Dr. Bassman R.

Muhammad RC Bridge Design Page 1 of 24

Bridge Design
1- Loads:
The bridge structure is designed to carry the following loads and forces: dead
load; live load; impact or dynamic effect of the live load; wind loads and other forces,
when the exist, such as longitudinal forces, centrifugal forces, thermal forces, earth
pressure, buoyancy, shrinkage stresses, rib shortening, erection stresses, ice and current
pressure and earthquake stresses.
Bridge members are proportioned either with reference to service loads and
allowable stresses as provided in Service Load Design (Allowable Stress Design) or,
alternatively, with reference to load factors and factored strength as provided in
Strength Design (Load Factor Design).
Load factor design is a method of proportioning structural members for multiples
of the design loads. To ensure serviceability and durability, consideration is given to
the control of permanent deformations under overloads, to the fatigue characteristics
under service loadings, and to the control of live load deflections under service
loadings. For design purposes, the service loads are taken as the dead, live, and impact
loadings.
Service live loads are vehicles that may operate on a highway legally without
special load permit. Overloads are the live loads that can be allowed on a structure on
infrequent occasions without causing permanent damage. For design purposes, the
maximum overload is taken as 5 (L + I) / 3.

2- Load Combinations:
The load Groups [I to X] represent various combinations of loads and forces to
which a structure may be subjected. Each component of the structure, or the foundation
on which it rests, shall be proportioned to safely withstand all group combinations of
forces and loads that are applicable. Group loading combinations for Service Load
Design and Load Factor Design are given as follows. For an overload and permit
loading, the load is applied in Group IB. For all loadings less than H 20, Group IA is
used.
Group N = γ [βD D + βL (L + I) + βC CF + βE E + βB B + βS SF + βW W +βWL WL
+ βL LF + βR (R + S + T) + βEQ EQ + βICE ICE]
In witch:
N = group number; γ = load factor; β = coefficient;
D = dead load; L = live load; I = live load impact; CF = centrifugal force; E = earth
pressure; B = buoyancy; SF = stream flow pressure; W = wind load on structure;
WL = wind load on live load; LF = longitudinal force from live load;
R = rib shortening; S = shrinkage; T = temperature; EQ = earthquake and ICE = ice
pressure.
 Dr. Bassman R. Muhammad RC Bridge Design Page 2 of 24
Table of Coefficient (γ and β) – Load Factor Design
β Factors
Group γ
D (L + I)n (L + I)p CF E B SF W WL LF R+S+T EQ ICE
I 1.30 βD 1.671 0 1 βE 1 1 0 0 0 0 0 0
IA 1.30 βD 2.20 0 0 0 0 0 0 0 0 0 0 0
IB 1.30 βD 0 1 1 βE 1 1 0 0 0 0 0 0
II 1.30 βD 0 0 0 βE 1 1 1 0 0 0 0 0
III 1.30 βD 1 0 1 βE 1 1 0.3 1 1 0 0 0
IV 1.30 βD 1 0 1 βE 1 1 0 0 0 1 0 0
V 1.25 βD 0 0 0 βE 1 1 1 0 0 1 0 0
VI 1.25 βD 1 0 1 βE 1 1 0.3 1 1 1 0 0
VII 1.30 βD 0 0 0 βE 1 1 0 0 0 0 1 0
VIII 1.30 βD 1 0 1 βE 1 1 0 0 0 0 0 1
IX 1.20 βD 0 0 0 βE 1 1 1 0 0 0 0 1
X 1.30 1 1.67 0 0 βE 0 0 0 0 0 0 0 0

(L + I)n: live load plus impact for AASHTO highway H or HS loading.

(L + I)p: live load plus impact consistent with the overload criteria of the operation
agency.
1
1.25 may be used for design of outside roadway beam when a combination of sidewalk
live load as well as traffic live load plus impact governs the design, but the capacity of
the section should not be less than required for highway traffic live load only using a
beta factor of 1.67. 1.00 may be used for design of deck slab with combination of loads
as described in AASHTO.

 βE = 1.3 for lateral earth pressure for retaining walls and rigid frames excluding
rigid culverts. For lateral at-rest earth pressures, βE = 1.15.
 βE = 0.5 for lateral earth pressure when checking positive moments in rigid
frames.
 βE = 1.0 for vertical earth pressure.
 βD = 1.0 for flexural and tension members.
 βE = 1.0 for rigid culverts.
 βE = 1.5 for flexible culverts.
 For Group X loading (culverts) the βE factor shall be applied to vertical and
horizontal loads.

For Column Design:

 βD = 0.75 when checking member for minimum axial load and maximum
moment or maximum eccentricity.
 βD = 1.0 when checking member for maximum axial load and minimum moment.
Dr. Bassman R. Muhammad RC Bridge Design Page 3 of 24

3- Highway Live Loads:

A. Standard Truck and Lane Loads {Figs. 1, 2, and 3}:
The highway live loadings on bridges consist of standard trucks or lane loads
that are equivalent to truck trains. Two systems of loading are provided: The H loadings
represent a two-axle truck and the HS loadings represent a two-axle tractor plus a
single-axle semi-trailer. As shown in the figures, the number after the H or HS indicates
the gross weight in tons of the truck or tractor. The gross weight is divided between the
front and rear axles. The affix “...44” refers to 1944, the year that the loadings were
adopted.

a. In the design of timber floors and orthotropic steel decks (excluding transverse
beams) for H 20 loading, one axle load of 24,000 lbf or two axle loads of 16,000
lbf each, spaced 4 ft apart, may be used, whichever produces the greater stress,
instead of the 32,000 lbf axle shown.
b. For slab design, the centerline of wheels shall be assumed to be 1 ft from the
face of the curb.
Fig. (1) Standard H Trucks
Dr. Bassman R. Muhammad RC Bridge Design Page 4 of 24

a. In the design of timber floors and orthotropic steel decks (excluding transverse
beams) for H 20 loading, one axle load of 24,900 lbf or two axle loads of 16,000
lbf each, spaced 4 ft apart, may be used, whichever produces the greater stress,
instead of the 32,000 lbf axle shown.
b. For slab design, the centerline of wheels shall be assumed to be 1 ft from the
face of the curb.
Fig. (2) Standard HS Trucks
 Dr. Bassman R. Muhammad RC Bridge Design Page 5 of 24
Lane loadings shown in Fig. 3 are used when they produce greater stress than
the corresponding truck loadings. In general, the lane loadings govern the design of
longer-span bridges. For example, in designing for bending moments, these spans
exceed 56 ft for the H loadings and 140 ft for the HS loadings. The lane loads are
defined in such a way as to give a simpler method of calculating bending moments and
shears than the method based on truck wheel loads and the truck train loadings shown
in Appendix B of AASHTO Truck Train and Equivalent Loadings. Thus, the lane loads
are the equivalent of the truck train loadings.
Each lane load consists of a uniform load per linear foot of traffic lane combined
with a single concentrated load (or two concentrated loads in the case of continuous
spans) placed on the span so as to produce maximum stress. The concentrated load and
uniform load are considered uniformly distributed over a 10 ft width on a line normal
to the centerline of the lane.

a
For the loading of continuous spans involving lane loading, refer to AASHTO, which
provides for an additional concentrated load.
Fig. (3) Lane Loading
B. Other Roadway Loadings:
The bridge may be required to carry military vehicles or other extraordinary
vehicles.
C. Sidewalk Loadings:
Sidewalk floors, stringers, and their immediate supports shall be designed for a
live load of at least 85 psf of sidewalk area.
Dr. Bassman R. Muhammad RC Bridge Design Page 6 of 24

4- Impact:
Live loads are increased for those structural elements in Group A. Group A
includes (a) superstructures; (b) piers, excluding footings and those portions below the
ground line; and (c) the portions above the ground line of concrete or steel piles that
support a superstructure. Impact allowances are not applied to those items in Group B.
Group B includes (a) abutments, retaining walls, and piles except as specified in (c)
above; (b) foundation pressures and footings; (c) timber structures; (d) sidewalk loads;
and (e) culverts and structures having 3 ft or more of cover. The impact formula is
expressed as a fraction of the live load stress.
50(𝑓𝑡)
𝐼= ≤ 0.3
𝐿(𝑓𝑡) + 125(𝑓𝑡)
In which; I = impact fraction (maximum 30%) and L = length in feet of the portion of
the span that is loaded to produce the maximum stress in the member (for the loaded
length, L).

5- Application of Live Loads:

The following provisions are for selected AASHTO loading:
1. The lane loading or standard truck loading shall be assumed to occupy a width
of 10 ft.
2. Each 10 ft lane loading or single standard truck shall be considered as a unit.
3. Where maximum stresses are produced in any member by loading any number
of traffic lanes simultaneously, the following percentages of the resultant live
load stresses shall be used in view of the improbability of coincident maximum
loading.
one or two lanes: 100%
three lanes: 90%
four or more lanes: 75%.

6- Distribution of Loads:
A. Distribution of Loads to Stringers, Longitudinal Beams, and Floor Beams:
Position of Loads for Shear
In calculating end shears and end reactions in transverse floor beams and
longitudinal beams and stringers, no longitudinal distribution of the wheel load shall
be assumed for the wheel or axle load adjacent to the transverse floor beams or the end
of the longitudinal beam or stringers at which the stress is being determined. Lateral
distribution of the wheel load at the ends of the beams or stringers shall be that
produced by assuming that the flooring acts as a simple span between stringers or
beams. For loads in other positions on the span, the distribution for shear shall be
determined by the method prescribed for moment.
 Dr. Bassman R. Muhammad RC Bridge Design Page 7 of 24
Bending Moments in Stringers and Longitudinal Beams
In calculating bending moments in longitudinal beams or stringers, no
longitudinal distribution of the wheel loads shall be assumed. The lateral distribution
shall be determined as follows:
1. Interior Stringers and Beams:
When a concentrated load, that is, a wheel load, is placed on a bridge deck or slab, the
load is distributed over an area larger than the actual contact area. Because of the
stiffness of the deck or slab, the adjacent longitudinal girders will share the
concentrated load. However, no distribution is assumed in the direction of the span of
the bridge.
AASHTO has describe the distribution of wheel loads in longitudinal beams and
transverse beams. Truck loadings are moved across the bridge, and as they move, they
generate changing moments, shears, and reactions in the bridge members. All of the
loads described above are loads that occupy one traffic lane. It is necessary to apportion
these loads into the deck slabs, girders, truss members, and so on, according to the
distribution methods provided in the AASHTO tables mentioned previously.
Slabs are loaded by individual wheels. Bridge girders, stringers, and some floor
beams are loaded by lines of wheel loads that roll along the deck. A wheel line is half
of a truck load or half of one lane load. The number of wheel lines carried by each
girder depends upon the girder spacing and the type of girder. For concrete decks,
typical interior girder distributions of the wheel lines in longitudinal girders or beams
are as shown in Table 2.
2. Outside Stringers:
The dead load supported by the outside roadway stringer or beam shall be that portion
of the floor slab carried by the stringer or beam. Curbs, railings, and wearing surface,
if placed after the slab has cured, may be distributed equally to all road way stringers
or beams.
The live load bending moment for outside roadway stringers or beams shall be
determined by applying to the stringer or beam the reaction of the wheel load obtained
by assuming that the flooring acts as a simple span between stringers or beams.

B. Bending Moments in Floor Beams (Transverse):

In calculating bending moments in floor beams, no transverse distribution of the
wheel loads shall be assumed. If the longitudinal stringers are omitted and the floor is
supported directly on floor beams, the floor beams shall be designed for loads
determined in accordance with AASHTO Table 3.23.3.1. For example, if the concrete
floor is supported directly on floor beams, the fraction of wheel load allotted to each
floor beam is S/6, where S equals the average spacing of beams in feet. If S exceeds 6
Dr. Bassman R. Muhammad RC Bridge Design Page 8 of 24
ft, the load on the beam shall be the reaction of the wheel loads, under the assumption
that the flooring between beams acts as a simple beam.
Table (2) Distribution of Wheel Loads in Longitudinal Beams
Two or more traffic
One traffic lane, fraction
lanes, fraction of a wheel
Type of floor of a wheel (line) load to
(line) load to each
each longitudinal girder1
longitudinal girder1
concrete slab:
on steel I-beam stringers
and prestressed concrete S / 7.0 (Smax = 10 ft) S / 5.5 (Smax = 14 ft)
girders
on concrete T-beams S / 6.5 (Smax = 6 ft) S / 6.0 (Smax = 10 ft)
on concrete box girders S / 8.0 (Smax = 12 ft) S / 7.0 (Smax = 16 ft)
6 in or more thick glued-laminated floor panels:
on glued-laminated
S / 6.0 (Smax = 6 ft) S / 5.0 (Smax = 7.5 ft)
stringers
on steel stringers S / 5.25 (Smax = 5.5 ft) S / 4.5 (Smax = 7.0 ft)
S = average stringer (or girder) spacing in feet.
l
if S exceeds Smax, the load on each stringer shall be the reaction of the wheel loads,
assuming the flooring between the stringers acts as a simple beam.

C. Distribution of Loads and Design of Concrete Slabs:

Span Lengths:
For simple spans, the span length, S, shall be the distance center-to-center of
supports but need not exceed clear span plus thickness of slab. The following effective
span lengths, S, shall be used in calculating the distribution of loads and bending
moments for slabs continuous over more than two supports.
 Slabs monolithic with beam (without haunches): S = clear span.
 Slabs supported on steel stringers: S = distance between edges of flanges plus
one-half the stringer flange width.
 Slabs supported on timber stringers: S = clear span plus one-half the thickness
of the stringer.

Edge Distance of Wheel Loads:

In designing slabs, the centerline of the wheel load shall be assumed to be 1 ft
from the face of the curb. If curbs or sidewalks are not used, the wheel load shall be 1
ft from the face of the rail.
 Dr. Bassman R. Muhammad RC Bridge Design Page 9 of 24
Bending Moment:
Bending moment per foot width of slab shall be calculated according to methods
given under Cases A and B below, unless more exact methods are used that consider
tire contact area. In both cases:
S = effective span length as defined under Span Lengths above, in ft.
E = width of slab over which a wheel load is distributed, in ft.
P = load on one rear wheel of truck (P15 or P20)
P15 = 12,000 lbf for H 15 loading.
P20 = 16,000 lbf for H 20 loading.
Case A - Main Reinforcement Perpendicular to Traffic (spans of 2 ft to 24 ft inclusive).
The live load moment for simple spans shall be determined by the following formulae
(impact not included).
 For HS 20 loading,
𝑆+2
( ) 𝑃20 = 𝑚𝑜𝑚𝑒𝑛𝑡 𝑖𝑛 𝑓𝑜𝑜𝑡 − 𝑝𝑜𝑢𝑛𝑑𝑠 𝑝𝑒𝑟 𝑓𝑜𝑜𝑡 − 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑙𝑎𝑏
32
 For HS 15 loading,
𝑆+2
( ) 𝑃15 = 𝑚𝑜𝑚𝑒𝑛𝑡 𝑖𝑛 𝑓𝑜𝑜𝑡 − 𝑝𝑜𝑢𝑛𝑑𝑠 𝑝𝑒𝑟 𝑓𝑜𝑜𝑡 − 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑙𝑎𝑏
32
In slabs continuous over three or more supports, a continuity factor of 0.8 shall be
applied to the above formulas for both positive and negative moments.

Case B - Main Reinforcement Parallel to Traffic. For wheel loads, the distribution
width, E, shall be 4 + 0.06 S but shall not exceed 7.0 ft. Lane loads are distributed over
a width of 2E. Longitudinally reinforced slabs shall be designed for the appropriate HS
loading.
For simple spans, the maximum live load moment (LLM) per foot width of slab,
without impact, is closely approximated by the following formulae:
 For HS 20 loading,
Spans up to and including 50 ft: LLM = 900 S ft-lbf.
Spans 50 ft to 100 ft: LLM = (1000) (1.3 S - 20.0) ft-lbf.
 For HS 15 loading,
Use three-fourths of the values obtained from the formulae for HS 20 loading.
 Dr. Bassman R. Muhammad RC Bridge Design Page 10 of 24
Moments in continuous spans shall be determined by suitable analysis using the
truck or appropriate lane loading.
Shear and Bond: Slabs designed for bending moment in accordance with AASHTO
shall be considered satisfactory in bond and shear.
Longitudinal Edge Beams:
Edge beams shall be provided for all slabs having main reinforcement parallel
to traffic. The beam may consist of a slab section additionally reinforced, a beam
integral with and deeper than the slab, or an integral reinforced section of slab and curb.
The edge beam of a simple span shall be designed to resist a live load moment of:
0.10 P S, where:
P = wheel load in lbf, P15 or P20 and S = span length in ft
For continuous spans, the moment may be reduced by 20% unless a greater
reduction results from a more exact analysis.
Distribution Reinforcement:
To provide for the lateral distribution of the concentrated live loads,
reinforcement shall be placed in the bottoms of all slab’s transverse to the main steel
reinforcement, except culvert or bridge slabs where the depth of fill over the slab
exceeds 2 ft.
The amount of distribution reinforcement shall be the percentage of the main
reinforcement steel required for positive moment as given by the following formulae:
For main reinforcement parallel to traffic:
100
𝑃𝑒𝑟𝑐𝑒𝑛𝑡𝑎𝑔𝑒 = (𝑚𝑎𝑥𝑖𝑚𝑢𝑚 = 50%)
√𝑆(𝑓𝑡)

For main reinforcement perpendicular to traffic:

220
𝑃𝑒𝑟𝑐𝑒𝑛𝑡𝑎𝑔𝑒 = (𝑚𝑎𝑥𝑖𝑚𝑢𝑚 = 67%)
√𝑆(𝑓𝑡)
S = the effective span length in ft.
 Dr. Bassman R. Muhammad RC Bridge Design Page 11 of 24

Design Examples
Example 1 – RC Deck Design:
The cast-in-place concrete deck for a simple span composite bridge is continuous
across five steel girders as shown.

Bridge Cross Section

Ag = 3.37 ft2.
Curb and Parapet Cross Section HEM650 Steel Cross Section
The overall width of the bridge is 48 ft. The clear (roadway) width is 44 ft, 6 in. The
roadway is a concrete slab 9 in thick, with a concrete strength of f ′c = 4.5 kips/in2 and
steel reinforcement equal to fy = 60 kips/in2. The top flange width of the steel girders
spaced 10 ft apart is 12 in. The future wearing surface (FWS) is 0.03 kips/ft 2. Design
and review the reinforced concrete slab. Use HS 25 loading. Noting that; HS 25 loading
is 10-kip, 40-kip and 40-kip for front, mid and rear axles weights.

Bridge Cross Section – Isometric View

 Dr. Bassman R. Muhammad RC Bridge Design Page 12 of 24

Solution:
Step 1: Determine the effective slab span length and minimum thickness of the slab:
The effective slab span length, S, is the clear span plus one-half the stringer top
flange width.
S = 10 ft – (0.25 ft × 2) = 9.5 ft.
AASHTO states that the minimum depths are recommended unless computation
of deflection indicates that lesser depths may be used without adverse effects:
𝑆 + 10 9.5 𝑓𝑡 + 10 𝑓𝑡 12 𝑖𝑛
𝑡𝑚𝑖𝑛 = =( ) = 7.8 𝑖𝑛
30 30 𝑓𝑡
The assumed slab thickness is t = 7.8 in + 0.5 in for integral wearing surface;
Use t = 9.0 in.
Step 2: Determine factored loads:
 Group loading combinations for load factor design are:
Group I = γ [βD D + βL (L + I) = 1.3 [1 D + 1.67 (L + I)] = 1.3 D + 2.17 (L + I).
 Determine the factored dead loads:
WD = 1.3 (deck slab + future wearing surface)
𝑓𝑡 𝑘𝑖𝑝 𝑘𝑖𝑝
𝑊𝑢𝐷 = 1.3 (9 𝑖𝑛 0.15 + 0.03 ) = 0.185 kip / ft2 = 0.185 kip / ft per foot
12 𝑖𝑛 𝑓𝑡 3 𝑓𝑡 2
of slab width)
Wu curp + parapet = Wu c+p = 1.3 × 3.37 ft2 × 0.15 (kip / ft3) = 0.657 kip / ft of bridge span.
 Determine the factored live plus impact loads. The 20-kip (40 / 2) wheel load
from the HS 25 loading will govern the design of the deck slab.
50 50
The live load impact is: 𝐼 = = = 0.37; 0.3 maximum allowed;
𝐿+125 10 𝑓𝑡+125 𝑓𝑡
Therefore I = 0.3.
The factored wheel plus impact load is:
Pu L + I = 2.17 (20 kips + 0.3 × 20 kips) = 56.4 kips.
Step 3: Analyze for factored moment:
 For continuous spans, the factored positive and negative dead load moments are
assumed to be:
𝑘𝑖𝑝
𝑊𝐷 𝑆 2 0.185 × (9.5 𝑓𝑡)2 𝑘𝑖𝑝 − 𝑓𝑡
𝑓𝑡 2
𝑀𝑢𝐷 = = = 𝟏. 𝟔𝟕
10 10 𝑓𝑡 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑙𝑎𝑏
 Dr. Bassman R. Muhammad RC Bridge Design Page 13 of 24
 In slabs continuous over three or more supports, a continuity factor of 0.8 is
applicable. The factored positive and negative live load plus impact moments
are:
𝑆+2 9.5 𝑓𝑡 + 2 𝑓𝑡
𝑀𝑢 𝐿+𝐼 = 0.8 ( ) 𝑃𝐿+𝐼 = 0.8 ( ) × 56.4 𝑘𝑖𝑝𝑠
32 32
𝑓𝑡 − 𝑘𝑖𝑝𝑠
= 𝟏𝟔. 𝟐𝟐
𝑓𝑡 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑙𝑎𝑏
 The total factored positive and negative moments are:
Mu = Mu D + Mu L+I = 1.67 + 16.22 = 17.89 ft-kips / ft width of slab.
 For cantilever spans, the factored negative dead load moment is:
𝑊𝐷 𝑆 2 0.5 𝑓𝑡
𝑀𝐷 = + 𝑊𝑐+𝑝 × 𝐿; 𝑆 = 4 𝑓𝑡 − = 3.75 𝑓𝑡; 𝐿 = 3.75 𝑓𝑡 − 0.66 𝑓𝑡
2 2
= 3.09 𝑓𝑡
𝑘𝑖𝑝𝑠
0.185 × (3.75 𝑓𝑡)2 𝑘𝑖𝑝
𝑓𝑡 2
∴ 𝑀𝑢𝐷 = + 0.657 × 3.09 𝑓𝑡
2 𝑓𝑡
𝑘𝑖𝑝𝑠
= 𝟑. 𝟑𝟑 𝑓𝑡 − 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑙𝑎𝑏
𝑓𝑡
The centerline of the wheel will be placed
1 ft from the face of the curb. Each wheel on the
slab perpendicular to traffic is distributed over a
width of E = 0.8 X + 3.75 ft = 0.8 × 1 ft + 3.75 ft
= 4.55 ft.
In which X = distance in feet from wheel load to
point of support;
X = 3.75 ft - 2.75 ft = 1.0 ft.

The factored negative wheel load plus impact

moment is:
𝑋 1 𝑓𝑡 𝑓𝑡 − 𝑘𝑖𝑝𝑠
𝑀𝐿+𝐼 = 𝑃𝐿+𝐼 ( ) = 56.4 𝑘𝑖𝑝𝑠 × = 12.4
𝐸 4.55 𝑓𝑡 𝑓𝑡 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑙𝑎𝑏
The total factored negative moment is Mu = Mu D + Mu L+I
Mu = 3.33 ft-kips + 12.4 ft-kips = 15.73 ft-kips.
Therefore; Mu for interior spans > Mu for the cantilever; Mu for design = 17.89 kip ft / ft
 Dr. Bassman R. Muhammad RC Bridge Design Page 14 of 24
Step 4: Design for moment:
The compressive strength of the concrete at 28 day is f ′c = 4500 psi, the specified
minimum yield strength point of the steel is fy = 60,000 psi. α1 = 0.85  f ′′c = α1 ×
4500 psi = 0.85 × 4500 = 3825 psi. Reinforcing bars diameter #6 = 0.75 in. (note: 6 / 8
= 0.75 in)
Effective depth: (d = slab thickness - integral wearing surface – clear cover – steel layers)
d = 9 in – 0.5 in for integral wearing surface – 2 in for cover – 0.75 / 2 in half bar diameter = 6.12 in.
Assume the strength reduction factor (Ø) = 0.9; ØMn req ≥ Mu  0.9 Mn req ≥ 17.89 
Mn req ≥ 19.88 ft-kip / ft width of the slab.
∑M@ steel = 0; Then Mn = f ′′c b a (d – a / 2):
19.88 ft-kip / ft × 12 in / ft = 3.825 kip / in2 × 12 in × a (6.12 in – a / 2); solving for a:
12 𝑖𝑛
𝑎 2 𝑀𝑛 2 × 19.88 (𝑓𝑡. 𝑘𝑖𝑝) ×
𝑓𝑡
= 1 − √1 − ′′ = 1 − √1 − = 0.15
𝑑 𝑓 𝑐𝑏𝑑 2 𝑘𝑖𝑝 2 2
3.825 2 × 12 𝑖𝑛 × 6.12 𝑖𝑛
𝑖𝑛
Then a req. = 0.15 × d = 0.15 × 6.12 = 0.918 in.
T = C  As fy = f ′′c b a  As 60 = 3.825 × 12 × 0.918  As req ≥ 0.7023 in2 / ft of
slab width.
𝑎𝑟𝑒𝑎 𝑜𝑓 𝑟𝑒𝑖𝑛𝑓𝑜𝑟𝑐𝑖𝑛𝑔 𝑏𝑎𝑟 × 𝑏
𝑆𝑟𝑒𝑞 ≤
𝐴𝑠 𝑟𝑒𝑞
Sreq ≤ (0.752 π / 4 in2) × 12 in / 0.7023  Sreq ≤ 7.548 in.
Sused = 7.5 in; try to use #[email protected] in;
𝑎𝑟𝑒𝑎 𝑜𝑓 𝑟𝑒𝑖𝑛𝑓𝑜𝑟𝑐𝑖𝑛𝑔 𝑏𝑎𝑟 × 𝑏
𝐴𝑠 𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒 ≤
𝑆
As available = (0.752 π / 4) × 12 / 7.5 = 0.707 in2 / ft.
 Check the strain in the tensile steel (Using the ACI 318M-19 Approach for the
strength reduction factor):
T = C  As fy = f ′′c b a  0.707 × 60 = 3.825 × 12 × a  aavailable = 0.9242 in.
0.65 ≤ β1 = 0.85 – 0.05 (f ′c – 4(ksi)) = 0.85 – 0.05 × (4.5 – 4) = 0.825 ≤ 0.85; then;
β1 = 0.825
β1 c = a  0.825 c = 0.9242  c = 1.12 in
εt = (c – dt) / c × εc = (1.12 – 6.12) / 1.12 × 0.003 = 0.0133 in / in.
Limitation: εy + εcu = (fy / Es + 0.003) = (60 / 29000) + 0.003 = 5.068× 10 -3 in / in
therefore Ø = 0.9.
 Dr. Bassman R. Muhammad RC Bridge Design Page 15 of 24
 Check minimum steel:
In a flexural member where tension reinforcement is required by analysis, the
minimum reinforcement provided shall be adequate to develop a factored
moment capacity of at least 1.2 times the cracking moment. (Ø Mn ≥ 1.2 Mcr).
Bending moment capacity; ∑M@ steel = 0  (Mn provided) = f ′′c b a (d – a / 2)
Mn provided = 3.825 × 12 × 0.9242 (6.12 – 0.9242 /2) × (ft / 12 in) = 20 ft.kip / ft.
𝑀𝑐𝑟 𝑦𝑡
To find Mcr; 𝑓𝑟 =
𝐼

𝑙𝑏
𝑓𝑟 (𝑝𝑠𝑖) = 7.5√𝑓𝑐′ (𝑝𝑠𝑖) = 7.5 √4500 = 503.12 or: [𝑓𝑟 (𝑘𝑠𝑖) = 0.24√𝑓𝑐′ (𝑘𝑠𝑖) ]
𝑖𝑛2

9
𝑀𝑐𝑟 𝑦𝑡 𝑙𝑏 𝑀𝑐𝑟 × 𝑖𝑛
𝑓𝑟 = = 503.12 2 = 2 ;
𝐼 𝑖𝑛 12 𝑖𝑛 93
12
𝑖𝑛. 𝑙𝑏 𝑘𝑖𝑝 × 𝑓𝑡 𝑓𝑡. 𝑘𝑖𝑝
𝑀𝑐𝑟 = 81504.68 × = 6.792
𝑓𝑡 1000 𝑙𝑏 × 12 𝑖𝑛 𝑓𝑡
Ø Mn ≥ 1.2 Mcr  0.9 × 20 = 18 > 1.2 × 6.792 = 8.15; OK
then the reinforcement of #[email protected] in is satisfied the requirements.
 Distribution Reinforcement:
Reinforcement transverse to the main steel reinforcement (which is perpendicular to
traffic) is placed in the bottom of all slabs. The amount shall be a percentage of the
main reinforcement required as determined in the following formula.
220
The percentage is with a maximum of 67%.
√𝑆(𝑓𝑡)
220 220
= = 71.4%; (67% is a maximum allowed)
√𝑆 √9.5 𝑓𝑡

As req = 0.7023 in2 / ft of slab width. Then 0.67 × 0.7023 = 0.47 in2 / ft of slab width.
Use #6@9 in. (As available = 0.59 in2 / ft) in the bottom and perpendicular to the main
reinforcement in the middle half of the slab span.
50% of the specified distribution reinforcement is used in the outer quarters of the slab
span.

Step 5: Design for shear and bond: Slabs designed for bending moment in accordance
with AASHTO (wheel loads) are considered satisfactory in bond and shear.
Dr. Bassman R. Muhammad RC Bridge Design Page 16 of 24

Typical Cross Section for Slab Reinforcement

Detail A: Ranforced Concrete Curb and Parapet Reinforcement

Dr. Bassman R. Muhammad RC Bridge Design Page 17 of 24

Example 2 – Interior RC Girder Design:

The cast-in-place concrete deck for a simple span of 40 ft reinforced concrete
bridge is continuous across four reinforced concrete girders as shown.

RC Bridge Cross Section

The overall width of the bridge is 34.5 ft.
The clear (roadway) width is 31 ft. The
concrete strength of f ′c = 5 ksi and steel
reinforcement equal to fy = 58 ksi. The
RC girder web width (bw) assumed to be
1.65 ft spaced 8.5 ft center to center. The
future wearing surface (FWS) is 0.03
kips/ft2. Design and review the interior
reinforced concrete girders. Using the
following live loads:
Ag = 3.37 ft2. 1- Truck load (HL-93) with impact + Lane load.
Curb and Parapet Cross Section 2- Tandem load with impact + Lane load.

HL-93 Truck Loading

Lane Load Tandem Load

Longitudinal Section
of the Bridge
 Dr. Bassman R. Muhammad RC Bridge Design Page 18 of 24

Solution:
Step 1: Determine the effective slab span length and minimum thickness of the slab:
The effective slab span length, S, is the clear span between top web of RC girders
width. S = 8.5 ft – (1.65 ft / 2) × 2 = 6.85 ft.
AASHTO states that the minimum depths are recommended unless computation
of deflection indicates that lesser depths may be used without adverse effects:
𝑆 + 10 6.85 𝑓𝑡 + 10 𝑓𝑡
𝑡𝑚𝑖𝑛 = = = 0.562 𝑓𝑡 = 6.74 𝑖𝑛
30 30
≥ 0.54 𝑓𝑡 𝑡ℎ𝑒 𝑚𝑖𝑛𝑖𝑚𝑢𝑚 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑚𝑒𝑛𝑡 𝑑𝑒𝑝𝑡ℎ
The assumed slab thickness (t) is = 6.74 in + 0.5 in for integral wearing surface;
Use t = 7.5 in.
Step 2: Determine factored loads:
 Group loading combinations for load factor design are:
Group I = γ [βD D + βL (L + I) = 1.3 [1 D + 1.67 (L + I)] = 1.3 D + 2.17 (L + I).
 Determine the factored dead loads:
Wu D-From Deck = 1.3 (deck slab + future wearing surface)
𝑓𝑡 𝑘𝑖𝑝 𝑘𝑖𝑝
𝑊𝑢𝐷 = 1.3 (7.5 𝑖𝑛 0.15 + 0.03 ) = 0.161 kip / ft2 = 0.161 kip / ft per foot
12 𝑖𝑛 𝑓𝑡 3 𝑓𝑡 2
of slab width)
WD-Total = WD-Deck + RC Girder Web:
Traditional Minimum Depths for Constant Depth Superstructures; Girder total depth:
AASHTO: Table 2.5.2.6.3-1: Traditional Minimum Depths for Constant Depth Superstructures
Minimum Depth (Including Deck)
When variable depth members are used, values may be
Superstructure
adjusted to account for changes in relative stiffness of
positive and negative moment sections
Material Type Simple Spans Continuous Spans
Slabs with main Reinforcement
(1.2 S + 10) / 30 (S + 10) / 30 ≥ 0.54 ft.
parallel to traffic
Reinforced
T-Beams 0.070 L 0.065 L
Concrete
Box Beams 0.060 L 0.055 L
Pedestrian Structure Beams 0.035 L 0.033 L
Slabs 0.030 L ≥ 6.5 in. 0.027 L ≥ 6.5 in.
CIP Box Beams 0.045 L 0.040 L
Prestressed
Precast I-Beams 0.045 L 0.040 L
concrete
Pedestrian Structure Beams 0.033 L 0.03 L
Adjacent Box Beams 0.030 L 0.025 L
Overall Depth of Composite I-
0.040 L 0.032 L
Beam
Steel Depth of I-Beam Portion of
0.033 L 0.027 L
Composite I-Beam
Trusses 0.100 L 0.100 L
Minimum Depth of the girder = 0.07 L = 0.07 × 40 ft = 2.8 ft; Try with HG = 2.8 ft.
 Dr. Bassman R. Muhammad RC Bridge Design Page 19 of 24
𝑘 𝑘
𝑊𝑢𝐷−𝑇𝑜𝑡𝑎𝑙 = 0.161 × 8.5 𝑓𝑡 + 1.3 × 0.15
𝑓𝑡 2 𝑓𝑡 3
𝑓𝑡
× [1.65 × (2.8 𝑓𝑡 − 7.5 𝑖𝑛 )] = 2.1 𝑘𝑖𝑝/𝑓𝑡
12 𝑖𝑛
Step 3: Analyze for factored moments:
 Dead load:
For simple spans, the factored positive dead load bending moment of the interior girder
is:
𝑘𝑖𝑝 2
𝑊𝑢𝐷 𝐿2 2.1 𝑓𝑡 × (40 𝑓𝑡)
𝑀𝑢𝐷 = = = 𝟒𝟐𝟎 𝑘𝑖𝑝. 𝑓𝑡
8 8
For simple spans, the factored shear force from dead load is:
𝑘𝑖𝑝
𝑊𝑢𝐷 𝐿 2.1 × 40 𝑓𝑡
𝑓𝑡
𝑉𝑢𝐷 = = = 𝟒𝟐 𝑘𝑖𝑝
2 2
50 50
 Impact Factor: The live load impact is 𝐼 = = = 0.303
𝐿+125 40 𝑓𝑡+125 𝑓𝑡
(0.3 maximum allowed); Then I = 0.3.
 Live load
1- Shear force:

Vlane = 0.64 × (1 × 40 / 2) = 12.8 kip

Vtruck HL-93 = 32 × 1 + 32 × (40 - 14) /40 + 8 × (40 – 2 × 14) / 40 = 55.2 kip

Vtandem = 25 × 1 + 25 × (40 - 4) / 40 = 47.5 kip

 Dr. Bassman R. Muhammad RC Bridge Design Page 20 of 24
Therefore:
1- V (Truck load (HL-93)) with impact + Lane load) = 1.3 × 55.2 + 12.8 = 84.56 kip
2- V (Tandem load with impact + Lane load) = 1.3 × 47.5 + 12.8 = 74.55 kip.
Therefore: V girder = 84.56 kip.

2- Bending Moment:

Mlane = 0.64 × (10 × 40 / 2) = 128 kip.ft

Mtandem = 25 × (10 / 20) × (20 – 2) = 450 kip

Resultant = 32 + 32 + 8 = 72 kip
Center of the axels: ∑M@P = 8 = 0  32 (14) + 32 (28) = 72 (2 x + 14)  x = 7/3 ft
Reaction A: ∑M@B = 0  RA (40) – 8 (40 – 11/3) - 32 (20 + 7/3) – 32 (25/3) = 0
RA = 31.8 kip. (or RB = 40.2 kip)
∑M@P = 32 = Mtruck HL-93 = 31.8 × (20 – 7/3) - 8 × 14 = 449.8 kip

Therefore:
1- M (Truck load (HL-93) with impact + Lane load) = 1.3 × 449.8 + 128 = 712.7 kip.ft
2- M (Tandem load with impact + Lane load) = 1.3 × 450 + 128 = 713 kip.ft
Therefore: M girder = 713 kip.ft.
 Dr. Bassman R. Muhammad RC Bridge Design Page 21 of 24
Step 4: Distribution of Wheel Loads in Longitudinal Beams:
According to AASHTO [Table (2)]
Table (2) Distribution of Wheel Loads in Longitudinal Beams
Two or more traffic
One traffic lane, fraction
lanes, fraction of a wheel
Type of floor of a wheel (line) load to
(line) load to each
each longitudinal girder1
longitudinal girder1
concrete slab:
on steel I-beam stringers
and prestressed concrete S / 7.0 (Smax = 10 ft) S / 5.5 (Smax = 14 ft)
girders
on concrete T-beams S / 6.5 (Smax = 6 ft) S / 6.0 (Smax = 10 ft)
on concrete box girders S / 8.0 (Smax = 12 ft) S / 7.0 (Smax = 16 ft)
6 in or more thick glued-laminated floor panels:
on glued-laminated
S / 6.0 (Smax = 6 ft) S / 5.0 (Smax = 7.5 ft)
stringers
on steel stringers S / 5.25 (Smax = 5.5 ft) S / 4.5 (Smax = 7.0 ft)
S = average stringer (or girder) spacing in feet.
l
if S exceeds Smax, the load on each stringer shall be the reaction of the wheel loads,
assuming the flooring between the stringers acts as a simple beam.
Number of lanes = Clear width / 10 = 31 / 10 = 3.1 = 3 Lanes
S = 6.85 ft; therefore DF = S / 6 = 6.85 / 6 = 1.142
VG-Live + Impact = (1.142 / 2-wheel lines) × 84.56 = 48.3 kip
MG-Live + Impact = (1.142 / 2-wheel lines) × 713 = 407.123 kip.ft

The total factored Loading:

Group I = γ [βD D + βL (L + I) = 1.3 [1 D + 1.67 (L + I)] = 1.3 D + 2.17 (L + I).
Factored Shear force = Vu = VuD + VuL+I = 42 + 2.17 × 48.3 = 146.8 kip.
Factored Bending moment = Mu = MuD + MuL+I = 420 + 2.17 × 407.123 = 1303.5 kip.ft.
Step 5: Reinforced Concrete Design:
1- Bending Moment Design for the Interior Girders: (Mu = 1303.5 kip.ft)
The compressive strength of the concrete at 28 day is f ′c = 5 ksi, the specified
minimum yield strength point of the steel is fy = 58 ksi. α1 = 0.85  f ′′c = α1 × 5 ksi =
0.85 × 5 = 4.25 ksi. Assume two layers reinforcing bars #10 = 1.25 in for tensile stresses
and #4 = 0.5 in for stirrups. (note: 10 / 8 = 1.25 in; 4 / 8 = 0.5 in).
Effective flange width (bf):
tan (30) = x / 26.1 in  x = 15.1 in
bf = 2 x + bw = 2 × 15.1 + 19.8 = 50 in.

All dimensions are in inches

 Dr. Bassman R. Muhammad RC Bridge Design Page 22 of 24
Effective depth (d):
d = 33.6 in – 0.5 in for integral wearing
surface – 2 in for cover – 0.5 in for
stirrups - 1.25 - 1.25 / 2 in = 28.725 in.

All dimensions are in inches

Assume the strength reduction factor (Ø) = 0.9; ØMn req ≥ Mu  0.9 Mn req ≥ 1303.5 
Mn req ≥ 1448.33 ft-kip.
To find Mn flange: ∑M@ steel = 0; Mnf = f ′′c bf hf (d – hf / 2)
Mn-flange = 4.25 ksi × 50 in × 7.5 in (28.725 in – 7.5 in / 2) × (ft / 12 in) = 3317 kip-ft.
Mn-flange = 3317 kip.ft > Mn req.; therefore the compression zone is within the flange.
12 𝑖𝑛
𝑎 2 𝑀𝑛 2 × 1448.33 (𝑓𝑡. 𝑘𝑖𝑝) ×
𝑓𝑡
= 1 − √1 − ′′ = 1 − √1 − = 0.105
𝑑 𝑓 𝑐𝑏𝑑 2 𝑘𝑖𝑝 2 2
4.25 2 × 50 𝑖𝑛 × 28.725 𝑖𝑛
𝑖𝑛
Therefore; a = 0.105 × d = 0.105 × 28.725 = 3 in.
T = C  As fy = f ′′c b a  As × 58 ksi = 4.25 ksi × 50 in × 3 in  As req ≥ 11 in2.
Try with 10#10: As provided = 10 × 1.252 π / 4 = 12.27 in2.
 Check the strain in the tensile steel (Using the ACI 318M-19 Approach for the
strength reduction factor):
dt = 33.6 in – 0.5 in for integral wearing surface – 2 in for cover – 0.5 in for stirrups - 1.25 / 2 in = 29.975
T = C  As fy = f ′′c b a  12.27 × 58 = 4.25 × 50 × a  aavailable = 3.35 in.
0.65 ≤ β1 = 0.85 – 0.05 (f ′c – 4(ksi)) = 0.85 – 0.05 × (5 – 4) = 0.8 ≤ 0.85; then; β1 = 0.8
β1 c = a  0.8 c = 3.35  c = 4.1875 in
εt = (c – dt) / c × εc = (4.1875 – 29.975) / 4.1875 × 0.003 = 0.018 in / in.
Limitation: εy + εcu = (fy / Es + 0.003) = (58 / 29000) + 0.003 = 5 × 10-3 in / in therefore
Ø = 0.9.
 Check minimum steel:
In a flexural member where tension reinforcement is required by analysis, the
minimum reinforcement provided shall be adequate to develop a factored
moment capacity of at least 1.2 times the cracking moment. (Ø Mn ≥ 1.2 Mcr).
To find Mn provided: Mn provided = f ′′c bf aprovided (d – aprovided / 2)
Mn provided = 4.25 × 50 × 3.35 (28.725 – 3.35 / 2) (ft / 12 in) = 1604.7 kip-ft.
 Dr. Bassman R. Muhammad RC Bridge Design Page 23 of 24
𝑀𝑐𝑟 𝑦𝑏
To find Mcr; 𝑓𝑟 =
𝐼

Elastic centroid of the T-cross section:

ytop = ∑moment of area @ the
flange / gross area = [50 × 7.5
× 7.5 / 2 + 19.8 × 26.1 × (7.5
+ 26.1 /2)] / (50 × 7.5 + 26.1
× 19.8) = 13.485 in.
therefore:
ybottom = 33.6 – 13.485 = 20.11
in

The flexural moment of inertia for the cross-section Ig:

50 × 7.53 2
19.8 × 26.13
𝐼𝑔 = + 50 × 7.5(13.485 − 7.5/2) + + 19.8
12 12
26.1
× 26.1( − 20.11)2 = 92318.2 𝑖𝑛4
2
𝑘𝑖𝑝
𝑓𝑟 (𝑘𝑠𝑖) = 0.24√𝑓𝑐′ (𝑘𝑠𝑖) = 0.24 √5 = 0.54 2
𝑖𝑛
𝑀𝑐𝑟 𝑦𝑡 𝑘𝑖𝑝 𝑀𝑐𝑟 × 20.11 𝑖𝑛 𝑓𝑡
𝑓𝑟 = = 0.54 2 = ; 𝑀𝑐𝑟 = 2479 𝑘𝑖𝑝. 𝑖𝑛 ×
𝐼 𝑖𝑛 92318.2 𝑖𝑛4 12 𝑖𝑛
= 206.6 𝑘𝑖𝑝. 𝑓𝑡
Ø Mn ≥ 1.2 Mcr  0.9 × 1604.7 = 1444.23 kip.ft > 1.2 × 206.6 = 248 kip.ft;
then the reinforcement of 10#10 is satisfied the requirements.

2- Shear Design for the Interior Girders: (Vu = 146.8 kip)

AASHTO Section 5.8:
Strength reduction factor for shear (Ø) = 0.9 d = 28.725 in
therefore; ØVn ≥ Vu
0.9 Vn req ≥ 146.8  Vn req ≥ 163.11 kip.
Vn pro = Vc + Vs
𝑉𝑐 = 0.0316 𝛽√𝑓𝑐′ 𝑏𝑣 𝑑𝑣 ; β = 2;
𝑉𝑐 = 0.0316 × 2 × √5 × 19.8 × 28.725
Vc = 80.376 kip
Vn req > 0.5 Vc: 163.11 > 0.5 × 80.376 = 40.2 kip, therefore shear reinforcement is
required
Vn = Vc + Vs: 163.11 = 80.376 + Vs  Vs-req = 163.11 – 80.376 = 82.734 kip
𝑑 𝜋 28.725
𝑉𝑠 𝑟𝑒𝑞 = 𝐴𝑣 𝑓𝑦 𝑡ℎ𝑒𝑟𝑒𝑓𝑜𝑟𝑒: 82.734 = [(0.52 × × 2) × 58 × ]; Sreq = 7.91 in
𝑆𝑟𝑒𝑞 4 𝑆𝑟𝑒𝑞
Dr. Bassman R. Muhammad RC Bridge Design Page 24 of 24
Try with #[email protected] in center to center.
 To check minimum shear reinforcement requirements (Av min.):
 vu < 0.125 f ′c then Smax = 0.8 dv ≤ 24 in.
 vu ≥ 0.125 f ′c then Smax = 0.4 dv ≤ 12 in.
𝑉𝑢 146.8 𝑘𝑖𝑝
𝑣𝑢 = = = 0.258 𝑘𝑠𝑖 < 0.125 𝑓𝑐′ = 0.125 × 5
𝑏𝑣 𝑑𝑣 19.8 𝑖𝑛 × 28.725 𝑖𝑛
= 0.625 𝑘𝑠𝑖
(S available = 7.9 < 0.8 dv = 0.8 × 28.725 = 22.98 in OK)
𝑏𝑣 𝑆 0.52 𝜋 19.8×𝑆
𝐴𝑣 𝑚𝑖𝑛 ≥ 0.0316√𝑓𝑐′ ( × 2) = 0.0316√5  Smax = 16.3 in.
𝑓𝑦 4 58
Therefore, Design of #[email protected] in c/c.

Girder Cross Section Details

Girder Longitudinal Section Details