CONCRETE DECK SLAB DESIGN

PROCEDURE for ANALYSIS for the GIVEN EXAMPLE

(STRIP METHOD)
This traditional method of deck slab design is only applicable if the steel is provided at
top and bottom of the deck slab throughout in the two directions. In this method deck is
divided into strips perpendicular to the supporting components. Hence the span length
of the strips is along the spacing of supporting components. The maximum positive
moment in the end panel and the maximum negative moment at the first interior support
are used for the design of all positive and negative regions respectively.

WIDTH OF EQUIVALENT INTERIOR STRIP

For reinforced concrete decks, width of primary strip in mm for overhang is determined
as:
1140 + X
Where X = distance from load to point of support in mm.

For reinforced concrete decks, either parallel or perpendicular to the traffic, the width of
primary strip in mm is determined as:

For positive moment: 660 + 0.55 S

For negative moment: 1220 + 0.25 S

Where S = spacing of supporting components in mm.

WIDTH OF EQUIVALENT EXTERIOR STRIPS

Equivalent Strips at Longitudinal Edges

When the primary span of the deck is parallel to the traffic the effective width of strip,
with or without edge beam, is equal to smaller of the following three:

1. The distance between the edge of the deck and inside face of the barrier plus
300 mm plus half of the full strip.
2. The full strip width.
3. 1800 mm.

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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Equivalent Strips at Transverse Edges

The effective width of strip, with or without edge beam, is equal to smaller of the following
two:
1. The distance between the transverse edge of the deck and the center line of
the barring plus half of the full strip.
2. The full strip width.

MAIN STEEL

The main steel is determined by analysing the equivalent interior and exterior slab strips
by determining the force effects in the slab strips per unit width of the strips.

DISTRIBUTION STEEL

The secondary reinforcement perpendicular to the span (effective length) should be

provided having the following minimum percentage of steel with respect to the main
steel:
For Primary Reinforcement Parallel to the Traffic

1750 ⁄ √𝐒 ≤ 50%

For Primary Reinforcement Perpendicular to the Traffic

3840 ⁄ √𝐒 ≤ 67%

Where S = effective length or span of the slab

DETAILED DESIGN

In detailed analysis and design the strips are not defined and full 3-D analysis is done for
actual dimensions of slab by placing the highest axle on the slab in the position that is
giving the maximum shear and moment. Results obtained are multiplied by "" and 1.75
to get the vales of shear and moment for LRFD.

NOTE:

“Design of Concrete Slab Deck is a various composition of the superstructure of a

Bridge thus after the design analysis itself (deck) we must follow the design of its
Girder (Reinforced Concrete Girder or Prestressed Concrete Girder).”

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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APPROXIMATE ANALYSIS OF GIRDER

CONDITIONS FOR APPROXIMATE METHOD TO BE APPLICABLE

i. Spacing of beams denoted by “S” should be between 1.1 and 4.9 m.

ii. Thickness of deck slab denoted by “ts” should be between 110 and 300 mm.
iii. Length of beam should be between 6.0 and 73.0 m.
iv. Number of longitudinal beams in the cross-section, Nb, should be greater than or
equal to 4.
v. The deck cross-section should be one of the standard types given in the AASHTO
specification. The width of deck should be constant.
vi. Multiple presence factors is not to be applied when using the given expressions.
However, it is always to be considered if the lever rule is used to the find the force
effects.
vii. If beam spacing exceeds 4.9 m, the live load on each beam shall be the reaction
of the loaded lanes based on the lever rule.
viii. Beams should be parallel and should have approximately the same stiffness.
ix. The roadway part of the overhang, dc, does not exceed 910 mm.
x. The curvature in plan is less than the specified AASHTO limits.
xi. The given expressions are only applicable to concrete deck on steel or concrete
beams.

LATERAL DISTRIBUTION FACTORS FOR INTERIOR GIRDER

ONE DESIGN LANE LOADED

FOR MOMENT

g = 1.2 x [ 0.06+ (S⁄ 4300)0.4 (S⁄ L)0.3 (Kg⁄ Lts3)0.1]

FOR SHEAR

g = 1.2 x [ 0.36 + (S⁄ 7600) ]

TWO OR MORE DESIGN LANES LOADED

FOR MOMENT
g = 0.65 x [0.075+ (S⁄ 2900)0.6 (S⁄ L) 0.2 (Kg⁄ Lts3)0.1]

FOR SHEAR

g = 0.65 x [0.2 + (S⁄ 3600) – (S⁄10700)2]

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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LATERAL DISTRIBUTION FACTORS FOR EXTERIOR GIRDER

ONE DESIGN LANE LOADED

FOR MOMENT

Using lever rule

FOR SHEAR

Using lever rule

TWO OR MORE DESIGN LANES LOADED

FOR MOMENT

g = e x gint
Where e = 0.77 + de⁄ 2800 ≥ 1

FOR SHEAR

g = e x gint
Where e = 0.6 + de⁄ 3000 ≥ 1

APPLICATION
DESIGN OF DECK
GIVEN DATA

Span of Bridge = 35000 mm

Total Width = 17500 mm
Clear Roadway Width = 15000 mm
fc ` = 28 MPa
fy = 420 MPa
Multiple Presence factor = m = 0.65

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DESIGN OF GIRDER (PRE- STRESSING)

Design of prestress concrete girder means the determination of dimensions of the cross
section and location of the prestress force such that the stresses before and after the
application of service loads remain within the ACI specified stress limits. The materials
behave elastically for such loads and hence straight line relationship between stresses
and strains may be considered. There are three different methods of design as under:

Selection of Trial Section

A trial section is selected out from standard shapes given by AASHTO. Prestress force and
eccentricity from the centroid of force is determined for the expected critical conditions
of loading. The resulting configuration is then checked at all the loading stages.

Stress Control Method

Choosing the cross sectional dimensions and selecting the pre stressing force and its
eccentricity from section centroid by satisfying the code limits.

Load Balancing Method

A sufficient trial section is assumed in the start. The pre stress force and tendon profiles re-
selected to provide negative forces and moments to balance the expected service
loads.

MAXIMUM PERMISSIBLE PRESTRESSING STEEL STRESSES

ACI MAXIMUM PERMISSIBLE PRESTRESSING STEEL STRESSES (ACI 18.5.1)

Following are the ACI maximum prestressing steel stresses:

a) Stress due to Jacking Force should not exceed a stress smaller of 0.80fpu and
0.94fpy.
b) Stress Immediately After Prestress Transfer should not exceed a stress smaller
of 0.74fpu and 0.82fpy
c) Stress at Anchorage Devices and Couplers, for post tensioning system,
immediately after anchorage should not exceed 0.70fpu

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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Faculty of Civil and Geodetic Engineering Department
AASHTO MAXIMUM PERMISSIBLE PRESTRESSING STEEL STRESSES
(AASHTO 5.9.3)

The AASHTO stress limits for the prestressing tendons are given in the table:

CONCRETE FOR PRESTRESSED CONSTRUCTION

High strength concrete, having fc′ ≥ 35 MPa, is usually used for prestressed members for
quick and efficient construction with lesser loss of prestressing force due to elastic
shortening, creep and shrinkage. The advantages of high strength concrete in prestressed
construction are as follow:

i. With larger compressive strength of concrete, its modulus of elasticity is increased

reducing the elastic shortening due to prestress force. Further, long term deflection due
to creep and shrinkage are also reduced. Hence, by the use of high strength concrete,
the prestress losses are significantly reduced increasing the efficiency of such
construction.

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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ii. The concrete gives high early strength and hence the prestress may be applied to the
concrete earlier. The speed of construction is increased when the high strength
concrete is used.
iii. High strength concrete has much better concrete strength. This makes it easy to
transfer the prestress force at the anchorages, which may require lesser contact area of
the anchorage fittings.
iv. The bond between steel and concrete is improved when high strength concrete is
used.

PRESTRESSED FLEXURAL MEMBERS

Prestressed stressed flexural members are classified into three classes depending upon
their behaviour.

CLASS U MEMBERS

Class U members behave as un-cracked and computed extreme fiber tensile stress at
service loads (ft) is lesser than or equal to 5/8 √f’c. Prestressed two-way slab systems
are also considered in this category.

CLASS T MEMBERS

These are transition members between cracked and un-cracked cases and computed
extreme fibre tensile stress at service loads (ft) is greater than
5/8√f’c and lesser than or equal to √f’c. For this class, the stresses at service loads are
allowed to be computed using the uncracked section as for class U. deflections are
calculated by behaviour curve for cracked section.

CLASS C MEMBERS

These are cracked members whose behavior at service loads must be studied using
cracked sections. For these members, the computed extreme fiber tensile stress at service
loads (ft) is greater than √f’c. Deflections are to be calculated by using behavior curve
for cracked section.

CE527- BRIDGE ENGINEERING ENGR. Romsan D. Lopez, BSCE

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Faculty of Civil and Geodetic Engineering Department
ACI LIMITING STRESS VALUES FOR CLASS U MEMBERS

APPLICATION
DESIGN OF GIRDER

DESIGN DATA

Span of girder = L = 35 m
MD = 4432 KN-m
ML = 2892 KN-m
fc′= 35 MPa
fci′ = 28 MPa
fpu = 1860 MPa
fpy = 1676 MPa
R = 0.85 (Assuming 15 % time dependent losses)

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