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Bridge CH 5 Example On Slab Bridge
Bridge CH 5 Example On Slab Bridge
Chapter 5
SUPERSTRUCTURES
Example on Design of Slab Bridge
Design Data and Specifications
Superstructure consists of 10m slab, 36m box girder and 10m T-girder all simply supported.
Only the design of Slab Bridge will be used for illustration.
-Materials
Concrete: Class ‘A’ concrete: Cylinder strength f c’ = 28MPa [A5.4.2.1]
[A5.4.2.4]
Steel: fy = 400MPa
Es = 200GPa
Reference: AASHTO LRFD Bridge Design Specifications, SI units, 2nd Edition, 2005.
Minimum recommended depth for slabs with main reinforcement parallel to traffic is
Use D = 540 mm, d= 540- F/2-25 = 499mm S=10.415m≤Clear span + d = 10000 + 499 =
10.499m Ok! (Cover)
a) Interior Strip
i) One lane loaded: multiple presence factor included [C.4.6.2.3]
Use E=3256.63mm
Slab bridges shall be designed for all vehicular live loads specified in AASHTO
Art 3.6.1.2, including the lane load [Art.3.6.1.3.3]
a) Inter Strip
i) Maximum Shear Force
This governs
AAiT, Department of Civil & Environmental Engineering Page 3
Chapter 5- Superstructures
Design Example on Slab Bridge Fundamentals of Bridge Structures
Impact factor = 1+IM/100 = 1+33/100 = 1.33, not applied to lane load [Art.3.6.2.1]
VLL+IM=1.33*72.52+14.87 = 111.32
b) Edge Strip
Because E= 1800mm, one lane loaded with a multiple presence factor of 1.2 will be
critical
η0 = ηR = ηI = 1.0
6. Select Applicable Load Combinations [Table 3.4.1-1]
Strength I U=η (1.25DC + 1.50DW + 1.75(LL+1M)+1.0FR+γTG TG
Service I U=1.0(DC+DW) +1.0(LL+IM) + 0.3(WS+WL+1.0FR
Fatigue U=0.75*(LL+IM)
7. Dead Load Force Effects
b) Edge Strip:
Components shall be so proportioned that the tensile stress in the mild steel
Reinforcement at the service limit state, fs, does not exceed fsa
a) Interior strip
b) Edge Strip
140<418.98 Okay
A- Area of concrete having the same controid as the principal tensile reinforcement
and bounded by the surfaces of the cross-section and a line parallel to the neutral axis
divided by the number of bars (mm2), clear cover here also ≤ 50mm
The concrete is considered cracked if tensile stress in concrete ≥ 80% of the modulus of
rupture, [Art. 5.7.3.4&5.4.2.6]
Now, steel stress should be calculated for elastic cracked section. The moment of inertia
of the composite transformed section should be used for the stress calculation
fs<fsa Ok!
iii) Deformations
Deflection and camber calculations shall consider dead load, live load, erection loads,
concrete creep and shrinkage.
[Art. 5.7.3.6.2]
The long-term deformation (due to creep and shrinkage) may be taken as the immediate
deflection multiplied by the following factor
Location of N.A,
Since the section does not crack under DL, Ig should be used
Use design truck alone or design lane plus 25% of truck load. [Art. 3.6.1.3.2]
When design truck is used alone, it should be placed so that the distance between its resultant
and the nearest wheels is bisected by span centerline. All design lanes should be loaded.
Design TruckLoad
(ΔLL+IM)1=1.75+3.83+0.003=5.583<<13mm Ok!
ΔLL+IM=1.33+1.48+2.79mm<<13.02mm Ok!
TandemLoad
Single concentrated tandem load at mid-span (spaced at zero meter)
P=1.33*220*2*1 = 585.2KN
With average Ieover the entire span used instead of Ie at section of maximum moment as
done here, smaller deflection would result. The contribution of compression steel is also
neglected. For these reasons, live load deflections are made optional in AASHTO.
U=0.75(LL+IM), IM=15%
b) Reinforcing Bars:
The stress range in straight reinforcement bars resulting from fatigue load
combination shall not exceed.
ff=145-0.33fmin+55(r/h)
ff-is stress range fmin-minimum LL stress, where there is stress reversal=0 for our case
r/h=0.3
ff=145-0.33(0)+55(0.3)=161.5Mpa
fmax<ffok!
40.66<161.5 ok!
a) Interior strip
Mu=ηΣγiQI=1.05[1.25MDC + 1.5MDW + 1.75MLL +IM+γTGMTG]
For simple span bridges, temperature gradient effect reduce gravity load effects.
Because temperature gradient may not always be there, assume γTG=0
Mu=1.05 [1.25(172.34) + 1.5(22.51) + 1.75(245.76)] = 713.23kNm/m
Mu = φAsfyd(1-0.588 ρfy/f’c)
D=540-32/2-25 = 499mm
As = 0.0086*1000*499=4291.4mm2
Use
b) Edge Strip
Mu=ηΣγiQI=1.05[1.25(217.76) +0+ 1.75(533.56)+0) = 1266.22KN/m
D=540 + 250 – 32/2-25 = 749mm
ρ=0.00904>ρmin
As =ρbd = 0.0086*750*749=5082.19mm2
AAiT, Department of Civil & Environmental Engineering Page 13
Chapter 5- Superstructures
Design Example on Slab Bridge Fundamentals of Bridge Structures
ii) Sheaf
Slab bridges designed in conformance with AASHO, Art 4.6.2.3 may be considered
satisfactory for shear. Art. 4.6.2.3 deals with approximate method of analysis of slab bridges
using equivalent strip method.
But if longitudinal tubes are placed in the slab as in pre stressed concrete, and create voids
and reduce the cross section, the shear resistance must be checked.
a) Interior strip:
Transverse reinforcement = 0.175*4347.34mm2 = 745.6mm2
b) Edge strip:
Transverse reinforcement = 0.1715 * 5063.8 mm2 = 868.44mm2
a) Interior Strip:
m, transverse.
GENERAL
Bridges shall be designed for specified limit states to achieve the objectives of
constructibility, safety, and serviceability, with due regard to issues of inspectibility,
economy, and aesthetics, as specified in Chapters 3 – 11.
Regardless of the type of analysis used, Equation 2.1 shall be satisfied for all specified force
effects and combinations thereof. Equation 2.1 below is the basis of the LRFD methodology.
Each component and connection shall satisfy Equation 2.1 for each limit state, unless
otherwise specified. For service and extreme event limit states, resistance factors shall be
taken as 1.0, except for bolts, for which the provisions of Chapter 8: Bridge Details apply.
Where:
i = D R I 0.95 (2.2)
i = 1 1.0 (2.3)
D R I
Ductility, redundancy, and operational importance are significant aspects affecting the margin
of safety of bridges. Whereas the first two directly relate to physical strength, the last
concerns the consequences of the bridge being out of service. The grouping of these aspects
on the load side of Equation 2.1 is, therefore, arbitrary. However, it constitutes a first effort at
codification. In the absence of more precise information, each effect, except that for fatigue
and fracture, is estimated as ±5 percent, accumulated geometrically, a clearly subjective
approach. With time, improved quantification of ductility, redundancy, and operational
importance, and their interaction and system synergy, shall be attained, possibly leading to a
rearrangement of Equation 2.1, in which these effects may appear on either side of the
equation or on both sides.