MODULE 6 BRIDGE ENGINEERING

BATCH 3
6-8 July 2018
Quezon City

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ISO 9001:2008 RUEL B. RAMIREZ, MSCE, M. ASEP, M. ISSEP
TOPIC OUTLINE
1. Introduction
1. What is a Bridge
2. Evolution of Bridges
3. Type of Bridges
4. Parts of Bridge Structure
5. Historical Failures of Bridges
2. Design Loads
1. Dead Load
2. Live Loads
3. Impact Loads
4. Braking Loads
5. Centrifugal Force
6. Thermal Forces
7. Stream Current On Piers
8. Earth Pressure
9. Earthquakes
10. Wind Load
3. Super-Structure
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1. Design of Ancillary
ISO 9001:20082. Design of Deck
Introduction

What is a Bridge?
BRIDGE is generally a structure
that carry a railway, path or
road across a river, canal, road
or any other artificial or natural
obstacle. It is a structure which
provides a passage over a gap
without closing the opening
which is underneath that gap.

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Introduction

What is a Bridge?
Importance of a Bridge
Easy and reduces travel time for
transportation of goods, etc.
improvement of convenience of
public transportation and network
Allows passage to difficult terrains
Minimize the congestion on roads
and traffic jam
Military use and improvement of
economy and environment

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Introduction

What is a Bridge?
THOMAS TELFORD (1757-1834)
 British Civil Engineer
 Birth date: August 09, 1757
 Date of death: September 02, 1834
 First president of Institution of Civil Engineers
 Materials he used in constructing bridges:
 Cast iron
 Masonry

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ISO 9001:2008 Menai Strait, United Kingdom
Introduction

What is a Bridge?

Bewdley Bridge, 3-Span Masonry Arch Bridge

L = 50m, W = 8.2m, (1798)

Over Bridge, Single Stone Arch Bridge

L = 46m, W = 5.2m, (1825-1828)

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Introduction

What is a Bridge?

Mythe Bridge, Cast-Iron Arch Bridge

L=52m, W=7.3m, (1826)

Dean Bridge, Four Stone Arch Bridge

L=136m, W=12m, H = 32m (1831)

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Introduction

Evolution of Bridges
In the Beginning of Bridges, they were
built as very simple structures and
appeared in nature by themselves. The
materials used were accessible in the
surrounding nature like fallen wooden
logs, stones, etc.

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Introduction

Evolution of Bridges
Arkadiko Bridge (Kazarma Bridge)
located in Peloponnese, Greece is one
of the oldest arch bridges. It was built
on 13th Century BC to connect the
towns of Tiryns and Epidauros. Ancient
Romans discovered the use of Arch
Bridges that were lighter and able to
carry twice as heavy as the bridge itself
because of the load forces on top of the
bridge were transferred to move along
the curve of the arch.

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Introduction

Evolution of Bridges
Modern bridges now with the advancement of technology can be built with the
combination of concrete, steel and cables, and can span from small sizes to incredible
lengths that can span through mountains, rivers, and seas.

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Introduction

Evolution of Bridges
XIHOUMEN BRIDGE
 Opening: Year 2009
 Location: Zhejiang, China
 Worlds second largest suspension bridge
 Free Span = 1650 meters
 Total length = 2588 meters
 Height = 211 meters

FOURTH NANJING YANGTZE BRIDGE

 Opening: December 24, 2012
 Location: Jiangsu Province, China
 Third Largest bridge in China
 Free Span = 1418 meters
 Total length = 5437 meters
 Height = 229 meters

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Introduction

Evolution of Bridges
JIANGYIN YANGTZE RIVER BRIDGE
 Opening: September 28, 1999
 Location: Jiangsu Province, China
 Fourth Largest bridge in China
 Free Span = 1385 meters
 Total length = 3000 meters
 Height = 190 meters

SUTONG BRIDGE
 Opening: May 25, 2008
 Location: Nantong/Changshu, China
 Ninth Largest bridge in China
 Free Span = 1088 meters
 Total Length = 8206 meters
 Height = 306 meters

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Introduction

Evolution of Bridges

HONGKONG ZHUHAI MACAU BRIDGE

 Construction Start: December 15, 2009
 Construction End: November 14, 2017
 Opening: July 01, 2018
 Costs: $15.9 billion
 Designed for 120yrs lifespan
 Span: 55 kilometers (34miles)
 Six lanes and Four tunnels
 one tunnel runs under water
 Series of Three cable-stayed bridges
 Three artificial islands to support the structure
 Total bridge width: 33.1 meters
 Foundation: Rock-Socketed Bored Piles (1.5m–2m diameter)
 Segmental Method: structural components are precast concrete

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Introduction

Type of Bridges

Simple Span Bridge Arch Bridge

Cable Stayed Bridge Suspension Bridge

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Introduction

Type of Bridges
Classification by type of structure

ARCH BRIDGE is a curve shape bridge that resists mainly axial compression loads,
horizontal thrust is developed supported by abutments

TRUSS BRIDGE a bridge which the members are connected to form triangular units.
The members may resist axial force, either in tension or compression.

GIRDER BRIDGE the deck slab is supported mainly by girders and the loads taken are
transferred to the piers and abutments.

SUSPENSION BRIDGE is most suitable type for long span bridges. The deck slab and
girders are suspended from cables and suspenders hang from the towers.

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Introduction

Type of Bridges
Classification by type of material

TIMBER BRIDGE a bridge which is generally made by woods and constructed for
relatively short spans or temporary bridges.

STEEL BRIDGE is a bridge constructed using steel cables, steel stiffening truss or
girders, pylons, arch, and other main structural components

MASONRY BRIDGE commonly used for shorts spans and in low depth canals. They
are constructed by using bricks or stones.

CONCRETE BRIDGE the most commonly used type of bridge because of its stability
and durability. In girders, normally it is designed with tendon

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Introduction

Type of Bridges
Classification by type of support

SIMPLY-SUPPORTED BRIDGE is a simply supported beam type which is supported by

the abutments at its ends. The simplest bridge suitable for shorter spans.

CONTINUOUSLY SUPPORTED BRIDGE the main girders are supported by more than
three supports when the total length is very long.

CANTILEVER BRIDGE is generally the type of bridge which is supported only at one
end and another end is free.

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Introduction

Parts of Bridge Structure

SUPERSTRUCTURE.
Consists of deck slab, girder,
truss and components above
the support.

SUBSTRUCTURE. Consists of
all the components which
supports the superstructure.
Piers, Abutments, Wing walls
and foundations.

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Introduction

Parts of Bridge Structure

SUPERSTRUCTURE

• DECK. road or rail surface of the bridge

supported by the girders

• WEARING SURFACE. resist traffic wear

usually a bituminous material

• GIRDER or TRUSS. supports the deck

and distribute loads longitudinally

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Introduction

Parts of Bridge Structure

SUBSTRUCTURE
• PIER. supports the superstructure at
the end of the span and transmits the
load to the foundation.

Two Basic Types of Piers:

• Column Piers – solid or box section
considering structural and aesthetic

• Wall Piers – used where piers have

significant hydrodynamic actions.

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Introduction

Parts of Bridge Structure

SUBSTRUCTURE
• ABUTMENT. Vertical Structures used to
support the superstructure and retain the soil
behind the structure. Abutments support the
dead and live loads from the superstructure
and also resist the lateral pressure from the
approach embankment.

• FOUNDATION. The structural system that

transmit all the forces from the structure to the
soil

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Introduction

Parts of Bridge Structure

PIER TYPES

Column Bent Solid Wall Pile Bent Hammerhead

WALL PIERS
COLUMN PIERS

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Introduction

Parts of Bridge Structure

WORLD’S HIGHEST PIERS

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Introduction

Parts of Bridge Structure

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Introduction

Parts of Bridge Structure

Component Name Component Name Component Name

1 Footing 12 End diaphragm 23 Bottom Slab

2 Pile Cap 13 Bridge Seat 24 Facia beam

3 Pile 14 Support Wall 25 Guard Rail

4 Batter Pile 15 Bridge Seat Beam 26 Pedestrian Railing

5 Box Abutment 16 Access Chamber 27 Scaling Membrane

6 Spill-Through Abutment 17 Bearing 28 Wearing surface

7 Pier 18 Expansion joint 29 Drain Inlet

8 Breast Wall 19 Transverse Diaphragm 30 Cross Drain

9 Wingwall 20 Box-Girder Web 31 Longitudinal Drain

10 Backwall 21 Top Slab (Between Webs)

11 Edge Beam 22 Top Slab (Cantilever)

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Introduction

Parts of Bridge Structure

Component Name

1 Backwall

2 Abutment Stem

3 Footing

4 Footing Heel

5 Footing Toe

6 Edge of roadway, or water surface

7 Beam Seat

8 Bearing

9 Bridge Super Structure

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Introduction

Parts of Bridge Structure

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ISO 9001:2008 Source: Historic Bridges
Introduction

Historical Failures of Bridges The Silver Bridge

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Introduction

Historical Failures of Bridges

 The bridge was constructed in 1927-28 as a private venture by West Virginia-Ohio
River Bridge Corp then sub-contracted to American Bridge Company.
 In May 1927, J. E. Greiner Company, a Consulting Engineers of Baltimore, Maryland,
prepared the plans and specifications for a “suspension bridge” scheme using cable
strands.
 After 40 years that the bridge was on service, on December 15, 1967, at
approximately 5:00 p.m., the Point Pleasant Bridge, called Silver Bridge by locals,
collapsed without warning into the Ohio River in about 60 seconds.
 Among the 31 vehicles and 64 persons on the bridge during the incident, 44 died, 18
survived, and 2 were missing.

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Introduction

Historical Failures of Bridges

Geometry of the Structure

Pylons

Eyeball Chain

Rocker

RC Piers on Piles

Stiffening Truss Plate

Plate
Girder Girder
15 panels at 25’4” = 380” 28 panels at 25’ = 700” 15 panels at 25’4” = 380”

Total Length = 1753 ft

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Introduction

Historical Failures of Bridges

0.11” corroded
crack

stress
stress
Corroded Crack and Stress in the Eyebar
Lessons Learned
 Statically determinate structure can lead to instantaneous collapse
 Small defect in main structural component can lead to collapse
 Awareness of live loads used in design and the current live loads
 Flaws in fabrication of steel should be considered in the analysis
 Corrosion in steel subjected to stress concentration should be taken into
account before the stress reaches at critical level
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Introduction

Historical Failures of Bridges

The Tacoma Bridge

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Introduction

Historical Failures of Bridges First seismic design specifications

was established in 1925
Kanto Earthquake, Japan
First seismic design code for bridges
Sept 1, 1923, Tokyo-Yokohama Allowable Stress Design
M = 7.9 Until the 1950’s, elastic seismic design
using 0.2-0.3 seismic coefficient used
Massive and piers constructed

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Introduction

Historical Failures of Bridges Design Specifications was revised

in 1971
Niigata Earthquake, Japan
Modified seismic coefficient method
June 16, 1964, Niigata Region incorporating natural period, soil condition
M = 7.5 and bridge importance
Effect of ground liquefaction considered
Unseating prevention device introduced

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Introduction

Historical Failures of Bridges Design Specifications was

revised in 1980
Miyagi-ken Earthquake, Japan
Concept of ductile design was used
June 12, 1978, Miyagi Region Transverse reinforcement increased
M = 7.4 Anchorage length of rebar increased

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Introduction

Historical Failures of Bridges Design Specifications was

revised in 1996
Kobe Earthquake, Japan
Two-level design concept was introduced
January 17, 1995, Kobe Design ground motion was increased
M = 7.2 Detailing, etc.

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Introduction

Historical Failures of Bridges New seismic design criteria for

bridges was introduced by California
San Fernando Earthquake, USA Department of Transportation
(Caltrans) in 1973
February 9, 1971, SF, California
M = 6.6 AASTHO adopted the Caltrans provisions
in the 1975 Interim Specifications
EQ = CFW where C = ARS/Z

F = frame factor
W = dead load
A = peak ground acceleration
R = response spectra
S = soil amplification factor
Z = force reduction factor

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Introduction

Historical Failures of Bridges Seismic Design Specifications

San Fernando Earthquake, USA 1981 Seismic Design Guide Specifications

was issued ATC-6
February 9, 1971, SF, California AASTHO Standard Specifications for
M = 6.6 Highway Bridges incorporated Division I-A
Seismic Design was issued in 1992 which
includes,
• response spectra based on four soil
profile types
• Inelastic hinging of column using response
modification factors
• Transverse confine details for columns
• Minimum support length introduced

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Introduction

Historical Failures of Bridges Seismic Design Specifications

Other Earhtquakes AASTHO LRFD Bridge

Design Specifications
Loma Prieta, USA - Oct 17, Force-based approach
using strength reduction
1989 (M = 7.1) factor to reduce the elastic
North Luzon, Philippines - July force demand
16, 1990 (M = 7.9)
North Ridge, USA - January
17, 1994 (M=6.7) AASTHO LRFD
Seismic Bridge Design
Displacement-based
approach using
displacement as a
measure of earthquake
demand and damage

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Introduction

Historical Failures of Bridges

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Introduction

Historical Failures of Bridges Learnings From Past Earthquakes

Year Earthquake Major Lessons Major Advances

Ground failure due to liquefaction, span Site susceptibility to liquefaction, longer support
1964 Prince William Sound, AK
unseating lengths

Ground failure due to liquefaction, span Site susceptibility to liquefaction, longer support
1964 Niigata, Japan
unseating lengths

1971 San Fernando, CA Column failure, span unseating Capacity design, longer support lengths

Restrainers, column jackets, extensive tool box

Non-ductile details in older structures,
1989 Loma Prieta, CA of retrofit measures, revised site amplification
span unseating, soil amplification effects
factors

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Adverse load distribution in piers with Balance pier stiffnesses in multi-span continuous
ISO 9001:2008
Introduction

Historical Failures of Bridges Learnings From Past Earthquakes

Year Earthquake Major Lessons Major Advances

Damage to steel superstructures and Increase in minimum connection forces, full scale

1995 Kobe, Japan bearings, non-ductile response of testing of Japan-designed bridge columns on E-

concrete columns defense shake table in Kobe

Site remediation, estimation of lateral flows due

Liquefaction, cross-frame damage in steel
2001 Nisqually, WA to liquefaction, ductile cross frames for plate
plate girder superstructures
girder bridges

Stabilize adjacent rock slopes, explicit design of

Span unseating and abutment damage
2008 Wenchuan, China load path in curved bridge superstructures;
due to rockfalls, curved girder unseating
longer seat lengths
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Introduction

Historical Failures of Bridges Learnings From Past Earthquakes

Year Earthquake Major Lessons Major Advances

Liquefaction induced lateral flow damages

Ground improvement under bridge approaches
abutment piles and when resisted can
2010, Christchurch, New to reduce extent of lateral flow (site
buckle single span bridge superstructures
2011 Zealand remediation), benefits of seismic retrofit
in compression, aggressive retrofitting
program demonstrated
program reduced extent of bridge damage

Bridge damage due to shaking was mainly

Benefits of seismic retrofit program
in bridges not yet retrofitted, or only
Great East Japan demonstrated, survival during tsunami
2011 partially retrofitted. Bridge damage due to
Earthquake, Japan inundation is possible if adequate connection
tsunami inundation was greater in non-
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Introduction

Historical Failures of Bridges Learnings From Past Earthquakes

Northridge, 1994 Chile, 2010 Chile, 2010

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Introduction

Historical Failures of Bridges Learnings From Past Earthquakes

San Fernando, 1971 San Fernando, 1971

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Historical Failures of Bridges Learnings From Past Earthquakes

Loma Pieta, 1989

Chi Chi, Taiwan, 1991

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Historical Failures of Bridges Learnings From Past Earthquakes

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Design Loads

Design loads to be considered in the design of bridges are:

• Dead load
• Live load
• Impact load
• Wind load
• Breaking forces
• Centrifugal forces
• Buoyancy effect
• Stream Flow
• Thermal effects
• Deformation and horizontal effects
• Erection stresses
• Seismic loads

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Design Loads

Dead Loads
Dead Load includes
Selfweight of the structure including the
roadway, sidewalks, tracks, pipes, conduits,
cables, etc.
If a separate wearing surface is to be
placed when the bridge is constructed,
adequate allowance shall be made for its
weight in the design dead load.
Where the abrasion of concrete is not
expected, the traffic may bear directly on
the concrete slab. If considered variable, 6-
mm or more may be added to the slab for a
wearing surface.

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

Standard M Trucks

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

Standard MS Trucks

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

Lane Loading

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

AASHTO
H20-44 (20tons)
HS20-44 (36TONS)

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.

• MINIMUM LOADING - Bridges supporting boundary highways which carry, or which

may carry, heavy truck traffic, shall be designed for MS 18 Loading or an alternative
military loading of two axles 1.20-m apart with each axle weighing 108-kN,
whichever produces the greatest stress.

• OVERLOAD PROVISIONS - For loadings less than M18, provision shall be made
for an infrequent heavy load by applying Loading Combination IA, with the live load
assumed to be M or MS truck and to occupy a single lane without concurrent loading
in any other lane. The overload shall apply to all parts of the structure affected,
except the roadway deck, or roadway deck plates and stiffening ribs in the case of
orthotropic bridge structures.

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Design Loads

Live Loads
Live loads includes all moving loads such as vehicles, pedestrian, etc.
Sidewalk Live Load = 3.6kPa

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Design Loads

Impact Loads
Impact load on bridge is due to sudden loads which are caused when the vehicle is
moving on the bridge. When the wheel is in movement, the live load will change
periodically from one wheel to another which results the impact load on bridge.

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Design Loads

Braking Forces
Braking forces are caused by braking or accelerating of vehicle on the bridge when the
vehicle suddenly stops or accelerates inducing longitudinal forces

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Design Loads

Centrifugal Forces
If bridge is to be built on horizontal curves, then the movement of vehicle along curves
will cause centrifugal force on to the super structure.

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Design Loads

Thermal Forces
Thermal stresses are caused due to temperature. Temperature change induce stresses
in the bridge elements especially at bearings and deck joints.

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Design Loads

Stream Current on Piers

Longitudinal Stream Pressure

The pressure of flowing water acting in the longitudinal direction of substructures shall
be taken as:

P= 5.14 x 10-4 CD V2
where:
P = pressure of flowing water (MPa)
CD= drag coefficient in piers specified in Table 10.12.3.1-1
V = design velocity in water for the design flood in strength and service limit states and
for the check flood in the extreme event limit state (m/s)

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Design Loads

Stream Current on Piers

Free-Body Diagram

The longitudinal drag force shall be taken as the product of longitudinal stream
pressure and the projected surface exposed thereto.

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Design Loads

Stream Current on Piers

Drag Coefficient

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Design Loads

Lateral Earth Pressure

Earth pressure: EH
Approximate values of relative moments required to reach minimum active or maximum
passive earth pressure conditions are provided in Table 10.15.4-1.

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Design Loads

Lateral Earth Pressure

Lateral earth pressure shall be assumed to be linearly proportional to the depth of earth
and taken as:

P = k ɤs gz (x10-9)
where:
P = basic earth pressure (MPa)
ɤs = density of soil (kg/m3)
z = depth below the surface of earth (mm)
g = gravitational constant (m/s2)
k = coefficient of lateral earth pressure taken as ka for walls that do not deflect, or kp for
walls that deflect sufficiently to reach minimum passive conditions.

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Design Loads

Lateral Earth Pressure

Lateral earth pressure coefficients

 At-Rest Lateral Earth Pressure Coefficient, ko
 Active Lateral Earth Pressure Coefficient, ka
 Passive Lateral Earth Pressure Coefficient, kp

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Design Loads

Lateral Earth Pressure

At-Rest Lateral Earth Pressure Coefficient, ko

For normally consolidated soil,

ko = 1 – sin ɸ’f

where:
ɸ’f = Effective friction angle of drained soil
ko = Coefficient of at rest pressure

For overconsolidated soils,

ko = (1 – sin ɸ’f) (OCR) sinɸ’f

where:
OCR = Overconsolidation Ratio

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Lateral Earth Pressure

At-Rest Lateral Earth Pressure Coefficient, ko

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Lateral Earth Pressure

Active Lateral Earth Pressure Coefficient, ka

in which:

where:
δ = friction angle between fill and wall taken as
specified in Table 10.15.4.3-1 (o)
β = angle of fill to the horizontal as shown in table
θ = angle of back face of wall to the horizontal as
shown in table
ɸ’f = effective angle of internal friction (o)

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Design Loads

Lateral Earth Pressure

Active Lateral Earth Pressure Coefficient, ka

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Design Loads

Lateral Earth Pressure

Passive Lateral Earth Pressure Coefficient, kp

For noncohesive soils, values of the coefficient of passive lateral earth pressure may be taken from Figure 10.15.4.4-1 for
the case of a sloping or vertical wall with a horizontal backfill or from Figure 10.15.4.4-2 for the case of a vertical wall and
sloping backfill. For conditions that deviate from those described in Figures 10.15.4.4-1 and 10.15.4.4-2, the passive
pressure may be calculated by using a trial procedure based on wedge theory. When wedge theory is used, the limiting
value of the wall friction angle should not be taken larger than one-half the angle of internal friction, ɸf.

For cohesive soils, passive pressures may be estimated by:

Pp = passive earth pressure (MPa)

ɤs = density of soil (kg/m 3)
Z = depth below surface of soil (mm)
C = coefficient of passive pressure
Specified in Figures 10.15.4.4-1 and 10.15.4.4-2, as appropriate
g = gravitational acceleration (m/sec2)

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Design Loads

Lateral Earth Pressure

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Design Loads

Lateral Earth Pressure

SEISMIC ACTIVE EARTH PRESSURE: Mononobe-Okabe Method

φ = Angle of Friction of Soil

kh = horizontal seismic coefficient
kv = vertical seismic coefficient

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Design Loads

Earthquake Load

EARTH QUAKE (SINGLE-MODE SPECTRAL METHOD)

LONGITUDINAL AND TRANSVERSE SEISMIC LOADING
WHERE:

Po(X) = (UNIFORM UNIT LOAD)

= 1.00 Kn/m

DISPLACEMENT DUE TO UNIFORM

UNIT LOAD

Neglecting axial deformation in the deck and assuming that the deck behaves as a rigid member, i.e.
cross-section area (Ag) & moment of inertia (Ix) of the deck are very large, the bridge may be idealized as
shown below.

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Design Loads

Earthquake Load
EARTH QUAKE (SINGLE-MODE SPECTRAL METHOD)
LNGITUDINAL SEISMIC LOADING
PROCEDURE :
5.0 Determine the Elastic Seismic Response Coefficient, "Cs"
1.0 Use Equivalent actual static load (Pe) of 1kN/m unit load
2.0 Get The Longitudinal Displacement @ Each Span due to Unit Load, "Vs"

3.0 Determine the Stiffness, "K"

S = Site Coefficient
A = Acceleration Coefficient

Site Coefficient
4.0 Determine the Weight of the Bridge, "W"
Soil Profile Type Seismic Coefficient

I 1.0
5.0 Determine the Period of the Bridge, "T"
II 1.2
III 1.5

REFERENCE: NSCP 2ND EDITION, 1997 REPRINT EDITION, 2005 PAGE 21-11

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Design Loads

Wind Loads
Wind load is an important factor in the bridge design especially in long span bridges. For
short span bridges, wind load can be negligible.

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Design Loads

Wind Load
Horizontal Wind Pressure
Wind pressures shall be calculated based on the base design wind velocity (VB) of 160
kph. For bridges or parts of bridges more than 10m above low ground or water level, the
design wind velocity, VDZ, shall be adjusted according to:

where:
VDZ = Design wind velocity at design elevation, z (km/h)
V10 = Wind velocity above 10 m height or above design water level (km/hr)
VB = Base wind velocity (km/hr), yielding design pressures specified in Articles 10.13.1.1 and 10.13.2
Z = Height of structure at which wind loads are being calculated as measured from ground or water level, > 10m
Vo = Friction velocity as specified in Table 10.13.1-1 for various upwind surface characteristics (km/hr)
Zo = Friction length of upstream fetch, a meteorological wind characteristic taken as specified in Table 10.13.1-1

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Design Loads

Wind Load
Horizontal Wind Pressure

Except for sound barriers, V may be established from:

•
Basic Wind Map from PAGASA specified in this DCGS.
•
Site-specific wind surveys
•
In the absence of better criterion, the assumption that V10 = VB = 160 kPH

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ISO 9001:2008
Design Loads

Wind Load
Horizontal Wind Pressure

Wind Pressure on Structure

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ISO 9001:2008
Super-Structure

Design of Deck
Deck slab is directly supported by the longitudinal girder thus, it can be analyzed as a
one-way slab acting in the transverse direction. The slab is consist of exterior slab and
the interior slab.

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ISO 9001:2008
Super-Structure

Design of Deck

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 1: Determine the weight of superimposed dead loads and other dead loads
carried by the slab including its self weight.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 2: Determine the Live Load applied on the Slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 2: Determine the Live Load applied on the Slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 3: Determine the Maximum Shear and Moment using the combination of Dead
Load and Live Load including impact load.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 3: Determine the Maximum Shear and Moment using the combination of Dead
Load and Live Load including impact load.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 4: Determine the required reinforcement of the slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 4: Determine the required reinforcement of the slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 4: Determine the required reinforcement of the slab. Compare the required
depth with the estimated depth of slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN PROCEDURE

STEP 4: Determine the required reinforcement of the slab.

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - EXTERIOR SLAB

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - EXTERIOR SLAB

Compute for Total Dead Load Shear and Moment:

DEAD LOAD WEIGHT MOMENT ARM MOMENT

Post 0.69 Kn 0.715 m 0.493 Kn-m
Railings 3.00 Kn 0.715 m 2.145 Kn-m
Sidewalk 5.34 Kn 0.445 m 2.376 Kn-m
Slab, wa1 4.27 Kn 0.445 m 1.900 Kn-m
Slab, wa2 0.53 Kn 0.297 m 0.157 Kn-m
13.83 Kn 7.07 Kn-m
Total Shear, VDL = 13.83Kn
Total Moment, MDL = 7.07Knm
Live Load Analysis:
Deck Overhang Load (Art. 10.7.4.2)

P = 15Kn/m located at 300mm from the face of the railing

Moment Arm, xp = 0.89m-0.05m-0.25m-0.05m-0.3m

xp = 0.24m

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - EXTERIOR SLAB

Compute for Total Live Load Shear and Moment:
Impact Factor, (Table 10.8-1)
IM = 1.33 (All other limit, 33%)
Total Shear, VLL = P(IM)
= 15Kn(1.33)
VLL = 19.5Kn
Total Moment, MLL = VLL(xp)
= 19.5Kn(0.24m)
MLL = 4.68Kn-m

Compute for Ultimate Shear and Moment:

Dead Load Factor, (Table 10.3-2)
nDC = 1.25 (Components and Attachments)

Live Load Factor, (Table 10.3-1)

nLL = 1.75 (Strength I Limit State)
Ultimate Shear:
Vu = (nDC)(VDL)+ (nLL)(VLL)
= (1.25)(13.83Kn)+ (1.75)(19.5Kn)
Vu = 51.41Kn

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - EXTERIOR SLAB

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - EXTERIOR SLAB

Slab Reinforcement Details

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

Interior slab shall be designed as a one-way slab transverse to the girder. A one-meter
strip can assumed in the analysis.

Impact factor for interior slab is taken as 1.33. For forces at the joint, impact factor shall
be 1.75. This implies that higher forces at expansion joints resulting to more
reinforcements in those regions.

Four load cases of live load are applied, namely:

1. Positive moment with impact equal to 1.33
2. Negative moment with impact equal to 1.33.
3. Positive moment with impact equal to 1.75.
4. Negative moment with impact equal to 1.75.

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Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

Dead Load Factor, (Table 10.3-2)

nDC = 1.25 (Components and Attachments)
nDW = 1.50 (Wearing Surface and Utilities)

wpost = (wws)(1m)(nDC)
wpost = (0.69 Kn/m)(1m)(1.25)
wpost = 0.86 Kn
wrail = (wrail)(1m)(nDC)
wrail = (3.0 Kn/m)(1m)(1.25)
wrail = 3.75 Kn
wrail + wpost = 0.86 Kn + 3.75 Kn
wrail + wpost = 4.61 Kn

wsw = (wsw)(1m)(nDC)
wsw = (6.0 Kpa)(1m)(1.25)
wsw = 7.5 Kn/m

wws = (wws )(1m)(nDW)

wws = (1.10 Kpa)(1m)(1.5)
wws = 1.65 Kn/m

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

Live Load Computation:

Impact Factor, Impact Factor,

IM1= 1.33 IM2= 1.75
Moment (All Other Limit States) (Deck Joints – All Limit States)
PLLpos1 = PLL(nLL)(PMF)(IM1)
= 72.5Kn(1.75)(0.571)(1.33) PLLpos2 = PLL(nLL)(PMF)(IM2)
Positive Moment PLLpos1 = 96.35Kn = 72.5Kn(1.75)(0.571)(1.75)
PLLpos2 = 126.78Kn

PLLneg1 = PLL(nLL)(NMF)(IM1) PLLneg2 = PLL(nLL)(NMF)(IM2)

Negative Moment = 72.5Kn(1.75)(0.581)(1.33) = 72.5Kn(1.75)(0.581)(1.75)
PLLneg1 = 98.04Kn PLLneg2 = 129.00Kn

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

STAAD Results:

Dead Load Moment, For Impact Factor, IM1=1.33 For Impact Factor, IM2=1.75
MDL1 = 4.17 Kn-m (positive) MLL1 = 21.67 Kn-m (positive) MLL1 = 29.86 Kn-m (positive)
MDL2 = 9.53 Kn-m (negative) MLL2 = 25.21 Kn-m (negative) MLL2 = 33.77 Kn-m (negative

Impact Factor, Impact Factor,

Combination of IM1= 1.33 IM2= 1.75
Moment (All Other Limit States) (Deck Joints – All Limit States)
Mu1 = MDL1 + MLL1
= 4.17 + 21.67 Mu1 = MDL1 + MLL1
Positive Moment Mu1 = 25.84 Kn-m = 4.17 + 29.68
Mu1 = 33.85 Kn-m

Mu2 = MDL2 + MLL2 Mu2 = MDL2 + MLL2

Negative Moment = 9.53 + 25.21 = 9.53 + 33.77
Mu2 = 34.74 Kn-m Mu2 = 43.30 Kn-m

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

Design of Main Bars:

Impact Factor, Impact Factor,

IM1= 1.33 IM2= 1.75
(All Other Limit States) (Deck Joints – All Limit States)
POSITIVE M NEGATIVE M POSITIVE M NEGATIVE M
Mdes 34.37 Kn-m 34.74 Kn-m 33.85 Kn-m 43.30 Kn-m
Rn 1.894 1.914 1.865 2.386
0.0048 0.0048 0.0047 0.0061
0.0034 0.0034 0.0034 0.0034
0.0048 0.0048 0.0047 0.0061
As 677.74 685.37 667.03 864.12
Bar dia. 16 mm 16 mm 16 mm 16 mm
Spacing, s 296.67 mm 293.36 mm 301.43 mm 232.68 mm
Spacing, s 250 mm 250 mm 300 mm 200 mm

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

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ISO 9001:2008
Super-Structure

Design of Deck DESIGN EXAMPLE - INTERIOR SLAB

Slab Reinforcement Details:

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Strand Tensioned

Strand Detensioned

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Typical Stages of Loading and Resisting Section for Single-Span PC Girder

Stage Location Construction Activity Loads Resisting Section

Cast and Stress Girder

I Casting Yard DC (Girder) Girder (Non-composite)
(Transfer)

Erect Girder,Cast Deck DC (Girder, Diaphragm, Slab),

IIA On Site Girder (Non-composite)
Slab Construction Loads

DC (Girder, Diaphragm, Slab) Girder (Non-composite)

IIB On Site Construct Barrier Rails
DC (Barrier Rails) Girder and Deck (Composite)

DC (Girder, Diaphragm, Slab) Girder (Non-composite)

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Total Dead Load
Estimate Prestressing Force and Area of

Strands

Section σ=0
The minimum jacking force, Pj and

associated area of prestressing strands, Dead Load + Live Load

Aps, can be reasonably estimated based on

satisfying the two tensile stress limits at the

bottom fiber of the PC girder at the Service

Section σ = 0.2√f’c
III limit state:
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Super-Structure

Design of Prestressed Girder

Section Properties

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Super-Structure

Design of Prestressed Girder

Load Diagram
Unfactored Dead Load Unfactored Lane Load

w (kN/m) w = 9.4 kN/m

Midspan Midspan

M = 0.5wx(L – x) M = 0.5wx(L – x)

V = w(0.5L – x) V = w(0.5L – x)

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Load Diagram
Unfactored Truck Load Unfactored Tandem Load

Midspan Midspan

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Load Diagram
Unfactored Permit Loading, Caltrans

P1 = 116 kN

P2 = 107 kN

Midspan

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Unfactored Dead Load Moment

Slab, Haunch Wt. Future Wearing

Location Girder Weight (DC1) Barrier Weight (DC3)
(DC2) Surface (DW)

Dist/Span Location Shear Moment Shear Moment Shear Moment Shear Moment

(X/L) (m) (kN) (kNmt) (kN) (kNm) (kN) (kNm) (kN) (kNm)

0L 0 272 0 189 0 56 0 34 0

0.05L* 1.735 245 446 170 311 50 92 31 57

0.1L 3.47 218 844 151 590 45 175 27 107

0.2L 6.94 163 1501 113 1048 34 311 21 191

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0.3L
ISO 9001:2008 10.41 109 1970 76 1376 22 408 14 250
Super-Structure

Design of Prestressed Girder

Unfactored Lane Load

Location Per Lane† DFM DFV Per Girder

Moment Shear (Lane per (Lane per M(LL+IM) V(LL+IM)

Fraction of L (m)
(kNm) (kN) Girder) Girder) (kNm) (kNm)

0L* 0 0 163 0.58 0.72 0 117

0.05L** 1.735 269 147 0.58 0.72 156 106

0.1L 3.47 509 130 0.58 0.72 295 94

0.2L 6.94 905 98 0.58 0.72 525 70

0.3L 10.41 1188 65 0.58 0.72 689 47

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Unfactored Live Load Moment and Shear, MS 18.5 (LL + IM)

Location Per Lane† DFM DFV Per Girder

Moment Shear (Lane per (Lane per M(LL+IM) V(LL+IM)

Fraction of L (m)
(kNm) (kN) Girder) Girder) (kNm) (kNm)

0L* 0 0 299 0.58 0.72 0 286

0.05L** 1.735 400 280 0.58 0.72 309 268

0.1L 3.47 1107 250 0.58 0.72 854 239

0.2L 6.94 1600 220 0.58 0.72 1234 211

0.3L 10.41 2060 200 0.58 0.72 1589 192

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Unfactored Live Load Moment and Shear, Tandem

Location Per Lane† DFM DFV Per Girder

Moment Shear (Lane per (Lane per M(LL+IM) V(LL+IM)

Fraction of L (m)
(kNm) (kN) Girder) Girder) (kNm) (kNm)

0L* 0 0 212 0.58 0.72 0 203

0.05L** 1.735 349 201 0.58 0.72 269 192

0.1L 3.47 661 190 0.58 0.72 510 182

0.2L 6.94 1171 169 0.58 0.72 903 162

0.3L 10.41 1535 147 0.58 0.72 1184 141

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ISO 9001:2008
Super-Structure

Design of Prestressed Girder

Unfactored Live Load Moment and Shear, Permit Loading (LL + IM)

Location Per Lane† DFM DFV Per Girder

Moment Shear (Lane per (Lane per M(LL+IM) V(LL+IM)

Fraction of L (m)
(kNm) (kN) Girder) Girder) (kNm) (kNm)

0L* 0 0 463 0.58 0.72 0 443

0.05L** 1.735 762 435 0.58 0.72 588 417

0.1L 3.47 1431 409 0.58 0.72 1104 392

0.2L 6.94 2484 354 0.58 0.72 1916 339

0.3L 10.41 3228 300 0.58 0.72 2490 287

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ISO 9001:2008