Bridge Design Manual - LRFD: Revised January 2020

Bridge Design Manual - LRFD
Revised January 2020

© 2020 by Texas Department of Transportation
(512) 463-8630 all rights reserved
Manual Notice 2020-1
From: Graham Bettis, P.E., Director, Bridge Division
Manual: Bridge Design Manual - LRFD
Effective Date: January 01, 2020
Purpose
This manual documents policy on bridge design in Texas. It assists Texas bridge designers in
applying provisions documented in the AASHTO LRFD Bridge Design Specifications, to which
designers should adhere unless directed otherwise by this document.
Changes
Updates consist of the following: Chapter 1 includes the deletion of the Revision History Table.
Chapter 2 is updated to include the Extreme Event III loading combination which relates to
structural member or component failure. An additional section is added to Chapter 3, System
Redundancy Evaluation for Steel Twin Tub Girders, requiring all newly steel twin tub girder
bridges to be designed for system redundancy.
Supersedes
This revision supersedes version 2018-1.
Contact
For more information about any portion of this manual, please contact the Design Section Director
of the Bridge Division.
Archives
Past Manual notices are available in a PDF archive.

Table of Contents
Chapter 1 — About this Manual
Section 1 — Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Chapter 2 — Limit States and Loads

Section 1 — Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Importance Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Extreme Event Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Multi-column Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Live Load Deflection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Section 2 — Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Live Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Braking Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Vehicular Collision Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Earthquake Effects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Vessel Collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Pedestrian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Chapter 3 — Superstructure Design

Section 1 — Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Section 2 — Concrete Deck Slabs on I-Girders, U-Beams, Spread Box Beams, 
Spread Slab Beams, Steel Plate Girders, and Steel Tub Girders . . . . . . . . . . . . . . . . . . 3-3
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Geometric Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Section 3 — Concrete Deck Slabs on Adjacent-Framed Beams 
(Slab Beams and Box Beams) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Section 4 — Pretensioned Concrete I Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
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Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Structural Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Section 5 — Pretensioned Concrete U Beams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Geometric Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Structural Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Section 6 — Pretensioned Concrete Slab Beams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Section 7 — Pretensioned Concrete Spread Slab Beams . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Section 8 — Pretensioned Concrete Decked Slab Beams . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Section 9 — Pretensioned Concrete Box Beams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Section 10 — Pretensioned Concrete Spread Box Beams (X-Beams) . . . . . . . . . . . . . . . . 3-21
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Section 11 — Cast-in-Place Concrete Slab and Girder Spans (Pan Forms) . . . . . . . . . . . . 3-23
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Section 12 — Cast-in-Place Concrete Slab Spans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
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Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Section 13 — Straight Plate Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Section 14 — Curved Plate Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Section 15 — Segmental Spans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Section 16 — Spliced Precast Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Section 17 — System Redundancy Evaluation for Steel Twin 
Tub Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Chapter 4 — Substructure Design

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Section 2 — Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Section 3 — Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Section 4 — Rectangular Reinforced Concrete Bent Caps . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
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Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Section 5 — Inverted Tee Reinforced Concrete Bent Caps. . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Section 6 — Columns for Multi-Column Bents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Column Collision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Section 7 — Columns for Single Column Bents or Piers . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Column Collision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Section 8 — Post-Tensioned Concrete Bent Caps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Section 9 — Lateral Restraint of Bridge Superstructures on Substructure . . . . . . . . . . . . . 4-17
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Bridges Crossing Water Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
I-Girder Bridges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
U-Beam Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Spread Slab Beam and Spread Box Beam (X-beam) Bridges. . . . . . . . . . . . . . . . . . . . . . 4-17
Slab Beam, Box Beam, Decked Slab Beam, and Double-Tee Beam Bridges. . . . . . . . . . 4-18
Steel Beam or Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
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Chapter 5 — Other Designs
Section 1 — Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Design Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Section 2 — Steel-Reinforced Elastomeric Bearings for Pretensioned Concrete I-Girders . 5-3
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Section 3 — Strut-and-Tie Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Section 4 — Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Section 5 — Concrete Culverts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Chapter 6 — Archiving Design Notes

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Section 2 — Procedure for Archiving Design Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Scan Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Naming Convention. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Delivering the File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Bridge Design Manual - LRFD v TxDOT 1/2020

Chapter 1 — About this Manual
Contents:
Section 1 — Introduction
Bridge Design Manual - LRFD 1-1 TxDOT 01/2020

Chapter 1 — About this Manual Section 1 — Introduction
Section 1 — Introduction
Implementation
Load and Resistance Factor Design (LRFD) is a design methodology that makes use of load and
resistance factors based on the known variability of applied loads and material properties. In 1994,
the American Association of State Highway and Transportation Officials (AASHTO) published the
first AASHTO Load and Resistance Factor Bridge Design Specifications. The Federal Highway
Administration (FHWA) mandated the use of LRFD for all bridges for which the Texas Department
of Transportation (TxDOT) initiated preliminary engineering after October 2007.
Purpose
This manual documents policy on bridge design in Texas. It assists Texas bridge designers in
applying provisions documented in the AASHTO LRFD Bridge Design Specifications, 2017, 8th
Edition, which designers should adhere to unless directed otherwise by this document.
All Articles, Equations, and Tables referenced in this manual are from the current AASHTO LRFD
Bridge Design Specifications, unless noted otherwise.
Organization
The information in this manual is organized as follows:

 Chapter 1, About this Manual. Introductory information on the purpose and organization of the
manual.
 Chapter 2, Limit States and Loads. General information on limit states and on load factors.
 Chapter 3, Superstructure Design. Policy on LRFD design of specific bridge superstructure
components.
 Chapter 4, Substructure Design. Policy on LRFD design of specific bridge substructure
components.
 Chapter 5, Other Designs. Design guidelines for bridge widenings, steel-reinforced
elastomeric bearings for pretensioned concrete beams, strut-and-tie method, and culverts. This
chapter also addresses corrosion protection measures.
 Chapter 6, Archiving Design Notes. Policy for archiving bridge design notes in TxDOT’s
bridge inspection database management system.

Chapter 1 — About this Manual Section 1 — Introduction
Feedback
Direct any questions or comments on the content of the manual to the Director of the Bridge
Division, Texas Department of Transportation.

Chapter 2 — Limit States and Loads
Contents:
Section 1 — Limit States
Section 2 — Loads

Chapter 2 — Limit States and Loads Section 1 — Limit States
Section 1 — Limit States
Importance Factor
Classify all bridge designs as typical bridges when applying the operational importance factor, ηI,
to strength limit states. Use ηI = 1.0 for all limit states. See Article 1.3.5.
Redundancy
Add the following to Article 1.3.4 as follows:
ηR ≥ 1.05 for nonredundant members and members requiring an analysis to establish system
redundancy.
Extreme Event Limit States
Revise the following definition in Article 1.2 as follows:
Extreme Event Limit States—Limit states relating to events such as

earthquakes, ice load, structural member or component failure, and
vehicle and vessel collision, with return periods in excess of the
design life of the bridge.
Revise Article 1.3.2.5 as follows:
Extreme Event Limit States - The extreme event limit state shall be
taken to ensure the structural survival of a bridge during a major
earthquake or flood, or when collided by a vessel, vehicle, or ice
flow, possibly under scoured conditions, or after failure of a
structural member or component.
Extreme Event I and II
Provisions under Extreme Event I need not be considered except for regions near Big Bend as
noted in the subsequent section on Earthquake Effects.
Provisions under Extreme Event II must be considered only when vehicular collision or vessel
collision evaluation is required.
Extreme Event III
Supplement Article 3.4.1 with the following:

Chapter 2 — Limit States and Loads Section 1 — Limit States
 Extreme Event III - Load combination relating to a structural

member or component failure.
Supplement Table 3.4.1-1 with the following:
DC Use One of These at a Time

DD
DW
EH LL
EV IM
ES CE
Load PS BR
Combination CR PL
Limit State SH LS WA WS WL FR TU TG SE EQ BL IC CT CV
Extreme
γp 1.10 1.00 -- -- 1.00 -- -- -- -- 1.00 1.00 1.00 1.00
Event III
Supplement Table 3.4.1-2 with the following:
Type of Load, Foundation Type, and Method Used to Calculate Downdrag Load Factor
Maximum Minimum
DC: Components and Attachments for the evaluation of system redundancy as 1.10 0.90
specified in Chapter 3, Section 17, for Extreme Event III only
All load effects during an assumed fracture event due to both per-
manent and assumed transient loads shall be amplified by a factor
of 1.20 to simulate the dynamic effects of a fracture on the twin
tub girder span(s).
Multi-column Bridges
For typical multi-column bridges, determine design loads for foundations at Service I Load
Combination. Determine foundation loads for single column bents and other non-typical
substructures using Service I and Service IV Load Combinations. For Service IV Load
Combination, include the vertical wind pressure as specified in Article 3.8.2. For foundation loads
on typical multi-column bents and abutments, use the multiple presence factor, m, per Article
3.6.1.1.2. Distribute the live load equally to all supporting foundations, assuming all lanes are
loaded. Do not apply the Dynamic Load Allowance (IM) to the live load in determining foundation
loads when the foundation elements are entirely below ground level.
Live Load Deflection
Check live load deflection using Articles 2.5.2.6.2 and 3.6.1.3.2. Ensure that the calculated
deflection does not exceed Span/800 using a live load distribution factor equal to number of lanes
divided by number of girders. If the bridge has pedestrian sidewalks, the deflection limit is Span/
1000.

Chapter 2 — Limit States and Loads Section 2 — Loads
Section 2 — Loads
Live Loads
Use HL93 design live load as described in Article 3.6.1.2 unless design for a special vehicle is
specified or warranted.
Design widenings for existing structures using HL93. Rate existing structures using Load Factor
Rating per the current AASHTO Manual for Bridge Evaluation and HS20 loading. Show load rating
and design loads on the bridge plan, for example, HS20 (Existing) HL93 (New).
Do not use the reduction in the multiple presence factor (m) based on Average Daily Truck Traffic
(ADTT) on the bridge as suggested in the Article C3.6.1.1.2, Multiple Presence of Live Load.
For simple-span bridges, do not apply the provisions for two design trucks as described in Article
3.6.1.3.1.
Disregard recommendations to investigate negative moment and reactions at interior supports for
pairs of the design tandem provided in the commentary to Article 3.6.1.3.1, Application of Design
Vehicular Live Loads.
The provisions of Article 3.6.1.1.2 shall not be applied to the

extreme limit state when evaluating system redundancy as specified
in Chapter 3, Section 17 System Redundancy Evaluation for Steel
Twin Tub Girders.
Braking Force
Take the braking force, BR, as 5% of the design truck plus lane load or 5% of the design tandem
plus lane load.
Vehicular Collision Force
Abutments and retaining walls—Due to the soil behind abutments and retaining walls, the collision
force in Article 3.6.5 need not be considered.
Bents—Do not investigate bents and piers for collision if the annual frequency for a bridge bent or
pier to be hit by a vehicle, AFHPB, is less than 0.001 using Equation C3.6.5.1-1. Design for
vehicular collision force for the final condition after all construction is completed, not during
construction phases with temporary traffic conditions. A bridge deck adjacent to the column is
considered an adjacent roadway.

When investigating for collision, there are two design choices: redirect the collision load or provide
structural resistance. When the design choice is to redirect the collision load, the protection must
meet at least one of the following requirements:
 Protect with a structurally independent, ground-mounted 54-in. tall single slope concrete
barrier (or other 54-in. tall, Test Level 5 approved barrier equivalent) if within 10 ft. from
component.
 Protect with a 42-in. tall single slope concrete barrier (or 42-in tall, Test Level 5 approved
barrier equivalent) if more than 10 ft. from component.
When the design choice is to provide structural resistance, design for the 600-kip equivalent static
load as described in Article 3.6.5. See Chapter 4 - Substructure Design, Sections 6 - Columns for
Multi-Column Bents and Section 7 - Columns for Single Column Bents or Piers for design
information.
For structures with a clear distance of 25 ft. or less from the center line of a railway track, meet the
requirements of American Railway Engineering and Maintenance-of-Way Association (AREMA),
or the governing railroad company.
Earthquake Effects
Except as noted below, bridges and structures in Texas do not require analysis for seismic loading
due to the low seismic hazard as shown in Article 3.10.2.
The TxDOT Bridge Standards and conventional bridge configurations have been evaluated for
seismic effects and do not require further analysis.
For conventional structures with superstructure unit lengths or interior bent "H" heights outside of
the limits stated in the TxDOT Bridge Standards and which are located in Brewster, Presidio, Jeff
Davis, Culberson, Hudspeth and El Paso counties, check Minimum Support Length Requirements
outlined in Article 4.7.4.4.
Non-conventional or exotic bridges do not require seismic evaluation, except those located in
Brewster, Presidio, Jeff Davis, Culberson, Hudspeth and El Paso counties. In these locations,
evaluate the structure for earthquake effects as required by Article 3.10. Contact the TxDOT Bridge
Division for guidance.
Vessel Collision
TxDOT requires that all bridges crossing waterways with documented commercial vessel traffic
comply with Article 3.14. For widening of existing structures, at least maintain the current strength
of the structure relative to possible vessel impact, and increase the resistance of the structure where

indicated if possible. Consult the TxDOT Bridge Division for assistance interpreting and applying
these design requirements.
Pedestrian
Do not apply a pedestrian load to sidewalks when evaluating system redundancy at the Extreme
Event III limit state.

Chapter 3 — Superstructure Design
Contents:
Section 1 — Overview
Section 2 — Concrete Deck Slabs on I-Girders, U-Beams, Spread Box Beams, Spread Slab Beams,
Steel Plate Girders, and Steel Tub Girders
Section 3 — Concrete Deck Slabs on Adjacent-Framed Beams (Slab Beams and Box Beams)
Section 4 — Pretensioned Concrete I Girders
Section 5 — Pretensioned Concrete U Beams
Section 6 — Pretensioned Concrete Slab Beams
Section 7 — Pretensioned Concrete Spread Slab Beams
Section 8 — Pretensioned Concrete Decked Slab Beams
Section 9 — Pretensioned Concrete Box Beams
Section 10 — Pretensioned Concrete Spread Box Beams (X-Beams)
Section 11 — Cast-in-Place Concrete Slab and Girder Spans (Pan Forms)
Section 12 — Cast-in-Place Concrete Slab Spans
Section 13 — Straight Plate Girders
Section 14 — Curved Plate Girders
Section 15 — Segmental Spans
Section 16 — Spliced Precast Girders
Section 17 — System Redundancy Evaluation for Steel Twin Tub Girders

Chapter 3 — Superstructure Design Section 1 — Overview
Introduction
This chapter documents policy on Load and Resistance Factor Design (LRFD) of specific bridge
superstructure components.

Chapter 3 — Superstructure Design Section 2 — Concrete Deck Slabs on I-Girders, U-
Beams, Spread Box Beams, Spread Slab Beams, Steel
Section 2 — Concrete Deck Slabs on I-Girders, U-Beams, Spread Box Beams, Spread
Slab Beams, Steel Plate Girders, and Steel Tub Girders
Materials
Use Class S concrete (fc ́ = 4.0 ksi). Refer to district-specific corrosion protection requirements for
regions where bridge decks are exposed to de-icing agents and/or saltwater spray with regularity. If
thus required, use Class S (HPC) concrete.
Use Grade 60 reinforcing steel or deformed welded wire reinforcement (WWR) meeting the
requirements of ASTM A1064. Refer to district-specific corrosion protection requirements for
thus required, use one of the following types of corrosion resistant reinforcement (refer also to Item
440):
 Epoxy-Coated Reinforcing Steel meeting the requirements of ASTM A775 or A934
 Epoxy-Coated WWR meeting the requirements of ASTM A884 Class A or B
 Hot-Dip Galvanized Reinforcing Steel
 Glass Fiber Reinforced Polymer (GFRP) Bars; The design for GFRP reinforcement in bridge
decks must adhere to the AASHTO LRFD Guide Specifications for GFRP-Reinforced
Concrete Bridge Decks and Traffic Railings.
 Dual Coated Reinforcing Steel meeting the requirements of ASTM A1055
 Low Carbon/Chromium Reinforcing Steel meeting the requirements of ASTM A1035 Gr 100
Ty CS
 Stainless Reinforcing Steel meeting the requirements of ASTM A955 Ty 316LN, XM-28,
2205, or 2304; Use only for extreme chloride exposure in coastal areas.
Geometric Constraints
TxDOT standard deck slab is 8.5 in. deep. Use of thinner concrete decks is not permitted.
Cover to reinforcing bars is 2.5 in. clear to the top mat and 1.25 in. clear to the bottom mat. Cover
to bar ends is 2 in.
Maximum overhang is 3.33 ft. beyond the design section for negative moment specified in Article
4.6.2.1.6, but not more than 1.3 times the girder depth.
Minimum overhang is 0.5 ft. from top beam or flange edge except for spread slab and spread box
beams, which have a 0 ft. minimum overhang.

Chapter 3 — Superstructure Design Section 2 — Concrete Deck Slabs on I-Girders, U-
Beams, Spread Box Beams, Spread Slab Beams, Steel
Design Criteria
Where applicable, use the Empirical Design of Article 9.7.2 with the following exceptions:
 Top mat reinforcement is No. 4 bars at 9 in. maximum spacing (0.27 sq. in./ft.) in both
transverse and longitudinal direction. Place longitudinal bars closest to the top slab surface. In
the overhangs, place No. 5 bars extending 2 ft. minimum past fascia girder web centerline
between each transverse No. 4 bar.
 Bottom mat reinforcement is No. 4 bars at 9 in. maximum spacing (0.27 sq. in./ft.) in both
transverse and longitudinal directions. Place transverse bars closest to the bottom slab surface.
 Slab regions adjacent to expansion joints are reinforced as shown on the standard drawings
depicting thickened slab end details. No additional reinforcement in end regions, including
those skewed over 25°, is needed in these cases. These standard drawings are:
 IGTS for Tx Girders
 UBTS for U-beams
 SGTS for Steel I-beams and Plate Girders
 XBTS for Spread Box Beams
 Cross-frames or diaphragms are not needed at supports for any prestressed concrete beam or
girder.
 Do not provide supplemental reinforcement over the webs of U-beams or steel tub girders.
 The deck does not need to be fully cast-in-place and can utilize stay-in-place concrete
formwork such as prestressed deck panels shown on standard drawing PCP.
 The overhang need not extend past the exterior girder more than 6 in. beyond the flange edge
(0 in. for spread slab or spread box beams). An overhang is not required for girders and beams
for the temporary condition of having a stage or phase construction joint located on top of their
flange.
Use the Traditional Design of Article 9.7.3 where the provisions listed above for empirical deck use
are not met. The minimum amount of longitudinal reinforcement in the top mat is No. 4 bars at 9 in.
maximum spacing for these deck designs.
Overhang strength for extreme events, per Article 9.5.5, is satisfied through TxDOT’s rail crash
testing.
Detailing
Place main reinforcing steel parallel to the skew up to 15 degree skews. Place reinforcing steel
perpendicular to beams for skews more than 15°, and use corner breaks.

Chapter 3 — Superstructure Design Section 3 — Concrete Deck Slabs on Adjacent-
Framed Beams (Slab Beams and Box Beams)
Section 3 — Concrete Deck Slabs on Adjacent-Framed Beams (Slab Beams and Box
Beams)
Materials
440):
Ty CS
TxDOT standard composite concrete slabs are 5 in. thick, minimum.
Use 2.5-in. top clear cover.
Design Criteria
For transverse reinforcement, use #5 bars spaced at 6 in. maximum.
For longitudinal reinforcement, use #4 bars spaced at 12 in. maximum.

Chapter 3 — Superstructure Design Section 3 — Concrete Deck Slabs on Adjacent-
Framed Beams (Slab Beams and Box Beams)
Detailing
Place transverse reinforcement parallel to the skew for skews up to 30°.
Use controlled joints at bent centerlines when the slab is continuous over bents.

Chapter 3 — Superstructure Design Section 4 — Pretensioned Concrete I Girders
Section 4 — Pretensioned Concrete I Girders
Materials
Use Class H concrete with a minimum fci ́ = 4.0 ksi and fc ́ = 5.0 ksi and a maximum fci ́= 6.0 ksi
and fc ́ = 8.5 ksi.
Use prestressing strand with a specified tensile strength, fpu of 270 ksi.
The minimum number of I-girders in any roadway width is four if the span is over a lower roadway
and the vertical clearance is less than 20 feet. Otherwise, a minimum of three I-girders per span
may be used.
Intermediate diaphragms are not required for structural performance. Do not use intermediate
diaphragms unless required for erection stability of girder sizes extended beyond their normal span
limits.
Structural Analysis
Girder designs must meet the following requirements:

 Distribute the weight of one railing to no more than three girders, applied to the composite
cross section.
 Use section properties given on the Prestressed Concrete I-Girders standard drawings.
 Composite section properties may be calculated assuming the girder and slab to have the same
modulus of elasticity (for girders with fc ́ < 8.5 ksi). Do not include haunch concrete placed on
top of the girder when determining section properties. Section properties based on final girder
and slab modulus of elasticity may also be used; however, this design assumption must be
noted on the plans.
 Live load distribution factors must conform to Article 4.6.2.2.2 for flexural moment and
Article 4.6.2.2.3 for shear, except as noted below:
 For exterior girder design with a slab cantilever length equal to or less than one-half of the
adjacent interior girder spacing, treat the exterior girder as if it were an interior girder to
determine the live load distribution factor for the interior girder. The slab cantilever length
is defined as the distance from the centerline of the exterior girder to the edge of the slab.
 For exterior girder design with a slab cantilever length exceeding one-half of the adjacent
interior girder spacing, use the lever rule with the multiple presence factor of 1.0 for single
lane to determine the live load distribution.

 The live load used to design the exterior beam must never be less than the live load used to
design an interior beam of comparable length.
 Do not use the special analysis based on conventional approximation for loads on piles per
Article C4.6.2.2.2d, unless the effectiveness of diaphragms on the lateral distribution of truck
loads is investigated.
 Do not take the live load distribution factor for moment or shear as less than the number of
lanes divided by the number of girders, including the multiple presence factor per Article
3.6.1.1.2.
 When prestressed concrete deck panels or stay-in-place metal forms are allowed, design the
beam using the basic slab thickness.
Design Criteria
Standard girder designs must meet the following requirements:

 Add and drape strands in the order shown on the standard drawing IGND.
 Straight strand designs with and without debonding are permitted provided stress and other
limits noted below are satisfied.
 Debonded strands must conform to Article 5.9.4.3.3 except as noted below:
 The maximum debonding length is the lesser of: (a) one-half the span length minus the
maximum development length; (b) 0.2 times the beam length; or (c) 15 ft.
 Not more than 75% of the debonded strands, or 10 strands, whichever is greater, shall
have the debonding terminated at any section, where section is defined as an increment
(e.g., 3 feet, 6 feet, 9 feet).
 Use hold-down points shown on the standard drawing IGD.
 Strand stress after seating of chucks is limited to 0.75fpu for low-relaxation strands.
 Initial tension stress up to 0.24 f ' ci (ksi) is allowed for all standard TxDOT I-girder sections.
 Initial compression stress up to 0.65 fci ́ (ksi) is allowed.
 Final stress at the bottom of girder ends need not be checked except when straight debonded
strands are used or when the effect of the transfer length of the prestressing strand is
considered in the analysis.
 Final tension stress up to 0.19 f c' (ksi) is allowed.
 The required final concrete strength (fc ́) is typically based on compressive stresses, which
must not exceed the following limits:
 0.60 fc ́ for stresses due to total load plus effective prestress.
 0.45 fc ́ for stresses due to effective prestress plus permanent (dead) loads.

 0.40 fc ́ for stresses due to Fatigue I live loads plus one-half of the sum of stresses due to
prestress and permanent (dead) loads.
 Tension stress up to 0.24 f c' is allowed for checking concrete stresses during deck and
diaphragm placement.
 Use an effective strand stress after release of 0.75fpu - ΔfpES
 Keep the end position of depressed strands as low as possible so that the position of the strands
does not control the release strength. Release strength can be controlled by end conditions
when the depressed strands have been raised to their highest possible position.
 Use the General Procedure as provided by Article 5.7.3.4.2 to determine shear resistance. Do
not use provisions of Appendix B5 of the AASHTO LRFD Bridge Design Specifications.
 Calculate required stirrup spacing for #4 Grade 60 bars according to the Article 5.7. Change
stirrup spacing as shown on standard drawing IGD for I girders only if analysis indicates the
inadequacy of the standard design.
 Replace Equation 5.7.4.5-1 with the following:
V u1 Q slab
v ui = ---------------------
I g b vi
where Qslab is the first moment of the area of the slab with respect to the neutral axis of the
composite section.
Take bvi, width of the interface, equal to the beam top flange width. Do not reduce bvi to
account for prestressed concrete panel bedding strips.
 Determine interface shear transfer in accordance with Article 5.7.4. Take cohesion and friction
factors as provided in Article 5.7.4.4 as follows:
c = 0.28 ksi
µ = 1.0
K1 = 0.3
K2 = 1.8 ksi
 Replace Equation 5.4.2.3.2-2 with the following:
ks = 1.45 - 0.13 (V/S) > 0.0
 Compute deflections due to slab weight and composite dead loads assuming the girder and slab
to have the same modulus of elasticity. Assume Ec = 5,000 ksi for girders with fc ́ < 8.5 ksi.
Show predicted slab deflections on the plans although field experience indicates actual
deflections are generally less than predicted. Use the deflection due to slab weight only times
0.8 for calculating haunch depth.
 TxDOT standard I-girders reinforced as shown on the IGD standard drawings are adequate for
the requirements of Article 5.9.4.4.

 A calculated positive (upward) camber is required after application of all permanent (dead)
loads.
Use the following equations to determine prestress losses:

 Total prestress losses: f pT = f pES + f pSR + f pCR + f pR
 Elastic shortening:
2
Ep  1 e p  Mg ep
f pES = ------- fcgp where fcgp = 0.7f pu A ps  ------ + ------- – ------------
E ci  Ag Ig  Ig
140 – H
Shrinkage loss: f pSR = E p  --------------------- 4.4 10
–5

 4.8 + f ci ' 
195 – H E p
 Creep loss: f pCR = 0.1  ---------------------  -------  f cgp + 0.6f cd  , 
 4.8 + f ci
'   E ci
 M e
where f cd = –  --------------
sd p
 Ig 
2f pt f pt
 Relaxation loss: f pR = ---------  -----
- – 0.55
K L  f py 
Use of AASHTO LRFD Bridge Design Specifications 2004, 3rd Ed., Article 5.9.5, Loss of
Prestress, is also allowed (available from the Bridge Division). Other methods to determine
prestress losses are not allowed.

Chapter 3 — Superstructure Design Section 5 — Pretensioned Concrete U Beams
Section 5 — Pretensioned Concrete U Beams
Materials
Use Class H concrete with a minimum fci ́ = 4.0 ksi and fc ́ = 5.0 ksi and a maximum fci ́= 6.0 ksi
The maximum skew angle for U-beam bridges is 45°.
Structural Analysis
Beam designs must meet the following requirements:

 Distribute 2/3 of the rail dead load to the exterior beam and 1/3 of the rail dead load to the
adjacent interior beam applied to the composite cross section.
 Each U beam has two interior diaphragms at a maximum average thickness of 13 in. They are
located as close as 10 ft. from midspan of the beam. Account for each diaphragm as a 2-kip
load for U40 beams and as a 3-kip load for U54 beams applied to the non-composite cross
section.
 Use section properties given on the standard drawings.
 Calculate composite section properties assuming the beam and slab to have the same modulus
of elasticity (for beams with fc ́ < 8.5 ksi). Do not include haunch concrete placed on top of the
beam when determining section properties. Section properties based on final beam and slab
modulus of elasticity may also be used; however, this design assumption must be noted on the
plans.
 Live load distribution factors for interior beams must conform to Article 4.6.2.2.2 for flexural
moment and Article 4.6.2.2.3 for shear.
 Live load distribution factors for exterior beams must conform to Article 4.6.2.2.2 for flexural
moment and Article 4.6.2.2.3 for shear, with the following exceptions:
 When using the lever rule, multiply the result of the lever rule by 0.9 to account for better
live load distribution arising from the beneficial torsional stiffness of the box girder
system.
 When the clear roadway width is greater than or equal to 20.0 ft., use a distribution factor
for two or more design lanes loaded only. Do not design for one lane loaded.

Chapter 3 — Superstructure Design Section 5 — Pretensioned Concrete U Beams
 When the clear roadway width is less than 20.0 ft., design for one lane loaded with a
multiple presence factor of 1.0.
The live load used to design the exterior beam must never be less than the live load used to
design an interior beam of comparable length.
 For bridges with less than three girders in the cross section, assume the live load distribution
factors for flexural moment and shear are equal to the number of lanes divided by the number
of girders. Determine the number of lanes as required by Article 3.6.1.1.1.
3.6.1.1.2.
Design Criteria
Standard beam designs must meet the following requirements:

 Stresses at the ends of the beam are controlled with the use of debonding. Draped strands are
not permitted in U beams.
 Debond no more than 75% of the total number of strands.
 Debond no more than 75% of the number of strands in that row.
 Grouping of U-beam designs are at the discretion of the designer. However, no exterior U
beam may have less carrying capacity than that of an interior U beam of equal length. If the
designer chooses to group beams, a general rule is to group beams with no more than a four-
strand difference.
 See Section 4, Pretensioned I-Girders for other design criteria.
Detailing
Detail span sheets for a cast-in-place slab with prestressed concrete panels.

Chapter 3 — Superstructure Design Section 6 — Pretensioned Concrete Slab Beams
Section 6 — Pretensioned Concrete Slab Beams
Materials
Use Class H concrete with a minimum fci ́ = 4.0 ksi and fc ́ = 5.0 ksi and a maximum fci ́ = 6.0 ksi
The maximum skew angle for slab beam bridges is 30° without modification to standard drawings.
The minimum gap between adjacent slab beams is 0.5 in. and the maximum gap is 3.31 in. A
preferable gap range is 1 in. to 1.5 in.
A 5-in. minimum thickness composite concrete slab is required.
Structural Analysis

 Distribute the weight of one railing to no more than three beams, applied to the composite
cross section.
 Use section properties given on the Prestressed Slab Beams standard drawings.
 Composite section properties may be calculated assuming the beam and slab overlay have the
same modulus of elasticity (for beams with fc ́ < 8.5 ksi). Do not include haunch concrete
placed on top of the beam when determining section properties. Section properties based on
final beam and slab modulus of elasticity may also be used; however, this design assumption
must be noted on the plans.
 Live load distribution factors for all beams, both moment and shear, must conform to Table
4.6.2.2.2b-1, using cross section (g), if the beams are connected only enough to prevent
relative vertical displacement at their interfaces. This is called S/D distribution.
 Do not apply the skew correction factors for moment as suggested in Article 4.6.2.2.2e nor for
shear as suggested in Article 4.6.2.2.3c.
3.6.1.1.2.

Chapter 3 — Superstructure Design Section 6 — Pretensioned Concrete Slab Beams
Design Criteria

 Add strands in the order shown on the PSBND standard drawing.
 Debond strands in 3-ft. increments at beam ends if necessary to control stresses at release.
 Calculate required stirrup spacing for #4 Grade 60 bars according to Article 5.7. Change
stirrup spacing as shown on relevant standard drawings only if analysis indicates inadequacy
of the standard design.
 TxDOT standard slab beams satisfy Article 5.7.4 and Article 5.9.4.4.
 Compute deflections due to slab weight and composite dead loads assuming the beam and slab
to have the same modulus of elasticity. Assume Ec = 5,000 ksi for beams with fc ́ < 8.5 ksi.
Show predicted slab deflections on the plans even though field experience indicates actual
 See Section 4, Pretensioned Concrete I-Girders for other design criteria.

Chapter 3 — Superstructure Design Section 7 — Pretensioned Concrete Spread Slab
Beams
Section 7 — Pretensioned Concrete Spread Slab Beams
Materials
The maximum skew angle for spread slab beam bridges is 30° without modification to standard
drawings.
Target slab overhangs at 0 ft. past beam edge. Minimal overhangs to accommodate roadway
curvature are acceptable.
Structural Analysis
Beams designs must meet the following requirements:

cross section.
 Use section properties given on the Prestressed Decked Slab Beams standard drawings.
 Composite section properties may be calculated assuming the beam and composite slab have
the same modulus of elasticity (for beams with fc ́ < 8.5 ksi). When determining section
properties, do not include haunch concrete placed on top of the beam. Section properties based
on final beam and slab modulus of elasticity may also be used; however, this design
assumption must be noted on the plans.
 Live load distribution factors for shear and moment are available from the Bridge Division.
design an interior beam.
3.6.1.1.2.

Chapter 3 — Superstructure Design Section 7 — Pretensioned Concrete Spread Slab
Beams
Design Criteria

 Add and debond strands in the order shown on the PSBND standard drawings.
stirrup spacing as shown on relevant standard drawings, only if analysis indicates the
 TxDOT standard slab beams satisfy Article 5.7.4 and Article 5.9.4.4.
 See Section 4, Pretensioned Concrete I-Girders for other design criteria.
Detailing
Modify standard drawings for slab beams by extending composite steel (Bars H) above the top of
the beams to reflect use of 8.5 in. thick decks. The standard drawings base their composite steel
extension on use of 5 in. thick decks required for adjacently framed slab beams.

Chapter 3 — Superstructure Design Section 8 — Pretensioned Concrete Decked Slab
Beams
Section 8 — Pretensioned Concrete Decked Slab Beams
Materials
Use non-shrink cementitious grout for shear keys.
The maximum skew angle for decked slab beam bridges is 30°.
Use a 2-in. minimum thickness asphaltic concrete pavement (ACP) overlay for most roadways. A
two-course surface treatment, or no wearing surface, may be used for low-volume roadways at the
District’s discretion.
Structural Analysis

 Distribute the weight of one railing to no more than three beams.
 Use section properties provided on the Prestressed Decked Slab Beams standard drawings.
 Live load distribution factors for all beams (both moment and shear) must conform to Table
4.6.2.2b-1, using cross section (j) if beams are connected only enough to prevent relative
vertical displacement at their interfaces. Use K = 2.0 when determining the live load
distribution factor.
 Use S/10 as maximum limit on live load distribution.
 Do not apply the skew correction factor for moment as suggested in Article 4.6.2.2.2e.
3.6.1.1.2.
Design Criteria

 Add and debond strands in the order shown on the DSBND standard drawings.

Chapter 3 — Superstructure Design Section 8 — Pretensioned Concrete Decked Slab
Beams
 Debond no more than 75% of the strands per row or per section.
stirrup spacing as shown on the DSBD standard drawing, only if analysis indicates the
 Standard decked slab beams satisfy Article 5.7.4 and Article 5.9.4.4.
 Connect adjacent beams with lateral connectors, shown on standard drawing DSBD, spaced at
5 ft. maximum, with the first lateral connectors set 1 ft. from bent centerlines. See span
standard drawings for completion of lateral connection details.
 See Section 4, Pretensioned Concrete I-Girders, for other design criteria.

Chapter 3 — Superstructure Design Section 9 — Pretensioned Concrete Box Beams
Section 9 — Pretensioned Concrete Box Beams
Materials
Use Class H concrete with a minimum of fci ́ = 4.0 ksi and fc ́ = 5.0 ksi and a maximum fci ́ = 6.0 ksi
Use Class S concrete ( fc ́ = 4.0 ksi) for shear keys.
The maximum skew angle for box beam bridges is 30° without modification to standard drawings.
The minimum gap between adjacent box beams in 1 in. and the maximum gap is 2 in.
A 5-in. minimum thickness composite concrete slab overlay is required. A 2-in. minimum
thickness asphaltic concrete pavement (ACP) overlay can be used in lieu of the concrete deck for
low-volume roadways at the discretion of the District.
Structural Analysis

 Distribute the weight of one railing to no more than three beams.
 Use section properties given on the Prestressed Box Beams standard drawings.
 Composite section properties may be calculated assuming the beam and composite concrete
slab overlay have the same modulus of elasticity (for beams with fc ́ < 8.5 ksi). When
determining section properties, do not include haunch concrete placed on top of the beam.
Section properties based on final beam and slab modulus of elasticity may also be used;
however, this design assumption must be noted on the plans.
 Live load distribution factors must conform to Article 4.6.2.2.2 and Article 4.6.2.2.3. Use:
 Cross section (f) with bridges having a composite concrete slab
 Cross section (g) with bridges having ACP applied directly to tops of beams, assuming
beams are sufficiently connected to act as a unit.
 Do not apply the skew correction factor for moment as suggested in Article 4.6.2.2.2e.
3.6.1.1.2.

Chapter 3 — Superstructure Design Section 9 — Pretensioned Concrete Box Beams
Design Criteria

 Add and debond strands in the order shown on the BBND standard drawings.
(e.g. 3 feet, 6 feet, 9 feet).
 Calculate required stirrup spacing for #4 Grade 60 bars according to Article 5.7. Change
stirrup spacing as shown on relevant standard drawings only if analysis indicates the
 TxDOT standard box beams satisfy Article 5.7.4 and Article 5.9.4.4.
 For box beams with a composite concrete slab overlay, compute deflections due to slab weight
and composite dead loads assuming the beam and slab to have the same modulus of elasticity.
Assume Ec = 5,000 ksi for beams with fc ́ < 8.5 ksi. Show predicted slab deflections on the
plans even though field experience indicates actual deflections are generally less than
predicted. Use the deflection due to slab weight only times 0.8 for calculating haunch depth.
 Use shear keys for all box beam bridges. Do not consider composite action between beams and
shear keys in computing live load distribution factors, nor for strength, stress, or deflection
calculations.
 Transverse post-tensioning is required for box beam bridges topped with an ACP overlay
applied directly to the tops of beams. Space tendons at 10 ft. maximum with the first tendons
set 10 ft. from bent centerlines. Post-tensioning details are provided on standard drawing
BBCDO, available from the Bridge Division on request.

Chapter 3 — Superstructure Design Section 10 — Pretensioned Concrete Spread Box
Beams (X-Beams)
Section 10 — Pretensioned Concrete Spread Box Beams (X-Beams)
Materials
Use Class H concrete with a minimum of fci ́ = 4.0 ksi and fc ́ = 5.0 ksi and a maximum fci ́ = 6.0 ksi
The maximum skew angle for X-beam bridges is 30° without modification to standard drawings.
Structural Analysis

cross section.
 Use section properties given on the Prestressed Concrete X-Beams standard drawings.
 Composite section properties may be calculated assuming the beam and composite slab have
the same modulus of elasticity (for beams with fc ́ < 8.5 ksi). When determining section
properties, do not include haunch concrete placed on top of the beam. Section properties based
on final beam and slab modulus of elasticity may also be used; however, this design
assumption must be noted on the plans.
 Live load distribution factors for interior beams must conform to Article 4.6.2.2.2 for flexural
moment and Article 4.6.2.2.3 for shear.
 Live load distribution factors for exterior beams must conform to Article 4.6.2.2.2 for flexural
moment and Article 4.6.2.2.3 for shear, with the following exceptions:
 When using the lever rule, multiply the result of the lever rule by 0.9 to account for better
live load distribution arising from the beneficial torsional stiffness of the box girder
system.
 When the clear roadway width is greater than or equal to 20.0 ft., use a distribution factor
for two or more design lanes loaded only. Do not design for one lane loaded.
 When the clear roadway width is less than 20.0 ft., design for one lane loaded with a
design an interior beam.

Chapter 3 — Superstructure Design Section 10 — Pretensioned Concrete Spread Box
Beams (X-Beams)
3.6.1.1.2.
Design Criteria

 Add and debond strands in the order shown on the XBND standard drawings.
 The maximum debonding length is the lesser of:
 one-half the span length minus the maximum development length;
 0.2 times the beam length;
 15 feet.
stirrup spacing as shown on relevant standard drawings, only if analysis indicates the
 TxDOT standard X-beams satisfy Article 5.7.4 and Article 5.9.4.4.

Chapter 3 — Superstructure Design Section 11 — Cast-in-Place Concrete Slab and Girder
Spans (Pan Forms)
Section 11 — Cast-in-Place Concrete Slab and Girder Spans (Pan Forms)
Materials
Use Class S concrete ( fc ́ = 4.0 ksi). Refer to district-specific corrosion protection requirements for
Use Grade 60 reinforcing steel. Refer to district-specific corrosion protection requirements for
440):
Ty CS
The only skew angles and span lengths available for pan form spans are provided on the Concrete
Slab and Girder (Pan Form) standard drawings. Forming systems currently in use do not provide
for alternative skews or span length.
Limit slab overhangs to a maximum of 13.75 in. measured from face of stem to edge of slab.
Structural Analysis
None required.
Design Criteria
None required. Pan form spans are predesigned and shown on standard drawings.

Chapter 3 — Superstructure Design Section 12 — Cast-in-Place Concrete Slab Spans
Section 12 — Cast-in-Place Concrete Slab Spans
Materials
440):
Ty CS
The maximum skew angle for slab span bridges is 30°. With skewed spans, use shear keys that are
2 in. deep by 6 ft. wide and parallel to traffic. Form shear keys into the top of substructure caps in
the middle of the caps. See the Cast-In-Place Concrete Slab Spans standard drawings for shear key
details.
Break slab corners 1.5 ft. with skews more than 15°.
Minimum slab depths from Table 2.5.2.6.3-1 are guidelines but are not required.
Use a top clear cover of 2.5 in. Use 1.25-in. bottom clear cover.

Chapter 3 — Superstructure Design Section 12 — Cast-in-Place Concrete Slab Spans
Limit span lengths to approximately 25 ft. for simple spans and end spans of continuous units.
Limit interior spans of continuous units to approximately 30 ft.
Structural Analysis
Distribute the weight of all railing and sidewalks over the entire slab width if the slab is no wider
than 32 ft. Otherwise, distribute railing load over 16 ft.
Design using 1-ft. wide strips. Take bearing centerline at cap quarter points. For interior supports of
continuous spans, assume bearing centerline coincides with cap centerline.
Apply both the axle loads and lane loads of the HL-93 live load in accordance with Article 3.6.1.3.3
for spans more than 15 ft.
Distribute live load in accordance with Article 4.6.2.3 using Equation 4.6.2.3-2. Use Equation
4.6.2.3-3 to reduce force effects with skewed bridges.
For longitudinal edge beams, required by Articles 5.12.2.1 and 9.7.1.4, apply one line of wheels
plus the tributary portion of the lane load to the reduced strip width specified in Article 4.6.2.1.4b.
Design Criteria
Shear design is not required when spans are designed in accordance with Article 4.6.2.3.
The longitudinal edge beam cannot have less flexural reinforcement than interior slab regions. Do
not consider the additional flexural capacity of concrete barrier rails, parapets, or sidewalks in
longitudinal edge beam design.
Provide bottom transverse distribution reinforcement. Use Equation 5.12.2.1-1 to determine the
required amount.
Provide #4 reinforcing bars at 12-in. maximum spacing for shrinkage and temperature
reinforcement required to satisfy Article 5.10.6.
Assume Class 1 exposure condition when checking distribution of reinforcement for crack control
except for top flexural reinforcement in continuous spans, in which case assume Class 2 exposure
condition.

Chapter 3 — Superstructure Design Section 13 — Straight Plate Girders
Section 13 — Straight Plate Girders
Materials
Use A 709 Grade 50W or HPS 70W steel for unpainted bridges. Use A 709 Grade 50 steel for
painted bridges. Use A 709 Grade HPS 70W steel for painted bridges if it is economical or
otherwise beneficial to do so.
Use 0.875-in. or 1-in. diameter bolts for bolted connections.
For bridges in the Amarillo District only, specify tension components to meet Zone 2 tension
component impact test requirements.
Minimum flange width is 0.20D, where D = web depth, but not less than 15 in.
Minimum flange thickness is 0.75 in.
Minimum web thickness is 0.50 in.
Minimum stiffener thickness used to connect cross frames or diaphragms to girder is 0.50 in.
Structural Analysis

cross section.
 Assume no slab haunch when determining composite section properties.
 Live load distribution factors must conform to Article 4.6.2.2.2 for flexural moment and
Article 4.6.2.2.3 for shear, except as follows:
 For exterior girder design with a slab cantilever equal to or less than half the adjacent
girder interior spacing, use the live load distribution factor for the interior girder. The slab
cantilever is the distance from the centerline of the exterior girder to the edge of the slab.
 For exterior girder design with a slab cantilever length greater than half the adjacent
interior girder spacing, use the lever rule with the multiple presence factor of 1.0 for single
lane to determine the live load distribution. The live load used to design the exterior girder
must never be less than the live load used to design an interior girder.

3.6.1.1.2.
 When checking the Fatigue and Fracture Limit State, remove the 1.2 multiple presence factor
from the one-design-lane-loaded empirical live load distribution factors.
 Use only one lane of live load in the structure model when checking the Fatigue and Fracture
Limit State.
Design Criteria
Standard girder designs must meet the following requirements:

 Specify fit condition in the plans when necessary as recommended in Article 6.7.2, and specify
steel dead load fit (SDLF) where possible.
 Diaphragm and cross-frame designs must meet the following requirements:
 The maximum spacing is 30 ft. if all limit states requirements are met.
 Provide diaphragms/cross-frames at all end bearings. At least two interior bearings at a
bent must have a diaphragm/cross-frame intersecting them.
 Set interior diaphragms/cross-frames parallel to bents or abutments for skews up to 20°.
Set interior diaphragms/cross-frames perpendicular to girders for skews beyond 20°.
 Check the limiting slenderness ratio of cross-frame members using criteria provided in
Articles 6.8.4 and 6.9.3.
 Lean-on bracing design, as described in Cross-Frame and Diaphragm Behavior for Steel
Bridges with Skewed Supports, Helwig and Wang, Research Report 1772-1, 2003, is
permissible.

 Use composite design and place shear connectors the full girder length.
 Do not use longitudinal stiffeners unless web depth exceeds 120 in.
 Use short-term modular ratio equal to 8 and long-term modular ratio equal to 24.
 Provide longitudinal slab reinforcement in accordance with Article 6.10.1.7.
 Assume the composite slab is effective in negative bending regions for Deflection check,
Fatigue and Fracture Limit State, and Service Limit State. When calculating stresses in
structural steel for composite sections in negative bending for the Service II Limit state, only
include the concrete deck in the section properties if tensile stress in the deck is less than 2fr
per Article 6.10.4.2.1.
 At flange splices, extend thicker flanges beyond the theoretical flange splice location by a
length equal to the flange width but not more than 2 ft.

 Include an assumed stay-in-place formwork weight of 15 psf in design.

 Specify continuous placement of bridge deck where possible, and staged placement only if
required. If staged placement is specified, base girder design on the worst case effect of staged
and continuous placement. Base dead load deflection and camber on an analysis for continuous
placement, even if staged placement is specified in the plans.
 For stud connector designs, minimum longitudinal stud connector spacing is limited to 4d,
where d is the stud connector diameter. For structures with web depths greater than 24",
disregard 6.10.10.1.2 and limit stud connector spacing to a maximum of 24 in.
Provide bolted field splices as the primary method of field splicing in the plans. Include the weight
of the splice plates in the steel weight for payment. Bolted field splices must meet the following
requirements:
 Use ASTM F3125 Grade A325 bolts. Use galvanized Grade A325 bolts for painted structures.
Use Grade A490 bolts only if the connection cannot be designed with A325 bolts. Do not
specify galvanized Grade A490 bolts for any structure.
 Assume Class A surface conditions. Class B surface conditions may be used only when slip
controls the number of required bolts. Always note the surface condition assumed for design in
the plans.
 Add at least 0.125 in., and preferably 0.25 in., to minimum edge distances shown in Table
6.13.2.6.6-1.
 Do not extend and develop fill plates equal to or thicker than 0.25 in. Instead, reduce bolt shear
strength with Equation 6.13.6.1.4-1.

Chapter 3 — Superstructure Design Section 14 — Curved Plate Girders
Section 14 — Curved Plate Girders
Materials
Use A 709 Grade 50W or HPS 70W steel for unpainted bridges. Use A 709 Grade 50 steel for
painted bridges. Use A 709 Grade HPS 70W steel for painted bridges if it is economical or
otherwise beneficial to do so.
Use 0.875-in. or 1-in. diameter bolts for bolted connections.
For bridges in the Amarillo District only, specify tension components to meet Zone 2 tension
component impact test requirements.
Minimum flange width is 0.25D, where D = web depth, but not less than 15 in.
Minimum flange thickness is 1 in.
Minimum web thickness is 0.50 in.
Minimum stiffener thickness used to connect cross frames or diaphragms to girder is 0.50 in.
Structural Analysis

cross section.
 Assume no slab haunch when determining composite section properties.
 A grid analysis or other refined analysis is required for curved girders. Curved girders
satisfying Article 4.6.1.2.4b are excluded from this requirement. Use a single-lane-loaded
 Use only one lane of live load in the structure model when checking the Fatigue and Fracture
Limit State.
Design Criteria

 Specify fit condition in the plans when necessary as recommended in Article 6.7.2, and specify
steel dead load fit (SDLF) where possible.
 Diaphragm and cross-frame designs must meet the following requirements:
 The maximum spacing is 20 ft. with curved girders if all limit states requirements are met.
 Provide diaphragms/cross-frames at all end bearings.
 Place interior diaphragms/cross-frames radial to girders. Do not use staggered placement
of diaphragms/cross frames.
 Check the limiting slenderness ratio of cross-frame members using primary member criteria
provided in Articles 6.8.4 and 6.9.3.
 Diaphragm and cross-frame members are primary members. Verify their adequacy for the
Strength Limit State and other applicable limit states.

 Use composite design and place shear connectors the full girder length.
 Do not use longitudinal stiffeners unless web depth exceeds 120 in.
 Use short-term modular ratio equal to 8 and long-term modular ratio equal to 24.
 Provide longitudinal slab reinforcement in accordance with Article 6.10.1.7.
 Assume the composite slab is effective in negative bending regions for Deflection check,
Fatigue and Fracture Limit State, and Service Limit State. When calculating stresses in
structural steel for composite sections in negative bending for the Service II Limit state, only
include the concrete deck in the section properties if tensile stress in the deck is less than 2fr
per Article 6.10.4.2.1.
 At flange splices, extend thicker flanges beyond the theoretical flange splice location by a
length equal to the flange width but not more than 2 ft.
 Include an assumed stay-in-place formwork weight of 15 psf in design.
 Specify continuous placement of bridge deck where possible, and staged placement only if
required. If staged placement is specified, base girder design on the worst case effect of staged
and continuous placement. Base dead load deflection and camber on an analysis for continuous
placement, even if staged placement is specified in the plans.
 For stud connector designs, minimum longitudinal stud connector spacing is limited to 4d,
where d is the stud connector diameter. For structures with web depths greater than 24",
disregard 6.10.10.1.2 and limit stud connector spacing to a maximum of 24 in.
Provide bolted field splices as the primary method of field splicing in the plans. Include the weight
of the splice plates in the steel weight for payment. Bolted field splices must meet the following
requirements:

 Use ASTM F3125 Grade A325 bolts. Use galvanized Grade A325 bolts for painted structures.
Use Grade A490 bolts only if the connection cannot be designed with A325 bolts. Do not
specify galvanized Grade A490 bolts for any structure.
 Assume Class A surface conditions. Class B surface conditions may be used only when slip
controls the number of required bolts. Always note the surface condition assumed for design in
the plans.
 Add at least 0.125 in., and preferably 0.25 in., to minimum edge distances shown in Table
6.13.2.6.6-1.
 Do not extend and develop fill plates equal to or thicker than 0.25 in. Instead, reduce bolt shear
strength with Equation 6.13.6.1.4-1.

Chapter 3 — Superstructure Design Section 15 — Segmental Spans
Section 15 — Segmental Spans
Materials
Use TxDOT Class H concrete with a minimum fc ́ = 5.0 ksi, and Grade 60 reinforcing steel.
Use 0.6-in., low-relaxation prestressing strand with a specified tensile strength, fpu of 270 ksi.
Use duct as specified in Item 426, "Post-Tensioning" of the Texas Standard Specifications.
Use minimum cross-section dimensions as specified in Article 5.12.5.3.
For maintenance, the clear height of interior box section should not be less than 6 feet.
Structural Analysis
Analyze segmental spans in accordance with Article 4.6.2. Analysis must consider time-dependent
construction methods; short- and long-term post-tensioning, creep, and shrinkage effects; and
secondary force effects due to post-tensioning.
Base live load reactions per lane on the combined effect of the truck loading added to the lane
loading.
Round prestress losses to 1 ksi.
Design Criteria
Check limit states using the Strength I, Strength III, Strength IV, Service I, and Service III load
combinations.
In addition to the limit states and loads specified in Chapter 2 and above, apply the construction
loads and combinations in Article 5.12.5. Check the cantilever for overturning during erection as
specified in Article 5.12.5.4.4.
Satisfy all stress limits for prestressing tendons and concrete as required in Articles 5.9.2.2 and
5.9.2.3. Use limits for severe corrosive conditions in areas of the state where de-icing agents are
frequently used.

For all considerations other than preliminary design, determine prestress losses as specified in
Article 5.9.3, including consideration of the time-dependent construction method and schedule
shown in the contract documents.
Check principal stress in webs as required in Article 5.9.2.3.3.
Check shear and torsion as required in Article 5.12.5.3.8.
Determine tie back reinforcement behind anchorages as required in Article 5.9.5.6.7b. Minimize
the amount of tie back reinforcing steel penetrating through segment bulkheads by adjusting the
location of anchorages or using hooks for development.
Overhang strength for extreme events, described in Article 9.5.5, is satisfied through TxDOT’s rail
crash testing.
Calculate prestress losses for creep, shrinkage, elastic shortening and relaxation as prescribed in
Section 4, Pretensioned Concrete I Girders, or by analysis software that has concrete time-
dependent capabilities to capture the effect of creep and shrinkage.
Detailing
Provide 2 in. clear cover to reinforcing steel for entire cross section. Add 1 in. grinding allowance
to top slab. Also, increase top slab clear cover to 2.5 in. in areas of state where de-icing agents are
frequently used.
Include shear keys in webs of precast and cast-in-place segmental spans. Space shear keys 1 ft. 6 in.
along centerline of web.
Provide a minimum 5 ft. tangent length of tendon from the anchorage head before introducing any
curvature. Determine minimum radius of curvature for individual duct sizes based on published
values from suppliers.
Include extra longitudinal reinforcement above a horizontal construction joint to mitigate cracking
from restraint shrinkage.
Include extra longitudinal reinforcement above a doorway opening or other significant cross-
section change, to mitigate cracking from differential shrinkage.
Include provisional post-tensioning ducts as required in Article 5.12.5.3.9. Provisional anchorage

hardware is not required, but allowance for future placement of hardware must be considered.
Provide a ¾” deep continuous drip-bead adjacent to deck coping as shown IGMS.

Provide access openings at maximum 600 feet spacing and the distance from any location of box
girder to the nearest opening should not be more than 300 feet. Provide at least two openings per
box girder line. The size of access opening should be 32 in. x 42 in. or 36 in. diameter at minimum.

Chapter 3 — Superstructure Design Section 16 — Spliced Precast Girders
Section 16 — Spliced Precast Girders
Materials
Use Class H (HPC) concrete for girder elements:

 Precast Elements:
 Minimum fci ́ = 4.0 ksi, Maximum fci ́ = 6.0 ksi
 Minimum fc ́ = 5.0 ksi, Maximum fc ́ = 10.0 ksi
 Cast in Place Elements:
 Maximum fc ́ = 6.0 ksi
Use Class S concrete for cast in place deck (or Class S (HPC) if de-icing chemicals are routinely
used at the site):
 Maximum fc ́ = 4.0 ksi
Use prestressing strand with specified tensile strength, fpu of 270 ksi.
 Use 0.6 in low-relaxation strands for pretensioning strands.
 Use 0.6 in low-relaxation strands for post-tensioning tendons.
Provide post tension system in accordance with Item 426, “Post Tensioning” of the TxDOT
Standard Specifications, with the following exceptions:
 Non-Severe Corrosive Environments:
 Galvanized or plastic duct can be used
 Meet requirements for Protection Level 1B
 Do not use tape-sealed connections
 Severe Corrosive Environments:
 Use plastic duct only
 Meet requirements for Protection Level 2
All stressed tendons in the finished structure must be grouted. All tendons that are stressed at the
precast yard must be grouted prior to transport.
The minimum numbers of girders in any roadway width is as follows:

 I-Section: 3 girders. If the span is over a lower roadway and the vertical clearance is less than
20 ft., a minimum of 4 girders are required.
 U-Section: 2 girders.
Structural Analysis
Girder designs should meet the following requirements:

 Use a web or flange thickness that is a whole number and results in the duct not exceeding 0.54
times the least gross concrete thickness at the duct.
 Distribute the weight of one railing to no more than three girders.
 Haunch concrete placed on top of the girder may be considered when determining composite
section properties.
 Composite section properties can be calculated assuming either constant modulus of elasticity
for the girders and slab, or transforming the sections based upon their respective modulus.
Determine respective modulus in accordance with AASHTO LRFD Bridge Design
Specifications, Article 5.4.2.4.
 Live load distribution can be determined from one of the following methods:
 Must conform to AASHTO LRFD Bridge Design Specifications, Article 4.6.2.2.2 for
flexure moment and Article 4.6.2.2.3 for shear when used in conjunction with a line girder
analysis.
 As determined by use of the lever rule when the span/girder arrangement is out of the
applicable range of Articles 4.6.2.2.2 and 4.6.2.2.3 when used in conjunction with a line
girder analysis.
 As distributed by the model when used in conjunction with a grillage, finite element, or
other refined model. The model must capture the effects of the complete unit and transfer
loads in an acceptable fashion.
girder using the basic slab thickness.
Analysis must consider the effects of the following:

 Staged construction
 Addition and removal of temporary supports
 Locked in forces
 Staged post tensioning
 Secondary forces due to post tensioning
 Torsion due to horizontally curved alignments

 Superstructure / Substructure interaction

 Temperature variation
Design Criteria
Provide a minimum of two tendons per web.
Use diaphragms at all bearing locations.
Provide a full depth diaphragm at all splice and anchorage locations.
Intermediate diaphragm use is not mandatory.
The precast sections must meet the following requirements for transportation:
 Prestressed Sections:
 Factor the self-weight load by 1.33
 Strand stress after seating of chucks is not greater than 0.75 fpu for low-relaxation strands
 Use the concrete release strength (fci ́) for the following stress limitations:
Tensile stress < 0.24λ f ' ci (ksi)
Compressive stress < 0.65 fci ́ (ksi)
 Do not drape pretensioning strands. Debond the strands as needed.
 Non-Prestressed Sections:
 Factor the self-weight load by 1.33
 Design the section as a reinforced concrete member, subject to the provisions in AASHTO
LRFD Bridge Design Specifications, Article 5.6.3. Use the concrete release strength (fci ́)
in place of the concrete final strength (fc )́
 Limit the stress in the reinforcing steel to 36 ksi
The precast sections must meet the following requirements during construction stages:
 Factor the self-weight load by 1.0
 Include loads to represent weight of form work for splices and strong backs (if applicable)
 Use the final concrete strength (fc ́) for the following stress limitations:
Tensile stress < 0.24λ f ' c (ksi)
Compressive stress < 0.6 fc ́ (ksi)
The girder must meet the following requirements in the final (service) condition.
 Use associated final concrete strengths (fc ́) for the precast sections and cast in place splices

 Use effective prestress force after all short and long term losses. Losses can be determined by
hand as outlined in Section 4, Pretensioned Concrete I Beams and I Girders, or by analysis
software that has concrete time dependent capabilities to capture the effect of creep and
shrinkage.
 Compressive stress limitations:
 Service I Loading < 0.6 fc ́
 Effective Prestressing and Permanent (Dead) Loading < 0.45 fc ́
 Tensile stress limitations:
 Service III Loading
Non-Severe Corrosive Environment < 0.19λ f ' c (ksi) ≤ 0.6ksi
Severe Corrosive Environment < 0.09λ f ' c (ksi) ≤ 0.3ksi
 Effective Prestressing and Permanent (Dead) Loading – No tension allowed
 Principal Tensile stress at Neutral Axis of Web
Service III Loading < 0.110λ f ' c (ksi)
All post tensioning must be done prior to placement of the deck.
The composite deck is not a prestressed element and is not held to the stress limitations listed
above.
The deck must meet the following requirements:

 Design Load includes effects due to the following:
 Pouring sequence
 Superimposed loads applied to composite section of Service III. Exclude the effects of
creep and shrinkage of deck concrete.
 Longitudinal steel must meet the following requirements:
 Tensile stress in deck concrete is less than (0.9)(0.24)λ f ' c (ksi), use No. 4 bars at 9-in
spacing
 Tensile stress in deck concrete is greater than (0.9)(0.24)λ f ' c (ksi), deck reinforcement
must equal or exceed 1% of the gross deck cross-sectional area (do not use bars larger than
No. 6):
Design shear based upon Strength I Loading for the final condition and in accordance with Article
5.7.3.3 of the AASHTO LRFD Bridge Design Specifications. Use the General Procedure as
provided by Article 5.7.3.4.2. Do not use provisions of Appendix B of the AASHTO LRFD Bridge
Design Specifications. The effective web width must be reduced by 25% of the outer diameter of
the splice coupler.

Design ultimate moment based upon Strength 1 Loading for the final condition.
Refer to Section 4, Pretensioned Concrete I Beams and I Girders for interface shear design of the
deck to girder flange interface.
Show predicted slab deflections should be shown on the plans. Compute deflections using the same
composite sections (constant modulus for girder and deck, or transformed sections) used in the
analysis. Denote on plans the assumed modulus (if constant is used) or the assumed values of fc ́ of
the individual elements.
Included in plans the assumed construction sequence that includes the following:
 Order of construction
 Shore tower locations
 Shore tower loads
 Lifting / support points of precast members
 Girder elevation points
 Post tensioning sequence
Require contractor to provide a temporary bracing plan of the girders.
Require contractor to provide shoring and erection plan.
Detailing
Provide 2-in. clear cover to reinforcing steel for entire cross section. Also, increase top slab clear
cover to 2.5 in. in areas of state where de-icing agents are frequently used.
Provide a minimum tangent length, dependent on duct size and type, of tendon from the anchorage
head before introducing any curvature. Determine minimum radius of curvature for individual duct
sizes based on published values from suppliers.
Reference Item 426 “Post Tensioning” in the General Notes for all post tensioning, grouting
materials, and construction. Note exceptions if Protection Level 1B is used in the design
(galvanized duct allowed)
Provide anchorage zone details per Article 5.9.5.6

Chapter 3 — Superstructure Design Section 17 — System Redundancy
Evaluation for Steel Twin Tub
Section 17 — System Redundancy Evaluation for Steel Twin Tub

Girders
Structural Analysis
All two tub girder bridges must satisfy the requirements in this manual and must be evaluated for
system redundancy of spans at the Extreme Event Limit State III as described in Chapter 2. Two
types of analysis can be used to evaluate the Extreme Event III:
 Approximate structural analysis, as described in Modeling the Response of Fracture Critical
Steel Box-Girder Bridges, Barnard et al., Research Report 5498-1, 2010 and the Simplified
Method as described in the TxDOT Bridge Design Guide, for two tub girder bridges is
permitted when:
 Spans do not exceed 250 ft
 Supports are skewed no more than 20 degrees
 Horizontal curvature greater than 700 ft
 Engineer ascertains that the use of an approximate analysis method is adequate.
For the approximate analysis to be permitted for spans satisfying the conditions specified
above, the entire self-weight of the span under consideration and the entire live load shall be
assumed carried by the intact girder after the assumed fracture event. It shall also be assumed
that prior to fracture, the fractured girder was carrying 50% of the total dead load and the entire
live load on the bridge, and thus it shall be assumed that the bridge slab must transfer this load
from the fractured girder to the intact girder.
 Refined structural analysis, as described in Modeling the Response of Fracture Critical Steel
Box-Girder Bridges, Barnard et al., Research Report 5498-1, 2010, shall account for the
capacity of the intact girder as well as portions of the fractured girder that can still provide
structural resistance, such as interior support locations. The load distribution between the intact
girder and the fractured girder shall be realistically modeled. A table of live load distribution
coefficients for extreme force effects in each span is not required when evaluating system
redundancy as specified in Chapter 3, Section 17 System Redundancy Evaluation for Steel
Twin Tub Girders.
A structurally continuous railing, barrier, or median, acting compositely with the supporting
components, may be considered to be structurally active at Extreme Limit State III when evaluating
system redundancy as specified in Chapter 3, Section 17 System Redundancy Evaluation for Steel
Twin Tub Girders.

Design Criteria
General
These provisions shall only apply for the evaluation of the system redundancy of spans with twin
tub-girder cross-sections at the Extreme Event III Limit State. For the purposes of these provisions,
the applicable Extreme Event III load combination specified in the modified Table 3.4.1-1 in
Chapter 2, shall apply.
Twin Tub-girder spans satisfying the system redundancy requirements of Chapter 3 Section 17
System Redundancy Evaluation for Steel Twin Tub Girders shall be assumed to possess adequate
system redundancy at Extreme Event III Limit State. Members or portions within such spans that
would otherwise be classified as fracture critical when evaluated based on load path redundancy
alone, shall instead be designated in the contract documents as SRMs (system redundant members)
and need not be subject to the hands-on in-service inspection protocol for fracture critical members
(FCMs) as described in 23 CFR 650. The SRMs shall be fabricated according to the American
Welding Society (AWS) D1.5 Bridge Welding Code Fracture Control Plan (FCP).
For Extreme Event III Limit State for Twin Tub Plate Girder Bridges, investigation for system
redundancy shall be limited to end spans of continuous units and all simple spans.
One girder within the span under consideration shall be assumed to be fractured while the other
girder in the same span and both girders in all remaining spans shall be assumed to remain fully
intact. The bottom flange in tension and the webs attached to that flange of the fractured girder
shall be assumed to be fully fractured at the location of the maximum factored tensile stress in the
bottom flange determined using the Strength I load combination. To result in the worst case loading
scenario, the girder assumed to be fractured shall be chosen based on its position in the cross-
section relative to the traffic lanes and its eccentricity to the deck and railing. If the span under
consideration is horizontally curved, the girder with the largest radius should be assumed to be the
fractured girder.
Live Load
The HL-93 live load, including both truck and lane load, shall be positioned on the bridge deck
directly above the presumed fracture location to cause the most severe internal stresses to develop
in the assumed intact girder. The number, width, and location of design lanes shall be taken as the
number, width, and location of striped traffic lanes on the bridge.
Internal and External Diaphragms
Internal and external diaphragms shall be provided at all supports. These diaphragms and their
connections to the boxes shall be designed to resist the torsional moment in the assumed intact
girder, and to transmit vertical and lateral forces to the bearings during and after an assumed
fracture event. These diaphragms shall also be designed to act compositely with the slab with the

shear connectors designed as specified in this Section under the below subsection Shear, Shear
Connectors.
Additionally, at least two permanent external intermediate diaphragms, designed according to

AASHTO and Extreme Event III, shall be provided on each side of the location of the maximum
factored tensile stress in the bottom flange in the span under consideration determined using the
Strength I load combination. These two permanent external diaphragms should be located no
further than a distance of 0.1 to 0.2 of the span length from the location of maximum factored
tensile stress in the bottom flange and shall each be placed in-line with an internal intermediate
diaphragm or cross-frame. These diaphragms should be as deep as practicable, but as a minimum
should be at least 0.75 times the tub-girder depth. The permanent external intermediate diaphragms
need not be designed to act compositely with the slab and their flanges need not be connected to the
tub-girder flanges.
Connections
Bolted slip-critical connections in twin tub-girder spans shall also be proportioned to provide shear,
bearing, and tensile resistance in accordance with Articles 6.13.2.7, 6.13.2.9, and 6.13.2.10, as
applicable, at the Extreme Event III limit state when evaluating the span for system redundancy as
specified in Chapter 3, Section 17. Standard holes or short-slotted holes normal to the line of force
shall be used in such connections.
Flexure
The intact tub girder and portions of the fractured girder that can still resist load shall be checked
for adequate flexural resistance after the assumed fracture event under Extreme Event III load
combination according to the provisions of Article 6.11.7 and 6.11.8, as applicable.
Shear
The intact tub girder and portions of the fractured girder that can still resist load shall be checked
for adequate shear resistance after the assumed fracture event under Extreme Event III load
combination according to the provisions of Article 6.11.9. St. Venant torsional shears shall be
included in the calculation of Vu, where applicable.
 Concrete Deck - The concrete deck shall be checked for adequate shear resistance to resist the
shear due to torsion after the assumed fracture event under the Extreme Event III load
combination according to the provisions of Article 5.7.3.3. The use of empirical deck design as
described in Article 9.7.2 is prohibited.
 End Diaphragms - End diaphragms and their connection to both tub girders shall be checked
to ensure adequate resistance to the torque applied to the intact girder after the assumed
fracture event under Extreme Event III load combination.
 Shear Connectors - Stud shear connectors connecting the deck to the assumed fractured
girder shall have sufficient tension capacity to develop the plastic beam mechanism in the

bridge deck after the assumed fracture event. In lieu of an acceptable alternative approach,
these shear connectors and the shear connectors on all support diaphragms shall be designed
for combined shear and axial force according to the provisions of Article 6.16.4.3. As an
alternative, the analysis method for shear connectors from Modeling the Response of Fracture
Critical Steel Box-Girder Bridges, Barnard et al., Research Report 5498-1, 2010 is permissible.
This alternative approach neglects shear on the studs in the fractured girder due to the
assumption that the fractured girder is not carrying any load. All shear connectors shall be
detailed to extend above the bottom mat of deck reinforcement.
 Top Flange Lateral Bracing - Top flange lateral bracing can be considered part of the
resisting section for St. Venant torsional shears in addition to the concrete deck. The
contributions of the deck and top lateral bracing are additive.
Detailing
Use the following detailing criteria when designing Twin Tub-Girder Bridges for system
redundancy:
 All details on both tub girders, with the exception of drain holes in the bottom flange and
details on the bracing members shall have a fatigue resistance based on Detail Category C′ or
higher. Drain holes in the bottom tension flange shall be located at least 20 ft. from the location
of the maximum tensile stress in the flange determined using the Strength I load combination.
 Positive restraint and adequate support lengths shall be provided to keep the superstructure on
the substructure after the assumed fracture event. Bearings need not be evaluated for this limit
state.
 Structurally continuous barrier railings at least 32 in. in height shall be provided and should be
considered to be structurally active for the analysis at the Extreme Event III limit state as
permitted in Chapter 3, Section 17 System Redundancy Evaluation for Steel Twin Tub Girders.
Submittal and Approval
To satisfy FHWA requirements, TxDOT Bridge Division must approve each steel twin tub girder
bridge design for system redundancy. At the 60% PS&E level, in coordination with the District
Bridge Engineer, send a pdf of the following documents to the Bridge Division Design Section
Director for Bridge Division approval.
 Bridge Layout
 Steel twin tub girder plan sheets
 Steel twin tub girder design calculation package
An approval memo will be sent to the District and filed in the bridge inspection management
system.

Upon TxDOT's acceptance and approval of 100% Plans, submit calculations and full completed
refined analysis records/computer models as this information will be retained and included with the
bridge inspection management system.

Chapter 4 — Substructure Design
Contents:
Section 2 — Foundations
Section 3 — Abutments
Section 4 — Rectangular Reinforced Concrete Bent Caps
Section 5 — Inverted Tee Reinforced Concrete Bent Caps
Section 6 — Columns for Multi-Column Bents
Section 7 — Columns for Single Column Bents or Piers
Section 8 — Post-Tensioned Concrete Bent Caps
Section 9 — Lateral Restraint of Bridge Superstructures on Substructure

Chapter 4 — Substructure Design Section 1 — Overview
Introduction
This chapter documents policy on Load and Resistance Factor Design (LRFD) of specific bridge
substructure components.

Chapter 4 — Substructure Design Section 2 — Foundations
Section 2 — Foundations
Guidance
Design foundations in accordance with requirements outlined in the Geotechnical Manual.
Design foundations to be in compression under Service I Load Combination. Exceptions are per-
mitted only where additional foundation elements and/or repositioning foundation elements cannot
prevent tension in the foundation elements under Service I Load Combination. If foundations are in
tension in the service or factored limits states, including structures with significant staged construc-
tion foundation variations, provide structural details that ensure adequate load transfer throughout
the substructure.
Design foundations and substructures for changes in foundation conditions due to scour as noted in
Article 3.7.5. Refer to Hydraulic Manual and Geotechnical Manual for additional guidance on
design for scour.
The beneficial effects of system behavior incorporating bents of varying configurations and abut-
ment resistance may be used to evaluate the capacity of foundations and substructures.
Monoshafts framing into to dissimilarly sized columns must conform to the non-contact splice con-
ditions of Article 5.10.8.4.2. For monoshafts framing with single column bents, perform analysis to
examine the consequences of deflection under lateral loads.

Chapter 4 — Substructure Design Section 3 — Abutments
Section 3 — Abutments
Materials
Use Class C concrete (fc ́ = 3.6 ksi), and Grade 60 reinforcing steel. Higher strengths may be
required in special cases.
For abutments supporting Tx70 girders, use a cap width of at least 4.00 ft. and 42 in. diameter
drilled shafts as a minimum.
For abutments supporting Type IV beams or U beams, use a cap width of at least 3.25 ft. and 36 in.
diameter drilled shafts as a minimum. For all other structure types refer to the bridge standard
drawings for recommended cap widths.
Design Criteria
Use the following design practice for standard type “stub” abutments with backwalls:
 Position the backwall, wing wall lengths, wing wall support, and various other standardized
items as shown in the Bridge Detailing Guide, or applicable bridge standard drawings. In
unique cases requiring additional bearing area, the primary backwall may be positioned at the
back of the abutment cap.
 Minimum reinforcement for cap, backwall, and wing wall reinforcing needs is shown in the
Bridge Detailing Guide. Structural analysis is generally not required for abutments within the
geometric constraints noted in the Bridge Detailing Guide. Exceptions include cases where
abutment has significant likelihood of acting as a bent due to scour and stream migration or
known future expansion plans would result in lengthening the bridge.
 Provisions of Article 5.6.7 need not be satisfied for abutment caps not requiring analysis as
noted above. Limit spacing of primary flexural reinforcing bars to no more than 18 in.
 Calculate the horizontal forces using 40 pcf equivalent fluid pressure at the bottom of the cap.
If no approach slab is used, include a surcharge of Δp = kɣsheq, where k = 0.25, ɣs = 120 pcf.
For abutments with d < 5 ft. take heq = 4.0 ft. For all other abutments see Table 3.11.6.4-1.
Retaining type abutments in questionable soils may justify a more rigorous analysis.
For pile foundations, use battered pairs of piling for all abutments that are not otherwise restrained
from horizontal movement or otherwise consistent with standard abutment designs/details shown
on standard drawings. Examples of sufficient restraint are slab spans and pan form spans that are
doweled into the abutment. If analysis determines adequate resistance to lateral loads, vertical pile

Chapter 4 — Substructure Design Section 3 — Abutments
abutments in MSE wall backfill are permitted for deeper girders than the standard abutment
designs/details shown on standard drawings. Avoid battered piling in areas immediately adjacent to
MSE walls because of the difficulty of installing the backfill. If sufficient room is provided for
MSE wall straps and compaction, battered piles may be used.
Maximum spacing of drilled shafts or pile groups:

 TxGirders less than or equal to 40 in. in depth - 13.50 ft.
 TxGirders greater than 40 in. in depth - 11.00 ft.
 Steel girders greater than 70 in. in depth - 11.00 ft unless lesser spacing is required by analysis
 All other beam types less than or equal to 40 in. in depth - 16.00 ft.
 All other beam types greater than 40 in. in depth - 12.50 ft.
Drilled shaft loads may be calculated as the total vertical load on the cap divided equally among the
cap shafts. Wing wall shaft or pile load is usually taken as 10 tons per shaft or pile, unless calcu-
lated vertical loads are higher.
Calculate pile loads as the total vertical load on the cap divided equally among the cap pilings. For
abutments with battered piling, add the horizontal force specified above to the vertical load. The
back pile is not allowed to go into tension due to the lateral load, considering dead load and soil
pressure only unless the addition of further foundation elements or other mitigation efforts fail to
eliminate the presence of tension.

Chapter 4 — Substructure Design Section 4 — Rectangular Reinforced Concrete Bent
Caps
Section 4 — Rectangular Reinforced Concrete Bent Caps
Materials
Use TxDOT Class C concrete ( fc ́ = 3.6 ksi) and Grade 60 reinforcing steel. Higher concrete
strengths may be required in special cases.
Higher reinforcing steel grades may be used provided their use satisfies requirements in AASHTO.
Cap depth cannot be less than cap width unless the cap is widened for the purposes of:
 meeting minimum support length per Article 4.7.4.4, or
 accommodating a cap to column connection when one or both elements are precast, or
 satisfying vertical clearance needs to a lower roadway.
For bents supporting Tx70 girders, use a cap width of at least 4.00 ft. and 42 in. columns and drilled
shafts as a minimum.
For bents supporting U40 or U54 beams, use a cap width of at least 3.25 ft. and 36 in. columns and
drilled shafts as a minimum.
For all other structure types refer to the bridge standard drawings for minimum cap widths.
Structural Analysis
In lieu of a more detailed analysis, it is permissible to analyze trestle pile and multiple-column caps
as simply supported beams on knife-edge supports at the center of piling or columns. If the column
is wider than 4 ft., consider a model that takes the stiffness of the column into consideration.
Distribute the live load to the beams assuming the slab hinged at each beam except the outside
beam.
loading.
Design Criteria
Check limit states using the Strength I and Service I load combinations. Check distribution of rein-
forcement as required in Article 5.6.7 using Class 1 exposure for moderate exposure conditions and

Chapter 4 — Substructure Design Section 4 — Rectangular Reinforced Concrete Bent
Caps
Class 2 exposure in areas where de-icing agents are frequently used or where contact with salt
spray is possible. Limit tensile stress in steel reinforcement, fss under Service I load combination to
0.6 fy.
Check Article 5.6.3.3 for minimum reinforcement.
For reinforced concrete straddle bents, check the calculated shear, using the Service I Load Combi-
nation, against the resistance from Equation C5.8.2.2-1.
For multi-column bent caps, take design negative moments at the center line of the column. For
hammerhead bents and multi-column bent caps with columns 4 ft. wide or wider, take design nega-
tive moments at the effective face of the column.
Minimize the number of stirrup spacing changes.
Ignore requirements in Article 5.7.3.2 requiring that concentrated loads located within dv from the
face of support, the shear load and shear resistance shall be calculated at the face of the support.
Loads close to the support are transferred directly to the support by compressive arching action
without causing additional stresses in the stirrups.
Except for hammerhead bents, shear need not be considered in cantilever regions unless the dis-
tance from center of load to effective face of column exceeds 1.2d. Provide stirrups at 6-in.
maximum spacing.
For typical multi-column bent caps supporting multiple beams, strut-and-tie modeling provisions of
Articles 5.8.2 need not be considered. For bent caps supporting girders on high load multi rotational
(HLMR) bearings or girders with large reaction forces that are defined as deep components accord-
ing to Article 5.2, use the strut-and-tie design.
Detailing
Use #5 stirrups except as noted, with a 4-in. minimum and a 12-in. maximum spacing. Do not use
stirrups larger than #6. Use double stirrups if required spacing is less than 4 in. If torsional resis-
tance is explicitly addressed in the design, ensure the stirrup detailing is consistent with AASHTO
requirements.
For flexural reinforcement, use #11 bars. Smaller bars can be used to satisfy development require-
ments. Do not mix bar sizes.
Use longitudinal skin reinforcement in accordance with Equation 5.6.7-3 in caps deeper than 3 ft.
Caps 3 ft. and less should have two #5 bars, as a minimum, equally spaced in each side face.

Chapter 4 — Substructure Design Section 5 — Inverted Tee Reinforced Concrete Bent
Caps
Section 5 — Inverted Tee Reinforced Concrete Bent Caps
Materials
Use TxDOT Class C concrete (fc ́ = 3.6 ksi) and Grade 60 reinforcing steel. Higher concrete
Make inverted tee dimensions the same for all bents supporting the same girder depth on the
project.
Keep the top of stem at least 2.5 in. below the bottom of the slab; see standard drawing IGMS.
Structural Analysis
In lieu of a more detailed analysis, it is permissible to analyze multiple-column caps as simply sup-
ported beams on knife-edge supports at the center of piling or columns. If the column is wider than
4 ft., consider a model that takes the stiffness of the column into consideration.
beam.
Design Criteria
Check limit states using the Strength I and Service I load combinations. Check distribution of rein-
forcement as required in Article 5.6.7 using Class 1 exposure for moderate exposure conditions and
Class 2 exposure for areas where de-icing agents are frequently used or where contact with salt
water spray is possible.
Check Article 5.6.3.3 for minimum reinforcement.
For reinforced concrete straddle bents, check the calculated shear, using the Service I Load Combi-
nation, against the resistance from Equation C5.8.2.2-1.
hammerhead bents and multi-column bent caps with columns 4 ft. wide or wider, take design nega-
tive moments at the effective face of the column.

Chapter 4 — Substructure Design Section 5 — Inverted Tee Reinforced Concrete Bent
Caps
The punching shear resistance and hanger reinforcement provided at fascia girders must equal or
exceed the factored punching shear demand and hanger reinforcement requirements of the adjacent
interior girder.
 Replace Equation 5.8.4.3.5-1 with the following:
2 
Ahr  f y 
Vn   3  W  3a 
v , with fy not taken larger than 60 ksi.
s
 ** OR ** Replace Equation 5.8.4.3.5-1 with the following:
2
A hr  --- f y
3 
V n = ---------------------  W + 3a v 
s
with fy not taken larger than 60 ksi.
 The edge distance between the exterior bearing pad and the end of the inverted T-beam stem
shall not be less than 12 inches.
Detailing
Provide extra vertical reinforcing across the end surfaces of the stem to resist cracking. Single #5
bars, anchored at each end with hooks and with 6-in. (+/-) spacing, are considered adequate for this
purpose for conventional inverted tee cap ends. Do not weld bars together for development of ledge
reinforcing. Use anchorage hooks to develop ledge reinforcing.
Use stirrups with a 12-in. maximum spacing. If torsional resistance is explicitly addressed in the
design, ensure the stirrup detailing is consistent with AASHTO requirements.

Chapter 4 — Substructure Design Section 6 — Columns for Multi-Column Bents
Section 6 — Columns for Multi-Column Bents
Materials
Use TxDOT Class C concrete (fc ́ = 3.6 ksi) and Grade 60 reinforcing steel. Higher concrete or steel
Higher reinforcing steel grades may be used, provided their use satisfies requirements in AASHTO.
The minimum size column and drilled shaft for grade separation structures is 36-in diameter unless
a larger size is noted elsewhere. Column and drilled shaft sizes smaller than 36-in diameter are per-
missible for widenings only for similitude.
Structural Analysis
Analysis and design is not required for round columns supporting multi-column bents when the fol-
lowing conditions are met:
 Column spacing does not exceed 18 ft.
 Column height, measured from bottom of the cap to top of drilled shaft or footing, does not
exceed 12 times the column diameter (measured in feet). Example: 36’ height limit for a 3-ft
diameter column. For drilled shaft foundations in stream crossings, the bottom of the column is
to be taken at the bottom of the scour envelope.
 Columns are reinforced with the minimum amount of reinforcement, both longitudinally and
laterally, as prescribed in AASHTO.
 Columns meet these size requirements based on superstructure type:
 Slab spans, 24 in. for stream crossings, 36 in. for grade crossings.
 Pan form spans, 24 in. for stream crossings, 36 in. for grade crossings.
 Slab beam and spread slab beam spans, 24 in. for stream crossings, 36 in. for grade
crossings.
 Box beam and spread box beam spans, 36 in.
 Types Tx28 through Tx54 girder spans, 36 in.
 Types Tx62 and Tx70 girder spans, 42 in.
 U40 and U54 beam spans, 36 in.
 For other beam types, compare drilled shaft load to what would be expected using one of
the preceding superstructures, and use a column diameter as appropriate.

Chapter 4 — Substructure Design Section 6 — Columns for Multi-Column Bents
If these conditions are not met, column design and analysis, including second order effects and
stiffness reduction from cracked concrete, is required.
Design Criteria
For columns subjected to bending under unfactored dead load, satisfy the minimum reinforcement
requirements of Article 5.6.7, using an exposure factor consistent with the site and other bridge
elements.
Detailing
For non-contact lap splices between the column and its foundation, meet the requirements of Arti-
cle 5.10.8.4.2a.
Column Collision
When the design choice is to redirect the collision load, follow the requirements given in Chapter 2
- Limit States and Loads. When the design choice is to provide structural resistance, design for the
600-kip equivalent static load as described in Article 3.6.5.
Design the column to withstand the collision force in shear only, not flexure, and do not consider
the transfer of this force to the other elements such as bent caps, footings, piles, or drilled shafts.
Use a 0.9 load factor for all dead loads and no live load for the axial compression used for shear
design. The number of shear planes used in design is dependent on the bent configuration as
described below:
 Bents with three or more columns that provide sufficient redundancy may use two shear planes
to distribute the collision force.
 Bents with a lack of redundancy, such as two or fewer columns or large column spacing, such
as straddle bents, require special consideration. For these, consider only one shear plane for the
resistance of the collision force.
Use of a deflection wall between the columns is permitted, if necessary.
No further analysis is required for columns with a gross cross-sectional area no less than 40 sq. ft.,
a least dimension of no less than 5 ft. and column transverse reinforcement is composed of at least
No. 4 ties at 12-in. maximum spacing or a No. 4 spiral at 9-in. maximum pitch.

Chapter 4 — Substructure Design Section 7 — Columns for Single Column Bents or
Piers
Section 7 — Columns for Single Column Bents or Piers
Materials
Use TxDOT Class C concrete (fc ́ = 3.6 ksi) and Grade 60 reinforcing steel. Higher concrete
strengths may be used if needed in special cases.
Mass concrete may be needed depending on the size of the column.
Consider using hollow pier sections where appropriate. Hollow piers subject to the column colli-
sion load must be protected from the collision consistent with the protection requirements
elsewhere in this manual.
Structural Analysis
Account for second-order effects, with the structural model accounting for reduced stiffness from a
cracked section.
Deflections from an analysis need to be consistent with boundary conditions of the actual structure.
Design Criteria
For columns subjected to bending under unfactored dead load, satisfy the minimum reinforcement
requirements of Article 5.6.7, using an exposure factor consistent with the site and other bridge
elements.
Detailing
For non-contact lap splices between the column and its foundation, meet the requirements of Arti-
cle 5.10.8.4.2a.
Column Collision
When the design choice is to redirect the collision load, follow the requirements given in Chapter 2
- Limit States and Loads. When the design choice is to provide structural resistance, follow the
requirements in Chapter 4 - Substructure Design, Sections 6 - Columns for Multi-Column Bents
using one shear plane for the resistance of the collision force.

Chapter 4 — Substructure Design Section 7 — Columns for Single Column Bents or
Piers
Generally single-column bents have sufficient mass and will meet the requirements of Article 3.6.5.
No further analysis is required for columns with a gross cross-sectional area no less than 40 sq. ft.,
a least dimension of no less than 5 ft. and column transverse reinforcement is composed of at least
No. 4 ties at 12-in. maximum spacing or a No. 4 spiral at 9-in. maximum pitch.

Chapter 4 — Substructure Design Section 8 — Post-Tensioned Concrete Bent Caps
Section 8 — Post-Tensioned Concrete Bent Caps
Materials
Use TxDOT Class H concrete with a minimum fc ́ = 5.0 ksi, and Grade 60 reinforcing steel. Higher
steel grades may be used if needed in special cases.
Use 0.6-in. low-relaxation prestressing strand with a specified tensile strength, fpu, of 270 ksi or
high-strength steel bars meeting ASTM A722. All tendons and bars must be bonded.
Provide post tensioning system in accordance with Item 426, “Post-Tensioning,” of the TxDOT
Standard Specifications for Construction and Maintenance of Highways, Streets, and Bridges.
Criteria in this section are not intended for C-shaped bents or through-girder bents.
Cap depth cannot be less than cap width unless the cap is widened for the purposes of:
 meeting minimum support length per Article 4.7.4.4, or
 accommodating a cap-to-column connection when one or both elements are precast, or
 satisfying vertical clearance needs to a lower roadway.
See Section 4 for minimum cap widths, and column and drilled shaft dimensions based on beam or
girder type.
Structural Analysis
Column-to-cap connection details must reflect assumptions of fixity made for post-tensioned cap
design. Column stiffness and secondary force effects due to post-tensioning must be considered.
beam.
loading.

Design Criteria
Round losses to 1 ksi. Determine prestress losses from elastic shortening, creep, shrinkage, and
relaxation as prescribed for prestressed concrete in Chapter 3, Section 4, Pretensioned Concrete I
Girders.
Use a minimum of 4 tendons in a cap.
Satisfy all stress limits for prestressing tendons and concrete as specified in Articles 5.9.2. Use lim-
its for severe corrosive conditions in areas where de-icing agents are frequently used or where
contact with salt water spray is possible.
Check limit states using the Strength I load combination and the Service I load combination for
both tension and compression stress.
hammerhead bents and multi-column bent caps with columns 4 ft. or wider, take design negative
moments at the effective face of the column.
For typical multi-column bent caps supporting multiple beams, strut-and-tie modeling provisions of
Articles 5.8 need not be considered. For bent caps supporting girders on high load multi rotational
bearings or girders with large reaction forces that are defined as deep components according to
Article 5.2, use the strut-and-tie design in accordance with Article 5.8.
Follow the provisions in Article 5.9.5 for Post-Tensioning Details.
Detailing
Use #5 stirrups, except as noted, with a 4-in. minimum and a 12-in. maximum spacing. Do not use
stirrups larger than #6. Use double stirrups if required spacing is less than 4 in. If torsional resis-
tance is explicitly addressed in the design, ensure the stirrup detailing is consistent with AASHTO
requirements.
Provide a minimum 5ft. tangent length of tendon from the anchorage head before introducing any
curvature. Determine minimum radius of curvature of duct based on published values from suppli-
ers for individual duct sizes.
Use minimum duct spacing according to Article 5.9.5.1.
Provide elevation and plan views showing the profile of centerline of ducts.
Show location and magnitude of final post-tensioning force(s) at critical section(s).

Provide the stressing and erection sequence on the plans, including form removal and girder place-
ment. Bottom cap forms must stay in place until after first tendons are stressed.
Include the following information on the cap detail sheets:

 Assumed coefficient of friction and wobble coefficient for duct
 Assumed anchor set
 Assumed and maximum allowed eccentricity between duct and tendon
 Assumed long term losses
 Stressing and dead ends of tendon
 Jacking force = 0.77 x fpu x Aps = xx kips
Provide alternate reinforcing steel details where a known conflict between duct and typical rein-
forcing steel will occur. Include notes indicating all other adjustments to reinforcing steel must be
made as directed by the Engineer of Record.
Include notes indicating that post-tensioning system/stressing sequence shop drawings must be
submitted, reviewed, and approved by the Engineer of Record.

Chapter 4 — Substructure Design Section 9 — Lateral Restraint of Bridge
Superstructures on Substructure
Section 9 — Lateral Restraint of Bridge Superstructures on Substructure
General
Lateral movement of superstructures can occur on water crossings due to flooding events and on
grade separations due to cross slope with certain beam types. Provide effective lateral restraint in
the form of shear keys as described in this section.
Bridges Crossing Water Features
Provide details for shear keys on abutment and bent caps of I-girder, U-beam, and spread box beam
(X-beam) bridges that cross water features and meet any of the following criteria:
 River and stream crossings: the distance between the bottom of the beam and the 100 year high
water level, as shown on the layout, is less than 4 feet
 Tidally influenced bridges: Refer to the AASHTO Guide Specifications for Bridges Vulnerable
to Coastal Storms for guidelines.
I-Girder Bridges
Crossing Water Features:
Locate shear keys between the exterior and first interior beam on the upstream side of the bridge.
This design practice supplements the use of dowels, if dowels are required.
U-Beam Bridges
Grade Separations:
Design U-beam bridges with shear keys on bent caps when the roadway has a single-direction
cross-slope. Locate shear keys between the exterior and first interior beam on the high side of
cross-slope.
Locate shear keys between the exterior and first interior beam on the upstream side of the bridge.
Spread Slab Beam and Spread Box Beam (X-beam) Bridges
Grade Separations:

Chapter 4 — Substructure Design Section 9 — Lateral Restraint of Bridge
Superstructures on Substructure
Include shear keys on bent and abutment caps of X-beam and spread slab beam superstructures, for
all allowable skews (0° through 30°) when the roadway has single direction cross-slope. Locate
shear keys between the exterior and first interior beam on the high side of cross-slope.
Locate shear keys between the exterior and first interior beam on the upstream side of bridge.
Slab Beam, Box Beam, Decked Slab Beam, and Double-Tee Beam Bridges
Additional lateral restraint measures are not required for slab beam, box beam, decked slab beam,
and double-tee beam structures, unless the bent cap does not have an earwall.
Steel Beam or Girder Bridges
Provide lateral restraints on steel bridges crossing water features.

Chapter 5 — Other Designs
Contents:
Section 1 — Widenings
Section 2 — Steel-Reinforced Elastomeric Bearings for Pretensioned Concrete I-Girders
Section 3 — Strut-and-Tie Method
Section 4 — Corrosion Protection
Section 5 — Concrete Culverts

Chapter 5 — Other Designs Section 1 — Widenings
Section 1 — Widenings
Design Recommendations
Design guidelines for various elements of new bridges may also be applied to bridge widenings.
Complete a load rating and condition survey before plans are started. Ratings must conform to the
current edition of the American Association of State Highway and Transportation Officials
(AASHTO) Manual for Bridge Evaluation using Load Factor Rating unless otherwise directed by
TxDOT. Refer to the Bridge Project Development Manual for additional requirements for load
ratings and condition surveys.
Design widened portions for HL93 loading using the AASHTO LRFD Bridge Design
Specifications.
Show load rating and design loads on the bridge plan, for example, HS20 (Existing) and HL93
(Widening).

Chapter 5 — Other Designs Section 2 — Steel-Reinforced Elastomeric Bearings
for Pretensioned Concrete I-Girders
Section 2 — Steel-Reinforced Elastomeric Bearings for Pretensioned Concrete I-

Girders
Materials
Use 50-durometer neoprene for steel-reinforced elastomeric bearings.
Use a shear modulus range of 95 to 175 psi for design, using the least favorable value for the design
check.
Make steel shims 0.105 in. thick.
Do not use adhesives between bearings and other components.
See standard drawings for standard pad details. Note the bearings shown on standard drawing
IGEB may not be applicable for skews over 60°.
Tapered bearings may be used if the taper does not exceed 0.050 ft./ft.
Use ¼-in. exterior pad layers. If using ¼-in. interior pad layers, disregard the requirements in
Article 14.7.6.1, specifying exterior layers no thicker than 70% of internal layers.
Structural Analysis
Assume a temperature change of 70 °F after erection when calculating thermal movement in one
direction (not total). Take Tmin = 10 °F and Tmax = 80 °F. For the panhandle region use Tmin = 10 °F
and Tmax = 115 °F, for a total temperature change of 105 °F. Optionally, the temperature ranges in
Article 3.12.2.2 may be used if appropriate.
Do not include shrinkage, creep, and elastic shortening when determining maximum movement,
which will be accommodated through infrequent slip.
Use appropriate shear live load distribution, modified for skew.
Use the critical DL condition (the lightest predicted DL) when checking against slip.
Use Load Combination Service I for all gravity loads.
Ignore limit on Si2/n in Article 14.7.6.1.

Chapter 5 — Other Designs Section 2 — Steel-Reinforced Elastomeric Bearings
for Pretensioned Concrete I-Girders
Design Criteria
Follow Design Method A in Article 14.7.6, with the following exceptions:

 DL compressive stress limit is the lesser of 1.20 ksi and 1.2 GS.
 Total compressive stress limit is the lesser of 1.50 ksi and 1.5 GS. This limit can be exceeded
up to 15% at the engineer’s discretion.
 For rotation check, disregard Article 14.7.6.3.5.
  0.8L 
Rotation is acceptable if the total compressive deflection equals or exceeds 2 , where L
is the pad length defined in AASHTO LRFD Bridge Design Specifications, and θ is the total
rotation. Estimate compressive deflection using Figure C14.7.6.3.3-1.
 Calculate total rotation for dead and live load plus 0.005 radians for construction uncertainties
as required by Article 14.4.2.1. Take maximum

4
live load rotation as , where Δ is midspan LL deflection.
SpanLength
 Check bearing pad slip as follows: 
0.2  Gr   DL  hrt
 s ( allow ) 
G  A
where:
Gr = beam grade in ft./ft.
DL = lightest unfactored predicted dead load (kips)
hrt = total elastomer thickness (in.)
G = shear modulus of elastomer at 0° F, typical 0.175 ksi
A = plan arc of elastomer (sq. in.)
Δs(allow) = maximum total allowable shear deformation (in.)
 Use hrt, instead of total pad height when checking stability as required in Article 14.7.6.3.6.
Detailing
Use standard drawing IGEB for guidance on detailing custom bearing pad designs.

Chapter 5 — Other Designs Section 3 — Strut-and-Tie Method
Section 3 — Strut-and-Tie Method
Structural Analysis
Do not use Strut and Tie Modeling for standard girders and bent caps. Strut and Tie Modeling is
appropriate to use when designing footings, dapped beam ends, post-tensioning anchorage zones,
deviation diaphragms, bents that use high load bearings, and other special designs.
Design Criteria
For members designed with strut-and-tie, check the calculated shear, using the Service I Load
Combination, against the resistance from Equation C5.8.2.2-1.

Chapter 5 — Other Designs Section 4 — Corrosion Protection
Section 4 — Corrosion Protection
Guidance
In areas of the state where de-icing agents are frequently used during winter storms, it is
recommended that additional corrosion protection measures be incorporated into the bridge design
and details. Consult the bridge information on TxDOT’s web page for statewide and district
specific recommendations. Consult the Bridge Division for recommended corrosion protection
measures in marine environments.

Chapter 5 — Other Designs Section 5 — Concrete Culverts
Section 5 — Concrete Culverts

This section applies to cast-in-place and precast concrete box culverts, inlets, junction boxes, and
manholes.
Materials
For cast-in-place concrete culverts, use Class C concrete (fc ́ = 3.6 ksi) with the following
exceptions: use Class S concrete (fc ́ = 4.0 ksi) for top slabs of culverts with overlay, with 1-to-2
course surface treatments, or with the top slab as the final riding surface (i.e., "direct traffic"). Refer
to district-specific corrosion protection requirements when designing "direct traffic" culverts for
thus required, use Class S (HPC) concrete for the top slab.
For precast concrete culverts, use Class H concrete (fc ́ = 5.0 ksi).
requirements of ASTM A1064. Refer to district-specific corrosion protection requirements when
designing "direct traffic" culverts for regions where bridge decks are exposed to de-icing agents
and/or saltwater spray with regularity. If corrosion resistant reinforcement is required, Grade 60
hot-dip galvanized reinforcing steel may be used in accordance with Item 440.
 The maximum skew angle for box culverts is 45°.
 Provide 1.5 in. of clear cover for reinforcement in cast-in-place concrete culverts.
 Provide 1.0 in. of clear cover for reinforcement in precast concrete culverts.
 Provide 2.0 in. of clear cover above the top layer of reinforcement in the top slab of "direct
traffic" concrete culverts.
Structural Analysis
 Analyze each box culvert as a simply supported two-dimensional frame. Do not apply the edge
beam requirement in Article 12.11.2.1.
 For culverts with less than two feet of fill (i.e., "direct traffic"), distribute the weight of curbs
and railing over the entire top slab width if the slab is no wider than 32 ft. Otherwise, distribute
the curb and railing loads over 16 ft.
Design Criteria
 Do not apply the provisions for design tandem as described in Article 3.6.1.3.1.

Chapter 5 — Other Designs Section 5 — Concrete Culverts
 Do not apply the variable axle spacing described in Article 3.6.1.2.2. Set the spacing between
the two 32.0-kip axles equal to 14.0 ft.
 Unless site-specific information is available, assume cohesionless soil with unit weight equal
to 120 pcf and friction angle equal to 30°. Use Rankine's active earth pressure coefficient to
compute lateral earth pressure. Precast box culverts may be designed for the earth loads
defined in ASTM C1577.
 Do not apply the water loads indicated in Table 3.4.1-1 for structural analyses of concrete
culverts, unless warranted by site conditions.
 Limit the equivalent height of soil, heq, from Table 3.11.6.4.1 to a maximum value of 4.0 ft.
Detailing
 Place reinforcement for skewed ends as directed in the SCC-MD, SCP-MD, or MC-MD
standard sheets.

Chapter 6 — Archiving Design Notes
Contents:
Section 2 — Procedure for Archiving Design Notes

Chapter 6 — Archiving Design Notes Section 1 — Overview
Introduction
In order to comply with Federal Highway Administration (FHWA) requirements for maintaining
records, the Bridge Division implemented a procedure for archiving bridge design notes in
TxDOT’s bridge inspection database management system. For all designs, perform the procedures
contained in this chapter when a design is complete.

Chapter 6 — Archiving Design Notes Section 2 — Procedure for Archiving Design Notes
Section 2 — Procedure for Archiving Design Notes
Scan Notes
Scan the notes (or convert electronic files) and gather them into a single PDF file. Create separate
PDF files for each bridge. In the case of a single design done for twin structures, submit the same
notes under two separate NBI numbers.
A hard copy of computer software input files is not required. Hard copies of computer software
output should be included with the following:
 Input echo
 Key pages of output, annotated by hand if necessary, such that the design's outcome, including
controlling load case and limit state, can be understood by review of the output annotation.
 Key pages of output, annotated by hand if necessary demonstrating that other load cases and
limit states do not control the outcome of the design.
Include the following required design elements in the PDF file:

 Calculations and other documentation establishing the bridge’s superstructure design satisfies
controlling load cases and limit states, for the following elements:
 Girders or beams
 Stringers
 Floor beams
 Trusses, including secondary elements such as bracing and gusset plates
 Arches and hangers, including secondary elements such as bracing and gusset plates
 Cable stays
 Other elements not specifically excluded
 Calculations and other documentation establishing the bridge’s substructure design satisfies
controlling load cases and limit states, for the following elements:
 Cap beams
 Columns, Towers, and Pylons
 Calculations and other documentation establishing the bridge’s foundation design satisfies
design requirements, for the following elements:
 Piling
 Drilled shafts
 Spread footings

Chapter 6 — Archiving Design Notes Section 2 — Procedure for Archiving Design Notes
Additionally, the file should contain:

 Completed TxDOT Quality Control Cover Sheet from the Quality Control and Quality
Assurance Guide at http://ftp.dot.state.tx.us/pub/txdot-info/library/pubs/bus/bridge/qa_qc_
guide.pdf. Consultant Designers are allowed to use their own cover sheet if it is similar to the
TxDOT Quality Control Cover Sheet.
 Bridge layout at the time of the original design
 Communication directly related to the included elements
 Do not include bridge geometry runs (BGS, Geomath, spreadsheets, etc.).
Naming Convention
Name the file using the following naming convention:

 Design notes: NBI_DN_yyyy-mm, with yyyy-mm being the year and month the PDF file is
submitted (ex. 1234567890abcde_DN_2015-01)
 Change Orders: NBI_CO_yyyy-mm (ex. 1234567890abcde_CO_2015-01)
Delivering the File
Deliver the PDF file using DropBox, at https://ftp.dot.state.tx.us/dropbox/

 Select Drop-off.
 Enter Sender Information.
 Enter Recipient Information (use email: [email protected])
 Attach the design notes PDF file.
 Select Drop-off the File(s).
If the PDF is created by a Consultant designer, the Consultant sends the PDF bridge design notes to
the TxDOT contract manager or the District Bridge Engineer, who will submit the notes at the
DropBox link above.
Once the file has been uploaded, the auto-generated email will serve as notification to the Bridge
Management Group that files have been received. The Bridge Management Group is responsible
for transferring the files into TxDOT’s bridge inspection database management system, where they
will become part of the permanent bridge file.

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Bridge Design Manual - LRFD: Revised January 2020

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Bridge Design Manual - LRFD

Revised January 2020

Manual: Bridge Design Manual - LRFD

Effective Date: January 01, 2020

This revision supersedes version 2018-1.

Past Manual notices are available in a PDF archive.

Chapter 2 — Limit States and Loads

Chapter 3 — Superstructure Design

Bridge Design Manual - LRFD i TxDOT 1/2020

Bridge Design Manual - LRFD ii TxDOT 1/2020

Chapter 4 — Substructure Design

Bridge Design Manual - LRFD iii TxDOT 1/2020

Bridge Design Manual - LRFD iv TxDOT 1/2020

Chapter 6 — Archiving Design Notes

Bridge Design Manual - LRFD v TxDOT 1/2020

Bridge Design Manual - LRFD 1-1 TxDOT 01/2020

The information in this manual is organized as follows:

Bridge Design Manual - LRFD 1-2 TxDOT 01/2020

Bridge Design Manual - LRFD 1-3 TxDOT 01/2020

Bridge Design Manual - LRFD 2-1 TxDOT 01/2020

Section 1 — Limit States

Add the following to Article 1.3.4 as follows:

Extreme Event Limit States

Revise the following definition in Article 1.2 as follows:

Extreme Event Limit States—Limit states relating to events such as

Revise Article 1.3.2.5 as follows:

Extreme Event I and II

Extreme Event III

Supplement Article 3.4.1 with the following:

Bridge Design Manual - LRFD 2-2 TxDOT 01/2020

 Extreme Event III - Load combination relating to a structural

Supplement Table 3.4.1-1 with the following:

DC Use One of These at a Time

Supplement Table 3.4.1-2 with the following:

Live Load Deflection

Bridge Design Manual - LRFD 2-3 TxDOT 01/2020

The provisions of Article 3.6.1.1.2 shall not be applied to the

Vehicular Collision Force

Bridge Design Manual - LRFD 2-4 TxDOT 01/2020

Bridge Design Manual - LRFD 2-5 TxDOT 01/2020

Bridge Design Manual - LRFD 2-6 TxDOT 01/2020

Bridge Design Manual - LRFD 3-1 TxDOT 01/2020

Bridge Design Manual - LRFD 3-2 TxDOT 01/2020

Bridge Design Manual - LRFD 3-3 TxDOT 01/2020

Bridge Design Manual - LRFD 3-4 TxDOT 01/2020

TxDOT standard composite concrete slabs are 5 in. thick, minimum.

Use 2.5-in. top clear cover.

For transverse reinforcement, use #5 bars spaced at 6 in. maximum.

For longitudinal reinforcement, use #4 bars spaced at 12 in. maximum.

Bridge Design Manual - LRFD 3-5 TxDOT 01/2020

Place transverse reinforcement parallel to the skew for skews up to 30°.

Bridge Design Manual - LRFD 3-6 TxDOT 01/2020

Section 4 — Pretensioned Concrete I Girders

Girder designs must meet the following requirements:

Bridge Design Manual - LRFD 3-7 TxDOT 01/2020

Standard girder designs must meet the following requirements:

Bridge Design Manual - LRFD 3-8 TxDOT 01/2020

Bridge Design Manual - LRFD 3-9 TxDOT 01/2020

Use the following equations to determine prestress losses: