OCTOBER 2004 LRFD BRIDGE DESIGN 5-39 5.7.1 Three-Span Haunched Reinforced Concrete Slab This example illustrates the design of a haunched reinforced concrete slab bridge. The three continuous spans are 44'-0", 55'-0", and 44'-( length. The roadway width is 44°-0" with Mn/DOT Type F barrie for a total out-to-out width of 47’ gs . The bridge is skewed 10 degrees. A plan view and typical sections of the bridge are shown in Figures 5.7.1.1 and 5.7.1.2. After determining live load distribution factors, dead and live loads are computed at span tenth points. Using Strength I, Service I, and Fatigue design moments the flexural reinforcement is sized. This is accomplished by * Providing adequate steel for strength * Verifying that crack control checks are satisfied * Checking fatigue stresses in the reinforcement * Checking that the section isn’t over-reinforced * Verifying that minimum reinforcement checks are satisfied After the primary longitudinal reinforcement is designed, the shear capacity of the section is checked. Lastly, distribution and shrinkage and temperature reinforcement is sized. Material and design parameters used in this example are: Concrete Strength at 28 Days, fz = 4.0 ksi Concrete Unit Weight, we = We .150 ke (dead loads) 145 kef (modulus) Reinforcing Bars: Yield Strength, fy = 60 ksi Modulus of Elasticity, Es 9,000 ksi Weight of Future Wearing Surface = 20 psf For simplicity, the wearing course is assumed to extend from out-to-out of deck, and a 0.439 kip/ft barrier weight is used for the “F” rail.ae Fwy wa Figure 5.7.1.44-0" wows. 4 (een ce F-test re Viyy [ ie | { | E t Tyr IN SPANS. | SECTION A-A feb Erin SETAE i - i i i i 5 5 i) —— SECTION B-8A. Determine Slab Depths 8. Determine Interior Live Load ‘Strip Width [4.6.2.3] 13.6.1.0.1) 4.6.2.3-1] MnDOT’s practice is to use linear heunches, with the haunch length equal to 15 % of the longest span, use gS ft The minimum slab depth at midspan (pin) is also determined with the length of the longest span (S): The depth of the slab required at the pier (hmay) is determined with an ‘equation based on the lenath of the longest span: 1.33-S219) 3.33. 65+19) > 95 Use Pmnae =F 30 00 The slab depth (h) includes the 2 inch wearing course. The LRFD Specifications contain equations to determine the strip width that carries a lane of live load. Slab designs are performed on a strip one foot wide. The strip widths found with the LRFD equations are inverted to artive at the live load distribution factor for a 1 foot wide strip (LDF). For interior strips multiple equations are evaluated to determine whether cone or multiple live load lanes govern Flexure — One Lane Loaded Multiple Presence Factors have been incorporated into the LRFD ‘equations per LRFD C3.6.1.1.2. Equivalent strip width (in), 0.0+5.0- JT Wy where: Ly is the modified span lencth. It is equal to the span length, but can be no greater than 60. Wy ie the medified bridge width, {tis the minimum bridge width, but can be no greater than 30. For the 44 ft side spans: e 10.0 +5.0. [44.30 = 191.7 in/lane Therefore LLDFe. 0.083 lanes/ft GovernsFor the 55 ft center span: 0,0+5.0-f55-30 = 213.1 in/lane 1 Therefore LLDFs, - = 0.056 lanes/ft Flexure ~ Fatigue Loading Divide the one lane LLDF by 1.2 to remove the Multiple Presence Factor For the 44 ft side spans: 0.083 Luo Fear '=0,052 lanes/f Governs 1 For the 55 f center spant Dae = 2258 $6 - 0,047 lanee/ Flexure - Multiple Lanes Loaded Equivalent strip width (in), € - 04.0 + 1.44. (1; -Wy = ao Ly =44 Rorss My =47a38 Wis the actual bridge width = 47.33 “4 n -i-37 Use 3 ‘The uoper limit on the equivalent strip width ist 12.0-W _ 12.0-47.33 N 3 =189.3 in/iane For the 44 ft side spans: 84,041.44. (44-47.33 49.7 < 189.3 in/lane Therefore the LLDFia, 080 lanes/ft Govems[2.5.2.6.2] (Eqn. 4.6.2.3-3] ©. Determine Exterior Live Load ‘Strip Width [4.6.2.1.4] For the 55 ft center span: £=84.0+1.44. (55.47.35 = 157.5 < 189.3 in/lane .076 lanes/ft To simplify the process of arriving at design forces, the maximum distribution factor (0.080 lanes/ft) will be used for all locations. Shear and Deflection lll design lanes should be loaded and the entire slab assumed to resist the loads, NL=3 m=0.85 IM=33% Dynamic load allowance (IM) is applied only to the truck portion of the live load. The distribution factor for the lane portion of the live load is the same as that used for the shear checks: (# of lanes). (MPF) (deck width) 47.33 LLD Fes =) .054 lanes/ft ‘The distribution factor for the truck portion 0.072 lanes/ft LIDF.5 [1+1M)=0.084.(1+0.3: Reduction for Skew F=1,05~0.25-tané = 1.05~0.25- tan{t0°) ‘The exterior strip is assumed to carry one wheel portion of lane load. Check if the equivalent strip is less than the maximum width of 72 inches. E- (Distance from edge to inside of baer) +2 {mallet int.) | Use 72.0 in |Compute the distribution factor associated with one truck wheel liné 1 wheelline MPF 112 ‘PFextt =F wheellines/ane)-(E712) ~ @) 72/12) 200 lanes/ft Compute the distribution factor associated with lane load on a 72 inch Wide exterior strip: deck width loaded 72/32-20/32 (Soiteawam | wr [PATRAS 12 tDFext (exterior strip width) (72/12) .087 lanes/ft For simplicity, the larger value (0.100 lanes/ft) is used for both load types when assembling design forces. D. Resistance The following resistance factors will be used for this exampl Factors and Load @=0.90 for flexure and tension Modifiers @=0.90 for shear and torsion [5.5.4.2.1] [1.3.3-1.3.5] The following load modifiers will be used for this example: Strength ‘Service Fatigue Buctity to 1.0 1.0 10 Redundancy te 10 10 10 Importance 10 wa na 10 10 10 E. Select Three load combinations will be considered for the design example. Applicable Load STRENGTH I - Will be considered with a standard HL-93 loading. Combinations and v 0. b.25-(oc)=1.75-(u =m Load Factors b ec) ¢ I [3.4.1] SERVICE T- Will be used primarily for crack control check. U=1.0.(0c)+1.0-(LL +1) FATIGUE - Will be used to evaluate the reinforcing steel. u=0.75.(+IM)F. Calculate Live Load Force Effects [3.6.1] G. Calculate Force Effects from Other Loads ‘The LRFD Specifications contain several live load components that are combined and scaled to generate design live loads. The components include: HL-93 design truck, lane loading, tandem axles, a truck train, and a fatigue truck with fixed axle spacings. For this example the following combinations will be investigated: Design Truck + Design Lane Design Tandem + Design Lane 0.90 (Truck Train + Design Lane) (Neg. Moment Regions) Fatigue Truck ‘The dynamic load allowance (IM) has the following values: IM = 15% when evaluating fatigue and fracture. IM = 33% when evaluating all other limit states. It is not applied to the lane live load. The dead load from the barriers is conservatively assumed to be fully carried by both interior and exterior strips. Since the slab thickness varies, the load effect due to the slab is kept separate. Interior Strip (1'-0" Wide) Slab, wearing course, and barrier dead loads 2-(0.439) -0-0.150-h)+2-O432)—9.150-n+0.019 _(kp/ft) Woe = Future wearing surface Wow = (1.0-0.020)= 0.020 (kip/fe) (included with DC loads in load tables) Exterior Strip (1'-0" Wide) Slab, wearing course, and barrier dead loads Woe = (1.0-0.150-h) + 2482 0.150-h-0.073 — (kip/ft) Future wearing surface (G.9-3-87)-0.090 0.07 = 0.014 (kip/ft) (included with DC loads in load tables) WowH. Summary of Analysis Results From this point forward, the design of an interior strip (subject to dead and live loads) will be presented. The design procedure for the exterior strip is similar. A computer analysis was performed with a three-span continuous beam model. The model included the stiffening effect of the haunches, Bending moment summaries obtained at different span locations are presented in Tables 5.7.1.1 through 5.7.1.4. These tables also contain truck live load deflections and dead load deflections due to slab selfweight, wearing course, and two barriers. Shear infermation is presented in Tables 5.7.1.5 through 5.7.1.7. Loads and deflections that appear later in the example are identified with bold numbers. Table 5.7.1.1, Moment Summary - One Lane Span] tana [Tuck ] Tandem | Trucktr ] + Fatgue | - Fatigue point | core) | kere) | (eh) | coer) | (kik) | (pF) to] o o 7 : ° ° aa_| 50 194) We, = 140 25 2 | a7 Be 299, = 23 =9 a | ue 7 36 = 235) oe aa [ae 330 388 = 308 98 zs [ae a4 a4, = 295) a3 ce | ae Ea EE] = 23, na a7 | -7_| 2ea-25a | 208 | 258 197 a2 ae | oa | 209 | 2a | 292 HS a96 as [| -w9 | -aa5__| 2a | 37 @ 258 20 | 2 | 378 =| 382 70, =382 za_| 19 | 267 | 209 | 204 4 =23 22 | 75_| tsv-m6 | 192 | 226 nat nas 23 | 78 | 2esriey | 208 = 23 a8 2a [107 360) 350) = 25; =a 2s [ur ae 368, = 274) “4Table 5.7.1.2 Moment Summary ~ Interior Strip (per foot width) Tineke Tandem * 3 eck spon | Moc + tane + tine * Lane) Bee | tkis-ty | iow) (ier ie) 27 Se as = ie = == = a9, ev =o) = 20 “5s =) a 2a 35 35 “a7 22 are Baa7 =z 23 ws 37722 : 24 204 a7 6 z 25 257 50 3 Table 5.7.1.9 Moment sum * Incldar Dynamic Lad Allowance Itt) and 0.080 Dstibuton Facer. ary ~ Exterior Strip (per foot width) Truck * Tandem 0. (Truck Tr span | Moc Lane +lne ‘+ Lane) pont | thet) | (here) Gin-k) io) a 200 En a = a2 Be SE a] = a3 406 6 0 = 1 408) e ae = Fy 333 2, @ = 16. ise 36 35 = a7, “10 a Be eo as | ea 3 “a =e as | a2 38 “30 “se 20 | 05. 72, “6 “66 2a | 352 48 7 46 22 | 187, BS DIS =e 23, rr 46 46 = 24 240 33 7 = 25. 232 62, a = “Includes Dynamic Load Allowance (it) and 0.100 Distbution FactTable 5.7.1.4 Moment Load Combinations and Deflectione Service I Strength F * 7 a span tare | tuck | Des Pont | tmevor | extern | trceror | extanee | tt uw a Ceti | Care | (ae | Care| Osecion | Defcon | Defisen io [0 2 2 o_[ 0.000 | ~o.000 | 0.000 aa] «2 a ss 73__| 0.047 | 0372 | 0.009 2 [70 | sor [330 | 9.007 [010 | 0.162 a3 [ea | ao1_[az8 | as7_[ oaie | 041 | 0.209 a4 [a6 | a0s | 133 | 163 | 0337 | 046s | 0.224 as | 79) 3 [ 23 | 150 | vasa | .oa7s | 0.200 as [62 75 99 | a2 | oan | 0430 | 0.166 a7 seas | 42-43 | ser-si | rai-76 | oa08 | 036 | 0.10 aa] -o | 7 | -98 | -11 | 007 | 0202 | 0.056 13 [a0 | 121 | a48_[ 100 [0.038 [0120 | 0.019) 20 | 149 | -a7e_| 215 | -25e [0.000 | 0.000 | 0.000 2a | -a7_| 10 | 128 | 158 | 0.048 | 056 | 0.002 22 | a/-46 | aai-se | a7/-73 | 29-09 | 0.072 | 0328 | 0.081 23 [ase | [vara [aa | _oa3e | 0500 | 0-005) * Based on Tefecive ~"/sIyross- Includes UL distribution factor. **includes seFweght, wearng couse, and barriers. Table 5.7.1.5 ‘Shear Summary ~ One Lane Sean ‘are Tuck Tandem Paine 5) (ios) (kos) 20 27 28 47.0 La 303 aa 404 42 78 3.8 m0 13 38) 29.2 28 1 38 aa 228 35 73 76 285) 16 32 as ET]Toble 5.7.1.6 Shear Summary (per foot width) Sram] We Frade + te "Tandem + Lane Pont | (kis) (irs) (kes) 0 | 35 23 aa aa[ 33 37 35 x2 | 20 30 28 a3 [07 23 2a xe [07 1a 20 "Tadades Dynamic Load Allowance (IM) and 0.054 Distibution Facto. Table 5.7.1.7 ‘Shear Summary ~ Load Combinations Sean SERVICET ‘STRENGTH Pont kis) Gens) 10 En Be 1a 70 106 42 5.0 77 13 30 3.I. Live Load Deflection [2.5.2.6] (3.6.1.3.2] J. Shear in Slab [5.13.3.6] [5.8.2.9] To prevent serviceability problems, a limit is placed on the maximum live load deflections. The limit is: Span Suet = S50 44-42 Spans 1 and 3 0.66 in pe ‘800 Span 2 = 25:42 -0.83 in ‘800 Use the design truck alone or design lane load plus 25% of truck load. Using the Table 5.7.1.1 live load deflection values, the following maximum live load deflections were obtained: Midspans 1 and 3 Truck: 0.475 in < 0.66 in Lane + 25% Truck: 0.141 + 0.25 (0.475) = 0.260 in < 0.66 in Midspan 2 Truck: 0.653 in < 0.83 in Lane + 25% Truck: .178 + 0.25 (0.653) = 0.341 in < 0.66 in Vp =0-Vn =0.9 Vp Check the one-way shear capacity of the slab. Critical Section Shear should be checked at all sections, In many cases the governing location is at the abutment, a pier, or at the start of the haunch. Calculations for the shear check at the start of the linear haunch for the side span (Span Point 1.81) follow. The effective shear depth dy is the distance between the internal tension and compression force components to resist flexure, which is unkown at this point in the desi But the shear depth need not be less than 0.72-h= 72 -(19.0)=13.68 in Use dy = 15.30 jin‘The shear loads at adjacent span points are interpolated to determine the. shear at Span Point 1.81: Vy =15.0 kins +( } (47.9 kips- 15.0 kips) =45.3 kips [5.8.3.3] Nominal Shear Resistance The nominal shear resistance is the sum of the contributions from the concrete and steel. Vn =Ve Vs Tt can be no more than: Vp £0.25-f; -by -dy = 0.25-4.0-12-15.30 = 183.6 kips To simplify the calculation for the concrete contribution, assume 8 = 2.0. If shear reinforcement is found necessary, the designer should first try thickening the slab to eliminate the need for shear reinforcement. IF shear reinforcement must be used, the appropriate p and @ values should be used for the shear design. 20316. 8- Jf -by dy =0.0316- 2.0. f4.0-12-15.30=23.2 kips Without shear reinforcement: Ay fy dy (cote +cot)-sina Se The nominal shear capacity of the slab is: 3.2402 23.2 kips <183.6 kips OK Check if the shear resistance is greater than the shear demand: Vp = 6-Vp =0.90.@3.2)= 20.9 ips > 15.3 kips OK,K. Design Posi Determine the required area of flexurel reinforcement to satisfy the Moment Strength I Load Combination. Reinforcement [5.7.2.2] Flexural Resistance [5.7.3.2] Assume a rectangular stress cistribution and solve for the required area of reinforcing based on My and d. (74-12, M, =0.90 A, (60). (e- As 60 | 3.309-A?-4.5-d-Ag+M, =0 4.5.4— 920.25. — 13.236 -My 6.618 AS ‘The “A” value used in positive moment regions does not include the inch wearing course. digg =21-2-15-05-(1.0 21-2-15-0.5.(1.126)= 16.94 in dae ‘Trial reinforcement information fer Span Points 1.4 and 2.5 are provided In the following table, after evaluating the areas of steel required, & layout based on a § inch base dimension was selected. Trial Bottom Longitudinal Reinforcement ‘Span ontlu,) e |] tm [a [a] a fas] tat | As (rea)| Bers | (orev) req}| Bars | (eo) a4 [ase [sv00] 199 | =206 | a0 [ss [aeos[2a0[ 209 | 200 25 [119 | 1700] 268 [ =25@5 | 150 [145 |se94| 208 | =28@5 | 240[5.7.3.4] [5.4.2.4 & 5. Crack Control To ensue that cracking is limited to smell cracks that are well distributed, a limit is placed on the service load stress in the reinforcing steel LRFD Equation 5.7.3.4-1 defines the maximum stress permitted: Yaw fg S fae 50.6-Fy [At Span Point 1.4 the Service I positive moment is 86 kip-t. ‘The stress in the reinforcement is found using @ cracked section analysis with the trial reinforcement. Te simplify the calculations, the section ic accumed to be singly reinforced. & 29,000 Ee 33,000.(0.145)"- v4.0 neAg=8-(1.90)=15.2 in? 7.96 Usen=8 Determine the location of the neutral axis: r 5.42 in the reinforcement, M 96-12 Sapa" Te0-gsay °7 bs!For 2=130 kipslin, de spaced at 5 inches. 100 in (2.5 in + 'f2 of #25 bar) and #25 bars K 15.5.3] Fatigue ‘The stress range in the reinforcement is computed and compared against code limits to ensure adequate fatigue resistance is provided. [Teble 3.4.1-1] u~ 0.75 (LL +) IM = 15% [3.6.2.1] ‘At Span Point 1.4 the one lane fatigue moments are: Maximum positive moment = 301 kip-ft Maximum negative moment = -98 kip-f Multiplying the one lane moments by the appropriate lead factor, dynamic load allowance, and distribution factor results in the following fatigue moments: Fatigue LL Mmaxc = 301 -(0.75)-1.15-0,052 = 13.5 kip-ft Fatigue LL Mmyn ~-98: (0.75)-1.15 0.052 - 4.4 kip-fe ‘The unfactored dead load moment at Span Point 1.4 is 34.3 kip-ft. ‘The moments on the cross section when fatique loading is applied are: Maximum moment = 34.3 + 13.5 = 47.8 kip-ft 34,3 = 4.4 = 29.9 kio-ft Plugging these moments into the equation used to compute the stress in the reinforcement for crack control results in: For the maximum moment: ge M4782 Kp ia T90 G53) For the minimum moment: 29.9-12 ‘saya " Tees)‘The stress range in the reinforcement (ff) is the difference between the two stresses f; =(19.9-12.4)=7.5 ksi [5.5.3.2] ‘The maximum stress range permitted is based on the minimum stress in the bar and the deformation pattern of the reinforcement. fi{max) = 21~0.33- fyi +8-E = 21 -033-12.4)+8-(0.3)= 19.3 ksi 19.3>7.5 ksi OK [5.7.3.3.1] Check Maximum Reinforcement To ensure the cross section isn't over-reinforced, the depth of the section in compression is compared to the distance to the tension reinforcement. If the ratio of theze dimensions ie leas than 0.42 the check io eatisfied. ‘The depth of the Whitney stress block As-fy 1.90.60 O85 b O85-4.0.12 =2.79 in ‘The depth of the section in compression ie: [5.7.3.3.2] Check Minimum Reinforcement To prevent a brittle failure, adequate flexural reinforcement needs to be placed in the cross section. For this check, the thickness of the slab including the wearing course is used to be conservative. f,=0.28-J =0.24. 4 =0.48 kai 0.409262 Tay 1.2 Mee =42.4 kip-ft(5.11.1.2.1] [5.11-1-2.2] 193.4 kip-ft> 1.2 Mey 2.4 kip-ft OK Use #25 bars at 5 inches at Span Point 1.4 Bar Cutoff Location Determine the location where the 5 inch spacing can be increased to 10 inches. Assume that the bars will be dropped in non-naunched regions of the span. The moment capacity of #25 bars at 10 inches (A, =0.35 in?) for positive flexure is: ™, As fy (a-3] M, = 0.9-(0.98).(60)-[17.0- oe {s0) i 4 Tyas ayaa) i797 KOR For the interior strip, the positive bending moments are: Span Pent Mecengeh 1 (Ki-Ri/h Mservice 1 (hp-#)/f 16 39 2 22 7 2 23 7 a Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart in Span 2, the drop point locations which meet the posi bending moment of 68.7 kip-ft can be found. ive Strength T For Span 1, interpolate between Span Points 1.6 and 1.7: 16 +/ S82 887 -0.1=1.67 oF 18.5 refrom Per 3 oentertine ‘60-58 For Span 2, interpolate between Span Points 2.2 and 2.3: 69.7-17) 224 "0.1 =2.28 or 15.9 rfrom Per 3 oentertine Ta=47 The reinforcement must also meet the serviceability requirements at the theoretical drop point. Determine the drip point location based on the15.7.3.4] crack control requirements and compare with the drep points based on rength to see which ones govern. For #25 bars @ 10°, (Az =0.95 in®), z= 130 kios/in, and de compute the allowable stress: cb _ 2-2.00-10 w 1 . 130 Yaa 00a A 40.0 fs Next, determine neutral oxi Ag =8-0.95= 7.60 in? bx Zenag (é-x) F70-As (d-x) 2 12-8 7.60-(:7.00-») solving, 95 in x 4.05 Then j-d =17.00 3 5.65 in Actual stress at drop point f aid Set actual stress f, equal to the allowable stress f and solve for the Moment Merop at the drop point: Maceo ad 20.95.15.65. 4 ~37.4 kip-fe 2 fsa Ag 5-3 Merop Interpolate to determine span point location of drop point: For Span 1: 6237.4 15s( 82224) tenes outa tom par certain 62-32 For Span 2: 22+(%8-?) 04 +8 .28 or 15.4 ft from Pier 1 centerline,[5.8.3.5] Therefore, the drop point locations besed on crack control govern the bar cutoft locations. By inspection, the fatigue stress range check and the minimum reinforcement check are satisfied. Due to the uncertsinty associated with the design moments, the reinforcement cannot be terminated at the theoretical drop point. It must be carried beyond the theoretical point by the areater of: the death of the member, 15 times the nominal diameter of the bar, or "Yao of the clear span. The required extension Lea, for Span 1 ist Lexi =d=17.0 in Lexi =15-d5 =15-1.00 5.0 in Lone #44 12) 226.4 in covers ‘The required extension Lgjex for Span 2 is: 1 2)=33.0 in Laser = 35-65-12) =33.0 ‘Adding the extension length to the theoretical distance from the pier at which the bars can be dropped results in the following cutoff locations: 26.4 For Span i: 14.1-76 Lg ft Use 11°-6" For Spen 2: 15.4~. 12 By continuing half of the reinforcement for the entire length of the bridge, LRFD Article 5.11.1.2.2 is satisfied. Check Longitu: Chock the minimum longitudinal reinforcement requirements at the ‘abutments, assuming that a diagonal crack would start at the inside edge I Reinforcement of the beating area. ‘The slab sits on a 2'-10" wide integral abutment.L. Design Negative Moment Reinforcement [5.7.22] [5.7.3.2] For @=45° determine the length from the end of the slab, Lersky at which a diagonal crack will intersect the bottom longitudinal reinforcement (#25 bars @ 5"): 36.00 in Leach From Figure 5.2.2.2 of @ 5" with 1.5" cover is: is manual, the development length for #25 bars as ‘Then the tensile resistance of the longitudinal bars at the crack location Le=lend cover) Faas ~ 50-1.90.{3°92C25)) e203 kins 45.0 ‘The force to be resisted Mens ae 1+ (Se-asv-wte =(!28-0.5.0-0eeas 0.9 35.2 kipe «92.3 kipe ox Note that LRFD C5.8.3.5 states that V, may be taken at 0.54, cot or 4d, away from the face of support. Far simplicity, the value for V, at the abutment centerline of bearing was used in the equation above. Determine the required area of flexural reinforcement to satisiy the Strength I Lead Combination. Flex Assume a rectangular stress distribution and solve for the required area of reinforcing based on Mu and d. fal Resictance Use the same general equation developed for the positive moment reinforcement.[5.7.3.4] 4.5.d- (20.25-d?-13.23.M, 6.618 One = 38-3-0.5- (0.0) dex 1-3-0. (1.128) 32. The required area of steel and trial reinforcement is presented in the folowing table. Trial Top Longitudinal Reinforce Eaeror Se [Span Point as] mat | As Ms 6 (req)|_Bars_|(p0v) 20 [25 3248] 10s [2oses| 240 Crack Control [At Span Point 2.0 the Service I moment is -149 kip-ft Similar to the positive moment sections, the stress in the reinforcement is found using 2 cracked section analy: this check, the section is assumed to be singly reinforced. with the trial reinforcement. For nA, =8-(1.90)= 15.2 in? G2? 1 45.2.62.5-x) solving, x=7.90 in Determine the lever arm between service load flexural force components. Compute the stress in the reinforcement. 349-12 231.5 ksi ™ SRT pa" Tao esa)For z= 130 kips/in, de = 2.50 in (2.0 in maximum + */, of #25 bar) and #25 bars spaced at 5 inches, compute the allowable stress: 25.0 in? tA = 0208 bai < 0.6 fy #36 ks Yas 0 ¥ Fatigue ‘The stress range in the reinforcement is computed and compared against code limits to ensure adequate fatigue resistance is provided. (Table 3.4.1-1] U=0.75 (LL + IM) IM = 15% [3.6.2.1] At Span Point 2.0 the one lane fatigue moments are: Maximum positive moment = 70 kip-ft Maximum negative moment = ~382 kip-ft Multiplving the one lane moments by the appropriate load factor, dynamic load allowance, and distribution factor resus in the Following fotigue moments: Fatigue LL May =70-(0.78)-1.15-0.082 =3.1 ki Fatigue LL Myyn = ~382-(0.75)-1.18-0.052=-17.1 ki ‘The unfactored dead load moment at Span Point 2.0 is -90.9 kis ‘The moments on the cross section when fatigue loading is applied are: ‘Maximum moment = -90.9 + 3.1 = -87.8 kip-ft Minimum mement = -S0.9 ~ 17.1 = -108.0 kip-ft Plugging these moments into the equation used to compute the stress in the reinforcement for erack control rezults i For the maximum moment: M___87.8-12 Byrd 790-259] For the minimum moment: M____105.0-12 Byrd 7.90-23.9)‘The otrece range in the reinforcement (ff) ie the difference between the two atre f= (22.8-18.6)=42 ksi [5.5.3.2] ‘The maximum stress range permitted is based on the minimum stress in the bar and the deformation pattem of the reinforcement. (man) = 21~0.33 fin +8 = 21- 0.33 -(18.6)+8-(0.3) =173 ksi> 4.2 ksi OK (5.7.3.3.1] ‘The depth of the Whitney stress block ia: Ash 1.90.60 Tab Tas a0 2.79 in ‘The depth of the section in compression is: (22.79 By 08s =3.28 in 3.28 0.10 < 0.42 OK a [5.7.3.3.2] Check Minimum Reinforcement To prevent a brittle failure, adequate flexural reinforcement needs to be placed in the cross section. F, 20.48 ksi 1 4 bP =2i2. (65)? = 46,856 in qa 12 G5) = 4685 9.0 in 0.48-46,558 - =109.7 kip ye 38.0-(42) ° 1.2 Mg = 124.4 kip-ft metas (a 91.90). (60) (25- a = 255.9 kip ft 1.2 Me = 124.4 kip fe ox(5.11.1.2.1] (5.11.1.2.3] Use #25 bers at 5 inches at Span Point 2.0 Bar Cutoff Location Determine the lecation where the 5 inch spasing can be increased to 10 inches. Assume that the bare will be dropped in non-haunched regions of the span. The moment capacity of #25 bars at 10 inches .95 in?) for negative flexure is: MeO As fy : 0.95-(60) a8 (6 [anan-— P 95-0) For the interior stip, the negative bending moments are: ‘Span Pent Mecengeh 1 (Ki-Ri/ Service 1 (ke-t)/f 18 38 “a 2a a8 “7 22 73 6 Knowing that span points are 4.4 feet apart in Span 1 and 5.5 feet apart in Span 2, the drop point locations which meet the Stength I negetive bending moment of 136.0 kip-ft can be found. For Span 1, interpolate between Span Points 1.8 and 1.9: .88 oF 5.3 ft from Pier 4 centerline, For Span 2, interpolate between Span Points 2.0 and 2.1: (215-136.0 20+ 0.1 =2.09 oF 5.0 fom Fier 3 centertne. (Sas=ize ‘The reinforcement must else mect the serviceability requirements at the theoretical drop point. Determine the drip point location based on the crack control requirements and compare with the drop points based on strength to see which ones govern.[5.7.3.4] For #25 bars @ 10°, (A, =0.95 in”), compute the allowable stress: 2de-b .30 kips/in, and de A 2.25010 59.0 in? N fan ae 330__ 26.0 bei Next, determine neutral axis: Ag =8-0.95 = 7.60 in? bex-Zen-ay--x) 7.60 -(32.50-x) solving, Set actual stress f, equal to the allowable stress fg and solve for the moment Mgrop at the drep point: Macop Reid fea Nap ~ fea As-j-4=26.0-0.95-20.56. 4. ~ 62.9 hip tt Interpolate to determine span point location of crop point: For Span Mdop = 62.9 kip-ft = 63 kip-ft, which is at Span Point 1.8 or 8.8 ft from Pier 4 centerline. 2.16 oF 8.6 ft from Pier 1 centerline. ‘Therefore, the drop point locations based on crack control govern the bar cutoff locations.1M. Distribution Reinforcement (5.14.4.1] By inepection, the fatigue strece range check and the minimum reinforcement check are satisfied. Due to the uncertainty associated with the design moments, the reinforcement cannct be terminated at the theoretical drop point. It ‘must be cartied beyond the theoretical point by the greater of: the depth of the member, 15 times the nominal diameter of the bar, or *~9 of the clear span. ‘The required extension Leet for Span 1 is: GOVERNS ‘The required extension Lege for Span 2 is: 1 Let = 55-65-22) ‘Adding the extension length to the theoretical dictance from the pier at which the bars can be dropped reaults in the following cutoff locations: 2 ForSpant: 6.8+ 264110 & se 12"-0" 12 3. For Span 2: 8.84 155 & Use 12-0" 12 By continuing half of the reinforcement for the entire length of the bridge, LRFD Article 5.11.1.2.3 is satisfied, ‘The amount of transverse reinforcement may be taken as 2 percentage of the main reinforcement required:N. Shrinkage and Temperature Reinforcement [5.10.8] ». Final Reinforcement Layout For the interior strip, the maximum reinforcement is #25 bars at 5 inches (2.90 in?/ft). The required transverse reinforcement fer load distribution 0.151. (.90)= 0.20 in? fe Use #16 @ 12", Ag = 0.31 in?/ft for bottom transverse reinforcement. Adequate reinforcement needs to be provided in the clab to ensure that cracks fiom shrinkage and temperature changes are small and well Ag Temperature A, 20.11-22 = isuibuted. 11 [BELEN oa inti a cy (total in each direction, distributed to both faces) For each face, Min A, 4. (0.48)20.23 inte Use #16 @ 12°, A, 31 in? ft for transverse reinforcement. ‘The total weight of the superstructure is used for dead load deflections. ‘The grocs moment of inertia ie used and a computer analysic is weed to cebtain instantaneous deflections. A longtime deflection multiplier of 4.0 Js used in conjunction with the gross moment of inertia. The slab is cambered upward an amount equal to the immediate defiection + “/2 of the long-term deflection. A camber diagram for the interior strip is shown below: Instantaneous + "fa Long-term Camber Figure 5.7.1.3 contains 2 plan view and Figure 5.7.1.4 contains s arose section that illustrates the reinforcement for the clab. As ene would expect, the figures show that the exterior strips contain more reinforcing steel than the interior of the slab.SoTL SUSE NOLLTIS wweSOIN Figure 5.7.1.4