Lrfdbridgedesignmanual PDF
Lrfdbridgedesignmanual PDF
Lrfdbridgedesignmanual PDF
Design Manual
B R I D G E O F F I C E
5-392
MANUAL
LRFD Bridge
Design Manual
MnDOT BRIDGE OFFICE
JULY 2003 OCTOBER 2003 JANUARY 2004 APRIL 2004 OCTOBER 2004 DECEMBER 2004
FEBRUARY 2005 MARCH 2005 NOVEMBER 2005 MARCH 2006 APRIL 2006 MAY 2006
AUGUST 2006 OCTOBER 2006 FEBRUARY 2007 JUNE 2007 JULY 2007 OCTOBER 2007
APRIL 2008 MAY 2008 JUNE 2008 AUGUST 2008 SEPTEMBER 2008 OCTOBER 2008
APRIL 2009 MAY 2009 OCTOBER 2009 MARCH 2010 JUNE 2010 DECEMBER 2010 JUNE 2011
SEPTEMBER 2011 OCTOBER 2011 DECEMBER 2011 APRIL 2012 NOVEMBER 2012 APRIL 2013
SEPTEMBER 2013 FEBRUARY 2014 JULY 2014 AUGUST 2014 DECEMBER 2014 MAY 2015
JUNE 2015 AUGUST 2015 MAY 2016 JULY 2016 AUGUST 2016 DECEMBER 2016 MARCH 2017
OCTOBER 2017 NOVEMBER 2017 DECEMBER 2017
DECEMBER 2017 LRFD BRIDGE DESIGN i
TABLE OF CONTENTS
7. RESERVED
11.2.3.2.1 Pier Protection for New Bridges Over Roadways .... 11-42
11.2.3.2.2 Pier Protection for New Bridges Over Railways ...... 11-43
11.2.3.2.3 Pier Protection for Existing Bridges Over
Roadways. ...................................................... 11-44
11.2.3.2.4 Crash Struts for Pier Protection From Vehicle
Collision ......................................................... 11-45
11.2.3.2.5 Barrier Protection of Piers .................................. 11-50
11.3 Retaining Walls ........................................................................... 11-52
11.3.1 Cantilever Retaining Walls ................................................... 11-52
11.3.2 Counterfort Retaining Walls ................................................. 11-53
11.3.3 Anchored Walls .................................................................. 11-53
11.3.4 Prefabricated Modular Block Walls ........................................ 11-54
11.3.5 Mechanically Stabilized Earth Walls ....................................... 11-54
11.3.6 Noise Barriers .................................................................... 11-56
11.3.7 Cantilevered Sheet Pile Walls ............................................... 11-58
11.4 Design Examples ........................................................................ 11-60
11.4.1 High Parapet Abutment Design Example ................................ 11-61
11.4.2 Retaining Wall Design Example ............................................ 11-99
11.4.3 Three-Column Pier Design Example ..................................... 11-137
APPENDIX A. MEMOS
#2005-01 REMOVED
#2005-02 REMOVED
#2005-03 REMOVED
#2006-01 REMOVED
#2007-01 REMOVED
#2007-02 Adhesive Anchors Under Sustained Tensile Loads ...... (dated Oct. 3, 2007)
#2007-03 REMOVED
#2008-01 Prestressed Concrete Design – Calculation of Prestress Losses and
Beam Camber & Deflection ........................................(dated Sept. 18, 2008)
#2008-02 Truss Bridge Gusset Plate Analysis ............................ (dated Oct. 20, 2008)
#2011-01 REMOVED
#2011-02 REMOVED
#2011-03 Interim Guidance for Installation of Temporary Barriers on Bridges
and Approach Panels ........................................... (dated December 23, 2011)
#2012-01 Discontinued Usage of Plain Elastomeric Bearing Pads and
Substitution with Cotton-Duck Bearing Pads ............ (dated April 12, 2012)
#2012-02 Transition to New
MnDOT Pile Formula 2012 (MPF12).................... (dated November 21, 2012)
#2013-01 Conversion from Metric to
U.S. Cust. Rebar Designations ..................................(dated April 17, 2013)
#2014-01 AASHTO LRFD Article 5.7.3.4 Concrete Crack Control Check
(dated August 6, 2014)
#2014-02 Inclusion of Informational Quantities in Bridge Plans
(dated December 23, 2014)
#2015-01 Concrete Mix Design Designations ......................... (dated August 10, 2015)
#2016-01 Single Slope Barrier (Type S) Bridge Standards(dated December 09, 2016)
#2017-01 Edge-of-Deck Thickness on Bridges and Wall Coping Height
(dated March 28, 2017)
#2017-02 Post-Installed Anchorages for Reinforcing Bars ... (dated October 19, 2017)
DECEMBER 2010 LRFD BRIDGE DESIGN 1-1
1. This section contains general information about the manual along with a
INTRODUCTION general description of the Bridge Office and its procedures.
1.1 Overview of This manual contains Mn/DOT Bridge Office policies and procedures for
Manual 5-392 the design, evaluation, and rehabilitation of bridges. Except where
noted, the design provisions herein employ the Load and Resistance
Factor Design (LRFD) methodology set forth by AASHTO.
Use of this manual does not relieve the design engineer of responsibility
for the design of a bridge or structural component. Although Bridge
Office policy is presented here for numerous situations, content of the
manual is not intended to be exhaustive. Therefore, use of this manual
must be tempered with sound engineering judgment.
1.1.1 Material After this introductory material, the manual contains material arranged
Contained in around the following section headings. To simplify locating material,
Manual 5-392 section numbers correspond to those used in the LRFD specifications:
1) Introduction
2) General Design and Location Features
3) Loads and Load Factors
4) Structural Analysis and Evaluation
5) Concrete Structures
6) Steel Structures
7) Reserved
8) Wood Structures
9) Decks and Deck Systems
10) Foundations
11) Abutments, Piers, and Walls
DECEMBER 2010 LRFD BRIDGE DESIGN 1-2
1.1.2 Updates to This manual will be updated multiple times each year as procedures are
Manual 5-392 updated and new information becomes available. Current files for each
section of the manual are available on the Bridge Office Web site at:
http://www.dot.state.mn.us/bridge/ .
1.1.3 Format of Each section of the manual contains general information at the start of
Manual References the section. Design examples (if appropriate) are located at the end of
each section. The general content is divided into subsections that are
identified with numerical section labels in the left margin. Labels for
design example subsections are identified with alphanumeric labels in the
left hand margin. The left hand margin also contains references to LRFD
Design Specification Articles, Equations, and Tables. These references
are enclosed in square brackets.
Within the body of the text, references to other sections of this manual
are directly cited (e.g. Section 10.1). References to the LRFD
Specifications within the main body of the text contain a prefix of: LRFD.
1.2 General Bridge A bridge is defined under Minnesota Rule 8810.8000 Subp. 2 as a
Information structure “having an opening measured horizontally along the center of
the roadway of ten feet or more between undercopings of abutments,
between spring line of arches, or between extreme ends of openings for
multiple boxes. Bridge also includes multiple pipes where the clear
distance between openings is less than half of the smaller contiguous
opening.”
1.2.1 Bridge Office The Bridge Office is responsible for conducting all bridge and structural
design activities and for providing direction, advice, and services for all
bridge construction and maintenance activities. The responsibilities
include:
• Providing overall administrative and technical direction for the office.
• Reviewing and approving all preliminary and final bridge plans
prepared by the office and consultants.
• Representing the Department in bridge design, construction and
maintenance matters with other agencies.
For more information, visit the Bridge Office Web site at:
http://www.dot.state.mn.us/bridge/.
DECEMBER 2010 LRFD BRIDGE DESIGN 1-8
Figure 1.2.1.1
Mn/DOT Bridge Office Organization Chart
AUGUST 2016 LRFD BRIDGE DESIGN 1-9
1.2.2 Highway Highways throughout the nation are divided into systems. These system
Systems designations are important to know because design standards can vary
between the systems. The various highway systems are classified
according to the Agency that has responsibility for their improvement,
maintenance and traffic regulation enforcement. Listed below are the
jurisdictional divisions in Minnesota:
1) Trunk Highway System
The Trunk Highway System consists of all highways, including the
Interstate routes, under the jurisdiction of the State of Minnesota.
These routes generally are the most important in the state, carry the
greatest traffic volumes, and operate at the highest speeds.
2) County Highway System
The County Highway System is made up of those roads established
and designated under the authority of the county board. They
generally are the more important routes within a county that are not
on the Trunk Highway System.
3) Township Road System
The Township Road System is made up of the roads established under
the authority of the town board. They generally are of local
importance.
4) Municipal Street System
The Municipal Street System is all roads within a municipality not
designated as a trunk highway or county road. They are generally
of local importance.
1.2.3 Bridge All publicly owned bridges, either on or over a trunk highway, that are 10
Numbers feet or more in length measured along the centerline of the highway, are
assigned a number for identification and cost accounting purposes.
All bridge numbers are assigned by the Bridge Office. A complete listing
of all numbered bridges is available in computer printout form entitled
“Minnesota Trunk Highway Bridge Log- Statewide Listing”. See
Table 1.2.3.1 for a listing of the county identification numbers.
DECEMBER 2010 LRFD BRIDGE DESIGN 1-11
1.2.4 Limit States Bridge designs shall typically consider Strength, Service, Extreme Event,
to Consider in and Fatigue limit states. The limit state checks will vary with the
Design component under consideration. Not all elements will require
consideration of all limit states. For example, the fatigue limit state need
not be considered for concrete deck slabs in multigirder applications.
1.3 Procedures This section covers the Bridge Office procedures for checking of bridge
plans, scheduling of projects, and revising or creating standards.
1.3.1 Checking of The general practice of most engineering offices is to require that designs
Mn/DOT Prepared they produce be checked before they are reviewed and certified by the
Bridge Plans “Engineer in Responsible Charge”. Although this practice has always
been required for structures designed for Mn/DOT, it is recognized that
the quality of the checking process often varies according to time
restraints, confidence in the designer, and the instructions given to the
checker. Therefore, in order to maintain a consistent design checking
process the following guidance is given for routine bridge designs.
4) A pier footing
5) Main reinforcement for high abutments
6) An abutment footing
1.3.2 Checking of Consultant prepared bridge plans are created by private engineering
Consultant firms through contracts with the Department or other government
Prepared Bridge agencies. The finished plans are complete to the extent that they can be
Plans used for construction.
Since these plans receive the signature of the State Bridge Engineer,
there must be assurance that the plans are geometrically accurate and
buildable; structural design is adequate and design codes have been
correctly applied; proper direction is given to the construction contractor;
and all construction costs are accounted for. Plan errors may cause
costly construction delays or safety may be compromised by an
inadequate design.
DECEMBER 2010 LRFD BRIDGE DESIGN 1-14
FINAL PLAN: A final plan should be complete in all areas to the extent
that it can be certified by the designer, although a certification signature
is not required for this phase.
point out the errors to the consultant; however, the reviewer should not
provide corrections to errors in the consultant’s numerical computations.
Checking on the final plan should be thorough to eliminate possible errors
that may occur, such as the pay items in the Schedule of Quantities.
Plan notes and pay items can be difficult for a consultant to anticipate
because of frequent changes by Mn/DOT. Pay items must be correct
because these are carried throughout the entire accounting system for
the Project. Plan (P) quantities must also be correctly indicated.
Although structural design is usually the major focus of any plan, most
consultants are well versed in design procedures and should need only
minimal assistance from the Bridge Office. A comparison of the
consultant’s calculations with the plan details should be performed to
assure that the plans reflect their design and that the applicable codes
are followed. An independent design by the Bridge Office is time
consuming and is not recommended unless there is a reasonable doubt
as to the adequacy of the consultant’s design.
1.3.3 Peer Review Major bridges are generally defined as bridges containing spans 250 feet
for Major or and greater in length. A major or specialty bridge may be determined by
Specialty Bridges its type of design, including overall size (length, width, span length, or
number and configuration of spans), cost, complexity, feature crossed,
security concerns, pier size or shape, or unusual site or foundation
conditions. Additionally, the Bridge Design Engineer may elect to require
a peer review for unique bridge types. The bridge type will be evaluated
by the Preliminary Plans Engineer and the Bridge Design Engineer to
determine if it should be considered a major or specialty bridge. Upon
concurrence with the State Bridge Engineer, a notation of “Major Bridge”
or “Specialty Bridge” will be indicated on the approved preliminary plan.
For major bridges designed by consultants, Mn/DOT will require an
independent peer review of the design by a second design firm.
Peer review requirements will be described in the Request for Proposal for
consultants.
Once the determination has been made that a particular bridge falls into
the category of “Major Bridge” or “Specialty Bridge,” an independent
design review will be required as part of the original design. This design
review may be performed by either in-house Bridge Office staff qualified
to review the particular type of design, or by a consultant. Specific
design elements for review will be detailed in each contract.
The Peer Reviewer will participate as part of the project team from the
beginning of design to understand the assumptions and develop a
relationship with the Engineer of Record.
The following stages of design will be reviewed by the Peer Reviewer for
concurrence:
DECEMBER 2010 LRFD BRIDGE DESIGN 1-18
For each of the stages of design listed above, the Peer Reviewer will submit a
Summary of Review Comments, which will be kept by the Peer Reviewer and
will verify that the design is feasible and adequately incorporates the Design
and Load Rating criteria and Concept Design parameters. The Peer Reviewer
may recommend modifications that improve cost-effectiveness or
constructability of the design along with Summaries of Review Comments for
Design and Load Rating criteria and Concept Design.
The Peer Reviewer will perform reviews at the 30% (Concept Design), 60%
(Final Design), and 95% (Plan/Constructability and Load Rating) completion
stages using independent design computations as required.
DECEMBER 2010 LRFD BRIDGE DESIGN 1-19
The Peer Reviewer will conduct the final design review without the aid of the
original design calculations. The Peer Reviewer will use structural
design/analysis software different than that used in the original design—
when available—by the Engineer of Record. This will result in a separate set
of design calculations—performed by the Peer Reviewer—that will be
documented in a report that will be certified. The report will then be
compared to the original design performed by the Engineer of Record. The
Peer Reviewer will note any changes or recommendations and provide the
results to Mn/DOT for review.
The results of the peer review will determine that the design and plans are in
compliance with design standards and the established design criteria. The
Bridge Design Engineer will resolve issues with the Engineer of Record and
Peer Reviewer.
DECEMBER 2010 LRFD BRIDGE DESIGN 1-20
1.3.4 Schedule for To meet the Department’s schedule requirements for construction
Processing lettings, the following schedule for processing bridge plans, special
Construction provisions and estimates must be followed. This schedule applies to all
Lettings projects: Federal Aid, State Funds and Maintenance. In general,
processing of bridge plans, special provisions, and estimates for lettings
shall be given priority over all other work, and every effort must be made
to complete the processing in advance of the times shown, which are
deadlines.
Table 1.3.4.1
Schedule and Deadlines for Bridge Project Submittal
Deadline Time Before Letting Date
Table 1.3.4.1
Schedule and Deadlines for Bridge Project Submittal (Continued)
Deadline Time Before Letting Date
1.3.5 Bridge Completing a bridge design project for contract letting is a multiple step
Project Tracking process that involves input from a variety of work units and personnel.
System Projects are tracked by Mn/DOT using the Program and Project
Management System (PPMS). Within PPMS, projects are divided into
activities and the activities are further divided into work tasks. For
example, Activity 1260 is “Preliminary Structure Plans” and Work Task 2
of Activity 1260 is “Draft Preliminary Bridge Plan”. Progress of the work
tasks on active bridge projects is updated monthly.
Following are tables that list work tasks for the major bridge activities
within PPMS. Table 1.3.5.1 contains a listing of the PPMS work tasks for
Activity 1260, “Preliminary Structure Plans”. Tables 1.3.5.2 and 1.3.5.3
contain listings of the PPMS work tasks for Activity 1270, “Final Structure
Plans”.
For more information on activities and work tasks within PPMS, refer to
the PPMS Activity Manual located on the Mn/DOT internal web site at
http://ihub.ots/projdev/pmu/ppms/ .
Table 1.3.5.1
PPMS Work Tasks for Mn/DOT or Consultant Prepared Preliminary
Bridge Plans (Activity 1260)
Percent of
Number Work Task Activity
Completed
Receive and review information (grades, alignment,
1 surveys, layout, Hydraulics report, Project Design 15%
Memo., Environmental report)
2 Draft Preliminary Bridge Plan 60%
Table 1.3.5.2
PPMS Work Tasks for Mn/DOT Prepared Final
Bridge Plans (Activity 1270)
Percent of
Number Work Task Activity
Completed *
Receive Preliminary Bridge Plan, Final Repair
1 5%
Recommendation, or Special Structure Request
Receive District Design Information (Signal,
Lighting, Signing, TMS, etc.)
2 Receive Utility Information 10%
Table 1.3.5.3
PPMS Work Tasks for Consultant Prepared Final
Bridge Plans (Activity 1270)
Percent of
Number Work Task Activity
Completed
A listing of the work type codes used in PPMS is given in Table 1.3.5.4.
Table 1.3.5.4
PPMS Bridge Work Type Codes
Work Type Description
01 New Bridge
1A New Bridge (Phase 1) (Early Steel or Stage Construction)
1B New Bridge (Phase 2)
02 Culvert
2X Culvert Extension
2B Concrete Arch
03 Temporary Bridge
04 Pedestrian Bridge
05 Renovation
06 Widen w/Substructure Work
6A Widen w/Substructure Work (Phase 1) (Early Steel or Stage Constr.)
6B Widen with Substructure Work (Phase 2)
6T Temporary Widening
07 Widen without Substructure Work
08 Bridge Length/Short
09 Replace Deck
10 Deck Overlay
11 Replace Railing or Median Barrier
12 Bridge Painting
13 Substructure Repair
14 Remove Bridge
15 Miscellaneous
16 Raise Bridge
17 Replace Superstructure - No Preliminary Plan Required
18 Repair Railing or Median Barrier
19 Replace Joints
20 Deck Repair
21 Rehab or Replace
23 Widen without Substructure Work & Replace Deck
24 Widen without Substructure Work & Deck Overlay
25 Widen without Substructure Work, Deck Overlay & Paint
26 Widen without Substructure Work & Other Minor Work
27 Widen without Substructure Work & Paint
28 Replace Deck & Paint
29 Replace Deck & Other Minor Work
31 Deck Overlay & Replace Railing or Median Barrier
32 Deck Overlay, Replace Railing or Median Barrier & Paint
33 Deck Overlay & Other Minor Work
DECEMBER 2010 LRFD BRIDGE DESIGN 1-25
Table 1.3.5.4
PPMS Bridge Work Type Codes (Continued)
Work Type Description
1.3.6 Approval
Request for New Standards or Revision
Process for of Existing Standards
Standards
Yes
Minor Modifications to
Existing Standards
No
Perform
Independent
Review of
Review by SSRC Changes
Review by R&D
No
Does Revision
Affect Others Yes
Outside of Bridge
Office?
No
Publish on Website
Figure 1.3.6.1
Flowchart for Revising Bridge Standards (includes B-Details and Standards)
DECEMBER 2017 LRFD BRIDGE DESIGN 2-1
2. GENERAL The design of a bridge typically takes place in two major phases of work:
DESIGN AND preliminary design and final design. During preliminary design, the
LOCATION structure type, the foundation type, the aesthetics, and the primary
FEATURES geometry for the bridge are determined. During final design, specific
details for all of the elements of the bridge are developed and presented
in the plan set. These details include material descriptions, quantities, and
geometric information. Final plan sets are typically assembled in an order
that roughly follows the order of construction, from the ground up.
Bridge width requirements are a function of the lane and shoulder widths
of the approaching roadway, together with assessment of pedestrian and
bicycle needs, multimodal requirements, user safety requirements,
drainage requirements, staging, and other project specific considerations
such as snow storage and emergency vehicle access. The determination
of the appropriate width for each project requires study of specific project
needs. Detailed decision documentation is required by the Roadway
Designer during the preliminary design phase, and must be coordinated
with the Preliminary Bridge Plans Engineer. Bridge shoulder and lane
widths should be included with project design element documentation in
the District project design memo, including design exceptions as
necessary.
Application of Standards
Unless stated otherwise, the geometrics discussed in the following articles
apply specifically to new work. However, use of these geometrics is also
highly desirable when upgrading or widening existing facilities and should
be incorporated in those situations also. For bridge repair projects, see
the Bridge Preservation and Improvement Guidelines, found on the MnDOT
Bridge Office web site, for more information. Bridge deck geometrics on
the local road system must comply with State Aid for Local Transportation
Operations Rules, Chapter 8820.
Responsibility
The Preliminary Bridge Plans Engineer will be responsible for assuring that
the geometric standards in this section are followed. Where a deviation
from the standard is necessary, a written description of the deviation shall
be prepared by the Preliminary Bridge Plans Engineer and submitted to the
State Bridge Engineer for approval prior to submitting the Preliminary
Bridge Plan for signature.
2) Keep ramp cross slopes uniform between the bridge curbs with a slope
of 0.02 ft./ft. to the right unless superelevated.
Bridge Median
On divided highways with a separate bridge for each roadway, the openings
between bridges must be a minimum of 8'-0" wide if access for bridge
inspection vehicles is required.
The width of bridge shared-use paths and walkways are highly dependent
on their context (i.e., factors such as land use, user type, expected volume,
state and local non-motorized plans, network connections, trip attractions,
overlooks, future growth, and bridge length).
The Proposed Guidelines for Pedestrian Facilities in the Public Right of Way
(PROWAG) requires a continuous minimum clear public access route (PAR)
width of 4 feet and a minimum clear PAR width of 5 feet at intervals of 200
feet to allow for passing.
On bridges, MnDOT also includes a buffer width added on each side of the
shared-use path/walkway in order to protect users from vertical barriers
and edge of walkway drop-offs.
for additional width. The District and/or local authority must document
the need for and feasibility of providing this width (plan, cross section,
letter, user volume, etc.). Total widths beyond 12 feet require
concurrence from functional group experts and discussion to determine
whether municipal cost participation is necessary.
The minimum total bridge shared-use path width for new vehicular
bridges is 10 feet, which is based on an 8 foot approach shared-use
path (two times the 4 foot PAR width) plus a 1 foot buffer width on
each side. Consideration may be given to a minimum total bridge
shared-use path width less than 10 feet when the approach shared-use
path width is less than 8 feet and/or there is concurrence from
functional group experts.
For new pedestrian bridges carrying pedestrians only (note that this is
a rare occurrence), the minimum total bridge walkway width is 8 feet
per the requirements of AASHTO’s A Policy on Geometric Design of
Highways and Streets.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-6
When a barrier is provided between the traffic lanes and the shared-use
path/walkway, use the bridge slab for the shared-use path/walkway (i.e.,
do not provide a raised shared-use path/walkway). Advise the road plans
designer to provide for any necessary shared-use path/walkway ramping
off the bridge.
Figure 2.1.2.1
DECEMBER 2017 LRFD BRIDGE DESIGN 2-8
1) Safety
Piers, abutments, side slopes and back slopes steeper than 1:3, and
guardrails can all be hazards to an out of control vehicle. It is desirable
at all bridge undercrossings to provide a clear zone recovery area
beside the roadway that is free from these hazards. This clear zone is
given in the Road Design Manual, Section 4-6.04 and is a function of
the roadway curvature, design speed, ADT, and ground slope. For the
area under bridges a practical maximum clear zone of 30 feet may be
used as permitted in the 2011 AASHTO Roadside Design Guide, Table
3.1 based on consistent use and satisfactory performance. Eliminate
side piers from the roadside area wherever possible. The “desirable”
bridge undercrossing will satisfy the above safety criteria.
2) Economics
Prestressed concrete beam spans are normally the most economical
type of construction for grade separations. In addition, there will
usually be greater economy in constructing grade separations using
two long spans rather than constructing four shorter spans.
The span lengths and overall bridge length affect the abutment heights,
which in turn affect the overall cost of the bridge. See BDM Article
2.3.2 under Abutment Type for a discussion on abutment height.
3) Appearance
The use of longer spans will necessitate a deeper superstructure and
higher approach fills. Consideration should be given to the effect of the
depth of structure on the overall appearance and design of the
undercrossing.
3) Back slopes shall be 1V:2H and pass through the “back slope control
point” shown on Figure 2.1.4.7 for the applicable case. The dimension
to the “back slope control point” indicates the maximum extent of
federal participation in the construction and must not be exceeded.
4) The Preliminary Bridge Plans Engineer will contact the MnDOT Office of
Freight and Commercial Vehicle Operations (OFCVO), to negotiate with
the railroad the need for provisions for a maintenance road for track
maintenance equipment and future track requirements.
For bridges on the local system, go to the State Aid Bridge Web Site at
http://www.dot.state.mn.us/stateaid/bridge/handbook.html and refer to
the guidance found under Hydraulics.
Table 2.1.3.1 lists the minimum vertical clearance requirements for trunk
highway underpasses.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-11
Additional clearance to provide for future resurfacing is desirable and should be provided where practical.
Traditional bituminous overlay allowances range from 3” to 6”. Un-bonded concrete overlay projects are
now well above the 6” tolerance, and can be as high as 12”. The appropriate design value will depend
on the pavement types, its initial structure type, and lifecycle strategy, and should be coordinated with
the Pavement Design Engineer.
A clearance height that includes a future resurfacing allowance may be used in place of the listed
minimums, provided the resulting clearance is at least as much as the listed minimums in this column.
Construction tolerance requirements have been reviewed and deemed adequate for new bridge
construction so long as the value shown for “Minimum Vertical Clearance for New Bridges” is used, rather
than AASHTO minimums. Adjust table values upward as required for overlay requirements exceeding
4”.
The minimum vertical clearances shown are the absolute minimum clearances to be achieved after
pavement reconstruction, under an existing bridge or structure. These minimums are not to be used as
design minimums for new bridges or bridge reconstruction projects. The minimums are only acceptable
due to the known spatial location of the existing structure, thus eliminating the construction tolerance
risk of that existing element.
A minimum vertical clearance of 16’-6” is required on designated Super Load OSOW Corridors. Super
Load OSOW Corridors are designed to accommodate an envelope size of 16’ wide x 16’ high x 130’ long,
DECEMBER 2017 LRFD BRIDGE DESIGN 2-12
traveling along the corridor. Contact the MnDOT Office of Freight and Commercial Vehicle Operations
(OFCVO) for specific corridor locations and requirements (http://www.dot.state.mn.us/cvo/index.html).
The additional 12” of vertical clearance under pedestrian and sign bridges is provided because these
bridges are much less substantial and could collapse in the event of a hit.
Vertical clearance over railroad infrastructure requires approval of the railroad. The 23'-0" clearance
above the top of the rails is the minimum clearance required by the American Railway Engineering and
Maintenance of Way Association (AREMA) manual. The maximum vertical clearance for Federal Cost
Participation is 7.1 meters (23’-4”) per the Code of Federal Regulations (see CFR 646 Appendix to
Subpart B of Part 646). This is allowed where it is the railroad’s standard practice to accomodate future
ballasting of the tracks. The State of Minnesota statutory minimum vertical clearance is 22'-0". For
clearances below 22'-0", approval from the MnDOT Office of Freight and Commercial Vehicle Operations
(OFCVO) and the railroad is required. Contact the Rail Safety and Coordination Project Manager from
the OFCVO for assistance with railroad coordination, agreements, and approvals.
Minimum portal clearance values were set based on historical portal heights.
The clearance over highways applies to the traffic lanes and full usable
width of shoulders.
Per Minnesota Rules, Chapter 8820, Local State-Aid Route Standards, the
minimum vertical clearance for highway underpasses (including
construction tolerance) is 16'-4" for rural-suburban designs and 14'-6" for
urban designs. For trunk highways crossing local roads or streets at a
freeway interchange, the minimum vertical clearance with construction
tolerance is 16'-4". A complete list of vertical clearances for local roads
and streets is found in the State-Aid Operations Rules, Chapter 8820.
1) Non-Navigable Waterways
A 3'-0" minimum clearance between the 50-year flood stage and low
point on the bridge superstructure is recommended. This amount of
clearance is desired to provide for larger floods and also for the passage
of ice and/or debris. If this amount of clearance is not attainable due
to constraints relating to structure depth, roadway grades or other
factors, reduced clearance may be allowed. The Preliminary Bridge
Plans Engineer, after consultation with the Waterway Unit and the
MnDOT District Office, will determine the required clearance.
2) Navigable Waterways
a) Examples of waterways that require a construction permit
(generally considered to be waterways for commercial shipping)
from the USCG include:
The Mississippi River downstream from the railroad bridge that
crosses the river south of 42nd Avenue North in Minneapolis
(River Mile Point 857.6)
The Minnesota River downstream from location just west of T.H.
101 river crossing in Shakopee (River Mile Point 25.6)
The St. Croix River downstream from Taylors Falls
The St. Louis River downstream from Oliver, Wisconsin.
When preparing preliminary bridge plans for the local road system, vertical
and horizontal alignment charts from the State Aid Manual shall be
employed.
2.1.4 Geometric Specific geometric details for bridge decks and undercrossings are shown
Details in the following figures:
Refer to MnDOT Technical Memorandum No. 12-14-B-03 (note that
after the memorandum expires, contact the Preliminary Bridge Plans
Engineer for guidance) for:
Figure 2.1.4.1 2-Lane Highway (Rural)
Figure 2.1.4.2 2-Lane Highway (Urban)
Figure 2.1.4.3 4-Lane Divided Highway (Rural)
Figure 2.1.4.4 4-Lane Divided Highway (Urban)
Figure 2.1.4.5 6-Lane Divided Highway (Rural)
Figure 2.1.4.6 6-Lane Divided Highway (Urban)
Refer to this document for:
Figure 2.1.4.7 Railroad Clearances
The figures noted above that are located in the technical memorandum
show sections as viewed assuming traffic flow from bottom to top of page.
Starting at the bottom of the sheet, the typical fill roadway section to a
bridge approach is shown. The fill slope transitions to a 1:3 slope at the
bridge. The section above it shows a section of this road on the bridge
deck. The third section from the bottom is a continuation of the roadway
as it approaches a crossing under a bridge; the back slope transitions to a
1:2 maximum slope at the bridge. The top section shows this roadway at
the point where a bridge crosses this roadway.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-15
Figure 2.1.4.7
General Railroad Clearances
(Note that railroad approval is required for specific project clearances)
DECEMBER 2017 LRFD BRIDGE DESIGN 2-16
2.1.5 Bridge See Section 13 of this manual for the policy on design of bridge barriers
Barriers and and railings for MnDOT projects.
Railings
2.2 Bridge The aesthetic design process is initiated early in the bridge planning phase.
Aesthetics
Maximum levels of MnDOT participation in aesthetic costs are given in the
Cost Participation and Maintenance Responsibilities with Local Units of
Government Manual.
In preparing preliminary bridge plans, the plan users should always be kept
in mind, particularly those without bridge technical experience.
The Bridge Preliminary Plans Unit normally prepares preliminary plans for
new trunk highway bridges, although consultants may also develop plans.
Preliminary plans for bridge widening projects are normally prepared by
the Bridge Design Units since significant design work is required to evaluate
the existing structure and schemes for widening and handling traffic.
Contents
The Preliminary Bridge Plan consists of a general plan and elevation sheet,
survey sheet, and borings sheet. For complex urban structures additional
road design sheets giving alignment, superelevation diagrams, utilities,
contours, traffic staging, intersection layout, and aesthetics may be
included. The Preliminary Bridge Plan contains: plan and elevation views,
a transverse section, design data, data on the type of structure, foundation
requirements, and aesthetic treatment. When aesthetics are of special
importance, architectural type drawings showing the proposed treatment
DECEMBER 2017 LRFD BRIDGE DESIGN 2-18
12) The completed Preliminary Bridge Plan is reviewed with the Bridge
Planning and Hydraulics Engineer and taken to the State Bridge
Engineer for signature.
Hydraulics 18 ½ months
Foundations 17 months
Additional lead-time beyond that given in the table above is required for
major bridges, bridges involving agreements with cities or railroads, and
bridges with extensive aesthetic requirements.
In addition to the work items listed above, time must be allotted for a
formal type selection study for major bridges.
There are two Coast Guard districts that have jurisdiction within the
State of Minnesota; the 9th Coast Guard District based in Cleveland has
jurisdiction over the Duluth harbor and navigable portion of the St.
Louis River, and the 8th Coast Guard District based in St. Louis has
jurisdiction over the navigable portions of the Mississippi, Minnesota,
and St. Croix Rivers.
4) When all approvals have been obtained, the Preliminary Bridge Plan is
used as the basis for the bridge design and for the preparation of final
detailed plans. If the design is to be by a consulting engineer, the
Preliminary Bridge Plan can also be used as the basis for negotiation of
the consultant fee.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-23
PURPOSE
District Pre-Design x
District Construction x
District Maintenance x
Bridge Consultant Agreements Unit x For bridge projects with consultant involvement.
Structure Type
The most commonly used structure types and their characteristics are as
follows:
1) Prestressed Concrete Beam
This is the most common structure type in Minnesota. Advantages
include: low initial and future maintenance costs, high quality factory
produced product, a stiff deck, and simple spans that accommodate
tapers. Beams are limited to standard depths and straight segments,
and a maximum length of about 200 feet. Beams in excess of 150 feet
may require special shipping considerations.
5) Timber
This bridge structure is used only on the local road system, for 1 or 3
spans with a maximum span length of about 25 feet. Advantages
include: timber has a natural and aesthetically pleasing appearance,
special equipment is not required for installation, and construction can
be done in virtually any weather conditions. Disadvantages include:
timber is not an economical structure type, it is limited to low-volume
roads (roads with an AADT under 750), and the asphalt wearing surface
tends to crack due to differential deck deflections.
6) Box Culvert
Box culverts provide a quickly constructed and economical structure for
stream crossings and pedestrian tunnels. Precast concrete box culvert
standards are available for culverts up to 16 ft. x 12 ft. in size. Use of
up to three large barrel boxes may be economical compared with a
bridge. Advantages include: standardized plans, quick installation and
low maintenance. Disadvantages include: span limitations, possible
debris build-up when multiple barrels are used, and lack of a natural
stream for fish unless the invert is lowered and riprapped.
Not all bridge sites lend themselves to the use of the more common bridge
types listed above. For these situations, specialized bridge types may be
required, such as post-tensioned I-girder bridges, tied arch bridges, cable-
stayed bridges, or extradosed bridges.
2) Grade Separations
For grade separations fewer piers are also desirable wherever practical.
Keep piers out of the clear zone unless absolutely necessary. In
locations where ramps enter or exit a highway under a bridge, avoid
piers between the mainline and ramp, if possible, as they restrict
visibility.
When piers must be located in the median and within the clear zone,
place the pier so it is equidistant to the inside edge of traffic lanes in
both directions. This will maximize the buffer between the traffic and
the pier.
Abutment Types
Abutments can generally be classified into 3 categories: stub, semi-high,
and high abutments. A further breakdown of abutments can be made
according to the way expansion is handled – integral, semi-integral, or
parapet type.
Integral type stub abutments are the preferred type of abutment due
to their jointless nature and simple construction. Semi-integral type
stub abutments are the preferred type of abutment when the
requirements for integral abutments cannot be met. Parapet type stub
abutments with a berm were used extensively in the past on four-span
freeway overpass structures. The use of longer two-span structures
for overpasses and the move toward jointless abutments diminished its
use, but this abutment type is still used where appropriate.
2) Semi-high abutment: This abutment type is located part way up the fill
slope have become more popular as two-span overpasses have come
into use. A higher abutment and elimination of the berm reduces the
span length and depth of beam. This allows a lesser profile grade
increase, resulting in lower grading costs. Limit exposed height of
abutment face to approximately 8 feet, if possible. Undertake a cost
evaluation of longer spans vs. taller abutments when considering a
semi-high abutment. This category includes semi-integral and parapet
type abutments only (integral abutments height restrictions limit them
to the stub abutment category), with the semi-integral type preferred
due to its jointless nature.
3) High abutment: This abutment type is located at the bottom of the fill
slope and is used primarily in congested urban design where structure
depth is critical. Their use is discouraged since they are difficult to
construct, expensive, and give a closed-in feel to the highway. Again,
this category includes semi-integral and parapet type abutments only,
with the semi-integral type preferred due to its jointless nature.
In locations where a high abutment would be required and use of a
mechanically stabilized earth (MSE) retaining wall is economical,
another option is a parapet type abutment supported by a pile
foundation behind an MSE retaining wall.
Wingwalls parallel to the bridge roadway are used most often for aesthetic
reasons. Flared wingwalls, typically with a flare angle of 45 degrees for
bridges with no skew, will result in shorter wingwall lengths and less length
of railing. Straight wingwalls, an extension of the abutment parapet, are
the simplest to construct but are appropriate only for shallow beams where
aesthetics is not a concern.
Pier Types
1) Water Crossings
Pile Bent Piers: These piers consist of a row of piles with a concrete cap
encasing the pile top, and are the simplest and most economical type
of pier. They are used for water crossings where a general maximum
height from the top of pier to stream/river/lake bed is under 20'-0" and
there is no ice or debris problem. Note that it is important to confirm
by analysis that the pile unbraced length under a scour condition does
not create instability in the pile. Spans must also be short enough to
allow a single row of piles to support the deck at reasonable spacing.
The piles act as columns, and bending strength to resist side impacts
from ice or debris is important. For cast-in-place piles (the most widely
used), a 16" minimum diameter is required. If H-piles are used, the
upper portion is encased by a cast-in-place pile shell filled with
concrete. Timber piles are not permitted. Concerns with pile bent piers
include the potential to trap debris, pile stability, and appearance.
Wall Type Piers: These piers consist of a single row of piles (usually H-
piles) encased with concrete to form a wall. They provide more
resistance to ice and debris and allow debris to pass through without
becoming entangled on the piles. This type of pier is used where more
resistance to ice and debris than afforded by the pile bent is needed,
and yet the size and expense of a solid shaft pier can be avoided. This
type of pier can be constructed by driving the piling, supporting the
wall forms on the stream/river/lake bed, placing a seal with a tremie,
dewatering, adding reinforcement, and pouring the wall. Pile stability
can be a concern and must be evaluated.
Solid Shaft or Multiple Column Piers: These piers are used for major
water crossings where tall piers are required or where heavy loads or
sizable ice and debris loads may occur. This type of pier includes a
footing with the bottom of footing located a minimum of 6'-0" below
the stream/river/lake bed. Construction of this type of pier involves
driving sheeting to form a cofferdam, excavating inside the cofferdam,
driving piles, pouring a seal, dewatering, and placing concrete.
2) Grade Separations
Piers at grade separations are typically multiple column type with a cap.
Piers are visible to passing motorists and the emphasis on aesthetics
has led to more use of rectangular shaped column type piers, often
with form liner treatments or rustication grooves. For narrow ramp
bridges, a single shaft pier may be considered. Where aesthetics is not
a concern, a round column pier will usually provide the lowest cost.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-29
For the majority of bridges over roadways, piers located within 30 feet
of the roadway edge (defined as the edge of the lane nearest to the
pier) must be designed to withstand a 600 kip load unless they are
protected as specified in LRFD 3.6.5.1. This may impact the aesthetics
by requiring inclusion of a crash strut. The alternative is to provide
columns with a substantial cross-section designed to resist the crash
load or protect them with a TL-5 barrier. See Article 11.2.3 of this
manual for complete pier protection policy and requirements.
For bridges over railroads, piers located within 25 feet of the centerline
of railroad tracks must either be of “heavy construction” or have crash
walls. Refer to Article 11.2.3.2.2 of this manual for complete
requirements.
2.4 Final Bridge The primary purpose for preparing the Final Bridge Plan and special
Plans and Special provisions is to communicate the geometric, material, and procedural
Provisions requirements for the construction of a bridge. Several audiences will use
the final bridge plan or contract documents during the life of the bridge.
Initially, contractors use the documents to prepare their bids. A clear,
accurate, and complete set of documents will result in competitive bidding.
Well-communicated information reduces contractor uncertainty regarding
what is required for different elements of construction.
During construction, many parties will use the contract documents. For
example, surveyors will locate and mark the position of working points,
fabricators and construction engineers will prepare shop drawings and
other submittals/drawings, inspectors and suppliers will use the documents
for their work, and the contractor’s forces will use the documents.
After construction of the bridge the detailed plans will be referenced when
modifying the bridge (e.g., adding signage), performing load rating of the
bridge, or rehabilitating/replacing the bridge.
Specifications are also required for each project. They describe procedures
for award and execution of the contract, how work will be measured and
DECEMBER 2017 LRFD BRIDGE DESIGN 2-30
2.4.1 Final Design Unless specified otherwise within this manual, design all structures in
Instructions accordance with the current AASHTO LRFD Bridge Design Specifications.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-31
For those few cases where LRFD specifications have not been created or
adopted, discuss options with the State Bridge Design Engineer prior to
beginning final design.
Design railroad bridges according to the current AREMA specifications for
the live load specified by the railroad. Additional notes concerning the
design of railroad bridges:
Plans and documents prepared during the preliminary design phase should
be reviewed prior to beginning final design. These documents include:
1) Preliminary Bridge Plan
2) Bridge Construction Unit Foundation Recommendation Report
3) Design Study Report (if completed)
4) Preliminary Design Folder (found in ProjectWise)
2.4.1.1 Space beams so moments in fascia beams will not be larger than moments
Superstructure in interior beams.
2.4.1.1.1 Framing For steel beams and pretensioned I-beams, deck projections beyond the
Plan centerline of the fascia beam should generally not exceed the smallest of:
1) Depth of beam: During construction, overhang support brackets that
support deck forms, safety walkway, etc., contain a diagonal member
that is supported off the beam bottom flange. If the overhang exceeds
the beam depth, analyze to check if bracing of the beam is required.
Include a note in the bridge plan if bracing is required.
2) 40% of the beam spacing: This limit keeps the deck overhang moment
and the exterior beam dead load within a reasonable range. If
exceeded, Section 9 deck tables cannot be used and a special design is
required.
3) Deck coping width + barrier width + 1’-0” + ½ flange width: This keeps
the design truck wheel within the limits of the exterior beam top flange,
thereby ensuring that the live load will not govern the deck overhang
design.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-32
Provide a minimum slab projection beyond the tip of the flange of 6 inches.
2.4.1.1.2 Bridge For bridges with reinforced concrete decks or slabs, the deck or slab may
Decks and Slabs be cast in one lift (monolithic) or two lifts (deck/slab plus low slump
wearing course). Note that the wearing course and the future wearing
course are separate and distinct items.
For existing bridge decks and bridge slab span superstructures, refer to the
MnDOT Bridge Preservation and Improvement Guidelines (BPIG) for
guidance.
Refer to the Bridge Foundation and Other Recommendations form for the
bridge deck or slab requirements for each specific bridge.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-33
Table 2.4.1.1.2.1
Bridge Conditions That Require Consideration of a Low Slump Wearing Course
Condition Commentary
1) Project locations where HPC concrete is Not all MN concrete plants have successful history with HPC concrete
not available. production and delivery.
2) Bridge is located on a constant grade < Variations in superstructure deflections and finishing tolerances can
0.83%. make positive drainage difficult.
3) Bridge has a continuous steel Behavior of steel superstructure deflections and rotation during
superstructure with degree of curvature sequential pouring can be difficult to adequately predict to achieve
> 10 degrees. ride tolerance.
4) Skew > 30 degrees on 2 spans or more Finishing rails must deflect uniformly to produce the most uniform
with an aspect ratio (deck width/span cross-section. Finishing of skewed bridges is best accomplished by
length) > 0.5. placing wet concrete uniformly on all beams within the span by
setting the finishing machine on a similar skew to substructures.
5) Bridge is located on a vertical curve with Where a vertical profile and skew exists, the difference in elevation at
approach grades > 3% and either rail may produce a warped superelevation if finished on skew.
support skews > 20 degrees.
7) Bridge deck or slab has a longitudinal Multiple pour placements with longitudinal construction joints are
construction joint due to traffic staging more prone to cracking during deflections incurred during the casting
or large deck width. sequence. A concrete wearing course placed after major deflections
have occurred results in better crack size control.
8) Variable width bridges such as single- Finishing machines have limited ability to expand width, and finishing
point interchanges that are difficult to outside of the screed rail locations requires finishing equipment with
finish with a finishing machine. higher risk of placement irregularities.
2.4.1.1.3 For most bridges, the orientation of the primary superstructure elements
Diaphragms and is parallel to the centerline of the bridge. Aside from slab bridges, most
Cross Frames bridges in Minnesota are supported on multiple beam lines. The beam lines
are typically spaced on 5 to 15 foot centers. These bridges usually have
diaphragms or cross frames, which serve a number of purposes:
1) They provide compression flange bracing during erection and
construction of the bridge.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-34
During final plan assembly, specify the type of diaphragm on the framing
plan, the deck cross section, and the longitudinal section.
2.4.1.2 Pedestrian Pedestrian bridges shall be designed in accordance with the Guide
Bridges Specifications for Design of Pedestrian Bridges. Several additional
constraints are placed on pedestrian bridges to ensure they are accessible,
safe, and durable:
1) For guidance regarding determination of pedestrian bridge width, refer
to Article 2.1.2 of this manual under Shared-Use Paths and
Pedestrian Walkways on Bridges.
2) The maximum grade permitted on a pedestrian bridge is 8.33%. A
grade flatter than the maximum is preferable. When the grade equals
or exceeds 5%, provide a 5'-0" platform for each change in elevation
of 2'-6". Also, a handrail is required when the grade equals or exceeds
5% per ADA requirements.
3) Protective screening, preferably a chain link fence system or a railing
system, must be placed on both sides of the bridge. The height of the
fence or railing must be 8'-0" above the top of the sidewalk. For sites
with special aesthetic treatments involving ornamental railings, a
minimum height of 6'-0" will be allowed. Where a fence or railing
system is also required on retaining walls that are connected to the
bridge, it is recommended that the same system (chain link fence or
railing) be utilized throughout.
4) Provide a 6'-0" clear platform at the bottom of each ramp.
5) Provide a platform at each abrupt change in a horizontal direction.
The minimum plan dimension for a platform is 5'-0" by 5'-0".
6) Lay out the profile grade such that there are no abrupt grade breaks at
expansion devices.
7) Only in the rare case where handicap accessibility need not be provided
can stairs be incorporated into a design. When stairs are provided, use
the following guidelines:
a) Provide stairs with a 1'-0" tread and a 6" rise.
b) Adjust the sidewalk or superstructure elevations to make all risers
6" tall.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-35
Materials
Use steel, prestressed concrete, reinforced concrete, or timber for the
superstructure of pedestrian bridges. Aluminum is not an acceptable
material for use in any portion of the superstructure.
The minimum structural steel thickness is 1/4 inch for pipe or tube sections
and 5/16 inch for all other sections. The minimum thickness requirements
do not apply to railings. Provide structural tubing details that are
watertight or designed such that moisture cannot be trapped in or on the
member to accelerate corrosion.
Use MnDOT concrete mix 3Y42-M for the deck of a pedestrian bridge.
Bridge Substructure
Use reinforced concrete supported on piling, drilled shafts, or spread
footings for bridge substructures as recommended in the Bridge
Construction Unit Foundation Recommendations report. Incorporate
drainage systems (Detail B910) into the abutments as needed.
Bridge Superstructure
To limit transverse deck cracking due to negative flexure, provide
additional longitudinal bars in the top of the deck over the piers. Stagger
the ends of the additional longitudinal bars to transition the capacity of the
section. (See Figures 9.2.1.8 and 9.2.1.9.)
Detail anchorages for the piers and abutments to resist uplift and
overturning forces associated with wind loads.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-36
Provide a cover plate over all pedestrian bridge expansion joint openings
to protect pedestrians from a tripping hazard.
Type 5.0 strip seals with expansion joint openings up to 5.0 inches are
allowed on pedestrian bridges since the joint is concealed by a cover plate.
Highway Geometrics
Meet MnDOT design standards for horizontal and vertical clearances for a
pedestrian bridge over a roadway.
For posted speeds in work zones of 40 mph or less, design the barriers,
the barrier/deck connection, and the deck overhang to meet railing Test
Level 2. For speeds greater than 40 mph, design to meet Test Level 3.
Temporary Widening
Temporary widening occurs when staging requires widening of an existing
bridge while construction of an adjacent new bridge occurs.
2.4.1.4 Bridge In most cases, the bridge approach panel will be included with the roadway
Approaches grading plans for a project. Guidance for the treatment and details of
approach panels can be found in the following:
2.4.1.5 Survey When assembling the survey sheets for final plans, verify that the most
current grading plans are being used.
Include the centerlines and object lines for the abutment and pier footings
on the final design survey sheets. Also identify and locate all test piles.
2.4.1.6 Utilities The Bridge Office Preliminary Plans Unit in coordination with the District
Traffic Engineer determines if provisions must be made for safety lighting
(roadway, navigation, inspection, etc.), signing, or signals. Coordination
is also done with the overall project manager regarding the need for other
types of utilities.
2.4.1.6.1 The conduit for utilities is to be suspended below the deck on hanger
Suspended Utilities systems between the beams. Locate the entire conduit and hanger system
above the bottom of the beams and generally below the diaphragms or in
the lower openings of a cross frame diaphragm. To minimize the impact
to the structure in the future, avoid casting conduits for utility companies
in the deck, sidewalk, or barriers/parapets.
Use polyvinyl chloride (PVC) coated hot dipped galvanized rigid steel
conduit (RSC) for utilities requiring conduit. Use galvanized steel hangers
and supports.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-38
Typical conduit and utility details are available in the Bridge Office final
design cell library, available at:
http://www.dot.state.mn.us/bridge/drafting-aids.html
2.4.1.6.2 Buried To protect structures, restrictions on the location of new or existing buried
Utilities utilities and drainage pipes must be considered near bridge and wall
structures supported on spread footings, and also near sheet pile and
soldier pile walls. Location restrictions, installation techniques, protection
measures, and review of plans for these utilities are required within 50 feet
laterally, 50 feet below, and 15 feet above the base of foundations for
these structure types. Utility installation in this region requires review and
approval of the MnDOT Bridge Office. Additional restrictions on the location
of utilities may be specified in other documents relevant to the project.
The most restrictive requirements apply to the placement of utilities.
Within this region, three zones have been identified to provide general
guidance for MnDOT approval. See Figure 2.4.1.6.2.1 for definition of the
different zones. For purposes of this section, utilities are defined as any
utility requiring a permit as well as State owned utilities and stormwater
structures. Dry utilities are defined as facilities that do not carry fluid,
examples include power and telephone. Wet utilities are defined as those
DECEMBER 2017 LRFD BRIDGE DESIGN 2-39
facilities that carry fluid or gasses, but do not include roadway edge drains
or subsurface drains associated with the bridge or wall structure.
All wet utilities in Zones 1, 2, and 3 require pipe with gaskets or joints
designed to prevent leakage due to pressurized flow. Casing, where
required, will meet MnDOT requirements for casing. Refer to the MnDOT
Policy Statement on Accommodation of Utilities on Highway Right of Way
for casing requirements. The following constraints for utilities in any of the
three zones describe requirements for parallel installations, skewed, and
perpendicular crossings.
Zone 1
During the construction of the foundation, utilities are to be placed
outside of Zone 1 when possible. If relocation is impractical or
impossible, the requirements for locating utilities in Zone 1 are as
follows:
New utilities to be installed and existing utilities to remain in place
require Bridge Office approval.
However, no new wet utilities may be placed longitudinally (i.e.,
parallel to the substructure or wall) in Zone 1.
New utilities may be placed transversely (i.e., perpendicular to the
substructure or wall) to an existing structure in Zone 1, with Bridge
Office approval of proposed design and construction sequencing.
All pipes and conduits must be designed for any surcharge loading
due to structure bearing pressures and possible resulting
deformations.
All wet utilities must be cased in Zone 1; if facilities are too large or
cannot be cased effectively, a site specific design is required.
Utility owners may choose to case dry utilities to allow for future
maintenance or access; however, casing is not required for dry
utilities.
Future open trench excavation is prohibited in order to protect the
foundation from potential undermining. Other forms of excavation
may be permitted in this zone with Bridge Office approval.
Zone 2
The requirements for locating utilities in Zone 2 are as follows:
New utilities may be installed in Zone 2.
Excavation for maintenance or replacement will be permitted with
proper sheeting and shoring; no unbraced open cuts will be allowed.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-40
Zone 3
There are no restrictions for utility installations in Zone 3 except for the
requirement to use pipe with gaskets as needed for wet utilities.
Figure 2.4.1.6.2.1
Utilities Near Foundations
DECEMBER 2017 LRFD BRIDGE DESIGN 2-42
2.4.1.8 Design Office practice is to permit the limit states to be exceeded by a maximum
Calculation of 3%. However, caution should be exercised to ensure that a 3%
Requirements exceeded limit state at a particular location does not adversely affect the
structure load rating.
2.4.2 Final Plans The plan order shall typically follow this list:
General Plan and Elevation
Cross Section and Pay Items
Staging Plan
Working Point Layout
Removal Details
Abutment Details and Reinforcement
Pier Details and Reinforcement
Framing Plan
Beam Details
Superstructure Details and Reinforcement
Plan Details (Railing, Expansion Joint, Slope Paving, Conduit, etc.)
B-Details
As-Built Bridge Data
DECEMBER 2017 LRFD BRIDGE DESIGN 2-43
Surveys
Borings
Unrevised Informational Sheets
The clarity of the details used in plan sets should be a primary concern of
designers. Only the simplest details should combine the presentation of
concrete geometry and reinforcement. In most cases there is less
confusion if two details are used, one to convey concrete geometry and a
second to identify and locate reinforcement.
Show the initials of the individuals responsible for the design, drafting,
design check, and drafting check on all plan sheets except the as-built
sheet, survey sheets, boring sheets, and unrevised information sheets
(such as those showing alignment tabulations, superelevation transitions,
or aesthetics) taken from the preliminary bridge plan. Note that these
unrevised informational sheets are to be placed at the end of the bridge
plan. For the boring sheets, show the initials of the individuals responsible
for the drafting and drafting check. Similarly, all sheets, except the as-
built sheet, survey sheets, boring sheets, and unrevised information sheets
must be certified by a Professional Engineer licensed in the State of
Minnesota.
2.4.2.1 Drafting The Bridge Office has adopted standards to be used when drafting plan
Standards sheets. Download Summary of Recommended Drafting Standards from:
http://www.dot.state.mn.us/bridge/drafting-aids.html
DECEMBER 2017 LRFD BRIDGE DESIGN 2-44
Use sheets efficiently. Balance the drawings on sheets to avoid one sheet
being empty while another is crowded. Use additional sheets, as needed,
to avoid crowding details on sheets. Make sure that details, data, and
other information given on more than one sheet agree between sheets.
Avoid unnecessary repetition of details and notes.
Large-scale corner details are required for all skewed bridges and for other
complex corners.
Use bill of reinforcement tables for all but very minor reinforced concrete
work. Do not enlarge details (such as rebar bends) just to fill up space.
Referencing bar bend details by letter to various generic shapes should
never be used.
For abutments, piers, and other complex drawings, use different views and
sections to separate dimensions and reinforcement.
On the Framing Plan, show bearing type beside each bearing point instead
of lines and arrows, which tend to clutter the drawing.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-45
For simple beam spans (prestressed beams, etc.), dimension beam spacing
at pier cap along centerline of the pier(s). Include supplemental
dimensions along centerline of bearing for curved and flared structures.
On repair projects, clearly indicate cut lines and extent of all removals. If
there is a saw cut, be sure to use a straight line (WT=5). If elevations are
taken off original plans, note as such and require the contractor to verify
elevations in the field.
List general notes first and specific numbered notes last. Number specific
detail notes with circles and reference the detail to which they apply. Place
all notes together on the right hand side of the sheet.
Pay Quantities
Make computations neat and readable. Strive for continuity. These
computations may be needed for future reference and the reader must be
able to interpret them.
Box in or underline computation totals for quicker take off. Initial, date,
and put the bridge (or project) number on every computation sheet.
Arrange design and quantity computations into a neat and orderly package.
Plan
On the plan view identify the following: working points, working line,
centerlines, utilities, location of inplace bridges or substructures, ditch
drains, deck drains, lights, and nameplate. Label the following: span
lengths, deck width, size of angles between the working line and
centerlines, horizontal curves, minimum horizontal clearance to
substructure units, point of minimum vertical clearance for each roadway
under the bridge, extent of slope protection, roadway stationing and
elevations, and distance between twin bridges. Provide a north arrow. Tie
bridge dimensions to working points. Show the direction of traffic for each
design lane.
Elevation
Present the primary vertical geometry of the bridge on the elevation view.
This consists of vertical curve data, end slopes, existing ground lines,
footing elevations, limits of excavation, grading notes, ditch clean out
along railroad tracks, and scale. Label bearings as fixed, expansion, or
integral. Also label piers, spans, abutments, and slope protection.
For grade separation bridges, provide the minimum vertical and horizontal
clearances. In addition, provide the dimension from centerline of pier to
toe of slope protection. If there is no side pier, give the dimension from
toe of slope to centerline of roadway. Dimension the pier, lane, and
shoulder widths on the roadway under. Lane slopes on the roadway under
are typically omitted, but can be provided if space permits.
When illustrating slope protection use a straight slope line; do not follow
the ditch radius curve. To reduce confusion concerning slopes, do not show
slopes as 1:2. Many individuals are unsure of whether the first or second
number is the horizontal part of the slope. Show the slopes graphically.
Where slopes need to be provided in text, explicitly call out the slopes
(e.g., 1V: 2H).
For staged construction projects, provide the inplace, interim, and final
cross sections, including temporary anchored or unanchored safety barrier
locations.
For complex projects, consider creating a separate plan sheet for pay items
and notes for clarity.
Utilities
Show all utilities that may affect bridge construction. Note what is to be
done with them (will they be moved, will they no longer be used or do they
need to be protected during construction).
Miscellaneous
Provide a Design Data block on the General Plan and Elevation Sheet of
the bridge plan set. The information given in the block provides a summary
of the primary parameters used for the design. Information in the Design
Data block includes: design specifications, design live load, design
material properties, future wearing course load assumed in the design,
deck area, traffic data, and the operating rating for the new structure. See
Appendix 2-C.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-48
Review the title block to ensure it accurately describes the bridge. Within
the title block provide span lengths to the nearest foot and the bridge type
identification number. The three-character identification number should
follow the numbering scheme provided in Appendix 2-A of this manual.
Include any additional standard construction notes and the sheet list for
the plan set on the first sheet of the plan set. Provide the schedule of
quantities for the entire bridge in tabular form on the second or third sheet
of the plan.
Check if ditch drainage pipe is necessary for the project. If drainage pipe
is necessary and the contract has multiple portions (grading, bridge, etc.),
identify which portion of the contract contains the pipe. Label ditch
drainage pipe on plan and elevation views.
Figure 2.4.2.3.1
General Plan and Elevation
DECEMBER 2017 LRFD BRIDGE DESIGN 2-50
Figure 2.4.2.3.2
Typical Cross Section
DECEMBER 2017 LRFD BRIDGE DESIGN 2-51
2.4.2.4 Bridge The Bridge Layout Sheet is used by surveyors to locate the bridge in space
Layout and Staking with its primary geometry. The primary geometry consists of centerline of
Plan roadway(s) and centerline of substructure bearings. Working points are
located on substructure bearing centerlines where they are intersected by
fascia beam lines and working lines. By providing stationing, X-
coordinates, and Y-coordinates for each of the working points, the position
of the bridge can be fixed. Figure 2.4.2.4.1 contains an example.
In Figure 2.4.2.4.1, the working line and its azimuth are labeled. Also
shown is the angle of intersection between the working line and each of
the substructure units and roadways under the bridge. As a primary
geometry line, the working line should be labeled throughout the plan set.
Place the control point at the intersection of the survey line and centerline
of cross road, track etc. For river crossings, place the control point at an
abutment centerline of bearing. Label the control point with its
coordinates. Coordinates of the control point and the working points
should be given to three decimals of a foot. Tie the working point layout
to the control point. Present dimensions in feet (a note on the sheet should
say the same).
List the coordinates for all working points in a table labeled “DIMENSIONS
BETWEEN WORKING POINTS”. Stations and the distances between
working points should be presented to the nearest 0.01 foot. Coordinates
are assumed to be given in the Minnesota State Plane Coordinate System.
If another system is used, place a note on the sheet identifying the system
used.
If the drop dimension is the same for all beam lines, provide a single value
for each substructure unit. If the drop dimensions vary at substructure
locations, provide a value for each beam line. Total values should be given
in both inches and decimals of a foot to two places.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-53
Figure 2.4.2.4.1
Bridge Layout
DECEMBER 2017 LRFD BRIDGE DESIGN 2-54
2.4.2.5 Standard Use standard abbreviations to clarify information on plan sets and reduce
Abbreviations the clutter on a crowded plan sheet. Appendix 2-B presents a list of
standard abbreviations that can be utilized in a plan. Define abbreviations
used in a plan set on the sheet where they are used or as part of a General
Notes sheet.
2.4.2.6 Inclusion There are two parts to the Standard Bridge Details: Part I and Part II.
of Standard Bridge They are published on the Bridge Office Web site at:
Details and Bridge http://www.dot.state.mn.us/bridge/standards.html
Standard Plans in
Plan Sets Bridge details are intended, where applicable, to be incorporated into a set
of bridge plans.
Bridge Details Part II consists of details that occupy an entire plan sheet.
The majority of these details are for barriers, parapets, medians,
prestressed concrete beams, and expansion joints.
Similar to Bridge Details Part II, Bridge Standard Plans are intended to be
incorporated into bridge plan sets and occupy an entire plan sheet. The
information presented may be much more in-depth as the information for
multiple designs is presented on a single sheet. Bridge Standard Plans are
only available for precast concrete box culverts.
How standard details are incorporated into a bridge plan will depend on the
amount of revisions needed to the details, falling into 3 categories:
1) Standard is unmodified: This is when the standard is used as drawn
with no changes, or with all blanks filled in where expected. Box
out and place cross-hatching across all specific details that do not
apply. Do not remove them. It is not necessary to cross out
alternative sizes in tables or alternate dimensions that are not
used, or circled notes that are only referred to in the details that
do not apply.
2) Standard is modified: This is when details, dimensions, or notes on
the standard have been specifically modified from what is shown
in the standard. In this case, place the word “MODIFIED” under
the B-Detail or after the Figure Number. Also add a box containing
a note stating what was modified to help plan readers quickly
locate them. Do not “cloud” the changes.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-55
Note that these rules do not apply to box culverts, which are included with
the road plan. Modification of box culvert standards is to be done in
accordance with the Design Scene, Chapter 3 requirements, which can be
found at:
http://www.dot.state.mn.us/pre-letting/scene/index.html
2.4.2.7 Standard Similar to other plan elements, standard plan notes have been prepared to
Plan Notes increase the consistency of information presented on final design plans.
Plan notes serve a variety of purposes; they communicate design criteria,
specific construction requirements, and a variety of notes pertaining to the
construction or fabrication of specific bridge elements. Appendix 2-C
contains the Standard Plan Notes. These notes have been grouped into
the following categories:
Design Data and Projected Traffic Volumes
Construction Notes
Signature Block
Drainage and Erosion Control
Excavation and Earthwork
Reinforcement
Foundations
Steel Materials, Fabrication, and Erection
Concrete Placements
Welded Steel Bearing Assemblies
Cutting and Removal of Old Concrete
Joints and Joint Sealer
Timber Bridges
Miscellaneous
Designers unfamiliar with MnDOT’s Standard Plan Notes should review the
list prior to beginning final design. Reviewing the notes prior to design will
familiarize designers with the material properties to be used, and other
constraints typically placed on construction. Perform a second review of
the notes at the end of design to ensure that all applicable notes were
incorporated into the plan set.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-56
Pay Items
The current MnDOT list of pay items (commonly referred to as the
Trns*port List) is located at the following link:
http://transport.dot.state.mn.us/Reference/refItem.aspx
For each pay item shown in the plan, provide a reconciled quantity
estimate. Some pay items are to be designated as “plan quantity pay
items”, for which payment to the contractor will be based on the quantity
given in the plan rather than measuring in the field. For these items,
include a “(P)” as an appendix to the item label. For example:
2401.507 STRUCTURAL CONCRETE (3B52) 699 CU YD (P)
Pay items are to be designated as “plan quantity pay items” when the
quantity for payment can be calculated using the dimensions given in the
plan and the dimensions are not expected to change in the field. Some
examples include:
DECEMBER 2017 LRFD BRIDGE DESIGN 2-57
Some examples of pay items that are not “plan quantity pay items”
include:
piling paid for by the linear foot (because plan quantity is an
estimate only and final pile lengths are determined in the field)
random riprap paid for by the cubic yard (because plan
dimensions are approximate and actual volume may differ)
removal and patching of concrete slabs paid for by the square foot
(because actual area will be determined in the field)
structural excavation paid for by lump sum (because it is not a
calculated value based on plan dimensions)
bearing assemblies paid for by the each (because it is not
calculated using dimensions from the plan)
Miscellaneous
Round off quantities to the nearest pay item unit except for the following:
Earth excavation to nearest 10 cubic yards.
Reinforcement bars and structural steel to nearest 10 pounds.
Piling lengths to nearest 5 feet.
2.4.3 Revised Sometimes, revisions to the plan are required after the letting due to an
Sheets error found in the plan or other issues that arise during construction. When
this occurs, use the following procedure:
1) Revise the sheet as follows (See Figure 2.4.3.1):
i. Make the necessary revisions to the sheet.
ii. In the revision block, provide the revision number within a triangle
border, the revision date, a description of the revision, and the
initials of the engineer who approved the revision.
iii. “Cloud” the actual revisions to the sheet and include the revision
number within a triangle border next to the “clouded” change.
When sheets have been revised multiple times, remove previous
revision “clouds”, only “clouding” the current revisions. However,
leave previous triangles with their revision numbers in place.
iv. Change the sheet number by placing a “-R” and the revision number
after the original sheet number. For example, revision 1 to sheet 7
will be designated “SHEET NO. 7-R1”, revision 2 will be designated
“SHEET NO. 7-R2”, etc. For situations where an additional plan
sheet must be inserted as part of the revision, repeat the preceding
sheet number with an “A” after it. For example, as part of revision
1 where a sheet needs to be added between sheet 5 and 6,
designate the revised sheet as “SHEET NO. 5A-R1”.
2) Plot and certify the revised sheet.
3) Draft a transmittal letter from the State Bridge Design Engineer to the
Resident Engineer in the District construction office. Submit the letter
and the revised sheet to the State Bridge Design Engineer for signature
and distribution. Memo templates are available on the Bridge Office
network drive. Consultants should contact MnDOT Bridge Office Project
Manager to obtain the file.
DECEMBER 2017 LRFD BRIDGE DESIGN 2-59
Figure 2.4.3.1
DECEMBER 2017 LRFD BRIDGE DESIGN 2-60
2.5 Reconstruction Typical details for the reconstruction of barriers, superstructure joints, and
Guidelines and pavement joints are presented in this section.
Details
2.5.1.3 The following figures show typical details for the reconstruction of
Expansion/Fixed expansion joints and fixed joints:
Joints Figure 2.5.1.3.1 Reconstruct Expansion Joint Type A
Figure 2.5.1.3.2 Reconstruct Expansion Joint Type B
Figure 2.5.1.3.3 Reconstruct Expansion Joint Type C
Figure 2.5.1.3.4 Reconstruct Expansion Joint Type D
Figure 2.5.1.3.5 Reconstruct Expansion Joint Type D
Figure 2.5.1.3.6 Reconstruct Expansion Joint Type E
Figure 2.5.1.3.7 Reconstruct Expansion Joint Type F
Figure 2.5.1.3.8 Reconstruct Fixed Joint Type A
Figure 2.5.1.3.9 Reconstruct Fixed Joint Type A
DECEMBER 2017 LRFD BRIDGE DESIGN 2-61
Item No. 2433.603 “Reconstruct Fixed Joint, Type ____”, Lin. Ft.
Type A – Eliminate inplace joint
Type B – Install waterstop
Type Special – None of the above
DECEMBER 2017 LRFD BRIDGE DESIGN 2-62
Figure 2.5.1.3.1
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-63
Figure 2.5.1.3.2
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-64
Figure 2.5.1.3.3
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-65
Figure 2.5.1.3.4
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-66
Figure 2.5.1.3.5
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-67
Figure 2.5.1.3.6
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-68
Figure 2.5.1.3.7
Expansion Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-69
Figure 2.5.1.3.8
Fixed Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-70
Figure 2.5.1.3.9
Fixed Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-71
2.5.2.1 Abutments The following figures show typical details for the repair of abutment paving
brackets:
Figure 2.5.2.1.1 Repair Paving Bracket
Figure 2.5.2.1.2 Reconstruct Paving Bracket
Figure 2.5.2.1.3 Reconstruct Paving Bracket and Wall
Figure 2.5.2.1.1
Paving Brackets
DECEMBER 2017 LRFD BRIDGE DESIGN 2-73
Figure 2.5.2.1.2
Paving Brackets
DECEMBER 2017 LRFD BRIDGE DESIGN 2-74
Figure 2.5.2.1.3
Paving Brackets
DECEMBER 2017 LRFD BRIDGE DESIGN 2-75
2.5.3 Pavement The following figures show typical details for pavement joint
reconstruction:
Figure 2.5.3.1 Reconstruct Pavement Joint Type A
Figure 2.5.3.2 Reconstruct Pavement Joint Type B
Figure 2.5.3.3 Reconstruct Pavement Joint Type C
Figure 2.5.3.4 Reconstruct Pavement Joint Type Special
Figure 2.5.3.5 Reconstruct Pavement Joint Type Special
Figure 2.5.3.1
Pavement Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-77
Figure 2.5.3.2
Pavement Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-78
Figure 2.5.3.3
Pavement Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-79
Figure 2.5.3.4
Pavement Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-80
Figure 2.5.3.5
Pavement Joints
DECEMBER 2017 LRFD BRIDGE DESIGN 2-81
2.6 Construction MnDOT’s general practices and guidelines for the construction of bridges
Requirements are presented in MnDOT’s Bridge Construction Manual, which can be
accessed from the MnDOT Bridge Office web site.
APPENDIX 2-A
BRIDGE TYPE NUMBERS
MINNESOTA BRIDGE TYPE IDENTIFICATION NUMBER (3 characters)
First Digit (Superstructure Material) Second & Third Digits (Bridge Type)
EXAMPLES
BRIDGE TYPE ID NUMBER
Precast Concrete Box Culvert 513
Simple Span Cast-In-Place Concrete Slab 109
Tunnel in Rock 017
Pretensioned Concrete Beam Span 501 approach span
Steel Continuous Beam Span 401 main span
Post-Tensioned Concrete Box Girder P07
APPENDIX 2-B
STANDARD ABBREVIATIONS
A D
AASHTO ......... American Association of State D.C. ................................ Degree of Curve
Highway and Transportation Officials DET. ............................................... Detail
ABT. .............................................. About D.H.V. ..................... Design Hourly Volume
ABUT. ....................................... Abutment D.H.W. .......................... Design High Water
AADT ............... Annual Average Daily Traffic DIA. .......................................... Diameter
ADTT ................. Average Daily Truck Traffic DIAPH. .....................................Diaphragm
ALT. .......................................... Alternate DL .......................................... Dead Load
APPR. .........................................Approach DWL. ............................................. Dowel
APPROX. .... Approximate (or Approximately)
ASSY. ....................................... Assembly E
AZ. ............................................. Azimuth E. ................................................... East
@ ...................................................... At E.B.L. .......................... East Bound Lane(s)
E.F. .......................................... Each Face
B EA. .................................................. Each
B.F. .......................................... Back Face ELEV. (or EL.) .............................. Elevation
BIT. ........................................ Bituminous EMBED. .................................. Embedment
B.M. ...................................... Bench Mark ENGR. .........................................Engineer
BM .................................................. Beam EQ. ................................................. Equal
BOT. ............................................ Bottom EXP. ......................................... Expansion
BR. ................................................Bridge
BRG. ............................................ Bearing F
BTWN. ........................................ Between F. .......................................... Fahrenheit
F.B.M. ......................... Foot Board Measure
C F.F. ......................................... Front Face
C & G................................ Curb and Gutter F.L. .............................................Flowline
C-I-P .................................... Cast-In-Place FIN. ............................................ Finished
CL ........................................... Centerline FIX ................................................. Fixed
CL. (or CLR.)..................................... Clear FT. ......................................Foot (or Feet)
C.M.P. ...................... Corrugated Metal Pipe FTG. ............................................ Footing
COL. ............................................ Column
COMP. ...................................... Composite G
CONC. ........................................ Concrete G1 .......................................... Grade One
CONST. ................................. Construction G2 .......................................... Grade Two
CONT. ................ Continuous (or Continued) GA. .................................................Gage
C.S.A.H. ............. County State Aid Highway
CU. ................................................. Cubic
CULV. ...........................................Culvert
DECEMBER 2017 LRFD BRIDGE DESIGN 2-84
H N
HCAADT .............. Heavy Commercial Annual N. (or NO.) ....................................... North
Average Daily Traffic N.B.L. ........................ North Bound Lane(s)
H.W. ....................................... High Water NO. ............................................. Number
HORIZ. .....................................Horizontal O
HWY. .......................................... Highway O.D. ...............................Outside Diameter
I P
INPL. ........................................... Inplace P.C. ............................... Point of curvature
I.D. .................................. Inside Diameter P.C.C. .................. Point of compound Curve
P.G. ...................................... Profile Grade
J P.I. ............................. Point of Intersection
JCT. ............................................ Junction P.O.C. ................................ Point on Curve
JT. ................................................... Joint P.O.T. ............................. Point on Tangent
P.S.I. .....................Pounds per Square Inch
K P.T. ............................... Point of Tangency
KWY. ........................................... Keyway PED. ........................................ Pedestrian
PL .................................................. Plate
L PRESTR. .................................. Prestressed
L. ................................... Length of Curve PROJ. ...................... Project (or Projection)
LL ............................................ Live Load PROV. ........................................ Provision
L.W. ........................................ Low Water PT. .................................................. Point
LB. ................................................ Pound
LIN. ............................................... Linear R
LT. ................................................... Left R. ............................................... Radius
LONG. (or LONGIT.) .................. Longitudinal R.O.W. .................................. Right of Way
R.R. ............................................ Railroad
M R.S.C. .......................... Rigid Steel Conduit
m .................................................. Meter RDWY. ....................................... Roadway
mm ........................................... Millimeter REINF. ...... Reinforced (or Reinforcing/ment)
M.B.M. ...................... Thousand Board Feet REQ'D ......................................... Required
M.L. .......................................... Main Line REV. ............................................ Revised
M.O. ................................ Maximum Offset RT. ................................................. Right
MAX. ......................................... Maximum
MIN. .......................................... Minimum S
MISC. ..................................Miscellaneous S. (or SO.) .......................................South
S.B.L. ........................South Bound Lane(s)
SEC. ............................................ Section
SDWK. ....................................... Sidewalk
SHLDR. ...................................... Shoulder
DECEMBER 2017 LRFD BRIDGE DESIGN 2-85
S (cont.) Y
SHT. ...............................................Sheet YD. .................................................. Yard
SP. (or SPS.) .................................. Spaces
SPA. ............................................ Spaced
SPEC. .................. Special (or Specification)
SPG. ............................................ Spacing
SQ. ............................................... Square
STA. ............................................. Station
STD. .......................................... Standard
STIFF. ......................................... Stiffener
STL. ............................................... Steel
STR. (or STRUC.) .........................Structure
SUBGR. ..................................... Subgrade
SUPER. .............................. Superelevation
SUPERST. ........................... Superstructure
SYM. ..................................... Symmetrical
T
T & B ................................ Top and Bottom
T.H. ................................... Trunk Highway
T.T.C. .............................Tangent to Curve
TAN. ........................................... Tangent
TWP. ..........................................Township
TYP. .............................................. Typical
V
V.C. .................................... Vertical Curve
V.P.C. ................ Vertical Point of Curvature
V.P.I. .............. Vertical Point of Intersection
V.P.T. ................. Vertical Point of Tangency
VAR. .............................................. Varies
VERT. .......................................... Vertical
W
W. ...................................................West
W.B.L. ........................West Bound Lane(s)
W.C. ................................. Wearing Course
W.P. ................................... Working Point
W.W. ......................................... Wingwall
DECEMBER 2017 LRFD BRIDGE DESIGN 2-86
APPENDIX 2-C
STANDARD PLAN NOTES
Use standard notes that are relevant to the project. Text found in brackets [ ] next to a standard
note provides guidance on its use and should not be included in the plan.
PRETENSIONED CONCRETE:
f’c = __ KSI CONCRETE
fpu = 270 KSI LOW RELAXATION STRANDS
n = 1 FOR PRETENSIONING STRANDS
0.75 fpu FOR INITIAL PRESTRESS
[Coordinate f’c with beam detail sheet. Use on bridges with pretensioned
beams.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-87
STRUCTURAL STEEL:
Fy = 36 KSI STRUCTURAL STEEL SPEC. 3306 (PAINTED)
Fy = 50 KSI STRUCTURAL STEEL SPEC. 3309 (PAINTED)
Fy = 50 KSI STRUCTURAL STEEL SPEC. 3310 (PAINTED)
Fy = 70 KSI STRUCTURAL STEEL SPEC. 3317 (HIGH PERFORMANCE)
(PAINTED)
[Use as required on bridges with steel components. Include description within
parentheses as needed.]
WOOD:
Fbo = ____ KSI PILE CAPS
Fbo = ____ KSI SAWN STRINGERS AND TIMBER RAILS
Fbo = ____ KSI GLUED LAMINATED TIMBER RAILS
Fbo = ____ KSI GLUED LAMINATED STRINGERS
Fbo = ____ KSI GLUED LAMINATED DECK PANELS
Fbo = ____ KSI NAIL LAMINATED DECK PANELS
Fbo = ____ KSI RAIL POSTS
Fbo = ____ KSI ALL OTHER WOOD
[Use as required on bridges with wood components. Insert reference design
values.]
DESIGN SPEED:
OVER = _______ MPH
[Use on all projects. Insert speed.]
UNDER = _______ MPH
[Use as required. Insert speed.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-88
HL-93 LRFR
BRIDGE OPERATING RATING FACTOR RF = ______
[Use on all projects. Insert rating factor.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-89
HL-93 LRFR
BRIDGE OPERATING RATING FACTOR RF = ______
[Use on all precast concrete box culvert projects where the box culvert has been
assigned a bridge number. For standard designs, insert 1.3 rating factor. For
non-standard designs, insert calculated rating factor.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-90
B. CONSTRUCTION NOTES
THE 20__ EDITION OF THE MINNESOTA DEPARTMENT OF TRANSPORTATION
“STANDARD SPECIFICATIONS FOR CONSTRUCTION” SHALL GOVERN.
[Use on all projects. Insert current date of specifications.]
SEE SPECIAL PROVISIONS FOR ALL XXXX.6XX SERIES PAY ITEMS FOR ADDITIONAL
REQUIREMENTS.
[Use on all projects.]
THE BAR SIZES SHOWN IN THIS PLAN ARE IN U.S. CUSTOMARY DESIGNATIONS.
[Use on all projects.]
BARS MARKED WITH THE SUFFIX “E” SHALL BE EPOXY COATED IN ACCORDANCE
WITH SPEC. 3301.
[Use on all projects.]
BARS MARKED WITH THE SUFFIX “S” SHALL BE STAINLESS STEEL IN ACCORDANCE
WITH THE SPECIAL PROVISIONS.
[Use as required.]
THE PILE LOADS SHOWN IN THE PLANS AND THE CORRESPONDING NOMINAL PILE
BEARING RESISTANCE (Rn) WERE COMPUTED USING LRFD METHODOLOGY. PILE
BEARING RESISTANCE DETERMINED IN THE FIELD SHALL INCORPORATE THE
METHODS AND/OR FORMULAS DESCRIBED IN THE SPECIAL PROVISIONS.
[Use on all plans involving CIP or H piles.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-91
C. SIGNATURE BLOCK
APPROVED _________________________________
STATE BRIDGE ENGINEER
DATE ____________
[Use on all projects. Provide signature line in the title block on the General Plan
and Elevation sheet.]
CONTRACTOR SHALL DRESS SLOPES AND PLACE FILTER MATERIALS AND RIPRAP IN
APPROXIMATE AREAS AS DIRECTED BY THE ENGINEER.
[Use as required.]
F. REINFORCEMENT
SPIRAL DATA
OUTSIDE DIAMETER _______
HEIGHT _______
PITCH ________
SPIRAL ROD SIZE, PLAIN ROUND ________
WEIGHT, EACH _______
[Use for round columns that contain spiral reinforcement. Insert appropriate
data.]
G. FOUNDATIONS
[Use for spread footing foundations on soil. Insert data. Round loads to nearest 0.1 tons/sq ft.]
[ † Insert “SERVICE” or “FACTORED” based on governing limit state.]
[Use for spread footing foundations on rock. Define footing corners in bridge plan. Insert data.
Round loads to nearest 0.1 tons/sq. ft.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-95
G. FOUNDATIONS (CONT’D)
[Use for pile foundations. Insert data. Round loads to nearest 0.1 tons/pile.]
[Use for pile foundations where downdrag occurs. Use this table in addition to the standard
load table shown above in c. Insert data. Round loads to nearest 0.1 tons/pile.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-96
G. FOUNDATIONS (CONT’D)
e. H-PILE RESISTANCE
[Use for H-pile foundations. Insert data. Round loads to nearest 0.1 tons/pile.]
[Use for cast-in-place concrete pile foundations. Insert data. Round loads to nearest 0.1
tons/pile.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-97
APPENDIX2-C (Continued)
STANDARD PLAN NOTES
Use standard notes that are relevant to the project. Text found in brackets [ ] next to a standard
note provides guidance on its use and should not be included in the plan.
G. FOUNDATIONS (CONT’D)
g. OTHER
PILE NOTES [Use for substructure with test piles]
____ ______ TEST PILES _______ FT. LONG
____ ______ PILES EST. LENGTH _______ FT.
____ ______ PILES REQ’D FOR __________
[Use for projects with piles. Insert number of piles, pile type, pile length, and
substructure name.]
PILES TO BE HP - ____.
[Use with all steel H piling.]
G. FOUNDATIONS (CONT’D)
DRIVE TEST PILES TO ESTIMATED FOUNDATION PILE LENGTH. IF DESIGN BEARING
IS NOT OBTAINED, WAIT 24 HOURS AND THEN PERFORM REDRIVE. IF DESIGN
BEARING IS NOT OBTAINED AFTER REDRIVE, CONTINUE DRIVING TO FULL TEST
PILE LENGTH.
[Use when pile redriving is specified in Foundation Recommendations.]
DENOTES STATIC LOAD TEST PILE. DRIVE TO ___ FT. LONG. TO BE INCLUDED IN
PAY ITEM “PILE LOAD TEST TYPE __”. USE STATIC LOAD TEST PILE AS
STRUCTURAL SUPPORT PILE AFTER LOAD TEST IS COMPLETE.
[Use for pile load test. Insert length to drive and pile type.]
FOUNDATION PILES SHALL NOT BE DRIVEN UNTIL RESULTS OF STATIC LOAD TEST
ARE PROVIDED TO THE ENGINEER. THE ENGINEER WILL AUTHORIZE PILE
LENGTHS NO LATER THAN 3 DAYS AFTER RECEIPT OF LOAD TEST RESULTS.
[Use for pile load test.]
SHEAR STUDS ON THE TOP FLANGE OF THE GIRDER SHALL BE INSTALLED IN THE
FIELD.
[Use as required.]
CHORD LINE IN CAMBER DIAGRAM IS A STRAIGHT LINE FROM END TO END OF BEAM
SEGMENT AT ________*_________.
[Include this note on camber diagram sheet of steel girder bridges]
[* For plate girders, insert “TOP OF BEAM WEB”. For rolled beams, insert
“BOTTOM OF TOP FLANGE”.]
LINE ASSEMBLY PER SPEC. 2471 WILL BE REQUIRED FOR BEAM SPLICES. THE
SECTION TO BE LINE ASSEMBLED SHALL BE FROM ________ TO __________ .
[Use on bridges where girders were designed using line girder analysis. Check
with the Structural Metals Unit; Abutment to abutment if < 300 ft. Three adjacent
points of support if > 300 ft.]
PRIOR TO POURING DECK, SNUG TIGHTEN ONLY BOLTS IN THE END DIAPHRAGMS.
AFTER POURING ALL DECK CONCRETE, FULLY TIGHTEN END DIAPHRAGM BOLTS.
[Use on all skewed steel bridges.]
WEB PLATES SHALL BE FURNISHED IN AVAILABLE MILL LENGTHS AND WIDTHS WITH
A MINIMUM NUMBER OF WEB SPLICES. LOCATION OF SPLICES SHALL BE SUBJECT
TO THE APPROVAL OF THE ENGINEER AND SHALL BE A MINIMUM OF 1'-0" FROM
STIFFENERS OR FLANGE SPLICES.
[Use on all steel plate girder bridges.]
ALL BOLTED CONNECTIONS SHALL BE MADE WITH 7/8" DIAMETER A325 BOLTS,
EXCEPT AS NOTED.
[Use as required.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-101
I. CONCRETE PLACEMENTS
REMOVE ALL NON-GALVANIZED AND NON-EPOXY COATED FERROUS METAL,
EXCLUDING SHEAR STUDS, TO WITHIN ½” OF THE TOP FLANGE PRIOR TO CASTING
THE DECK.
[Use on all deck-on-beam type bridges. Locate note on the Transverse Section
Deck Reinforcement sheet in the bridge plan.]
MAKE SAW CUT IN STRUCTURAL SLAB (AND CONCRETE WEARING COURSE) OVER
CENTERLINE OF PIERS AS SOON AS THE CUTTING CAN BE DONE WITHOUT
RAVELING THE CONCRETE. APPLY POLYSTYRENE TO TIPS OF FLANGES THAT
PROJECT PAST CENTERLINE OF PIER. SEAL JOINT PER SPEC. 3723.
[Use on prestressed concrete beam bridges with double diaphragms and slab
continuous over piers. Saw cut both structural slab and concrete wearing course.
See Figure 9.2.1.10 in this manual for detail.]
TOP OF SLAB UNDER BARRIER IS LEVEL. THE BOTTOM OF SLAB CONTINUES AT THE
SAME SLOPE AS THE ROADWAY.
[Use for slab type bridges. Include note on superstructure sheet that contains
cross-section.]
PINS SHALL BE COLD FINISHED ALLOY BAR STEEL PER SPEC. 3314 TYPE II.
[For pins 5" or less where pin is not made from a larger diameter stock.]
PINS SHALL BE HOT ROLLED ALLOY BAR STEEL PER SPEC. 3313 TYPE II.
[For pins over 5" where pin will be made from a larger diameter stock.]
PINS AND PIN HOLES SHALL BE COATED IN THE SHOP WITH A HEAVY PROTECTIVE
GREASE. PRIOR TO ERECTION, THE PINS AND PIN HOLES SHALL BE CLEANED AND
COATED WITH AN APPROVED GREASE.
[Use as required.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-103
___ DENOTES ELASTOMERIC BEARING PAD, TYPE __. SEE DETAIL B305.
___ DENOTES FIXED CURVED PLATE BRG. ASSEMBLY, TYPE ___. SEE DETAIL B310.
___ DENOTES EXPANSION CURVED PLATE BRG. ASSEMBLY, TYPE ___. SEE DETAIL
B311.
[Include appropriate notes(s) on framing plan when elastomeric bearing pads
are used. Insert bearing designation and type number.]
NO CUTTING WILL BE PERMITTED UNTIL THE CUTTING LIMITS HAVE BEEN OUTLINED
BY THE CONTRACTOR AND APPROVED BY THE ENGINEER. REMOVAL AND
RECONSTRUCTION SHALL CONFORM TO SPEC. 2433.
[Use as required.]
M. TIMBER BRIDGES
CONSTRUCTION REQUIREMENTS PER SPEC. 2403.
[Use as required.]
TOP OF WING PILE WHICH PROJECTS OUTSIDE OF WING CAP SHALL BE SHAPED TO
A 45° SLOPE.
[Use as required.]
TREAT TOPS OF WING PILES PER SPEC. 2403.3.E. SEE SPEC. 3491 FOR
PRESERVATION REQUIREMENTS.
[Use as required.]
ALL WOOD THAT IS CUT OR DRILLED IN THE FIELD SHALL BE FIELD TREATED IN
ACCORDANCE WITH SPEC. 2403.3.E.
[Use as required.]
ALL PLANKS FOR PREFAB PANELS SHALL BE DOUGLAS FIR-LARCH GRADE ___ (Fbo
= ___ KSI).
[Use as required. Insert grade and reference design value.]
RAIL POSTS, CURBS, SCUPPERS, AND RAIL SPACER BLOCKS SHALL BE DOUGLAS
FIR-LARCH GRADE ___ (MIN. Fbo = ___ KSI).
[Use as required. Insert grade and reference design value.]
ABUTMENT AND PIER CAPS SHALL BE DOUGLAS FIR-LARCH GRADE ___ POSTS AND
TIMBERS (Fbo = ___ KSI). ALL OTHER LUMBER SHALL HAVE MIN. Fbo = ___ KSI.
[Use as required. Insert grade and reference design values.]
N. MISCELLANEOUS
F.F. DENOTES FRONT FACE.
B.F. DENOTES BACK FACE.
E.F. DENOTES EACH FACE.
[Use as required.]
N. MISCELLANEOUS (CONT’D)
PROVIDE 1/8 IN. 60 DUROMETER PLAIN ELASTOMERIC PAD OR PREFORMED FABRIC
PAD MEETING AASHTO LRFD BRIDGE CONSTRUCTION SPECIFICATION ARTICLE
18.10. WAIVE THE SAMPLING AND TESTING REQUIREMENTS UNDER SPEC 3741,
“ELASTOMERIC BEARING PADS,” AND AASHTO M251.
[Use as required.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-108
APPENDIX 2-D
STANDARD SUMMARY OF QUANTITIES NOTES
Use standard notes that are relevant to the project. Text found in brackets [ ] next to a standard
note provides guidance on its use and should not be included in the plan.
“CONCRETE WEARING COURSE (3U17A)” INCLUDES ______ SQUARE FEET FOR BRIDGE
APPROACH PANELS.
[Use when the item as listed in the Summary of Quantities for Superstructure is paid
for on a square foot basis. Insert area.]
PAYMENT FOR ANCHORAGES INCLUDED IN ITEM “ANCHORAGES TYPE REINF BARS” PER
EACH.
[Use as required.]
PILE REDRIVING AND PILE ANALYSIS FOR THE REACTION PILES AND STATIC LOAD TEST
PILE SHALL BE INCLUDED IN PRICE BID FOR “PILE LOAD TEST TYPE __”.
[Use as required. Insert type number.]
DECEMBER 2017 LRFD BRIDGE DESIGN 2-110
APPENDIX 2-E
CONVERSION FROM INCHES TO DECIMALS OF A FOOT
AUGUST 2016 LRFD BRIDGE DESIGN 3-1
3. LOADS AND The loads section of the AASHTO LRFD Specifications is greatly expanded
LOAD FACTORS over that found in the Standard Specifications. This section will present
applicable loads and provide guidance to MnDOT’s practice for the
application of these loads.
3.1 Load Factors The standard load combinations for LRFD design are presented in LRFD
and Combinations Table 3.4.1-1.
[3.4.1]
Several of the loads have variable load factors (e.g., P , TG , SE ). The
load factors for permanent loads ( P ) typically have two values, a
maximum value and a minimum value. When analyzing a structure it will
often be necessary to use both values. The objective is to envelope the
maximum load effects on various elements for design. A box culvert
structure illustrates the use of both values. When determining the
moment in the top slab of a culvert, the maximum load factor is used on
the vertical earth loads, while the minimum load factor is used on the
lateral or horizontal earth loads. The situation reverses when
determining the moments in the wall of a culvert. A minimum load factor
is used on the vertical earth loads and a maximum value is used on the
horizontal earth loads.
When assembling load combinations, do not use more than one load
factor for any load component. For example, when checking uplift, a load
factor of 0.90 or 1.25 should be used for the dead load on all spans.
Designers should not try to use 0.9 on the span adjacent to the uplift
point and 1.25 on the next span.
Designers must ensure that structures have been checked for adequacy
in carrying all appropriate load combinations at all construction stages.
For example, check a high parapet abutment for any permissible
construction case in addition to the final condition. The abutment may be
completely constructed prior to placement of the beams (a case which
maximizes the horizontal earth pressure load with a minimum of vertical
load) or the abutment could be constructed such that the superstructure
is completed prior to backfilling (a case which maximizes vertical load
without horizontal earth pressure load). Designers are to investigate
both cases. For complex structures, designers are responsible for
providing one workable construction sequence in the bridge plan and
checking for adequacy at all the construction stages. If the contractor
proposes a different construction sequence, the contractor is responsible
for confirming structure adequacy at all the construction stages.
AUGUST 2016 LRFD BRIDGE DESIGN 3-2
Load Combinations
The load factors and the combination of different load components
presented in LRFD Table 3.4.1-1 have been calibrated to produce
structures with more uniform reliability than that offered with Standard
Specification designs. The Extreme Event I load combinations will rarely
control in Minnesota. Note that designs must also consider the load
combinations for construction loading.
Strength II: Basic load combination used to determine the flexural and
shear demands of a structure subject to a permit vehicle or a special
design vehicle specified by the owner. MnDOT does not typically use
special vehicles for design. See Article 3.4 for more information.
Strength IV: Load combination relating to very high dead load to live
load force effect ratios. Use the following modified Strength IV load
combination, given in AASHTO LRFD Article C3.4.1:
[C3.4.1] 1.4DC + 1.5DW + 1.45LL
Fatigue II: Load combination used for the design of structures subject
to repetitive live load. It is used for checking finite load-induced fatigue
life.
3.2 Load Modifiers For most structures, each of the load modifiers will be 1.00. For a limited
[1.3.3, 1.3.4, 1.3.5] number of bridges, load modifiers with values different from 1.00 need to
be used. Table 3.2.1 summarizes MnDOT’s policy for load modifiers.
Note that load modifiers apply only to the strength limit state. For all
other limit states, use a value of 1.00 for all load modifiers. Load
modifiers need not be applied to construction load cases.
Table 3.2.1
Standard MnDOT Load Modifiers
Modifier Value Condition
Steel structures, timber bridges,
1.00
Ductility ( D ) ductile concrete structures
1.05 Non-ductile concrete structures
1.00 Redundant
Redundancy ( R ) *
1.05 Non-redundant
* Beam type superstructures with 4 or more beams per span are considered redundant
** Use Importance load modifier for design of the superstructure only, except do not
apply to deck designs for deck-on-girder type bridges. Use only on new bridges.
3.3 Permanent To reduce the number of load factors considered through the design
Loads (Dead and process, use a value of 0.020 ksf for the future wearing surface load and
Earth) [3.5] combine with the other component dead loads (DC loads). Also, combine
the load due to a concrete wearing course with other DC loads. Apply
utility loads as DW loads with the appropriate AASHTO load factor.
Table 3.3.1
MnDOT Standard Unit Weights
Material Unit Weight (kcf)
Bituminous Wearing Course 0.150
Steel 0.490
Timber 0.050
Water 0.0624
3.4 Live Loads HL-93 is the designation for the calibrated design live load provided in
[3.6] the LRFD Specifications. It should be considered the normal design load
for MnDOT highway structures.
For pedestrian bridges, in addition to the pedestrian live load, design for
a maintenance vehicle live load equivalent to an H-5 truck for deck
widths from 6 to 10 feet, and an H-10 truck for wider decks. Use of the
dynamic load allowance is not required with the maintenance vehicle.
3.4.1 HL-93 Live Use the design truck, fatigue truck, design tandem, truck train and lane
Load, LL loads described in the LRFD Specifications.
[3.6.1.2]
For simple spans, Tables 3.4.1.1 and 3.4.1.2 at the end of this section list
the unfactored moments and shears for HL-93 loading on span lengths
between 1 and 200 feet.
AUGUST 2016 LRFD BRIDGE DESIGN 3-6
3.4.2 Multiple When a structure is being evaluated for load cases involving more than
Presence Factor, two lanes of traffic a reduction factor or multiplier can be used. This
MPF factor recognizes the reduced probability that all lanes will be fully loaded
[3.6.1.1.2] at the same time. Note that the LRFD Specifications require a 1.2 factor
to be used for the design of structures carrying a single lane of traffic.
3.4.3 Dynamic What was known as impact in the Standard Specifications is called
Load Allowance, IM dynamic load allowance in the LRFD Specifications. The base dynamic
[3.6.2] load allowance factors are presented in LRFD Table 3.6.2.1-1. Designers
should note that the base values are reduced for buried components and
for wood structures.
3.4.4 Pedestrian Pedestrian live loads vary with the function of the bridge. For
Live Load, PL conventional highway bridges with sidewalks wider than two feet, use an
[3.6.1.6] intensity of 0.075 ksf.
3.4.5 Braking Use judgment when applying braking forces to a structure. For one-way
Force, BR bridges, apply the braking force in all AASHTO defined design lanes. For
[3.6.4] bridges striped as two-lane, two-way bridges, apply the braking force in
[3.6.1.1.1] one direction in both traffic lanes. For two-way bridges with more than
two striped traffic lanes, determine the traffic direction with the greatest
AUGUST 2016 LRFD BRIDGE DESIGN 3-7
For pier design, braking forces are to be applied at a height 6 feet above
the roadway surface and in a longitudinal direction. In bridges where
there is not a moment connection between the superstructure and
substructure (i.e., beam bridges on bearings), the braking force can be
assumed to be applied to the pier at the bearings.
3.4.6 Centrifugal Similar to braking forces, multiple presence factors are to be applied to
Force, CE the centrifugal force, while the dynamic load allowance is not applied.
[3.6.3]
Apply the centrifugal force at a height of 6 feet above the top of the deck.
3.4.7 Live Load For buried structures, a lane plus a design truck or tandem is applied to
Application to the roadway and distributed through the fill. If the fill is 2 feet or less,
Buried Structures the live load is applied as a footprint to the top of the structure. For fills
over 2 feet, the footprint load spreads out through the soil fill. Refer to
Article 12.2.3 of this manual for more information on application of live
load to box culverts.
3.4.8 Live Load Retaining walls and abutments typically need to be designed for load
Surcharge, LS combinations with live load surcharge. The equivalent soil heights to be
[3.11.6] used for different heights of abutments and retaining walls are provided
in LRFD Tables 3.11.6.4-1 and 3.11.6.4-2.
3.5 Water Loads, Some of the hydraulic event terminology used in the MnDOT hydraulic
WA report differs from that used in the AASHTO LRFD Specifications (LRFD):
[3.7] The MnDOT “design flood” for a structure is based on the average
daily traffic that passes over the structure with the maximum
design flood being a 50-year flood. (Refer to Section 3.2 of the
MnDOT Drainage Manual for more information.) This is used as
part of a roadway and surrounding property risk assessment done
by the Hydraulics Section.
AUGUST 2016 LRFD BRIDGE DESIGN 3-8
[2.6.4.4.2 and The LRFD “design flood” for a structure is the lesser of the
3.7.5] overtopping or 100-year flood. Use the LRFD “design flood” water
and scour elevations (the 100-year flood is called out as the “basic
flood” in the MnDOT hydraulic report) when analyzing piers for
stream pressure loads under the strength and service limit states.
o Check piers using Extreme Event II for the full “check flood
for scour” water and scour elevations. Do not include any
BL, IC, CT, or CV loads for this check.
o Check piers using Extreme Event II for applicable BL, IC,
CT, or CV loads. For this case, use 50% of the water and
scour from the “check flood for scour”.
Design structural elements for both the no scour condition and the
anticipated scour condition.
3.6 Wind Loads Wind loads are based on the design 3-second gust wind speeds given in
[3.8] LRFD Table 3.8.1.1.2-1. Use a design 3-second gust wind speed of 115
mph for the Strength III limit state.
3.6.1 Wind Load For design of substructures, use the following guidance regarding wind
on Structure, WS loads applied to ornamental metal railing or chain link fence:
[3.8.1.2 & 3.8.2] For Standard Figures 5-397.160 and .161, Ornamental Metal
Railing with Fence (Design T-3), assume 50% of the combined
rail/fence surface area is solid.
For Standard Figures 5-397.162 and .163, Ornamental Metal
Railing (Design T-4), assume 30% of the rail area is solid.
Calculate the rail surface area for other standard and non-
standard ornamental metal rails.
For chain link fence, assume 30% of the fence area is solid.
When determining the moment arm for pier design due to wind
acting on the superstructure, assume the wind pressure acts on
the full height of the ornamental metal rail or chain link fence.
Do not use these loads for ornamental metal railing or chain link fence
design. Refer to LRFD Section 13 for railing design.
AUGUST 2016 LRFD BRIDGE DESIGN 3-9
The vertical overturning wind load described in LRFD Article 3.8.2 must
also be considered in design.
3.6.2 Wind on Live Consider the force effects of wind on live load for the Strength V and the
Load, WL Service I load combinations.
[3.8.1.3]
Apply the wind on live load forces at a height 6 feet above the top of the
deck. In bridges where there is not a moment connection between the
superstructure and substructure (i.e., beam bridges on bearings), the
longitudinal component of the wind on live load force can be assumed to
be applied to the pier at the bearings.
[4.7.4.4] For expansion bearings, check that the actual length of bearing seat, Nact,
satisfies LRFD Article 4.7.4.4 using a Percentage N equal to 75.
[3.10.9.2] For fixed bearings and anchors, MnDOT has modified the required
horizontal connection force given in AASHTO. Design for a minimum
horizontal connection force equal to 15% of the Strength I limit state
vertical reaction.
3.8 Ice Loads, IC The design ice load is 1.5 feet of ice with a crushing strength of 32.0 ksf.
[3.9] Assume the ice load is applied at a height two-thirds of the distance from
the flowline elevation to the lesser of the 100-year flood or overtopping
flood high water elevation. Use a friction angle θf equal to 0 degrees
between the ice and pier nose.
3.9 Earth Pressure, For cast-in-place cantilever concrete retaining walls, refer to the “Basis of
EV, EH or ES Design” found on standard plan sheet 5-297.639 for determination of
[3.5.1, 3.5.2] earth pressure loads. For other types of retaining walls, follow the
[3.11.5, 3.11.6] current AASHTO LRFD Bridge Design Specifications.
For applications with level backfill other than retaining walls, simplified
equivalent fluid methods can be used for determination of lateral earth
AUGUST 2016 LRFD BRIDGE DESIGN 3-10
For the vertical earth loads (EV) applied to pier footings, use a maximum
load factor of 1.35 and a minimum load factor of 0.90.
3.10.1 One of the most ambiguous tasks for bridge designers is the
Temperature determination of the appropriate temperature range and corresponding
Effects deformations for use in calculating force effects on a structure. Past
MnDOT practice has been to design concrete frames for a 45F
temperature fall and a 35F temperature rise, a temperature range
smaller than what the bridge will actually experience during its service
life. This method dates back to the 1920s, and the reduced temperature
range should be considered a “rule of thumb” that was applied to typical
bridges using simplified analysis methods of the time. No notable
performance issues have been attributed to application of a lower thermal
temperature range when applied to pier frames or relatively short span
bridges. On complicated, longer span bridge frames, longitudinal thermal
effects become a larger issue that designers should not ignore.
Therefore, the following policy is to be used for application of thermal
loads on typical and non-typical bridges.
Typical Bridges
Typical bridges include:
routine multiple span prestressed beam, steel beam, and slab
bridges
AUGUST 2016 LRFD BRIDGE DESIGN 3-11
[3.12.2.1] For typical bridges, use LRFD Procedure A for internal pier frame forces
due to thermal expansion. For concrete frames, Procedure A allows for a
temperature range of 80F. Use a base construction temperature of 45F,
which corresponds to designing for thermal force effects due to a 45F
temperature fall and a 35F temperature rise. In addition, apply the
strength limit state load factor of 0.5 for calculation of thermal force
effects and use gross section properties in the analysis. The 0.5 load
factor accounts for the reduction in thermal forces due to cracking of the
concrete.
Non-Typical Bridges
Non-typical bridges are those with tall or slender piers or those with long
spans. For these bridges, the pier stiffness is critical in determining
movements and forces, and a refined analysis must be used to reduce
force effects due to thermal movements and other loads.
AUGUST 2016 LRFD BRIDGE DESIGN 3-12
3.10.2 Shrinkage Use a design relative humidity to 73% for concrete shrinkage
Effects computations.
3.11 Pile For situations where long friction piles or end-bearing piles penetrate
Downdrag, DD through a soft, compressible, top layer of material, long term settlement
of the soft layer may introduce a downdrag load to the pile as it grips the
pile through negative skin friction. An estimate of the downdrag load will
be given in the Foundation Engineer’s Memo and the amount of downdrag
load to consider in design will be specified in the Foundation
Recommendations. See Section 10.1.2 of this manual for more
discussion on downdrag.
3.12 Friction Friction forces are used in the design of several structural components.
Forces, FR For example, substructure units supporting bearings with sliding surfaces
[3.13] should be designed to resist the friction force required to mobilize the
bearing.
3.12.1 Sliding LRFD Table 14.7.2.5-1 provides design coefficients of friction for PTFE
Bearings sliding surfaces.
3.12.2 Use LRFD Table 3.11.5.3-1 to obtain the coefficients of friction between
Soil/Backwall the backwall/footing and soil. When cohesionless backfill is used behind
Interface and a vertical or near vertical wall, the friction between the backwall and the
Soil/Footing backfill can be ignored.
Interface
When evaluating the sliding resistance between a concrete and soil
interface, a coefficient of 0.80 shall be used. For cases where a shear
key is utilized, the portion of the failure plane with soil on both sides
should be evaluated with a coefficient of friction of 1.00.
AUGUST 2016 LRFD BRIDGE DESIGN 3-14
For the extreme event cases with ice (IC) or vessel collision (CV),
evaluate bridges for 50% of the 500 year scour event depth.
3.13.1 Vehicle Designers need to be concerned with vehicle collision loads. Unprotected
Collision, CT structural elements that may be struck bluntly by a vehicle or train shall
[3.6.5] be protected or be designed to resist the collision force Review the
Preliminary Plans to determine what is required. Also, see Section 11.2.3
of this manual for complete pier protection policy and requirements.
There are two documents which contain crash test criteria for bridge
railings and barriers. They are NCHRP Report 350 and the more recent
Manual for Assessing Safety Hardware. The performance of barriers is
classified with different test levels ranging from TL-1 to TL-6.
3.13.2 Vessel Structures within reaches of the Mississippi, Minnesota, and St. Croix
Collision, CV rivers, and Lake Superior deemed navigable by the Corps of Engineers
[3.14] shall be designed to resist vessel collision loads.
3.14 Uplift For curved bridges with skews or continuous bridges with spans that vary
significantly, there is a possibility of uplift at the end supports. For
situations where a sidespan is less than 70% of the adjacent continuous
span, uplift should be considered. Uplift may occur during construction if
deck placement is not sequenced properly or during service due to the
application of live load if the spans are not balanced. If uplift occurs, the
performance of the bearings and expansion joints may be compromised.
[Table 3.4.1-2] When evaluating a structure for uplift the load factors for permanent load
should be reviewed. Minimum and maximum factors shall be combined
for different elements to generate the most conservative or largest uplift
force effect.
AUGUST 2016 LRFD BRIDGE DESIGN 3-15
3.15 Construction The designer must consider construction loads during design. The
Loads diaphragm spacing and top flange dimensions in the positive moment
region of the steel beam superstructures are based on the construction
load stage. Specialty structures such as segmental concrete bridges
have unique construction loads to consider during design that are
explicitly defined. Unless project specific information is available or
necessary, use the following loads:
Formwork
For conventional formwork (plywood, etc.) assume a uniform dead load
of 0.010 ksf. In addition to dead loads, design concrete formwork for a
construction live load of 0.050 ksf.
Structural Elements
Structural elements that support formwork are assumed to have a larger
tributary area and consequently are to be designed for a smaller
construction live load of 0.020 ksf.
3.16 Deflections MnDOT’s maximum permitted live load deflection for highway bridges
[2.5.2.6.2] without sidewalks is L / 800 . For highway bridges with sidewalks, the
limit is reduced to L / 1000 .
For typical deck-on-beam bridges that meet the LRFD Table 4.6.2.2.2b-1
and 4.6.2.2.2d-1 “Range of Applicability”, use the following load
distribution when computing deflections:
Live Load:
# Lanes
Live Load Distribution Factor MPF
# Beams
Dead Load:
Total DC
Dead Load (per beam)
# Beams
For deck-on-beam bridges that fall outside the LRFD Table 4.6.2.2.2b-1
and 4.6.2.2.2.d-1 “Range of Applicability”, a 3D model may be used to
determine deflections.
AUGUST 2016 LRFD BRIDGE DESIGN 3-16
Table 3.4.1.1
Maximum Unfactored HL-93 Live Load Moments, Shears, and Reactions
Simple Spans, One Lane, w/o Dynamic Load Allowance or Multiple Presence Factor
Moments Shears and End Reactions
Span
(ft) Truck Tandem Lane Span Pt. Truck Tandem Lane
(kip-ft) (kip-ft) (kip-ft) (%) (kip) (kip) (kip)
1 8.0 6.3 0.1 0.50 32.0 25.0 0.3
2 16.0 12.5 0.3 0.50 32.0 25.0 0.6
3 24.0 18.8 0.7 0.50 32.0 25.0 1.0
4 32.0 25.0 1.3 0.50 32.0 25.0 1.3
5 40.0 31.3 2.0 0.50 32.0 30.0 1.6
6 48.0 37.5 2.9 0.50 32.0 33.3 1.9
7 56.0 43.8 3.9 0.50 32.0 35.7 2.2
8 64.0 50.0 5.1 0.50 32.0 37.5 2.6
9 72.0 62.5 6.5 0.50 32.0 38.9 2.9
10 80.0 75.0 8.0 0.50 32.0 40.0 3.2
11 84.5 92.0 9.3 0.40 32.0 40.9 3.5
12 92.2 104.0 11.1 0.40 32.0 41.7 3.8
13 103.0 115.9 13.4 0.45 32.0 52.3 4.2
14 110.9 128.3 15.5 0.45 32.0 52.9 4.5
15 118.8 140.6 17.8 0.45 34.1 43.3 4.8
16 126.7 153.0 20.3 0.45 36.0 43.8 5.1
17 134.6 165.4 22.9 0.45 37.6 44.1 5.4
18 142.6 177.8 25.7 0.45 39.1 44.4 5.8
19 150.5 190.1 28.6 0.45 40.4 44.7 6.1
20 158.4 202.5 31.7 0.45 41.6 45.0 6.4
21 166.3 214.9 34.9 0.45 42.7 45.2 6.7
22 174.2 227.3 38.3 0.45 43.6 45.5 7.0
23 182.2 239.6 41.9 0.45 44.5 45.7 7.4
24 190.1 252.0 45.6 0.45 45.3 45.8 7.7
25 198.0 264.4 49.5 0.45 46.1 46.0 8.0
26 210.2 276.8 53.5 0.45 46.8 46.2 8.3
27 226.1 289.1 57.7 0.45 47.4 46.3 8.6
28 241.9 301.5 62.1 0.45 48.0 46.4 9.0
29 257.8 313.9 66.6 0.45 48.8 46.6 9.3
30 273.6 326.3 71.3 0.45 49.6 46.7 9.6
31 289.4 338.6 76.1 0.45 50.3 46.8 9.9
32 307.0 351.0 81.1 0.45 51.0 46.9 10.2
33 324.9 363.4 86.2 0.45 51.6 47.0 10.6
34 332.0 375.0 92.5 0.50 52.2 47.1 10.9
35 350.0 387.5 98.0 0.50 52.8 47.1 11.2
36 368.0 400.0 103.7 0.50 53.3 47.2 11.5
37 386.0 412.5 109.5 0.50 53.8 47.3 11.8
38 404.0 425.0 115.5 0.50 54.3 47.4 12.2
39 422.0 437.5 121.7 0.50 54.8 47.4 12.5
40 440.0 450.0 128.0 0.50 55.2 47.5 12.8
AUGUST 2016 LRFD BRIDGE DESIGN 3-17
Table 3.4.1.2
Maximum Unfactored HL-93 Live Load Moments, Shears, and Reactions
Simple Spans, One Lane, w/o Dynamic Load Allowance or Multiple Presence Factor
Moments Shears and End Reactions
Span
(ft) Truck Tandem Lane Span Pt. Truck Tandem Lane
(kip-ft) (kip-ft) (kip-ft) (%) (kip) (kip) (kip)
42 485.2 474.8 139.7 0.45 56.0 47.6 13.4
44 520.9 499.5 153.3 0.45 56.7 47.7 14.1
46 556.5 524.3 167.6 0.45 57.4 47.8 14.7
48 592.2 549.0 182.5 0.45 58.0 47.9 15.4
50 627.8 573.8 198.0 0.45 58.6 48.0 16.0
52 663.4 598.5 214.2 0.45 59.1 48.1 16.6
54 699.1 623.3 230.9 0.45 59.6 48.1 17.3
56 734.7 648.0 248.4 0.45 60.0 48.2 17.9
58 770.4 672.8 266.4 0.45 60.4 48.3 18.6
60 806.0 697.5 285.1 0.45 60.8 48.3 19.2
62 841.6 722.3 304.4 0.45 61.2 48.4 19.8
64 877.3 747.0 324.4 0.45 61.5 48.4 20.5
66 912.9 771.8 345.0 0.45 61.8 48.5 21.1
68 948.6 796.5 366.2 0.45 62.1 48.5 21.8
70 984.2 821.3 388.1 0.45 62.4 48.6 22.4
75 1070.0 887.5 450.0 0.50 63.0 48.7 24.0
80 1160.0 950.0 512.0 0.50 63.6 48.8 25.6
85 1250.0 1012.5 578.0 0.50 64.1 48.8 27.2
90 1340.0 1075.0 648.0 0.50 64.5 48.9 28.8
95 1430.0 1137.5 722.0 0.50 64.9 48.9 30.4
100 1520.0 1200.0 800.0 0.50 65.3 49.0 32.0
110 1700.0 1325.0 968.0 0.50 65.9 49.1 35.2
120 1880.0 1450.0 1152.0 0.50 66.4 49.2 38.4
130 2060.0 1575.0 1352.0 0.50 66.8 49.2 41.6
140 2240.0 1700.0 1568.0 0.50 67.2 49.3 44.8
150 2420.0 1825.0 1800.0 0.50 67.5 49.3 48.0
160 2600.0 1950.0 2048.0 0.50 67.8 49.4 51.2
170 2780.0 2075.0 2312.0 0.50 68.0 49.4 54.4
180 2960.0 2200.0 2592.0 0.50 68.3 49.4 57.6
190 3140.0 2325.0 2888.0 0.50 68.5 49.5 60.8
200 3320.0 2450.0 3200.0 0.50 68.6 49.5 64.0
AUGUST 2016 LRFD BRIDGE DESIGN 3-18
In all but the most complex bridges, time-dependent behavior will not be
modeled. The impacts of creep, shrinkage, and relaxation will be
accounted for by using code prescribed equations for these effects. While
time-dependent material effects are not modeled, designers and
evaluators of continuous post-tensioned structures should include
secondary moments due to post-tensioning in their analysis.
4.1 Design QC/QA Engineering software and spreadsheets play an important role in the
Process design of bridges. The Bridge Office evaluates and utilizes vendor
software and develops spreadsheets to assist office personnel. This
process does not remove the responsibility of the designer to verify
(through hand calculations, other programs, past experience, etc.) that
results are accurate, cost efficient, constructible, and reasonable. The
Bridge Design Automation Committee evaluates programs that may be
used by in-house designers and maintains a list of approved
spreadsheets.
original design and the design check must be resolved as part of the
quality control/quality assurance (QC/QA) process. Thorough checks for
all designs are crucial. This goal is often more difficult to achieve when
using vendor-supplied design products because of the user’s inability to
see the complete set of assumptions and computations within the
software. Due to the varying intricacy of bridge elements, different levels
of checking must be used.
Basic
Basic components are primarily designed by hand calculations, by a
spreadsheet, or with a vendor-supplied design application. Examples of
bridge elements that may be reviewed using a basic level check include,
but are not limited to, abutments, splices, bearings, and most cases of
prestressed concrete beams.
Intermediate
Intermediate components are those that are designed using a software
design package, but whose outputs cannot easily be verified using hand
computations and spreadsheets. Bridge elements requiring an
intermediate level check include, but are not limited to, piers, straight
steel girders, steel box girders, and prestressed beams that are flared or
have variable width overhangs.
Unlike software packages that fall under the basic level check, validation
of design software used for an intermediate level check is impossible
because of the variety or complexity of the bridge component. Although
running the design example from this manual, where one is available,
provides some assurance in the software, there remain too many
potential variables unchecked. Therefore, the software cannot be
adequately validated, and an independent analysis is required for this
type of analysis. A comparison of input, intermediate output and final
output values from the design and independent check calculation
packages is also required. The check may be performed by a second
software package or via hand calculations or a spreadsheet. Depending
on the complexity of the design, a hand check may use moderate
simplifying assumptions. Sound engineering judgment must be used in
making those assumptions. Input values that must be checked include
geometry and live load distribution factors. At a minimum, output values
must be compared for section properties, dead load moments and shears,
live load moments and shears, and code checks. The checking engineer
need not examine each load case generated by a program; however, load
cases should be reviewed to validate loads were correctly combined and
applied to find the maximum effects. Determination of critical live load
cases for checking should be accomplished by load patterning.
Complex
Complex bridge components are those that cannot reasonably be
designed by hand or spreadsheet, even if moderate simplifications are
made. Bridge elements that require a complex level check include, but
are not limited to, concrete box girders, curved steel girders, and
structures requiring a soil-structure interaction model.
FEBRUARY 2014 LRFD BRIDGE DESIGN 4-4
4.2 Load The LRFD Specifications encourage the use of either refined or
Distribution approximate methods of analysis for determination of load distribution.
The default analysis method for determination of the lateral load
distribution for typical deck on beam bridges and slab span bridges is the
approximate method of analysis given in the LRFD Specifications. Lateral
[4.6.2] live load distribution factors determined using the LRFD Specifications are
dependent on multiple characteristics of each bridge and there are
specific ranges of applicability for their use. Extending the application of
such approximate methods beyond the limits requires sound and
reasonable judgement. Otherwise refined analytical methods should be
used.
4.2.1 Dead Load Deck, Wearing Course, Future Wearing Surface, Railing, Barriers,
Distribution and Medians
For beam bridges, the dead load of the deck is distributed to the beams
based on their respective tributary widths. Superimposed dead loads
(wearing course, future wearing surface, railings, barriers, and medians),
with the exception of sidewalk loads, are to be distributed equally to all
beam lines.
Sidewalks
Distribute sidewalk loads to the beams by simple distribution except
when checking load case 2 as specified in Article 4.2.3 of this manual.
panels, and sound walls, whose load acts entirely outside the exterior
beam, should be assumed to be carried by the exterior beam.
4.2.2 Live Load Equations and tables for live load distribution factors are provided in the
Distribution LRFD Specifications.
4.2.2.1 Steel and For typical beam bridges, use the live load distribution factor (LLDF)
Prestressed formulas provided in the LRFD Specifications for interior beam flexure
Concrete Beams (single lane, multiple lanes, and fatigue), and interior beam shear (single
lane, multiple lanes, and fatigue). For exterior beams, use the lever rule
[4.6.2.2] and LLDF formulas to determine the amount of live load carried by the
exterior beam. In addition, use the rigid cross section equation (LRFD
C4.6.2.2.2d-1) for steel beam bridges. The number of diaphragms/cross
frames found in steel beam bridges makes rigid cross-section rotation
and deflection a valid behavior to consider. Use of the rigid cross section
equation is not required for design of precast prestressed concrete
exterior beams.
Unlike the Standard Specifications, the LRFD live load distribution factors
(LLDF) for beam bridges are dependent on the stiffness of the
components that make up the cross section [LRFD Equation 4.6.2.2.1-1].
Theoretically, the distribution factor changes for each change in cross
section (at flange plate changes in plate girders, for example). However,
this is more refinement than is necessary. For simple span structures a
single LLDF (computed at midspan) may be used. For continuous
structures, a single LLDF may be used for each positive moment region
and for each negative moment region, with the moment regions defined
by the dead load contraflexure points. For bridges with consistent
geometry (same number of beam lines in each span, etc.) the largest
positive moment LLDF may be used for all positive moment locations.
Similarly, the largest negative moment LLDF may be used for all negative
moment regions. Also note that for continuous structures, use the span
length “L” as defined by LRFD Table 4.6.2.2.1-2 for LLDF calculations.
[4.6.2.2.2e] Apply the live load distribution reduction factor for moment per
LRFD Article 4.6.2.2.2e.
[4.6.2.2.3c] Apply the live load distribution correction factor for shear to all
beams and throughout the entire beam length.
FEBRUARY 2014 LRFD BRIDGE DESIGN 4-6
4.2.2.2 Slab Spans Design concrete slabs and timber decks using a one foot wide longitudinal
and Timber Decks strip. The LRFD Specifications provide equations for live load distribution
[4.6.2.3] factors (LLDF) that result in equivalent strip widths, E, that are assumed
to carry one lane of traffic. Convert the equivalent strip width to a live
load distribution factor for the unit strip by taking the reciprocal of the
width.
1
LLDF
E
2) Place vehicular live load on the sidewalk and in adjacent traffic lanes
with no pedestrian live load on the sidewalk. For this load case,
assume dead load, including sidewalk, is carried equally by all beams.
4.3 Load Rating The bridge load rating determines the safe load carrying capacity.
Ratings are calculated for a new bridge and are recalculated throughout
the bridge’s life as changes occur.
Unlike design, where only one benchmark or level of safety is used, two
different levels have historically been used for load rating. These rating
levels are referred to as the “inventory rating” and “operating rating”.
The inventory rating corresponds to the factors of safety or levels of
reliability associated with new bridge designs. The operating rating
corresponds to slightly relaxed safety factors or reliability indices and is
used for infrequent, regulated loads. Calculations for overload permit
evaluations and for bridge weight postings are made at the operating
level.
The Design Data block on the front sheet of a set of bridge plans should
contain the LRFR HL-93 operating rating factor for the bridge.
FEBRUARY 2014 LRFD BRIDGE DESIGN 4-7
When the bridge plan is to the point where all the essential information
for the superstructure is shown, the plan should be sent to the Bridge
Rating Unit. They will calculate the operating rating for the bridge.
Bridges designed for the local road system are generally prepared by the
local agency and/or their consultants. It is the responsibility of the local
agency to assure that ratings are calculated and reported to the Bridge
Asset Data Management Unit.
4.4 Substructure The overall fixity of the bridge should be examined in detail for bridges
Fixity on steep grades, moderate to severe curvature, or when the columns are
tall or slender. The following guidelines for providing fixity at bearings
should be followed.
For short bridges on steep grades, the down hill abutment should be
fixed. For longer bridges the flexibility of each pier and its bearings need
to be considered to determine the appropriate substructure units to fix.
If pier flexibility and geometry permit, a minimum of two fixed piers per
expansion unit should be used. For very flexible piers, such as pile bents
or slender columns, the expansion bearings may be redundant (the pier
may move before the bearings begin to slide).
For typical prestressed I-beam bridges with two sets of bearings on each
pier (per beam line), sufficient anchorage to the pier is provided by using
one line of bearings with anchor rods at a fixed pier. For river piers and
for spans over 145 feet, designers should fix both sets of bearings.
4.5 Structural For redundant structures, the distribution of internal forces is dependent
Models on member stiffnesses. Engineering judgement needs to be exercised
when assigning member properties and boundary conditions to determine
the internal forces of members.
4.6 Design The AASHTO LRFD Bridge Design Specifications are extensive, but do not
Methodology & cover all bridge types. In addition, they were not written for bridge
Governing rehabilitation projects. MnDOT policy regarding these topics is given
Specifications below.
4.6.1 Pedestrian Design pedestrian bridges in accordance with the LRFD Guide
Bridges Specifications for Design of Pedestrian Bridges. The pedestrian live load
specified in the AASHTO LRFD Bridge Design Specifications is only for
vehicular bridges that carry pedestrian traffic. The pedestrian bridge
guide specifications address the design of pedestrian bridges.
4.6.2 Repair When repairing existing bridges, it is often not economically feasible to
Projects design the repaired structure to meet all current design code
requirements, including live load capacity. To help establish uniform
procedures for use on bridge repair projects, MnDOT developed the
Bridge Preservation and Improvement Guidelines (BPIG). These
guidelines are updated at regular intervals and provide a systematic
approach to planning and performing bridge preservation and
rehabilitation projects. The BPIG also includes condition and cost criteria
for bridge replacement projects, as well as policies for upgrading
substandard features like barriers and end posts. Appropriate bridge
design standards have been established based on investment level, along
with expected outcomes in terms of slowed deterioration, improved
condition, or service life extension.
For bridges with sidewalks, consider both of the load cases given
in Article 4.2.3 of this manual. Consideration may be given to
waiving Load Case 2 (vehicular load applied to the sidewalk) when
the anticipated remaining life of the bridge is less than 10 years.
Minimum LRFR requirements for substructures (Note that this does not
apply to foundations):
Substructures are typically load rated only when significant
additional loads will be applied. Evaluations may also be required
if safety inspections note substantial deterioration or there is
damage that indicates an inadequate design. Members that
require evaluation will be noted in the repair recommendations.
For bridges with sidewalks, consider both of the load cases given
in Article 4.2.3 of this manual. Consideration may be given to
waiving Load Case 2 (vehicular load applied to the sidewalk) when
the anticipated remaining life of the bridge is less than 10 years.
For cases where the required minimum inventory rating factor cannot be
achieved, other options within the LRFR provisions of the MBE
specifications and MnDOT policy can be considered. These options would
need to be discussed on a case-by-case basis with the Bridge Ratings
Engineer, Final Design Unit Leader, Bridge Construction Regional
Engineer, State Bridge Design Engineer, State Bridge Construction and
Maintenance Engineer, and the appropriate District personnel. In
addition, a design exception can be recommended to the District based
on investment level, cost, expected bridge service life, and service
interruption risk.
4.6.3 Railroad Railroad bridges are to be designed in accordance with the most current
Bridges and AREMA Manual for Railway Engineering.
Bridges or
Structures near Designers should be aware that oftentimes railroads have specific criteria
Railroads for structural design of items carrying their tracks or in the vicinity of
their tracks. The criteria vary from railroad to railroad. For example, the
Duluth Mesabe & Iron Range Railway has a special live load. Other
railroads have specific loading criteria and geometric limits for
excavations near their tracks.
JUNE 2015 LRFD BRIDGE DESIGN 4-12
5.1 Materials For most projects, conventional materials should be specified. Standard
materials are described in two locations: MnDOT Standard Specifications
for Construction (MnDOT Spec.) and Bridge Special Provisions.
5.1.1 Concrete MnDOT Spec. 2461 identifies and describes concrete mix types. Based
on their strength, location of application, and durability properties,
different mixes are used for various structural concrete components.
Table 5.1.1.1 identifies the standard MnDOT concrete mix types to be
used for different bridge components.
For HPC mixes, the first and second characters follow the description
above. For monolithically poured decks, these are followed by either
“HPC-M” or “LCHPC-M” (where the LC designates low cement). For decks
that will receive a separate wearing course, these are followed by either
“HPC-S” or “LCHPC-S” (where the LC designates low cement). For job
mixes, the first character designates the type of concrete as above, but is
followed by “JM” for mixes that will be determined by the Contractor.
1X62 5.0 1
Drilled shafts
3X62 5.0 1
3YHPC-M, 3YLCHPC-M
Monolithic decks and slabs 4.0 1
or 3Y42-M
5
Concrete wearing course 3U17A 4.0 /8
* For determination of sxe per LRFD 5.8.3.4.2, use max aggregate size ag = ¾”
1.5
[5.4.2.4-1] For reinforced concrete elements, use: Ec 33,000 K1 w c fc
For checks based on service loads (fatigue, crack control, etc.), use
cracked sections with reinforcing steel transformed to an equivalent
amount of concrete.
For pretensioned beams (M, MN, MW, and RB) fabricated with high-
strength concrete (greater than 6.0 ksi), compute the modulus of
elasticity with the ACI 363 equation below:
Table 5.1.1.2
Concrete Properties
Parameter Equation/Value
Pretensioned Beams:
Ec (ksi) = 33,000·K1·wc1.5·√f’c where f’c ≤ 6 ksi
Modulus of Elasticity Ec (ksi) = 1265·√f’c + 1000 where f’c> 6 ksi
All Other Concrete Elements:
Ec (ksi) = 33,000·K1·wc1.5·√f’c
5.1.2 Reinforcing Reinforcing bars shall satisfy MnDOT Spec 3301. ASTM A615 Grade 60
Steel deformed bars (black or epoxy coated) should be used in most
circumstances. In some cases, Grade 75 stainless steel bars will be
required in the bridge deck and barrier (see Tech. Memo No. 11-15-B-06
Policy on the Use of Stainless Steel Reinforcement in Bridge Decks &
Barriers). Use fy = 75 ksi when designing with stainless steel bars.
Always use stainless steel (either Grade 60 or 75 is adequate for this
situation) for the connecting bar between approach panel and end
diaphragm at integral and semi-integral abutments.
In specialized situations and with the approval of the State Bridge Design
Engineer, welding to reinforcement may be used. ASTM A706 Grade 60
bars must be used for applications involving welding.
The modulus of elasticity for mild steel reinforcing (Es) is 29,000 ksi.
All reinforcement bars, except stainless steel bars and bars that are
entirely embedded in footings, shall be epoxy coated.
5.1.3 Contractors select reinforcement bar couplers that meet the requirements
Reinforcement Bar stated in MnDOT Spec. 2472.3.D.2. In general, the couplers need to:
Couplers Provide a capacity that is 125% of the nominal bar capacity.
Be epoxy coated.
Satisfy fatigue testing requirements of NCHRP Project 10-35 (12 ksi).
5.1.5 For post-tensioned concrete bridges, open ducts must be used for tendon
Post-tensioning passageways through the superstructure. Longitudinal ducts are typically
Hardware 3 to 4 inches in diameter and must be sufficiently rigid to withstand the
loads imposed upon them. The preferred material for longitudinal ducts
is corrugated plastic (HDPE). Transverse ducts are typically smaller,
containing from 1 to 4 strands. Because the transverse ducts are
relatively close to the top of the deck with heavy applications of corrosive
de-icing chemicals, corrugated plastic ducts are required. The anchor
head is typically galvanized or epoxy coated based on project needs.
Discuss the protection requirements with the State Bridge Design
Engineer.
5.2 Reinforcement Practices for detailing a variety of reinforced concrete elements are
Details presented in this section. These include standard concrete cover and bar
spacing dimensions, plus a variety of specific design and detailing
instructions.
5.2.1 Minimum The minimum clear cover dimension to reinforcement varies with the
Clear Cover and location in the bridge. It varies with how the component is constructed
Clear Spacing (precast, cast in forms, cast against earth) and the exposure the element
has to de-icing salts. In general, minimum covers increase as control
over concrete placement decreases and as the anticipated exposure to
de-icing salts increases. Following is a list of structural components and
the corresponding minimum clear cover. For components that are not
listed, a 2" minimum clear cover is required unless it is shown differently
in the Bridge Office standards.
JULY 2014 LRFD BRIDGE DESIGN 5-6
Foundations
Top Bars
Minimum clear cover is 3 inches.
Bottom Bars, Spread Footing
Minimum clear cover to the bottom concrete surface is
5 inches.
Minimum clear cover to the side concrete surface is 3 inches.
Bottom Bars, Pile Cap w/ Pile Embedded 1 foot
Rest directly on top of trimmed pile.
Bottom Bars, Pile Cap Alone or Where Pile Cap is Cast Against a Concrete
Seal, w/ Pile Embedded More Than 1 foot
Minimum clear cover is 3 inches to bottom of pile cap.
5.2.2 Reinforcing For numbering of reinforcing bars, the first character is a unique alpha
Bar Lists character for the given structural element. The first one or two digits of
the bar mark indicate the U.S. Customary bar size. The last two digits
are the bar’s unique sequential number in the bar list for that
substructure or superstructure unit. A suffix “E” indicates the bar is
epoxy coated, "G" indicates the bar is galvanized, “S” indicates the bar is
stainless steel, “Y” indicates a Grade 75 epoxy coated bar, and “Z”
indicates a Grade 75 plain bar.
A– 6 – 03 – E
Table 5.2.2.1
Reinforcing Steel Sizes and Properties
U.S. Customary Area of Bar Diameter of Bar Weight of Bar
Bar Size (in 2 ) (in) (lb/ft)
Table 5.2.2.2 lists the reinforcing steel area provided (per foot) for
different sized bars with different center to center bar spacings.
JULY 2014 LRFD BRIDGE DESIGN 5-8
Table 5.2.2.2
Average Area per Foot Width Provided by Various Bar Spacings (in 2
/ft)
Diameter
Bar Size
Nominal
Number
(in)
3 3.5 4 4.5 5 5.5 6 7 8 9 10 11 12
3 0.375 0.44 0.38 0.33 0.29 0.26 0.24 0.22 0.19 0.17 0.15 0.13 0.12 0.11
4 0.500 0.80 0.69 0.60 0.53 0.48 0.44 0.40 0.34 0.30 0.27 0.24 0.22 0.20
5 0.625 1.24 1.06 0.93 0.83 0.74 0.68 0.62 0.53 0.47 0.41 0.37 0.34 0.31
6 0.750 1.76 1.51 1.32 1.17 1.06 0.96 0.88 0.75 0.66 0.59 0.53 0.48 0.44
7 0.875 2.40 2.06 1.80 1.60 1.44 1.31 1.20 1.03 0.90 0.80 0.72 0.65 0.60
8 1.000 3.16 2.71 2.37 2.11 1.90 1.72 1.58 1.35 1.19 1.05 0.95 0.86 0.79
9 1.128 4.00 3.43 3.00 2.67 2.40 2.18 2.00 1.71 1.50 1.33 1.20 1.09 1.00
10 1.270 --- 4.35 3.81 3.39 3.05 2.77 2.54 2.18 1.91 1.69 1.52 1.39 1.27
11 1.410 --- --- 4.68 4.16 3.74 3.40 3.12 2.67 2.34 2.08 1.87 1.70 1.56
Figure 5.2.2.6 contains development length tables for bars with standard
hooks. Values are provided for epoxy coated, plain uncoated, and
stainless steel reinforcement bars. Standard hook dimensions are also
included.
Table 5.2.2.3
Weight of Spiral Reinforcement
WEIGHTS IN POUNDS PER FOOT OF HEIGHT
O.D. 3 1
/8" DIA. ROD /2" DIA. ROD
SPIRAL
(in) 6" PITCH F 3" PITCH F
(lb/ft) (lb) (lb/ft) (lb)
For additional information see MnDOT 2472 and AASHTO LRFD 5.10.6.2
AUGUST 2016 LRFD BRIDGE DESIGN 5-11.1
TENSION LAP SPLICES FOR EPOXY COATED BARS WITH >12” CONCRETE CAST BELOW
fy=60 ksi fc’=4 ksi
Table includes modification factors for reinforcement location, epoxy coating, normal weight concrete, and reinforcement
confinement as specified in AASHTO Articles 5.11.2.1.2 and 5.11.2.1.3. Reinforcement confinement is conservatively
calculated by taking transverse reinforcement index as 0. Excess reinforcement factor is taken conservatively as 1.0. Tension
lap splice lengths are based on AASHTO Article 5.11.5.3.1. Concrete cover is defined as the cover to the bar being considered.
For concrete cover or bar spacing that falls between table values, conservatively use lap splice shown in the table for smaller
concrete cover or bar spacing.
Figure 5.2.2.1
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-11.2
TENSION LAP SPLICES FOR EPOXY COATED BARS WITH ≤ 12” CONCRETE CAST BELOW
fy=60 ksi fc’=4 ksi
Reinforcement Bar Spacing
Conc. Bar 4” 5” 5 1/2” 6” 6 1/2” 7” 7 1/2” ≥ 8”
Cover Size Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class
A B A B A B A B A B A B A B A B
3 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10" 1'-5" 1'-10"
4 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
5 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6" 2'-9" 3'-6"
6 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10"
7 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3"
1”
8 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10" 6'-0" 7'-10"
9 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7" 7'-4" 9'-7"
10 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7" 8'-11" 11'-7"
11 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8" 10'-6" 13'-8"
14 N/A N/A 14'-0" 18'-2" 14'-0" 18'-2" 14'-0" 18'-2" 14'-0" 18'-2" 14'-0" 18'-2" 14'-0" 18'-2" 14'-0" 18'-2"
3 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5"
4 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11"
5 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0"
6 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7"
1" 7 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8" 3'-7" 4'-8"
2 8 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11" 4'-6" 5'-11"
9 5'-9" 7'-6" 5'-7" 7'-3" 5'-7" 7'-3" 5'-7" 7'-3" 5'-7" 7'-3" 5'-7" 7'-3" 5'-7" 7'-3" 5'-7" 7'-3"
10 7'-4" 9'-6" 6'-10" 8'-11" 6'-10" 8'-11" 6'-10" 8'-11" 6'-10" 8'-11" 6'-10" 8'-11" 6'-10" 8'-11" 6'-10" 8'-11"
11 9'-0" 11'-8" 8'-2" 10'-7" 8'-2" 10'-7" 8'-2" 10'-7" 8'-2" 10'-7" 8'-2" 10'-7" 8'-2" 10'-7" 8'-2" 10'-7"
14 N/A N/A 11'-0" 14'-4" 11'-0" 14'-4" 11'-0" 14'-4" 11'-0" 14'-4" 11'-0" 14'-4" 11'-0" 14'-4" 11'-0" 14'-4"
3 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5"
4 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11"
5 2'-3" 3'-0" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
6 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7"
7 3'-6" 4'-6" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2"
2”
8 4'-6" 5'-11" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9"
9 5'-9" 7'-6" 4'-7" 6'-0" 4'-6" 5'-10" 4'-6" 5'-10" 4'-6" 5'-10" 4'-6" 5'-10" 4'-6" 5'-10" 4'-6" 5'-10"
10 7'-4" 9'-6" 5'-10" 7'-7" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2"
11 9'-0" 11'-8" 7'-2" 9'-4" 6'-8" 8'-8" 6'-8" 8'-8" 6'-8" 8'-8" 6'-8" 8'-8" 6'-8" 8'-8" 6'-8" 8'-8"
14 N/A N/A 10'-4" 13'-5" 9'-5" 12'-3" 9'-1" 11'-10" 9'-1" 11'-10" 9'-1" 11'-10" 9'-1" 11'-10" 9'-1" 11'-10"
3 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5"
4 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11"
5 2'-3" 3'-0" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
6 2'-9" 3'-7" 2'-9" 3'-7" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10"
3" 7 3'-6" 4'-6" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2"
2
8 8 4'-6" 5'-11" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9"
9 5'-9" 7'-6" 4'-7" 6'-0" 4'-2" 5'-5" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4"
10 7'-4" 9'-6" 5'-10" 7'-7" 5'-4" 6'-11" 4'-11" 6'-4" 4'-10" 6'-4" 4'-10" 6'-4" 4'-10" 6'-4" 4'-10" 6'-4"
11 9'-0" 11'-8" 7'-2" 9'-4" 6'-7" 8'-6" 6'-0" 7'-10" 5'-10" 7'-7" 5'-10" 7'-7" 5'-10" 7'-7" 5'-10" 7'-7"
14 N/A N/A 10'-4" 13'-5" 9'-5" 12'-3" 8'-8" 11'-3" 8'-1" 10'-5" 8'-1" 10'-5" 8'-1" 10'-5" 8'-1" 10'-5"
3 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5" 1'-1" 1'-5"
4 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11" 1'-6" 1'-11"
5 2'-3" 3'-0" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
6 2'-9" 3'-7" 2'-9" 3'-7" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10" 2'-2" 2'-10"
7 3'-6" 4'-6" 3'-2" 4'-2" 3'-2" 4'-2" 3'-2" 4'-2" 2'-7" 3'-4" 2'-7" 3'-4" 2'-7" 3'-4" 2'-7" 3'-4"
3”
8 4'-6" 5'-11" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 3'-8" 4'-9" 2'-11" 3'-9" 2'-11" 3'-9" 2'-11" 3'-9"
9 5'-9" 7'-6" 4'-7" 6'-0" 4'-2" 5'-5" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4" 4'-1" 5'-4"
10 7'-4" 9'-6" 5'-10" 7'-7" 5'-4" 6'-11" 4'-11" 6'-4" 4'-7" 6'-0" 4'-7" 6'-0" 4'-7" 6'-0" 4'-7" 6'-0"
11 9'-0" 11'-8" 7'-2" 9'-4" 6'-7" 8'-6" 6'-0" 7'-10" 5'-7" 7'-2" 5'-2" 6'-8" 5'-1" 6'-8" 5'-1" 6'-8"
14 N/A N/A 10'-4" 13'-5" 9'-5" 12'-3" 8'-8" 11'-3" 8'-0" 10'-4" 7'-5" 9'-7" 6'-11" 9'-0" 6'-9" 8'-9"
Table includes modification factors for reinforcement location, epoxy coating, normal weight concrete, and reinforcement
confinement as specified in AASHTO Articles 5.11.2.1.2 and 5.11.2.1.3. Reinforcement confinement is conservatively
calculated by taking transverse reinforcement index as 0. Excess reinforcement factor is taken conservatively as 1.0. Tension
lap splice lengths are based on AASHTO Article 5.11.5.3.1. Concrete cover is defined as the cover to the bar being considered.
For concrete cover or bar spacing that falls between table values, conservatively use lap splice shown in the table for smaller
concrete cover or bar spacing.
TENSION LAP SPLICES Percent of As spliced within required lap length
As, provided/As, required ≤ 50 > 50
≥2 Class A Class B
<2 Class B Class B
Where: As, provided = Area of reinforcement provided and As, required = Area of reinforcement required by analysis
Figure 5.2.2.2
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-11.3
TENSION LAP SPLICES FOR PLAIN UNCOATED BARS WITH >12” CONCRETE CAST BELOW
fy=60 ksi fc’=4 ksi
Reinforcement Spacing
Conc. Bar 4” 5” 5 1/2” 6” 6 1/2” 7” 7 1/2” ≥ 8”
Cover Size Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class
A B A B A B A B A B A B A B A B
3 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7"
4 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1"
5 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7"
6 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1"
7 3'-0" 3'-11" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7"
2”
8 3'-11" 5'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1"
9 5'-0" 6'-6" 4'-0" 5'-2" 3'-11" 5'-1" 3'-11" 5'-1" 3'-11" 5'-1" 3'-11" 5'-1" 3'-11" 5'-1" 3'-11" 5'-1"
10 6'-4" 8'-3" 5'-1" 6'-7" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3" 4'-10" 6'-3"
11 7'-10" 10'-1" 6'-3" 8'-1" 5'-9" 7'-6" 5'-9" 7'-6" 5'-9" 7'-6" 5'-9" 7'-6" 5'-9" 7'-6" 5'-9" 7'-6"
14 N/A N/A 9'-0" 11'-8" 8'-2" 10'-7" 7'-11" 10'-3" 7'-11" 10'-3" 7'-11" 10'-3" 7'-11" 10'-3" 7'-11" 10'-3"
3 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7"
4 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1" 1'-7" 2'-1"
5 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7" 2'-0" 2'-7"
6 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1" 2'-5" 3'-1"
7 3'-0" 3'-11" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7"
3”
8 3'-11" 5'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1" 3'-2" 4'-1"
9 5'-0" 6'-6" 4'-0" 5'-2" 3'-8" 4'-9" 3'-7" 4'-7" 3'-7" 4'-7" 3'-7" 4'-7" 3'-7" 4'-7" 3'-7" 4'-7"
10 6'-4" 8'-3" 5'-1" 6'-7" 4'-7" 6'-0" 4'-3" 5'-6" 4'-0" 5'-2" 4'-0" 5'-2" 4'-0" 5'-2" 4'-0" 5'-2"
11 7'-10" 10'-1" 6'-3" 8'-1" 5'-8" 7'-4" 5'-3" 6'-9" 4'-10" 6'-3" 4'-6" 5'-10" 4'-5" 5'-9" 4'-5" 5'-9"
14 N/A N/A 9'-0" 11'-8" 8'-2" 10'-7" 7'-6" 9'-9" 6'-11" 9'-0" 6'-5" 8'-4" 6'-0" 7'-10" 5'-10" 7'-7"
TENSION LAP SPLICES FOR PLAIN UNCOATED BARS WITH ≤ 12” CONCRETE CAST BELOW
fy=60 ksi fc’=4 ksi
Reinforcement Spacing
Conc. Bar 4” 5” 5 1/2” 6” 6 1/2” 7” 7 1/2” ≥ 8”
Cover Size Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class
A B A B A B A B A B A B A B A B
3 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3"
4 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7"
5 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
6 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
7 2'-4" 3'-0" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9"
2”
8 3'-0" 3'-11" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2"
9 3'-10" 5'-0" 3'-1" 4'-0" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11"
10 4'-11" 6'-4" 3'-11" 5'-1" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10" 3'-9" 4'-10"
11 6'-0" 7'-10" 4'-10" 6'-3" 4'-5" 5'-9" 4'-5" 5'-9" 4'-5" 5'-9" 4'-5" 5'-9" 4'-5" 5'-9" 4'-5" 5'-9"
14 N/A N/A 6'-11" 9'-0" 6'-4" 8'-2" 6'-1" 7'-11" 6'-1" 7'-11" 6'-1" 7'-11" 6'-1" 7'-11" 6'-1" 7'-11"
3 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3" 11" 1'-3"
4 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7" 1'-3" 1'-7"
5 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
6 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5" 1'-10" 2'-5"
7 2'-4" 3'-0" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9" 2'-2" 2'-9"
3”
8 3'-0" 3'-11" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2" 2'-5" 3'-2"
9 3'-10" 5'-0" 3'-1" 4'-0" 2'-10" 3'-8" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7" 2'-9" 3'-7"
10 4'-11" 6'-4" 3'-11" 5'-1" 3'-7" 4'-7" 3'-3" 4'-3" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0"
11 6'-0" 7'-10" 4'-10" 6'-3" 4'-5" 5'-8" 4'-0" 5'-3" 3'-9" 4'-10" 3'-5" 4'-6" 3'-5" 4'-5" 3'-5" 4'-5"
14 N/A N/A 6'-11" 9'-0" 6'-4" 8'-2" 5'-9" 7'-6" 5'-4" 6'-11" 4'-11" 6'-5" 4'-8" 6'-0" 4'-6" 5'-10"
Table includes modification factors for reinforcement location, epoxy coating, normal weight concrete and reinforcement
confinement as specified in AASHTO Articles 5.11.2.1.2 and 5.11.2.1.3. Reinforcement confinement is conservatively
calculated by taking transverse reinforcement index as 0. Excess reinforcement factor is taken conservatively as 1.0. Tension
lap splice lengths are based on AASHTO Article 5.11.5.3.1. Concrete cover is defined as the cover to the bar being considered.
For concrete cover or bar spacing that falls between table values, conservatively use lap splice shown in the table for smaller
concrete cover or bar spacing.
TENSION LAP SPLICES Percent of As spliced within required lap length
As, provided/As, required ≤ 50 > 50
≥2 Class A Class B
<2 Class B Class B
Where: As, provided = Area of reinforcement provided and As, required = Area of reinforcement required by analysis
Figure 5.2.2.3
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-11.4
TENSION LAP SPLICES FOR STAINLESS STEEL BARS WITH >12” CONCRETE CAST BELOW
fy=75 ksi fc’=4 ksi
Table includes modification factors for reinforcement location, epoxy coating, normal weight concrete and reinforcement
confinement as specified in AASHTO Articles 5.11.2.1.2 and 5.11.2.1.3. Reinforcement confinement is conservatively
calculated by taking transverse reinforcement index as 0. Excess reinforcement factor is taken conservatively as 1.0. Tension
lap splice lengths are based on AASHTO Article 5.11.5.3.1. Concrete cover is defined as the cover to the bar being
considered. For concrete cover or bar spacing that falls between table values, conservatively use lap splice shown in the
table for smaller concrete cover or bar spacing.
Figure 5.2.2.4
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-11.5
TENSION LAP SPLICES FOR STAINLESS STEEL BARS WITH ≤ 12” CONCRETE CAST BELOW
fy=75 ksi fc’=4 ksi
Reinforcement Bar Spacing
Conc. Bar 4” 5” 5 1/2” 6” 6 1/2” 7” 7 1/2” ≥ 8”
Cover Size Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class
A B A B A B A B A B A B A B A B
3 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6"
4 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
5 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11" 2'-3" 2'-11"
6 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0" 3'-1" 4'-0"
7 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3" 4'-0" 5'-3"
1”
8 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6" 5'-0" 6'-6"
9 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0" 6'-2" 8'-0"
10 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8" 7'-5" 9'-8"
11 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5" 8'-9" 11'-5"
14 N/A N/A 11'-8" 15'-2" 11'-8" 15'-2" 11'-8" 15'-2" 11'-8" 15'-2" 11'-8" 15'-2" 11'-8" 15'-2" 11'-8" 15'-2"
3 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6"
4 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
5 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6"
6 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0"
1" 7 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11"
2 8 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11"
9 4'-10" 6'-3" 4'-8" 6'-1" 4'-8" 6'-1" 4'-8" 6'-1" 4'-8" 6'-1" 4'-8" 6'-1" 4'-8" 6'-1" 4'-8" 6'-1"
10 6'-1" 7'-11" 5'-8" 7'-5" 5'-8" 7'-5" 5'-8" 7'-5" 5'-8" 7'-5" 5'-8" 7'-5" 5'-8" 7'-5" 5'-8" 7'-5"
11 7'-6" 9'-9" 6'-10" 8'-10" 6'-10" 8'-10" 6'-10" 8'-10" 6'-10" 8'-10" 6'-10" 8'-10" 6'-10" 8'-10" 6'-10" 8'-10"
14 N/A N/A 9'-2" 11'-11" 9'-2" 11'-11" 9'-2" 11'-11" 9'-2" 11'-11" 9'-2" 11'-11" 9'-2" 11'-11" 9'-2" 11'-11"
3 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6"
4 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
5 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6"
6 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0"
7 2'-11" 3'-9" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5"
2”
8 3'-9" 4'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11"
9 4'-10" 6'-3" 3'-10" 5'-0" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11" 3'-9" 4'-11"
10 6'-1" 7'-11" 4'-11" 6'-4" 4'-8" 6'-0" 4'-8" 6'-0" 4'-8" 6'-0" 4'-8" 6'-0" 4'-8" 6'-0" 4'-8" 6'-0"
11 7'-6" 9'-9" 6'-0" 7'-10" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2" 5'-7" 7'-2"
14 N/A N/A 8'-8" 11'-3" 7'-10" 10'-2" 7'-7" 9'-10" 7'-7" 9'-10" 7'-7" 9'-10" 7'-7" 9'-10" 7'-7" 9'-10"
3 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6"
4 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
5 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6"
6 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0"
3" 7 2'-11" 3'-9" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5"
2
8 8 3'-9" 4'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11"
9 4'-10" 6'-3" 3'-10" 5'-0" 3'-6" 4'-7" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5"
10 6'-1" 7'-11" 4'-11" 6'-4" 4'-5" 5'-9" 4'-1" 5'-3" 4'-1" 5'-3" 4'-1" 5'-3" 4'-1" 5'-3" 4'-1" 5'-3"
11 7'-6" 9'-9" 6'-0" 7'-10" 5'-6" 7'-1" 5'-0" 6'-6" 4'-11" 6'-4" 4'-11" 6'-4" 4'-11" 6'-4" 4'-11" 6'-4"
14 N/A N/A 8'-8" 11'-3" 7'-10" 10'-2" 7'-2" 9'-4" 6'-9" 8'-9" 6'-9" 8'-9" 6'-9" 8'-9" 6'-9" 8'-9"
3 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6" 1'-2" 1'-6"
4 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0" 1'-6" 2'-0"
5 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6" 1'-11" 2'-6"
6 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0" 2'-3" 3'-0"
7 2'-11" 3'-9" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5" 2'-8" 3'-5"
3”
8 3'-9" 4'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11" 3'-0" 3'-11"
9 4'-10" 6'-3" 3'-10" 5'-0" 3'-6" 4'-7" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5" 3'-5" 4'-5"
10 6'-1" 7'-11" 4'-11" 6'-4" 4'-5" 5'-9" 4'-1" 5'-3" 3'-10" 5'-0" 3'-10" 5'-0" 3'-10" 5'-0" 3'-10" 5'-0"
11 7'-6" 9'-9" 6'-0" 7'-10" 5'-6" 7'-1" 5'-0" 6'-6" 4'-8" 6'-0" 4'-4" 5'-7" 4'-3" 5'-6" 4'-3" 5'-6"
14 N/A N/A 8'-8" 11'-3" 7'-10" 10'-2" 7'-2" 9'-4" 6'-8" 8'-8" 6'-2" 8'-0" 5'-9" 7'-6" 5'-8" 7'-4"
Table includes modification factors for reinforcement location, epoxy coating, normal weight concrete and reinforcement
confinement as specified in AASHTO Articles 5.11.2.1.2 and 5.11.2.1.3. Reinforcement confinement is conservatively
calculated by taking transverse reinforcement index as 0. Excess reinforcement factor is taken conservatively as 1.0. Tension
lap splice lengths are based on AASHTO Article 5.11.5.3.1. Concrete cover is defined as the cover to the bar being
considered. For concrete cover or bar spacing that falls between table values, conservatively use lap splice shown in the
table for smaller concrete cover or bar spacing.
TENSION LAP SPLICES Percent of As spliced within required lap length
As, provided/As, required ≤ 50 > 50
≥2 Class A Class B
<2 Class B Class B
Where: As, provided = Area of reinforcement provided and As, required = Area of reinforcement required by analysis
Figure 5.2.2.5
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-12
Hooked Bar Development Length, Ldh Hooked Bar Development Length, Ldh
When: Side Cover ≥ 2.5" AND When: Side Cover < 2.5" OR
For 90° Hooks, Concrete Cover ≥ 2" For 90° Hooks, Concrete Cover < 2"
in the direction of bar extension in the direction of bar extension
Tables include modification factors per LRFD Art. 5.11.2.4.2 for normal weight concrete,
bar coating, and reinforcement confinement. The reinforcement confinement factor is not
applicable to bars larger than No. 11 bars. Note that MnDOT allows use of No. 14 bar
standard hooks for concrete strengths up to 10 ksi.
Figure 5.2.2.6
Reinforcement Data
AUGUST 2016 LRFD BRIDGE DESIGN 5-13
Figure 5.2.2.7
Reinforcement Data
JULY 2014 LRFD BRIDGE DESIGN 5-14
5.2.3 General Reinforcement practices follow those shown by the Concrete Reinforcing
Reinforcement Steel Institute (C.R.S.I.) in the Manual of Standard Practice. These
Practices practices include:
1) For bent bars, omit the last length dimension on reinforcement bar
details.
2) Use standard length bars for all but the last bar in long bar runs.
3) Use a maximum length of 60 feet for #4 deck or slab bars and
40 feet for other applications.
4) Use a maximum length of 60 feet for bars #5 and larger.
5) Recognize that bar cutting and bending tolerances are 1 inch for bars
and that this tolerance is important for long straight bars that do not
have lap splices to provide dimensional flexibility. Refer to MnDOT
document Suggested Reinforcement Detailing Practices, which is
located at http://www.dot.state.mn.us/bridge/standards.html, for
more guidance on rebar detailing to account for tolerances.
6) Reinforcement bars longer than 60 feet or larger than #11 are
available only on special order, and should be avoided. Designers
should check with the State Bridge Design Engineer before using
special order sizes or lengths.
5.2.5 Adhesive Similar to bar couplers, adhesive anchors are expensive. Adhesive
Anchors anchors are typically used to attach secondary structural members to
new concrete or primary structural members to existing (old) concrete. A
typical use is to attach a metal rail to a concrete base.
See Article 13.3.2 of this manual for an adhesive anchor design example.
5.2.6 Shrinkage Follow the requirements for shrinkage and temperature reinforcement
and Temperature given in LRFD 5.10.8. An exception to this is that shrinkage and
Reinforcement temperature reinforcement is not required in buried footings of typical
[5.10.8] bridges.
5.3 Concrete Slabs In many bridge engineering documents the terms “concrete slab” and
“concrete deck” are used interchangeably. Within this manual, “concrete
slab” will refer to a superstructure type without supporting beam
elements. In most cases, the primary reinforcement for slabs is parallel
to the centerline of roadway. Likewise, within this manual “concrete
decks” will refer to the superstructure element placed on top of beams or
girders. In most cases, the primary reinforcement for a concrete deck is
transverse to the centerline of roadway. Practices for concrete decks are
described in Section 9 of this manual.
5.3.1 Geometry The maximum span lengths for concrete slabs are as follows:
Number of Spans Without Haunches With Haunches
1 30 ft 40 ft
2 40 ft 50 ft
3 or 4 50 ft 60 ft
When haunches are required, use linear haunches in accordance with the
following:
S 10
Minimum slab depth at pier = 1.33
30
S 10
Minimum slab depth in non-haunched area = 0.8
30
(includes wear course if present)
5.3.2 Skew can be ignored for slab bridges with skew angles of 20° or less.
Design/Analysis Place transverse reinforcement parallel to substructures.
For slab bridges with skew angles between 20 and 45
Perform a two-dimensional plate analysis.
Place transverse reinforcement normal to the bridge centerline.
Slab type bridges are not allowed for bridges with skew angles greater
than 45.
[5.7.3.4] When checking crack control for slabs and decks, use the Class 2
exposure condition (γe = 0.75). Although the actual clear cover may
exceed 2 inches for the slab/deck top bars, calculate dc using a maximum
clear concrete cover equal to 2 inches.
5.3.3 Exterior Strip Outside edges of slab bridges contain the exterior strip or edge beam. At
[4.6.2.1.4b] a minimum, the exterior strip reinforcement must match that of the
interior portions of the bridge.
Special consideration for the design of edge beams is required for bridges
with sidewalks. Separately poured sidewalks may be considered to act
compositely with the slab when adequate means of shear transfer at the
interface is provided.
5.3.4 Use the following guidelines for layout of reinforcement in a simple span
Reinforcement slab bridge (see example in Figure 5.3.4.1):
Layout Interior strip reinforcement
Top longitudinal – 1 spacing, 1 bar size
Bottom longitudinal – 2 spacings, 1 bar size
Exterior strip reinforcement
Top longitudinal – 1 spacing, 1 bar size
Bottom longitudinal – 2 spacings, 1 bar size
Transverse reinforcement – 1 spacing, 1 bar size
Figure 5.3.4.1
Figure 5.3.4.2
JULY 2014 LRFD BRIDGE DESIGN 5-19
Figure 5.3.4.3
Extend railing dowel bars to the bottom layer of slab reinforcement and
provide a horizontal leg for ease of placement.
5.3.5 Camber and In order to obtain the best rideability over the life of the structure,
Deflections camber concrete slab bridges for the immediate dead load deflection plus
one half of the long-term deflection. Use gross section properties for
[5.7.3.6.2] dead load deflection calculations and a long-term creep multiplier of 4.0.
Railings, sidewalks, medians, and wearing courses are not placed while
the slab is supported on falsework. Assume that only the slab carries the
dead load of these elements.
JULY 2014 LRFD BRIDGE DESIGN 5-20
Check live load deflections using the effective moment of inertia. The
effective moment of inertia may be approximated as one half of the gross
moment of inertia. The maximum live load deflection is L/800 for vehicular
bridges that do not carry pedestrians and L/1000 for vehicular bridges that
carry pedestrians.
Use a live load distribution factor equal to the number of lanes times the
multiple presence factor and divide by the width of the slab for the
deflection check.
5.4 Pretensioned The details of pretensioned concrete beams are presented on standard
Concrete Bridge Details Part II sheets incorporated into a set of plans. Prepare a
separate sheet for each type of beam in the project. Beams are identical
if they have the same cross-section, strand layout, concrete strengths,
and a similar length. To simplify fabrication and construction, try to
minimize the number of beam types incorporated into a project. Design
exterior beams with a strength equal to or greater than the interior
beams.
5.4.1 Geometry Provide a minimum stool along centerline of beam that is based on
11/2 inches of minimum stool at edge of flange. For dead load
computations assume an average stool height equal to the minimum
stool height plus 1 inch. Deck cross slopes, horizontal curves, and
vertical curves all impact the stool height.
There are several Bridge Office practices regarding the type and location
of diaphragms or cross frames for prestressed beam bridges:
1) Design prestressed I-beam bridges without continuity over the piers,
except in the following situations:
a) Bridge is over water with pile bent piers supported by unstable
soils such as fat clay.
b) Bridge is over water with pile bent piers at risk for large ice or
debris loading and pier does not have an encasement wall.
2) Intermediate diaphragms are not required for 14RB, 18RB, 22RB, and
27M beams. For all other beam sizes, the following applies.
Intermediate diaphragms are not required for single spans of 45'-0"
or less. Provide one diaphragm per every 45 feet of span length,
spaced evenly along the span as stated in Table 5.4.1.1.
JULY 2014 LRFD BRIDGE DESIGN 5-21
Table 5.4.1.1
Span length (ft) Base number of intermediate
diaphragms
Less than 45’-0” 0
45’-0” to 90’-0” 1 located at midspan
90’-0” to 135’-0” 2 located at the third points
135’-0” to 180’-0” 3 located at the quarter points
4 plus an additional diaphragm for
Greater than 180’-0” each additional 45 ft of span length
greater than 180’-0”
For spans over traffic, place additional diaphragms in the fascia bay
approached by traffic to provide bracing against impact from over-
height traffic loads. For two-lane roadways, place one diaphragm
approximately over each shoulder. For additional lanes, space
additional diaphragms at intervals of about 25'-0" over the roadway.
3) Figure 5.4.1.1 illustrates the typical layout of intermediate
diaphragms at piers for bridges without continuity over the piers.
Locate the centerline of bearing 71/2 inches from the end of the beam for
RB, M, and MN shapes. Locate the centerline of bearing 81/2 inches from
the end of the beam for MW shapes. For MW shapes, this dimension can
be adjusted if used with higher movement bearings, as opposed to the
typical curved plate elastomeric bearings shown in Section 14 of this
manual. However, if the 81/2 inch dimension is exceeded, a special design
for the bearing, sole plate, and beam end region must be completed.
For bridges on significant grades 3% the sloped length of the beam
will be significantly longer than the horizontal length between
1
substructure units. If the sloped length is /2 inch or more than the
horizontal length, identify the sloped length dimension on the beam detail
plan sheets.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-22
Figure 5.4.1.1
Typical Diaphragm Layout at Piers for Prestressed Concrete Beam Bridge
With Continuous Deck Over Piers
OCTOBER 2009 LRFD BRIDGE DESIGN 5-23
5.4.2 Stress Limits Similar to the Standard Specifications, the LRFD Specifications identify
[5.9.3] [5.9.4] service load stress limits for different elements and locations.
Design pretensioned beams with a maximum tension after all losses of:
0.19 fc (where fc is in ksi)
Design all pretensioned beams using uncoated low relaxation 0.6 inch
( A s 0.217 in2 ) diameter strands and epoxy coated mild reinforcement.
If possible, the initial concrete strength should be 0.5 to 1.0 ksi lower
than the final concrete strength. Since concrete naturally gains strength
with age, the final strength of the beam will be more efficiently utilized.
JULY 2014 LRFD BRIDGE DESIGN 5-24
If the calculated initial or final strengths differ by more than 0.3 ksi from
those used in the analysis, reanalyze the beam with the new values.
and
Reanalysis is needed because changes to the concrete strengths fci
fc affect the concrete modulus, which affects the prestress losses and
the composite beam section modulus.
In order to easily allow the fabricator to place and secure the stirrups in
the bottom of the beam, always include strands in the outermost
locations of rows 1 and 3 for RB, M, and MN shapes. Include strands in
the outermost locations of rows 1 and 2 for MW shapes. Rows numbers
are measured up from the bottom of the beam. See Figure 5.4.3.1.
Figure 5.4.3.1
Whenever possible, use a constant strand pattern for all girders on the
same project. If the strand pattern varies between beams, the fabricator
may be required to tension an entire bed length of strand in order to cast
a single girder. This results in a large amount of wasted strand, and will
increase the cost of the beam.
Final Stresses
Midpoint Strength at Bottom of Beam
If tension stress is greater than 0.19 fc (0.570 ksi for 9 ksi
concrete), lower the stress by:
1) Add 2 strands to the bottom row of straight and move the
draped strands up 1 inch at midpoint (bottom row of draped at
4 inches).
2) Add 2 strands to the second row of straight and move the
draped strands up 2 inches at midpoint (bottom row of draped
at 6 inches) or add 2 draped strands (bottom row of draped at
4 inches).
3) Continue to add strands as stated above until 6 straight and 4
draped have been added. If the tension stress is still greater
than 0.570 ksi, consider adding another line of beams to the
bridge. If the tension stress is less than 0.570 ksi, two strands
(either straight or draped) may be removed and the beam
reanalyzed. If the stress becomes greater than 0.570 ksi,
return to the original number of strands.
Initial Stresses
Midpoint Strength at Bottom of Beam
If the required initial strength is greater than 7.0 ksi:
1) Move the center of gravity of the strands up at midpoint of the
beam until either the final concrete strength becomes 9.0 ksi
or the initial strength is 0.5 to 1.0 ksi lower than the final
strength.
2) Remove 2 strands (preferably draped) from the beam and
reanalyze. Keep in mind that changes will affect the required
final strength. If the removing of strands increases the final
concrete strength above 9.0 ksi, do not remove the strands
but consider other changes in the strand pattern.
cases where field personnel report excessive stools not anticipated in the
bridge plan, discuss with them whether one “hat” bar or two “Z” bars
would be better for rebar placement.
Figure 5.4.3.2
Due to the height of the “MW” series beams, investigate whether a deck
pour sequence is needed to reduce the effects of beam end rotation on
the end region of the deck.
5.4.4 Detailing/ Identify the beam type on the beam sheet by depth in inches and length
Reinforcement rounded to the next highest foot. In the superstructure quantities list,
identify the beam type by depth. For example, an MN45 beam, 72'-4"
long would be “MN45-73” on the beam sheet and “MN45” in the
quantities list. Group beams of similar lengths with the same strand
pattern into one type on a beam sheet. The pay item quantity will be the
total length of beams (of each height) in feet.
On the framing plan, show the beam and diaphragm spacing, staging,
type of diaphragms, centerline of piers, centerline of abutment and pier
bearings, working points, beam marks (B1, B2 etc.), the “X” end of
beams, and the type and location of bearings. One end of each beam is
labeled the “X” end after fabrication. This is used during erection to
ensure that the beams are properly placed. Many times diaphragm
inserts are not symmetric and beams can only be placed one way.
5.4.5 Camber and The standard beam sheets contain a camber diagram where designers
Deflection are to provide camber information. Knowing the deflection values
JULY 2014 LRFD BRIDGE DESIGN 5-28
Use of the MnDOT camber multipliers does not apply to the “MW” series
beams. Complete a refined camber analysis using an appropriate creep
model for “MW” series camber determination. Then report the estimated
camber values for various girder ages in the bridge plan.
The “Erection Camber” is the camber of the beam at the time of erection
after the diaphragms are in place. The “Est. Dead Load Deflection” is the
sum of deflections associated with the placement of the deck, railings,
sidewalks, and stool. Do not include the weight of the future wearing
surface when computing the dead load deflection.
JULY 2014 LRFD BRIDGE DESIGN 5-29
5.4.6 Standard I-beam sections available for use in Minnesota include the “M” series,
I-Beams ”MN” series, and “MW” series. The “M” series sections range in depth
from 27 inches to 36 inches and have identical top and bottom flange
dimensions along with a 6 inch thick web. The “MN” series sections
range in depth from 45 inches to 63 inches. The “MN” series sections are
more efficient than the “M” series due to wider top and bottom flanges
and a 61/2 inch thick web. Due to the development of the MN45, MN54,
MN63, and 82MW shapes, most of the M shapes (45M, 54M, 63M, 72M,
and 81M) have been archived. The 27M and 36M shapes continue to be
available as there is no corresponding MN shape at those depths. The
“MW” series sections allow for spans in the range of 150 to 200 feet.
Figures 5.4.6.1 through 5.4.6.4 contain section properties and
preliminary beam spacing vs. span length curves for all standard I-beam
shapes.
5.4.7 Rectangular Solid rectangular prestressed beams may be used on short span bridges.
Beams These units are most appropriate for short span structures requiring a
low profile or where construction of falsework for a slab structure would
be difficult or unwanted. Figure 5.4.6.1 and 5.4.6.2 contain section
properties and preliminary beam spacing vs. span length curves for the
standard rectangular beams.
JULY 2014 LRFD BRIDGE DESIGN 5-29.1
Beam Concrete: fc 9.0 ksi 7.5 ksi wbm 0.155 kips/ft3
fci
Ec 1265 fc 1000 ksi
Deck Concrete: fc 4.0 ksi Ec 3644 ksi
wc = 0.145 kcf for Ec computation
wc = 0.150 kcf for dead load computation
Simple supports with six beams and deck without wearing course.
Deck carries two F-Rails with no sidewalk or median, skew = 0 degrees.
Beam Properties
h SHAPE AREA W I SB Ac
BEAM
(in) (in 2 ) (lb/ft) (in) (in 4 ) (in 3 ) (in 2 )
14RB 14 Rect. 364 392 7.00 5,945 849 312
18RB 18 Rect. 468 504 9.00 12,640 1,404 364
22RB 22 Rect. 572 616 11.00 23,070 2,097 416
27M 27 I-Beam 516 555 13.59 43,080 3,170 296
36M 36 I-Beam 570 614 17.96 93,530 5,208 323
MN45 45 I-Beam 690 743 20.58 178,780 8,687 427
MN54 54 I-Beam 749 806 24.63 285,230 11,580 457
MN63 63 I-Beam 807 869 28.74 421,750 14,670 486
Based on 155 pounds per cubic foot.
Based on a 9" slab with 1/2" of wear and 11/2" stool. See LRFD 5.8.3.4.2 for Ac definition.
Figure 5.4.6.1
Precast Prestressed Concrete Beam Data (RB, M, MN)
PRESTRESSED CONCRETE BEAM CHART FOR RB, M, & MN SERIES
(Chart is for preliminary use only. See Figure 5.4.6.1 for design assumptions.)
180
DESIGN CRITERIA
HL-93 LOADING f'c=9ksi f'ci=7.5ksi 0.6" f STRANDS
JULY 2014
[email protected]
140 [email protected]
MN45 [email protected] [email protected]
[email protected]
[email protected]
[email protected]
120 [email protected]
[email protected] [email protected]
36M [email protected]
[email protected]
100
[email protected] [email protected]
27M [email protected]
[email protected]
[email protected]
Figure 5.4.6.2
[email protected]
[email protected]
22RB [email protected] [email protected]
60 [email protected]
LRFD BRIDGE DESIGN
20
4 5 6 7 8 9 10 11 12 13 14
BEAM SPACING [FEET]
5-29.2
JULY 2014 LRFD BRIDGE DESIGN 5-29.3
Beam Concrete: fc 9.0 ksi 7.5 ksi wbm 0.155 kips/ft3
fci
Ec 1265 fc 1000 ksi
Deck Concrete: fc 4.0 ksi Ec 3644 ksi
wc = 0.145 kcf for Ec computation
wc = 0.150 kcf for dead load computation
Simple supports with six beams and deck without wearing course.
Deck carries two F-Rails with no sidewalk or median, skew = 0 degrees.
Beam Properties
h SHAPE AREA W I SB Ac
BEAM
(in) (in 2 ) (lb/ft) (in) (in 4 ) (in 3 ) (in 2 )
82MW 82 I-Beam 1062 1143 38.37 1,010,870 26,345 609
96MW 96 I-Beam 1153 1241 45.02 1,486,510 33,019 655
Based on 155 pounds per cubic foot.
Based on a 9" slab with 1/2" of wear and 11/2" stool. See LRFD 5.8.3.4.2 for Ac definition.
Figure 5.4.6.3
Precast Prestressed Concrete Beam Data for MW Series
PRESTRESSED CONCRETE BEAM CHART FOR MW SERIES
(Chart is for preliminary use only. See Figure 5.4.6.3 for design assumptions.)
220
JULY 2014
DESIGN CRITERIA
HL-93 LOADING f'c=9ksi f'ci=7.5ksi 0.6" f STRANDS
96MW
[email protected]
82MW
190 [email protected]
68 @ 5.6
Figure 5.4.6.4
[email protected]
LRFD BRIDGE DESIGN
160
150
5 6 7 8 9 10 11 12 13 14
BEAM SPACING [FEET]
5-29.4
JULY 2014 LRFD BRIDGE DESIGN 5-30
5.5.1 PT Slab Post-tensioned concrete slab bridges are used for projects requiring
Bridges spans longer than those efficiently accommodated with conventionally
reinforced concrete slabs. The drawback to post-tensioned slabs is that
they are more complex to design and construct. Elastic shortening and
secondary bending moments due to post-tensioning are important design
parameters for post-tensioned slab bridges. During construction a
number of additional components are involved. They include the
installation of post-tensioning ducts and anchorages, the pushing or
pulling of strands through the ducts, the jacking of tendons, and grouting
operations.
5.5.3 PT Precast or The depth of box girders should preferably be a minimum of 1/18 of the
Cast-In-Place Box maximum span length.
Girders
Place vertical webs of box girders monolithic with the bottom slab.
JULY 2014 LRFD BRIDGE DESIGN 5-31
5.6 Concrete The finish or coating to be used on concrete elements will usually be
Finishes and determined when the Preliminary Bridge Plan is assembled. In general,
Coatings provide a finish or coating consistent with the guidance given in the
Aesthetic Guidelines for Bridge Design Manual.
5.7 Design Three design examples complete Section 5. The examples consist of a
Examples three-span reinforced concrete slab superstructure, a prestressed I-beam
superstructure, and a three-span post-tensioned slab superstructure.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-33
5.7.1 Three-Span This example illustrates the design of a haunched reinforced concrete
Haunched slab bridge. The three continuous spans are 44'-0", 55'-0", and 44'-0" in
Reinforced length. The roadway width is 44'-0" with MnDOT Type F barrier railings
Concrete Slab for a total out-to-out width of 47'-4". The bridge is skewed 10 degrees. A
plan view and typical sections of the bridge are shown in Figures 5.7.1.1
and 5.7.1.2.
After determining live load distribution factors, dead and live loads are
computed at span tenth points. Next the live load deflection and the
shear capacity of the section is checked. Then using Strength I, Service
I, and Fatigue design moments the flexural reinforcement is sized. This
is accomplished by:
Providing adequate steel for strength
Verifying that crack control checks are satisfied
Checking fatigue stresses in the reinforcement
Verifying that minimum reinforcement checks are satisfied
Reinforcing Bars:
Yield Strength, fy 60 ksi
Modulus of Elasticity, Es 29,000 ksi
Figure 5.7.1.1
OCTOBER 2009 LRFD BRIDGE DESIGN 5-35
Figure 5.7.1.2
OCTOBER 2009 LRFD BRIDGE DESIGN 5-36
A. Determine Slab MnDOT’s practice is to use linear haunches, with the haunch length equal
Depths to 15 % of the longest span.
Haunch Length 0.15 55 8.25 ft Use 8.5 ft
The minimum slab depth at midspan ( hmin ) is also determined with the
length of the longest span (S):
0.80
S 10 0.80 55 10 1.73 ft Use hmin 1.75 ft
30 30
The depth of the slab required at the pier ( hmax ) is determined with an
equation based on the length of the longest span:
1.33
S 10 1.33 55 10 2.88 ft Use hmax 3.00 ft
30 30
B. Determine The LRFD Specifications contain equations to determine the strip width
Interior Live Load that carries a lane of live load. Slab designs are performed on a strip one
Strip Width foot wide. The strip widths found with the LRFD equations are inverted
[4.6.2.3] to arrive at the live load distribution factor for a 1 foot wide strip (LLDF).
[3.6.1.1.1]
For interior strips multiple equations are evaluated to determine whether
one or multiple live load lanes govern.
Where:
L 1 is the modified span length.
It is equal to the span length, but can be no greater than 60.
W1 is the modified bridge width.
It is the minimum bridge width, but can be no greater than 30.
W1 = 47.33 ft
44
NL 3.7 Use 3
12
1
Therefore the LLDFML 0.080 lanes/ft Governs
149.7
12
OCTOBER 2009 LRFD BRIDGE DESIGN 5-38
1
Therefore the LLDFML 0.076 lanes/ft
157.5
12
[2.5.2.6.2] All design lanes should be loaded and the entire slab assumed to resist
the loads.
NL 3 m 0.85 IM 33%
Dynamic load allowance (IM) is applied only to the truck portion of the
live load. The distribution factor for the lane portion of the live load is:
LLDFs
# of lanes MPF 3 0.85 0.054 lanes/ft
deck width 47.33
C. Determine The exterior strip is assumed to carry one wheel line and a tributary
Exterior Live Load portion of lane load.
Strip Width
[4.6.2.1.4] Check if the equivalent strip is less than the maximum width of
72 inches.
sm allest int. E
E (Distancefrom edgeto insideof barrier) 12
4
149.7
20 12 69.4 72.0 in Use 69.4 in
4
OCTOBER 2009 LRFD BRIDGE DESIGN 5-39
Compute the distribution factor associated with one truck wheel line:
Compute the distribution factor associated with lane load on a 69.4 inch
wide exterior strip:
deck width loaded 69.4 / 12 20 / 12
MPF 1.2
10 ft loadwidth 10
LLDFEXTL
exteriorstrip width 69.4 / 12
0.085 lanes/ft
For simplicity, the larger value (0.104 lanes/ft) is used for both load
types when assembling design forces.
D. Resistance The following resistance factors will be used for this example:
Factors and Load f 0.90 for flexure and tension (assumed, must be checked)
Modifiers f 0.90 for shear and torsion
[5.5.4.2.1]
[1.3.3-1.3.5] The following load modifiers will be used for this example:
Strength Service Fatigue
E. Select Three load combinations will be considered for the design example.
Applicable Load STRENGTH I - Will be considered with a standard HL-93 loading.
F. Calculate Live The LRFD Specifications contain several live load components that are
Load Force Effects combined and scaled to generate design live loads. The components
[3.6.1] include: HL-93 design truck, lane loading, tandem axles, a truck train,
and a fatigue truck with fixed axle spacings.
G. Calculate Force The dead load from the barriers is conservatively assumed to be fully
Effects from Other carried by both interior and exterior strips. Since the slab thickness
Loads varies, the load effect due to the slab is kept separate.
69.4
1.67 0.020
12
WDW 0.014 (kip/ft)
69.4
12
H. Summary of From this point forward, the design of an interior strip (subject to dead
Analysis Results and live loads) will be presented. The design procedure for the exterior
strip is similar. A computer analysis was performed with a three-span
continuous beam model. The model included the stiffening effect of the
haunches.
Loads and deflections that appear later in the example are identified with
bold numbers.
Table 5.7.1.1
Moment Summary – One Lane
Span Lane Truck Tandem Truck Tr + Fatigue - Fatigue
Point (kip-ft) (kip-ft) (kip-ft) (kip-ft) (kip-ft) (kip-ft)
1.0 0 0 0 - 0 0
1.1 50 194 178 - 140 -25
1.2 87 316 299 - 225 -49
1.3 112 373 368 - 285 -74
1.4 124 390 388 - 299 -98
1.5 124 374 374 - 285 -123
1.6 112/-76 333/-220 329/-178 - 253 -147
1.7 86/-87 244/-254 249/-204 -253 187 -172
1.8 -104 -289 -233 -292 128 -196
1.9 -149 -325 -263 -337 67 -258
2.0 -221 -378 -292 -383 75 -387
2.1 -129 -267 -229 -284 79 -228
2.2 44/-75 157/-226 190/-193 -226 151 -151
2.3 78/-64 284/-187 288/-163 - 223 -123
2.4 107 360 350 - 275 -95
2.5 117 378 368 - 284 -66
OCTOBER 2009 LRFD BRIDGE DESIGN 5-42
Table 5.7.1.2
Moment Summary – Interior Strip (per foot width)
* Truck * Tandem * .9 (Truck Tr
MDC + Lane)
Span + Lane + Lane
Point (kip-ft) (kip-ft) (kip-ft) (kip-ft)
1.0 0 0 0 -
1.1 17.2 25 23 -
1.2 28.9 41 39 -
1.3 34.3 49 48 -
1.4 34.3 51 51 -
1.5 28.9 50 50 -
1.6 17.1 44/-29 44/-25 -
1.7 -1.1 33/-34 34/-29 -31
1.8 -23.6 -39 -33 -35
1.9 -53.6 -47 -40 -43
2.0 -90.9 -58 -49 -53
2.1 -48.2 -39 -35 -37
2.2 -16.0 21/-30 24/-27 -27
2.3 7.5 37/-25 37/-22 -
2.4 20.4 47 46 -
2.5 25.7 50 49 -
* Includes Dynamic Load Allowance (IM) and Live Load Distribution Factor.
Table 5.7.1.3
Moment Summary – Exterior Strip (per foot width)
* Truck * Tandem * 0.9 (Truck Tr
Span MDC + Lane + Lane + Lane)
Point (kip-ft) (kip-ft) (kip-ft) (kip-ft)
1.0 0 0 0 -
1.1 20.0 32 30 -
1.2 33.3 53 51 -
1.3 40.6 63 62 -
1.4 40.6 67 67 -
1.5 33.3 64 64 -
1.6 19.8 58/-38 57/-33 -
1.7 -1.0 44/-44 45/-37 -40
1.8 -28.1 -51 -43 -46
1.9 -62.5 -60 -52 -56
2.0 -105.2 -75 -63 -69
2.1 -55.2 -50 -45 -48
2.2 -18.7 28/-40 31/-34 -35
2.3 8.3 48/-33 48/-29 -
2.4 24.0 61 59 -
2.5 29.2 64 63 -
*Includes Dynamic Load Allowance (IM) and Live Load Distribution Factor.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-43
Table 5.7.1.4
Moment Load Combinations and Deflections
Service I Strength I * * **
Lane Truck Dead
Span
Interior Exterior Interior Exterior LL LL Ld
Point
(kip-ft)/ft (kip-ft)/ft (kip-ft)/ft (kip-ft)/ft Deflection Deflection Deflection
(in) (in) (in)
1.0 0 0 0 0 0.000 0.000 0.000
1.1 42 52 65 81 0.047 0.172 0.089
1.2 70 86 107 134 0.087 0.310 0.162
1.3 83 104 128 162 0.118 0.414 0.209
1.4 86 107 133 167 0.137 0.466 0.224
1.5 79 98 123 154 0.141 .0475 0.208
1.6 62/-12 78/-18 99/-35 127/-49 0.131 0.430 0.166
1.7 32/-35 42/-45 58/-61 77/-78 0.108 0.344 0.110
1.8 -63 -79 -98 -124 0.076 0.242 0.056
1.9 -100 -123 -148 -184 0.038 0.120 0.019
2.0 -149 -180 -215 -263 0.000 0.000 0.000
2.1 -87 -105 -128 -156 0.046 0.156 0.002
2.2 8/-46 13/-58 28/-73 37/-93 0.072 0.328 0.031
2.3 44/-18 56/-25 74/-37 94/-50 0.138 0.500 0.085
2.4 67 85 108 137 0.167 0.586 0.130
2.5 75 94 119 149 0.178 0.653 0.147
Table 5.7.1.6
Shear Summary (per foot width)
Span VDC * Truck + Lane * Tandem + Lane
Point (kips) (kips) (kips)
Table 5.7.1.7
Shear Summary – Load Combinations
Span SERVICE I STRENGTH I
Point (kips) (kips)
1.0 9.1 13.6
1.1 7.0 10.6
1.2 5.0 7.7
1.3 3.0 5.0
1.4 2.7 4.3
1.5 4.4 6.8
1.6 6.3 9.4
1.7 8.4 12.3
1.8 10.3 15.0
1.9 12.4 17.9
2.0 15.0 21.4
2.1 11.5 16.8
2.2 9.1 13.4
2.3 6.7 10.0
2.4 4.3 6.7
2.5 2.0 3.4
OCTOBER 2009 LRFD BRIDGE DESIGN 5-45
I. Live Load To prevent serviceability problems, a limit is placed on the maximum live
Deflection load deflections. The limit is:
[2.5.2.6] Span
LL I
800
44 12
Spans 1 and 3 0.66 in
800
55 12
Span 2 0.83 in
800
[3.6.1.3.2] Use the design truck alone or design lane load plus 25% of truck load.
Using the Table 5.7.1.1 live load deflection values, the following
maximum live load deflections were obtained:
Midspans 1 and 3
Truck: 0.475 in < 0.66 in
Lane + 25% Truck: 0.141 + 0.25 (0.475) = 0.260 in < 0.66 in
Midspan 2
Truck: 0.653 in < 0.83 in
Lane + 25% Truck: 0.178 + 0.25 (0.653) = 0.341 in < 0.66 in
The effective shear depth dv is the distance between the internal tension
and compression force components to resist flexure, which is unkown at
this point in the design.
Use dv 15.30 in
OCTOBER 2009 LRFD BRIDGE DESIGN 5-46
The shear loads at adjacent span points are interpolated to determine the
shear at Span Point 1.81:
1.81 1.8
VU 15.0 kips 17.9 kips 15.0 kips 15.3 kips
1.9 1.8
Vn Vc Vs
K. Design Positive Determine the required area of flexural reinforcement to satisfy the
Moment Strength I Load Combination.
Reinforcement
[5.7.2.2] Flexural Resistance
[5.7.3.2] Assume a rectangular stress distribution and solve for the required area
of reinforcing based on Mu and d. Also assume a resistance factor of
0.9.
A s 60 1
Mu 0.90 A s 60 d
1.7 4 12 12
3.309 A s2 4.5 d A s Mu 0
The “d” value used in positive moment regions does not include the
2 inch wearing course.
Trial reinforcement information for Span Points 1.4 and 2.5 are provided
in the following table. After evaluating the areas of steel required, a
layout based on a 5 inch base dimension was selected for the interior
strip.
1.4 133 17.00 1.89 #8 @ 5 1.90 167 16.86 2.47 #10 @ 6 2.54
2.5 119 17.00 1.68 #8 @ 5 1.90 149 16.86 2.17 #10 @ 6 2.54
OCTOBER 2009 LRFD BRIDGE DESIGN 5-48
A s fy 1.90 60
a '
2.79
0.85 f b 0.85 4 12
c
a 2.79
c 3.28
1 0.85
d 17.00
f 0.65 0.15 t 1 0.65 0.15 1 1.28 0.9
c 3.28
Therefore, φ 0.9
OCTOBER 2009 LRFD BRIDGE DESIGN 5-49
700 e
s smax 2 dc
s fss
x
bx n A s d x
2
12 x2 15.2 17.0 x solving, x = 5.42 in
2
Determine the lever arm between service load flexural force components.
x 5.42
j d d 17.0 15.2 in
3 3
[5.5.3] Fatigue
The stress range in the reinforcement is computed and compared against
code limits to ensure adequate fatigue resistance is provided.
[3.6.2.1] IM = 15%
The unfactored dead load moment at Span Point 1.4 is 34.3 kip-ft.
The moments on the cross section when fatigue loading is applied are:
Maximum moment = 34.3 + 26.8 = 61.1 kip-ft
Minimum moment = 34.3 – 8.8 = 25.5 kip-ft
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
[5.5.3.2] The maximum stress range permitted is based on the minimum stress in
the bar and the deformation pattern of the reinforcement.
t 21.0 in
1 1
Ig b t3 12 213 9261 in4
12 12
y t 10.5 in
f I 0.74 9261
r g
M 54.4 kip-ft
cr yt 10.5 12
a
Mr f A s fy d
2
2.79 1
Mr 0.9 1.90 60 17.0
2 12
a
Mr f A s fy d
2
JULY 2014 LRFD BRIDGE DESIGN 5-52
0.95 60 1
Mr 0.9 0.95 60 17.0 69.7 kip-ft
2 0.85 4 12 12
1.6 99 62
1.7 58 32
2.2 28 8
2.3 74 44
Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart
in Span 2, the drop point locations which meet the positive Strength I
bending moment of 69.7 kip-ft can be found.
99 69.7
1.6 0.1 1.67 or 14.5 ft from Pier 1 centerline.
99 58
69.7 28
2.2 0.1 2.29 or 16.0 ft from Pier 1 centerline.
74 28
700 γ e
s 10 in 2 dc
β s fss
where
Mdrop
fss
As j d
12 x 2
7.60 17.00 x solving, x=4.05 in
2
x 4.05
Then j d d 17.00 15.65 in
3 3
700 γe
s 10 in 2 dc
Mdrop
βs
As j d
For Span 1:
62 40.4
1.6 0.1 1.67 or 14.5 ft from Pier 1 centerline.
62 32
For Span 2:
40.4 8
2.2 0.1 2.29 or 16.0 ft from Pier 1 centerline.
44 8
Therefore, the drop point locations based on crack control match those
based on strength.
L ext1 d 17.0 in
or
or
1
L ext1 44 12 26.4 in GOVERNS
20
Adding the extension length to the theoretical distance from the pier at
which the bars can be dropped results in the following cutoff locations:
26.4
For Span 1: 14.5 12.3 ft Use 12'-0"
12
33.0
For Span 2: 16.0 13.25 ft Use 13'-0"
12
For 45 determine the length from the end of the slab, L crack , at
which a diagonal crack will intersect the bottom longitudinal
reinforcement (#8 bars @ 5"):
2.00
L crack 2.83 cot45 3.00 ft 36.00 in
12
From Figure 5.2.2.2 of this manual, the development length for #8 bars
@ 5" with 1.5" cover is:
Then the tensile resistance of the longitudinal bars at the crack location
L c end cover
Tr fy A s
d 25
36.0 ~ 3.5
60 1.90 82.3 kips
45.0
V
T u 0.5Vs Vp cot
f
13.6
0.5 0 0 cot 45
0.9
15.1 kips 82.3 kips OK
Note that LRFD C5.8.3.5 states that Vu may be taken at 0.5 dv cot or
dv away from the face of support. For simplicity, the value for Vu at the
abutment centerline of bearing was used in the equation above.
L. Design Negative Determine the required area of flexural reinforcement to satisfy the
Moment Strength I Load Combination.
Reinforcement
[5.7.2.2] Flexural Resistance
[5.7.3.2] Assume a rectangular stress distribution and solve for the required area
of reinforcing based on Mu and d.
Use the same general equation developed for the positive moment
reinforcement.
JULY 2014 LRFD BRIDGE DESIGN 5-56
Determine the lever arm between service load flexural force components.
x 7.90
j d d 32.5 29.9 in
3 3
dc 2.5
s 1 1 1.11
0.7 (h dc ) 0.7 (36 2.5)
Use 0.75 :
e
[5.5.3] Fatigue
The stress range in the reinforcement is computed and compared against
code limits to ensure adequate fatigue resistance is provided.
The unfactored dead load moment at Span Point 2.0 is –90.9 kip-ft.
The moments on the cross section when fatigue loading is applied are:
Maximum moment = -90.9 + 6.7 = -84.2 kip-ft
Minimum moment = -90.9 – 34.7 = -125.6 kip-ft
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
The stress range in the reinforcement ff is the difference between the
two stresses.
[5.5.3.2] The maximum stress range permitted is based on the minimum stress in
the bar and the deformation pattern of the reinforcement.
fr 0.74 ksi
1 1
Ig b t3 12 363 46,656 in4
12 12
y t 18.0 in
fr Ig 0.74 46,656
Mcr 159.8 kip-ft
yt 18.0 12
a
Mr f A s fy d
2
2.79 1
Mr 0.9 1.90 60 32.5
2 12
a
Mr f A s fy d
2
0.95 60 1
0.9 0.95 60 17.5 71.8 kip-ft
2 0.85 4 12 12
OCTOBER 2009 LRFD BRIDGE DESIGN 5-59
Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart
in Span 2, the drop point locations which meet the Strength I negative
bending moment of 71.8 kip-ft can be found.
71.8 61
1.7 0.1 1.73 or 11.9 ft from Pier 1 centerline.
98 61
73 71.8
2.2 0.1 2.20 or 11.0 ft from Pier 1 centerline.
73 37
x 4.12
Then j d d 17.5 16.13 in
3 3
2.50
s 1 1.19
0.7 21 2.50
For Span 1:
37.6 35
1.7 0.1 1.71 or 12.8 ft from Pier 1 centerline.
63 35
For Span 2:
46 37.6
2.2 0.1 2.23 or 12.7 ft from Pier 1 centerline
46 18
Therefore, the drop point locations based on crack control govern the bar
cutoff locations.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-61
or
or
1
L ext1 44 12 26.4 in GOVERNS
20
Adding the extension length to the theoretical distance from the pier at
which the bars can be dropped results in the following cutoff locations
from the pier:
26.4
For Span 1: 12.8 15.0 ft Use 15'-0"
12
33.0
For Span 2: 12.7 15.5 ft Use 15'-6"
12
100
15.1%
44
JULY 2014 LRFD BRIDGE DESIGN 5-62
N. Shrinkage and Adequate reinforcement needs to be provided in the slab to ensure that
Temperature cracks from shrinkage and temperature changes are small and well
Reinforcement distributed.
[5.10.8] 1.30 b h 1.3 568 21
Temperature A 0.22 in2 /ft
s 2 (b h) fy 2 (568 21) 60
(total in each direction, on each face)
0.11 A .60
s
use As= 0.22 in2/ft
O. Dead Load The total weight of the superstructure is used for dead load deflections.
Camber The gross moment of inertia is used and a computer analysis is used to
obtain instantaneous deflections. A longtime deflection multiplier of 4.0
[5.7.3.6.2] is used in conjunction with the gross moment of inertia. The slab is
cambered upward an amount equal to the immediate deflection + 1/2 of
the long-term deflection. A camber diagram for the interior strip is
shown below:
Instantaneous +
1
/2 Long-term Camber
P. Final Figure 5.7.1.3 contains a plan view and Figure 5.7.1.4 contains a cross
Reinforcement section that illustrates the reinforcement for the slab. As one would
Layout expect, the figures show that the exterior strips contain more reinforcing
steel than the interior of the slab.
JULY 2014 LRFD BRIDGE DESIGN 5-63
Figure 5.7.1.3
JULY 2014 LRFD BRIDGE DESIGN 5-64
Figure 5.7.1.4
JULY 2014 LRFD BRIDGE DESIGN 5-65
5.7.2 Prestressed This example illustrates the design of a pretensioned I-Beam for a two
I-Beam Design span bridge without skew. The 137'-0" spans are supported with MnDOT
Example “MN63” beams. MnDOT standard details and drawings for diaphragms
(B403, B814), railings (Fig. 5-397.117), and beams (Fig. 5-397.509) are
to be used with this example. This example contains the design of a
typical interior beam at the critical sections in positive flexure, shear, and
deflection. The superstructure consists of six beams spaced at 9'-0"
centers. A typical transverse superstructure section is provided in Figure
5.7.2.1. A framing plan is provided in Figure 5.7.2.2. The roadway
section is composed of two 12' traffic lanes and two 12' shoulders. A
Type F railing is provided on each side of the bridge and a 9" composite
concrete deck is used. End diaphragms (B814) are used at each end of
the bridge and interior diaphragms (B403) are used at the interior third
points and at the pier.
Figure 5.7.2.1
JULY 2014 LRFD BRIDGE DESIGN 5-66
Figure 5.7.2.2
OCTOBER 2009 LRFD BRIDGE DESIGN 5-67
A. Materials The modulus of elasticity for high strength concrete suggested by ACI
Committee 363 is used for the beam concrete. The composite deck is
assumed to have a unit weight of 0.150 kcf for dead load computations
and 0.145 kcf for elastic modulus computations. The beam concrete is
assumed to have a unit weight of 0.155 kcf for dead load computations.
The material and geometric parameters used in the example are shown
in Table 5.7.2.1:
Table 5.7.2.1
Material Properties
Material Parameter Prestressed Beam Deck
at transfer
fci 7.5 ksi ---
1265
Concrete
1000
fci
Eci at transfer ---
4464 ksi
Ec at 28 days
1265 fc 1000 33,000 0.1451.5 fc
4795 ksi 3644 ksi
B. Determine The beams are designed to act compositely with the deck on simple
Cross-Section spans. The deck consists of a 7 inch thick concrete slab with a 2 inch
Properties for a wearing course. For simplicity and in order to be conservative, the
Typical Interior beams are designed assuming the full 9 inches of thickness is placed in a
Beam single pour. A 1/2 inch of wear is assumed. A thickness of 8 1/2 inches is
used for composite section properties. The haunch or stool is assumed to
have an average thickness of 21/2 inches for dead load computations and
11/2 inches for section property computations.
[4.6.2.6.1] The effective flange width, b e , is equal to the average beam spacing:
be = 108.0 in
The modular ratio of the deck concrete to the beam concrete is:
Ecdeck 3644
n 0.76
Ecbeam 4795
OCTOBER 2009 LRFD BRIDGE DESIGN 5-68
Table 5.7.2.2
Cross-Section Properties
Parameter Non-composite Section Composite Section
C. Shear Forces Three load combinations will be considered; Strength I, Service I, and
and Bending Service III. As a result of the simple span configuration, only maximum
Moments p values need to be considered.
distancebetweenbarriers 48
Number of design lanes = 4
designlane width 12
OCTOBER 2009 LRFD BRIDGE DESIGN 5-69
Ec beam 4795
η 1.316
Ec deck 3644
Kg η I A eg 2 1.316 422,570 807 39.952 2.25 x 10 6
gM 0.461 lanes/beam
OCTOBER 2009 LRFD BRIDGE DESIGN 5-70
gM 0.683 lanes/beam
The distance from the inside face of barrier to the centerline of the fascia
beam is defined as de . For the example this distance is:
Figure 5.7.2.3
JULY 2014 LRFD BRIDGE DESIGN 5-71
Use the lever rule to determine the live load distribution factor for one
lane.
The exterior beam live load distribution factor is found by determining the
exterior beam reaction:
W1 W2 0.5 lanes
d 1.5
e 0.77 e 0.77 0.935
9.1 9.1
gM e gint 0.935 0.683 0.639 lanes/beam
S 9.0
gV 0.36 0.36 0.720 lanes/beam
25.0 25.0
The exterior beam shear distribution factor for two or more design lanes
is determined by modifying the interior distribution factor:
gD
# of lanes MPF 4 0.85 0.567 lanes/beam
# of beam lines 6
Table 5.7.2.3
Distribution Factor Summary (lanes per beam)
Loading Flexure Shear
Deflection 0.567 -
Deflection 0.567 -
Beam Selfweight 807 / 144 0.155 kip/ft3 0.869 kip/ft
Stool Weight 2.83 ft 0.208 ft 0.150 kip/ft3 0.088 kip/ft
Deck Weight 9.0 ft 0.75 ft 0.150 kip/ft3 1.013 kip/ft
Future Wearing Surface 0.020 kip/ft2 48 ft 1 / 6 0.160 kip/ft
0.375
2 1.75 1.0 0.490 0.44 kip
12
The bending moments and shears for the dead and live loads were
obtained with a line girder model of the bridge. They are summarized in
Tables 5.7.2.4 and 5.7.2.5.
Table 5.7.2.4
Shear Force Summary (kips/beam)
Critical 0.1 0.2 0.3 0.4 0.5
Brg Brg Trans Shear Span Span Span Span Span
Load Type/Combination
CL Face Point Point Point Point Point Point Point
(0.0') (0.63') (2.38') (5.03') (13.7') (27.4') (41.1') (54.8') (68.5')
Selfweight 60 59 57 55 48 36 24 12 0
Stool 6 6 6 6 5 4 2 1 0
Dead Loads
Deck 69 69 67 64 56 42 28 14 0
FWS 11 11 11 10 9 7 4 2 0
Barrier 10 10 10 9 8 6 4 2 0
Diaphragms 0 0 0 0 0 0 0 0 0
Total 156 155 151 144 126 95 62 31 0
Uniform Lane 39 39 37 36 31 25 19 14 10
Live Loads
Table 5.7.2.5
Bending Moment Summary (kip-ft/beam)
Critical 0.1 0.2 0.3 0.4 0.5
Brg Brg Trans Shear Span Span Span Span Span
Load Type/Combination
CL Face Point Point Point Point Point Point* Point
(0.0') (0.63') (2.38') (5.03') (13.7') (27.4') (41.1') (54.8') (68.5')
Selfweight 0 37 139** 288 734 1305 1713 1957 2039
Stool 0 4 14 29 74 132 173 198 206
DC1
Diaphragms 0 0 1 2 6 12 18 20 20
Total DC1 0 84 316 655 1670 2970 3900 4457 4642
Barrier 0 6 23 48 123 219 288 329 343
DC2
Truck with DLA 0 38 142 294 746 1312 1699 1927 1986
D. Design Typically the tension at the bottom of the beam at midspan dictates the
Prestressing required level of prestressing.
# of strands of strands
y str
total# of strands
12 2 4 6 6 8 2 3 5 7 9 11 13
5.33 in
54
The allowable tension after losses 0.19 fc 0.19 9 0.57 ksi
This moment and the axial compression from the prestress must reduce
the bottom flange tension from 5.53 ksi tension to a tension of 0.57 ksi
or
P M
Using the fact that fpe
A S
One can estimate the required number of strands:
OCTOBER 2009 LRFD BRIDGE DESIGN 5-76
4.96 4.96
1 23.47
1 23.47
Ag Sgb
807 14,673
53.0 stra nds
0.217 151.9 0.217 151.9
Try a strand pattern with 54 strands.
12 2 4 6 (4 8) 2 3 5 7 9 11 13 15
ystrand 5.59 in
54
Figure 5.7.2.4
OCTOBER 2009 LRFD BRIDGE DESIGN 5-77
ΔfpES
A ps fpbt Ig em2 A g em Mg A g
A ps Ig em2 A g A g Ig Eci
Ep
e e 23.21 in
m strand
Aps Ig em A g 11.72 422,570 23.2 807 10,047,605 in6
2 2
5 5
st 0.59
1 f'ci 1 7.5
202.5 11.72
fpLT 10.0 0.970.59 12.00.970.59 2.4 26.1 ksi
807
fpt 50.9
prestress loss percentage 100 100 25.1%
fpj 202.50
OCTOBER 2009 LRFD BRIDGE DESIGN 5-78
M 1957 12
Top stress due to selfweight sw0.40 1.90 ksi
Sgt 12,356
M 1957 12
Bottom stress due to selfweight sw0.40 1.60 ksi
Sgb 14,673
Top stress at drape point 1.33 1.90 0.57 ksi 0.20 ksi OK
Bottom stress at drape point 5.88 1.60 4.28 ksi 4.50 ksi OK
OCTOBER 2009 LRFD BRIDGE DESIGN 5-79
= 17.26 in
60 0.6
y strand 17.26 17.26 5.59 16.63 in
15
137 0.4 12
2
P P e 2083 25,350
Top stress due to P/S i i strand
A Sgt 807 12,356
g
0.53 ksi
P P e 2083 25,350
Bottom stress due to P/S i i strand
A Sgb 807 14,673
g
4.31 ksi
M 176 12
Top stress due to selfweight = swtr
12,356
0.17 ksi
S
gt
M
Bottom stress due to selfweight = swtr 176 12 0.14 ksi
S 14,673
gb
Top stress at transfer point 0.53 0.17 0.70 ksi 0.20 ksi OK
OCTOBER 2009 LRFD BRIDGE DESIGN 5-80
Bottom stress at transfer point 4.31 0.14 4.17 ksi 4.50 ksi OK
4.28
f'ci 7.13 ksi try f' 7.2 ksi
0.60 ci
4.32 ksi
The new bottom stress at the drape point = 4.27 < 0.60 fci
OK
Bottom stress
MDC 1 MDC 2 MLL 0.8 Pe Pe estrand
Sgb Scb Scb A g Sgb
Top stress due to live load plus ½ of prestress and permanent loads
The final concrete stress may also be reduced by back calculating the
bottom tensile stress under the Service III load condition. In this
instance:
2
0.550
Min f'c 8.38 ksi Try f'c 8.50 ksi
0.19
This change will not effect the computed losses, but the actual and
allowable stresses must be recomputed and compared.
At midspan:
Bottom stress due to all loads = -0.545 ksi < -0.554 ksi OK
(Service III)
Top stress due to all loads = 4.02 ksi < 5.10 ksi OK
Top stress due to permanent loads = 3.51 ksi < 3.83 ksi OK
ystrand 5.59 in
fpy
[5.7.3.1.1]
k 2 1.04 2 1.04 243 0.280
fpu 270
dp beamheight stool deck ystrand
JULY 2014 LRFD BRIDGE DESIGN 5-83
[5.7.3.1.1-4]
c
A ps fpu
fpu
0.85 fc 1 b k A ps d
p
11 .72 270
9.73 in
270
0.85 4.0 0.85 108 0.28 11.72
67.41
c 9.73
fps fpu 1 k 270 1 0.28 259.1 ksi
d 67.41
p
Compression block depth is less than 8.5”, the thickness of the slab,
so T-section behavior is not considered.
a 8.27
dp 67.41 63.28 in
2 2
M A f 63.28 11.72 259.1 63.28 192,159 kip-in
n ps ps
16,013 kip-ft
f M 1.0 16,013 16,013 kip-ft Mu 11,971 kip-ft OK
n
d 67.41
f 0.583 0.25 t 1 0.583 0.25 1 2.07 1
c 9.73
Therefore f 1.0 , which matches the assumption
Pe P e strand
fpeb e
Ag Sgb
1765 1765 23.21
4.98 ksi
807 14,673
Scgb
Mcr fr fpeb Scgb MDC 1
Sgb
1
OCTOBER 2009 LRFD BRIDGE DESIGN 5-84
21,664
1.08 4.98 21,664 4642 12 1 104,743 kip-in
14,673
8729 kip-ft
1.2 M 1.2 8729 10,475 16,013 kip-ft provided OK
cr
y str @ d y end
v
5.63
L soleplate
y end y drape
0.40 span
2
5.63
17.26 17.26 5.59 16.1 in
15
0.40 137
2 12
Vu 376 kips
54 9 / 12
φ arctan 3.87 degrees
55.43
2
d K fps fpe db
3
2
1.6 259.1 150.6 0.6 152.4 in
3
tr 60 db 60 0.6 36.0 in
At the critical section xcritve 60.3 15 / 2 67.8 in from the beam end,
the strand development fraction is:
fpe dcritv tr f
Fdev 1 pe
fpu d tr fpu
Mu
d 0.5Nu Vu Vp A ps fpo
εs v
Es A s Ep A ps
OCTOBER 2009 LRFD BRIDGE DESIGN 5-87
1713 12
52.8 376 30.9 5.90 0.70 270
0.002
28 ,500 5.90
Mu
0.5Nu Vu Vp A ps fpo
d
s v
E c
A c
E s
A s
Ep
A ps
1713 12
52.8 376 30.9 5.90 0.70 270
0.00016
28,500 5.90 4688 486
4.8 4.8
5.45
1 750 s 1 750 0.00016
Try double leg stirrups at a 10 inch spacing at the end of the beam.
0.4 12
Av 0.48 in2 / ft Vs 234.0 kips
10
[5.8.2.5] Check that the minimum transverse reinforcement requirement is
satisfied:
A b
v min
0.0316 f' v
s c fy
or s 12 in GOVERNS
max
s 12 in 10 in OK
max
Therefore use double leg #13 stirrups at 10 inch spacing. Other sections
are investigated similarly.
The Strength I vertical shear at the critical shear section due to all loads
is:
Vu 376
Vh 85.5
Vnreq 95.0 kip/ft
φv 0.90
[5.8.4.3] A note on Bridge Details II Fig. 5-397.509 requires the top flanges of the
beam to be roughened. Then:
and
V cA
n cv
A vf
f P
y c
Pc 0.0 kip
0.05 bv 0.05 34 2
A vf min 0.028 in2 /in 0.34 in /ft
fy 60
Vui 376.0
vui 0.209 ksi 0.210 ksi
bvdv 34 52.8
Case 1: From the inside edge of bearing at the end supports out to a
distance dv, the following must be satisfied:
V
Aps fps u 0.5 Vs Vp cot θ
φv
A crack starting at the inside edge of the bearing sole plate will cross the
center of gravity of the straight strands at:
x crack 23.1
Tr fpe Aps 150.6 40 0.217 838.8 kips
tr 36
376
0.5 234.0 30.9 cot 28.44
0.90
498.3 kips 838.8 kips OK
Following steps shown earlier, fps at dv from the inside edge of bearing is:
M V 1713 12
T u
u 0.5 Vs Vp cot 498.3
d f 1.0 52.8
v v
Pb 83.2
As 4.16 in2
fs 20
This steel should be located at the end of the beam within a distance of:
h 63
15.75 in
4 4
As 4.16
6.7
2 Ab 2 0.31
The first set of stirrups is located 2 inches from the end of the beam.
Provide seven sets of #5 stirrups spaced at 2 1/2 inch centers.
Although the splitting reinforcement does not fit within h/4, #5 bars are
the largest allowed and 2.5 inches is the tightest spacing allowed. This is
OK per MnDOT practice.
JULY 2014 LRFD BRIDGE DESIGN 5-92
The values to be placed in the camber diagram on the beam plan sheet
are arrived at by combining the values above.
“Erection Camber” = 11.05 5.19 0.04 5.82 in say 5 7/8 in
0.64 4
5 w L4 5 12 137 12
Δlane 1.05 in
384 E I 384 4688 1,034,168
Deflection due to a truck with dynamic load allowance is found using
hand computations or computer tools to be:
Δtruck 1.74 in
Two deflections are computed and compared to the limiting values; that
of the truck alone and that of the lane load plus 25% of the truck. Both
deflections need to be adjusted with the distribution factor for deflection.
807 1
L A 138.25 0.155 60.0 tons
144 2
Figure 5.7.2.5 shows the detailed beam sheet for the bridge.
JULY 2014 LRFD BRIDGE DESIGN 5-95
Figure 7.2.5
OCTOBER 2009 LRFD BRIDGE DESIGN 5-96
After computing the dead and live loads, a preliminary tendon profile is
developed. Prestress losses for the preliminary layout are computed for
anchor set, friction, elastic shortening, creep, shrinkage, and relaxation.
Subsequently, the load combinations are assembled (with the secondary
post-tensioning force effects included). Flexural and shear strength
checks are performed, after which deflection and camber calculations are
assembled. Lastly, the design of the anchorage zone is performed.
The following material and design parameters are used in this example:
A. Material and
Design Parameters Table 5.7.3.1
Design Parameters
Material Parameter Value
Compressive Strength at Transfer, fci 4.5 ksi
[5.4.2.4]
Concrete
0.217 in 2
Prestressing
[5.4.4.2]
Tensile Strength, fpu 270.0 ksi
Figure 5.7.3.1
Bridge Layout
OCTOBER 2009 LRFD BRIDGE DESIGN 5-99
Figure 5.7.3.2
Transverse and Longitudinal Sections
OCTOBER 2009 LRFD BRIDGE DESIGN 5-100
B. Haunch Length MnDOT’s standard design practice is to use linear haunches, with a
and Minimum haunch length of 15% of the length of the longest span in the continuous
Recommended Slab system.
Depth
Haunch Length:
4 4
midspanslab depth 1.80 2.39 ft Use 2.50 ft
3 3
C. Live Load Strip The equations in the LRFD Specifications are arranged to determine the
Widths and width of slab that resists a particular live load. To simplify the design
Distribution Factors process (which is based on a 1 foot wide design strip) the resultant
[4.6.2.3] widths are rearranged to determine the fraction of lane load carried by a
[3.6.1.1.1] 1 foot wide strip of slab.
E 10.0 5.0 L1 W1
Where:
L 1 is the modified span length (the smaller of the actual span length
and 60 feet)
W1 is the modified bridge width (the smaller of the actual width and
30 feet)
1 1 12
0.056 lanes/ft
Es 213.1 1
OCTOBER 2009 LRFD BRIDGE DESIGN 5-101
70 ft Span:
1 1 12
0.054 lanes/ft
Es 222.1 1
12.0 W
E 84.0 1.44 L1 W1
NL
Where:
Substituting values into the equations for the side and main spans
produces:
55 ft Spans:
12.0 47.33
Em 84.0 1.44 55 47.33 157.5 189.3 in/lane
3
1 1 12
0.076 lanes/ft
Em 157.5 1
70 ft Span:
12.0 47.33
Em 84.0 1.44 60 47.33 160.7 189.3 in/lane
3
1 1 12
0.075 lanes/ft
Em 160.7 1
MPF 0.85
Ev # of lanes 3 0.054 lanes/ft
deck width 47.33
OCTOBER 2009 LRFD BRIDGE DESIGN 5-102
E Ev 0.054 lanes/ft
D. Edge Beam The exterior strip is assumed to carry one wheel line and a tributary
Width and portion of lane live load.
Distribution Factor
[4.6.2.1.4] Check if the equivalent strip is less than the maximum width of
72 inches.
Compute the distribution factor associated with one truck wheel line:
1 wheelline MPF
LLDFEXTT
2 wheel lines/lane E / 12
1 1.2
0.100 lanes/ft
2 72 / 12
de ck width loade d
MPF
10 ft. loadwidth
LLDFEXTL
e x te riorstrip width
72 / 12 20 / 12
1.2
10
LLDFEXTL lanes/ft
72 / 12
For simplicity, the larger value (0.100 lanes/ft) is used for both load
types when assembling design forces for the exterior strip.
Table 5.7.3.2 summarizes the distribution factors for the different force
components.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-103
Table 5.7.3.2
Distribution Factor Summary
Span Distribution Factor
Force Component Width Type of Loading
(ft) (lanes/ft)
55 0.056
One Lane
70 0.054
Interior Strip
Flexure 55 0.076
Multiple Lanes
70 0.075
Exterior Strip One Lane 55 & 70 0.100
Shear Slab Width Multiple Lanes 55 & 70 0.054
Deflections Slab Width Multiple Lanes 55 & 70 0.054
E. Load The load combinations considered for the design example are identified
Combinations, Load below:
Factors, and Load
Modifiers STRENGTH I – Used to ensure adequate strength under normal vehicular
[3.4.1] use.
SERVICE III – Used for tension checks in prestressed concrete for crack
control purposes.
F. Live Loads The HL-93 live load components used for this example are:
[3.6.1] Design Truck
Design Lane
Design Tandem
Truck Train
2 wbarrier
wDC width wc h
deck width
2 0.439
1.0 0.150 h 0.150 h 0.019 kip/ft
47.33
For design simplicity the dead load associated with the future wearing
surface (0.020 ksf) is combined with the other DC loads.
0.439
wDC 0.150 h 0.150 h 0.073 kip/ft
6.0
6.0 1.67
wDW 0.120 0.014 kip/ft
6.0
OCTOBER 2009 LRFD BRIDGE DESIGN 5-105
H. Structural The dead and live loads were applied to a continuous beam model with
Analysis Model and gross section properties. Nonprismatic properties were used to account
Resultant Loads for the presence of the linear haunches near the piers. The results of the
analysis are presented in Tables 5.7.3.3 and 5.7.3.4.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-106
Table 5.7.3.3
Moment Load Components (kip-ft)
Dead Load (per ft) Live Load (per lane)*
Span
Interior Strip Exterior Strip Lane Truck Tandem Truck Train
Point
MDC MDC Max. Min. Max. Min. Max. Min. Min.
1.0 0 0 0 0 0 0 0 0 -
1.1 31 35 78 -20 263 -47 227 -36 -
1.2 51 59 136 -39 433 -94 384 -71 -
1.3 62 71 175 -59 519 -140 475 -107 -
1.4 62 71 195 -78 552 -187 507 -142 -
1.5 52 59 196 -98 534 -234 492 -178 -
1.6 31 36 177 -118 476 -281 437 -213 -
1.7 1 1 138 -137 359 -327 345 -249 -286
1.8 -40 -46 83 -159 204 -374 228 -284 -380
1.9 -92 -105 52 -225 116 -421 97 -320 -516
2.0 -155 -177 46 -335 129 -468 102 -355 -698
2.1 -78 -89 42 -190 77 -335 118 -265 -483
2.2 -20 -23 71 -109 246 -284 268 -224 -303
2.3 22 25 133 -93 416 -232 392 -183 -
2.4 47 53 181 -93 520 -180 472 -143 -
2.5 55 63 196 -93 545 -129 496 -102 -
Table 5.7.3.4
Shear Load Components (kips)
Live Load (per lane)*
Span Dead Load
Lane Truck Tandem
Point (per ft)
Max. Min. Max. Min. Max. Min.
1.0 6.5 15.9 -3.6 56.7 -8.5 47.7 -6.5
1.1 4.7 12.6 -3.8 47.8 -8.5 41.2 -6.5
1.2 2.8 9.8 -4.5 39.4 -8.5 34.9 -10.5
1.3 0.9 7.4 -5.6 31.4 -14.1 28.8 -16.8
1.4 -0.9 5.4 -7.1 24.1 -22.0 23.0 -22.8
1.5 -2.8 3.8 -9.1 17.4 -29.6 17.7 -28.5
1.6 -4.6 2.6 -11.4 11.6 -37.6 12.8 -33.7
1.7 -6.5 1.8 -14.1 6.5 -45.2 8.5 -38.5
1.8 -8.3 1.2 -17.0 2.3 -52.1 4.9 -42.6
1.9 -10.4 0.9 -20.3 2.3 -58.2 1.9 -46.0
2.0 12.4 25.1 -2.7 64 -63.6 49 -49
2.1 9.6 20.7 -2.8 57.4 -7.4 45.2 -5.8
2.2 7.1 16.8 -3.3 49.9 -7.4 40.7 -6.6
2.3 4.7 13.2 -4.3 41.7 -10.2 35.3 -11.6
2.4 2.4 10.2 -5.7 33.3 -17.1 29.4 -17.2
2.5 0.0 7.7 -7.7 24.9 -24.9 23.3 -23.3
The tendon low points for the side spans will be placed at Span Points 1.4
and 3.6 (22 ft away from the abutment end of the span). The tendon low
point for the center span will be placed at midspan (Span Point 2.5). The
tendon high points will be located over the piers at Span Points 2.0 and
3.0. The tendon will be at the centroid of the gross cross section at each
end of the structure (Span Points 1.0 and 4.0). See Figure 5.7.3.3 for a
sketch of the proposed tendon profile and tendon centroid locations at
high and low points of the tendon profile.
Figure 5.7.3.3
Tendon Profile and Centroid Locations
OCTOBER 2009 LRFD BRIDGE DESIGN 5-109
Tendon Equations
The tendon profile can be defined with a series of parabolas where for
each parabola:
y a x2 b x c
With the section depth varying along the slab, use the top of the slab as
the datum for defining the parabolic curves. The tendon profile is
described with three parabolas; one describing the positive moment
region of the side spans, a second describing the negative moment
regions over the piers, and lastly a third parabola describing the positive
moment region of the center span. Using the constraints:
The equation for the parabola for the positive moment regions of the side
spans is found to be:
Knowing that the y-coordinate and the slope for the tendon profile needs
to be consistent at the location where parabolas meet, the second and
third parabolas can be found.
Set the origin for the second parabola to be at Span Point 2.0. The
following constraints can be used to determine the constants for the
parabola:
The location where the 1st and 2nd parabolas meet was found by changing
the length of the 2nd parabola until the y value and slope matched that of
the 1st parabola. The parabolas satisfy the criteria if they meet at a point
7.00 feet away from the pier (Span Point 1.873). The equation for the
2nd parabola is:
With the 2nd parabola defined, the same procedure can be used to
determine the constants for the 3rd parabola. With x = 0 at Span Point
2.5, the constants are:
After iterating the length of the 3rd parabola, the location where the y
values and slopes match for the 2nd and 3rd parabolas is at a location
7.00 feet away from the pier (Span Point 2.1). The equation for the 2nd
parabola is:
Tendon Geometry
The tendon profile information for different points along the bridge are
presented in Table 5.7.3.5. The equations presented above are in mixed
units with the y values in inches and the x values in feet. To arrive at the
tendon slopes in radians, the equation constants were divided by 12.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-111
Table 5.7.3.5
Tendon Geometry
Cumulative Length of
Depth of Section (in)
Cumulative Angle
Change (radians)
Tendon (ft)
Span Point
J. Initial Prestress Calculate the prestress losses due to friction, anchor set, and elastic
Losses shortening.
fpF fpj 1 e K x
where:
The friction coefficients assume that the strands are installed in rigid
galvanized ducts.
The ratio of the force in the tendon to the force at any location after
friction losses (Friction Factor) is summarized in Table 5.7.3.6.
Figure 5.7.3.4
Assume the anchor set is 0.375 inches and use the friction losses at the
dead end of the tendon to compute “d”. Assume the tendons are
stressed to 80% of GUTS (Guaranteed Ultimate Tensile Strength):
The jacking stress at the dead end after friction losses is:
“d” represents the friction loss between the two end points:
With “L” and “d” determined, the slope of the friction loss line is known.
The increase in stress in the tendon as one moves away from the jacking
end is assumed to have the same slope. With that assumption, the
relationship between stress loss at the anchor and the location where the
anchor loss dissipates can be found:
L
X f
2 d
The change in stress due to anchor set is found with Hooke’s law:
f L
E E
2 12 X
OCTOBER 2009 LRFD BRIDGE DESIGN 5-114
L L
X E
12 X d
and
X 67.9 ft
Which, when put into the Hooke’s law, determines the change in stress
due to anchor set:
E L E L 28,500 0.375
f 2 26.2 ksi
12 X 6 X 6 67.9
The stress in the tendon between the anchor and point “X” can be found
with interpolation.
The concrete stress at the height of the tendon when the slab is
subjected to only dead load and prestress forces is computed for Span
Point 2.5 in Section N and found to be:
PT PT e2 MDL e
fcgp
A I I
28,500
fpES 0.25 1.1 2.0 ksi
3865
OCTOBER 2009 LRFD BRIDGE DESIGN 5-115
Table 5.7.3.6 summarizes the stresses in the tendon at tenth point span
point locations. Losses associated with friction, anchor set, elastic
shortening, shrinkage, creep, and relaxation (see Part N of this example
for calculation of Shrinkage, Creep, and Relaxation losses) are presented.
Initial and final tendon stresses are also presented.
Table 5.7.3.6
Tendon Stresses (ksi)
Reversed Net
Final Tendon
Anchor Set
Shortening
Creep Loss
Span Point
Relaxation
Net Stress
Shrinkage
Average
Friction
Tendon
Tendon
Jacking
Elastic
Stress
Stress
Stress
Stress
Stress
Factor
Initial
Loss
Loss
Loss
Loss
1.0 1.000 216.0 26.2 189.8 181.2 185.5 2.0 183.5 4.5 13.0 4.7 161.3
1.1 0.996 215.1 24.1 191.0 182.0 186.5 2.0 184.5 4.5 13.0 4.7 162.3
1.2 0.992 214.2 22.0 192.2 182.7 187.5 2.0 185.5 4.5 13.0 4.7 163.3
1.3 0.987 213.3 19.8 193.4 183.5 188.5 2.0 186.5 4.5 13.0 4.7 164.3
1.4 0.983 212.4 17.7 194.7 184.3 189.5 2.0 187.5 4.5 13.0 4.7 165.3
1.5 0.979 211.5 15.6 195.9 185.1 190.5 2.0 188.5 4.5 13.0 4.7 166.3
1.6 0.975 210.6 13.5 197.1 185.9 191.5 2.0 189.5 4.5 13.0 4.7 167.3
1.7 0.971 209.7 11.3 198.3 186.7 192.5 2.0 190.5 4.5 13.0 4.7 168.3
1.8 0.967 208.8 9.2 199.6 187.5 193.5 2.0 191.5 4.5 13.0 4.7 169.3
1.9 0.960 207.4 7.1 200.3 188.7 194.5 2.0 192.5 4.5 13.0 4.7 170.3
2.0 0.948 204.8 5.0 199.8 191.1 195.5 2.0 193.5 4.5 13.0 4.7 171.3
2.1 0.934 201.7 2.3 199.4 194.0 196.7 2.0 194.7 4.5 13.0 4.7 172.5
2.2 0.929 200.7 0.0 200.7 195.0 197.9 2.0 195.9 4.5 13.0 4.7 173.7
2.3 0.925 199.8 0.0 199.8 195.9 197.8 2.0 195.8 4.5 13.0 4.7 173.6
2.4 0.920 198.8 0.0 198.8 196.9 197.8 2.0 195.8 4.5 13.0 4.7 173.6
2.5 0.916 197.8 0.0 197.8 197.8 197.8 2.0 195.8 4.5 13.0 4.7 173.6
2.6 0.911 196.9 0.0 196.9 198.8 197.8 2.0 195.8 4.5 13.0 4.7 173.6
2.7 0.907 195.9 0.0 195.9 199.8 197.8 2.0 195.8 4.5 13.0 4.7 173.6
2.8 0.903 195.0 0.0 195.0 200.7 197.9 2.0 195.9 4.5 13.0 4.7 173.7
2.9 0.898 194.0 0.0 194.0 199.4 196.7 2.0 194.7 4.5 13.0 4.7 172.5
3.0 0.885 191.1 0.0 191.1 199.8 195.5 2.0 193.5 4.5 13.0 4.7 171.3
3.1 0.874 188.7 0.0 188.7 200.3 194.5 2.0 192.5 4.5 13.0 4.7 170.3
3.2 0.868 187.4 0.0 187.4 199.6 193.5 2.0 191.5 4.5 13.0 4.7 169.3
3.3 0.864 186.7 0.0 186.7 198.3 192.5 2.0 190.5 4.5 13.0 4.7 168.3
3.4 0.860 185.9 0.0 185.9 197.1 191.5 2.0 189.5 4.5 13.0 4.7 167.3
3.5 0.857 185.1 0.0 185.1 195.9 190.5 2.0 188.5 4.5 13.0 4.7 166.3
3.6 0.853 184.3 0.0 184.3 194.7 189.5 2.0 187.5 4.5 13.0 4.7 165.3
3.7 0.850 183.5 0.0 183.5 193.4 188.5 2.0 186.5 4.5 13.0 4.7 164.3
3.8 0.846 182.7 0.0 182.7 192.2 187.5 2.0 185.5 4.5 13.0 4.7 163.3
3.9 0.842 182.0 0.0 182.0 191.0 186.5 2.0 184.5 4.5 13.0 4.7 162.3
4.0 0.839 181.2 0.0 181.2 189.8 185.5 2.0 183.5 4.5 13.0 4.7 161.3
OCTOBER 2009 LRFD BRIDGE DESIGN 5-116
A review of the values in Table 5.7.3.6 indicates that none of the stress
limits are exceeded.
L. Summary of From this point forward, the design of an interior strip at points of
Analysis Results maximum positive and negative moment subject to dead and live loads
will be presented. The design procedure for the edge strip is similar. A
summary of bending moments obtained at different locations along the
superstructure for a 1 foot wide design strip is presented in
Table 5.7.3.7. The analysis results are symmetric about midspan of the
center span.
The tensioning of the tendon redistributes the dead load reactions of the
superstructure. For the design example the redistribution was an
increase in the abutment reaction of 0.87 kips and a corresponding
reduction in the pier reactions of 0.87 kips. This implies that the positive
moment regions of the tendon profile introduced slightly more curvature
into the superstructure than the negative moment regions. The
secondary moments associated with the redistribution amount to a
linearly increasing positive moment in the side spans (0.0 kip-ft at the
abutments and 47.9 kip-ft at the piers). The secondary moment in the
center span is a constant positive value of 47.9 kip-ft.
OCTOBER 2009 LRFD BRIDGE DESIGN 5-117
Table 5.7.3.7
Interior Strip Moment Summary (per foot)
* Truck
PT Secondary * 0.9 (Truck Tr
Span MDC + Lane * Tandem + Lane
Moments + Lane)
Point (kip-ft) (kip-ft)
(kip-ft) (kip-ft) (kip-ft)
Max. Min. Max. Min.
1.0 0 0.0 0 0 0 0 -
1.1 31 4.8 32.5 -6.3 28.9 -5.2 -
1.2 51 9.6 54.1 -12.5 49.2 -10.1 -
1.3 62 14.4 65.8 -18.6 61.3 -15.3 -
1.4 62 19.1 70.6 -24.8 66.1 -20.3 -
1.5 52 23.9 68.9 -31.1 64.6 -25.4 -
1.6 31 28.7 61.6 -37.4 57.6 -30.5 -
1.7 1 33.5 46.8 -43.5 45.4 -35.6 -35.4
1.8 -40 38.3 26.9 -49.9 29.4 -40.8 -45.4
1.9 -92 43.1 15.7 -59.7 13.8 -49.5 -62.3
2.0 -155 47.9 16.5 -72.8 13.8 -61.3 -86.4
2.1 -78 47.9 11.0 -48.3 15.1 -41.2 -56.9
2.2 -20 47.9 30.3 -37.0 32.5 -30.9 -35.0
2.3 22 47.9 52.2 -30.5 49.7 -25.6 -
2.4 47 47.9 66.3 -25.3 61.5 -21.5 -
2.5 55 47.9 70.0 -20.1 65.0 -17.4 -
M. Check Stress The service limit state stresses at each of the critical locations are
Limits on Concrete evaluated using the general equation (compression +, tension -):
P MP MS
f
A S S
where MP is the total prestress moment and MS is the service moment.
The stress limits are:
[5.9.4] At Transfer
Tension ft 0 ksi
Compression 2.7 ksi
fc 0.60 fci
At Final
Tension ft 0 ksi
Compression
DC PT LL IM fc 0.60 fc 3.0 ksi
DC PT fc 0.45 fc 2.25 ksi
/2 DC PT LL IM
1
fc 0.40 fc 2.0 ksi
Check the stress in the concrete. Because the dead and live load
moment and the prestress eccentricity are all equal to zero, the top and
bottom fiber concrete stress is the same:
P 197.8
At transfer: fb ft i 0.75 ksi 2.7 ksi OK
A 264
Pf 172.2
At final: fb ft 0.65 ksi 2.0 ksi OK
A 264
OCTOBER 2009 LRFD BRIDGE DESIGN 5-119
N. Time- Use Location 2.5 to calculate losses due to shrinkage, creep and
Dependent Losses relaxation because the highest effective prestressing force occurs at this
(Refined Method) location. This will result in conservative values for creep and relaxation
[5.9.5.4] losses.
Shrinkage
[5.9.5.4.2]
fpSR 13.5 0.125 H
Creep
[5.9.5.4.3] The moment associated with the wear course and barriers for a 1 foot
wide section of slab is 4 kip-ft.
Relaxation
[5.9.5.4.4] For low-relaxation strands:
0.30 fpR2 0.30 20.0 0.3 fpF 0.4 fpES 0.2 fpSR fpCR
If the friction losses are such that the tendon stresses after jacking are
above 0.70 fpu , then fpF is assumed equal to zero.
Total Losses
Total time-dependent losses 4.5 13.0 4.7 22.2 ksi
(10.3% of 0.80 fpu )
O. Investigate The flexural strength of the slab needs to be sufficient to carry factored
Strength Limit loads associated with the strength limit state and also satisfy the
State – Flexure maximum and minimum reinforcement checks.
[5.7.3.3.2]
Check Location 1.4 (Interior Strip)
Compute the Strength I design moment for a 1 foot wide strip of slab:
Determine the theoretical cracking moment for the cross section ( Mcr ).
Solve for the moment that produces fr at the bottom of the section:
P P e Msec ondary
fPTS
A S S
202.1 202.1 6.63 19.1 12
1.913 ksi
264 968 968
[5.7.3.2] Compute the capacity neglecting any benefit from mild steel. Use the
[5.7.3.1.1] equations for bonded tendons:
A ps fpu
c
0.85 f b k A fpu
c 1 ps
dp
OCTOBER 2009 LRFD BRIDGE DESIGN 5-124
10 .78 270
6.41 in
270
0.85 5.0 0.80 12 0.28 1.078
17.625
c 6.41
fps fpu 1 k 270 1 0.28 242.5 ksi
d 17.625
p
a 5.13
f Mn f Aps fps dp 1.0 1.078 242.5 17.625
2 2
3937kip-in 328 kip-ft
which is greater than 1.2 Mcr (238 kip-ft) and Mu (220 kip-ft)
Solve for the moment that produces fr at the bottom of the section:
[5.7.3.2] Compute the capacity neglecting any benefit from mild steel.
A ps fpu
c
0.85 f b k A fpu
c 1 ps
dp
1 .078 270
6.59 in
270
0.85 5.0 0.80 12 0.28 1.078
24.13
OCTOBER 2009 LRFD BRIDGE DESIGN 5-125
c 6.59
fps fpu 1 k 270 1 0.28 249.4 ksi
d 24.13
p
a 5.27
f Mn f Aps fps dp 1.0 1.078 249.4 24.13
2 2
5779 kip-in 482 kip-ft
which is greater than 1.2 Mcr (449 kip-ft) and Mu (393 kip-ft).
Solve for the moment that produces fr at the bottom of the section:
[5.7.3.2] Compute the capacity neglecting any benefit from mild steel.
A ps fpu
c
0.85 f b k A fpu
c 1 ps
dp
1 .078 270
6.41 in
270
0.85 5.0 0.80 12 0.28 1.078
17.625
c 6.41
fps fpu 1 k 270 1 0.28 242.5 ksi
d 17.625
p
a 5.13
f Mn f A ps fps dp 1.0 1.078 242.5 17.625
2 2
3937 kip-in 328 kip-ft
which is greater than Mu (239 kip-ft) and 1.2 Mcr (212 kip-ft).
c 6.41
0.36 OK
d 17.625
c 6.59
0.27 OK
d 24.13
c 6.41
0.36 OK
d 17.625
OCTOBER 2009 LRFD BRIDGE DESIGN 5-127
P. Shear The shear force components for a typical 1 foot wide strip of slab are
[5.13.3.6] summarized in Table 5.7.3.8.
Table 5.7.3.8
Shear Summary (per foot)
* Truck + Lane * Tandem + Lane
Span VDC PT Secondary Shear (kips) (kips)
Point (kips) (kips)
Max Min Max Min
Mu
d 0.5 Nu 0.5 Vu Vp cot A ps fpo
x v
Es A s Ep A ps
220 12
0.5 0 0.5 26 cot 30 1.078 0.7 270
x 15.84
29,000 0 28,500 1.078
0.000244
100 170.3
38%
55 60
S. Shrinkage and Using an average thickness of 26 inches, the required temperature steel
Temperature is:
Reinforcement Ag 12 26
A s 0.11 0.11 0.57 in2 /ft each direction, both faces
[5.10.8.2] fy 60
Spans 1 and 3:
1
0.46 0.92 0.92 in Round down and use 7/8 in
2
Span 2:
1
0.23 0.41 0.43 in Round down and use 3/8 in
2
Total Camber
Span
Allowable LL I
800
55 12
0.83 in (Span 1 and 3)
800
70 12
1.05 in (Span 2)
800
[3.6.1.3.2] Two live load cases are evaluated as part of the live load deflection
check. One is the design truck alone. The other is lane load combined
with 25% of the truck load deflection.
Spans 1 and 3:
Truck deflection: 6.24 in/lane
Lane deflection: 2.59 in/lane
Truck check:
1 IM truck (distribution factor)
1.33 6.24 0.054 0.45 0.83 in OK
Lane/truck check:
0.25 1 IM truck lane (distribution factor)
0.25 1.33 6.24 2.59 0.054 0.25 0.83 in OK
Span 2:
Truck deflection: 8.83 in/lane
Lane deflection: 3.60 in/lane
Truck check:
1 IM truck (distribution factor)
1.33 8.83 0.054 0.63 1.05 in OK
Lane/truck check:
0.25 1 IM truck lane (distribution factor)
0.25 1.33 8.83 3.60 0.054 0.35 1.05 in OK
U. Anchorage Zone Anchorages are designed at the strength limit state for the factored
[5.10.9] jacking force.
Due to the simplicity of the geometry of the anchorage and the lack of
substantial deviation in the force flow path, the approximate procedure
described in LRFD Article 5.10.9.6 is used.
For a 12- 0.6" diameter strand tendon, use a square anchorage plate
with a side dimension of 12.875 inches (a and b). Assume a duct outer
diameter of 6.25 inches.
Figure 5.7.3.5
Anchorage Dimensions
Determine the value for K based on the spacing of the tendons and the
size of the anchorage plate.
s 29 2 a 25.75 Use K = 1
beff 12.875 in
t 22 in
D2 6.252
Ab a b eff 12.8752 135.1 in2
4 4
0.6 674.4 1.0
fca 2.03 ksi
1 1
135.1 1 14.81
12.875 22
[5.10.9.3.1] The factored concrete compressive strength for the general zone shall not
.
exceed 0.7 f fci
f 0.80 for compression in anchorage zones
0.7 0.8 4.5 2.52 ksi
fca 0.7 f fci
D2
A e a 2 tan30 a2
4
6.252
12.875 2 0.577 12.8752 739 in2
4
Pu 674.4
fe 0.90 ksi fca 2.03 ksi OK
Ae 739
a
Tburst 0.25 Pu 1 0.5 Pu sin
h
12.875
0.25 674.4 1 0.5 674.4 0.052 87.5 kips
22
dburst 0.5 h 2 e 5 e sin (for this example, e = 0)
0.5 22 11 in
87.5
A s req’d = 1.46 in2 (spaced within 2.5 dburst 27.5 in )
60
Use 4 - #5 closed stirrups spaced at 6 inches (refer to Figure 5.7.3.6).
Figure 5.7.3.6
Bursting Force Reinforcing
JULY 2014 LRFD BRIDGE DESIGN 5-134
13.5
A s req’d 0.22 in2
60
V. Summary of A summary of the primary reinforcement for the slab is provided in Figure
Final Design 5.7.3.7. A typical transverse half section is illustrated for the midspan
section and for the section over the piers.
JULY 2014 LRFD BRIDGE DESIGN 5-135
Figure 5.7.3.7
OCTOBER 2009 LRFD BRIDGE DESIGN 5-136
APPENDIX 5-A
MnDOT BRIDGE OFFICE REBAR LAP SPLICE GUIDE
> Based on LRFD 5.11.2 and 5.11.5
> Use of epoxy coated bars is assumed
> Excess reinforcement factor λer is taken equal to 1.0
DECKS:
Top Transverse Deck Bars
See LRFD Bridge Design Manual Table 9.2.1.1 or Table 9.2.1.2 for bar size and spacing.
A Class A splice is provided where all top transverse bar splices occur between beams,
with 50% of the bars spliced at a given location. A Class B splice is provided where
100% of the bars are spliced at a given location between beams or where 50% of the
bars are spliced at a given location over beams. Avoid splicing 100% of bars over
beams.
#4 1'-6" 1'-11"
#6 2'-2" 2'-10"
3"
#4 1'-6" 1'-11"
#6 2'-9" 3'-7"
#4 1'-6"
≥ 3 1/2" #5 1'-10"
#6 2'-2"
AUGUST 2016 LRFD BRIDGE DESIGN 5-138
DECKS: (cont’d)
Bottom Transverse Deck Bars
See LRFD Bridge Design Manual Table 9.2.1.1 or Table 9.2.1.2 for bar size and
spacing. A Class A splice is provided where all bottom transverse bars are spliced over
beams, with 50% of the bars spliced at a given location. A Class B splice is provided
where 100% of the bars are spliced at a given location over beams or where 50% of
the bars are spliced at a given location between beams. Avoid splicing 100% of bars
between beams.
#4 1'-10" 2'-5"
#6 3'-9" 4'-10"
#4 1'-11"
#6 3'-7"
AUGUST 2016 LRFD BRIDGE DESIGN 5-139
ABUTMENTS:
Abutment and Wingwall Vertical Bars
Back face vertical bars are all spliced at the same location, so a Class B splice is used.
See LRFD 5.11.3.1. Front face bars are conservatively assumed to act as tension
reinforcement, so compressive development lengths are not used in splice length
computations. Although all front face bars are spliced at the same location, excess
reinforcement is provided, so a Class A splice is used.
#4 -- -- -- 1'-6"
ABUTMENTS: (cont’d)
Abutment and Wingwall Horizontal Bars
All horizontal bars are assumed to have more than 12” of concrete cast below. For
abutments, horizontal bars are assumed to provide excess reinforcement, so a Class A
splice is used. For long wingwalls on separate footings, horizontal bars become primary
reinforcement, so a Class B splice is used.
PIERS:
Pier Cap Top Longitudinal Bars
All horizontal bars are assumed to have more than 12” of concrete cast below. For splices
between columns where no more than 50% of the bars are spliced at the same location, a
Class A splice is used. For all other cases, use a Class B splice.
PIERS: (cont’d)
Pier Cap Bottom Longitudinal Bars
For splices over columns where no more than 50% of the bars are spliced at the same
location, a Class A splice is used. For all other cases, use a Class B splice.
PIERS: (cont’d)
Other Pier Cap Longitudinal Bars Located on Side Faces of Pier Cap
Longitudinal bars located on the side faces of pier caps (typically skin or shrinkage and
temperature reinforcement) are assumed to have more than 12" of concrete cast below.
For these bars, a Class B splice is used.
#4 2'-6"
#5 3'-4"
≥ 2 1/2"
#6 4'-0"
#7 5'-1"
SLAB SPANS:
Top Bars
This table applies to both top longitudinal and transverse bars. All bars are assumed to have
more than 12" of concrete cast below. A Class B splice is used.
#5 3'-0" 3'-0"
#6 3'-7" 3'-7"
#7 4'-8" 4'-8"
#9 7'-6" 7'-3"
#14 -- 14'-4"
AUGUST 2016 LRFD BRIDGE DESIGN 5-146
6. STEEL Structural steel, in the form of rolled steel beams or welded plate girders,
STRUCTURES is used for bridge superstructures. In rare instances integral pier caps or
substructures will be designed using steel. This section is intended to
provide general design guidance and information on detailing practices.
In addition, a design example for a two-span plate girder superstructure
is included.
Shape mills produce bars, angles, tubes, pipes, channels, “W” sections
(wide flange), “S” sections (American Standard), and piling that satisfy a
variety of material specifications. Standard mill lengths available for
these sections range from 30 to 60 feet. With sufficient quantities and
sufficient lead time, longer lengths may be available. AISC’s Modern
Steel Construction yearly January issue provides information on different
shapes available domestically from various mills. The designer shall
check the availability of shapes before specifying their use in a structure.
Plate mills produce flat sections that are used to fabricate plate girders,
connections, gusset plates, etc. Plate steel is also produced in a number
of different material specifications. Larger plate mills have a width
limitation of 150 inches. The maximum available plate length varies by
mill and cross sectional dimensions of the plate.
Use weathering steel (Mn/DOT 3309, 3316, or 3317) for rolled beams,
plate girders, and diaphragms on all steel bridges.
Welds
A variety of welding processes and materials are available to fabricators
for different weld types. In most cases, designers need not concern
themselves with the welding process selected by the fabricator.
Typically, only fillet welds and full penetration welds are permitted.
Designs using partial penetration weld details can only be used with
approval from the Fabrication Methods Engineer. Base weld designs on
E70 filler material.
With the exception of pile splices, shear connectors, and railroad ballast
plate splices, field welding is not used or permitted. Additional
information on welding can be obtained from the Structural Metals Unit or
Fabrication Methods Unit of the Bridge Office.
Bearings
Steel plates used in the fabrication of bearings shall meet Mn/DOT
Spec. 3306, 3309, or 3310. Bearings made from castings shall satisfy
ASTM A148, GR. 80-40.
Paint Systems
Use of weathering steel in Minnesota bridges has proven effective against
continuous corrosion and section loss. Therefore, painting of weathering
steel will only be considered under the following conditions:
• Near expansion joints (within 7 feet of the joint).
• Low level water crossings.
• Wide grade separations that may create tunnel-like conditions
with persistent high humidity.
• Where warranted as an aesthetic treatment (limited to the outside
surface and bottom flange of fascia beams).
All steel bridges will be reviewed during the preliminary design process to
identify whether painting is required.
field. Use the inorganic zinc-rich paint system (Mn/DOT Spec. 2479) for
new steel designs.
For maintenance painting projects, use the organic zinc-rich paint system
(Mn/DOT Spec.2478).
For straight girders and those with slight curvature that meet the criteria
given in LRFD Article 4.6.1.2.4b, connection plates may be connected to
both the tension and compression flange using a fillet weld. Note that
Standard Detail B407 allows for the use of either a welded or bolted
connection. Because of its lower cost, the welded connection is preferred.
The designer should first check the fatigue limit state at the diaphragm
stiffener connections to determine if a welded detail is acceptable. If
MAY 2009 LRFD BRIDGE DESIGN 6-5
stresses in the flange are too high to permit the welded detail, the
designer should consider increasing the flange thickness to lower the
stress range for fatigue or moving the diaphragm. Compare costs
between the bolted option with initial flange thickness and the welded
option with a thicker flange to determine the most economical option to
show on the plan.
Choose the diaphragm spacing in the positive moment area based on the
maximum allowed for the bracing of the top compression flange during
construction of the deck (typically 25 to 30 feet). In the negative
moment area, the resistance of the bottom compression flange is based
on the diaphragm spacing. The spacing in negative moment regions is
usually 15 to 20 feet.
When choosing the distance from the centerline of bearing to the end of
beam, use a minimum of nine times the web thickness.
The plate girder details shall identify plate sizes, length of plate
segments, location of “Area A”, spacing of shear studs, sole plate size,
bearing and intermediate stiffener size, connection plate size, splice
location and type, a table showing top of field splice elevations, and all
pertinent notes. Standard notes are contained in Appendix 2-H of
Section 2.
Structural steel plans and details must clearly describe the material to be
used for each structural steel component. Even for projects where
structural steel is paid for on a lump sum basis, provide informational
MAY 2009 LRFD BRIDGE DESIGN 6-6
Designers should provide simple details that are easily fabricated and do
not sacrifice the integrity of the bridge. Details that trap water or
produce an environment that is conducive to corrosion should be avoided.
In addition, details with inadequate clearances are difficult to fabricate
and erect.
[AISC Steel The equipment used to weld and bolt steel pieces together requires room
Construction to operate. The AISC Manual of Steel Construction contains tables with
Manual, 13th minimum clearances for bolted connections. Figure 6.2.1 describes
Edition, Table minimum clearances that must be provided for welded components.
7-16]
Figure 6.2.1
Show the type of weld to be used for each connection in the plans. The
welding code (AWS-D1.5) specifies the minimum size of fillet welds.
Identify the required weld size only if the minimum weld size does not
have adequate capacity.
MAY 2009 LRFD BRIDGE DESIGN 6-7
All connection details for lateral wind bracing systems shall be bolted.
For box pier caps and tub girders, make access holes and manholes
through diaphragms as large as possible and locate for ease of passage.
The minimum opening is 2'-0" x 2'-6". Provide an access door near each
end of box piers for inspection purposes. Locate the door for ladder
access off the roadway, if possible, and hinge the door to swing away
from traffic. Place access doors in the side of the box where protected
from superstructure runoff and in the bottom of the box where exposed.
Use Mn/DOT Detail B942 for the door. Door frames shall be bolted to
box.
6.3 General Design In general, structural steel superstructures are shallower and lighter than
Philosophy concrete superstructures. In addition to long span and specialty
structures, steel superstructures should be considered where foundations
are expensive or where a change in superstructure height has significant
cost implications on the approaches.
During design, it may be assumed that the dead load of the steel beam
or girder is 15% larger than that computed using only the flanges and
web. This is a reasonable estimate for the weight of stiffeners,
diaphragms or cross frames, and connections.
MAY 2009 LRFD BRIDGE DESIGN 6-8
6.3.1 Shear Provide 7/8 inch diameter stud connectors that extend a minimum of 2
Connectors inches above the bottom of the deck and a maximum of 3 inches below
[6.10.7.4.1] the top of the deck. Studs must be applied in the field after girder
erection.
6.3.2 Fatigue Fatigue cracks are generally classified as either load induced or
displacement induced. Load and stress limits are placed on members to
minimize load induced fatigue cracks from forming. Proper detailing
practices are used to prevent displacement induced fatigue cracks.
Designers must check connections for fatigue resistance. For all Trunk
Highway bridges, check details for an infinite fatigue life level regardless
of ADT level.
MAY 2009 LRFD BRIDGE DESIGN 6-9
Figure 6.3.2.1
[6.10.8.1.1] Detailing practices that prevent displacement induced fatigue cracks from
forming include coping stiffeners and terminating welds slightly before
reaching the end of an element. Tops and bottoms of transverse
stiffeners and connection plates are typically coped 11/2 inches from face
of web and 21/2 inches from face of flange. (See Mn/DOT Detail B411.)
6.3.3 Deflections To ensure that bridges are constructed with a proper vertical profile, the
deflections associated with selfweight, deck placement, and composite
superstructure dead loads shall be presented in the plan set. Split the
dead load deflection into two categories: selfweight (including
diaphragms), and dead load due to deck and all superimposed loads
(excluding future wearing course). Display deflections in feet with a
precision of three decimal places.
JUNE 2008 LRFD BRIDGE DESIGN 6-10
Live load deflection shall be limited to L / 800 for typical bridges and
L / 1000 for bridges carrying pedestrians. Calculate the live load
distribution for deflection by taking the number of lanes times the
multiple presence factor and divide by the number of beams. The
multiple presence factor used with this calculation shall not be less than
0.85.
6.3.4 Camber For most steel bridges, camber is fabricated into the beam to match the
profile grade and offset the deflections due to applied dead loads. In
some cases, residual camber (extra camber added for architectural
reasons) is also added to eliminate the possible appearance of a sag in a
span.
Choose a stool height that will be constant throughout the length of the
girder for girders without residual camber. For girders where residual
camber is used, the stool height will vary. For these situations, the stool
height will have its largest value at substructure locations and smaller
values near midspan. In no case is the thickness of concrete in the stool
to be less than 11/2 inches.
1) The camber curve, a line located at the bottom of top flange for rolled
beams and at the top of web for plate girders, defines the cambered
shape of the member. Geometric camber, dead load camber, and
residual camber (if required) are the components that make up the
camber curve. Start by determining the geometric camber profile due
to the vertical geometry of the roadway. To do this:
• Calculate profile grade elevations at tenth points along the
member as well as at field splice and/or point of contraflexure
locations.
• Calculate top of deck elevations at centerline of member by
adjusting for cross slopes and offset from profile grade.
• Calculate geometric camber profile by subtracting the deck
thickness and stool height.
2) Determine total dead load (minus future wearing course) deflections
for the member. Downward deflections are considered negative and
upward deflections are considered positive. The dead load camber
profile is the opposite sign (downward +, upward -) of the total dead
load deflections.
3) If there is no residual camber, add the dead load camber profile to
the geometric camber profile to get the final camber curve.
4) If residual camber is required, calculate residual camber profile
assuming a maximum value at midspan and parabolic distribution
over the rest of the span. Then, add the residual camber profile and
the dead load camber profile to the geometric profile to get the final
camber curve.
5) Establish a horizontal line at the substructure centerline of bearing
with the lowest camber curve elevation.
6) Establish chord lines, which are defined as straight lines between the
end of each beam segment at the camber curve.
7) Determine all vertical and horizontal dimensions to be entered on
camber diagram to the nearest 1/8 inch. These include:
• Dimensions from horizontal line to camber curve at all support
points, field splices, and contraflexure points.
• Dimensions from horizontal line to camber curve for at least three
points intermediate to those in the first bullet for each curved
section. Locate one of these points at the point of maximum
camber within the curved section.
• Maximum camber dimensions from chord line to camber curve for
each curved section.
• Span lengths, segment lengths, and dimensions from supports to
field splices and contraflexure points.
• Locations of camber dimensions along the member.
Figure 6.3.4.1
Sample Camber Diagram and Table
JUNE 2008 LRFD BRIDGE DESIGN 6-13
6.4 Rolled Beams Rolled beams may be difficult to obtain in lengths over 90 feet. Check
with the Fabrication Methods Unit prior to incorporating beams with
lengths over 90 feet into a design.
Use rolled beam sections with a minimum flange width of 14 inches. This
will allow four lines of bolts to be used in the field splice design.
6.5 Plate Girders For shipping purposes, limit the length between field splices to 145 feet.
In general, follow these guidelines in plate size selection for plate girders:
Flanges
[C6.10.3.4] For plate girder flanges, the minimum size is 3/4" x 14". The 14 inch
flange permits four lines of bolts for field splices. Limit the ratio of
segment length to top flange width to 85 for stability during shipping and
erection.
The change in flange area at butt weld splices shall not exceed 100%. In
general, it is economical to provide a butt splice if 1000 to 1200 pounds
or more of steel can be saved. Further discussion on this issue can be
found in Article 1.5.2 of G12.1 - 2003 Guidelines for Design for
Constructibility.
Where practical, keep the bottom flange at a constant width over the
entire girder length. Top flanges should be kept at a constant width
within each field piece. Use a 24 inch radius for the taper detail where
flanges need to be tapered in width. When changing the flange width
and thickness at a butt splice, first taper the width and then taper the
thickness. If changing the top flange width at a field splice, do not taper
the flange width.
[6.13.6.1.5] When thick fill plates are required at field splices, additional rows of bolts
will be required to transfer the force to the member.
JUNE 2008 LRFD BRIDGE DESIGN 6-14
Web
For web plates the minimum thickness is 1/2 inch. The 1/2 inch web
reduces the potential for warping during fabrication. Select maximum
web height while still meeting clearance requirements.
6.5.1 High Use of High Performance Steel (HPS) Grade HPS 70W
Performance Steel ( Fy = 70 ksi) may be an economical alternative to 50 ksi steel. Typically,
Girders a hybrid design that utilizes HPS steel for the bottom flange in positive
moment areas and both flanges in negative moment areas is most
economical.
6.6 Horizontally The 2005 Interim Specifications unified Section 6 to include both straight
Curved Steel and horizontally curved steel bridges. This article highlights some of the
Girders issues particular to curved steel design.
[6.10.6-6.10.8] Flexure
The preliminary depth and girder spacing shown in the Preliminary Plan is
determined using a straight line girder analysis with a maximum bending
stress limit of 0.85Fy. Use the Preliminary Plan to develop a framing plan
for review with the Design Unit Leader and Bridge Design Engineer. Once
the framing plan has been approved, analyze the bridge as a system
using an appropriate structural analysis program.
JUNE 2008 LRFD BRIDGE DESIGN 6-15
[6.10.9] Shear
Web shear capacity is treated the same for both straight and horizontally
curved steel girders.
[6.7.4] Diaphragms
Diaphragms are considered primary structural members in curved
bridges. Intermediate diaphragms may be either cross frame or bent
plate type (Detail B408 or B402).
[6.13.1] • Design diaphragms and their connections for the factored forces
and moments determined by analysis. Unlike beam splices,
design for higher loads is not required. If the analysis software
allows, include the deck in the analysis model to reduce
diaphragm stresses.
JUNE 2008 LRFD BRIDGE DESIGN 6-16
• Place cross frame members such that their lines of action intersect
at the center of gravity of the bolt group or produce the smallest
possible moment on the bolt group that connects the gusset plate
to the connection plate. If the lines of action must move, balance
the forces such that moments on the connection are minimized.
• Due to the high cost of WT shapes, use angles for all cross frame
members. Place all angles with the vertical leg projection down to
prevent debris from collecting in the angle.
• Design welds for the shear force and moment (caused by the
member eccentricity) in the plane of the weld. Neglect the out-of-
plane moment caused by the vertical eccentricity of the angle.
When designing welds, check if the minimum weld size is
adequate and increase as needed. The weld length may also be
increased depending on the connection geometry.
• Design the gusset plate for the moment induced by the connected
members. A reduction in the height of the gusset plate may be
required as the full gusset plate may not aid in resisting the
applied forces. Also, check the axial stress induced in the gusset
plate by the connected members.
Miscellaneous
[6.10.10] The design of shear connectors in horizontally curved steel beams
accounts for shear forces produced in the longitudinal direction by beam
bending, and shear forces produced in the radial direction by the cross
frames. The available curved girder analysis programs do not clearly
specify the direction of cross frame forces under fatigue loadings. Since
this makes it difficult to obtain an accurate net fatigue force range, cross
frame forces can conservatively be added for simplicity.
Design curved steel girder splices for vertical bending, lateral bending
and shear. Composite section properties shall be used.
For shipping purposes, limit the length between field splices to 100 feet
when the offset from the chord connecting the ends is between 3 and 6
feet. A shipping length of 145 feet can be used when the offset is less
than 3 feet. Check with the Fabrication Methods Engineer for specific
situations.
6.7 Box or Tub Box or tub girders have rarely been used in Minnesota, but may be an
Girders economical choice for longer span bridges. Typically, they are trapezoidal
in shape, with two top flanges, two webs, and a single wide bottom
flange. The top flanges have shear connectors attached to them that are
used to develop composite action with a cast-in-place deck. Once the
deck is in place the closed shape of the cross section is effective in
carrying torsional loads in addition to flexural loads.
Ensure that the structure has adequate capacity prior to the development
of composite action with the deck. The lateral bracing system for the top
flanges must be considered during construction.
JUNE 2008 LRFD BRIDGE DESIGN 6-18
6.8 Bolted Bolted connections are used mainly in field splices, diaphragms, and
Connections and metal railings.
Splices
Check details to ensure that there are no bolting access or assembly
problems.
Splices
Use 7/8 inch diameter ASTM A325 bolts. The standard bolt pattern is a
3 inch grid with edge distances of 11/2 inch.
Use a maximum gap equal to 3/8 inch between the ends of spliced beams.
Provide a minimum of 3 inches from the inside of the inside flange splice
plates to the center of the first row of bolts in the web splice.
The change in flange area at bolted splices shall not exceed 100%. The
splice plates must be of the same steel as the elements being connected.
The minimum thickness of splice plates is 5/16 inches.
Include the standard plan note concerning field splice elevations on the
detailed drawings.
Where splice plates are 3/8 inch thick or greater, connections may be
designed assuming threads are excluded from the shear plane.
JUNE 2008 LRFD BRIDGE DESIGN 6-19
6.9 Two-Span This example illustrates the design of a two-span welded plate girder
Plate Girder Design bridge with a 20 degree skew. The bridge is on a constant grade of 1.5%
Example and has two equal spans of 175'-0". Mn/DOT standard details and
drawings for diaphragms (B402 and B407) and railings (Fig. 5-397.117)
should be referenced when reviewing this example. This example
includes the detail design of a typical interior girder at the critical sections
in flexure and shear for AASHTO HL-93 loading. Design of the stiffeners,
end diaphragm, shear connectors, and field splice is also included.
Fatigue is checked at critical locations.
A. Materials and The following material and geometric parameters are used in this
Geometry example:
Steel
Dead load unit weight w st = 0.490 kcf
Yield strength Fy = 50 ksi
Tensile strength Fu = 70 ksi
Elastic modulus Es = 29,000 ksi
The overall geometry for the example is presented in Figures 6.9.1 and
6.9.2. Girder geometry is presented in the next section (see Figures
6.9.3 and 6.9.4) where section properties are assembled.
A typical section for the bridge is shown in Figure 6.9.1. The deck is
supported on five lines of girders. The girders are spaced on 11'-4"
centers and the roadway is 48'-0" wide (two 12'-0" traffic lanes and two
12'-0" shoulders). A Type F-rail is provided on each side of the bridge.
JUNE 2008 LRFD BRIDGE DESIGN 6-20
Figure 6.9.1
JUNE 2008 LRFD BRIDGE DESIGN 6-22
Figure 6.9.2
Partial Framing Plan
JUNE 2008 LRFD BRIDGE DESIGN 6-23
D
≤ 150
tw
D 70
tw ≥ = = 0.47 in
150 150
Section 6.5 of this manual requires a minimum web thickness of 1/2 inch.
D 70
bf ≥ = = 11.7 in
6 6
[C6.10.3.4] For stability during shipping and erection the minimum compression
flange width b fc is:
L 121 ⋅ (12)
b fc ≥ = = 17.1 in
85 85
JUNE 2008 LRFD BRIDGE DESIGN 6-24
bf I
yc
≤ 12.0 and 0.1 ≤ ≤ 10.0
2t I
f yt
bf 20
For 1" x 20" flange, = = 10.0 < 12.0 OK
2t 2 ⋅ (1.0)
f
1.00 ⋅ (20)
3
I = = 666.7 in 4
yc 12
1.25 ⋅ (22)
3
I = = 1109.2 in 4
yt 12
I 666.7
yc
= = 0.60 0.1 < 0.60 < 10.0 OK
I 1109.2
yt
Figure 6.9.3
Preliminary Beam Layout – Half Elevation
JUNE 2008 LRFD BRIDGE DESIGN 6-26
Table 6.9.1
Non-Composite Section Properties
Design Design Design
Parameter
Section 1 * Section 2 ** Section 3 ***
d nc (in) 72.25 73.50 76.50
A (in 2 ) 91.25 117.25 180.25
I (in 4 ) 77,179 112,345 200,770
y t (in) 38.96 37.82 39.57
y b (in) 33.29 35.68 36.93
3
St (in ) 1981 2970 5074
Sb (in 3 ) 2318 3149 5437
[4.6.2.6] The width of deck b eff assumed to act compositely with the girder and
resist external loads is the smallest of three values:
or
118
b eff = = 14.75 in
n 8
JUNE 2008 LRFD BRIDGE DESIGN 6-27
118
b = = 4.92 in
eff3n 24
Choose a stool height for the girder, which is defined as the distance from
the bottom of the deck to the top of the web. Because the top flange
thickness varies along the girder length, the concrete portion of the stool
will vary. The minimum required thickness of the concrete portion of the
stool is 11/2" at the edge of the flange. Therefore, the stool height is
dependent on the thickest top flange plate, which is located at the pier.
The largest top flange plate is 31/4" x 20" and the deck cross slope is 2%.
Then, the minimum required concrete portion of the stool height along
the girder centerline is:
The minimum required total stool height along the girder centerline at the
pier is:
⎛ 175 − 100 ⎞
camber = 1.50 + ⎜ ⎟ ⋅ 0.125 = 2.44 in
res
⎝ 10 ⎠
The top flange plate at midspan is 1" x 20". Then, the minimum required
total stool height along the girder centerline at midspan is:
See Figure 6.9.4 and Table 6.9.2 for the composite sections and
computed properties used for design in the positive moment region.
Note that only Design Sections 1 and 2 fall in the positive moment
region.
[6.10.1.7] In negative moment regions, the longitudinal reinforcing steel in the deck
is approximately 1% of the area of the deck. Two thirds of this steel is to
be placed in the top mat of reinforcement. Referring to Figure 9.2.1.7,
the area of steel within the effective flange width is:
⎛ 118 ⎞
A = (0.31 + 2 ⋅ 0.44 ) ⋅ ⎜ ⎟ = 7.80 in
2
stop
⎝ 18 ⎠
Bottom mat: #13 bars @ 6"
⎛ 118 ⎞ 2
A = 0.20 ⋅ ⎜ ⎟ = 3.93 in
sbot
⎝ 6 ⎠
The top mat is located 3.50 inches from the top of the deck (based on
3 inches clear, 1/2 inch wear, and #16 transverse bars) and the bottom
mat is located 1.88 inches from the bottom (based on 1 inch clear, and
#16 transverse bars). See Figure 6.9.4 and Table 6.9.2 for the
composite sections and computed properties used for design in the
negative moment region.
JUNE 2008 LRFD BRIDGE DESIGN 6-29
Figure 6.9.4
JUNE 2008 LRFD BRIDGE DESIGN 6-30
Table 6.9.2
Composite Section Properties for Design
S tc (in )
3
15,882 5820 2903 16,608 6902 3927 6082
Sbc (in )
3
3138 2882 2556 3963 3669 3349 5631
C. Select Applicable The following load multipliers will be used for this example.
Load Combinations ηD = 1.00
and Load Factors ηR = 1.00
[1.3.3-1.3.5] ηI = 1.00
[3.4.1]
Standard HL-93 loading will be used. The load combinations considered
applicable to the design example are identified below:
(
K g = n ⋅ I + A ⋅ eg
2
)
where n is the modular ratio, I is the non-composite girder moment of
inertia, A is the non-composite area of the girder, and e g is the distance
between the centers of gravity of the non-composite girder and the deck.
I = 77,179 in 4
A = 91.25 in 2
JUNE 2008 LRFD BRIDGE DESIGN 6-32
t s = 9.0 in
y = 38.96 in
t
ts 9.0
e g = concrete stool + + y t = 1.75 + + 38.96 = 45.21 in
2 2
(
K = 8 ⋅ 77,179 + 91.25 ⋅ 45.212 = 2.11 × 10 6 in 4
g
)
0.477
gMf = = 0.398 lanes/girder
1.2
I = 200,770 in 4
JUNE 2008 LRFD BRIDGE DESIGN 6-33
A = 180.25 in 2
t s = 9.0 in
y = 39.57 in
t
ts 9.0
e = concrete stool + + y = 1.75 + + 39.57 = 45.82 in
g 2 t 2
(
K = 8 ⋅ 200,770 + 180.25 ⋅ 45.822 = 4.634 × 106 in 4
g
)
0.512
gM = = 0.426 lanes/girder
f 1.2
W1 = W2 = 0.5 lanes
Figure 6.9.5
de 1.33
[Table e = 0.77 + = 0.77 + = 0.916
9.1 9.1
4.6.2.2.2d-1]
gM = e ⋅ gM = 0.916 ⋅ 0.739 = 0.677 lanes/girder for pos. moment
int
0.811
gMf = = 0.676 lanes/girder
1.2
[Table Type (a) Cross Section Range of Applicability Limits for Shear
4.6.2.2.3a-1] Parameter Design Example Minimum Maximum
Number of Beams ( Nb ) 5 4 -
[4.6.2.2.3a] All parameters for the design example are within permissible limits.
gV = 0.811 lanes/girder
de 1.33
e = 0.6 + = 0.6 + = 0.733
10 10
[Table Type (a) Cross Sections Range of Applicability Limits for Skew
4.6.2.2.3c-1] Correction (Shear)
Parameter Design Example Minimum Maximum
Skew Angle ( θ ) 20 degrees 0 degrees 60 degrees
Beam Spacing (S) 11.33' 3.5' 16.0'
Number of Beams ( Nb ) 5 4 -
Span Length (L) 175' 20' 240'
0 .3
⎛ 12 ⋅ L ⋅ (t s )3 ⎞
CF = 1.0 + 0.2 ⋅ ⎜ ⎟ ⋅ tan (θ )
⎜ Kg ⎟
⎝ ⎠
0 .3
⎛ 12 ⋅ 175 ⋅ (9)3 ⎞
= 1.0 + 0.2 ⋅ ⎜ ⎟ ⋅ tan (20 )
⎜ 2.110 ⋅ 10 6 ⎟
⎝ ⎠
= 1.07 lanes/girder at the abutment
0 .3
⎛ 12 ⋅ 175 ⋅ (9)3 ⎞
CF = 1.0 + 0.2 ⋅ ⎜ ⎟ ⋅ tan (20 )
⎜ 4.634 ⋅ 10 6 ⎟
⎝ ⎠
= 1.05 lanes/girder at the pier
For simplicity, only the larger correction factor will be used to modify the
live load distribution factors for shear. The adjusted shear distribution
factors are:
Interior Girders
For one lane loaded:
For fatigue:
0.870
gVf = = 0.725 lanes/girder
1.2
Exterior Girders
For one lane loaded:
For fatigue:
0.868
gVf = = 0.723 lanes/girder
1.2
Table 6.9.3
Distribution Factor Summary (Lanes/Girder)
One Lane Multiple Lane Governing
Girder/Force Component
LLDF LLDF LLDF
F. Calculate Force Axial loads generated as a result of creep, shrinkage, and thermal
Effects movements will not be considered for the design of the girders. These
loads are considered in the bearing and substructure design examples.
From this point forward only the design of an interior girder subject to
dead load and HL-93 live loads will be presented.
Table 6.9.4 presents the areas and moments of inertia used for analysis.
Table 6.9.4
Composite Section Properties for Analysis
n 3n n 3n n 3n
2
A c (in ) 228.38 136.96 254.38 162.96 317.38 225.96
I c (in 4 ) 189,316 139,281 235,171 176,064 364,078 277,092
DC1 consists of the following loads: girder selfweight, concrete deck and
wearing course, stool, and form loads. Note that Mn/DOT includes the
wearing course load with DC1 loads (not DW). A 15% detail factor
(based on the selfweight of the girder) is used to account for the dead
load of connection and cross frame elements. A 0.010 ksf load is
considered during construction to account for the weight of deck
formwork.
⎛ 0.357 k/ft - Section 1 ⎞
A ⎜ ⎟
w = beam
⋅ 0.490 ⋅ (1.15) = ⎜ 0.459 k/ft - Section 2 ⎟
beam 144 ⎜ 0.705 k/ft - Section 3 ⎟
⎝ ⎠
JUNE 2008 LRFD BRIDGE DESIGN 6-39
⎛1.434k / ft − Section 1 ⎞
⎜ ⎟
= ⎜1.418k / ft − Section 2 ⎟
⎜1.387k / ft − Section 3 ⎟
⎝ ⎠
DC2 consists of long-term dead loads, barrier, and future wearing course
(FWC). Note that Mn/DOT uses a FWC of 0.020 ksf and includes the FWC
load with DC2 loads (not DW).
2 barriers
wbarrier = 0.439 k/ft ⋅ = 0.176 k/ft
5 girders
48
w = 0.020 ksf ⋅ = 0.192 k/ft
fwc 5
The field splice is located 121 feet from the abutment bearing,
approximately 0.69 of the span. This location was chosen as the nearest
even foot along the span to the noncomposite dead load inflection point
during the initial sizing.
All of the DC1 loads presented in the example include the 0.010 ksf load
associated with the formwork. This increases the strength design loads
by 2% but greatly simplifies the calculations. In reality, the load is
applied to the non-composite section but is removed from the composite
section. The actual stresses are also dependent on the pour sequence for
the deck.
In the following tables, Girder Point 0.0 is the centerline of bearing at the
abutment. Girder Point 1.0 is centerline of bearing at the pier. Due to
the symmetry of the span arrangement, only data for Girder Points 0.0 to
1.0 is provided for most loads. However, due to the asymmetric loading
JUNE 2008 LRFD BRIDGE DESIGN 6-40
Table 6.9.5
Dead Load Bending Moments (Unfactored)
DC1 Moment (k-ft) DC2 Moment (k-ft)
Girder
Point Slab and
Girder Forms Total Barrier FWC Total
Stool
0.0 0 0 0 0 0 0 0
0.1 329 1297 102 1728 163 178 341
0.2 549 2154 170 2873 273 297 570
0.3 659 2573 202 3434 328 357 685
0.4 659 2552 202 3413 329 359 688
0.5 550 2092 165 2807 277 302 579
0.6 331 1194 94 1619 170 186 356
0.691(1) 32 -13 -1 18 26 28 54
0.7 -2 -145 -11 -158 10 11 21
(2)
0.742 -186 -853 -67 -1106 -75 -82 -157
0.8 -470 -1922 -152 -2544 -204 -222 -426
0.807(3) -510 -2066 -163 -2738 -221 -242 -463
0.860(4) -819 -3197 -252 -4268 -358 -391 -749
0.871(5) -894 -3458 -272 -4624 -390 -425 -815
0.9 -1092 -4134 -326 -5552 -472 -515 -987
(6)
0.936 -1364 -5029 -396 -6790 -581 -633 -1214
1.0 -1918 -6778 -535 -9231 -794 -866 -1660
(1)
Field splice
(2)
Second diaphragm away from pier
(3)
Midway point between first and second diaphragms away from pier
(4)
Flange butt splice
(5)
First diaphragm away from pier
(6)
Midway point between centerline of pier and first diaphragm away from pier
JUNE 2008 LRFD BRIDGE DESIGN 6-41
For this design example, the LRFD 6.10.3.2 constructibility checks use
the values provided in Table 6.9.6.
Table 6.9.6
Construction Load Bending Moments (Unfactored)
DCconst Moment (kip-ft) LLconst
Girder Point Slab and Moment
Girder Forms Total
Stool (kip-ft)
0.0 0 0 0 0 0
0.1 329 1677 102 2108 259
0.2 549 2902 170 3621 448
0.297(1) 657 3663 202 4522 566
0.3 659 3679 202 4540 568
0.365(2) 670 3957 205 4832 612
0.4 659 4003 202 4864 618
(3)
0.446 623 4003 189 4815 618
0.5 550 3879 165 4594 599
0.6 331 3305 94 3730 511
0.691(4) 32 2385 -1 2416 369
0.7 -2 2279 -11 2266 353
0.8 -470 808 -152 186 126
0.860(5) -819 -289 -252 -1360 -43
0.9 -1092 -1109 -326 -2527 -170
1.0 -1918 -3471 -535 -5924 -538
1.1 -1092 -3124 -326 -4542 -483
1.2 -470 -2777 -152 -3399 -429
1.3 -2 -2430 -11 -2443 -376
1.309(4) 32 -2400 -1 -2369 -371
1.4 331 -2082 94 -1657 -322
1.5 550 -1736 165 -1021 -268
1.6 659 -1390 202 -529 -215
1.7 659 -1041 202 -180 -162
1.8 549 -695 170 24 -108
1.9 329 -347 102 84 -54
2.0 0 0 0 0 0
(1)
Second diaphragm away from abutment
(2)
Midway point between second and third diaphragm away from abutment
(3)
Third diaphragm away from abutment
(4)
Field splice
(5)
Flange butt splice
JUNE 2008 LRFD BRIDGE DESIGN 6-42
The truck train generated the controlling negative bending moment over
the pier. The distance between trucks in the train is variable but can be
no less than 50 feet. The largest moment was obtained when the
distance between the last axle of the first truck and the first axle of the
second truck was 119 feet. The truck train multiplier was increased from
0.90 to 1.05 based on the Memo to Designers (2005-01).
Table 6.9.7 contains positive and negative live load moments due to
truck, lane, and truck train loading.
Table 6.9.7
Live Load Design Moments per Lane (Unfactored)
Table 6.9.8 lists the fatigue moment range at various girder points when
the fixed axle fatigue truck is run across the structural model.
Table 6.9.8
Live Load Fatigue Moments per Lane (Unfactored)
Fatigue Moment
Girder Point
Range (kip-ft) *
0.0 0
0.1 1248
0.2 2136
0.3 2691
0.4 2978
0.5 3053
0.6 2959
(1)
0.691 2691
0.7 2659
0.8 2209
(2)
0.860 1908
0.9 1759
1.0 1567
* Fatigue Moment Range = 1.15 · (Fatigue Truck Positive M - Fatigue Truck Neg. M)
(1)
Field Splice
(2)
Flange Butt Splice
JUNE 2008 LRFD BRIDGE DESIGN 6-44
Table 6.9.9 presents the unfactored dead load shear forces at different
girder locations for different load components.
Table 6.9.9
Dead Load Shear (Unfactored)
DC1 Shear (kips) DC2 Shear (kips)
Girder
Point Slab and
Girder Forms Total Barrier FWC Total
Stool
0.0 22 87 7 115 11 12 23
0.1 16 62 5 82 8 8 16
0.2 9 36 3 49 5 5 10
0.3 3 11 1 15 1 2 3
0.4 -3 -14 -1 -18 -1 -2 -3
0.5 -9 -39 -3 -51 -4 -5 -9
0.6 -16 -64 -5 -85 -8 -8 -16
(1)
0.691 -22 -87 -7 -116 -11 -11 -22
0.7 -23 -89 -7 -119 -11 -11 -22
(2)
0.742 -26 -100 -8 -134 -12 -13 -25
0.8 -31 -114 -9 -154 -14 -15 -29
(3)
0.860 -37 -129 -10 -176 -16 -17 -33
(4)
0.871 -38 -132 -10 -180 -16 -17 -33
0.9 -41 -139 -11 -191 -17 -18 -35
1.0 -53 -163 -13 -230 -20 -22 -42
(1)
Field splice
(2)
Second diaphragm away from pier
(3)
Flange butt splice
(4)
First diaphragm away from pier
Table 6.9.10
Dead Load Reactions (Unfactored)
Girder Point DC1 Reaction (kips) DC2 Reaction (kips)
0.0 115 23
1.0 459 83
Table 6.9.11 contains the live load shear extremes for the various live
load components. Per LRFD Article 3.6.1.3.1, truck train loading is not to
be used for shear.
JUNE 2008 LRFD BRIDGE DESIGN 6-45
Table 6.9.11
Live Load Design Shear per Lane and Fatigue Shear (Unfactored)
Table 6.9.12 presents the live load reactions at the abutment (Girder
Point 0.0) and the pier (Girder Point 1.0). Similar to the dead load
reactions presented in Table 6.9.10, the reactions at Girder Point 1.0 are
larger than the shear at Girder Point 0.0 because the reaction includes
the load from both spans. Per LRFD Article 3.6.1.3.1 the truck train
loading needs to be considered for reactions at interior supports.
Table 6.9.12
Live Load Reactions per Lane (Unfactored)
LL + IM Reaction LL Only Reaction
Girder Point
(kips) (kips)
Table 6.9.13
Construction Load Shear (Unfactored)
DCconst Shear (kips)
LLconst
Girder Point Girder Slab+Stool Forms Total Shear
(kips)
0.0 22 108 7 137 18
0.1 16 82 5 103 13
0.2 9 57 3 69 9
0.3 3 32 1 36 4
0.4 -3 6 -1 2 1
0.5 -9 -20 -3 -32 -3
0.6 -16 -45 -5 -66 -8
0.691(1) -22 -69 -7 -98 -11
0.7 -23 -71 -7 -101 -11
0.8 -31 -97 -9 -137 -15
0.860(2) -37 -112 -10 -159 -18
0.9 -41 -122 -11 -174 -19
1.0 Left -53 -148 -13 -214 -23
1.0 Right 53 20 13 86 3
1.1 41 20 11 72 3
1.140(2) 37 20 10 67 3
1.2 31 20 9 60 3
1.3 23 20 7 50 3
(1)
1.309 22 20 7 49 3
1.4 16 19 5 40 3
1.5 9 20 3 32 3
1.6 3 20 1 24 3
1.7 -3 20 -1 16 3
1.8 -9 20 -3 8 3
1.9 -16 20 -5 -1 3
2.0 -22 20 -7 -9 3
(1)
Field splice
(2)
Flange butt splice
The checks in this example begin with the strength checks on the
preliminary layout. Designers should be aware that deflections may
control the design. The deflection checks for this example are presented
in Section M.
JUNE 2008 LRFD BRIDGE DESIGN 6-47
G. Flexure – At the strength limit state the girder is designed to carry factored dead
Investigate and live loads. The resisting section in the positive moment regions is the
Strength Limit girder plus deck composite section. In the negative moment regions,
State resistance is provided by the girder plus deck reinforcement composite
section.
G.1 Design The maximum factored positive moment Mu is at 0.4 L = 70.0 ft from
Section 1 – each abutment.
Positive Moment
M = 1.25 ⋅ (3413 + 688 ) + 1.75 ⋅ (4783 ) ⋅ 0.739
u
The maximum factored stresses are at 0.4L for top and bottom flanges.
Refer back to Tables 6.9.1 and 6.9.2 for section properties and
Tables 6.9.5 & 6.9.7 for moments.
⎛M M ⎞ ⎛ MLL +I ⎞
fbuc = 1.25 ⎜ DC1 + DC2 ⎟ + 1.75 ⎜ ⎟ (LLDF )
⎜ St S tc(3n) ⎟ ⎜ S tc(n) ⎟
⎝ ⎠ ⎝ ⎠
⎛M M ⎞ ⎛ MLL +I ⎞
fbut = 1.25 ⎜ DC1 + DC2 ⎟ + 1.75 ⎜ ⎟ (LLDF )
⎜ Sb S bc(3n) ⎟ ⎜ S bc(n) ⎟
⎝ ⎠ ⎝ ⎠
= 49.3 ksi
Since the bridge only has a minor skew, and the beam is an interior
beam, lateral bending does not need to be considered.
fl = 0.0
JUNE 2008 LRFD BRIDGE DESIGN 6-48
The span under consideration is continuous, but Mn/DOT does not allow
design using the moment redistribution provisions of LRFD Appendix B. In
addition, Mn/DOT does not permit exceeding the moment at first yield for
all sections at positive moment region. Therefore, there is no need to
check section compactness criteria and the check will be made in
accordance with LRFD 6.10.7.2 (see LRFD Figure C6.4.5-1).
Fnc = R bR hFyc
D 70
[6.10.2.1.1] = = 112 < 150 OK
t 0.625
w
Fyc = 50 ksi
Fnt = R h Fyt
1
[6.10.7.2.1] f + f ≤φF
but 3 l f nt
1
fbut + f = 49.3 + 0.0 = 49.3 ksi < (1.0) (50.0) = 50.0 ksi OK
3 l
[D6.1] To determine D use Appendix D from Section 6. The figure for load
p
Figure 6.9.6
Therefore, the PNA is in the top flange. Use the equation in LRFD
Table D6.1-1 to locate the position of the PNA in the top flange.
G.2 Design First, determine the maximum factored stresses at pier for the top and
Section 3 – bottom flange. Referring back to Tables 6.9.1 and 6.9.2 for section
Negative Moment properties and Tables 6.9.5 and 6.9.7 for moments:
Since bridge only has minor skew, and it is an interior beam, no lateral
bending needs to be considered
fl = 0.0 ksi
F ( ) =R R F
nc FLB b h yc
JUNE 2008 LRFD BRIDGE DESIGN 6-52
2 ⋅ Dc 2 ⋅ (36.47)
= = 116.7
t 0.625
w
2 ⋅ Dc
< λ rw and R b = 1.0 .
tw
L b = 22.5 ft = 270 in
E
L p = 1.0 ⋅ rt ⋅
Fyc
b 22
rt = fc
= = 6.04 in
⎛ Dc t w ⎞ ⎛ 36.47 ⋅ 0.625 ⎞
12 ⋅ ⎜1 + ⎟ 12 ⋅ ⎜1 + ⎟
⎜ 3b t ⎟ ⎝ 3 ⋅ 22 ⋅ 3.25 ⎠
⎝ fc fc ⎠
29,000
Then, L = 1.0 ⋅ (6.04) ⋅ = 145.5 in < 270 in
p 50
JUNE 2008 LRFD BRIDGE DESIGN 6-53
E
L = π ⋅r ⋅
r t Fyr
29,000
Then, L = π ⋅ (6.04) ⋅ = 546.2 in > 270 in
r 35.0
⎡ ⎛ Fyr ⎞⎛ L b − L p ⎞⎤
And, Fnc (LTB ) = Cb ⋅ ⎢1 − ⎜1 − ⎟⎜ ⎟⎥ ⋅ R b ⋅ R h ⋅ Fyc
⎢⎣ ⎜ R h ⋅ Fyc ⎟⎜ L r − L p ⎟⎥
⎝ ⎠⎝ ⎠⎦
Figure 6.9.7
f2 = 50.3 ksi
= 27.3 ksi
JUNE 2008 LRFD BRIDGE DESIGN 6-54
fmid is the compression stress at the point midway between the centerline
of pier and first brace point away from pier:
f2 + fo 50.3 + 27.3
f' = = = 38.8 ksi > 37.5 ksi
mid 2 2
f1 27.3
= = 0.54
f 50.3
2
2
⎛f ⎞ ⎛f ⎞
C = 1.75 − 1.05 ⎜ 1 ⎟ + 0.3 ⎜ 1 ⎟
b ⎜f ⎟ ⎜f ⎟
⎝ 2 ⎠ ⎝ 2 ⎠
Then,
⎡ ⎛ 35 ⎞⎛ 270 − 145.5 ⎞⎤
Fnc (LTB ) = 1.27 ⋅ ⎢1 − ⎜1 − ⎟⎜ ⎟⎥ ⋅ 1.0 ⋅ 1.0 ⋅ 50.0
⎣ ⎝ 1.0 ⋅ 50 ⎠⎝ 546.2 − 145.5 ⎠⎦
Therefore,
The compression flange flexural resistance Fnc is the smaller of Fnc (FLB )
and Fnc (LTB ) .
1
fbuc + fl = 50.3 + 0.0 = 50.3 ksi ≈ 50.0 ksi OK
3
[6.10.8.1.3] Now, consider the tension (top) flange, which is continuously braced by
the deck in its final state.
G.3 Design First, determine the maximum factored stresses at 0.860 L (flange butt
Section 2 – splice location) for the top and bottom flange. Referring back to Tables
Negative Moment 6.9.1 and 6.9.2 for section properties and Tables 6.9.5 and 6.9.7 for
moments:
fl = 0.0 ksi
Next, determine the flexural resistance of top and bottom flanges. Refer
to the flow chart shown in LRFD Figure C6.4.4.-1. Mn/DOT does not use
the optional provisions of Appendix A, so there is no need to check the
web slenderness ratio and flange inertia ratio of LRFD Article 6.10.6.2.3.
The check will be made in accordance with LRFD 6.10.8. (See LRFD
Figure C6.4.6-1) Begin with the compression (bottom) flange, which is
discretely braced. The flexural resistance of the compression flange Fnc is
the smaller of the local buckling resistance Fnc (FLB ) and the lateral
torsional buckling resistance Fnc (LTB ) .
JUNE 2008 LRFD BRIDGE DESIGN 6-56
2 ⋅ Dc 2 ⋅ (37.92)
= = 121.34
t 0.625
w
2 ⋅ Dc
< λ rw and R b = 1.0 .
tw
L b = 22.5 ft = 270 in
E
[6.10.8.2.3-4] L p = 1.0 ⋅ rt ⋅
Fyc
[6.10.8.2.3]
b 22
rt = fc
= = 5.79 in
⎛ Dc t w ⎞ ⎛ 37.92 ⋅ 0.625 ⎞
12 ⋅ ⎜1 + ⎟ 12 ⋅ ⎜1 + ⎟
⎜ 3b t ⎟ ⎝ 3 ⋅ 22 ⋅ 1.75 ⎠
⎝ fc fc ⎠
29,000
Then, L p = 1.0 ⋅ (5.79) ⋅ = 139.4 in < 270 in
50
E
L r = π ⋅ rt ⋅
Fyr
29,000
Then, L = π ⋅ (5.79) ⋅ = 523.6 in > 270 in
r 35.0
⎡ ⎛ Fyr ⎞⎛ L b − L p ⎞⎤
And, Fnc (LTB ) = Cb ⋅ ⎢1 − ⎜1 − ⎟⎜ ⎟⎥ ⋅ R ⋅ R h ⋅ Fyc
⎜ R h ⋅ Fyc ⎟⎜ L r − L p ⎟⎥ b
⎣⎢ ⎝ ⎠⎝ ⎠⎦
f2 is the compression stress at first brace point (diaphragm) off the pier:
f2 = 27.3 ksi
JUNE 2008 LRFD BRIDGE DESIGN 6-58
= 22.7 ksi
fmid is the compression stress at the point midway between the first and
second diaphragm away from pier:
= 33.5 ksi
f 33.5
mid
= = 1.23 > 1 Therefore, Cb = 1.0
f2 27.3
⎡ ⎛ 35 ⎞⎛ 270 − 139.4 ⎞⎤
Fnc (LTB ) = 1.0 ⋅ ⎢1 − ⎜1 − ⎟⎜ ⎟⎥ ⋅ 1.0 ⋅ 1.0 ⋅ 50.0
⎣ ⎝ 1.0 ⋅ 50 ⎠⎝ 523.6 − 139.4 ⎠⎦
= 44.90 ksi
The compression flange flexural resistance Fnc is the smaller of Fnc (FLB )
and Fnc (LTB ) .
F = F ( ) = 44.90 ksi
nc nc LTB
1
fbuc + ⋅ f = 43.8 < 44.9 ksi OK
3 l
[6.10.8.1.3] Now consider the tension (top) flange, which is continuously braced by
the deck in its final state.
Then
φF
nt
(
= φ ⋅ R ⋅F
h yt
) = 1.0 ⋅ (1.0 ⋅ 50.0) = 50.0 ksi > 41.6 ksi OK
JUNE 2008 LRFD BRIDGE DESIGN 6-59
G.4 Design Design Section 1 was checked for negative moment following the same
Section 1 - Negative procedure used for Design Section 2 and found to be adequate.
Moment
G.5 Design Design Section 2 was checked for positive moment following the same
Section 2 - Positive procedure used for Design Section 1 and found to be adequate.
Moment
H. Flexure – The capacity of the girders must be evaluated during construction, prior
Investigate to composite action carrying the loads. For this example, the check
Constructibility consists of placing selfweight and formwork on both spans, while deck
dead loads and a 20 psf construction live load is placed on one span.
H.1 Design Load factors for this check are based on the values provided in LRFD
Section 1 -Positive Article 3.4.2, where 1.25 is used on dead loads and 1.5 is used on live
Moment loads. The maximum factored construction moment for Section 1 occurs
at 0.4L:
fbuc =
Mutemp
=
(7007) ⋅ 12 = 42.4 ksi
S 1981
t
fbut =
Mutemp
=
(7007) ⋅ (12) = 36.3 ksi
S 2318
b
f + f ≤ φ ⋅R ⋅F
buc l f h yc
1
f + ⋅ f ≤ φ ⋅F
buc 3 l f nc
φ f = 1.0
Fnc shall be taken as the smaller of the local buckling resistance and the
lateral torsional buckling resistance.
b fc 20
λf = = = 10.0
2 ⋅ t fc 2 ⋅ (1.0)
⎡ ⎛ F ⎞⎛ λ − λ ⎞⎤
Fnc (FLB) = ⎢1 − ⎜1 − ⎟⎜ f
yr pf ⎟ ⎥
⋅ R ⋅ R h ⋅ Fyc
⎢ ⎜ R h ⋅ Fyc ⎟⎜ λ − λ ⎟⎥ b
⎣ ⎝ ⎠⎝ rf pf ⎠⎦
E 29,000
λ rf = 0.56 ⋅ = 0.56 ⋅ = 16.1
Fyr 35
JUNE 2008 LRFD BRIDGE DESIGN 6-61
⎡ ⎛ 35 ⎞⎛ 10.0 − 9.2 ⎞⎤
Fnc (FLB) = ⎢1 − ⎜1 − ⎟⎜ ⎟⎥ ⋅ 1.0 ⋅ 1.0 ⋅ 50.0 = 48.3 ksi
⎣ ⎝ 1.0 ⋅ 50 ⎠⎝ 16.1 − 9.2 ⎠⎦
L b = 26 ft = 312 in
E
L p = 1.0 ⋅ rt ⋅
Fyc
b 20
rt = fc
= = 4.89 in
⎛ Dc t w ⎞ ⎛ 37.96 ⋅ 0.625 ⎞
12 ⋅ ⎜1 + ⎟ 12 ⋅ ⎜1 + ⎟
⎜ 3b t ⎟ ⎝ 3 ⋅ 20 ⋅ 1.0 ⎠
⎝ fc fc ⎠
29,000
L = 1.0 ⋅ (4.89) ⋅ = 117.8 in
p 50.0
E 29,000
L = π⋅ r ⋅ =π ⋅ (4.89) ⋅ = 442.2 in
r t F 35.0
yr
⎡ ⎛ F ⎞⎛ L − L ⎞⎤
Then F = C ⋅ ⎢1 − ⎜1 − yr ⎟⎜ b p ⎟⎥
⋅ R ⋅ R h ⋅ Fyc
nc (LTB) b ⎢ ⎜ R h ⋅ Fyc ⎟⎜ L − L ⎟⎥ b
⎣ ⎝ ⎠⎝ r p ⎠⎦
First determine Cb :
f2 =
[(1.25) (4815) + 1.5 (618)] (12) = 42.1 ksi
1981
f0 =
[(1.25) (4522) + (1.5) (566)] ⋅ 12 = 39.4 ksi
1981
JUNE 2008 LRFD BRIDGE DESIGN 6-62
fmid is the compression stress at the midway point between the second
and third diaphragm away from the abutment:
fmid =
[(1.25) (4832) + (1.5) (612)] ⋅ 12 = 42.1 ksi
1981
fmid = f2
Therefore, Cb = 1.0
= 41.0 ksi
The top flange compression stress is greater than 3% over the factored
resistance. The 20 psf construction live load was placed over the entire
first span for simplicity and to be conservative. Since this is an unlikely
loading case and the overstress is only at 3.4%, by engineering
judgement the flexural resistance is considered adequate.
Check web bend buckling. First, determine the nominal elastic web bend
buckling resistance.
0.9 ⋅ E ⋅ k Fyw
[6.10.1.9.1] Fcrw = not to exceed the smaller of R h Fyc and .
2 0.7
⎛D ⎞
⎜⎜ ⎟⎟
⎝ tw ⎠
2
⎛D ⎞ 2
⎡ ⎤
⎢ ⎥
0.9 ⋅ 29,000 ⋅ 30.6 ⎥
F =⎢ = 63.7 ksi
crw ⎢ 2 ⎥
⎢ ⎛ 70 ⎞ ⎥
⎜ ⎟
⎢⎣ ⎝ 0.625 ⎠ ⎥⎦
JUNE 2008 LRFD BRIDGE DESIGN 6-63
Fyw 50.0
= = 71.4 ksi
0.7 0.7
fbu + fl ≤ φ f R h Fyt
H.2 Design The sections for negative moment were checked following the same
Sections 2 & 3 - procedure and found to be adequate.
Negative Moment
I. Investigate the Overload provisions control the amount of permanent deflection. Refer to
Service Limit State the flow chart shown in LRFD Figure C6.4.2-1. The Service II load
[6.10.4] combination shall apply.
1.05 f + 1.37 f ≤F
DC LL y
JUNE 2008 LRFD BRIDGE DESIGN 6-64
Compare the load factors above with those of the Strength Limit State.
By inspection, you can see that the flanges will pass this check due to the
smaller load factors associated with the Service II load combination.
[6.10.2.1.1] D 70
= = 112 < 150 no checking of bend buckling required
t 0.625
w
[6.10.1.9.1]
0.9 ⋅ E ⋅ k
Fcrw = 2
⎛D ⎞
⎜⎜ ⎟⎟
⎝ tw ⎠
For Section 3:
2
⎛D ⎞ 2
⎡ ⎤
⎢ ⎥
⎢ 0.9 ⋅ 29,000 ⋅ 33.2 ⎥ = 69.1 ksi
⎢ 2 ⎥
⎢ ⎡ 70 ⎤ ⎥
⎢⎣ ⎢ 0.625 ⎥ ⎥⎦
⎣ ⎦
JUNE 2008 LRFD BRIDGE DESIGN 6-65
For Section 2:
0.9 ⋅ E ⋅ k
k = 30.7 and 2
= 63.9 ksi
⎛D⎞
⎜ ⎟
⎜t ⎟
⎝ w⎠
For Section 3:
For Section 2:
J. Investigate the Although LRFD 6.6.1.2.3 states that only details with fatigue resistance
Fatigue Limit State Category C or lower resistance need to be evaluated during design,
[6.10.5] details that are classified as Category B′ and above should be checked.
J.1 Fatigue The HL-93 truck is used to generate the fatigue loads that are used to
Loading evaluate different components of a design. For fatigue, the HL-93 truck
[3.6.1.4] has a fixed rear axle spacing of 30 feet. In addition, a load factor of 0.75
is applied to calibrate the stresses to those observed in field studies. The
dynamic load allowance for fatigue loading is 15%. Distribution for
fatigue is equal to the one design lane loaded distribution, with the
multiple presence factor removed (if approximate equations are used for
one lane loaded).
[6.6.1.2.2]
γ ⋅ (Δf ) ≤ (ΔF ) n
J.2 Check Largest The unfactored fatigue moments in Table 6.9.8 are multiplied by the
Stress Range fatigue load factor (0.75) and the appropriate distribution factor to arrive
Location at the design moment ranges for fatigue. In Table 6.9.14 the stresses at
the positive flexure section are computed by dividing the design moment
range by the composite (n) section modulus assuming the deck is
effective for both positive and negative moment.
Designers should note that the fatigue distribution factor for the exterior
girder is significantly larger (0.676 versus 0.398/0.426) than that of the
interior girders.
Table 6.9.14
Fatigue Range
Fatigue
**
Girder Factored Top Bottom
* Design Stress Stress
Point
Fatigue Moment Moment Range Range
Range Per Lane Range (kip) (kip)
(kip-ft) (kip-ft)
0.0 0 0 0.00 0.00
0.1 1248 373 0.28 1.42
0.2 2136 638 0.48 2.44
0.3 2691 803 0.61 3.07
0.4 2978 889 0.67 3.40
0.5 3053 911 0.69 3.48
0.6 2959 883 0.67 3.38
(1)
0.691 2691 860 0.65 3.29
0.7 2659 850 0.61 2.57
0.8 2209 706 0.51 2.14
(2)
0.860 1908 610 0.44 1.85
0.9 1759 562 0.37 1.05
1.0 1567 501 0.33 0.94
J.3 Check Fatigue For this example, the details that should be investigated for fatigue are:
Details the welded flange butt splices, the web to flange welds, the toe of
[6.6.1.2] stiffener to web welds, the toe of stiffener to flange welds, and the shear
[Table 6.6.1.2.3-1] stud to top flange welds. Fatigue at the bolted field splice should also be
[Table 6.6.1.2.5-3]
JUNE 2008 LRFD BRIDGE DESIGN 6-67
The worst case detail for fatigue is the shear stud to top flange weld
which is a Category C detail. Category C details have a constant
amplitude fatigue threshold (∆F)TH of 10.0 ksi. From Table 6.9.14 the
largest flange stress range is 3.48 ksi. This value is below 1/2 of the
constant amplitude fatigue threshold (5.0 ksi). Therefore, all of the
details have an infinite fatigue life.
J.4 Fatigue To control out-of-plane flexing of the web under repeated live loading the
Requirements for following constraints are placed on webs.
Web
[6.10.5.3] Interior panels of webs with transverse stiffeners, with or without
longitudinal stiffeners, shall satisfy V ≤ V , where Vu is the maximum
u cr
elastic shear stress in the web due to unfactored permanent load and
factored fatigue load.
The live load used for this check is twice that presented in LRFD
Table 3.4.1-1.
The computations for the shear buckling resistance of the web in shear is
based on the following equation:
V = 0.58 ⋅ F
p yw
(D)(t w ) = 0.58 ⋅ (50.0) ⋅ (70)(0.625) = 1268.8 kip
Since the transverse stiffener spacing exceeds 3D=17.5 ft, the web is
unstiffened.
D 70
= = 112
tw 0.625
k =5
[6.10.9.2]
Then,
1.57 ⎛E ⋅k ⎞
C= ⋅ ⎜ ⎟ = 1.57 ⋅ ⎛ 29,000 ⋅ 5.0 ⎞⎟ = 0.363
[Eqn. 6.10.9.3.2-6] 2 ⎜ F ⎟ (112 )2 ⎜⎝ 50.0 ⎠
⎛ D ⎞ ⎝ yw ⎠
⎜ ⎟
⎜t ⎟
⎝ w⎠
Table 6.9.15
Shear Fatigue
Fatigue
DC1 DC2 (per lane, no impact) *
Girder
Shear Shear Minimum Maximum Vu
Point
(kips) (kips) Shear Shear (kips)
(ksi) (ksi)
* DC1 + DC2 + (Maximum Shear or Minimum Shear ) × 0.725 × 0.75 × 2.0 × 1.15
(1)
Field Splice
(2)
Flange butt splice
The shear stresses at all girder points are well below the 460.6 kip
permitted. The web satisfies the shear fatigue checks.
K. Strength Limit Within the commentary to LRFD Article 6.10.9.1 a flow chart identifies
State Shear the steps for the shear design of I-sections. A copy of the flow chart is
Resistance provided below in Figure 6.9.8.
[6.10.9]
JUNE 2008 LRFD BRIDGE DESIGN 6-69
[C6.10.9.1]
Figure 6.9.8
[6.10.9.2] Vn = C Vp
V = 0.58 ⋅ F
p yw
( ) = 0.58 ⋅ (50.0) ⋅ (70)(0.625) = 1268.8 kips
⋅ (D) t
w
D 70
= = 112
tw 0.625
[6.10.9.3.2] The appropriate equation for C is selected based on how slender the web
is:
Then,
1.57 ⎛E ⋅k ⎞
C= ⋅ ⎜ ⎟ = 1.57 ⋅ ⎛ 29,000 ⋅ 5.0 ⎞⎟ = 0.363
2 ⎜ F ⎟ (112 )2 ⎜⎝ 50.0 ⎠
⎛ D ⎞ ⎝ yw ⎠
⎜ ⎟
⎜t ⎟
⎝ w⎠
[6.5.4.2] φ v = 1.0
K.1 Pier Region Assume the critical section for shear is at Girder Point 1.0. Based on
Tables 6.9.3, 6.9.9, and 6.9.11, the factored shear force over the pier is:
The resistance of an unstiffened web is less than the demand of 663 kips;
therefore, transverse stiffeners are required near the pier.
The diaphragms in the region of the pier are spaced at 22.5 feet. The
diaphragm connection plates act as web stiffeners. Try adding a stiffener
midway between the pier and the first diaphragm away from the pier.
[6.10.9.3.2] Compute k:
5 5
k =5+ 2
=5+ 2
= 6 .3
⎡ do ⎤ ⎡135 ⎤
⎢ ⎥ ⎢ 70 ⎥
⎣ ⎦
⎣⎢ D ⎦⎥
JUNE 2008 LRFD BRIDGE DESIGN 6-71
2D ⋅ tw 2 (70 )(0.625)
= = 0.64 < 2.5
(b fc ⋅ t fc ) + (b ft ⋅ t ft ) (22)(3.25) + (20)(3.25)
Then,
⎡ ⎤
⎢ ⎥
⎢ ⎥
0.87 ⋅ (1 − C ) ⎥
V = V ⋅ ⎢C +
n p ⎢ 2 ⎥
⎢ ⎛ do ⎞ ⎥
⎢ 1+⎜ ⎟ ⎥
⎜D⎟
⎢⎣ ⎝ ⎠ ⎥⎦
⎡ ⎤
⎢ ⎥
⎢ 0.87 ⋅ (1 − 0.457 ) ⎥
= 1268 .8 ⋅ ⎢0.457 +
2
⎥ = 855.8 kips
⎢ ⎛ 135 ⎞ ⎥
⎢ 1+⎜ ⎟ ⎥
⎣⎢ ⎝ 70 ⎠ ⎦⎥
Vu(0.871) = 1.25 ⋅ (180 + 33) + 1.75 ⋅ 144 ⋅ 1.112 = 546.5 kips > 460.6 kips
Therefore, stiffeners are not required between the second and third
diaphragms away from the pier.
K.2 Abutment From previous calculations, the capacity of the unstiffened web is
Region V = 460.6 kips
r
V = 1.25 ⋅ (115 + 23) + 1.75 ⋅ (137 ) ⋅ 1.112 = 439.1 < 460.6 kips
u ( 0 .0 )
K.3 Transverse Ideally the size of the stiffener should be coordinated with the cross
Stiffener Design frame connection plates. Fabrication of the girder will be simplified if
[6.10.11.1] only one plate size and thickness is welded to the web at non-bearing
locations. In addition, transverse stiffeners and diaphragm connection
plates should be detailed with widths that are in 1/4 inch increments. This
provides the fabricator additional flexibility. They can either cut the
stiffeners and connection plates out of large mill plate or utilize standard
flat bar stock.
Transverse stiffeners are required near the pier. Mn/DOT Detail B411
(Stiffener Details) addresses the constraints placed on stiffeners in LRFD
Article 6.10.11.1.1.
D 70
b ≥ 2.0 + = 2.0 + = 4.33 in
t 30 30
b = 8 in tp = 0.50 in
t
JUNE 2008 LRFD BRIDGE DESIGN 6-73
[6.10.11.1.3] In addition to good aspect ratios, stiffeners must also have an adequate
moment of inertia.
2
⎛D ⎞ 2
Therefore, J = 0.5 .
Because the factored shear force Vu (1.0) is greater than Vcr, the required
stiffness It of the stiffeners shall satisfy:
1.3 1.5
⎛ Fyw ⎞
D4 ρ t
Min. I ≥ ⋅⎜ ⎟
t 40 ⎜ E ⎟
⎝ ⎠
F F
⎧ yw crs
ρ t = larger of ⎨
⎩1.0
0.31 ⋅ E 0.31 ⋅ 29,000
F = 2
≤F = 2
= 35.1 ksi < Fys = 50 ksi
crs ys
⎛b ⎞ ⎛ 8 ⎞
⎜ t ⎟ ⎜ ⎟
⎜t ⎟ ⎝ 0.5 ⎠
⎝ p ⎠
Fyw 50
= = 1.42
F 35.1
crs
ρ t = 1.42
Min. I ≥
(70.0)4 ⋅ (1.42)1.3 ⎛ 50.0 ⎞
⋅ ⎜⎜
1.5
⎟⎟ = 67.8 in 4
t 40.0 ⎝ 29,000 ⎠
JUNE 2008 LRFD BRIDGE DESIGN 6-74
The stiffener moment of inertia taken about the edge in contact with the
web is:
1
Actual I = ⋅ 0.5 ⋅ 83 = 85.3 > 67.8 in 4 OK
t 3
K.4 Bearing For welded plate girders, bearing stiffeners are needed at both the
Stiffener Design abutments and piers.
[6.10.11.2.1]
Abutment Bearing
The reaction to be carried by the bearing stiffeners is:
The bearing stiffeners should extend close to the outside edges of the
narrower flange, which is 20 inches in width. Try a 1" x 9" wide bearing
stiffener on each side of the web.
E 29,000
[6.10.11.2.2] 0.48 ⋅ t p ⋅ = 0.48 ⋅ (1.0) ⋅ = 11.56 in > 9.00 in OK
F 50
ys
The bearing resistance check is based on the net area of steel in contact
with the flange. Assume a 11/2 inch cope at the bottom of the stiffener in
accordance with Mn/DOT Detail B411.
[6.10.11.2.3] (R ) sb n
= 1.4 ⋅ A pn ⋅ Fys = 1.4 ⋅ [1.00 ⋅ (9.0 − 1.5) ⋅ 2] ⋅ (50.0) = 1050 kips
φ ⋅R
b
( ) = 1.0 ⋅ (1050) = 1050
sb
kips > 439 kips OK
The stiffeners will act like a column while supporting the bearing reaction.
[6.10.11.2.4b] The effective section consists of the stiffeners, plus 9 t w (thickness of the
girder web) on each side of the stiffeners (see Figure 6.9.9).
1 1
I= ⋅ (11.25 − 1.0) ⋅ 0.6253 + ⋅ 1.0 ⋅ 18.6253 = 538.6 in4
12 12
I 538.6
r= = = 4.64 in
A 25.03
[6.9.4.2]
E 29,000
k⋅ = 0.45 ⋅ = 10.84
F 50.0
y
b 9.0
= = 9.0 < 10.84 OK
t 1.0
Figure 6.9.9
“Column” for Bearing Stiffener at Abutment
JUNE 2008 LRFD BRIDGE DESIGN 6-76
Kl 52.5
= = 11.3 < 120 OK
r 4.64
⎛ Kl ⎞ Fys ⎛ 52.5 ⎞
2 2
50.0
λ=⎜ ⎟ ⋅ =⎜ ⎟ ⋅ = 0.02
⎝r ⋅ π⎠ E ⎝ 4.64 ⋅ π ⎠ 29,000
K.5 Shear The web is to be investigated for the sum of factored permanent loads
Resistance During and factored construction loads applied to the non-composite section
Construction during construction. The web shall satisfy V < φ V . The normal shear
u v cr
[6.10.3.3] resistance for this check is limited to the shear yielding or shear buckling
resistance per Article 6.10.9.3.3. Using the same procedure used above,
calculations show that the web has adequate capacity during
construction.
L. Design Shear Shear connectors are to be placed along the full length of the girder,
Connectors including negative moment regions, because the girder is designed as
[6.10.10] composite for negative moment.
31/2 inches. The minimum clear distance from a stud to the edge of a
flange is 1.0 inch. With a 20 inch top flange width, the maximum
number of stud spaces placed in a line across the flange is:
20 − 2 ⋅ (1) − 0.875
= 4.9 spaces
3.5
Five studs across the flange is permissible, but use four shear studs at
each location.
The studs must extend a minimum of 2 inches into the deck and have a
minimum of 3 inches of cover. At midspan, the amount of concrete stool
is 1.75 inches. At the pier, the amount of concrete stool is 2 inches.
Choose a stud height of 5 inches.
L.1 Fatigue Limit The pitch P (longitudinal spacing) of each set of studs shall satisfy:
State
n ⋅ Zr
[6.10.10.1.2] Max p ≤
Vsr
From LRFD Table 6.6.12.5-2, use 1.5 cycles per truck passage.
Then
5.5 2 5.5
Z = ⋅d = ⋅ 0.8752 = 2.11 kips
r 2 2
From Table 6.6.12.5-2, 1.0 cycles per truck passage shall be used.
Z = 2.11 kips
r
Vf Q
Then Vsr = Vfat =
I
The inertia values are taken from Table 6.9.2:
For the negative moment region, I = 132,855 in 4 (value for the smaller
negative moment section).
Now compute the “Q” values. For the positive moment region:
1 ⎛ t ⎞ 1 ⎛ 9⎞
Q= ⋅b ⋅ t ⋅ ⎜y + t + s ⎟ = ⋅ 118 ⋅ 9 ⋅ ⎜11.92 + 1.75 + ⎟ = 2412 in 3
n eff s ⎜ tc cstool 2 ⎟ 8 ⎝ 2 ⎠
⎝ ⎠
For the negative moment region, only the area of steel in the concrete
deck is considered.
d =
(7.80) (5.5) + (3.93) (1.88) = 4.29 inches from bottom of deck
r_avg (7.80 + 3.93)
Q= A +A ( rt rb
) (y tc
+t
cstool
+d
r_avg
) = (7.80 + 3.93) (33.83 + 1.75 + 4.29)
= 468 in 3
Table 6.9.16
Shear Connector Spacing For Fatigue
**
* Factored ***
Max p Max p
Girder Fatigue Fatigue Max p
(Positive) (Negative)
Point Shear Shear Limit
(in) (in)
LLDF Range Vf (in)
(kips)
0.0 0.725 42 16 24
0.1 0.725 36 18 24
0.2 0.725 31 21 24
0.3 0.725 31 22 24
0.4 0.725 31 21 24
0.5 0.725 33 20 24
0.6 0.725 34 20 24
0.7 0.725 35 19 24
0.8 0.725 37 64 24
0.9 0.725 39 61 24
1.0 0.725 41 58 24
L.2 Strength Limit In addition to fatigue, adequate studs are needed to ensure that the
State cross sections can generate the flexural resistance computed earlier.
[6.10.10.4]
The factored shear resistance of a single shear connector Qr , shall be
taken as:
Qr = φ sc Qn
[6.5.4.2] φ sc = resistance factor = 0.85
P
[6.10.10.4.1] n=
Qr
[6.10.10.4.2] For the region between the point of maximum positive LL + I moment
and the abutment:
2 2
P = Pp + Fp
Pp is taken as the lesser of the capacity of the deck or the capacity of the
steel section.
P =F ⋅D⋅ t + F ⋅b ⋅ t + F ⋅b ⋅ t
2P yw w yt ft ft yc fc fc
P = P = 3611 kip
P
P 3611
n= = = 118 studs
Q 30.6
r
2 2
P = PT + FT
JUNE 2008 LRFD BRIDGE DESIGN 6-81
PT = PP + Pn
or
P = PT = 5523 kips
P 5523
n= = = 180 studs
Q 30.6
r
The final details for the shear studs need to satisfy the constraints of
both the fatigue design and the strength design. After reviewing the
constraints, the layout provided in Figure 6.9.16 was chosen.
M. Investigate the Several items need to be considered when locating and designing field
Field Splice Design splices for steel girders. Typically, splices are located near inflection
[6.13] points to minimize the flexural resistance required of the connection. In
addition, designers need to ensure that adequate clearance is provided to
transverse stiffeners, cross frame connection plates, etc.
number of bolts. The bolted connections used in the splice are Category
B details.
Typically, three splice plates are used for each flange and two splice
plates are used for the web. This permits all of the bolts to function in
double shear and minimizes the number of bolts required.
The loads at the location of the splice are shown in Table 6.9.17.
Table 6.9.17
Loads at Girder Point 0.69 (Unfactored)
Component Moment (k-ft) Shear (k)
DC1 18 -116
DC2 54 -22
Pos. M LL + I 2351 22
Neg. M LL + I -2469 -126
Pos. M DCCONST 2416 -98
Neg. M DCCONST -2369 49
Pos. M LLCONST 369 -11
Neg. M LLCONST -371 3
Fatigue LL + I Range 2691 64
JUNE 2008 LRFD BRIDGE DESIGN 6-83
To arrive at design stresses for the splice plates, the loads are applied to
the appropriate section. The stresses from the load components are then
factored to arrive at design stresses. Table 6.9.19 lists the unfactored
component stresses and the factored design stresses for the flanges and
the web. Flange splices are based on mid-flange stresses. Web splices
can conservatively be based on mid-flange stresses or can use the
stresses at the top and bottom of the web. The strength of the splice is
based on the capacity of the smaller girder framing into the connection.
For this example, the positive moment section is the smaller capacity
member.
Table 6.9.18
Section Properties for Splice Design
Design Section 1
Positive Moment
Parameter Non- Neg.
Long-Term Short-Term
composite Composite Composite Moment
(3 ⋅ n) (n)
Table 6.9.19
Flexural Stress Components at Splice
(1) (1)
Stress at Mid-depth of Stress at Mid-depth of
Loading Top Flange Bottom Flange
(ksi) (ksi)
M.1 Controlling Flange At the strength limit state, the controlling flange is defined as the flange
[C6.13.6.1.4c] with the maximum ratio of factored flexure stress to factored resistance.
Table 6.9.19 indicates that the bottom flange is the controlling flange for
both positive and negative live load of the Strength I Limit State. The
splice must be capable of resisting both positive and negative live load
moment conditions.
[6.13.6.1.4c] Load Case I - Positive Live Load for Strength I Limit State
Bottom Flange is in tension.
The flange splice shall be designed to provide a minimum design
resistance equal to the greater of:
⎡f ⎤
⎢ cf + α ⋅ φ ⋅ F ⎥
⎢ Rh f yf
⎥
F = ⎣ ⎦
cf 2
or
F = 0.75 ⋅ α ⋅ φ ⋅ F
cf f yf
⎡ 15.96 ⎤
⎢ + 1 ⋅ 1 ⋅ 50⎥
Fcf = ⎣ 1 ⎦ = 33.0 ksi
2
or
⎛φF ⎞
Ae = ⎜ u u ⎟A
⎜φ F ⎟ n
⎝ y yt ⎠
JUNE 2008 LRFD BRIDGE DESIGN 6-86
where,
φu = 0.8
Fu = 70.0 ksi
φ y = 0.95
F = 50 ksi
y
7/8" diameter bolts will be used for the splice design. For An calculation,
assume 6 bolts per row with a 1" diameter.
Ae =
(0.8) (70) (20.00) = 23.58 in2 < A g = 27.5 in2
(0.95) (50)
Ttcfdes = (37.50) (23.58) = 884.3 kips
Maximum Tension Design force for inner plates and outer plate:
884.3
T =T = = 442.2 kips
in _ tcfdes out _ tcfdes 2
[6.8.2.2] The factored tensile resistance, Pr, shall be taken as the lesser of the
following:
A n = (2) [10 − (3) (1)] (0.75) = 10.50 in2 < 0.85 ⋅ A g = 12.75 in2
⎡f ⎤
⎢ cf + α φ F ⎥
⎢ Rn f yf
⎥
F = ⎣ ⎦
cf 2
or
Fc f = 0.75 ⋅ α ⋅ φ f ⋅ Fy f
− 19.67
+ (1.0) (1.0) (50.0)
1.0
F = = 34.8 ksi
cf 2
or
Since the combined area of the inner splice plates is within 10% of the
area of the outer splice plate, both the inner and outer splice plate can be
designed for one-half the flange design force.
Maximum Compression design force for inner plate and outer plate is
taken as:
1031.3
T =T = = 515.7 kips
in _ ccfdes out _ ccfdes 2
R r = φ c Fy A s
Where:
A s = gross area of the splice plate
φc = 0.9
or
γ=
Af
=
(22) ⋅ (0.5) = 0.40
Ap 27.5
⎡ (1 + γ ) ⎤ ⎡ (1 + 0.40 ) ⎤
R =⎢ ⎥=⎢ ⎥ = 0.78
⎣ (1 + 2 ⋅ γ ) ⎦ ⎣ (1 + 2 ⋅ 0.40 ) ⎦
[6.13.2.7] The shear resistance of a 7/8" diameter A325 bolt without threads in the
shear plane with reduction of a filler is:
T 1031 .3
N= ccfdes
= = 23.9 bolts
φs ⋅ R n 43.2
1031 .3
Average design force of each bolt = = 43.0 kips
24
⎛ 1 .0 ⎞
R = 1.2 ⋅ L ⋅ t ⋅ F = 1.2 ⋅ ⎜1.5 − ⎟ ⋅ 1.25 ⋅ 70 = 105.0 kips
n c u
⎝ 2 ⎠
JUNE 2008 LRFD BRIDGE DESIGN 6-90
R n = K h K s Ns Pt
where:
404.3
= = 16.8 kips < 39.0 kips OK
24
Possible block shear failure mode 1 on the inner and outer splice plates is
shown below in Figure 6.9.10.
JUNE 2008 LRFD BRIDGE DESIGN 6-91
Figure 6.9.10
Block Shear Failure Mode 1 – Bottom Flange Splice Plates
A tn is the net area along the planes resisting the tensile stress:
A vn is the net area along the planes resisting the shear stress:
A tn 6.25
= = 0.71 > 0.58
A vn 8.75
(
R r = φbs ⋅ 0.58 ⋅ Fy A vg + Fu A tn )
where:
φbs = 0.8
A 7.50
tn
= = 0.71 > 0.58
A 10.50
vn
(
R r = φbs ⋅ 0.58 ⋅ Fy A vg + Fu A tn )
= 0.8 ⋅ (0.58 ⋅ 50 ⋅ 15.75 + 70 ⋅ 7.50) = 785.4 kips > 442.2 kips OK
The possible block shear failure mode 2 on the outer splice plate is shown
below in Figure 6.9.11. Since the outer splice plate controlled for block
shear failure mode 1, it can be seen that it will control for failure mode 2
also.
Figure 6.9.11
Block Shear Failure Mode 2 - Bottom Flange Splice Plates
= 9.38 in2
JUNE 2008 LRFD BRIDGE DESIGN 6-93
= 4.38 in2
A 9.38
tn
= = 2.14 > 0.58
A vn 4.38
R r = φ bs (0.58 Fy A vg + Fu A tn )
= (0.8) [(0.58) (50.0) (6.56 ) + (70) (9.38)] = 677.5 kips > 442.2 kips OK
M.2 Noncontrolling Table 6.9.19 indicates that the top flange is the noncontrolling flange for
Flange both positive and negative live load for the Strength I Limit State.
[6.13.6.1.4c]
The noncontrolling flange at the strength limit state shall be proportioned
to provide a minimum design resistance for both positive and negative
live load moments equal to the greater of:
fncf
F =R or 0.75 αφ F
ncf cf Rh yf
where:
Fcf
R cf =
fcf
Fcf 37.5
R cf = = = 2.35
f 15.96
cf
− 3.25
Fncf = (2.35) ⋅ = 7.64 ksi
1.0
or
Fcf 37.5
R cf = = = 1.91
f 19.67
cf
fncf 17.39
F ncf = R cf = (1.91) = 33.20 ksi
R 1.0
n
or
⎛ φ F ⎞
Ae = ⎜ u u ⎟ An
⎜ φ y Fyt ⎟
⎝ ⎠
⎛ (0.8) (70) ⎞
= ⎜⎜ ⎟⎟ (1.0) (20 − (4)(1.0))
⎝ (0.95) (50) ⎠
The design of the top flange splice is not included in this design example
for brevity. However, the top flange splice is designed using the same
procedures and methods presented in this example for the bottom flange
splice. The size of the resulting top flange splice plates are as follows.
JUNE 2008 LRFD BRIDGE DESIGN 6-95
The outer plate is 1/2" x 20" (area = 10.00 in2) and the inner plates are
5
/8" x 9" (area = 5.625 in2 per plate).
M.3 Web Splice The web is designed to carry the entire factored vertical shear force. In
addition, it must carry the moment due to the eccentricity of the shear
[6.13.6.1.4b] force and the flexural moment which the web was assumed to carry. The
flexural stresses in the web are resolved into flexural and axial
(horizontal) components about mid-depth of the web. This allows the
bolt group on each side of the splice to be designed for the vertical shear,
the moment associated with the eccentricity of the vertical shear, the
web flexural moment, and the resultant horizontal force in the web.
In this example, Muw and Huw are computed by conservatively using the
stresses at the midthickness of the flanges. By utilizing the stresses at
the midthickness of the flanges, the same stress values can be used for
the design of both the flange and web splices, which simplifies the
calculations. The design forces will be computed under the Strength I
Limit State and Service II Limit State.
From Tables 6.9.9 and 6.9.11, the vertical shear force to be carried is:
V = (1.25)
u
[ (− 116) + (− 22) ] + 1.75 ⋅ 1.112 (− 114) = 394.3 kips GOVERNS
The nominal shear resistance of the unstiffened web, Vn, is 460.6 kips.
Then
V =
(V
u
+ φ v Vn ) kips
uw 2
=
(394.3 + (460.6)(1.0)) = 427.5 kips
2
JUNE 2008 LRFD BRIDGE DESIGN 6-96
Next, determine the design moment and the design horizontal force
resultant.
[C6.13.6.1.4b] t D2
M = w
R F −R f
uw 12 h cf cf ncf
where:
t w = 0.625 in
D = 70 in
R h = 1.0
Fcf = 37.5 ksi
R cf = 2.35
fncf = −3.25 ksi
Muw =
(0.625) (70) 2 (1.0) (37.5) − (2.35) (− 3.25) (112)
12
= 960.0 k-ft
tw D
Huw = (R h Fcf + R cf fncf )
2
=
(0.625) (70) [ (1.0) (37.5) + (2.35) (− 3.25)]
2
= 653.2 kips
Assume a horizontal bolt pitch of 3 inches and two vertical rows of bolts
on each side of the splice. The eccentricity of the shear is the distance
from the center of the bolt pattern to the center of the splice:
3 3.5
ev = + = 3.25 in
2 2
M = e ⋅V
v v uw
= 3.25 ⋅ 427.5 1
12
( )
= 115.8 k-ft
The design forces for the web splice under positive live load condition
are:
V = 427.5 kips
uw
H = 653.2 kips
uw
M = 1075 .8 k-ft
uw _ pos
t w = 0.625 in
D = 70 in
R h = 1.0
Fcf = −37.5 ksi (compression)
R cf = 1.91
fncf = 17.39 ksi
t w D2
Muw = R h Fcf − R cf fncf
12
=
(0.625) (70)2 (1.0) (− 37.5) − (1.91) (17.39) 1 ( )
12 12
= 1503.9 k-ft
H
uw
=
t wD
2
(
R F +R f
h cf cf ncf
)
=
(0.625) (70)
[ (1.0) (− 37.5) + (1.91) (17.39) ]
2
= −93.7 kips
Mv = 115.8 k-ft
The design forces for the web splice under negative live load condition
are:
From Tables 6.9.9 and 6.9.11, the factored shear with positive live load
is:
Determine the design moment and the design horizontal force resultant.
t wD2
Mser − w = 1.0 fs − 1.0 fos
12
=
(0.625) (70)2 1 ⋅ (11.88) − 1 ⋅ (− 2.43) (112) = 304.3 k − ft
12
Hser − w =
t wD
2
(1.0 f s
+ 1.0 fos )
=
(0.625) (70) [ 1 ⋅ (11.88) + 1 ⋅ (− 2.43) ] = 206.7 k
2
The design force for the web splice under Service II Limit State with
Positive Live Load is:
The design force values for the other Service II load cases are shown in
Table 6.9.20.
JUNE 2008 LRFD BRIDGE DESIGN 6-99
The force in each of the bolts can be found with the following equations:
Px M ⋅ yA Py M⋅x
A
R =R +R = + R =R +R = +
xA xp xm nm I yA yp ym nm I
p p
2 2
R A = R xA + R yA
I =
p
nm
12
[ s (n 2 2
)
− 1 + g2 m2 − 1 ( )]
where:
Px = Huw P =V M = Muw
y uw
x = x coordinate of bolt
A
y = y coordinate of bolt
A
[C6.13.6.1.4b] Assume two vertical rows of 22 bolts on each side of the splice, a
horizontal pitch g of 3 inches and a vertical pitch s of 3 inches. The bolts
at the corners of the fastener group will be subject to the largest forces.
Conservatively, the corner bolts will be checked only. The coordinates at
the corners are x = ± 11/2 and y = ± 31.5 inches.
JUNE 2008 LRFD BRIDGE DESIGN 6-100
Table 6.9.20
Design Force of the Corner Bolts
Parameter Strength I Service II Service II Const.
Rr = φ Rn
= (0.8) (69.2)
= 55.4 kips
From Table 6.9.20, the maximum design force on the bolt at Strength I
Limit State
[6.13.2.8] R n = Kh K s Ns Pt
= (1.0) (0.5) (2) (39.0)
= 39.0 kips
R r = Rn = 39.0 kips
From Table 6.9.20, the maximum design force on the bolt at Service II
Limit State is:
R r = φbb R n _ end
= (0.8) (65.6 )
= 52.5 kips
The plates used in the web splice must have adequate resistance to carry
the vertical shear. Two 3/8" thick plates are being used for the splice.
Assume the plates are 66 inches tall ( 21 ⋅ 3 + 2 ⋅ 11/2)
Gross area of the plates:
A g = 66 ⋅ 2 ⋅ 0.375 = 49.50 in 2
JUNE 2008 LRFD BRIDGE DESIGN 6-102
Figure 6.9.12
A 2.25
tn
= = 0.07 < 0.58
A 32.25
vn
JUNE 2008 LRFD BRIDGE DESIGN 6-103
(
R r = φbs 0.58 Fu A vn + Fy A tg )
A = (2) (1.5 + 3.0) (0.375) = 3.38 in2
tg
Huw Muw
σ= + ≤ φ f Fy
Ag Spl
φ f = 1.0
σ=
93.7
+
(1619.7) (12) = 37.6 ksi < 50 ksi OK
49.50 544.5
The assumed web splice details have adequate capacity. The field splice
is detailed in Figure 6.9.13.
JUNE 2008 LRFD BRIDGE DESIGN 6-104
Figure 6.9.13
Two live loads are applied to the bridge and evaluated for the deflection
check. Take the larger of:
[3.6.1.3.2] • Design Truck alone
• 25% of Design Truck + Lane Loading
The maximum deflections (like the moments) are based on the composite
section, including the deck in the negative regions. Including dynamic
load allowance, the maximum deflections for a full lane or truck are:
O. Camber To ensure that steel bridges have the proper profile after construction,
steel girders are fabricated with camber. Camber is an adjustment to the
vertical profile of a girder. Camber in the girder is made up of geometric
camber, dead load camber, and residual camber (if required).
The girders for this example will deflect 1.18 inches downward at the 0.4
Span Point due to their own weight. When the other DC1 dead loads
(deck, stool) are added to the bridge, an additional 5.61 inches of
downward deflection is estimated for the 0.4 Span Point. The addition of
barriers will add an additional deflection of 0.61 inches downward at the
same location. Summing these values results in an anticipated deflection
of 7.40 inches. Deflections at 10th points along the span are provided for
selfweight, other DC1 loads, and DC2 loads in Figure 6.9.14.
Figure 6.9.14
JUNE 2008 LRFD BRIDGE DESIGN 6-106
Figure 6.9.16 contains a half elevation of the girder that summarizes the
design.
JUNE 2008 LRFD BRIDGE DESIGN 6-107
Figure 6.9.15
JUNE 2008 LRFD BRIDGE DESIGN 6-108
Figure 6.9.16
Half Elevation
JUNE 2008 LRFD BRIDGE DESIGN 6-109
P. End Diaphragm The end diaphragm is used to support the end of the deck and to transfer
Design wind load to the supports. It also is required to carry jacking loads if the
bearings are replaced. Compared to the jacking loads and the dead and
live loads, the wind loads for this example are relatively modest. The
end diaphragm will be designed for two load combinations: Strength I
where dead and live loads are carried on a simple non-composite span,
and Strength I where dead loads and jacking loads are carried on simple
span as well.
The design simple span length will be the distance between girders
increased for the skew. See Figure 6.9.16.
Figure 6.9.17
Length of End Diaphragm
Assume that the end diaphragm carries its own selfweight, the weight of
a 2 foot strip of deck, and the additional weight of the thickened deck at
the joint. For dead load purposes, assume the additional thickness is
4 inches and that it is 14 inches wide.
Assume 50 pounds per lineal foot for the weight of the beam and steel
connections.
⎛ 9.5 14 4 ⎞
w = 0.050 + 0.150 ⋅ ⎜ 2 ⋅ + ⋅ ⎟ = 0.346 kips/ft
d
⎝ 12 12 12 ⎠
JUNE 2008 LRFD BRIDGE DESIGN 6-110
wd ⋅ L 0.346 ⋅ 12.06
= = 2.1 kips
2 2
w ⋅ L2 0.346 ⋅ 12.062
d
= = 6.3 kips-ft
8 8
Consider two live load cases, one where the lane of traffic is centered
between the girders and a second one where one of the truck wheels is
placed at the center of the diaphragm. The two cases are presented in
Figure 6.9.18. This assumes two feet of lane load and includes dynamic
load allowance on the wheel load. For Case 1, the live load is centered
between the girders and the shear force is:
10
V = 21.3 + 0.064 ⋅ 2 ⋅ = 21.9 kips
2
0.064 ⋅ 2 ⋅ 12.06 2
M ≈ 21.3 ⋅ 2.67 + = 59.2 k-ft
8
For Case 2, assume that the left wheel is just to the right of the interior
girder. This will produce a conservative design shear. The shear force
for this case is:
6.06 8.06
V = 21.3 + ⋅ 21.3 + ⋅ [8 ⋅ 2 ⋅ 0.064] = 32.7 kips
12.06 12.06
M≈
6.06
⋅ 21.3 ⋅ 6.03 +
8.06
⋅ [0.064 ⋅ 2 ⋅ 8] ⋅ 6.03 − [0.064 ⋅ 2] ⋅
(6.03)
2
12.06 12.06 2
= 71.0 k − ft
JUNE 2008 LRFD BRIDGE DESIGN 6-111
[3.4.3.1] Assuming lane closed during jacking operation, the shear force in the end
diaphragms during jacking can be estimated from the abutment reactions
for the DC1 and DC2 loads. Jacking forces have a 1.3 load factor.
Assume that two jacks are used to lift each interior girder and that they
are placed two feet away from the center of the girder to clear the
bearings.
Figure 6.9.18
Live Load Placement on End Diaphragm
JUNE 2008 LRFD BRIDGE DESIGN 6-113
With each jack positioned two feet from the girder the moment at mid
span in the end diaphragm is:
V = V = 1.25 V + 1.3 V
r u DL jack
Vr = φ v Vn = φ v CVp
where:
φ v = 1.0
C = 1.0
Therefore,
Vr 92.3
Aw = = = 3.18 in 2 web area required
0.58 Fy 0.58 ⋅ 50
Assume that the rolled beam can reach My . The required section
modulus for the beam is:
D 12 − 2 ⋅ (0.5)
= = 35.5
tw 0.31
E⋅k 29,000 ⋅ 5
1.12 ⋅ = 1.12 ⋅ = 60.3 > 35.5
F 50
y
Local Buckling
bf 8
λ = = = 8 ≤ λ = 9.2
f 2 ⋅ tf 2 ⋅ 0.5 pf
F =F = 50.0 ksi
nc yc
E ⎛ 29,000 ⎞
L p = 1.0 rt = (1.0) (1.93) ⎜ ⎟ = 46.5 in
F ⎜ 50 ⎟⎠
yc ⎝
E ⎛ 29,000 ⎞
Lr = π r = (3.14) (1.93) ⎜ ⎟ = 174.0 in
u Fyr ⎜ 35 ⎟
t
⎝ ⎠
L b = 60 in
Lp < Lb < Lr
⎡ ⎛ Fyr ⎞ ⎛ L b − L p ⎞⎤
F nc = C b ⎢1 − ⎜1 − ⎟ ⎜ ⎟⎥ R R F
⎢⎣ ⎜ R h Fyc ⎟ ⎜ L r − L p ⎟⎥ b h yc
⎝ ⎠ ⎝ ⎠⎦
R = 1.0
h
F = 0.7 F = 35 ksi
yr yc
⎡ ⎛ 35 ⎞ ⎛ 60 − 46.5 ⎞⎤
Fnc = (1.0) ⎢1 − ⎜1 − ⎟ ⎜ ⎟⎥ (1.0) (1.0) (50)
⎣ ⎝ 50 ⎠ ⎝ 174 − 46.5 ⎠⎦
= 48.4 ksi
[6.10.1.10.2-4] E
λrw = 5.7 = 137
Fyc
In order to determine web load-shedding factor, Rb, the web shall satisfy:
Flexural Resistance
APPENDIX 6-A
Figure 6-A1
Dimensions of Common Heavy Hex Structural Bolts
Mn/DOT 3391.2A (ASTM A307)
JUNE 2008 LRFD BRIDGE DESIGN 6-118
Figure 6-A2
Washers for High Strength Structural Bolts
Mn/DOT 3391.2B (ASTM A325)
JUNE 2008 LRFD BRIDGE DESIGN 6-119
Figure 6-A3
High Strength Heavy Hex Structural Bolts and Nuts
Mn/DOT 3391.2B (ASTM A325)
JUNE 2008 LRFD BRIDGE DESIGN 6-120
Figure 6-A4
Dimensions of Common Heavy Hex Nuts and Heavy Hex Jam Nuts
Mn/DOT 3391.2A (ASTM A307)
JUNE 2008 LRFD BRIDGE DESIGN 6-121
Figure 6-A5
Hardware Details
JUNE 2008 LRFD BRIDGE DESIGN 6-122
Figure 6-A6
Welding symbols and Notes
JUNE 2008 LRFD BRIDGE DESIGN 6-123
Figure 6-A7
Welding Notes and Joints
JUNE 2008 LRFD BRIDGE DESIGN 6-124
Figure 6-A8
Welding Joints
MAY 2016 LRFD BRIDGE DESIGN 8-1
The design examples are followed by load rating examples for the
elements designed in the design examples, except for the timber cap,
because substructures are typically not load rated on new structures.
Information on wood incorporated into the design of formwork and
falsework can be found in the MnDOT Bridge Construction Manual. The
construction of timber bridges is governed by MnDOT Standard
Specifications for Construction, (MnDOT Std. Spec.,) Article 2403, Wood
Bridge Construction.
8.1 Materials A variety of materials are incorporated into timber bridges, ranging from
treated solid and laminated wood members to steel fasteners and
hardware, as well as steel plates and shapes used as bracing or in
connections.
This section briefly defines some commonly used terms for various wood
materials:
Lumber
In general, lumber is defined as wood that is sawed, or sawed and
planed.
Timber
Timber is a term referring to larger pieces of lumber. For the
purposes of this chapter the ASTM definition is applied, timber is
lumber that is 5 inches thick and larger on its least dimension face.
Wood
The part of a tree inside of the bark, harvested and prepared for use
as lumber and timbers to build structures; in the case of this section,
constructing bridges. Specific species to be used are given in
Article 8.1.1 below.
Glulam Timber
Glulam is short for “glued laminated” timber. Glued laminated timber
is comprised of surfaced dimension lumber used as laminates and
glued together in a factory to form larger timbers. The glulam timbers
are commonly used for bridge beams and also for decks. The decks
span either longitudinally between supports or transversely on beams.
Frequency of glulam usage in decks varies by region around the
country.
8.1.1 Wood Structural wood products typically shall be visually graded West Coast
Products Douglas Fir or Southern (Yellow) Pine as a standard. Other species should
receive State Bridge Design Engineer approval prior to final design if it is
intended to specify another species for use in a bridge. Refer to MnDOT
Standard Spec., Art. 3426 Structural Wood. Designs should be based on
the design values found in AASHTO LRFD. Design values not given in
MAY 2016 LRFD BRIDGE DESIGN 8-3
[Table 8.4.1.1.4-1] The AASHTO LRFD tabulated design values assume dry-use conditions.
These tabulated values shall be modified if wood will be subject to wet
use conditions. Table 8.1.1.1. has an abbreviated list of some typical
design values for Douglas Fir-Larch, which is a common species used in
bridges.
All wood members, that become part of the permanent bridge structure,
should be treated with a preservative. Preservatives protect the wood
against decay and organisms. Refer to Article 8.1.3 in this section for
wood preservative information.
[8.4.1.1.2] Lumber and timbers can be supplied in various finished sizes, depending
on the sawing and planing done at the time of manufacture. Following
are general definitions of some common finished sizes. Grading rules for
specific species should be referenced if dimensions are important to the
design for lumber that is not dressed (not planed), or surfacing can be
specified as needed.
Full sawn
Sawed full to the specified size with no undersize tolerance allowed at
the time that the lumber is manufactured.
Rough sawn
Lumber sawed to the specified size and not planed, and with small
tolerances permitted under the specified size.
MAY 2016 LRFD BRIDGE DESIGN 8-4
Standard sawn
Lumber sawed to size but not planed, and with minimum rough green
sizes slightly less than rough sawn.
The actual dimensions and moisture content used in the design should be
indicated in the contract documents. MnDOT policy is to design for wet-
use conditions (8.2.1 and 8.4.3).
[Table 3.5.1-1] The design unit weight of most components is 0.050 kcf. Douglas Fir and
Southern Pine are considered soft woods. For special designs using hard
woods, the design unit weight is 0.060 kcf.
8.1.2 Fasteners Structural steel elements incorporated into timber bridges must satisfy
and Hardware the strength and stability checks contained in Section 6 of the LRFD
Specifications. For durability, generally all steel elements incorporated
into timber bridges are hot-dipped galvanized. Compatibility of steel
elements and hardware with the specified wood preservative shall be
investigated. Some waterborne treatments actively corrode steel and
hardware. Oil-type preservatives are generally compatible with steel and
hardware and do not directly cause damage from reactivity. Use of
uncoated steel (such as weathering steel) in wood bridges should be used
with great caution to make certain durability is not compromised.
Oil-Type Preservatives
The three most common oil-type preservatives that have been used in
the past, or are currently being used in bridge applications are: creosote,
pentachlorophenol, and copper naphthenate. The descriptions below are
provided for general information only. As stated above, the MnDOT
approved list shall be reviewed by the designer and owner. For bridge
applications, oil-type preservatives are used almost exclusively for
treating structural components. They provide good protection from
decay, and provide a moisture barrier for wood that does not have splits.
Because most oil-type treatments can cause skin irritations, they should
not be used for applications that require repeated human or animal
contact, such as handrails, safety rails, rub rails, or decks.
Creosote
Historically, creosote has been the most commonly used preservative
in bridge applications in Minnesota. The high level of insoluables can
result in excessive bleeding of the treatment from the timber surface,
which can create a hazard when it contacts human skin. Creosote is
an Environmental Protection Agency (EPA) restricted use pesticide. It
should be noted that creosote is no longer on MnDOT’s list of
approved preservatives for the treatment of timber products.
Pentachlorophenol
As a wood preservative penta is effective when used in ground
contact, in freshwater, or used above ground. Penta is difficult to
paint and should not be used in applications subject to prolonged
human or animal contact. Penta is an EPA restricted use pesticide.
The penta producers have created guidance on the handling and site
precautions with using this product.
Copper Naphthenate
Copper Napthenate is effective when used in ground or water contact,
and above ground. Unlike creosote and penta, Copper Napthenate is
not listed as a restricted use pesticide. However, precautions (dust
masks, gloves, etc.) should be used when working with this wood
treatment.
Waterborne Preservatives
Waterborne preservatives are used most frequently for railings and floors
on bridge sidewalks, pedestrian bridges and boardwalks, or other areas
that may receive human contact. After drying, wood surfaces treated
with these preservatives can also be painted or stained. Of the numerous
waterborne preservatives, CCA, ACQ, and CA have been used in bridge
MAY 2016 LRFD BRIDGE DESIGN 8-6
EnviroSafe Plus®
EnviroSafe Plus® is a borate based preservative treatment using
Disodium Octaborate Tetrahydrate and a patented polymer binder. It
contains no heavy metals, which can raise health, environmental, and
disposal concerns. This treatment is not considered a problem for
human contact, but it is not to be used for members in contact with
the ground.
8.2 Timber Bridge Wood or timber decks can be incorporated into a bridge in a number of
Decks different ways. Decks can be the primary structural element that spans
from substructure unit to substructure unit or floor beam to floor beam,
such as a longitudinal spike laminated deck.
Applicability of Use
AASHTO LRFD recommends limitations on the use of deck types as a
guide to bridge owners and designers so that maintenance over the life of
the bridge remains within expectations and does not become excessive.
[C9.9.6.1] The use of spike laminated decks should be limited to secondary roads
with low truck volumes, ADTT significantly less than 100 trucks per day.
[C9.9.4.1] The recommended use for glulam decks is somewhat vague, but glulam
decks should also be limited to secondary roads with low truck volumes.
AASHTO LRFD states that this form of deck is appropriate only for roads
having low to medium volumes of commercial vehicles.
[9.9.2] Minimum thicknesses are specified in AASHTO LRFD for wood decks. The
nominal thickness of wood decks other than plank decks shall not be less
than 6.0 in. The nominal thickness of plank decks for roadways shall not
be less than 4.0 in.
[C9.9.7.1] Plank decks should be limited to low volume roads that carry little or no
heavy vehicles. Plank decks do not readily accept and/or retain a
bituminous surface. This deck type can sometimes be used economically
on temporary bridges where wear course maintenance is less important.
Thicker planks that provide higher capacity are economical if used or
salvaged lumber can be incorporated into a temporary bridge.
Geometry
Spike laminated timber deck panels should be laid out with panel widths
that are multiples of 4 inches, which currently is the typical deck laminate
width dimension. Glulam deck panels should be designed for standard
laminate sizes based on the wood species. To facilitate shipping, deck
panels should be detailed with plan widths less than 7’–6”. Large and
thick deck panels should have the lifting method and weight reviewed, to
prevent damage to the wood.
MAY 2016 LRFD BRIDGE DESIGN 8-8
Live Load
[3.6.1/3.6.2.3] Live load and live load application shall be in accordance with AASHTO
LRFD. Dynamic load allowance need not be applied to wood components.
[9.9.3.1] For timber structures with longitudinal flooring, the live load shall be
distributed using the appropriate method. Glulam and spike laminated
are discussed below including under the spreader beam section because
the appropriate method will typically require the use of a spreader beam.
Transverse and longitudinal decks with planks installed flatwise (wood
plank decks) are discussed in AASHTO LRFD Article 4.6.2.1.3. Tire
contact area and dimensions are defined in LRFD Article 3.6.1.2.5.
8.2.3 Longitudinal Three types of wood decks that function as primary structural elements
Wood Decks spanning longitudinally are used in Minnesota; glulam panels, stress
laminated decks, and spike laminated decks. However, stress-laminated
MAY 2016 LRFD BRIDGE DESIGN 8-9
[9.9.5.6] In stress laminated decks, with skew angles less than 25, stressing bars
should be detailed parallel to the skew. For skew angles between 25
and 45, the bars should be detailed perpendicular to the laminations,
and in the end zones, the transverse prestressing bars should be fanned
in plan or arranged in a step pattern. Stress laminated decks should not
be used for skew angles exceeding 45°. AASHTO LRFD Article 9.9.5
contains design and detailing guidance for stress laminated decks.
plant in panels that are shipped to the site. The connection between
adjacent panels most commonly used in current industry practice is a
ship-lap joint, but AASHTO LRFD does not directly give credit to the ship-
lap joint for transfer of wheel loads. In accordance with AASHTO LRFD,
spreader beams are required to ensure proper load distribution between
panels (see below). The laminates are treated with preservative after
drilling pilot holes for the spikes, and prior to assembling and installing
spikes in the panels. Butt splicing of laminations within their unsupported
length is not allowed.
The use of these decks is limited to secondary roads with low truck
volumes (i.e. ADTT significantly less than 100 trucks per day). Frequent
heavy truck loading may increase bituminous cracking resulting in
accelerated bituminous deterioration and increased maintenance. To
reduce future bituminous maintenance, the owner could elect to over
design the deck or incorporate the use of geotextiles in the bituminous
wearing surface. Waterproofing may be considered, but careful attention
to details is required to avoid direct contact between fresh oil-type
treatments and rubberized water proofing, to prevent degradation of the
waterproofing membrane which results in liquidation of the membrane.
[9.9.3] Decks with spans 15.0 feet and less may be designed by one of the three
methods given in AASHTO LRFD. The simplest method is Article 4.6.2.1.
However, experience has shown that this method may result in thicker
decks compared to other methods. If approved by the State Bridge
Design Engineer on a per project basis, spans 15.0 feet and less could be
designed by Article 4.6.2.3, which includes the use of a spreader beam.
8.2.4 Design/ Most longitudinal wood decks will be designed per AASHTO LRFD Article
Analysis 4.6.2.3 and incorporate the use of spreader beams. Exterior strips or
edge beams are not specifically designed for on timber deck bridges with
spreader beams. MnDOT designs are performed on a unit strip one foot
wide. Manipulate the code values (invert and multiply by 12) to
determine distribution factors on a per foot basis.
MnDOT design span lengths are center to center of bearing at support for
the longitudinal wood member being designed. This simplification was
adopted in response to what designers in the local industry generally use.
8.2.5 Detailing Typically metal plate connectors are used to attach longitudinal deck
panels to pile caps at piers to engage the deck in each span. Lag screws
[9.9.4.2] or deformed shank spikes can be used through the metal plate
connectors down to wood supports. At minimum, detail no less than two
[9.9.5.5] metal tie-down plates per deck panel. The spacing of the tie-downs
along each support shall not exceed 3.0 feet for stress laminated decks.
Tie-downs at abutments shall have the same quantity and spacing
requirements, but metal plates are not required unless large washers are
determined as needed by the designer.
8.3 Timber Bridge Wood components can be and have been incorporated into bridge
Superstructures superstructures in a wide variety of applications. Article 8.2 outlined
several different deck types that can span longitudinally from
substructure to substructure or from floor beam to floor beam. The
longitudinal spike laminated deck was the most common timber bridge
type constructed in Minnesota for many years, and a large number of
these bridges remain in existence.
The most common timber bridge type in Minnesota for longer spans
consists of glulam beams with transverse wood decks. In Minnesota, the
transverse decks on glulam beams traditionally have been spike
laminated. Transverse glulam decks recently have become more common
for some newer installations. Nationwide, transverse glulam decks are
the more common deck type on glulam beams. The analysis and detailing
of this bridge type is not complex and a design example is provided in
this section. Transverse wood decks are also used on sawn beams, but in
the span ranges that sawn timber beams can be used longitudinally,
spike laminated deck superstructures currently are usually more
economical. Many sawn beam bridges remain in existence around
Minnesota.
Other less common hybrids and configurations exist for timber bridge
superstructures. Special designs incorporating wood components are
sometimes desired for aesthetic purposes, especially in span lengths that
traditionally accommodate wood members. Once again, if considering
non-standard superstructure types, the design approach should receive
approval from the State Bridge Design Engineer prior to final design.
Some examples of special designs that increase strength of timber
components are transverse post-tensioned glulam beams with a
laminated deck and fiber reinforced polymer glulam beams (FRP).
Examples of special designs with increased aesthetic appeal are glulam
girder or arch spans, and wood truss spans.
8.3.1 Camber / MnDOT does not require wood decks to be fabricated with specific
Deflections camber values. During fabrication of panels, if there is any natural
camber of the deck it should be planned to be placed up to reduce the
MAY 2016 LRFD BRIDGE DESIGN 8-14
8.4 Timber Pile Timber pile caps are most commonly used for timber bridges, supported
Caps/Substructures on cast-in-place piles. As a standard, large sawn timbers are used for
caps. Special designs sometimes use glulam caps. Due to the low
stiffness of timber caps that are relatively slender, equal load distribution
to the piles supporting the cap is not to be assumed when calculating pile
loads. A continuous beam model similar to that used for analyzing the
cap to determine reactions (see Art. 8.4.3 below), is to be used when
calculating the loads for the piles supporting a timber cap.
8.4.1 Substructure Typically, 12 inch cast-in-place piles are to be used in abutments, and 16
Details inch cast-in-place piles are to be used in piers unless project specific
approval is obtained. MnDOT does not allow the use of timber piles for
main structural support (support of caps). Timber piles may be used at
wingwall ends. If soil conditions do not allow the use of cast-in-place
piles, steel H-piles with special details may be used. If H-piles are used,
all pier piles shall be encased in pile shells.
8.4.2 Geometry MnDOT’s standard timber abutment is 4 foot maximum clear height on
the front face from ground elevation to bottom of superstructure. Tie
backs for abutments are not standard. Backing planks are normally
3 inch x 12 inch or 4 inch x 12 inch. The designer shall verify backing
plank size and pile spacing based on at-rest earth pressure. Passive
pressure used for concrete abutment design need not be considered since
timber abutments are less rigid, and wood bridges have negligible
temperature expansion. Other abutment configurations, dimensions, or
with tie-backs (which may be required, for example, on larger skews) are
MAY 2016 LRFD BRIDGE DESIGN 8-15
The standard timber size for abutment pile caps is 14 inch x 14 inch. Pier
pile caps are 16 inch x 16 inch. Designers should use a maximum length
of 36 feet for cap timbers, or verify availability of longer lengths. This
constraint may require a splice in the pile cap. If a splice is necessary, it
should be located over an internal pile.
When analyzing pile caps and transverse decks use three different
models:
1) a simply supported span in determining the positive bending
moment
2) a fixed-fixed span in determining the negative bending moment
3) a continuous beam (with a hinge to represent a splice) in
determining the shear forces and reactions
The third model requires the live load to be placed at various locations
along the span to determine the critical member forces. This is illustrated
in the design examples.
8.4.4 Camber / Timber pile caps are not cambered. Deflection normally does not control
Deflections the design of a cap due to the short design spans.
8.5 Railings Railings used on timber bridges shall be crash tested rail systems for the
appropriate application; such as longitudinal timber deck, transverse
timber deck on beams, etc. Timber railings are sometimes used on
concrete decks for aesthetic reasons, and standard plans of crash tested
railings for this application are also available.
Crash tested timber railing systems can be found on the FHWA website:
http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/b
arriers/bridgerailings/docs/appendixb7h.pdf
http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/b
arriers/bridgerailings/docs/appendixb5.pdf
Standard plan sheets are available on the USDA Forest Services Website:
www.fpl.fs.fed.us A search for “standard plans” produces many standard
plans related to timber bridges, including for crash tested rail systems
that were created under a cooperative effort including the University of
Nebraska–Lincoln, the USDA Forest Service, Forest Products Laboratory,
and FHWA.
[13.7.2] In addition to a crash tested rail system for the proper bridge
superstructure configuration, the rail system must be crash tested at the
proper Test Level for the bridge traffic usage. Test Level selection criteria
can be found in Article 13.7.2 of AASHTO LRFD, and Table 13.7.2-1 has
crash test criteria.
8.6 Additional Additional wood design information for use in designing wood bridges is
References available in the following references:
1) National Design Specifications – Wood Construction (NDS)
2) Timber Construction Manual (AITC)
3) Ritter, M.A., Timber Bridges, Design, Construction, Inspection and
Maintenance, EM7700-B. Forest Service, U.S. Department of
Agriculture, Washington, D.C., 1990
4) National Conference on Wood Transportation Structures (NCWTS)
5) AASHTO LRFD 8.14 has an extensive list of References
8.7 Design Article 8.7 demonstrates the design of multiple bridge elements in
Examples accordance with AASHTO LRFD through several design examples. The
design examples include a longitudinal spike laminated deck, a timber
pile cap on pier piling, a glulam beam superstructure, and the transverse
deck on the glulam beams. The transverse deck example goes through
the design of two different deck types, a transverse spike laminated and
a transverse glulam.
MAY 2016 LRFD BRIDGE DESIGN 8-17
8.7.1 Longitudinal This first example goes through the design of a longitudinal spike
Spike Laminated laminated timber bridge deck. There are no longitudinal girders in the
Timber Deck bridge, and so this bridge type is also sometimes generically referred to
Design Example as a timber slab span. It should be noted that these bridge decks are
usually reserved for secondary roads with low truck traffic volumes.
Nominal dimensions of sawn lumber are always used for dead load
calculations. The dimensions used for calculating member capacity need
to be determined for each individual case depending on the actual
surfacing specified and supplied. These are commented on below.
16 inch x 16 inch pile caps are supplied as rough sawn. For rough sawn,
MnDOT allows the use of these dimensions as actual (for rough sawn,
slight tolerances are permitted at the time of manufacture). The validity
of the pile cap dimensions used here will be later checked in Article 8.7.2
of this manual.
The timber barrier design is not a part of this design example, but the
dimensions are used for weight considerations. Refer to the resources
noted in Article 8.5 of this manual for TL-4 crash tested bridge rail
details.
5. Span Lengths
Actual longitudinal length of deck panels, which for an intermediate
bridge span is also the distance between the centerlines of adjacent
supporting pile caps, are usually in multiples of two feet which is how the
lumber is supplied.
L = 22.0 ft
MnDOT uses the effective span, or design span, as center to center of the
deck bearing length on each cap.
MAY 2016 LRFD BRIDGE DESIGN 8-19
1 1 16
Le L bcap 22.0 21.33 ft
2 2 12
Figure 8.7.1.1 illustrates the basic layout and dimension used in the
design.
[8.4.1.1.3] Moisture content (MC) of timber at the time of installation shall not
exceed 19.0%
TL -4 GLULAM RAIL
AND TIMBER CURB.
AFC
FROM USDA FOREST
SERVICE STANDARD Ty
PLAN.
*For clarity, the timber curb/railing on the near side and the bituminous
wearing surface are not shown.
Select the Basic The bridge deck consists of 5 deck panels that are designed as
Configuration interconnected, and are oriented parallel to traffic. The laminates of each
panel are connected using horizontal spikes. The panels are attached to
each other using vertical spikes through ship lap joints, and transverse
stiffener beams, also called spreader beams, provide the interconnection
per AASHTO LRFD.
The deck panel depth and spreader beam sizes are based on deflection
limits as well as strength considerations. The interconnection provided
by the spreader beams enable the longitudinal deck panels to act as a
single unit under deflection. In addition, each spike laminated deck span
is designed as a simply supported member.
[9.9.4.3.1] The size of the spreader beam exceeds the minimum specified in AASHTO
LRFD. The spreader beams will be further investigated later in this
example.
1. Dead Loads per Longitudinal Foot (these units could also be given
as kips per square foot).
Volume of rail post and spacer block per foot of bridge length = vpost
vpost = [bpost · Lpost · dpost + bspacer · Lspacer · dspacer] / spost
3
vpost = [(10 · 8 · 47) + (4.75 · 8 · 13.5)] / 6.25 = 683.7 in /ft
This linear weight result assumes that the curb/railing weight acts
uniformly over the entire deck width.
Spreader beam load = Pspdr = DFL Aspdr = 0.050 · 0.50 = 0.025 kips/ft
[AISC 14th p. 3-213] B. Dead Load Bending Moments per Unit Strip (1 ft)
Maximum bending moment due to deck weight = Mdeck
wdec k (L e )2 0.058 21.332 kip ft
Mdec k 3.30
8 8 ft
Ptruck = 32 kips
½Le
A Le = 21.33 ft
R1 R2
[AISC 14th p. 3-215] Maximum bending moment due to design truck axle load = Mtruck
P L 32 21.33 kip ft
Mtruc k truc k e 170.64
4 4 lane
[AISC 14th p. 3-228] Maximum bending moment due to design tandem axle loads = M tandem
50 50 kipft
Mtandem 12.5 Le 50
12.5 21.33 50 218.97
Le 21.33 lane
This moment is assumed to occur at the span 0.50 point.
1 iv I i iv
Le = 21.33 ft
1 i I
R2
R1
MAY 2016 LRFD BRIDGE DESIGN 8-24
CL of Bridge
Lane 1 = 12 ft Lane 2 = 12 ft
H
4 ft 4 ft
4 ft 6 ft 2 ft 2 ft 6 ft 4 ft
P P P P
1 1
Em = equivalent strip
width
for multiple lanes
loaded
Es = equivalent strip width for single lane
loaded
Le = 21.33 ft 60 ft
brd 32
NL 2.67 2 lanes
ft 12
12
lane
Therefore, the modified edge-to-edge bridge width for single lane load
case = W1 = 30 ft
OR
in ft
v v
Em 841.44 L 1 W1 841.44 21.3334 122.78
lane
10.23
lane
Specific Strength I Limit State load factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The earlier analysis showed that the tandem axle load controls the
bending moment of the deck panels. Additionally, the previous results
indicate that the live loads per unit strip are largest for the two lanes
loaded case. Therefore, use the two lanes loaded case of the tandem
axle loads with the uniform lane load in determining the critical live load
bending moment acting on the deck panels.
kipft
Mu(m) 1.0 [1.25 3.82 1.50 3.98 1.75 1.0 [(21.40 3.56)] 54.43
ft
For the deck panel depth to meet Strength I Limit State, Mr must equal
(or exceed) Mu(m), where Mr = Mn(req). Therefore, set Mn(req) = Mu(m).
Mu(m) 54.43
Mn(req) 64.04 kip - ft
f 0.85
2
12 dreq
Sreq
6
6 Mn(req)
dreq
12 Fb CL
,1
6 64.04 12
12 2.16 1.0
13.34 in 14.0 in OK
MAY 2016 LRFD BRIDGE DESIGN 8-29
The required deck panel depth (13.34 inches) indicates that the originally
assumed deck depth (14 inches) can be used. However, it is not
uncommon that a deeper section could be required to satisfy the
deflection limit, so that is checked next.
1. Deck Stiffness
Moment of inertia of one foot width of deck panels = Iprov
1 3 1
Iprov b dlam 12 (14)3 2744 in4
12 12
Adjusted deck panel modulus of elasticity = E
[8.4.4.3] Wet service factor, modulus of elasticity of sawn dimension lumber = CM
[Table 8.4.4.3-1] CM = 0.90
The initial 14-inch deck panel depth and grade are adequate for
deflection.
2
Minimum allowed rigidity of the spreader beams = EImin = 80,000 kipin
The spreader beams shall be attached to each deck panel near the panel
edges and at intervals less than or equal to 15 inches. The spreader
beams also reduce the relative panel deflection, thus aiding to decrease
wearing surface cracking. If bituminous maintenance is a concern,
exceeding the minimum criteria for spacing (adding more spreader
beams) may increase wearing surface expected life.
80,000 80,000
Imin 50.0 in4
E 1600
Find required depth of spreader beam = dmin
1
Imin bs pdr d3min
12
12 Imin 12 50.0
dmin 3 3 4.64 in ds pdr 12 in (OK)
b s pdr 6
for the single lane loaded case (Em<Es), there is more force per
transverse foot for the multiple lane load case.
Maximum pile cap reaction due to the design truck loads = R truck
Ptruck Ptruck
14.0 ft
Le = 21.33 ft
Rtruck
(L 14) 1
R truck Ptruck Ptruck e
L e Em
Ptandem Ptandem
4.0 ft
Le = 21.33 ft
Rtandem
(L 4) 1
R tandem Ptandem Ptandem e
L e Em
(21.33 4) 1 kips
R tandem 25 25 10.23 4.429 ft
21 .33
Maximum pile cap reaction due to the design lane load = R lane
wlane = 0.64 klf
i k
i.
Rlane
Le = 21.33 ft
4
Rlane
Maximum reaction on pile cap due to the wearing surface weight = Rws
w L 0.050 21.33 kips
R ws ws e 0.533
2 2 ft
Maximum reaction on pile cap due to the component dead loads = Rdc
Rdc = Rdeck + Rspdr + Rbarrier
Rdc = 0.622 + 0.025 + 0.064 = 0.711 kips/ft
[Tables 3.4.1-1 and Ru(m) [1.25 Rdc 1.50 Rdw 1.75 r (R tandem(m) Rlane(m) )]
3.4.1-2]
kips
Ru(m) 1.0 [1.25 0.711 1.50 0.746 1.75 1.0 (4.429 0.667)] 10.926
ft
D. Factored Bearing Resistance
[8.8.3]
The factored resistance (Pr) of a component in compression perpendicular
to grain shall be taken as Pr = cperp Fcp Ab Cb
[Eqns. 8.8.1-1,
8.8.3-1]
1. Bearing Area
Width of bearing = bb = 1 ft = 12 in (for unit strip)
Length of bearing = Lb = ½ · bcap = ½ · 16 = 8 in
2
Provided bearing area = Ab = bb · Lb = 12 · 8 = 96 in
[8.4.4.4]
[8.4.4.9] Time effect factor for Strength I limit state = Cλ
[Table 8.4.4.9-1] Cλ = 0.80
There is no need to attach a sill component to the cap for extending the
bearing because the given bearing strength is more than adequate.
Summary of Figure 8.7.1.3 below indicates the position of the spreader beam
Connection Design connections, the ship lap joints (deck panel-to-deck panel connections),
and deck panel-to-pile cap tie-down plates. For connections not specified
in AASHTO, or for the use of connections that are not in accordance with
AASHTO, State Bridge Design Engineer approval is needed.
[9.9.4.3] The maximum spacing of the spreader beam connection bolts is 15
inches, and they shall be placed near the panel edges.
4"
12" -... BRIDGE c_
(TYP.)
5/8" DIAMETER
SPIKE (TYP.)
• • • • • • • • •
•
411'
3 DIAMETER
BOLT (TYP.) •
TIMBER CURB/RAILING •
•
—\\*.
•
• • • • • • • • • • • •
41
3 DIA. BOLTS SPA.Q 12"
FOR SPREADER BEAMS
8.7.2 Timber Pile This example demonstrates the design of a typical timber pile cap, which
Cap Design accompanies the Longitudinal Spike Laminated Timber Deck design
Example example in Article 8.7.1. The caps provide bearing support of the
longitudinal deck for an intermediate bridge span as previously designed.
The bridge contains no longitudinal girders; the dead and live loads are
distributed loads along the pile cap. These types of bridges are usually
reserved for secondary roads with low truck traffic volumes.
[8.4.1.1.2] The largest size commonly available for visually-graded Posts and
Timbers sawn lumber is 16 in X 16 in. Availability of lengths over 36 feet
can possibly be limited, and may require a splice. This example does not
require a splice. As stated earlier in Article 8.7.1, the dimensions for the
rough sawn caps are used as actual.
The maximum spacing for the timber rail posts is 6.25 ft.
5. Piles
Diameter of circular steel shell piles = dpile = 16 in
Number of piles = npiles = 5
The pile cap is not spliced for this design example. When a pile cap is
spliced, the splice should be over an interior pile. Refer to Figure 8.7.2.1
below for pile locations. Adjacent spans are L = 22 ft for this example.
[Table 3.5.1-1] Unit weight of soft wood (Douglas Fir-Larch) = DFL = 0.050 kcf
[MnDOT Table 3.3.1] Unit weight of bituminous wearing course = ws = 0.150 kcf
[MnDOT 3.3] Standard MnDOT practice is to apply a future wearing course of 20 psf.
[8.4.1.1.3] Moisture content of timber (MC) at the time of installation shall not
exceed 19.0%. MnDOT designs for in service wet-use only, which is a MC
of greater than 19% for sawn timber.
Select the Basic The bridge deck consists of 5 interconnected longitudinal deck panels.
Configuration The deck panels are supported by timber pile caps, which extend the
width of the bridge at the piers. See the timber deck example in
Article 8.7.1 for details regarding the deck design and connection
configurations.
L trans' 36 1 -0"
.11
L cop 8 1 -2"
S 16" x 16" Plle Cap
Jo
16" DIA. PILE (TYP.)
This linear load assumes that the barrier weight acts uniformly over the
entire deck width.
Total linear dead load of components acting along the pile cap = wdc
wdc wc ap wdec k ws pdr wbarrier
kips
wdc 0.089 1.283 0.050 0.127 1.549
ft
Linear dead load of wearing course acting along the pile cap = w dw
wdw wws wFWC
kips
w dw 1.100 0.440 1.540
ft
1. Analysis Models
In determining the maximum member forces, MnDOT uses a variation of
beam models as follows:
1) The maximum shear forces and reactions are determined by
modeling the pile cap as a continuous beam on pinned supports.
Moving live loads are then placed at various locations along the
span, to produce the maximum shear and reactions. This method
of analysis allows the effects of adjacent spans to be investigated.
2) The maximum positive bending moments (tension on pile cap
bottom) are determined by considering the pile cap as a single
simply-supported span between piles.
MAY 2016 LRFD BRIDGE DESIGN 8-43
The dead and live load shear, reactions, and bending moment results can
be determined using a basic structural analysis computer program, or
using the standard beam formulas found in AISC 14th Edition LRFD
Manual. The results are summarized in Table 8.7.2.1. The HL-93
reactions for the longitudinal deck are based on Table 3.4.1.1 of this
manual in Section 3, for simplicity (except for the lane load). However,
for longer spans, the adjacent spans need to be considered in figuring the
truck reaction because the third axle will have an increased load effect.
[3.6.1.3] Both the design lanes and 10.0 ft loaded width in each lane shall be
positioned to produce extreme force effects. For this timber slab span,
the live load is distributed over the equivalent strip widths for a single
lane case or multiple lanes case that were calculated in Article 8.7.1.
Only one span on the cap and approximately one third of the adjacent
span for the single lane case is loaded and so will not control the design
of the cap.
For the two lane case the design lanes are side by side, one on each side
of the center pile. The loaded width in both design lanes is placed
adjacent to the inside of the design lane above the center pile. This
position of the design lanes and loaded width will create the largest force
effects in the cap. To simplify the calculations of the maximum reactions
and shears, it is conservatively assumed that only the two adjacent cap
spans are loaded with the distributed live load.
CENTER PILE
Table 8.7.2.1
Maximum Maximum
Positive Negative Maximum Maximum
Unfactored Load Case Bending Bending Shear Support
Moment Moment Force Reaction
(kipft) (kipft) (kips) (kips)
Component Dead Load 12.92 8.62 7.91 15.82
(DC)
Wearing Course Dead 12.85 8.57 7.86 15.73
Load (DW)
Multiple Lanes Loaded
Design Truck 35.59 23.73 21.78 43.57
Design Tandem 37.07 24.71 22.69 45.37
Design Lane 11.48 7.66 7.03 14.06
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The above results (Table 8.7.2.1) indicate that multiple lanes loaded with
the design tandem and lane loads control for flexure.
[Tables 3.4.1-1 and Mu(m) η [1.25 Mdc 1.50 Mdw 1.75 r (Mtandem(m) Mlane(m))]
3.4.1-2]
Mu(m) 1.0 [1.25 (12.92) 1.50 (12.85) 1.75 1.0 (37.07 11.48)]
Because caps are supplied in standard sizes and the dimensions are
known, Mr is calculated as Mr(prov).
2. Section Modulus
The section modulus is dependent on the cap size. The provided section
modulus for the initial cap size is:
2
bcap dcap
Provided pile cap section modulus = Sprov
6
16 162
Sprov 682.67 in3
6
3. Stability Factor
[8.6.2] Stability factor for rectangular lumber in flexure = CL
For flexural components where depth does not exceed the width of the
component, CL = 1.0.
For the cap to meet Strength I Limit State, Mr(prov) must equal or exceed
Mu(m). As determined previously, Mu(m) = 120.39 kip-ft
1
Location to check for shear = (dcap + /2 dpile)/ Lcap
1
= (1.33 ft + /2 1.33 ft) / 8.17 ft
Check for shear at about 24% of span length away from the support
centerlines, or 2.00 ft
MAY 2016 LRFD BRIDGE DESIGN 8-47
V 1 r V V V V
2.00
16" x 16" PIER CAP LOCATION TO
CHECK SHEAR d cop -1.33 ' ,0.67'
L ca p z 8'-2"
Wear course dead load shear force at a distance “d cap” away from the
support face = Vdw = 4.78 kips
Impact and skew applicability are the same as for the flexure check.
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The above results (Table 8.7.2.1) indicate that multiple lanes loaded with
the design tandem and lane loads control for shear.
[Tables 3.4.1-1 and Vu(m) [1.25 Vdc 1.50 Vdw 1.75 r (Vtandem(m) Vlane(m))]
3.4.1-2]
Vu(m) 1.0 [1.25 (4.81) 1.50 (4.78) 1.75 1.0 (13.81 4.28)] 44.84 kips
For the cap to meet Strength I Limit State, Vr(prov) must equal or exceed
Vu(m). As determined previously, Vu(m) = 44.84 kips.
[Tables 3.4.1-1 Pu(m) [1.25 Rdc 1.50 Rdw 1.75 r (R tandem(m) Rlane(m))]
and 3.4.1-2]
Pu(m) 1.0 [1.25 (15.82) 1.50 (15.73) 1.75 1.0 (45.37 14.06)]
147.37 kips
[Eqn. 8.8.3-1] Pr(prov) = cperp Fcp Ab Cb = 0.9 0.781 220.35 1.0 = 154.88 kips
8.7.3 Glulam Beam This example goes through the design of glulam beams. The glulam
Superstructure beams are the main load carrying members for the bridge span and will
Design Example have transverse timber deck panels. The last design example found in
Article 8.7.4 will be for two different transverse deck types that could be
used on these glulam beams to support the road surface: spike laminated
deck panels, and glulam deck panels. This bridge type is also intended for
use on secondary roads with low truck traffic volumes. The glulam
beams being designed are intended to span from substructure to
substructure.
[8.4.1.2] The beams are required to be manufactured using wet use adhesives to
join the individual laminates to attain the specified beam size, and under
this condition the adhesive bond is stronger than the wood laminates.
The beams are to be manufactured meeting the requirements of
ANSI/AITC A190.1. Lamination widths for Western Species and for
Southern Pine are shown in AASHTO LRFD, and the table of design
values. A more complete list of beam sizes, as well as design values, is
provided in the NDS.
[8.4.1.2.2] For glulam beams, the timber dimensions stated shall be taken as the
actual net dimensions.
If the glulam beam is cambered and the top of driving surface on the
bituminous is uniform, or follows the grade for a road having a straight
line profile grade, the bituminous thickness must vary longitudinally. It
may vary more, if for example, the profile grade has a sag vertical curve
that the bituminous must accommodate. The profile grade for specific
bridge designs should be reviewed to make certain the proper bituminous
thickness is used in the design of the glulam beams.
3. Curb and Railing (TL-4 Glulam Timber Rail w/Curb on transv. deck)
Width of timber curb = bcurb = 12 in
Depth of timber curb = dcurb = 6.75 in
Width of timber rail post = bpost = 10.5 in
Length of timber rail post = Lpost = 8.75 in
Depth of timber rail post = dpost = 37.5 in
Width of timber spacer block = bspacer = 3.125 in
Length of timber spacer block = Lspacer = 8.75 in
Depth of timber spacer block = dspacer = 10.5 in
Width of timber scupper = bscupper = 12 in
Length of timber scupper = Lscupper = 54 in
Depth of timber scupper = dscupper = 6.75 in
Width of timber rail = brail = 8.75 in
Depth of timber rail = drail = 13.5 in
Spacing between barrier posts = spost = 8.0 ft = 96 in (maximum)
The timber barrier design is not a part of this design example, but the
dimensions are used for weight considerations. Refer to the resources
noted earlier in Article 8.5 of this manual for the TL-4 Crash Tested
Bridge Rail details.
MAY 2016 LRFD BRIDGE DESIGN 8-53
[8.4.1.2.2] Glulam beams are supplied to the dimensions specified. Attention must
be given to the species of wood, as laminate sizes vary based on species.
5. Span Lengths
Actual longitudinal length of the beams, which is also the deck length, or
bridge length = L = 43.50 ft
MnDOT uses the effective span, or design span, as center to center of the
beam bearing lengths. The assumed beam bearing length (18 in) is
checked at the end of this Glulam Beam Superstructure Design Example.
1 1 18
Le L 2 L b 43.50 2 42.0 ft
2 2 12
[MnDOT Table 3.3.1] Unit weight of bituminous wearing surface = ws = 0.150 kcf
[MnDOT 3.3] Standard MnDOT practice is to apply a future wearing course of 20 psf.
[8.4.4.3] MnDOT designs for in-service wet-use only which is a MC of greater than
16% for glulam.
5" x 5"
63/4" x 36" x 511/2" LONGITUDINAL
DIAPHRAGM (TYR.) SPREADER
BEAM (TYP.) 8/2" x 46n1
GLULAM BEAM (TYP.)
SHOWING DIAPHRAGMS SHOWING SPREADER BEAMS
*Timber diaphragms are located near each bearing and at mid span
**Rail (barrier) posts spacing is 8.0 ft
Select the Basic The bridge consists of 7 equally spaced glulam beams of the same size
Configuration with a transverse wood deck. It is recommended to attach the deck to
the beams with lag screws to stabilize the deck and prevent excess
cracking in the bituminous wear course (refer to Article 8.7.4 narrative).
Each glulam beam is designed as a simply supported member.
For deeper glulam beams, glulam diaphragms are used to attain the
appropriate depth. Traditionally transverse bracing was required to be a
minimum of ¾ the depth of a bending member and is currently specified
in AASHTO LRFD for sawn wood beams, so that can be used as a guide
on current glulam beam designs. The maximum spacing of 25.0 ft for
sawn beams can also be used as a guide for standard glulam beam
designs. The designer needs to check that lateral stability requirements
for bending members are being met for individual designs.
[9.9.4.3]
MAY 2016 LRFD BRIDGE DESIGN 8-55
The spike laminated deck thickness of 6 inches is used for the deck dead
load in this glulam beam design example because that has a larger dead
load effect than the glulam deck. The spike laminated deck also causes
the live load fraction on the beam to be larger than with a glulam deck,
and so creates the worst case force effects of the two deck types for the
beam design.
[3.6.1.3] Looking at AASHTO LRFD for the application of vehicular live load, the
tire on a truck axle is basically placed 1.0 ft from the face of curb or
railing for deck design, and 2.0 ft for the design of all other components.
Using the 1.0 ft for deck design, the tire would occur 2.0 ft from the edge
deck, and so if a beam is placed here the outside deck cantilever will not
govern. Typically the exterior beam then would also not govern, because
applying the 2.0 ft for the design of all other components the tire on the
axle would occur inside of the exterior beam. For this design example, a
MAY 2016 LRFD BRIDGE DESIGN 8-56
2.0 ft overhang each side measured from center of the exterior beam to
edge of deck will be tried.
[Table 4.6.2.2.2a-1] The live load distribution to an interior beam is determined from the table
in AASHTO LRFD. The range of applicability for this table is a maximum
beam spacing of 6.0 ft. A beam spacing of 5.0 ft fits within this range,
and so that will be tried for this glulam beam design example.
Volume of rail post and spacer block per foot of bridge length = vpost
vpost = (bpost · Lpost · dpost + bspacer · Lspacer · dspacer) / spost
vpost = [(10.5 · 8.75 · 38) + (3.125 · 8.75 · 10.5)] / 8
3
= 472.3 in /ft
This linear weight result assumes that the curb/railing weight acts
uniformly over the entire deck width.
3
-
2 2
MAY 2016 LRFD BRIDGE DESIGN 8-58
b. Exterior Beam
Maximum bending moment due to bridge component dead loads, exterior
beam
Mdc_ext = Mbeam + Mdeck_ext + Mdiaph_ext + Mbarrier
= 30.43 + 25.80 + 1.90 + 6.17 = 64.30 kipft
Maximum bending moment due to design truck axle load = Mtruck. This
truck moment is available in multiple reference tables (including Table
3.4.1.2 in this manual) for a 42.0 ft span.
Le = 42.0 ft
R2
R1
MAY 2016 LRFD BRIDGE DESIGN 8-60
The transverse deck design example next in the Chapter after this beam
design example includes both a design for a spike laminated deck panel
assembled from sawn lumber and a design for a deck panel that is
glulam. A spike laminated deck gives a higher wheel load fraction and so
that will be used for this beam design example (it is the worst case).
brd 32
NL 2.67 2 lanes
ft 12
12
lane
[Table 4.6.2.2.2a-1] Live Load Distribution Factor (gint) for interior beams is calculated using
beam spacing (S), and is based on deck type and number of loaded
lanes.
One lane loaded gives the higher live load distribution to an interior
beam, and so the interior Live Load Distribution Factor = gint = 0.60.
[4.6.2.2.2d] Typically the live load flexural moment for exterior beams is determined
by applying the Live Load Distribution Factor (LLDF) specified for exterior
beams. For this design example, the specified exterior Live Load
Distribution Factor, LLDFext, is the lever rule.
MAY 2016 LRFD BRIDGE DESIGN 8-61
[3.6.1.3] The design vehicle is to be placed no closer than 2.0 ft from the edge of
the design lane. The most severe force effect is with the edge of design
lane at the face of the timber curb. For this design example, this would
place one tire (0.50 Design Trucks) 1.0 ft inside of the beam and the
other inside of the next beam (which is then ignored for the lever rule
applied to the exterior beam).
[C3.6.1.1.2] When using the lever rule, the multiple presence factor must be applied
manually.
[Table 3.6.1.1.2-1] Similar as for the Live Load Distribution Factor for the interior beams, one
lane loaded produces the largest force effect on the exterior beams, with
the multiple presence factor m = 1.20 applied to the LLDFext.
b. Exterior Beam
Because gext < gint as checked above in Part D., exterior beam live load
moments will not be calculated.
MAY 2016 LRFD BRIDGE DESIGN 8-62
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The earlier analysis showed that the design truck load controls the
bending moment of the beams. Additionally, the analysis determined that
the interior beams will govern with one lane loaded. Therefore, use the
design truck load with the uniform lane load in determining the critical
live load bending moment acting on the interior beams.
MAY 2016 LRFD BRIDGE DESIGN 8-63
Also, the earlier analysis calculated dead load bending moment on both
the interior and exterior beams. The bending moments from dead load
are larger on the interior beams. Strength checks only need to be done
[4.6.2.2.1] for the interior beams, since all beams shall be the same size.
[Tables 3.4.1-1 Mu(m) [1.25 Mdc 1.50 Mdw 1.75 r [Mtruc k(m) Mlane(m)]]
and 3.4.1-2]
Mu(m) 1.0 [1.2569.95 1.50 83.35 1.751.0[291.12 84.66]] 870.08 kip–ft
8.5 46.752
Sprov 3096.21 in3
6
[8.6.2] 3. Stability Factor
Stability factor for the glulam beams in flexure = CL. The stability factor
shall not be applied simultaneously with the volume factor for structural
glued laminated timber. In this case the beams are laterally supported
and so the Stability Factor CL = 1.0. The volume factor will be the lesser
of the two values and is what will be used in the adjusted design value.
Volume factor for structural glulam timber in flexure, when loads are
[8.4.4.5] applied to wide face of laminations = CV (a = 0.05 for Southern Pine).
The beams for this design example are not tension reinforced which
represent the most commonly used beam type in Minnesota.
a
12 5.125 21
[Eqn. 8.4.4.5-1] Cv
1.0
bm wbm L e
d
0.05
12 5.125 21
Cv 0.88
46.75 8.5 42
For the beam to meet Strength I Limit State, Mr must equal or exceed
Mu(m). As determined previously, Mu(m) = 870.08 kip·ft
The required beam size indicates that the originally assumed beam size
can be used, based on calculations using the worst case effect of the two
deck types. Next, the beam size will be checked against deflection limits.
(# of lanes)
DF m
(# of beam lines)
2
[Table 3.6.1.1.2-1] for m = 1.0 (2 lanes loaded), DF 1.0 0.286
7
1. Beam Stiffness
Moment of inertia of one beam = Iprov
1 3 1
Iprov wbm dbm 8.5 (46.75)3 72,374 in4
12 12
[Table 8.4.4.3-2] Beam modulus of elasticity with wet service included = E, (CM =0.833)
[Eqn. 8.4.4.1-6] E = Eo · CM = 1800 ksi · 0.833 = 1499.4 ksi
2. Live Loads
The truck deflection can be calculated with a beam program, or
alternatively there are various tables available. One method is the use of
a coefficient that is divided by EIprov.
0.64
4 5 (42.0 12)4
5 w lane L e 12
lane DF 0.286 0.118 in
384 E Iprov 384 1499.4 72,374
MAY 2016 LRFD BRIDGE DESIGN 8-66
The initial beam size and grade are adequate for deflection.
The deflection from the total unfactored dead load is calculated. The
camber will be calculated for the interior beams, and the same camber
applied to the exterior beams. FWC is included here. Some judgment can
be used by the designer, but for aesthetic reasons, generally slight
additional extra camber is preferred over not enough camber.
5 w L4 P L3
DL
384 E Iprov 48 E Iprov
Bearing has not yet been checked, but the shear calculation typically is
not critical for a larger glulam beam. For the location to check shear, it
will conservatively be assumed the total bearing length is 12 in.
1
Location to check for shear = [dbeam + /2 · Lbearing]/ Lbeam
1
= [3.90 ft + /2 · 1.0 ft] / 42.0 ft = 0.10
Check for shear at 10% of the span length away from the support
centerlines.
Component dead load shear force at a distance "dbeam" away from the
support face = Vdc = 0.80 · 6.48 = 5.18 kips
Wear course dead load shear force at a distance “d beam” away from the
support face = Vdw = 0.80 · 7.94 = 6.35 kips
Use 10.50 ft from the centerline of bearing to position the live load.
25 (31.5 27.5)
Vtandem 35.12kips
42.0
Vtandem = 35.12 kips
Shear live loads are multiplied by 0.50 for undistributed wheel loads, VLU
VLL = 0.50[(0.60 · 0.50(38.00 + 6.72) + (38.00 + 6.72)0.60]
Impact and skew applicability are the same as for the flexure check.
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The above result indicates that the design truck and lane load on an
interior beam control for shear.
[Tables 3.4.1-1 and Vu(m) [1.25 Vdc 1.50 Vdw 1.75 r [Vtruck Vlane]]
3.4.1-2]
Vu(m) 1.0 [1.25 (5.18) 1.50 (6.35) 1.75 1.0 [20.12]] 51.21 kips
[Eqns. 8.7-1, 8.7-2] For a rectangular wood section Vr = v · Fv · wbm · dbm / 1.5
For the beam to meet Strength I Limit State, Vr(prov) must equal or
exceed Vu(m). As determined previously, Vu(m) = 51.21 kips.
The total reaction RTotal = Rtruck + Rlane = 56.0 + 13.40 = 69.4 kips
For this example gint = 0.60 as calculated for flexure will be used. The
distribution factor for shear was less than this and so is not used here. A
minimum of half a design truck should typically be used. The 0.60 for
flexure is larger than half a truck (or one wheel line) on one beam and so
is sufficient in this case, and most similar cases. AASHTO LRFD does not
provide live load distribution factors specifically for bearing of wood
beams. The designer should evaluate axle load locations on the span for
individual designs to make certain that the distribution factor used in
design adequately determines the reaction on the bearing.
[Tables 3.4.1-1 and Pu(m) [1.25 Rdc 1.50 Rdw 1.75 r (R truck Rlane )]
3.4.1-2]
Pu(m) 1.0 [1.25 (6.84) 1.50 (7.94) 1.75 1.0 (41.64)] 93.33 kips
[Eqn. 8.8.3-1] Pr(prov) = cperp · Fcp · Ab · Cb = 0.9 · 0.731 · 153.0 · 1.0 = 100.66 kips
As stated at the beginning of Article 8.7.3, the bearing pad design is not
a part of this example, so it will be assumed that the compression in the
wood governs the bearing area size.
MAY 2016 LRFD BRIDGE DESIGN 8-73
8.7.4 Transverse The transverse deck design examples presented here go through the
Deck Design design of two wood deck types that can be used on top of the glulam
Examples beams designed in Article 8.7.3. Either of these deck types, transverse
spike laminated or transverse glued laminated, could be used on the
glulam beams to support the road surface. The final selection is up to the
owner and designer, and might be influenced by availability and cost. If
cost is the main determining factor, the final decision on type can be
[9.9] made after a design is done for each to determine which is most
economical. Both of these deck types are available and used in
Minnesota.
[9.9.2] AASHTO LRFD Section 9 covers requirements for Decks and Deck
Systems, including wood decks in 9.9. The nominal thickness of wood
decks other than plank decks shall not be less than 6.0 in.
[9.9.4.2] Proper deck tie downs are important for a positive connection to the
support for the deck, and to prevent excessive deflections that can occur
when the deck is not securely fastened to each support. In the case of
the transverse decks here, the timber beams are the supports. It is
recommended to attach the deck to the beams with lag screws to
stabilize the deck and prevent excess cracking in the bituminous wear
course. The designer should determine lag bolt spacing for specific
applications, but as a guide they are commonly spaced at 2 feet in the
direction of the beams. In these examples the bituminous tapers down to
2 inches minimum, and so in this case the lag screw heads should be
countersunk into the deck. It is best to shop drill and countersink, so that
the panel wood is treated after countersinking. The wide beams in this
example provide some tolerance for assembly on the beams in the field.
[4.6.2.1.1] The deck span under investigation is an “equivalent” strip which spans
from one beam to another beam. The deck overhang outside of the
exterior beam should always be investigated. The deck cantilever does
not need a complete analysis in this example because the exterior glulam
MAY 2016 LRFD BRIDGE DESIGN 8-74
beams in Article 8.7.3 were positioned so that the deck overhang would
not govern the deck design. Applying AASHTO LRFD 3.6.1.3.1 to this
case, a wheel load along the curb will occur directly over the exterior
beam, and not on the deck overhang.
Nominal dimensions for sawn lumber are always used for dead load
calculations.
1. Supporting Beams
Length of the supporting members (bearing lengths for the deck on the
beams) = blength = 8.5 in, determined in the previous example.
[8.4.1.2.2] For glulam beams, the timber dimensions stated shall be taken as the
actual net dimensions.
[8.4.1.1.2] Visually-graded transverse deck panel lumber is supplied rough sawn and
typically surfaced on one side and one edge (S1S1E) to fabricate
transverse deck panels to the specified dimensions. For nominal 4 in x 6
in lumber S1S1E reduces both the depth and width of an individual
laminate by about 1/4 in. Nominal dimensions are used for dead loads,
and surfaced dimensions are used in the section properties for strength.
[8.4.1.1.3] Moisture content (MC) of timber at the time of installation shall not
exceed 19.0%
Select the Basic The bridge deck consists of interconnected deck panels, which are
Configuration oriented perpendicular to traffic. The laminates of each panel will be
connected using horizontal spikes. The panels are attached to each other
using vertical spikes through ship lap joints along with longitudinal
stiffener beams (also called spreader beams). The deck panel depth and
MAY 2016 LRFD BRIDGE DESIGN 8-76
2
[9.9.4.3] Minimum allowed rigidity of the spreader beams = EImin = 80,000 kipin
80,000 80,000
Imin 50.0 in4
E 1600
1
Is pdr 5 53 52.1 in4 Imin 50.0 in4 (OK)
12
Determine Dead The dead and live load shear, reaction and bending moment results can
and Live Load be determined using a basic structural analysis computer program, or
Reactions, Shear using the standard beam formulas found in AISC 14 th Edition LRFD
Forces, and Manual. MnDOT uses simplified analysis models that are permitted by
Bending Moments AASHTO LRFD.
[4.6.2.1.6] In the calculation of force effects using equivalent strips, the axle wheel
loads may be considered point loads or patch loads, and the beams
considered simply supported or continuous, as appropriate.
Modelling the axle wheel loads as patch loads will not have a large effect
with the given beam spacing, and so for the calculations below the wheel
loads on the axles are conservatively modelled as point loads.
[3.6.1.3.3] Per AASHTO LRFD the design load in the design of decks is always an
axle load; single wheel loads should not be considered. In addition, when
using the approximate strip method for spans primarily in the transverse
direction, only the axles for the design truck or the axles for the design
tandem (whichever results in the largest effect) shall be applied to deck
in determining live load force effects.
A. Analysis Models
In determining the maximum deck forces, MnDOT uses a variation of
beam models for the deck strip as follows:
1) The maximum shear forces and reactions are determined by
modeling the deck as a continuous beam. Moving live loads are
then placed at various locations along the span, to produce the
maximum shear and reactions. This method of analysis allows
the effects of adjacent spans to be investigated. A two span
continuous beam is conservatively assumed for simplicity.
MAY 2016 LRFD BRIDGE DESIGN 8-78
1. Dead Loads per foot (these units could also be given as kips per
square foot).
[AISC 14th p. 3-213] C. Dead Load Bending Moments per Unit Strip (1 ft)
Maximum bending moment due to deck weight = Mdeck
wdec k (L e )2 0.025 5.02 kip ft
Mdec k 0.078
8 8 ft
AASHTO Table A4-1 can be used in the design of concrete decks, but
includes impact so is not applicable to timber. However, the table
footnotes indicate that specifically calculating the tandem is not
necessary. A calculation can be done that shows the heavier single wheel
load from the design truck on the smaller area of deck is the controlling
case. Therefore, the tandem effect is not calculated for this example.
The live load bending moment calculated above (M truck) will now be
distributed over the transverse equivalent strip width, and converted to a
per foot basis.
[Table 4.6.2.1.3-1] For a structural deck thickness h= 5.75 in, the equivalent strip width = Es
= 4.0h + 40.0 = 63.0 in
1 12
Mtruc k Mtruc k 20.000 3.810 kip–ft
Es 63.0
brd 32
NL 2.67 2 lanes
ft 12
12
lane
[Table 3.6.1.1.2-1] For one lane loaded, the multiple presence factor = m = 1.20
For two lanes loaded, the multiple presence factor = m = 1.00
[C3.6.1.1.2] This design example is for an unspecified ADTT, although AASHTO LRFD
recommends limitations on the use of wood deck types based on ADTT. If
these recommendations are adhered to, AASHTO LRFD also allows
reduction of force effects based on ADTT because the multiple presence
factors were developed on the basis of an ADTT of 5000 trucks in one
direction. A reduction of 5% to 10% may be applied if the ADTT is
expected to be below specified limits during the life of the bridge. If the
ADTT level is confirmed, the reduction may be applied subject to the
judgment of the designer and approved by the State Bridge Design
Engineer.
The axle tire placement for the one lane and two lane cases are
illustrated in Figures 8.7.4.1 and 8.7.4.2.
The results are converted to a per foot basis and shown in Table 8.7.4.1.
The live load force effects are shown for one and two lanes, with the
appropriate multiple presence factor, m, applied.
MAY 2016 LRFD BRIDGE DESIGN 8-81
Table 8.7.4.1
Maximum
Positive Maximum Maximum
Unfactored Load Case Bending Shear Support
Moment Force Reaction
(kipft/ft) (kips/ft) (kips/ft)
Component Dead Load (DC) 0.089 0.084 0.169
Wearing Course Dead Load (DW) 0.332 0.331 0.663
Live Loads
Design Truck (1 lane, m=1.20) 4.572 2.775 3.113
Design Truck (2 lane, m=1.00) 3.810 2.414 4.827
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The earlier analysis indicated that the truck load controls the bending
moment of the deck panels. Therefore, use the truck load in determining
the critical live load bending moment acting on the deck panels.
MAY 2016 LRFD BRIDGE DESIGN 8-82
kipft
Mu(m) 1.0 [1.25 0.089 1.50 0.332 1.75 1.0 4.572] 8.610
ft
1. Resistance Factor
[8.5.2.2] Flexural resistance factor = f = 0.85
2. Stability Factor
[8.6.2] Stability factor for sawn dimension lumber in flexure = C L
Laminated deck planks are fully braced. CL = 1.0
For the deck panel depth to meet Strength I Limit State, Mr must equal
(or exceed) Mu(m), where Mr = Mn(req). Therefore, set Mn(req) = Mu(m).
Mu(m) 8.610
Mn(req) 10.129 kip - ft
f 0.85
2
12 in dreq
Sreq
6
Mn(req) = Fb ∙ Sreq ∙ CL with CL = 1.0
6 Mn(req) 6 10.129 12 OK
dreq 5.31 in 5.75 in
12 Fb CL 12 2.152 1.0
,1
The required deck panel depth (5.31 inches) indicates that the originally
assumed deck depth (5.75 inches actual) can be used based on flexure.
However, it is not uncommon that a deeper section could be required to
satisfy the shear requirement, so that is checked next.
1
Location to check for shear = (dlam + /2 · blength)/ Le
1
= (0.48 ft + /2 · 0.71 ft) / 5.0 ft
Check for shear at about 17% of span length away from the center of
support, or 0.83 ft.
MAY 2016 LRFD BRIDGE DESIGN 8-84
Wear course dead load shear force at a distance “dlam” away from the
support face = Vdw = 0.232 kips
0 = 4.2511
length TRANSVERSE
TIRE FOOTPRINT
DECK
(2011 ) 1
Figure 8.7.4.1
MAY 2016 LRFD BRIDGE DESIGN 8-85
Figure 8.7.4.2
C. Factored Shear Acting on the Deck Panels per Unit Strip (1 ft)
1. Load Modifiers
Load modifiers for deck design are shown in the flexure check.
[3.4.1] Impact and skew applicability are the same as for the flexure check.
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The above results indicate that a single lane loaded with the design truck
controls for shear.
[Tables 3.4.1-1 Vu(m) [1.25 Vdc 1.50 Vdw 1.75 r [Vtruck(m) Vlane(m)]]
and 3.4.1-2]
Vu(m) 1.0 [1.25 (0.059) 1.50 0.232) 1.75 1.0 [2.775]] 5.28 kips
MAY 2016 LRFD BRIDGE DESIGN 8-86
For the deck to meet Strength I Limit State, V r(prov) must equal or exceed
Vu(m). As determined previously, Vu(m) = 5.28 kips.
[3.6.1.3.3] When using the approximate strip method for spans primarily in the
transverse direction, only the axles for the design truck or the design
tandem (whichever results in the largest effect) shall be applied to the
deck in determining live load force effects.
1. Deck Stiffness
Moment of inertia of one foot width of deck panels = Iprov
1 3 1
Iprov b dlam 12 (5.75)3 190 in4
12 12
[Table 3.6.1.1.2-1] One lane loaded governs, the multiple presence factor = m = 1.20
3
m Ptruck L e 1.20 3.05 (5.00 12)3
truck 0.06 in
48 E Iprov 48 1368.0 190
Deflections are also okay. Thus, the initial 6 inch nominal deck panel
depth and grade are adequate for the design.
[8.4.1.2.2] Dimensions stated for glued laminated timber shall be taken as the actual
net dimensions.
1. Supporting Beams
Length of the supporting members (bearing lengths for the deck on the
beams) = blength = 8.5 in, determined in the beam design example. The
dimensions stated shall be taken as the actual net dimensions.
Because the individual laminates in the glued laminated deck panels are
not orientated horizontally as in a beam, the glulam combinations
generally intended for axial loading are commonly used for transverse
decks, instead of the combinations normally used for beams.
[8.4.1.1.3] Moisture content (MC) of timber at the time of installation shall not
exceed 19.0%
Select the Basic The bridge deck consists of interconnected deck panels, which are
Configuration oriented perpendicular to traffic. The panels are manufactured using wet
use adhesives to join the individual laminates into panels. The panels are
attached to each other using vertical spikes through ship lap joints along
with longitudinal stiffener beams also called spreader beams. The deck
panel depth and spreader beam sizes are based on deflection limits as
well as strength considerations. The spreader beams enable the deck to
act as a single unit under deflection and to consider it interconnected in
accordance with AASHTO LRFD.
panel size, and under this condition the adhesive bond is stronger than
the wood laminates.
The following rough sawn spreader beam dimensions that were verified in
the Transverse Spike Laminated Deck Design Example will also be used
in this design example (refer to that example for the calculation).
2
[9.9.4.3] The rigidity of the spreader beam shall be at least 80,000 kipin .
Determine Dead The dead and live load shear, reaction and bending moment results can
and Live Load be determined using a basic structural analysis computer program, or
Reactions, Shear using the standard beam formulas found in AISC 14 th Edition LRFD
Forces, and Manual. MnDOT uses simplified analysis models that are permitted by
Bending Moments AASHTO LRFD.
[4.6.2.1.6] In the calculation of force effects using equivalent strips, the axle wheel
loads may be considered point loads or patch loads, and the beams
considered simply supported or continuous, as appropriate.
Modelling the axle wheel loads as patch loads will not have a large effect
with the given beam spacing, and so for the calculations below the wheel
loads on the axles are conservatively modelled as point loads.
MAY 2016 LRFD BRIDGE DESIGN 8-92
[3.6.1.3.3] Per AASHTO LRFD the design load in the design of decks is always an
axle load; single wheel loads should not be considered. In addition, when
using the approximate strip method for spans primarily in the transverse
direction, only the axles for the design truck or the axles for the design
tandem (whichever results in the largest effect) shall be applied to deck
in determining live load force effects.
A. Analysis Models
In determining the maximum deck forces, MnDOT uses a variation of
beam models for the deck strip as follows:
1) The maximum shear forces and reactions are determined by
modeling the deck as a continuous beam. Moving live loads are
then placed at various locations along the span, to produce the
maximum shear and reactions. This method of analysis allows the
effects of adjacent spans to be investigated. A two span
continuous beam is conservatively assumed for simplicity.
2) The maximum positive bending moments (tension on deck
bottom) and deflections are determined by considering the deck
as a single simply-supported span between beams.
3) The maximum negative bending moments (tension on deck top)
are determined by considering the deck as a single fixed-fixed
span between beams, with fixed ends. Looking at the beam
formulas in AISC 14th Edition LRFD Manual, it can be seen that
this case will not govern, and so it will not be calculated here.
1. Dead Loads per foot (these units could also be given as kips per
square foot).
Weight of wear course = wws = ws · dws = 0.150 · 6.9/12 = 0.086 klf/ft
[AISC 14th p. 3-213] C. Dead Load Bending Moments per Unit Strip (1 ft)
Maximum bending moment due to deck weight
wdec k (L e )2 0.021 5.02 kip ft
Mdec k 0.066
8 8 ft
AASHTO Table A4-1 can be used in the design of concrete decks, but
includes impact so is not applicable to timber. However, the table
footnotes indicate that specifically calculating the tandem is not
necessary. A calculation can be done that shows the heavier single wheel
load from the design truck on the smaller area of deck is the controlling
case. Therefore, the tandem effect is not calculated for this example.
MAY 2016 LRFD BRIDGE DESIGN 8-94
The live load bending moment calculated above (M truck) will now be
distributed over the transverse equivalent strip width, and converted to a
per foot basis.
[Table 4.6.2.1.3-1] For a structural deck thickness h= 5.0 in, the equivalent strip width =
4.0h + 30.0 = 50.0 in
1 12
Mtruc k Mtruc k 20.000 4.800 kip–ft
Es 50.0
brd 32
NL 2.67 2 lanes
ft 12
12
lane
[Table 3.6.1.1.2-1] For one lane loaded, the multiple presence factor = m = 1.20
For two lanes loaded, the multiple presence factor = m = 1.00
[C3.6.1.1.2] This design example is for an unspecified ADTT, although AASHTO LRFD
recommends limitations on the use of wood deck types based on ADTT. If
these recommendations are adhered to, AASHTO LRFD also allows
reduction of force effects based on ADTT because the multiple presence
factors were developed on the basis of an ADTT of 5000 trucks in one
direction. A reduction of 5% to 10% may be applied if the ADTT is
expected to be below specified limits during the life of the bridge. If the
ADTT level is confirmed, the reduction may be applied subject to the
judgment of the designer and approved by the State Bridge Design
Engineer.
The axle tire placement for the one lane and two lane cases are
illustrated below with diagrams, which are shown under the Chapter
section “Investigate Shear Resistance Requirements for Deck Panel”.
The results are converted to a per foot basis and shown in the table
below. The live load force effects are shown for one and two lanes, with
the appropriate multiple presence factor, m, applied.
Table 8.7.4.2
Maximum
Positive Maximum Maximum
Unfactored Load Case Bending Shear Support
Moment Force Reaction
(kipft/ft) (kips/ft) (kips/ft)
Component Dead Load (DC) 0.077 0.071 0.143
Live Loads
Design Truck (1 lane, m=1.2) 5.760 3.555 3.976
Design Truck (2 lane, m=1.0) 4.800 3.041 6.082
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The earlier analysis indicated that the truck load controls the bending
moment of the deck panels. Therefore, use the truck load in determining
the critical live load bending moment acting on the deck panels.
kipft
Mu(m) 1.0 [1.25 0.077 1.50 0.332 1.75 1.0 [5.76]] 10.674
ft
1. Resistance Factor
[8.5.2.2] Flexural resistance factor = f = 0.85
2. Stability Factor
[8.6.2] Stability factor for glulam lumber in flexure = CL
Laminated deck planks are fully braced. CL = 1.0
Flat use factor for vertically laminated glulam timber in flexure = Cfu
[8.4.4.6] dlam = 5.0 in
[Table 8.4.4.6-2] Cfu = 1.10
For the deck panel depth to meet Strength I Limit State, Mr must equal
(or exceed) Mu(m), where Mr = Mn(req). Therefore, set Mn(req) = Mu(m).
Mu(m) 10.674
Mn(req) 12.558 kip - ft
f 0.85
2
12 in dreq
Sreq
6
6 Mn(req) 6 12.558 12 OK
dreq 4.27 in 5.0 in
12in Fb CL 12in 4.140 1.0
The required deck panel depth (4.27 inches) indicates that the originally
assumed deck depth (5.0 inches) can be used based on flexure.
However, it is not uncommon that a deeper section could be required to
satisfy the shear requirement, so that is checked next.
1
Location to check for shear = (dlam + /2 · blength)/ Le
1
= (0.42 ft + /2 · 0.71 ft) / 5.0 ft
Check for shear at about 16% of span length away from the center of
support, or 0.78 ft.
Wear course dead load shear force at a distance “dlam” away from the
support face = Vdw = 0.239 kips
Ptruck Ptruck
1.60' 6.00'
d Icm = 5.0" 1,---14-
b length - 4 ° 25 "
10" TRANSVERSE
. .11
TIRE FOOTPRINT
DECK
(20")
L e = 5.0'
IN-
C-C BEAMS
Figure 8.7.4.3
MAY 2016 LRFD BRIDGE DESIGN 8-99
TRANSVERSE
DECK
L e = 5.0
... ...
C C BEAMS
Figure 8.7.4.4
C. Factored Shear Acting on the Deck Panels per Unit Strip (1 ft)
1. Load Modifiers
Load modifiers for deck design are shown in the flexure check.
Impact and skew applicability are the same as for the flexure check.
Specific Strength I Limit State Load Factors are found in AASHTO Tables
3.4.1-1 and 3.4.1-2.
The above results indicate that a single lane loaded with the design truck
controls for shear.
[Tables 3.4.1-1 Vu(m) [1.25 Vdc 1.50 Vdw 1.75 r [Vtruc k(m) Vlane(m)]]
and 3.4.1-2]
MAY 2016 LRFD BRIDGE DESIGN 8-100
Vu(m) 1.0 [1.25 (0.051) 1.50 (0.239) 1.75 1.0 [3.555]] 6.644 kips
For the deck to meet Strength I Limit State, V r(prov) must equal or exceed
Vu(m). As determined previously, Vu(m) = 6.644 kips.
[3.6.1.3.3] As stated earlier, per AASHTO LRFD, when using the approximate strip
method for spans primarily in the transverse direction, only the axles for
the design truck or the design tandem (whichever results in the largest
effect) shall be applied to the deck in determining live load force effects.
1. Deck Stiffness
Moment of inertia of one foot width of deck panels = Iprov
1 3 1
Iprov b dlam 12 (5.0)3 125.0 in4
12 12
[Table 3.6.1.1.2-1] One lane loaded governs, the multiple presence factor = m = 1.20
3
m Ptruck L e 1.20 3.84 (5.00 12)3
truck 0.12 in
48 E IPr ov 48 1416.1 125
Deflections are also okay. Thus, the initial 5.0 inch deck panel depth and
grade are adequate for the design.
MAY 2016 LRFD BRIDGE DESIGN 8-103
8.8 Load Rating This section demonstrates the calculation process for load rating wood
Examples bridge elements and contains several examples completed by the LRFR
methodology. The Manual for Bridge Evaluation (MBE) published by
[References to AASHTO must be referenced as it governs bridge load ratings. All left
MBE Section 6] hand references in this article are to the MBE.
The general load rating equation for determining the Rating Factor (RF)
of a particular element, for the force effect being rated, is as follows:
[6A.1.1] All existing, new, and rehabilitated bridges designed by LRFD must be
load rated by the LRFR method. A structure properly designed and
checked by the LRFD method should have the following minimum RF:
RFInv = 1.0, and RFOper = 1.3
[6A.1.4] For cases in which the MBE is silent, the current AASHTO LRFD shall
govern.
[Appendix A6A] Generally if the Design Load Rating, or first-level assessment, has an
[6A.1.5.1] Inventory Rating Factor (RF) greater than or equal to 1.0, the bridge will
not require posting. For simplicity of the following examples and to
simply demonstrate the procedure, only the AASHTO LRFD HL-93 design
vehicular live load will be load rated.
[6A.2.2.1] The dead load effects on the structure shall be computed in accordance
with the conditions existing at the time of the analysis. For a new bridge,
the future wearing course used in design should not be included in the
load rating calculation.
[6A.2.3.2] One difference from design is traffic lane widths for live load application.
In load ratings, roadway widths from 18 to 20 ft shall have two traffic
lanes, each equal to one half the roadway width. Otherwise, live load
placement is generally the same as for design.
MAY 2016 LRFD BRIDGE DESIGN 8-104
[6A.7.4.1] Requirements specific to wood structures are shown in 6A.7. For wood
structures, rating factors for the design-load rating shall be based on the
Strength I load combination.
[6A.7.5] As with design, dynamic load allowance need not be applied to wood
components.
MAY 2016 LRFD BRIDGE DESIGN 8-105
8.8.1 Longitudinal The variables in the general load rating equation need to be defined.
Spike Laminated Numbers from the design example for the longitudinal spike laminated
Timber Deck Rating timber deck will be used as applicable. The load rating will also be done
Example on a per ft basis.
12 in d2 12 in 142
S 392 in3
6 6
CL = 1.0
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the live load factor:
LL = 1.35
MAY 2016 LRFD BRIDGE DESIGN 8-106
RFInv = 1.17
RFOper = 1.51
MAY 2016 LRFD BRIDGE DESIGN 8-107
8.8.2 Glulam Beam Similar to the example above, the variables in the general load rating
Superstructure equation need to be defined for the element (in this case beam) and
Rating Example force effect being rated. Numbers from the design example for the glulam
beam superstructure will be used as applicable. The load rating will be
done for an interior beam because that was previously shown to govern.
CL = 1.0
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the Live Load Factor:
LL = 1.35
MAY 2016 LRFD BRIDGE DESIGN 8-108
RFInv = 1.05
RFOper = 1.36
dbm = 46.75 in
wbm = 8.5 in
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the live load factor:
LL = 1.35
RFInv = 2.67
RFOper = 3.46
Cb = 1.00
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the Live Load Factor:
LL = 1.35
RFInv = 1.14
RFOper = 1.48
MAY 2016 LRFD BRIDGE DESIGN 8-112
8.8.3 Transverse The variables in the general load rating equation need to be defined for
Deck Rating the transverse decks and force effect being rated. Numbers from the
Examples design example for the transverse decks will be used as applicable. The
load rating will also be done on a per ft basis.
Transverse Spike The transverse spike laminated deck will be load rated first, for the
Laminated Deck flexure and the shear force effects.
From Article 8.7.4 for this transverse spike laminated deck in flexure:
f = 0.85
b d2 12 in 5.752
S 66.13 in3
6 6
CL = 1.0
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the Live Load Factor:
LL = 1.35
MAY 2016 LRFD BRIDGE DESIGN 8-114
RFInv = 1.20
RFOper = 1.55
From Article 8.7.4 for this transverse spike laminated deck in shear:
v = 0.75
b = 12.0 in
dlam = 5.75 in
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the Live Load Factor:
LL = 1.35
RFInv = 2.57
RFOper = 3.33
Transverse Glued The transverse glued laminated deck will be load rated next, for the
Laminated Deck flexure and the shear force effects.
From Article 8.7.4 for this transverse glued laminated deck in flexure:
f = 0.85
12 in d2 12 in 5.02
S 50.0 in3
6 6
CL = 1.0
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
The only change to the Operating Rating level is for the Live Load Factor:
LL = 1.35
RFInv = 1.41
RFOper = 1.82
From Article 8.7.4 for this transverse glued laminated deck in shear:
v = 0.75
b = 12.0 in
dlam = 5.0 in
B. Load Factors
The load factors as found in the MBE for the general load rating equation
at the Inventory Rating level are:
[Table 6A.4.2.2-1]
DC = 1.25
DW = 1.50
P = 1.0 (there are no other permanent loads and so this will be
neglected in the final calculation)
LL = 1.75
AUGUST 2016 LRFD BRIDGE DESIGN 8-118
The only change to the Operating Rating level is for the live load factor:
LL = 1.35
RFInv = 2.87
RFOper = 3.72
DECEMBER 2004 LRFD BRIDGE DESIGN 9-1
9. DECKS AND Reinforced concrete decks on girders are the predominant type of deck
DECK SYSTEMS used on highway bridges in Minnesota. The deck is the structural
element that transfers vehicle and pedestrian loads to the girders. It is
analyzed as a continuous beam with the girders acting as supports. The
top and bottom primary moment resisting steel runs transversely in the
deck. The stool between the beam top flange and the deck bottom varies
to allow placement of the deck to the proper elevation.
The State Bridge Engineer shall determine the appropriate action on any
exceptions to this policy.
DECEMBER 2004 LRFD BRIDGE DESIGN 9-2
Superstructure Drains
Drain outlets shall be avoided over roadways, shoulders, sidewalks,
streams, railroad tracks, or end slopes. Drains placed over riprap will
require the area to be grouted, or a grouted flume section provided. At
down spouts or deck drains provide splash blocks.
Avoid drainage details that include flat elements (grades less than 5%).
Pipes and drainage elements with flat profiles tend to collect debris and
plug.
Also note that special drainage requirements are necessary for bridges
where a Corps of Engineers “404 permit” is required. The Hydraulic’s
Unit may also require the addition of containment and treatment features
to the project for bridges located in or near scenic waterways or near
public water supply sources.
The materials and gages for corrugated metal (C.M.) drains, and semi-
circle deck drains, such as those used on railroad bridges, are to be
provided in the plan details. Use 16 gage metal for other C.M. drains.
9.2 Concrete Deck Figure 9.2.1 illustrates the two most common concrete deck systems
on Beams used. The deck system selected is based on the protection policy. The
left side of the figure shows a deck constructed with a single concrete
pour. The right side illustrates a deck with a wearing course.
MARCH 2010 LRFD BRIDGE DESIGN 9-3
Figure 9.2.1
MARCH 2010 LRFD BRIDGE DESIGN 9-4
The wearing course is less permeable and consequently reduces the rate
at which chlorides penetrate into the deck.
The design of the distribution steel for the entire bridge shall be based on
the widest beam spacing found in any span.
The top longitudinal steel in non-pier areas shall satisfy the requirements
for shrinkage and temperature reinforcement.
For skews less than or equal to 20°, detail deck reinforcement parallel to
the skew. For design of the reinforcement, use the beam spacing
measured along the skew for the deck span length.
MARCH 2010 LRFD BRIDGE DESIGN 9-5
For skews greater than 20°, provide reinforcing at right angles to the
centerline of roadway. For this case, use the beam spacing measured
normal to the roadway centerline for the deck span length.
Geometry
Figures 9.2.1.4 through 9.2.1.7 contain standard Mn/DOT deck details.
Typical deck reinforcement layouts at deck edges and medians are
illustrated in the figures.
Use a uniform deck thickness for all spans based on the minimum
thickness required for the widest beam spacing.
The main transverse reinforcement will vary with the beam spacing. For
skewed bridges, continue the reinforcement for the wider beam spacing
until the reinforcement is completely outside of the span with the wider
beam spacing.
Use a uniform thickness for the edge of deck in all spans. Use a 9 inch
minimum thickness on structures without a wearing course. Use an
8 inch minimum thickness on bridges with a wearing course or sidewalk.
Dimension the bottom of deck on the outside of the fascia beam at 1 inch
below the top of the beam for prestressed concrete beams. For steel
beams, detail the bottom of deck on the outside of the fascia beam to
meet the bottom of the top flange. See Figures 9.2.1.4 through 9.2.1.7.
Check the slope of the bottom of the deck on overhangs. The edge of the
deck should be higher than the location next to the beam top flange.
DECEMBER 2004 LRFD BRIDGE DESIGN 9-6
Detailing
The main transverse deck reinforcement shall consist of straight bars
located in both the top and the bottom reinforcing mats.
For the acute corners of highly skewed bridges, detail the deck
reinforcement as follows: In addition to the 2-#16 bars that run parallel
to the expansion joint at the end of the deck, place 2 top mat #16 bars
that are 10 feet long and run parallel to the joint with a spacing of 5
inches. Also, run a series of radial transverse bars that shorten as they
progress into the corner. Finally, place a bent bar in the corner that ties
to the outside deck longitudinal bar and the end bar running parallel to
the joint. See Figure 9.2.1.1.
Figure 9.2.1.1
Add a longitudinal tie at the end of the deck if the deck projects past the
end of the diaphragm more than 1 foot.
MARCH 2010 LRFD BRIDGE DESIGN 9-7
Figure 9.2.1.2
MARCH 2010 LRFD BRIDGE DESIGN 9-8
Figure 9.2.1.3
Table 9.2.1.1
MARCH 2010 LRFD BRIDGE DESIGN 9-10
Table 9.2.1.2
MARCH 2010 LRFD BRIDGE DESIGN 9-11
Figure 9.2.1.4
MARCH 2010 LRFD BRIDGE DESIGN 9-12
Figure 9.2.1.5
MARCH 2010 LRFD BRIDGE DESIGN 9-13
Figure 9.2.1.6
MARCH 2010 LRFD BRIDGE DESIGN 9-14
Figure 9.2.1.7
MARCH 2010 LRFD BRIDGE DESIGN 9-15
Figure 9.2.1.8
MARCH 2010 LRFD BRIDGE DESIGN 9-16
Figure 9.2.1.9
MARCH 2010 LRFD BRIDGE DESIGN 9-17
Figure 9.2.1.10
MARCH 2010 LRFD BRIDGE DESIGN 9-18
9.3 Reinforced This example demonstrates the design of a typical reinforced concrete
Concrete Deck deck. The first part describes the design of the interior region of a
Design Example reinforced concrete deck supported on beam or stringer elements. The
second part provides design procedures for the deck overhang region.
[4.6.2.2.4] The deck is assumed to carry traffic loads to the supporting members
(beams or girders) via one-way slab or beam action. The supporting
members for the deck are parallel to the direction of traffic. The
substructures are not skewed, so the primary reinforcement for the deck
is placed perpendicular to the supporting members. Distribution steel is
placed parallel to the beams.
Figure 9.3.1
MARCH 2010 LRFD BRIDGE DESIGN 9-21
C. Live Loads The AASHTO LRFD Specifications contain tables listing the design live
[Appendix A4] load moments (positive and negative) for decks supported on different
beam spacings. The tabularized moments are for a one foot wide strip.
The limitations for use of the tables include a check on the overhang
dimension. A minimum of 1.75 feet from the centerline of the fascia
beam is permitted. The maximum overhang permitted is the lesser of
[6.0 feet or (0.625 x beam spacing)].
1
⋅ (51.33 − 45.0) = 3.17 ft 1.75 ft < 3.17 ft < 5.63 ft OK
2
The overhang dimension checks are satisfied, as are all other parameters
specified for use of the design live load moment tables.
Interpolate to obtain a value at the design section (10 inches away from
the center of the supporting beam):
⎛ 4.28 − 3.71 ⎞
4.28 − 1 ⋅ ⎜ ⎟ = 4.09 kip - ft/ft
⎝ 3 ⎠
The values in LRFD Table A4.1-1 include the multiple presence and
dynamic load allowance factors.
D. Dead Loads The dead load moments are based on the self-weight of the 7 inch deck,
a 2 inch wearing course, and a 0.020 ksf future wearing surface.
Dead loads will be computed for a strip of deck 1 foot wide. Mn/DOT
practice is to simplify the dead load bending moment calculations, by
computing both the positive and negative dead load bending moments
using:
W ⋅ L s2
MDC = DC
10
E. Flexural Design The load modifiers for the deck design are:
Moments
ηD = 1.00
[1.3.3 – 1.3.5]
ηR = 1.00
ηI = 1.00
[Table 3.4.1-1] Use the load factors provided in LRFD Article 3.4.1 to generate the
Strength I and Service I design moments.
[5.5.4.2] Assume the section is controlled in tension and the flexural resistance
factor, φ = 0.90
⎛ 12 ⎞ ⎛ 12 ⎞ 2
A s(top) = Ab ⋅ ⎜ ⎟ = 0.20 ⋅ ⎜ ⎟ = 0.48 in
⎝ spacing ⎠ ⎝ 5 ⎠
A s(top) ⋅ fy 0.48 ⋅ 60
a = cβ1 = = = 0.71 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4 ⋅ 12
⎛ a⎞ ⎛ 0.71 ⎞ ⎛ 1 ⎞
Mn = A s(top) ⋅ fy ⋅ ⎜ ds − ⎟ = 0.48 ⋅ 60 ⋅ ⎜ 5.75 − ⎟⋅⎜ ⎟
⎝ 2⎠ ⎝ 2 ⎠ ⎝ 12 ⎠
= 12.95 kip-ft
dt = ds = 5.75 in
a 0.71
c= = = 0.84 in
β1 0.85
⎛d ⎞ ⎛ 5.75 ⎞
φ = 0.65 + 0.15 ⋅ ⎜ t − 1⎟ = 0.65 + 0.15 ⋅ ⎜ − 1⎟ = 1.53 > 0.9
⎝ c ⎠ ⎝ 0.84 ⎠
Therefore, φ = 0.9
[5.7.3.4-1] 700 ⋅ γ e
s≤ − 2 ⋅ dc
β s ⋅ f ss
Per article 5.3.2 of this manual, use a maximum clear cover of 2.0 inches
to compute dc . Assuming #13 bars are used, dc = 2.0 + 0.5 ⋅ db = 2.25 in .
Also, the deck thickness will be limited to 8 inches
Es 29,000
n= = = 7.96 ∴ Use n = 8
Ec 33,000 ⋅ (0.145)1.5 ⋅ 4.0
x
b⋅x⋅ = n ⋅ A s ⋅ (ds − x )
2
12 ⋅ x 2
= 3.84 ⋅ (5.75 − x ) solving, x = 1.62 in
2
Determine the lever arm between service load flexural force components:
x 1.62
j ⋅ ds = d s − = 5.75 − = 5.21 in
3 3
The stress in the reinforcement when subjected to the Service I moment
is:
Ms(neg) 5.14 ⋅ 12
fss = = = 24.7 ksi
A s ⋅ j ⋅ ds 0.48 ⋅ 5.21
Find βs:
dc 2.25
βs = 1 + =1+ = 1.56
0.7 ⋅ (h − dc) 0.7 ⋅ (8 − 2.25)
b ⋅ (ddeck )2 12 ⋅ (9)2
S deck = = = 162 in3
6 6
⎛ 1 ⎞
1.2 ⋅ Mcr = 1.2 ⋅ (fr ⋅ S) = 1.2 ⋅ (0.74 ⋅ 162) ⋅ ⎜ ⎟ = 11.99 kip-ft
⎝ 12 ⎠
⎛ 12 ⎞ ⎛ 12 ⎞
A s(bot) = A b ⋅ ⎜⎜ ⎟⎟ = 0.31 ⋅ ⎜ ⎟ = 0.53 in2
⎝ spacing ⎠ ⎝ 7 ⎠
A s(bot) ⋅ fy 0.53 ⋅ 60
a = cβ1 = = = 0.78 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4 ⋅ 12
MARCH 2010 LRFD BRIDGE DESIGN 9-27
⎛ a⎞ ⎛ 0.78 ⎞ ⎛ 1 ⎞
Mn = A s(bot) ⋅ fy ⋅ ⎜ ds − ⎟ = 0.53 ⋅ 60 ⋅ ⎜ 5.69 − ⎟⋅⎜ ⎟
⎝ 2⎠ ⎝ 2 ⎠ ⎝ 12 ⎠
= 14.05 kip-ft
dt = ds = 5.69 in
a 0.78
c= = = 0.92 in
β1 0.85
⎛d ⎞ ⎛ 5.69 ⎞
φ = 0.65 + 0.15 ⋅ ⎜ t − 1⎟ = 0.65 + 0.15 ⋅ ⎜ ⎟ = 1.58 > 0.9
⎝ c ⎠ ⎝ 0.92 ⎠
Therefore, φ = 0.9
Es 29,000
n= = = 7.96 ∴ Use n = 8
Ec 33,000 ⋅ (0.145)1.5 ⋅ 4.0
700 ⋅ γ e
s≤ − 2 ⋅ dc
β s ⋅ f ss
Compute the stress in the reinforcement using a cracked section analysis.
Begin by locating the neutral axis.
b ⋅ x2
= n ⋅ A s ⋅ (ds − x )
2
12 ⋅ x 2
= 8 ⋅ 0.53 ⋅ (5.69 − x ) solving, x = 1.68 in
2
Determine the lever arm between service load flexural force components.
x 1.68
j ⋅ ds = ds − = 5.69 − = 5.13 in
3 3
The stress in the reinforcement when subjected to the Service I design
moment is:
Ms (pos) 7.34 ⋅ 12
fs = = = 32.4 ksi
A s ⋅ j ⋅ ds 0.53 ⋅ 5.13
MARCH 2010 LRFD BRIDGE DESIGN 9-28
Find βs:
dc 1.31
βs = 1 + =1+ = 1.33
0.7 ⋅ (h − dc ) 0.7 ⋅ (7 − 1.31)
Use γe=0.75
700 ⋅ γ e 700 ⋅ 0.75
smax = − 2 ⋅ dc = − 2 ⋅ 1.31 = 9.56 ≥ 7 in OK
β s ⋅ fss 1.33 ⋅ 32.4
⎛ 1 ⎞
1.2 ⋅ Mcr = 1.2 ⋅ (fr ⋅ S) = 1.2 ⋅ (0.74 ⋅ 162) ⋅ ⎜ ⎟ = 11.99 kip-ft GOVERNS
⎝ 12 ⎠
1.33 ⋅ M u(pos) = 1.33 ⋅ 12.32 = 16.39 kip-ft
[9.7.2.3] The effective span length is a function of the beam or stringer spacing
and the type of beam or stringer. For prestressed concrete I-beam
sections, the effective span length is the distance between flange tips
plus the distance the flange overhangs the web on one side.
S e = beam spacing − top flange width + flange overhang
Use 67% of the primary steel in the bottom mat. The required area of
steel is:
A s(req) = 0.67 ⋅ A s(bot) = 0.67 ⋅ 0.53 = 0.36 in2 /ft
⎛ 12 ⎞ ⎛ 12 ⎞
A s(prov) = A b ⋅ ⎜⎜ ⎟⎟ = 0.31 ⋅ ⎜ ⎟ = 0.37 in2 /ft
⎝ spacing ⎠ ⎝ 10 ⎠
I. Top Longitudinal The top longitudinal bars must meet the shrinkage and temperature
Reinforcement reinforcement requirements.
[5.10.8]
1.30 ⋅ b ⋅ h 1.30 ⋅ 12 ⋅ 9
Temperature A s ≥ = = 0.06 in2 /ft
2 ⋅ (b + h) ⋅ fy 2 ⋅ (12 + 9) ⋅ 60
However, the area of steel has the limits, 0.11 ≤ A s ≤ 0.60 , and a
minimum spacing of 18 inches is required
Use #13 bars spaced at 18 inches ( A s = 0.13 in2 /ft ) for top
longitudinal reinforcement.
Figure 9.3.2 illustrates the final reinforcement layout for the interior
region of the deck.
MARCH 2010 LRFD BRIDGE DESIGN 9-30
Figure 9.3.2
J. Structural Figure 9.3.3 illustrates the overhang region. Four cases must be
Analysis of considered for the overhang design:
Overhang Region Case 1: Extreme Event II evaluated at the gutter line for the dead
[A13.2-1] load plus horizontal collision force.
Case 2: Extreme Event II evaluated at the edge of the beam flange
for the dead load plus horizontal collision force plus live
load.
Case 3: Strength I evaluated at the edge of the beam flange for the
dead load plus live load.
Case 4: Extreme Event II evaluated at the edge of the beam flange
for the dead load plus vertical collision force plus live load.
For this example, the distance from the edge of flange to the gutter line
is small, so by inspection Case 2 and Case 3 will not govern. Case 4 will
never govern when the Mn/DOT overhang limitations are followed and a
Test Level 4 F-rail is used. Therefore, only Case 1 calculations are
included in this example.
MARCH 2010 LRFD BRIDGE DESIGN 9-31
Figure 9.3.3
⎛ 8.65 ⎞ ⎛ 1.67 ⎞
Mdeck ≈ ⎜ ⎟ ⋅ 0.150 ⋅ 1.67 ⋅ ⎜ ⎟ = 0.15 kip-ft
⎝ 12 ⎠ ⎝ 2 ⎠
⎛ 11.04 ⎞
M barrier = w barrier ⋅ x cb = 0.477 ⋅ ⎜ ⎟ = 0.44 kip-ft
⎝ 12 ⎠
Mn/DOT requires the deck to carry the lesser of the rail capacity R w or
4
/3 x Ft :
Fcollision = R w = 122.9 kips
or
4 4
Fcollision = ⋅ Ft = ⋅ (54) = 72 kips GOVERNS
3 3
The collision force is applied at a height of 34 inches above the top of the
structural deck. It generates a tension force and a bending moment in
the overhang portion of the deck. The moment arm to the center of the
deck cross-section at the gutter line is:
9.30
Moment arm = 34 + = 38.65 in = 3.22 ft
2
(wearing course is ignored)
Fcollision 72
= = = 4.54 kips/ft
L c + L 45deg 10.2 + 2.83 ⋅ 2
2. Overhang Resistance
The overhang must resist both axial tension and bending moment. The
capacity of the overhang will be determined by considering the tension
side of the structural interaction diagram for a one foot wide portion of
the overhang. See Figure 9.3.4.
Figure 9.3.4
Check if the reinforcement chosen for the interior region will be adequate
for the overhang region. The interior region reinforcement is:
Top reinforcement – #13 bars @ 5" ( A s = 0.48 in2 /ft )
Start by assuming that for both the top and bottom reinforcement,
εs > εy .
Next, check development of the top and bottom bars from the edge of
deck. From Figure 5.2.2.2 of this manual:
For #13 bars, l d = 12 in
Figure 9.3.5
MARCH 2010 LRFD BRIDGE DESIGN 9-35
Then:
A stopeff = 0.48 in2 /ft
Find the distance from the bottom of the section to the neutral axis by
taking moments about Pn :
28.80 ⋅ (40.20 − 3.40) + 31.80 ⋅ (40.20 + 1.04)
⎛ 0.85 ⋅ c ⎞
− 34.68 ⋅ c ⋅ ⎜ 40.20 + 4.65 − ⎟=0
⎝ 2 ⎠
2371.27 − 1555.4 ⋅ c + 14.74 ⋅ c2 = 0
c = 1.55 in
⎛ 0.003 ⎞
εstop = (4.65 + 3.40 − 1.55) ⋅ ⎜ ⎟ = 0.0126 > 0.00207
⎝ 1.55 ⎠
⎛ 0.003 ⎞
εsbot = (4.65 − 1.04 − 1.55) ⋅ ⎜ ⎟ = 0.0040 > 0.00207
⎝ 1.55 ⎠
Then,
C = 34.68 ⋅ c = 34.68 ⋅ 1.55 = 53.75 kips
And,
Pn = Tstop + Tsbot − C
= 28.80 + 31.80 − 53.75 = 6.85 kips
MARCH 2010 LRFD BRIDGE DESIGN 9-36
[1.3.2.1] The resistance factor φ for Extreme Event II limit state is 1.0. Therefore,
φ ⋅ Pn = Pn = 6.85 kips > 4.54 kips OK
1
φ ⋅ Mn = Pn ⋅ eu = 6.85 ⋅ 40.20 ⋅
12
= 22.95 kip-ft > 15.36 kip-ft OK
10. Different types of foundations are used throughout the state due to the
FOUNDATIONS variety of soil and rock conditions present. This section provides
guidance on the design and detailing practices for spread footings, driven
piles, and drilled shaft foundations.
For bridges on the local road system, the local agency or their consultant
will retain a private geotechnical engineering firm to prepare a foundation
recommendations report. The report will summarize the geotechnical
conditions, the proposed bridge structure, and recommend a foundation
type.
Load Capacity
The factored bearing resistance ( φb qn ) for the material below spread
footings and/or the factored bearing resistance ( φR n ) for piles or shafts
will be provided in the Foundation Recommendations.
JUNE 2007 LRFD BRIDGE DESIGN 10-2
Settlement/Downdrag
The Foundation Recommendations often specify that an embankment be
placed to allow settlement to occur before starting construction of a
substructure. A waiting period of 72 hours to several months is then
required depending on the types of underlying soils. In some cases, a
surcharge embankment (additional height of fill above the profile grade)
may also be recommended as a means of accelerating the rate of
consolidation.
Depending on the soil profile and length of the settlement waiting period,
long term settlement of the soil may introduce downdrag in the piling or
shafts. Downdrag is the downward load induced in the pile by the
settling soil as it grips the pile due to negative side friction. An estimate
of the downdrag load will be given in the Foundation Engineer’s Memo.
For piles driven to rock or a dense layer (where pile capacity is controlled
by end bearing), the nominal pile resistance should be based on the
structural capacity of the pile. For piles controlled by side friction,
downdrag will apply a load to the pile that may cause pile settlement.
The settlement may result in a reduction of the downdrag load. Due to
the uncertainty of the amount of pile settlement, downdrag on friction
piles will be considered on a case by case basis.
[3.11.8] Transient loads have the effect of reducing downdrag. Therefore, when
determining load combinations, do not combine live load (or other
transient loads) with downdrag. Consider a load combination that
includes dead load plus live load and also a load combination that
includes dead load plus downdrag, but do not consider live load and
downdrag within the same load combination.
Before using battered piles where downdrag loads exist, discuss with
Bridge Design Engineer and Regional Bridge Construction Engineer.
Unique projects may have limits placed on the amount of noise and
vibration that can be generated during construction.
10.2 Piles Several types of piling are available (treated or untreated timber, steel H
and thick wall pipe piles, and cast-in-place concrete piles). The Regional
Bridge Construction Engineer may recommend that more than one type
or size be used for a project.
Steel H-piles are steel H-shaped sections that are usually fitted with
manufactured points and driven to a required nominal bearing resistance.
H-piles are generally specified for soil conditions where very hard driving
is anticipated, including driving to bedrock. In some cases, high
strength, small diameter, thick-walled pipe are permitted as a substitute
for H-piles. If permitted, this will be indicated in the Foundation
Recommendations.
Cast-in-place (CIP) piles are steel pipe piles with a plate welded to the
bottom that are driven to a required nominal bearing resistance or to an
estimated tip elevation. After driving, the inside of the shell is filled with
concrete. Reinforcement may be needed if the pile is subjected to
tension or flexure. CIP piles are generally considered to be displacement
JUNE 2007 LRFD BRIDGE DESIGN 10-4
piles, and are generally used when it is anticipated that the pile tip will
not encounter bedrock or very hard driving.
The pay item “Pile Tip Protection” refers to manufactured points for H-
piling. The pay item “Pile Points” refers to manufactured points that are
used to protect the shells of cast-in-place piles during driving operations.
The Regional Bridge Engineer’s recommendations will identify whether or
not tips or points should be used.
Standard Details B201 and B202 contain the standard splices for cast-in-
place pile shells and H-piling.
Pu 8⎛ M ⎞
+ ⎜⎜ u ⎟⎟ ≤ 1.0
φPn 9 ⎝ φMn ⎠
Values for Pu, ΦPn, and ΦMn were determined and the interaction
equation was solved for the maximum factored moment Mu. The
maximum factored lateral load resistance φ R nh was determined by
JUNE 2007 LRFD BRIDGE DESIGN 10-5
Table 10.2.1 shows the factored lateral load resistance φ R nh for different
piles from the parametric study. The resistance values are based on soil
properties for loose sand with an internal friction angle of 30˚ to 32˚.
The computer program built-in P-y curves using the “Reese sand”
properties and relevant soil modulus, k, were also used. Soils with
properties weaker than that of loose sand require a separate analysis.
For the CIP piles, the 3 ksi concrete in the piles was included in the total
EI for deflection determination, and also for calculation of the axial
strength ΦPn in the piles. The pile cap was assumed fixed in rotation and
free in translation.
Use the following values for φ dyn based on the field control method used:
• φ dyn = 0.40 for Mn/DOT Nominal Resistance Pile Driving Formula
• φ dyn = 0.65 for Pile Driving Analyzer
Test Piles
Each bridge substructure utilizing a pile-type foundation will typically
require one or two test piles. Separate the test piles (use a maximum
spacing of about 40 feet) within a foundation unit to facilitate a more
accurate assessment by the Field Engineer of the in-situ soil
characteristics. The Foundation Recommendation prepared by the
Regional Bridge Construction Engineer will specify the number of test
piles for each substructure unit. For abutments with all battered piles,
place a test pile in the front and in the back row. For pier footings, place
test piles near the center of the pile group. If possible, use vertical
(plumb) test piles. Number and locate test piles on the Bridge Survey
Plan and Profile sheets.
Test piles are used to establish the length for the pier and abutment
foundation piles. Based on the pile penetration (number of blows per
foot at the end of driving), the size of the pile driving equipment, and the
length of the pile being driven, the pile’s nominal resistance can be
estimated. The procedure used to determine the pile’s nominal
resistance is described in Bridge Special Provision SB2005-2452.2.
On some projects when specified, foundation test piles are evaluated with
electronic equipment attached to the pile during the driving process. This
equipment, called a Pile Driving Analyzer or PDA, provides more specific
information concerning the nominal resistance of the pile. A pay item for
pile analysis must be included in the plan when the PDA is performed by
the contractor.
Pile Redriving
Pile redriving is specified in the Foundation Recommendation when the
soils are of a type that additional bearing capacity can be gained after the
pile has set for 24 hours or more. For this situation, include an item for
pile redriving to compensate the contractor for redriving the pile(s) after
the required setup time.
The standard embedment into a pier or high parapet abutment footing for
a driven pile is one foot and should be dimensioned in the plans. Assume
the piles are pinned supports.
Battered Piles
The standard pile batter for pier footings is 6 vertical on 1 horizontal. For
abutments, the standard batter is 4 vertical on 1 horizontal. Use of a
nonstandard batter requires approval from the Regional Bridge
Construction Engineer.
Before using battered piles where downdrag loads exist, discuss with
Bridge Design Engineer and Regional Bridge Construction Engineer.
10.3 Drilled Shafts Drilled shafts are large-diameter reinforced concrete piles constructed by
boring a hole into earth and/or rock, inserting a reinforcing cage and
filling the cavity with concrete. Drilled shafts may also be called caissons
or drilled piers. Because of the high cost of construction, drilled shafts
are normally used only when the foundation characteristics of the site,
such as bedrock, may cause driven piling to attain bearing capacity at ten
feet or less below the footing, when piling cannot be embedded below the
computed scour elevation of a streambed, and for other reasons
applicable to a particular project. Drilled shafts may also be used to
enhance the stability of piers adjacent to a navigation channel.
i.e., scour depth below the streambed (flowline) should not be considered
as providing lateral support. If shafts are placed in a group, the
minimum center-to-center spacing is three times the diameter (D) of the
shaft and appropriate group reduction factors must be applied. When the
spacing is greater than 8D the shafts can be designed as individual units.
Shaft diameter is determined by the required loading, standard industry
drilling equipment, casing size, and other factors unique to the project.
Normally, shaft diameters are in the range of 3 to 5 feet. Smaller shafts
may be used to replace driven piles in a group, such as that of a pier
footing. Larger shafts may be appropriate when a single shaft is used to
support a single pier column, or to minimize the number of shafts in a
group when deep shafts are required. For a combined earth and rock
shaft, the earth portion should be of a diameter that is 6 inches larger
than the rock shaft in order to allow passage of special rock drilling tools.
If a shaft terminates in rock, the design diameter for the full depth of the
shaft should be the same diameter as that of the rock portion.
Payment for the drilled shafts should always include separate items for
earth and rock shafts due to the large disparity in the cost of drilling. If it
appears to be unlikely that the shaft depth will change during
construction, payment for concrete, reinforcement, and permanent
casings (if used) can be included in the pay item for the shafts.
However, foundation conditions are rarely known with a high degree of
accuracy and changes in the shaft quantities may occur. For such
situations, separate items for the materials are recommended. In either
case, the plans and special provisions must clearly state how payment
will be made.
When boulders can be anticipated during drilling, include a pay item for
obstruction removal.
10.4 Footings Any footings or foundations with a thickness of 5 feet or greater should
10.4.1 General be treated as mass concrete. This may require the contractor to modify
the concrete mix and/or to instrument the concrete member and take
action to ensure that the temperature differential between the inside and
outside of the member is small enough to minimize the potential for
cracking.
Bottom of Footing
To minimize the potential for frost movements impacting the structure,
place the bottom of footings a minimum of 4'-6" below grade. Note that
this requirement does not apply to the bottom of integral abutment pile
caps.
When feasible, the bottom of footings (or seals if they are used) should
be placed below the estimated scour elevation. In many cases this is not
economically practical and the bottom of footing elevation should be
evaluated using Section 10.6 as a minimum criteria.
Scour
The scour depth to be used for the strength and service limit states is the
lesser of the overtopping or 100-year flood.
The scour depth to be used for the extreme event limit state is the lesser
of the overtopping or 500-year flood.
For bridges over a river or stream, spread footings are not allowed due to
the potential for scour unless they are anchored into rock.
Footing Thickness/Shear
The footing thickness should be sized such that shear reinforcement is
not required. Use the simplified shear method of LRFD 5.8.3.4.1 when
the requirement for zero shear within 3 dv from column/wall face is met.
Otherwise, use the general procedure given in LRFD 5.8.3.4.2.
Dowel Detailing
Dowels connecting the footing to the substructure unit shall be detailed
and dimensioned from working points. This reduces the chance of
construction tolerances for pile driving and concrete placement impacting
the final location of substructure components.
10.4.2 Footings Dimension length of pile embedment into the footing in the plans.
Supported on Piling Identify battered piles with a symbol that differs from vertically driven
or Drilled Shafts piles.
Seal Design
A conventional cast-in-place seal is a mass of unreinforced concrete
poured under water inside the sheet piling of a cofferdam. Refer to
Figure 10.4.2.1. It is designed to withstand the hydrostatic pressure
produced at the bottom of the seal when the water above is removed.
Dewatering the cofferdam allows cutting of piles, placement of reinforcing
steel, and pouring of the footing in a dry environment.
Figure 10.4.2.1
Pb = H ⋅ A ⋅ γ w
R sc = A ⋅ t ⋅ γ c
[
Pp = N ⋅ ωp ⋅ L p − (H + L p − t ) ⋅ γ w ⋅ A p ]
where N = number of piles
( )
Psoil = L p − t ⋅ A s ⋅ γ sb
FS = (R sc + R sh + R pile ) / Pb
10.4.3 Spread Abutment spread footings supported on rock shall be keyed into rock a
Footings minimum of 6 inches. Shear keys should be added to spread footings
when needed. Typical shear keys are 12" x 12" or 18" x 18".
10.5 Pile Bent For pile bent piers, the pile tips should be driven a minimum of 10 feet
Piers and Integral below the scour elevation. The resistance of the piling needs to be
Abutments checked for the condition where the predicted scour event has occurred.
When debris loading can be excessive, encasing the piles with a concrete
wall will be specified.
For integral abutments, orient H-piles for weak axis bending in the
direction of movement and inform the Road Design group of the
appropriate approach panel detail to include in the roadway plans.
JUNE 2007 LRFD BRIDGE DESIGN 10-16
For pile bent piers, provide 2'-0" of embedment into the cap. A larger
pile embedment equal to 2'-6" is used for integral abutments.
10.6 Evaluation of The following guidelines may be used with discretion by registered
Existing Pile engineers for determination of the stability of existing bridge substructure
Foundations when units supported by pile foundations (see Figure 10.6.1) if estimated scour
Exposed by Scour depths are sufficient to expose piling. Estimated scour depths to be used
are those furnished by the Hydraulics Engineer for the lesser of
overtopping or a 500-year flood event.
Figure 10.6.1
10.7 Structure For state aid projects, bridge designers must coordinate their excavation
Excavation and and fill quantities with roadway designers. This is particularly true for
Backfill projects where grading is let as part of a separate contract. Designers
should note the limits of excavation and fill noted in the standard bridge
approach treatments (Mn/DOT Standard Plans 5-297.233 and
5-297.234).
Where no rock is present, use a lump sum pay item for structure
excavation. The special provisions detail the percentage of excavation
paid for at each substructure unit. Where rock is likely to be
JUNE 2007 LRFD BRIDGE DESIGN 10-18
encountered, pay for the rock excavation as Class R (or WR for rock
below water) by the cubic yard. Excavation above the rock is to be paid
for as a lump sum. Refer to the Foundation Recommendations.
Class R excavation may be used by itself, in which case it would cover all
conditions of rock removal. When used in conjunction with WR, the lower
limits of the Class R should be noted in the Plans as being the same as
the upper limits of the WR (the lower water elevation shown in the
Plans). Because rock excavation is expensive, adequate boring or
sounding information is essential to determine the elevation of the rock
surface. If the information furnished is insufficient to determine the
elevation of rock, additional data shall be requested from the District.
JUNE 2007 LRFD BRIDGE DESIGN 10-19
Appendix 10-A
Sample Bridge Construction Unit Foundation Recommendations
JUNE 2007 LRFD BRIDGE DESIGN 10-20
11. ABUTMENTS, This section contains guidance for the design and detailing of abutments,
PIERS, AND piers, retaining walls, and noise walls. Abutments and piers are used to
WALLS support bridge superstructures, whereas walls primarily function as earth
retaining structures. In most cases, abutments, piers, and walls are
reinforced concrete elements.
Figure 11.1.1
Detailing/Reinforcement
For bridge rail sections that extend beyond the bridge ends and connect
to guardrail, it is preferable to locate them on top of the approach panel
rather than on top of the wingwall. However, for situations where the
wingwalls tie into roadway retaining walls, be aware that this will result in
an offset between the wingwall and roadway retaining wall. In this case,
additional coordination with the roadway designer will be required.
The gutter line, the edge of deck, and the centerline of the fascia beam
should be illustrated and labeled in the corner details.
To facilitate plan reading, label the ends of the abutments in the details
(South End, North End, etc.).
Label all construction joints and identify the nominal size of keyways.
On footing details, dimension the lap splice length for bent dowel bars.
For straight dowel bars, dimension the embedment or projection length.
Figure 11.1.2
Cover and Clearance Requirements
JULY 2016 LRFD BRIDGE DESIGN 11-5
For skewed abutments, acute angles are not allowed at corners where
wingwalls intersect with the abutment stem. Instead, provide a 6 inch
minimum chamfer or “square up” the corner to the wingwall at all acute
angle corners.
Detail sidewalk paving brackets with the same width and elevation as the
roadway paving bracket. Sidewalks are to be supported on abutment
diaphragm or abutment backwalls and detailed to “float” along adjacent
wingwalls.
Geometry
Use a minimum thickness of 3 feet for the abutment stem. For skewed
bridges, increase the abutment thickness to maintain a minimum of 5
inches between the beam end and the approach slab seat (See Figure
11.1.1.2). Set the abutment stem height to be as short as practical while
meeting the embedment and exposure limits shown in Figure 11.1.2.
The preferred abutment stem height on the low side of the bridge is 5
feet, with 3 feet below grade and 2 feet exposure. (Note that the 4'-6"
JULY 2016 LRFD BRIDGE DESIGN 11-6
minimum depth below grade requirement for abutment footings does not
apply to integral abutment stems.)
Orient H-piling such that weak axis bending occurs under longitudinal
bridge movements. Limit the use of CIP piling to bridges 150 feet or less
in length. Minimum pile penetration into abutment stem is 2’-6”. Avoid
using 16” CIP and HP 14 piles or larger because of limited flexibility.
When the angle between the back face of wingwall and back face of
abutment is less than 135 degrees, provide a 2’-0” x 2’-0” corner fillet on
the back face of the wingwall/abutment connection. Include the fillet
along the height of the abutment stem only, stopping it at the top of the
stem.
Wingwalls and the end diaphragm are intended to move as a single unit.
Do not include a gap between wingwalls and the abutment diaphragm.
Detail rebar to cross the joint between the diaphragm and the wingwalls.
Limit the length of the wingwall cantilever to 14 feet measured from the
back face of abutment to the end of the wingwall.
Figure 11.1.1.1a
Permissible Construction Joints For Integral Abutments With
Wingwalls Parallel to Roadway
JULY 2016 LRFD BRIDGE DESIGN 11-8
Figure 11.1.1.1b
Permissible Construction Joints For Integral Abutments With
Flared Wingwalls
JULY 2016 LRFD BRIDGE DESIGN 11-9
For new bridges, tie the approach panel to the bridge with stainless steel
dowel bars that extend at a 45 degree angle out of the diaphragm
through the paving bracket seat and bend horizontally 6 inches below the
top of the approach panel. (See bar S605S, Figure 11.1.1.2.) For repair
projects, provide an epoxy coated dowel rather than stainless steel due
to the shorter remaining life of the bridge. Include a ½ x 7 inch
bituminous felt strip on the bottom of the paving bracket to allow rotation
of the approach panel.
JULY 2016 LRFD BRIDGE DESIGN 11-10
Figure 11.1.1.2
JULY 2016 LRFD BRIDGE DESIGN 11-11
Figure 11.1.1.3
JULY 2016 LRFD BRIDGE DESIGN 11-12
Figure 11.1.1.4
All requirements of Articles 11.1 and 11.1.1 of this manual are met
Beam height ≤ 72”
Beam spacing ≤ 13’-0”
Pile spacing ≤ 11’-0”
Factored pile bearing resistance Rn ≤ 165 tons
Maximum abutment stem height ≤ 7’-0”
Deck thickness plus stool height ≤ 15.5”
For beam heights that fall in between current MnDOT prestressed beam sizes
(i.e. steel beams), use the values corresponding to the next largest beam
height in the tables. Detail reinforcement using Figures 11.1.1.2 through
11.1.1.4.
AUGUST 2016 LRFD BRIDGE DESIGN 11-13
For abutment stem back face vertical dowels, select bar size, spacing and
length from Table 11.1.1.1. Embed dowels 4’-6” into the stem. These bars
are designated A_04E in Figures 11.1.1.2 and 11.1.1.3. Where table shows
a maximum spacing of 12”, space A_04E dowels with the abutment stem
shear reinforcement (A601E) between piles. Where table shows a maximum
spacing of 6”, space every other A_04E dowel with the abutment stem shear
reinforcement (A601E) between piles.
14 #5 @ 12” 8”
18 #6 @ 12” 1’-0”
22 #6 @ 12” 1’-4”
27 #6 @ 12” 1’-9”
36 #7 @ 12” 2’-6”
45 #7 @ 12” 3’-3”
54 #6 @ 6” 4’-0”
63 #6 @ 6” 4’-9”
72 #6 @ 6” 5’-6”
For abutment stem front face vertical dowels, use #5 bars spaced at a
maximum of 12 inches between beams. These bars are designated A506E in
Figures 11.1.1.2 through 11.1.1.4. Do not space with the other abutment
stem reinforcement, but instead space with the abutment diaphragm
transverse bars (S501E).
For abutment stem front and back face horizontal reinforcement, use #6
bars spaced at a maximum of 9 inches. These bars are designated A602E in
Figures 11.1.1.2 and 11.1.1.3. Account for changes in abutment seat height
by varying bar spacing or the number of bars.
For the abutment stem top and bottom longitudinal bars, use 4-#6 bars on
the top and bottom faces of the stem for piles spaced at 9 feet or less.
These bars are designated A602E in Figures 11.1.1.2 and 11.1.1.3. When
pile spacing exceeds 9 feet, use #6 bars in the corners with two additional
JULY 2016 LRFD BRIDGE DESIGN 11-14
#7 bars on the top and bottom faces of the stem. These bars are designated
A602E and A707E in Figures 11.1.1.2 and 11.1.1.3.
Include 2-#4 pile ties on each side of each pile. These bars are designated
A403E in Figures 11.1.1.2 and 11.1.1.3.
For abutment diaphragm deck ties, approach panel ties and fillet ties, use #6
bars spaced at a maximum of 12 inches between beams to match the
abutment stem front face vertical dowels. These bars are designated S604E,
S605S and S606E, respectively in Figures 11.1.1.2 through 11.1.1.4.
Additionally, place S604E and S605S bars outside the fascia beams to the
end of the diaphragm. Do not place S606E fillet ties outside of the fascia
beams. Place two additional S604E diaphragm deck ties at equal spaces at
the end of each beam.
Provide 1-#4 horizontal bar in the fillet area of the abutment diaphragm that
runs the width of the fillet. This bar is designated S407E in Figures 11.1.1.2
through 11.1.1.4.
For abutment diaphragm front face and back face horizontal reinforcement,
use equally spaced #6 bars. These bars are designated S602E and S603E,
respectively in Figures 11.1.1.2 through 11.1.1.4. Determine the number of
bars using Table 11.1.1.2.
Table 11.1.1.2
Abutment Diaphragm Horizontal Bars (S602E & S603E)
Minimum Required Number of #6 Bars, Each Face
Beam Spacing (feet)
Beam Size (in)
≤9 10 11 12 13
14 2 2 2 2 2
18 2 2 2 2 2
22 2 2 2 2 2
27 3 3 3 3 3
36 3 3 3 3 4
45 4 4 4 4 5
54 5 5 5 5 6
63 6 6 6 7 7
72 7 7 7 8 9
JULY 2016 LRFD BRIDGE DESIGN 11-15
For skews less than or equal to 20 degrees, place end diaphragm transverse
bars (S501E), slab dowels (S606E), and approach panel dowels (S605S)
perpendicular to the centerline of bearing. When skews exceed 20 degrees,
place bars parallel to the working line.
For bridges on the local system, pinned connections between the abutment
stem and diaphragm are allowed in instances where the material
encountered in the soil borings for the bridge is very stable and abutment
movement from slope instabilities is very unlikely. Pinned connections
should be limited to concrete slab bridges with skews less than 30 degrees
that have abutment stem exposure heights set at no greater than 2 feet at
the low point. Provide #8 dowels at 1’-0” maximum spacing along the
centerline of bearing, and a strip of 1” x 4” bituminous felt along the front
edge of abutment stem and back edge of slab to allow rotation. See Figure
11.1.1.5. For all other cases, use a fixed connection similar to that shown in
Figures 11.1.1.2 through 11.1.1.4.
Figure 11.1.1.5
JULY 2016 LRFD BRIDGE DESIGN 11-16
Punching shear of the piles can be assumed to be satisfied and need not
be checked.
Design abutment stem backface vertical dowels for the passive soil
pressure that develops when the bridge expands. Assume the abutment
stem acts as a cantilever fixed at the bottom of the diaphragm and free
at the bottom of the stem. Referring to Figure 11.1.1.6, determine the
passive pressure pp at the elevation of the bottom of the diaphragm and
apply as a uniform pressure on the stem.
pp kp soil hsoil
2
k p tan 45
2
Where:
pp h2stem
Mup EH
2
A load factor for passive earth pressure is not specified in the LRFD
specifications. Use the maximum load factor for active earth pressure,
EH 1.50.
Figure 11.1.1.6
Design abutment stem front and back face horizontal bars for the passive
soil pressure which results when the bridge expands. Consider the stem
to be a continuous beam with piles as supports and design for a moment
of:
w L2
p
M
up EH
10
Where:
JULY 2016 LRFD BRIDGE DESIGN 11-18
Design abutment stem top and bottom horizontal bars for vertical loads
due to girder reactions, including dynamic load allowance of 33%.
Consider the stem to be a continuous beam with piles as supports. Also,
check that the front and back face horizontal bars meet the longitudinal
skin reinforcement provisions of LRFD Article 5.7.3.4.
For size and spacing of all other abutment diaphragm bars, refer to the
Integral Abutment Reinforcement Design Guide.
Geometry
Skews on semi-integral abutments are limited to 30 degrees when
wingwalls are parallel to the roadway in order to prevent binding of the
approach panel/wingwall interface during thermal movement. For other
wingwall configurations, bridge length and skew limits are the same as
those for integral abutments. Whenever the skew is greater than 30
degrees, provide a concrete guide lug to limit unwanted lateral
movement.
Provide pedestals under the bearings and slope the bridge seat between
pedestals to provide drainage toward the abutment front face. A
standard seat slope provides one inch of fall from the back of the seat to
the front of the seat. In no case should the slope be less than 2 percent.
Set pedestals back 2 inches from front face of abutment. Minimum
pedestal height is to be 3 inches at front of pedestal. Preferred
maximum pedestal height is 9 inches. Provide #5 reinforcing tie bars at
6 inch to 8 inch centers in both directions under each bearing. For
bearing pedestals over 9 inches tall, provide column ties in addition to
other reinforcement. Provide 2 inches of clear cover for horizontal
pedestal bars in the bridge seat. Provide a minimum of 2 inches of clear
distance between anchor rods and reinforcing tie bars.
When the angle between the back face of wingwall and back face of
abutment is less than 135 degrees, provide a 2’-0” x 2’-0” corner fillet on
the back face of the wingwall/abutment connection. Extend the fillet
from the top of footing to the top of abutment stem on the back face.
Concrete (___)” and the geotextile filter is incidental to the “Bridge Slab
Concrete (___)”. See Figures 11.1.2.1 and 11.1.2.2 for details.
For new bridges, tie the approach panel to the bridge with stainless steel
dowel bars that extend at a 45 degree angle out of the diaphragm
through the paving bracket seat and bend horizontally 6 inches below the
top of the approach panel. (See bar #6S, Figure 11.1.2.1.) For repair
projects, provide an epoxy coated dowel rather than stainless steel due
to the shorter remaining life of the bridge. Include a ½ inch x 7 inch
bituminous felt strip on the bottom of the paving bracket to allow rotation
of the approach panel.
JULY 2016 LRFD BRIDGE DESIGN 11-21
Figure 11.1.2.1
JULY 2016 LRFD BRIDGE DESIGN 11-22
Figure 11.1.2.2
JULY 2016 LRFD BRIDGE DESIGN 11-23
Design/Analysis
For single span bridges, provide fixity at one of the abutments.
Design abutment diaphragm front and back face horizontal bars for the
passive soil pressure which results when the bridge expands.
Design abutment diaphragm vertical bars found in the lug to resist the
passive pressure that develops when the bridge expands. Assume the
diaphragm lug acts as a cantilever fixed at the bottom of the diaphragm.
For semi-integral abutments with total heights (stem plus footing) of less
than 15 feet, use vertical contraction joints spaced at approximately 32
feet (see Detail B801). For semi-integral abutments with total heights
greater than or equal to 15 feet, use construction joints (with keyways)
spaced at approximately 32 feet.
11.1.3 Parapet Parapet abutments have backwall or parapet elements that are separate
Abutments from the end diaphragms in the superstructure. Low parapet abutments
have total heights (from top of paving block to bottom of footing) of less
than 15 feet. High parapet abutments have total heights equal to or
greater than 15 feet. If the total height of the abutment is more than 40
feet, counterforts should be considered.
Geometry
Refer to Figure 11.1.2 for minimum cover and clearance requirements.
When the angle between the back face of wingwall and back face of
abutment is less than 135 degrees, provide a 2’-0” x 2’-0” corner fillet on
the back face of the wingwall/abutment connection. Extend the fillet
from the top of footing to 1 inch below the top of abutment parapet on
the back face and provide a 1 inch thick polystyrene bond breaker
between the top of fillet and approach panel.
Design/Analysis
For design of piling or footing bearing pressures, as a minimum, consider
the following load cases:
Assume that one half of the approach panel load is carried by the
abutment.
JULY 2016 LRFD BRIDGE DESIGN 11-26
Distribute superstructure loads (dead load and live load) over the entire
length of abutment. For live load, apply the number of lanes that will fit
on the superstructure adjusted by the multiple presence factor.
Design abutment stem and backwall for horizontal earth pressure and live
load surcharge loads.
For stem and backwall crack control check, assume a Class 1 exposure
condition (γe = 1.00).
11.1.3.1 Low Low abutments shall have vertical contraction joints at about a 32 foot
Abutments spacing. (See Detail B801.)
Detail low abutments with a drainage system (Detail B910). Outlet the 4
inch drains through the wingwalls and backslopes.
11.1.3.2 High High abutments shall have vertical construction joints (with keyways) at
Abutments about a 32 foot spacing.
Detail high abutments with a drainage system (Detail B910). Outlet the
4 inch drains through the wingwalls and backslopes. Granular backfills at
railroad bridge abutments typically includes perforated pipe drains.
Figure 11.1.3.1.1
JULY 2016 LRFD BRIDGE DESIGN 11-28
Figure 11.1.3.2.1
JULY 2016 LRFD BRIDGE DESIGN 11-29
11.1.4 Wingwalls Wingwalls are the retaining portion of the abutment structure that are
located outside the abutment stem.
11.1.4.1 Wingwall Wingwalls can be oriented parallel to the roadway, parallel to the
Geometry abutment stem, or flared. See Figure 11.1.4.1.1. The intended
orientation for the wingwalls will be provided in the Preliminary Plan. If
flared, set the flare angle between the wingwall and centerline of bearing
to an increment of 15 degrees.
Figure 11.1.4.1.1
Figure 11.1.4.1.2
For multiple stepped footings, use step details similar to those shown on
retaining wall standard sheet 5-297.624 (2 of 3).
Where wingwalls are oriented parallel to the roadway, sidewalk and curb
transitions should generally not be located adjacent to wingwalls.
11.1.4.2 Wingwall The design process for wingwalls will depend on the abutment type and
Design wingwall geometry. For integral abutments, the wingwall is a horizontal
cantilever attached to the abutment stem with no footing support. For
semi-integral and parapet abutments, the wingwalls will typically be
supported by a footing for a portion of their length with a horizontal
cantilever at the end.
Figure 11.1.4.2.1
JULY 2016 LRFD BRIDGE DESIGN 11-33
When checking crack control for wingwalls, use the Class 1 exposure
condition ( e 1.00 ).
11.1.5 Bridge Details for bridge approach panels for concrete and bituminous roadways
Approach Panels are typically included in the roadway plans and are provided on roadway
Standard Plans 5-297.222 through 5-297.231. Use a concrete wearing
course on approach panels when the bridge deck has a concrete wearing
course. The wearing course will be placed on the bridge superstructure
and the approach panels at the same time. Therefore, include the
wearing course quantity for both the approach panels and the
superstructure when computing the wearing course pay item quantity for
the bridge plan.
Approach panels are a roadway pay item. The preliminary bridge plan
provides information to the roadway designer regarding the appropriate
approach panel detail to include in the roadway plans (for a bridge with
concrete barrier on the approach panel or for a bridge with concrete
barrier on the wingwall). Coordinate approach panel curb and median
transitions with roadway designers.
11.1.6 Bridge For typical new bridge projects, the preliminary bridge plan provides
Approach information to the roadway designer regarding the appropriate bridge
Treatment approach treatment detail to include in the roadway plans (for a bridge
with integral abutments or a bridge with abutments on a footing). For
repair projects and other projects where no separate grading plans are
prepared, make sure that bridge approach treatments are consistent with
the appropriate roadway Standard Plan 5-297.233 or 5-297.234.
11.2 Piers A wide variety of pier types are used in bridge construction. The simplest
may be pile bent piers where a reinforced concrete cap is placed on a
single line of piling. A more typical pier type is a cap and column pier,
where columns supported on individual footings support a common cap.
The spacing of columns depends on the superstructure type, the
superstructure beam spacing, the column size, and the aesthetic
requirements. A typical cap and column pier for a roadway may have
from three to five columns. At times wall piers may be used to support
superstructures. Where extremely tall piers are required, hollow piers
may be considered. Specialty bridges such as segmental concrete
bridges may use double-legged piers to reduce load effects during
segmental construction.
11.2.1 Geometrics When laying out piers, consider the economy to be gained from reusing
forms (both standard and non-standard) on different piers constructed as
part of a single contract.
For pier caps (with cantilevers) supported on multiple columns, space the
columns to balance the dead load moments in the cap.
Provide a vertical open joint in pier caps that have a total length
exceeding 100 feet. The design may dictate that additional pier cap
joints are necessary to relieve internal forces.
To facilitate the use of standard forms, detail round and rectangular pier
columns and pier caps with outside dimensions that are multiples of 2
JULY 2016 LRFD BRIDGE DESIGN 11-35
inches. As a guide, consider using 2’-6” columns for beams 3’-0” or less
in depth, 2’-8” columns for beams 3’-1” to 4’-0”, 2’-10” columns for
beams 4’-1” to 5’-0”, and 3’-0” columns for beams over 5’-0” unless
larger columns are necessary for strength or for adequate bearing area.
Aesthetic considerations may result in larger sizes and will be provided in
the Preliminary Plan.
Show an optional construction joint at the top of columns. For tall piers,
consider additional intermediate permissible construction joints for
constructability. All construction joints should be labeled and the size of
keyways identified.
Choose a pier cap width and length that is sufficient to support bearings
and provide adequate edge distances. As a guide, choose a pier cap
depth equal to 1.4 to 1.5 times the width.
The bottom of the pier cap should be approximately parallel to the top.
1
Taper cantilever ends about /3 of the depth of the cap. When round pier
columns are required, use rounded pier cap ends as well. The ends of
pier caps for other types of pier columns should be flat. Detail solid shaft
(wall) piers with rounded ends for both the cap and shaft. Aesthetic
considerations may alter this guidance and will be shown in the
Preliminary Plan.
3
Detail a /4 inch V-strip on the bottom of pier cap ends to prevent water
from migrating on to substructure components.
The minimum dimensions of a box pier cap are 3’-0” wide by 4’-6” high.
Make access openings within the box as large as possible and located to
facilitate use by inspection personnel. The minimum size of access
openings in a box pier cap is 24” x 30” (with radiused corners).
Provide access doors near each end. If possible, locate the door for
ladder access off of the roadway. Orient the hinge for the access doors
such that doors swing away from traffic. Access doors can be placed on
the side of box pier caps if they are protected from superstructure runoff.
If not, locate in the bottom of the cap. Bolt the frame for the door to the
cap in accordance with Bridge Detail Part I, B942.
Paint the interior of boxes for inspection visibility and for corrosion
protection. Provide drainage holes with rodent screens at the low points
of the box.
11.2.2 Pier Design Provide 2 inches minimum clear distance between anchor rods and
and Reinforcement longitudinal reinforcement bars. For piers without anchor rods, provide a
single 6 inch minimum opening between longitudinal reinforcement bars
to facilitate concrete placement.
For typical pier caps, limit the size of pier cap stirrups to #5. Use open
stirrups unless torsion loads are large enough to require closed stirrups.
If necessary, use double stirrups to avoid stirrup spacing of less than 4
inches.
11.2.2.1 Pile Bent The preliminary plan will specify whether a pile encasement wall must be
Piers provided. An encasement wall provides stability and protects the piling
from debris. Dimension encasement walls to extend from the bottom of
the cap to the flowline.
For pile bent piers that do not require an encasement wall, use cast-in-
place concrete (CIP) piles no smaller than 16 inches in diameter.
Design the piles to resist first and second order combined axial and
bending effects under the strength limit state.
Use the following to determine the flexural rigidity (EIeff) of CIP piles for
stiffness (deflection) calculations, taken from the AISC Steel Construction
Manual, 14th Edition, Section I2.2b.:
EIeff = EsIs + EsIsr + C3EcIc
As
C3 = 0.6 2 0.9
Ac As
Using the above will provide flexural rigidity values between those
calculated using the AASHTO Guide Specifications for LRFD Seismic
Bridge Design and those calculated assuming a full composite section
(with concrete transformed).
JULY 2016 LRFD BRIDGE DESIGN 11-38
Determine unbraced length by adding together the length of the pile from
bottom of pier cap to ground and the assumed depth to fixity below
ground.
For girder type superstructures, live loads are transmitted to the pier cap
through the girders. Using multiple load cases, pattern the live load on
the deck within the AASHTO defined lane widths to obtain maximum load
effects in the pier cap. For determination of live load transmitted to the
girders from the deck, assume the deck is simply supported between
beam locations. Use the lever rule for exterior girders. Do not use the
maximum girder reaction (computed when designing the girders) at all
girder locations on the pier beam, as this will result in unrealistically high
live load reactions. For piers with pile encasement walls, ignore the wall
for the pier cap design.
For pier cap crack control check, assume Class 2 exposure condition
( e 0.75 ).
Galvanize piles from top of pile to 15 feet below ground surface to protect
against corrosion.
JULY 2016 LRFD BRIDGE DESIGN 11-39
11.2.2.2 Cap & Design pier footing thickness such that no shear reinforcement is
Column Type Piers required.
Performance of the Service I crack control check per LRFD 5.7.3.4 is not
required for pier footings.
Design the columns to resist first and second order combined axial and
bending effects under the strength limit state.
For pier caps with multiple column supports, analyze cap as a continuous
beam.
For girder type superstructures, live loads are transmitted to the pier cap
through the girders. Using multiple load cases, pattern the live load on
the deck within the AASHTO defined lane widths to obtain maximum load
effects in the pier cap. For determination of live load transmitted to the
girders from the deck, assume the deck is simply supported between
beam locations. Use the lever rule for exterior girders. Do not use the
maximum girder reaction (computed when designing the girders) at all
girder locations on the pier beam, as this will result in unrealistically high
live load reactions.
For pier cap crack control check, assume Class 2 exposure condition
( e 0.75 ).
11.2.3 Pier The AASHTO LRFD Specifications includes requirements for the protection
Protection of structures against vessel and vehicle collision. The AREMA Manual For
[3.6.5] [3.14] Railway Engineering (AREMA) includes structure protection requirements
[AREMA Manual for railway train collision. The intent of the requirements is to protect
for Railway bridges from collision forces that could trigger progressive collapse of the
Engineering, bridge.
Vol. 2, Ch. 8,
Art. 2.1.5.1
and C-2.1.5.1]
11.2.3.1 When a bridge crosses a navigable waterway, the piers must be designed
Protection From to resist a vessel collision load or be adequately protected (by fenders,
Vessel Collision dolphins, etc.) as specified in Article 3.14 of the AASHTO LRFD
[3.14] Specifications. See Article 3.14.2 of this manual for more information.
11.2.3.2 When a bridge crosses a roadway or railway, the piers must be evaluated
Protection for risk of vehicle or train collision, and the design completed accordingly.
From Vehicle &
Train Collision Note that due to the resistance provided by the soil behind abutment
[3.6.5] walls, abutments are considered adequate to resist collision loads and are
[AREMA Manual exempt from meeting the AASHTO substructure protection requirements.
for Railway
Engineering, When a vehicle or train collision load occurs, lateral load will transfer to
Vol. 2, Ch. 8, the foundation. Resistance will be provided by passive soil pressure,
Art. 2.1.5.1 friction, and pile structural capacity. In addition, movement beyond what
and C-2.1.5.1] is reasonable for service loading is allowed for an extreme event situation
where the survival of the bridge is the goal. Therefore, all spread footing,
pile, and drilled shaft foundations are considered adequate to resist
lateral collision loads and are exempt from collision load extreme event
limit state analysis when the other requirements of this policy are met.
Also note that when a crash strut is the proposed solution to meet the
pier protection requirements, the ability of the existing foundation to
carry the additional dead load of the crash strut must be considered.
1) All bridges with redundant piers where the design speed of the
roadway underneath ≤ 40 MPH. Redundant piers are pile bent piers
or piers containing continuous pier caps with a minimum of 3
columns.
2) All non-critical bridges with redundant piers where the design speed
of the roadway underneath > 40 MPH and where one of the
following applies:
o Roadway underneath is undivided (no median) with ADTT <
800
o Roadway underneath is divided (separated by median or
barrier) and on a tangent section where it passes under the
bridge and has ADTT < 2400
o Roadway underneath is divided (separated by median or
barrier) and horizontally curved where it passes under the
bridge and has ADTT < 1200
All other bridge piers must be located outside the clear zone defined
below, protected by a barrier, or designed to resist a vehicle collision.
JULY 2016 LRFD BRIDGE DESIGN 11-43
All bridge piers that do not meet the criteria for “Exempt” bridges shall
meet the protection requirements below for piers located within the clear
zone, defined as 30 feet from the roadway edge (edge of lane) nearest
the pier. Designers must also coordinate the barrier/crash strut
requirements and any traffic protection requirements with the road
designer. The protection options are as follows:
OR
OR
Protect with a 54 inch high TL-5 barrier placed within 10 feet from
the face of pier or a 42 inch high TL-5 barrier placed more than 10
feet from the face of the pier. See Article 11.2.3.2.5 of this
manual.
OR
11.2.3.2.3 Pier Piers of existing bridges that are part of bridge major preservation
Protection for projects, bridge rehabilitation projects, or roadway repair projects may
Existing Bridges need to meet the pier protection policy requirements for new bridges
Over Roadways given in Article 11.2.3.2.1 of this manual. The decision will be made
[3.6.5] based on the criteria found in the Bridge Preservation Improvement
Guidelines (BPIG).
For local system bridge repair projects, the designer must coordinate with
the City or County Engineer to ensure that pier retrofitting has been
considered.
Note that when a crash strut is the proposed solution to meet the pier
protection requirements, the ability of the existing foundation to carry the
additional dead load of the crash strut must be considered.
JULY 2016 LRFD BRIDGE DESIGN 11-45
Provide a 3 foot minimum thickness for pier crash struts. For new pier
construction, locate the strut vertical face 2 inches minimum outside of
each pier column face. For pier retrofit construction, locate the strut
vertical face 5 inches minimum outside of each pier column face.
Extend the crash strut a minimum of 3 feet beyond the face of the
exterior columns when a guardrail connection is required and 1 foot
minimum when there is no guardrail connection. For struts that tie into a
median barrier or guardrail, a vertical taper may be required at the end
of the strut. Contact the MnDOT Design Standards Unit at 651-366-4622
for crash strut end taper requirements. If possible, strut to median
barrier tapers should be constructed with the median barrier and located
in the roadway plan. Coordinate the details with the road designer.
JULY 2016 LRFD BRIDGE DESIGN 11-46
Figure 11.2.3.2.4.1
Crash Strut Details
JULY 2016 LRFD BRIDGE DESIGN 11-47
Design
The general requirements for crash strut design are as follows:
Design the crash strut for a 600 kip collision load applied at an
angle up to 15 degrees from the tangent to the roadway.
Apply the collision load at 5 feet above the ground line. Distribute
the collision load over a length of 5 feet.
In the column footing region, design the strut to resist the entire
collision load independent of the column strength. Design the
dowel reinforcement to connect the crash strut to the footing.
Using yield-line theory, consider the following 2 cases:
o Case 1) Ignoring the column strength, assume a diagonal
yield-line occurs at failure. Determine crash strut capacity
similar to how barrier railing capacity is determined in
Section 13 of this manual.
o Case 2) Ignoring the column strength, assume a horizontal
yield-line at failure, located at the footing to crash strut
interface. For this case, the strut acts as a cantilever fixed
at the footing to crash strut interface and the strut capacity
is based on the vertical dowels only.
Design the dowels for the case that governs. (Typically, Case 2
will govern.) Where Case 1 governs, set the length of column
footing to exceed the critical yield line failure length Lc value.
In the column footing region, assume the crash strut resists the
collision load and design the column for all other loads. Extend
column reinforcement through the height of the strut, detailing
the collision strut reinforcement outside of the column
reinforcement. Assume that the pier cap and pier strut expand
and contract similarly.
Figure 11.2.3.2.4.2
JULY 2016 LRFD BRIDGE DESIGN 11-49
Table 11.2.3.2.4.1
Crash Strut Dowel Reinforcement for New Piers
Length of Column Footing Lcs Over
Strut
Which the Crash Strut is Connected
Height Strut
(ft)
Above Top Thickness
of Footing (in)
7≤L≤8 L>8
(in)
≤ 84 ≥ 36 #7 @ 6" #6 @ 6"
Table 11.2.3.2.4.2
Crash Strut Horizontal Reinforcement for New Piers
Minimum Strut As Required on Strut
Strut Span L
Thickness Front and Back Face
(ft)
(in) (in2/ft)
≤10 36 0.44
12 36 0.50
14 36 0.61
16 36 0.72
≤18 36 0.77
If the columns share a single footing and the crash strut is continuously
connected to the footing, provide 0.44 in2/ft minimum horizontal
reinforcement on strut front and back face.
Shear and torsion were investigated for a 36 inch thick strut. Because
[5.8.2.4] shear demand exceeds 50% of Vc, and torsional forces exist, AASHTO
[5.8.2.5] requires minimum transverse reinforcement be provided.
Where the barrier is required to run parallel to the roadway and as close
as possible to the pier, a gap is required between the back of barrier and
the pier to keep the collision load from directly impacting the pier.
Provide a 1 inch minimum distance between the back face of the barrier
and the pier column face with polystyrene to fill the gap.
JULY 2016 LRFD BRIDGE DESIGN 11-51
Figure 11.2.3.2.5.1
TL-5 Barrier Geometrics
JULY 2016 LRFD BRIDGE DESIGN 11-52
11.3 Retaining The road designer will typically be responsible for leading the plan
Walls development effort for retaining walls by coordinating the wall type
selection process. Several parameters must be considered for retaining
wall selection and design, including:
Height of the wall
Geometry of the wall (curved or straight)
Type of material retained
Geometry of the backfill (level or sloped)
Magnitude of live load surcharge
Whether or not traffic barriers will be incorporated into the top of
the wall (vehicle collision loads)
Whether or not noise walls will be supported on the wall
Location of the water table
Quality of subgrade material (supported on spread footings or pile
foundations)
Cut or fill section
Proximity to right of way limits
Non-standard walls, which include proprietary walls and walls not covered
by available standards, require special design by the Bridge Office, a
proprietary wall system engineer, or a consultant engineer. The Bridge
Office has the responsibility for evaluating the structural design
methodology of non-standard walls designed outside of the Bridge Office.
11.3.1 Cantilever In many cases, a conventional reinforced concrete retaining wall is the
Retaining Walls appropriate solution for a project. For wall heights up to 30 feet with
level fill and up to 27 feet with live load surcharge or sloped fill with
1V:2H, use standard details. MnDOT standard cantilever retaining wall
designs and details (Roadway Standard Plans, Fig. 5-297.620 through 5-
297.639) are available for download at:
http://standardplans.dot.state.mn.us/StdPlan.aspx
For new wall designs that fall outside the limits of the MnDOT standards,
limit the settlement of the footing to a maximum of 1 inch.
[11.6.3.3] The current MnDOT LRFD Cast-In-Place Retaining Wall Standards were
designed using the 2010 AASHTO LRFD code, for which the maximum
eccentricity for foundations on soil is B/4. In the 2012 AASHTO LRFD
Bridge Design Specifications, the maximum eccentricity for foundations
on soil was changed to B/3. For new designs that fall outside the limits
of the MnDOT standards, follow the current AASHTO requirements.
JULY 2016 LRFD BRIDGE DESIGN 11-53
Refer to Roadway Standard Plans, Fig. 5-297.639 for the full basis of
design for the cast-in-place retaining wall standards.
[11.6.3.2] For bearing checks, determine all bearing stresses using a rectangular
[10.6.5] distribution when the wall foundation is supported on soil. When the wall
foundation is supported on rock, use a trapezoidal bearing stress
distribution for bearing checks. For structural design of the footing,
regardless of soil or rock support, always use a trapezoidal bearing stress
distribution.
11.3.2 Counterfort Counterfort retaining walls may be economical for wall heights over 40
Retaining Walls feet. Counterfort walls are designed to carry loads in two directions.
Earth pressures are carried laterally with horizontal reinforcing to
thickened portions of the wall. The thickened portion of the wall contains
the counterfort, which is designed to contain vertical reinforcement that
carries the overturning loads to the foundation.
11.3.4 General
Prefabricated Prefabricated modular block walls (PMBW) are gravity walls made of
Modular Block Walls interlocking soil-filled concrete or steel modules or bins, rock filled gabion
baskets, precast concrete units, or modular block units without soil
reinforcement.
11.3.5 General
Mechanically Mechanically stabilized earth walls are reinforced soil retaining wall
Stabilized Earth systems that consist of vertical or near vertical facing panels, metallic or
Walls polymeric tensile soil reinforcement, and granular backfill. The strength
and stability of mechanically stabilized earth walls is derived from the
composite response due to the frictional interaction between the
reinforcement and the granular fill. Mechanically stabilized earth systems
can be classified according to the reinforcement geometry, stress transfer
mechanism, reinforcement material, extensibility of the reinforcement
material, and the type of facing. MnDOT uses three major types of
mechanically stabilized earth walls, categorized by facing type:
The design of precast panel MSE walls shall meet all the
requirements of the MSE Wall Technical Memorandum.
2. Modular Block Walls (MBW): The facing for this wall is made of
small, rectangular dry-cast concrete units that have been specially
designed and manufactured for retaining wall applications. For
use of MBW, please refer to the MnDOT Technical Memorandum
No. 14-03-MAT-01. MBW standard designs are shown in the
Roadway Standard Plans (5-297.640, 641, 643, 644, and 645),
which are available for download at:
http://standardplans.dot.state.mn.us/StdPlan.aspx
3. Prefabricated Wet Cast Modular Block Walls & Gabion Baskets with
Earth Reinforcement: These walls are the same as described in
JULY 2016 LRFD BRIDGE DESIGN 11-56
11.3.6 Noise Standard designs for noise barriers are covered in MnDOT Roadway
Barriers Standard Plan 5-297.661. The standard plans contain detailed designs of
wood planking noise barrier with concrete posts.
7 or more
4000 6000
11.3.7 General
Cantilevered Sheet Cantilever sheet piling is used in many ways on bridge projects. Most
Pile Walls often it is used to contain fill on a temporary basis for phased
construction activities, as when existing embankments need protection or
new embankments need to be separated from existing facilities during
construction. Temporary sheet piling is also used in the construction of
cofferdams. Sheet piling with concrete facing is also sometimes used in
permanent wall construction.
Most often hot-rolled steel sheet piling is used for cantilevered sheet pile
walls. Hot-rolled sections are available from domestic and foreign
sources. Note that securing new domestic material may require a
significant lead time, so check availability.
For many temporary applications, new material is not required and the
contractor may have a supply of used sections.
JULY 2016 LRFD BRIDGE DESIGN 11-59
For most other instances, the amount and design of sheet piling used will
depend on the contractor’s operations. When it is anticipated that sheet
pile will likely be used, show the approximate location of the sheet pile
wall in the plan along with the following construction note: Payment for
sheet piling shall be considered incidental to other work.
For temporary sheet piling without anchors, the deflection limit is the
lesser of 1.5 inches or 1% of the exposed height. For sheet piling with
anchors, the deflection limit is set to 1.0 inch. This limit may be reduced
when circumstances require tighter control.
Do not use sheet piling for permanent wall in highly corrosive areas,
defined as areas with pH < 5 or ph > 10. For non-corrosive to moderately
corrosive soil (5 ≤ pH ≤ 10), use an effective section modulus for design
determined by subtracting 0.08 inches of assumed corrosion loss (for a
service life of 75 years) from the sheet pile thickness and then computing
the section modulus.
For permanent sheet piling without anchors, the deflection limit is the
lesser of 1.0 inch or 1% of the exposed height. For sheet pile with
anchors, the deflection limit is set to 1.0 inch.
JULY 2016 LRFD BRIDGE DESIGN 11-60
11.4 Design Section 11 concludes with three design examples. The examples are a high
Examples parapet abutment supported on piling, a retaining wall supported on a spread
footing, and a three column pier.
JULY 2016 LRFD BRIDGE DESIGN 11-61
11.4.1 This example illustrates the design of a high parapet abutment using the
High Parapet following procedure:
Abutment • Determine material and design parameters
Design Example • Determine loads and load combinations
• Design abutment piling
• Design abutment pile footing
• Design abutment stem and backwall
• Design wingwalls
Figure 11.4.1.1
Figure 11.4.1.2
JULY 2016 LRFD BRIDGE DESIGN 11-65
Backwall:
Pbw 0.150 1.50 5.75 51 66.0 kips
Stem:
Pst 0.150 4.5 15.75 51 542.2 kips
Footing:
To simplify load calculations, weight of the step under the stem is
included with the stem.
Pf 0.150 (3.5 10.25 3.75 4) 59 450.2 kips
Approach Panel:
Assuming half the load is carried by the abutment,
Pap 0.150 1 20 / 2 48 72.0 kips
Wingwall DL:
Include the dead load only from that portion of the wingwall that lies
on the 5'-9" heel of the abutment footing. The rest of the wingwall
dead load will be incorporated into the wingwall design as it is
resisted by the wingwall. The corner fillet weight is minimal and can
be neglected.
P 0.150 2 1.50 5.75 (15.75 5.75 1.00) 58.2 kips
wing
Barrier DL:
The barrier on the deck is already accounted for in the superstructure
dead load. Only include the additional barrier load located on the end
block and approach panel or wingwalls. In this case, the barrier is
located on the approach panel.
JULY 2016 LRFD BRIDGE DESIGN 11-66
Calculate the unfactored vertical earth pressure (EV) of fill above the
footing:
On the Heel:
P 0.120 15.75 5.75 5.75 48 712.1 kips
EV(heel)
On the Toe:
P 0.120 3.35 1.35 / 2 4 59 66.6 kips
EV(toe)
C. Earth Pressure The active earth pressure values used for the equivalent fluid method
(EH) (described in LRFD Article 3.11.5.5) range from 0.030 kcf to 0.040 kcf.
[3.11.5] Assuming a level backfill, MnDOT practice is to use:
eq = 0.033 kcf
The respective horizontal active earth pressures at the top and bottom of
the abutment are:
Ptop = 0 ksf
1
The force acts at a location of /3 times the height of the load:
25.00
arm 8.33 ft
3
D. Live Load The live load surcharge is applied to the abutment during construction. It
Surcharge (LS) represents construction activity on the fill behind the abutment prior to
[3.11.6] construction of the approach panel.
P eq heq
From Table 3.11.6.4-1, since the height of soil for vehicular loads is
greater than 20 feet, use a surcharge height of 2.0 feet.
P 0.033 2.0 0.066 kips/ft 2
JULY 2016 LRFD BRIDGE DESIGN 11-67
MnDOT practice is to use a 12.0 foot width in determining the live load
surcharge for abutments that are less than 100.0 feet in length along the
skew. This is equal to the surcharge from a single lane of vehicular live
load.
1
The force acts at a location of /2 times the height of the load:
25.00
arm 12.50 ft
2
E. Live Load (LL) The maximum live load reaction without dynamic load allowance can be
determined using Table 3.4.1.2 from this manual. For a 137 foot span:
7
RLL = 66.8 41.6 (67.2 66.8 44.8 41.6) 110.9 kips/lane
10
[Table 3.6.1.1.2-1] For maximum loading, four lanes of traffic are placed on the
superstructure and approach panel. The multiple presence factor for
more than 3 design lanes is 0.65. For simplicity, add the live load from
the approach panel to the live load from the superstructure and apply the
total at the centerline of bearing:
PLL = 110.9 6.4 4 0.65 305.0 kips
Figure 11.4.1.3
JULY 2016 LRFD BRIDGE DESIGN 11-69
F. Select The following load modifiers will be used for this example:
Applicable Load
Combinations and Load Modifier Type Strength Service
Factors For Pile Ductility, ηD 1.0 1.0
Design
Redundancy, ηR 1.0 1.0
[1.3.3 - 1.3.5]
Importance, ηI 1.0 n/a
[3.4.1]
η = ηD · ηR · ηI 1.0 1.0
JULY 2016 LRFD BRIDGE DESIGN 11-70
Assemble the appropriate load factor values to be used for each of the
load combinations. Load combinations for the Strength I limit state are
used. The load cases considered for the design example are:
Table 11.4.1.4 contains the load factors that are used for each load
component for each load case.
JULY 2016 LRFD BRIDGE DESIGN 11-71
Load
Load Strength I: Strength I: Strength I: Strength I:
Component
Constr. 1 Constr. 2 Final 1 Final 2
G. Design Piles Table 11.4.1.5 lists the net vertical, horizontal, and moment forces that
[10.7.1.5] are applied to the pile group for each of the four load combinations.
First, the moment about the toe must be translated to get the moment
about the neutral axis of the pile group. For Strength I: Construction
Case I, the eccentricity about the toe is
e Mtoe / P 8599 / 1786 4.81 ft
toe
Then the eccentricity about the neutral axis of the pile group is
e xNA etoe 6.42 4.81 1.61 ft
NA
The moment about the neutral axis of the pile group becomes
The same calculations were carried out for the other load cases.
A summary of MNA and the pile loads are provided in Table 11.4.1.7.
JULY 2016 LRFD BRIDGE DESIGN 11-73
(kip-ft) I II III
Strength I:
Construction -4.81 1.61 2875 99.6 83.0 40.8
Case 1
Strength I:
Construction -6.00 0.42 1086 117.2 110.9 95.0
Case 2
Strength I:
-6.42 0.00 0 178.0 178.0 178.0
Final Case 1
Strength I:
-5.84 0.58 2478 199.7 185.4 149.0
Final Case 2
The reduction in maximum pile bearing resistance due to the 3:12 pile
batter is minimal and can be ignored.
using either the MnDOT Pile Formula 2012 (MPF12) or the Pile Driving
Analyzer (PDA) as described in Article 10.2 of this manual. Designers
must calculate the required nominal pile bearing resistance for the
controlling load and show it in the plan using the Standard Plan Note
table for abutments with piling (see Appendix 2-H of this manual).
PLL 1.75 305.0 533.8 kips
MLL 1.75 - 1,677.5 -2,935.6 kip - ft
M 2935.6
LL
e toe, LL -5.50 ft
P 533.8
LL
MNA,LL PLL eNA,LL 533.8 0.92 491.1kip - ft
Pile LoadRow I, LL 533.8/24 491.1 4.92 /562.4 26.5 kips / pile
= 13.3 tons/pile
ABUTMENT
COMPUTED PILE LOAD – TONS/PILE
FACTORED DEAD LOAD +
86.6
EARTH PRESSURE
FACTORED LIVE LOAD 13.3
* FACTORED DESIGN LOAD 99.9
ABUTMENT
REQUIRED NOMINAL PILE BEARING
RESISTANCE FOR CIP PILES Rn – TONS/PILE
FIELD CONTROL METHOD Фdyn *Rn
WxH 10
0.50 199.8
R n 20 x log( )
1000 S
H. Check Shear in General practice is to size the thickness of footings such that shear steel
Footing is not required. Try a 42 inch thick footing with a 3 inch step at the toe.
Determine dv
Based on past design experience assume the bottom mat of steel is #8
2
bars spaced at 12 inches (As = 0.79 in /ft). The effective shear depth of
the section (dv) is computed based on the location of the flexural
reinforcement. The piling has an embedment depth of one foot. MnDOT
practice is to place the bottom mat of reinforcement directly on top of
piling embedded one foot or less. Therefore, of the three criteria for
[5.8.2.9] determining dv, MnDOT does not use the 0.72h criterion in this case
because the flexural reinforcement location is so high above the bottom
of the footing.
A s fy 0.79 60
a 1.16 in
(0.85 f' c b) 0.85 4 12
a 1.16
dv,toe d 32.50 31.92 in
2 2
JULY 2016 LRFD BRIDGE DESIGN 11-76
Vu , Row III Pile Reaction/P ile Spacing 178.0/8 22.3 kips/ft width
The center line of the Row I piles is 30 inches from the front face of
abutment. Therefore, only a portion of the load from the Row I piles
contributes to shear on the critical section. See Figure 11.4.1.4.
Figure 11.4.1.4
Partial Footing Plan
JULY 2016 LRFD BRIDGE DESIGN 11-77
Pile Reaction
Vu , Row I Pile Fraction Outside Critical Section
Pile Spacing
Vn Vc
Vc 0.0316 β f'c b v dv
The distance from the point of zero shear to the backface of the
[5.8.3.4.1]
abutment xvo is:
Therefore, β = 2.0
Including the shear resistance factor, the shear capacity is found to be:
Figure 11.4.1.5
Partial Footing Plan
b o 18 0.5 15.96 6 18 70.5 in
= 0.90(0.126)(70.5)(31.92)
=255.2 kips
I. Design Footing The critical section for flexure in the footing is located at the face of the
Reinforcement stem for both the top and bottom transverse reinforcement.
The distributed load associated with the self weight of the footing heel is:
wftg thickness width 0.150 3.5 1.0 0.53 kips/ft
The distributed load associated with fill on top of the footing heel is:
wEV 0.120 15.75 5.75 1.0 2.58 kips/ft
The required area of steel can be found by solving for the smaller root in
the quadratic equation.
2
4.5 d 20.25 d 13.236 Mu
As
6.618
2
Try #6 bars at 12 inches (As = 0.44 in /ft).
0.75
For #6 bars, d 42 3 38.63 in
2
A s fy 0.44 60
c 0.76 in
0.85 f'c β1 b 0.85 4 0.85 12
ε
ε t d c c 38.63 0.76 0.003 0.149 ε 0.005
0.76 tl
c
Therefore, = 0.90 OK
0.76 0.85 1
Mr 0.9 0.44 60 38.63
12
75 .8 kip - ft 91.2 kip - ft
2
199.7
4.00 - 1.50 62.4 kip ft/ft width
8.0
For the Row III piles, subtract off the moment due to earth on the heel
(see earlier calculation for MEV) when calculating the factored moment.
(Use minimum load factor for EV, γ = 1.0):
JULY 2016 LRFD BRIDGE DESIGN 11-82
Pile Reaction
MuRowIII Moment Arm MEV
Pile Spacing
178.0
5.75 - 1.25 1.0 42.7 57.4 kip ft/ft width
8.0
db 1.00
d (thickness) (pile embedment)
42 12 29.50 in
2 2
Solve once again with:
2
4.5 d 20.25 d 13.236 Mu
As
6.618
2
The required area of steel is 0.48 in /ft. Try #7 bars at 12 inches with
2
standard hooks (As = 0.60 in /ft).
A s fy 0.60 60
c 1.04 in
0.85 f'c β1 b 0.85 4 0.85 12
c 0.003
t (d c) (29.56 1.04)
1.04
0.082 tl 0.005
c
Therefore, = 0.90 OK
3. Longitudinal Reinforcement
Design For Strength Limit State
For longitudinal bars, design for uniform load due to all vertical loads
spread equally over the length of the footing. Assume the footing acts as
a continuous beam over pile supports. Use the longest pile spacing for
design span.
2
Solving, minimum As = 3.62 in
2
Try 11-#6 bars. (As = 4.84 in )
t d c cc (28.63 0.59) 0.003 0.143 tl 0.005
0.59
Therefore = 0.90 OK
Mr = 618.1 kip-ft
2
Provide 11-#6 bars (As = 4.84 in ), top and bottom, for the footing
longitudinal reinforcement.
J. Flexural Design The moments associated with the eccentricity of vertical loads are
of the Stem minimal and are therefore ignored. Use a one-foot wide design strip.
JULY 2016 LRFD BRIDGE DESIGN 11-85
The stem design is governed by the horizontal earth pressure and live
load surcharge loading during construction.
Design Moments
The design factored moment is:
Mu 1.5 MEH 1.75 MLS 1.50 54.7 1.75 15.3 108.8 kip - ft
Figure 11.4.1.6
Load Diagram for Stem Design
'
For f c = 4.0 ksi and assuming = 0.90, it was shown earlier that:
2
4.5 d 20.25 d 13.236 Mu
As
6.618
2
Then required area of steel is 0.47 in /ft.
2
Try #7 bars at 12 inches (As=0.60 in /ft)
d = 51.56 in
a = 0.88 in
Mr = 138.0 kip-ft
JULY 2016 LRFD BRIDGE DESIGN 11-87
0.003
t d c c 51.56 1.04 0.146 tl 0.005
c 1.04
Therefore = 0.90 OK
Es 29,000
n 7.96 Use 8
Ec
33,000 0.145 1.5 4
Figure 11.4.1.7
JULY 2016 LRFD BRIDGE DESIGN 11-88
Concrete cover = 2 in
db 0.875
dc concrete cover 2 2.44 in
2 2
The factored flexural resistance must be greater than the lesser of Mcr or
1.33Mu.
JULY 2016 LRFD BRIDGE DESIGN 11-89
Provide #6 bars at 6 inches (As=0.88 in2/ft) for vertical back face dowels.
Splice Length
[5.11.2.1.1] Calculate the tension lap length for the stem vertical reinforcing. For
epoxy coated #6 bars the basic development length db is:
db 0.75
λrc = 0.32 0.4
c b k tr 2.38 0
So λrc = 0.4
a
Mr Mn A s fs d
2
A s fs 0.44 60
a 0.65 in
' 0.85 4.0 12
0.85 f c b
0.65 1
Mr 0.9 0.44 60 51.63 101.6 kip ft
2 12
The 1.33Mu criteria will control, so the maximum factored moment at the
transition point Mutrans can be determined as follows:
Mr 1.33 Mutrans
Mr 101.6
Mutrans 76.4 k - ft
1.33 1.33
The depth that this factored moment occurs can be determined from the
following:
1 h
Mutrans 1.5 0.033 h2trans trans 1.75 1 0.033 2.0 h2
3 trans
2 2
3 2
M 0.00825h trans 0.05775h trans
utrans
Solving for htrans, the maximum wall height at which #6 bars at 12 inches
is adequate is 18.9 feet, say 18'-10".
Then, the height above the footing that #6 bars at 6 inches is required is:
In summary, provide #6 bars at 6 inches for the back face dowels that
extend 2'-8" plus a lap length (3'-7") beyond the top of the footing. In
addition, provide #6 bars at 12 inches for the full height of the stem.
b 15.75 ft 189 in
h 54 in
Use #6 bars at 10 inches (As=0.53 in2/ft) on each face, for the horizontal
reinforcement and #6 bars at 10 inches for the vertical front face
reinforcement. The required shrinkage and temperature reinforcement is
4.5% greater than the #6 bars at 12 inches (As = 0.44 in2/ft) previously
determined for the back face verticals, so some adjustments are
necessary. Revise the previously designed back face vertical bars to #6
bars at 10 inches and the previously designed back face dowels to #6
bars at 5 inches.
L. Flexural Design The required vertical reinforcement in the backwall (parapet) is sized to
of the Backwall carry the moment at the bottom of the backwall. The design is
(Parapet) performed on a one-foot wide strip of wall. The backwall design is
governed by the horizontal earth pressure and live load surcharge loading
during construction.
PEH 0.5 0.190 5.75 1.00 0.55 kips
The height of the resultant above the bottom of the backwall is:
xEH
5.75 1.92 ft
3
PLS 0.033 3.85 5.75 1.00 0.73 kips
The height of the resultant force above the bottom of the backwall is:
5.75
xLS 2.88 ft
2
Figure 11.4.1.8
Load Diagram for Backwall Design
Design Moments
Combining the load factors for the EH and LS load components with the
flexural design forces at the bottom of the backwall produces the
following design forces.
'
Once again, for f c = 4 ksi and assuming = 0.90:
2
4.5 d 20.25 d 13.236 Mu
As
6.618
JULY 2016 LRFD BRIDGE DESIGN 11-94
d 0.75
d thickness clear cover b 18 2
15.63 in
2 2
2
Solving the equation, the required area of steel is 0.075 in /ft.
A s fy 0.37 60
c 0.64 in.
0.85 f'c β1 b 0.85 4 0.85 12
0.003
t d c c 15.69 0.64 0.071 tl 0.005
c 0.64
Therefore = 0.90 OK
1 2
( 12) x = 2.96 (15.69 - x) solving, x = 2.55 inches
2
x 2.55
j·d = d = 15.69 – = 14.84 in
3 3
JULY 2016 LRFD BRIDGE DESIGN 11-95
Mservice 3.16 12
Actual fss = = 6.9 ksi
As j d 0.37 (14.84)
db 0.625
dc concrete cover 2 2.31 in
2 2
700 e
Then allowable fssa = 0.6 fy 36 ksi
β s s 2 dc
700 1.0
34.8 ksi 6.9 ksi OK
1.21 12 2 2.31
Taking γ1 = 1.60 and γ3 = 0.67 (for ASTM A615 Grade 60) and using the
rupture stress computed earlier, the cracking moment is:
fr Ig 0.48 648
Mcr = 1 3 = 0.67 1.6 = 27.8 kip-ft
yt 12
The factored flexural resistance must be greater than the lesser of Mcr or
1.33Mu:
b 5.75 ft 69 in
h 18 in
JULY 2016 LRFD BRIDGE DESIGN 11-96
1.30 b h 1.30 69 18
A 0.15 in2 /ft
s 2 b h f 2 69 18 60
y
2
Provide horizontal #5 bars at 12 inches to both faces, As = 0.31 in /ft
Figure 11.4.1.9
JULY 2016 LRFD BRIDGE DESIGN 11-98
11.4.2 Retaining This example illustrates the design of a cantilever retaining wall
Wall Design supported on a spread footing, details of which can be found in the
Example MnDOT Standard Plan Sheets 5-297.620 to 635. The wall has a stem
height of 13’-0” and supports an “F” rail, a 2’-0” live load surcharge, and
a back slope that can vary from level to 1V:6H. After determining the
load components and design loads, the global behavior of the retaining
wall is evaluated. This includes: an eccentricity (overturning) check, a
bearing stress check, and a sliding check, after which the wall section is
designed.
Figure 11.4.2.1
JULY 2016 LRFD BRIDGE DESIGN 11-100
Soil:
The soil is noncohesive.
Unit weight of fill, γs= 0.120 kcf
Retained soil friction angle, fret = 35°
Soil wall friction angle, δ = (2/3) ∙ fret = (2/3) ∙ 35° = 23.33°
Backfill slope (1V:6H) angle, β = 9.46°
[C3.11.5.3] Angle between back face of wall and horizontal, θ = 90°
(Note that for semi-gravity cantilevered walls with heels, a failure
surface along the back face of the wall would be interfered with by
the heel. So for this type of wall, the failure surface becomes a
plane extending vertically up from the end of the heel and the
back face of the “EV” soil is considered the back face of wall.)
Internal friction angle of foundation soil, ffound = 32°
Concrete:
Strength at 28 days, f’c = 4.0 ksi
Unit weight, wc = 0.150 kcf
Reinforcement:
Yield strength, fy = 60 ksi
Modulus of elasticity, Es = 29,000 ksi
Barrier:
F-barrier weight = 0.464 k/ft
F-barrier centroid from outside barrier face = 0.53 ft
A. Bearing This is a design example for a MnDOT standard wall, so the site specific
Capacity conditions of where this retaining wall would be built are unknown.
Therefore, the applied bearing pressures will be determined for this wall,
but not checked against a maximum. The allowable bearing capacity for
the specific wall location must be determined by a geotechnical engineer.
B. Loads The design of the retaining wall is performed on a 1’-0” wide strip.
Figure 11.4.2.2 shows a section of the retaining wall. Soil and concrete
elements are broken into rectangles or triangles. Each rectangle or
triangle is labeled with two numbers. The first number is the unfactored
load and the second number (in parentheses) is the horizontal distance
JULY 2016 LRFD BRIDGE DESIGN 11-101
“x” or vertical distance “y” from the toe of the footing to the center of
load application. Calculations are shown below for earth loads, live load
surcharge, and barrier collision load. All of the loads are summarized in
Tables 11.4.2.1 and 11.4.2.2.
C. Earth Pressure Use the Coulomb theory of earth pressure to determine the magnitude of
(EH and EV) active earth pressure.
[3.11.5]
sin2 (θ fret )
Ka
2
2
sin( fret δ) sin( fret β)
sin (θ)sin(θ δ) 1
sin(θ δ) sin(θ β)
The retained fill height used in the calculation of the lateral earth
pressure and the live load surcharge will be measured to the bottom of
the footing regardless of the presence of a shear key.
The wall being designed here does not require a shear key, but the
design of a shear key will be shown at the end of the example for
informational purposes.
The retained fill height is the combination of the stem height, the
additional height added by the 1V:6H back slope over the heel, and the
thickness of the footing. The sloped soil starts at the top of the stem, so
in our heel calculation, we will only subtract off the 1’-6” stem thickness
at the top and not the additional thickness at the bottom due to batter.
The stress varies linearly from the top of the fill to the base of the
footing, so the resulting force is:
JULY 2016 LRFD BRIDGE DESIGN 11-102
1 1
PEH p EH,bot Hret 0.497 15.16 3.77 k
2 2
This force acts on the wall at an angle from the horizontal based on
Coulomb theory. It can be resolved into horizontal and vertical
components.
Hret 15.16
y EH 5.05 ft above the bottom of footing
3 3
D. Live Load The horizontal pressure pLS due to live load surcharge is:
Surcharge (LS) p LS eq heq
[3.11.6.4]
eq equivalent Coulomb fluid pressure
kip
eq K a s 0.273 0.120 0.033
ft 3
Hret 15.16
y LS 7.58 ft
2 2
The live load surcharge resultant is applied vertically at the edge of the
footing, xPLSV1 = 8.5 ft
x PLSV2 8.50
8.50 2.58 1.50 6.29 ft
2
E. Barrier Collision Per LRFD Article 13.6.2, the barrier collision load is already factored
Load (CT) (γCT=1.0) and is to be applied only at the Extreme Event II limit state. It
[A13.2] will be considered when checking overturning, bearing, sliding, and in
design of the footing. A discussion on application of the barrier collision
load to the stem design is given in Article 11.4.2O. Application of the
collision load to the F-barrier reinforcement is shown in Article 13.3.1 of
this manual.
For the overturning check, bearing check, sliding check, and footing
design, the horizontal vehicle collision force is assumed to be distributed
uniformly over the length of one 30.5 foot long panel. The barrier is
assumed to be a TL-4 barrier that meets the requirements of NCHRP 350.
This requires a design load of 54 kips.
54 kip
PCT 1.77 of width
30.5 ft
Figure 11.4.2.2
JULY 2016 LRFD BRIDGE DESIGN 11-105
Table 11.4.2.1 Unfactored Vertical Loads and Moments About Toe of Footing
Table 11.4.2.2 Unfactored Horizontal Loads and Moments About Bottom of Footing
Lever arm
Unit Load
Width Thickness or to bottom Moment
Type Label Load Weight Result
(ft) height (ft) of footing (k-ft/ft)
(lb/ft3) (k/ft)
(ft)
EH PEHH Horizontal active earth pressure See hand calculations 3.46 5.05 17.47
Horizontal load due to LL
LS PLSH See hand calculations 0.92 7.58 6.97
surcharge
CT PCT Barrier (vehicle collision) See hand calculations 1.77 17.09 30.25
G. Select Table 11.4.2.3 summarizes the load combinations used for design of the
Applicable Load wall. Strength Ia and Extreme Event IIa, used to check sliding and
Combinations and overturning, have minimum load factors for the vertical loads and
Factors maximum load factors for the horizontal loads. Strength Ib and Extreme
[3.4.1] Event IIb are used to check bearing and have maximum load factors for
both vertical and horizontal loads. Note that live load surcharge (LS) and
horizontal earth (EH) are not included in Extreme Event IIa or IIb. The
vehicle collision load (CT) is an instantaneous load applied in the same
direction as LS and EH. Because of its instantaneous nature, it has the
effect of unloading LS and EH. Therefore, the three loads are not
additive and only CT is included in the Extreme Event load combinations.
JULY 2016 LRFD BRIDGE DESIGN 11-106
The service limit state is used for the crack control check.
H. Factor Loads The unfactored loads and moments from Tables 11.4.2.1 and 11.4.2.2
and Moments For were taken in combination with the load factors in Table 11.4.2.3 to get
Footing Design the factored vertical and horizontal loads to check global stability. An
example calculation for the Strength Ia load combination is shown below.
Results for other load combinations are shown in Table 11.4.2.4.
As reflected in AASHTO LRFD Figure C11.5.6-3(a), note that the live load
surcharge over the heel, PLSV2, is not used in the Strength Ia or Extreme
Event IIa load cases as it would increase the vertical load rather than
minimize it. The vertical component PLSV1 and horizontal component PLSH
are always used together.
Also note that the vertical component of the lateral earth pressure, PEHV,
is considered an EH load per AASHTO LRFD Figure C11.5.6-1.
Strength Ia:
Pu DCIa PDC EVIa PEV EHIa PEHV LSIa PLSV
Pu = 15.75 kips
B d 8.50
[10.6.3.3] emax 2.83 ft
3 3 3
MPu MHu d
xr Actual e xr
Pu 2
Where xr = location of resultant from the toe
88.23 38.40
xr 3.16 ft
15.75
8.50
Actual e 3.16 1.09 ft 2.83 ft OK
2
JULY 2016 LRFD BRIDGE DESIGN 11-108
J. Check Bearing Determine the bearing pressure σv at the strength limit state for a
[11.6.3.2] foundation on soil.
d 8.50
e xr 3.79 0.46 ft
2 2
Pu 22.29 1
σv 1.47 tsf
B eff 7.58 2
This must be less than the factored bearing resistance provided by the
foundations engineer.
Results for the applicable load combinations are shown in Table 11.4.2.6.
K. Check Sliding The factored horizontal force is checked against the friction resistance
[10.6.3.4] between the footing and the soil. If adequate resistance is not provided
[Table 3.11.5.3-1] by the footing, a shear key must be added.
R R R n R epR ep
JULY 2016 LRFD BRIDGE DESIGN 11-109
The footing size is satisfactory for sliding. The design of a shear key will
be shown here for informative purposes.
Similar to the Bridge Standard Plans, use a 1’-0” by 1’-0” shear key
placed such that the back wall reinforcement will extend into the shear
key. Consider only the passive resistance of soil in front of the shear key.
Ignore the passive resistance of soil in front of the wall and toe. Refer to
Figure 11.4.2.3.
JULY 2016 LRFD BRIDGE DESIGN 11-110
Figure 11.4.2.3
2 2
δ ffound (32) 21.33
3 3
sin2 (θ ffound )
Kp
2
2
sin( ffound δ) sin( ffound β)
sin (θ) sin(θ δ) 1
sin(θ δ) sin(θ β)
Kp = 7.33
JULY 2016 LRFD BRIDGE DESIGN 11-111
Then:
p ep1 K p s y 1 7.33 0.120 4.50 3.96 ksf
[Table 10.5.5.2.2-1] For the area in front of the shear key, the friction surface is soil on soil,
located at the elevation of the bottom of shear key. For this area, use:
_sos 0.90 for soil on soil area in front of shear key
For passive resistance from the soil in front of the shear key and below
the footing, use:
ep 0.50 for passive resistance
The shear key is placed to allow the stem back face bars to extend into
the key. Then the distance from the front of the toe to the front of the
shear key is:
3.5
x sk 2.58 2.04 4.33 ft
12
4.33 8.50 4.33
_avg 0.90 0.80 0.85
8.50 8.50
L. Design Footing Design footings to have adequate shear capacity without transverse
for Shear reinforcement.
[5.13.3.6]
Determine dv
2
As a starting point, assume #6 bars @ 12” (As = 0.44 in /ft) for the top
2
transverse bars in the heel and #5 bars @ 12” (As = 0.31 in /ft) for the
bottom transverse bars in the toe. Cover is 3 inches for the top
reinforcement and 5 inches for the bottom reinforcement.
A s fy 0.44 60
aheel = 0.65 in
0.85 fc' b 0.85 4 12
a 0.65
[5.8.2.9] dvheel = dsheel 13.63 13.31 in GOVERNS
2 2
Figure 11.4.2.4
Table 11.4.2.8 Unfactored Vertical Load Components and Moments Acting on Heel
Unit Lever arm to
Thickness or Load P Moment
Type Label Load Width (ft) Weight stem/heel
height (ft) (k/ft) (k-ft)
(k/ft3) junction (ft)
These loads need to be factored and then the upward vertical force from
the trapezoidal bearing pressure acting on the heel can be calculated.
The largest net vertical force will be used to design the heel.
0.90 0.83 1.0 (6.05 0.04 0.15) 1.5 1.49 1.75 0.40
9.92 kips
We need to calculate the upward bearing pressure acting on the heel that
can be subtracted off of the downward vertical loads to get a net vertical
load.
JULY 2016 LRFD BRIDGE DESIGN 11-114
[10.6.5] Although the wall will be supported on soil, the trapezoidal bearing stress
distribution is used in the structural design of the footing. This will
produce larger upward forces acting on the toe and smaller upward forces
acting on the heel, both of which are conservative.
Calculate the maximum and minimum vertical pressure for the Strength
Ia load case (See Figure 11.4.2.5). The following equation is used when
the resultant is within the middle one-third of the base.
ΣP e
[11.6.3.2] σV 1 6
B B
3.88
σ phee l 0.43 3.28 0.43 1.73 ksf
8.5
Since the upward pressure varies linearly over the heel between σPmin and
σPheel, we can average these two pressures and use that value to calculate
the upward vertical force on the heel.
0.43 1.73
Pup heel 3.88 4.19 kips
2
Use the following for instances where the resultant is outside the middle
one-third of the base, to account for when the bearing stress is triangular
and the minimum heel pressure is zero.
2 P
[11.6.3.2] σ vmax
B
3 e
2
σ vmin 0 ksf
Distance Heel
Max. Min. Upward Net
Vertical x0 from pressure
Load vertical vertical vertical vertical
load Puheel toe to 0 at jct. of
Combination pressure pressure load on load Punet
(kips) pressure stem/heel
(ksf) (ksf) heel (kip) (kip)
(ft) (ksf)
Since the heel length of 3.88 ft is more than 3dv= 3.28 ft, we cannot use
the simplifications from 5.8.3.4.1 and must calculate β.
JULY 2016 LRFD BRIDGE DESIGN 11-116
0.90 1.61 1.0 11.74 0.08 0.39 1.5 5.78 1.75 1.55
25.04 kip - ft
3.88 1 3.88
Mup heel 0.43 3.88 1.73 0.43 3.88
2 2 3
6.50 kip ft
Upward moment
Downward vertical Net vertical
from bearing
Load Combination moment Muheel moment Munet
pressure Mup-heel
(k-ft) (kip-ft)
(kip-ft)
Strength Ia 25.04 6.50 18.54
Strength Ib 33.03 15.28 17.75
Extreme IIa 13.66 3.34 10.32
Extreme IIb 18.50 7.48 11.02
[5.8.3.3] We can then calculate the shear capacity of the heel, assuming no
transverse reinforcement.
Vc 0.0316 β f' c b v d v
4.8 51
β
1 750ε s 39 s xe
Muheel
Vuheel
dv
εs
Es A s
JULY 2016 LRFD BRIDGE DESIGN 11-117
The critical section for shear on the heel is at the heel/back face of stem
[C5.13.3.6.1] junction.
18.54 12
5.73
ε s 13.31 0.00176
29000 0.44
1.38
s xe s x
ag 0.63
1.38
s xe 13.31 13.31 in
0.75 0.63
4.8 51
β 2.02
1 750 0.00176 39 13.31
This procedure can be repeated for all load cases. The results are
summarized in Table 11.4.2.11.
JULY 2016 LRFD BRIDGE DESIGN 11-118
Net vertical
Vuheel Vc
Load Combination moment Munet εs Vc >Vuheel?
(kips) (kip/ft)
(kip-ft)
2.58 - 1.11
σ pdvtoe 3.28 - 3.28 0.43
2.79 ksf
8.5
2.79 3.28
Pudvtoe (2.58 1.11) 4.46 kips
2
The shear capacity of the toe will be calculated in the same manner as it
was for the heel:
Vc 0.0316 β fc' b v dv
Since the toe length of 2.58 ft is less than 3dv=3.33 ft, the provisions of
5.8.3.4.1 can be used and β can be taken as 2.
Since the simplification of β=2 is in use, the shear capacity of the section
will be the same for all load combinations. The bearing pressure will
depend on the load combinations.
Distance Pressure at
Max. Min. Pressure
x0 from dv from
Load vertical vertical at front Vutoe Vc
heel to 0 front face Vc ≥ Vutoe
Combination pressure pressure face of (kips) (kips)
pressure of stem
(ksf) (ksf) stem (ksf)
(ft) (ksf)
M. Design Footing Each mat of reinforcement is checked to ensure that it has adequate
Reinforcement capacity and that minimum reinforcement checks are satisfied.
[5.13.3.4]
The top transverse reinforcement is designed by assuming that the heel
acts as a cantilever loaded by the vertical loads above the heel. The
upward bearing pressure is subtracted off the downward vertical loads.
The critical section for flexure in the footing is on either side of the stem.
a
Mu Mn A s f y ds
2
A s fy
Mu A s fy ds
1.7 f ' b
c
JULY 2016 LRFD BRIDGE DESIGN 11-120
A s 60 1
Mu 0.90 A s 60 ds
1.7 4 12 12
3.309 A 2s 4.5 d s A s Mu 0
ε 0.003
ε t d c c 13.63 0.76 0.0508 ε tl 0.005
c 0.76
Therefore, = 0.90
1 1 4
Ig = b t3 = 12 (17)3 = 4913 in
12 12
1 1
yt t 17 = 8.5 in
2 2
Using 1 1.6 and 3 =0.67 for ASTM 615 Grade 60 reinforcement,
fr Ig 0.48 4913
Mcr = 3 1 = 0.67 1.6 = 24.8 kip-ft
yt 8.5 (12)
The capacity of the section must be greater than or equal to the smaller
of:
Mcr = 24.8 kip-ft
0.44 (60) 1
Mr = 0.9 (0.44) (60) 13.63
2 (0.85) (4) (12) 12
Mr = 26.3 kip-ft > 24.7 kip-ft OK
2
Use #6 bars @ 12” (As = 0.44 in /ft) for top transverse reinforcement in
the footing.
Mu Vu moment arm
For a toe length of 2.58 ft and knowing the vertical pressures at either
end of the toe, the moment can be calculated as:
2.58 1 2
Mu 2.95 2.58 3.47 2.95 2.58 2.58 = 10.97 kip-ft
2 2 3
2
Try #5 bars @12”, As = 0.31 in /ft
1 1
yt t 18.50 = 9.25 in
2 2
Then:
fr Ig 0.48 6332
Mcr = 3 1 = 0.67 1.6 = 29.4 kip-ft
yt 9.25 (12)
The capacity of the section must be greater than or equal to the smaller
of:
Mcr = 29.4 kip-ft
0.31 60 1
Mr = 0.9 (0.31) (60) 13.19
2 0.85 4 12 12
2
Use #5 bars @ 12” (As =0.31 in /ft) for bottom transverse reinforcement
in the footing.
Longitudinal Reinforcement
[5.10.8] Provide longitudinal reinforcement in the footing based on shrinkage and
temperature requirements.
2
Use #5 bars @ 12" (As = 0.31 in /ft) for top and bottom longitudinal
reinforcement in the footing.
N. Determine The loads on the stem at the top of the footing can now be determined to
Loads For Wall arrive at the design forces for the wall. The stem will be designed for at-
Stem Design rest earth pressure. This will govern the design of the back face vertical
bars.
KO = 1- sin(fret)
JULY 2016 LRFD BRIDGE DESIGN 11-123
But the coefficient must be modified to account for the sloped backfill:
KO = 1- sin(35) = 0.426
1 2
VEH s K O y stem
2
y
MEH VEH stem
3
1
s K O y stem3
6
Although this force acts at an angle parallel to the backfill slope from the
horizontal, we will conservatively apply it horizontally for stem design.
The horizontal load due to the live load surcharge can be computed
similarly:
VLS s K O 2 y stem
y stem
MLS VLS
2
2
ystem
s KO 2
2
O. Determine By inspection, we can see that Strength Ia and Extreme Event IIa are the
Load Combinations possible load combinations that could govern the design of the stem since
For Stem Design they maximize the horizontal loads.
In checking global stability and footing design, it was assumed that the
54 kip CT load was distributed uniformly over a 30.5 foot panel. For stem
design, this assumption is not appropriate. The collision load will be
distributed over some length less than 30.5 feet. In order to properly
consider the collision load, the stem was analyzed using a finite element
JULY 2016 LRFD BRIDGE DESIGN 11-124
P. Determine The load factors from Table 11.4.2.3 are to be used with the following
Factored Loads modification:
and Moments For Apply a factor of 1.35 to horizontal earth pressure in the at-rest
Stem Design condition per AASHTO LRFD Table 3.4.1-2.
We then need to determine the design moment at each wall height based
on the minimum reinforcement provisions.
bh 2
Sc
6
b = 1 ft wide section of wall we are designing
y stem 12
18 where ystem is in feet
24
2
12 18 y stem
2 1
M cr 0.67 1.6 0.48
6 12
P. Wall Stem Since this example is based on the current MnDOT LRFD Cast-In-Place
Design – Retaining Wall Standards (Standard Plan Sheets 5-297.620 to .635), the
Investigate bar designation from the standards will be used. Each bar is designated
Strength Limit by a letter of the alphabet. See Figure 11.4.2.6.
State
JULY 2016 LRFD BRIDGE DESIGN 11-126
Figure 11.4.2.6
A s 60 1
Mu 0.90 A s 60 d s
1.7 4 12 12
3.309 A 2s 4.5 d s A s Mu 0
2
Try #5 bars @ 6”, As = 0.62 in /ft, Mn = 60.6 k-ft
This accounts for Bar E spaced at 12” and Bar F spaced at 12”.
A s fy 0.62 60
c 1.07 in
'
0.85f β1 b
c
0.85 4 0.85 12
ε 0.003
ε t d c c 22.19 1.07 0.059 ε tl 0.005
c 1.07
Therefore, = 0.90
Mdes = 29.7 kip-ft. Therefore, the point above the footing where Bar F is
no longer needed is around:
ystem = 10 ft, at which ds = 20.69 in
Therefore, provide a projection xproj above the top of footing for Bar F of:
xproj = 13 – 9.75 + 1.75 = 5.00 ft
db 0.625
λrc = 0.27 0.4
c b k tr 2.31 0
So λrc = 0.4
Therefore, projecting Bar F into the stem 5 feet (ystem = 8 ft) will provide
adequate back face reinforcement in the stem.
Table 11.4.2.15 summarizes the Strength Limit state check for the stem
back face reinforcement over the stem height starting at ystem = 8 ft.
Q. Wall Design – To ensure that the primary reinforcement is well distributed, crack control
Investigate provisions are checked. They are dependent on the tensile stress in steel
Service Limit State reinforcement at the service limit state, the concrete cover, and the
[5.7.3.4] geometric relationship between the crack width at the tension face versus
the crack width at the reinforcement level (βs). The Class 1 exposure
factor is used (e=1.0) since the back face of the stem is not exposed
once constructed.
700 e
s 2 dc
β s f ss
Solve the equation above for the allowable reinforcement stress, fssa:
700 e
f ssa 0 .6 fy
β s s 2 d c
JULY 2016 LRFD BRIDGE DESIGN 11-130
At ystem = 13 ft, Bars E and F are each spaced at 12” and alternated,
providing #5 bars @ 6”, As = 0.62 in2/ft:
0.625
dc = 2.00 2.31 in
2
s = 6 in
dc 2 . 31
βs 1 1 1 . 15
0.7 h - d c 0 . 7 24 . 5 2 . 31
700 e 700 1 . 0
f ssa 57 . 3 ksi
β s s 2 d c 1 . 15 6 2 2 . 31
[5.4.2.4]
Find the actual stress provided in the steel:
[5.7.1]
Figure 11.4.2.7
1
b x 2 = n As (ds - x)
2
1 2
( 12) x = 4.96 (22.19 - x) solving, x = 3.89 inches
2
JULY 2016 LRFD BRIDGE DESIGN 11-131
Then:
x 3.89
J · ds = ds = 22.19 – = 20.89 in
3 3
M 30.4 12
service
Actual fss = =
A s j ds 0.62 (20.89)
Table 11.4.2.16 summarizes the crack control check for the stem back
face reinforcement over the height of the stem starting at ystem = 8 ft.
9 11.3 * 0.48 12.0 20.19 1.16 36.0 3.29 19.09 14.80 2.43
9.75 14.1 * 0.61 12.0 20.57 1.16 36.0 3.70 19.34 14.34 2.51
10 15.0 0.62 6.0 20.69 1.16 36.0 3.74 19.44 14.93 2.41
11 19.4 0.62 6.0 21.19 1.16 36.0 3.79 19.93 18.84 1.91
12 24.5 0.62 6.0 21.69 1.15 36.0 3.84 20.41 23.23 1.55
13 30.4 0.62 6.0 22.19 1.15 36.0 3.89 20.89 28.17 1.28
* As shown reflects partially developed Bar F with 0% development at ystem = 8.00 ft.
O. Wall Stem Shear typically does not govern the design of retaining walls. If shear
Design – does become an issue, the thickness of the stem should be increased
Investigate Shear such that transverse reinforcement is not required. Calculations will be
shown for the shear check at the bottom of the stem. Shear checks at
other locations are summarized in Table 11.4.2.17
[5.8.3.3-1] Vn Vc Vs Vp
[5.8.3.4.2] At the bottom of the stem, the area of reinforcement is 0.62 in2. The
[5.8.2.9] effective shear depth, dv, is calculated as follows:
JULY 2016 LRFD BRIDGE DESIGN 11-132
A s fy 0 .62 60
a 0 .91 in
0 .85 f 'c b 0 .85 4 12
1 .38
s xe s x and 12 in sxe 80 in
a g 0 .63
sx = dv = 21.74 in
ag = 0.75 in (assumed)
Then
1 .38
s xe 21 .74 21 .74 in
0 .75 0 .63
Mu 44 .5 12
0 .5 Nu Vu 0 . 5 0 9 .0
dv 21 .74
s 0 .00187
Es A s 29000 0 .62
4 .8 51 4 .8 51
1 .68
1 750 s 39 s xe 1 750 0 .00187 39 21 .74
R. Design Front The front face vertical reinforcement consists of Bar G lapped with Bar D.
Face Vertical The LRFD standards examined wind loading in a construction limit state.
Reinforcement This was envisioned as a point in construction where winds were high on
the freestanding stem without backfill. In this state, the front face
reinforcement is in tension and the concrete strength will have only
achieved half its strength at the time of form removal.
For a wall with a 13 foot stem height, a #5 Bar D and a #4 Bar G spaced
at 12 inches were found adequate for the design. With taller wall
heights, there were cases where this did not meet the flexural demand.
In those cases, a column design run was performed treating the stem as
a doubly-reinforced section with an axial load equal to 90% of the stem
self-weight. Using these assumptions, Bar G met the flexural and shear
demands with a #4 size.
1.30 b h 1 . 30 13 12 21 . 25 2
As 0 . 20 in /ft
2 b h f y 2 13 12 21 . 25 60
0.11 As 0.60
JULY 2016 LRFD BRIDGE DESIGN 11-134
T. Summary The wall section shown in Figure 11.4.2.8 summarizes the design of the
retaining wall. Note that the spacing of the longitudinal footing bars is
revised slightly from previous calculations for detailing purposes.
JULY 2016 LRFD BRIDGE DESIGN 11-135
11.4.3 Three- This example illustrates the design of a reinforced concrete three-column
Column Pier pier. The bridge carries a two-way roadway consisting of one 12’-0”
Design Example traffic lane and one 12’-0” shoulder in each direction. The superstructure
has two equal spans of 130’-0”” consisting of a 9” deck supported by 63”
deep prestressed beams spaced 9’-0” on center. The bridge has a Type
“F” barrier (Fig. 5-397.115) on each side of the bridge deck and
diaphragms are provided at the supports and at the interior third points.
The superstructure is part of a grade-separation structure and is
considered translationally fixed at the pier. The bearings are curved plate
bearings (3¼” in height, see Bridge Details B310). An end view of the
pier is presented in Figure 11.4.3.1. Two sets of bearings rest on the
pier cap, one set for the beams of each span. To simplify design, only
one reaction is used per beam line, acting at the centerline of pier.
Figure 11.4.3.1
JULY 2016 LRFD BRIDGE DESIGN 11-138
The pier cap is supported by three columns. The columns are supported
by separate pile foundations. An elevation view of the pier is presented
in Figure 11.4.3.2.
Figure
11.4.3.2
3-Column Pier - Elevation
The following terms are used to describe the orientation of the structural
components and loads. The terms “longitudinal” and “transverse” are
used to describe global orientation relative to the superstructure and
roadway. The terms “parallel” and “perpendicular” are used to define the
orientations relative to the pier. The parallel dimension is the “long”
direction of the structural component and the perpendicular dimension is
90º to the parallel dimension and is in the direction of the “short” side.
The distinction becomes clear in describing the load path for lateral forces
applied to bridges with substructures skewed to the superstructure.
JULY 2016 LRFD BRIDGE DESIGN 11-139
Forces parallel and perpendicular to the pier arise from combining the
component forces applied transversely and longitudinally to the
superstructure. The pier for this example is not skewed, consequently
transverse forces are equivalent to parallel pier forces. However, to
ensure the clarity of future designs, the parallel and perpendicular
nomenclature will be used.
Columns
In order to avoid interference between the column vertical bars and pier
cap reinforcement, choose columns with a diameter slightly smaller than
the width of the pier cap. Columns should also be proportioned relative
to the depth of the superstructure. For 63” prestressed beams a column
diameter of at least 36 inches should be used. (See Section 11.2.1.)
64
Location of Columns
The outside columns should be positioned to minimize dead load
moments in the columns and also balance the negative moments in the
pier cap over the columns. A rule of thumb is to use an overhang
dimension (measured from edge of outside column to centerline of
1
exterior beam) equal to /5 of the column spacing. After trying several
layouts, outside columns located 18.75 feet from the center of the bridge
were found to minimize design forces.
The following material weights and strengths are used in this example:
33,000 0.145
1.5
4
Modulus of Elasticity, Concrete Ec
= 3644 ksi
Yield Strength of Reinforcement fy 60 ksi
Modulus of Elasticity, Reinforcement Es 29,000 ksi
Modular Ratio n 8
Soil Unit Weight soil 0.120 kcf
B. Determine The loads applied to the three-column pier include dead load, live load,
Design Loads braking force, wind on structure, wind on live load, and uniform
temperature change. The pier is located more than 30 feet from the
JULY 2016 LRFD BRIDGE DESIGN 11-141
For several loads applied to the pier, the concrete deck was assumed to
be a rigid diaphragm. A rigid deck assumption combined with the
presence of diaphragms at the pier permits one to assume that the
parallel and perpendicular wind loads can be evenly distributed among
the bearings. Varying vertical reactions resist lateral and vertical loads
that produce an overturning moment.
JULY 2016 LRFD BRIDGE DESIGN 11-142
Figure 11.4.3.3
Loads Applied to the Pier
The superstructure dead loads applied to the pier consist of the following:
the design shear in the prestressed beam at the centerline of bearing, the
beam ends (portion of the beams beyond centerline of bearing), the
portion of deck, stool, barrier, and future wearing course between
centerline of bearings, the cross-frames at the pier, two sets of bearings
per beam line, and the pedestals. (For this example, pedestals are
considered part of the superstructure for load calculations.)
Figure 11.4.3.4
Live Load Configuration For Maximum Pier Reaction
Table 11.4.3.6 lists the live load reactions at the pier for different
[3.6.1.3.1]
numbers of lanes loaded. It also includes the maximum reaction for
fatigue, which occurs when the center axle of the fatigue truck is directly
[3.6.1.4.1]
over the pier. Note that only 1 lane is used for the fatigue truck reaction
calculation.
JULY 2016 LRFD BRIDGE DESIGN 11-144
The next step is to determine the live load cases that will produce the
maximum force effects in the cap, columns, and foundation of the pier.
This is done by positioning the single lane reactions in lanes across the
transverse bridge cross-section to get the desired effect.
For instance, to obtain the maximum positive moment in the pier cap,
place one or two live load lane reactions on the deck such that the beams
located between the columns receive the maximum load. Figure 11.4.3.5
illustrates the live load cases used in the example. Table 11.4.3.7
contains beam reactions for each of the load cases. Load distribution for
determination of values in the table is based on assuming simple
supports at each beam.
w = 23.5 kips/ft
V1 V6 0
(9 8.50)2 1
V2 V5 23.5 0.3 kips
2 9
1 1
V V 23.5 9 23.5 0.5 8.75 117.2 kips
3 4 2 9
Other live load cases with slight variations in live load placement might
be found that will result in greater load effects to the pier cap and
columns, but the increase in magnitude is relatively small or does not
govern the design and therefore has not been included in this example.
For instance, only one case for 4 live load lanes was included in the check
JULY 2016 LRFD BRIDGE DESIGN 11-145
for this example. Two other cases could be considered in place of Live
Load Case 8. One case would consist of the two middle lanes abutting
each other with a 2’-0” gap between the center and outside lanes. The
other case would include a 2’-0” gap between the two middle lanes, and
separate the outside and middle lanes by 1’-0”. The designer is
responsible for investigating all load cases that may affect the design.
JULY 2016 LRFD BRIDGE DESIGN 11-146
Figure 11.4.3.5
JULY 2016 LRFD BRIDGE DESIGN 11-147
Braking Force
For this example, 4 design lanes will fit on the bridge, but it is assumed
the bridge will at most see 2 lanes loaded in one direction for braking in
the future. The 2 lanes of traffic are assumed to transmit a longitudinal
(perpendicular to the pier) force that is evenly distributed to the six
bearings and three columns.
Although the lateral braking force is to be applied 6 feet above the top of
deck, it gets transferred to the pier through the bearings. For a
description of how the load is applied to the analysis model, see Article
11.4.3C in this example. In order to satisfy statics and make the two
JULY 2016 LRFD BRIDGE DESIGN 11-148
load systems equivalent, transfer of the lateral force down to the bearing
level requires the addition of a moment couple equal to:
Figure 11.4.3.6
Equivalent Load Systems
1
MperpBR 36.0 22.25 267.0 kip ft/column
3
1
L BR 36.0 6.0 kip/bearing
6
[Table 3.8.1.2.1-1] The gust effect factor, G, is taken as 1.0. The drag coefficient, CD, is:
[Table 3.8.1.2.1-2] 1.3 for wind on the superstructure
1.6 for wind on the substructure
Therefore, the wind pressure for Strength III with wind exposure
category C is:
PzsupIII = 2.56 ∙ 10-6 ∙ 1152 ∙ 1.0 ∙ 1.0 ∙ 1.3 = 0.044 ksf on superstructure
PzsubIII = 2.56 ∙ 10-6 ∙ 1152 ∙ 1.0 ∙ 1.0 ∙ 1.6 = 0.054 ksf on substructure
For the longitudinal wind load on the superstructure, the deck does not
function in the same way. All of the longitudinal wind load could be
applied to the pier. However, some of the load is taken at the abutments
due to friction in the bearings. Therefore, 5/8 is considered a reasonable
approximation of the longitudinal component applied to the pier.
The skew coefficients are taken from LRFD Table 3.8.1.2.3a-1 for
various attack angles.
For example, for Strength III and a wind attack angle skewed 30 degrees
to the superstructure:
The longitudinal and transverse wind components are applied at the mid-
depth of the superstructure.
1
Mwsupperp 16.8 22.25 124.6 kip ft/column
3
Because the bearings do not rotate due to transverse loads, the moment
does not dissipate at the bearings and needs to be applied to the pier.
For the analysis model, the transverse wind component will be applied at
the centroid of the pier cap. Transfer of the transverse wind component
from the centroid of the exposed superstructure area to the centroid of
the pier cap requires the addition of vertical loads at the bearings
equivalent to the reduction in moment Mred. For a wind attack angle
skewed 30 degrees:
Mred WS suppar (distance from superstruc ture centroid to pier cap centroid)
9.42 4.67
55.1 388.2 kip ft
2 2
Mred x beam
V
Ibeams
Then for Beam 1 (left fascia beam with vertical load V1) and a wind
attack angle skewed 30 degrees:
xbeam1 22.5 ft
2 2 2 2 2 2 2
Ibeams Σx (22.5) (13.5) (4.5) (4.5) (13.5) (22.5)
=1417.5 ft2
388.2 (22.5)
V1 6.2 kips
1417.5
For Strength III, the wind on superstructure loads applied to the pier are
summarized in Table 11.4.3.8.
JULY 2016 LRFD BRIDGE DESIGN 11-152
Vertical force:
WSv = 51.33 0.020 130 133.5 kips
Overturning Moment:
Mwsv 133.5 12.83 1713 k-ft
The vertical force applied to the pier at each bearing location can be
calculated using the formula:
WS v Mwsv x beam
V
N Ibeams
For example, at the bearing location for Beam 1 (left fascia beam with
vertical load V1):
JULY 2016 LRFD BRIDGE DESIGN 11-153
5
L trib 2 130 162.5 ft
8
JULY 2016 LRFD BRIDGE DESIGN 11-154
Then the lateral load L applied to the pier cap at each beam location is:
13.3
L par1 L par2 L par3 L par4 L par5 L par6 2.2 kips
6
Similar to the superstructure wind load, the longitudinal wind on live load
component can be applied at the top of the pier for analysis. The height
of application yperp above the top of footing is:
yperp = 26.75 – 4.50 = 22.25 ft
1
MWLperp 3.9 22.25 28.9 kip ft/column
3
4.67
13.3 6.00 (9.42 2.67) 200.6 kip ft
2
Then for Beam 1 (left fascia beam with vertical load V1) and a wind
attack angle skewed 30 degrees:
JULY 2016 LRFD BRIDGE DESIGN 11-155
Wind loads can be neglected in the cap design. In load combinations with
wind loading, the live load factor is reduced significantly. The additional
vertical load from wind will not exceed the reduction in live load. Wind,
wind on live load, and braking loads produce lateral loads on the pier cap
that require calculation of Strength III and Strength V load combinations
to determine the maximum moment and shear. In this example, these
loads are very small and by inspection do not govern. For long spans
between columns, deep caps, or thin caps, consider checking lateral loads
to determine if skin and shear reinforcing are adequate for resistance.
Three load combinations are examined for design of the pier cap:
Strength I is used to determine basic flexural and shear
demands:
U1 1.25 DC 1.75 (LL IM) 0.50 TU
The pier cap design forces are listed in Tables 11.4.3.12 and 11.4.3.13.
Again for simplicity, pier cap shears at the columns are given at the
column centerline. For pier configurations where beam reactions are
located over a column, the design shear should be taken at the column
face.
JULY 2016 LRFD BRIDGE DESIGN 11-157
a
Mu Mn As fy d
2
A s fy
a
0.85 f 'c b
A s fy
Mu A s fy d
1.7 f 'c b
A s 60 1
Mu 0.90 A s (60) d
1.7 4 40 12
0.993 A s 2 4.5 d A s Mu 0
JULY 2016 LRFD BRIDGE DESIGN 11-158
2
4.5 d 20.25 d 3.972 Mu
As
1.986
[5.10.3.1.3] Compute “d” values for both a single layer of reinforcement (for positive
moment) and a double layer of reinforcement (for negative moment).
Assume the stirrups are #5 bars, the primary reinforcement is #9 bars,
the clear cover is 2”, and the clear dimension between layers is 1.128”
(which is the diameter of a #9 bar that can be used as a spacer between
the 2 layers).
A s fy 7.00 60
c 3.63 in.
0.85 f'c β1 b 0.85 4 0.85 40
ε 0.003
ε t d c c 52.813.63 0.041 ε tl 0.005
c 3.63
Therefore, the initial assumption of = 0.90 is OK.
A s fy 11.06 60
c 5.74 in.
0.85 f'c β1 b 0.85 4 0.85 40
Since #8 bars were chosen for negative moment rather than the
[5.7.2.1] originally assumed #9, the depth “d” will have to be recalculated.
1.00
d 56 2 0.625 1.00 51.88
2
ε
ε t d c c 51.88 5.74 0.003 0.024 ε 0.005
5.74 tl
c
Es 29,000
[5.4.2.4 & 5.7.1] n 7.96 Use n=8
Ec 33,000 (0.145)1.5 4.0
2
n A s = 8·(7.00) = 56.00 in
(40) x 2
56.00 (52.81 x) solving, x = 10.84 in
2
JULY 2016 LRFD BRIDGE DESIGN 11-160
Figure 11.4.3.7
Cracked Section Diagram
Determine the lever arm between service load flexural force components.
x 10.84
j d d 52.81 49.20 in
3 3
Max allowable fss = 0.6 ∙ fy = 36.0 ksi < 38.9 ksi NO GOOD
38.9
As 7.00 7.56 in2
36.0
Then:
n A s 64.00 in2
d = 52.81 in
x = 11.50 in
jd = 48.98 in
dc 3.19
β 1 1 1.09
s 0.7 h - dc 0.7 56 - 3.19
The unfactored dead load moment in the positive moment region is 470
kip-ft.
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
For the maximum moment:
M 696 12
fmax 21.3 ksi
A s j d 8.00 (48.98)
The stress range in the reinforcement (ff) is the difference between the
two stresses
ff (21.3 14.1) 7.2 ksi
JULY 2016 LRFD BRIDGE DESIGN 11-162
[5.5.3.2] The maximum stress range permitted is based on the minimum stress in
the bar and the deformation pattern of the reinforcement.
20 20
ff(max) 24 fmin 24 (14.1)
fy 60
fr Ig 0.48 585,387
Mcr = 1 3 = 1.6 0.67 = 896.5 kip-ft
yt 28.0 (12)
8.00 60 1
= 0.9 ∙ (8.00) (60) 52.81
2 0.85 4 40 12
2
For 2 layers of 7-#8 bars (As = 11.06 in ) with a clear spacing between
layers equal to 1.0 inch,
[5.10.3.1.3] 1.0
d 56 2 0.625 1.00 51.88 in
2
JULY 2016 LRFD BRIDGE DESIGN 11-163
The lever arm between service load flexural force components is:
x 13.1
j d d 51.88 47.51 in
3 3
M 1732 12
Actual fss 39.6 ksi
As j d 11.06 (47.51)
Max allowable fss = 0.6 ∙ fy = 36.0 ksi < 39.6 ksi NO GOOD
39.6
As 11.06 12.17 in2
36.0
Then:
n A s 101.12 in2
d = 51.88 in
x = 13.86 in
jd = 47.26 in
Plugging these moments into the equation used to compute the stress in
the reinforcement for crack control results in:
The stress range in the reinforcement (ff) is the difference between the
two stresses
ff (27.8 22.7) 5.1 ksi
A s fy 12.64 60
a 5.58 in.
0.85 f' c b 0.85 4 40
2
Provide 2 layers of 8-#8 bars (As = 12.64 in ) for negative moment
reinforcement.
JULY 2016 LRFD BRIDGE DESIGN 11-165
V 733
Min. required Vn u 814 kips
φ v 0.90
Use dv = 49.1 in
Use #5 double “U” stirrups that will be vertical. Four legs of #5 bars
have an area of:
JULY 2016 LRFD BRIDGE DESIGN 11-166
2
A v 4 A b 4 0.31 1.24 in
Vs
A v fy dv cotθ
s
A v fy 1.24 60
s 29.4 in 6 in OK
' 0.0316 1 40 4
0.0316 b v fc
Vu φVp 733 0
vu 0.41 ksi 0.50 ksi
φb v dv 0.9 40 49.1
Therefore,
[5.8.2.7] smax = 0.8dv = 0.8 49.1 39.3 in
or
smax = 24.0 in GOVERNS
smax = 24.0 in >> 6 in OK
Figure 11.4.3.8
Cantilever Strut and Tie Model
JULY 2016 LRFD BRIDGE DESIGN 11-169
Tension Tie
[5.6.3.3] The required capacity of the tension tie Pntreq is:
T 541.6
Pntreq 601.8 kips
0.9
2
The tie is composed of 16-#8 bars (As = 12.64 in ). The bars must be
developed by the time they reach the inside face of the concrete strut.
[5.11.2.4.1] The development length, lhb, for deformed bars in tension terminating in
a standard hook shall be greater than the smaller of:
The development length for tension tie #8 bars with standard hooks and
[5.4.2.8]
λ= 1.0:
[5.6.3.5.3] The limiting compressive stress at the node face is determined by the
concrete compressive strength, confinement modification factor, and
concrete efficiency factor.
As 8.00
but not more than A sk 2.00 in2 /ft
4 4
12.64
but not more than A sk 3.16 in2 /ft
4
d 51.88
25.94 in
2 2
d 51.88
8.65 in
6 6
Choose 5-#5 bars equally spaced between the top and bottom
2
reinforcement on each face. (Spacing = 7.86 in and As=0.47 in /ft)
The actual total longitudinal reinforcement area on each vertical face is:
As
2 0.79 1 1.00 5 0.31 12 0.89
in2
0.25
in2
OK
56 ft ft
The actual total transverse reinforcement area on each face is:
0 .31 12 in 2 in2
As 0.62 0.25 OK
6 ft ft
7. Summary
Figure 11.4.3.9 details the final reinforcement in the pier cap.
JULY 2016 LRFD BRIDGE DESIGN 11-172
Figure 11.4.3.9
Pier Cap Reinforcement
JULY 2016 LRFD BRIDGE DESIGN 11-173
The sign convention for the axial loads is positive for downward forces
and negative for upward forces. The sign convention for the bending
moments in the parallel direction (Mpar) is beam convention. Positive
moments cause tension on the “bottom side” of the column member
which is defined as the right side of the column. Negative moments
cause tension on the “top side” which is defined as the left side. (See
Figure 11.4.3.10.)
Figure 11.4.3.10
Sign Convention for Mpar
For moments in the perpendicular direction (Mperp), all lateral loads are
assumed applied in the same direction. Therefore, all moments are
shown as positive.
Moments shown in the table due to wind transverse to the bridge are
based on a wind directed from right to left. (Column 3 is on the
windward side of the pier.)
JULY 2016 LRFD BRIDGE DESIGN 11-174
The following three limit states are examined for the columns:
Strength V:
U5 γp DC 1.35 LL 1.35 BR 1.00 WS 1.00 WL 0.50 TU
Load combinations were tabulated for the appropriate limit states for
each of the various live load cases, wind angles, the temperature rise and
fall, and also for maximum and minimum DC load factors.
Then the worst case loadings (maximum axial load with maximum
moment, maximum moment with minimum axial load) were chosen from
each limit state from the tabulated load combinations. These are shown
JULY 2016 LRFD BRIDGE DESIGN 11-176
in Table 11.4.3.16. The critical cases for the column among those listed
in the table are shown in bold print.
Then:
r = radius of gyration of a circular column
d4
I 64 d/4
r=
A d2
4
r = 0.25 (column diameter)
=0.25 (3) = 0.75 ft
KL 1.2(17.58)
28.1 22
r par 0.75
A P- analysis was used for this example. For simplicity and in order to
better match the computer model used, take the column height L equal
to the distance from the top of footing to the centroid of the pier cap.
Calculations are shown below for the Strength V(c) load case.
Then the maximum equivalent lateral force Hperp applied at the top of the
column is:
Mperp 461
Hperp 23.1 kips
L 19.92
JULY 2016 LRFD BRIDGE DESIGN 11-178
H L3
perp 23.1 [(19.92) (12)]3
∆perp 0.350 in
3EI 3 (3644) (82448)
For the parallel direction, the corresponding factored moment from Table
11.4.3.16 is:
A procedure similar to that done for the perpendicular direction was used
for the P-∆ analysis. For the parallel direction, equations used to
compute Hpar and ∆par are for a cantilever column fixed at one end and
free to deflect horizontally but not rotate at the other end (taken from
Manual of Steel Construction, LRFD Design, Thirteenth Edition, page 3-
218). For this example, values of ∆H converged after 2 iterations. In
practice, more iterations may be required. See Figure 11.4.3.13 and
Table 11.4.3.18 for a summary of the parallel direction P-∆ analysis. This
process was repeated for the other three critical load cases shown in
Table 11.4.3.16.
JULY 2016 LRFD BRIDGE DESIGN 11-179
Mmax
H1 H2 H1 ∆H1 H3 H1 ∆H2
L
3 3 3
H1L H2L H3L
∆ g1 ∆ g2 ∆ g3
3EI 3EI 3EI
∆ cr1 F ∆ g1 ∆ cr2 Fcr ∆ g2 ∆ cr3 Fcr ∆ g3
cr
M M
P1 P 2
∆H1 ∆H2
L L
Figure 11.4.3.12
Perpendicular Direction P-∆ Procedure
2Mmax
H1 H2 H1 ∆H1 H3 H1 ∆H2
L
3 3 3
H1L H2L H3L
∆ g1 ∆ g2 ∆ g3
12EI 12EI 12EI
g
2M 2 M
P1 P 2
∆H1 ∆H2
L L
Figure 11.4.3.13
Parallel Direction P-∆ Procedure
The design forces presented in Table 11.4.3.19 are the factored axial
loads and resultant moments that include P- effects. Because of the
symmetry of the round cross section, the moments in the parallel and
perpendicular directions can be combined using the square root of the
sum of the squares (Pythagorean Theorem).
2 2
MR Mpar Mperp
[5.7.4.2-3] A s fy
0.135
'
A g fc
Then:
A g fc'
Min A s 0.135 1018 4.0 0.135 9.16 in2
fy 60.0
2
Try 12-#8 bars (As= 9.48 in ).
The interaction diagram includes factors of 0.90 for flexure and 0.75
for axial compression.
JULY 2016 LRFD BRIDGE DESIGN 11-182
P (k ip)
(Pmax)
3000
2000
Axial Load (kips)
1000
Mx (k -ft)
(Pmin)
-1000
Moment (k-ft)
Figure 11.4.3.13
Column Interaction Curve For
36 inch Diameter Column With 12-#8 Bars
As 9.48
0.00931 0.08 OK
Ag 1018
Then actual
A sp sp 0.20 99.01
ps 0.00821
D 2 32 2
c p 3.0
4 4
Required minimum
Ag f'
p s 0.45 1 c
A f
c yh
1018 4
0.45 1 0.00797 0.00821 OK
32
2 60
4
For the earth loads, use a maximum load factor of 1.35 and a minimum
load factor of 0.90.
Also, the dynamic load allowance is removed from the live load when
designing foundation components entirely below ground.
The procedure for computing the critical loads for piling design is the
same as for determining the loads at the bottom of the column.
However, for the piling design, the focus is on load combinations that
maximize the axial load and the bending moment. Also, since the piling
layout is not identical in both the perpendicular and parallel direction, it is
possible that a load combination different than what was critical for the
columns could govern the piling design.
The values for the maximum loadings for piling design are shown in Table
11.4.3.20.
JULY 2016 LRFD BRIDGE DESIGN 11-185
1455
Naxial 7.3 piles
200
Try the trial pile layout presented in Figure 11.4.3.15 with 10 piles.
JULY 2016 LRFD BRIDGE DESIGN 11-186
Knowing the loads applied to the footing and the layout of the piles, the
force in each pile can be determined. The equation to be used is:
Axial Load Mpar x par Mperp x perp
P
Number of Piles x par 2 x perp 2
The equation assumes that the footing functions as a rigid plate and that
the axial force in the piles due to applied moments is proportional to the
distance from the center of the pile group.
2 2 2 2 2 2 2
x par 2 3.50 2 1.75 2 0 2 (-1.75) 2 (3.50) 61.25 ft
2 2 2 2 2 2 2
x perp 3 5.00 2 2.50 1 0 2 (-2.50) 3 (-5.00) 175.00 ft
Then, for example, the Strength I(a) Corner Pile 1 load is:
Figure 11.4.3.15
Trial Pile Layout
The factored pile loads at each corner of the footing (as identified in
Figure 11.4.3.15) are presented in Table 11.4.3.21. All are below the
200 kip capacity of the piles.
First, compute separate factored pile loads due to dead load, live load,
and overturning load for load table:
Factored PDL (includes EV) 1.25 783 1.35 14.8 998.7 kips
998.7 1
Factored Pile Dead Load 49.9 tons/pile
10 2
Factored PLL (w/o dynamic load allowance) = 1.75 ∙ 257 = 449.8 kips
Factored MLLpar Factored MLLperp 0 kip ft
449.8 1
Factored Pile Live Load 22.5 tons/pile
10 2
PIER
COMPUTED PILE LOAD – TONS/PILE
PIER
REQUIRED NOMINAL PILE BEARING
RESISTANCE FOR CIP PILES Rn– Tons/Pile
0.50 167.2
WH 10
Rn 20 log
1000 S
The critical section for one-way shear is located a distance dv away from
the face of the equivalent square column. Two-way shear is evaluated on
a perimeter located dv/2 away from the face of the actual round column.
The same dimension dv/2 is used to check two-way shear for a corner
pile.
[5.8.2.9] Estimate dv as 0.9de. Note that it is not appropriate to use 0.72h here
because the tension reinforcement is located so high above the bottom of
the footing.
1
Then estimated dv 0.9de 0.9 (54 12 1.27 - 1.27) 36.1 in
2
Figure 11.4.3.16
The critical section for flexure is located at the face of the equivalent
square column. All of the critical sections are presented in Figure
11.4.3.16.
For the portion of the footing that extends parallel to the pier all of the
piles are within the critical shear section and no check is necessary.
JULY 2016 LRFD BRIDGE DESIGN 11-191
For the portion of the footing that extends perpendicular to the pier, the
three outermost piles lie outside of the critical shear section and the sum
reaction must be resisted.
[5.8.3.4.1] The point of zero shear must be within 3·dv of the column face to be able
to assume β = 2.0. Since 3·dv = 108.3”, by inspection, the point of zero
shear is within acceptable parameters. Therefore, it can be assumed that
β = 2.0.
Then:
Vc 0.90 0.0316 2 1.0 4 10 12 36.1
492.8 kips 501.9 kips 1.8% under, say OK
Once again using c equal to 1.0, inserting values into LRFD Equation
5.13.3.6.3-1 produces:
Set up the equation to solve for the required area of steel assuming that
= 0.90:
A s fy
Mu A s f y d
1.7 f 'c b
A s 60 1
Mu 0.90 A s (60) d
1.7 4 120 12
2
0.3309 A s 4.5 d A s Mu 0
2
4.5 d 20.25 d 1.3236 Mu
As
0.6618
To compute “d” use the previous assumption that #10 bars are used for
both mats of reinforcement and that they rest directly on top of the cut
off piles. In addition, reduce “d” to permit either set of bars to rest
directly on the pile.
1.27
d 54 12 1.27 40.10 in
2
2
The required area of steel is 12.51 in . Try 10-#10 bars spaced at 12
2
inches. The provided area of steel is 12.70 in .
JULY 2016 LRFD BRIDGE DESIGN 11-193
A s fy 12.70 60
a 1.87 in.
0.85 f'c b 0.85 4 120
a 1.87
c 2.20 in.
1 0.85
ε
ε t d c c 40.10 2.20 0.003 0.0517 ε 0.005
2.20 tl
c
[5.5.3] Fatigue
By inspection, fatigue is not checked for footings.
fr I g 0.48 1574640
Mcr = 3 1 = 0.67 1.6 = 2501 kip-ft
yt 27.0 (12)
Piles 1 and 3 have reaction of 167.3 kips and 123.7 kips respectively.
The inner pile above the xpar axis was previously shown to have a
reaction equal to 156.4 kips.
The pile reaction for the inner pile below the Xpar axis is:
[5.13.3.6.1] The inner piles lie partially inside of the critical section. Only the portion
of the reaction outside the critical section causes moment at the critical
section. See Figure 11.4.3.17.
Figure 11.4.3.17
Partial Footing Plan
JULY 2016 LRFD BRIDGE DESIGN 11-195
Using the same “d” value of 40.10 inches as used for the perpendicular
2
reinforcement, the required area of steel is 4.26 in . Try 13-#6 bars
2
spaced at 12 inches. The provided area of steel is 5.72 in .
A s fy 5.72 60
a 0.65 in
0.85 f'c b 0.85 4.0 156
a 0.65
c 0.76 in
β1 0.85
ε
ε t d c c 40.36 0.76 0.003 0.156 ε 0.005
0.76 tl
c
[5.5.3] Fatigue
By inspection, fatigue is not checked for footings.
[5.4.2.6] 13
Mcr 2501 3251 kip ft
10
2
Provide 13-#6 bars spaced at 12 inches (As = 5.72 in ) with standard
hooks.
87.56
Dowel bar spacing = 7.30 in
12
40 A tr 40 0 .20
Then ktr = 2 .67
s n 3 1
db 1.128
λrc = 0.18 0.4
c b k tr 3.70 2.67
So λrc = 0.4
The lap length for a Class B tension splice is governed by the smaller bar
size, in this case the #8 column bar. The projection of the #9 dowel will
be governed by the greater of the development length of the #9 dowel
and the Class B lap for the #8 column bar.
94.25
Column bar spacing = 7.85 in
12
40 A tr 40 0 .20
Then ktr = 2 .67
s n 3 1
db 1.00
λrc = 0.18 0.4
c b k tr 3.00 2.67
So λrc = 0.4
The Class B lap length for a #8 bar governs over the development length
of a #9 bar.
5. Summary
The footing reinforcement is illustrated in Figure 11.4.3.18.
Figure 11.4.3.18
JULY 2016 LRFD BRIDGE DESIGN 11-200
12. BURIED Buried structures serve a variety of purposes. They are typically used for
STRUCTURES conveying water. At other times they are used to provide a grade
separated crossing for pedestrian and bicycle traffic. A variety of
structure and material types are used. The most prevalent types are
pipes and box culverts. Buried structures with horizontal dimensions less
than 10'-0" are not classified as bridges. Typically these smaller buried
structures do not require extensive design and are selected from
standard design tables. Buried structures with horizontal dimensions
greater than or equal to 10'-0" are considered bridges and require a plan
prepared by the Bridge Office. All box culverts require a Bridge Office
prepared plan as well. In addition to pipes and box culverts, precast
concrete arches, precast three-sided structures, and long-span
corrugated steel structures are used as buried structures.
12.1 Geotechnical Typically, one or more soil borings will be obtained during the preliminary
Properties design process. Foundation recommendations based on field data and
the hydraulic requirements will also be assembled during the preliminary
design process. MnDOT Spec 2451 describes the excavation, foundation
preparation, and backfill requirements for bridges and miscellaneous
structures.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-2
Maximum and minimum load factors for different load components should
be combined to produce the largest load effects. The presence or
absence of water in the culvert should also be considered when
assembling load combinations.
12.2 Box Culverts Where pipe solutions are inappropriate, box culverts are the default
buried structure type. Their larger openings are often required to provide
adequate hydraulic capacity. Box culverts are also frequently used for
pedestrian or cattle underpasses.
1
The reinforcement used in concrete box culverts can be either
2
conventional bar reinforcement or welded wire fabric. Welded wire fabric
.
has a yield strength slightly larger than conventional bar reinforcement
3 ksi versus 60 ksi).
(65
.
1
12.2.1 Precast Standard designs for precast concrete box culverts are available with
Concrete Box G
spans varying from 6 to 16 feet and rises varying from 4 to 14 feet.
Culverts e
Standard precast concrete box culverts are typically fabricated in 6 foot
n
sections; however larger boxes are fabricated in 4 foot sections to reduce
e
section weight. The designs utilize concrete strengths between 5 and 6
r and are suitable for fill heights ranging from less than 2 feet to a
ksi
a
maximum of 25 feet. Box culverts outside of the standard size ranges
lmust be custom designed. Figure 12.2.1.1 shows typical precast
concrete box culvert dimensions.
Figure 12.2.1.1
Typical Precast Concrete Box Culvert Dimensions
Each culvert size has three or four classes. Each class has specified wall
and slab thicknesses, reinforcement areas, concrete strength, and fill
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-3
The standard design tables are based on welded wire fabric reinforcement
with a yield strength of 65 ksi and a concrete clear cover of 2 inches.
MnDOT requires that actual clear cover be between 1.5 inches and 2
inches. Design information for welded wire reinforcement can be found
at the Wire Reinforcement Institute website:
http://www.wirereinforcementinstitute.org
If conventional rebar is used, the steel area shown on the standard plan
sheets needs to be increased 8% to account for the difference in steel
yield strength (65 ksi/60 ksi). Also, crack control must be rechecked for
the specific bar size and spacing used.
To prevent corrosion at the ends of welded wire fabric, nylon boots are
required on the ends of every fourth longitudinal wire at the bottom of
the form. Plastic spacers may be utilized in lieu of nylon boots when
spaced at a maximum of 48 inches. The maximum allowable size of
reinforcement bars is #6 and the maximum allowable size of welded wire
is W23. A maximum of two layers of welded wire fabric can be used for
primary reinforcement. If two layers are used, the layers may not be
nested.
12.2.2 Cast-In- The first box culverts constructed in Minnesota were made of cast-in-
Place Concrete place concrete. The performance of these structures over the years has
Box Culverts been very good. Currently, most box culvert installations are precast due
to the reduced time required for plan production and construction. Cast-
in-place culverts continue to be an allowable option.
Geometry
The minimum wall thickness for all box culverts is 8 inches. The minimum
slab thickness for culverts with spans of 6 to 8 feet is 8 inches. The
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-4
minimum top slab thickness is 9 inches, and the minimum bottom slab is
10 inches for all culverts with spans larger than 8 feet. The slab and/or
wall thickness is increased when shear requirements dictate or the
maximum steel percentages are exceeded. All standard box culverts have
haunches that measure 12 inches vertically and horizontally.
Structural Analysis
Various methods can be used to model culverts. Based on past
experience, MnDOT prefers a 2-Dimensional (2D) plane frame model be
used to analyze culverts. The model is assumed to be externally
supported by a pinned support on one bottom corner and roller support
on the other bottom corner. The stiffness of the haunch is included in the
model. The model is assumed to be in equilibrium so external reactions
to loads applied to the structure are assumed to act equal and opposite.
This section will assume a 2D plane frame model when referring to
modeling, applied loads, and self-weight.
[12.11.2.2.1] The soil-structure interaction factor (Fe) is used to adjust the vertical
earth load carried by the culvert. It is intended to approximate the
arching effects of some of the overburden soil to adjacent regions slightly
outside the span of the culvert and account for installation conditions.
Culverts placed in trench conditions need to carry less vertical load than
those constructed in embankment conditions, because the consolidated
material in the adjacent trench walls is typically stiffer than new
embankment material. Conservatively assume culverts are installed in
embankment conditions.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-5
[12.11.2.2.1-2]
where:
H = Depth of backfill (ft)
Bc = Outside width of culvert (2 sidewall thickness + span) (ft)
[3.11.7] For minimum force effects, the condition of submerged soil pressure
acting on the walls is taken as one-half of the earth weight acting on the
outside walls, or 0.030 kcf. Use a strength limit state load factor of 0.9
and a service limit state load factor of 1.0.
Water (WA)
[3.7.1]
Designers need to consider two loading conditions: 1) The culvert is full
of water, and 2) the culvert is empty.
[3.6.1.1.2] One or Two Lane Loading and Multiple Presence Factor (MPF)
[C12.11.2.1] Design box culverts for a single loaded lane with a multiple presence
factor of 1.2. MnDOT investigated several live load cases with several
box culvert spans at different fill heights and found the live load intensity
of 2 lanes with a MPF of 1.0 controlled over a single lane with a multiple
presence factor of 1.2 at fill heights of 6.5 feet and greater. However,
the maximum live load intensity increase as a percentage of the total
load is very small. Based on these findings and the commentary in
AASHTO Article C12.11.2.1, multiple loaded lanes are not considered in
box culvert design.
where:
DE = the minimum depth of earth cover above the structure (ft)
Figure 12.2.3.1
Traffic Traveling Parallel to Span (Less than 2 feet of fill)
[4.6.2.10.2-1] E = 96 + 1.44 S
[4.6.2.10.4] Box culverts with fill heights less than 2 feet require a distribution slab.
No structural benefit from the distribution slab is considered during
design, other than satisfying AASHTO requirements for shear transfer
across joints.
The load distribution is shown in Figure 12.2.3.2 for cases where the
distributed load from each wheel is separate. Figure 12.2.3.3 shows the
areas overlapping. In those cases, the total load will be uniformly
distributed over the entire area. In Figure 12.2.3.2, H is measured in
inches. In Figure 12.2.3.3, H is measured in feet.
Figure 12.2.3.2
Traffic Traveling Parallel to Span (2 feet of fill or greater)
Figure 12.2.3.3
Traffic Traveling Parallel to Span
(2 feet of fill or greater showing load projection overlap)
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-9
Figure 12.2.3.4
Live Load Surcharge
where:
p = horizontal earth pressure due to live load surcharge (ksf)
ka = coefficient of lateral earth pressure
= total unit weight of soil
heq = equivalent height of soil for vehicular load (ft), from
AASHTO Table 3.11.6.4-1
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-10
For calculating pmin, determine heq based on the distance from the top of the
top slab to the top of the pavement or fill (H1). For calculating pmax
determine heq based on the distance from the bottom of the bottom slab to
the top of the pavement or fill (H2). Use linear interpolation for intermediate
heights.
Load Combinations
The following load combinations were developed by varying the Strength I
and Service I load factors in order to maximize moments and shears for the
various box culvert members. At a minimum, consider the following load
cases:
[1.3.4] Use a value of 1.0 for all load modifiers (η) for box culvert design, except
[12.5.4] for earth EV and EH loads, EV & EH where ηR = 1.05 is used due to the
lack of redundancy.
[12.11.4.2] Flexure
Flexural reinforcement is designed for positive and negative moment at
all design locations (see Figure 12.2.3.5). The flexural resistance factor,
f, is 1.0 for precast concrete. Reinforcing areas, shown in Figure
[12.5.5] 12.2.3.6, are selected based on the following:
Figure 12.2.3.5
Box Culvert Flexure and Shear Design Locations
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-12
Figure 12.2.3.6
Box Culvert Reinforcement
Shear in Slabs of Box Culverts with Less Than 2 Feet of Fill and
[5.8]
Walls of Box Culverts at All Fill Heights
[12.5.5]
For top slabs of boxes with less than 2 feet of fill and walls of boxes at all
fill heights calculate the shear resistance using the greater of that
comput d using th “Sim lifi d Pro dur for Non r str ss d Sections”
given in AASHTO LRFD Article 5.8.3.4.1 and the “G n ral Pro dur ”
given in AASHTO Article 5.8.3.4.2.
For slabs of boxes with thicknesses greater than 12 inches, contact the
MnDOT Bridge Standards Unit for shear provisions.
[C12.5.3] Fatigue
Fatigue is not considered in the design of buried structures.
Figure 12.2.3.7
Box Culvert Reinforcement Development Length
Unless the specific size of welded wire fabric to be used by the fabricator
is known, use the largest size that can provide the area required in one
mat. If two mats are required, use a W23 for the development length
calculation.
Aprons
Precast apron segments are provided for each size of barrel. There are
four diff r nt d tails r lating th ulv rt’s sk w to th roadway abov
Based on past practice, lateral soil pressure of 0.060 ksf is used for the
apron design except for the 45˚ sk w a rons which are designed with a
0.075 ksf pressure on the longer length wall. MnDOT also requires
additional extra strong ties between the barrel and first end section, and
between the first and second end sections on the high fill side only for
45˚ sk w a rons ov r 6 feet high. Conventional ties can be used on
aprons between multiple boxes and on the low fill side of the apron.
Additional ties are required to resist unequal pressures on opposite sides
of the skewed apron. See the culvert standards Figure 5-395.110(A) for
more information.
Software
Various commercially available off-the-shelf software programs have
been developed to analyze and design precast box culverts. These
software programs can be used to assist in the design of precast box
culverts provided that the parameters, modeling methods, AASHTO LRFD
code provisions and MnDOT code modifications specified in this manual
are compatible with the software. In some instances, it may be easier to
develop custom software or spreadsheets depending on the differences
between the available software and the AASHTO and MnDOT practices
detailed in this manual. Any piece of software is subject to the Design
QC/QA Process outlined in Section 4.1.
Design Example
Refer to Section 12.5 for a 10 ft x 10 ft precast concrete box culvert
design example.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-16
Figure 12.2.3.8
District Box Culvert Request Memo Example
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-17
12.3 Arched & Arched or three-sided precast concrete structures offer an alternative to
Three-Sided single or multiple barrel box culvert structures. These structures can be
Structures constructed rapidly, thus minimizing road closure time, and they allow for
a natural stream bottom. Potential applications include pedestrian
underpasses and stream crossings where the waterway opening
requirements are on the low end of a conventional bridge but are at the
high end of box culvert capabilities. As with all structure type selections,
the designer should consider speed of construction and economics,
including cost comparisons to cast-in-place structures or multiple barrel
precast concrete box culverts.
12.3.1 Three-Sided There are two types of three-sided bridge structures: arch top and flat
Precast Concrete top. The design of such structures shall be in conformance with the
Structures AASHTO LRFD Bridge Design Specifications and the current Three-Sided
Structures Technical Memorandum. The design methods vary between
suppliers. The technical memorandum contains guidance for design,
submittal requirements, material specifications, construction quality
assurance, and the MnDOT Bridge Office review and approval process for
use of three-sided structures.
C. Fill height is less than or equal to 10 feet but is greater than or equal
to 3 feet. Fill heights larger than 10 feet may be considered on a
case-by-case basis, but only with prior approval of the Bridge Design
Engineer;
Since these are vendor supplied structures, their final structural design
occurs after the award of the construction contract. The time required for
final design and the subsequent review/approval periods impact the total
contract length.
12.3.2 Precast Sample plan sheets for the design of buried precast concrete arch
Concrete Arch structures are available from the MnDOT Bridge Standards Unit.
Structures
Figure 12.3.2.1 contains standard geometric information for spans
between 24'-0" and 43'-11".
The minimum fill height is 1'-6" at the low edge of pavement at the
crown of the arch.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-19
Figure 12.3.2.1
Precast Concrete Arch Structure Geometric Data
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-20
12.3.3 Scour The following guidelines are provided for the design and installation of
Protection scour protection for arch or 3-sided bridge footings.
Guidelines
There are several options available for protection of the footings against
scour. These options include rock riprap, concrete bottom, piling
supported footings, and spread footings keyed into bedrock. The
preferred option will depend on a number of factors including:
Foundation design
Stream bed material
Scour potential
Velocity of flow
Environmental considerations such as fish migration
Economics
The foundation design will depend on the type and allowable bearing
capacity of the soil, the height of fill, and the proximity of bedrock. Scour
should be considered during foundation design. Sub-cut unstable
material below spread footings and replace it with granular backfill or a
lean concrete. Due to the difficulty of achieving adequate compaction in
wet conditions, the maximum depth of sub cutting for this purpose is 2
feet. A pile footing should be used if the depth of unstable material
below a footing is greater than 2 feet.
Four standard designs for scour protection for concrete arch structures
have been assembled. The appropriate design is selected based on the
average velocity through the structure for the 100-year flood. A more
recurrent flood event should be used if it results in a faster average
velocity through the structure.
than 7.5 feet per second. For higher velocities, contact the Bridge
Office.
Figure 12.3.3.1
Design 1 Scour Protection for Arch or 3-Sided Bridge
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-23
Figure 12.3.3.2
Design 2A and 2B Scour Protection for Arch or 3-Sided Bridge
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-24
Figure 12.3.3.3
Design 3 Scour Protection for Arch or 3-Sided Bridge
F
i
g
u
r
e
1
2
.
3
.
3
.
4
Figure 12.3.3.4
Design 4 Scour Protection for Arch or 3-Sided Bridge
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-25
12.4 Use of The design requirements for long span corrugated steel structures are
Long-Span currently being updated. At a minimum, corrugated steel structures shall
Corrugated meet the criteria below. Contact the State Bridge Design Engineer for
Steel Structures approval before utilizing on a project.
12.5 10'x10' This example illustrates the design of a single barrel precast concrete box
Precast Concrete culvert. After determining the load components and design load
Box Culvert combinations, the design of the flexural reinforcement is presented. The
Design Example example concludes with a shear check and an axial load capacity check.
Inside dimensions of the box culvert (Span x Rise) are 10'-0" by 10'-0"
with ” haun h s (Th). The fill height (H) above the culvert is 6'-0". A
typical section of the culvert is shown in Figure 12.5.1. Material and
design parameters are given in Table 12.5.1.
Figure 12.5.1
Table 12.5.1
Material and Design Parameters
Reinforced Concrete, c 0.150 kcf
The approximate strip method is used for the design with the 1'-0" wide
design strip oriented parallel to the direction of traffic.
Figure 12.5.2
2D Plane Frame Model
DCto Tt w 75 5 3 klf
Tt Tb 75 3
DCsid Ts w ( is ) 67 5 ( )
ki s
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-29
DChaun h 5 Th w Th 5 5 75 ki s
The top slab weight, wall weights, and all four haunch weights are
applied to the bottom slab as an upward reaction from the soil assuming
an equivalent uniform pressure. The bottom slab weight is not applied in
the model because its load is assumed to be directly resisted by the soil.
4 75 ( ) 343 klf
67
B. Earth Pressure The weight of fill on top of the culvert produces vertical earth pressure
Loads (EV). The fill height is measured from the top surface of the top slab to
[12.11.2] the top of the pavement or fill. Per Table 12.5.1, the unit weight of the
fill is 0.120 kcf.
6
[12.11.2.2.1-2] ( ) ( )
67
The design vertical earth pressure at the top of the culvert is:
[12.11.2.2.1-1]
s
w 6 7 klf
[3.11.5] The lateral earth pressure (EH) on the culvert is found using the
[3.11.7] equivalent fluid method. For at-rest conditions, a maximum equivalent
fluid unit weight of 0.060 kcf and a minimum equivalent fluid unit weight
of 0.030 kcf are used.
max max
w 6 6 36 klf
min min
w 3 6 klf
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-30
max max
Tt is Tb w
6 6 75 3 5 klf
min min
Tt is Tb w
3 6 75 3 5 7 klf
Figure 12.5.3 illustrates the vertical and lateral earth pressures applied to
the box culvert.
Figure 12.5.3
Earth Loads
C. Live Load Use an active coefficient of lateral earth pressure ka equal to 0.33.
Surcharge
[3.11.6.4] The height for the live load surcharge calculation at the top of the culvert
is the distance from the top surface of the top slab to the top of the
pavement or fill.
to of ulv rt 6 ft
The equivalent fill height, heq is dependent on the depth of fill and can be
found using AASHTO Table 3.11.6.4-1.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-31
6 5
h 4 ( ) 4 3 3 ft
5
The corresponding lateral live load surcharge on the top of the culvert is
given as:
LSto ka s
h w 33 3 5 klf
The height for the live load surcharge calculation at the bottom of the
culvert is the distance from the bottom surface of the bottom slab to the
top of the pavement or fill.
Tt is Tb 6 75 3 7 5 ft
75
h 3 ( ) 3 4 ft
The lateral live load surcharge located at the bottom of the culvert is
given as:
LSbottom ka s
h w 33 4 klf
D. Water Load Designers need to consider load cases where the culvert is full of water
[3.7.1] as well as cases where the culvert is empty. A simple hydrostatic
distribution is used for the water load:
Abottom w is w 6 4 6 4 klf
Abottom S an 6 4
Abottom r a tion 5 5 klf
S an Ts) ( 67)
Figure 12.5.4
Water Load
E. Live Load The design live loads include the HL-93 truck and tandem loads. Since
[3.6.1.3.3] the span of the box culvert is less than 15 ft, no lane load is applied.
[3.6.2.2-1] 33 ( 5 D ) 33 ( 5 6 ) 3%
The dynamic load allowance may not be taken less than zero.
[3.6.1.2.5] The assumed tire contact area for each wheel has a width of 20 inches
and a length of 10 inches.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-33
Using the distances between wheel lines and axles, the live load
intensities at the top of the box culvert can be found. For truck and
tandem loadings, the influence area or footprint of the live load is found
first. Then the sum of the weights of the wheels is used to determine the
intensity of the live load.
[3.6.1.1.2] To determine the live load, use multiple presence factors (MPF). A single
loaded lane with a MPF of 1.20 is used for strength and service limit
states.
A single HL-93 truck axle configuration produces a live load intensity of:
Pw P ( ) 6 ( 3)
wLL 36 klf
L 4 57 7 73
where:
4 Pw P ( ) 4 5 ( 3)
LL 3 klf
L 4 57 73
where:
W = as previously defined
L Axl S a ing Ltir 5 4 3 5 6 73 ft
The live load intensities of the single and tandem axle configurations are
compared. Since the tandem axle configuration produces a live load
intensity slightly larger than that of the single axle configuration, the
tandem axle configuration is used for design in both the strength and
service limit states. Figure 12.5.5 illustrates the different live loads.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-34
Figure 12.5.5
HL-93 Truck and Tandem Live Load Distribution
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-35
The internal forces at several locations of the box are presented in Tables
12.5.2 through 12.5.6. The sign convention for moment in the tables is:
positive moment causes tension on the inside face of the culvert and
negative moment causes tension on the outside face. The sign
convention for thrust is: positive represents compression. The moments
and thrust presented at top, bottom, or end locations are at the location
where the typical section and haunch meet (Figure 12.5.6). The shear
forces presented in Tables 12.5.4 and 12.5.5 are at the critical shear
[C5.13.3.6.1] location, which is taken as the effective depth for shear (dv) beyond the
haunch to typical section intersection. The shear forces presented are
the “governing” shear forces which are the shear with corresponding
moments that give the lowest capacity/design (c/d) ratios.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-36
Figure 12.5.6
Structural Analysis Locations
Table 12.5.2
Structural Analysis Results: Moments (unfactored, kip-in)
LL+IM LL+IM
DC EV EHmax EHmin LS WA (Pos) (Neg)
Top Slab Center 17.19 89.03 -50.54 -25.27 -9.30 19.93 42.49 -
Top Slab End 6.39 12.60 -50.54 -25.27 -9.30 19.93 7.93 -2.35
Bottom Slab Center 38.43 103.87 -70.62 -35.31 -11.09 28.7 49.57 -
Bottom Slab End 5.50 27.43 -70.62 -35.31 -11.09 32.45 14.47 -
Table 12.5.3
Moment Load Combinations (kip-in)
Strength Service
Ia Ib Ic Ia Ib Ic
Table 12.5.4
Structural Analysis Results: Shear (unfactored, kips)
LL+IM LL+IM
DC EV EHmax EHmin LS WA (Pos) (Neg)
Sidewall Top* 0.14 -0.11 -2.26 -1.13 -0.42 0.9 0.01 -0.09
Sidewall Center 0.14 -0.11 -0.28 -0.14 0.02 0.23 0.01 -0.09
Sidewall Bottom* 0.14 -0.11 2.74 1.37 0.43 -1.31 0.01 -0.09
Top Slab Center 0.00 0.00 0.00 0.00 0.00 0.00 0.41 -0.4
Top Slab End* -0.39 -2.75 0.00 0.00 0.00 0.00 - -1.35
Bottom Slab
Center 0.00 0.00 0.00 0.00 0.00 0.00 0.26 -0.27
Bottom Slab End* 1.16 2.69 0.00 0.00 0.00 -0.13 1.29 0.29
*Shear given at dv away from haunch
Table 12.5.5
Governing Shear Load Combinations (kips)
Strength Service
Ia Ib Ic Ia Ib Ic
Table 12.5.6
Axial Thrust Load Combinations (kips)
Strength Service
Ia Ib Ic Ia Ib Ic
Sidewall Top 11.43 11.43 4.96 7.87 7.87 5.73
Sidewall Center 11.44 11.44 4.96 7.88 7.88 5.73
Sidewall Bottom 11.44 11.44 4.96 7.88 7.88 5.73
Top Slab Center 5.88 0.47 5.77 3.95 0.65 3.89
Top Slab End 5.85 0.45 5.77 3.93 0.64 3.89
Bottom Slab
Center 8.26 -0.11 8.29 5.69 0.38 5.70
Bottom Slab End 8.26 -0.11 8.29 5.69 0.38 5.70
As fy
a
5 f b
As fy
u As fy [d ]
7 f b
As 65
u As 65 [d ] [ ]
7 5
3 45 As 54 As d u
54 d √ 34 d 3 u
As
6
Sidewall:
Siz th r infor m nt assuming “d” dimensions based on an average 1
inch diameter wire, (dw = 1.00 in) and a clear cover of 2 in.
dw
d thi kn ss – ov r – 5 5 in
Referring to Table 12.5.2, the peak moment for tension on the outside
face is 110.74 k-in (top, Strength Ia). Insert d and Mu values to compute
2
As. The required area of steel is 0.321 in /ft. For conservatism round up
2
to 0.33 in /ft.
The peak moment for tension on the inside face is 64.29 k-in (center,
2
Strength Ic). The required area of steel is 0.19 in /ft.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-39
Top Slab:
or th to slab “d” is:
d – 6 5 in
The peak moment for tension on the outside face is 71.37 k-in (Strength
2
Ic). The required area of steel is 0.18 in /ft.
The peak moment for tension on the inside face is 215.66 k-in (Strength
2
Ib). The required area of steel is 0.54 in /ft.
Bottom Slab:
d – 7 5 in
The peak moment for tension on the outside face is 91.06 k-in. The
2
required area of steel is 0.19 in /ft.
The peak moment for tension on the inside face is 275.01 k-in. The
2
required area of steel is 0.60 in /ft.
I. Check Crack To ensure that the primary reinforcement is well distributed, crack control
Control equations are checked. The equations are dependent on the tensile
[5.7.3.4] stress in steel reinforcement at the service limit state, the concrete
cover, and the geometric relationship between the crack width at the
t nsion fa v rsus th ra k width at th r infor m nt l v l (β s). The
[C5.7.3.4] exposure factor, e, is 0.75, since culverts are substructures exposed to
[5.7.3.4-1] 7
s – d
βs fs
Solve the equation above for the reinforcement stress at service, fss:
7
fss 6fy
βs (s d )
d
βs
7 (h d )
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-40
Top Slab:
For the top slab inside face, the governing service limit state moment is
143.39 k-in. The axial thrust is 0.65 kips and is accounted for in the
crack control check per AASHTO C.12.11.3-1. Spacing of the wires is
assumed to be 4 inches and the area of flexural reinforcement is 0.54
in2/ft.
d Cov r dw 5 in
d 5
βs 55
7 (h d ) 7 ( 5 )
7 7 75
f 37 63 ksi
βs (s d ) 55 (4 5 )
6
74 ( ) 74 ( ) 4 6
d 65
or “ ” us th small r of 4 6 or , th n
i 7
d 65
–
6
h
[C12.11.3-1] s Ns (d ) 43 3 65 (6 5 )
H fs
As i d 54 7 65
44 6 ksi 37 63 No Good
Increase the area of steel provided, so that fs is less than fss. The new
area of steel is given as:
fs 44 6
As ra k As 54 64 in ft
fss 37 63
For the top slab outside face crack control did not govern. See Table
12.5.6 for results.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-41
Bottom Slab:
The area of steel for the bottom slab inside face is evaluated with a
service moment of 185.27 k-in, an axial thrust of 0.38 kips, and dc equal
to 2.50 inches. The required area of steel to satisfy crack control for the
bottom slab inside face is 0.70 in2/ft.
Sidewall:
The area of steel for the sidewall inside face is evaluated with a service
moment of 23.22 k-in, an axial thrust of 5.73 kips, and dc equal to 2.50
inches. The required area of steel to satisfy crack control for the sidewall
inside face is 0.03 in2/ft.
J. Check Fatigue Fatigue check calculations are not required for the design of box culverts.
[C12.5.3]
H
K. Check Minimum For precast culverts, the minimum amount of flexural reinforcement in
Reinforcement the cross section is a percentage of the gross area:
[12.11.4.3.2]
Minimum sidewall flexural reinforcement:
As b Tt in ft
As b Ts in ft
Minimum bottom slab reinforcement:
As b Tb 4 in ft
L. Check The strain in the reinforcement is checked to ensure that the section is
Maximum tension controlled. For a resistance factor of 1.0 to be used for flexure,
Reinforcement the reinforcement strain must be at least 0.005.
Limit
[5.5.4.2] This is satisfied if:
[5.7.2.1]
375
d
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-42
where:
As fy
5 f β b
f 5 ksi
65 β 5 5 (f 4 ) 5
Sidewall:
c 0.513
Outside face c = 0.513 in 0.09 OK
d 5.5
Top Slab:
c 1.02
Inside face c = 1.02 in = = 0.16 OK
d 6.5
Bottom Slab:
c 1.11
Inside face c = 1.11 in = = 0.15 OK
d 7.5
5β f 7 5 5 7
ρb [ ] [ ]
fy 7 fy 65 7 65
ρ 6 ρb 6
For the top slab b=12 in., d= 6.5 in., and As = 0.64 in2, the member
reinforcement ratio is given as:
As As 64 OK
ρ
A b d 65
Sidewall:
For the sidewall with b=12 in., d= 5.5 in., and As = 0.20 in2
the reinforcement ratio is 0.0030 < 0.018. OK
Bottom Slab:
For the bottom slab with b=12 in., d= 7.5 in., and As = 0.70 in2
the reinforcement ratio is 0.0077 < 0.018. OK
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-43
Table 12.5.7
Flexural Design Calculation Summary
Sidewall Top Slab Bottom Slab
’d st l ar a for
2 0.03 0.28 0.64 - 0.70 -
crack control (in /ft)
Min 2
Check 0.002 Ag (in /ft) 0.20 0.20 0.22 0.22 0.24 0.24
Top Slab:
2
Outside face As7 = 0.22 in /ft
2
Inside face As2 = 0.64 in /ft
Bottom Slab:
2
Outside face As8 = 0.24 in /ft
2
Inside face As3 = 0.70 in /ft
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-44
r n
where:
n L ss r of 5 f bv dv or 3 6 β √f bv dv
As fy 33 65
a 4 in
5 f b 5 5
[5.8.2.9]
dv max 7 h, d, d a max 7 , 5 5, 5 5 4
max 5 76, 4 5, 5 5 76 in Use dv = 5.76 in
MnDOT takes the shear resistance for box culverts to be the greater of
that computed using LRFD Article 5.8.3.4.1 and 5.8.3.4.2. Using the
“G n ral Procedure”, the crack spacing parameter, sx , is taken as:
[5.8.3.4.2] 3 3
sx sx 5 76 5 76 in and in sx in
ag 63 75 63
where:
sx dv 5 76 in
ag = maximum aggregate size (in) = 0.75 in
s sx in
| u| | |
( 5Nu | u| ) ( 5 |4 4 | )
dv 5 76
s
s AS 33
u ≥ u dv 44 5 76 5 k-in
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-45
4 5 4 5
β
75 s 3 sx 75 3
AASHTO LRFD 5.8.3.4.1 allows a value of 2.0 to be used since the depth
of the member is less than 16 in. and it is not subjected to axial tension.
Therefore, use β .
3 6 β √f b v dv 3 6 √5 5 76
7 ki s
n 7 ki s 5 f bv dv
n 7 ki s u 4 4 ki s OK
Top Slab
The maximum design shear at a distance dv from the tip of the haunch is:
As u d
[ 676 √f 46 ] b d
b d u
u d 66 65 Use 1.0
67
u 6 34
then
[ 676 √5 46 ] 65 5 ki s
65
The shear capacity for the top slab cast monolithically with the sidewalls
is not to be taken less than:
4 √f b d ( 4 √5 6 5)
4 ki s 5 ki s
4 ki s u 66 ki s OK
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-46
Bottom Slab
The maximum design shear at a distance dv from the tip of the haunch is:
As u d
[ 676 √f 46 ] b d
bd u
d 7 36 7 5
u
66 Use 1.0
u 33
then
4
( 676 √5 46 ) 75 3 4 ki s
75
The shear capacity for the bottom slab cast monolithically with the
sidewalls is not to be taken less than:
4 √f b d ( 4 √5 7 5)
7 7 ki s 3 4 ki s
7 7 ki s u 7 36 ki s OK
O. Check Thrust The axial capacity of the culvert should be checked to ensure it satisfies
[5.7.4] the provisions of LRFD Article 5.7.4. The sidewall member will be checked
since it has the largest thrust value and least amount of thickness. The
design axial load is then:
[5.5.4.2.1] Without stirrups in the section, the resistance factor for compression is
0.70.
[5.7.4.5] Pn f Ag 7 5 33 6 ki s 44 ki s OK
[5.5.4.2.1] The axial capacity is adequate. MnDOT does not allow the consideration
of the benefit from the applied axial force in computation of bending
resistance of the sidewalls.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-47
P. Detailing/ The concrete cover must be between 1½ inches minimum and 2 inches
Reinforcing maximum. Also, the As1 reinforcing needs to be extended in the top and
Lengths bottom slabs until the As7 or As8 reinforcing is adequate to resist the
[5.11.2] negative moment. In addition, the As7 and As8 reinforcement needs to
[5.11.6] be properly lapped to the As1 reinforcement to ensure reinforcement
continuity. In this example As1 is not needed for shear resistance, so it
does not need to be lapped past dv from the tip of the haunch. For
conservatism and simplicity of the design and construction, calculate
development lengths and lap lengths on the bottom slab and then apply
the longer computed length to both the top and bottom slabs. See Figure
12.2.3.7 for more detail. A summary of these calculations follows.
For As1, the reinforcing on the outside of the sidewalls, the area of steel
required is 0.33 in2/ft. The development length, assuming the maximum,
worst case wire spacing of 4 inches, is given as:
[5.11.2.5.2-1] 33
Aw fy 65
ld 5 5 3 6 7 in
4 √5
sw √f
Since the minimum development length for smooth wire fabric is the
embedment of two cross wires with the closer cross wire not less than 2
inches from the critical section, the minimum development length
assuming 4 inch spacing is:
ldmin 4 4 in 6 7 in Use 10 in
[5.11.6.2] For As8, the area of steel required is 0.24 in2/ft. The required lap length
is given as the greater of 1.5 ld or 6 inches.
5 ld 5 5 in 6 in Use 15 in
From the structural analysis software results, the distance to the point
where the negative moment can be resisted by As8 is 0 inches. The lap
length of 15 inches is used, since it is greater than the development
length of As1 (10 in). The calculated M length is given as:
5 5 in
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-48
However, the minimum M length for the bottom slab based on MnDOT
criteria is below. Note that 6 inches is added for consistency with past
practice.
5 5 34 34 5 5 in or 6
34 34 5 5 in or
The lengths of the As2, As3 and As4 bars are the span or rise plus 6
inches to ensure the bar is properly embedded into the member.
Table 12.5.8
Reinforcement Length Summary
Reinforcement Length
“ ” Dim nsion ’- ”
As1 6’-9”
As2 ’-6”
As3 ’-6”
As4 ’-6”
As7 ’-2”
As8 ’-2”
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-49
Q. Summary Figure 12.5.6 illustrates the required reinforcing for the inside face and
outside face of the sidewalls, top slab, and bottom slab. Longitudinal
2
steel area is 0.06 in /ft.
Note that if reinforcing bars are used rather than welded wire fabric, the
required reinforcement must be increased by a factor of 65/60 = 1.08 to
account for the difference in yield strength. Also, crack control must be
rechecked.
Figure 12.5.7
Box Culvert Reinforcement
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-50
12.6 16'x12' This example illustrates the computation of live load to a precast box
Precast Concrete culvert with a 16 foot span under 1 foot of fill. The culvert has a top slab
Box Culvert Live thickness of 12 inches, bottom slab thickness of 11 inches and sidewall
Load Distribution thicknesses of 8 inches. For an example of all other loading calculations,
Example analysis, design, or detailing, see Article 12.5 of this manual.
A single loaded lane with the single lane multiple presence factor is
analyzed. Assuming traffic travels primarilly parallel to the span, the axle
loads are distributed to the top slab accordingly.
6 44 S 6 44 6 4 in
S an LT LLD 5 3 in
where:
AASHTO Article 4.6.2.10.4 states that the load distribution width shall not
exceed the length between the adjacent joints without a means of shear
transfer across the joint. Since this culvert has less than 2 feet of fill,
MnDOT requires a distribution slab. A distribution slab is considered to be
a means of shear transfer across the box culvert joints, so in this
example the load distribution width is not limited to the section length
and th full width of ’ an b us d
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-52
[3.6.1.1] A single HL-93 truck axle configuration produces a live load intensity of:
Pw P ( ) 6 ( )
wLL 5 klf
nflu n Ar a
4 Pw P ( ) 4 5 ( )
wLL 7 klf
nflu n Ar a
where:
[3.6.1.1.2] The design lane load is a 0.64 klf load uniformly distributed in the
[3.6.1.2.2] longitudinal direction and assumed to be distributed uniformly over ten
[3.6.1.2.3] feet in the transverse direction. The lane load is not subjected to a
[3.6.1.2.4] dynamic load allowance.
64
wLan 56 klf
5
The following figures illustrate the different live loads and how they are
applied to the box culvert with less than 2 feet of fill.
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-53
Figure 12.6.1
Live Load Distribution, Single HL-93 Truck and Tandem Axle Configurations
SEPTEMBER 2013 LRFD BRIDGE DESIGN 12-54
Figure 12.6.2
Live Load Distribution, HL-93 Lane Load
Figure 12.6.3
Live Load Distribution, Single HL-93 Tandem Applied to Top and Bottom Slabs
MAY 2006 LRFD BRIDGE DESIGN 13-1
13. RAILINGS Section 13 of the LRFD Specifications addresses the design of railings.
“Railings” is used as a generic term in the specifications. Railings include
traffic safety barriers as well as median barriers, bicycle, and pedestrian
railings.
13.1 Materials Reinforced concrete, steel, and timber are all used for railings. The
majority of traffic railings are reinforced concrete. Bridges with timber
decks on low volume secondary roads may have timber railings.
Pedestrian and bicycle railings are typically galvanized steel that has
been painted for aesthetics.
13.2 Design The design of newly constructed bridge railings must conform to the
Requirements requirements of Section 13 of the AASHTO LRFD Bridge Design
Specifications. This specification gives geometric and strength
requirements and also describes crash test levels. FHWA requires all
bridges carrying traffic on the National Highway System (NHS) to be
crash tested in accordance with NCHRP Report 350 Recommended
Procedures for the Safety Performance Evaluation of Highway Features.
There are six levels of service and testing depending on vehicle size and
speed. A list of crash tested railings is found on the following FHWA Web
sites:
• http://www.fhwa.dot.gov/bridge/bridgerail/
• http://safety.fhwa.dot.gov/roadway_dept/road_hardware/bridgerailings.htm
• http://safety.fhwa.dot.gov/roadway_dept/road_hardware/longbarriers.htm
MAY 2006 LRFD BRIDGE DESIGN 13-2
Crash testing has shown that during impact vehicles slide along the top of
the railing and parts of the vehicle, especially the boxes on trucks, extend
beyond the face of the railing a considerable distance. The envelope of
the vehicle encroachment beyond the face of railing is known as the zone
of intrusion. Attachments to bridge railings, such as architectural metal
railings or objects just behind the railing (such as light poles), must
address safety concerns presented by this encroachment, which include:
1) Snagging - which can cause the attachment or the vehicle hood to
penetrate the occupant compartment.
2) Spearing – objects, such as a horizontal railing member, penetrating
windshields and injuring occupants.
3) Debris falling onto traffic below.
these three classes are shown in Figure 13.2.2. Railing classes are
further defined in the following sections. Also, refer to Table 13.2.1 for
guidance on standard rail applications.
1
Figure 13.2.1
Intrusion Zones for TL-4 Barriers
1
Reproduced from Keller, Sicking, Faller, Polivka & Rhode, Guidelines for Attachments to Bridge
Rails and Median Barriers, (Midwest Roadside Safety Facility, February 26, 2003), page 24.
MAY 2006 LRFD BRIDGE DESIGN 13-4
Figure 13.2.2
TABLE 13.2.1: Standard Rail Applications
Concrete Barrier (Type F, TL-4) TL-4 All Traffic Only 2'-8" tall
5-397.114: Separate End Post w/o W.C.
5-397.115: Integral End Post w/o W.C.
5-397.116: Separate End Post w/ W.C.
5-397.117: Integral End Post w/ W.C.
Concrete Barrier (Type F, TL-5) TL-5 > 40 mph High Protection Area where 3'-6" tall
5-397.122: Integral End Post w/ W.C. Dc > 5° and Speed > 40 mph. (Gives added protection to
5-397.124: Integral End Post w/o W.C. motorists on high speed, high
curvature roadways. Modify
standard to remove sidewalk.)
Concrete Barrier (Type F, TL-5) w/ Sidewalk TL-5 All Between sidewalk and roadway 3'-6" tall
5-397.125: Integral End Post w/ W.C. where the shoulder is < 6'. (The additional height is to protect
5-397.126: Integral End Post w/o W.C. a bicycle rider from falling over the
railing into traffic.)
Concrete Barrier (Type F, TL-5) TL-5 All Bridges with designated bike path 4'-8" tall
5-397.128: Integral End Post w/ W.C. or where glare screen is required.
Traffic
5-397.129: Integral End Post w/o W.C
LRFD BRIDGE DESIGN
Solid Median Barrier (Type F, TL-4) TL-4 All Traffic Only 2'-8" tall
5-397.130: w/ W.C.
Split Median Barrier (Type F, TL-4) TL-4 All Bridges with a longitudinal joint 2'-8" tall
5-397.131: w/ W.C. between roadways. (Usually the (For stage construction, each half of
bridge is very wide or is to be barrier meets TL-4 standard.)
constructed in stages.)
Solid Median Barrier and Glare Screen (Type F, TL-4) TL-4 All Traffic Only 4'-8" tall
5-397.132: w/ W.C.
Split Median Barrier and Glare Screen (Type F, TL-4) TL-4 All Traffic Only 4'-8" tall
5-397.135: w/o W.C.
5-397.136: w/ W.C
Offset Split Median Barrier and Glare Screen (Type F, TL-4 All Use where roadways are at 4'-8" tall
TL-4) different elevations. (Usually on (Separation allows both sides to be
5-397.137: w/ W.C. superelevated bridges.) slipformed.)
13-5
TABLE 13.2.1: Standard Rail Applications (cont.)
Concrete Barrier (Type P-2, TL-4) and Structural TL-4 All Traffic Only, where an aesthetic 1'-3" metal railing on 1'-9" parapet
Tube Railing (Type T-1) railing is desired. (Designer must modify detail for
5-397.157: w/ Integral End Post separate end post or no W.C.)
Traffic
Concrete Barrier (Type P-4, TL-4) TL-4 All Traffic Only 2'-8" tall
5-397.173: Integral End Post w/ W.C.
Concrete Barrier (Type P-1, TL-2) and Wire Fence TL-2 ≤ 40 mph Highway bridges with walks. This 2'-4" parapet and 6' metal rail with
(Design W-1) rail is used on the outside edge of chain link fabric.
5-397.119: Integral End Post walk and meets bicycle and
5-397.120: Separate End Post protective screening requirements.
Concrete Barrier (Type P-1, TL-2) and Metal Railing TL-2 ≤ 40 mph Outside edge of walk on highway 2'-4" parapet with 2'-2" metal rail
for Bikeway (Type M-1) bridges with sidewalks where (Modify for separate end post.)
5-397.154: Integral End Post bicycle traffic on the walk is
expected and protective screening
is not required.
Structural Tube Railing (Design T-2) TL-4 All Attachment to Type F rail for use Top of metal railing 1'-10½" above
Combination
5-397.158 where significant bicycle traffic will top of 2'-8" Type F rail (Total height
be using roadway shoulder. of 4'-6"+ meets bicycle standard.)
8' Wire Fence for Pedestrian Walks Ped. & Yes Pedestrian bridges or sidewalks 8' tall chain link fence
5-397.205 Bike separated from roadways by a
Ped./Bicycle
traffic barrier.
NOTES:
• Crash testing levels refer to NCHRP Report 350. The structural tube traffic rail (Bridge Details Manual Part II, Fig. 5-397.157) and bicycle rail attachment
to Type F rail (Bridge Details Manual Part II, Fig. 5-397.158) were developed by Minnesota and crash tested through the pooled fund program.
Combination railings with the 2'-4" parapet have been judged to meet crash Test Level 2 (TL-2) by comparison to other crash tested vertical face railings.
• Railing heights are measured to the finished surface (top of wearing course).
• Information on current costs of these railings may be obtained from the Bridge Estimating Unit.
• Combination railings may also be used as bicycle/pedestrian railings. The 2'-4" parapet height permits a wider spacing of spindles (6" openings rather
than the 4" openings required up to 27" above the finished surface).
13-6
TABLE 13.2.2: Non-Standard Rail Applications
Cloquet Railing TL-2 ≤ 40 mph Outside edge of walk on highway 2'-2 3/4" metal rail on 2'-4" parapet
Bridge No. 09008 and 09009 bridges with sidewalks where (Sheet is metric.)
bicycle traffic on the walk is
expected and protective screening
is not required.
Concrete Barrier (Type P-3, TL-2) and Ornamental TL-2 ≤ 40 mph Highway bridges with walks. This 3'-9" metal rail on 2'-4" parapet
Metal Railing (Type M-2) rail is used on the outside edge of (Developed by City of Minneapolis
walk and meets bicycle and for use on bridges in their city.)
protective screening requirements.
St. Peter Railing TL-2 ≤ 40 mph Highway bridges with walks. This 4'-6" metal rail on 2'-4" parapet
Bridge No. 27R05 rail is used on the outside edge of (Bridge No. 23022 has a 2'-2"
walk and meets bicycle and height of metal rail for use where
protective screening requirements. protective screening is not needed.)
TH 100 Corridor Standard TL-2 ≤ 40 mph Highway bridges with walks. This 3'-9" metal rail on 2'-4" parapet
Bridge No. 27285 rail is used on the outside edge of
walk and meets bicycle and
Combination
protective screening requirements.
TH 212 Corridor Standard TL-2 ≤ 40 mph Highway bridges with walks. This 5'-8' to 9'-2" metal rail on 2'-4"
TH 610 Corridor Standard TL-2 ≤ 40 mph Highway bridges with walks. This 5'-51/2" metal rail on 2'-4" parapet
LRFD BRIDGE DESIGN
Ornamental Metal Railing Type DWG rail is used on the outside edge of (Sheet is metric.)
Bridge No. 27222 walk and meets bicycle and
protective screening requirements.
Victoria Street Railing TL-2 ≤ 40 mph Highway bridges with walks. This 5'-8" metal rail on 2'-4" parapet
Bridge No. 62823 rail is used on the outside edge of with chain link fabric
walk and meets bicycle and
protective screening requirements.
13-7
TABLE 13.2.2: Non-Standard Rail Applications (cont.)
Gooseberry Falls Suspended Walkway Rail Pedestrian bridges or sidewalks 3'-6" tall (Sheet is metric.)
Bridge No. 38010 Ped. N/A separated from roadways by a
traffic barrier.
St. Peter Rail Pedestrian bridges or sidewalks 4'-6" tall (Sheet is metric.)
Pedestrian/Bicycle
Ped. &
Bridge No. 40002 N/A separated from roadways by a
Bike
traffic barrier.
NOTES:
• Crash testing levels refer to NCHRP Report 350. Combination railings with the 2'-4" parapet have been judged to meet crash Test Level 2 (TL-2) by
comparison to other crash tested vertical face railings.
• Railing heights are measured to the finished surface (top of wearing course).
• Information on current costs of these railings may be obtained from the Bridge Estimating Unit.
• Combination railings may also be used as pedestrian/ bicycle railings. The 2'-4" parapet height permits a wider spacing of spindles (6" openings rather
than the 4", which is required in the lower 27").
LRFD BRIDGE DESIGN
13-8
MAY 2006 LRFD BRIDGE DESIGN 13-9
13.2.1 Traffic Traffic railings are designed to contain and safely redirect vehicles.
Railing Requirements based on speed are as follows.
1) High Speed Roadways with a Design Speed > 40 mph
Mn/DOT requires crash testing to Test Level 4 as the minimum
standard for these roadways. Test Level 4 is run with a small car and
a pickup truck at 60 mph and a single unit van truck impacting at 50
mph. This railing will normally be the 32" high Type F barrier (Bridge
Details Manual Part II, Figure 5-397.114-117). Where aesthetic
needs warrant, the tubular traffic railing (Bridge Details Manual Part
II, Figure 5-397.157) is an acceptable alternative that provides an
increased viewing opportunity to drivers crossing the bridge. It
consists of a structural tube and posts mounted to the top of a 1'-9"
high concrete base. Note, however, that the tubular traffic railing has
higher initial and maintenance costs than the Type F barrier. Consult
the Preliminary Bridge Unit for additional acceptable railings.
The zone of intrusion (see Section 13.2 for definition) shall be kept
free of rail attachments or other features unless they have been crash
tested or an analytical evaluation has shown them to be crash worthy.
Exceptions to this policy include noise walls and safety features such
as signs or lights. Note that light poles shall be located behind the
back of the barrier. When noise walls are attached, consider using a
higher Type F barrier to lessen the risk. The zone of intrusion for a
TL-4 railing is shown in Figure 13.2.1.
Normally these railings will be the same as used for higher speeds,
usually the Type F concrete barrier, but with the reduced level
required for crash testing more options are available. Consult the
Preliminary Bridge Unit for additional acceptable railings.
2
Reproduced from Keller, Sicking, Faller, Polivka & Rhode, Guidelines for Attachments to Bridge
Rails and Median Barriers, (Report dated February 26, 2003), pages 3 and 27.
3
Reproduced from Keller, Sicking, Faller, Polivka & Rhode, Guidelines for Attachments to Bridge
Rails and Median Barriers, (Report dated February 26, 2003), page 15 and 16. 9" offset at
40 mph judged acceptable based on 12" offset at 45 mph.
MAY 2006 LRFD BRIDGE DESIGN 13-11
13.2.2 Pedestrian/ Pedestrian or bicycle railings are generally located at the outside edge of
Bicycle Railing a bridge sidewalk and are designed to safely contain pedestrians or
bicyclists. AASHTO specifications require pedestrian railings to be at
least 3'-6" in height and bicycle railings to be at least 4'-6" in height.
The height is measured from the top of walkway to top of the highest
horizontal rail component.
13.2.3 Combination railings are dual purpose railings designed to contain both
Combination vehicles and pedestrians or bicycles. These railings are generally located
Railing at the outside edge of a bridge sidewalk. A raised sidewalk is used to
clearly define the walkway area and keep roadway drainage off the
walkway. The sidewalk curb offers some protection to pedestrians from
errant vehicles entering the walkway. There is no other barrier between
the roadway and the sidewalk. Combination railings are applicable for
design speeds of 40 mph and under. Mn/DOT requires crash testing to
Test Level 2 for these railings and the strength and geometrics
requirements for bicycle or pedestrian railings also apply.
barrier for added protection. Metal railings shall not be placed on top of a
traffic railing between a sidewalk and a roadway. Although metal railings
may somewhat increase protection for bicyclists, they are a risk hazard to
vehicles.
13.2.4 Strength of Barrier resistance values have been determined for the standard Mn/DOT
Standard Concrete concrete barriers and are shown in Table 13.2.4.1. They are based on
Barriers using both near and far face reinforcement as tension reinforcement.
These values can be used when analyzing deck overhangs to determine
reinforcement requirements. (See Section 9.2.4J for an overhang
reinforcement design example.)
TABLE 13.2.4.1: Resistance Values for Standard Concrete Barriers
Lc Rw Lc Rw
(ft) (kips) (ft) (kips)
5-397.129: Integral End Post w/o W.C. 9.2 133.6 14.0 131.4
13.2.5 Protective The addition of protective screening to bridge railings is a further Mn/DOT
Screening policy requirement. The practice of adding protective screening is
common nationwide in response to accidents and fatalities that have
occurred due to pedestrians throwing objects from overpasses onto
vehicles below.
The protective screening system will be, preferably, a chain link fence
system or a railing system. The height of the fence or railing shall be
8'-0" above the top of the sidewalk. For sites with special aesthetic
treatments involving ornamental railings a minimum height of 6'-0" will
be allowed. However, it should be recognized that the lower railing
height provides a reduced level of protection. The protective screening
system shall not allow objects 6" or greater in diameter to pass through
the fence or railing.
Railings are included with other aesthetic costs of the bridge. Mn/DOT
participation is limited to 5%, 7% or 15% of the cost of a basic bridge,
depending on the aesthetic level of the bridge.
13.3 Design Two design examples follow. The first illustrates the design procedures
Examples associated with a conventional Type F barrier. The second design
example illustrates the steps undertaken for the design of adhesive
anchors to support a metal railing.
MAY 2006 LRFD BRIDGE DESIGN 13-17
13.3.1 Type F This example illustrates a design check of the vertical reinforcing steel
Barrier Design that ties a standard Mn/DOT Type F barrier to a concrete deck. The
Example geometry of the barrier and the reinforcing bar sizes and types are
illustrated in Bridge Details Part II Fig. 5-397.117. The configuration of
the horizontal reinforcing bars in the railing is assumed fixed. The
spacing of the vertical reinforcing steel is checked to ensure adequate
capacity is provided. The design check uses the method described in
LRFD Article A13.3.1.
A. Design Forces Mn/DOT’s Type F barrier satisfies the geometric height constraint of a
and Dimensions TL-4 barrier and has satisfactorily passed crash testing to such a level.
The design forces and dimensional limits for a TL-4 barrier presented in
[13.7.3.2] LRFD Table A13.2-1 are repeated below.
Ft Transverse (kip) 54
FL Longitudinal (kip) 18
FV Vertical/Down (kip) 18
L t and LL (ft) 3.5
L V (ft) 18
He Minimum Height of Horizontal Loads (in) 32
H Minimum Height of Rail (in) 32
The design is based on yield line analysis methods and has three
variables:
• Mb – the flexural capacity of the cap beam (if present)
• Mw – the flexural capacity of the railing about its vertical axis
• Mc – the flexural capacity of the railing about a horizontal axis
Figure 13.3.1.1
Yield Line Analysis for Interior Region
Figure 13.3.1.2
Yield Line Analysis for End Region
MAY 2006 LRFD BRIDGE DESIGN 13-19
Figure 13.3.1.3 contains a rail elevation detail that identifies the location
of interior and end regions. The length of end regions and interior
regions is dependent on the relative flexural capacities of the railing ( Mw
and Mc ). The design example uses L ce to represent the length of end
regions and L ci to represent the length of interior yield line mechanisms.
Holding Mw constant, rail sections with larger Mc resistances have
shorter and steeper yield line mechanisms.
B. Barrier Flexural Three section details of a Type F barrier are presented in Figure 13.3.1.4.
Resistance The top section presents typical reinforcement and geometry. The
horizontal reinforcement consists of eight #13 bars. Two #16 bars are
used for the vertical reinforcement. The R1601E bar is anchored in the
deck and projects 10" into the rail. The R1602E bar is a closed stirrup
that laps the R1601E bar.
[CA13.3.1] The bottom detail in Figure 13.3.1.4 identifies the “d” dimension of the
vertical reinforcement at different locations. These values are averaged
to compute Mc .
Determine Mb
The Type F barrier has no additional beam section at its top.
Consequently, the Mb term is equal to zero in the rail resistance
computations.
Determine Mw
Using the center detail of Figure 13.3.1.4 the flexural capacity about a
vertical axis is computed. Bars 1, 3, 5, and 7 are assumed effective for
yield lines that produce tension on the inside face of the rail. Bars 2, 4,
6, and 8 are assumed effective for the case where the yield line has
tension on the outside face of the rail.
APRIL 2005 LRFD BRIDGE DESIGN 13-20
Figure 13.3.1.3
MAY 2006 LRFD BRIDGE DESIGN 13-21
Figure 13.3.1.4
MAY 2006 LRFD BRIDGE DESIGN 13-22
⎛ a⎞
ϕ Mn = ϕ A s fy ⎜ d − ⎟
⎝ 2⎠
ϕ = 1.0 (for Extreme Event Limit State)
A s = 0.20 in2
fy = 60 ksi
A stotal ⋅ fy 4 ⋅ 0.20 ⋅ 60
a = c β1 = = = 0.42 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4.0 ⋅ 34
a 0.42
= = 0.21 in
2 2
⎛ ϕ M ⎞ ⎛ 438.8 / 12 ⎞
M =⎜ ni ⎟ =
⎜ ⎟ = 12.92 kip - ft/ft
wi ⎜ H ⎟ ⎝ 2.83 ⎠
⎝ ⎠
⎛ ϕ Mno ⎞ ⎛ 515.6 / 12 ⎞
Mwo = ⎜ ⎟=⎜ ⎟ = 15.18 kip - ft/ft
⎜ H ⎟ ⎝ 2.83 ⎠
⎝ ⎠
For interior rail regions there is one outside tension yield line and two
inside tension yield lines. Compute the average Mw :
Figure 13.3.1.5
Similar to the interior region, the lever arm is found by subtracting off
one half of the depth of the flexural compression block.
⎛ a⎞
ϕ Mn = ϕ A s fy ⎜ d − ⎟
⎝ 2 ⎠
ϕ = 1.0 (for Extreme Event Limit State)
A s = 0.20 in2
fy = 60 ksi
A stotal ⋅ fy 0.62 ⋅ 60
a = c β1 = = = 0.32 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4.0 ⋅ 34
a 0.32
= = 0.16 in
2 2
MAY 2006 LRFD BRIDGE DESIGN 13-24
Capacities ϕ Mn for the end region are listed in the following table.
ϕ Mn for
Bar Developed Lever Arm
Embedded Inside Face
BAR Fraction Bar Area d (in) a
Length (in) d− (in) Tension (k-
Developed A s (in ) 2
in)
2
Mw is found by averaging the capacity of the rail over the height of the
rail.
⎛ ϕ Mn ⎞ ⎛ 327.5 / 12 ⎞
Mwend = ⎜ ⎟=⎜ ⎟ = 9.6 kip-ft/ft
⎝ H ⎠ ⎝ 2.83 ⎠
Determine Mc
The Type F barrier does not have a uniform thickness. Consequently the
“d” dimension of the vertical reinforcement varies with the vertical
location in the rail. Averaged “d” dimensions are used to compute Mc
separately for the top and bottom sections. Then a weighted average of
the two sections is taken to determine Mc for the entire rail section.
Using “d” dimensions labeled in the bottom detail of Figure 13.3.1.4, the
average “d” dimensions can be found.
Top 7.97
9.24
Mid Top 10.50
Mid Bottom 11.02
12.64
Bottom 14.25
A stop ⋅ fy 0.31 ⋅ 60
atop = c β1 = = = 0.46 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4.0 ⋅ 12.0
MAY 2006 LRFD BRIDGE DESIGN 13-25
⎛ atop ⎞
Mctop = ϕ Mn = ϕ A stop fy ⎜⎜ dtop − ⎟ = 1.0 (0.31)(60) ⋅ ⎛⎜ 9.24 − 0.46 ⎞⎟ ⋅ ⎛⎜ 1 ⎞⎟
⎝ 2 ⎟⎠ ⎝ 2 ⎠ ⎝ 12 ⎠
= 14.0 kip-ft/ft
For the bottom portion, the R1601E bars are not fully developed at the
rail/deck interface. Determine bar development fraction:
For a straight #16 bar, the basic development length l db is:
Using modification factors for epoxy coating (1.2) and bar spacing > 6"
with > 3" cover (0.8), the straight bar development length is:
l db = 1.2 (0.8)(1500 ) = 14.40 in
Using modification factors for epoxy coating (1.2) and cover (0.7), the
hooked bar development length is:
l dh = 1.2 (0.7)(11.88) = 9.98 in
5.18 + 4.42
Fdev = = 0.67
14.40
The required extension beyond the 90° bend for a standard hook (A or G
dimension) is 10" for a #16 bar. The R1601E bar has an extension of
18". Because of this extra extension and the fact that the 18" extension
will have to pull through the top mat of reinforcement in order for the bar
to fail, assume a higher development fraction Fdev = 0.75 .
MAY 2006 LRFD BRIDGE DESIGN 13-26
⎛ a ⎞
Mcbot = ϕ Mn = ϕ A sbot fy ⎜⎜ dbot − bot ⎟⎟
⎝ 2 ⎠
⎛ 0.34 ⎞ ⎛ 1 ⎞
= 1.0 (0.23)(60) ⎜12.64 − ⎟⎜ ⎟ = 14.3 kip-ft/ft
⎝ 2 ⎠ ⎝ 12 ⎠
A stop ⋅ fy 0.62 ⋅ 60
atop = c β1 = = = 0.91 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4 ⋅ 12
⎛ atop ⎞
Mctop = ϕ Mn = ϕ A stop fy ⋅ ⎜⎜ dtop − ⎟ = 1.0 (0.62)(60) ⋅ ⎛⎜ 9.24 − 0.91 ⎞⎟ ⎛⎜ 1 ⎞⎟
⎝ 2 ⎟⎠ ⎝ 2 ⎠ ⎝ 12 ⎠
= 27.2 kip-ft/ft
A sbot ⋅ fy 0.47 ⋅ 60
abot = c β1 = = = 0.69 in
0.85 ⋅ fc′ ⋅ b 0.85 ⋅ 4 ⋅ 12
⎛ a ⎞ ⎛ 0.69 ⎞ ⎛ 1 ⎞
Mcbot = ϕ Mn = ϕ Asbot fy ⋅ ⎜⎜ dbot − bot ⎟⎟ = 1.0 (0.47)(60) ⋅ ⎜12.64 − ⎟⎜ ⎟
⎝ 2 ⎠ ⎝ 2 ⎠ ⎝ 12 ⎠
= 28.9 kip-ft/ft
C. Flexural With Mw and Mc computed for an interior and end region, the resistance
Capacity Check of the railing can be computed with the equations in LRFD Article
A13.3.1.
⎡ 8 ⋅ H ⋅ (Mbint + Mwint ⋅ H) ⎤
2
Lt ⎛L ⎞
[Eqn A13.3.1-1] L ci = + ⎜⎜ t ⎟⎟ + ⎢ ⎥ = 9.8 ft
2 ⎝2 ⎠ ⎣ Mcint ⎦
⎛ 2 ⎞ ⎛⎜ M ⋅L 2 ⎞
[Eqn A13.3.1-2] R wi = ⎜⎜ ⎟ 8 ⋅ Mbint + 8 ⋅ Mwint ⋅ H + cint ci ⎟ = 98.0 kips
2 L ⎟⎜ ⎟
⎝ ⋅ ci − L t ⎠⎝ H
⎠
which, is greater than the 54 kip extreme event design load.
2
L ⎛L ⎞ ⎛M + Mwend ⋅ H ⎞
Eqn A13.3.1-4 L ce = t + ⎜⎜ t ⎟⎟ + H ⋅ ⎜⎜ bend ⎟ = 4.2 ft
⎟
2 ⎝2 ⎠ ⎝ Mcend ⎠
⎛ 2 ⎞ ⎛⎜ M ⋅L 2 ⎞
[Eqn A13.3.1-3] R we = ⎜⎜ ⎟ Mbend + Mwend ⋅ H + cend ce ⎟ = 81.8 kips
⎟⎜ ⎟
⎝ 2 ⋅ L ce − L t ⎠⎝ H
⎠
which, is also greater than the required load capacity of 54 kips.
D. Shear Capacity Use shear friction methods to evaluate the shear capacity of the joint
Check between the deck and railing. Assume that Ft and FL occur
simultaneously.
[5.8.4] The basic shear capacity equation for a section using shear friction is:
ϕ Vn = ϕ ⋅ [c ⋅ A cv + μ (A vf ⋅ fy + Pc )]
MAY 2006 LRFD BRIDGE DESIGN 13-28
Substitute Vres for ϕ Vn rearranging the remaining terms, and solve for
the required area of reinforcement:
⎛ v ⎞ ⎛ 56.9 ⎞
A =⎜ res ⎟=⎜ ⎟ = 1.58 in2
vfreq ⎜ϕ ⋅μ⋅ f ⎟ ⎝ 1.0 ⋅ 0.60 ⋅ 60 ⎠
⎝ v y ⎠
Check the interior region first. Assuming the #16 bars are at the
maximum spacing of 12" and the L ci dimension is 9.9 feet, 10 bars will
be provided.
At the end region, nine #16 bars are provided in the end 4.2 feet ( L ce ).
Both interior and end regions have adequate shear capacity at the deck
railing interface.
E. Summary When checked in accordance with the procedure shown within this
example, the capacity of the end regions adjacent to the expansion joint
and deflection joints did not meet the required 54 kip load capacity.
Because the neutral axis is located very close to the outside face of the
rail for determination of both Mw and Mc , all of the regions were
reanalyzed to take advantage of the additional capacity provided by the
outside face reinforcement. Therefore, in the second analysis, both the
inside face rail reinforcement and the outside face rail reinforcement were
included in the determination of the rail capacity. The revised values for
the F-rail are:
Interior Region:
With wearing course Without wearing course
L = 10.2 ft L = 9.9 ft
ci ci
R = 122.9 kip R = 124.1 kip
wi wi
End Region:
With wearing course Without wearing course
L ce = 4.6 ft L ce = 4.6 ft
Figure 13.3.1.6
MAY 2008 LRFD BRIDGE DESIGN 13-31
13.3.2 Adhesive The objective of this example is to design adhesive anchors (as an
Anchor Design alternate to the cast-in-place anchorage) to secure a metal railing atop a
Example concrete barrier. The railing under consideration is Mn/DOT 5-397.154
“Metal Railing for Bikeways (Type M-1) and Concrete Parapet (Type P-1)
(with Integral End Post)”. The standard anchorage elements beneath
each vertical post are four cast-in-place 5/8" x 8" anchor bolts. All steel
components for the railing have a yield strength of 36 ksi. The concrete
used for the parapet has a design compressive strength of 4 ksi.
Figure 13.3.2.1
MAY 2006 LRFD BRIDGE DESIGN 13-32
Figure 13.3.2.1 presents the typical railpost detail for the railing. The
maximum distance L between railposts is 10'-0".
A. Design Loads Section 13 of the LRFD Specifications covers bridge railings. Article
13.8.2 lists the loads to consider for the design of rail elements and posts
for pedestrian and bicycle railings. Design railposts to resist
concentrated design live load P LL applied at the height of the top rail
element.
[Eqn 13.8.2-1] P LL = 0.20 + 0.050 ⋅ L = 0.20 + 0.050 ⋅ 10 = 0.70 kips
[Table 3.4.1-1] Using a load factor of 1.75 for live load results in a design horizontal
force of:
Hu = 1.75 ⋅ P LL = 1.75 ⋅ 0.70 = 1.23 kips
Per Figure 13.3.2.1, the lever arm from top rail to top of concrete is
2.17 feet. The design moment at the bottom of the base plate is:
Mupost = Hu ⋅ d = (1.23) ⋅ (2.17) = 2.66 k-ft = 31.9 kip-in
B. Railpost Design Begin by checking the railpost. It must have adequate capacity to resist
Check the design moment. By inspection, the rail elements provide adequate
bracing to develop the yield moment of the section. Therefore, the
capacity is:
[6.12.2.2.4b] Mn = My = Fy ⋅ S
The railpost is a 1/2" x 4" plate loaded about its strong axis.
b ⋅ d2 0.5 ⋅ 42
Spost = = = 1.33 in 3
6 6
MAY 2006 LRFD BRIDGE DESIGN 13-33
C. Base Plate A plan view of the base plate is shown in Figure 13.3.2.2. Assume that
Design Check the critical section occurs at the face of the vertical post (1" from the
edge of the plate on the compression side).
Figure 13.3.2.2
The resisting moment at the face of the column is the capacity of the
plate minus two anchor bolt holes.
Splate =
(bplate − 2 ⋅ dhole ) ⋅ tplate2
=
(7 − 2 ⋅ 0.9375) ⋅ 0.52 = 0.214 in 3
6 6
Mu 31.9
Tu = = = 3.99 kips/anchor
arm ⋅ N (4.0) ⋅ 2
E. Anchor Rod The anchor rods are assumed to have sufficient embedment to develop
Shear Capacity their shear capacity.
[6.5.4.2] Since Fy of the Type A anchor rods is equal to Fy for A307 bolts, use
φ s = 0.65 .
Each anchor rod will be subject to one shear plane. Assume that threads
are included in the shear plane. The area A b of one 5/8" diameter anchor
rod is 0.31 in 2 . Then,
[6.13.2.7] R n = 0.38 ⋅ A b ⋅ Fub ⋅ Ns = 0.38 ⋅ 0.31 ⋅ 58 ⋅ 1 = 6.83 kips
F. Concrete Shear The concrete shear capacity is a function of geometry and compressive
Capacity strength. Assume the two anchors on the compression side of the base
plate connection are the critical shear anchors. For calculation of shear
capacity, consider “end effects”, “edge effects”, and “group effects”. For
this example, end effects need to be considered near the expansion joint
and deflection joints in the parapet. Consider group effects based on the
distances between anchors in a group. Widely spaced anchors function
as individual anchors, while more closely spaced anchors have a reduced
capacity.
MAY 2006 LRFD BRIDGE DESIGN 13-35
For shear, the end effects, edge effects, and group effects are
incorporated in the calculation for the concrete area effective in resisting
shear. See Figure 13.3.2.3.
Per Mn/DOT policy the center of a railpost can be no closer than 12" to a
deflection joint or an expansion joint end of the parapet. The anchors are
located 2.25 inches away from the center of the railpost. Consequently,
the end distance is dend = 12 − 2.25 = 9.75 in.
[Klingner] The anchor rod edge distance c1 = 4 in. The influence distance for shear
is:
1.5 ⋅ c1 = 1.5 ⋅ 4.0 = 6.0 in < 9.75 in
Figure 13.3.2.3
Two Anchor Shear Interface Area
(From Klingner)
⎛ s ⎞ ⎛ 4.5 ⎞
θ = 2 ⋅ acos ⎜⎜ 1 ⎟⎟ = 2 ⋅ acos ⎜ ⎟ = 111.5°
⎝ 2 ⋅ c1 ⎠ ⎝2 ⋅ 4⎠
⎡ θ ⎤
⎢ π⋅
A v = ⎢π − 2 + sin(θ)⎥ ⋅ c 2 = 49.6 in2
⎥ 1
⎢ 180 ⎥
⎣⎢ ⎦⎥
MAY 2006 LRFD BRIDGE DESIGN 13-36
4 ⋅ 4000
[Klingner] Vc _ interface = 4 ⋅ fc′ = = 0.253 ksi
1000
Vc2 12.54
Vc1 = = = 6.27 kips
2 2
[Klingner] Because the shear demand is less than 20% of the shear capacity, ignore
the interaction effects between shear and tension.
G. Anchor Rod Determine the capacity of the anchor rods. Begin by checking if
Tension Capacity interaction effects need to be considered.
Pu 0.31
[6.13.2.11] = = 0.045 ≤ 0.33
Rn 6.83
H. Resistance In the past, adhesive anchors were designed with allowable stress
Factor for Adhesive methods. A typical factor-of-safety (FS) was 4. A similar safety or
Anchor Pullout reliability level will be used for LRFD designs. The load factor for live
loads is 1.75. Choose a resistance factor that when combined with the
load factor for live load will produce a factor near 4.
γ LL γ 1.75
If FS = , then φ a = u = Use φ a = 0.45
φa FS 4
MAY 2006 LRFD BRIDGE DESIGN 13-37
I. Pullout Capacity According to research referenced by Klingner, the best model for tensile
of Adhesive Anchor behavior of adhesive anchors is a simple bond model that assumes a
uniform bond stress over the length of the anchor. Taking into account
end effects, edge effects, and group effects, the factored tensile
resistance φ a Tna is:
φ a ⋅ Tna = φ a ⋅ Tn0 ⋅ ψ c ⋅ ψ e ⋅ ψ g
Group Effect
The reduction in capacity due to group effects is a ratio of the sum of
influence areas for single anchors to that of the group. It is dependent
on the depth of embedment and the spacing between anchors. The
minimum embedment length he min for an adhesive anchor is 6 ⋅ danchor :
hemin = 6 ⋅ danchor = 6 ⋅ 0.625 = 3.75 in
MAY 2006 LRFD BRIDGE DESIGN 13-38
[Klingner] The critical spacing between anchors, s o , where group effects disappear
is:
s o = 1.75 ⋅ he = 7.0 in
The actual spacing between anchors ( s1 dimension) is 4.5 inches.
Therefore, use a group effect reduction in capacity.
Figure 13.3.2.4 shows the influence area for anchors with an embedment
of 4".
The influence area of two anchors with s1 equal to 4.5 inches is:
A n2 = s0 ⋅ (s 0 + s1 ) = 7.0 ⋅ (7.0 + 4.5) = 80.5 in 2
A n2 80.5
ψg = = = 0.84
2 ⋅ A0 2 ⋅ 48
MAY 2006 LRFD BRIDGE DESIGN 13-39
Figure 13.3.2.4
⎛ 12.3 ⎞
=⎜ ⎟ + 0.5 = 3.63
⎝ 2 ⋅ π ⋅ 0.625 ⎠
At the job site, anchors are subjected to a proof load test. The proof load
will be the smaller of:
A limit based on yielding the steel rod:
2 2 2
⋅ (A b ⋅ Fy ) = ⋅ (0.31 ⋅ 36 ) = ⋅ (11.16 ) = 7.4 kips
3 3 3
J. Summary An adhesive anchor detail with the following properties has adequate
capacity to support the Type M-1 railing: The anchor rods shall be 5/8"
diameter, Mn/DOT 3385 Type A anchor rods with a 4" minimum
embedment. The adhesive shall have a minimum ultimate pull-out
strength of 12.3 kips. The proof load for field testing shall be 6.2 kips.
K. Adhesive The design of adhesive anchors for traffic rails is different than the design
Anchor Design for of adhesive anchors for pedestrian rails shown above. A traffic rail
Traffic Rails requires reinforcement or anchor rods to withstand a vehicle crash load
under the Extreme Event II limit state. For a metal rail on parapet
system or a concrete barrier where the design is based on successful
crash testing along with a yield line analysis, design the adhesive to
develop the strength of the reinforcement bar or anchor rod.
The Extreme Event II limit state has a load factor of 1.0 for the vehicle
crash load. Using the procedure in Article 13.3.2H of this manual to
determine a resistance factor results in the following:
γ 1.0
φ a = CT = = 0.25 (This value seems very low.)
FS 4
Then,
γ CT 1.0
φ = = = 0.60 (Use φa = 0.60 for traffic rail only.)
a FS 1.66
A rail reconstruction project requires the use of #16 bars @ 12" spacing
to anchor a new F-rail to an existing deck with adhesive anchors.
Tu = A s ⋅ Fy = 0.31 ⋅ 60 = 18.6 kips
φ a ⋅ Tna = φ a ⋅ Tn0 ⋅ ψ c ⋅ ψ e ⋅ ψ g ≥ Tu
⎛ 31.0 ⎞
=⎜ ⎟ + 0.5 = 6.82 in Say 7" min. embedment
⎝ 2 .5 ⋅ π ⋅ 0 .625 ⎠
MAY 2006 LRFD BRIDGE DESIGN 13-42
14. JOINTS AND Expansion joints and bearings provide mechanisms to accommodate
BEARINGS movements of bridges without generating excessive internal forces. This
section provides guidance on joint and bearing selection and the
movement and loads that must be used in their designs.
14.1 Bridge To determine movements for bearings and joints, the point of fixity must
Movements and be established for the bridge or bridge segment. The point of fixity is the
Fixity neutral point on the bridge that does not move horizontally as the bridge
experiences temperature changes. Use the following guidance
concerning bridge fixity:
1) For single span structures, fix the bearings at the low end of the
bridge.
2) For typical two-span structures, fix the bearings at the pier. For
bridges with tall or flexible piers that are located on slopes, the
superstructure may tend to move toward the downhill end, causing
maintenance problems at the uphill end due to a wider joint than
anticipated. For these bridges, consider providing fixed bearings at
the downhill abutment.
3) For structures with three or more spans, investigate the longitudinal
stiffness of the bridge. The longitudinal stiffness is a function of the
interaction between pier stiffnesses, bearing types and joint locations.
Consider the following:
a) The number and location of expansion joints is determined based
on a maximum joint opening of 4 inches at the ends of the bridge.
When joint openings exceed 4 inches, two options are available:
i) The preferred option is to provide additional joints at the piers
to split the superstructure into segments.
ii) Provide modular expansion joints at bridge ends only.
b) For each bridge or bridge segment, provide fixed bearings at a
minimum of two piers to provide increased resistance to
longitudinal movements.
c) Provide fixed bearings at all tall pier locations. Tall or flexible
piers deflect prior to mobilizing the translational capacity of the
bearing.
d) Bridges with tall or flexible piers that are located on slopes may
tend to move toward the downhill end, causing maintenance
problems at the uphill end due to a wider joint than anticipated.
For these bridges, consider providing fixed bearings at the
downhill abutment.
e) A combination of fixed, expansion, guided, and limited expansion
bearings can be provided at the piers to accommodate the
movements for the bridge or bridge segments.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-2
14.2 Expansion Minnesota bridges with parapet type abutments typically have strip seal
Joints [14.5.3.2] expansion joints at the abutments to isolate superstructure movements
from the abutments. When the maximum joint openings at the
abutments exceed 4 inches additional joints are needed at piers or
modular joints are required at the abutments.
14.2.1 Thermal Design joint openings for movements associated with a temperature
Movements range of 150F (-30F to 120F). For strip seal expansion joints on typical
[Table 3.4.1-1] bridges, use a load factor for movement of 1.0. (Note that this value
differs from the LRFD Specification based on past performance of joints in
Minnesota.) For strip seal expansion joints on non-typical bridges and for
all modular expansion joints, use a load factor for movement of 1.2 per
LRFD Article 3.4.1. See BDM Article 3.10.1 for the definition of typical
and non-typical bridges.
14.2.2 Strip Seal For movements of up to 4 inches, use strip seal expansion devices.
Expansion Joints Design joints to have a minimum opening of 1/2 inch between the steel
elements (extrusions) of the joint.
The standard strip seal device is a Type 4.0, which has a movement
capacity of 4 inches. Bridges on a horizontal curve or with a skew over
30 must accommodate “racking” or transverse movements as well. For
these situations use a Type 5.0 strip seal (5 inch capacity). Type 5.0
strip seals can also be used on pedestrian bridges.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-3
14.2.3 Modular When dividing a bridge into segments will not reduce the joint movement
Expansion Joints to less than 4 inches, use modular expansion joints. Provide a joint
setting schedule with modular joints that lists the opening the joint
should have at different construction temperatures. Show joint openings
for a temperature range from 45F to 90F in 15F increments.
14.2.4 Expansion Show the elevation at the top of the extrusion at crown break points,
Joint Detailing gutter lines, and the start and end of curved sections. Dimension the
lengths for straight and curved portions of the expansion joint.
For skews up to 20, detail expansion joint as straight from edge of deck
to edge of deck. See Figure 14.2.4.1.
For skews greater than 20 and up to 50, detail expansion joint opening
as straight between the top inside edge of barriers. Kink the joint
opening at top inside edge of barriers so it is normal with outside edge of
deck. See Figure 14.2.4.1.
For skews greater than 50, curve the expansion joint ends. Use a 2'-0"
radius for new bridges. A minimum radius of 1'-6" is allowed on bridge
rehabilitation/reconstruction projects. Terminate the curved section
6 inches from gutter line. See Figure 14.2.4.1.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-4
Use bend-up details for all bridges with curbs or barriers. For bridges
with skewed joints, verify that the bend-up details in the barrier do not
project out of the front face of the barrier.
Use snowplow protection for expansion joint devices (Bridge Details Part
II Fig. 5-397.628) when joints are skewed greater than 15 and less than
50.
Figure 14.2.4.1
Expansion Joint Details
14.3 Bearings The purpose of a bridge bearing is to transmit loads from the
superstructure to the substructure while facilitating translation and
rotation. Four types of bearings are typically used:
1) Expansion Bearing:
Transfers vertical load
Allows lateral movement in two directions
Allows longitudinal rotation
2) Guided Expansion Bearing:
Transfers vertical load and lateral load in one direction
Allows lateral movement in one direction
Allows longitudinal rotation
3) Limited Expansion Bearing:
Transfers vertical load and lateral load
Allows limited lateral movement in one direction
Allows longitudinal rotation
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-5
4) Fixed Bearing:
Transfers vertical load and lateral load
Resists lateral movement
Allows longitudinal rotation
14.3.1 Loads and Design bearings for movements associated with a temperature range of
Movements 150F (-30F to 120F) and a base construction temperature of 45F.
Design elastomeric bearings for service loads and without Dynamic Load
Allowance (IM).
[14.6.1] Uplift at bearings is not permitted. Check bearings for uplift using the
Strength I load combination with the minimum load factor for dead load.
14.3.2 Bearing Identify the type of bearing used at each support location on the
Details superstructure framing plan.
Check the dimensions of the bearing. Check that bearings have adequate
clearance to other bearings (pier locations), are consistent with the beam
end details (pier and abutment locations), and have adequate clearance
to vertical faces of supporting elements. For fixed bearings, provide a
minimum of 1 inch clear from the face of the bearing seat to the bearing
pad or masonry plate. For expansion bearings, increase this minimum
dimension to 3 inches.
Locate bearing anchor rods to permit field drilling of holes and provide
2 inch minimum clearance to reinforcement in bridge seat.
The service life of bearings is less than the anticipated service life of a
bridge. To simplify future maintenance operations and potential
replacement, provide adequate clearance for the installation of jacks (at
least 6 inches) and also provide a jacking load path. The load path may
involve properly designed and detailed diaphragms or a suitable
superstructure element.
For bridge bearings that have a masonry plate (e.g. - new disc bearings
or existing lubricated bronze plate bearings being replaced in kind),
include a 1/8 inch 60 durometer plain elastomeric pad between the
bridge seat and new masonry plate to provide proper load distribution.
14.3.3 Elastomeric Use of elastomeric bearings is preferred over other types of bearings.
Bearings Fixed and expansion elastomeric bearing types are used most frequently.
Note that the use of plain elastomeric pads is currently limited per Memo
to Designers (2012-01) due to issues of excessive pad deformation. For
all fixed curved plate bearing assemblies (Details B310 and B354), plain
elastomeric bearing pads are replaced with cotton-duck bearing pads of
the same size as required for a plain pad. However, the guidance
regarding plain elastomeric pads within this article has been retained
until a final policy decision is made regarding their use.
14.3.3.1 Design Use the tables found in Article 14.7 of this manual whenever possible for
consistency and economy among bearing designs.
Except for special designs, use steel with a yield strength Fy equal to
36 ksi for all bearing assembly plates.
For MnDOT bridges with curved plate bearings, rotations need not be
considered in the design.
14.3.3.1.1 Size and Although not an AASHTO requirement, MnDOT has historically used the
Stability following limits for the shape factor, S, for plain pads and internal
laminates of steel reinforced pads with good success:
5.0 S 10.0
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-8
For fixed bearings, use 1/2 inch or 3/4 inch thickness plain pads. For
expansion bearings, use 3/8 inch, 1/2 inch, or 3/4 inch thickness internal
laminates with 1/8 inch thick steel reinforcing plates and 1/4 thick cover
layers.
B 2.5 A
[14.7.6.3.6] Additionally, the total elastomer thickness for the bearing ( hrt ) must be
no more than 1/3 of the bearing pad length and width:
A B
hrt and
3 3
14.3.3.2 Fixed Design fixed elastomeric bearings for a maximum compressive stress of
Bearings 0.880 ksi. This includes a 10% increase for fixity.
[14.7.6.3.2]
Provide transverse fixity for 2/3 of beams at fixed piers or fixed
abutments for widths along skew greater than 70'-0".
14.3.3.3.1 LRFD Article C14.8.3.1 states that bearings should be anchored securely
Minimum to the support to prevent their moving out of place. It further states that
Compressive Load elastomeric bearings may be left without anchorage provided adequate
[C14.8.3.1] friction is available and that a design coefficient of friction equal to 0.20
may be assumed between elastomer and concrete or steel. The minimum
horizontal resistance to slippage of the bearing is:
Hbres = 0.20 · Pmin
The factored horizontal shear force Hbu generated in the bearing due to
temperature movement is:
[14.6.3.1] u
Hbu G A pad
hrt
Equating Hbres and Hbu and solving for the minimum compressive load,
Pmin results in:
u
Pmin 5 G A pad
hrt
For the minimum compressive load check, use the maximum shear
modulus value (0.200 ksi). For calculation of ∆u, LRFD Article 3.4.1
specifies a load factor of 1.2. However, based on past performance of
bearings, use a load factor of 1.0 with half the design temperature range
(75F) to calculate ∆u.
If the check is not satisfied, revise the number and/or thickness of the
laminates as needed. If the requirement still cannot be met, the
standard curved plate expansion bearing assemblies (B311 and B355)
contain a 3/8” x 3/8” bar welded to the bearing plate. This can be
considered as a mechanism that secures the pads.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-10
14.3.4 Disc Use disc bearings where the loads are too high or the movements and
Bearings rotations are too large to be readily accommodated with elastomeric
bearings.
Guided expansion disc bearings allow for free movement in one direction
and provide rotational capacity. However, movement perpendicular to
the free movement direction is restrained. For curved bridges, assume
the free movement direction to be along a chord connecting the ends of
the beam. Guide bars must resist a minimum of 15% of the vertical
service limit state load applied to the bearing.
Steel Bearings
This type of bearing does not contain elastomeric components to
accommodate horizontal movement. Rather, horizontal movement takes
place at the interface of a machined masonry plate and a lubricated
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-11
bronze plate. Bridge Details Part I B351, B352, and B353 detail fixed,
expansion, and guided expansion steel bearings respectively. They have
all been archived, but can be retrieved if necessary for a repair plan.
Note that these bearings are used for bridge repair projects only and are
not for new construction.
Thickness
Use the LRFD design method for determining the curved plate thickness.
Although AASHTO LRFD allows the nominal flexural resistance of a
section to be taken as the plastic moment of a section, MnDOT limits the
nominal flexural resistance to the yield moment. For steel elements in
[6.5.4.2] flexure use a resistance factor, f , equal to 1.0.
The all-around weld, together with the friction between plates, causes the
curved plate and bearing plate to act compositely. Therefore, the
thickness for design can be considered to include the curved plate
thickness plus the bearing plate thickness. The minimum thickness for
curved plates is 11/4 inches. When greater thickness is required, increase
plate thickness in 1/4 inch increments.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-12
Length
The minimum length (G) for the curved plate is 41/2 inches. The next
permitted length is 6 inches, after which the length may be increased by
increments of 2 inches up to a maximum of 12 inches. If, when
designing the bearing plate, the required bearing plate thickness exceeds
2 inches, increase the length of the curved plate to reduce the length of
the cantilever for the bearing plate design. Increase the curved plate
length until the required bearing plate thickness alone and the required
plate thickness for the curved plate based on composite design are
approximately equal.
Radius
The radius of curved plates is to be no less than 16 inches. Check
contact stresses to make sure that an adequate radius is provided.
Based on past satisfactory performance of curved plate bearing
[14.7.1.4] assemblies, use LRFD Equations C14.7.1.4-1 and C14.7.1.4-2 for
determination of curved plate radius. If the resulting radius exceeds
24 inches, a special design must be completed using LRFD Equation
14.7.1.4-1 and steel with a yield strength Fy equal to 50 ksi.
Length
Set the length of the bearing plate (C) 2 inches larger than the bearing
pad length (A).
Thickness
Use the LRFD design method for determining the bearing plate thickness.
Although AASHTO LRFD allows the nominal flexural resistance of a
section to be taken as the plastic moment of a section, MnDOT limits the
nominal flexural resistance to the yield moment. For steel elements in
[6.5.4.2] flexure use a resistance factor, f , equal to 1.0.
The minimum thickness for bearing plates is 11/2 inches. When greater
thickness is required, increase plate thickness in 1/4 inch increments.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-13
Length
The minimum length is 6 inches. Also, the length shall not be less than
the curved plate length (G).
Thickness
The minimum sole plate thickness is 11/4 inches. When greater thickness
is required, increase plate thickness in 1/8 inch increments.
When the bearing pad width exceeds the bottom flange width, the sole
plate must be designed as a cantilever to resist the load from the pad
that extends outside the flange. Use the LRFD design method. Although
AASHTO LRFD allows the nominal flexural resistance of a section to be
taken as the plastic moment of a section, MnDOT limits the nominal
flexural resistance to the yield moment. For steel elements in flexure use
[6.5.4.2] a resistance factor, f , equal to 1.0.
14.7 Tables The following tables contain standard curved plate bearing designs for
prestressed concrete and steel beam superstructures based on the
guidance given in this manual.
The curved plate thicknesses, the bearing plate thicknesses, and the steel
beam sole plate thicknesses given in the tables were designed for the
LRFD Strength I limit state by applying the live load factor of 1.75 to the
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-14
maximum service load determined for the elastomeric pad design. This
ensures a conservative design for the plates without knowing the exact
mix of dead load and live load.
Table 14.7.1
Fixed Curved Plate Bearing Assembly for “RB”, “M”, and “MN”
Series Prestressed Concrete Beams (B310)
Minimum Radius
Thickness (in)
Shape Factor
DL+LL (kips)
Max Service
Bearing
Plain Pad
Pad Size Bearing Plate Size Curved Plate Size
(in)
(in) (in) (in)
A B C E F G H J
253 12 24 1
/2 8.0 14 1 /2
1
4 /2
1
26 1 /4
1
16
295 14 8.8 16 6
337 16 9.6 18 2
380 18 3
/4 6.9 20 8
422 20 7.3 22 2 /4
1
20
Table does not apply to “MW” series beams. A special design is required.
34" for all “RB” series beams.
34" for all “M” series I-beams.
38" for all “MN” series I-beams.
Plates are conservatively designed for 1.75 Max Service DL LL .
Table 14.7.2
Expansion Curved Plate Bearing Assembly for “RB”, “M”, and “MN”
Series Prestressed Concrete Beams (B311) Minimum Radius
Max. Number of
Thickness (in)
Laminates
DL+LL (Kips)
Shape Factor
Max Service
Bearing
Laminate
A B C E F G H J
300 12 24 1
/2 7 8.0 14 27 1 /2
1
4 /2
1
26 1 /4 1
16
360 12 7 8.0 14 1 /4
3
420 14 8 8.8 16 6 19
Table does not apply to “MW” series beams. A special design is required.
See Table 14.7.3 for determination of required number of laminates.
Plates are conservatively designed for 1.75 Max Service DL LL .
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-16
Table 14.7.3
Elastomeric Bearing Pad Thickness for Expansion Curved Plate
Bearing Assembly for Prestressed Concrete Beams (B311)
Interior Total Elastomer Maximum
D Number of
Laminate Thickness, hrt Movement ∆s
(in) Laminates
Thickness (in) (in) (in)
2 /2
1
3 2 1
43/8 6 31/2 13/4
1
/2"
5 7 4 2
5 /8
5
8 4 /2
1
21/4
Table does not apply to “MW” series beams. A special design is required. Table is based on
requirements of AASHTO LRFD Bridge Design Specifications Article 14.7.6.3.4: hrt 2 s .
Engineer must also check that the minimum compressive load requirement (discussed in
Article 14.3.3.3.1) is satisfied. Specifically:
u
Pmin 5 G A pad
hrt
where Pmin is the minimum factored load ( 0.9 DC 1.75 LL min ), G is equal to the
maximum shear modulus value (0.200 ksi), Apad is the plan area of the bearing pad, and u
is the movement of the bearing pad from the undeformed state using a 75F temperature
Engineer must also check the elastomeric bearing pad for compression deflection based on
the requirements from AASHTO LRFD Bridge Design Specifications Articles 14.7.6.3.3 and
14.7.5.3.6.
Pad thickness D includes hrt and 1/8" steel reinforcement plates. Total elastomer thickness
hrt includes interior laminates plus 1/4" cover layers.
Maximum movement ∆s is the movement of the bearing pad from the undeformed state to
the point of maximum deformation. Use a 75F temperature change with a 1.3 load factor
for calculation of maximum movement.
For “RB”, “M”, and “MN” series prestressed beam expansion elastomeric bearings, the
number of laminates has been standardized for the movements that are most often
encountered.
If ∆s ≤ 1.00”, use 3 – ½” laminates.
If 1.00” < ∆s ≤ 1.75”, use 6 – ½” laminates.
Table 14.7.4 – Fixed Curved Plate Bearing Assembly for Steel Beams (B354)
Beam Beam
Max. Bearing Pad Plain Bearing Plate Curved Plate Sole Plate
Flange Flange Min.
Service Size (in) Pad Shape Size (in) Size (in) Size (in)
Min. Max. Radius
DL+LL Thick. Factor
Width Width (in)
(kips) (in)
(in) (in) A B C E F G B H Length Width Thick.
1
12 14 81 8 14 /2 5.1 10 24 11/2 41/2 14 11/4 16 6 16 11/4
NOVEMBER 2017
116 10 5.8 12
147 12 6.5 14
3
172 14 7.0 16 1 /4
1
14 16 97 8 16 /2 5.3 10 26 11/2 41/2 16 11/4 16 6 18 11/4
140 10 6.2 12
168 12 6.9 14
225 16 8.0 18 6 17
1
16 18 113 8 18 /2 5.5 10 28 11/2 41/2 18 11/4 16 6 20 11/4
158 10 6.4 12
190 12 7.2 14
253 16 8.5 18 2 6
285 18 9.0 20 8 19 8
1
18 20 130 8 20 /2 5.7 10 30 11/2 41/2 20 11/4 16 6 22 11/4
176 10 6.7 12
211 12 7.5 14
281 16 8.9 18 2 6
316 18 9.5 20 8 18 8
Beam Beam
Max. Bearing Pad Plain Bearing Plate Curved Plate Sole Plate
Flange Flange Min.
Service Size (in) Pad Shape Size (in) Size (in) Size (in)
Min. Max. Radius
DL+LL Thick. Factor
Width Width (in)
(kips) (in)
(in) (in) A B C E F G B H Length Width Thick.
1
20 22 193 10 22 /2 6.9 12 32 11/2 41/2 22 11/4 16 6 24 11/4
NOVEMBER 2017
232 12 7.8 14
309 16 9.3 18 2 6
348 18 9.9 20 8 17 8
3
387 20 /4 7.0 22 21/4 21
253 12 8.0 14
337 16 9.6 18 2 6
3
380 18 /4 6.9 20 8 8
1
464 22 7.7 24 2 /2 24
1
24 26 274 12 26 /2 8.2 14 36 11/2 41/2 26 11/4 16 6 28 11/4
366 16 9.9 18 2 6
3
411 18 /4 7.1 20 8 8
385 14 8 8.6 16 6 21
3 1 1 1
22 24 300 10 24 /8 7 9.4 12 26 1 /2 4 /2 24 1 /4 16 6 26 11/4
1 3
360 12 /2 8.0 14 1 /4
420 14 8 8.8 16 6 20
1
24 26 390 12 26 /2 7 8.2 14 28 13/4 41/2 26 11/4 16 6 28 11/4
455 14 8 9.1 16 6 19
Table 14.7.6
Elastomeric Bearing Pad Thickness for Expansion Curved Plate
Bearing Assembly for Steel Beams (B355)
Interior Total Elastomer Maximum
D Number of
Laminate Thickness, hrt Movement
(in) Laminates
Thickness (in) (in) (in)
1 /8
1
1 7
/8 7
/16
1 /8
5
2 1 /4
1 5
/8
21/8 3 15/8 13
/16
2 /8
5
4 2 1
31/8 5 23/8 13/16
3
/8" 35/8 6 23/4 13/8
41/8 7 31/8 19/16
4 /8
5
8 3 /2
1
13/4
51/8 9 37/8 115/16
55/8 10 41/4 21/8
6 /8
1
11 4 /8
5
25/16
11/4 1 1 1
/2
1 /8
7
2 1 /2
1 3
/4
2 /2
1
3 2 1
31/8 4 21/2 11/4
33/4 5 3 11/2
1
/2" 43/8 6 31/2 13/4
5 7 4 2
5 /8
5
8 4 /2
1
21/4
61/4 9 5 21/2
6 /8
7
10 5 /2
1
23/4
71/2 11 6 3
Engineer must also check the elastomeric bearing pad for compression deflection
based on the requirements from AASHTO LRFD Bridge Design Specifications Articles
14.7.6.3.3 and 14.7.5.3.6.
Pad thickness D includes hrt and 1/8" steel reinforcement plates. Total elastomer
thickness hrt Includes interior laminates plus 1/4" cover layers.
Engineer must also check that Si2/n < 22 to meet requirements of AASHTO LRFD
Article 14.7.6.3.4.
Maximum movement ∆s is the movement of the bearing pad from the undeformed
state to the point of maximum deformation. Use a 75F temperature change with a
1.3 load factor for calculation of maximum movement.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-21
14.8 Design Two design examples follow. The first is a fixed elastomeric bearing. The
Examples second is an expansion elastomeric bearing.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-23
14.8.1 Fixed Note that the use of plain elastomeric pads is currently limited per Memo
Elastomeric to Designers (2012-01) due to issues of excessive pad deformation. For
Bearing Design all fixed curved plate bearing assemblies (Details B310 and B354), plain
Example elastomeric bearing pads are replaced with cotton-duck bearing pads of
[14.7.6] the same size as required for a plain pad. However, the following design
example has been retained until a final policy decision is made regarding
their use.
Figure 14.8.1.1
A. Design The prestressed beam for this example is an MN63, which has a bottom
Elastomeric flange width equal to 30 inches. The design loads are given as follows:
Bearing Pad
[14.7.6] Dead Load = Pdl = 156 kips
Minimum strength limit state load Pumin = 0.9 · Pdl + 1.75 · Pllmin
= 0.9 · 156 + 1.75 · 0
= 140.4 kips
Therefore, there is no uplift.
A B 12 24
[14.7.5.1] Shape factor S 8.0
2 D ( A B) 2 0.5 (12 24)
[14.7.6.3.2] The allowable compressive stress σsall for plain pads is the smaller of:
σsall = 1.00 · G · S
= 1.00 · 0.130 · 8.0
= 1.04 ksi
or σsall = 0.80 ksi. < GOVERNS
Ps 253.6
Actual s 0.88 ksi = 0.88 ksi OK
A B 12 24
There are two geometric checks on the bearing pad to ensure that it has
good proportions. First, in plan, the length of the long side can be no
more the 2.5 times the length of the short side. Second, the height of
the elastomeric portion can be no more than 1/3 the length of the short
side of the pad.
2.5 A 2.5 12 30 in 24 in OK
[14.7.6.3.6] A 12
4 in 0.50 in hrt OK
3 3
B. Curved Plate Set the curved plate width 2 inches wider than the bearing pad.
Design
H B 2 24 2 26 in
The all-around weld, together with the friction between plates, causes the
curved plate and bearing plate to act compositely. Therefore, the
thickness for design can be considered to include the curved plate
thickness plus the bearing plate thickness.
The radius of the contact surface is the first parameter to determine for
the curved plate. The radius of the curved plate is a function of the yield
strength of the steel and the load intensity.
The sole plate width minus the chamfers at each side is greater than the
length of the curved plate. Then the contact length of the sole plate with
the curved plate is equal to the length of the curved plate minus the
pintles and the associated bevels around each of the pintles. See Figure
14.8.1.2.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-26
Figure 14.8.1.2
L sp 26 2 2.25 21.50 in
Ps
253.6
20
20
L sp
20 p 21.50
dmin
0.6 (Fy 13) 0.6 (Fy 13) 0.6 (36 13)
The assumption was correct. Then the radius Rmin = 8.55 inches.
plate and the reaction is a line load. See Figure 14.8.1.3. Use strength
limit state loads for flexural design of the steel plates.
Figure 14.8.1.3
Maximum strength limit state load Pumax = 1.25 · Pdl + 1.75 · Pllmax
= 1.25 · 156 + 1.75 · 97.6
= 365.8 kips
Pumax 365.8
cp 3.13 ksi
G H 4.5 26
G G 4 .5 4 .5
Mucp cp H 3 .13 26 206 .0 kip-in
2 4 2 4
[6.12.2.2.7] Consider the plate to be fully laterally supported. The AASHTO LRFD
specifications allow the nominal flexural resistance of a rectangular
section to be taken as the plastic moment. However, MnDOT limits the
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-28
Mr f Mncp f M y f S cp F y
H J2
S cp
6
Then by substitution:
2
HJ
Mr f F
6 y
Set the flexural resistance of the composite plate section equal to the
design moment:
H J 2
M ucp f Fy
6
C. Bearing Plate Per Detail B310, the length (C) is set at 2 inches longer than the pad
Design length. This provides room for the keeper bar to be attached to the
bottom of the bearing plate. The width (E) is set 8 inches greater than
the beam bottom flange width. This provides room on each side for the
anchor rods.
E = bf + 8 = 30 + 8 = 38 in
C A 2 12 2 14 in
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-29
Pu max 365 .8
bp 1.27 ksi
A B 12 24
A G 12 4.5
L cr 3.75 in
2 2 2 2
L cr 2 3.75 2
Mubp bp E 1.27 38 339 .3 kip-in
2 2
[6.12.2.2.7] Again, the AASHTO LRFD Specifications allow the nominal flexural
capacity to be set equal to the plastic moment of the plate. However,
MnDOT limits the nominal capacity of the plate to the yield moment. Find
the required bearing plate thickness such that the yield moment, My, of
the section will have adequate capacity to resist the design moment,
Mubp.
Mr f Mnbp f My f Sbp Fy
E F 2
Sbp
6
Then by substitution:
E F 2
Mr f Fy
6
Set the flexural resistance of the bearing plate section equal to the design
moment:
E F 2
M ubp f F y
6
D. Anchor The Detail B310 standard set of two 11/2 inch anchor rods has a factored
Rods/Pintles load capacity of 72.4 kips and the set of two pintles has a factored load
capacity of 100.6 kips. For many projects, such as the superstructure
assumed for this design example, the capacity of the anchor rods and
pintles will be adequate by inspection. For projects where two or more
piers are fixed or where significant longitudinal forces are anticipated,
evaluate the capacity of the anchor rods and pintles.
The anchor rod offset dimension (M) is to be calculated such that the
anchor rods are located along the beam centerline of bearing. In this
case, the skew is zero, so M 0 inches.
Figure 14.8.1.4
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-32
Figure 14.8.1.5
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-33
14.8.2 Expansion This example illustrates the design of an expansion curved plate
Elastomeric elastomeric bearing for a steel plate girder bridge. The bearing is based
Bearing Design on Bridge Details Part I, B355. The elastomeric bearing pad is designed
Example using Method A (LRFD Article 14.7.6). Figure 14.8.2.1 labels the primary
[14.7.6] components for this type of bearing.
Figure 14.8.2.1
between the sole plate and the curved plate. The horizontal translation
takes place in the reinforced elastomeric bearing pad.
A. Design The bearing pad needs sufficient plan area to ensure that compression
Reinforced stresses are below the limit. It also needs sufficient thickness to
Elastomeric accommodate the horizontal translation. Begin by determining the
Bearing Pad design movements and loads for the bearing.
Design Movements
The bearing is located at the abutment of a two-span steel plate girder
bridge with equal spans of 152'-0". Fixity is assumed at the pier.
Design Loads
The design loads for the bearing are given as follows:
The bearing is sized using the maximum service limit state load:
The minimum compressive load check is made with Strength I limit state
load:
Pumin = 0.9 · Pdl + 1.75 · Pllmin = 0.9 · 117 + 1.75 · (-15) = 79.1 kips
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-35
Psmax 225
A min 9.00 in
1.25 B 1.25 20
A B 10 20
Si 8.89
2 A B hri 2 10 20 0.375
[14.7.6.1] Check that shape factor requirements of AASHTO LRFD Art. 14.7.6.1 are
met:
For this check, if cover layer thickness is greater than or equal to
internal laminate thickness, n may be increased 0.5 for each cover
layer.
Then
Si2 8.892
13.17 22 OK
n 5 0.5 0.5
Compute the shape for the cover layers for later use in the deflection
computations.
[14.7.5.1] A B 10 20
Sc 13.33
2 A B hri 2 10 20 0.25
shortest side.
A 10
[14.7.6.3.6] 3.33 in 2.375 in OK
3 3
Also check that maximum pad dimension (B) is no greater than 2.5 times
the smallest pad dimension (A):
2.5 · A = 2.5 · 10 = 25 in 20 in OK
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-37
Ps 225
Actual s 1.13 ksi < 1.25 ksi OK
A B 10 20
Pdl 117
dl 0.585 ksi
A B 10 20
Ptl 225
tl 1.125 ksi
A B 10 20
Using the stress strain figure for 60 durometer reinforced bearings shown
in AASHTO LRFD Figure C14.7.6.3.3-1, the strain was estimated in the
interior laminates and the cover layers and summarized in Table
14.8.2.1.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-38
Dead
8.89 0.585 2.6%
Load
Interior
Total
8.89 1.125 4.2%
Load
Dead
13.33 0.585 2.2%
Load
Cover
Total
13.33 1.125 3.7%
Load
With five interior laminates and two cover layers the deflection under
total load is:
The difference between the two deflections is the estimated live load
[C14.7.5.3.6] deflection. The total deflection due to live load plus creep should be no
greater than 1/8 inch.
u
Req'd. Pu min 5 Gmax A pad
hrt
0.89
5 0.200 10 20 74.9 kips
2.375
σs = 1.13 ksi
2 hmax L
hs
FTH
Note that the live load used for this check is not based on reactions from
the fatigue truck and is not factored according to the fatigue limit state.
Rather, it is the maximum live load for the service limit state with a load
factor equal to 1.0.
Pllmax 108
L 0.540 ksi
A B 10 20
Use a 10" x 20" x 31/8" bearing pad, composed of two 1/4 inch cover
laminates, five 3/8 inch interior laminates, and six 1/8 inch steel plates.
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-40
B. Curved Plate The thickness of the plate is H. The curved plate has a width (B), which
Design is equal to the width of the bearing pad. The length (G) is determined in
an iterative process with the thickness. Begin by checking the thickness
for a curved composite plate with a length of 4.5 inches. If, when
designing the bearing plate, the required bearing plate thickness exceeds
2 inches, increase the length of the curved plate to reduce the length of
the cantilever for the bearing plate design. Increase the curved plate
length until the required bearing plate thickness alone and the required
composite plate thickness for the curved plate design become
approximately equal.
First, determine the radius of the contact surface. The radius of the
curved plate is a function of the yield strength of the steel and the load
intensity.
The contact length of the sole plate with the curved plate is equal to the
curved plate width minus the pintles and bevels. Refer to Figure
14.8.2.2.
Figure 14.8.2.2
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-41
Ps
20 225
20
L sp
dmin
20 p
15.50 21.0 in 25.0 in
0.6 Fy 13 0.6 Fy 13 0.6 36 13
Use strength limit state loads for flexural design of the curved plate.
Pu max 335.3
cp 3.73 ksi
GB 4.5 20
G G 4.5 4.5
Mucp cp B 3.73 20 188.8 kip-in
2 4 2 4
Mr f Mncp f M y f S cp F y
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-42
B H2
S cp
6
Then by substitution:
2
B H
Mr f Fy
6
Set the flexural resistance of the composite plate section equal to the
design moment:
2
B H
Mucp f Fy
6
6 Mucp 6 188.8
H 1.25 in
f Fy B 1.0 36 20
Figure 14.8.2.3
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-43
C. Bearing Plate Now determine the thickness of the bearing plate. The bearing plate has
Design plan dimensions that are slightly larger than the bearing pad to provide
adequate space for the attachment of the keeper bar. One inch is
provided on all sides for this purpose.
The cantilever length is half the difference in length between the bearing
pad and the curved plate.
Pu max 335.3
bp 1.68 ksi
A B 10 20
A G 10 4.5
L cr 2.75 in
2 2 2 2
L cr 2 2.752
Mubp bp E 1.68 22 139.8 kip-in
2 2
Mr f Mnbp f M y f S bp F y
E F 2
S bp
6
Then by substitution:
2
E F
Mr f F
6 y
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-44
Set the flexural resistance of the bearing plate section equal to the design
moment:
2
E F
Mubp f Fy
6
6 Mubp 6 139.8
F 1.03 in
f Fy E 1.0 36 22
D. Sole Plate Set the sole plate width 2 inches greater than the curved plate width and
Constraints check that it is sufficiently wider than the beam bottom flange to allow
welding.
The sole plate length must be 6 inches minimum, but not less than the
curved plate length. Therefore, set sole plate length equal to 6 inches.
The minimum sole plate thickness is 11/4 inches. When the bearing pad
width exceeds the bottom flange width, the sole plate must be designed
as a cantilever to resist the load from the pad that extends outside the
flange. For our case, the bottom flange width equals the pad width, so
set sole plate thickness equal to 11/4 inches.
Figure 14.8.2.4
NOVEMBER 2017 LRFD BRIDGE DESIGN 14-46
Figure 14.8.2.5
APRIL 2009 LRFD BRIDGE DESIGN 15-1
15. BRIDGE Bridge load ratings are administered and performed by the Bridge Rating
LOAD RATING Unit of the Mn/DOT Bridge Office. Bridge load ratings may also be
performed by other qualified engineers.
Bridge ratings are calculated in accordance with the AASHTO Manual for
Condition Evaluation of Bridges (MCE). This manual refers the user to the
AASHTO Standard Specifications for Highway Bridges (Std Specs) for
much additional needed information.
A new rating method, Load and Resistance Factor Rating (LRFR), has
been introduced. This method is described by AASHTO in The Manual for
Bridge Evaluation, First Edition, 2008.
All bridges in Minnesota open to the public, carrying cars and trucks, with
spans of 10 feet and more are rated. This includes all county, local, and
private bridges. Railroad bridges are rated by the operating railroad.
Bridges that carry pedestrians or recreational traffic are rated only in
special cases. Culverts, with spans of 10 feet or more, are also rated, but
by a different method. See the Article 15.10 of this Manual for more
information.
15.1 General Mn/DOT rates the bridges on the state highway system (Interstate, US,
and Minnesota). Counties, cities, etc. each rate their own bridges. Where
there are privately owned bridges on public roads, the owners are
responsible for the ratings.
Mn/DOT does not rate bridges that are owned by railroads. The RR is to
perform necessary load ratings for their bridges since they control
railroad loads. In our Pontis database bridge inventory we record only the
design RR load.
Bridges are rated by the Load Factor Rating (LFR) method whenever
possible. The Allowable Stress Rating (ASR) method is accepted for
APRIL 2009 LRFD BRIDGE DESIGN 15-2
timber bridges or when there are no LFR provisions available for use. The
Load and Resistance Factor Rating (LRFR) method is acceptable for new
bridges that are designed by LRFD and are not compatible with Virtis.
Bridges are rated at two different stress levels, Inventory level and
Operating level. The Operating level is used for load posting and for
evaluation of overweight permits.
In almost all cases only the primary load carrying members of the
superstructure are rated. Decks or substructures may have to be
investigated in unusual circumstances such as severe deterioration.
Unusually heavy permit loads may also require investigation of the deck
and substructures.
Generally ratings are calculated for shear and for bending moment, and
at the tenth points of each span. Other points are rated as needed, for
example at changes of section. Other force effects that are checked, as
needed, are axial load and curvature forces.
When rating a bridge, the final overall bridge rating will be the rating of
the weakest point of the weakest member within the whole bridge. This
rating is recorded on the cover sheet of the rating form. This member is
called the controlling member (controlling rated member) of the bridge.
The weakest link may change with different rating vehicles. This is
because rating vehicles of different weights, axle spacings, and/or
lengths have different effects on different members and spans. The
identification of the controlling member, location, and limit state for each
rated vehicle is recorded on page two (or a subsequent page) of the
rating forms.
Design load ratings (inventory and operating) are calculated and reported
in terms of the HS 20 design load. For example, if the calculated rating
factor is 1.15, the rating is recorded as HS 23.0.
For bridges rated by LRFR, report the design load ratings by their rating
factors. For example, “RF = 1.11” and “RF = 1.99,” respectively for
inventory and operating.
Use the material strengths as given on the plan. If there is no plan and
no other source is available, select from the values given in the MCE
based on the year of construction.
In the past, most continuous steel beam spans have been designed as
non-composite in the negative moment region. Rate them the same way.
Conversely, if the beam was designed for composite action in the
negative moment region, rate it as composite and with the longitudinal
slab rebars included in the section properties.
Bridge load raters have the option of using the plastic capacity of steel
per Article 10.50 of the Std Specs.
Use the overload requirements of Article 10.57 of the AASHTO Std Specs
when performing steel beam ratings.
15.2 Analysis
Other programs may be used for rating, provided they follow the MCE
and all applicable AASHTO specifications.
15.2.2 Refined A refined analysis is a bridge rating done by more rigorous methods than
Analysis usual. Some of these methods include: finite element analysis, yield line
theory, strut and tie analysis, three dimensional modeling and analysis,
and load testing. Although not common practice, bridge load raters have
the option to do a refined analysis to improve the rating if the project
meets certain criteria. The criteria include: the avoidance of posting a
APRIL 2009 LRFD BRIDGE DESIGN 15-4
bridge, improving the rating for overweight permit trucks, improving the
capacity to qualify for rehabilitation work, and at the District’s request.
The use of refined analysis is limited. The increased time, effort, and cost
of the analysis must be balanced against the workload of the staff and
the potential benefits.
15.3 Loads Dead loads and their distribution are calculated according to AASHTO.
Railings, sidewalks, utilities and medians may be divided uniformly
among all beams if they are located symmetrically on the deck cross
section. Otherwise a different distribution method should be used which
is logically sound.
Low slump concrete wearing courses and latex modified wearing courses
are considered to be fully composite with the base slab.
The topmost 0.5 inch of the wearing course or slab is not considered to
be effective for composite action or section properties.
When the deck is poured in two steps, the composite section usually
consists of a 7 inch thick initial pour followed by a 2 inch low slump
wearing course. DL1 Is defined as noncomposite dead load (stage 1) and
DL2 as composite dead load (stage 2). DL1 includes the weight of the
beam, diaphragms, and the initial slab pour. The remainder of the dead
load is part of DL2. Mn/DOT considers the effective composite deck
supporting DL2 to be the initial slab pour thickness. The effective
composite deck supporting the live load (stage 3) is the full deck
thickness including the wearing course minus 0.5 inch. Most computer
programs including BARS and Virtis will not accept these two different
thicknesses of composite deck for stages 2 and 3. It is then necessary to
use the effective composite deck for live load as the one that also
supports DL2.
Use a stool height of 1.5 inches for bridges designed in or after 1990 and
1 inch for bridges designed before. Add as uniform dead load an
additional weight to account for additional stool, residual camber, slope of
the deck, superelevation, etc.
For steel bridges, account for the extra dead loads such as welds, splices,
bolts, connection plates, etc. For beam bridges, this generally ranges
from 2 % to 5 % of the main member weight.
Use the Std Spec for lateral distribution of live loads. Standard gage
width (also called tread width) is 6 feet. For overweight permits treat
gages of up to 7.0 feet as though they are 6 feet. For gage widths wider
than this, an adjustment may be made to the axle weight so that an
analysis can be completed as if it is a conventional truck. Virtis version
5.5.0 introduced the analysis of non-standard gages. Axle configurations
with more than four tires may need to be analyzed manually to
determine their distribution factors.
When rating for overweight permits on members that support more than
one traffic lane (trusses, two-girder systems, floor beams, etc.), apply
the permit truck to the lane that has the greatest effect on that member.
Apply the design load (HS 20) to the adjacent lanes. In the rating
equation the adjacent lane load may be applied as a negative term in the
numerator. These loads shall be limited to the traffic lanes.
When rating for posting, apply the loads to the lanes in the same manner
as is used for design.
When rating a bridge with a sidewalk, use the AASHTO pedestrian loads.
In the rating equation, apply the sidewalk dead and live loads as negative
numbers in the numerator.
APRIL 2009 LRFD BRIDGE DESIGN 15-6
15.4 Rating Use a phi factor of 0.91 for prestressed concrete flexure in load
Equation Factors factor rating.
For bridges with an NBI superstructure condition of fair (SCC = 5), apply
a capacity reduction factor of 0.95 to the bridge or to the member whose
condition led to this code. If the condition is poor (SCC = 4), or lower
apply a capacity reduction factor of 0.85. These factors may be modified
if inspection reports clearly show different factors are appropriate for
rating, i.e., if the condition is clearly documented with measured section
losses that can be incorporated into the rating calculations. These
reduction factors should not be used if the reason for the reduced
condition rating is not in the direct load path of the bridge support
system.
15.5 Rating New New bridges should be rated prior to the bridge being opened to traffic.
Bridges The operating rating for the bridge should be computed and listed with
other design data on the plan. Additional overweight permit vehicle
ratings are also computed for all TH bridges and on other routes where
overweight loads are permitted by local agencies.
If any changes are made to the bridge during construction that would
affect the rating, report these changes to the Bridge Ratings Unit (or the
person who did the original rating). Also record these changes on the
as-built plans. This includes strand pattern changes for prestressed
beams. The bridge rating is then recalculated.
15.6 Re-rating A new bridge rating should be calculated whenever a change occurs that
Existing Bridges would significantly affect the rating. The most commonly encountered
types of changes are:
• Repairs or remodeling.
The new rating should be completed, signed, dated, and filed, as outlined
in Articles 15.16 and 15.17 of this manual.
15.7 Substructures Substructures are not normally rated. Rating may be required, at the
judgment of the engineer, in these circumstances:
• If for any other reason, the capacity for the usual legal and permit
traffic is questioned.
APRIL 2009 LRFD BRIDGE DESIGN 15-8
15.8 Non-Standard Some types of bridges can not be rated by the rating software we now
Bridge Types use or by any rating software available on the market. For these bridges
the designers should compute the ratings using the design software.
15.9 Timber Timber plank decks shall be rated. Use all the provisions of Std Specs,
Bridges Fig. 3.7.7 A with applicable footnotes. In other words, rate decks with
individual axles of 17 k or whatever the posting truck has.
The repetitive use factor, Cr , can be used for plank decks, if they are
covered by bituminous or perpendicular planks for load distribution.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-9.1
Cr may also be used for laminated decks if the panels do not show any
separation or loss of lamination.
When the original plan cannot be found, and the original design stresses
cannot be determined from any other source, the following may be
used for fb (Assumed species is Douglas Fir-Larch):
The stresses given above are for the inventory level. Increase them by
33% for the operating level.
For the other stress categories such as shear, bearing, etc., refer to the
Std Specs Article 13.5 tables on a line corresponding to the fb given
above.
15.10 Culverts Standard culvert designs have been used since the 1930s. Standard
designs conservatively have an inventory rating at least equal to their
design load. Operating ratings can conservatively be estimated to be at
least 1.5 times higher than the inventory rating. Typically, culverts have
been designed as two dimensional structures. When analyzed in three
dimensions, especially when fully considering soil-structure interaction,
culverts have significantly higher load carrying capacity than indicated by
standard design loads.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-9.2
* Concrete culverts designed for HS 25 using Load Factor Design can be assigned the
following ratings in lieu of those shown above:
Inventory Rating HS 25.0
Operating Rating HS 42.0
This table is also found on Form 90, Culvert Rating Form. Since the
assigned ratings are not calculated, Form 90 should be treated as a type
of physical inspection rating. The table above and Form 90
recommended ratings do not apply if the NBI Culvert Condition Rating is
4 or less. After the culvert reaches an NBI rating of 4 or less, a new
rating calculation or a new Physical Inspection rating must be made (See
Article 15.15 of this manual). A new rating must also be performed if
OCTOBER 2011 LRFD BRIDGE DESIGN 15-9.3
Form 90 may be used for rating all culverts in the State of Minnesota,
including county, city, township, etc.
Form 90 is to be filled out by the Bridge Office for state owned culverts
and by local personnel for locally owned culverts.
• Fill in the blanks at the bottom with the names and dates of the
last inspection and the rating.
Culverts may be posted for reduced loads. Form PIR is also used to
document these posted load limits.
Box culverts with a clear span over 20 feet are to be rated as bridges,
not with Form 90.
In most cases the bridge type will indicate if the structure is a culvert or
a bridge. This may not be true for the Pontis bridge types: concrete arch,
steel arch, and prestress arch. For these types, the barrel length or span
length can be checked.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-11
Box culverts of the design “Type W” were built mostly in the era of 1929
to 1944. They had a single layer of reinforcement and were designed as
simple span elements on all sides. For this reason, they are rated lower.
Pre-1929 box culverts may be included with this category.
15.11 Gusset Plates Truss bridge gusset plates are to be rated. There are separate MnDOT
documents which can be used as guidelines. They include: MnDOT Truss
Bridge Gusset Plate Design Review Procedure, MnDOT Interpretation of
Truss Bridge Gusset Plate Review Results, Excel spreadsheets, and a
sample calculation.
15.12 Load Testing Load testing is the rating method where a controlled test is conducted on
a bridge. The bridge is monitored with strain gages and other
instruments. Normal traffic is stopped and calibrated test trucks are
directed across the bridge. Extensive calculations are required before and
after the test. A computer model is “calibrated” to the load test results.
“Minnesota Legal (Posting) Loads” used for bridges on both 9 ton and
10 ton routes. These can be found in Appendix 15-D.
Bridge Posting Loads for Single-Unit SHVs that Meet Federal Bridge
Formula B. See Figure 7.4.3.2 in MCE revisions: Trucks SU4, SU5,
SU6, and SU7.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-12
Sign R12–1a, which is usually used for lower posting weights and
shorter bridges.
Sign R12–5, which is used for most postings at or below 40 tons. The
posting trucks associated with the three silhouettes are, top to
bottom: M3, M3S2, and M3S3. Trucks SU4 thru SU7 are associated
with the top silhouette, the single truck.
Sign R12–5a, which may be used when only the single unit truck
requires posting.
Sign R12–X11, which is used where higher posting limits are required
due to seasonal or permit loads. (45 tons only)
All calculations for posting should be done in accordance with the MCE, at
the operating level.
If any rating factor for any vehicle is below the maximum level as shown
in Article 15.13.2, fill in Form PW completely. It will then become the
third sheet of the rating documents.
The posting weights that are to be placed on the posting sign are entered
on the front page Form RC – CL or Form RC - TH. The sign type should
also be indicated there.
Round the calculated posting tonnages down to the nearest even ton.
(Exception: 3 T or 5 T may be used on sign R12-1a.)
With sign R12–5, post the two combination vehicles at the same tonnage,
at the lesser of the two calculated tonnages.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-13
With sign R12–5, all three vehicles must be posted. The maximums for
this sign are: 40 T, 40 T, 40 T.
Sign R12–5a may be used instead of sign R12–5 when posting is required
for the single unit truck only. (RFs for M3S2-40 and M3S3 are > 1.24)
The explanation for posting for rating factors above 1.00 is that
Minnesota Statutes provide for many exceptions to the basic legal loads.
There are increases of 10% in the winter, harvest increases, the
“Timber Haulers Bill”, etc.
Notify the permit office immediately of any new trunk highway bridge
posting.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-14
Among the tasks the OFCVO performs in the issuance of a permit are:
communication with the trucking company, recording of information,
checking legal requirements for the truck, issuing the permit, collecting
fees, determining the route (except for certain annual permits), and
forwarding pertinent information to the Bridge Office for bridge checks.
The computer program they use for processing permits is called
RoutebuilderNT.
The OFVCO also issues single trip permits. There is no maximum weight
for single trip permits other than bridge capacity. All permit trucks have
weight limits for single axles, and for certain axle groups.
Single trip permits are screened by the permit technicians at the permit
office. Those permits with routes that cross bridges which are of
questionable capacity are sent to the Bridge Rating Unit of the Bridge
Office, for further evaluation. This is commonly called a “bridge check”.
The permit office screening techniques utilize the permit codes as
recorded on our rating forms.
If the initial RF for a permit truck is less than 1.0, the truck might still be
allowed to cross the bridge under a restriction. Overweight Permit
Restrictions are shown in Appendix 15-C.
The standard gage of an axle is 6.0 feet, as given in the Std Specs,
Figure 3.7.7A. Permits of 6 to 6.5 feet gage are evaluated as though they
were 6.0 ft. Axles wider than this and axles with more than 4 tires may
be evaluated at a reduced equivalent weight, then run in Virtis. (This
reduced weight may be different for different type bridges depending on
which live load distribution formula applies for the bridge.)
Virtis has a non-standard gage feature. It is slow to use and works only
with bridges that are entered as a system.
15.15 Physical This method of rating is to be used when the capacity cannot readily be
Inspection Rating calculated because of one or more of these reasons:
(PIR)
• No bridge plan is available
• A bridge that has been carrying a known amount of traffic and not
suffering any apparent distress
The numbers in the rating should follow the ratios (approximately) in the
following table, where T is the posting tonnage:
A PIR rating is documented with Form PIR and accompanied by the cover
form, RC - TH or RC – CL. For type of analysis check “Other” and write in
“PIR” and for method of rating check “No Rating Computations
Performed.”
Bridges rated with this method shall have all overweight permits
prohibited, unless the bridge has a documented history of carrying known
heavier trucks without any problems.
15.16 Forms and As new ratings are needed, rating reports should be prepared on Mn/DOT
Documentation forms according to the following guidelines:
Fully document the loading conditions used for the rating. This includes
changes from the original plan, deck replacements or thickness
modifications, railing modifications or replacements, bridge widening,
unusual loading conditions, and damage or deterioration incorporated in
the rating. List the condition or event, its key details, and the date of the
event. In documenting the deck changes, list thicknesses of: 1) original,
2) amount milled, 3) overlay, and 4) final thickness.
Enter the NBI Condition Rating values, which are sometimes called
condition codes. For new bridges, these will all be 9. For re-rating old
bridges, the current ratings are found on the MnDOT Structure Inventory
Report.
Form RC – TH (or RC – CL) is the cover sheet required for all bridges that
have a calculated bridge rating. That is all bridges that have a span over
10 ft and are not culverts. It is to be accompanied by at least one
additional sheet, usually Form RD - TH (or RD – CL).
The rating forms can be found on the Bridge Office Web Site at
Documents, Downloads, Forms, and Links, in the section titled Bridge
Rating and Load Posting Reports. The url is:
http://www.dot.state.mn.us/bridge/docsdown.html
The most recent rating supersedes any and all preceding ratings.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-19
15.17 Submittal / The original copy of the rating should be retained in the files of the bridge
Filing owner. For TH bridges these are the files of the MnDOT Bridge
Ratings Unit.
Deliver copies of all ratings (township, county, city, state, etc.) to:
The copies are kept on file and selected information will be entered
in SIMS. From there annual reports are prepared and sent to the FHWA.
APPENDIX 15-A
GLOSSARY
ADTT --- Average Daily Truck Traffic. (In Pontis this is called HCADT)
ASD --- Allowable Stress Design: The original AASHTO design method. The safety factors are
applied to the material strength portion of the structure capacity. Also called working stress design
(WSD).
Dead Load --- Those loads that are constant in magnitude, fixed in location, and remain in place
permanently or for a long period of time.
GVW or Gross Vehicle Weight --- Total weight of the vehicle including the empty weight plus all
variable loads such as freight, passengers, fuel, etc. (See also Minn Stat 169.01, Subd. 46.)
Impact --- An additional live load expressed as a per cent increase of the vehicle live load. It
represents the vertical forces due to vibrations and bouncing of a vehicle as it passes over a
bumpy bridge deck. AASHTO specifies the methods of calculation. It is always applied with the
vehicle live load unless a specific reason is given otherwise.
Inventory Rating Level --- As defined by AASHTO, it is equivalent to the design level of stress.
A bridge subjected to no more than this stress level can be expected to safely function for a life of
75 or more years.
Legal Load --- The maximum GVW a truck may have without a permit. Minnesota Statute 169
defines this.
Legal Trucks --- These are the model trucks used to determine load postings on bridges. The
MCE defines them. Minnesota has adopted variations of them as given in Appendix 15-D.
(Sometimes called Posting Trucks)
APRIL 2009 LRFD BRIDGE DESIGN 15-21
LFD or Load Factor Design --- The AASHTO design method used for bridges from approximately
1975 to 1995. Separate load factors (or safety factors) are applied to the dead load, and to the
live load.
Live Loads --- Loads that remain in place for a relatively short time. These are mainly vehicle
loads: cars, busses, trucks, etc. Bridge rating is usually concerned with only the truck live loads.
Other live loads are: construction equipment, pedestrian, wind, stream flow, and several others as
given in the AASHTO Standard Specifications for Highway Bridges.
Load Rating --- The determination of the safe live load carrying capacity of a new or an existing
bridge. This is calculated using existing bridge plans supplemented by information gathered from a
field inspection. The basic equation is given in MCE 6-1a. (This is sometimes known as “Capacity
Rating”.) Load Ratings may be subdivided into specific types depending on which live load is used
in the denominator of rating equation. Some of these types are:
Design Load Rating --- The AASHTO design HS Loading (truck and/or lane)
is used for the live load. The final rating is usually expressed relative to HS
20. This is usually calculated at both the inventory and operating levels.
Legal Load Rating --- (Sometimes called Posting Rating.) The live load is
one or more of the “legal trucks”. If the RF is less than 1.00 (or another
specified amount), the bridge will be posted.
Annual Permit Load Rating --- The live load model used represents a
possible truck or class of trucks that may operate under an annual overweight
permit.
Single Trip Permit Load Rating --- The specific overweight permit truck
model is used in the denominator of the rating equation.
LRFD or Load and Resistance Factor Design --- AASHTO LRFD Bridge Design Specifications
introduced in 1994. It has been gradually implemented by designers over the approximate period
of 1996 to 2005. Safety factors are applied to both the bridge capacity and to the loads.
LRFR or Load and Resistance Factor Rating --- AASHTO bridge rating specification introduced
in 2006. It has been implemented on only a limited basis at this time.
MCE --- Manual for Condition Evaluation of Bridges, published by the American Association of
State Highway and Transportation Officials (AASHTO). The second edition was published in 1994.
Its use should also include all interims as added in 1995,1998, 2000, 2001, and 2003.
APRIL 2009 LRFD BRIDGE DESIGN 15-22
NBI or National Bridge Inventory --- The aggregation of structure inventory and appraisal data
collected to fulfill the requirements of the NBIS.
OFCVO or Office of Freight and Commercial Vehicle Operations --- Issuing permits for
overweight and overdimension vehicles is one of the functions of this office. They are in the
Program Management Division of Mn/DOT. Their website:
http://www.dot.state.mn.us/cvo/index.html
Operating Rating Level --- As defined by AASHTO. The maximum permissible live load stress
level to which a structure may be subjected. Allowing an excessive volume of vehicles to use a
bridge at Operating Level may shorten the life of the bridge.
Permit Office --- The unit of the Office of Freight and Commercial Vehicle Operations (OFCVO)
that issues overweight / overdimension permits.
Pontis --- The database that includes information on all bridges in Minnesota. It is maintained by
the Bridges Office’s Bridge Management Unit. Bridge ratings are part of that information. The
“Mn/DOT Structure Inventory Report” contains a summary of the information.
Posted --- The maximum loads allowed on a bridge are indicated by signs erected at each end of
the bridge. Also known as Load Posted or Load Posting.
RF or Rating Factor --- The result of calculating the rating equation, MCE 6-1a. Generally a RF ≥
1.0 indicates that the member or bridge has sufficient capacity for the applied live load and is
acceptable; and a RF < 1.0 indicates overstress and requires further action. The RF may be
converted to a weight by applying the equation, MCE 6-1b. A RF is always associated with a
particular live load.
Rating --- See Load Rating. (Another type of bridge rating is called “appraisal rating.” or
“condition rating”. It is based on the Condition Codes of a bridge. Refer to the Bridge Inspectors
Manual for more information on this.)
Standard Permit Trucks --- Model trucks used to determine the capacity of bridges for a broad
group of overweight trucks. See diagrams in Appendix 15-E.
Std Spec --- AASHTO Standard Specifications for Highway Bridges, Seventeenth Edition-1992
APRIL 2009 LRFD BRIDGE DESIGN 15-23
TH or Trunk Highway --- This consists of all highways under the jurisdiction of the State of
Minnesota, including Interstate highways, U. S. highways and Minnesota highways.
Type --- Bridge type refers to a brief description of the bridge superstructure. The names and
numerical codes for these are found in this manual, Appendix 2-A.
OCTOBER 2011 LRFD BRIDGE DESIGN 15-24
APPENDIX 15-B
RATING FORMS
APPENDIX 15-C
Allowed
Restriction
Code
Annual
Permit
Permit
Single
Description Restriction Check
Trip
Description Operation
No restrictions to drive
1 None YES YES Normal
over bridge.
Drive on the centerline
between two lanes, in a
manner that prevents The AASHTO
any other vehicle from “Single Lane”
Straddle two
2 YES YES occupying a part of either live load
lanes
lane on either side of the distribution is
permit vehicle. Drive in used.
the center of a single
lane bridge.
The impact
Maximum factor is reduced
speed of YES YES Drive at a speed of 10 from the
10 miles per ① ① miles per hour or less. AASHTO
3 hour impact,
to 5 %
The AASHTO
Similar to restriction 2, “Single Lane”
Drive in center
5 YES YES but used for one lane live load
of bridge
bridges. distribution is
used.
See specific Depends on the
YES More specific instructions
6 Mn/DOT
Instructions
② NO
must be attached
individual
situation.
Need Mn/DOT
Depends on the
District More specific instructions
7 YES NO individual
Engineer must be attached
situation.
approval
Used when
The overweight permit
requirements for
vehicle is NOT
X DENIED YES YES restrictions 1
ALLOWED on this
thru 7 are not
bridge.
met
① Not allowed where there is a posted minimum speed, such as most interstate mainline routes.
APPENDIX 15-D
APPENDIX 15-E
APPENDIX 15-F
Memo
Bridge Office Office Tel: (651)366-4506
Mail Stop 610 Fax: 366-4497
3485 Hadley Ave.
Oakdale, MN 55128
The collapse of the I35W bridge over the Mississippi River sparked a structural review of
gusset plates in truss bridges throughout the state. In order to accomplish this task, a
procedure for analyzing and rating the gusset plates was developed. This has resulted in the
following Mn/DOT Bridge Office policy for analysis and rating of truss bridge gusset plates:
1) Mn/DOT Truss Bridge Gusset Plate Design Review Procedure (see attachment)
This document details the gusset plate checks to be made for determination of
inventory and operating ratings.
2) Mn/DOT Interpretation of Truss Bridge Gusset Plate Review Results (see attachment)
This document describes how the gusset plate review results are to be interpreted and
also details refined analysis methods for buckling and shear checks.
This Memo to Designers is being published now in order to make it official policy while
structural review of the truss bridges on the local system is occurring. A comprehensive
section on bridge rating is currently being developed for insertion in the LRFD Bridge Design
Manual and will include the guidance contained in this memo when complete.
If you have any questions or concerns about the policy, please contact Dave Dahlberg at
[email protected] or by phone at 651-366-4491.
cc: D. Dorgan
D. Dahlberg
E. Wolhowe / Design Consultants
G. Peterson
T. Styrbicki
R. Garcia (FHWA)
[ This Page Intentionally Left Blank ]
10/20/2008
1
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2
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h. Consider cutting sections through the gusset plate at other locations in order
to maximize the combined axial and bending stress and repeat steps above.
3
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4
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10) At the completion of each bridge review, provide the following documentation
in the form of a printed report and electronic files:
5
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Attachment 1
6
10/20/2008
After the spreadsheet is complete, a field inspection of the gusset plates must be
scheduled to look for corrosion, section loss, missing rivets, or other distress in the
plates. All joints must receive a visual inspection. Of particular concern are truss
joints located in the salt spray zone, below deck joints, and below deck drains with
a calculated RFop less than or close to 1.00 for a CRF = 0.85. Check these joints
thoroughly to verify that corrosion does not exceed 15%. Other critical joints
include those located outside of the salt spray zone (such as joints in the top chord
of a high truss) with RFop less than or close to 1.00 for a CRF = 0.95. These joints
should be field inspected to verify that corrosion does not exceed 5%. For the
critical joints where corrosion loss measurements are taken during the inspection,
revise the spreadsheet such that CRF = 1.00 and input the actual percentage of
section loss.
The long term goal for all truss bridge gusset plates is an adequate rating factor
based on analysis using the Mn/DOT Truss Bridge Gusset Plate Design Review
Procedure (Mn/DOT Procedure). If this cannot be achieved, the short term goal is
an adequate rating factor based on refined analysis until strengthening can be done
(within two years). If neither goal is achieved, critical joints must be strengthened
immediately. Therefore, the completed rating factor summary table results are to be
interpreted in light of the following:
1) Joints with an operating rating factor RFop ≥ 1.00 for HS20 determined
using the Mn/DOT Procedure that meet the edge buckling stiffness
requirements of AASHTO LRFD Article 6.14.2.8 are considered
adequate. However, all joints with an RFop < 1.30 must also be evaluated
for load posting.
2) For joints that do not meet the edge buckling stiffness requirements, if the
HS20 operating rating factor RFop ≥ 1.50 with K = 1.00 for the interior
plate buckling check, the joint is considered adequate. If RFop < 1.50, a
refined analysis based on the Dowswell paper and Salmon & Johnson (see
below) must be completed. If the joint is shown to be adequate by the
refined analysis, the bridge should be scheduled within two years for
strengthening of the joint by adding edge stiffeners.
1
10/20/2008
3) For joints that meet the edge buckling stiffness requirements, if the HS20
operating rating factor RFop ≥ 1.00 with K = 0.75 for the interior plate
buckling check, the joint is considered adequate. If RFop < 1.00, a refined
analysis based on the Dowswell paper and Salmon & Johnson (see below)
must be completed. If the joint is shown to be adequate using refined
analysis, the bridge should be scheduled within two years for
strengthening of the joint by adding angles to the compression area of the
gusset plate. If it is decided not to strengthen the joint, load posting of the
bridge is recommended based on the Mn/DOT Procedure rating.
4) For joints with an HS20 operating rating factor RFop < 1.00 for shear
governed by the gross section yield criterion, a refined analysis based on
the paper by Drucker (see below) must be completed. If the joint is shown
to be adequate using refined analysis, the bridge should be scheduled
within two years for strengthening of the joint. For joints with RFop
values between 1.00 and 1.10 by the Mn/DOT Procedure, inspect the joint
and perform any needed maintenance to guard against further
deterioration. If it is decided not to strengthen the joint, load posting of
the bridge is recommended based on the Mn/DOT Procedure rating.
5) For joints with an HS20 operating rating factor RFop < 1.00 for the rivet
bearing/shear check, reanalyze considering the rivet diameter to be equal
to the size of the hole. If the joint is shown to be adequate using the hole
diameter, the bridge should be scheduled within two years for
strengthening of the joint.
6) For bridges subject to pedestrian loads that do not result in an acceptable
operating rating factor based on the criteria above, consideration should be
given to reducing the pedestrian load for calculation of the operating
rating factor.
The refined analysis procedures for buckling and shear evaluation are given
below. Refined analysis examples are available from the Bridge Office.
Based on the guidance given above, provide a summary report of the final HS20
inventory and operating rating for each truss joint. This will become a page of the
final rating form package. Other forms required for the rating form package can
be found at:
http://www.dot.state.mn.us/bridge/DocumentsFormsLinks/discDOCS.html
2
10/20/2008
Refined Plate Buckling Check Per Dowswell Paper and Salmon & Johnson Book
Salmon & Johnson, Steel Structures: Design and Behavior, 3rd Edition,
Harper Collins Publishers Inc., 1990
Procedure:
1) Check whether section is compact (whether section can reach yield
stress before sidesway buckling occurs) using Dowswell method.
3
10/20/2008
The section is compact for the Salmon & Johnson method if Fcr > Fy
If section is compact:
φPu = φ· Fy· Wwh· t
where φ = 0.9
Fy = yield stress
Wwh = Whitmore effective width
t = thickness of plate
If section is noncompact:
Determine φPuD based on AASHTO Std. Specs. 10.54.1.1, using
φ = 1.0, K = 1.0, and a buckling length Lc equal to the average L1,
L2, and L3 per Dowswell paper.
Take φPu as equal to the smallest of the values φPuD and φPuSJ
calculated by the two above methods.
4
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5
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The paper considers the effects of normal stress acting in conjunction with shear
at the critical section of a stable plate. Drucker recommends the following
interaction equation:
Mu / M0 ≤ 0.98 · [1-(Vu / V0)4]
where Mu = factored applied moment
M0 = plastic moment capacity
Vu = factored applied shear
V0 = plastic shear capacity = 0.58· Fy·A
Procedure:
1) Determine factored applied shear Vu and moment Mu.
6
Minnesota Department of Transportation
Mail Stop 610 Office Tel: (651) 366-4506
3485 Hadley Avenue North Office Fax: (651) 366-4497
Oakdale, MN 55128
Memo
TO: Bridge Design Engineers
Several months ago the portable precast barrier anchorage (Standard Detail B920) was temporarily put
on hold due to a lack of validated information on the adequacy and performance of the anchors.
Understanding that temporary installations will be needed until research and testing is complete, the
Bridge R&D Committee met to establish interim guidance regarding the design and use of temporary
precast concrete barriers on bridges and approach panels. This guidance was developed from our best
past practices and draft research information. Over the upcoming months, we will be meeting with the
Roadway Standards Unit and the Office of Construction and Innovative Contracting (OCIC) to develop
new standards for bridge and non-bridge applications to address this issue.
Temporary traffic barriers can be used to prevent vehicles from encountering hazards such as large
vertical drop-offs, entering a work area, or to separate lanes of two-way traffic. Barrier design and
performance includes two significant considerations:
1. Lateral Deflection - The distance the barrier travels laterally, during impact, under the
guidance of crash testing standards. Note that lateral deflection can be expected with an
anchored barrier.
2. Buffer Area (Lateral) - The area behind the barrier, typically equal to the lateral deflection,
must be free of storage items (material, equipment, etc.) that may hinder the barrier's
crashworthiness. This applies to both anchored and unanchored barrier systems.
In addition to proper anchorage of the barrier, each of these considerations should be addressed prior
to specifying the location and use of temporary barriers. Contractor and construction inspection
personnel should also be familiar with the buffer area requirements. Barrier segments must be
connected together to be effective. See MnDOT Standard Plate 8337 for barrier and connector pin
details.
Given design speed and the existence of significant geometric elements (see list below), designers will
determine possible combinations of barrier setback distance and anchoring to achieve an acceptable
configuration. Note that any temporary barrier left in-place over the winter must be anchored. The
following table illustrates potential acceptable combinations:
0
Minimum Distance from Edge of Deck to Back (Non-Traffic) Side of Barrier on Bridges and
Approach Panels
50 mph or greater or
Construction Posted
with significant 40-45 mph 35 mph or less
Speed Limit
geometric elements*
Anchored 4'-0" 2'-0" 6"
Unanchored N/A 6'-0" 3'-0"
*Significant geometric elements Include 1nstallat1on on all interstate highways and curved alignments.
Designers may also choose to use a more restrictive setback distance for bridges where travel speeds
may significantly exceed the posted speed limit, with heavy truck traffic, or where other situations may
warrant increasing the dimensions in the chart above.
For each barrier segment, install three, 1Ys" diameter anchor rods (MnDOT Spec. 3385 Type A)
on traffic side only.
For bridge decks in good condition, chemical anchors shall have 5%" minimum embedment and
'6" maximum ~mbedment. Maximum depth of the hole shall be 1Y2 inches less than the slab
depth to help ensure that the bottom of the slab doesn't spall or fracture during hole drilling.
For approach panels with top and bottom mats of reinforcement, chemical anchors shall have
5%" minimum embedment.
For approach panels with no reinforcement or only a bottom mat of reinforcement, chemical
anchors shall have 9" minimum embedment.
Chemical anchors may only be used where concrete is in good condition. Regional Bridge
Engineer will confirm adequacy for installations on in-place bridges.
Through-deck anchoring may be utilized on existing bridge decks in poor condition.
For the minimum length noted above, the anchor manufacturer's minimum bond stress shall
provide an ultimate (nominal) strength of 14 kips and will be proof tested to 7 kips. See the
Special Provision for additional testing requirements.
These requirements are only valid when installing anchors on a reinforced bridge deck or approach
panel. The anchorage provisions included here are not applicable for non-reinforced concrete or
bituminous surfaces. Minimum deployment length and anchorage requirements past the end of the
bridge and approach panels are to be determined by the roadway designer and shown in the traffic
control plans.
With the release of this memo, Standard Detail 8920 (see attached) will be reactivated for use. Note
that the details have been modified to reference this memo. Please se~ me if you have questions on
these guidelines.
0 0
SEE STANDARD PLATE 8337 FOR
BARRIER DETAILS
SEE SEE
TRAFFIC
DESIGNER DESIGNER TRAFFIC
SIDE
NOTE NOTE SIDE
CORE DRILLED
HOLES IN SLAB 1 TOP OF SLAB
EDGE OF DECK
4"
4"
EDGE OF DECK
PLANS
PLANS
ANCHORAGE EMBEDMENT
SEE
SEE
DEPTH 3
1" MIN.
2-HEAVY HEX JAM NUTS, REINFORCED CONCRETE 2 FOR ANCHORAGE, SEE SPECIAL
" PLATE WASHER BRIDGE DECK OR
PROVISIONS. ULTIMATE
APPROACH PANEL
PULLOUT STRENGTH = 14 KIPS
MINIMUM PER ANCHOR
OPTION 1 OPTION 2
DO NOT USE ON NEW DECK
ANCHORAGE DETAILS
HEAVY HEX NUT, REINFORCEMENT NOT SHOWN
1" DIA.
" X 5" X 5" " X 3" X 3"
"
"
ANCHOR ROD PLATE WASHER PLATE WASHER
1
2
5"
3"
1" DIA. HOLE 1" DIA. HOLE
REFER TO MnDOT LRFD MANUAL 3 5" MINIMUM AND 6" MAXIMUM FOR BRIDGE DECKS
"MEMO TO DESIGNERS (2011-03)" WITH TOP MAT REINFORCEMENT AND SOUND CONCRETE.
FOR GUIDANCE ON EDGE DISTANCE. 9" MINIMUM AND 10" MAXIMUM FOR SOUND
CONCRETE APPROACH PANELS.
Memo
TO: Bridge Design Engineers
Construction Managers Group (CMG)
Resident Engineers
MEMO TO DESIGNERS (2012-01 ): Discontinued Usage of Plain Elastomeric Bearing Pads and
Substitution with Cotton-Duck Bearing Pads
In light of some recent excessive deformations of plain elastomeric bearing pads (PEP), the use
of PEP will be limited. At this time, the precise cause of the performance issue has not been
determined. Further research is being completed by the AASHTO Bearing Committee to isolate
the source of the issue. When the research is complete, final guidance on plain elastomeric
bearing pads will be issued. The guidance provided in this memo should be used in the interim.
Plain elastomeric bearing pads are used at fixed bearing assemblies and at integral abutments.
There will be no change to the use of PEP at integral abutments. Because the bearing pads are
confined by the concrete and the polystyrene, the amount of deformation is limited and is not a
concern.
For all fixed curved plate bearing assemblies for both steel and prestressed beams, replace the
plain elastomeric bearing pad with a cotton-duck bearing pad (COP) of the same size as required
for a PEP. COP are preformed pads that are produced in large sheets and cut to size for specific
bridge applications. COP are reinforced with closely spaced layers of cotton-duck and typically
display high compressive stiffness and strength, obtained by the use of very thin elastomeric
layers. These pads are often used on railroad structures due to their high compressive
strengths.
Cotton-duck pads must be manufactured and tested under compression in accordance with
Military Specification MIL-C-882E, except where superseded by the current AASHTO LRFD
Bridge Design Specifications Article 14.7.6.2 or by this memo. The minimum low-temperature
grade of elastomer for cotton-duck pads is Grade 3.
This change to the bearing pads is effective for all bridges where the bearings have not yet been
installed. For bridges still in the design phase that utilize standard detail B31 0 or B354, include
revised special provision SB2012-37 41 that is attached to this memo. For projects that have
been submitted to CO, but not yet let, an addendum will be necessary. For projects that have
already been let, please coordinate and assist the districts to obtain COP through the
0 0 0
supplemental agreement process. As a minimum, these changes will be in effect for the entire
2012 construction season. This guidance will remain in place until final guidance supersedes
this memo.
If you have any questions contact myself or Arielle Ehrlich at (651) 366-4515.
Thank you.
0 0 0
Use on all jobs requiring Elastomeric Bearing Pads.
(1) Use where standard details B310 and B354 are used.
Created: 3/22/2002
Revised: 4/12/2012 (7)
Provide elastomer for bearing pads meeting the requirements of AASHTO M 251
with durometer hardness of 60 ±5 on the Shore "A" scale. Provide elastomer compounds
classified as low-temperature Grade 4 meeting the grade requirements of AASHTO LRFD
Bridge Design Specifications, Table 14.7.5.2-1, "Low temperature Zones and Minimum Grade of
Elastomer."
Utilize cotton-duck bearing pads (CDP) where standard details B310 and B354
are used. Test and manufacture CDP in accordance with Military Specification MIL-C-882E,
except where superseded by the current AASHTO LRFD Bridge Design Specifications Article
14.7.6.2 or by Memo to Designers (2012-01). For CDP, provide elastomer compounds classified
as low-temperature Grade 3.
,,v4NES0,,
Minnesota Department of Transportation
MS 610 Office Tel: (651) 366-4506
s'+,.°Fro0° 3485 Hadley Avenue North Office Fax: (651) 366-4497
Oakdale, MN 55128
Memo
TO: Bridge Design Engineers
Construction Managers Group (CMG)
Resident Engineers
MEMO TO DESIGNERS (2012-02): Transition to New MnDOT Pile Formula 2012 (MPF12)
Based on the results of a recent MnDOT research project, MnDOT will discontinue the use of the
current MnDOT Nominal Resistance Pile Driving Formula (known as the LRFD formula) for
construction control and replace it with a new pile driving formula designated the MnDOT Pile
Formula 2012 (MPF12). The MPF12, which was calibrated for site conditions typically
encountered in Minnesota, more reliably predicts the nominal resistance of driven piles using
LRFD methodology.
This change in formula will not affect the design of bridges, but will require a change in the
standard plan notes. The Required Nominal Pile Bearing Resistance Tables from Appendix 2-H
Article F, page 2-104, of the MnDOT LRFD Bridge Design Manual are hereby replaced with the
attached tables.
For the MPF12, note that CIP piles and H-piles have different resistance factors (()dyn). As a
result, there are now four tables presented for use depending on the type of pile used.
A revised special provision will be released shortly that covers the use of the MPF12. The special
provision will include limitations on MPF12 usage, such as blow count range and pile hammer
qualifications.
In order to educate field personnel, the Bridge Construction Unit will organize a number of
training sessions statewide to provide information regarding the transition to the MPF12. These
sessions will be beneficial for personnel from MnDOT Districts, MnDOT State Aid, consultant
inspectors, and geotechnical consultants. The tools used by inspectors to calculate driven pile
capacities and pile forms will also be revised to reflect the new formula. Look for more
information in the coming months.
This new formula should be utilized for all bridge projects with letting dates after February 28,
2013.
Thank you.
ABUTMENT PIER
• EQUIRED NOMINAL PILE BEARIN • EQUIRED NOMINAL PILE BEARIN
• SISTANCE Rn – Tons/Pil ESISTANCE Rn – Tons/Pil
H-Piles
ABUTMENT PIER
REQUIRED NOMINAL PILE BEARING REQUIRED NOMINAL PILE BEARING
RESISTANCE FOR H-PILES Rn – Tons/Pile RESISTANCE FOR H-PILES Rn – Tons/Pile
CIP Piles
ABUTMENT PIER
REQUIRED NOMINAL PILE BEARING REQUIRED NOMINAL PILE BEARING
RESISTANCE FOR CIP PILES Rn – Tons/Pile RESISTANCE FOR CIP PILES Rn – Tons/Pile
Memo
TO: Bridge Design Engineers
Recently, the Concrete Reinforcing Steel Institute, a consortium of rebar producers and fabricators,
has announced that its members have begun the process of converting from metric rebar
designations back to U.S. customary designations. U.S. customary bar designations are indicated
by a one or two digit number, equal to the nominal bar diameter in eighths of an inch (i.e., a No. 4
bar has a diameter of 4/8, or 1/2 inch).
For all projects scheduled for letting on or after July 1, 2013, include bar marks in U.S. customary
bar sizes. MnDOT has issued newly updated roadway and bridge standard plans and plates in
U.S. customary bar sizes. Additionally, the CADD cell library which contains the Standard Plan
Notes has been updated for U.S. customary bar sizes. All updated files are available on the web
and internal server sites at the same location as the previous standards.
Effective immediately, modify Table 2472-2 in the 2005 Edition of the MnDOT Standard
Specifications for Construction using the special provision found in MnDOT Technical
Memorandum 13-06-B-03.
The entirety of this manual will not be republished immediately, but all future updates will use U.S.
customary bar marks.
If you have any questions contact myself or Dave Dahlberg at (651) 366-4491.
Thank you.
Memo
TO: Bridge Design Engineers
With the publishing of the 2016 Edition of the MnDOT Standard Specifications for Construction
(2016 MnDOT Specs.), MnDOT is switching to Contractor mix designs for concrete. One of the
results of this change is new concrete mix designations. Beginning with the October 23, 2015
letting, all projects will utilize the 2016 MnDOT Specs.
In order to decrease the work involved in making the transition, abbreviated changes are allowed
for bridge plans that are let in October, November, or December of 2015, in accordance with the
following:
• In the "Schedule of Quantities" table placed near the front of the plan, replace each 2014
MnDOT Spec. pay item that contains an old concrete mix designation with the 2016
MnDOT Spec. pay item that contains the new concrete mix designation.
• For each pay item that has been replaced as stated above, include a circled note below
the table stating that the new pay item replaces all references to the old pay item found
throughout the bridge plan.
o Examples:
© PAY ITEM "STRUCTURAL CONCRETE (1G52)" REPLACES ALL
REFERENCES TO "STRUCTURAL CONCRETE (1A43)" THROUGHOUT
THIS PLAN.
For all bridge plans in the January 2016 letting and thereafter, provide the new concrete mix
designations throughout the plan and do not include plan notes for conversion.
The Trns*port pay item list has been updated and can be found at:
http://bidlet.dot.state.mn.us/english2016.aspx
The Division “SB” bridge special provisions have been updated and can be found at:
http://www.dot.state.mn.us/bridge/construction.html
The LRFD Bridge Design Manual (BDM) Table 5.1.1.1, “Design Concrete Mix Summary”, has
been updated to the new concrete mix designations. However, other locations where a concrete
mix is listed within the BDM have not been updated, but will be when the section they are in is
revised. A conversion table for bridge elements is attached as a reference.
If you have any questions, please contact Dave Dahlberg ([email protected] or (651)
366-4491) or me.
1X46 1X62
Drilled shafts
1Y46 3X62
Integral abutment diaphragms and Same mix as used in Same mix as used in
pier continuity diaphragms deck deck
1W36 1W82
Pretensioned superstructures 3W36 3W82
special N/A
3YHPC-M 3YHPC-M
Monolithic decks and slabs 3YLCHPC-M 3YLCHPC-M
3Y33 3Y42
3YHPC-S 3YHPC-S
Decks and slabs that will receive a 2 inch
3YLCHPC-S 3YLCHPC-S
concrete wearing course
3Y36 3Y42
Figure 1
2
These changes result in the following revisions to previous guidance found in the Memo to Designers (2016‐01):
1) In the guidance regarding plumb vs. perpendicular barrier placement, the 5th bullet as well as Figures 2,
3, and 4 of Memo to Designers (2016‐01) called for a level deck surface beneath the barrier. For decks
that include a concrete wearing course, the top of deck under the barrier will not be level, but will slope
as shown above in Figure 1 of this Memo to Designers. However, the barrier orientation will still remain
plumb or perpendicular as defined in the previous memo.
2) For the deck overhang design, the net effect of the edge‐of‐deck change for decks that include a
concrete wearing course is to reduce the deck thickness at the gutter line. Therefore, the entire section
regarding deck overhang design is superceded by the following:
Deck Overhang Design
Deck overhang requirements are dependent on the overhang length and overhang location along the
bridge.
• For deck overhangs (measured from centerline of beam to edge of deck) of up to 40% of the
beam spacing that carry a Type S barrier, the BDM deck reinforcement Tables 9.2.1.1 and 9.2.1.2
may be used for the interior overhang regions. For the exterior overhang regions (applies to
regions where the longitudinal barrier reinforcement is discontinuous, such as end of bridge
joints and expansion joints), the following modifications to the overhang reinforcement are
necessary to meet NCHRP 350 Test Level 4 (TL‐4). Note that the modifications only apply when
the gutter line is located outside the edge of the fascia beam flange. For cases where the gutter
line is located inside the edge of the fascia beam flange, provide reinforcement per the BDM
deck reinforcement Tables 9.2.1.1 and 9.2.1.2 with no modification.
o For a 36” Type S barrier on a deck with wearing course supported by steel beams spaced
greater than 12 feet apart, provide top transverse hooked #5 bars at 6” spacing over a
distance of 8 feet from the joint. Lap these bars to the top transverse #6 bars at 6” called
for by Table 9.2.1.2. Include 180 degree standard hooks on the edge‐of‐deck ends of the #5
bars.
o For all other cases with a 36” Type S barrier, provide #5 bars at 5” spacing or As = 0.74 in2/ft
for the top transverse bars over a distance of 8 feet from the joint. Include 180 degree
standard hooks on the edge‐of‐deck ends of these bars. This can be accomplished either by
providing hooked overhang bars that splice to the main transverse deck bars or by providing
hooked transverse bars that run from edge to edge of the deck.
o For the 42” Type S, where the deck consists of a 9” monolithic slab or a 7” structural slab
plus a 2” concrete wearing course, include 180 degree standard hooks on the edge‐of‐deck
ends of the top transverse bars over a distance of 9 feet from the joint. This can be
accomplished either by providing hooked overhang bars that splice to the main transverse
deck bars or by providing hooked transverse bars that run from edge to edge of the deck.
3
o For the 54” Type S, no modification is needed. Provide reinforcement per the BDM deck
reinforcement Tables 9.2.1.1 and 9.2.1.2.
o Provide an edge‐of‐deck thickness that is equal to the deck thickness specified in BDM
Tables 9.2.1.1 and 9.2.1.2 for all cases (typically 9”, except for wide beam spacings). When
edge‐of‐deck thicknesses are greater than 9”, adjust the wingwall coping height to match
the edge‐of‐deck thickness. Where the wingwall ties into a retaining wall, coordinate with
the roadway designer as needed to set the retaining wall coping height to also match the
edge‐of‐deck thickness.
o For deck overhangs that require a special design, use the following guidance for checking
the extreme event limit state.
o Design collision loads Fcdes and Mcdes will be needed to complete the deck overhang design.
For each barrier height H, values for Lc, Mc, and Rw have been determined using the yield line
method found in AASHTO LRFD Spec. Article A13.3.1. The TL‐4 value of 54 kips for Ft was
adjusted for the difference between the barrier height and height of Ft application. Then
4/3∙Ft was compared to Rw, and the smaller value distributed over Lc + H for end regions and
Lc + 2H for interior regions. Also, Mc was adjusted when 4/3∙Ft governed. The results are
the moments Mcadj and tension forces Fcadj given in Table 1 below.
36" Type S 42" Type S 54" Type S
Exterior Interior Exterior Interior Exterior Interior
Mcadj (k‐ft/ft) 20.5 9.4 18.8 7.8 17.4 6.7
Fcadj (k/ft) 7.9 3.7 6.1 2.7 4.1 1.8
Table 1
In order to use these values, translate the moment Mcadj at the top of the deck to a moment
Mcdes located at the center of the deck using the following method (refer to Figure 2):
e = Mcadj / Fcadj
Fcdes = Fcadj
For monolithic decks: Mcdes = Fcdes ∙ (e + 0.5∙tdeck)
For decks consisting of structural slab plus wearing course:
Mcdes = Fcdes ∙ (e + 0.5∙tstr slab)
4
Figure 2
Use the tension force Fcdes and moment Mcdes as the collision loads for the deck overhang
design.
Revision of the edge‐of‐deck thickness and coping height per this memo is to begin immediately for all new
preliminary bridge plans.
If you have any questions, please contact Dave Dahlberg ([email protected] or (651) 366‐4491) or me.
cc: Kevin Western
Dave Dahlberg
Dave Conkel/Local Bridge Design Consultants
Colleen Lichtsinn/Bridge Design Consultants
5
~0NT4yo Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
A. Memos
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/. This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
Bridge Design Manual and Policy Engineer, at [email protected] or by phone at
651/366-4491.
Nancy Daubenberger
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
A. Memos
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/. This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
Bridge Design Manual and Policy Engineer, at dave.dahlbercastate.mn.us or by phone at
651/366-4491.
Nancy Daubenberger
State Bridge Engineer
Minnesota Department of Transportation
April12, 2012
Title Page
SUBJECT Table of Contents
A. Memos
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/. This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
Bridge Design Manual and Policy Engineer, at [email protected] or by phone at
651/366-4491.
Nancy Daubenberger
fof!..state Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
A. Memos
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/. This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed. to Dave Dahlberg,
LRFD Engineer, [email protected] or by phone at 651/366-4491.
October 5, 2011
Title Page
SUBJECT Table of Contents
Section 15: BRIDGE LOAD RATING
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/. This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Engineer, at [email protected] or by phone at 651/366-4491 .
Nancy aubenberger
State Bridge Engineer
{( 1
~\~NE.SoJ:i4 Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 2: GENERAL DESIGN AND LOCATION FEATURES
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/.This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Arielle Ehrlich,
Acting LRFD Engineer, at [email protected] or by phone at 651/366-4515.
Nancy aubenberger
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 4: STRUCTURAL ANALYSIS AND EVALUATION
The MnDOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/.This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Arielle Ehrlich,
Acting LRFD Engineer, at [email protected] or by phone at 651/366-4515.
$~~L~9,Gt
Nancf'Daubenberge9
State Bridge Engineer
f(~\t\NESi°l:<t1-~ Minnesota Department of Transportation
::0 ~
~ -$
~)'OFT1'>~0" Bridge Office Phone No: 651/366-4500
Mail Stop 610 Fax No: 651/366-4497
3485 Hadley Avenue North
Oakdale, MN 55128-3307
December 1,2010
Title Page
SUBJECT Table of Contents
Section 1: INTRODUCTION
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/.This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Arielle Ehrlich,
Acting LRFD Engineer, at [email protected] or by phone at 651/366-4515.
Duane R. Hill
Acting State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 11: ABUTMENTS, PIERS, AND WALLS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/.This Web site should be.
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Arielle Ehrlich,
Acting LRFD Engineer, at [email protected] or by phone at 651/366-4515.
A~;~;;(lP<.buJ,'('fL,
'tCL Dl'lane R. Hill
Acting State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 5: Concrete Structures
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Note: Due to the large number of changes, Section 5 is being republished in its entirety
without any vertical revision lines in the margins. The main text, the slab span
example, and the prestressed beam example have been updated. The post-
tensioned slab example has not been updated yet.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Engineer, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
Table of Contents
SUBJECT
Section 4: STRUCTURAL ANALYSIS AND EVALUATION
Section 6: STEEL STRUCTURES
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to David Dahlberg,
LRFD Engineer, at [email protected] or by phone at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 15: BRIDGE LOAD RATING
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to David Dahlberg,
LRFD Engineer, at [email protected] or by phone at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to David Dahlberg,
LRFD Engineer, at [email protected] or by phone at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT
Section 2: General Design and Location Features
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Engineer, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Title Page
SUBJECT Table of Contents
Section 6: Steel Structures
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Note: Due to the large number of changes, Section 6 is being republished in its entirety
without any vertical revision lines in the margins.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Engineer, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
May 5, 2008
Manual Cover
SUBJECT
Section 13: Railings
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
April 9, 2008
Manual Cover
SUBJECT
Section 1: INTRODUCTION
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
October 5, 2007
Manual Cover
SUBJECT Table of Contents
A. MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Manual Cover
SUBJECT Table of Contents
A. MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/366-4491.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
February 7, 2007
Manual Cover
SUBJECT Table of Contents
Section 2: GENERAL DESIGN AND LOCATION FEATURES
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Note: The “FEBRUARY 2007” update of Section 2 is the fourth update to the section.
Therefore, it is being republished in its entirety. All vertical revision lines added during the
previous three updates have been removed. A single vertical line in the margin indicates a
revision made to the text during the fourth update.
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Manual Cover
Table of Contents
SUBJECT
Section 3: LOAD AND LOAD FACTORS
Section 4: STRUCTURAL ANALYSIS AND EVALUATION
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651/747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Manual Cover
SUBJECT Table of Contents
Section 14: JOINTS AND BEARINGS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe PDF
(Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site should be
checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
April 5, 2006
Manual Cover
SUBJECT
Section 2: GENERAL DESIGN AND LOCATION FEATURES
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Manual Cover
SUBJECT
Section 2: GENERAL DESIGN AND LOCATION FEATURES
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
(for two-sided printing)
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
Table of Contents
SUBJECT:
A. MEMOS
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at (651) 747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1. Remove from the manual: Section 2, pages 2-1 through 2-121 inclusive.
2. Print and insert in the manual: Section 2, pages 2-1 through 2-116 inclusive.
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651-747-2116.
Daniel L. Dorgan
State Bridge Engineer
Minnesota Department of Transportation
The Mn/DOT Bridge Office LRFD Bridge Design Manual is available for download in Adobe
PDF (Portable Document Format) at http://www.dot.state.mn.us/bridge/ . This Web site
should be checked regularly for updates.
INSTRUCTIONS:
1. Remove from the manual: Manual Cover (page ii) and Table of Contents (page i, ii, and
iii).
2. Print and insert in the manual: Manual Cover (page ii) and Table of Contents (page i, ii,
and iii).
3. Any technical questions regarding this transmittal should be directed to Dave Dahlberg,
LRFD Implementation, at 651-747-2116.
Daniel L. Dorgan
State Bridge Engineer