Asep3B Concrete Bridges

6/4/2012
Design of Reinforced Concrete Who is this for?

Bridges as per NSCP 2010 Vol 2 Aspiring Bridge Engineers
By Alden Paul D. Balili, MSCE
DLSU-M
Bridge Engineers
Aspiring Bridge Engineer Bridge Engineers
Outline
Overview
Design of Reinforced Concrete Bridges as per NSCP 2010
Highlight of Changes per Chapter Vol 2
Does not include geotechnical provisions INTRODUCTION TO

BRIDGE DESIGN:
SUPERSTRUCTURE PARTS
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Please Note: SUPERSTRUCTURE

Longitudinal direction means in the direction Superstructure Section
parallel to traffic.
Transverse direction means in the direction
perpendicular to traffic
SUPERSTRUCTURE SUPERSTRUCTURE
Longitudinal
WEARING SURFACE
Transverse
Wearing
Surface
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WEARING SURFACE DECK
is the portion of the deck which resists traffic Its main function is to distribute loads transversely
wear. along the bridge cross section.
Could be a separate layer of bituminous material, Usually integrated with the primary members
or The wearing surface and barriers are placed on top
Is integral with the deck, (additional thickness of this
added to the deck)
DECK PRIMARY MEMBERS
Deck Primary
Members
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PRIMARY MEMBERS SECONDARY MEMBERS
Distributes loads longitudinally and are designed to Bracing between primary members in the
resist flexure and shear from traffic loads. transverse direction.
Helps distribute the loads between primary
Otherwise known as stringers or girders.
members.
For prestressed concrete bridges, they are often
called diaphragms.
Diaphragms between the ends are called internal
diaphragms.While Diaphragms at the ends are
called external diaphragm.
SECONDARY MEMBERS TRAFFIC BARRIERS
Secondary Traffic
Members Barriers
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SUPERSTRUCTURE SUBSTRUCTURE
TRAFFIC BARRIERS
is a device which protects wayward vehicles
from running over the bridge.
when a pedestrian walkway is present
protects pedestrians from wayward vehicles.
SUBSTRUCTURE
Vol 2
INTRODUCTION TO
BRIDGE DESIGN:
SUBSTRUCTURE PARTS
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SUBSTRUCTURE SUBSTRUCTURE
PIER CAP BEAM (note: column bent shown)
PIER CAP BEAM
..are structures which support the superstructure ..the top beam in a bent which ties together the
at intermediate points between the end supports. supporting columns or piles.
A pier which has multiple columns with a beam
joining them on top is usually called a column
bent. (Note:This type will be the primary focus of
this course)
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Abutment SHEAR KEY
Abutment SHEAR KEY
..are earth-retaining structures which support the ..a short element attached to the abutment or pier
superstructure at the beginning and end of the cap beam which prevents the superstructure from
bridge. sliding transversely against lateral loads
Comes in a variety of forms
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BEARINGS PEDESTAL
BEARINGS PEDESTAL
.. are mechanical systems which transmit the .. Is a short column under the bearings.
vertical and horizontal loads of the superstructure Usual function is to provide a level surface and
to the substructure. achieve the desired elevation for the bearing .
This is usually composed of flexible material to
accommodate movements of the superstructure
and substructure.
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STEM BACKWALL
STEM BACKWALL
.. A cantilever wall providing protection from the .. An extension of the stem which serves as
earth especially if there is a roadway underneath protection from the earth for the ends of the
the bridge (an underpass). superstructure.
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WINGWALL APPROACH SLAB
WINGWALL Note:Approach is the section of roadway
.. Is attached to the backwall. before and after the structure
is designed to assist in confining the soil behind Approach Slab
the abutment. .. Is a slab located on the approaches and
supported by the abutment used to prevent
settlement of the approach pavement.
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FOOTING PILES
Footing PILES
.. A component which transmits the loads from the .. Are used when the bearing capacity under a
substructure and superstructure to the soil or the footing is incapable of carrying the gravity loads.
piles underneath. .. Extend below to a stronger soil layer or the
A footing supported without piles and resting on underlying rock layer to provide adequate support
soil is called a spread footing. and to prevent settlement
.A footing supported with piles is called a pile .There are different types of piles ranging from
cap concrete to steel (will be discussed in Week 9)
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Introduction
The new NSCP 2010 code adopts the
Vol 2 AASHTO LRFD Bridge Design
Specifications 2007.
INTRODUCTION TO
It should be noted that the latest
NEW NSCP 2010 VOL 2 AASHTO code is 2010. However,
CODE revisions from 2007 to 2010 are minimal.
AASHTO LRFD BRIDGE 2007 NSCP 2010 Vol 2

Introduction
The new NSCP 2010 code adopts the
AASHTO LRFD Bridge Design
Specifications 2007.
It should be noted that the latest
AASHTO code is 2010. However,
revisions from 2007 to 2010 are minimal.
Chapters adapted from

AASHTO LRFD 2007
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NSCP Vol 2 - 1997 NSCP 2010 Vol 2 NSCP Vol 2 - 1997 NSCP 2010 Vol 2
1. General Provisions 1. General Provisions
2. General Features of Design 2. General Features of Design
3. Loads 3. Loads
4. Foundations 4. Foundations
5. Retaining Walls 5. Retaining Walls
6. Culverts 6. Culverts
7. Substructures 7. Substructures
8. Reinforced Concrete 8. Reinforced Concrete
9. Prestressed Concrete 9. Prestressed Concrete
10. Structural Steel 10. Structural Steel
11. Aluminum Design 11. Aluminum Design
12. Soil-Corrugated Metal Structure Interaction Systems 12. Soil-Corrugated Metal Structure Interaction Systems
13. Timber Structures 13. Timber Structures
14. Elastomeric Bearings 14. Elastomeric Bearings
15. TFE Bearing Surface 15. TFE Bearing Surface
16. Steel Tunnel Liner Plates 16. Steel Tunnel Liner Plates
17. Soil Reinforced Concrete Structure Interaction Systems 17. Soil Reinforced Concrete Structure Interaction Systems
18. Soil-Thermoplastic Pipe Interaction System 18. Soil-Thermoplastic Pipe Interaction System
19. Pot Bearings 19. Pot Bearings
20. Disc Bearings 20. Disc Bearings
21. Seismic Design 21. Seismic Design
Where are they now? Where are they now?
3. Loads 3. Loads
Seismic Design
21.
21. Seismic Design
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3. Loads (Distribution Factors) 3. Loads

13. Timber Structures
13. Timber Structures
14. Elastomeric Bearings
15. TFE Bearing Surface
16. Steel Tunnel Liner Plates
16. Steel Tunnel Liner Plates
17. Soil Reinforced Concrete Structure Interaction Systems
18. Soil-Thermoplastic Pipe Interaction System
19. Pot Bearings
19. Pot Bearings
20. Disc Bearings
20. Disc Bearings
3. Loads 3. Loads
For decks of
10. Structural Steel 10. Structural Steel composite
11. Aluminum Design 11. Aluminum Design systems
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2. General Features of Design
3. Loads
3. Loads
4. Foundations
4. Foundations 5. Retaining Walls
5. Retaining Walls
6. Culverts
6. Culverts 7. Substructures
7. Substructures 8. Reinforced Concrete

9. Prestressed Concrete
8. Reinforced Concrete
10. Structural Steel
9. Prestressed Concrete 11. Aluminum Design
12. Soil-Corrugated Metal Structure
11. Aluminum Design Interaction Systems
12. Soil-Corrugated Metal Structure Interaction Systems 13. Timber Structures
13. Timber Structures 14. Elastomeric Bearings

15. TFE Bearing Surface 16. Steel Tunnel Liner Plates
16. Steel Tunnel Liner Plates 17. Soil Reinforced Concrete Structure
17. Soil Reinforced Concrete Structure Interaction Systems Interaction Systems
18. Soil-Thermoplastic Pipe Interaction System 18. Soil-Thermoplastic Pipe Interaction
19. Pot Bearings
System
19. Pot Bearings
20. Disc Bearings
20. Disc Bearings
Loads
3.
3. Loads (Railing load provisions)
4. Foundations
4. Foundations
6. Culverts
6. Culverts
7. Substructures
7. Substructures
11. Aluminum Design
12. Soil-Corrugated Metal Structure Interaction Systems 11. Aluminum Design
13. Timber Structures 12. Soil-Corrugated Metal Structure Interaction Systems

14. Elastomeric Bearings 13. Timber Structures
15. TFE Bearing Surface 14. Elastomeric Bearings
16. Steel Tunnel Liner Plates 15. TFE Bearing Surface
Steel Tunnel Liner Plates
17. Soil Reinforced Concrete Structure Interaction Systems 16.
(Has a lot of new content
18. Soil-Thermoplastic Pipe Interaction System 17. Soil Reinforced Concrete Structure Interaction Systems
19. Pot Bearings 18. Soil-Thermoplastic Pipe Interaction System regarding railings)
20. Disc Bearings 19. Pot Bearings
21. Seismic Design (Mononobe Okabe) 20. Disc Bearings
21. Seismic Design
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NSCP Vol 2 - 1997 NSCP 2010 Vol 2

1. General Provisions Chapter 01 Highlights
3. Loads
4.
5.
Foundations
Retaining Walls
Description of the different design limit
6.
7.
Culverts
Substructures
states
Reinforced Concrete
Service Limit State
8.
11.
12.
Aluminum Design
Soil-Corrugated Metal Structure Interaction Systems
Fatigue and Fracture Limit State
13.
14.
Timber Structures
Elastomeric Bearings
Strength Limit State
15.
16.
TFE Bearing Surface
Steel Tunnel Liner Plates
Extreme Event Limit States
19. Pot Bearings
20. Disc Bearings
21. Seismic Design
Where are they now?
Chapter 01 Highlights
Description of the different design limit
Vol 2 states
Service Limit State
SECTION HIGHLIGHTS Restrictions on stress, deformation and crack width
CHAPTER 01 under regular service conditions.
Fatigue and Fracture Limit State
Strength Limit State
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Chapter 01 Highlights Chapter 01 Highlights

Description of the different design limit Description of the different design limit
states states
Service Limit State Service Limit State
Fatigue and Fracture Limit State Fatigue and Fracture Limit State
Restrictions on stress range as a result of a single Strength Limit State
design truck occurring at the number of expected
stress range cycles.This is to prevent crack growth
due to repetitive loading Ensures structural survival of a bridge during the
following extreme events (Earthquake, floor, ship
Strength Limit State and vehicle collission)
Chapter 01 Highlights FYI: Fatigue

Description of the different design limit What is fatigue?
states Slow degradation of materials due to
Service Limit State repetitive loading and resulting stress
Fatigue and Fracture Limit State reversals.
Strength Limit State A good example is a paper clip bent back and
Strength and stability are provided to resist force
forth till failure
combinations that the bridge is expected to
experience. Bend up

Repeat to failure!
Bend down
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FYI: Fatigue Chapter 02

What is fatigue? Generally, this chapter indicates required
Hence, the term stress range is used to clearances and geometric requirements
indicate the extreme stresses (+ or - ) a for bridges as specified by AASHTO.
member goes through. Requirements for Hydrology analysis are
Ex: Higher stress range is experienced, when a also indicated.
section undergoes both positive and negative
moment!
Design of Reinforced Concrete Bridges as per NSCP 2010 Design of Reinforced Concrete Bridges as per NSCP 2010
Vol 2 Vol 2
SECTION HIGHLIGHTS SECTION HIGHLIGHTS

CHAPTER 02: GENERAL CHAPTER 03: LOADS
DESIGN FEATURES AND LOAD FACTORS
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Chapter 03 Loads Chapter 03 Loads

Things to be discussed Load Combinations Strength
Loads and Load Combinations Strength I Normal vehicular use w/o wind
The New Design Truck Strength II Special vehicle use w/o wind
New Seismic Load Provisions Strength III No vehicle use with wind
Shrinkage, Creep and Temperature velocity > 90 km/h
Strength IV High dead load to live load ratio
Strength V Normal vehicular use with wind
= 90 km/h

Load list Load Combinations Strength
PERMANENT LOADS TRANSIENT LOADS
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Load Combinations Extreme Event Load Combinations Service
Extreme Event 1 Earthquake combination Service I Normal Bridge Operation w/ 90
Extreme Event II Load combination kph wind. Used for Reinforced Concrete
considering the extreme effects of the Crack Control
following (vessel colission, extreme flood) Service II Control of yielding of steel
with reduced live load. structures and slip of slip-critical connections
Service III Crack control for prestressed
concrete superstructures
Service IV Crack control for prestressed
columns

Load Combinations Extreme Event Load Combinations Service
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Variable load factors. Example of Variable Load Factors
For certain combinations, variable factors are
used to ensure that members have adequate
strength for all possible conditions.
1.25 DC +LL+WA+FR+EQ
0.9 DC +LL+WA+FR+EQ
Ex: Lower gravity loads might result in more conservative column design

Variable load factors. The New Design Truck
Subject to Dynamic Load Allowance (or impact factor)
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Chapter 03 Loads Bridges Standard Trucks LRFD

Lane Load = 9.3 kN/m distributed over For HL93 a new truck for negative moment is
3m width also prescribed.Truck and lane load still
concurrent.
HL-93 for Negative moment and interior pier
9.3 kN/m
reactions Shown Below
9.3 kN/m lane load
31.5 kN 130.5 kN 130.5 kN 31.5 kN 130.5 kN 130.5 kN
3m
4300mm 15000mm MIN 4300mm
Not subject to Dynamic Load Allowance (or impact factor)
Bridges Standard Trucks LRFD Chapter 03 Loads

Note that the new truck used by the To take into account dynamic effects (aka the
latest LRFD code is called the HL 93. additional force due to vibration), Dynamic
Note that the new code prescribes that Load allowance (DLA) factor is added.
truck and lane load are concurrent The dynamic factor to be used are shown
below
HL-93 Standard Shown Below
9.3 kN/m lane load

Note that the impact factor
is now constant and not
variable with the spacing.
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Chapter 03 Loads Bridges : Earthquake loads

To apply the DLA, the wheel loads could Earthquake
be multiplied by (1+DLA Factor) prior to Majority of the Philippines is classified as seismic zone 4
analysis (Acceleration Coefficient = 0.4)
After DLA = 33% Earthquake forces are caused inertia forces caused by lateral
Before DLA (Multiply original value by 1.33) and vertical movement of the ground
However, the recent code already has spectral maps, w/c
means that the design acceleration coefficient would
vary given the location.
46550 N 192850 N 192850 N
Chapter 03 Loads - Earthquake FYI: Spectral Maps from NSCP

In Chapter 3, the basic parameters are (Put Image)
specified for EQ load computation.These
are
Acceleration Coefficient
Importance Categories
Site Effects
Response Modification Factor
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Bridges : Earthquake Loads Bridges : Earthquake Loads
Earthquake Earthquake (Procedure using Single Mode)

Earthquake can attack in the two principal directions: 1) Apply a unit uniform load on the structure. Call this
longitudinal and transverse. po(x)
Codes specify the following load cases for earthquake to
cover earthquakes which attack in a diagonal direction
100% Long + 30% Trans
30% Long + 100% Trans
Earthquake (Procedure using Single Mode) Earthquake (Procedure using Single Mode)
1) Apply a unit uniform load on the structure. Call this 2) Compute the corresponding deflections due to unit
po(x) uniform load. Call these deflection vs(x)
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3) Compute uniform load per unit length of structure. Call 5) Compute the Period of vibration
it w(x)
W(x)
4) 5) Compute the Elastic Seismic Response coefficient.
Value of A is acquired from specified acceleration in the

spectral maps given in the code
S = Site coefficient, this is dependent on the soil of the site
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5) Site coefficient values 6) It should be noted, that the procedure computes the
S = 1.0 for rock type foundation elastic response of the structure.
S = 1.2 for stiff clay or deep cohesionless soil To consider the dissipation of the earthquake force due to
formation of plastic hinges, the forces computed must be
S = 1.5 for soft to medium-stiff clays
divided by R (the response modification factor)
S = 2.0 or soft clays or silts
6) Compute the actual uniform load on the bridge due to 6) R factors
earthquake
Note the different factors

given the importance of the
bridge
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Lateral Loads come from the following Lateral Loads come from the following
Earthquake (Procedure for estimating forces) Earthquake (Procedure for estimating forces)
7) Finally, we must check the overstrength requirements so that the 7) The plastic hinges must form in the column before the beam
columns yield first before the cap beam To do this we require that the Mn of the cap beam is greater than 1.3
x Mn of the column at a joint.
Also in computing Mn of the column, fy = 1.25 x original value of fy to
account for strain hardening
Also to prevent the occurrence of shear failure before flexural failure,
the whole pier system must be designed for a lateral shear
force which gives a moment equal to 1.3 Mn of the column
(with yield strength 1.25fy)
Lateral Loads come from the following Designing a pier for ductility.
Earthquake (Procedure for estimating forces) Moment failure must precede shear failure
7) Why column hinging? (Contrary to buildings) Plastic hinges in the columns and not the beams
As per the Paper Structural rehabilitation with advanced composites

by F. Seible
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Bridges : Earthquake Loads Chapter 03 - Creep, Shrinkage and

Temperature
Designing a pier for ductility Longitudinal Forces.
For integral bridges, it is important to
Compute EQ forces in the pier
compute the effect of creep, shrinkage
Get the dead load on the columns (Use Combination and temperature due to secondary effects
Get corresponding 1.3 Mn for axial load due to dead load induced by the fixed ends.
Get Shear force at top (Call it Vo), that would produce a
moment in the columns equal to 1.3 Mn
The next slides will illustrate the effect of
Compare Vo with the EQ forces to get max shear secondary stresses on the structure
Bridges : Earthquake Loads FYI: Secondary Stresses
Designing a pier for ductility Transverse Forces. Given a Bar with length L with one side with no restraints.
1. Compute EQ forces in the pier If hotter, bar will expand
2. Get the dead load on the columns (Use Combination If colder, bar will contract
3. Get corresponding 1.3 Mn for axial load for each column due to The additional or subtracted length, could be expressed as
dead load TL
4. Get corresponding V that would produce a moment 1.3 Mn for each Please note that under these conditions, no stress is induced on the
column.Add all these Vs to produce Vo bar
5. Using Vo and the dead loads, compute the new axial loads on the
structure.
6. Recompute the 1.3Mn for each column given the new axial loads.
Compute the corresponding Vo as per step 5
7. The recomputed Vo will now be compared with the shear in step 4.
If not within 10% repeat step 3.
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FYI: Secondary Stresses Chapter 03 - Creep, Shrinkage and

Temperature
Given a Bar with length L with restraints at both ends. The major induced deformation loads are
If hotter, bar cant expand, because of this what kind of stress is induced? the following
Compression!
If colder, bar cant contract, because of this tension stress is induced at
each unit element of the bar
The magnitude of these forces were not

previously given in the standard
specifications for bridges (NSCP Vol2
1997)
Chapter 03 - Creep, Shrinkage and Chapter 03 - Creep, Shrinkage and

Temperature Temperature
As shown on the previous slides, due to Uniform Temperature Change (TU)
restraint, there are stresses induced due to Describes the seasonal change in temperature
creep shrinkage and temperature. for a bridge.
For RC bridges, since we are controlling Ex: If a bridge in PH was constructed at a
tension, the combination with shrinkage and temperature of 30o during summer, TU effects
colder temperature will govern the design! would be large during the cold months like
December (say 20o temperatures).
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Temperature Gradient Shrinkage (SH)
(TG) Hotter at top
Due to the difference of Overall shrinkage is the general shrinkage
exposure to the elements being experienced by the section
of the surface and the Differential shrinkage occurs due to the
underside of the bridge,
difference in temperature difference in age of concrete in composite
could occur. members. In the section below, the deck slab
Common occurrence is would shrink more because it is newer.
the surface is hotter than
the rest of the depth of the Less hot at the bottom
bridge or the surface is
colder than the rest of the
depth.

Shrinkage (SH) Creep (CR)
Shrinkage occurs in concrete and is due to Creep is the additional deformation due to
the loss of moisture. sustained loading.
Shrinkage is composed of two parts Since dead load and internal prestress forces
Overall Shrinkage are intended to be there forever, they
Differential shrinkage for Composite Decks induce siginificant amount of creep effects.
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Chapter 03 - Creep, Shrinkage and

Chapter 04
Temperature
Creep (CR) This chapter recommends analysis
If the ends of a beam are restrained, creep techniques to be used for bridges.
due to dead load + prestress may induce Things to be discussed:
positive moments at the ends.
Equivalent Strips for Deck Analysis
Distribution Factors for Gravity Loads
Dynamic Analysis Specifications for EQ Loads
Chapter 04
Equivalent Strips for deck analysis.
Vol 2 It is common for deck slabs to primarily span
in the transverse direction
SECTION HIGHLIGHTS The bridge code specifies the equivalent
CHAPTER 04: LOADS width of this strip
AND LOAD FACTORS
Eq.Width
Girder
Girder
A A
Section A-A
Moment Diagram
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Chapter 04 Chapter 4
Equivalent Strips for deck analysis. Common Steps for Moment and Shear
Equivalent widths as per code 1. Get the moment produced by the axle
loads of the truck (note that previously, we
use wheel loads for the moment)
2. Multiply the moment by the distribution
factor prescribed by the AASHTO code
Chapter 04 Live Loads

Distribution Factors approximate the Some important terms to note:
amount of shear and moment that would
go to each girder
Axle Load Wheel Load
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Chapter 04 Distribution Factors Chapter 04 Distribution Factors

Table of Distribution factors for moment Table of Distribution factors for Shear in
in interior concrete girders.Limitations interior concrete girders.
Where Interior Where Interior

S = Spacing, mm S = Spacing, mm
Ts = thickness of slab, mm Ts = thickness of slab, mm
L = Span, mm L = Span, mm
Nb = number of beams Nb = number of beams
Kg = factor as detailed on the next page Kg = factor as detailed on the next page
Chapter 04 Distribution Factors Chapter 04 Distribution Factors

Factor Kg For exterior girders, the moment and
shear is computed by getting the reaction
on the exterior girder when the wheel
loads are placed 0.6m from the parapet.
0.6m
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Chapter 04 Dynamic Analysis

The latest code requires a different
refinement of analysis depending on the Design of Reinforced Concrete Bridges as per NSCP 2010
Vol 2
bridge importance.
Before we proceed the following acronyms SECTION HIGHLIGHTS
are used CHAPTER 05: CONCRETE
SM Single Mode
UL Uniform load elastic method (simplest
STRUCTURES
method for EQ loads)
MM Multimode Elastic Method (similar to
response spectrum analysis)
TH Time History Method
Chapter 04 Dynamic Analysis Chapter 05 Concrete Structures

Requirements as per code for seismic Provisions for both reinforced and
zone 4 prestressed concrete are now included in
this chapter.
Since equations given for this chapter are
common for RC design, only the following
will be discussed:
Note that TH = time history is required for critical bridges. Provisions for Crack Control
However, this would most likely be revised due to the lack
of a time history record for the Philippines. Allowable Stresses for Prestressed Beams
Cover Requirements for Reinforcement
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Chapter 05 Concrete Structures Chapter 05 Concrete Structures

To limit cracking in concrete, the bridge Recall that there are multiple stages in the
code specifies a minimum amount of design of a prestress concrete girder.
spacing which depends on the stress on These are
the steel reinforcement. Transfer Stage
Deck is Cast
Service Stage

Note that Class 1 exposure is equivalent to Transfer Stage Forces
limiting the crack width to 0.43mm. The
factor e can be changed accordingly to the
desired crack width. (Ex: a e = 0.5
corresponds to crack width of 0.22mm.)
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Deck is Cast For each stage the bridge code specifies
limits on the stresses on the girder.
Limits for Compressive Stress at Transfer

Service Stage For each stage the bridge code specifies
limits on the stresses on the girder.
Limits for Tensile Stress at transfer
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For each stage the bridge code specifies For concrete cover, the bridge code
limits on the stresses on the girder. recommends the following
Limits for Compressive Stress at Service Min cover to main bars > 25mm
Cover to ties and stirrups may be 12mm less
than the ones specified on the table shown on
the next slide.

For each stage the bridge code specifies For concrete cover, the bridge code
limits on the stresses on the girder. recommends the following.
Limits for Tensile Stress at Service
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Chapter 09: Deck Slabs

Depth > 175mm unless specified by the
Vol 2 bridge owner
SECTION HIGHLIGHTS When deck skew does not exceed 25o,
the transverse reinforcement may be
CHAPTER 09: DECKS parallel to the skew. Otherwise, it should
AND DECK SYSTEMS be perpendicular.
Chapter 09: Deck Slabs Chapter 09: Deck Slabs

For this chapter, only provisions for Skew less than 25o.
concrete deck slabs will be discussed.
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Skew > 25o.Transverse reinforcement The reinforcement may be designed
now perpendicular to longitudinal. empirically as long as the following
conditions are satisfied
The ratio of effective length to design depth
does not exceed 18 and is not less than 6.0
Skew Angle
Core depth of the slab is not less than
100mm

The reinforcement may be designed The reinforcement may be designed
empirically as long as the following empirically as long as the following
conditions are satisfied conditions are satisfied
Supporting components are made of steel or Effective length (s effective) does not exceed
concrete 4100mm
The deck is fully cast-in-place and water cured
The deck has a uniform depth
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The reinforcement may be designed Traditional design
empirically as long as the following It is still permitted to design the slabs as
conditions are satisfied conventional flexure elements.
There is an overhang beyond the external Distribution reinforcement is recommended
girder with a span of 5xSlabThickness. as follows
28 day strength of the deck = 28 MPa
Deck is composite with the deck
components.
Minimum 4 layers of reinf.
Chapter 09: Deck Slabs

Minimum reinforcement as per empirical
requirements Vol 2
0.570mm2/mm for steel in bottom layer
SECTION HIGHLIGHTS
0.380mm2/mm for steel in top layer
CHAPTER 11:
ABUTMENTS, PIERS AND
WALLS
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Chapter 11: Abutments, Piers and Chapter 11: Abutments, Piers and
Walls Walls
This chapter provides the provisions for Typical checks for conventional retaining
earth pressure forces for conventional walls are as follows
and MSE-type retaining walls. Bearing Resistance
Overturning
Subsurface Erosion
Passive Resistance
Sliding
Walls Walls
This chapter also specifies the capacity of Of particular importance in this chapter is
the appendix regarding Seismic Design of
typical soil nails into soil or concrete. Abutments and Gravity Retaining
Structures
This appendix details the Mononobe Okabe
method for retaining walls.
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Walls Walls
An illustration of the Mononobe-Okabe Important things to note from Appendix
loads for the active wedge of Chapter 11
For nonyielding abutments, it is recommended
to multiply the acceleration coefficient by 1.5
For seismic zone 4 it is recommended to have

monolithic/integral abutments to minimize
damage
Walls Walls
Variables relevant with figure on the Example of Non-yielding abutments.
previous slide
w/ Raked Piles w/ Soil Nails
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Chapter 13: Railings

Railings are intended for the following
Vol 2 To prevent wayward vehicles from going over
the bridge and protect adjacent property
SECTION HIGHLIGHTS To protect pedestrians from wayward vehicles
CHAPTER 13: Protection of other vehicles near the
RAILINGS collission
Chapter 13: Railings Chapter 13: Railings

Railings are intended for two things Railings are intended to have different
To prevent wayward vehicles from going over levels of protection according to the use
the bridge and protect adjacent property of the road.
To protect pedestrians from wayward vehicles Test Level One (TL-1) Areas w/ low speed
and low traffic volume
TL-2 Collector roads with favorable site
conditions w/ a small number of heavy
vehicles
TL-3 Generally acceptable for many high
speed arterial highways w/ favorable site
conditions.
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Chapter 13: Railings Chapter 13: Railings

Railings are intended to have different Design forces prescribed for railings are
levels of protection according to the use as follows
of the road.
TL-4 Generally acceptable for high speed
highways with a mixture of trucks and heavy
vehicles
TL-5 Similar to TL-4 but with unfavorable
site conditions (Ex: A wayward vehicle may
collide with valuable property)
TL-6 similar to TL-6 but traffic is expected
to have tanker type trucks
Chapter 13: Railings

The height of railing has a requirement
depending on the TL level. Vol 2
TL Height (mm)
SECTION HIGHLIGHTS
1 685 CHAPTER 14: JOINTS
2
3
685
685
AND BEARINGS
4 810
5 1070
6 2290
44
6/4/2012
Chapter 14: Joints and Bearings Chapter 14: Joints and Bearings
Though integral bridges are The following limits govern the design of
recommended by the latest bridge code, Elastomeric Bearing Pads
expansion joints are still needed for very Shape Factor
long bridges Allowable Compressive Stress and Deflection
Allowable Shear (Lateral) Deformation
Allowable Rotation
Stability
Commonly used bearings for expansion The following limits govern the design of
joints are Elastomeric Bearing Pads made Elastomeric Bearing Pads
of rubber. AASHTO 2007 recommends two methods
To add the capacity of Elastomeric named Method A and Method B.
Bearing Pads, they are often reinforced For this presentation only excerpts from
with steel plates as shown below. Method B will be shown.
45
6/4/2012
The following limits govern the design of The following limits govern the design of
Elastomeric Bearing Pads Elastomeric Bearing Pads
Properties recommended for bearing pads are Compressive stress (allowable values shown
shown below. below)
s = Service Stress
Shear Modulus due to total load
G for each L = Service stress
hardness due to live load
Shape Factor Compressive deflection (Live load)
The shape factor is defined as the ratio of the area
to the side area free to bulge.
Looking at one sample below.
W
Area
= L hri
Side Area Free to Bulge
Note that this is done for each layer for reinforced bearing pads
46
6/4/2012
Compressive deflection (Dead load) Since stress is non-linear for
reinforced/laminated bearings, the following
graphs can also be used to compute strain
Compressive deflection (Strain) Allowable shear deformation limit
47
6/4/2012
Allowable Rotation for Combined Stability
Compression and rotation Bearings are considered stable if
Uplift requirements are satisfied if Where
n = number of interior layers
Chapter 14: Joints and Bearings Design of Reinforced Concrete

The following limits govern the design of
Bridges as per NSCP 2010 Vol 2
THE END! Thank you for listening
Elastomeric Bearing Pads
Allowable Rotation for Combined By Alden Paul D. Balili, MSCE
Compression and rotation DLSU-M
Bearings subject to shear deformation shall satisfy
48

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Design of Reinforced Concrete Who is this for?

Aspiring Bridge Engineer Bridge Engineers

Does not include geotechnical provisions INTRODUCTION TO

Please Note: SUPERSTRUCTURE

AASHTO LRFD BRIDGE 2007 NSCP 2010 Vol 2

Chapters adapted from

Where are they now? Where are they now?

Where are they now? Where are they now?

5. Retaining Walls 5. Retaining Walls

8. Reinforced Concrete 8. Reinforced Concrete

9. Prestressed Concrete 9. Prestressed Concrete

10. Structural Steel 10. Structural Steel

Where are they now? Where are they now?

Where are they now? Where are they now?

7. Substructures 8. Reinforced Concrete

13. Timber Structures 14. Elastomeric Bearings

Where are they now? Where are they now?

13. Timber Structures 12. Soil-Corrugated Metal Structure Interaction Systems

Where are they now? Where are they now?

NSCP Vol 2 - 1997 NSCP 2010 Vol 2

Where are they now?

Chapter 01 Highlights Chapter 01 Highlights

Chapter 01 Highlights FYI: Fatigue

Extreme Event Limit States

FYI: Fatigue Chapter 02

SECTION HIGHLIGHTS SECTION HIGHLIGHTS

Chapter 03 Loads Chapter 03 Loads

Chapter 03 Loads Chapter 03 Loads

Chapter 03 Loads Chapter 03 Loads

Chapter 03 Loads Chapter 03 Loads

Chapter 03 Loads Chapter 03 Loads

Chapter 03 Loads Chapter 03 Loads

Subject to Dynamic Load Allowance (or impact factor)

Chapter 03 Loads Bridges Standard Trucks LRFD

Bridges Standard Trucks LRFD Chapter 03 Loads

9.3 kN/m lane load

Chapter 03 Loads Bridges : Earthquake loads

46550 N 192850 N 192850 N

Chapter 03 Loads - Earthquake FYI: Spectral Maps from NSCP

Bridges : Earthquake Loads Bridges : Earthquake Loads

Earthquake Earthquake (Procedure using Single Mode)

Bridges : Earthquake Loads Bridges : Earthquake Loads

Bridges : Earthquake Loads Bridges : Earthquake Loads

Bridges : Earthquake Loads Bridges : Earthquake Loads

Value of A is acquired from specified acceleration in the

Bridges : Earthquake Loads Bridges : Earthquake Loads

Bridges : Earthquake Loads Bridges : Earthquake Loads

Note the different factors

Bridges : Earthquake Loads Bridges : Earthquake Loads

Bridges : Earthquake Loads Bridges : Earthquake Loads

As per the Paper Structural rehabilitation with advanced composites

Bridges : Earthquake Loads Chapter 03 - Creep, Shrinkage and

Bridges : Earthquake Loads FYI: Secondary Stresses

FYI: Secondary Stresses Chapter 03 - Creep, Shrinkage and

The magnitude of these forces were not

Chapter 03 - Creep, Shrinkage and Chapter 03 - Creep, Shrinkage and

Chapter 03 - Creep, Shrinkage and Chapter 03 - Creep, Shrinkage and

Chapter 03 - Creep, Shrinkage and Chapter 03 - Creep, Shrinkage and

Chapter 03 - Creep, Shrinkage and

Chapter 04 Live Loads

Axle Load Wheel Load

Chapter 04 Distribution Factors Chapter 04 Distribution Factors