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Analysis and Design of Reinforced and Prestressed-Concrete Guideway Structures
Analysis and Design of Reinforced and Prestressed-Concrete Guideway Structures
1R-92
358.1R-1
358.1R-2 MANUAL OF CONCRETE INSPECTION
CHAPTER 6 - Strength Design, pg. 356.1R-32 Concrete-A mixture of portland cement or any
6.1 General Design and Analysis Considerations other hydraulic cement, fine aggregate, coarse
6.2 Design for Flexure and Axial Loads aggregate, and water, with or without admixtures.
6.3 Shear and Torsion
CHAPTER 7- Reinforcement Details, pg. Continuously welded rail - Running rails that act
358.1R-34 as a continuous structural element as a result of
full penetration welding of individual lengths of
CHAPTER 8 - References, pg. 358.1R-34 rail; continuously welded rails may be directly
8.1 Recommended References fastened to the guideway, in which case their
combined load effects must be included in the
design.
CHAPTER 1 - SCOPE, DEFINITIONS
AND NOTATIONS Dead load -The dead weight supported by a
member, as defined in Chapter 3, without load
1.1- Scope factors.
These recommendations are intended to
provide public agencies, consultants, and other Design load-All applicable loads and forces and
interested personnel with comprehensive criteria their load effects such as, moments and shears
for the design and analysis of concrete guideways used to proportion members; for design according
for public transit systems. They differ from those to Chapter 5, design load refers to load without
given for bridge design in ACI 343R, AASHTO load factors; for design according to Chapter 6,
bridge specifications, and the AREA manual of design load refers to loads multiplied by appro-
standard practice. priate load factors, as given in Chapter 4.
The design criteria specifically recognize the
unique features of concrete transit guideways, Flexural natural frequency- The first vertical
namely, guideway/vehicle interaction, rail/structure frequency of vibration of an unloaded guideway,
interaction, special fatigue requirements, and based on the flexural stiffness and mass distri-
esthetic requirements in urban areas. The criteria bution of the superstructure.
are based on current state-of-the-art practice for
moderate-speed [up to 100 mph (160 km/h)] Live load-The specified live load, without load
vehicles. The application of these criteria for factors.
advanced technologies other than those discussed
in this report, require an independent assessment. Load factor-A factor by which the service load is
ACI 343R is referenced for specific items not multiplied to obtain the design load.
covered in these recommendations. These refer-
ences include materials, construction consider- Service load-The specified live and dead loads,
ations, and segmental construction. without load factors.
1.2-Definitions Standard vehicle-The maximum weight of the
The following terms are defined for general vehicle used for design; the standard vehicle
use in this document. For a comprehensive list of weight should allow for the maximum number of
terms generally used in the design and analysis of seated and standing passengers and should allow
concrete structures, the reader is referred to for any projected vehicle weight increases if larger
Chapter 2 of ACI 318 and to ACI 116R. The vehicles or trains are contemplated for future use.
terminology used in this document conforms with
these references.
1.3 - Notation
Broken rail - The fracture of a continuously
welded rail. a = center-to-center distance of shorter dimen-
sion of closed rectangular stirrups, in.
Concrete, specified compressive strength of J$ - (mm). Section 5.5.3
Compressive strength of concrete used in design a1 = side dimension of a square post-tensioning
and evaluated in accordance with Chapter 5 of anchor, or lesser dimension of a rectangular
ACI 318 is expressed in pounds per square inch post-tensioning anchor, or side dimension of
(psi) [Megapascals (MPa)]; wherever this quantity a square equivalent in area to a circular
is under a radical sign, the square root of the post-tensioning anchor, in. (mm). Section
numerical value only is intended and the resultant 5.8.2.1
is in pounds per square inch (psi). a,* = minimum distance between the center-lines
GUIDEWAY STRUCTURES 358.1R-3
equivalents. The reader is referred to ACI 318M includes the ability to switch vehicles between
for a consistent metric or SI presentation. In guideways. The guideway must generally satisfy
either case, the engineer must verify that the units additional requirements, such as providing
are consistent in a particular equation. emergency evacuation, supporting wayside power
distribution services and housing automatic train
1.5-Abbreviations control cables.
The following abbreviations are used in this Within a modern transit guideway, there is a
report: high degree of repeatability and nearly an equal
mix of tangent and curved alignment. Guideways
AASHTO American Association of State often consist of post-tensioned concrete members.
Highway and Transportation Post-tensioning may provide principal rein-
Officials forcement for simple-span structures and con-
ACI American Concrete Institute tinuity reinforcement for continuous structures.
AREA American Railway Engineering Bonded post-tensioned tendons are recommended
Association for all primary load-carrying applications and their
ASTM American Society for Testing and use is assumed in this report. However, unbonded
Materials tendons may be used where approved, especially
AWS American Welding Society for strengthening or expanding existing structures.
CRSI Concrete Reinforcing Steel
Institute 2.13-Vehicles
FRA Federal Railway Administration, Transit vehicles have a wide variety of physical
U.S. Department of Transportation configurations, propulsion, and suspension
systems. The most common transit vehicles are
steel-wheeled vehicles running on steel rails,
CHAPTER 2 - GENERAL DESIGN powered by conventional guidance systems. Tran-
CONSIDERATIONS sit vehicles also include rubber-tired vehicles, and
vehicles with more advanced suspension or
2.1- Scope guidance systems, such as air-cushioned or mag-
2.1.1- General netically levitated vehicles. Transit vehicles may be
Transit structures carry frequent loads through configured as individual units or combined into
urban areas. Demands for esthetics, performance, trains.
cost, efficiency and minimum urban disruption
during construction and operation are greater than 2.2- Structural Considerations
for most bridge structures. The design of transit 2.2.1-General
structures requires an understanding of transit Transit systems are constructed in four types of
technology, constraints and impacts in an urban right-of-way: exclusive, shared-use rail corridor,
environment, the operation of the transit system shared-use highway corridor, and urban arterial.
and the structural options available. The constraints of the right-of-way affect the type
The guideway becomes a permanent feature of of structural system which can be deployed for a
the urban scene. Therefore, materials and features particular transit operation. Constraints resulting
should be efficiently utilized and built into the from the type of right-of-way may include limited
guideway to produce a structure which will construction access, restricted working hours,
support an operating transit system as well as fit limits on environmental factors such as noise, dust,
the environment. foundation and structure placement, and avail-
These guidelines provide an overview of the ability of skilled labor and equipment.
key issues to be considered in guideway design. Three types of concrete girders are used for
They are intended to be a minimum set of re- transit superstructures. Namely, precast, cast-
quirements for materials, workmanship, technical in-place, and composite girders. The types of
features, design, and construction which will pro- guideway employed by various transit systems are
duce a guideway that will perform satisfactorily. listed in the Committee 358 State-of-the-Art
Serviceability and strength considerations are given Report on Concrete Guideways.2.1
in this report. Sound engineering judgment must
be used in implementing these recommendations. 2.2.2-Precast Girder Construction
When site conditions are suitable, entire beam
2.1.2 - Guideway Structures elements are prefabricated and transported to the
The guideway structure must support the tran- site. Frequently, box girder sections are used for
sit vehicle, guide it through the alignment and their torsional stiffness, especially for short-radius
restrain stray vehicles. Guidance of transit vehicles curves. Some transit systems having long-radius
358.1R-6 MANUAL OF CONCRETE INSPECTION
horizontal curves have used double-tee beams for vehicle speeds, environmental factors, transit
the structure. operations, collision conditions, and vehicle
Continuous structures are frequently used. retention.
Precast beams are made continuous by developing Human safety addresses emergency evacuation
continuity at the supports. A continuous structure and access, structural maintenance, fire control
has less depth than a simple-span structure and and other related subjects. Transit operations
increased structural redundancy. Rail systems require facilities for evacuating passengers from
using continuously welded rail are typically limited stalled or disabled vehicles. These facilities should
to simple-span or two-span continuous structures also enable emergency personnel to access such
to accommodate thermal movements between the vehicles. In most cases, emergency evacuation is
rails and the structure. Longer lengths of con- accomplished by a walkway, which may be adja-
tinuous construction are used more readily in cent to the guideway or incorporated into the
systems with rubber tired vehicles. guideway structure. The exact details of the
Segmental construction techniques may be emergency access and evacuation methods on the
used for major structures, such as river crossings guideway should be resolved among the transit
or where schedule or access to the site favors operator, the transit vehicle supplier, and the
delivery of segmental units. The use of segmental engineer. The National Fire Protection Associ-
construction is discussed in ACI 343R. ation (NFPA) Code, Particularly NFPA - 130,
gives detailed requirements for safety provisions
2.2.3 - Cast-in-place Structures on fixed guideway transit systems.
Cast-in-place construction is used when site External safety considerations include safety
limitations preclude delivery of large precast precautions during construction, prevention of
elements. Cast-in-place construction has not been local street traffic collision with the transit
used extensively in modern transit structures. structure, and avoidance of navigational hazards
when transit structures pass over navigable
2.2.4 - Composite Structures waterways.
Transit structures can be constructed in a
similar manner to highway bridges, using precast 2.3.3-Lighting
concrete or steel girders with a cast-in-place The requirements for lighting of transit struc-
composite concrete deck. Composite construction tures should be in accordance with the provisions
is especially common for special structures, such as of the authority having jurisdiction. Such pro-
switches, turnouts and long spans where the visions may require that lighting be provided for
weight of an individual precast element limits its emergency use only, or for properties adjacent to
shipping to the site. The girder provides a work- the guideway structure, or, alternatively, be de-
ing surface which allows accurate placement of leted altogether.
transit hardware on the cast-in-place deck.
2.3.4-Drainage
2.3- Functional Considerations To prevent accumulation of water within the
2.3.1- General track area, transit structures should be designed so
The functions of the structure are to support that surface runoff is drained to either the edge or
present and future transit applications, satisfy the center of the superstructure, whereupon the
serviceability requirements, and provide for safety water is carried longitudinally.
of passengers. The transit structure may also be Longitudinal drainage of transit structures is
designed to support other loads, such as automo- usually accomplished by providing a longitudinal
tive or pedestrian traffic. Mixed use applications slope to the structure; a minimum slope of 0.5
are not included in the loading requirements of percent is preferred. Scuppers or inlets, of a size
Chapters 3 and 4. and number that adequately drain the structure
should be provided. Downspouts, where required,
2.3.2 - Safety Considerations should be of a rigid, corrosion-resistant material
Considerations for a transit structure must not less than 4 in. (100 mm) and preferably 6 in.
include transit technology, human safety and (150 mm) in the least dimension; they should be
external safety, in accordance with the require- provided with cleanouts. The details of the
ments of NFPA 130, Fixed Guideway Transit downspout and its deck inlet and outlet should be
Systems.2.3 such as to prevent the discharge of water against
Transit technology considerations include both any portion of the structure and should prevent
normal and extreme longitudinal, lateral, and ver- erosion at ground level. Slopes should be arranged
tical loads of the vehicle, as well as passing so that run-off drains away from stations.
clearances for normal and disabled vehicles, Longitudinal grades to assure drainage should be
GUIDEWAY STRUCTURES 358.1R-7
coordinated with the natural topography of the sion, should be accounted for in the design of
site to avoid an unusual appearance of the electrical hardware and appurtenances and their
structure. grounding.
Architectural treatment of exposed downspouts Construction quality control is essential to
is important. When such treatment becomes com- ensure that the design intent and the durability
plicated, the use of internal or embedded down- considerations are properly implemented. Such
spouts, becomes preferable. For internal or quality-control should follow a pre-established
external downspouts, consideration must be given formal plan with inspections performed as speci-
to the prevention of ice accumulation in cold- fied in the contract documents.
weather climates. This may require localized To satisfy a 75-year service life, regular
heating of the drain area and the downspout itself. inspection and maintenance programs to ensure
All overhanging portions of the concrete deck integrity of structural components should be in-
should be provided with a drip bead or notch. stituted. These programs may include periodic
placement of coatings, sealers or chemical
2.3.5 -Expansion Joints and Bearings neutralizers.
Expansion joints should be provided at span
ends; this allows the beam ends to accommodate 2.4 - Economic Considerations
movements due to volumetric changes in the The economy of a concrete guideway is
structure. Joints should be designed to reduce measured by the annual maintenance cost and
noise transmission and to prevent moisture from capitalized cost for its service life. It is particularly
seeping to the bearings. Adequate detailing should important that the design process give considera-
be provided to facilitate maintenance of bearings tion to the cost of operations and maintenance
and their replacement, when needed, during the and minimize them. Therefore, consideration must
life of the structure. be given to the full service life cost of the
Aprons or finger plates, when used, should be guideway structure. The owners should provide
designed to span the joint and to prevent the direction for the establishment of cost analyses.
accumulation of debris on the bearing seats. Economy is considered by comparative studies of
When a waterproof membrane is used, the detail reinforced, prestressed, and partially prestressed-
should be such that penetration of water into the concrete construction. Trade-offs should be con-
expansion joint and the bearing seat is prevented. sidered for using higher grade materials for sensi-
tive areas during the initial construction against
2.3.6 - Durability the impact of system disruption at a later date if
In order to satisfy the design life of 75 years or the transit system must be upgraded. For ex-
more, details affecting the durability of the struc- ample, higher quality aggregates may be selected
ture should be given adequate consideration; these for the traction surface where local aggregates
should include materials selection, structural de- have a tendency to polish with continuous wear.
tailing, and construction quality control.
Materials selection includes the ingredients of 2.5 - Urban Impact
concrete and its mix design, allowing for a low 2.5.1 - General
water-cement ratio and air entrainment in areas The guideway affects an urban environment in
subject to freeze-thaw action. Epoxy-coated rein- three general areas: visual impact, physical im-
forcement and chloride-inhibitor sealers may be pact, and access of public safety equipment. Visu-
beneficial if chloride use is anticipated as part of al impact includes both the appearance of the
the winter snow-clearing operations or if the guideway from surrounding area and the appear-
guideway may be exposed to chloride-laden spray ance of the surrounding area from the guideway.
from a coastal environment or to adjacent high- Physical impacts include placement of columns
ways treated with deicing chemicals. and beams and the dissipation of, noise, vibration,
In structural detailing, both the reinforcement and electromagnetic radiation. Electromagnetic
placement and methods to prevent deleterious radiation is usually a specific design consideration
conditions from occurring should be considered. of the vehicle supplier. Public safety requires
Reinforcement should be distributed in the section provision for fire, police, and emergency service
so as to control crack distribution and size. The access and emergency evacuation of passengers.
cover should provide adequate protection to the
reinforcement. 2.5.2 -Physical Appearance
Incidental and accidental loadings should be A guideway constructed in any built-up
accounted for and adequate reinforcement should environment should meet high standards of
be provided to intersect potential cracks. Stray esthetics for physical appearance. The size and
currents, which could precipitate galvanic corro- configuration of the guideway elements should en-
355.1R-8 MANUAL OF CONCRETE INSPECTION
sure compatibility with its surroundings. While the vehicle/track interaction, especially when jointed
range of sizes and shapes is unlimited in the rail is used.
selection of guideway components the following It is normally the responsibility of the vehicle
should be considered: designer to control noise emanating from the ve-
hicle. Parapets and other hardware on the guide-
a. View disruption way structure should be designed to meet general
b. Shade and shelter created by the guideway or specific noise suppression criteria. Determina-
c. Blockage of pedestrian ways tion of these criteria is made on a case-by-case
d. Blockage of streets and the effect on traffic basis, frequently in conjunction with the vehicle
and parking supplier.
e. Impairment of sight distances for traffic below
f. Guideway mass as it relates to adjacent 2.5.5- Vibration
structures Transit vehicles on a guideway generate vibra-
g. Construction in an urban environment tions which may be transmitted to adjacent struc-
h. Methods of delivery of prefabricated tures. For most rubber tired transit systems, this
components and cast-in-place construction groundborne vibration is negligible. In many rail
i. Interaction with roadway and transit vehicles transit systems, especially those systems with
j. Visual continuity jointed rails, the noise and the vibration can be
highly perceptible. In these situations, vibration
Attention to final detailing is important. Items isolation of the structure is necessary.
to be considered should include:
2.5.6 -Emergency Services Access
a. Surface finish A key concern in an urban area is the accessi-
b. Color bility to buildings adjacent to a guideway by fire or
c. Joint detailing other emergency equipment. Within the confined
d. Provision to alleviate damage from water right-of-way of an urban street, space limitations
dripping from the structure make this a particularly sensitive concern. In most
e. Control and dissipation of surface water runoff cases a clearance of about 15 ft. (5 m) between
f. Differences in texture and color between the face of a structure and a guideway provides
cast-in-place and precast elements adequate access. Access over the top of a guide-
way may not represent a safe option.
2.5.3 -Sightliness
In the design of a guideway the view of the 2.6- Transit Operations
surroundings from the transit system itself should 2.6.1 - General
be considered. The engineer should be aware that Once a transit system is opened for service, the
patrons riding on the transit system will have a public depends on its availability and reliability.
view of the surroundings which is quite different Shutdowns to permit maintenance, operation, or
from that seen by pedestrians at street level. As expansion of the system can affect the availability
such, the guideway placement and sightliness and reliability of the transit system. These con-
should reflect a sensitivity to intrusion on private cerns often lead to long-term economic, opera-
properties and adjacent buildings. In some cases, tional, and planning analyses of the design and
the use of noise barriers and dust screens should construction of the transit system.
be considered. In most transit operations, a shutdown period
The view of the guideway from a higher van- between the hours of 1:00 a.m. and 5:00 a.m.
tage point has some importance. The interior of (0100 and 0500) can be tolerated; slightly longer
the guideway should present a clean, orderly ap- shutdowns are possible in certain locations and on
pearance to transit patrons and adjacent observers. holidays. It is during this shutdown period that
Any supplemental cost associated with obtaining routine maintenance work is performed.
an acceptable view must be evaluated. Many transit systems also perform maintenance
during normal operating hours. This practice tends
2.5.4 -Noise Suppression to compromise work productivity and guideway
A transit system will add to the ambient access rules and operations in order to provide a
background noise. Specifications for new con- safe working space. The transit operators should
struction generally require that the wayside noise provide the engineer with guidelines regarding
50 ft. (15 m) from the guideway not exceed a capital cost objectives and their operation and
range of 65 to 75 dBA. This noise is generated maintenance plans.
from on-board vehicle equipment such as propul-
sion and air-conditioning units, as well as from 2.6.2 -Special Vehicles
GUIDEWAY STRUCTURES 358.1R-9
Transit systems frequently employ special port surfaces which must be considered. Namely,
vehicles for special tasks, such as, retrieving local roughness, misalignment, and camber. Local
disabled vehicles and repairing support or steering roughness is the amount of distortion on the sur-
surfaces. While the design may not be predicated face from a theoretically true surface. In most
on the use of special vehicles, their frequency of transit applications, the criterion of a l/8-inch (3
use, weights, and sizes must be considered in the mm) maximum deviation from a 10 ft. (3 m)
design. straightedge, as given in ACI 117, is used.
With steel rails, a Federal Railway Admini-
2.6.3 -Expansion of System stration (FRA) Class 62.2 tolerance is acceptable.
Expansion of a transit system can result in The FRA provision include provisions for longi-
substantial disruption and delay to the transit tudinal and transverse (roll) tolerances. These
operation while equipment, such as switches, are tolerances are consistent with operating speeds of
being installed. In the initial design and layout of up to 50 mph (80 km/h). Above these speeds,
a transit system, consideration should be given to stricter tolerance requirements have to be applied.
future expansion possibilities. When expansion is Vertical misalignment most often occurs when
contemplated within the foreseeable future after adjacent beam ends meet at a column or other
construction and the probable expansion points connection. There are two types of misalignment
are known, provisions should be incorporated in which must be considered. The first, is a physical
the initial design and construction phases. displacement of adjacent surfaces. This occurs
when one beam is installed slightly lower or higher
2.7- Structure/Vehicle Interaction than the adjacent beam. These types of misalign-
2.7.1- General ment should be limited to l/16 in. (1.5 mm) as
Vehicle interaction with the guideway can specified by ACI 117.
affect its performance as related to support, The second type of vertical misalignment
steering, power distribution and traction com- occurs when there is angular displacement be-
ponents of the system. It is usually considered in tween beams. Such an angular displacement may
design through specification of serviceability re- result from excessive deflection, sag, or camber.
quirements for the structure. In the final design Excessive camber or sag creates a discontinuity
stage close coordination with the vehicle supplier which imparts a noticeable input to the vehicle
is imperative. suspension system.
In the design and construction of the beams the
2.7.2- Ride Quality effects of service load deflection, initial camber
2.7.2.1- General and long-time deflections should be considered.
Ride quality is influenced to a great degree by There is no clear definition on the amount of
the quality of the guideway surface. System speci- angular discontinuity that can be tolerated at a
fications usually present ride quality criteria as beam joint. However, designs which tend to mini-
lateral, vertical and longitudinal accelerations and mize angular discontinuity generally provide a
jerk rates (change in rate of acceleration) as superior ride. Continuous guideways are particu-
measured inside the vehicle. These specifications larly beneficial in controlling such misalignment.
must be translated into physical dimensions and Camber or sag in the beam can also affect ride
surface qualities on the guideway and in the sus- quality. Consistent upward camber in structures
pension of the vehicle. The two elements that with similar span lengths can create a harmonic vi-
most immediately affect transit vehicle perform- bration in the vehicle resulting in a dynamic
ance are the support surface and steering surface. amplification, especially in continuous structures.
When there are no specific deflection or camber
2.7.2.2 - Support Surface criteria cited for a project, the designer should
The support surface is basically the horizontal account for these dynamic effects by analytical or
surface of the guideway which supports the transit simulation techniques. The deflection compati-
vehicle against the forces of gravity. It influences bility requirements between structural elements
the vehicle performance by the introduction of and station platform edges should be accounted
random deviations from a theoretically perfect for.
alignment. These deviations are input to the
vehicle suspension system. The influence of the 2.7.2.3- Steering Surface
support surface on the vehicle is a function of the The steering surface provides a horizontal input
type of the suspension system, the support to the vehicle. The steering surfaces may be either
medium (e.g., steel wheels or rubber tire), and the the running rails for a flanged steel-wheel-rail
speed of the vehicle. system or the concrete or steel vertical sur-
There are three general components of sup- faces that are integrated into the guideway struc-
358.1R-10 MANUAL OF CONCRETE INSPECTION
-Dimensions are
-H=Horizontal. Sup.=Superelevation
-Total Deviation between the theoretical and the actual alignments at any point along
-Variations from theoretical gage, cross level and superelevation are not to exceed l/8 in. (3 mm)
per 15 -6 (4.7 m) of track.
-The total Deviation in platform areas should be zero towards the platform and l/4 in (6 mm) away
from the platform.
GUIDEWAY STRUCTURES 358.1R-11
2.9.5- Approval Considerations The space between the rail ends presents a
These recommendations for transit guideways discontinuity to the vehicle support and steering
are intended to provide procedures based on the systems. Vehicle wheels hitting this discontinuity
latest developments in serviceability and strength cause progressive deterioration of the joints, gen-
design. Other pertinent regulations issued by state, erate loud noise, reduce ride comfort, and in-
federal, and local agencies should be considered. crease the dynamic forces on the structure.
Specific consideration should be given to the Because of these limitations, most modern tran-
following: sit systems use continuously welded rail. However,
jointed rail conditions will exist in switch areas,
- Alternative designs maintenance yards and other locations where
- Environmental impact statements physical discontinuities are required. However,
- Air, noise, and water pollution statutes even in these areas, discontinuities can be reduced
- Historic and park preservation requirements greatly by the use of bonded rail joints.
- Permits
- Life-safety requirements 2.10.3 -Continuously Welded Rail
- Construction safety requirements
2.10.3.1 -General
2.9.6 -Engineering Documents To improve the ride quality and decrease track
The engineering documents should define the maintenance, individual rails are welded into con-
work clearly. The project drawings should show all tinuous strings. There is no theoretical limit to the
dimensions of the finished structure in sufficient length of continuously welded rail if a minimum
detail to facilitate the preparation of an accurate restraint is provided.Minimum rail restraint
estimate of the quantities of materials and costs consists of prevention of horizontal or vertical
and to permit the full realization of the design. buckling of rails and anchorage at the end of a
The contract documents should define test and continuous rail to prevent excessive rail gaps from
inspection methods, as well as the allowable pro- forming at low temperatures, if accidental breaks
cedures and tolerances to ensure good workman- in the rail should occur.
ship, quality control, and application of unit costs, Continuously welded rail (CWR) has become
when required in the contract. The contractors the standard of the transit industry over the past
responsibilities should be clearly defined. Where several decades. The use of CWR requires par-
new or innovative structures are employed, sug- ticular attention to several design details, which
gested construction procedures to clarify the include, thermal forces in the rails, rail break gap
engineers intent should also be provided. Com- and forces, welding of CWR, and fastening of
puter graphics or integrated data bases can assist CWR to the structure. The principal variables
in this definition. used in the evaluation of rail forces are rail size in
terms of its cross-sectional area, the characteristics
2.10- Rails and Trackwork of the rail fastener, the stiffness of the structural
elements, rail geometry, and operational environ-
2.10.1- General ment, in terms of temperature range.
Guideways for transit systems which utilize In cases where accumulation of the thermal
vehicles with steel wheels operating on steel rails effects would produce conditions too severe for
require particular design and construction con- the structure, slip joints can be used. Slip joints
siderations, which include, rail string assembly, use allow limited movement between rail strings. They
of continuous structures, and attachment of the generally cause additional noise and require in-
rails to the structure. creased maintenance. Their use therefore is not
Two options exist for assembling the rails: desirable. Location of rail anchors and rail expan-
They may be jointed with bolted connections in sion joints will affect the design of the structure.
standard 39 ft. (11.9 m) lengths, or welded into
continuous strings. The rails may be fastened 2.10.3.2 -Thermal Forces
directly to the structure or installed on tie-and- Changes in temperature of continuously welded
ballast. rails will develop stresses in the rail and in the
structure. Rails are typically installed at a design
2.10.2- Jointed Rail stress-free ambient temperature, to reduce the risk
The traditional method of joining rail is by of rail buckling at high temperatures and rail
bolted connections. Sufficient longitudinal rail breaks at low temperatures. Depending upon the
movement can develop in these connections to method of attachment of the rails to the structure,
prevent the accumulation of the thermal stresses the structure should be designed for:
along the length of the rails. - Horizontal forces resulting from a rail break
358.1R-14 MANUAL OF CONCRETE INSPECTION
- Radial forces resulting from thermal changes accomplished by means of mechanical rail fas-
in the rails on horizontal or vertical curves tener. Elastomeric pads are incorporated in the
- End anchorage forces fastener to provide the required vertical and
horizontal flex and provisions for adjust-
2.10.3.3 -Rail Breaks ment between adjacent fasteners and the struc-
Continuously welded rails will, on occasion, ture. The elastomeric pads also assist in the re-
fail in tension. This situation occurs because of rail duction of noise, vibration, and impact.
wear, low temperature, defects in the rail, defects Important design and construction consider-
in a welded joint, fatigue or some combination of ations for the direct fixation fasteners include:
these effects. The structure should be designed to
accommodate horizontal thrust associated with the - Method of attachment to the structure
break. - Vertical stiffness
- Allowance for horizontal and vertical
2.10.3.4 -Rail Welding adjustment
Continuous welded rail is accomplished by - Ability to restrain the rail against rollover
either the them-rite welding process or the electric - Longitudinal restraint
flash butt welding process. Proper weld proce-
dures should ensure that: Direct fixation fasteners are one of the most
important elements in the design of the track-
- Adjacent rail heads are accurately aligned work. They are subjected to a high number of
- Rails are welded at the predetermined stress- cyclic loads and there are thousands of fasteners
free ambient temperature in place in any one project. Progressive failure
- Rail joint is clean of debris does not generally create catastrophic results, but
- The finished weld is free of intrusions leads to a substantial maintenance effort and
- Weld is allowed to cool prior to tightening possible operational disruptions.
the fasteners. No industry wide specifications exist for the
definition or procurement of direct fixation fas-
Ultrasonic or x-ray inspection of the welds at teners. A thorough examination of the charac-
random locations is suggested. teristics and past performance of available fas-
teners, and the characteristics of the proposed
2.10.4 -Rail Installation transit vehicle should be undertaken prior to fas-
2.10.4.1 -General tener selection for any specific installation.
Rails are attached to either cross ties on
ballast or directly to the guideway structure. The 2.10.4.4 -Continuous Structure
preference in recent years has become direct rail Direct fixation of continuous rail to a con-
fixation as a means of improving ride quality, tinuous structure creates a strain discontinuity at
maintaining rail tolerances, reducing maintenance each expansion joint in the structure. Fasteners
costs, and reducing structure size. must be designed to provide adequate slip at these
joints while still being able to limit the rail-gap
2.10.4.2 -Tie and Ballast size in the event of a rail break. In climates with
Tie and ballast construction is the conven- extreme ranges in temperature [- 40 F to +90 F
tional method of installing rails at grade and (- 40 C to + 30 C)], structural continuity is
occasionally on elevated structures. Ties are used generally limited to 200 to 300 ft. (60 to 90 m)
to align and anchor the rails. Ballast provides an lengths. In more moderate climates, longer runs of
intermediate cushion between the rails and the continuous structure may be possible.
structure, stabilizes the tracks, and prevents
thermal forces to be transmitted from the rails to
the structure. REFERENCES*
Ballast substantially increases the structure
2.1 ACI Committee 358, State-of-the-Art Report on
dead load. Tie-and-ballast installations make Concrete Guideways, Concrete Intenational, V. 2, No. 7, July
control of rail break gaps difficult since the ties 1980, pp. 11-32.
are not directly fastened to the primary structure.
Rail breaks can develop horizontal, vertical, and 2.2 Code of Federal Regulations, 49, Transportation, Parts
angular displacements of the rail relative to the 200-999, Subpart C, Track Geometry, Federal Railroad Admin-
istration, Washington, D.C., Section 213.51-213.63.
structure.
2.3 National Fire Codes, Publication NFPA - 130, 1983,
2.10.4.3 -Direct Fixation Standard on Fixed Guideway Systems, National Fire Protec-
Direct fixation of the rail to the structure is tion Association, Battery March Park, Quincy, MA 02269.
GUIDEWAY STRUCTURES 358.1R-15
Continuous-span structures,
10.10 >_ 0.30
I -- -
VCF -0.1
24
2
3.3.1.7-Loads on Safety Railing Fh = the greater of 50 lb/ft (2.4 kPa) or 300
The lateral load from pedestrian traffic on lb/ft (4.4 kN/m)
railings should be 100 lb/ft (1.5 kN/m) applied at and
the top rail.
2
Fv = 15 lb/ft (0.7 kPa)
3.3.2 -Wind Loads, W
3.3.2.1 -General The wind loads, Fh and Fv, should be applied
This section provides design wind loads for to the exposed areas of the structure and vehicle
elevated guideways and special structures. Wind in accordance with the provisions of sections 4.3
loads, based on the reference wind pressure, shall and 4.4.
be treated as equivalent static loads as defined in These loads and provisions are consistent with
Section 3.5.3. the recommendations of the AASHTO Standard
Wind forces are applied to the structure and Specifications for Highway Bridges3.11 derived
to the vehicles in accordance with the load com- from wind velocities of 100 mph (160 km/h). Wind
binations in Chapter 4. WL is used to designate loads may be reduced or increased in the ratio of
wind loads applied to vehicle, while WS indicates the square of the design wind velocity to the
wind loads applied to the structure only. square of the base wind velocity, provided that the
The net exposed area is defined as the net maximum probable wind velocity can be ascer-
area of a body, member, or combination of mem- tained with reasonable accuracy, or provided that
bers as seen in elevation. For a straight super- there are permanent features of the terrain that
structure, the exposed frontal area is the sum of make such changes safe and are viable.
the areas of all members, including the railings The substructure should be designed for
and deck systems, as seen in elevation at 90 wind-induced loads transmitted from the super-
degrees to the longitudinal axis. For a structure structure and wind loads acting directly on the
curved in plan, the exposed frontal area is taken substructure. Loads for wind directions both nor-
normal to the beam centerline and is computed in mal to and skewed to the longitudinal centerline
a similar manner to tangent structures. of the superstructure should be considered.
The exposed plan area is defined as the net
area of an element as seen in plan from above or 3.3.2.3 -Alternative Wind Load
below. In the case of a superstructure, the ex- The alternative wind load method may be
posed plan area is the plan area of the deck and used in lieu of that given in Section 3.3.2.1.
that of any laterally protruding railings, members Alternative wind loads are suggested for projects
or attachments. involving unusual height guideways, unusual gust
The gust effect coefficient is defined as the conditions, or guideway structures that are, in the
ratio of the peak wind-induced response of a judgment of the engineer, more streamlined than
structure, including both static and dynamic action, highway structures.3.7.3.8
to the static wind-induced response. The wind load per unit exposed frontal area
Buildings and other adjacent structures can of the superstructure, WS, and of the vehicle, WL,
affect the wind forces. Wind tunnel tests may be applied horizontally, may be taken as:
considered as a method to improve wind force
predictions or to validate design coefficients in the Fh = qCeCgCd (3-4)
alternative design approach provided in Section
3.5.3. Similarly, the wind load per unit exposed plan
deck or soffit area applied vertically, upwards or
3.3.2.2 - Design for Wind downwards, shall be taken as:
The guideway superstructure should be de-
signed for wind-induced horizontal, Fh and verti- qc,cgcd
Fv = qC (3-5)
eCgCd
cal, Fv drag loads acting simultaneously. The wind
should be considered to act on a structure curved Where, Cd = 1.0 and Ce, Cg, and q are defined in
in plan, in a direction such that the resulting force Section 3.3.2.4. The maximum vertical wind
effects are maximized. For a structure that is velocity may be limited to 30 mph (50 km/h).
straight in plan, the wind direction should be In the application of Fv, as a uniformly
taken perpendicular to the longitudinal axis of the distributed load over the plan area of the struc-
structure. ture, the effects of a possible eccentricity should
The following uniformly distributed load in- be considered. For this purpose, the same total
tensities may be used for design: load should be applied as an equivalent vertical
358.1R-18 MANUAL OF CONCRETE INSPECTION
line load at the windward quarter point of the factor of 1.50 for Cd may be used for design pur-
superstructure. poses. For unusual exposure shapes, the drag co-
efficient, Cd, should be determined from wind-
3.3.2.4 -Reference Wind Pressure tunnel tests.
The reference wind pressures at a specific site Where wind effects are considered at a skew
should be based on the hourly mean wind velocity angle of B degrees measured from a line perpendi-
of a 75-year return period. A l0-year return cular to the longitudinal axis of a structure, then
period may be used for structures under con- Cd should be multiplied by 0.0078 for the longitu-
struction. dinal wind load component and by (1 - 0.0001813~)
The reference wind pressure, q, may be for the transverse or perpendicular load compo-
derived from the following expression: nent.
solidation of compact snow on the guideway available, the structure may be designed for a
superstructure and vehicle should be included, as minimum temperature rise of 30 F (17 C) and a
appropriate. minimum temperature drop of 40 F (23 C) from
the installation temperature.
3.3.4- Loads due to Stream Current, SF
3.3.4.1 -Longitudinal Loads 3.4.2.2 -Effective Construction Temperature
The load acting on the longitudinal axis of a If the guideway is to be designed to accom-
pier due to flowing water may be computed by the modate continuously welded rails, an effective
following expression.3.5 construction temperature should be selected. This
temperature, which should be based on the mean
SF = h CDAV2y (3-8) daily temperature prevalent for the locality under
consideration, is used to establish the baseline rail
where force.
- Rail expansion joints are present or, where the ultimate shrinkage strain, E&,,, is
- Radial or tangential movements of rail and expressed as:
guideway structure at curves occur, or
[ ( II
- A rail break takes place, or
- Continuous rails cross structural joints, or H 2 xl04 (3-13)
- Creep and shrinkage strains in prestressed E* = 55o l - iii6
concrete elements continue to take place.
For 0 I r I 12 in. (300 mm),
3.4.3.2 -Broken Rail Forces
At very low temperatures, the probability of a
rail break increases. The most likely place for a
k, = 1-S + 0.5, (3-14)
rail break to take place is at an expansion joint in
the structure. A rail break at this location gener- [ T
ally creates the largest forces in the structure.
When the rail breaks, it slips through the where rv is in inches,
fasteners on both sides of the break until the
tensile force in the rail before the break is
counteracted by the reversed fastener restraint
forces. The unbalanced force from the broken rail
is resisted by both the unbroken rails and the
i T
1 ,
-300
+ 0.5,
This eccentric load on the guideway causes tor- tion should include the weight of workers and all
sional effects, which should be accounted for in mobile equipment, such as vehicles, hoists, cranes,
the design. The magnitude and eccentricity of this and structural components used during the process
vertical collision load is a function of the distance of erection. It is recommended that construction
of the guideway center line from the side wall, the live load limits be identified on the contract
axle width and the relative position of the center documents.
lines of the car body and the truck after the
collision.
CHAPTER 4 - LOAD COMBINATIONS AND higher target value is justified by the fact that the
LOAD AND STRENGTH REDUCTION consequences of failure of a transit guideway
FACTORS would be far greater than those of a highway
bridge. The target reliability index adopted for
4.1 - Scope serviceability design, is 2.5 for cracking and 2.0 for
This chapter specifies load factors, strength fatigue.
reduction factors, and load combinations to be The objective in deriving reliability-based load
used in serviceability and strength designs. Struc- factors is to provide a uniform safety level to load-
tural safety is used as the acceptance criterion. carrying components. The uncertainties in meth-
The derivation of load and strength reduction fac- ods of analysis, material properties and dimen-
tors is based on probabilistic methods, using sional accuracies are taken into account in the
available statistical data and making certain basic derivation of strength reduction factors. Uncer-
assumptions. tainties to the magnitude of imposed loads and
4.2 - Basic Assumptions their mean-to-nominal ratios are accounted for in
The economic life of a transit guideway is the derivation of load factors. Because of the high
taken as 75 years. Load and resistance models frequency of train passes on a guideway structure,
were developed accordingly. environmental and emergency loads are combined
Guideway structures should meet the require- with maximum live load. The dead load factor is
ments for both serviceability and strength design. set at 1.30 for both precast and cast-in-place com-
Serviceability design criteria were derived by ponents, consistent with the AASHTO bridge spe-
elastic analysis; stresses and section resistances cifications and ACI 343R. The derivation of load
were determined accordingly. Strength design cri- and strength reduction factors for other load com-
teria were also derived by elastic analysis. How- ponents is also based on reliability approach.
ever, while stresses were determined accordingly,
section resistances were determined by inelastic 4.3 - Service Load Combinations
behavior. Four service load combinations, S1, S2, S3,
The load and resistance models used in this and S4 are listed in Table 4.3. When warranted,
study were based on available test data, analytical more load combinations may be used on specific
results, and engineering judgment.4.2,4.7 projects. Load and strength reduction factors are
Live load is defined by a fully loaded standard not used for serviceability design.
vehicle. The weight of vehicles should include an
allowance for potential weight growth. Resistance 4.4 -Strength Load Combinations
models take into account the degree of quality 4.4.1 -General Requirements
control during casting. Thus, the properties of For strength design, the factored strength of
factory-produced members are considered more a member should exceed the total factored load
reliable than those of cast-in-place members. effect. The factored strength of a member or cross
Some requirements for concrete strength control section is obtained by taking the nominal member
specified by AASHTO are more stringent than strength, calculated in accordance with Chapter 6,
those specified by ACI. However, ACI specifi- and multiplying it by the appropriate strength
cations are generally assumed in this document. reduction factor 4, given in Section 4.4.3. The
Safety is measured in terms of the reliability total factored load effect should be obtained from
index. A higher reliability index, reflects a lower relevant strength combination, U, incorporating
probability of failure. A target reliability index of the appropriate load factors given in Table 4.4.
4.0 is adopted for strength design. This implies Simultaneous occurrence of loads is modeled
that a transit structure would have a lower proba- by using available data. For the purposes of reli-
bility of failure than a highway bridge, where a re- ability analysis, loads are divided into categories
liability index of 3.5 is commonly used.4.8 The according to their duration and the probability of
.
load combinations
Load component U0 Ul U2 U3 U4 U5 U6
WS 1.0
LFe 1.4
BR (FR, FJ l.2
CL 1.3
DR 1A
their joint occurrence, as follows: 4.4.2 -Load Combinations and Load Factors
Load combinations, together with the corres-
- Permanent loads: dead load, earth pressure, ponding factors for strength design, are listed in
structural restraint Table 4.4. Values of load components are spe-
- Gradually varying loads: prestressing effects, cified in Chapter 3.
creep and shrinkage, differential foundation
settlement, and temperature effects 4.4.3 - Strength Reduction Factors, ol
- Transitory loads: live load (static and The capacity of a section should be reduced
dynamic) and wind, by a strength reduction factor, 4, as follows:
- Exceptional loads: earthquake, emergency
braking, broken rail, derailment, vehicle
collision - For flexure only, or flexure with ol = 0.95
axial load in precast concrete
It is assumed that gradually varying loads act - For flexure only, or flexure with ol = 0.90
simultaneously with permanent loads. The former axial load in cast-in-place concrete
are taken at their maximum or minimum level, - For shear and torsion ol = 0.75
whichever yield the worse case scenario for struc- - For axial tension f#J = 0.85
tural performance, for the duration considered. - For compression in members
Transitory and exceptional loads are combined with spiral reinforcement 4 = 0.75
according to Turkstras rule. 4.9 This rule stipulates - For compression in other members 6 = 0.70
that the maximum total load occurs when one of
the load components is at its maximum value, si- For low values of axial compression, 4 may be
multaneously with the other load components increased linearly to 0.90 or 0.95 for cast-in-place
taken at their average values. Ail possible com- or precast concrete, respectively, as the axial load
binations are considered in order to determine the decreases from 0.10 f, Ag to zero.
one which maximizes the total effect. The load The ol factors were computed with the as-
factors corresponding to the time-varying load sumption that precast concrete guideway compo-
combinations reflect the reduced likelihood of nents, with bonded post-tensioning tendons are
simultaneous occurrence of these loads. used.
GUIDEWAY STRUCTURES 358.1R-25
4.2 Nowak, A.S., and Grouni, H., Serviceability 5.3 - Permissible Stresses
Consideration for Guideways and Bridges, Canadian Journal 5.3.1 - Non-prestressed Members
of Civil Engineering, V. 15, No. 4, Aug. 1988, pp. 534-538. Fatigue and cracking are controlled by limit-
4.3 Grouni, H.N., Nowak, A.S., Dorton, R.A., Design ing the stress levels in the concrete and the non-
Criteria for Transit Guideways," Proceedings, 12th Congress, prestressed reinforcement. The stress limitations
International Association for Bridge and Structural are discussed in Sections 5.5 and 5.8.
Engineering, Zurich, 1984, pp. 539-546.
5.3.2 - Prestressed Members
4.4 Nowak, A.S., and Grouni, H.N., Development of
Design Criteria for Transit Guideway," ACI JOURNAL, 5.3.2.1 -Concrete
Proceedings V. 80, No. 5, Sept.-Oct. 1983, pp. 387-389. Flexural stresses in prestressed concrete mem-
bers should not exceed the following:
4.5 Nowak, A.S. and Grouni, H.N., Serviceability Criteria
in Prestressed Concrete Bridges, ACI JOURNAL, Proceedings
V. 83, No. 1, Jan.-Feb. 1966, pp. 43-49.
(a) At transfer:
4.6 Thoft-Christensen, P., and Baker, MJ., Structural
Reliability Theory and Its Applications, Springer-Verlag, New Stresses before losses due to creep, shrinkage
York, 1982, 267 pp. and relaxation and before redistribution of force
4.7 Nowak, A.S., and Lind, NC, Practical Bridge Code
effect take place, should not exceed the following:
Calibration, Proceedings, ASCE, V. 105, STl2, Dec. 1979, pp.
2497-2510. - Compression
l pretensioned members: 0.60fci
4.8 OHBD (Ontario Highway Bridge Design) Code, 3rd l post-tensioned members: 0.55fci'
Edition, Ministry of Transportation, Downsview, Ontario, 1991,
V. 1 and V. 2.
- Tension in members without bonded
4.9 Turkstra, C.J., Theory of Structural Design nonprestressed reinforcement in the
Decisions, Study No. 2, Solid Mechanics Division, University tension zone: 0.4Of,
of Waterloo, Ont., 1970, pp. 124.
Stresses, after allowance for all losses due to l Tension in other areas should be
creep, shrinkage and relaxation and re- limited by allowable stresses at transfer.
distribution of force effects, should not exceed
the following:
5.3.2.2 - Steel
- Compression: The stress in prestressing steel should not
l Load combination S1 or S2, exceed the values given in Table 5.3.
Precast members: 0.45f,' The maximum stress at jacking should in no
Cast-in-place members: 0.4Of,' case exceed 0.94f, or the maximum value recom-
mended by the manufacturer of the prestressing
0 Load combination S3 or S4, tendons and anchorages, while that at transfer
Precast members: OhOf, should in no case exceed 0.82f,. The maximum
Cast-in-place members: O.SSf,' stress in the post-tensioning tendons, at anchor-
ages and couplers, immediately after tendon an-
- Tension in precompressed tensile zones: chorage should not exceed 0.7Of, in accordance
l For severe exposure conditions, such as with ACI 318R.
coastal areas, members in axial tension,
and load combination S1 (for combina-
tion S3 and (S4) moderate case
applies): 0.0 5.3.3 - Partial Prestressing
The preceding tensile strength limitations may
0 For moderate exposure conditions, and be waived if calculations, based on approved or
for, load combination S2: 0.4OL experimentally verified rational procedures, dem-
onstrate adequate deflection, cracking and fatigue
In the absence of more precise data control under specified loading combinations.
Type of Steel
Stress-relieved strand Low relaxation High strength
Prestressing and wire, strand and wire, bar
Stage fpu = 0.85 fP fpu = 0.90 fP fpu = 0.80$,
At Jacking:
Pretensioning 0.80 fp. 0.80 fp.
Post-tensioning 0.80 $. 0.85 fp 0.75 fP
At transfer:
Pretensioning 0.70 fP 0.74 fP 0.66 fpu
Post-tensioning 0.70 $ 0.74 & 0.66 fP
GUIDEWAY STRUCTURES 358.1R-27
At transfer 29 19 4 4
(200) (130) (30) (30)
After transfer 37 22 37 20
(255) (150) (255) (135)
Total 66 41 41 24
(455) (280) (285) (165)
5.7 -Deformation
5.7.1 -General A= T (5-7)
Deflections and rotations due to external 1 + 5op
loading, prestress, and volume changes due to
temperature, creep, and shrinkage, should be con-
sidered in the design; excessive deformations can
affect the structure and the ride quality directly. where,
Of particular importance is the angular disconti-
nuity at the guideway surface at the ends of beams PI = reinforcement ratio for non-prestressed
at expansion joint. compressive reinforcement
Deformation in members under sustained T = time-dependent factor for sustained load,
loading should be calculated as the sum of both and may be taken as:
the immediate and the long-term deformations.
Deflections, which occur immediately upon appli- 5 years or more, T = 2.0
cation of load, should be computed by the usual 12 months, T= 1.4
methods for elastic deflections. 6 months, T= 1.4
3 months, T= 1.0
5.7.2 - Non-prestressed Members
5.7.3 - Prestressed Members
5.7.2.1 -Immediate Deflection
For simple spans the effective moment of The effects induced by prestress should be
inertia, Ie, should be taken as included in the computation of deformation.
5.7.3.1 -Immediate Camber/Deflection
The moment of inertia should be taken as
that of the gross concrete section.
5.7.3.2 -Long-Term Camber/Deflection
In lieu of a detailed analysis, long-term
Icr= moment of inertia of cracked section camber and deflection, as a function of instan-
transformed to concrete, in.4 (m4) taneous camber and deflection for members con-
Ig = moment of inertia of gross concrete section structed and prestressed in a single stage, may be
about the centroidal axis, neglecting the estimated by multiplying the initial camber or
reinforcement, in.4 (m4) deflection by the factors shown in Table 5.7.5.9
Ma = maximum moment in member at stage for It should be noted that these factors apply to
which deflection is being computed, lb - in. (N simple spans. For continuous spans, in the ab-
- mm) sence of a detailed analysis, long-term deflections
= cracking moment = fcrIg/yt may be estimated by applying two thirds of the
2 = cracking stress in concrete, psi (MPa) factors given in the table.
yt = distance from the centroidal axis of a cross-
section (neglecting the reinforcement) to the 5.8 - Crack Control
extreme fiber in tension, in (mm). Cracking should be controlled in non-
prestressed reinforced members by suitable de-
For continuous spans, the effective moment of tailing and sizing of the reinforcement. Pre-
inertia may be taken as the average of the values stressed concrete members should contain non-
obtained using the preceding equation for the prestressed reinforcement at the precompressed
critical positive and negative moment sections. tensile zone.
Provisions should be made in design for posi-
5.7.2.2 -Long-Term Deflection tive moments that may develop in the negative
In lieu of a detailed analysis, the additional moment regions of precast prestressed units
long-term deflection resulting from creep and erected as simple span and made continuous for
shrinkage for both normal weight and light-weight live loads. The effects of loading in remote spans,
concrete flexural members may be estimated by as well as shrinkage, creep, and elastic shortening
multiplying the immediate deflection, caused by of the piers should also be considered in the
the sustained load being considered, by the factor design.
358.1R-30 MANUAL OF CONCRETE INSPECTION
Final:
Afrs (5-13)
Phc = - (5-11) Xm = 0.54 (I - I#)u2
bbS
The stress in the reinforcement should not
A bs = area of non-prestressed reinforcement exceed 30 ksi (200 MPa) nor 0.854.
located perpendicular to a potential bursting Reinforcement to control spalling cracks in
crack, in.2 (mm2). both the horizontal and vertical planes at the
bb = width of concrete in the plane of a anchorage zones should be provided within 0.2h of
potential bursting crack, in. (mm). the end of the member. The spalling force may be
S = spacing of reinforcement to resist bursting determined by the method described in Reference
or pitch of spiral reinforcement, in. (mm). 5.11. The end stirrup should be placed as closely
fcri = cracking stress of concrete at time of initial to the end of the member as practicable with
prestress, psi (MPa) adequate cover. The reinforcement should extend
over the full depth and width of the member. The
For calculating fbs, a symmetrically placed stress in the reinforcement should not exceed 20
square anchor of side a1 acting on a square prism ksi (140 MPa).
of side and depth a2 may be assumed. The dimen-
sion a2 should be the minimum distance between 5.8.2.2 - Pretensioned Members
the centerline of anchors or two times the distance End blocks are not required where all tendons
from the centerline of the anchor to the nearest are pretensioned strand.
edge of concrete, whichever is lesser [Fig. Vertical stirrups to resist a tension equal to at
5.8.2(a)]. For circular anchors, aI should be taken least four percent of the prestressing force at
as the side of a square with an area equal to the transfer should be distributed uniformly over a
area of the circular anchor. length equal to 0.2h from the end of the girder.
The total force, Fbs, causing bursting in a The end stirrup should be placed as closely to the
plane perpendicular to the longitudinal axis of the end of the member as practicable. The stress in
tendon, may be computed from the reinforcement should not exceed 20 ksi (140
MPa).
Fbs = 0.70 Fsj 11 (5-12) The ends of members with flanges should be
reinforced to enclose the prestressing steel in the
Reinforcement to resist the bursting force flanges.
should be uniformly distributed from 0.52Xm to a Transverse reinforcement should be provided
distance equal to a2, measured from the loaded in the flanges of box girders and should be
face of the end block [Fig. 5.8.2(b)], where: anchored into the webs of the girder.
anchoragesf%*@;/~ t
>, a2
L-i--H
QZR a2/2 a2f2
s y m m e t r i c a l lLl-4
prism am am
loaded force
0.52% >c, a2
DISTANCE
Fig. 5.8.2(b) Distribution of Stress Causing Bursting
5.2. Zia, Paul, Kent, Preston H., Scott, Norman L, and 5.12 OHBD (Ontario Highway Bridge Design) Code,
Workman, Edwin B., Estimating Prestress Losses, Concrete 3rd Edition, 1991, Ministry of Transportation, Downsview,
InternationaI: Design and Construction, V. 1, No. 6, June 1979, Ontario, 1991, V. 1 and V. 2.
pp. 32-38.
* For recommended references, see Chapter 8.
5.3. Huang, Ti., A New Procedure for Estimation Of
Prestress Losses, Report No. 470.1, Research Project No.
80-23, Pennsylvania Department of Transportation/Fritz
Engineering Laboratory. Lehigh University, Bethlehem, May
CHAPTER 6 -STRENGTH DESIGN
1982.
6.1 -General Design and Analysis Con-
5.4. Rigon, C., and Thurlimann, B., Fatigue Tests on siderations
Post-Tensioned Concrete Beams, BERICHT No. 8101-1, The recommendations in this chapter are in-
Institut fur Baustatik und Konstruktion. ETH, Zurich, Aug.
1984, 74 pp.
tended for reinforced concrete guideways pro-
portioned for adequate strength using load com-
5.5. Billing, J.R., Estimation of Natural Frequencies of binations, load factors, and strength reduction
Continuous Multi-Span Bridges, Report. No. RR219, Ministry factors as specified in Chapter 4. The recom-
of Transportation and Communications, Downsview, 1979. mendations are based principally on ACI 318,
5.6. Csagoly, P.F., Campbell, T.I., and Agarwal, A.C.,
Building Code Requirements for Reinforced
Bridge Vibration Study, Report No. RR 181, Ministry of Concrete, hence, may also be applied to non-
Transportation and Communications, Downsview, 1972. prestressed components of a guideway structure,
where applicable.
5.7. Campbell, T.I., Natural Frequencies of Curved All members of statically indeterminate
Beams and Skew Slabs, Report, OJT & CRP Project 8303,
Queens University, Kingston, Mar. 1978.
structures should be designed for the maximum
effects of the specified loads as determined by 1)
5.8. Thompson, W.T., Theory of Vibration With elastic analysis, or 2) any acceptable method that
Applications, Prentice-Hall, Inc., Englewood Cliffs, 1972. takes into account the nonlinear behavior of re-
inforced concrete members when subjected to
5.9. PC1 Design Handbook, 2nd Edition, Prestressed
Concrete Institute, Chicago, 1978, 384 pp.
bending moments approaching the strength of
the member. Analysis should satisfy the condi-
5.10. Iyengar, Kashi T.S.R., and Mandanapalle, K. tions of equilibrium, compatibility and stability
Prabhakara, Anchor Zone Stresses in Prestressed Concrete at all points in the structure and at all magni-
GUIDEWAY STRUCTURES 358.1R-33
non-prestressed concrete, the method becomes the other shear and longitudinal stresses in the
very tedious because of its empirical nature. section.
American Concrete Institute This report was submitted to letter ballot of the
P.O. Box 9094 committee and was approved in accordance with ACI balloting
Farmington Hills, MI 48333-9094 procedures.