2]
OK
1
1
3
b t3 =
12 (36) = 46,656 in4
12
12
y t = 18.0 in
Mcr =
fr Ig
yt
0.48 46,656
= 103.7 kip-ft
18.0 (12)
Mr = A s fy d
2
2.79 1
2 12
OK
OCTOBER 2004
5-64
(A
Mr = A s fy d
2
1
0.95 (60)
= 0.9 (0.95) (60) 32.50
= 136.0 kip-ft
2 (0.85) (4 ) (12) 12
MStrength I (kip-ft)/ft
MService I (kip-ft)/ft
1.8
-98
-63
1.9
-148
-100
2.0
-215
-149
2.1
-128
-87
2.2
-73
-46
Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart
in Span 2, the drop point locations which meet the Strength I negative
bending moment of 136.0 kip-ft can be found.
For Span 1, interpolate between Span Points 1.8 and 1.9:
136.0 98
1.8 +
0.1 = 1.88 or 5.3 ft from Pier 1 centerline.
148 98
OCTOBER 2004
[5.7.3.4]
5-65
For #25 bars @ 10", ( A s = 0.95 in2 ), z = 130 kips/in, and dc = 2.50 in ,
compute the allowable stress:
A=
2 dc b 2 2.50 10
=
= 50.0 in2
N
1
fsa =
z
3
dc A
130
3
2.50 50.0
= 26.0 ksi
Then j d = d
solving, x=5.81 in
x
5.81
= 32.50
= 30.56 in
3
3
Mdrop
As j d
Set actual stress fs equal to the allowable stress fsa and solve for the
moment Mdrop at the drop point:
Mdrop
As j d
= fsa
1
= 62.9 kip-ft
12
For Span 2:
87 62.9
2.1 +
0.1 = 2.16 or 8.8 ft from Pier 1 centerline.
87 46
Therefore, the drop point locations based on crack control govern the bar
cutoff locations.
OCTOBER 2004
5-66
1
(44 12) = 26.4 in
20
GOVERNS
26.4
= 11.0 ft
12
Use 11'-0"
33.0
= 11.55 ft
12
Use 12'-0"
M. Distribution
Reinforcement
[5.14.4.1]
= 15.1%
OCTOBER 2004
5-67
For the interior strip, the maximum reinforcement is #25 bars at 5 inches
(1.90 in 2 /ft). The required transverse reinforcement for load distribution
is:
0.151 (1.90) = 0.29 in2 /ft
Use #16 @ 12", A s = 0.31 in2 /ft for bottom transverse reinforcement.
N. Shrinkage and
Temperature
Reinforcement
[5.10.8]
1
(0.46 ) = 0.23 in2 /ft
2
O. Dead Load
Camber
[5.7.3.6.2]
The total weight of the superstructure is used for dead load deflections.
The gross moment of inertia is used and a computer analysis is used to
obtain instantaneous deflections. A longtime deflection multiplier of 4.0
is used in conjunction with the gross moment of inertia. The slab is
cambered upward an amount equal to the immediate deflection + 1/2 of
the long-term deflection. A camber diagram for the interior strip is
shown below:
Instantaneous +
1
/2 Long-term Camber
P. Final
Reinforcement
Layout
Figure 5.7.1.3 contains a plan view and Figure 5.7.1.4 contains a cross
section that illustrates the reinforcement for the slab. As one would
expect, the figures show that the exterior strips contain more reinforcing
steel than the interior of the slab.
OCTOBER 2004
Figure 5.7.1.3
5-68
OCTOBER 2004
Figure 5.7.1.4
5-69
OCTOBER 2004
5-70
OCTOBER 2004
5.7.2 Prestressed
I-Beam Design
Example
5-71
Figure 5.7.2.1
OCTOBER 2004
Figure 5.7.2.2
5-72
OCTOBER 2004
A. Materials
5-73
Concrete
Material Parameter
Prestressed Beam
Deck
fci at transfer
7 ksi
---
fc at 28 days
8.0 ksi
4 ksi
Eci at transfer
+ 1000
fci
---
= 4347 ksi
(1265 fc ) + 1000
33,000 (0.145)1.5 fc
= 4578 ksi
= 3644 ksi
fy for rebar
60 ksi
60 ksi
270 ksi
---
E s for rebar
29,000 ksi
29,000 ksi
Ep for strand
28,500 ksi
---
Strand type
---
E c at 28 days
Steel
(1265
B. Determine
Cross-Section
Properties for a
Typical Interior
Beam
The beams are designed to act compositely with the deck on simple
spans. The deck consists of a 7 inch thick concrete slab with a 2 inch
wearing course. For simplicity and in order to be conservative, the
beams are designed assuming the full 9 inches of thickness is placed in a
single pour. A 1/2 inch of wear is assumed. A thickness of 81/2 inches is
used for composite section properties. The haunch or stool is assumed to
have an average thickness of 21/2 inches for dead load computations and
11/2 inches for section property computations.
[4.6.2.6.1]
OCTOBER 2004
5-74
GOVERNS
The modular ratio of the deck concrete to the beam concrete is:
n=
Ecdeck
3644
=
= 0.796
Ecbeam
4578
C. Shear Forces
and Bending
Moments
Parameter
Non-composite Section
Composite Section
Height of section, h
72 in
82.0 in
Deck thickness
---
8.5 in
---
---
Area, A
786 in 2
1553 in 2
Moment of inertia, I
547,920 in 4
1,235,000 in 4
35.60 in
56.29 in
15,390 in 3
21,940 in 3
15,050 in 3
15,050 in 3
78,610 in 3
OCTOBER 2004
5-75
[3.6.2]
[4.6.2.2]
[4.6.2.2.2]
OK
OK
OK
OK
E c beam
Ec deck
4578
= 1.256
3644
K g = I + A eg
14
0.4
9.0
gM = 0.06 +
14
S
L
0.4
0.3
90
130
gM = 0.473 lanes/beam
12 L t 3
s
0.3
0.1
2.442 x 106
12 130 8.53
0.1
x 10 6
OCTOBER 2004
5-76
9.5
0.6
S
L
0.2
9.0
gM = 0.075 +
9.5
0.6
90
130
Kg
12 L t 3
s
0.2
0.1
2.442 x 106
12 130 8.53
0.1
gM = 0.698 lanes/beam
[4.6.2.2.2d]
Figure 5.7.2.3
OK
NOVEMBER 2005
5-77
Use the lever rule to determine the live load distribution factor for one
lane.
The exterior beam live load distribution factor is found by determining the
exterior beam reaction:
W1 = W2 = 0.5 lanes
W L + W2 L 2
0.5 8.5 + 0.5 2.5
= 1.2
gM = 1.2 1 1
S
9.0
gM = 0.733 lanes/beam
d
1.5
e = 0.77 + e = 0.77 +
= 0.935
9.1
9.1
gM = e gint = 0.935 0.698 = 0.653 lanes/beam
[4.6.2.2.2e]
Skew Factor
No correction is necessary for a skew angle of zero.
[4.6.2.2.3]
[4.6.2.2.3a]
12 35
[4.6.2.2.3b]
9.0 9.0
= 0.2 +
12 35
= 0.884 lanes/beam
OCTOBER 2004
5-78
The exterior beam shear distribution factor for two or more design lanes
is determined by modifying the interior distribution factor:
gV = e gint = 0.750 0.884 = 0.663 lanes/beam
[4.6.2.2.3c]
Skew Factor
No correction is necessary for a skew angle of zero.
[2.5.2.6.2]
[Table 3.6.1.1.2-1]
(# of lanes) (MPF ) =
(# of beam lines )
4 0.85
= 0.567 lanes/beam
6
Exterior
Beam
Interior
Beam
Loading
[1.3.3 1.3.5]
Flexure
Shear
0.473
0.720
0.698
0.884
Deflection
0.567
0.733
0.733
0.653
0.663
Deflection
0.567
2. Load Modifiers
The following load modifiers will be used for this example:
Strength
Service
Fatigue
Ductility
1.0
1.0
1.0
Redundancy
1.0
1.0
1.0
Importance
1.0
n/a
n/a
= D R I
1.0
1.0
1.0
OCTOBER 2004
5-79
The bending moments and shears for the dead and live loads were
obtained with a line girder model of the bridge. They are summarized in
Tables 5.7.2.4 and 5.7.2.5.
Table 5.7.2.4
Shear Force Summary (kips/beam)
Brg
Brg
Trans
Load Type/Combination
CL
Face
Point
(0.0') (0.63') (2.38')
Live Loads
Dead Loads
Selfweight
55
54
53
Critical
0.1
Strand
0.2
0.3
0.4
0.5
Shear
Span
Dev
Span
Span
Span
Span
Point
Point
Point
Point
Point
Point
Point
(5.8') (13.0') (13.6') (26.0') (39.0') (52.0') (65.0')
50
44
44
33
22
11
Stool
Deck
66
65
63
60
53
52
40
26
13
FWS
10
10
10
Barrier
Diaphragms
Total
146
144
141
134
118
113
89
59
29
Uniform Lane
37
36
35
34
30
30
24
18
13
79
78
77
75
70
70
62
53
45
36
Total
116
114
112
109
100
100
86
71
58
45
386
380
372
358
323
316
262
198
138
79
262
258
253
243
218
213
175
130
87
45
239
235
231
221
198
193
158
116
75
36
OCTOBER 2004
5-80
Table 5.7.2.5
Bending Moment Summary (kip-ft/beam)
Load Type/Combination
Live Loads
34
128
Critical
0.1
Strand
0.2
0.3
0.4
0.5
Shear
Span
Dev
Span
Span
Span
Span
Point
Point
Point
Point
Point
Point*
Point
(5.8') (13.0') (13.6') (26.0') (39.0') (52.0') (65.0')
305
643
670
1144
1501
1716
1787
12
28
59
62
105
138
158
165
Deck
41
154
365
770
802
1370
1798
2054
2140
Diaphragms
15
22
24
24
Total DC1
78
297
701
1479
1542
2634
3459
3952
4116
Barrier
22
53
111
116
197
259
296
308
FWS
24
58
122
127
216
284
324
338
Total DC2
13
46
111
233
243
413
543
620
646
Total (DC1+DC2)
91
343
812
1712
1785
3047
4002
4572
4762
Uniform Lane
18
68
161
340
354
604
793
906
944
39
145
343
719
749
1265
1638
1857
1912
Total
57
213
504
1059
1103
1869
2431
2763
2856
214
802
1897
3993
4162
7080
9257
148
556
1316
2771
2888
4916
6433
7335
7618
137
513
1215
2559
2667
4542
5947
6782
7047
DC1
Stool
DC2
Dead Loads
Selfweight
Brg
Brg
Trans
CL
Face
Point
(0.0') (0.63') (2.38')
10,550 10,951
D. Design
Prestressing
Typically the tension at the bottom of the beam at midspan dictates the
required level of prestressing.
1. Estimate Required Prestress
Use the Service III load combination
Bottom of beam stress:
M
M
M 0.8
= DC1 + DC2 + LL
S gb S cb S cb
15,390 21,940
OCTOBER 2004
5-81
Strands are typically placed on a 2" grid. The bottom flange of a 72"
beam can hold a maximum of 48 strands. The centroid of a 48 strand
pattern would be
(# of strands) ( of strands)
y str =
(total # of strands)
10 (2 + 4 + 6 ) + (4 8) + 2 (3 + 5 + 7 + 9 + 11 + 13 + 15)
=
= 5.79 in
48
This moment and the axial compression from the prestress must reduce
the bottom flange tension from 4.81 ksi tension to a tension of 0.54 ksi
or
Required fpe = 4.81 0.54 = 4.27 ksi
Using the fact that fpe =
P M
+
A S
NOVEMBER 2005
4.27
29.81
1
A + S
gb
g
=
(0.217 141.8)
5-82
4.27
29.81
1
786 + 15,390
= 43.2 strands
(0.217 141.8)
10 (2 + 4 + 6 ) + 2 (3 + 5 + 7 + 8 + 9 + 11 + 13)
y strand =
= 5.27 in
44
Ig
e strand
547,920
= 18,065 in3
30.33
Figure 5.7.2.4
OCTOBER 2004
[5.9.5]
2. Prestress Losses
Prestress losses are computed using the refined method.
[5.9.5.4.4b]
5-83
18
= 0.75 days
24
[5.9.5.2.3]
fpR1 =
0.55 fpj
40
fp
fpR1 =
A ps fpbt Ig + em2 A g em Mg A g
A ps Ig + em2 A g +
A g Ig Eci
Ep
786 (547,920)(4347)
= 65,687,764 in6
28,500
[5.9.5.4.2]
Shrinkage Loss
Use an average humidity for Minnesota of 73%.
fpSR = 17.0 (0.150 H) = 17.0 (0.150 73) = 6.05 ksi
[5.9.5.4.3]
Creep Loss
Non-composite dead load moment excluding selfweight
MDC 1 SW = (4116 1787 ) = 2329 kip-ft
OCTOBER 2004
5-84
y cg y g + e strand
e
Ig
Icg
30.33
56.29 35.60 + 30.33
= 2329.12
+ 646.12
547,920
1,235,000
= 1.87 ksi
fcgp =
P e
M
Pi
+ i strand sw
Ag
S gps
S gps
= 3.77 ksi
786
18,065
18065
[5.9.5.4.4c]
)]
[5.9.5.1]
Total Losses
TL = fpES + fpSR + fpCR + fpR2 = 24.73 + 6.05 + 32.15 + 0.74 = 63.67 ksi
fpe = fpj TL = 202.50 63.67 = 138.83 ksi
[5.9.4.1]
TL
63.67
100 =
100 = 31.4%
fpj
202.50
OCTOBER 2004
5-85
Ag
786 15,050
S gt
= 1.25 ksi
P
1681 50,985
P e
Bottom Stress due to P/S = i + i strand =
+
Ag
786 15,390
S gb
= 5.45 ksi
1716 12
=
= 1.37 ksi
15,050
1716 12
M
Bottom stress due to selfweight = sw0.40 =
= 1.34 ksi
S gb 15,390
Top stress at drape point = 1.25 + 1.37 = 0.12 ksi < 0.20 ksi
OK
Bottom stress at drape point = 5.45 1.34 = 4.11 ksi < 4.20 ksi
OK
786 15,050
Ag
S gt
OK
OCTOBER 2004
5-86
P P e
1681 26,224
Bottom stress at end = i i strand =
Ag
786 15,390
Sgb
OK
For simplicity, the stresses were checked at the end of the beam
assuming the full prestress force was effective. The check could have
been made at the transfer point (60 strand diameters away from the end
of the beam).
[5.9.4.2]
=
S gb S cb S cb A g
S
gb
21,940
15,390 21,940
786 15,390
OK
OCTOBER 2004
5-87
78,610
786 15,050
15,050
OK
[5.5.4]
OK
OCTOBER 2004
5-88
[5.7.3.1.1]
fpy
= 2 1.04 243 = 0.280
k = 2 1.04
f
270
pu
[5.7.3.1.1-4]
A ps fpu
c=
fpu
0.85 fc 1 b k A ps d
p
9
.
55
270
= 8.02 in
=
270
0.85 4.0 0.85 108 + 0.28 9.55
76.73
c
8.02
fps = fpu = 1 k
= 270 1 0.28
= 262.10 ksi
d
76
.73
a
6.82
= 76.73
= 73.32 in
2
2
[5.7.3.3.1]
OK
6. Limits of Reinforcement
Maximum Reinforcement
The depth of the flexural compressive block is compared to the depth of
the steel centroid to verify adequate ductility.
c
8.02
=
= 0.10 < 0.42
dp
76.73
OK
OCTOBER 2004
[5.7.3.3.2]
5-89
Minimum Reinforcement
fr = 0.24
fpeb =
=
Pe
P e
+ e strand
Ag
S gb
1326 1326 30.33
+
= 4.30 ksi
786
15,390
S cgb
Mcr = fr + fpeb S cgb MDC 1
1
S gb
21,940
= 7353 kip-ft
1.2 Mcr = 1.2 7353 = 8824 < 15,294 kip-ft provided
E. Design
Reinforcement for
Shear
[5.8]
OK
The internal face is assumed to be at the inside edge of the 15 inch sole
plate. The critical section will be at least 66.54 inches (59.04 + 15 / 2) or
5.55 feet away from the centerline of bearing. Find the centroid of the
prestressing strands at this location:
The centroid of the prestressing strands is at:
5.55 ft.
y end y drape
y str @ dv = y end
0.40 span
5.55
= 20
(20 5.27) = 18.43 in
0.40 130
OCTOBER 2004
5-90
OCTOBER 2004
5-91
steel found on the flexural tension side of the member. Near the end of
the beam, A ps must also be reduced for development.
Development length l d is:
2
l d = K fps fpe db
3
At the critical section dcritv = 69.14 in from the beam end, the strand
development fraction
Fdev =
fpe
fpu
dcritv l tr
l d l tr
f
1 pe
fpu
OCTOBER 2004
5-92
82.0
= 41.0 in
2
At dcritv none of the draped strands fall on the flexural tension side.
Therefore, A ps = (# straight str.)(strand area)( Fdev )
= (32)(0.217)(0.641) = 4.451 in2
[5.8.3.4.3]
Mu
= v
2 Ep A ps
1897.12
60.16 + 0.5 (358 30.8) cot (26 ) (4.451 0.70 270)
=
2 (28,500 4.451)
127.4
=
= 0.000502
253,707
(
(
Mu
= v
2 Ec Ac + Ep A ps
1897.12
60.16 + 0.5 (358 30.8) cot (26 ) (4.451 0.70 270)
=
127.4
=
= 0.000030
4,199,943
OCTOBER 2004
5-93
Since the original assumption for (26 degrees) does not match the
computed angle, do an iteration assuming = 23.2 degrees. Because
new angle is flatter than original assumption, do not revise location of
critical section for shear (conservative).
For = 23.2 degrees, x = 0.000019
Then with
v
= 0.126 and x = 0.000019 , interpolate to get:
fc
Vu
358
Vc Vp =
93.2 30.8 = 273.8 kips
v
0.90
A v fy dv cot ()
Vs
Provide double leg stirrups at a 12 inch spacing at the end of the beam.
A v = 040 in2 / ft
Vs = 277.9 kips
Vu
=
de
Vu
dp
a
2
213.3
= 3.55 kip/in
60.16
OCTOBER 2004
5-94
Vh 3.55
=
= 3.94 kip/in
v
0.90
OK
and
0.8 A cv = 0.8 30.0 = 24.0 kip/in > 3.94 kip/in
OK
[Eng. 5.8.4.1-4]
V c A cv
3.94 0.1 (30.0)
=
= 0.016 in2 /in = 0.19 in2 /ft
fy
1.0 60
0.05 b v
0.05 30
=
= 0.025 in2 /in = 0.30 in2 /ft
fy
60
OCTOBER 2004
[5.8.3.5]
5-95
length to crack
24.82
= 138.83 32 0.217
= 664.6 kips
transfer length
36
V
T = u 0.5 Vs Vp cot ()
v
358
=
0.5 277.9 30.8 cot (23.4)
0.90
F. Design
Pretensioned
Anchorage Zone
Reinforcement
[5.10.10.1]
OK
Bursting Reinforcement
To prevent cracking in the beam end due to the transfer of the
prestressing force from the strands to the concrete, bursting steel needs
to be provided in the anchorage zone.
Use a load factor of 1.0 and lateral force component of 4% to determine
the required amount of steel.
The factored design bursting force is:
Pb = 1.0 0.04 Pi = 1.0 0.04 1681 = 67.2 kips
OCTOBER 2004
5-96
This steel should be located at the end of the beam within a distance of:
h 72
=
= 18.0 in
4
4
The number of #16 double legged stirrups necessary to provide this area
is:
As
3.36
=
= 5.4
2 Ab
2 0.31
The first set of stirrups is located 2 inches from the end of the beam.
Provide six sets of #16 stirrups spaced at 3 inch centers.
( 2 + 5 3 = 17 in < 18 in)
[5.10.10.2]
Confinement Reinforcement
Reinforcement is required at the ends of the beam to confine the
prestressing steel in the bottom flange. G1303E and G1607E bars (see
Figure 5.7.2.5) will be placed at a maximum spacing of 6 inches out to
1.5d from the ends of the beam. For simplicity in detailing and ease of
tying the reinforcement, space the vertical shear reinforcement with the
confinement reinforcement in this area.
1.5 d = 1.5 (72) = 108.0 in
G. Determine
Camber and
Deflection
[2.5.2.6.2]
[3.6.1.3.2]
[5.7.3.6.2]
Po e e L2 Po e L2 a2
8 EI
EI 8
6
1681(15.60)(130 12)2
1681(14.73) (130 12)2 (0.4 130 12)2
+
8 (4347)(547,920)
4347(547,920)
8
6
= 5.84 in
OCTOBER 2004
5-97
say 61/4 in
say 3 in
4
5 w L4 5 12 (130 12)
=
lane =
= 0.73 in
384 E I 384 4578 1,235,000
OCTOBER 2004
5-98
Two deflections are computed and compared to the limiting values; that
of the truck alone and that of the lane load plus 25% of the truck. Both
deflections need to be adjusted with the distribution factor for deflection.
1 = DF truck = 0.567 1.46 = 0.83 in
2 = DF ( lane + 0.25 truck ) = 0.567 (0.73 + 0.25 1.46 ) = 0.62 in
H. Detailing Items
786 in2
2
144 in /ft
0.155 kips
ft
1 ton
= 55.5 tons
2 kips
Figure 5.7.2.5 shows the detailed beam sheet for the bridge.
NOVEMBER 2005
Figure 5.7.2.5
5-99
OCTOBER 2004
5-100
OCTOBER 2004
5.7.3 Three-Span
Haunched PostTensioned Concrete
Slab Design
Example
5-101
A. Material and
Design Parameters
The following material and design parameters are used in this example:
Table 5.7.3.1
Design Parameters
Material
[5.4.3.2]
Steel Reinforcement
[5.4.4.2]
Rebar
[Table 5.4.4.1-1]
Prestressing
Concrete
[5.4.2.4]
Parameter
Value
4.5 ksi
5.0 ksi
3865 ksi
4074 ksi
7-wire Strand
0.217 in 2
270.0 ksi
243.0 ksi
Modulus of Elasticity, Ep
28,500 ksi
Yield Strength, Fy
60 ksi
Modulus of Elasticity, Es
29,000 ksi
OCTOBER 2004
Figure 5.7.3.1
Bridge Layout
5-102
OCTOBER 2004
Figure 5.7.3.2
Transverse and Longitudinal Sections
5-103
OCTOBER 2004
B. Haunch Length
and Minimum
Recommended Slab
Depth
5-104
[2.5.2.6.3]
Use 10.5 ft
Use 1.83 ft
Use 2.50 ft
L 1 W1
Where:
L 1 is the modified span length (the smaller of the actual span length
and 60 feet)
W1 is the modified bridge width (the smaller of the actual width and
30 feet)
Substituting in values for the side and main spans produces:
55 ft Spans:
Es = 10.0 + 5.0
55 30 = 213.1 in/lane
1
1 12
=
= 0.056 lanes/ft
Es 213.1 1
OCTOBER 2004
5-105
70 ft Span:
Es = 10.0 + 5.0
60 30 = 222.1 in/lane
1
1 12
=
= 0.054 lanes/ft
Es 222.1 1
L 1 W1
12.0 W
NL
Where:
L 1 is the modified span length (smaller of the span length and
60 ft)
W1 is the modified bridge width (smaller of the bridge width and
60 ft)
W is the physical edge-to-edge width of the bridge (47.33 ft)
NL is the number of design lanes:
44
NL =
= 3.7
Use 3
12
Substituting values into the equations for the side and main spans
produces:
55 ft Spans:
12.0 47.33
Em = 84.0 + 1.44 55 47.33 = 157.5
= 189.3 in/lane
3
1
1 12
=
= 0.076 lanes/ft
Em 157.5 1
70 ft Span:
Em = 84.0 + 1.44
60 47.33 = 160.7
12.0 47.33
= 189.3 in/lane
3
1
1 12
=
= 0.075 lanes/ft
Em 160.7 1
0.85
E v = (# of lanes)
= 3
= 0.054 lanes/ft
deck width
47.33
OCTOBER 2004
[2.5.2.6.2]
5-106
D. Edge Beam
Width and
Distribution Factor
[4.6.2.1.4]
The exterior strip is assumed to carry one wheel line and a tributary
portion of lane live load.
Check if the equivalent strip is less than the maximum width of
72 inches.
(strip width)
E = (edge of slab to inside face of barrier ) + 12.0 +
2
E = 20 + 12 +
157.4
= 110.7 in > 72.0 in
2
Use 72.0 in
Compute the distribution factor associated with one truck wheel line:
(
)
(
)
2
wheel
lines/lane
E
/
12
1 (1.2)
=
= 0.100 lanes/ft
2 (72 / 12)
LLDFEXTL
MPF
=
(exterior strip width)
LLDFEXTL
72 / 12 20 / 12
1.2
10
lanes/ft
=
72 / 12
For simplicity, the larger value (0.100 lanes/ft) is used for both load
types when assembling design forces for the exterior strip.
Table 5.7.3.2 summarizes the distribution factors for the different force
components.
OCTOBER 2004
5-107
Table 5.7.3.2
Distribution Factor Summary
Force Component
Width
Type of Loading
One Lane
Flexure
Interior Strip
Multiple Lanes
Span
(ft)
Distribution Factor
(lanes/ft)
55
0.056
70
0.054
55
0.076
70
0.075
Exterior Strip
One Lane
55 & 70
0.100
Shear
Slab Width
Multiple Lanes
55 & 70
0.054
Deflections
Slab Width
Multiple Lanes
55 & 70
0.054
E. Load
Combinations, Load
Factors, and Load
Modifiers
[3.4.1]
[1.3.3-1.3.5]
Strength
Service
Fatigue
Ductility
1.0
1.0
1.0
Redundancy
1.0
1.0
1.0
Importance
1.0
n/a
n/a
= D R I
1.0
1.0
1.0
The load combinations considered for the design example are identified
below:
STRENGTH I Used to ensure adequate strength under normal vehicular
use.
U = 1.0 [1.25 DC + 1.25 DW + 1.75 (LL + IM)]
SERVICE III Used for tension checks in prestressed concrete for crack
control purposes.
U = 1.0 (DC + DW) + 0.8 (LL + IM)
[5.5.3.1]
OCTOBER 2004
F. Live Loads
[3.6.1]
5-108
The HL-93 live load components used for this example are:
Design Truck
Design Lane
Design Tandem
Truck Train
The live load components are combined in the following manner:
Design Truck + Design Lane
Design Tandem + Design Lane
0.90 (Truck Train + Design Lane)
(Neg. Moment Regions)
[3.6.2]
G. Dead Loads
wDC = (width) w c h +
deck width
2 0.439
= (1.0) 0.150 h +
= 0.150 h + 0.019 kip/ft
47.33
For design simplicity the dead load associated with the future wearing
surface (0.020 ksf) is combined with the other DC loads.
wDC = 0.150 h + 0.019 + 0.020 = 0.150 h + 0.039 kip/ft
OCTOBER 2004
5-109
H. Structural
Analysis Model and
Resultant Loads
The dead and live loads were applied to a continuous beam model with
gross section properties. Nonprismatic properties were used to account
for the presence of the linear haunches near the piers. The results of the
analysis are presented in Tables 5.7.3.3 and 5.7.3.4.
OCTOBER 2004
5-110
Table 5.7.3.3
Moment Load Components (kip-ft)
Dead Load (per ft)
Span
Point
Interior Strip
Exterior Strip
MDC
MDC
Max.
Min.
Max.
Min.
Max.
Min.
Min.
1.0
1.1
31
35
78
-20
263
-47
227
-36
1.2
51
59
136
-39
433
-94
384
-71
1.3
62
71
175
-59
519
-140
475
-107
1.4
62
71
195
-78
552
-187
507
-142
1.5
52
59
196
-98
534
-234
492
-178
1.6
31
36
177
-118
476
-281
437
-213
Lane
Truck
Tandem
Truck Train
1.7
138
-137
359
-327
345
-249
-286
1.8
-40
-46
83
-159
204
-374
228
-284
-380
1.9
-92
-105
52
-225
116
-421
97
-320
-516
2.0
-155
-177
46
-335
129
-468
102
-355
-698
2.1
-78
-89
42
-190
77
-335
118
-265
-483
2.2
-20
-23
71
-109
246
-284
268
-224
-303
2.3
22
25
133
-93
416
-232
392
-183
2.4
47
53
181
-93
520
-180
472
-143
2.5
55
63
196
-93
545
-129
496
-102
Table 5.7.3.4
Shear Load Components (kips)
Span
Point
Dead Load
(per ft)
1.0
1.1
Truck
Tandem
Max.
Min.
Max.
Min.
Max.
Min.
6.5
15.9
-3.6
56.7
-8.5
47.7
-6.5
4.7
12.6
-3.8
47.8
-8.5
41.2
-6.5
1.2
2.8
9.8
-4.5
39.4
-8.5
34.9
-10.5
1.3
0.9
7.4
-5.6
31.4
-14.1
28.8
-16.8
1.4
-0.9
5.4
-7.1
24.1
-22.0
23.0
-22.8
1.5
-2.8
3.8
-9.1
17.4
-29.6
17.7
-28.5
1.6
-4.6
2.6
-11.4
11.6
-37.6
12.8
-33.7
1.7
-6.5
1.8
-14.1
6.5
-45.2
8.5
-38.5
1.8
-8.3
1.2
-17.0
2.3
-52.1
4.9
-42.6
1.9
-10.4
0.9
-20.3
2.3
-58.2
1.9
-46.0
2.0
12.4
25.1
-2.7
64
-63.6
49
-49
2.1
9.6
20.7
-2.8
57.4
-7.4
45.2
-5.8
2.2
7.1
16.8
-3.3
49.9
-7.4
40.7
-6.6
2.3
4.7
13.2
-4.3
41.7
-10.2
35.3
-11.6
2.4
2.4
10.2
-5.7
33.3
-17.1
29.4
-17.2
2.5
0.0
7.7
-7.7
24.9
-24.9
23.3
-23.3
OCTOBER 2004
I. Develop
Preliminary Tendon
Profile
5-111
OCTOBER 2004
Figure 5.7.3.3
Tendon Profile and Centroid Locations
5-112
OCTOBER 2004
5-113
Tendon Equations
The tendon profile can be defined with a series of parabolas where for
each parabola:
y = a x2 + b x + c
With the section depth varying along the slab, use the top of the slab as
the datum for defining the parabolic curves. The tendon profile is
described with three parabolas; one describing the positive moment
region of the side spans, a second describing the negative moment
regions over the piers, and lastly a third parabola describing the positive
moment region of the center span. Using the constraints:
y= 11.00 inches at x = 0 feet
y = 17.63 inches at x = 22 feet
Slope = 0 at x = 22 feet
The equation for the parabola for the positive moment regions of the side
spans is found to be:
y = ( 0.01369 ) x 2 + (0.6023) x + 11.00
(x in feet, y in inches)
Knowing that the y-coordinate and the slope for the tendon profile needs
to be consistent at the location where parabolas meet, the second and
third parabolas can be found.
Set the origin for the second parabola to be at Span Point 2.0. The
following constraints can be used to determine the constants for the
parabola:
y = 5.875 inches at x = 0 feet
Slope = 0 at x = 0 feet
y at the end of the curve matches that of the 1st parabola
Slope at the end of the curve matches that of the 1st parabola
The location where the 1st and 2nd parabolas meet was found by changing
the length of the 2nd parabola until the y value and slope matched that of
the 1st parabola. The parabolas satisfy the criteria if they meet at a point
7.00 feet away from the pier (Span Point 1.873). The equation for the
2nd parabola is:
y = (0.05092 ) x 2 + (0) x + 5.875
(x in feet, y in inches)
OCTOBER 2004
5-114
With the 2nd parabola defined, the same procedure can be used to
determine the constants for the 3rd parabola. With x = 0 at Span Point
2.5, the constants are:
y = 17.625 inches at x = 0 feet
Slope = 0 at x = 0 feet
y at the end of the curve matches that of the 2nd parabola
Slope at the end of the curve matches that of the 2nd parabola
After iterating the length of the 3rd parabola, the location where the y
values and slopes match for the 2nd and 3rd parabolas is at a location
7.00 feet away from the pier (Span Point 2.1). The equation for the 2nd
parabola is:
y = ( 0.0118 ) x 2 + (0) x + 17.625
(x in feet, y in inches)
Tendon Geometry
The tendon profile information for different points along the bridge are
presented in Table 5.7.3.5. The equations presented above are in mixed
units with the y values in inches and the x values in feet. To arrive at the
tendon slopes in radians, the equation constants were divided by 12.
OCTOBER 2004
5-115
22.00
11.00
11.00
0.00
+/- 0.050
0.000/180.094
0.000/0.559
1.1/3.9
22.00
11.00
13.90
-2.90
+/- 0.038
5.505/174.588
0.013/0.546
1.2/3.8
22.00
11.00
15.97
-4.97
+/- 0.025
11.008/169.086
0.025/0.534
1.3/3.7
22.00
11.00
17.21
-6.21
+/- 0.013
16.509/163.585
0.038/0.521
1.4/3.6
22.00
11.00
17.63
-6.63
0.000
22.009/158.084
0.050/0.508
1.5/3.5
22.00
11.00
17.21
-6.21
-/+ 0.013
27.509/152.584
0.063/0.496
1.6/3.4
22.00
11.00
15.97
-4.97
-/+ 0.025
33.010/147.083
0.075/0.483
1.7/3.3
22.00
11.00
13.90
-2.90
-/+ 0.038
38.513/141.581
0.088/0.471
1.8/3.2
22.96
11.48
11.00
0.48
-/+ 0.050
44.018/136.075
0.100/0.458
Cumulative Angle
Change (radians)
1.0/4.0
Cumulative Length of
Tendon (ft)
Span Point
Table 5.7.3.5
Tendon Geometry
1.873/3.127
25.52
12.76
8.37
4.39
-/+ 0.059
48.024/132.069
0.110/0.449
1.9/3.1
26.48
13.24
7.42
5.82
-/+ 0.047
49.527/130.567
0.122/0.436
2.0/3.0
30.00
15.00
5.88
9.13
0.000
55.029/125.065
0.169/0.390
2.1/2.9
25.52
12.76
8.37
4.39
+/- 0.059
62.033/118.061
0.224/0.334
2.2/2.8
22.00
11.00
12.42
-1.42
+/- 0.041
69.041/111.053
0.238/0.321
2.3/2.7
22.00
11.00
15.31
-4.31
+/- 0.028
76.045/104.049
0.252/0.307
2.4/2.6
22.00
11.00
17.05
-6.05
+/- 0.014
83.047/97.047
0.266/0.293
2.5
22.00
11.00
17.63
-6.63
0.000
90.047
0.279
OCTOBER 2004
5-116
J. Initial Prestress
Losses
Calculate the prestress losses due to friction, anchor set, and elastic
shortening.
[5.9.5.2.2]
Friction Losses
An exponential equation is used to determine the friction losses at
different tendon locations.
fpF = fpj 1 e (K x + )
where:
fpj = stress in prestressing steel at jacking (ksi)
Use 0.0002
Use 0.25
OCTOBER 2004
5-117
Figure 5.7.3.4
Assume the anchor set is 0.375 inches and use the friction losses at the
dead end of the tendon to compute d. Assume the tendons are
stressed to 80% of GUTS (Guaranteed Ultimate Tensile Strength):
f jack = 0.80 fpu = 0.80 270.0 = 216.0 ksi
The jacking stress at the dead end after friction losses is:
fL = f jack (friction factor ) = 216.0 0.839 = 181.2 ksi
With L and d determined, the slope of the friction loss line is known.
The increase in stress in the tendon as one moves away from the jacking
end is assumed to have the same slope. With that assumption, the
relationship between stress loss at the anchor and the location where the
anchor loss dissipates can be found:
X = f
2
L
d
The change in stress due to anchor set is found with Hookes law:
=
f
L
= E = E
2
12 X
OCTOBER 2004
5-118
X = E
12
X d
and
X = 67.9 ft
Which, when put into the Hookes law, determines the change in stress
due to anchor set:
E L E L
=
f = 2
12 X 6 X
28,500 0.375
=
= 26.2 ksi
6 67.9
The stress in the tendon between the anchor and point X can be found
with interpolation.
[5.9.5.2.3]
Ep
Eci
fcgp
The concrete stress at the height of the tendon when the slab is
subjected to only dead load and prestress forces is computed for Span
Point 2.5 in Section N and found to be:
fcgp =
=
PT
A
PT e2
I
MDL e
I
= 1.1 ksi
264
10,650
10,650
fpES = 0.25
28,500
1.1 = 2.0 ksi
3865
NOVEMBER 2005
5-119
Table 5.7.3.6 summarizes the stresses in the tendon at tenth point span
point locations.
Losses associated with friction, anchor set, elastic
shortening, shrinkage, creep, and relaxation (see Part N of this example
for calculation of Shrinkage, Creep, and Relaxation losses) are presented.
Initial and final tendon stresses are also presented.
Span Point
Friction
Factor
Jacking
Stress
Anchor Set
Loss
Net Stress
Reversed Net
Stress
Average
Tendon
Stress
Elastic
Shortening
Loss
Initial
Tendon
Stress
Shrinkage
Loss
Creep Loss
Relaxation
Loss
Final Tendon
Stress
Table 5.7.3.6
Tendon Stresses (ksi)
1.0
1.000
216.0
26.2
189.8
181.2
185.5
2.0
183.5
4.5
13.0
4.7
161.3
1.1
0.996
215.1
24.1
191.0
182.0
186.5
2.0
184.5
4.5
13.0
4.7
162.3
1.2
0.992
214.2
22.0
192.2
182.7
187.5
2.0
185.5
4.5
13.0
4.7
163.3
1.3
0.987
213.3
19.8
193.4
183.5
188.5
2.0
186.5
4.5
13.0
4.7
164.3
1.4
0.983
212.4
17.7
194.7
184.3
189.5
2.0
187.5
4.5
13.0
4.7
165.3
1.5
0.979
211.5
15.6
195.9
185.1
190.5
2.0
188.5
4.5
13.0
4.7
166.3
1.6
0.975
210.6
13.5
197.1
185.9
191.5
2.0
189.5
4.5
13.0
4.7
167.3
1.7
0.971
209.7
11.3
198.3
186.7
192.5
2.0
190.5
4.5
13.0
4.7
168.3
1.8
0.967
208.8
9.2
199.6
187.5
193.5
2.0
191.5
4.5
13.0
4.7
169.3
1.9
0.960
207.4
7.1
200.3
188.7
194.5
2.0
192.5
4.5
13.0
4.7
170.3
2.0
0.948
204.8
5.0
199.8
191.1
195.5
2.0
193.5
4.5
13.0
4.7
171.3
2.1
0.934
201.7
2.3
199.4
194.0
196.7
2.0
194.7
4.5
13.0
4.7
172.5
2.2
0.929
200.7
0.0
200.7
195.0
197.9
2.0
195.9
4.5
13.0
4.7
173.7
2.3
0.925
199.8
0.0
199.8
195.9
197.8
2.0
195.8
4.5
13.0
4.7
173.6
2.4
0.920
198.8
0.0
198.8
196.9
197.8
2.0
195.8
4.5
13.0
4.7
173.6
2.5
0.916
197.8
0.0
197.8
197.8
197.8
2.0
195.8
4.5
13.0
4.7
173.6
2.6
0.911
196.9
0.0
196.9
198.8
197.8
2.0
195.8
4.5
13.0
4.7
173.6
2.7
0.907
195.9
0.0
195.9
199.8
197.8
2.0
195.8
4.5
13.0
4.7
173.6
2.8
0.903
195.0
0.0
195.0
200.7
197.9
2.0
195.9
4.5
13.0
4.7
173.7
2.9
0.898
194.0
0.0
194.0
199.4
196.7
2.0
194.7
4.5
13.0
4.7
172.5
3.0
0.885
191.1
0.0
191.1
199.8
195.5
2.0
193.5
4.5
13.0
4.7
171.3
3.1
0.874
188.7
0.0
188.7
200.3
194.5
2.0
192.5
4.5
13.0
4.7
170.3
3.2
0.868
187.4
0.0
187.4
199.6
193.5
2.0
191.5
4.5
13.0
4.7
169.3
3.3
0.864
186.7
0.0
186.7
198.3
192.5
2.0
190.5
4.5
13.0
4.7
168.3
3.4
0.860
185.9
0.0
185.9
197.1
191.5
2.0
189.5
4.5
13.0
4.7
167.3
3.5
0.857
185.1
0.0
185.1
195.9
190.5
2.0
188.5
4.5
13.0
4.7
166.3
3.6
0.853
184.3
0.0
184.3
194.7
189.5
2.0
187.5
4.5
13.0
4.7
165.3
3.7
0.850
183.5
0.0
183.5
193.4
188.5
2.0
186.5
4.5
13.0
4.7
164.3
3.8
0.846
182.7
0.0
182.7
192.2
187.5
2.0
185.5
4.5
13.0
4.7
163.3
3.9
0.842
182.0
0.0
182.0
191.0
186.5
2.0
184.5
4.5
13.0
4.7
162.3
4.0
0.839
181.2
0.0
181.2
189.8
185.5
2.0
183.5
4.5
13.0
4.7
161.3
NOVEMBER 2005
K. Check Stress
Limits on
Prestressing
Strands
[Table 5.9.3-1]
5-120
A review of the values in Table 5.7.3.6 indicates that none of the stress
limits are exceeded.
L. Summary of
Analysis Results
NOVEMBER 2005
5-121
Table 5.7.3.7
Interior Strip Moment Summary (per foot)
Span
Point
MDC
(kip-ft)
PT Secondary
Moments
(kip-ft)
* Truck
+ Lane
(kip-ft)
Max.
Min.
* Tandem + Lane
(kip-ft)
Max.
Min.
* 0.9 (Truck Tr
+ Lane)
(kip-ft)
1.0
0.0
1.1
31
4.8
32.5
-6.3
28.9
-5.2
1.2
51
9.6
54.1
-12.5
49.2
-10.1
1.3
62
14.4
65.8
-18.6
61.3
-15.3
1.4
62
19.1
70.6
-24.8
66.1
-20.3
1.5
52
23.9
68.9
-31.1
64.6
-25.4
1.6
31
28.7
61.6
-37.4
57.6
-30.5
1.7
33.5
46.8
-43.5
45.4
-35.6
-35.4
1.8
-40
38.3
26.9
-49.9
29.4
-40.8
-45.4
1.9
-92
43.1
15.7
-59.7
13.8
-49.5
-62.3
2.0
-155
47.9
16.5
-72.8
13.8
-61.3
-86.4
2.1
-78
47.9
11.0
-48.3
15.1
-41.2
-56.9
2.2
-20
47.9
30.3
-37.0
32.5
-30.9
-35.0
2.3
22
47.9
52.2
-30.5
49.7
-25.6
2.4
47
47.9
66.3
-25.3
61.5
-21.5
2.5
55
47.9
70.0
-20.1
65.0
-17.4
OCTOBER 2004
M. Check Stress
Limits on Concrete
The service limit state stresses at each of the critical locations are
evaluated using the general equation (compression +, tension -):
f =
[5.9.4]
5-122
P MP MS
+
+
A
S
S
ft = 0 ksi
fc 0.60 fc = 3.0 ksi
fc 0.45 fc = 2.25 ksi
fc 0.40 fc = 2.0 ksi
fb = ft =
Pf
172.2
=
= 0.65 ksi < 2.0 ksi
A
264
OK
OCTOBER 2004
5-123
Pi Pi e MDC + PT
202.1 202.1 6.63 81.1 12
+
=
+
A
S
S
264
968
968
OK
=
+
A
S
S
264
968
968
OK
Pi Pi e MDC + PT
202.1 202.1 6.63 81.1 12
+
=
+
A
S
S
264
968
968
OK
+
A
S
S
264
968
968
OK
DC
PT
and
OCTOBER 2004
5-124
Pi Pi e MDC + PT
208.6 208.6 9.13 107.1 12
+
=
+
A
S
S
360
1800
1800
OK
=
+
A
S
S
360
1800
1800
OK
Pi Pi e MDC + PT
208.6 208.6 8.13 107.1 12
+
=
+
A
S
S
360
1800
1800
OK
+
A
S
S
360
1800
1800
OK
DC
PT
and
OCTOBER 2004
5-125
Pi Pi e MDC + PT
211.1 211.1 6.63 102.9 12
+
=
+
A
S
S
264
968
968
OK
=
+
A
S
S
264
968
968
OK
Pi Pi e MDC + PT
211.1 211.1 6.63 102.9 12
+
=
+
A
S
S
264
968
968
OK
+
A
S
S
264
968
968
OK
DC
PT
and
OCTOBER 2004
N. TimeDependent Losses
(Refined Method)
[5.9.5.4]
5-126
[5.9.5.4.2]
[5.9.5.4.3]
Creep
The moment associated with the wear course and barriers for a 1 foot
wide section of slab is 4 kip-ft.
fpCR = 12.0 fcgp 7.0 fcdp
fcgp = 1.1 ksi
fcdp =
[5.9.5.4.4]
Relaxation
For low-relaxation strands:
0.30 fpR2 = 0.30 [20.0 0.3 fpF 0.4 fpES 0.2 fpSR + fpCR
)]
If the friction losses are such that the tendon stresses after jacking are
above 0.70 fpu , then fpF is assumed equal to zero.
= 0.30 [20.0 0.3 (0) 0.4 (2.0) 0.2 (4.5 + 13.0)]
= 4.7 ksi
Total Losses
Total time-dependent losses = 4.5 + 13.0 + 4.7 = 22.2 ksi
(10.3% of 0.80 fpu )
The computed losses of 10.3% are approximately the same as those
assumed in the stress checks (11%).
If the computed losses are
significantly different from the assumed, designers will need to
recalculate the stresses based on a new assumed loss and iterate until
the computed and assumed losses converge.
OCTOBER 2004
O. Investigate
Strength Limit
State Flexure
[5.7.3.3.2]
5-127
Determine the theoretical cracking moment for the cross section ( Mcr ).
To compute the maximum cracking moment, use the prestress force at
transfer (202.1 kips).
Solve for the moment that produces fr at the bottom of the section:
Mcr = (fr + fPTS ) S
[5.4.2.6]
P P e Msec ondary
+
A
S
S
202.1 202.1 6.63 19.1 12
+
= 1.913 ksi
264
968
968
[5.7.3.2]
[5.7.3.1.1]
A ps fpu
c=
0.85 f b + k A fpu
c
1
ps
dp
Use the
OCTOBER 2004
5-128
10.78 270
= 6.41 in
=
270
0.85 5.0 0.80 12 + 0.28 1.078
17.625
c
6.41
fps = fpu 1 k
= 270 1 0.28
= 242.5 ksi
d
17
.625
2
2
which is greater than 1.2 Mcr (238 kip-ft) and Mu (220 kip-ft)
Check Location 2.0 (Interior Strip)
Using the moments given in Table 5.7.3.7:
Mu = 1.0 [1.25 (155) + 1.00 (47.9) + 1.75 (86.4)] = 393 kip-ft
Solve for the moment that produces fr at the bottom of the section:
fb = fr =
A
S
S
S
0.537 =
Mcr
208.6 208.6 9.13 47.9 12
+
+
360
1800
1800
1800
[5.7.3.2]
A ps fpu
c=
0.85 f b + k A fpu
c
1
ps
dp
1
.
078
270
= 6.59 in
=
270
0.85 5.0 0.80 12 + 0.28 1.078
24.13
OCTOBER 2004
5-129
c
6.59
= 270 1 0.28
fps = fpu 1 k
= 249.4 ksi
dp
24.13
2
2
which is greater than 1.2 Mcr (449 kip-ft) and Mu (393 kip-ft).
Check Location 2.5 (Interior Strip)
Using the moments given in Table 5.7.3.7:
Mu = 1.0 [1.25 (55) + 1.00 (47.9) + 1.75 (70)] = 239 kip-ft
Solve for the moment that produces fr at the bottom of the section:
fb = fr =
A
S
S
S
0.537 =
264
968
968
968
[5.7.3.2]
A ps fpu
c=
0.85 f b + k A fpu
c
1
ps
dp
1.078 270
= 6.41 in
=
270
0.85 5.0 0.80 12 + 0.28 1.078
17.625
c
6.41
fps = fpu 1 k
= 270 1 0.28
= 242.5 ksi
d
17
.625
OCTOBER 2004
5-130
2
2
which is greater than Mu (239 kip-ft) and 1.2 Mcr (212 kip-ft).
Check Principal Stresses
[Future manual content]
[5.7.3.3.1]
OK
OK
OK
OCTOBER 2004
P. Shear
[5.13.3.6]
5-131
The shear force components for a typical 1 foot wide strip of slab are
summarized in Table 5.7.3.8.
Table 5.7.3.8
Shear Summary (per foot)
VDC
Span
Point
(kips)
PT Secondary Shear
(kips)
1.0
6.5
1.1
* Truck + Lane
(kips)
* Tandem + Lane
(kips)
Max
Min
Max
Min
0.87
4.9
-0.8
4.3
-0.7
4.7
0.87
4.1
-0.8
3.6
-0.7
1.2
2.8
0.87
3.4
-0.8
3.0
-1.0
1.3
0.9
0.87
2.7
-1.3
2.5
-1.5
1.4
-0.9
0.87
2.0
-2.0
1.9
-2.0
1.5
-2.8
0.87
1.5
-2.6
1.5
-2.5
1.6
-4.6
0.87
1.0
-3.3
1.1
-3.0
1.7
-6.5
0.87
0.6
-4.0
0.7
-3.5
1.8
-8.3
0.87
0.2
-4.7
0.4
-4.0
1.9
-10.4
0.87
0.2
-5.3
0.2
-4.4
2.0
12.4
0.0
6.0
-4.7
4.9
-3.7
2.1
9.6
0.0
5.2
-0.7
4.4
-0.6
2.2
7.1
0.0
4.5
-0.7
3.8
-0.7
2.3
4.7
0.0
3.7
-1.0
3.3
-1.1
2.4
2.4
0.0
2.9
-1.5
2.7
-1.5
2.5
0.0
0.0
2.2
-2.2
2.1
-2.1
OCTOBER 2004
5-132
Mu
= v
E s A s + Ep A ps
220 12
+ 0.5 0 + 0.5 26 (cot 30) 1.078 0.7 270
= 15.84
29,000 0 + 28,500 1.078
= 0.000244
s xe = s x
1.38
1.38
= 15.84
= 10.3
ag + 0.63
1.5 + 0.63
Vu 26.0
=
= 28.9 kips
v
0.9
fc b v dv = 0.0316 5.34
= 0.0316 5.34
Q. Minimum
Longitudinal
Reinforcement
[5.8.3.5]
5.0 12 15.84
OCTOBER 2004
R. Distribution
Reinforcement
[5.14.4.1]
5-133
50%
L 60
170.3
= 38%
60
55
S. Shrinkage and
Temperature
Reinforcement
[5.10.8.2]
T. Deformations
[2.5.2.6]
OCTOBER 2004
at release
at release
(Spans 1 and 3)
(Span 2)
(in)
(in)
Prestress
+0.92
0.73
WDC
-0.46
-0.50
Total
0.46
0.23
5-134
final
final
(Spans 1 and 3)
(Span 2)
(in)
(in)
2.20
2.02
1.61
2.40
-1.10
-1.20
0.92
0.41
Multiplier
1
(0.92) = 0.92 in
2
1
(0.41) = 0.43 in
2
Span 2:
0.23 +
Total Camber
[2.5.2.6.2]
[3.6.1.3.2]
Span
800
55 12
= 0.83 in (Span 1 and 3)
800
70 12
= 1.05 in (Span 2)
800
Two live load cases are evaluated as part of the live load deflection
check. One is the design truck alone. The other is lane load combined
with 25% of the truck load deflection.
A computer analysis (based on gross nonprismatic section properties)
had the following deflections for a full lane of live load:
OCTOBER 2004
5-135
Spans 1 and 3:
Truck deflection: 6.24 in/lane
Lane deflection: 2.59 in/lane
Truck check:
= (1 + IM) ( truck ) (distribution factor)
= 1.33 6.24 0.054 = 0.45 < 0.83 in
OK
Lane/truck check:
= 0.25 (1 + IM) ( truck + lane ) (distribution factor)
= 0.25 1.33 (6.24 + 2.59) (0.054) = 0.25 < 0.83 in
OK
Span 2:
Truck deflection: 8.83 in/lane
Lane deflection: 3.60 in/lane
Truck check:
= (1 + IM) ( truck ) (distribution factor)
= 1.33 8.83 0.054 = 0.63 < 1.05 in
OK
Lane/truck check:
= 0.25 (1 + IM) ( truck + lane ) (distribution factor)
= 0.25 1.33 (8.83 + 3.60) (0.054) = 0.35 < 1.05 in
U. Anchorage Zone
[5.10.9]
OK
Anchorages are designed at the strength limit state for the factored
jacking force.
Due to the simplicity of the geometry of the anchorage and the lack of
substantial deviation in the force flow path, the approximate procedure
described in LRFD Article 5.10.9.6 is used.
For a 12- 0.6" diameter strand tendon, use a square anchorage plate
with a side dimension of 12.875 inches (a and b). Assume a duct outer
diameter of 6.25 inches.
[5.10.9.6.2]
0.6 Pu K
A b 1 + l c
1
1
t
b eff
OCTOBER 2004
5-136
Figure 5.7.3.5
Anchorage Dimensions
Determine the value for K based on the spacing of the tendons and the
size of the anchorage plate.
s = 29 > 2 a = 25.75
Use K = 1
[3.4.3.2]
fca =
[5.10.9.3.1]
D2
6.252
= (12.875)2
= 135.1 in2
4
4
1
1
135.1 1 + 14.81
12.875 22
= 2.03 ksi
The factored concrete compressive strength for the general zone shall not
.
exceed 0.7 fci
= 0.80 for compression in anchorage zones
= 0.7 (0.8) 4.5 = 2.52 ksi
fca 0.7 fci
Therefore, use fca = 2.03 ksi
Determine the compressive stress at a distance equal to the plates
smaller dimension. Assume the load distributes at an angle of 30.
OCTOBER 2004
D2
4
[5.10.9.6.3]
5-137
6.252
= 739 in2
4
Pu
674.4
=
= 0.90 ksi < fca = 2.03 ksi
Ae
739
OK
12.875
= 0.25 (674.4) 1
+ 0.5 (674.4) 0.052 = 87.5 kips
22
= 0.5 (22) = 11 in
Using
= 1.00
for
tension
in
steel
in
anchorage
zones,
then
87.5
= 1.46 in2 (spaced within 2.5 dburst = 27.5 in )
60
Figure 5.7.3.6
Bursting Force Reinforcing
OK
OCTOBER 2004
[5.10.9.3.2]
5-138
13.5
= 0.22 in2
60
V. Summary of
Final Design
OCTOBER 2004
Figure 5.7.3.7
5-139
OCTOBER 2004
5-140
JULY 2003
6-1
6. STEEL
STRUCTURES
Structural steel, in the form of rolled steel beams or welded plate girders,
is used for bridge superstructures. In rare instances integral pier caps or
substructures will be designed using steel. This section is intended to
provide general design guidance and information on detailing practices.
In addition, a design example for a two-span plate girder superstructure
is included.
6.1 Materials
Structural Steels
Steel bridges are fabricated and constructed with steel elements that are
produced at two different types of steel mills; shape mills and plate mills.
In addition to different products, the grades of steel available from each
type of mill differ slightly.
Shape mills produce bars, angles, tubes, pipes, channels, W sections
(wide flange), S sections (American Standard), and piling that satisfy a
variety of material specifications. Standard mill lengths available for
these sections range from 30 to 60 feet. With sufficient quantities and
sufficient lead time, longer lengths may be available. AISCs Modern
Steel Construction yearly January issue provides information on different
shapes available domestically from various mills. The designer shall
check the availability of shapes before specifying their use in a structure.
Plate mills produce flat sections that are used to fabricate plate girders,
connections, gusset plates, etc. Plate steel is also produced in a number
of different material specifications. Larger plate mills have a width
limitation of 150 inches. The maximum available plate length varies by
mill and cross-sectional dimensions of the plate.
The LRFD Specifications identify a number of steels that can be
incorporated into bridge structures. They are identified in Tables 6.4.1-1
and 6.4.2-1 of the LRFD Specifications with both AASHTO and ASTM
designations. Weathering steels have a W appended to the grade
designation (e.g. 50W, 70W, 100W). Designers should note that the
AASHTO and ASTM designations are not identical.
The AASHTO Specifications require additional tests (Charpy testing) to
verify the toughness of the material. Mn/DOT Spec 3308 requires this
testing be conducted for steel incorporated into major structural
components. Mn/DOT Spec 2471.2 lists the specification numbers for
standard structural metals used in bridge projects. Structural steel of
primary members shall satisfy the toughness requirements for Zone 3.
JULY 2003
6-2
Shape sections, other than pipe and tubing, are typically available in 36,
50, or 50W grades. Steel plate is available in 36, 50, and 50W grades.
High Performance Steel (HPS) is available in Grades HPS50W and
HPS70W. The typical steels for Mn/DOT bridge designs are Grade 50W
and HPS70W. Hybrid sections are often the most cost effective. The
bottom flange in positive moment regions and both flanges near piers
would utilize HPS70W, all other steel would be 50W.
Additional information regarding steel shapes and plates may be found in
Properties of Bridge Steels, Vol. I, Chapter 3, Highway Structures
Design Handbook, May 1994.
Bolts, Nuts, and Washers
For most steel bridge applications ASTM A325 high strength bolts per
Mn/DOT 3391.2B should be used. The LRFD specifications also include
ASTM A490 high strength bolts. Due to reduced availability and higher
cost, A490 bolts should not be used without first consulting the Bridge
Design Engineer. A490 bolts cannot be sold with plating, galvanizing, or
mechanical zinc coating, so their use as field bolts is problematic.
For applications where strength is not the primary design consideration,
ASTM A307 bolts per MnDOT Spec 3391.2A may be used. See Mn/DOT
Spec 3391 for additional information on fasteners.
Additional fastener information may be found in Mechanical Fasteners
for Steel Bridges, Vol. I, Chapter 4A, Highway Structures Design
Handbook, April 1996.
Dimensional and weight information for bolts, nuts, and washers is
provided in Appendix Figures 6.1 through 6.5.
Shear Connectors (Stud Welded Fasteners)
The material requirements for shear connectors are listed in Mn/DOT
Spec 3391. They shall satisfy ASTM material requirements, have a yield
strength of 50 ksi, and an ultimate tensile strength of 60 ksi.
Welds
A variety of welding processes and materials are available to fabricators
for different weld types. In most cases, designers need not concern
themselves with the welding process selected by the fabricator.
Typically, only fillet welds and full penetration welds are permitted.
Designs using partial penetration weld details should only be used with
JULY 2003
6-3
6.2 General
Dimensions and
Details
Designers should provide simple details that are easily fabricated and do
not sacrifice the integrity of the bridge. Details that trap water or
produce an environment that is conducive to corrosion should be
avoided. In addition, details with inadequate clearances are difficult to
fabricate and erect.
The equipment used to weld and bolt steel pieces together requires room
to operate. The AISC Manual of Steel Construction contains tables with
minimum clearances for bolted connections.
Figure 6.2.1 describes
typical minimum clearances that should be provided for welded
components.
JULY 2003
6-4
Figure 6.2.1
Structural steel plans and details should clearly describe the material to
be used for each structural steel component. Even for projects where
structural steel is paid for on a lump sum basis, informational quantities
should be provided in the plan set to quantify the amounts of different
steels incorporated into the project. This is particularly true for projects
with fracture critical members. Fracture critical members are fabricated
to a higher quality standard to reduce the potential for defects being
incorporated into the work and thus are more expensive. Designers
should not specify members as fracture critical unless necessary and
appropriate.
[2.5.2.6.3]
JULY 2003
6-5
within the details. However, if the minimum weld size does not have
adequate capacity, the size of the weld should be identified in the details.
Welding is used in many locations during the fabrication of plate girders.
It is used to connect:
Web plates to flange plates
stiffeners and connection plates to web plates
stiffeners and connection plates to compression flanges and tab
plates
Figure 6.2.2 identifies the locations of these welds and the appropriate
fatigue category to be used for checking live load stress ranges.
Figure 6.2.2
JULY 2003
6-6
Limit the segment length to top flange width ratio to 85 for stability
during shipping and erection.
Structural steel is to be protected by painting in the seven county metro
area and all grade separation structures over public roads on the trunk
highway system. All other steel bridges will be reviewed during the
preliminary design process to identify those that should be painted.
Preferred practice is to have the primer applied in the fabrication shop
and the intermediate and top or finish coat applied in the field.
For box pier caps and tub girders access holes and manholes through
diaphragms should be as large as possible and located for ease of
passage. The minimum opening is 2-0 x 2-6. Provide an access door
near each end of box piers for inspection purposes. Locate the door for
ladder access off the roadway, if possible, and hinge the door to swing
JULY 2003
6-7
away from traffic. Access doors should be placed in the side of the box
where protected from runoff by the superstructure and in the bottom of
the box where exposed. Use Detail B942 for door. Door frames should
be bolted to box.
Where single conduits pass through steel diaphragms and require a
passage hole with a diameter greater than three inches, the opening
should be reinforced with a section of pipe or curved steel plate.
The framing plan for a steel superstructure should identify the following
items:
beam spacing
distance between diaphragms along each beam
type of diaphragms used in different locations
centerline of bearing at piers and abutments
working line and working points
beam marks (B1, B2, etc.)
type and location of bearings
optionally, the location of intermediate stiffeners can be presented
without dimensions.
The plate girder details should identify plate sizes, length of plate
segments, location of Area A, spacing of shear studs, sole plate size,
bearing and intermediate stiffener size, connection plate size, splice
location and type, a table showing top of field splice elevations, and all
pertinent notes. Standard notes are contained in an appendix to Section
2 (Appendix 2-H).
6.3 General
Design Philosophy
JULY 2003
6-8
the web. For rolled beams the stool height is defined as the distance
between the bottom of the deck and the top of the top flange. The
minimum height or thickness for the concrete portion of the stool is 1
inches. The minimum should be provided at the edge of the flange
taking into account the cross slope of the deck. At field splices check
that the top plates do not penetrate the bottom of the deck. Figure 6.3.1
illustrates the definition of stool heights for rolled beams and plate
girders.
Figure 6.3.1
Structural steel quantities are computed by finding the weight of steel
beams or girders, diaphragms, cross frames, and all other plates (e.g.,
sole and gusset plates). When computing structural steel quantities
designers should increase the calculated weight by 1% to account for
the weight of steel for welds, and bolt stick-through.
Provide adequate spacing between butt and field splices and stiffener
connections. Typically 2-0 will provide adequate clearance.
During design, it may be assumed that the dead load of the steel beam
or girder is 15% larger than that computed using only the flanges and
web.
This is a reasonable estimate for the weight of stiffeners,
diaphragms or cross frames and connections.
When sizing stiffeners and connection plates, use a limited number of
thicknesses. To permit two lines of bolts, connection plates must be a
minimum of x 7.
JULY 2003
6-9
Provide 7/8 diameter stud connectors that extend above the bottom mat
of deck reinforcement. Studs must be applied in the field after girder
erection.
6.3.2 Fatigue
[6.10.8.1.1]
6.3.3 Deflections
To ensure that bridges are constructed with a proper vertical profile, the
deflections associated with selfweight, deck placement, and composite
superstructure dead loads should be presented in the plan set. The dead
load deflection should be split into two categories: selfweight (including
diaphragms) and dead load due to deck and all superimposed loads
(excluding FWS). These deflections should be displayed in feet with a
precision of three decimal places.
Live load deflection shall be limited to L/800 for typical bridges and
L/1000 for bridges carrying pedestrians.
Calculate the live load
distribution for deflection by taking the number of lanes times the
multiple presence factor and divide by the number of beams. The
JULY 2003
6-10
multiple presence factor used with this calculation should not be less than
0.85.
6.3.4 Camber
For most steel bridges camber will be fabricated into the beam to offset
the deflections due to applied dead loads. The cambered member is
fabricated with a profile opposite of that caused by dead load deflection.
For rolled beams introducing camber can be a relatively expensive
operation. It is usually accomplished with cold bending and/or with heat
straightening techniques. Rolled beams for bridges should be cambered
if the dead load deflection exceeds the maximum mill tolerance for
camber as stated in ASTM A6. If the deflection is less, state that the
beam should be placed natural camber up.
Plate girders shall always be cambered. This is accomplished without
mechanical means or heat straightening techniques. Vertical cambers
are introduced by cutting the web plates with the desired profile.
Horizontal curvature is introduced by cutting flange plates with the
proper horizontal shape. During fabrication, the web and flanges are
attached to each other to produce a member with the proper geometric
characteristics.
Girders should be cambered for anticipated dead load deflections, vertical
curve, and residual camber. Do not include the deflection due to future
wearing surface (FWS). Residual camber should be provided to eliminate
the appearance of a sag in a span. Only provide residual camber on
girders with straight grades and lengths in excess of 75 feet. Use
approximately 1 inches of residual camber for a 100 foot span.
Increase or decrease the residual camber by 1/8 inch for each 10 foot
change in span length. Use a maximum residual camber of 2 inches.
Reduce the residual camber by the amount that is required for crest
vertical curvature.
The stool height for girders should be constant throughout the length of
the girder for girders without residual camber. For girders where residual
camber needs to be used, the stool height will vary. For these situations,
the stool height will have its largest value at substructure locations and
smaller values near midspan. In no case can the thickness of concrete in
the stool be less than 1 inches.
Camber information should be included in the plans and presented in
fractions of an inch (1/8 inch precision). Use a table and schematic detail
to convey the information.
Within the schematic detail, label the
horizontal reference line, chord lines connecting field piece ends, and the
JULY 2003
6-11
JULY 2003
6-12
JULY 2003
6.4 Rolled Beams
6-13
[6.13.6.1.5]
When thick fill plates are required, additional rows of bolts will be
required to transfer the force to the member.
Web
For web plates the minimum thickness is inch. The inch web reduces
the potential for warping during fabrication. Select maximum web height
while still meeting clearance requirements.
JULY 2003
6-14
JULY 2003
6-15
For shipping purposes, the length between field splices should be limited
to 100 feet when the offset from the chord connecting the ends is
between 3 and 6 feet. A shipping length of 145 feet can be used when
the offset is less than 3 feet. Check with the Fabrication Methods
Engineer for specific situations.
For unusual circumstances, consider requiring the contractor to use
erection shoring. Prior to using this design assumption, discuss the
project with the Bridge Design Engineer and the Regional Bridge
Construction Engineer.
Box or tub girders are rarely used in Minnesota. They typically are
trapezoidal in shape. Usually they have two top flanges, two webs, and a
single, wide bottom flange. The top flanges have shear connectors
attached to them that are used to develop composite action with a castin-place deck. Once the deck is in place the closed shape of the cross
section is effective in carrying torsional loads in addition to flexural loads.
Ensure that the structure has adequate capacity prior to the development
of composite action with the deck. The lateral bracing system for the top
flanges must be considered during construction.
6.8 Bolted
Connections and
Splices
JULY 2003
6-16
6.9 Two-Span
Plate Girder
Design Example
A.1 Materials
JULY 2003
6-17
Figure 6.9.1
JULY 2003
Figure 6.9.2
6-18
JULY 2003
A.2 Determine
Cross-Section
Properties
[2.5.2.6.3]
6-19
Positive Section
*Negative
Section 1
**Negative
Section 2
d (in)
67.75
68.75
71.50
A (in2)
74.50
96.25
151.25
I (in4)
52,106
77,399
145,024
yt (in)
34.66
34.38
35.75
yb (in)
33.09
34.38
35.75
St (in3)
1503
2252
4057
Sb (in3)
1575
2252
4057
6-20
JULY 2003
Figure 6.9.3
JULY 2003
[4.6.2.6]
[6.10.3.1.1b]
[6.10.3.1.1c]
6-21
= 319 in
4
1
1
18 = 117 in
2
2)
12 9 +
3)
11-4 = 136 in
For this example, the controlling value is 117 inches. Using the modular
ratios provided earlier (n=8, 3n=24) results in a transformed deck width
of 14.63 inches for transient, short-term loads (n=8) and 4.88 inches for
permanent, long-term loads (n=24). The concrete stool or haunch has
an assumed thickness of 1 inches for section property computations.
Section B of Figure 6.9.4 contains a girder cross section with the primary
dimensions for section property computations identified.
Negative Moment Section Properties
For negative moment regions, the section assumed effective in resisting
external loads is the steel girder section plus the reinforcement within an
effective width of the slab.
[6.10.3.7]
JULY 2003
6-22
Figure 6.9.4
Parameter
Positive Section
N
3N
Positive
Section
for
Negative
Moment*
Negative
Section
1**
Negative
Section 2
****
Ac
(in2)
209.50
119.50
87.6
109.39
164.38
Ic
(in4)
131,943
98,515
70,371
96,048
165,867
Ycg (in)
19.04
29.90
39.10
40.06
42.93
Ytbeam
(in)
8.54
19.40
29.56
32.43
Ybbeam
(in)
59.21
48.35
39.19
39.07
Stbeam
(in3)
15,443
5079
3250
5114
Sbbeam
(in3)
2229
2037
2451
4246
28.60
39.15
2460
1798
JULY 2003
B. Select Load
Modifiers
[1.3.3-1.3.5]
6-23
R = 1.00
I = 1.00
C. Select
Applicable Load
Combinations and
Load Factors
[3.4.1]
will
be
considered
for
the
design
[3.4.2]
D. Calculate Live
Load Force Effects
[3.6.1] [3.6.2]
[4.6.2.2]
JULY 2003
6-24
Dynamic Load
Allowance
Distribution
Factors for
Moments
[4.6.2.2.2b]
[C4.6.2.2.1-1]
[4.6.2.2.1]
Parameter
Design Example
Minimum
Maximum
Beam Spacing
(S)
11.33
3.5
16.0
Slab Thickness
(ts)
9.0
4.5
12
Number of
Beams (Nb)
152
20
240
In addition to S, ts, and L, the distribution equations for live load moment
area also based on Kg. Kg is a longitudinal stiffness parameter defined in
LRFD Equation 4.6.2.2.1-1.
K g = n (I + A e g2 )
JULY 2003
6-25
S
gM = 0.06 +
14
0.4
S
L
11.33
= 0.06 +
14
0.4
0.3
Kg
3
12 L (t )
s
11.33
152
0.1
0.3
6
1.402x10
12 152 (9)3
0.1
= 0.484 lanes/girder
[3.6.1.1.2]
[3.6.1.4]
Fatigue
The design fatigue truck is a single lane vehicle, that does not include the
multiple presence factor. The tabulated approximate distribution factor
equations for moment include the multiple presence factors.
Consequently, when a designer is considering fatigue, the distribution
factor determined with the approximate equation for a single lane should
be divided by 1.20.
Distribution factor for fatigue moments
0.484
gM f =
= 0.403 lanes/girder
1.2
Two or more design lanes loaded
Distribution factor for moment
[Table
4.6.2.2.2b-1]
S
gM = 0.075 +
9.5
0.6
11.33
= 0.075 +
9.5
S
L
0.6
0.2
Kg
12 L (t )3
s
11.33
152
0.1
0.2
6
1.402x10
12 152 (9)3
0.1
= 0.740 lanes/girder
a.2 Negative Moment Region
The noncomposite section properties vary along the girder. The differing
I, A, and yt values impact the Kg term.
For the negative moment section over the pier
I = 145,024 in4
A = 151.25 in2
ts = 9.0 in
yt = 35.75 in
e g = concrete stool +
ts
9.0
+ y t = 1.50 +
+ 35.75 = 41.75 in
2
2
JULY 2003
6-26
S
gM = 0.06 +
14
0.4
S
L
11.33
= 0.06 +
14
0.4
0.3
Kg
12 L (t )3
s
11.33
152
0.1
0.3
6
3.269x10
12 152 (9)3
0.1
= 0.521 lanes/girder
Fatigue
Distribution factor for fatigue moment
0.521
gMf =
= 0.434 lanes/girder
1.2
Two or more design lanes loaded
Distribution factor for moment
[Table
4.6.2.2.2b-1]
S
gM = 0.075 +
9.5
0.6
11.33
= 0.075 +
9.5
S
L
0.6
0.2
12 L (t )3
s
11.33
152
Kg
0.2
0.1
6
3.269x10
12 152 (9)3
0.1
= 0.799 lanes/girder
[4.6.2.2.2d]
b. Exterior Beams
Table 4.6.2.2.2d-1 contains the approximate distribution factor equations
for exterior beams.
Check the value of de to ensure that the
approximate distribution equations are valid.
de = distance from centerline of exterior girder to the gutterline
(see Figure 6.9.5)
de = 3.00 1.67 = 1.33 ft
which is greater than -1.0 and less than 5.5. The approximate equation
for two or more design lanes loaded can be used.
One design lane loaded
Use the lever rule and refer to Figure 6.9.5.
JULY 2003
= 0.811 lanes/girder
Fatigue
Distribution factor for fatigue moment
0.811
gMf =
= 0.676 lanes/girder
1.2
Figure 6.9.5
6-27
JULY 2003
6-28
gM = e gMint erior
where
e = 0.77 +
de
1.33
= 0.77 +
= 0.916
9.1
9.1
Skewed Bridges
[4.6.2.2.2e]
Distribution Factor
for Shear
a. Interior Beams
Similar to flexure, in order to use the simplified distribution equations for
shear, geometric values for the bridge need to be within specific limits.
[Table
4.6.2.2.3a-1]
Design Example
Minimum
Maximum
11.33
3.5
16.0
Slab Thickness
(ts)
9.0
4.5
12
Number of Beams
(Nb)
152
20
240
1.402x106
10,000
7.0x106
3.269x106
10,000
7.0x106
[4.6.2.2.3a]
All parameters for the design example are within permissible limits. The
simplified equations for shear distribution can be used (Table 4.6.2.2.3a1 is used).
[Table
4.6.2.2.3a-1]
JULY 2003
6-29
[4.6.2.2.3b]
S S
12 35
= 0.2 +
11.33 11.33
-
= 1.039 lanes/girder
12
35
b. Exterior Beams
One Design Lane Loaded
Use the lever rule, which results in the same factor that was computed
for flexure.
gV = 0.811 lanes/girder
Two or more design lanes loaded
d
1.33
= 0.733
e = 0.6 + e = 0.6 +
10
10
The exterior shear distribution factor for multiple lanes loaded is the
product of e and the interior girder factor.
gV = e gVint erior = 0.733 1.039 = 0.762 lanes/girder
[4.6.2.2.3c]
[Table
4.6.2.2.3c-1]
c. Skewed Bridges
There is a modification to the shear at the obtuse corners for bridges with
skewed lines of support. This example has a skew angle of 20 degrees.
Type (a) Cross Sections
Range of Applicability Limits for Skew Correction (Shear)
Parameter
Design Example
Minimum
Maximum
Skew Angle ()
20 degrees
0 degrees
60 degrees
Beam Spacing
(S)
11.33
3.5
16.0
Number of
Beams (Nb)
152
20
240
0.3
12 L ts3
CF = 1.0 + 0.2
Kg
12 152 93
CF = 1.0 + 0.2
1.402x10 6
tan()
0.3
tan (20)
JULY 2003
6-30
0.3
tan (20)
gVf =
0.870
= 0.725 lanes/girder
1.2
Exterior Girder =
gVf =
0.868
= 0.723 lanes/girder
1.2
JULY 2003
Summary of
Governing
Distribution
Factors
Multiple
Lane
Control
+ Moment
0.484
0.740
0.740
- Moment
0.521
0.799
0.799
Shear
0.870
1.112
1.112
+ Fatigue
Moment
0.403
0.403
-Fatigue
Moment
0.434
0.434
Fatigue Shear
0.725
0.725
+ Moment
0.811
0.678
0.811
- Moment
0.811
0.732
0.811
Shear
0.868
0.815
0.868
+ Fatigue
Moment
0.676
0.676
-Fatigue
Moment
0.676
0.676
Fatigue Shear
0.723
0.723
Girder/Force Component
Interior
Girder
Exterior
Girder
E. Calculate Force
Effects
6-31
JULY 2003
6-32
Parameter
Ac
(in2)
141.38
196.38
232.75
286.62
Ic
(in4)
127,450
205,514
169,431
259,858
DC1 consists of the following loads: girder selfweight, concrete deck and
form loads. A 15% detail factor (based on the self weight of the girder)
is used to account for the dead load of connection and cross frame
elements. A 0.10 ksf load is considered during construction to account
for the weight of deck formwork.
0.292 k/ft - positive section
A beam
w beam =
0.490 (1.15) = 0.377 k/ft - negative section
144
deck =
(9.5) 3.375 18
forms =
JULY 2003
6-33
All of the DC1 loads presented in the example include the 0.010 ksf load
associated with the formwork. This increases the strength design loads
by 2% but greatly simplifies the calculations. The load is applied to the
noncomposite section but is removed from the composite section. The
actual stresses are also dependent on the pour sequence for the deck.
In the following tables, Girder Point 0.0 is the centerline of bearing at the
abutment. Girder Point 1.0 is centerline of bearing at the pier. Due to
the symmetry of the span arrangement, for most loads only data for
Girder Points 0.0 to 1.0 is provided. However, due to the unsymmetric
loading considered during construction, values are provided for both
spans in Table 6.9.6.
Table 6.9.5 Dead Load Bending Moments (unfactored)
DC1 Moment
Girder
Point
(K-FT)
DC2 Moment
(K-FT)
Girder
Slab
and
Stool
Forms
TOTAL
Barrier
FWS
TOTAL
0.1
198
954
77
1229
122
158
280
0.2
329
1582
127
2038
204
264
468
0.3
393
1884
151
2428
245
317
562
0.4
390
1860
150
2400
246
318
564
0.5
320
1511
121
1952
206
267
473
0.6
182
836
67
1085
125
163
288
0.7
-23
-165
-13
-201
11
0.71 *
-47
-283
-23
-353
-10
-12
-22
0.8
-303
-1492
-120
-1915
-157
-203
-360
0.882
**
-598
-2823
-227
-3648
-319
-413
-732
0.895**
*
-650
-3054
-245
-3949
-347
-450
-797
0.9
-671
-3144
-253
-4068
-358
-464
-822
1.0
-1159
-5122
-412
-6693
-600
-778
-1378
* Field Splice
** Flange Butt Splice
*** First cross-frame off pier
JULY 2003
6-34
Girder
Slab and
Stool
Forms
Total
LLtemp
Moment
(K-FT)
0.1
198
1210
77
1485
194
0.2
329
2094
127
2550
337
0.3
393
2652
151
3196
426
0.4
390
2885
150
3425
464
0.5
320
2792
121
3233
449
0.6
182
2373
67
2622
381
0.7
-23
1628
-13
1592
262
0.8
-303
557
-120
134
90
0.9
-671
-839
-253
-1763
-135
1.0
-1159
-2561
-412
-4132
-412
1.1
-671
-2305
-253
-3229
-371
1.2
-303
-2049
-120
-2472
-329
1.3
-23
-1793
-13
-1829
-288
1.4
182
-1537
67
-1288
-247
1.5
320
-1281
121
-840
-206
1.6
390
-1024
150
-484
-165
1.7
393
-768
151
-224
-124
1.8
329
-512
127
-56
-82
1.9
198
-256
77
19
-41
The truck train generated the controlling negative bending moment over
the pier. The distance between trucks in the train is variable but can be
no less than 50 feet. The largest moment was obtained when the
distance between the last axle of the first truck and the first axle of the
second truck was 119 feet.
JULY 2003
6-35
Table 6.9.7 contains positive and negative live load moments due to
truck, lane, and truck train loading.
Table 6.9.8 lists the extreme positive and negative bending moments at
various girder points when the fixed axle fatigue truck is run across the
structural model.
Table 6.9.7 Live Load Design Moments Per Lane (unfactored)
Girder
Point
Truck
Pos
Mom
(KFT)
Lane
Pos
Mom
(KFT)
Truck
Neg
Mom
(KFT)
Lane
Neg
Mom
(KFT)
0.1
867
558
-124
-109
Truck
Train
(KFT)
Positive*
Mom
(K-FT)
Negative**
Mom
(K-FT)
1711
-274
0.2
1457
967
-246
-218
2905
-545
0.3
1796
1228
-369
-326
3617
-817
0.4
1923
1340
-492
-435
3898
-1089
0.5
1863
1305
-615
-543
3783
-1361
0.6
1642
1123
-738
-652
3307
-1634
0.7
1278
792
-860
-761
-1199
2492
-2120
0.71
1234
749
-873
-772
-1217
2390
-2152
0.8
816
342
-983
-898
-1370
1427
-2448
-1534
638
-2966
0.882
396
111
-1083
1255
0.895
348
87
-1100
1335
-1626
550
-3148
0.9
329
78
-1106
1369
-1664
516
-3224
1.0
-1230
2174
-2459
-4900
JULY 2003
6-36
Truck Positive
Moment
(K-FT)
Truck Negative
Moment
(K-FT)
Fatigue Moment
Range
(K-FT)
0.1
788
-119
1043
0.2
1307
-236
1774
0.3
1625
-354
2276
0.4
1715
-472
2515
0.5
1654
-590
2581
0.6
1469
-708
2504
0.7
1126
-826
2245
0.71
1084
-838
2210
0.8
667
-943
1852
0.882
306
-1039
1547
0.895
268
-1055
1521
0.9
253
-1061
1511
1.0
-1180
1357
JULY 2003
6-37
(K)
DC2 Shear
(K)
Girder
Deck
and
Stool
Forms
TOTAL
Barrier
FWS
TOTAL
0.0
-15
-73
-6
-94
-9
-12
-21
0.1
-11
-52
-4
-67
-7
-9
-16
0.2
-6
-31
-2
-39
-4
-5
-9
0.3
-2
-9
-1
-12
-1
-2
-3
0.4
12
15
0.5
34
44
0.6
11
55
70
16
0.7
16
77
99
12
21
0.71 *
16
79
101
10
12
22
0.8
21
98
127
12
15
27
0.842*
*
25
110
144
14
17
31
0.895*
**
27
118
10
155
14
19
33
0.9
28
119
10
157
15
19
34
11
189
17
22
39
1.0
37
141
* Field Splice
** First transverse stiffener
*** First cross-frame
Table 6.9.10 contains the dead load reactions at Girder Points 0.0 and
1.0. The reactions at Girder Point 1.0 are larger than the shear at Girder
point 1.0 because the reaction includes the load from both spans.
Table 6.9.10 Dead Load Reactions (unfactored)
Girder Point
0.0
95
22
1.0
378
79
JULY 2003
6-38
Table 6.9.11 contains the live load shear extremes for various live load
components: truck and lane. Per LRFD Article 3.6.1.3.1, truck train
loading is not to be used for shear.
Table 6.9.11 Live Load Shear Per Lane (unfactored)
Girder
Point
Truck
Positive
Shear
(K)
Lane
Positive
Shear
(K)
Truck
Negative
Shear
(K)
Lane
Negative
Shear
(K)
Positive*
Shear
(K)
Negative*
Shear (K)
0.0
66
42
-8
-7
130
-18
0.1
57
32
-8
-8
108
-19
0.2
48
25
-13
-10
89
-27
0.3
39
18
-22
-13
70
-42
0.4
31
13
-31
-17
54
-58
0.5
24
-39
-23
40
-75
0.6
17
-47
-29
28
-92
0.7
11
-54
-36
18
-108
0.71
10
-55
-37
15
-110
0.8
-60
-45
-125
0.842
-63
-50
-134
0.895
-65
-53
-139
0.9
-65
-54
-140
1.0
-70
-63
-156
0.0
130
1.0
221
273
The checks in this example begin with the strength checks on the
preliminary layout. Designers should be aware that deflections may
control the design. The deflection checks for this example are presented
in Section M.
JULY 2003
6-39
F. I-Sections in
Flexure
Investigate The
Strength Limit
State
At the strength limit state the girder is designed to carry factored dead
and live loads. The resisting section in the positive moment regions is the
composite section.
In the negative moment regions, resistance is
provided by the girder plus deck reinforcement composite section.
G.1 Determine
Maximum Design
Moments
a. General Proportions
To ensure that the section functions as an I section, the LRFD
specifications contain requirements on the proportions of the web,
flanges, and overall cross section.
The general proportions check is the following:
Iyc
0.1
0.9
Iy
where Iyc is the moment of inertia of the compression flange about a
vertical axis, and Iy is the moment of inertia of the girder about a vertical
axis.
[6.10.2.1]
Iy =
Iyc
Iy
1
1
1
0.875 183 +
66 0.6253 +
0.875 20 = 1009.9 in4
12
12
12
=
425.3
= 0.42 OK
1009.9
For the negative moment section over the pier this becomes:
1
I yc =
2.75 203 = 1833.3 in4
12
Iy =
1
1
1
2.75 203 +
66 0.6253 +
2.75 203 = 3668 in4
12
12
12
JULY 2003
6-40
1833.3
= 0.50 OK
3668
b. Web Slenderness
To ensure that lateral web deflections are not excessive, the following
check needs to be satisfied for webs without longitudinal stiffeners.
[6.10.2.2]
[C6.10.3.1.4a]
2 Dc
6.77
tw
E
200
fc
1.25 564 12
= 1.67 ksi
5079
fLL + IM =
1.25 564 12
= 4.15 ksi
2037
fLL + IM =
JULY 2003
6-41
tf = 0.875 in
Substituting back into the equation produces:
fc
29.54
Dc =
d tf =
67.75 0.875 = 23.02 in
29.54 + 54.19
fc + ft
The upper limit for the check is:
E
29,000
6.77
= 6.77
= 212.1 > 200, Use 200
fc
29.54
The web slenderness check with values inserted becomes:
2 Dc
2 23.02
=
= 73.7 200; OK
tw
0.625
Table 6.9.13A Web Slenderness Check Along the Girder Unfactored
Moments
Girder Point
Moments
DC1 (K-FT)
DC2 (K-FT)
LL+IM (K-FT)
0.1
1229
280
1711
0.2
2038
468
2905
0.3
2428
562
3617
0.4
2400
564
3898
0.5
1952
473
3783
0.6
1085
288
3307
0.7
-201
11
2492
0.8
-1915
-360
-2448
0.9
-4068
-822
-3224
1.0
-6693
-1378
-4900
Sc
(in3)
Sc3n
(in3)
Scn
(in3)
St
(in3)
St3n
(in3)
Stn
(in3)
tf (in)
0.1
1503
5079
15,443
1575
2037
2229
0.875
0.2
1503
5079
15,443
1575
2037
2229
0.875
0.3
1503
5079
15,443
1575
2037
2229
0.875
0.4
1503
5079
15,443
1575
2037
2229
0.875
0.5
1503
5079
15,443
1575
2037
2229
0.875
0.6
1503
5079
15,443
1575
2037
2229
0.875
0.7
1503
5079
15,443
1575
2037
2229
0.875
0.8
2252
2451
2451
2252
3250
3250
1.38
0.9
4057
4246
4246
4057
5114
5114
2.75
1.0
4057
4246
4246
4057
5114
5114
2.75
JULY 2003
6-42
[6.10.2.3]
[6.10.2.3-1]
Girder
Point
Dc
(IN)
2Dc/tw
0.1
23.89
76.46
0.2
23.76
0.3
Limit
Check is
299.4
200.0
OK
76.03
232.2
200.0
OK
23.51
75.24
212.2
200.0
OK
0.4
23.02
73.67
212.1
200.0
OK
0.5
21.98
70.35
232.1
200.0
OK
0.6
19.24
61.58
297.6
200.0
OK
0.7
1.37
4.40
1577.5
200.0
OK
0.8
34.48
110.3
208.8
200.0
OK
0.9
34.62
110.8
208.1
200.0
OK
1.0
34.57
110.6
164.7
164.7
OK
6 .77
fc
c. Flange Proportions
For the compression flange, a check is made to ensure that the web is
adequately restrained by the flange to control web bend buckling. The
width of the compression flange must be equal to at least 30 percent of
the depth of the web in compression.
b f 0.3 D c
where Dc is the same value computed in Table 6.9.13
Table 6.9.14 Compression Flange Proportion Check
Girder Point
Dc (IN)
0.3 x Dc
(IN)
bf (IN)
0.1*
23.89
7.17
18
OK
0.2
23.76
7.13
18
OK
0.3
23.51
7.05
18
OK
0.4
23.02
6.91
18
OK
0.5
21.98
6.60
18
OK
0.6
19.24
5.77
18
OK
0.7
1.37
0.41
18
OK
0.8
34.48
10.34
20
OK
0.9
34.62
10.39
20
OK
1.0**
34.57
10.37
* - controlling case for 18 flange
** - controlling case for 20 flange
20
OK
Check
For the tension flange, a simple check with flange width and flange
thickness is made to ensure that the flange will not distort excessively
during fabrication. The check also provides a measure of safety that the
flange has good proportions in the event of a stress reversal.
JULY 2003
[6.10.2.3-2]
6-43
bf
12.0
2 tf
where bf and tf of the tension flange are provided in Figure 6.9.3. Table
6.9.15 contains the results of the check for all of the Girder Points.
Table 6.9.15 Tension Flange Proportion Check
Check
Girder Point
bf (IN)
tf (IN)
bf/2tf
bf
2 tf
12
0.1
20
0.875
11.43
OK
0.2
20
0.875
11.43
OK
0.3
20
0.875
11.43
OK
0.4
20
0.875
11.43
OK
0.5
20
0.875
11.43
OK
0.6
20
0.875
11.43
OK
0.7
20
0.875
11.43
OK
0.8
20
1.375
7.27
OK
0.9
20
2.75
3.64
OK
1.0
20
2.75
3.64
OK
JULY 2003
Figure 6.9.6
6-44
JULY 2003
[6.10.4.1.2]
6-45
Figure 6.9.7
The
the
The
this
JULY 2003
6-46
The location of the plastic neutral axis can be found with the equation in
the appendix for Case I.
D P Pt Prb Prt
+ 1
y = c
2
Pw
+ 1 = 20.40 in
2
2063
[Equation
6.10.4.1.4-1]
L b L p = 1.76 rt
E
Fy
JULY 2003
12
12
3
A rt = 20 2.75 +
rt =
6-47
= 1834 in4
34.42
0.625 = 62 in2
3
1834
= 5.43 in
62
Substitute rt into the equation to arrive at the lateral bracing limit for
plastic bending.
Lp = 1.76 5.43
29,000
= 230 in
50
From the framing plan, cross frames are located 16 feet away from the
centerline of the pier.
L b = 16 ft = 192 in
This is less than Lp (230 inches), so adequate bracing is provided to
compute the flexural resistance of the section with the non-lateral
torsional buckling flexural resistance equations. Proceed to the right in
the flow chart to the box with the heading Article 6.10.4.2.4.
[6.10.4.2.4]
[6.10.4.3.2]
If
2 Dc
E
then Rb is 1.0.
b
tw
fc
D
therefore b = 4.64
2
JULY 2003
6-48
Now plug values into the inequality. First the left side:
2 Dc
2 34.57
=
= 110.6
tw
0.625
Now compute fc
fc = 48.98
(Table 6.9.13C)
[6.10.4.2.4a]
tw
2 tf
=
1.904 (29,000)
20
2
(2.75)
110.1
[6.10.4.3.2.b]
[6.10.4.3.1a]
[6.10.4.2.4b]
JULY 2003
6-49
Fn = (1)(1)(50) = 50 ksi
The tension stress in the top flange under factored loads is
1.25 (6693) 1.25 (1378) 1.75 (4900) (0.799)
ft =
+
+
12
3892
5114
5114
= 45.9 ksi
Fu = ft = 45.9
Figure 6.9.8
JULY 2003
6-50
Therefore the PNA is in the top flange. Use the equation in the appendix
to locate the position of the PNA in the top flange.
0.875 2063 + 875 3672
t P + Pt Ps
y = c w
+ 1 =
+ 1 =0.03 in
2
P
2
787
.
5
With the PNA located in the top flange the entire web is in tension. This
in turn implies that Dcp is zero and the inequality in Article 6.10.4.1.2 is
satisfied. For the positive moment section the web is compact.
The note on the flow chart for the asterisk states that for composite
sections in positive flexure, certain Articles are considered automatically
satisfied. Proceeding to the right from the box in the upper left-hand
corner we arrive at three boxes with asterisks.
These boxes are
automatically satisfied. We proceed to the right and arrive at the box in
the upper right hand corner with the heading Article 6.10.4.2.1 or
6.10.4.2.2.
[6.10.4.2.2]
JULY 2003
[Equation
6.10.4.2.2a-3]
6-51
M
M
M AD = Sn Fy DC1 DC2
Snc
S3n
M AD = 2229 50
1575
2037
M AD = 15,443 50
1503
5079
[Equation
6.10.4.2.2b-2]
D' =
d + t s + th
67.75 + 9 + 1.5
= 0.7
= 7.3 in
7.5
7.5
JULY 2003
6-52
ds = y + t h +
ts
9
= 0.03 + 1.5 + = 6.03 in
2
2
dw = t c y +
66
D
= 0.875 0.03 +
= 33.85 in
2
2
t
0.875
dt = t + D + (tc y) =
+ 66 + (0.875 0.03) = 67.28 in
2
2
Mn =
4
4
D'
5 12,597 0.85 7975 0.85 7975 12,597 10.53
+
4
4
7.30
= 11,954 k-ft
Mn =
The 11,954 k-ft value from equation 2 is more than the 10,367 k-ft value
obtained with Equation 3.
Therefore the flexural resistance of the
positive moment section is 10,367 k-ft.
Mu = 1.25 (2400) + 1.25 (564) + 1.75 3898 0.74
= 8753
< 10,367 k-ft
Therefore, the positive moment section has adequate flexural strength.
[6.10.3.2]
e. Constructibility
The capacity of the girders should be evaluated during construction, prior
to composite action carrying the loads. For this example, the check
consists of placing selfweight and formwork on both spans, while deck
dead loads and a 20 psf construction live load is placed on one span.
Load factors for this check are based on the values provided in LRFD
Article 3.4.2, where 1.25 is used on dead loads and 1.5 is used on live
loads.
The factored construction moment for the positive moment
section is:
Mu temp = 1.25 DC temp + 1.5 LL temp
Mu temp = 1.25 (3425) + 1.50 (464) = 4977 k-ft
JULY 2003
[6.10.3.2.2-1]
6-53
0.9 E k
fcw
Fyw = 50 ksi
2
tw
fcw =
Mu temp
I
yt
- tf
4977 12
= 38.72 ksi
52,106
34.66 0.875
66
= 9
34.66 - 0.875
= 34.35
2
66
0.625
Proceed up in the flow chart to the box with the heading of Article
6.10.4.1.4.
The top flange satisfies the aspect ratio inequality in Article 6.10.4.1.4.
bf
18
=
= 10.29 12
2 tf
2 0.875
Proceed to the right in the flow chart to the box with the heading of
Article 6.10.4.1.9. Check if the bracing spacing is less than Lp. If so, the
non-lateral-torsional buckling equations are to be used to compute the
capacity of the section.
L p = 1.76 rt
Irt =
E
Fyc
0.6253
12
= 425.5 in4
JULY 2003
A rt = 18 0.875 +
rt =
6-54
34.66 - 0.875
0.625 = 22.79 in2
3
425.5
= 4.32 in
22.79
[6.10.4.2.6]
+ 9.87 d
L
R h My
D t w3 + b f t f 3 + b t t t 3
3
66 0.6253 + 20 0.8753 + 18 0.8753
= 13.86 in4
3
183 0.875
= 425 in 4
12
JULY 2003
6-55
425
13.86
67.75
Mn = 3.14 29,000 1.0 1.0
0.772
+ 9.87
360
425
360
Compute the yield moment (My) and substitute in values to arrive at the
maximum flexural resistance.
R h My = R h Fy S xc = 1.0 50 1503 = 75,150 kip-in = 6262 k-ft
Use Mn = 5484 kip-ft
The flexural resistance of 5484 k-ft is greater than the factored moment
of 4977 k-ft. Use a cross frame spacing of 30 feet.
H. Investigate the
Service Limit State
[6.10.5.1]
The narrative in LRFD Article 6.10.5.1 states that the web bending stress,
fcw, shall satisfy the LRFD Equation 6.10.3.2.2-1.
0.9 E k
fcw
Fyw = 50 ksi
2
D
tw
[6.10.3.2.2-1]
fcw =
(2400)
(564)
1.3 (3898) gM
+
+
Sweb (nc) Sweb (3n)
Sweb (n)
(2400)
(564)
1.30 (3898) 0.74
12
=
+
+
131,943
52,106
98,515
= 22.6 ksi
There are no longitudinal stiffeners in the web, = 1.25 . To arrive at a
conservative k value use the Dc value of the noncomposite section
D
k = 9.0
Dc
66
= 9
34.66 - 0.875
= 34.35
JULY 2003
6-56
= 100.5 ksi
2
66
0.625
For composite sections the stress in the flanges, ff, when subjected to
Service II load combinations must be less than 95 percent of the yield
strength of the flange. The noncompact web section over the pier limits
the stress in the flanges to Fy when evaluating strength load
combinations. The sections should readily pass this check due to the
smaller load factors associated with the Service II load combination.
ff 0.95 Fy = 47.5 ksi
[6.10.5.2]
Bottom Flange
564
1.3 (3898) 0.74
2400
ff =
+
+
12 = 41.8 ksi 47.5 ksi
2229
1575 2037
Bottom Flange
6693 1378 1.3 (4900) 0.799
ff =
+
+
12 = 38.1 ksi 47.5 ksi
4246
4057 4246
I. Investigate the
Fatigue Limit State
[6.6.1.2.3]
JULY 2003
I.1 Fatigue
Loading
[3.6.1.4]
[6.6.1.2.2]
6-57
The HL-93 truck is used to generate the fatigue loads that are used to
evaluate different components of a design. For fatigue, the HL-93 truck
has a fixed rear axle spacing of 30 feet. In addition, a load factor of 0.75
is applied to calibrate the stresses to those observed in field studies. The
dynamic load allowance for fatigue loading is 15 percent. Distribution for
fatigue is equal to the one design lane loaded distribution, with the
multiple presence factor removed (if approximate equations are used for
one lane loaded).
(f) (F)n
= load factor for fatigue = 0.75
(f) = Live Load stress range
(F)n = nominal fatigue resistance
JULY 2003
6-58
Table 6.9.16 Fatigue Range (Truck Moments and Moment Range from
Table 6.9.8)
Fatigue
Loads Per Lane
Design**
Moment
Range
(K-FT)
Top
Stress
(KSI)
Bottom
Stress
(KSI)
1043
315
0.24
1.70
-236
1774
536
0.42
2.89
1625
-354
2276
688
0.53
3.70
0.4
1715
-472
2515
760
0.59
4.09
0.5
1654
-590
2581
780
0.61
4.20
0.6
1469
-708
2504
757
0.59
4.08
0.7
1126
-826
2245
679
0.53
3.66
0.71
1084
-838
2210
668
0.52
3.60
0.8
667
-943
1852
603
2.23
2.95
0.842
306
-1039
1547
504
1.86
2.47
0.895
268
-1055
1521
495
1.16
1.40
0.9
253
-1061
1511
492
1.15
1.39
1.0
-1180
1357
442
1.04
1.25
Girder
Point
Truck
Positive
Moment
(K-FT)
Truck
Negative
Moment
(K-FT)
Moment*
Range
(K-FT)
0.1
788
-119
0.2
1307
0.3
I.4 Stiffener To
Web Weld
[Table 6.6.1.2.3-1]
[Table 6.6.1.2.5-3]
The top flange has welded shear studs that are a Category C detail.
Category C details have a constant amplitude fatigue threshold of 10.0
ksi. The shear connectors are attached to the top flange of the section.
From Table 6.9.16 the largest top flange stress range occurs at Girder
Point 0.71 (2.23 ksi). This value is below of the constant amplitude
fatigue threshold (5.0 ksi). Therefore, the shear studs are assumed to
have an infinite fatigue life.
Mn/DOT Detail B411 provides the cope detail for stiffeners and
connection plates. The connection to the tension flange is with a bolted
tab plate which is a Category B detail which need not be evaluated. The
stiffeners and connection plates are welded to the web of the girder. Per
Detail B411 this weld terminates approximately 3 inches above or below
the tension flange. The weld between the stiffener and web is classified
as a C fatigue detail that requires investigation.
JULY 2003
6-59
The constant amplitude fatigue threshold for C details is 12.0 ksi and the
assumed infinite life fatigue threshold is 6.0 ksi. Reviewing Table 6.9.16
indicates that neither flange has a stress range over 4.20 ksi. The web
to stiffener welds are subject to a smaller stress range than the flanges.
By inspection, fatigue resistance is adequate.
Adequate resistance to load induced flexural fatigue is provided.
I.5 Fatigue
Requirements for
Web
[6.10.6.3]
[6.10.6.3-1]
To control out-of-plane flexing of the web under repeated live loading the
following constraints are placed on webs.
Flexure Check
The following check compares the flange stress to a maximum value.
This assumes that the stress in the web due to flexure is approximately
the same as that found in the flange.
If
k E
D
0.95
tw
Fyw
the maximum compression flange stress (fcf) is Fyw (50 ksi). Otherwise
a more involved equation needs to be used. The value for k has been
previously computed as 34.35.
D
66
=
= 105.6
tw
0.625
0.95
k E
34.35 29,000
= 0.95
= 134.1 > 105.6
Fyw
50
The live load used for this check is twice that presented in Table 6.9.16.
In the positive moment region at the 0.4 Girder Point
2400
564
2 760
fcf =
+
+
12 = 21.7 ksi 50.0 ksi
1503 5079 15,443
In the negative moment region at the 1.0 Girder Point
6693 1378 2 442
f cf =
+
+
12 = 28.7 ksi 50 ksi
4246
4057 4246
[6.10.6.4]
[Equation
6.10.6.4-1]
Shear Check
The computations for the resistance of the web in shear is based on the
following equation:
v cf 0.58 (C) Fyw
JULY 2003
6-60
Where vcf is the maximum elastic shear stress in the web due to
unfactored permanent load and fatigue loading. C is defined in LRFD
Article 6.10.7.3.3a. It is the ratio of shear buckling stress to shear yield
strength.
Assume an unstiffened web.
D
66
=
= 105.6
tw
0.625
k =5+
1.38
C=
5
do
D
=5+
66
=5
Ek
29,000 5.0
= 1.38
= 74.32
Fyw
50
E k
1.52
29,000 5.0
=
= 0.395
2
2
F
50
yw 66
D
0.625
tw
1.52
v cf 11.5 ksi
DC1
Shear
(K)
DC2
Shear
(K)
0.0
94
0.1
0.2
Fatigue
(per lane, no impact)
Vcf*
(K)
vcf**
(KSI)
Minimum
Shear (K)
Maximum
Shear (K)
21
-8
61
181
4.4
67
16
-8
52
140
3.4
39
-9
43
95
2.3
0.3
12
-17
35
53
1.3
0.4
-15
-3
-27
26
-47
-1.2
0.5
-44
-9
-34
20
-90
-2.2
0.6
-70
-16
-42
14
-132
-3.2
0.7
-99
-21
-50
-174
-4.2
0.711
-101
-22
-50
-177
-4.3
0.8
-127
-27
-56
-215
-5.2
0.842
-144
-31
-61
-241
-5.9
0.895
-155
-33
-62
-255
-6.2
0.9
-157
-34
-62
-258
-6.3
1.0
-189
-39
-67
-301
-7.3
JULY 2003
6-61
Based on an unstiffened web, the shear stresses at all girder points are
well below the 11.5 ksi permitted. The web satisfies the shear fatigue
checks. If stiffeners are added later, the resistance of the web will
increase and the check will still be satisfied.
J. Strength Limit
State Shear
Resistance
[6.10.7]
Figure 6.9.9
[6.10.7.2-1]
JULY 2003
6-62
D
66
=
= 105.6
tw
0.625
[6.10.7.3.3a-7]
The appropriate equation for C is selected based on how slender the web
is:
Ek
29,000 5
1.38
= 1.38
= 74.3 < 105.6
Fyw
50
Therefore,
C=
1.52
D
tw
E k
1.52
=
Fyw [105.6]2
29,000 5
= 0.395
50
Assume the critical section for shear is at Girder Point 1.0. Based on
Tables 6.9.3, 6.9.9, and 6.9.11, the factored shear force over the pier is:
Vu = 1.25 (189 + 39) + 1.75 156 1.112 = 285 + 304 = 589 kips > Vn
The resistance of an unstiffened web is less than the demand of 589 kips;
therefore transverse stiffeners are required near the pier.
[6.10.7.3.2]
JULY 2003
6-63
C=
[6.10.7.3.3b-3]
1.52
D
tw
Ek
29,000 7.36
= 1.38
= 90.16 < 105.6
Fyw
50
E k
1.52
=
Fyw 66 2
0.625
29,000 7.36
= 0.582
50
For Girder Point 1.0, under factored loads, the compression flange has a
stress of 49.0 ksi, and a resistance of 50.0 ksi. Therefore, fu is greater
than 75 percent of Fy and LRFD Equation 6.10.7.3.3b-2 is used to arrive
at the resistance of the stiffened web. Begin by computing the R and
Vp parameters:
Fr fu
50 49
R = 0.6 + 0.4
= 0.6 + 0.4
= 0.632
50 37.5
Fr 0.75 f Fy
Vp = 0.58 Fyw D t w = 0.58 50 66 0.625 = 1196 kips
[6.10.7.3.3b-2]
0.87 (1 C)
0.87 (1 0.582)
= 0.632 1196 0.582 +
Vn = R Vp C +
2
2
d
96
1+
1+ o
66
= 595 kips
However, Vn should also be larger than CVp = 0.5821196 = 696 kips
The resistance of 696 kips is more than the demand of 589 kips. An 8
foot stiffener spacing works over the pier. Next, determine where
transverse stiffeners can be dropped.
At 24 feet away from the pier, the shear demand is:
Vu = 1.25(144+31) + 1.75(134)1.112 = 480 kips
Which is slightly greater than the 473 kip resistance of the unstiffened
web.
JULY 2003
6-64
The second cross-frame from the pier is the 0.789 point in the span. At
the 0.8 location the shear demand is:
V0.8 = 1.25 (127 + 27) + 1.75 (125) 1.112 = 436 kips
Therefore, provide stiffeners or cross frame connection plates to at least
32 feet away from the pier.
J.2 Abutment
Section
[6.10.7.3.3c]
J.3 Transverse
Stiffener Design
[6.10.8.1]
[6.7.3]
It will be shown that 3/8 x 5 stiffeners satisfy the code requirements for
transverse stiffeners, however, they are very thin. Ideally the size of the
stiffener should be coordinated with the cross frame connection plates.
Fabrication of the girder will be simplified if only one plate size and
thickness is welded to the web at non bearing locations. In addition,
transverse stiffeners and diaphragm connection plates should be detailed
with widths that are in quarter inch increments. This provides the
fabricator additional flexibility. They can either cut the stiffeners and
connection plates out of large mill plate or utilize standard flat bar stock.
Transverse stiffeners are required near the pier. Mn/DOTs Bridge Detail
B411 (Stiffener Details) address the constraints placed on stiffeners in
LRFD Article 6.10.8.1.1.
The dimensions of transverse stiffeners are required to fall within
geometric constraints based on section depth, flange width, and
projecting element thickness.
[6.10.8.1.2-1]
[6.10.8.1.2-2]
JULY 2003
6-65
Try a pair of 5-inch stiffeners. Each must be at least 3/8-inch thick, per
Mn/DOT Detail B402 or B407.
In addition to good aspect ratios, the stiffeners must also have adequate
area and moment of inertia. Check the minimum required moment of
inertia to comply with LRFD Article 6.10.8.1.3.
2
D
66
J = 2.5 2.0 = 2.5 2.0 = 0.818 0.5
d
96
o
Therefore, J = 0.5.
The required stiffness of the stiffeners is:
Required I t do t w3 J = 96 0.6253 0.5 = 11.72 in4
The stiffeners inertia taken about the center of the web is:
1
0.375 10.6253 = 37.5 > 11.72 in4
Actual It =
12
Adequate stiffness is provided. Check to see if the area satisfies Article
6.10.8.1.4. Begin by determining Fcr.
0.311 E 0.311 29,000
Fcr =
=
= 50.73 50 ;
Fcr = 50 ksi
2
2
b t
5
0.375
t p
Fyw
V
D
(1 C) u 18
A s 0.15 B
t w2
t
V
F
w
r
cr
50
66
589
A s 0.15 1.0
0.6252 = 4.8
18
(1 0.582)
0
.
625
696
50
J.4 Bearing
Stiffener Design
[6.10.8.2.1]
For welded plate girders, bearing stiffeners are needed at both the
abutments and piers.
Abutment Bearing
The reaction to be carried by the bearing stiffeners is:
Bu = 1.25 (94 + 21) + 1.75 (130) 1.112 = 397 kips
Similar to transverse stiffeners, there are constraints on the geometry of
bearing stiffeners.
JULY 2003
6-66
[Equation
6.10.8.2.2-1]
[Equation
6.10.8.2.3-1]
OK
The bearing resistance check is based on the net area of steel in contact
with the flange. Assuming a 1 inch cope at the bottom of the stiffener
in accordance with the B411 detail.
Br = b A pn Fys = 1.0 (0.75 (8.0 1.5) 2) 50 = 488 > 397 kips OK
The axial resistance of the bearing stiffener is found using the methods of
Article 6.9.2.1. Where restraint against buckling is provided in the plane
of the web and the effective length of the column is 75 percent of the
height of the web.
[6.10.8.2.4b]
The stiffener will act like a column while supporting the bearing reaction.
The effective section consists of the stiffeners, plus 18(thickness of the
girder web) (see Figure 6.9.10).
The area for this column is:
A = 0.75 8.0 2 + 11.25 0.625 = 19.03 in2
The moment of inertia about the girder web is:
1
1
I=
10.5 0.6253 +
0.75 16.6253 = 287.4
12
12
The radius of gyration is:
I
287.4
r=
=
= 3.886
A
19.03
Check the width/thickness limits of Article 6.9.4.2
b
8.0
E
29,000
=
= 10.67 k
= 0.45
= 10.84
t
0.75
Fy
50
OK
JULY 2003
6-67
Figure 6.9.10
Column for Bearing Stiffener at Abutment
[6.9.4.1-3]
JULY 2003
6-68
Five studs across the flange is permissible, but use 4 shear studs at each
location.
The pitch or longitudinal spacing of sets of 4 shear studs is dictated by
LRFD Equation 6.10.7.4.1b-1.
n Zr I
Max p
Vsr Q
where p is the pitch of the studs, n is the number of studs provided at a
location, Zr is the fatigue resistance of an individual connector, I is the
short-term moment of inertia, and Q is the first moment of the deck area
or the rebar area about the neutral axis of the short-term composite
section.
[6.10.7.4.2-1]
JULY 2003
6-69
The inertia values are taken from Table 6.9.2. For the positive moment
region I = 131,943 in4 and for the negative moment region use an I of
96,048 in4 (value for the smaller negative moment section). Now
compute the Q values. For the positive moment region:
Q=
t 1
9
3
b t s y t + stool + s = 117 9 8.54 + 1.5 +
= 1914 in
n
2 8
2
][
Q = Art + A
y t + stool + dr_avg = [8.84 + 4.30] [29.56 + 1.5 + 4.25]
rb
3
= 464 in
JULY 2003
6-70
Max P
(positive)
Max P
(negative)
Max
P
limit
(in)
l***
Girder
Point
Negative
Shear
(K)
Positive
Shear
(K)
Fatigue*
Shear
gVf.
LL
Shear**
Range
(K)
0.0
-8
61
0.725
43
13.4
24
0.1
-8
52
0.725
38
15.4
24
0.2
-9
43
0.725
33
17.8
24
0.3
-17
35
0.725
33
17.8
24
0.4
-27
26
0.725
33
17.5
24
0.5
-34
20
0.725
34
17.0
24
0.6
-42
14
0.725
35
16.5
24
0.7
-50
0.725
36
16.0
24
0.8
-56
0.725
38
46.4
24
0.9
-62
0.725
40
43.5
24
1.0
-67
0.725
42
41.5
24
JULY 2003
6-71
The fatigue moment range at Girder Point 0.71 can be found in Table
6.9.8. It is 2210 k-ft. Multiplying by the load factor (0.75) and the
interior girder distribution factor of 0.725 results in a moment of
M = 2210 12 0.75 0.725 = 14,420 k - in
The stress in the rebar is
M 14,420
=
= 5.30 ksi
fsr =
Sr
2720
Plugging values into the equation, results in
A f
13.14 5.30
nac = r sr =
= 33.2 studs
Zr
2.10
They need to be placed within a length equal to 1/3 of the effective width
of the deck on each side of the contraflexure point. The effective deck
width is 117 inches, two-thirds of which is 78 inches. Dividing this
dimension by 8 (for 9 sets of studs) results in a spacing of 93/4 inches.
Place 9 sets of 4 studs at 9 inch centers near the contraflexure point.
K.2 Strength Limit
State [6.10.7.4.4]
Provide resistance for 3580 kips on each side of the positive moment
peak location. The nominal resistance of a shear connector is
[6.10.7.4.4c-1]
Qn = 0.5 A sc f'c Ec A sc Fu
= 0.5 0.60 4 3605 = 36.0 kips & Asc Fu = 0.60 60 = 36 kips
Use a resistance of 36 kips for each shear stud at the strength limit state.
Each side of the positive moment peak requires
3580 kips
= 99.4 shear studs, say 100 studs
36 kips/stud
JULY 2003
6-72
For the negative moment region, each side of the pier must have
sufficient shear studs to develop the capacity of the longitudinal
reinforcement in the deck.
Vh = A r Fyr = 13.14 60 = 788 kips
788 kips
= 22 shear studs
36 kips/stud
The final details for the shear studs need to satisfy all three constraints:
fatigue design, anchorage of negative reinforcement, and strength
design. After reviewing the constraints, the layout provided in Figure
6.9.13 satisfies all three constraints.
L. Investigate
the Field Splice
Design
JULY 2003
6-73
for the web. The bottom flange on the left is 7/8 x 20. The bottom
flange on the right is 13/8 x 20. A 1/2 fill plate will be required for the
bottom flange splice. Using splice plates of a 1/2 thickness, the number
of plate thicknesses required for the splice will be minimized.
The loads at the location of the splice are as follows:
Table 6.9.19 - Loads at Girder Point 0.71 (without load factors)
Component
Moment (k-ft)
Shear (k)
Girder
-47
16
-306
79
-22
22
Positive LL+I
1.112 15 = 16.7
Negative LL+I
Positive Fatigue
Negative Fatigue
JULY 2003
6-74
Parameter
Moment of Inertia
(in4)
Noncomposite
Long-term
Composite
(3n)
52,106
70,371
Short-term
Composite (n)
Neg
Pos
Moment
Moment
70,371
131,943
yt (in)
34.66
28.6
28.6
8.54
yb (in)
33.09
39.15
39.15
59.21
0.875
0.875
0.875
0.875
Bottom Flange
Thickness (in)
0.875
0.875
0.875
0.875
1523
2499
2499
16,284
1542
2538
2538
17,214
1617
1839
1839
2262
1596
1818
1818
2245
The design will be based on the resistance of bolts when the threads are
not excluded from the shear planes.
Consequently, the assumed
capacity of the bolt to resist shear and slip are comparable. For 7/8
diameter A325 bolts the resistance to shear is 43.9 kips per bolt with two
shear planes (before fill plate reductions). The slip resistance required
for the Service II load combination, is 39.0 kips per bolt with two shear
planes.
Table 6.9.21 Flexural Stress Components (Negative LL+IM)
DC1
DC2
LL
Strength I
Top Flange
(ksi)
2.78
0.11
8.26
18.06
Top of Web
(ksi)
2.75
0.10
8.13
17.79
Bottom of
Web (ksi)
-2.62
-0.14
-11.22
-23.09
Bottom
Flange (ksi)
-2.65
-0.15
-11.35
-23.36
JULY 2003
6-75
case will be presented in this example. Reasons for this include: the
dead loads produce negative moments at the splice location, the positive
live load moments are smaller than the negative moments, and a smaller
composite structural section resists negative loads compared to positive
loads.
Top Flange Splice
Flange splices shall be designed to provide a minimum resistance design
stress of either:
fcf
+ f Fyf
Rh
Fcf =
2
or
0.75 f Fyf
whichever is greater.
For Strength I loading, the top flange has a factored flange stress of
18.06 ksi.
18.06
+ 1 1 50
1
= 34.03 ksi
Fcf =
2
or
0.75 1 1 50 = 37.50 ksi
Controls
JULY 2003
6-76
[6.13.6.1.5-1]
18 0.5
Af
=
= 0.57
Ap
15.75
(1 + ) (1 + 0.57)
R =
=
= 0.73
(1 + 2 ) (1 + 2 0.57)
The capacity of a 7/8 diameter A325 bolt with threads in the shear plane
is:
R n = 0.38 A b Fub Ns R = 0.38 0.601 120 2 0.73 = 40.2 kips
The number of bolts required on the fill plate side of the connection is:
591
591
=
= 18.4 bolts
s 40.2 0.80 40.2
Use five rows of four bolts on each side of the splice.
The top flange is a tension flange under negative moment live load.
Check yielding on the gross sections and fracture on the net sections.
The outer plate and the inner plates must each carry 295.5 kips (591/2).
[6.8.2.1-1]
[6.8.2.1-2]
[6.8.2.2]
JULY 2003
[Equation
6.13.2.9-1]
6-77
Bolt Bearing
Check the bearing on the smaller flange plate (element carrying the
double shear load)
Rn = 2.4 d t Fu = 2.4 0.875 0.875 65 = 119.4 > 40.2 kips OK
Block Shear Check
Check block shear on a transverse section through the smaller flange
plate with the design force for the flange.
A tn = [18 4 0.9375] 0.875 = 12.47 in2
[Equation
6.13.4-1]
OK
The capacity of a 7/8 diameter A325 bolt with threads in the shear plane
is:
R n = 0.38 A b Fub Ns R = 0.38 0.601 120 2 0.73 = 40.2 kips
The number of bolts required on the fill plate side of the connection is:
JULY 2003
6-78
656
656
=
= 20.4 bolts
s 40.2 0.80 40.2
[Equation
6.13.2.9-1]
Bolt Bearing
Check the bearing on the smaller flange plate (element carrying the
double shear load)
Rn = 2.4 d t Fu = 2.4 0.875 0.875 65 = 119.4 > 40.2 kips OK
Block Shear Check
Check block shear on a transverse section through the smaller flange
plate with the design force for the flange.
A tn = [20 4 0.9375] 0.875 = 14.22 in2
[Equation
6.13.4-1]
OK
Web Splice
The web is designed to carry the entire factored vertical shear force. In
addition it must carry the moment due to the eccentricity of the shear
force and the flexural moment which the web was assumed to carry. The
flexural stresses in the web are resolved into flexural and axial
(horizontal) components about mid-depth of the web. This allows the
bolt group on each side of the splice to be designed for the vertical shear,
the moment associated with the eccentricity of the vertical shear, the
web flexural moment, and the resultant horizontal force in the web.
The vertical shear force to be carried is:
Vu = 1.25 (117) + 1.75 (123) = 362 kips
The nominal shear resistance of the unstiffened web is 473 kips.
design shear force is the average of the resistance and Vu.
The
JULY 2003
6-79
Assume a horizontal bolt pitch of 3 inches and two vertical rows of bolts
on each side of the splice. The eccentricity of the shear is the distance
from the center of the bolt pattern to the center of the splice:
3 3.5
+
= 3.25
2
2
The moment associated with the vertical shear is:
Mv = 3.25 421 = 1370 k - in
For factored loads the flexural stress at the top of the web is 17.8 ksi and
the stress at the bottom of the web is 23.1 ksi. Similar to the flanges,
the web is to be designed for a stress of 75 percent of yield or 37.5 ksi.
Assume that the Strength I loads are scaled up such that the bottom
stress becomes 37.5 ksi (scale factor of 1.624). Using the same scale
factor, the stress at the top of the web is 28.9 ksi.
28.9 ksi
33.2 ksi
-37.5 ksi
-4.3 ksi
-33.2 ksi
-4.3 ksi
The flexural moment carried by the web with a stress of 33.2 ksi is:
M = S b = 454 33.2 = 15,080 k - in
The horizontal force generated in the web with an axial stress of 4.3 ksi
is:
H = H D t w = 4.3 66 0.625 = 178 kips
The design forces for the web splice are:
Vuw = 417 kips
Huw = 178 kips
Muw = 15,080 + 1370 = 16,450 k-in
JULY 2003
6-80
The values for Muw and Huw can also be calculated using equations
C6.13.6.1.4b-1 & 2.
The vertical shear and the horizontal force are assumed to be resisted
equally by all bolts in the fastener group. The force carried by each of
the bolts to resist flexure is assumed to be proportional to its distance
from the center of the fastener group.
The force in each of the bolts can be found with the following equations
from Johnston, Lin, and Galambos Basic Steel Design text:
P
M yA
R xA = R xp + R xm = x
n
r2
R yA = R yp + R ym =
Py
n
M XA
2
ri
R A = R xA 2 + R yA 2
Assuming two vertical rows of bolts on each side of the splice and 21
bolts in each row. Try a horizontal pitch of 3 inches and a vertical pitch
of 3 inches. The bolts at the corners of the fastener group will be subject
to the largest forces. The coordinates at the corners are x= 11/2 inches
and y= 30 inches. Summing the square of lever arms to all of the bolts
results in a ri2 value of 13,955.
Substituting values in the above equations produces
H
M yA
178 16,450 (30)
R xA = uw
=
= 39.60 kips
2
n
42
13,955
r
R yA =
Py
n
M xA
ri2
= 11.86 kips
42
13,955
No fill plates are used in the web splice, consequently the entire 43.9 kips
of capacity per bolt can be used.
The plates used in the web splice must have adequate resistance to carry
the vertical shear. Two 3/8 thick plates are being used for the splice.
Assume the plates are 63 inches tall (20 3 + 2 11/2)
Gross area of the plates:
A g = 63 2 0.375 = 47.25 in2
JULY 2003
6-81
[Equation
6.13.2.9-1]
Bolt Bearing
Check the bearing on the web plate
Rn = 2.4 d t Fu = 2.4 0.875 0.625 65 = 83.3 > 40.2 kips
OK
The stress in the web splice plates should be below yield when subjected
to Muw and Huw.
Section modulus of the web splice plates is:
S = 2
t w D sp3
t w D sp 2
1
0.375 632
=
=
= 496.1
12
D sp / 2
3
3
Knowing the section modulus and the area of the plates, the stress can
be computed:
H
M
178
16,450
= uw + uw =
+
= 37.0 50 ksi
Ag
S
47.25
496.1
The assumed web splice details have adequate capacity. The field splice
is detailed in Figure 6.9.11.
Figure 6.9.11
JULY 2003
M. Investigate
Deflection
[3.6.1.3.2]
[2.5.2.6.2]
6-82
OK
OK
To ensure that steel bridges have the proper profile after construction,
they are fabricated with camber. Camber is an adjustment to the vertical
profile of a bridge. As dead loads are applied to the bridge during
construction, the bridge deflects.
The girders for this example, when rotated from their sides to a vertical
position, would deflect 0.72 inches downward at the 0.4 span point.
When the other DC1 dead loads (deck, stool) are added to the bridge, an
additional 3.69 inches of downward deflection is estimated for the 0.4
JULY 2003
6-83
10
Figure 6.9.12
say 7 inches
JULY 2003
6-84
Figure 6.9.13 contains a half elevation of the girder that summarizes the
design.
Figure 6.9.13
JULY 2003
O. End
Diaphragm
Design
6-85
The end diaphragm is used to support the end of the deck and to transfer
wind load to the supports. It also is required to carry jacking loads if the
bearings are replaced. Relative to the jacking loads and the dead and
live loads the wind loads for this example are relatively modest. The end
diaphragm will be designed for two load combinations, Strength I where
dead and live loads are carried on a simple noncomposite span, and
Strength I where dead loads and jacking loads are carried on simple span
as well.
The design simple span length will be the distance between girders
increased for the skew. See Figure 6.9.14.
Figure 6.9.14
Length of End Diaphragm
Dead Loads
Assume that the end diaphragm carries its own self weight, the weight of
a two foot strip of deck, and the additional weight of the thickened deck
at the joint. For dead load purposes, assume the additional thickness is
4 inches and that it is 14 inches wide.
Assume 50 pounds per lineal foot for the weight of the beam and steel
connections.
JULY 2003
6-86
12 12 12
Consider two live load cases, one where the lane of traffic is centered
between the girders, and a second one where one of the truck wheels is
placed at the center of the diaphragm. The two cases are presented in
Figure 6.9.15. For Case 1, the live load is centered between the girders
and the shear force is:
10
V = 21.3 + 0.064 2
= 21.9 kips
2
This assumes two feet of lane load and includes dynamic load allowance
on the wheel load. The moment for this case is:
M 21.3 2.67 +
0.064 2 12.06 2
= 59.2 k - ft
8
For Case 2, assume that the left wheel is just to the right of the interior
girder. This will produce a conservative design shear. The shear force
for this case is:
5.67
7.67
V = 21.3 +
21.3 +
[8 2 0.064] = 32.0 kips
12.06
12.06
The moment for this case is:
M
[3.4.3.1]
5.67
7.67
62
21.3 6 +
[0.064 2 8] 6 0.128
= 58.4 k - ft
12.06
12.06
2
The shear force in the end diaphragms during jacking can be estimated
from the abutment reactions for the DC1 and DC2 loads. Jacking forces
have a 1.3 load factor. Assume that two jacks are used to lift each
interior girder and that they placed two feet away from the center of the
girder to clear the bearings.
1.3 (DC1 + DC2) 1.3 (94 + 21)
Vjack =
=
= 74.8 kips
2
2
JULY 2003
CASE 1:
CASE 2:
Figure 6.9.15
Live Load placement on End Diaphragm
6-87
JULY 2003
6-88
With each jack positioned two feet from the girder the moment in the end
diaphragm is:
10.06
74.8 2 = 125 k - ft
M jack =
12.06
By inspection, the jacking operation governs the design of the end
diaphragm. Begin by sizing a rolled beam based on shear capacity.
Assume the rolled section will satisfy the slenderness ratio to permit Vp
or 58 percent of the yield stress to be used.
V jack + VDL
74.8 + 2.1
=
= 2.65 in2 web area required
0.58 Fy
0.58 50
For the moment, assume that the rolled beam can reach My.
required section modulus for the beam is:
MDL + M jack
[125 + 6.3] 12 = 31.5 in3
Srequired =
=
Fy
50
The
8.79
Depth (in)
12.34
tw
0.26
bf
6.52
tf
0.440
38.6
rt
1.73
Ek
29,000 5
= 1.1
= 59.2 > 44.1
Fy
50
JULY 2003
6-89
bf
6.52
=
= 7.4 12.0
2 tf
2 0.440
Move to the right in the flow chart to the box with the heading Article
6.10.4.1.9 and check bracing of the compression flange.
L p = 1.76 rt
E
29,000
= 1.76 1.73
= 73.3 in
Fyc
50
JULY 2003
Figure 6.1
6-90
JULY 2003
Figure 6.2
6-91
JULY 2003
Figure 6.3
6-92
JULY 2003
Figure 6.4
6-93
JULY 2003
Figure 6.5
6-94
JULY 2003
Figure 6.6
6-95
JULY 2003
Figure 6.7
6-96
JULY 2003
Figure 6.8
6-97
JULY 2003
8. WOOD
STRUCTURES
8-1
8.1 Materials
8.1.1 Wood
Products
[Table 8.4.1.1.4-1]
Member
Species/Grade
Size
Fto
Fvo
Fcpo
Fco
Eo
3.20
2.30
0.30
1.10
2.95
1.60
Douglas Fir-Larch
No.1 & Better
b= 2-4 in
d 2 in
Select Structural
B&S*
4.50
2.80
0.25
1.10
2.40
1.60
Select Structural
P&T**
4.20
2.95
0.25
1.10
2.45
1.60
**
JULY 2003
8-2
Treatment also retards
8.1.2 Fasteners
and Hardware
8.1.3 Wood
Preservatives
JULY 2003
8-3
Copper Naphthenate
Its primary advantage is that it is considered an environmentally
safe preservative. The use of copper naphthenate has been limited
in the past because of its high cost.
Waterborne Preservatives
Waterborne preservatives are used most frequently for railings and
floors on pedestrian sidewalks or other areas that may receive human
contact. After drying, wood surfaces treated with these preservatives
can also be painted or stained.
Of the numerous waterborne
preservatives, CCA, ACA, and CA are most commonly used in bridge
applications. Each of these preservatives is strongly bound to the wood,
thereby reducing the risk of chemical leaching.
CCA (Chromated Copper Arsenate)
Generally used to treat Southern Pine, and other (easier to treat)
wood species. This product will eventually be phased out because of
the environmental concerns with arsenic.
ACA (Ammonialal Copper Arsenate)
Similar to CCA but used for refractory (difficult to treat) wood
species, such as Douglas Fir-Larch.
CA (Copper Azole)
This is a water based treatment without arsenic. Some timber
bridge suppliers are phasing out the use of CCA and ACA and using
CA waterborne preservatives.
8.2.1 General
JULY 2003
required
between
the
8-4
panels
and
the
supporting
[9.9.4.3.1]
Spreader Beams
Spreader or transverse stiffener beams are attached to the underside of
glulam and spike laminated decks. This guidance is based on research
conducted by the University of Minnesota on The Effect of Transverse
Stiffener Beams. The distance between beams can not exceed 8.0 feet,
and the rigidity, EI, of each stiffener beam can not be less than 80,000
2
kipin . The spreader beams must be attached to each deck panel near
the panel edges and at intervals not exceeding 15.0 inches. Mn/DOTs
standard spreader beam is a 6x12 member.
Bituminous Wearing Surface
The bituminous wearing course should have a minimum compacted
depth of 4 inches. For proper drainage, a cross slope of at least
0.02 ft/ft should be detailed.
JULY 2003
8-5
8.2.2 Geometry
Timber decks should be laid out with panel widths that are multiples of 4
inches (typical deck laminate plan dimension). To facilitate shipping,
deck panels should be detailed with plan widths less than 7-6.
8.2.3 Design /
Analysis
[4.6.2.1.3]
The LRFD Specifications provide equations that define the width of deck
assumed to carry one lane of traffic (equivalent strip widths). Mn/DOT
designs are performed on a unit strip one foot wide. Manipulate the
code values (invert and multiply by 12) to determine distribution factors
on a per foot basis.
The span length is the clear distance between pile caps plus one-half the
width of one pile cap. The span length can not exceed the clear span
length plus the thickness of the deck.
The maximum span length for a given deck thickness is dependent on
several factors including: superstructure type, wood type, and live load
intensity. Table 8.2.3.1 provides typical deck thickness and span length
values for various superstructure configurations. Table 8.2.3.2 contains
typical span lengths for deck thicknesses ranging from 10 to 16 inches.
Span
Thickness (IN)
Length (FT)
Spike-Laminated
8-16
10-34
Stress-Laminated
8-16
10-34
Longitudinal Panel
8-16
12-38
Stress-Laminated
9-24
10-60
Superstructure Type
Sawn Lumber Deck Systems
10
L 17
12
17 < L 25
14
25 < L 30
16
30 < L 36
JULY 2003
8-6
For stress-laminated and glulam decks made continuous over more than
150 feet, the effects of thermal expansion and contraction should be
investigated.
Shear effects can be neglected for the design of wood decks.
Load Distribution and Modeling
All spans are designed as simple spans. Check bending of deck using
size factor, if applicable. Also check horizontal shear and compression
perpendicular to the grain. Calculate the required spacing of drive
spikes at the ship-lap joint and check shear transfer between each
lamination.
Dead Load
The bituminous wearing surface dead load is assumed to have a unit
weight of 0.150 kcf. A 0.020 ksf dead load is to be included in all
designs in order to accommodate a possible future wearing surface.
Live Load
For timber structures with longitudinal flooring, the live load shall be
considered a point loading in the direction of the span. Normal to the
direction of the span, the wheel load shall be distributed over the width
of the tire plus twice the thickness of the floor. The width of the contact
area of a standard tire is defined in LRFD Article 3.6.1.2.5.
8.2.4 Detailing
Metal plate connectors are used to attach deck panels to pile caps.
Detail no less than two metal tie-down plates per panel. The spacing of
the tie-downs along each support shall not exceed 3.0 ft.
8.2.5 Camber /
Deflections
Timber pile caps are used for timber deck bridges supported on cast-inplace piles or timber piles.
JULY 2003
8-7
8.3.1 Geometry
The standard timber size for pile caps is 14x14. The largest pile cap
timbers available are 16x16. Designers should use a maximum length
of 25 feet for cap timbers. This constraint will often require a splice in
the pile cap. If a splice is necessary, it should be located over an
internal pile.
8.3.2 Design /
Analysis
8.3.3 Detailing
8.3.4 Camber /
Deflections
8.4 Additional
References
JULY 2003
8-8
8.5 Design
Examples
8.5.1
Longitudinally
Laminated Timber
Deck Design
Example
[Figure 8.3.1]
[8.4.1.1]
This example demonstrates the design of a longitudinally spikelaminated timber bridge deck. There are no longitudinal girders in the
bridge, and it is noted that these bridge decks are usually reserved for
secondary roads with low truck traffic volumes. The deck panel span
under investigation is an interior strip of an intermediate span, which
spans from one pile cap to another pile cap - refer to Figure 8.5.1.1 for
general dimensions. In addition, Example 8.5.2 of this manual contains
the design of the accompanying timber pile cap.
A. Material and Design Parameters
The dimension annotations used throughout this design example are as
follows. The vertical thickness, or length, of a member is considered its
depth. The transverse and longitudinal measurements of a member are
considered its width and length, respectively.
These dimension
annotations are not consistent with Figure 8.3.1 of the 2000 AASHTO
LRFD Bridge Design Specifications.
1. Pile Cap
Assumed width of pile cap member = bcap = 16 in
Assumed depth of pile cap member = dcap = 16 in
Mn/DOT uses these dimensions as actual, not nominal. The pile cap
dimension validity is checked in Example 8.2.3 of this manual.
[9.9.8]
[3.4.1]
JULY 2003
8-9
[8.4.1.1.2]
[Table 8.4.1.1.4-1]
[8.4.1.1.3]
(OK)
JULY 2003
8-10
JULY 2003
8-11
= b1 = 7.33 ft
= b2 = 6.33 ft
= b3 = 6.67 ft
= b4 = 6.33 ft
= b5 = 7.33 ft
bbridge = (b#) = 34.0 ft
[9.9.4.3.1]
Determine Dead
and Live Load
Bending Moments
Volume of timber curb per foot of bridge length = curb = 1728 in /ft
Volume of rail post per foot of bridge length = post
post = [bpost x Lpost x dpost] / spost
3
post = [8 x 12 x 34] / 72 = 544 in /ft
3
Volume of timber rail per foot of bridge length = rail = 1512 in /ft
JULY 2003
8-12
[AISC 2
nd
4-190]
w deck (L e )2
50 23.112
kip ft
=
= 3.34
8
8
ft
w ws (L e )2
0.0625 23.112
kip ft
=
= 4.17
8
8
ft
wbarrier (L e )2
6.44 23.112
kip ft
=
= 0.43
8
8
ft
[3.6.1.2]
JULY 2003
[3.6.1.2.2]
8-13
Le
Le = 23.11 ft
R1
[3.6.1.2.3]
R2
[3.6.1.2.4]
Ptandem
4 ft
b = 9.56 ft
Le = 23.11 ft
R1
R2
wlane (L e )2
0.64 23.112
kip ft
=
= 42.8
8
8
ft
JULY 2003
[4.6.2.3]
8-14
4 ft
Lane 2 = 12 ft
2 ft
6 ft
P
2 ft
4 ft
6 ft
P
4 ft
Em = equivalent strip
id hmultiple lanes
for
l d d
Es = equivalent strip width for single lane
[4.6.2.3-1]
[4.6.2.3-2]
in
ft
= 11.80
lane
lane
JULY 2003
8-15
in
ft
= 10.36
lane
lane
[3.6.1.1.2, 4.6.2.3]
JULY 2003
8-16
(kipft/ft)
Dead Loads
Bridge Components (Mdc)
7.86
15.67
Design Tandem
20.25
Design Lane
3.63
17.85
Design Tandem
23.07
Design Lane
4.13
[3.6.2.3]
[Table 3.6.2.1-1]
[1.3.2]
[4.6.2.3]
[8.5.2.2]
2. Resistance Factors
Flexural resistance factor = f = 0.85
Compression perpendicular to grain resistance factor = cperp = 0.90
Investigate
Flexural Strength
Requirements
[8.5.2]
JULY 2003
8-17
axle loads with the uniform lane load in determining the critical live load
bending moment acting on the deck panels.
[Table 3.4.1-1]
[8.4.4.3]
[8.4.4.2]
[Table 8.4.4.2-1]
[8.4.4.4]
[Table 8.4.4.4-1]
[8.6.2]
[8.4.4.1-1]
kip ft
ft
1 ft dreq2
6
Mn(req) = Fb Sreq
JULY 2003
8-18
6 Mn(req)
Fb
6 75.8
= 0.88 ft = 10.6 in 12.0 in (OK)
583.2
The required deck panel depth (10.6 inches) indicates that the originally
assumed deck depth (12 inches) can be used. However, it is not
uncommon that a deeper section will be required to satisfy the deflection
limit.
Investigate
Deflection
Requirements
[3.6.1.3.2]
[2.5.2.6.2]
[8.4.4.1-2]
[3.6.1.3.2]
[AISC 2nd 4-192]
3. Deflection Calculations
Deflection at deck midspan due to the design truck load = truck
truck =
Ptruck L e3
2.19 (23.11 12)3
= 0.35 in
=
48 E Iprov
48 1600 1728
JULY 2003
8-19
[9.9.3.3]
(OK)
Deflections are okay. Thus, the initial 12-inch deck panel depth and
grade are adequate for deflection
Investigate Shear
Resistance
Requirements
[8.7, 9.9.3.2]
Investigate
Spreader Beam
Requirements
[9.9.6.3]
[9.9.4]
The spreader beams shall be attached to each deck panel near the panel
edges at intervals less than or equal to 15 inches. The spreader beams
reduce the relative panel deflection, thus decreasing wearing surface
cracking.
Required moment of inertia of spreader beams to accommodate the
specified rigidity = Imin
rmin = E Imin
JULY 2003
8-20
rmin
80000
=
= 50 in4
E
1600
12 Imin
=
b spdr
12 50
= 4.64 in dspdr = 12 in
6
(OK)
[9.9.6.1]
JULY 2003
8-21
[9.9.6.2, 9.9.4.2]
C. Deck Tie-Downs
5
Typically, Mn/DOT uses /8-inch diameter spikes to attach the metal tie3
down plates (brackets) to the deck panels, and /4-inch diameter spikes
are used to connect the plates to the pile cap. The plates are typically
3
1
/16 inch thick by 2 /2 inches wide X 2-6 long. These plates are
spaced at 3 feet maximum intervals transversely over the pile cap or
two plates per deck panel -the latter being more typical of Mn/DOT
designs.
Investigate
Bearing Strength
Requirements
Ptruck
14.0 ft
Le = 23.11 ft
Rtruck
(L 14) 1
R truck = Ptruck + Ptruck e
Le
Em
(23.11 14)
1
kips
R truck = 32 + 32
= 4.31
23.11
ft
10.36
JULY 2003
8-22
Maximum pile cap reaction due to the design tandem loads = Rtandem
Ptandem
Ptandem
4.0 ft
Le = 23.11 ft
Rtandem
(L 4) 1
R tan dem = Ptan dem + Ptan dem e
L e Em
(23.11 4)
1
kips
R tan dem = 25 + 25
= 4.41
23.11 10.36
ft
Maximum pile cap reaction due to the design lane load = Rlane
wlane = 0.64 klf
Le = 23.11 ft
Rlane
Rlane
L 1
w
1
kips
0.64 23.11
R lane = lane e
=
10.36 = 0.71 ft
2
E
2
JULY 2003
8-23
(kips/ft)
1.35
Deck Panel
0.578
Spreader Beams
0.025
Curb/Railing
0.074
Wearing Surface
0.675
[3.4.1]
4.41*
4.31*
0.71*
[8.8.3]
[Table 8.8.3-1]
kips
ft
[8.4.4.3]
[Table 8.4.4.2-1]
The size effect factor (Cf) for sawn dimension lumber is not considered
for bearing design (Fcpo).
JULY 2003
[8.4.4.4]
[8.4.4.1-1]
[8.8.3-1]
8-24
The deck factor (Cd) for mechanically laminated dimension lumber is not
considered for bearing design (Fcpo).
3. Deck Resistance Calculations
Nominal resistance in compression perpendicular to grain = Fcp
Fcp = Fcpo x Cm = 1.10 x 1.0 = 1.10 ksi
Nominal resistance of deck in compression perp. to the grain = Pn
Pn = Fcp x Ab x Cb = 1.10 x 84 in2 x 1.0 = 92.4 kips
Factored resistance of deck in compression perp. to the grain = Pn
Pn = cperp x Pn = 0.90 x 92.4 kips = 83.2 kips
Pn = 83.2 kips Ru(m) = 12.0 kips
(OK)
There is no need for a sill plate at the bearing because the given bearing
strength is more than adequate.
Summary of
Connection Design
[9.9.6.3]
[8.4.2.2.1]
[8.4.2.2.5]
JULY 2003
8-25
JULY 2003
8.5.2 Design
Example: Timber
Pile Cap
[Figure 8.3.1]
8-26
[8.4.1.1]
1. Pile Cap
Initial timber pile cap width = bcap = 16 in = 1.33 ft
Initial timber pile cap depth = dcap = 16 in = 1.33 ft
[8.4.1.1.2]
[9.9.8]
2. Wearing Course
Average depth of wearing course = davg = 4 in
Depth of wearing course = dws = (1.5 / 1.25) davg = 4.8 in 5.0 in
(Use 5-inches.)
Notice that the wearing course depth has been factored such that it can
be considered a DC load, instead of DW.
[Mn/DOT
5-397.146]
JULY 2003
[8.4.1.1]
[9.9.2]
[8.4.1.1.2]
8-27
4. Deck Planks
Depth of timber deck panel laminates or planks = dplank = 12 in = 1 ft
Width of timber deck panel laminates or planks = bplank = 4 in = 0.33 ft
The standard MNDOT dimensions for visually-graded deck panel lumber
are 4 X 12. These dimensions are used for dead loads and section
properties. The adequacy of the timber deck, for this example, has been
verified in example 8.5.1.
5. Piles
Diameter of circular timber piles = dpile = 12 in
Number of piles = npiles = 6
It is standard MNDOT practice to use equally spaced 12 in or 14 in
diameter piles.
6. Span Lengths
Overall transverse length of pile caps = Ltrans = 36 ft
Transverse combined width of deck panels = bbridge = 34.0 ft
Longitudinal distance between pile cap centerlines = L = 24 ft
Transverse distance between centerlines of piles = Lcap = 6.5 ft
Transverse clear distance between adjacent piles = Lclr = 5.5 ft
The pile cap is spliced over an interior pile. This is necessary because
the maximum available beam length is 25 feet.
[Table 8.4.1.1.4-1]
[3.5.1]
[8.4.1.1.3]
JULY 2003
Select the Basic
Configuration
8-28
Figure 8.5.2.1
Determine Dead
and Live Load
Reactions, Shear
Forces, and
Bending Moments
JULY 2003
[Mn/DOT
5-397.146]
8-29
trans
This linear load assumes that the barrier weight acts uniformly over the
entire pile cap length.
Linear dead load acting along the pile cap = wdc
w dc = w cap + w deck + w ws + w spdr + wbarrier
w dc = 0.089 + 1.20 + 1.50 + 0.050 + 0.146 = 2.99
kips
ft
2.0
3.0
4.0
5.0
-+
-+
- +
-+
- +
Pile Support
5.6
-+
6.0 7.0
-+
Pile Cap
Notice that the pile cap is spliced above an interior pile. This affects the
continuity of the pile cap. The pile cap is made up of a two and three
span continuous beam.
2. Analysis Models
In determining the maximum member forces, MNDOT uses a variation of
beam models as follows:
JULY 2003
8-30
wdc
Lcap = 6.5 ft
Mdc(pos) =
w dc (L cap )2
8
2.99 6.52
= 15.8 kip ft
8
JULY 2003
8-31
wdc
Lcap = 6.5 ft
Mdc = wdc (Lcap)
12
Mdc(neg) =
w dc (L cap )2
12
2.99 6.52
= 10.5 kip ft
12
[3.6.1.2]
[4.6.2.3]
[Design Example
8.5.1]
[3.6.1.2.2]
32 + 32
Ptruck + Ptruck
L
24
kips
=
w truck(s) =
= 3.82
Es
11.86
ft
Maximum design truck shear force = Vtruck(5.0-) = 15.9 kips
Maximum design truck reaction = Rtruck(2.0) = 30.3 kips
JULY 2003
8-32
w truck(s) (L cap )2
8
3.82 6.52
= 20.2 kip ft
8
Es
wtruck(s)
Pile Cap
w truck(s) (L cap )2
12
3.82 6.52
= 13.45 kip ft
12
[3.6.1.2.3]
25 + 25 24
= 3.86 kip
11.86
ft
3.86 6.52
= 20.4 kip ft
8
3.86 6.52
= 13.6 kip ft
12
JULY 2003
[3.6.1.2.4]
8-33
wlane(s) (L cap )2
8
1.3 6.52
= 6.67 kip ft
8
Es
wlane(s)
Pile Cap
wlane(s) (L cap )2
12
1.3 6.52
= 4.58 kip ft
12
32 + 32
Ptruck + Ptruck
L
24
=
= 4.37 kip
w truck(m) =
Em
10.38
ft
Maximum design truck shear force = Vtruck(5.0-) = 20.35 kips
Maximum design truck reaction force = Rtruck(2.0) = 32.9 kips
JULY 2003
8-34
w truck(m) (L cap )2
8
4.37 6.52
= 23.1 kip ft
8
Em
wtruck(m)
Pile Cap
w truck(m) (L cap )2
12
4.37 6.52
= 15.4 kip ft
12
4.42 6.52
= 23.3 kip ft
8
JULY 2003
8-35
Es
w tru c k (s )
P ile C a p
4.42 6.52
= 15.6 kip ft
12
JULY 2003
8-36
E.
Maximum
Positive
Negative
Maximum
Maximum
Bending
Bending
Shear
Support
Moment
Moment
Force
Reaction
(kipft)
(kipft)
(kips)
(kips)
15.79
10.53
12.09
24.18
Design Truck
20.17
13.45
15.94
30.33
Design Tandem
20.39
13.59
16.11
30.65
6.67
4.58
5.42
10.32
Design Truck
23.08
15.39
20.35
32.90
Design Tandem
23.34
15.56
20.38
32.97
7.28
5.21
6.89
11.14
Dead Loads
Single Lane Loaded
Design Lane
Multiple Lanes Loaded
Design Lane
The live load member force results indicate that the flexural, shear, and
compression designs are controlled by the multiple lanes loaded with the
design tandem and lane loads. Hence, the remainder of this example
will deal exclusively with this load case.
[3.6.2.3]
[Table 3.6.2.1-1]
[1.3.2]
[4.6.2.3-3]
JULY 2003
Investigate
Flexural Strength
Requirements
8-37
M
= 1.0 [1.25 (15.79) + 1.75 1.0 [(23.34) (1.165) + 7.28]]
u(m)
Mu(m) = 80.1 kip ft
[8.4.4.3]
[8.4.4.2]
[8.6.2]
[8.4.4.1-1]
[8.6.2-1]
JULY 2003
8-38
(OK)
Additional calculations indicate that the minimum required pile cap depth
is 9.1 inches, for flexure. However, it is not uncommon that a deeper
section will be required to satisfy shear.
Investigate Shear
Resistance
Requirements
[8.7]
JULY 2003
8-39
Figure 8.5.2.2
B. Unfactored Shear Forces Acting on Pile Cap
These shear forces are less than those listed in the earlier table (page
13). The results given below are not the maximum shear forces.
Rather, they are the maximums taken at the appropriate distance "dcap"
from the critical support face. The following shear forces were taken at
span coordinate 4.72 (72% point of span number 4).
1. Dead Load Shear Force
Maximum dead load shear force at a distance "dcap" away from the
support face = Vdc(m) = 6.26 kips
2. Live Load Shear Forces (Multiple Lanes Loaded)
Only the design tandem and lane loads, for the multiple lanes loaded
case, are shown below. From the earlier results, this is the load case
that produces the maximum shear force.
a. Design Truck Axle Loads
Maximum design truck shear forces at a distance "dcap" away from the
support = Vtruck(m) = 11.15 kips
b. Design Tandem Axle Loads
Maximum design tandem shear forces at a distance "dcap" away from
the support = Vtandem(m) = 11.17 kips
c. Design Lane Load
Maximum design lane shear force at a distance "dcap" from the support
= Vlane(m) = 3.78 kips
JULY 2003
[3.4.1]
8-40
[8.4.4.3]
[Table 8.4.1.1.4-1]
[8.7-2]
Investigate
Compression
Resistance
Requirements
[8.8.3]
(OK)
JULY 2003
8-41
[3.4.1]
[Tbl 8.8.3-1]
[8.4.4.3]
[Tbl 8.4.1.1.4-1]
[8.8.3-1]
(OK)
DECEMBER 2004
9. DECKS AND
DECK SYSTEMS
9-1
9.1 General
DECEMBER 2004
9.1.1 Deck
Drainage
9-2
Figure 9.2.1 illustrates the two most common concrete deck systems
used. The deck system selected is based on the protection policy. The
left side of the figure shows a deck constructed with a single concrete
pour. The right side illustrates a deck with a wearing course.
9-3
Figure 9.2.1
DECEMBER 2004
DECEMBER 2004
9-4
The wearing course is less permeable and consequently reduces the rate
at which chlorides penetrate into the deck.
Design
The traditional approximate method of analysis shall be used in deck
design.
Do not use the empirical deck design method shown in
LRFD 9.7.2. The deck shall be treated as a continuous beam. Moments
as provided in LRFD Table A4.1-1 are to be applied at the design sections
shown in Figure 9.2.1. The use of LRFD Table A4.1-1 must be within the
assumptions and limitations listed at the beginning of the appendix.
Tables 9.2.1.1 and 9.2.1.2 provide minimum reinforcement requirements
based on the traditional deck design method for decks supported on
prestressed concrete beams and steel beams, respectively. The tables
may be used for all LRFD deck designs that fit the assumptions, as well
as for decks of bridges designed by the Load Factor method (curved steel
bridges or bridge widenings).
The transverse reinforcement given in Tables 9.2.1.1 and 9.2.1.2 is
adequate for deck overhangs (measured from centerline of beam to edge
of deck) up to 40% of the beam spacing when a Type F concrete barrier,
which meets Test Level 4 (Standard Details Part II Figures 5-397.114
through 5-397.117) is used.
[6.10.1.7]
DECEMBER 2004
9-5
For skews greater than 20, provide reinforcing at right angles to the
centerline of roadway.
Overhangs are to be designed to meet the strength requirements of
Section 13. LRFD A13.4.2 specifies that the vehicle collision force to be
used in deck overhang design is to be equal to the rail capacity R w . This
ensures that the deck will be stronger than the rail and that the yield line
failure mechanism will occur in the parapet. For example, the TL-4 F-rail
has a capacity R w = 128.0 kips (see Section 13.3.1), which is well above
the rail design collision force Ft = 54 kips for a Test Level 4 railing.
Because of the large difference between rail capacity and collision force,
Mn/DOT requires the deck overhang to carry the lesser of the rail
capacity R w or 4/3 x Ft .
Geometry
Figures 9.2.1.2 through 9.2.1.5 contain standard Mn/DOT deck details.
Typical deck reinforcement layouts at deck edges and medians are
illustrated in the figures.
Use a uniform deck thickness for all spans based on the minimum
thickness required for the widest beam spacing.
The main transverse reinforcement will vary with the beam spacing. For
skewed bridges, continue the reinforcement for the wider beam spacing
until the reinforcement is completely outside of the span with the wider
beam spacing.
The standard height of bridge sidewalks is 8 inches above the top of
roadway. Bridge medians shall match approach roadway median shape
and height.
Use a uniform thickness for the edge of deck in all spans. Use a 9 inch
minimum thickness on structures without a wearing course. Use an
8 inch minimum thickness on bridges with a wearing course or sidewalk.
Dimension the bottom of deck on the outside of the fascia beam at 1 inch
below the top of the beam for prestressed concrete beams. For steel
beams, detail the bottom of deck on the outside of the fascia beam to
meet the bottom of the top flange. See Figures 9.2.1.2 through 9.2.1.5.
Check the slope of the bottom of the deck on overhangs. The edge of the
deck should be higher than the location next to the beam top flange.
DECEMBER 2004
9-6
Detailing
The main transverse deck reinforcement shall consist of straight bars
located in both the top and the bottom reinforcing mats.
For the acute corners of highly skewed bridges, detail the deck
reinforcement as follows: In addition to the 2-#16 bars that run parallel
to the expansion joint at the end of the deck, place 2 top mat #16 bars
that are 10 feet long and run parallel to the joint with a spacing of 5
inches. Also, run a series of radial transverse bars that shorten as they
progress into the corner. Finally, place a bent bar in the corner that ties
to the outside deck longitudinal bar and the end bar running parallel to
the joint. See Figure 9.2.1.1.
Figure 9.2.1.1
Add a longitudinal tie at the end of the deck if the deck projects past the
end of the diaphragm more than 1 foot.
DECEMBER 2004
9-7
DECEMBER 2004
9-8
Bottom
Beam
Top
Deck
Longitudinal
Longitudinal
Thickness
Reinforcement
Reinforcement
with Wearing
w/o Wearing
Course
Course
4'-9"
13 @ 7"
13 @ 8"
13 @ 8"
13 @ 10"
13 @ 1'-6"
6'-0"
13 @ 6"
13 @ 7"
13 @ 8"
13 @ 9"
13 @ 1'-6"
6'-6"
13 @ 6"
13 @ 7"
13 @ 7"
13 @ 9"
13 @ 1'-6"
7'-0"
13 @ 5"
13 @ 7"
13 @ 7"
13 @ 8"
13 @ 1'-6"
7'-6"
13 @ 5"
13 @ 6"
13 @ 7"
13 @ 8"
13 @ 1'-6"
8'-0"
13 @ 5"
13 @ 6"
13 @ 7"
13 @ 7"
13 @ 1'-6"
8'-6"
13 @ 5"
13 @ 6"
13 @ 6"
13 @ 7"
13 @ 1'-6"
9'-0"
16 @ 7"
13 @ 5"
13 @ 6"
16 @ 10"
13 @ 1'-6"
9'-6"
16 @ 6"
13 @ 5"
13 @ 6"
16 @ 10"
13 @ 1'-6"
10'-0"
16 @ 6"
13 @ 5"
13 @ 5"
16 @ 9"
13 @ 1'-6"
10'-6"
16 @ 6"
16 @ 7"
13 @ 5"
16 @ 9"
13 @ 1'-6"
11'-0"
16 @ 5"
16 @ 7"
16 @ 6"
16 @ 8"
13 @ 1'-6"
11'-6"
16 @ 5"
16 @ 6"
16 @ 6"
16 @ 8"
13 @ 1'-6"
12'-0"
19 @ 7"
16 @ 6"
16 @ 5"
16 @ 8"
13 @ 1'-6"
12'-6"
19 @ 7"
16 @ 6"
16 @ 5"
16 @ 8"
13 @ 1'-6"
13'-0"
19 @ 7"
16 @ 6"
16 @ 5"
16 @ 8"
13 @ 1'-6"
13'-6"
19 @ 7"
16 @ 6"
16 @ 5"
16 @ 8"
13 @ 1'-6"
14'-0"
19 @ 7"
16 @ 6"
16 @ 5"
10
16 @ 8"
13 @ 1'-6"
14'-6"
19 @ 7"
16 @ 6"
16 @ 5"
10
16 @ 9"
13 @ 1'-6"
15'-0"
19 @ 7"
16 @ 6"
16 @ 5"
10
16 @ 9"
13 @ 1'-6"
Spacing
(in)
Bottom
Top
* Reinforcement shown is for bridges where beams are not continuous at piers and expansion joints exist at abutments.
Note that additional reinforcement may be required when integral abutments are used or beams are continuous at piers.
See Figure 9.2.1.6 for additional top reinforcement required at piers when only deck is continuous.
Design Assumptions:
1.
2.
The 2" wearing course is sacrificial and is not used in determining a structural depth d for bottom steel.
3.
The control of cracking by distribution of flexural reinforcement requirements have been met using a clear cover of 1"
for bottom steel and 2" for top steel with a Z=130 kips/inch.
4.
The LRFD code (under empirical design) states the ratio of the effective beam spacing to slab thickness should be less
than 18 (Ontario uses 15); this slab thickness increase fits these requirements and is similar to what we have used
successfully in the past.
5.
A future wearing course of 20 psf with a load factor of 1.25 has been used.
6.
Table 9.2.1.1
DECEMBER 2004
9-9
Maximum
Bottom
Beam
Top
Deck
Longitudinal
Longitudinal
Thickness
Reinforcement
Reinforcement
with Wearing
w/o Wearing
Course
Course
4'-9"
13 @ 7"
13 @ 7"
13 @ 6"
13 @ 6"
13 @ 1'-6"
5'-6"
13 @ 7"
13 @ 7"
13 @ 6"
13 @ 6"
13 @ 1'-6"
6'-0"
13 @ 7"
13 @ 7"
13 @ 6"
13 @ 6"
13 @ 1'-6"
6'-6"
13 @ 6"
13 @ 7"
13 @ 6"
13 @ 6"
13 @ 1'-6"
7'-0"
13 @ 5"
13 @ 7"
13 @ 6"
13 @ 6"
13 @ 1'-6"
7'-6"
13 @ 5"
13 @ 6"
13 @ 5"
13 @ 6"
13 @ 1'-6"
8'-0"
13 @ 5"
13 @ 6"
13 @ 5"
13 @ 6"
13 @ 1'-6"
8'-6"
13 @ 5"
13 @ 6"
13 @ 5"
13 @ 6"
13 @ 1'-6"
9'-0"
16 @ 7"
13 @ 5"
16 @ 6"
13 @ 6"
13 @ 1'-6"
9'-6"
16 @ 6"
13 @ 5"
16 @ 6"
13 @ 6"
13 @ 1'-6"
10'-0"
16 @ 6"
13 @ 5"
16 @ 6"
13 @ 6"
13 @ 1'-6"
10'-6"
16 @ 6"
16 @ 7"
16 @ 5"
13 @ 6"
13 @ 1'-6"
11'-0"
16 @ 6"
16 @ 7"
16 @ 5"
13 @ 6"
13 @ 1'-6"
11'-6"
16 @ 6"
16 @ 7"
16 @ 5"
13 @ 6"
13 @ 1'-6"
12'-0"
16 @ 6"
16 @ 7"
16 @ 5"
13 @ 6"
13 @ 1'-6"
12'-6"
16 @ 6"
16 @ 7"
16 @ 5"
10
13 @ 6"
13 @ 1'-6"
13'-0"
16 @ 6"
16 @ 7"
16 @ 5"
10
13 @ 6"
13 @ 1'-6"
13'-6"
16 @ 6"
16 @ 6"
19 @ 6"
10
13 @ 6"
13 @ 1'-6"
14'-0"
16 @ 5"
16 @ 6"
19 @ 6"
10
13 @ 6"
13 @ 1'-6"
14'-6"
16 @ 5"
16 @ 6"
19 @ 6"
11
13 @ 6"
13 @ 1'-6"
15'-0"
16 @ 5"
16 @ 6"
19 @ 6"
11
13 @ 6"
13 @ 1'-6"
Spacing
(in)
Bottom
Top
* Requirements for positive moment area shown; See Figure 9.2.1.7 for reinforcing requirements over the pier. Also note
that additional reinforcement may be needed in deck at abutments when integral abutments are used.
Design Assumptions:
1.
2.
The 2" wearing course is sacrificial and is not used in determining a structural depth d for bottom steel.
3.
The control of cracking by distribution of flexural reinforcement requirements have been met using a clear cover of 1"
for bottom steel and 2" for top steel with a Z=130 kips/inch.
4.
The LRFD code (under empirical design) states the ratio of the effective beam spacing to slab thickness should be less
than 18 (Ontario uses 15); this slab thickness increase fits these requirements and is similar to what we have used
successfully in the past.
5.
A future wearing course of 20 psf with a load factor of 1.25 has been used.
6.
Table 9.2.1.2
DECEMBER 2004
Figure 9.2.1.2
9-10
DECEMBER 2004
Figure 9.2.1.3
9-11
DECEMBER 2004
Figure 9.2.1.4
9-12
DECEMBER 2004
Figure 9.2.1.5
9-13
DECEMBER 2004
Figure 9.2.1.6
9-14
DECEMBER 2004
Figure 9.2.1.7
9-15
DECEMBER 2004
Figure 9.2.1.8
9-16
DECEMBER 2004
9-17
9.3 Reinforced
Concrete Deck
Design Example
[4.6.2.2.4]
A. Material and
Design Parameters
[9.7.1.1]
[9.7.1.3]
[9.7.1.4]
B. Structural
Analysis of
Interior Region
[9.6.1]
Deck
Unit weight of deck and wearing course, deck = 0.150 kcf
Skew angle of bridge, = 0 degrees
Out-to-out bridge deck transverse width, bdeck = 51.33 ft = 616 in
Modular ratio, n = Es / Ecs = 29000 ksi / 3644 ksi 8
Railing/Barrier
A stiffening element is required at the edge of decks for load distribution.
This requirement is satisfied with the continuous F-rail typically used on
Mn/DOT bridges. Refer to the barrier design example in Section 13.3 for
more details.
The deck is modeled as a continuous beam on pinned supports provided
at the centerline of the supporting beams. The beams are assumed to be
rigid, not permitting vertical movement. Recognizing that beams have
top flanges that provide support for the deck over a finite dimension, the
specifications permit designing negative moment reinforcement for
locations that are offset from the centerline of the beam.
9-18
Figure 9.3.1
DECEMBER 2004
DECEMBER 2004
9-19
[4.6.2.1.6]
C. Live Loads
[Appendix A4]
The AASHTO LRFD Specifications contain tables listing the design live
load moments (positive and negative) for decks supported on different
beam spacings. The tabularized moments are for a one foot wide strip.
The limitations for use of the tables include a check on the overhang
dimension. A minimum of 1.75 feet from the centerline of the fascia
beam is permitted. The maximum overhang permitted is the lesser of
[6.0 feet or (0.625 x beam spacing)].
0.625 9.0 ft = 5.63 ft 6.0 ft
For this example the overhang is:
1
(51.33 45.0) = 3.17 ft
2
The overhang
parameters.
dimension
OK
checks
are
satisfied,
as
are
the
other
The values in LRFD Table A4.1-1 include the multiple presence and
dynamic load allowance factors.
D. Dead Loads
The dead load moments are based on the self-weight of the 7 inch deck,
a 2 inch wearing course, and a 0.020 ksf future wearing surface.
Depth of concrete deck, ddeck = 7 in + 2 in = 9 in
DECEMBER 2004
9-20
Dead loads will be computed for a strip of deck 1 foot wide. Mn/DOT
practice is to simplify the dead load bending moment calculations, by
computing both the positive and negative dead load bending moments
using:
W L2
MDC = DC
10
Deck and Wearing Course Load:
1
= 0.11 klf
2
D = 1.00
R = 1.00
I = 1.00
Then cum = D R I = 1.00
[Table 3.4.1-1]
Use the load factors provided in LRFD Article 3.4.1 to generate the
Strength I and Service I design moments.
Strength I Limit State Loads
)]
DECEMBER 2004
9-21
)]
)]
)]
F. Top Steel
(Negative
Moment)
[5.7.3]
[5.5.4.2]
ds = ddeck cover -
from
extreme
compression
1
1
db = 9 3 0.5 = 5.75 in
2
2
fiber
to
tension
DECEMBER 2004
9-22
a = c1 =
A s(top) fy
0.85 fc b
0.37 60
= 0.54 in
0.85 4 12
a
0.54 1
2
2 12
= 10 .14 kip-ft
OK
2 dc b 2 2.25 12
=
A top =
= 29.25 in2
12
Nbars
6.5
[5.7.3.4-1]
The maximum tensile stress permitted in the top mat at the Service I
limit state is:
Z
130
fsa(top) =
=
= 32.2 ksi 0.6 fy = 36 ksi
3
3d A
2.25 29.25
c
top
Compute the stress in the reinforcement using a cracked section analysis.
Begin by locating the neutral axis.
DECEMBER 2004
bx
9-23
x
= n A s (ds x )
2
12 x 2
= 8 0.37 (5.75 x )
2
solving, x = 1.46 in
Determine the lever arm between service load flexural force components.
1.46
x
= 5.26 in
j ds = ds = 5.75
3
3
The stress in the reinforcement when subjected to the Service I moment
is:
Ms(neg)
5.14 12
OK
fs =
=
= 31.7 ksi 32.2 ksi
A s j ds
0.37 5.26
[5.7.3.3.1]
Maximum Reinforcement
The LRFD maximum reinforcement check is a limit on the neutral axis to
steel depth ratio. The c/d ratio must be less than 0.42.
[5.7.2.2]
For 4 ksi concrete, the depth of the section in compression can be found
with the a dimension determined in the strength equations and 1 . For
4 ksi concrete, 1 = 0.85 .
c=
a
0.54
=
= 0.64 in
1
0.85
c
c
0.64
=
=
= 0.11 < 0.42
de
ds
5.75
OK
DECEMBER 2004
[5.7.3.3.2]
9-24
Minimum Reinforcement
Reinforcement should be provided to carry the smaller of 1.2 times the
cracking moment ( Mcr ) or 1.33 times the Strength I bending moment
( M u ).
[5.4.2.6]
b (ddeck )2 12 (9)2
=
= 162 in3
6
6
GOVERNS
OK
Determine distance
reinforcement.
from
extreme
compression
fiber
to
tension
1
1
db = 9 1 2 0.63 = 5.69 in
2
2
A s(bot) fy
0.53 60
= 0.78 in
a = c1 =
=
0.85 fc b 0.85 4 12
DECEMBER 2004
9-25
a
0.78 1
2
2 12
= 14 .05 kip-ft
OK
dc = cover +
db
0.63
= 1.0 +
= 1.31 in
2
2
2 dc b 2 1.31 12
= 18.41 in2
=
A bot =
12
Nbars
[5.7.3.4-1]
fsa(bot) =
Z
3d
A bot
130
3
1.31 18.41
b x2
= n A s (ds x )
2
12 x 2
= 8 0.53 (5.69 x )
2
solving, x = 1.68 in
Determine the lever arm between service load flexural force components.
1.68
x
= 5.13 in
j ds = ds = 5.69
3
3
The stress in the reinforcement when subjected to the Service I design
moment is:
fs =
Ms (pos)
A s j ds
7.34 12
= 32.4 ksi 36.0 ksi
0.53 5.13
OK
DECEMBER 2004
9-26
[5.7.3.3.1]
[5.7.2.2]
d
e
[5.7.3.3.2]
a
0.78
=
d = 0.85 5.69 = 0.16 < 0.42
1
s
OK
GOVERNS
67%
S
e
[9.7.2.3]
OK
220
= 80.3% 67%
7.5
Use 67%
DECEMBER 2004
9-27
Use 67% of the primary steel in the bottom mat. The required area of
steel is:
A s(req) = 0.67 A s(bot) = 0.67 0.53 = 0.36 in2 /ft
I. Top Longitudinal
Reinforcement
OK
The top longitudinal bars must meet the shrinkage and temperature
reinforcement requirements.
Ag
= 0.11 12 9 = 0.20 in2 /ft
Temperature A s 0.11
fy
60
1
(0.20) = 0.10 in2 /ft
2
Use #13 bars spaced at 18 inches ( A s = 0.13 in2 /ft ) for top
longitudinal reinforcement.
Mn/DOT uses additional reinforcement over the piers for continuous
decks over piers where the beams are not continuous. The additional
reinforcing consists of two #19 bars placed on 6 inch centers between the
top mat #13 bars. Refer to Figure 9.2.1.6 for typical reinforcement
detailing.
Figure 9.3.2 illustrates the final reinforcement layout for the interior
region of the deck.
DECEMBER 2004
9-28
Figure 9.3.2
J. Structural
Analysis of
Overhang Region
[A13.2-1]
DECEMBER 2004
9-29
Figure 9.3.3
(calculated earlier)
= 8.65 in
2
DECEMBER 2004
9-30
11.04
M barrier = w barrier x cb = 0.477
= 0.44 kip-ft
12
[A13.2]
Mn/DOT requires the deck to carry the lesser of the rail capacity R w or
4
/3 x Ft :
Fcollision =
4
4
Ft = (54) = 72 kips
3
3
GOVERNS
The collision force is applied at a height of 34 inches above the top of the
structural deck. It generates a tension force and a bending moment in
the overhang portion of the deck. The moment arm to the center of the
deck cross-section at the gutter line is:
9.30
= 38.65 in = 3.22 ft
Moment arm = 34 +
2
(wearing course is ignored)
The collision force is applied to a length of barrier 3.5 feet long.
Computations for the standard F-rail design example (Section 13.3.1E)
indicate that 10.2 feet of barrier length ( L c ) is engaged in resisting the
collision force in the interior regions. Assume that a deck width of
10.2 feet plus two barrier heights (using a 45 degree distribution) resists
the tension force and overturning moment.
Fc(linear) = Fcollision / effective deck width
=
Fcollision
72
=
= 4.54 kips/ft
L c + L 45deg 10.2 + 2.83 2
DECEMBER 2004
9-31
eu =
Mu 15.36
=
= 3.38 ft = 40.56 in
Pu
4.54
2. Overhang Resistance
The overhang must resist both axial tension and bending moment. The
capacity of the overhang will be determined by considering the tension
side of the structural interaction diagram for a one foot wide portion of
the overhang. See Figure 9.3.4.
Figure 9.3.4
Check if the reinforcement chosen for the interior region will be adequate
for the overhang region. The interior region reinforcement is:
Top reinforcement #13 bars @ 61/2" ( A s = 0.37 in2 /ft )
Bottom reinforcement #16 bars @ 7" ( A s = 0.53 in2 /ft )
DECEMBER 2004
9-32
100% developed
100% developed
Figure 9.3.5
DECEMBER 2004
9-33
Then:
A stopeff = 0.37 in2 /ft
fy
Es
60
= 0.00207
29,000
0.003
stop = (4.65 + 3.40 1.39 )
= 0.0144 > 0.00207
1.39
0.003
sbot = (4.65 1.04 1.39 )
= 0.0048 > 0.00207
1.39
DECEMBER 2004
[1.3.2.1]
9-34
The resistance factor for Extreme Event II limit state is 1.0. Therefore,
OK
1
= 19.57 kip-ft
12
OK
JANUARY 2004
10-1
10.
FOUNDATIONS
Different types of foundations are used throughout the state due to the
variety of soil and rock conditions present.
This section provides
guidance on the design and detailing practices for spread footings, driven
piles, and drilled shaft foundations.
10.1
Determination of
Foundation Type
and Capacity
10.1.1 Foundation
Report
10.1.2 Foundation
Recommendations
JANUARY 2004
10-2
Settlement/Downdrag
Recommendations may specify that a waiting period be provided after
the placement of an embankment in order to allow settlement to occur
before starting construction of a substructure.
In some cases, a
surcharge embankment, to be removed after the waiting period, may
also be recommended as a means of accelerating the rate of
consolidation.
If long term settlement is expected, pile downdrag will be considered.
Unless piles are isolated from the settling material (with a bituminous
coating), settlement will introduce downdrag in the piling or shafts due to
side friction. The amount of downdrag to consider will be specified in the
Foundation Recommendations.
Method of Construction Control
To ensure that foundations will have the capacities anticipated during
design, testing or observations are made during construction. These
construction controls consist of compaction testing for spread footings,
Mn/DOT pile driving formula, Pile Driving Analyzer (PDA) testing, or
physical load tests for piling and Cross-hole Sonic Logging (CSL) for
drilled shafts.
The Foundation Recommendations will identify the
construction controls to be used for the project.
Estimated Pile Length
The soil exploration program will not completely describe the
geotechnical conditions at the site.
To account for this variability,
estimated pile lengths are used in computing bid quantities. Test pile
lengths 10 feet longer than anticipated pile lengths are specified in the
recommendations. If during construction, the test piles indicate that a
longer or shorter length is justified, the production piling quantities and
payments are adjusted accordingly.
Estimated Bottom of Footing Elevation
To minimize the potential for scour, settlement, or frost heave problems
a recommended bottom of footing elevation will be presented for each
substructure location.
Other General Information needed for Plan Preparation
Check pile layouts for interference with in-place utilities (including
overhead power lines), drains and existing piles/foundations.
Unique projects may have limits placed on the amount of noise and
vibration that can be generated during construction.
JANUARY 2004
10.2 Piles
10-3
JANUARY 2004
10-4
JANUARY 2004
10-5
analysis must be included in the plan when the PDA is performed by the
contractor.
Pile redriving is specified in the Foundation Recommendation when the
soils are of a type that additional bearing capacity can be gained after the
pile has set for 24 hours or more. For this situation, include an item for
pile redriving to compensate the contractor for redriving the pile(s) after
the required setup time.
[10.7.1.5]
JANUARY 2004
10-6
JANUARY 2004
10-7
JANUARY 2004
10-8
Regional Bridge Engineer since these tests and the preparation of the
shafts for the tests can be very costly.
The resistance factors found in the LRFD Specifications for bearing
capacity for drilled shaft foundations have been found to be inadequate
for use in design. Until appropriate resistance factors are determined,
continue to report maximum service pressures in the plans using one of
the Standard Plan Note tables shown in Appendix 2-H, Section F. To fill
out the table, first determine the maximum factored bearing pressure
from the critical load combination. Report this value in the Factored
Total Load block of the table. Also, split up the load as required and fill
in the other factored load blocks in the table. Next, determine the
corresponding service pressure, which will be placed in the Design Load
block of the table. Finally, compute the average load factor, which is
equal to:
Average Load Factor = (Factored Total Load) / (Design Load)
10.4 Footings
10.4.1 General
JANUARY 2004
10-9
10.4.2 Footing
Supported on
Piling or Drilled
Shafts
Seal Design
A seal is a mat of unreinforced concrete poured under water inside the
sheet piling of a cofferdam. It is designed to withstand the hydrostatic
pressure on its bottom when the water above is removed. Dewatering
the cofferdam allows cutting of piles, placement of reinforcing steel, and
pouring of the footing in a dry environment.
The hydrostatic pressure under the seal is resisted by the weight of the
seal, the friction between the seal perimeter and walls of the cofferdam,
and friction between the seal and foundation. The friction values used for
seal design are working stresses.
JANUARY 2004
10-10
10.4.3 Spread
Footings
JANUARY 2004
10.5 Pile Bent
Piers and
Abutments
10-11
For pile bent piers, the pile tips should be driven a minimum of 10 feet
below the scour elevation. The capacity of piling needs to be checked for
the condition where the predicted scour event has occurred. When debris
loading can be excessive, encasing the piles with a concrete wall will be
specified.
For integral abutments, orient H-piles for weak axis bending in the
direction of movement and inform the Road Design group of the
appropriate approach panel detail to include in the roadway plans.
For pile bent piers, provide 2-0 of embedment into the cap. A larger
pile embedment equal to 2-6 is used for integral abutments. Use an
embedment of 2-4 for low parapet abutments.
10.6 Evaluation of
Existing Pile
Foundations when
Exposed by Scour
(2)
10-12
Figure 10.6.1
JANUARY 2004
JANUARY 2004
10.7 Structure
Excavation and
Backfill
10-13
JANUARY 2004
10-14
JANUARY 2004
11. ABUTMENTS,
PIERS, AND
WALLS
11-1
This section contains guidance for the design and detailing of abutments,
piers, retaining walls, and sheet pile walls. Abutments and piers are used
to support bridge superstructures, whereas walls primarily function as
earth retaining structures. In most cases, abutments, piers, and walls
are reinforced concrete elements.
The preferred details for connecting the superstructure to the
substructure are dependent on the geometry and type of bridge. For
example, flexible substructure units supported by a single line of piles
may be constructed integral with the superstructure. Conversely, short
stiff substructure units are detailed with expansion bearings between the
superstructure and substructure to reduce the design loads in the
substructure units.
11.1 Abutments
General
Abutments function as both earth retaining structures and as vertical load
carrying components. Parapet abutments are detailed to accommodate
thermal movements with strip seal expansion devices between the
concrete deck and the abutment end block. Integral abutments are
designed to accommodate movements at the roadway end of the
approach panel. Based on the following parameters, select the type of
abutment for a project:
Integral abutments should be used on bridges less than 300 feet long
with skews less than or equal to 20. See Section 11.1.1 for more
details. Parapet abutments should be used in all other cases.
Extend architectural rustications 2 feet below the top of finished ground.
Railroad underpass abutments shall be designed according to AREMA
Specifications for the live load specified by the railroad. The Duluth
Mesabe & Iron Range Railway requires a special live load. Construction
will be in accordance with Mn/DOT Construction Specifications. The live
load surcharge is found by taking the axle load and distributing it over an
area equal to axle spacing multiplied by the track spacing, generally 70
square feet. Do not reduce the surcharge loading for skew.
Detailing/Reinforcement
Bridges with mask walls can develop a horizontal crack at the top of the
bridge seat that extends horizontally into the wingwall. To prevent such
cracks from occurring, detail the abutment/wingwall construction joint
through the thickness of the abutment in a plane coincident with the back
face of the wingwall.
JANUARY 2004
11-2
For bridges without mask walls, place a 1-6 corner fillet at the back face
wingwall/abutment connection.
Detail a construction joint for the
wingwall/abutment connection at the end of the corner fillet and running
vertically through the wingwall thickness. Show 3-ply joint waterproofing
along the inside face of the joint.
Detail sidewalk paving brackets with the same width and elevation as the
roadway paving bracket. Sidewalks are to be supported on abutment
backwalls and detailed to float along adjacent wingwalls.
Avoid projections on the back of abutments that are less than 4-6 below
grade. If shallower projections are necessary, slope the bottom to
minimize frost upheaval effects.
Tie abutment and wingwall dimensions to the working points.
The gutter line, the edge of deck and the centerline of the fascia beam
should be illustrated and labeled in the corner details.
Provide the dimensions from working points to the intersection point of
the centerline of bearing and the inside face of wingwall.
To facilitate plan reading, label the ends of the abutments in the details
(South end, North end, etc.).
Label all construction joints and identify the nominal size of keyways.
Where conduit extends through an abutment, provide horizontal
dimensions from a working point to the location where the conduit
penetrates the front face of the abutment or the outside face of the
wingwall. The elevation at mid-height of the conduit should also be
provided.
For presentation clarity, detail abutments with complicated layouts on
separate sheets.
Identical abutments (except for minor elevation
differences) should be detailed on common sheets.
On footing details, specify the lap splice length for bent dowels and the
dowel projection for straight dowels.
If the railing contains a separate end post (supported on the abutment),
show the end post anchorage reinforcement in the abutment details.
JANUARY 2004
11-3
11.1.1 Integral
or Contraction
Abutments
See Detail
Integral abutments are the preferred type of abutment when length and
skew limitations are met as described in Section 11.1.
An integral abutment consists of an abutment wall or pile cap supported
by a single line of piles. The superstructure beams or slab bear on the
pile cap. An end diaphragm is cast which encases the beams and is
attached to the pier cap, making the superstructure integral with the
abutment. See Figure 11.1.1.1 for a typical integral abutment detail.
Verify that the roadway designer has included approach panel details for
a jointless abutment in the grading plan when an integral abutment is
used.
Geometry
Use a thickness of 3 feet for the abutment wall. Set the minimum
abutment depth below grade at 3 feet and use a minimum freeboard of 2
feet.
JANUARY 2004
Figure 11.1.1.1
11-4
JANUARY 2004
11-5
k p = tan
45 +
2
JANUARY 2004
11-6
pp h2abut
= EH
A load factor for passive earth pressure is not specified in the LRFD
specifications. Use the maximum load factor for active earth pressure,
EH = 1.50.
Figure 11.1.1.2
Design front and back face horizontal bars for the passive soil pressure,
which results when the bridge expands. Consider the wall to be a
continuous beam with piles as supports and design for a moment of:
up
w L2
p
=
EH
10
11.1.2 Parapet
Abutments
Design abutment wall top and bottom horizontal bars for vertical loads.
Consider the wall to be a continuous beam with piles as supports.
Parapet abutments have backwall or parapet elements that are separate
from the end diaphragms in the superstructure. Low parapet abutments
have total heights (including footing) of less than 15 feet. High parapet
abutments have total heights greater than 15 feet. If the total height of
JANUARY 2004
11-7
JANUARY 2004
Figure 11.1.2.1
Figure 11.1.2.2
11-8
JANUARY 2004
11-9
11.1.2.1 Low
Abutments
11.1.2.2 High
Abutments
JANUARY 2004
Figure 11.1.2.1.1
11-10
JANUARY 2004
Figure 11.1.2.2.1
11-11
JANUARY 2004
11.1.3 Wingwalls
11-12
The intended layout for the wingwalls will be provided in the preliminary
plans.
Where wingwalls are oriented parallel to the centerline of the roadway,
sidewalk and curb transitions should generally not be located adjacent to
wingwalls.
The maximum cantilever beyond the edge of footing for wingwalls is 12
feet. For cantilevers up to 8 feet, no design is required if the following
guidelines are used:
JANUARY 2004
11-13
Within the plan set provide wingwall pile loads if they are less than 80%
of the loads in the main portion of the abutment. When listing the total
length of piling for an abutment and a separate wingwall, check if the
wingwall pile needs to be longer than the abutment piles.
Figures 11.1.3.1 through 11.1.3.5 contain details and tables that can be
used to determine the length of straight and 45 wingwalls. Guidance is
provided for parapet and pile bent abutments.
JANUARY 2004
Figure 11.1.3.1
11-14
JANUARY 2004
Figure 11.1.3.2
11-15
JANUARY 2004
Figure 11.1.3.3
11-16
JANUARY 2004
Figure 11.1.3.4
11-17
JANUARY 2004
Figure 11.1.3.5
11-18
JANUARY 2004
Figure 11.1.3.6
11-19
JANUARY 2004
11.1.4 Approach
Panels
11-20
In most cases approach panels are a roadway pay item. Inform the
roadway designers of the appropriate approach panel detail to include in
the roadway plans (for a jointless bridge or for a bridge with expansion
joints).
Also coordinate curb and median transitions with roadway
designers.
Provide 8 inches of width for the abutment blockout or paving bracket,
which supports the approach panel. Place the paving bracket not less
than 1-3 below the top of roadway surface. The reinforcement in the
end block or paving block is shown in Figure 11.1.4.1.
Figure 11.1.4.1
Bridge Approach Treatment
For Mn/DOT repair projects and other projects where no separate grading
plans are prepared, make sure that bridge approach treatments are
consistent with roadway Standard Plan 5-297.233.
Bridge Approach Panel
Details for bridge approach panels for concrete and bituminous roadways
are provided on the roadway Standard Plans 5-297.223 5-297.232.
Use a concrete wearing course on approach panels when the bridge deck
has a concrete wearing course. The wearing course will be placed on the
bridge superstructure and the approach panels at the same time. Include
the wearing course quantity for the approach panels in the superstructure
summary of quantities.
JANUARY 2004
11-21
11.2 Piers
A wide variety of pier types are used in bridge construction. The simplest
may be pile bent piers where a reinforced concrete cap is placed on
piling. A more typical pier type is a cap and column pier. Columns
supported on individual footings support a common cap. The spacing of
columns depends on the superstructure type, the superstructure beam
spacing, and the size of the columns. A typical cap and column pier for a
roadway may have from three to five columns. At times wall piers may
be used to support superstructures. Where extremely tall piers are
required, hollow piers may be considered. Specialty bridges such as
segmental concrete bridges may use double-legged piers to reduce tie
down reactions during segmental construction.
11.2.1 Geometrics
To facilitate the use of standard forms, detail round and rectangular pier
columns and pier caps with outside dimensions that are multiples of 2
inches. As a guide, consider using 2-6 columns for beams 3-0 or less
in depth, 2-8 columns for beams 3-1 to 4-0, 2-10 columns for
beams 4-1 to 5-0, and 3-0 columns for beams over 5-0 unless
larger columns are necessary (for strength or for adequate bearing area).
When laying out piers, consider the economy to be gained from reusing
forms (both standard and non-standard) on different piers constructed as
part of a single contract.
Dimension piles, footing dimensions, and center of columns to working
points.
For pier caps (with cantilevers) supported on multiple columns, space the
columns to balance the dead load moments in the cap.
Label the ends of piers (South end, North end, etc.).
11.2.2 Columns
11.2.3 Cap
Slope pier caps in a straight line and utilize concrete pedestal beam seats
1
when possible. Pedestals shall be set back at least 1 /2 inches from the
edge of cap and be no taller than 9 inches. Consider omitting pedestals if
their height is less than 1 inch.
Choose a pier cap width and length that is sufficient to support bearings
and provide adequate edge distances. As a guide, choose a pier cap
depth equal to 1.4 to 1.5 times the width.
JANUARY 2004
11-22
The bottom of the pier cap should be approximately parallel to the top.
1
Taper cantilever ends about /3 of the depth of the cap. When round pier
columns are required, use rounded pier cap ends as well. The ends of
pier caps for other types of pier columns should be flat. Detail solid shaft
(wall) piers with rounded ends for both the cap and shaft.
Integral Steel Box Beam Pier Caps
Avoid the use of steel box beam pier caps whenever possible.
Conventional concrete pier caps or open plate girder pier caps are
preferred.
To ensure that components are constructible, review the design details of
box beam pier caps with the Fabrication Methods Unit and the Structural
Metals Inspection Unit early in the plan development process.
The minimum dimensions of a box pier cap are 3-0 wide by 4-6 high.
Make access openings within the box as large as possible and located to
facilitate use by inspection personnel. The minimum size of access
openings in a box pier cap is 18 x 27 (with radius corners.).
Provide access doors near each end. If possible, locate the door for
ladder access off of the roadway. Orient the hinge for the access doors
such that doors swing away from traffic. Access doors can be placed on
the side of box pier caps if they are protected from superstructure runoff.
If not, locate in the bottom of the cap. Bolt the frame for the door to the
cap in accordance with Bridge Detail Part I B942.
Bolted internal connections are preferred to welded connections.
welds are preferred to full penetration welds.
Fillet
JANUARY 2004
[AREMA 2.1.5.1
and C-2.1.5.1]
11-23
JANUARY 2004
11-24
footing/column interface. Size dowel bars one size larger than column
vertical reinforcement when the dowel bar is detailed to the inside of the
column vertical.
`
Provide the dimensions between the center of column dowel patterns and
the nearest working points.
To simplify construction, detail vertical column reinforcement to rest on
top of the footing.
Columns with a diameter less than or equal to 42 inches shall use spiral
reinforcement. The spiral shall have a 3-inch pitch and be No. 13E.
Extend spirals no less than 2 inches into the pier cap. Use Table 5.2.2.3
to compute the weight of column spiral reinforcement.
Round columns over 42 inches in diameter and square or rectangular
columns shall be designed with tied reinforcement. Ties no smaller than
No. 10E shall be used when the column vertical bars are No. 32E or
smaller. No. 13E or larger ties shall be used for No. 36E, No. 43E, No.
57E, and bundled column vertical bars. The maximum spacing for ties is
12 inches. Place the first tie 6 inches from the face of the footing, crash
wall, or pier cap.
Use standard hooks to develop the top longitudinal reinforcement at the
ends of pier caps.
Provide 2 inches minimum clear distance between anchor rods and
longitudinal reinforcement bars. For piers without anchor rods, provide a
single 6-inch minimum opening between longitudinal reinforcement bars
to facilitate concrete placement.
The maximum size of pier cap stirrups is No. 16E. Use open stirrups
unless torsion loads are large enough to require closed stirrups. If
necessary, use double stirrups to avoid stirrup spacing of less than 4
inches.
Provide No. 13E or No. 16E ties in both directions under bearing
assemblies (6-inch to 8-inch spacing). The clear distance from the top of
reinforcement to the top of the pier cap shall be no less than 2 inches.
Detail ties to clear bearing anchor rods by a minimum of 2 inches.
11.2.6
Miscellaneous
JANUARY 2004
11-25
Detail a /4 inch V-strip on the bottom of pier cap ends to prevent water
from migrating on to substructure components.
Provide a vertical open joint in pier caps that have a total length
exceeding 100 feet. The design may dictate that additional pier cap
joints are necessary to relieve internal forces.
Single line pile bent piers shall be constructed with piles no smaller than
16-inch diameter CIP piles. Refer to Section 10.6 and Figure 10.6.1 for
discussion of the unsupported pile length for pile bent piers.
The preliminary plan may specify
encases the piles from the bottom
provides stability and protects the
piles or CIP piles less than 16
specified.
11.3 Retaining
Walls
11.3.1 Cantilever
Retaining Walls
11.3.2 Counterfort
Retaining Walls
the
use
and
are
JANUARY 2004
11-26
thickened portions of the wall. The thickened portion of the wall contains
the counterfort, which is designed to contain vertical reinforcement that
carries the overturning loads to the foundation.
11.3.3 Anchored
Walls
General
Anchored walls are used when the height of the earth to be retained by
the wall is considerable and when all other types of retaining walls prove
to be uneconomical. In order to reduce the section of the stem, an
anchoring system is provided at the back of the wall. Anchoring is
typically accomplished by embedding a concrete block dead man in
earth fill and connecting it to the stem of the wall with anchor rods.
Alternatively, the anchors may be incorporated into soil nails or rock
bolts. The feasibility of using anchored walls should be evaluated on a
case-by-case basis after all other types of retaining walls have been ruled
out as an option.
Design and Construction Requirements
The design shall meet the current safety and movement requirements of
Section 11.9 of AASHTO LRFD Bridge Design Specifications.
Construction shall be in accordance with Section 7 of AASHTO LRFD
Bridge Construction Specifications, AASHTO LRFD Bridge Design
Specifications and the Mn/DOT Standard Specifications for Construction.
11.3.4
Mechanically
Stabilized Earth
Walls
General
Mechanically stabilized earth walls are reinforced soil retaining wall
systems that consist of vertical or near vertical facing panels, metallic or
polymeric tensile soil reinforcement, and granular backfill. The strength
and stability of mechanically stabilized earth walls derives from the
composite response due to the frictional interaction between the
reinforcement and the granular fill. Mechanically stabilized earth systems
can be classified according to the reinforcement geometry, stress transfer
mechanism, reinforcement material, extensibility of the reinforcement
material, and the type of facing. The AASHTO LRFD Bridge Design
Specifications list three major types of mechanically stabilized earth walls
according to facing type. They are:
1. Precast concrete panel (MSE) walls. An MSE wall, in Mn/DOT
terminology, refers to the precast concrete panel walls. Technical
Memorandum No. 03-16-MRR-06 shall be used for design and
construction of these walls. An approved list of MSE wall systems
is available from the Bridge Office website.
JANUARY 2004
11-27
2. Modular Block Wall (MBW). The facing for this wall is made of
small, rectangular concrete units that have been specially
designed and manufactured for retaining wall applications. MBW
designs shall meet the design requirements of the related Mn/DOT
Technical Memorandum and the Standard sheets (5-297.640, 641,
643, 644, 645).
3. Cast-in-place (CIP) concrete facing with Reinforced Soil Slopes
(RSS). The facing for this wall is cast-in-place concrete. This type
of wall is not approved for use in Mn/DOT projects.
JANUARY 2004
11.3.5
Prefabricated
Modular Walls
11-28
General
Prefabricated modular walls are gravity walls made of interlocking soilfilled concrete or steel modules or bins, rock filled gabion baskets,
precast concrete units or modular block units (without soil
reinforcement).
Prefabricated modular walls shall not be used under the following
conditions:
On curves with radius of less than 800 ft, unless the curve could
be substituted by a series of chords
Steel modular systems shall not be used where the ground water
or surface runoff is acid contaminated or where deicing spray is
anticipated.
Heights greater than 8 feet.
Design and Construction Requirements
The design shall meet the current safety and movement requirements of
Section 11.11 of AASHTO LRFD Bridge Design Specifications.
The construction shall be in accordance with Section 7 of AASHTO LRFD
Bridge Construction Specifications, AASHTO LRFD Bridge Design
Specifications and the Mn/DOT Standard Specifications for Construction.
11.3.6 Timber
Noise Walls on
Retaining Walls
11.3.7
Cantilevered Sheet
Pile Walls
JANUARY 2004
11-29
check with the railroad as cold formed sections are not allowed by some
railroads.
If temporary sheeting is anticipated for a project the following guidelines
should be followed:
When significant quantities of sheet piling are anticipated, or when an
anchored wall design is required, the wall shall be designed and detailed
in the bridge plans, including the required section modulus and tie back
forces. Also provide an informational schedule of quantities. Payment
for the sheet pile wall shall be made as a stand alone pay item on a lump
sum basis.
For most other instances, the amount and design of sheet pile used will
often depend on the contractors operations. When it is anticipated that
sheet pile will likely be used, show the approximate location of the sheet
pile wall in the plan along with a construction note stating: Payment for
sheet piling shall be considered incidental to other work.
Payment for sheet piling used for typical foundation excavations is
described in the standard special provisions developed for Structure
Excavation and Foundation Preparation and need not be shown in the
plans.
11.3.8 Design
Charts of
Cantilevered Sheet
Pile Soil Retention
Walls for
Temporary
Applications
JANUARY 2004
11-30
JANUARY 2004
11-31
JANUARY 2004
11-32
1
1.0
1.1
1.2
1.3
1.4
JANUARY 2004
11-33
38.0
36.0
34.0
32.0
2
=21[e(Ln(N)+4) /100]
30.0
28.0
26.0
0
2.5
7.5
10
12.5
15
17.5
20
22.5
25
27.5
30
32.5
135
130
0.07
125
120
115
0.095
110
105
100
0
2.5
7.5
10
12.5
15
17.5
20
22.5
25
27.5
30
32.5
35
35
JANUARY 2004
11-34
1.0
1.0
1.0
1.0
1.0
1.0
1.0
0.9
0.9
0.9
0.9
0.9
0.9
0.9
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
1.1
900
1200
1.1
800
1.0
1.1
700
1100
1.2
600
1.0
1.3
500
1000
1.4
400
1.5
2.2
2.2
2.2
2.2
2.2
2.2
2.3
2.3
2.3
2.3
2.3
2.4
2.4
2.4
2.5
2.5
2.6
2.7
2.8
3.0
3.3
4.7
3.1
3.1
3.1
3.2
3.2
3.2
3.2
3.2
3.3
3.3
3.3
3.4
3.4
3.5
3.6
3.7
3.8
3.9
4.1
4.5
5.1
4.3
4.3
4.3
4.3
4.3
4.4
4.4
4.4
4.5
4.5
4.6
4.7
4.7
4.8
4.9
5.1
5.3
5.5
5.9
6.4
8.3
5.7
5.7
5.7
5.8
5.8
5.8
5.9
5.9
6.0
6.1
6.2
6.3
6.4
6.5
6.7
6.9
7.2
7.5
8.1
9.0
10
7.3
7.4
7.4
7.5
7.5
7.6
7.7
7.7
7.8
7.9
8.1
8.2
8.4
8.6
8.8
9.1
9.5
10.1
10.9
13.5
11
9.4
9.4
9.5
9.5
9.6
9.7
9.8
9.9
10.0
10.2
10.3
10.5
10.8
11.0
11.4
11.8
12.4
13.2
14.8
12
11.7
11.8
11.9
12.0
12.1
12.2
12.3
12.5
12.6
12.8
13.0
13.3
13.6
14.0
14.5
15.1
15.9
17.0
20.5
13
14.4
14.5
14.6
14.8
14.9
15.1
15.2
15.4
15.7
15.9
16.2
16.6
17.0
17.5
18.2
19.0
20.1
22.3
14
17.6
17.7
17.9
18.0
18.2
18.4
18.6
18.9
19.2
19.5
19.9
20.4
21.0
21.6
22.5
23.6
25.2
29.6
15
21.2
21.3
21.5
21.7
22.0
22.2
22.5
22.8
23.2
23.7
24.2
24.8
25.5
26.4
27.6
29.0
31.9
42.8
16
25.2
25.5
25.7
26.0
26.3
26.6
27.0
27.4
27.9
28.4
29.1
29.9
30.8
32.0
33.5
35.1
41.1
17
29.8
30.1
30.4
30.7
31.1
31.5
32.0
32.5
33.2
33.9
34.7
35.7
36.9
38.4
40.3
44.5
55.2
18
35.0
35.3
35.7
36.1
36.6
37.1
37.7
38.4
39.1
40.0
41.1
42.3
43.9
45.7
49.0
55.4
19
40.8
41.2
41.6
42.2
42.7
43.4
44.1
44.9
45.9
47.0
48.3
49.8
51.7
54.1
59.3
20
47.2
47.7
48.3
48.9
49.6
50.3
51.2
52.2
53.4
54.8
56.4
58.3
60.6
21
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.6
1.6
1.6
1.6
1.6
1.7
1.7
1.8
1.8
2.0
2.1
2.4
Table 11.3.8.1 TEMPORARY SHEET PILING DESIGN CHART GRANULAR MATERIAL CASE
JANUARY 2004
11-35
9.7
9.4
9.1
8.8
8.6
8.3
8.1
8.0
7.8
7.7
7.5
7.4
7.3
7.1
7.0
7.0
6.9
6.8
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
10.7
6
10.2
11.3
5
7
12.1
7.8
8.9
9.0
9.1
9.2
9.3
9.5
9.6
9.8
10.0
10.2
10.4
10.6
10.9
11.2
11.5
11.8
12.2
12.7
13.2
13.8
14.6
15.7
9.9
10.0
10.1
10.3
10.4
10.6
10.7
10.9
11.1
11.3
11.6
11.8
12.1
12.4
12.8
13.2
13.6
14.1
14.7
15.4
16.3
17.5
10.9
11.0
11.2
11.3
11.5
11.7
11.8
12.1
12.3
12.5
12.8
13.1
13.4
13.7
14.1
14.5
15.0
15.6
16.2
17.0
18.0
19.3
11.9
12.1
12.2
12.4
12.5
12.7
13.0
13.2
13.4
13.7
14.0
14.3
14.6
15.0
15.4
15.9
16.4
17.0
17.7
18.6
19.7
21.0
10
13.0
13.1
13.3
13.5
13.6
13.9
14.1
14.3
14.6
14.9
15.2
15.5
15.9
16.3
16.8
17.3
17.8
18.5
19.3
20.2
21.4
22.9
11
14.0
14.2
14.3
14.5
14.7
14.9
15.2
15.5
15.7
16.0
16.4
16.7
17.1
17.6
18.1
18.6
19.2
19.9
20.8
21.8
23.0
24.6
12
15.0
15.2
15.4
15.6
15.8
16.0
16.3
16.6
16.9
17.2
17.6
18.0
18.4
18.8
19.4
20.0
20.6
21.4
22.3
23.4
24.7
26.4
13
16.0
16.2
16.4
16.6
16.8
17.1
17.4
17.7
18.0
18.4
18.8
19.2
19.6
20.1
20.7
21.3
22.0
22.8
23.8
24.9
26.3
28.2
14
17.1
17.2
17.4
17.7
17.9
18.2
18.5
18.8
19.2
19.5
19.9
20.4
20.9
21.4
22.0
22.6
23.4
24.3
25.3
26.5
28.0
30.0
15
18.1
18.3
18.5
18.7
19.0
19.3
19.6
19.9
20.3
20.7
21.1
21.6
22.1
22.7
23.3
24.0
24.8
25.7
26.8
28.1
29.7
31.7
16
19.1
19.3
19.5
19.8
20.0
20.4
20.7
21.1
21.4
21.9
22.3
22.8
23.3
23.9
24.6
25.3
26.2
27.1
28.3
29.6
31.3
17
20.1
20.3
20.6
20.8
21.1
21.5
21.8
22.2
22.6
23.0
23.5
24.0
24.6
25.2
25.9
26.7
18
21.1
21.4
21.6
21.9
22.2
22.5
22.9
23.3
23.7
19
7.9
8.0
8.1
8.2
8.4
8.5
8.7
8.8
9.0
9.2
9.4
9.6
9.9
10.1
10.4
10.8
11.2
11.7
12.3
13.0
13.9
Table 11.3.8.2 TEMPORARY SHEET PILING DESIGN CHART GRANULAR MATERIAL CASE
JANUARY 2004
11-36
3.1
2.9
2.8
2.7
2.7
2.6
2.5
2.5
2.4
2.4
2.3
2.3
2.3
2.2
2.2
2.2
2.2
2.1
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
3.4
6
3.2
3.7
5
7
4.0
3.3
4.8
4.9
4.9
5.0
5.0
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
6.0
6.2
6.4
6.6
6.9
7.2
7.6
8.2
8.9
6.7
6.8
6.9
6.9
7.0
7.1
7.2
7.3
7.5
7.6
7.8
7.9
8.1
8.4
8.6
8.9
9.2
9.6
10.1
10.6
11.4
12.4
9.1
9.2
9.3
9.3
9.5
9.6
9.7
9.9
10.1
10.3
10.5
10.7
11.0
11.2
11.6
11.9
12.4
12.9
13.5
14.3
15.3
16.7
11.9
12.0
12.1
12.3
12.4
12.6
12.8
13.0
13.2
13.5
13.7
14.0
14.4
14.7
15.2
15.6
16.2
16.9
17.7
18.7
20.0
21.8
10
15.3
15.4
15.6
15.7
15.9
16.1
16.4
16.6
16.9
17.2
17.6
18.0
18.4
18.9
19.4
20.0
20.8
21.6
22.6
23.9
25.6
27.9
11
19.2
19.4
19.5
19.7
20.0
20.2
20.6
20.9
21.3
21.6
22.1
22.6
23.1
23.7
24.4
25.2
26.1
27.1
28.4
30.0
32.1
35.0
12
23.7
23.9
24.2
24.4
24.7
25.0
25.4
25.8
26.3
26.8
27.3
27.9
28.5
29.3
30.1
31.1
32.2
33.5
35.1
37.1
39.7
43.2
13
28.9
29.2
29.4
29.7
30.1
30.5
31.0
31.5
32.0
32.6
33.2
34.0
34.8
35.7
36.7
37.8
39.2
40.8
42.8
45.2
48.3
52.5
14
34.8
35.1
35.4
35.8
36.2
36.7
37.3
37.9
38.5
39.2
40.0
40.9
41.8
42.9
44.1
45.5
47.2
49.1
51.4
54.3
58.1
15
41.4
41.8
42.2
42.6
43.1
43.7
44.3
45.1
45.8
46.7
47.6
48.6
49.8
51.1
52.5
54.2
56.1
58.4
16
48.8
49.3
49.7
50.2
50.8
51.5
52.3
53.1
54.0
55.0
56.1
57.3
58.7
60.2
17
57.1
57.6
58.1
58.7
59.3
50.2
18
3.3
3.4
3.4
3.4
3.5
3.6
3.6
3.7
3.7
3.8
3.9
4.0
4.1
4.2
4.4
4.5
4.7
5.0
5.3
5.6
6.1
Table 11.3.8.3 TEMPORARY SHEET PILING DESIGN CHART COHESIVE MATERIAL CASE
JANUARY 2004
11-37
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
3.8
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
3.8
900
1200
3.8
800
3.8
3.8
700
1100
4.3
600
3.8
5.1
500
1000
6.5
400
4.5
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.3
5.5
6.2
7.2
9.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.1
6.8
7.7
9.1
13.1
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
6.8
7.4
8.3
9.4
11.6
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
7.5
8.0
8.8
9.9
11.4
16.1
10
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.3
8.5
9.3
10.3
11.6
14.2
11
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.0
9.1
9.9
10.8
12.0
13.9
19.1
12
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
10.4
11.3
12.4
13.9
16.7
13
10.5
10.5
10.5
10.5
10.5
10.5
10.5
10.5
10.5
10.5
10.5
10.5
11.0
11.8
12.9
14.2
16.3
22.1
14
13.8
15.0
16.4
18.8
25.2
16
11.3
11.3
11.3
11.3
11.3
11.3
11.3
11.3
11.3
11.3
11.3
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.1
11.5 12.9
12.4
13.4
14.5
16.3
19.5
15
12.8
12.8
12.8
12.8
12.8
12.8
12.8
12.8
12.8
12.8
13.5
14.4
15.4
16.7
18.7
22.3
17
13.5
13.5
13.5
13.5
13.5
13.5
13.5
13.5
13.5
14.0
14.9
15.9
17.1
18.7
21.3
28.2
18
14.3
14.3
14.3
14.3
14.3
14.3
14.3
14.3
14.6
15.4
16.4
17.5
18.9
21.1
25.2
19
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.1
15.9
16.9
17.9
19.2
21.1
23.7
31.3
20
15.8
15.8
15.8
15.8
15.8
15.8
15.8
16.5
17.4
18.4
19.6
21.2
23.5
28.1
21
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.9
5.7
6.8
10.0
Table 11.3.8.4 TEMPORARY SHEET PILING DESIGN CHART COHESIVE MATERIAL CASE
JANUARY 2004
11-38
JANUARY 2004
11-39
11.4 Design
Examples
Section 11 concludes with three design examples. The examples are a high
parapet abutment supported on piling, a retaining wall supported on a spread
footing, and a three column pier.
11.4.1
High Parapet
Abutment
Design Example
Figure 11.4.1.1
JANUARY 2004
[Mn/DOT LRFD
Design Manual
6.9, 14.8.2]
11-40
Concrete
Reinforcement
A. Evaluate Pile
Bearing Capacity
Soil
0.120 kcf
Reinforced Concrete
0.150 kcf
Compressive Strength, fc
4.0 ksi
Crack Control, Z
170 kip/in
Modulus of Elasticity, Es
29,000 ksi
Yield Strength, Fy
60 ksi
225 tons/pile
=
=
101 tons/pile
202 kips/pile
JANUARY 2004
Figure 11.4.1.2
11-41
JANUARY 2004
B. Permanent
Loads (DC & EV)
11-42
Stem:
Pst = 0.150 4.5 15.25 54.27 = 558.6 kips
o = 76.6 kips
2 cos 20
Expansion Joint Block:
Pejb = 0.150 1.25 1.33
51.33
cos 20
13.6 kips
Superstructure Dead Load (DC1 + DC2 reactions from the Plate Girder
Example):
Psuper = (95 + 22 ) (5 girders ) = 585.0 kips
Wingwall DL (Assume 5 feet of the wing walls beyond the footing are
carried by the abutment. Also assume the corner fillet weight is balanced
by the taper in the wing wall.):
6.5
Prail = 0.439 2 5 +
= 12.3 kips
JANUARY 2004
11-43
On the Toe:
3.75 + 1.75
4 55.33 = 73.0 kips
2
PEV = 0.120
Figure 11.4.1.3
C. Earth Pressure
(EH)
[3.11.5]
The active earth pressure values used for the equivalent fluid method
(described in LRFD Article 3.11.5.5) range from 0.030 kcf to 0.035 kcf.
Assuming a level backfill, Mn/DOT practice is to use:
eq = 0.033 kcf
The respective horizontal active earth pressures at the top and bottom of
the abutment are:
ptop = 0 ksf
JANUARY 2004
11-44
48
= 580.6 kips
cos 20
D. Live Load
Surcharge (LS)
[3.11.6]
From the Plate Girder Design Example (Table 6.9.11) the maximum live
load reaction without dynamic load allowance at the abutment is:
RLL = 66 + 42 = 108 kips/lane
Coincident with live load on the superstructure, lane loading is applied to
the approach panel. Use the same distribution that was used for dead
load (assume that one half of the total load is carried by the abutment
and the other half is carried in direct bearing to the subgrade away from
the abutment):
1
0.64 20 = 6.4 kips/lane
2
[Table 3.6.1.1.2-1]
JANUARY 2004
11-45
the approach panel to the live load from the superstructure and apply the
total at the centerline of bearing:
PLL = (108 + 6.4 ) 4 0.65 = 297.4 kips
Table 11.4.1.2 Vertical Load Components and Moments about
Toe of Footing
Load
DC
EV
LL
Label
P
(kips)
Distance To
Moment
Toe
About Toe
(ft)
(kip-ft)
Backwall
Pbw
82.4
-7.75
-638.6
Stem
Pst
558.6
-6.25
-3491.3
Footing
Pf
506.3
-7.41
-3751.7
Approach Panel
Pap.
76.6
-8.17
-625.8
Pejb
13.6
-7.17
-97.5
Superstructure DL
Psuper
585.0
-5.50
-3217.5
Railing
Prail
12.3
-13.25
-163.0
Wingwall
Pwing
124.7
-14.10
-1758.3
Total
1959.5
Backfill on Heel
PEV(HEEL)
876.5
-11.75
-10298.9
Fill on Toe
PEV(TOE)
73.0
-2.24
-163.5
Total
949.5
PLL
297.4
Live Load
-13743.7
-10462.4
-5.50
-1635.7
F. Select
Applicable Load
Combinations and
Factors For Pile
Design
[3.4.1]
Distance to
Moment
Toe
About Toe
Type
Description
Label
(kips)
(ft)
(kip-ft)
EH
PEH
580.6
8.66
5028.0
LS
PLS
88.5
13.13
1162.0
Assemble the appropriate load factor values to be used for each of the
load combinations. Load combinations for the Strength I Limit State are
used. The load cases considered for the design example are:
All load modifiers = 1.0.
Strength I: Construction Case 1
0.90 DC + 1.00 EV + 1.5 EH + 1.75 LS
11-46
DC
Final 2
Strength I:
Final 1
Strength I:
Constr. 2
Strength I:
Constr. I
Strength I:
Component
Load
Load Combination
Load
JANUARY 2004
Pbw
0.90
1.25
1.25
1.25
Pst
0.90
1.25
1.25
1.25
Pf
0.90
1.25
1.25
1.25
Pap
1.25
1.25
Pejb
0.90
1.25
1.25
1.25
Psuper
1.25
1.25
1.25
Prail
0.90
1.25
1.25
1.25
Pwing
0.90
1.25
1.25
1.25
PEV(heel)
1.00
1.35
1.35
PEV(toe)
1.00
1.35
1.35
EH
PEH
1.5
0.90
1.50
LS
PLS
1.75
LL
PLL
1.75
1.75
EV
JANUARY 2004
G. Design Piles
[10.7.1.5]
11-47
Table 11.4.1.5 lists the net vertical, horizontal, and moment forces that
are applied to the pile group for each of the four load combinations.
Table 11.4.1.5 Force Resultants
Vertical
Horizontal
Moment about
Load P
Load H
Toe Mtoe
(kips)
(kips)
(kip-ft)
2118
1026
-9797
2354
-16,397
4252
523
-29,641
4252
871
-26,624
Row Number
I
II
III
1.25
6.0
13.75
Ndtoe
10.00
48.00
96.25
(Ndtoe)/ N
Toe (XNA)
Distance from Neutral Axis
to Pile Row (d)
2
I = Nd
Sum
23
154.25
6.71
5.46
0.71
-7.04
238.5
4.0
346.9
589.4
JANUARY 2004
11-48
The moment about the neutral axis of the pile group becomes
MNA = P eNA = 2118 (2.08) = 4405 kip ft
Then Pile LoadRowI =
Pile Load
RowII
Pile Load
23
2118
23
2118
4405(5.46)
589.4
4405(0.71)
589.4
= 132.9 kips/pile
= 97.4 kips/pile
4405(-7.04 )
= 39.5 kips/pile
23
589.4
The same calculations were carried out for the other load cases.
RowIII
2118
A summary of MNA and the pile loads are provided in Table 11.4.1.7.
Table 11.4.1.7 Pile Reactions
Moment
Pile Loads (kips/pile)
Load Combination
about N.A. of
pile group
Row I
Row II
Row III
MNA
(kip-ft)
132.9
97.4
39.5
4405
96.7
101.6
109.7
-612
174.6
183.5
198.1
-1106
202.6
187.2
162.0
1913
The largest pile load is 202.6 kips/pile (101.3 tons/pile), which is only
0.3% greater than the bearing resistance of 202 kips. Therefore, the pile
layout is considered satisfactory for bearing.
Check Lateral Capacity of Pile Group
The maximum factored horizontal load from Table 11.4.1.5 is
H = 1026 kips
3
= 1198 kips > 1026 kips
OK
R H = 23 (18) + 16 (202)
2
2
3 + 12
Pile Load Table for Plan
Piling are driven until dynamic equation measurements indicate the pile
has reached refusal or the required design load indicated in the plan. The
service load resistance is monitored in the field using the Mn/DOT
JANUARY 2004
11-49
Mserv toe
Pserv
20,814
3206
= -6.49 ft
3206
23
705 (5.46 )
589.4
521
23
630 (5.46 )
589.4
JANUARY 2004
11-50
BOTH ABUTMENTS
Factored Dead load + Earth Pressure
101.3
1.388
87.0
14.3
101.3
* Design Load
73.0
= 73.0 tons/pile
H. Check Shear in
Footing
[5.8.2.9]
General practice is to size the thickness of footings such that shear steel
is not required. Try a 48 inch thick footing with a 3 inch step at the toe.
Determine dv
Based on past design experience assume the bottom mat of steel is #29
2
bars spaced at 12 inches (As = 1.0 in /ft). The effective shear depth of
the section (dv) is computed to determine the shear capacity of the
footing. The location of the flexural reinforcement is used to determine
dv. The piling has an embedment depth of one foot. Mn/DOT practice is
to place the bottom mat of reinforcement directly on top of piling
embedded one foot or less. Consequently the cover on the bottom
reinforcement is much greater than that on the top mat and will control
the computations for dv. The greater of two equations is used to
compute the dv value. Note that the 0.72h criterion is not used in this
case because the flexural reinforcement location is so high above the
bottom of the footing.
toe
dv
= 51 12 1.128 = 38.44 in.
2
2
dheel = 48 12
1.128
2
= 35.44 in
JANUARY 2004
11-51
1.47
2
= 34.71 in
heel
[5.13.3.6.1]
[5.8.3.2]
The center line of the Row I piles is 33 inches from the front face of
abutment. Therefore, only a portion of the load from the Row I piles
contributes to shear on the critical section. See Figure 11.4.1.4.
JANUARY 2004
11-52
Pile Reaction
1.29 202.6
VuRow I =
Mu
+ 0.5 Nu + 0.5 (Vu Vp ) cot A ps fpo
d
= v
x
E s A s + Ep A ps
118.7 (12 )
29,000 1.00
s xe = s x
1.38
1.38
OK
JANUARY 2004
11-53
With
and s xe determined, interpolate to find and in LRFD
x
Table 5.8.3.4.2 2.
= 53.3 degrees, which is close to the assumed angle
= 1.38
For a 1 ft. wide section, substituting values into Vc equation produces:
Vc = 0.0316 1.38 4 12 34.71 = 36.3 kips
This results in:
Vn = Vc = 36.3 kips < 416.5 kips
OK
Including the shear resistance factor, the shear capacity is found to be:
Vr = Vn = 0.90 36.3 = 32.7 kips > 22.6 kips
OK
[5.13.3.6.1]
( )
OK
JANUARY 2004
I. Design Footing
Reinforcement
11-54
The critical section for flexure in the footing is located at the face of the
stem for both the top and bottom transverse reinforcement.
1. Top Transverse Reinforcement
Design For Strength Limit State
The design moment for the top transverse bars is found by assuming the
heel acts as a cantilever supporting its self weight and the weight of the
earth resting on it. In cases where the required reinforcement to resist
these loads seems excessive, the moment due to the minimum back pile
reaction may be included to decrease the top mat design moment. Use
the maximum load factors for DC and EV.
The distributed load associated with the self weight of the footing heel is:
w ftg = (thickness ) (width) = 0.150 4.0 1.0 = 0.60 kips/ft
L
2
= 0.60
6.5
= 12.7 kip - ft
The distributed load associated with fill on top of the footing heel is:
wEV = 0.120 (15.25 + 6.75) 1.0 = 3.64 kips/ft
The associated moment in the footing at the stem is:
MEV = 2.64
6.52
= 55.8 kip - ft
2
d
d = (thickness ) (cover) b
2
[5.7.3.2]
1.128
= 48 3
= 44.44 in.
2
Mr = Mn = A s fy d
Mu
2 0.85 f' c b
A s fy
Mu = 0.90 A s 60 d
1
.
7 4 12 12
3.309 A s 4.5 d A s + Mu = 0
JANUARY 2004
11-55
The required area of steel can be found by solving for the smaller root in
the quadratic equation.
As =
A s fy
0.85 f' c 1 b
0.60 60
0.85 4 0.85 12
= 1.04 in.
OK
JANUARY 2004
11-56
Mr = A s fy d
2
1.04 0.85
2
1
= 119.1 kip - ft
12
For the Row III piles, subtract off the moment due to earth on the heel
when calculating the factored moment:
Pile Reaction
(Moment Arm) Mev
MuRowIII =
Pile Spacing
198.1
=
(6.50 - 1.25) 0.90 (55.8) = 68.6 kip ft/ft width
8.75
d
d = (thickness) (pile embedment) b
2
1.128
= 48 12
= 35.44 in.
2
JANUARY 2004
11-57
The required area of steel is 0.47 in /ft. Try #22 bars at 12 inches with
2
standard hooks (As = 0.60 in /ft).
[5.7.3.3.2]
[5.7.3.3.2]
0.875
2
= 35.56 in
Mr = A s fy d
2
1.04 1.85 1
2
12
NO GOOD
= 94.8 kip - ft < 221.2 kip - ft
Therefore, we must provide reinforcement capable of resisting:
1.33 Mu = 1.33 74.3
NO GOOD
= 98.4 kip - ft > 94.8 kip - ft by 4.2%
2
JANUARY 2004
[5.7.3.3.1]
11-58
A s fy
0.85 f' c 1 b
0.79 60
0.85 4 0.85 12
= 1.37 in
OK
4252
55.33
= 76.8 kips/ft
Mu =
wuL
10
76.8 (8.75)
= 588.0 kip - ft
10
Assume #19 bars, which is the smallest size used by Mn/DOT in footings:
d = 48 12 1.00
0.75
= 34.63 in
A s fy
Mr = Mn = A s fy d
'
2 0.85 fc
Mu
b
2 0.85 4 180 12
A s 60
JANUARY 2004
11-59
OK
A s fy
6.60 60
'
0.85 fc 1 b 0.85 4 0.85 180
c
0.76
=
= 0.0219 < 0.42
d 34.63
= 0.76 in
OK
2
J. Flexural Design
of the Stem
[3.11.5.5]
JANUARY 2004
11-60
Design Moments
The design factored moment is:
Mu = 1.5 MEH + 1.75 MLS = 1.50 60.0 + 1.75 16.4 = 118.7 kip - ft
The design service moment is:
Mservice = 1.0 MEH + 1.0 MLS = 1.0 60.0 + 1.0 16.4 = 76.4 kip - ft
Horizontal
Load
xh
Initially, assume that #19 bars are used for flexural reinforcement to
compute the d dimension:
db
0.75
= 51.63 in
= 54 2
2
2
d = (thickness ) (cover)
Using
As =
JANUARY 2004
11-61
2
[5.7.3.4]
Crack Control
Check crack control equations to ensure that the primary reinforcement is
well distributed.
N.A.
d = 51.69
nAs
ds - x
fs/n
Figure 11.4.1.5
JANUARY 2004
11-62
2 (dc ) b 2 (2.313) 12
= 27.8 in2
=
N
2
z
170
=
Permitted f s = 3
3 2.313 27.8
dc A
[5.7.3.3.1]
c=
A s fy
0.85 f' c 1 b
0.62 60
0.85 4 0.85 12
= 1.07 in
OK
OK
The distance from the centroidal axis to the tension face is:
yt = 27.00 in
Combining these parameters and using the rupture stress computed
earlier leads to a cracking moment of:
fr I g
0.48 157,500
=
= 233.3 kip-ft
Mcr =
yt
27.00 (12)
With a 20 percent increase, the required capacity is:
1.2 Mcr = 280.0 kip - ft
The capacity of the #16 bars at a 6 inch spacing is:
a
Mr = A s fy d
2
1.07 1.85 1
= 142.9 kip - ft
2
12
JANUARY 2004
11-63
OK
The strength design moment of 118.7 kip-ft is less than half of the
1.2Mcr moment. Provide reinforcement capable of resisting:
1.33 Mu = 1.33 118.7 = 157.9 kip - ft
2
With #19 bars (d = 51.63) the required area of steel is 0.69 in /ft.
2
Provide #19 bars at 6 inches (As = 0.88 in /ft) for vertical back face
reinforcement.
Shrinkage and Temperature Reinforcement
Mn/DOT practice for members over 48 inches thick is to use #19 bars
spaced at 12 inches.
2
Use #19 bars at 12 inches (As = 0.44 in /ft) on each face, for horizontal
reinforcement and #19 bars at 12 inches for vertical front face
reinforcement.
K. Splice Length
[5.11.5.3]
[5.11.2]
Calculate the tension lap length for the stem reinforcing. For epoxy
coated #19 bars the basic development length l db is the greater of:
1.25 A b fy 1.25 0.44 60
l db =
=
= 16.5 in.
f' c
4.0
or
l db
GOVERNS
1.5 for epoxy coated bars with cover less than three bar
diameters (2.25 in).
spl
is:
JANUARY 2004
spl
11-64
L. Flexural Design
of the Backwall
(parapet)
6.75 5
(3 4) + 4 = 3.65 ft
10.0 5
heq =
JANUARY 2004
11-65
Horizontal
Load
x
M
[5.7.2.2]
[5.7.3.2]
Initially, assume that #19 bars are used for flexural reinforcement to
compute the d dimension:
JANUARY 2004
11-66
d
0.75
d = (thickness ) (clear cover ) b = 18 2
= 15.63 in
2
2
2
= 2.48 (15.69 - x)
( 12) x
jd = d
2.35
x
= 15.69
= 14.91 in
3
3
Actual fs =
4.43 12
M
= 11.5 ksi
=
As j d
0.31 (14.91)
Use 8
JANUARY 2004
11-67
= 33.7 ksi < 0.6fy = 36.0 ksi
OK
OK
The distance from the centroidal axis to the tension face is:
yt = 9.00 in
Combining these parameters leads to a cracking moment of:
fr I g
0.48 5,832
=
= 25.9 kip-ft
Mcr =
yt
9.00 (12)
And with the 20 percent increase, the required capacity is:
1.2 Mcr = 31.1 kip-ft
The capacity of the #16 bars at a 12 inch spacing is:
Mr = A s fy d
0.54 0.85 1
= 21.6 < 31.1 kip - ft
2
12
2
The required steel area due to flexure is 0.10 in /ft. The minimum steel
2
permitted (#16 bars at 12 inches) has an area of 0.31 in /ft.
Consequently, the minimum steel provides more than 1.33 of the
required steel.
Use #16 bars at 12 inches for vertical back face reinforcement.
JANUARY 2004
[5.10.8]
11-68
Ag
= 0.11 18 12 = 0.40 in2/ft
f
60
y
A s 0.11
JANUARY 2004
Figure 11.4.1.7
11-69
JANUARY 2004
11-70
JANUARY 2004
11.4.2 Retaining
Wall Design
Example
11-71
Figure 11.4.2.1
JANUARY 2004
11-72
A. Bearing
Resistance
[10.6.3.1]
[Table 10.5.5-1]
B. Permanent
Loads (DC and EV)
[3.5.1]
C. Earth Pressure
(EH)
[3.11.5]
JANUARY 2004
11-73
For a 1 foot wide design strip, the horizontal earth pressure is:
PEHtop = (0.033) (0) (1) = 0 kips/ft
PEHbottom = (0.033) (14.50) (1) = 0.479 kips/ft
PEH =
1
(0.479) (14.50) = 3.47 kips
2
D. Live Load
Surcharge (LS)
[3.11.6.4]
= eq heq
From Table 3.11.6.4-2, use heq = 2.0 ft based on a distance from wall
backface to edge of traffic 1 ft.
pLS = (0.033) (2.0) = 0.066 ksf
S
2
14.50
2
JANUARY 2004
11-74
Figure 11.4.2.2
E. Barrier Loading
(CT)
[A13.2]
The vehicle collision load and Extreme Event II limit state will be
considered only when checking overturning, bearing, and sliding of the
wall. A yield line analysis shows that the F-rail reinforcement is adequate
to resist the vehicle collision load. (See F-Rail Design Example in Section
13.3.1 of this manual.) The retaining wall reinforcement will be the same
or greater than the F-rail reinforcement. Therefore, by inspection, it will
also be adequate to resist the collision load.
From Section 13.3.1E, the length of the end region Lce for barrier load
distribution is:
Lce = 5.0 ft (for F-rail)
Assume that the load distributes within the wall with a 45 slope and that
one end of the retaining wall is vertical (next to the end of the wall or
JANUARY 2004
11-75
Figure 11.4.2.3
54
5.0 + 2.67 + 13 + 1.50
JANUARY 2004
11-76
F. Select Load
Modifiers
[1.3.3-1.3.5]
G. Select
Applicable Load
Combinations and
Factors
[3.4.1]
Table 11.4.2.1 summarizes the load combinations used for design of the
wall. Strength Ia and Extreme Event IIa, both used to check sliding and
overturning, have minimum load factors for the vertical loads and
maximum load factors for the horizontal loads. Strength Ib and Extreme
Event IIb are used to check bearing and have maximum load factors for
both vertical and horizontal loads. Note that live load surcharge (LS) and
horizontal earth (EH) are not included in Extreme Event IIa or IIb. The
vehicle collision load (CT) is an instantaneous load applied in the same
direction as LS and EH. Because of its instantaneous nature, it has the
effect of unloading LS and EH. Therefore, the three loads are not
additive and only CT is included in the Extreme Event load combinations.
The service limit state is used for the crack control check.
Table 11.4.2.1 - Load Combinations Considered for Example
H. Tabulate Loads
and Moments For
Footing Design
Load Comb.
DC
EV
LS
Strength Ia
0.90
1.00
1.75
EH
1.50
CT
-
Application
Sliding,
Overturning
Bearing, Wall
Strength Ib
1.25
1.35
1.75
1.50
Extreme IIa
0.90
1.00
1.00
Extreme IIb
1.25
1.35
1.00
Bearing
Service I
1.00
1.00
1.00
1.00
Strength
Sliding,
Overturning
The vertical loads and lever arms to the toe of the footing for the earth
and concrete dead loads in Figure 11.4.2.2 are summarized in Table
11.4.2.2. Also presented are the corresponding moments about the toe.
Ps pertains to the stem and barrier. Pf pertains to the footing, and EV
summarizes the vertical earth loads on both the toe and heel.
JANUARY 2004
11-77
Table 11.4.2.2
Unfactored Vertical Loads and Moments about Toe
Moment Arm
Vertical Load
About Toe x
(kips)
(ft)
(kip-ft)
Ps1 (barrier)
0.44
3.32
1.46
Ps2 (rectangle)
2.93
3.50
10.26
Ps3 (triangle)
0.53
4.43
2.35
Ps (resultant)
3.90
3.61
14.07
074
1.52
1.12
1.40
6.15
8.61
Pf (resultant)
2.14
4.55
9.73
EV1 (toe)
0.95
1.38
1.31
EV2(rectangle)
6.96
7.02
48.86
EV3 (triangle)
0.42
4.61
1.94
EV (resultant)
8.33
6.26
52.11
Table 11.4.2.3 contains similar data for the horizontal loads presented in
Figures 11.4.2.2 and 11.4.2.3.
Table 11.4.2.3
Unfactored Horizontal Loads and Overturning Moments
Moment Arm To
Horizontal Load
Bottom of Footing
Moment
(kip)
(kip-ft)
(feet)
PEH
3.47
4.83
16.76
PLS
0.96
7.25
6.96
PCT
2.44
17.17
41.89
Calculate loads and moments acting on the retaining wall for the different
load combinations. An example calculation for the Strength Ia load
combination is shown below. Results for other load combinations are
shown in Table 11.4.2.4.
Strength Ia: D R I (0.90 DC + 1.0 EV + 1.75 LS +1.50 EH)
V = 1.0 [0.90 (3.90+2.14)+1.0 (8.33)]
= 13.77 kips
JANUARY 2004
11-78
Moment
Horizontal
Moment
MV
Load H
MH
(kips)
(kip-ft)
(kips)
(kip-ft)
Load Combination
I. Check
Overturning
[11.6.3.3]
[10.6.3.1.5]
Strength Ia
13.77
73.53
6.89
37.32
Strength Ib
18.80
100.10
6.89
37.32
13.77
73.53
2.44
41.89
18.80
100.10
2.44
41.89
Service I
14.37
75.91
4.43
23.72
d
9.25
B
=
=
= 2.31 ft
4
4
4
Mv Mh
,
V
Actual e =
- xr
2
where xr = location of resultant from the toe
For Strength Ia:
73.53 37.32
= 2.63 ft
xr =
13.77
Actual e =
9.25
2
OK
73.53 41.89
Actual e =
13.77
9.25
2
= 2.30 ft
SAY OK
JANUARY 2004
11-79
Determine if the bearing resistance (qr = 2.03 tsf) is adequate for the
calculated bearing pressure V .
V
V =
(d 2e)
xr =
e=
d
2
V =
xr =
100.10 37.32
9.25
2
18.80
= 3.34 ft
3.34 = 1.29 ft
9.25 - 2 (1.29) 2
18.80
OK
xr =
e=
18.80
9.25
2
V =
= 3.10 ft
3.10 = 1.53 ft
9.25 - 2 (1.53) 2
18.80
OK
K. Check Sliding
[10.6.3.3]
[Table 3.11.5.3.1]
JANUARY 2004
[10.6.3.3]
11-80
NO GOOD
JANUARY 2004
11-81
k p = tan
30
45 + f = tan2 45 + = 3.0
2
2
Then:
p ep1 = k p w s y1 = 3.0 0.120 4.50 = 1.62 ksf
p ep2 = k p w s y 2 = 3.0 0.120 5.50 = 1.98 ksf
p ep2 + p ep1
(y 2 y1 )
QEP =
1.98 + 1.62
(5.50 4.50)
2
= 1.80 k
Referring again to LRFD Table 10.5.5-1:
T = 1.00 (Soil on soil to be used only in area in front of shear key)
ep = 0.50
For Strength Ia with shear key added:
4.25
5.00
7.95 + 0.80
7.95 + 0.50 1.80
9.25
9.25
QR = 1.00
OK
A s fy
'
0.85 fc
0.60 60
0.85 4 12
= 0.88 in
JANUARY 2004
[5.8.2.9]
dvheel = dsheel
= 14.56
0.88
2
11-82
GOVERNS
= 14.12 in
0.625
2
0.31 60
0.85 4 12
dvtoe = 14.19
= 14.19 in
= 0.46 in
0.46
2
= 13.96 in
GOVERNS
[5.8.3.3]
[5.8.3.4]
[5.8.2.9]
10.65 kips
Vc = 0.0316 f b v d v
c
OK
JANUARY 2004
M. Design Footing
Reinforcement
[5.13.3.4]
11-83
= 10.65
Mu = Mn = A s fy ds
2
= A s fy ds
A s fy
'
1.7 fc b
Mu = 0.90 A s 60 ds
1
1.7 4 12 12
A s 60
3.309 A s 4.5 ds A s + Mu = 0
For 3 clear cover and #22 bars, ds = 14.56 in
Substituting and solving for As, we get:
2
Required As = 0.37 in /ft
Try #19 bars @ 12,
[5.7.3.3.2]
As = 0.44 in /ft
1
12
1
2
bc
c =
1
2
1
12
12 (18)
18 = 9 in
= 5832 in
JANUARY 2004
11-84
fr I g
0.48 5832
=
= 25.9 kip-ft
yt
9 (12)
NO GOOD
2
OK
c=
c
de
A s fy
0.60 (60)
=
= 1.04 in
0.85 f'c 1 b
0.85 (4) (0.85) (12)
=
c
ds
1.04
14.56
OK
Use #22 bars @12 (As = 0.60 in /ft) for top transverse reinforcement in
the footing
Bottom Transverse Reinforcement
From shear check for the toe, Vu = 8.36 kips
2.75
= 11.50 kip-ft
2
JANUARY 2004
11-85
c=
c
de
[5.7.3.3.2]
c
ds
0.54
14.19
OK
yt =
1
2
Mcr =
c =
1
2
19.50 = 9.75 in
fr I g
0.48 7415
=
= 30.4 kip-ft
yt
9.75 (12)
4
3
Mu =
4
3
GOVERNS
0.31 (60 )
1
2 (0.85) (4 ) (12 ) 12
OK
2
JANUARY 2004
[5.10.8]
11-86
Longitudinal Reinforcement
Provide longitudinal reinforcement in the footing based on shrinkage and
temperature requirements.
Use #16 bars @ 12" (As = 0.31 in /ft) for top and bottom longitudinal
reinforcement in the footing.
N. Determine
Loads For Wall
Stem Design
The loads on the stem at the top of the footing can now be determined to
arrive at the design forces for the wall.
Earth Pressure:
PEHtop = 0 kips/ft
PEHbottom = 0.033 (13.0) (1) = 0.429 kips/ft
1
PEH = (0.429) (13.0) = 2.79 kips
2
yEH =
13
= 4.33 ft
3
yLS =
Using the Strength I load combination, the factored design forces for the
wall stem are:
Hu = 1.50 PEH + 1.75 PLS
= 1.50 2.79 + 1.75 0.86
= 5.69 kips
Mu = 1.50 MEH + 1.75 MLS
= 1.50 12.08 + 1.75 5.59
JANUARY 2004
11-87
= 27.90 kip-ft
The service design forces for the wall stem are:
Hserv = 1.00 PEH + 1.00 PLS
= 1.00 2.79 + 1.00 0.86
= 3.65 kips
Mserv = 1.00 MEH + 1.00 MLS
= 1.00 12.08 + 1.00 5.59
= 17.67 kip-ft
O. Wall Stem
Design
Investigate Shear
Shear typically does not govern the design of retaining walls. If shear
does become an issue, the thickness of the stem should be increased
such that transverse reinforcement is not required.
Ignoring the benefits of the shear key and axial compression, the shear
capacity of the stem can be shown to be greater than that required.
[5.8.3.3-1]
Vn = Vc + Vs + Vp
Vc = 0.0316 f' c b v d v
P. Wall Stem
Design
Investigate
Strength Limit
State
OK
JANUARY 2004
11-88
Q. Wall Design
Investigate
Service Limit State
[5.7.3.4]
Check the crack control equations to ensure that the primary flexural
reinforcement is well distributed. Design for a z value of 170 kip/in. The
service load bending moment is 17.67 kip-ft.
For #16 bars @ 12, As = 0.31 in2/ft:
ds = 24.50 2.00
dc = 2.00 +
A=
0.625
2
2 (dc ) b
N
0.625
2
= 22.19 in
= 2.31 in
2 (2.31) 12
1
= 55.44 in2
z
3d
c A
170
3
2.31 55.44
= 33.7 ksi
n As = 8(0.31) = 2.48 in
GOVERNS
JANUARY 2004
11-89
N.A.
ds = 22.19
ds - x
nAs
fs/n
Figure 11.4.2.5
1
2
1
2
bx
= n As (ds - x)
( 12) x
= 2.48 (22.19 - x)
Then:
jds = ds
2.83
x
= 22.19
= 21.25 in
3
3
Actual fs =
17.67 12
M
=
A s j ds
0.31 (21.25)
R. Check
Reinforcement
Limits
[5.7.3.3.2]
[5.4.2.6]
OK
1
12
ba
1
12
12 (24.5)
= 14,706 in
JANUARY 2004
1
2
Mcr =
a =
1
2
fr I g
yt
11-90
24.50 = 12.25 in
0.48 14,706
= 48.0 kip-ft
12.25 (12)
4
3
Mu =
4
3
GOVERNS
Mr = As fy (ds a/2) / 12
NO GOOD
2
OK
c=
A s fy
0.44 (60)
=
= 0.76 in
0.85 f'c 1 b
0.85 (4) (0.85) (12)
de = ds = 22.13 inches
c
de
0.76
22.13
OK
2
Use #19 bars @ 12 (As = 0.44 in /ft) for stem wall back face vertical
bars.
S. Design Stem
Wall Shrinkage
and Temperature
Reinforcement
[5.10.8]
JANUARY 2004
11-91
Ag
24.5 (12)
2
Min. Total Temp. A s 0.11
= 0.11
= 0.54 in /ft
f
60
GOVERNS
Use #16 @ 12" (As = 0.31 in /ft) for stem wall front face bars and back
face horizontal bars.
T. Summary
The wall section shown in Figure 11.4.2.6 summarizes the design of the
retaining wall. Note that the spacing of the longitudinal footing bars is
revised slightly from previous calculations for detailing purposes.
JANUARY 2004
Figure 11.4.2.6
11-92
JANUARY 2004
11.4.3 ThreeColumn Pier
Design Example
11-93
JANUARY 2004
11-94
The pier cap is supported by three columns. The columns are supported
by separate pile foundations. An elevation view of the pier is presented
in Figure 11.4.3.2.
JANUARY 2004
11-95
A. Material and
Design Parameters
Pier Cap
The cap must have sufficient length to support all of the beam lines and
their bearings. It also must have sufficient width to support two lines of
bearings and provide adequate edge distances for the bearings.
Pedestals are constructed on the pier cap to accommodate the different
heights at which the prestressed beams are supported due to the cross
slope of the deck. When beginning a design, first determine the required
width and then try a cap depth equal to 1.4 to 1.5 times the width.
Table 11.4.3.1 Pier Cap Parameters
Parameter
Label
Value
bcap
40 in
Lcap
51 ft = 612 in
dmid
56 in
dend
36 in
Columns
In order to avoid interference between the column vertical bars and pier
cap reinforcement, choose columns with a diameter slightly smaller than
the width of the pier cap. Columns should also be proportioned relative
to the depth of the superstructure. For 72 prestressed beams a column
diameter of at least 36 inches should be used. (See Section 11.1.2.)
JANUARY 2004
11-96
Label
Value
Column Diameter
dcol
36 in
Number of Columns
Ncol
36
Ag
2
2
= 1018 in
36
Ig
64
82,450 in
Label
Value
Pile Type
Cast-In-Place
Pile Diameter
dpile
12 in
Depth of Footing
dfoot
3.75 ft
bfoot
9.0 ft
Lfoot
12.0 ft
JANUARY 2004
11-97
The following material weights and strengths are used in this example:
Table 11.4.3.4 Unit Weights and Strengths
B. Determine
Design Loads
Parameter
Label
fc
Value
33,000 0.145
1.5
Ec
fy
60 ksi
Es
29,000 ksi
= 3644 ksi
Modular Ratio
soil
0.120 kcf
The loads applied to the three-column pier include dead load, live load,
braking force, wind on structure, wind on live load, and uniform
temperature change. The pier is assumed to be protected by one of the
means identified in LRFD Article 3.6.5.1. Vehicular collision forces will
not be considered.
Application of Loads to the Structural Model
Aside from wind on substructure and internal temperature change forces,
the loads applied to the pier are transferred from the superstructure to
the pier cap via the bearings. Figure 11.4.3.3 illustrates the load
components that are transferred from the bearings to the pier cap. At
each girder location three load components are possible, a parallel force,
a perpendicular force, and a vertical force. In the following load tables,
vertical force components are identified as V1 to V6. Parallel forces have
labels of LPar1 to LPar6, and perpendicular forces are identified as LPerp1 to
LPerp6.
For several loads applied to the pier, the concrete deck was assumed to
be a rigid diaphragm. A rigid deck assumption combined with the
presence of diaphragms at the pier permits one to assume that the
parallel and perpendicular wind loads can be evenly distributed among
the bearings. Varying vertical reactions resist lateral and vertical loads
that produce an overturning moment.
JANUARY 2004
11-98
The superstructure dead loads applied to the pier consist of the following:
the design shear in the prestressed beam at the centerline of bearing, the
beam ends (portion of the beams beyond centerline of bearing), the
portion of deck, stool, barrier, and future wearing course between
centerline of bearings, the cross-frames at the pier, two sets of bearings
per beam line, and the pedestals.
The additional dead load is
approximately 5 kips for the fascia beams and 6 kips for the interior
beams.
Table 11.4.3.5 - Superstructure Dead Loads (kips)
Load/Location
V1
V2
V3
V4
V5
V6
Superstructure/Bearings/Pedestals
284
298
298
298
298
284
JANUARY 2004
[3.6.1]
11-99
Live Load
First, the maximum reaction at the pier due to a single lane of HL-93 live
load must be determined.
After comparing results from several
configurations, the double truck with lane load shown in Figure 11.4.3.4
was found to produce the largest reaction.
Table 11.4.3.6 lists the live load reactions at the pier for different
numbers of lanes loaded. It also includes the maximum reaction for
fatigue, which occurs when the center axle of the fatigue truck is directly
over the pier.
[3.6.1.3.1]
[3.6.1.4.1]
Loading
Truck Load
Product of
Reaction with
Multiple
Total
Uniform
Presence
Reaction
Load w
Factor and
= R/10
Dynamic Load
Lane Load
Allowance
Reaction
Double Truck
(kips)
(kips)
Load Factors
(kips)
(kips/ft)
1 Lane
83.2
1.200.90=1.08
234.7
23.5
2 Lanes
83.2
1.000.90=0.90
195.6
19.6
3 Lanes
83.2
0.850.90=0.765
166.2
16.6
4 Lanes
83.2
0.650.90=0.585
127.1
12.7
Fatigue
0.0
1.00
73.3
7.3
JANUARY 2004
11-100
The next step is to determine the live load cases that will produce the
maximum force effects in the cap, columns, and foundation of the pier.
This is done by positioning the single lane reactions in lanes across the
transverse bridge cross-section to get the desired effect.
For instance, to obtain the maximum positive moment in the pier cap,
place one or two live load lane reactions on the deck such that the beams
located between the columns receive the maximum load. Figure 11.4.3.5
illustrates the live load cases used in the example. Table 11.4.3.7
contains beam reactions for each of the load cases. Load distribution for
determination of values in the table is based on assuming simple
supports at each beam.
For example, for Live Load Case 2:
w = 23.5 kips/ft
V1 = V6 = 0
V2 = V5 = 23.5
(9 8.50)
V = V = 23.5 9
3
1
= 0.3 kips
9
1
1
+ 23.5 0.5 8.75 = 117.2 kips
2
9
JANUARY 2004
Figure 11.4.3.5
11-101
JANUARY 2004
11-102
Location
V1
V2
V3
V4
V5
V6
1.0
125.4
0.0
0.3
108.6
0.0
0.0
0.0
117.2
117.2
0.3
0.0
143.1
94.3
0.0
0.0
0.0
0.0
37.6
165.8
160.0
28.5
0.0
0.0
0.0
32.9
163.1
163.1
32.9
0.0
5.8
108.6
134.6
134.6
108.6
5.8
Four Lanes
51.0
95.8
107.2
107.2
95.8
51.0
0.3
39.0
33.7
0.0
0.0
0.0
0.0
0.1
36.4
36.4
0.1
0.0
10
44.6
29.3
0.0
0.0
0.0
0.0
Case
Braking Force
For this example, braking forces due to four lanes of traffic are assumed
to transmit a longitudinal (perpendicular to the pier) force that is evenly
distributed to the three columns.
[3.6.4]
JANUARY 2004
11-103
abutment is very large relative to the transfer height, the vertical forces
are negligible and will be ignored. Therefore, we can conclude that for
pier analysis, the braking force can be applied at the top of the pier.
1
= 341.1 kip ft/column
3
[3.8.1.2.2]
Wind on Superstructure
For the wind load on the superstructure, the deck functions as a
horizontal 2-span continuous beam with wind pressure acting on the
exposed edge area of the superstructure. The reaction at the fixed end
5
for a propped cantilever beam is /8 of the uniformly applied load. Then
5
for a 2-span continous beam, /8 of wind from both spans is carried by
the pier and the tributary area for superstructure wind is:
5
2
130 9.75 = 1584 ft
8
A wsup = 2
JANUARY 2004
11-104
64.9
6
= 10.8 kips
1
= 140.9 kip ft/column
3
For the analysis model, the transverse wind component will be applied at
the centroid of the pier cap. Transfer of the transverse wind component
from the centroid of the exposed superstructure area to the centroid of
the pier cap requires the addition of vertical loads at the bearings
equivalent to the reduction in moment Mred. For a wind attack angle
skewed 30 degrees:
Mred = WS suppar (dist. from superstr. centroid to pier cap centroid)
9.75 4.67
+
= 467.9 kip ft
2
2
= 64.9
=1417.5 ft2
JANUARY 2004
467.9(22.5 )
1417.5
11-105
= 7.4 kips
0 Degree Skew
15 Degree Skew
30 Degree Skew
Lpar1
Lpar2
Lpar3
Lpar4
Lpar5
V1
V2
V3
V4
V5
V6
(kips)
(kips)
(kips)
(kips)
(kips)
(kips)
13.2
13.2
13.2
13.2
13.2
13.2
9.1
5.4
1.8
-1.8
-5.4
-9.1
11.6
11.6
11.6
11.6
11.6
11.6
8.0
4.8
1.6
-1.6
-4.8
-8.0
10.8
10.8
10.8
10.8
10.8
10.8
7.4
4.5
1.5
-1.5
-4.5
-7.4
8.7
8.7
8.7
1.2
-1.2
-3.6
4.5
4.5
-0.6
-1.8
8.7
45 Degree Skew
6.0
4.5
60 Degree Skew
[3.8.2]
3.1
8.7
3.6
4.5
4.5
1.8
0.6
Lpar6
8.7
-6.0
4.5
-3.1
Mwsupperp
(kip-ft/col)
0.0
70.5
140.9
187.6
223.2
WS v
N
Mwsv x beam
Ibeams
JANUARY 2004
11-106
For example, at the bearing location for Beam 1 (left fascia beam with
vertical load V1):
- 133.5 1713(22.5)
V =
+
= 4.9 kips
1
6
1417.5
Table 11.4.3.9 summarizes the vertical wind on superstructure loads.
[3.8.1.2.3]
V1
V2
V3
V4
V5
V6
0 Degree Skew
4.9
-5.9
-16.8
-27.7
-38.6
-49.4
Wind on Substructure
A wind load with a base wind pressure PB of 0.040 ksf, resolved into
components for wind attack angles that are skewed, is applied directly to
the pier. See Table 11.4.3.10. This wind load was applied as line loads
to the pier cap and column members in the structural analysis model.
Assuming 1 foot of cover over the tops of the footings, the projected area
2
of the perpendicular face is 65.3 ft . The parallel face has an area of
2
2
229.4 ft for the pier cap and 149.2 ft for the columns.
Table 11.4.3.10 Wind on Substructure (ksf)
Pressure on
Pressure on
Perpendicular Face
Parallel Face
0 Degree Skew
0.040
0.000
15 Degree Skew
0.039
0.010
30 Degree Skew
0.035
0.020
45 Degree Skew
0.028
0.028
60 Degree Skew
0.020
0.035
[3.8.1.3]
where PB = base wind pressure from LRFD Table 3.8.1.3-1 for various
wind attack angles.
JANUARY 2004
wind
attack
11-107
angle
skewed 30
degrees
to
the
Then the lateral load L applied to the pier cap at each beam location
is:
13.3
= 2.2 kips
L par1 = L par2 = L par3 = L par4 = L par5 = L par6 =
6
WL
perp
Similar to the wind on superstructure load, the longitudinal wind on live load
component can be applied at the top of the pier for analysis. The height of
application yperp above the top of footing is:
yperp = 26.00 3.75 = 22.25 ft
Then for a wind attack angle skewed 30 degrees to the superstructure, the
moment at the base of the columns is:
1
= 28.9 kip ft/column
3
Again, similar to the wind on superstructure load, the transverse wind on live
load component will be applied at the centroid of the pier cap. This will
require the addition of vertical loads at the bearings equivalent to the
reduction in moment. For a wind attack angle skewed 30 degrees:
Mred = WL par (6 ft + dist. from top of deck to pier cap centroid)
4.67
2
= 205.0 kip ft
Then for Beam 1 (left fascia beam with vertical load V1) and a wind attack
angle skewed 30 degrees:
V =
1
Mred x beam
Ibeams
205.0 (22.5)
1417.5
= 3.3 kips
JANUARY 2004
11-108
0 Degree Skew
15 Degree Skew
30 Degree Skew
45 Degree Skew
60 Degree Skew
Lpar1
Lpar2
Lpar3
Lpar4
Lpar5
Lpar6
V1
V2
V3
V4
V5
V6
(kips)
(kips)
(kips)
(kips)
(kips)
(kips)
2.7
2.7
2.7
2.7
2.7
2.7
4.0
2.4
0.8
-0.8
-2.4
-4.0
2.4
2.4
2.4
2.4
2.4
2.4
3.5
2.1
0.7
-0.7
-2.1
-3.5
2.2
2.2
2.2
2.2
2.2
2.2
3.3
2.0
0.7
-0.7
-2.0
-3.3
1.8
1.8
1.8
1.8
1.8
1.8
2.6
1.6
0.5
-0.5
-1.6
-2.6
0.9
0.9
0.9
0.9
0.9
0.9
1.3
0.8
0.3
-0.3
-0.8
1.3
MWLperp
(kip-ft/col)
0.0
14.8
28.9
38.6
46.0
C. Structural
Analysis
D. Design of the
Pier Cap
1. Design Loads
The pier cap is designed for dead and live loads. Wind and truck braking
loads are assumed not to contribute to maximum vertical load effects for
the design of the pier cap.
Four load combinations are examined
(Strength I, Strength IV, Service I, and Fatigue). Strength I and IV are
used to determine basic flexural and shear demands:
U1 = 1.25 DC + 1.75 (LL + IM)
U2 = 1.5 DC
The Fatigue limit state is used to ensure that adequate fatigue resistance
is provided.
F = 0.75 (LL + IM)
The pier cap design forces are listed in Tables 11.4.3.12 and 11.4.3.13.
JANUARY 2004
11-109
(located at CL Beam 2)
(located at CL Column 1)
(kipft)
(kipft)
Strength I
Strength IV
689
1691
Service I
Fatigue (max)
Fatigue (min)
459
1118
Load Combination
Permanent Loads
(unfactored)
Combination
CL Beam 1
CL Column 1
CL Beam 2
CL Beam 3
CL Column 2
Strength I
Strength IV
437
463
444
481
497
291
308
296
321
331
Permanent Loads
(unfactored)
Flexural Resistance
Assume a rectangular stress distribution and solve for the required area
of reinforcing based on Mu and d. For an fc of 4.0 ksi and a 1 of 0.85
the equation for the required area of steel reduces to:
JANUARY 2004
11-110
Mu = Mn = As fy d
2
A s fy
a=
0.85 f 'c b
A s fy
Mu = A s f y d
1.7 f 'c b
A s 60 1
Mu = 0.90 A s (60) d
1.7 4 40 12
0.993 A s 4.5 d A s + Mu = 0
2
As =
[5.10.3.1.3]
[5.7.3.4]
Mu(kip-ft)
As(req)
Trial Bars
As(prov)
1563
52.74
6.78
6-#32
7.62
2337
51.36
10.59
12-#29
12.00
Crack Control
To ensure that cracking is limited to small cracks that are well
distributed, a limit is placed on the service load stress in the reinforcing
steel. LRFD Equation 5.7.3.4-1 defines the maximum stress permitted:
JANUARY 2004
z
3d
11-111
0.6 fy
Es
29,000
=
= 7.96
Ec
33,000 (0.145)1.5 4.0
Use n=8
n A s = 8(7.62) = 60.96 in
N.A.
d
d-x
nAs
fs/n
Cracked Section Diagram
Figure 11.4.3.7
bx
x
= n A s (d x)
2
(40) x 2
2
= 60.96 (52.74 x)
solving, x
11.25 in
Determine the lever arm between service load flexural force components.
x
11.25
j d = d = 52.74
= 48.99 in
3
3
Compute the stress in the reinforcement.
M
1025 12
=
= 32.9 ksi
Actual fs =
A s j d 7.62 (48.99)
JANUARY 2004
11-112
For z = 130 kips/in and dC = 2.64 in (2.0 in + of #32 bar), the area of
concrete assumed to participate with the reinforcement is:
2 dc b 2 2.64 40
2
A=
=
= 35.20 in
N
6
z
Allowable fs =
Allowable fs
3d
130
3
2.64 35.20
NO GOOD
1025(12)
8.89(48.73)
= 28.4 ksi
dc = 2.64 in
2
A = 30.17 in
Allowable
[5.5.3]
fs
130
3
2.64 30.17
OK
Fatigue
The stress range in the reinforcement is computed and compared against
limits to ensure that adequate fatigue resistance is provided.
The unfactored dead load moment in the positive moment region is 459
kip-ft.
The extreme moments on the cross section when fatigue loading is
applied are:
Maximum moment = 459 + 113 = 572 k-ft
Minimum moment = 459 + (-4) = 455 k-ft
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
JANUARY 2004
11-113
[5.7.3.3.1]
[5.7.3.3.2]
4.61
52.74
OK
JANUARY 2004
11-114
3.92
2 12
OK
[5.7.3.4]
1.5
2
= 51.50 in
Crack Control
The stress in the reinforcement is found using a cracked section analysis
with the trial reinforcement.
JANUARY 2004
11-115
The lever arm between service load flexural force components is:
x
13.50
j d = d = 51.50
= 47.00 in
3
3
And the stress in the reinforcement is:
M
1655 12
Actual fs =
=
= 35.2 ksi
A s j d 12.00 (47.00)
2 2 + 1.128 + 0.75 b
N
2 3.878 40
12
= 25.85 in
NO GOOD
The actual stress is larger than the permitted. Increase the amount of
reinforcement by the ratio of the stresses:
35.2
2
As =
12.00 = 13.16 in
32.1
2
1655 12
15.24 46.39
= 28.1 ksi
dc = 2.64
2
A = 26.8 in
Allowable fs =
[5.5.3]
130
3
2.64 26.8
OK
Fatigue
The moments on the negative moment section when fatigue loading is
applied vary from:
Maximum moment = 1118 + 125 = 1243 k-ft
Minimum moment = 1118 + 0 = 1118 k-ft
JANUARY 2004
11-116
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
For the maximum moment:
M
1243 12
fmax =
=
= 21.1 ksi
A s j d 15.24 (46.39)
For the minimum moment:
M
1118 12
fmin =
=
= 19.0 ksi
A s j d 15.24 (46.39)
The stress range in the reinforcement (ff) is the difference between the
two stresses
ff = (21.1 19.0) = 2.1 ksi
[5.5.3.2]
[5.7.3.3.1]
[5.7.3.3.2]
7.91
51.36
OK
Mr = As fy (d a/2)
=
6.72
2 12
OK
JANUARY 2004
11-117
The shear design for reinforced concrete elements is a two step process.
First, the shear capacity of the concrete section is determined. Second,
the amount of shear steel is determined. The concrete capacity is
dependent on , the angle of inclination of the concrete struts, and , a
factor indicating the ability of the diagonally cracked concrete to transmit
tension.
[5.8.3.4.1]
Use dv = 48.0 in
[5.8.3.3-3]
Use #16 double U stirrups that will be vertical. Four legs of #16 bars
have an area of:
2
A v = 4 A b = 4 0.31 = 1.24 in
JANUARY 2004
[5.8.3.3-4]
11-118
[5.8.2.5]
'
0.0316 b v fc
[5.8.2.7]
[5.8.2.9]
1.24 60
0.0316 40 4
= 29.4 in >> 6 in
OK
Vu Vp
b v d v
722 0
0.9 40 48.0
Therefore,
Smax = 0.8dv = 0.8 48 = 38.4 in
or Smax = 24.0 in
Smax = 24.0 in >> 6 in
GOVERNS
OK
JANUARY 2004
11-119
40 56 + 36 1
Pself =
Tension Tie
The required capacity of the tension tie is:
T 537
=
= 597 kips
0.9
JANUARY 2004
11-120
2
[5.6.3.4.1]
35.2
s =
=
= 0.00121
E 29,000
[5.6.3.3.3]
1 = s + ( s + 0.002) cot
2
OK
JANUARY 2004
[5.6.3.5]
11-121
By inspection, the node section on the concrete strut side governs. The
compressive stress on the node is:
P
819
=
= 1.13 ksi << 2.10 ksi
OK
A cs 724
[5.7.3.4]
As
4
8.89
4
= 2.22 in /ft
15.24
4
= 3.81 in /ft
=
=
51.36
2
51.36
6
= 25.68 in
= 8.56 in
Choose 5-#16 bars equally spaced between the top and bottom
2
reinforcement on each face. (Spacing = 7.79 in and As=0.48 in /ft)
[5.10.8.2-1]
JANUARY 2004
11-122
8. Summary
Figure 11.4.3.9 details the final reinforcement in the pier cap.
OK
JANUARY 2004
11-123
JANUARY 2004
E. Column Design
11-124
Design Forces
Table 11.4.3.15 lists the unfactored axial loads and bending moments at
the top and bottom of the columns when the pier is subjected to various
loadings.
The sign convention for the axial loads is positive for downward forces
and negative for upward forces. The sign convention for the bending
moments in the parallel direction (Mpar) is beam convention. Positive
moments cause tension on the bottom side of the column member
which is defined as the right side of the column. Negative moments
cause tension on the top side which is defined as the left side. (See
Figure 11.4.3.10.)
For moments in the perpendicular direction (Mperp), all lateral loads are
assumed applied in the same direction. Therefore, all moments are
shown as positive.
Moments shown in the table due to wind transverse to the bridge are
based on a wind directed from right to left. (Column 3 is on the
windward side of the pier.)
JANUARY 2004
11-125
Dead Load
Braking
45 F Temperature Drop
35 F Temperature Rise
Wind at 0 on Superstructure
and Substructure
Wind at 30 on Superstructure
and Substructure
Wind at 60 on Superstructure
and Substructure
Vertical Wind
Column 1
Column 2
Column 3
(Leeward)
(Center)
(Windward)
Force
Top
Bottom
Top
Bottom
Top
608
629
663
684
608
Bottom
629
Mpar
-9.0
4.3
9.0
-4.3
Mperp
108
108
137
137
-10
-10
-6.5
Mpar
-72
32
59
-32
6.7
Mperp
233/19
233/19
196/9
196/9
19/-5
19/-5
20/-19
Mpar
47/-40
19/-12
0/-6
13/0
40/-20
Mperp
188/47
188/47
297/213
297/213
47/-8
47/-8
66/12
Mpar
-66/-82
38/32
67/0
0/-33
-7/-32
Mperp
97
97
304
304
97
97
-38
Mpar
-79
38
79
Mperp
138
138
232
232
160
160
Mpar
-34
16
34
-16
Mperp
Mpar
Mperp
341
341
341
-9
-9
18
18
-9
-9
Mpar
129
-141
-129
141
Mperp
-14
-14
Mpar
-100
110
100
-110
Mperp
36
36
-36
-36
275
Mpar
-249
270
-279
285
-246
Mperp
30
30
-29
-29
Mpar
-204
221
-229
233
-201
226
Mperp
182
182
182
12
12
-12
-12
Mpar
-86
93
-96
98
-84
95
Mperp
294
295
294
-89
-46
-46
-89
Mpar
Mperp
11
11
-11
-11
Mpar
-50
55
-56
58
-50
55
Mperp
-9
-9
Mpar
-41
44
-46
47
-41
44
Mperp
29
29
29
-4
-4
Mpar
-17
18
-19
19
-17
18
Mperp
46
46
46
JANUARY 2004
11-126
The following four limit states are examined for the columns:
Strength I: U1 = p DC + 1.75 LL + 1.75 BR + 0.50 TU
Strength III: U3 = p DC + 1.40 WS + 0.50 TU
Strength IV: U3 = 1.50 DC + 0.50 + TU
Strength V:
U5 = p DC + 1.35 LL + 1.35 BR + 0.40 WS + 1.00 WL + 0.50 TU
Load combinations were tabulated for the appropriate limit states for
each of the various live load cases, wind angles, the temperature rise and
fall, and also for maximum and minimum DC load factors.
Then the worst case loadings (maximum axial load with maximum
moment, minimum axial load with maximum moment) were chosen from
each limit state from the tabulated load combinations. These are shown
in Table 11.4.3.16. The critical cases for the column among those listed
in the table are shown in bold print.
Table 11.4.3.16 - Column Design Forces
Axial Load P
Mpar
Mperp
(kips)
(kip-ft)
(kip-ft)
1396
597
544
55
597
864
137
413
545
200
412
387
454
939
64
1035
1274
58
624
539
114
624
Load Combination
Strength I:
= 1.25,
p = 0.90,
p = 1.25,
p = 0.90,
= 0.90,
Strength IV:
= 1.25,
Strength V:
Temp = -45F
(b) Column 3 Bottom:
= 0.90,
JANUARY 2004
[5.7.4.3]
11-127
Slenderness Effects
Each column is considered unbraced in both the parallel and
perpendicular directions. The dimension L from bottom of pier cap to
top of footing is 17.58 feet.
need
to
be
considered
for
the
Mperp
L
624
19.92
= 31.3 kips
JANUARY 2004
11-128
perp
3EI
3 (3644) (82450)
= 0.474 in
A procedure similar to that done for the perpendicular direction was used
for the P- analysis. For the parallel direction, equations used to
compute Hpar and par are for a cantilever column fixed at one end and
free to deflect horizontally but not rotate at the other end (taken from
Manual of Steel Construction, Allowable Stress Design, Ninth Edition,
page 2-303). See Figure 11.4.3.12 and Table 11.4.3.18 for a summary
of the parallel direction P- analysis.
This process was repeated for the other three critical load cases shown in
Table 11.4.3.16.
JANUARY 2004
Mmax
H1 =
H2 = H1 + H1
H1L
3EI
cr1 = F
cr
P1
g1
= P cr1
H1 =
P1
H3 = H1 + H2
3
g1 =
11-129
H2L
g2 =
3EI
g3 =
H3L
3EI
cr2 = Fcr
g2
cr3 = Fcr g3
P 2
= P cr2
H2 =
P 2
P 3
= P cr3
JANUARY 2004
11-130
Axial Load
Force
g for
Cracked
cr
gross
Section
for
section
Factor
cracked
produce
properties
Fcr
section
MP
H to
MP
(in)
(k-ft)
(kips)
2.5
0.948
100.6
5.1
0.552
2.5
1.380
146.5
7.4
1274
0.586
2.5
1.465
155.5
7.8
1274
0.593
2.5
1.483
157.4
(kips/column)
(kips/column)
(in)
31.3
1274
0.474
36.4
1274
38.7
39.1
2Mmax
H1 =
H2 = H1 + H1
H1L
12EI
cr1 = F
cr
P1
g2 =
g
g1
= P cr1
H1 =
2M
P1
g1 =
H3 = H1 + H2
H2L
12EI
cr2 = F
cr
g2
MP2 = P cr2
H2 =
2 M
P 2
g3 =
H3L
12EI
cr3 = Fcr g3
M
P 3
= P cr3
JANUARY 2004
11-131
g for
Cracked
Lateral
gross
Section
cr
Force
Axial Load
section
Factor
cracked
properties
Fcr
section
(kips/column)
(kips/column)
(in)
5.82
1274
0.0220
6.35
1274
6.46
1274
H to
MP
produce
MP
(in)
(k-ft)
(kips)
2.5
0.0500
5.3
0.53
0.0241
2.5
0.0603
6.4
0.64
0.0245
2.5
0.0613
6.5
The design forces presented in Table 11.4.3.19 are the factored axial
loads and resultant moments that include P- effects. Because of the
symmetry of the round cross section, the moments in the parallel and
perpendicular directions can be combined using the square root of the
sum of the squares (Pythagorean Theorem).
2
MR = Mpar + Mperp
Total
Mpar
P-
Mpar
1396
387
454
Strength V (a)
1274
Strength V (b)
539
Load
Axial
Combination
Load
Strength I (a)
Mperp
Total
Resultant
Mperp
P-
Mperp
MR
597
169
766
766
14
468
468
58
65
624
157
781
784
114
119
624
58
682
692
A g fc
0.135
Then:
A g fc'
Min A s
fy
60.0
JANUARY 2004
11-132
the design axial loads and moments for the critical load cases. All values
fall well within the capacity of the column.
The interaction diagram includes factors of 0.90 for flexure and 0.75
for axial compression.
Moment (k-ft)
Figure 11.4.3.13
[5.7.4.2]
9.48
1018
= 0.00931 0.08
OK
JANUARY 2004
11-133
[5.10.6.2]
Column Spirals
Per Mn/DOT standard practice, use spiral reinforcing for columns with
diameters up to 42. Use #13E bars with a 3 pitch for the spiral. The
anchorage of the spiral reinforcement shall be provided by 1 extra
turns of spiral bar at each end of the spiral unit.
[5.7.4.6]
[ (Dc db )]2 + p2
= 99.01 in
Then Actual
A sp l sp
0.20 99.01
ps =
=
= 0.00821
2
D
322
c
p
3.0
4
4
Reqd. Min.
Ag
f'
p s = 0.45
1 c
A
f
c
yh
4
1018
= 0.00797 < 0.00821
= 0.45
1
60
Dc 2
F. Design Piling
OK
Loads
For design of the piles and footings, additional loads which include the
weight of the footing and an assumed 2-0 of earth must be added to
the critical column design forces in Table 11.4.3.19.
JANUARY 2004
11-134
1018
144
Use a maximum load factor of 1.35 and a minimum load factor of 0.90.
Also, the dynamic load allowance is to be removed from the live load
when designing foundation components entirely below ground.
For one live load lane (Live Load Case 1, Column 3):
Single Lane Truck Reaction w/Dynamic Load Allowance, R=134.1 kips
(From Table 11.4.3.6)
Then
R
1
Pred = R
(Mult. Presence Factor) (Double Truck Load F.)
DLA
No.Columns
= 134.1
134.1
1
(1.2) (0.90) = 12.0 kips
1.33
3
Pred = 134.1
134.1
1
(0.85) (0.90) = 8.5 kips
1.33
3
Then, for example, the Strength I(a) piling design forces are:
Axial Load = 1396 + 1.25 (87.8) + 1.35 (29.5) 1.75 (8.5) = 1531 kips
Mpar = 0 kip-ft
Mperp = 766 kip-ft
The values for all of the critical piling forces are shown in Table
11.4.3.21.
JANUARY 2004
11-135
Mperp
Axial Load
Bending Moment
Bending Moment
Load Combination
(kips)
(kipft)
(kipft)
Strength I (a)
1531
766
493
468
Strength V (a)
1412
65
781
Strength V (b)
628
119
682
1519
= 9.4 piles
162
Naxial =
Try the trial pile layout presented in Figure 11.4.3.10 with 11 piles.
Knowing the loads applied to the footing and the layout of the piles, the
force in each of the pile can be determined. The equation to be used is:
Axial Load
+
+
P=
Number of Piles x par 2 x perp 2
The equation assumes that the footing functions as a rigid plate and that
the axial force in the piles due to applied moments is proportional to the
distance from the center of the pile group.
2
Then, for example, the Strength I(a) Corner Pile 1 load is:
P=
1531
11
0 3.50
61.25
766 5.00
175.00
= 161.1 kips
JANUARY 2004
11-136
The factored pile loads at each corner of the footing (as identified in
Figure 11.4.3.14) are presented in Table 11.4.3.22. All are below the
162 kip capacity of the piles.
Table 11.4.3.22 Factored Pile Loads
Corner Pile Loads (kips)
Load Combination
Strength I (a)
161.1
161.1
117.3
117.3
71.6
18.1
71.6
18.1
Strength V(a)
154.4
147.0
109.8
102.3
Strength V(b)
83.4
69.8
44.4
30.8
JANUARY 2004
11-137
1004.6
Factored Max. Pile Load DL =
= 45.7 tons/pile
11 2
Factored Pu (with dynamic load allowance removed)
= 1.75 (3.04 8.5) = 517.1 kips
Factored MLLpar
517.1
Factored Max. Pile Load LL =
= 23.5 tons/pile
11 2
Factored POT = 0.50 18 = 9.0 kips
Factored MOTpar
0 kip ft
Next, compute the maximum service pile load using the loads from
Strength I(a) without the load factors. Note that an exception to this is
the temperature load. The 0.50 load factor is retained for service
because it does not seem reasonable to use a larger load factor for
service than that used for strength calculations.
Service Ptotal = 684 + 87.8 + 29.5 + (304 8.5) + (0.50 18) = 1105.8 kips
Service Mtotalpar = 0 kips - ft
JANUARY 2004
Service M totalperp =
11-138
765.8
= 437.6 kip ft
1.75
PIER
45.7
23.5
Factored Overturning
11.3
80.5
* Design Load
56.5
80.5
1.425
= 56.5 tons/pile
G. Design
Footing
D2
= 1018 = b 2
4
The critical section for one-way shear is located a distance dv away from
the face of the equivalent square column. Two-way shear is evaluated on
a perimeter located dv/2 away from the face of the actual round column.
The same dimension dv/2 is used to check two-way shear for a corner
pile.
[5.8.2.9]
JANUARY 2004
11-139
Use an average value for the de calculation, assuming #25 bars in both
directions and that the bars sit directly on top of the piles.
Then d v = 0.9de = 0.9 (54 12 1.0) = 36.9 in
Figure 11.4.3.15
The critical section for flexure is located at the face of the equivalent
square column. All of the critical sections are presented in Figure
11.4.3.15.
Check One-Way Shear
The critical one-way shear section is located 36.9 inches away from the
face of the equivalent square column.
For the portion of the footing that extends parallel to the pier all of the
piles are within the critical shear section and no check is necessary.
For the portion of the footing that extends perpendicular to the pier, the
three outermost piles lie outside of the critical shear section and the sum
reaction must be resisted.
JANUARY 2004
11-140
[5.8.3.3]
[5.13.3.6.3]
Once again using c equal to 1.0, inserting values into LRFD Equation
5.13.3.6.3-1 produces:
Vn = Vc 0.126 f' c b o d v = 0.90 0.126 4 74.5 36.9
= 623.5 > 161.1 kips
OK
[5.7.2.2]
[5.7.3.2]
The two inner piles are located 14 away from the critical section.
JANUARY 2004
1531
11
766 2.50
175.00
11-141
= 150.1 kips/piles
Mu = 161.1
44
14
Mu = A s f y d
1.7 f 'c b
Mu = 0.90 A s (60) d
0.3309 A s
1.7 4 120 12
A s 60
4.5 d A s + Mu = 0
2
As =
To compute d assume that #32 bars are used for both mats of
reinforcement and that they rest directly on top of the cut off piles. In
addition, reduce d to permit either set of bars to rest directly on the
pile.
d = 54 12 1.27
1.27
2
= 40.10 in
2
Crack Control
Crack control checks are not performed on footings.
[5.5.3]
Fatigue
By inspection, fatigue is not checked for footings.
[5.7.3.3.1]
JANUARY 2004
11-142
[5.7.3.3.2]
2.20
40.10
OK
1.87
2 12
No Good
2
Piles 1 and 3 have reaction of 161.1 kips and 117.3 kips respectively.
The inner pile above the Xpar axis was previously shown to have a
reaction equal to 150.1 kips.
JANUARY 2004
11-143
The pile reaction for the inner pile below the Xpar axis is:
P=
[5.13.3.6.1]
1531
11
766 (2.50)
175.00
= 128.2 kips
The inner piles lie partially inside of the critical section. Only the portion
of the reaction outside the critical section causes moment at the critical
section. See Figure 11.4.3.16.
26
11 21
+ (150.1 + 128.2) = 1050 kip-ft
12
12 12
Mu = (161.1 + 117.3)
Using the same d value of 40.10 inches as used for the perpendicular
2
reinforcement, the required area of steel is 5.87 in . Try 13-#22 bars
2
spaced at 12 inches. The provided area of steel is 7.80 in .
[5.7.3.4]
Crack Control
Crack control checks are not performed on footings.
[5.5.3]
Fatigue
By inspection, fatigue is not checked for footings.
[5.7.3.3.1]
JANUARY 2004
11-144
OK
13
10
= 3640 kip ft
GOVERNS
0.88
2 12
OK
2
The basic development length l db for a #29 bar is the greater of:
1.25 A b fy 1.25 1.00 60
l db =
=
= 37.50 in
GOVERNS
f' c
4
JANUARY 2004
11-145
or
[5.11.2.4.1]
The basic development length l hb for a #29 epoxy coated bar with a
standard hook is:
38.0 db 38.0 1.128
l hb =
=
= 21.43 in
f' c
4
Development length modification factors are:
0.7 side cover 2.5 inches and hook extension cover 2.0
inches.
1.2 for epoxy coated bars.
The development length l
dh
OK
JANUARY 2004
Figure 11.4.3.17
11-146
OCTOBER 2003
12. BURIED
STRUCTURES
[12.6.6]
12-1
Buried structures serve a variety of purposes. They are typically used for
conveying water. At other times they are used to provide a grade
separated crossing for pedestrian and bicycle traffic.
A variety of
structure and material types are used. The most prevalent types are
pipes and box culverts.
Pipes and culverts with lateral horizontal
dimensions less than 10'-0" are not classified as bridges. Typically these
smaller buried structures do not require extensive design and are simply
selected from standard design tables. Buried structures with lateral
horizontal dimensions greater than or equal to 10'-0" are considered
bridges and require a plan be prepared by the Bridge Office. Figure
12.2.1 contains a typical design request from a District.
In addition to pipes and box culverts, precast concrete arches and longspan corrugated steel structures are used as buried structures. The loads
that are applied to a buried structure vary with the site (trench or
embankment condition). A buried structure constructed in a trench
condition will carry less vertical load than a structure constructed in an
embankment condition. The sidewalls of the trench are assumed to carry
a portion of the vertical load. In most cases, buried bridge structure
designs should be based on embankment conditions.
The means by which a buried structure carries vertical load varies
significantly between different structure types. Box culverts and rigid
pipes are assumed to carry the design loads internally. Flexible pipe and
corrugated steel structures are assumed to carry loads with soil-structure
interaction. Careful backfilling and compaction procedures are required
for flexible structures to ensure that the assumed soil-structure capacity
is provided and that settlements are not excessive.
Mn/DOT is currently developing guidelines for the design and use of
three-sided culverts. Information will be made available in the near
future.
12.1 Geotechnical
Properties
Typically, one or more soil borings will be obtained during the preliminary
design process. Foundation recommendations based on field data and
the hydraulic requirements will also be assembled during the preliminary
design process. Mn/DOT Spec 2451 describes the excavation, foundation
preparation, and backfill requirements for bridges and miscellaneous
structures.
Maximum and minimum load factors for different load components should
be combined to produce the largest load effects. The presence or
OCTOBER 2003
12-2
Where pipe solutions are inappropriate, box culverts are the default
buried structure type. Their larger openings are often required to provide
adequate hydraulic capacity.
The reinforcement used in concrete box culverts can be either
conventional bar reinforcement or welded wire fabric. Welded wire fabric
has a yield strength slightly larger than conventional bar reinforcement
(65 ksi versus 60 ksi).
12.2.1 Precast
Standard designs for precast concrete box culverts are available with
openings varying from 6 to 14 feet wide by 4 by 14 feet high. The
designs utilize concrete strengths between 5 and 6 ksi and are suitable
for fill heights ranging from less than 2'-0" to a maximum of 25'-0".
Each culvert size has three or four classes. Each class has specified wall
and slab thicknesses, reinforcement areas, concrete strength, and fill
height range to which it applies. Fill heights extend from 0 to 25 feet.
Shop drawing submittals for Mn/DOT approval will not be required when
standard culvert sections are used.
The standard design tables are based on welded wire fabric reinforcement
1
with a yield strength of 65 ksi and a concrete clear cover between 1 /2
and 2". If conventional rebar is used, the steel area required needs to be
increased 8% to account for the difference in steel yield strength (65
ksi/60 ksi). Also, crack control must be rechecked for the specific bar
size and spacing used.
To prevent corrosion at the ends of welded wire fabric, nylon boots are
required on the ends of every fourth longitudinal wire at the bottom of
the form. The maximum thickness of welded wire fabric is 0.5 inch per
layer. A maximum of two layers of welded wire fabric can be used for
primary reinforcement. If two layers are used, the layers need to be
oriented such that the longitudinal and transverse wires always alternate.
The minimum amount of longitudinal reinforcement (parallel to the axis
2
of the culvert) is 0.06 in /ft.
OCTOBER 2003
12-3
Memo
Transportation District 8
2505 Transportation Rd.
P.O. Box 768
Willmar, MN 56201
[ date ]
To:
Kevin L. Western
Bridge Design Engineer, M.S. 610
From:
Paul Rasmussen
Design/Hydraulics Engineer
Phone:
320-214-3708
Subject:
Please prepare a design for concrete box culvert. Tabulated below and attached is the
information required to prepare plans. The letting date for this project is 11/17/00. Please
submit completed plans to this office before 07/01/00.
State Project No. 6403-30
Location Description
(1)
Reference: 59+00.83
Section: 1
Station: 342+91.07
Range: 38W
Township: 112N
County: Redwood
(2)
Opening Width:
10 ft.
: 6.8 ft.
Skew Angle: 0
T.H. over _____, ___ Mi. ___ of Jct. T.H. _____ & T.H. _____, ___ of ___. (modify as necessary)
(2)
David Dahlberg
Bruce Iwen
Figure 12.2.1
OCTOBER 2003
12-4
Aprons
Precast apron segments are provided for each size of barrel. There are
four different details relating the culverts skew to the roadway above.
Culvert Skew Range
0 to 7 /2
1
1
7 /2 to 22 /2
1
1
22 /2 to 37 /2
1
37 /2 to 45
Apron Skew
0
15
30
45
A lateral soil pressure of 0.060 ksf should be used for the aprons.
The 45 skew aprons should be designed with a 0.075 ksf pressure on
the longer length wall. Mn/DOT also requires on 45 skew aprons over
6'-0" high, additional extra strong ties between the barrel and first end
section, and between the first and second end sections. Additional ties
are required to resist unequal pressures on opposite sides of the skewed
apron.
12.2.2 Cast-InPlace
12.3 Design
Guidance
OCTOBER 2003
12-5
OCTOBER 2003
12-6
12.4 Arch or
3-Sided Structure
Design Data
OCTOBER 2003
Figure 12.4.1
12-7
OCTOBER 2003
Figure 12.4.2
12-8
OCTOBER 2003
12-9
The foundation design will depend on the type and allowable bearing
capacity of the soil, the height of fill, and the proximity of bedrock. Scour
should be considered during foundation design. Subcut unstable material
below spread footings and replace it with granular backfill or a lean
concrete. The maximum depth of subcutting for this purpose is 2'-0". A
pile footing should be used if the depth of unstable material below a
footing is greater than 2'-0".
Four standard designs for scour protection for concrete arch structures
have been assembled. The appropriate design is selected based on the
average velocity through the structure for the 100-year flood. A more
recurrent flood event should be used if it results in a faster average
velocity through the structure.
Design 1 Scour Protection
The average velocity for the 100 year flood must be no greater than
three feet per second, and for the 500-year flood no greater than five
feet per second. Use of 12" Class II riprap with 6" granular filter or
geotextile filter is required.
Option 1 (Figure 12.4.3, left side)
The riprap may be placed on a slope of 1:2.5 maximum. Cover to the
bottom of footing shall be 6'-0" minimum measured perpendicular to the
slope. The riprap shall be toed in vertically 2'-0" minimum. The bottom
of footing shall be at or below the channel bottom.
Option 2 (Figure 12.4.3, right side)
The riprap may be placed horizontally on the channel bottom. Cover to
the bottom of footing shall be 4'-6" minimum. The riprap shall extend a
minimum of 10'-0" from edge of structure and be toed in vertically a
minimum of 2'-0".
Design 2A Scour Protection
The average velocity for the 100-year flood must be less than 5.5 feet
per second, and for the 500-year flood less than 6.5 feet per second.
Use of 24" Class IV riprap with 12" granular filter or geotextile filter is
required.
Option 1 (Figure 12.4.4, upper left side)
The riprap may be placed on a slope of 1:2.5 maximum. It shall extend
across the entire width of the structure. Cover to the bottom of the
footing shall be 6'-0" minimum measured perpendicular to the slope. The
bottom of footing shall be 2'-0" minimum below the channel bottom.
OCTOBER 2003
12-10
OCTOBER 2003
12-11
Figure 12.4.3
OCTOBER 2003
Figure 12.4.4
12-12
OCTOBER 2003
Figure 12.4.5
Figure 12.4.6
12-13
OCTOBER 2003
12.5 Design
Criteria for LongSpan Corrugated
Steel Structures
12-14
Standard designs for long span corrugated steel structures have been
assembled. The standard designs are based on the AASHTO Standard
Specifications and additional criteria specified by Mn/DOT. The following
criteria shall be used for the design of long span corrugated steel
structures, identified as horizontal ellipse, low profile arch and high
profile arch.
Section 12 of the 17th Edition of the AASHTO Standard Specifications for
Highway Bridges should be modified as follows:
1. Delete the values of I. Top Arc of Table 12.7.2A and substitute the
following:
. TOP ARC GAGE-MINIMUM THICKNESS
IN INCHES
MAXIMUM TOP
RADIUS IN FEET
0.138
15
0.168
17
0.188
18
0.218
20
0.249
23
0.280
24
13
15
17
18
20
23
10
0.138
3.0
3.0
3.0
0.168
3.0
3.0
3.0
3.0
0.188
3.0
3.0
3.0
3.0
3.0
0.218
3.0
3.0
3.0
3.0
3.0
3.0
0.249
3.0
3.0
3.0
3.0
3.0
3.0
4.0
0.280
3.0
3.0
3.0
3.0
3.0
3.0
4.0
24
4.0
OCTOBER 2003
12-15
OCTOBER 2003
12-16
OCTOBER 2003
12-17
TOP
SIDE
RADIUS
RADIUS
(RT)
(RS)
5'-9"
8'-6"
3'-7"
15 37'
2'-4"
5'-2"
6'-2"
10'-3"
3'-7"
15 37'
16'-11"
5'-5"
6'-5"
11'-5"
3'-7"
16'-11"
6'-0"
7'-0"
10'-10"
4'-6"
MAX
BOTTOM
TOP
TOTAL
SPAN
SPAN
RISE
RISE
13'-6"
13'-3"
4'-9"
15'-9"
15'-2"
17'-2"
17'-2"
ANGLE
STEP
BELOW
APPROX.
HORIZ.
(3)
SLOPE
APPROX.
COLLAR
AREA
LENGTH
(SQ. FT.)
5'-6"
9'-11"
63
2'-7"
6'-7"
10'-10"
78
15 37'
2'-10"
7'-4"
11'-4"
88
12 29'
2'-8"
7'-0"
12'-8"
96
NOTES:
1. The Foundation Engineer will determine the suitability of the
foundation material under the structure, and will provide
recommendations relative to subcutting as required.
2. The side excavation limits may be increased as recommended by the
Foundation Engineer.
3. See Bridge Detail Standard Plan Sheet 5-397.744 (Side Elevation) for
step location.
4. Footing width at collar to be 4'-9", see 5-397.744 for footing sizes.
OCTOBER 2003
12.6 10'x10'
Precast Concrete
Box Culvert Design
Example
12-18
This example illustrates the design of a single barrel precast concrete box
culvert. After determining individual load components and assembling
the design load combinations, the design of the flexural reinforcement is
presented. The design example concludes with a shear check and an
axial load capacity check
The inside dimensions of the box culvert are 10'-0" by 10'-0". The fill
height above the culvert is 6'-0". A typical section of the culvert is shown
in Figure 12.8.1.
A. Earth Pressure
Loads
[3.11.5 3.11.7,
12.11.2]
Weights
Reinforcement
Steel
Concrete
Unit
The following material and design parameters are used for this example:
3
Reinforced Concrete
0.150 k/ft
Water
0.062 k/ft
Soil (computed)
0.130 k/ft
Compressive Strength, fc
5.0 ksi
9 in
10 in
Wall Thickness
8 in
Concrete Cover
1.5 in
Crack Control, Z
130 kip/in
Modulus of Elasticity, Es
29,000 ksi
Yield Strength, fy
65 ksi
W20
2 in
3
3
4 in (transv. wires)
8 in (longit. Wires)
The weight of fill on top of the culvert produces vertical earth pressure
(EV). To account for the variability of the fill on top of box culverts a unit
weight of 0.130 kcf is used.
Vertical earth pressures are modified to account for soil structure
interaction. The interaction or the amount of earth load carried by the
culvert is dependent on the construction site and the methods used
during construction. Culverts placed in trench conditions need to carry
less vertical load than those constructed in embankment conditions (the
consolidated material in the adjacent trench walls is typically stiffer than
new embankment material.). The design example assumes the box
culvert will be constructed with embankment conditions.
OCTOBER 2003
12-19
OCTOBER 2003
[12.11.2.2.1-2]
[12.11.2.2.1-1]
12-20
The interaction factor is dependent on the height of fill (H) and the
outside width of the culvert (Bc):
H
6
Fe = 1 + 0.20 = 1 + 0.20
= 1.11 1.15
0.67 + 10.0 + 0.67
B c
The design vertical earth pressure at the top of the culvert is:
EV = WE = Fe DE = 1.11 0.130 6.0 = 0.866 ksf
The lateral earth pressure (EH) on the culvert is found using the
equivalent fluid method. An at-rest, maximum equivalent-fluid unit
weight of 0.060 kcf is used.
At the top of the culvert, the lateral earth pressure is:
EH = eq Z = 0.060 6.0 = 0.36 ksf
At the bottom of the culvert, the lateral earth pressure is:
9
10
EH = 0.060 6.0 +
+ 10.0 +
= 1.05 ksf
12
12
Figure 12.8.2 illustrates the vertical and lateral earth pressures applied to
the box culvert.
OCTOBER 2003
B. Water Load
[3.7.1]
12-21
Designers need to consider load cases where the culvert is full of water
as well as cases where the culvert is empty. A simple hydrostatic
distribution is used for the water load:
At the inside top of the culvert, the lateral water pressure is:
WAtop = 0 .00 ksf
At the inside bottom of the culvert, the lateral water pressure is:
WAbot = z = 0.062 10 = 0.62 ksf
The vertical pressure of 0.62 ksf applied to the bottom of the culvert from
water is assumed to pass directly through the bottom slab into the
subgrade. The water load is illustrated in Figure 12.8.3.
C. Live Load
[3.6.1.3.3]
The approximate strip method is used for the design with the 1'-0" wide
design strip oriented parallel to the direction of traffic (longitudinal
direction.) The design live loads include the HL-93 truck, lane and
tandem loads.
[3.6.2.2]
OCTOBER 2003
12-22
[3.6.1.2.5]
[3.6.1.2.6]
[3.6.1.2.5]
The assumed tire contact area for each wheel has a width of 20" and a
length of 10".
Using the distances between wheel lines, axles, and design lanes, the live
load intensities at the top of the box culvert can be found. For truck and
tandem loadings the influence area or footprint of the live load is found
first. After which, the sum of the weights of the wheels is used to
determine the intensity of the live load. The lane loading is treated
slightly differently from the wheel loads. Wheel loads are assumed to
distribute both longitudinally and transversely. Lane loads are assumed
to be very long and consequently only distribute transversely.
To determine the live load that should be carried into the structural
analysis, use multiple presence factors. One lane loaded for strength and
service limit states uses a multiple presence factor of 1.20. For two lanes
loaded use 1.00. No multiple presence factor should be used for the
fatigue limit state.
Begin by determining
components.
the
intensities
of
the
different
live
wLL =
lane
width MPF
(influence width)
0.064 10 1.20
16.9
= 0.045 ksf
load
OCTOBER 2003
12-23
4 Pw MPF
(influence area)
4 12.5 1.20
14.58 11.75
= 0.350 ksf
D. Select
Applicable Load
Combinations and
Load Factors
[3.4.1]
The load factors for the different load components vary with the limit
state being considered. For this example the following load factors are
used:
Strength
Service
Fatigue
Min.
Max.
Min.
Max.
Min.
Max.
DC
0.9
1.25
1.0
1.0
----
----
EV
0.9
1.3
1.0
1.0
----
----
EH
0.65
1.35
0.5
1.0
----
----
LL
1.75
1.75
1.0
1.0
0.75
0.75
WA
1.0
1.0
1.0
1.0
----
----
For both the strength and service limit states, three load cases will be
considered. The load cases correspond to:
1. Maximum vertical load on the roof and maximum outward load on the
walls: DCmax + EVmax + EHmin + (LL+IM)max + WAmax
2. Minimum vertical load on the roof and maximum inward load on the
walls: DCmin + EVmin + EHmax
3. Maximum vertical load on the roof and maximum inward load on the
walls: DCmax + EVmax + EHmax + (LL+IM)max
OCTOBER 2003
12-24
OCTOBER 2003
12-25
OCTOBER 2003
E. Summary of
Analysis Results
12-26
A structural analysis was performed using a standard commercial matrixanalysis program. The bottom slab of the box culvert was assumed rigid
compared to the subgrade. Reactions to vertical loads applied to the
culvert (earth, water, live load) were assumed to be carried with
uniformly distributed reactions applied to the bottom slab. Box culverts
supported on stiff or rigid subgrades (rock) would require additional
investigation. The fillets were included in the analysis by increasing the
thickness of members near each corner. The internal forces at several
locations of the box are presented in Tables 12.8.1 and 12.8.2. The
forces presented at top, bottom, or end locations are at the location
where the typical section and fillet meet. The first table lists the forces
associated with each load component. The second table contains the
forces at the same locations for the various load combinations.
WA
Fatigue
EH
(range)
EV
LL+IM
DC
Tandem
Moment
Sidewall Bottom
-20.0
-36.9
-4.74
-0.06
-16.17
-8.47
Sidewall Center
-12.2
-42.9
63.1
-27.7
-18.78
-11.84
Sidewall Top
-4.36
-48.8
-4.57
4.54
-21.39
-15.22
-18.3
-96.9
50.8
-20.8
-42.43
-29.19
-7.52
-13.8
50.8
-20.8
-6.03
-1.85
43.4
113
-69.9
32.4
49.49
29.18
5.73
29.8
-69.9
32.4
13.07
8.68
EH
WA
DC
EV
EH
WA
LL+IM
EV
Tandem
DC
LL+IM
Thrust
Tandem
Shear
Sidewall Bottom
0.16
-0.12
3.14
-1.35
-0.05
1.74
4.62
0.00
0.00
2.03
Sidewall Center
0.16
-0.12
-0.16
0.21
-0.05
1.34
4.62
0.00
0.00
2.03
Sidewall Top
0.16
-0.12
-2.50
0.96
-0.05
0.94
4.62
0.00
0.00
2.03
0.00
0.00
0.00
0.00
0.00
-0.16
0.12
3.08
-0.99
0.05
-0.45
-3.46
0.00
0.00
-1.52
-0.16
0.12
3.08
-0.99
0.05
0.00
0.00
0.00
0.00
0.00
0.16
-0.12
4.54
-2.13
-0.05
-1.57
-3.46
0.00
0.00
-1.52
0.16
-0.12
4.54
-2.13
-0.05
OCTOBER 2003
12-27
Moment
Shear
Thrust
Moment
Shear
Thrust
Moment
Fatigue
Thrust
Case 3
Shear
Case 2
Moment
Case 1
Sidewall Bottom
-108
0.45
12.1
-57.6
4.28
5.72
-111
4.18
12.1
-6.35
Sidewall Center
-94.5
0.05
11.6
35.6
-0.18
5.36
-22.6
-0.28
11.6
-8.88
Sidewall Top
-109
-0.73
11.1
-54.1
-3.34
5.00
-117
-3.44
11.1
-11.4
-220
0.00
1.07
-35.1
0.00
4.13
-163
0.00
4.23
-21.9
-26.9
-8.04
1.07
49.4
-3.52
4.13
29.5
-8.04
4.23
-1.39
285
0.00
0.76
46.3
0.00
6.17
204
0.00
6.07
21.9
58.6
-9.44
0.76
-62.4
-4.53
6.17
-22.8
-9.44
6.07
6.51
Thrust
Moment
Shear
Thrust
Moment
Shear
Thrust
Case 3
Shear
Case 2
Moment
Case 1
Sidewall Bottom
-77.5
0.02
8.62
-61.7
3.18
6.36
-79.8
3.12
8.62
Sidewall Center
-72.3
0.11
8.22
8.03
-0.12
5.96
-13.0
-0.17
7.85
Sidewall Top
-74.9
-0.31
7.82
-57.8
-2.46
5.56
-81.7
-2.52
7.82
-158
0.00
0.57
-64.4
0.00
3.04
-112
0.00
3.11
-23.5
-5.61
0.57
29.5
-3.91
3.04
22.8
-5.61
3.11
209
0.00
0.12
86.4
0.00
4.58
142
0.00
4.52
47.7
-6.73
0.12
-34.4
-5.03
4.58
-19.7
-6.73
4.52
The values in Tables 12.8.1 and 12.8.2 include dynamic load allowance
and multiple presence factors.
F. Investigate
Strength Limit
State for Flexure
[5.7.2.2]
[5.7.3.2]
Mu = Mn = A s f y d
2
OCTOBER 2003
12-28
Mu = Mn = A s f y d
2 0.85 f 'c b
Mu = 1.0 A s 65 d
0
.
85
5
.
0
12
.
0
Which becomes:
Mu = 65 A s [d 0.637 A s ]
And eventually:
2
41.41 A s 65 d A s + Mu = 0
Solving the quadratic equation for As:
2
As =
Sidewall:
Size the reinforcement assuming d dimensions based on a W12 wire
1
(dw = 0.391 in) and a clear cover of 1 /2". The trial d of the sidewall
is:
0.391
dw
= 8 1.5
= 6.30 in
2
2
d = (thickness) (clearcover)
The peak moment for tension on the outside face is 117 k-in (top,
2
Strength I: Case 3). The required area of steel is 0.29 in /ft.
The peak moment for tension on the inside face is 35.6 k-in (center,
2
Strength I: Case 2). The required area of steel is 0.09 in /ft.
Top Slab:
For the top slab d is:
0.391
d = 9 1.5
= 7.30 in
2
The peak moment for tension on the outside face is 49.4 k-in (end,
2
Strength I: Case 2). The required area of steel is 0.11 in /ft.
The peak moment for tension on the inside face is 220 k-in (center,
2
Strength I: Case 1). The required area of steel is 0.48 in /ft.
OCTOBER 2003
12-29
Bottom Slab:
0.391
= 8.30 in
2
The peak moment for tension on the outside face is 62.4 k-in (end,
d = 10 1.5
G. Check Crack
Control
[5.7.3.4]
[5.7.3.4-1]
2 dc b
N
2 1.70 12
12/4
= 13.60 in
OCTOBER 2003
12-30
N.A.
d = 6.31"
d-x
nAs
1
2
1
2
b x = n A s (d x)
12 x = 2.52 (6.30 x)
solving, x = 1.43 in
OK
Similar calculations were made for the sidewall inside face and both faces
of the top slab and the bottom slab. See Table 12.6.3 for calculated
values at other locations.
H. Check Fatigue
[5.5.3]
[Table 3.4.1-1]
[3.6.2.1-3.6.2.2]
OCTOBER 2003
Top Slab:
Inside face
Bottom Slab:
Inside face
[5.5.3.2]
12-31
M
As j d
57.8
0.36 5.82
= 27.6 ksi
OK
Top slab:
fmin =
89.8
0.60 6.61
= 22.6 ksi
OK
Bottom Slab:
121.4
fmin =
= 22.5 ksi
0.72 7.51
ff = 21 0.33 22.5 + 8 0.3 = 16.0 > 4.03 ksi
OK
OCTOBER 2003
I. Check Minimum
Reinforcement
[12.11.4.3.2]
12-32
J. Check Maximum
Reinforcement
Limit [5.7.3.3.1]
Sidewall:
Outside face
c=
a
1
= 0.57 in
c
d
0.57
6.30
OK
= 0.09
Top Slab:
Inside face
0.96 in
1.15 in
c
d
0.96
7.25
= 0.13
OK
= 0.14
OK
Bottom Slab:
Inside face
c
d
1.15
8.26
OCTOBER 2003
12-33
Strength
Sidewall
Outside
Inside
Outside
Inside
Outside
Moment (k-in)
35.6
112.6
210.9
49.4
274.7
55.9
Assumed d (in)
6.30
6.30
7.30
7.30
8.30
8.30
0.09
0.29
0.48
0.11
0.55
0.12
Moment (k-in)
8.0
79.2
153.1
22.8
203.4
46.2
W4 @ 4"
W12 @ 4"
W20 @ 4"
W4 @ 4"
W18 @ 3"
W4 @ 3"
AS (in /ft)
0.12
0.36
0.60
0.12
0.72
0.12
d (in)
6.39
6.30
7.25
7.39
8.26
8.39
A (in )
12.88
13.60
14.00
12.88
11.04
9.66
fsa (ksi)
39.0
39.0
39.0
39.0
39.0
39.0
jd (in)
6.10
5.82
6.61
7.07
7.51
8.00
fs (ksi)
10.9
39.0
38.6
26.9
37.4
36.1
11.4
21.9
21.9
Min. Moment
57.8
89.8
121.4
fmin (ksi)
27.6
22.6
22.5
ff (ksi)
15.1
15.9
16.0
fs (ksi)
5.44
5.52
4.05
0.19
0.19
0.22
0.22
0.24
0.24
0.09
0.13
0.14
Spacing (in)
Service
Fatigue
Bottom Slab
Inside
Min/
Max
Check
Top Slab
/d
K. Summary of
Required Flexural
Reinforcement
As = 0.36 in /ft
2
As = 0.19 in /ft
Top Slab:
Outside face
Inside face
As = 0.22 in /ft
2
As = 0.60 in /ft
Bottom Slab:
Outside face
Inside face
As = 0.24 in /ft
2
As = 0.72 in /ft
OCTOBER 2003
L. Check Shear
[5.8.1]
[5.14.5.3]
12-34
The concrete shear strength for box culvert slabs is given by:
As
V d
Vc = 0.0676 f 'c + 4.6
u e b de
b de
Mu
Except under deep fills the shear capacity rarely governs. To simplify the
calculations drop the second term in the brackets and use:
'
Vc = 0.0676 fc b de
Sidewall
The maximum design shear is:
Vu = 4.28 kips
The capacity is:
Top Slab
The maximum design shear is:
Vu = 8.04 kips
The capacity is:
OK
Bottom Slab
The maximum design shear is:
Vu = 9.44 kips
The capacity is:
M. Check Thrust
OCTOBER 2003
12-35
load effects. Without stirrups in the section, the resistance factor for
compression is 0.70.
[Eq. 5.7.4.5-3]
0.10 f'c A g = 0.10 0.70 5.0 (8.0 12.0) = 33.6 >> 12.1 kips
By inspection, the section has adequate axial capacity. Note that the
bending capacity of the sidewalls would benefit from the applied axial
force. Since the benefit is small, the interaction is neglected.
N. Summary
Figure 12.6.5 illustrates the required reinforcing for the inside face and
outside face of the sidewalls, top slab, and bottom slab.
Note that if reinforcing bars are used rather than welded wire fabric, the
required reinforcement must be increased by a factor of 65/60 = 1.08 to
account for the difference in yield strength. Also, crack control must be
rechecked.
OCTOBER 2003
13. RAILINGS
13-1
13.1 Materials
13.2 Design
Requirements
Reinforced concrete, steel, and timber are all used for railings. The
majority of traffic railings are reinforced concrete. Bridges with timber
decks on low volume secondary roads may have timber railings.
Pedestrian and bicycle railings are often painted steel.
OCTOBER 2003
13-2
Crash testing has shown that during impact vehicles slide along the top of
the railing and parts of the vehicle, especially the boxes on trucks, extend
beyond the face of the railing a considerable distance. Attachments to
bridge railings, such as architectural metal railings or objects just behind
the railing (such as light poles), must address safety concerns presented
by this encroachment including:
1) Snagging on posts which can result in the attachment (i.e., post)
penetrating the occupant compartment or causing the vehicle (i.e.,
hood) to penetrate the cab.
2) Spearing objects, such as a horizontal railing member, penetrating
windshields and injuring occupants.
3) Debris falling onto traffic below.
Attachments within the area of encroachment shall be designed to break
away before severely damaging the vehicle, contain any debris from
damaging traffic below, and have no members, such as rail ends, which
might spear the occupant compartment. Ends of rails shall be sloped at
45 degrees or flatter to reduce the chance of spearing. Posts shall be set
back from the face of railing to minimize snagging.
Small sections of curb or sidewalk placed in front of railings cause
vehicles to vault up onto the railing. For this reason sidewalks with a
projection between 9" and 3'-6" from the face of railing are not allowed
and curb heights are limited to a maximum of 8".
Railing designs shall include consideration of safety, cost, aesthetics and
maintenance. Safety shapes (Types J and F) were developed to minimize
damage to vehicles, as well as to contain and redirect vehicles back onto
the roadway, and have low initial and maintenance costs. Use of designs
that allow for easy replacement of damaged sections and use of standard
railings can minimize maintenance costs since replacement components
can be stockpiled. Coatings on metal railings should be as durable as
possible to withstand the harsh environment of snow and salt.
Three general classes of bridge railings are Traffic Railings, Pedestrian or
Bicycle Railings, and Combination Railings. Bridge cross sections showing
these three classes are shown in Figure 13.2.1. Railing classes are
further defined in the following sections. Also, refer to Table 13.2.1 for
guidance on standard rail applications.
OCTOBER 2003
Figure 13.2.1
13-3
Rail
Type
Traffic
TL-4
TL-4
TL-4
TL-4
TL-4
TL-4
TL-4
TL-5
TL-5
TL-4
Test
Level
Description
Traffic Only
Traffic Only
Traffic Only
Traffic Only
2'-8" tall
4'-8" tall
4'-8" tall
2'-8 tall
4'-8" tall
2'-8" tall
Comment
Traffic Only
Application
All
All
All
All
All
All
All
All
> 40 mph
All
Speed
Limit
OCTOBER 2003
13-4
Rail
Type
TL-2
TL-2
TL-4
TL-2
TL-2
TL-2
Test
Level
Description
# 40 mph
# 40 mph
# 40 mph
All
Application
(cont.)
# 40 mph
# 40 mph
Speed
Limit
Comment
OCTOBER 2003
LRFD BRIDGE DESIGN
13-5
Rail
Type
TL-2
TL-2
TL-2
TL-2
TL-2
TL-2
Test
Level
Cloquet Railing
Bridge No. 09008 and 09009
Description
Highway bridges with walks. This rail
is used on the outside edge of walk
and meets bicycle and protective
screening requirements.
Outside edge of walk on highway
bridges with sidewalks where bicycle
traffic on the walk is expected and
protective screening is not required.
Highway bridges with walks. This rail
is used on the outside edge of walk
and meets bicycle and protective
screening requirements.
Highway bridges with walks. This rail
is used on the outside edge of walk
and meets bicycle and protective
screening requirements.
Highway bridges with walks. This rail
is used on the outside edge of walk
and meets bicycle and protective
screening requirements.
Highway bridges with walks. This rail
is used on the outside edge of walk
and meets bicycle and protective
screening requirements.
# 40 mph
# 40 mph
# 40 mph
# 40 mph
# 40 mph
Application
(cont.)
# 40 mph
Speed
Limit
Comment
OCTOBER 2003
LRFD BRIDGE DESIGN
13-6
Rail
Type
Bicycle / Pedestrian
N/A
TL-2
Bike &
Ped.
Ped.
Bike &
Ped.
Lexington Rail
Bridge No. 62823
Bike &
Ped.
Bike &
Ped.
Ped.
Test
Level
Description
N/A
# 40 mph
Yes
No
No
No
No
No
Prot.
Screen
(cont.)
Application
Comment
NOTES:
1. Crash testing levels refer to NCHRP Report 350. The structural tube traffic rail (Bridge Details Manual Part II, Fig. 5-397.157) and bicycle rail
attachment to Type F rail (Bridge Details Manual Part II, Fig. 5-397.158) were developed by Minnesota and crash tested through the pooled fund
program. Combination railings with the 2'-4" parapet have been judged to meet crash Test Level 2 (TL-2) by comparison to other crash tested vertical
face railings.
2. Railing heights are measured to the finished surface (top of wearing course).
3. Information on current costs of these railings may be obtained from the Bridge Estimating Unit. Contact Jeff Southward at (651) 747-2156.
4. Combination railings may also be used as bicycle/pedestrian railings. The 2'-4" parapet permits a wider spacing of spindles (6" openings rather than
the 4", which is required in the lower 27").
Other
OCTOBER 2003
LRFD BRIDGE DESIGN
13-7
OCTOBER 2003
13.2.1 Traffic
Railing
13-8
OCTOBER 2003
13-9
13.2.2 Pedestrian
/ Bicycle Railing
See Guidelines for Attachments to Bridge Rails and Median Barriers by Keller, Sicking, Faller,
Polivka & Rhode, Draft Report April 13, 2001, pages 6 and 19.
See Guidelines for Attachments to Bridge Rails and Median Barriers by Keller, Sicking, Faller,
Polivka & Rhode, Draft Report April 13 ,2001, page 28. 9" offset at 40 mph judged acceptable
based on 12" offset at 45 mph.
OCTOBER 2003
13-10
through the railing. The Uniform Building Code requires a 4" maximum
opening.
13.2.3
Combination
Railing
13.2.4 Protective
Screening
OCTOBER 2003
13-11
13.2.5
Architectural /
Ornamental
Railings
Position Statement:
Railings are included with other aesthetic costs of the bridge. Mn/DOT
participation is limited to 5%, 7% or 15% of the cost of a basic bridge,
depending on the aesthetic level of the bridge.
Cost participation of architectural/ornamental railings on local bridges are
generally funded to the prorated cost of standard railing or chain link
OCTOBER 2003
13-12
fence. Consult the State-Aid for Local Transportation Office for conditions
on bridge funding eligibility.
13.3 Design
Examples
Two design examples follow. The first illustrates the design procedures
associated with a conventional F rail safety barrier. The second design
example illustrates the steps undertaken for the design of adhesive
anchors to support a metal railing.
13.3.1 F Rail
Design Example
A. Design Forces
and Dimensions
[13.7.3.2]
TL-4 Railing
Ft Transverse (kip)
54
FL Longitudinal (kip)
18
18
Lt and LL (ft)
3.5
Lv (ft)
18
32
32
The design is based on yield line analysis methods and has three
variables:
Mb-the flexural capacity of the cap beam (if present)
Mw-the flexural capacity of the railing about its vertical axis
Mc-the flexural capacity of the railing about a horizontal axis
LRFD Article 13.1 cautions designers that railings placed on retaining
walls or spread footings may require investigation beyond that presented
in this example. The governing or controlling yield line mechanism is
OCTOBER 2003
13-13
Figure 13.3.1.1
OCTOBER 2003
13-14
Figure 13.3.1.2
Figure 13.3.1.3 contains a rail elevation detail that identifies the location
of interior and end regions. The length of end regions and interior
regions is dependent on the relative flexural capacities of the railing (Mw
and Mc.) The design example uses Lce to represent the length of end
regions and Lci to represent the length of interior yield line mechanisms.
Holding Mw constant, rail sections with larger Mc resistances have shorter
and steeper yield line mechanisms.
Designers should note that in addition to inclined yield lines, one-way
cantilever resistance of the rail should be investigated for rail segments
with lengths less than twice Lce.
B. Rail Flexural
Resistance
OCTOBER 2003
[CA13.3.1]
13-15
13-16
Figure 13.3.1.3
OCTOBER 2003
OCTOBER 2003
Figure 13.3.1.4
13-17
OCTOBER 2003
[5.7.3.2]
[1.3.2.1]
13-18
Mn = A s f d
y
As = 0.20 in2
fy = 60 ksi
a = c1 =
a
2
0.42
2
BAR
A stotal fy
0.85 f'c b
4 0.20 60
0.85 4.0 34
= 0.42 in
= 0.21 in
d (in)
Lever Arm
a
d (in)
2
Mni for
Inside Face
Outside Face
Tension (k-in)
Tension (k-in)
83.5
7.17
6.96
7.94
7.73
8.30
8.09
9.07
8.86
9.43
9.22
11.93
11.72
10.14
9.93
14.87
14.66
92.8
97.1
106.3
110.6
140.6
119.2
175.9
Totals
410.4
Mni 410.4/12
=
= 12.08 kip-ft/ft
H 2.83
Mwi =
Mno 515.6/12
= 15.18 kip-ft/ft
=
H 2.83
Mwo =
Mno for
515.6
OCTOBER 2003
13-19
For interior rail regions there is one outside tension yield line and two
inside tension yield lines. Compute the average Mw:
Mwint =
2 Mwi + 1 Mwo
3
2 12.08 + 1 15.18
3
= 13.1 kip-ft/ft
Figure 13.3.1.5
OCTOBER 2003
13-20
Similar to the interior region, the lever arm is found by subtracting off
one half of the depth of the flexural compression block.
a
d
y
2
Mn = A s f
As = 0.20 in2
fy = 60 ksi
a = c1 =
a
2
0.32
2
A stotal fy
0.85 f'c b
0.62 60
0.85 4.0 34
= 0.32 in
= 0.16 in
Capacities Mn for the end region are listed in the following table.
Mn for
BAR
Embedded
Bar
Developed
Length
Development
Bar Area
(in)
Fraction
d (in)
As (in )
Lever
Inside
Arm
a
d (in)
2
Face
Tension
(k-in)
36
1.00
0.20
7.17
7.01
84.1
24.9
1.00
0.20
8.30
8.14
97.7
10.9
0.91
0.18
9.43
9.27
100.1
2.1
0.18
0.04
10.14
9.98
24.0
Total
0.62
Total
305.9
Mw is found by averaging the capacity of the rail over the height of the
rail.
Mwend =
Mn 305.9/12
H = 2.83 = 9.0 kip-ft/ft
Determine Mc
The F rail does not have a uniform thickness. Consequently the d
dimension of the vertical reinforcement varies with the vertical location in
the rail. Averaged d dimensions are used to compute Mc separately for
the top and bottom sections. Then a weighted average of the two
sections is taken to determine Mc for the entire rail section. Using d
OCTOBER 2003
13-21
Location
d (in)
Top
7.43
Mid Top
9.67
Mid Bottom
10.94
Bottom
14.27
Average d (in)
8.55
12.61
atop = c1 =
A stop fy
0.85 f'c b
0.31 60
0.85 4.0 12.0
= 0.46 in
atop
0.46 1
= 1.0(0.31)(60) 8.55
2
2 12
= 12.9 kip-ft/ft
For the bottom portion, the R1601E bars are not fully developed at the
rail / deck interface. Determine bar development fraction:
For a straight #16 bar, the basic development length l db is:
l db =
1.25A b fy
'
fc
1.25(0.31)(60)
4
= 11.63 in
GOVERNS
Using modification factors for epoxy coating (1.2) and bar spacing > 6"
with > 3" cover (0.8), the straight bar development length is:
l d = 1.2 (0.8) (1500) = 14.40 in
For a hooked #16 bar, the basic development length l hb is:
l hb =
38.0 db
'
fc
38.0(0.625)
4
= 11.88 in
OCTOBER 2003
13-22
Using modification factors for epoxy coating (1.2) and cover (0.7), the
hooked bar development length is:
l dh = 1.2 (0.7) (11.88) = 9.98 in
Therefore, the benefit derived from the hook is:
14.40 9.98 = 4.42 in
The R1601E bar is hooked with an embedment of 4.23 in.
Then the development fraction is:
Fdev =
4.23 + 4.42
14.40
= 0.60
A sbot fy
'
0.85 fc
0.23 60
0.85 4 12
abot
Mcint =
0.34 1
12.9(1.83)+ 14.3(1.00)
2.83
= 0.34 in
OCTOBER 2003
A stop fy
0.85 f'c b
0.62 60
0.85 4 12
13-23
= 0.91 in
atop
0.91 1
= 1.0(0.62)(60) 8.55
2
2 12
= 25.1 kip-ft/ft
The average effective Asbot = 0.75 (0.62) = 0.47 in2/ft
abot = c1 =
M
A sbot fy
0.85 f'c b
0.47 60
0.85 4 12
cbot
= Mn = A sbot fy dbot
= 0.69 in
abot
0.69 1
= 1.0(0.47)(60) 12.61
2
2 12
= 28.8 kip-ft/ft
Then M
cend
C. Flexural
Capacity
Check
25.1(1.83)+ 28.8(1.00)
2.83
With Mw and Mc computed for an interior and end region, the resistance
of the railing can be computed with the equations in LRFD Article A13.3.1
Check the capacity of an interior region.
With Mbint = 0, Mwint = 13.1 kip-ft/ft and Mcint = 13.4 kip-ft/ft, the length
of the yield line mechanism and the resistance of the mechanism can be
found:
2
L t 8 H (Mbint + Mwint H)
L ci =
+ +
= 9.9 ft
2
Mcint
2
Lt
[Eqn A13.3.1-2]
[Eqn A13.3.1-1]
R wi
M
L
2
cint
ci
=
= 93.3 kips
8 Mbint + 8 Mwint H +
H
2 L ci L t
Lt
2
Mbend + Mwend H
L t
= 4.2 ft
2 + H
M
cend
OCTOBER 2003
[Eqn A13.3.1-3]
R we
13-24
2
Mcend L ce
2
= 77.6 kips
=
Mbend + Mwend H +
H
2 L ce L t
Use shear friction methods to evaluate the shear capacity of the joint
between the deck and railing.
Assume that Ft and FL occur
simultaneously.
The resultant shear force is
2
Vres = Ft + FL
[5.8.4]
= 54 + 18
= 56.9 kips
The basic shear capacity equation for a section using shear friction is:
Vn = [c A cv + (A
vf
f + P )]
y
56.9
2
= 1.76 in
=
v fy 0.90 0.60 60
A vfr eq =
Vres
A vfreq 1.76
=
= 5.7 legs
A b 0.31
Check the interior region first. Assuming the #16 bars are at the
maximum spacing of 12" and the Lci dimension is 9.9 feet, 10 bars will be
provided.
At the end region, nine #16 bars are provided in the end 4.2 feet (Lce).
Both interior and end regions have adequate shear capacity at the deck
railing interface.
OCTOBER 2003
E. Summary
13-25
13-26
Figure 13.3.1.6
OCTOBER 2003
OCTOBER 2003
13.3.2 Adhesive
Anchor Design
Example
13-27
Figure 13.3.2.1
OCTOBER 2003
13-28
Figure 13.3.2.1 presents the typical railpost detail for the railing.
maximum distance between railposts is 10'-0".
The
[Table 3.4.1-1]
Using a load factor of 1.75 for live load results in a design shear of:
Vu = 1.75 PLL = 1.23 kips
Per Figure 13.4.1, the lever arm from top rail to top of concrete is 2.17
feet. The design moment at the bottom of the base plate is:
Mu = Vu d = (1.23) (2.17) = 2.66 k - ft = 31.9 k-in
B. Railpost
[6.12.2.2.4b]
OCTOBER 2003
13-29
[6.5.4.2]
b d2
0.5 42
=
= 1.33 in3
6
6
This is greater than Mu (31.9 k-in). So, the post has adequate capacity.
C. Base Plate
A plan view of the base plate is shown in Figure 13.3.2.2. Assume that
the critical section occurs at the face of the vertical post (1" from the
edge of the plate on the compression side).
Figure 13.3.2.2
Conservatively assume that the compression reaction acts at the edge of
the base plate. The internal lever arm between the anchors and the
compression edge of the plate is 5". Dividing Mu by this lever arm results
in the size of resisting tensile and compressive forces (6.38 kips each).
Multiplying the compressive force by its lever arm to the face of the post
results in a design moment of 6.38 k-in. The resisting moment at the
OCTOBER 2003
13-30
face of the column is the capacity of the plate in the 7-inch direction less
two anchor bolt holes.
Splate =
(7 2.9375) 0.52
= 0.214 in3
6
D. Adhesive
Anchor
Design Forces
Vu
1.23
=
= 0.68 kips/bolt
4 a
4 0.45
Tension Force
Determine the required tension capacity of the anchors using the
overturning moment Mu (31.9 k-in). As a simplifying design practice
Mn/DOT uses the distance between anchor rods as the flexural lever arm:
Tu =
Mu
31.9
=
= 7.98 kips
4
4
Tu
= 8.87 kips
2 a
OCTOBER 2003
E. Adhesive
Anchor Shear
Capacity
13-31
Ab =
d2
4
0.6252
4
= 0.31 in2
Each anchor rod will be subject to one shear plane. Assume that threads
are included in the shear plane. Use LRFD Equation 6.13.2.7-2 to
determine the capacity.
R n = 0.38 A b Fu Ns = (0.38) (0.31) (58) (1) = 6.83 kips
OCTOBER 2003
13-32
influence area requires an end distance at least as large (4"); 9.75 inches
is provided. End effects need not be considered for shear. The assumed
influence area for tension (41) is 0.875 horizontal on 1 vertical for
adhesive anchors. Solving for the embedment where end effects can be
ignored:
0.875
9.75
=
1
Embedment
Embedment = 11.14 in
End effects need only be considered for anchors embedded more than
11.14 inches.
Figure 13.3.2.3
Two Anchor Shear Interface Area
(From Klingner)
2
c
2
4
OCTOBER 2003
13-33
2
+ sin( ) c12 = 49.6 in2
A v =
180
Vc_interface = 4 f'c =
4 4000
= 0.253 ksi
1000
[Klingner]
F. Adhesive
Anchor
Tension
Capacity
[6.13.2.11]
Vc2 12.54
=
= 6.27 kips
2
2
This is much larger than the demand of 0.68 kips. Because the shear
demand is less than 20% of the shear capacity, ignore the interaction
effects between shear and tension.
1. Steel Capacity
Determine the capacity of the anchor rods. Begin by checking if interaction
effects need to be considered.
Pu
0.68
=
= 0.10 0.33
Rn
6.83
The tension capacity can be found without considering shear. The tension
capacity of each bolt is:
Tsteel = 0.76 A b Fub = (0.76) (0.31) (58) = 13.66 kips
bond = 2 ksi
L steel =
bond
Tsteel
13.66
=
= 3.48 in
danchor
(2) ( ) (0.625)
OCTOBER 2003
13-34
The anchors tensile capacity is most likely controlled by the capacity of the
concrete. The capacity of the concrete must be reduced for edge effects and
group effects.
Edge Effect
The edge-effect correction is independent of the depth of embedment.
It is only dependent on the ratio of the edge distance to the diameter of the
anchor.
[Klingner]
Edge factor =
0.4
10
c1
danchor
0.4 4
+ 0.60 =
+ 0.60 = 0.86
10 0.625
Group Effect
The reduction in capacity due to group effects is a ratio of the sum of
influence areas for single anchors to that of the group. It is dependent on
the depth of embedment and the spacing between anchors.
Try an
embedment length of 4".
he = 4 in
The spacing between anchors (S1 dimension) is 4.5 inches. Therefore, use a
group effect reduction in capacity.
Figures 13.3.2.4 and 13.3.2.5 show the influence areas for anchors with an
embedment of 4".
The influence area of a single anchor is:
A o = 3 he
The influence area of two anchors with s1 equal to 4.5 inches is:
A n2 = 1.75 he (1.75 he + s1 )
1.75 (4) (1.75 (4) + 4.5) = 80.5 in2
Group factor =
A n2
80.5
=
= 0.84
2 Ao
2 48
OCTOBER 2003
Figure 13.3.2.4
Figure 13.3.2.5
13-35
OCTOBER 2003
13-36
bond danchor
Tn
Edge factor Group factor
8.87
(2) (0.625) (0.86) (0.84)
= 3.13 in
OCTOBER 2003
14-1
14.1 Bridge
Movements and
Fixity
To determine movements for bearings and joints, the point of fixity must
be established for the bridge or bridge segment. The point of fixity is the
neutral point on the bridge that does not move horizontally as the bridge
experiences temperature changes.
Use the following guidance in
determining bridge fixity:
For single span structures, fix the bearings at the low end of the
bridge.
OCTOBER 2003
14.2 Expansion
Joints [14.5.3.2]
14-2
14.2.1 Thermal
Movements
[Table 3.4.1-1]
14.2.2 Expansion
Joint Opening
For movements of /4" to 4", use strip seal expansion devices. Design
1
joints to have a minimum opening of /2" between the steel elements
(extrusions) of the joint.
The standard strip seal device is a Type 4.0, which has a movement
capacity of 4". Bridges on a horizontal curve or with a skew over 30
must accommodate racking or transverse movements as well. For
these situations use a Type 5.0 strip seal (5" capacity).
For skews less than 30:
For expansion distance less than 150'-0", dimension opening at 2"
at all temperatures.
OCTOBER 2003
14-3
14.2.3 Expansion
Joint Detailing
Show the elevation at the top of the extrusion at crown break points,
gutter lines, and the start and end of curved sections. Dimension the
lengths for straight and curved portions of the expansion joint.
When the skew is greater than 50, curve the expansion joint ends. Use
a 2'-0" radius if possible when a curve is needed. In no case can the
radius be less than 1.5 feet. Terminate the curved section 6" from gutter
line.
Use bend-up details for all bridges with curbs or barriers. For bridges
with skewed joints, verify that the bend-up details in the barrier do not
project out of the front face of the rail.
Use snowplow protection for expansion joint devices (Bridge Details Part
II Fig. 5-397.628) when joints are skewed greater than 15 and less than
50.
14.2.4 Modular
Expansion Joints
Modular expansion joints shall be used when dividing the bridge into
segments will not reduce the joint expansion to less than 4". Provide
joint setting schedules with modular joints.
Note that conventional modular joints are one-directional units. Bridges
with skews or horizontal curvature may require the use of swivel
modular joints.
These accommodate lateral movement as well as
longitudinal movements.
OCTOBER 2003
14.3 Bearings
14-4
Bearing:
Transfers vertical load
Resists lateral movement
Allows longitudinal rotation
[4.7.4.4]
[3.10.9]
14.3.2 Bearing
Details
OCTOBER 2003
14-5
14.3.3 Elastomeric
Bearings
OCTOBER 2003
14-6
14.3.3.1 Design
Elastomeric bearings are to be designed using Method A of the AASHTOLRFD Specifications. Designs shall be based on an elastomer with a
durometer hardness of 55. The minimum shear modulus (G) for this
material is 115 psi. The maximum shear modulus is 165 psi.
For Mn/DOT bridges with curved plate bearings, rotations need not be
considered in the design.
[14.7.6.3.4]
[Table 3.4.1-1]
Use /8" steel reinforcing plate for reinforced elastomeric bearing. Holes
are not permitted in elastomeric bearings.
OCTOBER 2003
14-7
Additionally, the length of each side of the bearing must be greater than
three times the total elastomer thickness for the bearing (hrt):
3 hrt A or B
14.3.3.1.2
Minimum
Compressive Load
[14.7.6.4]
[14.6.3.1]
Hu = G A pad u
hrt
Therefore
min
G A pad
u
hrt
Based on past performance, a load factor equal to 1.0 is used with a 750F
temperature change and the maximum shear modulus to calculate Hu.
Also, we know that Apad = A B.
Then the minimum required compressive load is:
Pmin 5 0.165 A B
which becomes
1.0 h
hrt
Pmin 0.825 A B
1.0 h
hrt
If the check is not satisfied, revise the number and/or thickness of the
laminates as needed.
If the requirement still cannot be met, the
standard curved plate expansion bearing assemblies (B318 and B355)
contain knock-off weld studs welded to the bearing plate. The studs can
be considered as a mechanism that secures the pads.
14.3.3.2 Fixed
Bearings
OCTOBER 2003
14-8
14.3.3.3
Expansion
Bearings
14.3.4 Pot
Bearings
Use pot or disk bearings where the loads are too high or the movements
and rotations are too large to be readily accommodated with elastomeric
bearings.
All applicable design loads and movements for pot bearings must be
provided in the contract documents. Due to a variety of preferences
among pot bearing fabricators, explicit details are not provided in the
plans. Instead, the fabricator determines the sizes of all of the bearing
components, from the masonry plate to the sole plate. As a guide, the
following equation may be used to estimate the height of the assembly
for design:
Height (inches) = 6.5 + Load (kips) / 400
Include the following note on the appropriate substructure sheets when
pot bearings are used:
Final construction elevations for bridge seats shall be
determined based on the actual height of pot bearing
assemblies furnished by the Contractor.
Any required
adjustment of seat elevations shall be made by the Contractor
at no cost to Mn/DOT.
Fixed pot bearings provide rotation, but no movement.
Guided expansion pot bearings allow for free movement in one
direction and provide rotational capacity. However, movement
perpendicular to the free movement direction is restrained. For curved
bridges, assume the free movement direction to be along a chord
connecting the ends of the beam. Guide bars must resist a minimum of
10% of the vertical load applied to the bearing.
Expansion pot bearings provide for rotation and unguided movement
in all horizontal directions.
14.3.5 Other
Types of Bearings
All bearings details below are for repair and replacement and are not for
new construction.
OCTOBER 2003
14-9
Steel Bearings
This type of bearing does not contain elastomeric components to
accommodate horizontal movement. Rather, horizontal movement takes
place at the interface of a machined masonry plate and a lubricated
bronze plate. Bridge Details Part I B351, B352, and B353 detail fixed,
expansion, and guided expansion steel bearings respectively. B352 and
B353 have been archived, but can be retrieved if necessary for a repair
plan.
Modify the standard bearings as necessary to accommodate unusually
wide flanges or to provide movement capacities greater than those
permitted with the standard details.
Check the clearances on the guide bars for curved bridges.
To reduce the possibility of generating large lateral forces in wide bridges
supported on steel bearings, do not use guided and fixed bearings for
beam lines outside of the center 45'-0" of the bridge (distance measured
along the substructure).
Bearings for Railroad Bridges
Due to the extremely large loads associated with railroad bridges, rocker
bearings or pot bearings are normally required. Rocker bearings may be
considered for other applications where there is a combination of large
load and large movement.
Width
For prestressed concrete beams, the width (H) is set equal to the bottom
flange width of the beam (round down to the nearest 2"). The width may
change slightly (two to four inches) for special designs. For steel beams,
the width is equal to the width of the bearing pad (B).
Length
1
The minimum length of the curved plate is 4 /2". The next permitted
length is 6", after which the length may be increased by increments of 2"
up to a maximum of 12". If the bearing plate thickness exceeds 2",
increase the length of the curved plate to reduce the length of the
cantilever for the bearing plate design. Try to balance the bearing plate
thickness and the curved plate thickness.
OCTOBER 2003
14-10
Radius
The radius of curved plates is to be no less than 16". Check contact
stresses to make sure that an adequate radius is provided. If a radius
larger than 16" is required, it should be noted on the bearing details.
Width
For prestressed concrete beams, width (E) is equal to the curved plate
width (H) plus 1" for expansion bearings and plus 8" for fixed bearings.
For steel beams, width (E) is equal to the curved plate width (B) plus 2"
for expansion bearings and plus 10" for fixed bearings.
Length
The length of the bearing plate (C) is 2" larger than the bearing pad
length (A).
Width
The width of the sole plate is 2" larger than the curved plate width (B).
The width cannot be equal to the beam flange width because of the fillet
weld used to attach the sole plate to the flange. Increase the sole plate
width by 1" if this occurs.
Length
The minimum length is 6". Increase in 2" increments up to a maximum
of 10". Increase the length of the sole plate if the required thickness is
greater than 2".
OCTOBER 2003
14.7 Tables
14-11
The following four tables contain standard curved plate bearing designs
for prestressed concrete and steel beam superstructures:
Table 14.7.1 Fixed Bearing for Prestressed Beams
Table 14.7.2 Expansion Bearing For Prestressed Beams
Table 14.7.3 Fixed Bearing for Steel Beams
Table 14.7.4 Expansion Bearing for Steel Beams
24
14
C
(in.)
E
(in.)
F
(in.)
G
(in.)
H
(in.)
J
(in.)
Min. Radius
(in.)
12
Shape Factor
253
/2
8.0
14
34
1 1 /2
4 1 /2
26
1 1 /4
18
81M
B
(in.)
296
8.8
16
21
through
A
(in.)
DL + LL Max.
(kips)
338
16
9.6
18
24
27M
Beam Size
(in.)
380
18
/4
6.9
20
1 1 /2
27
422
20
7.3
22
2 1 /4
30
OCTOBER 2003
14-12
A
(in.)
B
(in.)
D
(in.)
265
12
24
1 1 /4
336
14
384
16
401
20
C
(in.)
E
(in.)
F
(in.)
G
(in.)
H
(in.)
J
(in.)
Min. Radius
(in.)
Shape Factor
DL + LL Max.
(kips)
81M
through
27M
Beam Size
(in.)
/2
8.0
14
27
1 1 /2
4 1 /2
26
1 1 /4
19
8.8
16
24
9.6
18
27
7.3
22
2 1 /4
1 3 /8
29
/4
h
= 0.825 () A B
h rt
Width
(in.)
16
18
20
22
Length
(in.)
10
13/8
1
1 /4
11/2
17/8
1 /2
17/8
1 /4
21/8
1 /4
11/4
352
316
281
246
207
153
105
285
253
221
178
133
91
225
192
151
113
20
16
18
12
14
20
18
10
18
16
14
12
10
16
12
14
14
10
12
16
10
14
A
/2
/2
/2
/2
Plain Pad
Thick. (in.)
10.0
9.5
8.9
8.2
7.5
6.7
5.7
9.0
8.5
7.9
7.2
6.4
5.5
8.0
7.5
6.9
6.2
5.3
7.0
6.5
5.8
5.1
22
18
20
14
16
30
28
12
10
20
18
16
14
12
10
18
14
16
16
12
14
26
12
10
24
10
13/4
17/8
11/8
11/2
4 /2
41/2
17/8
13/4
1 /2
1 /8
13/4
11/8
13/8
41/2
13/8
1
41/2
20
18
16
14
2 /8
15/8
11/2
13/8
11/4
15/8
11/2
1 /8
15/8
11/2
13/8
11/8
11/2
11/4
11/8
1 /4
11/4
157
124
78
93
65
DL + LL
Max. (kips)
11/4
18
16
Size (in.)
Bearing Pad
2 /4
15/8
1 /4
11/2
1 /8
1 /2
1 /8
11/4
11/4
11/4
15/8
11/2
11/4
11/4
14
1 /4
11/4
11/4
11/4
11/4
12
10
Thickness (in.)
Shape
Factor
OCTOBER 2003
14-13
Width
(in.)
24
26
Length
(in.)
10
11/4
13/8
11/2
15/8
17/8
13/4
17/8
21/8
23/8
13/8
11/4
11/4
20
DL + LL
Max. (kips)
22
408
16
18
337
340
464
22
14
295
20
12
253
401
24
10
194
20
353
18
16
309
348
22
14
12
10
271
232
173
Size (in.)
Bearing Pad
/4
/2
/4
/2
Plain Pad
Thick. (in.)
1
7.7
7.3
6.9
9.6
8.8
8.0
7.1
7.3
7.0
9.9
9.3
8.6
7.8
6.9
16
18
24
22
14
20
34
24
12
22
18
20
32
16
14
12
11/2
17/8
17/8
10
11/4
13/4
41/2
21/8
1
13/4
13/4
17/8
41/2
24
22
23/4
23/8
17/8
15/8
11/2
13/8
11/4
23/8
21/4
15/8
11/2
13/8
11/4
11/2
11/4
11/2
17/8
13/8
13/4
11/4
11/4
11/2
18
16
14
Thickness (in.)
Shape
Factor
OCTOBER 2003
14-14
10
13/4
7
1 /8
21/8
2 /4
23/8
1 /8
11/2
11/4
11/4
11/4
11/4
360
400
320
20
18
16
14
12
240
265
10
18
200
140
324
16
14
228
280
12
10
16
14
12
216
177
122
235
224
192
10
20
18
16
14
11/4
11/8
11/4
11/8
1 /4
11/8
11/8
D
/8
/8
/8
/2
/2
/8
/2
Laminate Thick.
(in.)
9.5
10.0
8.9
8.2
10.0
8.9
7.6
9.0
8.5
7.9
9.6
8.6
7.4
8.0
10.0
9.1
8.2
7.1
9.3
8.6
7.8
6.8
5.6
22
18
20
16
14
12
10
20
18
16
14
12
10
18
16
14
12
10
16
14
12
10
C
22
20
18
16
E
13/4
11/2
17/8
11/8
13/4
20
18
1 /8
13/4
11/2
11/8
1 /8
13/4
11/2
16
1 /8
1
14
B
10
6
8
41/2
41/2
41/2
41/2
2 /8
27/8
2
2 /8
3
15/8
11/2
13/8
11/8
11/2
13/8
11/8
17/8
15/8
11/2
13/8
11/8
15/8
11/2
11/4
1 /8
15/8
2
11/4
11/4
14
196
8
12
166
151
10
125
87
104
54
DL + LL
Max. (kips)
-
11/4
11/4
18
16
Bearing Pad
Size (in.)
Notes and
11/2
1 /2
17/8
22
1 /8
1 /8
11/2
17/8
13/4
20
11/4
11/2
11/4
11/4
11/4
1 /8
18
11/2
11/4
11/4
11/4
14
13/8
12
10
Thickness (in.)
16
Length
(in.)
Width
(in.)
Shape
Factor
OCTOBER 2003
14-15
11/2
1
1 /2
11/2
15/8
17/8
1 /8
17/8
24
26
Length
(in.)
10
1 /8
3
1 /4
17/8
2 /8
23/8
11/2
11/4
20
464
401
340
384
336
265
22
20
18
14
16
24
12
10
22
408
240
20
18
396
353
16
352
14
12
235
303
22
10
DL + LL
Max. (kips)
220
1 /2
11/4
11/8
1 /2
/2
/8
/4
/2
/8
/4
1 /4
11/8
Bearing Pad
Size (in.)
Laminate Thick.
(in.)
7.6
7.3
6.9
9.6
8.8
8.0
9.4
7.3
7.0
9.9
9.3
8.6
7.8
9.2
24
22
20
18
16
14
12
24
22
20
18
16
14
12
C
26
24
E
2 /8
1 /8
13/8
24
21/8
11/8
22
B
10
41/2
10
41/2
23/4
23/8
1 /8
rt
1 /8
13/8
23/4
21/2
2 /8
1 /8
13/8
1 /4
1 /8
1 /8
11/8
For Detail B357 use A and B dimensions in place of C and E dimensions; reduce sole plate width by 1"; reduce curved plate dimension B by 1"
1 /8
5
3
13/4
11/4
13/8
13/4
18
21/8
16
14
Width
(in.)
Thickness (in.)
Shape
Factor
OCTOBER 2003
14-16
OCTOBER 2003
14-17
14.8 Design
Examples
Two design examples follow. The first is a fixed elastomeric bearing. The
second is an expansion elastomeric bearing.
14.8.1 Fixed
Elastomeric
Bearing Design
Example
Figure 14.8.1.1
With the maximum reaction calculated, the bearing design should be
selected from the standard tables found in Section 14.7. If a standard
design will not work due to unusual loads or geometric constraints, a
custom design will be required.
This example will outline the procedure to custom design a fixed
elastomeric bearing. First, design the elastomeric pad. Next determine
the steel plate requirements for the rest of the bearing assembly.
OCTOBER 2003
A. Design
Elastomeric
Bearing Pad
[14.7.6]
14-18
Using the vertical load, the allowable compressive stress, and width (B)
of the bearing plate, a trial length (A) can be found.
A=
Ps
241.3
=
= 11.43 in
0.88 B 0.88 24
OK
A 12
=
= 4 in > 0.50 in = hrt
3
3
OK
OCTOBER 2003
14-19
Compute the shape factor for a 1/2" x 24" x 12" pad and determine the
allowable compressive stress.
[14.7.5.1]
Shape factor = S =
5.0 S = 8.0 10.0
A B
12 24
=
= 8.0
2 hri (A + B) 2 0.50 (12 + 24)
OK
B. Curved Plate
Design
Ps
241.3
=
= 0.838 ksi < 0.880 ksi
A B 12 24
OK
The curved plate has a width that is 2" more than that of the bearing
pad.
H = B + 2 = 24 + 2 = 26 in
Begin by checking the thickness for a curved plate with a length of 4.5
inches. If thickness of the bearing plate is more than that of the curved
plate, increase the length of the curved plate. After 4.5 inches, try 6"
increments of 2" thereafter.
Curved Plate length = G = 4.5 in
The radius of the contact surface is the first parameter to determine for
the curved plate. The radius of the curved plate is a function of the yield
strength of the steel and the load intensity.
The loaded length is the length of the sole plate embedded in the
prestressed beam less the chamfers at each side, the pintles, and the
associated bevels around each of the pintles. See Figure 14.8.1.2.
OCTOBER 2003
14-20
Figure 14.8.1.2
Sole Plate contact length is equal to
L sp = 26 2 (0.125) 2 (0.75) 2 (2.25) = 19.75 in
[14.7.1.4]
Es
Ps
29,000
241.3
R min =
= 17.1 in
2 =
The B-detail should call out that the minimum radius for the curved plate
in this example is 18" (specify the radius to the next even number). In
no case should the radius be specified to be less than 16".
The required thickness of the curved plate is based on a simple model in
which a uniform pressure is applied to the bottom of the curved plate and
the reaction is a line load. See Figure 14.8.1.3.
OCTOBER 2003
14-21
Figure 14.8.1.3
Pressure on the curved plate is:
P
241.3
cp = s =
= 2.06 ksi
G H 4.5 26
Maximum moment on the curved plate on a 1" wide strip is:
4.5 4.5
G G
Mcp = cp
= 2.06
OCTOBER 2003
14-22
C. Bearing Plate
Design
6 Sreq = 1.26 in
Per Detail B310, the length (C) is set at 2" longer than the pad length.
This provides room for the keeper studs to be attached to the bottom of
the bearing plate. The width (E) is set 10" more than the bearing pad.
This provides room on each side for the anchor rods.
E = B + 10 = 24 + 10 = 34 in
C = A + 2 = 12 + 2 = 14 in
The bearing plate is assumed to act as a cantilever (See Figure 14.8.1.3)
that carries the bearing pad pressure back to the curved plate. The
cantilever length is half the difference in length between the bearing pad
and the curved plate.
L cr =
A G
= 3.75 in
2 2
Mbp = s
L cr
2
= 0.838
3.752
= 5.89 kip-in/inch width
2
Use the same procedure that was used to arrive at a curved plate
thickness.
Mbp
5.89
Sreq =
=
= 0.298 in3
fs
19.8
minimum F = 6 Sreq = 6 (0.298) = 1.34 in
If the plate thicknesses differed greatly, consider revising the length (G)
of the curved plate to provide a more balanced design.
Cast bearings are being introduced and shall be used where applicable.
Include details for both options in plan sets. Check bearing components
to verify that the height of the fabricated bearings is identical to the
height of cast bearings. After reviewing the cast bearing details, and the
minimum plate thicknesses calculated above, the thickness of the curved
OCTOBER 2003
14-23
plate was set at 1 /8" and the thickness of the bearing plate was set at
3
1 /8".
D. Anchor
Rods/Pintles
The standard 1 /2" anchor rods and pintles with Detail B310 have a
service load capacity of 70 kips.
For many projects, such as the
superstructure assumed for this design example, the capacity of the
anchor rods and pintles will be adequate by inspection. For projects
where two or more piers are fixed or where significant longitudinal forces
are anticipated, evaluate the capacity of the anchor rods and pintles.
The bearing design is summarized in Figure 14.8.1.4.
OCTOBER 2003
Figure 14.8.1.4
14-24
OCTOBER 2003
14.8.2 Expansion
Elastomeric
Bearing Design
Example
14-25
Figure 14.8.2.1
With the maximum reaction calculated, the bearing design should be
selected from standard bearing tables in Section 14.7. This example will
outline the procedure to custom design an expansion elastomeric
bearing. First determine the size of the pad required. Next determine
the steel plate requirements for the rest of the assembly.
Two movements are accommodated with this type of bearing, rotation
and horizontal translation. The rotation takes place at the interface
between the sole plate and the curved plate. The horizontal translation
takes place in the reinforced elastomeric bearing pad.
OCTOBER 2003
A. Design
Reinforced
Elastomeric
Bearing Pad
14-26
The bearing pad needs sufficient plan area to ensure that compression
stresses are below the limit.
It also needs sufficient thickness to
accommodate the horizontal translation.
Begin by determining the
design movements and loads for the bearing.
Design Movements
The plate girder design example is for a two span bridge with equal spans
of 152'-0".
Fixity is assumed at the middle of the bridge. The bearing for this design
example is assumed to be located at one of the abutments.
Only the longitudinal movements are computed for this example. For
wide bridges (more than 60'-0") transverse movements should be
considered as well.
Expansion length = Lexp = 152 ft
[6.4.1]
OCTOBER 2003
14-27
OCTOBER 2003
14-28
OK
Compute the shape for the cover layers for later use in the deflection
computations.
A (B)
12 (20)
S=
=
= 15
2 (A + B) hri
2 (12 + 20) 0.25
[14.7.6.3.6]
Stability Check
Check that the bearing satisfies aspect ratio checks. The smallest side
should be greater than three times the total elastomeric thickness.
3 hrt = 3 (2.375) = 7.13 inches A = 12 in
[14.7.6.3.2]
OK
Using s = 1.0 ksi results in a maximum load for the bearing of:
maximum Ps = s (A) B = 1.0 (12) 20 = 240 kips
which is more than the actual load of 218 kips.
[14.7.6.3.3]
[14.7.5.3.3]
Compressive Deflection
To ensure that joints and appurtenances perform properly, the vertical
deflection in elastomeric bearings is checked. Due to the nonlinear
behavior of the elastomer, the movement associated with live load is
computed by subtracting the dead load deflection from the total load
deflection.
Begin by determining the average vertical compressive stress in the
bearings under dead load alone and under total load.
dl =
Pdl
105
=
= 0.438 ksi
A (B) 12 (20)
tl =
Ptl
218
=
= 0.908 ksi
A (B) 12 (20)
OCTOBER 2003
14-29
Laminate
Load
Dead
Interior
Load
Total
Load
Dead
Cover
Load
Total
Load
Stress
(ksi)
50
60
Average
durometer
durometer
Strain
strain
strain
()
10
0.438
2.2%
2.0%
2.1%
10
0.908
4.0%
3.5%
3.8%
15
0.438
2.0%
1.8%
1.9%
15
0.908
3.3%
3.0%
3.2%
With five interior laminates and two cover layers the deflection under
total load is:
tl = 5 hri ri + 2 hcov er cov er
= 5 0.375 0.038 + 2 0.25 0.032 = 0.087 in
The difference between the two deflections is the estimated live load
1
deflection. It should be no greater than /8".
ll = tl dl = 0.087 0.049 = 0.038 in < 0.125 in
[14.7.6.3.4]
[14.7.6.4]
OK
Anchorage Check
Compare one-fifth of the smallest vertical load in the bearing with the
shear force generated when the movement associated with a 75 degree
temperature change is induced in the elastomer.
minimum Ps
90
=
= 18 kips
5
5
OCTOBER 2003
[14.6.3.1-2]
[14.7.5.3.7]
14-30
0.89
Vh = Gmax (A) B h = 0.165 (12) 20
= 14.8 <18 kips OK
h
2.375
rt
At the
3 hmax s
Fy
Ps
218
=
= 0.908 ksi
A (B) 12 (20)
hs =
3 (hmax ) s
3 (0.375) 0.908
=
= 0.028 in
Fy
36
[Table 6.6.1.2.5-3]
2.0 hmax L
FTH
Pll
113
=
= 0.471 ksi
A (B) 12 (20)
hs =
2.0 (hmax) L
FTH
OK
OCTOBER 2003
14-31
B. Curved Plate
Design
The thickness of the plate is H. The curved plate has a width, B, which is
equal to the width of the bearing pad. The length, G, is determined in an
iterative process with the thickness. The length has predetermined
values. 4.5", 6", 8", 10", etc.
Try a 20" x 4.5" curved plate (B=20, G=4.5).
First, determine the radius of the contact surface. The radius of the
curved plate is a function of the yield strength of the steel and the load
intensity.
The loaded length is the length of the curved plate less the pintles and
bevels. Refer to Figure 14.8.2.2.
Sole Plate contact length, L SP = 20 2 (1.75 + 0.25 + 0.25) = 15.5 in
Figure 14.8.2.2
OCTOBER 2003
[14.7.1.4]
14-32
Es
Ps
29,000
218
R min =
= 19.7 in
2 =
2
2
(
8
)
L
2
(
8
)
15
.
5
36
sp Fy
The B-detail should call out that the minimum radius for the curved plate
in this example is 20" (specify the radius to the next even number). In
no case should the radius be specified to be less than 16".
The thickness of the curved plate is computed next. The required
thickness is found using a simple model where a uniform load is applied
to the bottom of the curved plate and the line load is the reaction.
cp =
Ps
218
=
= 2.42 ksi
B (G) 20 (4.5)
Mcp
fs
6.13
= 0.31 in3
19.8
C. Bearing Plate
Design
Now size the thickness of the bearing plate. The bearing plate has plan
dimensions that are slightly larger than the bearing pad to provide
adequate space for the attachment of knock-off weld studs. One inch is
provided on all sides for this purpose.
Bearing Plate width, E = 22 in
Bearing Plate length, C = 14 in
The bearing plate is assumed to act as a cantilever that carries the
bearing pad pressure back to the curved plate.
OCTOBER 2003
14-33
The cantilever length is half the difference in length between the bearing
pad and the curved plate.
L cr =
(A G) (12 4.5)
=
= 3.75 in
2
2
s =
Ps
218
=
= 0.908 ksi
A (B) 12 (20)
L
Mbp = s cr
2
Use the same procedure that was used to arrive at a curved plate
thickness.
Sreq =
Mbp
fs
6.39
= 3.23 in3
19.8
D. Sole Plate
Constraints
The sole plate is the interface element between the steel beam or girder
and the bearing. Consequently, it must be of sufficient width to permit
welding to the bottom flange of the superstructure. It must have
1
sufficient thickness (1 /4" min.) to engage the pintles. And lastly, there
may be a need for it to be tapered to accommodate superstructure
grades.
The bearing design is summarized in Figure 14.8.2.3.
OCTOBER 2003
Figure 14.8.2.3
14-34
gp Memo
Bridge Office
Mail Stop 610
3485 Hadley Ave.
Oakdale, MN 55128
February 14,2005
To:
From:
Kevin Western
Bridge Design Engineer
-3
When your superstructure design is to the point where load ratings can be completed, please
supply the information to the Bridge Load Rating Unit. Additional lead time will allow load
ratings to be completed and comments given back to the designer on possible modifications
before plan details are finalized.
If you have any questions about these issues please bring them to my attention. As you continue
with LRFD designs, more rating concerns may be noted. Please contact Dave Dahlberg or me if
you have additional concerns.
cc: D. Dorgan
L. Johnson
E. Lutgen
G. Peterson
D. Dahlberg
B.Miller / Design Consultants
Page 2 of 2
MEMO #2005-01
Memo
Bridge Office
Mail Stop 610
3485 Hadley Ave.
Oakdale, MN 55128
November 9, 2005
To:
From:
Kevin Western
Bridge Design Engineer
Page 1 of 1
Memo
Bridge Office
Mail Stop 610
3485 Hadley Ave.
Oakdale, MN 55128
From:
Kevin Western
Bridge Design Engineer
MEMO TO DESIGNERS (2005-03): New MN45 and MN54 Prestressed Concrete Beams
A short time ago MnDOT began examining prestressed beam shapes used around the country
to determine if any shape provided a cost effective advantage over our current shape. The new
shape that Iowa DOT developed a few years ago appears to meet this criteria. This shape is
also very similar to the Wisconsin shape which will allow our fabricators to market beams to
all three states with the use of a common form. Estimates show the beams can span up to 8 %
longer or can be spaced up to 30% wider than the previous beams. Attached below are
Figures 5.4.6.1 and 5.4.6.2 of the LRFD Manual showing beam section properties and the
beam selection chart modified to include the MN45 and MN54 beams.
Tables 14.7.1 and 14.7.2 from the MnDOT LRFD Manual provide expansion and fixed curved
plate bearing assembly standard sizes. These tables are in the process of being modified. With
the new beams you will notice that although they have a wider bottom flange, the standard
bearing pad remains 24 inches wide and the plates keep their same dimensions except for the
width of the bearing plate for the fixed bearing. This dimension has been increased by 4 inches
(to 38 inches) to allow for placement of the anchor rods.
Below is a listing of the Standard Plans and B-Details that were developed or modified for the
new shape:
5-397.507
5-397.508
B303
B310
B311
B403
B811
B814
We are evaluating the addition of a MN63 PCB shape to this family of shapes. A final
decision on that addition will be made early next year after concurrence with our producers.
Please do not utilize the MN63 until we announce that they are available.
Page 1 of 2
Please utilize these new MN shapes on prestressed beam bridges requiring 45 or 54 inch high
beams. If you have any questions or concerns about these standards, please contact Erik
Wolhowe or me.
cc: D. Dorgan
D. Dahlberg
E. Wolhowe
B.Miller / Design Consultants
Page 2 of 2
NOVEMBER 2005
5-29
fc = 9.0 ksi
= 7.5 ksi
fci
fc = 4.0 ksi
Ec = 3644 ksi
wc = 0.150 kips/ft
0.2 ksi
0.094 fci
0.19 fc
Beam Properties
BEAM
SHAPE
AREA
2
(in)
(in )
(lb/ft)
(in)
(in )
SB
3
Ac
d
2
(in )
(in )
14RB
14
Rect.
364
392
7.00
5,945
849
312
18RB
18
Rect.
468
504
9.00
12,640
1,404
364
22RB
22
Rect.
572
616
11.00
23,070
2,097
416
27M
27
I-Beam
516
555
13.59
43,080
3,170
296
36M
36
I-Beam
570
614
17.96
93,530
5,208
323
45M
45
I-Beam
624
672
22.34
167,050
7,478
350
54M
54
I-Beam
678
730
26.75
265,830
9,938
377
63M
63
I-Beam
732
788
31.17
392,060
12,580
404
72M
72
I-Beam
786
846
35.60
547,920
15,390
431
81M
81
I-Beam
840
904
40.04
735,620
18,370
458
MN45
45
I-Beam
690
743
20.63
179,000
8,677
427
MN54
54
I-Beam
749
806
24.68
285,690
11,580
457
Figure 5.4.6.1
Precast Prestressed Concrete Beam Data
S P A N L E N G T H (F E E T )
63M
72M
81M
Figure 5.4.6.2
44@5.3
14RB
18RB
22RB
27M
36M
20@4.2
26@5.6
28@6.6
34@5.1
38@5.1
45M
40@4.8
MN45 50@5.5
54M
44@5.1
44@5.1
44@5.1
42@4.9
20@4.2
26@5.6
28@6.6
32@4.9
34@4.2
40@5.6
50@5.5
50@4.9
44@5.1
44@5.1
44@5.1
40@4.6
20@4.4
26@5.6
28@6.6
32@5.7
34@4.9
36@4.2
46@4.7
50@4.9
44@5.1
44@5.1
44@5.1
10
40@5.1
44@6.0
44@5.1
44@5.1
11
20@4.4
26@5.6
28@6.6
30@5.1
34@5.6
36@4.5
46@5.4
48@4.7
VERIFY
SHIPPING
12
48@5.0
13
20@4.4
26@5.6
28@6.6
30@5.5
32@4.8
36@5.3
38@4.8
42@4.1
42@5.2
44@5.1
44@5.1
DESIGN CRITERIA
HL-93 LOADING
f 'c = 9.0 ksi
0.6" STRANDS
14
20
30
40
50
60
70
80
90
100
110
120
130
150
160
170
180
NOVEMBER 2005
5-30
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
MANUAL
SUBJECT
Manual Cover
Table of Contents
Section 5: CONCRETE STRUCTURES
A. MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
The following pages in Section 5 have been changed:
5-2, 5-17, 5-19, 5-20, 5-22, 5-25, 5-28, 5-29, 5-30, 5-36, 5-43, 5-44, 5-77, 5-82, 5-99, 5-119,
5-120 and 5-121.
INSTRUCTIONS:
(for two-sided printing)
1.
2.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
MANUAL
SUBJECT
Manual Cover
Section 2: GENERAL DESIGN AND LOCATION FEATURES
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
The following pages in Section 2 have been changed:
2-4, 2-5, 2-6, 2-7, 2-8, 2-9, 2-10, 2-11, 2-12, 2-13, 2-14, 2-15, 2-19, 2-21, 2-22, 2-30, 2-31.
2-41, 2-42, 2-53, 2-62, 2-88, 2-89, 2-90, 2-94, 2-95, 2-96, 2-97, 2-100, 2-101, 2-102, 2-103,
2-104, 2-105, 2-106, 2-107, 2-108, 2-109, 2-111, 2-112, 2-113, and 2-114.
INSTRUCTIONS:
(for two-sided printing)
1.
2.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
SUBJECT:
Table of Contents
A. MEMOS
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1.
2.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
MANUAL
SUBJECT:
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1.
2.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
MANUAL
SUBJECT:
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1.
2.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1.
Remove from the manual: Section 2, pages 2-1 through 2-121 inclusive.
2.
Print and insert in the manual: Section 2, pages 2-1 through 2-116 inclusive.
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651-747-2116.
Daniel L. Dorgan
State Bridge Engineer
ISSUED BY
Bridge Office
DEVELOPED BY
Bridge Office
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1.
Remove from the manual: Manual Cover (page ii) and Table of Contents (page i, ii, and
iii).
2.
Print and insert in the manual: Manual Cover (page ii) and Table of Contents (page i, ii,
and iii).
3.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651-747-2116.
Daniel L. Dorgan
State Bridge Engineer