Chapter 5  Concrete Structures

Contents

5.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5.1.1 Concrete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.1.2 Reinforcing Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.1.3 Prestressing Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5.1.4 Prestress Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
5.1.5 Prestressing Anchorage Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
5.1.6 Post-Tensioning Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28

5.2 Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

5.2.1 Service and Fatigue Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
5.2.2 Strength-Limit State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
5.2.3 Strut-and-Tie Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
5.2.4 Deflection and Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
5.2.5 Construction Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
5.2.6 Inspection Access and Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39

5.3 Reinforced Concrete Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42

5.3.1 Box Girder Basic Geometries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
5.3.2 Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.3.3 Crossbeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
5.3.4 End Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5.3.5 Dead Load Deflection and Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
5.3.6 Thermal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
5.3.7 Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.3.8 Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62

5.4 Hinges and Inverted T-Beam Pier Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64

5.5 Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66

5.5.1 Review of Existing Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66
5.5.2 Analysis and Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-67
5.5.3 Removing Portions of the Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
5.5.4 Attachment of Widening to Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-72
5.5.5 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-84
5.5.6 Possible Future Widening for Current Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85
5.5.7 Bridge Widening Falsework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85
5.5.8 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85

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Chapter 5 Concrete Structures

5.1 Prestressed Concrete Girder Superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-86

5.1.1 WSDOT Standard Prestressed Concrete Girder Types . . . . . . . . . . . . . . . . . . . . . . . . 5-86
5.1.2 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89
5.6.3 Fabrication and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
5.6.4 Superstructure Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-108
5.6.5 Repair of Damaged Prestressed Concrete Girders at Fabrication . . . . . . . . . . . . . . . 5-114
5.6.6 Repair of Damaged Prestressed Concrete Girders in Existing Bridges . . . . . . . . . . . 5-114
5.6.7 Deck Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-121
5.6.8 Prestressed Concrete Tub Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-124
5.6.9 Prestressed Concrete Girder Checking Requirement . . . . . . . . . . . . . . . . . . . . . . . . 5-125
5.6.10 Review of Shop Plans for Pre-tensioned Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-125

5.7 Bridge Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-126

5.7.1 Bridge Deck Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-126
5.7.2 Bridge Deck Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-128
5.7.3 Stay-In-Place Deck Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-132
5.7.4 Bridge Deck Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-133
5.7.5 HMA Paving on Bridge Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-140

5.8 Cast-in-place Post-Tensioned Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-146

5.8.1 Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-146
5.8.2 Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-154
5.8.3 Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-156
5.8.4 Shear and Anchorages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-161
5.8.5 Temperature Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-162
5.8.6 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-163
5.8.7 Post-tensioning Notes — Cast-in-place Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-166

5.9 Spliced Prestressed Concrete Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-167

5.9.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-167
5.9.2 WSDOT Criteria for Use of Spliced Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-168
5.9.3 Girder Segment Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-168
5.9.4 Joints Between Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-169
5.9.5 Review of Shop Plans for Spliced Prestressed Concrete Girders . . . . . . . . . . . . . . . 5-174
5.9.6 Post-tensioning Notes — Spliced Prestressed Concrete Girders . . . . . . . . . . . . . . . 5-175

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Concrete Structures Chapter 5

5.10 Bridge Standard Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177

Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177
Superstructure Construction Sequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177
W Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177
WF Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177
Wide Flange Thin Deck Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-178
Wide Flange Deck Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-178
Deck Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-179
Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-179
Tub Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-179
Stay-In-Place Deck Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-179
Post Tensioned Spliced Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-180

5.11 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-181

Appendix 5.1-A1 Standard Hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-183
Appendix 5.1-A2 Minimum Reinforcement Clearance and Spacing for Beams
and Columns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-184
Appendix 5.1-A3 Reinforcing Bar Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-185
Appendix 5.1-A4 Tension Development Length of Deformed Bars . . . . . . . . . . . . . . . . . . . 5-186
Appendix 5.1-A5 Compression Development Length and Minimum Lap Splice
of Grade 60 Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-189
Appendix 5.1-A6 Tension Development Length of 90º and 180º Standard Hooks . . . . . . 5-190
Appendix 5.1-A7 Tension Lap Splice Lengths of Grade 60 Bars – Class B . . . . . . . . . . . . . 5-192
Appendix 5.1-A8 Prestressing Strand Properties and Development Length . . . . . . . . . . . 5-195
Appendix 5.2-A1 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-196
Appendix 5.2-A2 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-197
Appendix 5.2-A3 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-198
Appendix 5.3-A1 Positive Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-199
Appendix 5.3-A2 Negative Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-200
Appendix 5.3-A3 Adjusted Negative Moment Case I (Design for M at Face of Support) 5-201
Appendix 5.3-A4 Adjusted Negative Moment Case II (Design for M at 1/4 Point) . . . . . 5-202
Appendix 5.3-A5 Cast-In-Place Deck Slab Design for Positive Moment Regions
ƒ′c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-203
Appendix 5.3-A6 Cast-In-Place Deck Slab Design for Negative Moment Regions
ƒ′c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-204
Appendix 5.3-A7 Slab Overhang Design-Interior Barrier Segment . . . . . . . . . . . . . . . . . . . 5-205
Appendix 5.3-A8 Slab Overhang Design-End Barrier Segment . . . . . . . . . . . . . . . . . . . . . . 5-206
Appendix 5.6-A1-1 Span Capability of W Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-207
Appendix 5.6-A1-2 Span Capability of WF Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-208
Appendix 5.6-A1-3 Span Capability of Deck Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . . . . 5-210

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Appendix 5.6-A1-4 Span Capability of WF Thin Deck Girders . . . . . . . . . . . . . . . . . . . . . . . . . 5-211

Appendix 5.6-A1-5 Span Capability of WF Deck Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-212
Appendix 5.6-A1-6 Span Capability of Trapezoidal Tub Girders without Top Flange . . . . . . 5-213
Appendix 5.6-A1-7 Span Capability of Trapezoidal Tub Girders with Top Flange . . . . . . . . . 5-214
Appendix 5.6-A1-8 Span Capability of Post-tensioned Spliced I-Girders . . . . . . . . . . . . . . . . 5-215
Appendix 5.6-A1-9 Span Capability of Post-tensioned Spliced Tub Girders . . . . . . . . . . . . . 5-217
Appendix 5-B1 “A” Dimension for Precast Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . 5-219
Appendix 5-B2 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-230
Appendix 5-B3 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-231
Appendix 5-B4 Post-tensioned Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-233
Appendix 5-B5 Simple Span Prestressed Girder Design . . . . . . . . . . . . . . . . . . . . . . . . . . 5-238
Appendix 5-B6 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-323
Appendix 5-B7 Precast Concrete Stay-in-place (SIP) Deck Panel . . . . . . . . . . . . . . . . . . 5-324
Appendix 5-B8 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-342
Appendix 5-B9 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-343
Appendix 5-B10 Positive EQ Reinforcement at Interior Pier of a Prestressed Girder . . . 5-344
Appendix 5-B11 LRFD Wingwall Design Vehicle Collision . . . . . . . . . . . . . . . . . . . . . . . . . 5-347
Appendix 5-B12 Flexural Strength Calculations for Composite T-Beams . . . . . . . . . . . . . 5-350
Appendix 5-B13 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-356
Appendix 5-B14 Shear and Torsion Capacity of a Reinforced Concrete Beam . . . . . . . . . 5-357
Appendix 5-B15 Sound Wall Design – Type D-2k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-363

5.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-377

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Chapter 5 Concrete Structures

5.0 General
The provisions in this section apply to the design of cast-in-place (CIP) and precast
concrete structures, both reinforced and prestressed.

Design of concrete structures shall be based on the requirements and guidance cited
herein and in the current AASHTO LRFD Bridge Design Specifications (LRFD), AASHTO
Guide Specifications for LRFD Seismic Bridge Design (SEISMIC), AASHTO Guide Specification
for Accelerated Bridge Construction (ABC), Special Provisions and the Standard Specifications
for Road, Bridge, and Municipal Construction (Standard Specifications) M 41-10.

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5.1 Materials
5.1.1 Concrete

A. Strength of Concrete

Pacific NW aggregates have consistently resulted in concrete strengths, which may

exceed 10,000 psi in 28 days. Specified concrete strengths should be rounded to the
next highest 100 psi.

1. CIP Concrete Bridges

Since conditions for placing and curing concrete for CIP components are not
as controlled as they are for precast bridge components, Class 4000 concrete
is typically used. Where significant economy can be gained or structural
requirements dictate, Class 5000 concrete may be used with the approvals of
the State Bridge Design Engineer, State Bridge Construction Office, and WSDOT
Materials Lab.

2. Prestressed Concrete Girders

The nominal 28-day concrete compressive strength (ƒ'c) is 7.0 ksi. Where higher
strengths would eliminate a line of girders, a maximum of 10.0 ksi can be
specified. Slab girders should be limited to 8.0 ksi.

The nominal concrete compressive strength at release (ƒ'ci) is 6.0 ksi. Where
higher strengths would eliminate a line of girders, the compressive strength at
release may be increased to 7.5 ksi. Release strengths of up to 8.5 ksi can be
achieved with extended curing for special circumstances.

B. Classes of Concrete

1. Class 3000

Used in large sections with light to nominal reinforcement, mass pours,

sidewalks, curbs, gutters, and nonstructural concrete guardrail anchors, luminaire
bases.

2. Class 4000

Used in CIP post-tensioned or conventionally reinforced concrete box girders,

slabs, traffic and pedestrian barriers, approach slabs, footings, box culverts, wing
walls, curtain walls, retaining walls, columns, and crossbeams.

3. Class 4000A

Used for bridge approach slabs.

4. Class 4000D

Used for CIP bridge decks.

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Concrete Structures Chapter 5

5. Class 4000P and 5000P

Used for CIP piles, shafts and deep foundations where vibration is not feasible
or practical.

6. Class 4000W

Used underwater in seals.

7. Class 5000 or Higher

Used in CIP post-tensioned concrete box girder construction, deep bridge

foundations, or in other special structural applications if significant economy can
be gained or structural requirements dictate. Class 5000 or higher concrete is
generally available near large urban centers. Designers shall confirm availability
at the project site before specifying Class 5000 or higher concrete (such as with
WACA).

The specified 28-day compressive strengths (ƒ'c) are equal to the numerical class
of concrete. The compressive strengths for design are shown in Table 5.1.1-1.

Table 5.1.1-1 28-Day Compressive Design Strength

Classes of Concrete Design Compressive Strength (psi)
COMMERCIAL 2300
3000 3000
4000, 4000A, 4000D, 4000P 4000
4000W 2400*
5000, 5000P 5000
6000 6000
*40 percent reduction from Class 4000.

C. Relative Compressive Concrete Strength

1. During design or construction of a bridge, it is necessary to determine the

strength of concrete at various stages of construction. For instance, Standard
Specifications Section 6-02.3(17)J discusses the time at which falsework and
forms can be removed to various percentages of the concrete design strength.
Occasionally, construction problems will arise which require a knowledge of
the relative strengths of concrete at various ages. Table 5.1.1-2 shows the
approximate values of the minimum compressive strengths of different classes of
concrete at various ages. If the concrete has been cured under continuous moist
curing at an average temperature, it can be assumed that these values have been
developed.

2. Curing of the concrete (especially in the first 24 hours) has a very important
influence on the strength development of concrete at all ages. Temperature
affects the rate at which the chemical reaction between cement and water takes
place. Loss of moisture can seriously impair the concrete strength.

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Chapter 5 Concrete Structures

3. If test strength is above or below that shown in Table 5.1.1-2, the age at which
the design strength will be reached can be determined by direct proportion.

For example, if the relative strength at 10 days is 64 percent instead of the

minimum 70 percent shown in Table 5.1.1-2, the time it takes to reach the design
strength can be determined using equation 5.1.1-1 below.

Let x = relative strength to determine the age at which the concrete will reach
the design strength

� 100
� ��������������� � � 110�  (5.1.1-1)
70 64

From Table 5.1.1-2, the design strength should be reached in 40 days.

Table 5.1.1-2 Relative and Compressive Strength of Concrete

Relative Class Class Class Relative Class Class Class
Age Age
Strength 5000 4000 3000 Strength 5000 4000 3000
Days % ksi ksi ksi Days % ksi ksi ksi
3 35 1.75 1.40 1.05 20 91 4.55 3.64 2.73
4 43 2.15 1.72 1.29 21 93 4.65 3.72 2.79
5 50 2.50 2.00 1.50 22 94 4.70 3.76 2.82
6 55 2.75 2.20 1.65 23 95 4.75 3.80 2.85
7 59 2.95 2.36 1.77 24 96 4.80 3.84 2.88
8 63 3.15 2.52 1.89 25 97 4.85 3.88 2.91
9 67 3.35 2.68 2.01 26 98 4.90 3.92 2.94
10 70 3.5 2.80 2.10 27 99 4.95 3.96 2.97
11 73 3.65 2.92 2.19 28 100 5.00 4.00 3.00
12 75 3.75 3.00 2.25 30 102 5.10 4.08 3.06
13 77 3.85 3.08 2.31 40 110 5.50 4.40 3.30
14 79 3.95 3.16 2.37 50 115 5.75 4.60 3.45
15 81 4.05 3.24 2.43 60 120 6.00 4.80 3.60
16 83 4.15 3.32 2.49 70 125 6.25 5.00 3.75
17 85 4.25 3.34 2.55 80 129 6.45 5.16 3.87
18 87 4.35 3.48 2.61 90 131 6.55 5.24 3.93
19 89 4.45 3.56 2.67 100 133 6.70 5.40 4.00

D. Modulus of Elasticity

The modulus of elasticity shall be determined as specified in AASHTO LRFD Section

[Link]. For calculation of the modulus of elasticity, the unit weight of plain concrete
(wc) shall be taken as 0.155 kcf for prestressed concrete girders and 0.150 kcf
for normal-weight concrete. The correction factor (K1) shall normally be taken as 1.0.

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Concrete Structures Chapter 5

E. Shrinkage and Creep

WASHINGTON STATE DEPARTMENT OF TRANSPORTATION
Shrinkage and creep shallBridge
be calculated in accordance
& Structures Branch with AASHTO LRFD Section
[Link]. The relative humidity, H, may be taken as 75 percent for standard conditions.
The maturity of concrete, t, may be taken as 2,000 days for standard conditions.
The volume-to-surface ratio, V/S, is given in Table 5.6.1‑1 for standard WSDOT
prestressed concrete girders.

In determining the maturity of concrete at initial loading, ti, one day of accelerated
curing by steam or radiant heat may be taken as equal to seven days of normal curing.

The final deflection is a combination of the elastic deflection and the creep effect
� ���
associated with given loads
5.1.1‐1     
��
� shown
��
by the equation
     ���������� below.
� � 11�� 

5.1.1‐2     ∆����� � ∆������� �1 � ���� �� ��  (5.1.1-2)

�
Figure 5.1.1-15.1.3‐1 
provides �creep
�� � coefficients
12����� · � �for
�a����
range
� · of typical  initial concrete
�.����� ��� �
strength values, ƒ′ci, as a function of time from initial seven day steam cure
(ti = 7 days). The figure uses
�� a volume-to-surface, V/S, ratio of 3.3 as an average for
��� ���� �
��� ���� ����
5.1.3‐2  ��� � ��� � � 
girders and relative humidity, H, equal to 75�percent.
�

��
����
���
5 .1 .3-3 ���� � For girders within the effective width
Figure 5.1.1-1 Creep Coefficient
���
��� for Standard Conditions as Function of Initial
Concrete Strength
��
��� ���
5 .1 .3-4 ���� � ���
���
For girders
(H=75%, outside
V/S=3.3, ti = the effective width
7 days)
1.25
��� ��� ���
5.1.3‐5  If   ���� � ����   then  ���� � ����  
ψ( t , 7day , 5ksi) ��
��� ��� ���
ψ( t , 7day , 6ksi)
5.1.3‐6 
1   If   ���� � ����   then  ���� � ���� �����  
� �

ψ( t , 7day , 7ksi)
5.1.3‐7  ���� � �� � ��  
ψ( t , 7day , 8ksi)
0.75 ∆��� ��� �� �
ψ( t , 7day , 9ksi) 5.1.4‐1:  ���  
�� ����� ��� ������
ψ( t , 7day , 10ksi)
����� ����� ��� ������ �
ψ( t , 7day , 11ksi) 5.1.4‐2:  ∆��� �  
0.5 ��� �
ψ( t , 7day , 12ksi)
5.1.4‐3:     ∆��� � ��� 1 � � ��������  

 where:     �
0.25 � ���� �� � ��� ��   3 3 3
500 1×10 1.5×�10 2× 10
t �V � 2  
(days) L
S
F. Shrinkage �H �  
[Link] p. 1 / 1 R JLBeaver/BSA
7/16/2010 2:50 PM
Concrete shrinkage strain,pTεsh�, shall
5.1.4‐4:     ∆f ∆fpRObe
� calculated in accordance
∆fpES � ∆fpED � ∆fpLT   with AASHTO LRFD.

�������� ���
5.1.4‐5:     ∆���� � � �.55���  
�� ���

�� ������ ������������ ���� ����� ���� ���� ���� �

5.1.4‐6:     ∆���� � �� � � 
�� �� ��
WSDOT Bridge Design Manual  M 23-50.20 Page 5-5
September 2020 5.1.4‐7:     ∆���� � ∆���� � ∆���� � ∆���  
Chapter 5 Concrete Structures

G. Grout

Grout is usually a prepackaged cement based grout or non-shrink grout that is mixed,
placed, and cured as recommended by the manufacturer. It is used under steel base
plates for both bridge bearings and luminaries or sign bridge bases. Should the grout
pad thickness exceed 4″, steel reinforcement shall be used. For design purposes, the
strength of the grout, if properly cured, can be assumed to be equal to or greater than
that of the adjacent concrete but not greater than 4000 psi. Non-shrink grout is used
in keyways between precast prestressed tri-beams, double-tees, and deck bulb tees
(see Standard Specifications Section 6-02.3(25)O for deck bulb tee exception).

H. Mass Concrete

Mass concrete is any volume of concrete with dimensions large enough to require
that measures be taken to cope with the generation of heat from hydration of the
cement and attendant volume change to minimize cracking. Temperature-related
cracking may be experienced in thick-section concrete structures, including spread
footings, pile caps, bridge piers, crossbeams, thick walls, and other structures
as applicable.

Concrete placements with least dimension greater than 6 feet should be considered
mass concrete, although smaller placements with least dimension greater than 3 feet
may also have problems with heat generation effects. Shafts need not be considered
mass concrete.

The temperature of mass concrete shall not exceed 160°F. The temperature
difference between the geometric center of the concrete and the center of nearby
exterior surfaces shall not exceed 35°F.

Designers could mitigate heat generation effects by specifying construction joints

and placement intervals. Designers should consider requiring the Contractor
to submit a thermal control plan, which may include such things as:

1. Temperature monitors and equipment.

2. Insulation.

3. Concrete cooling before placement.

4. Concrete cooling after placement, such as by means of internal cooling pipes.

5. Use of smaller, less frequent placements.

6. Other methods proposed by the Contractor and approved by the Engineer

of Record.

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Concrete Structures Chapter 5

Concrete mix design optimization, such as using low-heat cement, fly ash or slag
cement, low-water/cement ratio, low cementitious materials content, larger
aggregate, etc. is acceptable as long as the concrete mix meets the requirements
of the Standard Specifications for the specified concrete class.

The ACI Manual of Concrete Practice Publication 207 and specifications used for the
Tacoma Narrows Bridge Project suspension cable anchorages (2003-2006) can be
used as references.

I. Self-Consolidating Concrete (SCC)

Self-consolidating concrete (SCC) may be used in structural members such as

precast prestressed concrete girders, precast noise wall panels, barriers, three-sided
structures, etc. as described in Standard Specifications Section 6-02.3(27).

SCC may be specified for cast-in-place applications where the use of conventional
concrete could be challenging and problematic. Examples are where new concrete
is being cast up against an existing soffit, or in members with very dense/congested
reinforcing steel. Use of SCC for primary structural components such as columns,
crossbeams, slabs, etc., requires the approval of the WSDOT Bridge Design Engineer.

J. Shotcrete

Shotcrete could be used as specified in WSDOT Standard Plans. Shotcrete may not
be suitable for some critical applications unless approved by the Engineer of Record.

Substitution of CIP conventional concrete in the contract document with shotcrete

requires the approval of the Engineer of Record.

Some potential shortfalls of shotcrete as compared to conventional CIP concrete

include:
• Durability – Conventional concrete is placed in forms and vibrated for
consolidation. Shotcrete, whether placed by wet or dry material feed, is
pneumatically applied to the surface and is not consolidated as conventional
concrete. Due to the difference in consolidation, permeability can be affected.
If the permeability is not low enough, the service life of the shotcrete
will be affected and may not meet the minimum of 75 years specified for
conventional concretes.
Observation of some projects indicates the inadequate performance of shotcrete
to properly hold back water. This results in leaking and potential freezing,
seemingly at a higher rate than conventional concrete. Due to the method of
placement of shotcrete, air entrainment is difficult to control. This leads to less
resistance of freeze/thaw cycles.
• Cracking – There is more cracking observed in shotcrete surfaces compared
to conventional concrete. Excessive cracking in shotcrete could be attributed
to its higher shrinkage, method of curing, and lesser resistance to freeze/thaw
cycles. The shotcrete cracking is more evident when structure is subjected to
differential shrinkage.

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Chapter 5 Concrete Structures

• Corrosion Protection – The higher permeability of shotcrete places the

steel reinforcement (whether mesh or bars) at a higher risk of corrosion than
conventional concrete applications. Consideration for corrosion protection may be
necessary for some critical shotcrete applications.
• Safety – Carved shotcrete and shotcrete that needs a high degree of relief to
accent architectural features lead to areas of 4″-6″ of unreinforced shotcrete.
These areas can be prone to an accelerated rate of deterioration. This, in turn,
places pedestrians, bicyclists, and traffic next to the wall at risk of falling debris.
• Visual Quality and Corridor Continuity – As shotcrete is finished by hand,
standard architectural design, as defined in the Design Manual M 22-01, typically
cannot be met. This can create conflicts with the architectural guidelines
developed for the corridor. Many times the guidelines are developed with public
input. If the guidelines are not met, the public develops a distrust of the process.
In other cases, the use of faux rock finishes, more commonly used by the private
sector, can create the perception of the misuse of public funds.

K. Lightweight Aggregate Concrete

Lightweight aggregate concrete shall not be used on bridge decks or other

components exposed to traffic wheel loads in service.

L. Concrete Cover to Reinforcement

Concrete cover to reinforcement shall conform to AASHTO LRFD Section 5.10.1.

1. Precast Prestressed Concrete Girders

Cover to prestressing strands in precast prestressed concrete girders may be

measured to the center of the strand.

Cover to mild steel reinforcement in precast prestressed concrete girders shall

conform to AASHTO LRFD Section 5.10.1. However, cover to ties and stirrups
may be reduced to 1.0 inch in “Exterior other than above” applications. See
Section 5.6.7.A for additional cover requirements for deck girders.

2. Concrete Exposed to Salt/Seawater

Salt/sea water can be an aggressive corrosive environment that significantly

shortens the service life of reinforced concrete structures. ACI 201.2R 7.2.1
provides some guidance on severity of exposure: “The severity of marine
exposures can vary greatly within a given concrete structure. In general,
continuous submersion is the least aggressive exposure. Areas where capillary
suction and evaporation are prevalent are the most aggressive because these
processes tend to increase the concentration of salts. Examples of such
exposures include reclaimed coastal areas with foundations below saline
groundwater level, intertidal zones, and splash zones. ”Corrosive water or soil
contains greater or equal to 500 part per million (ppm) of chlorides. Sites that
are considered corrosive due soley to sulfate content greater than or equal to
2,000 ppm and/or a pH of less than or equal to 5.5 should be considered non-
corrosivee in determining minimum cover.
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Concrete Structures Chapter 5

Designers shall provide the minimum cover specified in AASHTO LRFD Table
5.12.3-1 to concrete structures with direct exposure to salt/sea water such
as the Pacific Ocean and the Puget Sound. However, use of other corrosion
mitigation strategies described in ACI 201.2R 7.2.3 and ACI 357.3R could be
used to reduce this cover or provide additional protection such as minimizing
concrete permeability, using corrosion resistant reinforcement, cathodic
protection, treatments that penetrate or are applied on the surface of the
concrete to slow the entry of chloride ions, etc.

M. Ultra-High Performance Concrete (UHPC)

Ultra-high performance concrete is allowed for field cast-connections between

precast elements. It may be used for repairs, overlays or other uses with State
Bridge Design Engineer approval. WSDOT has funded two research projects with
the Washington State University and the University of Washington studying the
connection of wide flange deck girders using UHPC. The material studied is a high
strength, high bond, fiber reinforced, flowable concrete capable of developing
non-contact lap splices in a short distance. The material studied does not provide
the same properties as common prepackaged commercial UHPC products, but it is
capable of developing compact field connections between precast elements using
locally available materials.

5.1.2 Reinforcing Steel

A. Types and Grades

Steel reinforcement conforming to ASTM A 706 provides controlled ductility and

enhanced weldability. Steel reinforcement for cast-in-place components and precast
substructure components of bridges shall conform to ASTM A 706 unless noted
otherwise. Steel reinforcement for precast bridge superstructure components,
precast buried structures, retaining walls, barriers and other structures not designed
for ductile seismic behavior shall conform to either ASTM A 706 or AASHTO M31
(ASTM A615). Steel reinforcement that is welded shall conform to ASTM A 706.

Grade 60 is the preferred grade for most components and structures. Grade 80
high-strength reinforcing steel may be used selectively to reduce congestion, reduce
weight, speed up installation and/or reduce cost where its use is permitted and
economical. Bridge decks, crossbeams, spread footings and foundation caps are
components where Grade 80 longitudinal reinforcement could be economical. See
Section 4.2.20 for additional seismic design requirements.

Designers should consider the need for additional development length when using
high strength reinforcing steel. For improved economy, designers should minimize
the number of different bar sizes on a job which use high-strength reinforcement.
Where high-strength steel reinforcement is used in combination with Grade 60
reinforcement, designers should avoid specifying higher grades for bar sizes that
Grade 60 is specified. This practice prevents confusion and improper installation on
site. Mechanical couplers are available for high-strength reinforcement, but splices
should be staggered and located in regions of low stress.

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Chapter 5 Concrete Structures

Transverse steel reinforcement for shear and torsion with a yield strength, fy, in
excess of 75 ksi shall use 75 ksi for resistance calculations. The limit of 75 ksi is
intended to maintain the concrete’s effectiveness in resisting shear by limiting the
size of diagonal cracks that develop.

1. Corrosion Resistant Reinforcement

Corrosion resistant reinforcing such as stainless steel, chromium steel, galvanized

steel or epoxy-coated steel may be used where added corrosion protection is
needed. Glass fiber reinforced polymer (GFRP) bars may be used with State
Bridge Design Engineer approval.

Epoxy-coated reinforcing is a preferred and economical method of enhanced

corrosion protection compared to uncoated steel reinforcing. See Section 5.7.4
for use in Bridge Deck Protection Systems. Plans shall designate bar marks
with “E”.

Galvanized steel reinforcing shall conform to either ASTM A767 Class 1 or ASTM
A1094. Chromate treatment of galvanized steel shall be left as optional for the
contractor. Plans shall designate bar marks with “G”.

Stainless steel reinforcing shall conform to ASTM A955, UNS S24100, UNS
S31653 or UNS31803. Plans shall designate bar marks with "SS".

Corrosion resistant chromium alloyed reinforcing such as ChromX® (alternatively

MMFX) shall conform to ASTM A1035 Type CM or CS. Type CS (with 9%
chromium and a higher level of corrosion resistance) should be used where
corrosion resistance beyond that of epoxy-coated reinforcing is desired.
This reinforcement may be used in the design of bridge decks, substructure
and foundation members where rebar congestion is a concern or where
corrosion protection is needed. Contract documents should avoid referring to
reinforcement by trade names, such as ChromX® or MMFX. Plans shall designate
bar marks with “CR”.

GFRP reinforcing shall conform to the requirements of ASTM D7957. This type
of reinforcing bar may be used in bridge decks in any Seismic Design Category,
and in crossbeams and foundations in Seismic Design Category A. Design shall
be in accordance with AASHTO LRFD Bridge Design Guide Specifications for GRFP-
Reinforced Concrete, 2nd Edition. Plans shall designate bar marks with "GF".

Engineers shall minimize the potential for dissimilar metal corrosion when
combining different types of reinforcing steel in a structure. Where corrosion
resistant steel is used, specifications shall be provided to require industry
standard best-practices for fabrication, handling, placing and protection.

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Concrete Structures Chapter 5

B. Sizes

Reinforcing bars are referred to in the contract plans and specifications by number
and vary in size from #3 to #18. For bars up to and including #8, the number of
the bar coincides with the bar diameter in eighths of an inch. The #9, #10, and
#11 bars have diameters that provide areas equal to 1″ × 1″ square bars, 1⅛″
× 1⅛″ square bars and 1¼″ × 1¼″ square bars respectively. Similarly, the #14
and #18 bars correspond to 1½″ × 1½″ and 2″ × 2″ square bars, respectively.
Appendix 5.1-A3 shows the sizes, number, and various properties of the types of bars
used in Washington State.

C. Development

1. Tension Development Length

Development length or anchorage of reinforcement is required on both

sides of a point of maximum stress at any section of a reinforced concrete
member. Development of reinforcement in tension shall be in accordance with
AASHTO LRFD Section [Link].1.

Appendix 5.1-A4 shows the tension development length for both uncoated and
epoxy coated Grade 60 bars for normal weight concrete with specified strengths
of 4.0 to 6.0 ksi.

2. Compression Development Length

Development of reinforcement in compression shall be in accordance with

AASHTO LRFD Section [Link].2. The basic development lengths for deformed
bars in compression are shown in Appendix 5.1-A5. These values may be
modified as described in AASHTO. However, the minimum development length
shall be 1′-0″.

3. Tension Development Length of Standard Hooks

Standard hooks are used to develop bars in tension where space limitations
restrict the use of straight bars. Development of standard hooks in tension shall
be in accordance with AASHTO LRFD Section [Link].4. Tension development
lengths of 90° & 180° standard hooks are shown in Appendix 5.1-A6.

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Chapter 5 Concrete Structures

D. Splices

The Contract Plans shall clearly show the locations and lengths of splices. Splices
shall be in accordance with AASHTO LRFD Section [Link].

Lap splices, for either tension or compression bars, shall not be less than 2′-0″.

1. Tension Lap Splices

Many of the same factors which affect development length affect splices.
Consequently, tension lap splices are a function of the bar’s development length,
ld. There are two classes of tension lap splices: Class A and B. Designers are
encouraged to splice bars at points of minimum stress and to stagger lap splices
along the length of the bars.

Appendix 5.1-A7 shows tension lap splices for both uncoated and epoxy coated
Grade 60 bars for normal weight concrete with specified strengths of 4.0 to
6.0 ksi.

2. Compression Lap Splices

Compression lap splice lengths are shown in Appendix 5.1-A5 for concrete
strengths greater than or equal to 3.0 ksi.

3. Mechanical Splices

Mechanical splices are proprietary splicing mechanisms. The requirements for

mechanical splices are found in Standard Specifications Section 6-02.3(24)F and in
AASHTO LRFD Sections [Link] and [Link].2b.

4. Welded Splices

AASHTO LRFD Section [Link].2c describes the requirements for welded

splices. On modifications to existing structures, welding of reinforcing bars may
not be possible because of the non‑weldability of some steels.

E. Hooks and Bends

For hook and bend requirements, see AASHTO LRFD Section 5.10.2. Standard hooks
and bend radii are shown in Appendix 5.1-A1 for steel reinforcing bars with yield
strengths up to 100 ksi. Additional tie reinforcement may be required to anchor
hooked bars when the yield strength exceeds 75 ksi.

When specifying and detailing galvanized reinforcing, designers should consider

that larger bend diameters will be provided if the contractor elects to galvanize
bars after fabrication. These diameters (see ASTM A 767) differ from standard CRSI
requirements for 180 degree hooks on #7 and #8 bars and all stirrup/tie hooks.

When using GFRP bars, detailed bends should be avoided where possible. If bent
bars are necessary, they should be coordinated with suppliers during design. Headed
bar may be an acceptable alternative.

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Concrete Structures Chapter 5

F. Fabrication Lengths

Reinforcing bars are available in standard mill lengths of 40′ for bar sizes #3 and #4
and 60′ for bar sizes of #5 and greater. Designers shall limit reinforcing bar lengths
to the standard mill lengths. Because of placement considerations, designers should
consider limiting the overall lengths of bar size #3 to 30′ and bar size #5 to 40′.

Spirals of bar sizes #4 through #6 are available on 5,000 lb coils. Spirals should be
limited to a maximum bar size of #6.

Straight galvanized reinforcing bars should be limited to a 40’ maximum length.

Straight stainless steel reinforcing bars should be limited to a 40’ maximum length for
#3-#18 bar.

Corrosion resistant reinforcing (ASTM A 1035) is available in 60’ lengths for #4-#18
bar.

GFRP reinforcing bars should be limited to a 40’ maximum length.

For some materials, longer bars are possible. But the designer should coordinate with
suppliers during design prior to specifying them. Longer bars can increase lead time
and/or limit suppliers. Optional lap splices should be provided at the recommended
maximum bar length where possible.

G. Placement

Placement of reinforcing bars can be a challenge during construction. If

reinforcement is congested, as is common in column joints, additional details are
recommended in the contract plans showing how each bar is placed. Appendix
5.1-A2 shows the minimum clearance and spacing of reinforcement for beams and
columns. High-strength reinforcement is one possible method to reduce congestion.

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 corner, the section will develop 85% of the ult
were rotated 180°, only 30% of the wall capac
Chapter 5 Concrete Structures
Adding diagonal reinforcing steel across the c
H. Joint and Corner Details reinforcing steel, will develop the corner stren
diagonal reinforcement past the corner each d
1. T-Joint will fully develop the resisting moment, a fille
Figure 5.1.2-1 T-Joint Reinforcing
The forces form a tension crack
Details
at 45° in the joint. Reinforcement
as shown in Figure 5.1.2-1
is more than twice as effective
in developing the strength of the
corner than if the reinforcement
was turned 180°.

2. “Normal” Right Corners

Corners subjected to bending as

shown in Figure 5.1.2-2 will crack
radially in the corner outside of the Figure 5.1.2-2 “Normal” Ri
“Normal” Right Corner
main reinforcing steel. Smaller size T-Joint Reinforcing Details
Reinforcing Details Reinforcin
Figure 5.1.2-1 Figure 5
reinforcing steel shall be provided
in the corner to distribute the J. Welded Wire Reinforcement in Precast Prestre
radial cracking. used to replace mild steel reinforcement in precast
shall meet all AASHTO requirements (see AASHT
3. Right or Obtuse Angle Corners 5.10.7, 5.10.8, [Link].3, etc.).
The yield strength shall be greater than or equal to
Corners subjected to bending as
Welded wire reinforcement shall be deformed. We
shown in Figure 5.1.2-3 tend to and spacing as the mild steel reinforcement that it
crack at the reentrant corner and
fail in tension across the corner.
If not properly reinforced, the
resisting corner moment may be Page 5.1-8
less than the applied moment.
Figure 5.1.2-3 Right or Obtuse
Reinforced as shown in Figure Angle Corner
5.1.2-3, but without the diagonal Reinforcing Details
reinforcing steel across the corner,
the section will develop 85 percent
of the ultimate moment capacity of
the wall. If the bends were rotated
180°, only 30 percent of the wall
capacity would be developed.

Adding diagonal reinforcing steel

across the corner, approximately
equal to 50 percent of the main
reinforcing steel, will develop
the corner strength to fully
resist the applied moment. Extend the diagonal reinforcement past the corner
each direction for anchorage. Since this bar arrangement will fully develop the
resisting moment, a fillet in the corner is normally unnecessary.

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Concrete Structures Chapter 5

I. Welded Wire Reinforcement

Welded wire reinforcement may be used to replace steel reinforcing bars in

prestressed concrete girders, precast buried structures walls, barriers, and precast
deck panels.

Welded wire shall be deformed and shall conform to the requirements of AASHTO
M336/ASTM A 1064. Epoxy-coated wire and welded wire reinforcement shall
conform to Standard Specifications Section 9-07.3 with the exception that ASTM
A884 Class A Type I shall be used instead of ASTM A775. Galvanized welded wire
reinforcement shall conform to the requirements of ASTM A1060. Stainless steel
welded wire reinforcement shall conform to the requirements of ASTM A1022.

Welded wire reinforcement shall be deformed. The specified minimum yield strength
shall be limited to a maximum of 75 ksi.

Longitudinal wires and welds shall be excluded from regions with high shear
demands, including girder webs, and are limited to the flange areas as described in
AASHTO LRFD Section [Link]. Longitudinal wires for anchorage of welded wire
reinforcement shall have an area of 40 percent or more of the area of the wire being
anchored as described in ASTM A497 but shall not be less than D4.

J. Headed Steel Reinforcing Bars

Headed steel reinforcing bars conforming to ASTM A970 Class HA may be used to
develop reinforcement in tension. Use and development length shall be in accordance
with ACI 318 (see Section 25.4.4 for development length). Minimum concrete
cover and clearances to headed steel reinforcing bars shall also be provided to the
outermost part of the head of the bar. Designers shall provide main bar (unheaded
portion) location requirements in contract documents and verify that cover and
clearance requirements to the head of the bar can be satisfied. ASTM A970 Class HA
requires that the net bearing area of the head shall not be less than four times the
nominal cross-sectional area of the bar. However, the head shape and an upper limit
to the head net bearing area are not specified. A gross head area of ten times the bar
area (a net bearing area of the head of nine times the bar area) could be used as an
estimate of the upper limit of the head area.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-15

September 2020
Chapter 5 Concrete Structures

5.1.3 Prestressing Steel

A. General

Three types of high-tensile steel used for prestressing steel are:

1. Strands

AASHTO M 203 Grade 270, low relaxation or stress relieved

2. Bars

AASHTO M 275 Type II

3. Parallel Wires

AASHTO M 204 Type WA

All WSDOT designs are based on low relaxation strands using either 0.5″ or 0.6″
diameter strands for girders, and ⅜″ or 7/16″ diameter strands for stay-in-place precast
deck panels. Properties of uncoated and epoxy-coated prestressing stands are shown
in Appendix 5.1-A8. 0.62″ and 0.7″ diameter strands may be used for top temporary
strands in prestressed concrete girders.

Provide adequate concrete cover and consider use of epoxy coated prestressing
reinforcement in coastal areas or where members are directly exposed to salt water.

B. Stress Limits

Stress limits for prestressing steel are as listed in AASHTO LRFD Section [Link].

C. Prestressing Strands

Standard strand patterns for all types of WSDOT prestressed concrete girders are
shown on the Bridge Standard Drawings website ([Link]/Bridge/
Structures/[Link]).

1. Straight Strands

The position of the straight strands in the bottom flange is standardized for each
girder type.

2. Harped Strands

The harped strands are bundled between the harping points (the 0.4 and
0.6 points of the girder length). The girder fabricator shall select a bundle
configuration that meets plan centroid requirements.

There are practical limitations to how close the centroid of harped strands can be
to the bottom of a girder. The minimum design value for this shall be determined
using the following guide: Up to 12 harped strands are placed in a single bundle
with the centroid 4″ above the bottom of the girder. Additional strands are
placed in twelve-strand bundles with centroids at 3″ spacing vertically upwards.

Page 5-16 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

At the girder ends, the strands are splayed to a normal pattern. The centroid of
strands at both the girder end and the harping point may be varied to suit girder
stress requirements.

The slope of any individual harped strands shall not be steeper than 8 horizontal
to 1 vertical for 0.6″ diameter strands, and 6 horizontal to 1 vertical for 0.5″
diameter strands.

The harped strand exit location at the girder ends shall be held as low as possible
while maintaining the concrete stresses within allowable limits.

3. Temporary Strands

Temporary strands in the top flanges of prestressed concrete girders may be

required for shipping (see Section 5.6.3). These strands may be pre-tensioned
and bonded only for the end 10 feet of the girder, or may be post-tensioned prior
to lifting the girder from the form. These strands can be considered in design to
reduce the required transfer strength, to provide stability during shipping, and to
reduce the “A” dimension. These strands must be cut before the CIP intermediate
diaphragms are placed.

D. Development of Prestressing Strand

1. General

Development of prestressing strand shall be as described in AASHTO LRFD

Section [Link].

The development length of bonded uncoated & coated prestressing strands are
shown in Appendix 5.1-A8.

2. Partially Debonded Strands

Where it is necessary to prevent a strand from actively supplying prestress

force near the end of a girder, it shall be debonded. This can be accomplished
by taping a close fitting PVC tube to the stressed strand from the end of the
girder to some point where the strand can be allowed to develop its load. Since
this is not a common procedure, it shall be carefully detailed on the plans. It is
important when this method is used in construction that the taping of the tube
is done in such a manner that concrete cannot leak into the tube and provide an
undesirable bond of the strand.

Partially debonded strands shall meet the requirements of AASHTO LRFD

Section [Link].3.

3. Strand Development Outside of Prestressed Concrete Girders

Extended bottom prestressing strands are used to connect the ends of girders
with diaphragms and resist loads from creep effects, shrinkage effects, positive
moments due to seismic demand at fixed piers, and seismic connection forces at
the abutments on single span bridges.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-17

September 2020
Chapter 5 Concrete Structures

Extended strands must be developed in the short distance within the diaphragm.
Strands shall be extended as far across the diaphragm as practical, and shall be
& *((
anchored at least 1’-9” from
5.1.1-1 = +, the 𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒,
girder end. The 𝑥𝑥 =pattern
110% of extended strands
'(
and embedded length of extended strands shall be sufficient to resist concrete
breakout from5.1.1-2 ∆
the face of ∆=<;>9?@ [1 +while
the=crossbeam,
9:9;< 𝜓𝜓(𝑡𝑡, 𝑡𝑡at
? )]the
same time minimizing
congestion. An explicit concrete breakout check may be unnecessary when all
Section 5.1.2
strands are effectively spliced across a crossbeam.
0.25(𝜀𝜀9 − 𝜀𝜀@< )
Strands shall be anchored with a strand chuck as≤shown
0.75 in Figure
𝜑𝜑 = 0.75 + 5.1.3-1. ≤ 1.0
(𝜀𝜀9< − 𝜀𝜀@< )
Strand chucks shall be a minimum 111/16”ø barrel anchor or similar. The designer
shall calculate the number of extended straight strands needed to develop the
& *((
required moment capacity
5.1.1-1 = at+,the end of each𝑥𝑥girder.
𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, = 110% The number of(𝜀𝜀extended
'( 0.15 9 − 𝜀𝜀@< )
strands shall not be less than four. 0.75 ≤ 𝜑𝜑 = 0.75 + ≤ 0.9
(𝜀𝜀9< − 𝜀𝜀@< )
(
5.1.1-2 ∆9:9;< = ∆=<;>9?@ [1 + 𝜓𝜓 𝑡𝑡, 𝑡𝑡? )]
For fixed intermediate piers in Seismic Design Categories B-D at 𝑐𝑐the Extreme 0.003
≤
Event I limit state, the girder anchorage with extended strands shall
Section 5.1.2 𝑑𝑑> be sufficient
0.003 + 𝜀𝜀@<
to carry a calculated fraction of the plastic overstrength moment demand
0.25(𝜀𝜀9 − 𝜀𝜀@< )
originating from the nearest column. The required 0.75 ≤ 𝜑𝜑number
= 0.75of+ extended strands, ≤ 1.0
(𝜀𝜀9< − 𝜀𝜀@< )
Nps, for each girder shall be calculated using the following:
[
5.1.3-1 𝑁𝑁Y> ≥ (.^_` \,]c ≥ 4 (5.1.3-1)
ab ad e 0.15(𝜀𝜀9 − 𝜀𝜀@< )
0.75 ≤ 𝜑𝜑 = 0.75 + ≤ 0.9
Where: lka
j[ak m[aknobp q (𝜀𝜀9< − 𝜀𝜀@< )
5.1.3-2 9:Y
𝑀𝑀 hi
= 𝑀𝑀
Mu,i = Design momentY:at the Y: +
end of eachrgirder ℎ
(kip-in)
s 𝑐𝑐 0.003
Aps = Area of each extended strand (in ) 2 ≤
9:Y 𝑑𝑑> 0.003 + 𝜀𝜀@<
ƒpy = 5.1.3-2 WhereA
Yield 𝑀𝑀Y:
strength of prestressing (ksi)
steel
d = Distance from top of deck slab to c.g. of extended strands (in)
y;>=
φ 5.1.3-2 WhereB
= Flexural 𝑀𝑀Y:
resistance factor, 1.0

|[ }~
The design moment
5.1.3-3 at the end
z{9
𝑀𝑀>=? = €of]‚l
ak
each
[ For girder
girdersshall
withinbethe
calculated using the
effective width
𝑁𝑁Y> ≥ (.^_` \,]c e ≥ 4
following: 5.1.3-1
Å
ab ad
}~
[ak
ƒ&9
5.1.3-4 𝑀𝑀>=? == 𝑀𝑀
𝑀𝑀 p„l For girders outside the effective width
5.1.3-2 h,? Å − 0.9𝑀𝑀jklm
€i,? (5.1.3-2)
Where: 5.1.3-5 z{9
If 𝑀𝑀>=?
5.1.3-2 WhereA ≥ 𝑀𝑀𝑀𝑀 ƒ&9
9:Ythen z{9
𝑀𝑀>=? = 𝑀𝑀>=?
>=?Y:
Mg,i = The moment demand due to column plastic overstrength in girder i caused
}~
by the longitudinal seismic
5.1.3-2 WhereB z{9𝑀𝑀demands
s;>=ƒ&9 (kip-in)
then 𝑀𝑀>=? = ]‚l[ak p„l
5.1.3-6 If 𝑀𝑀>=? <Y:𝑀𝑀>=?
MSIDL = Moment demand due to super imposed dead loadsہ(traffic mہ barrier,
wx
sidewalk,
5.1.3-3 etc.) per=girder
𝑀𝑀kt9
u[av (k-in.)
For girders within the effective width
5.1.3-7 𝐵𝐵>=?
=cc =yz𝐷𝐷 ]|} + 𝐷𝐷
{@ >
For spliced prestressed concretewxgirders, where post-tensioning tendons
~&9 [∆avbpl `‰Šƒa r
5.1.3-4
are installed over intermediate
5.1.4-1: 𝑀𝑀
𝑥𝑥>=?
=ˆ = piers,€} For Mu,i girders
shall outside the effective
be modified widthfor
to account
‹yz
Œ –Žpèl ê‹Œ –‘]Å’l
{
induced moments.
kt9 ~&9 kt9
5.1.3-5 If 𝑀𝑀>=? ≥
|&“‹ >=? then
𝑀𝑀Œ –Žpèl 𝑀𝑀>=?
ê‹Œ –‘]Å’l ” = 𝑀𝑀>=?
5.1.4-2:
The moment demand due ∆𝑓𝑓Y`to =column plastic `‰Š r overstrength in each girder shall
wx
[av
either be determined
5.1.3-6 from the table
kt9 in Appendix
If 𝑀𝑀>=? < 𝑀𝑀ê(—&m˜™) ~&9
then 5.1-A9
𝑀𝑀>=? = or]|}
Equation 5.1.3-3. This
>=? z{ ‚z{€}
5.1.4-3: ∆𝑓𝑓 = 𝑓𝑓 “1 − 𝑒𝑒 ”
methodology assumes half the column plastic overstrength moment is resisted
Y• Y–

by the girders5.1.3-7
on each side
5.1.4-4: ∆f=ccof
𝐵𝐵 = the
= 𝐷𝐷@ +
∆f column.
𝐷𝐷+> ∆f + ∆f + ∆f
pT pRO pES pED pLT

∆b} `†‡~a m
5.1.4-1: 𝑥𝑥 = …ˆ
‰ –‹Œ} 爉 –Ž]{è}

u&ꈉ –‹Œ} 爉 –Ž]{è} ‘

Page 5-18 5.1.4-2: ∆𝑓𝑓Y` = WSDOT Bridge Design Manual  M 23-50.20
`†‡ m September 2020
ç(”&‚•–)
 5.1.3-1 𝑁𝑁Y> ≥ (.^_` c e ≥ 4
& *((
5.1.1-1 =ab ad 𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, 𝑥𝑥 = 110%
'( +,
Concrete Structures 𝑀𝑀h,? = 𝑀𝑀i,? − 0.9𝑀𝑀jklm
5.1.3-2 Chapter 5
5.1.1-2 ∆9:9;< = ∆=<;>9?@ [1 + 𝜓𝜓(𝑡𝑡, 𝑡𝑡? )]
& *((
5.1.1-1 '( = +, 𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, 𝑥𝑥 = 110% vw
qrstu xy | m
5.1.3-3 Section 5.1.2 z{
𝑀𝑀i,? = 𝐾𝐾𝑀𝑀op qrst(}m w ) cosh €𝜆𝜆𝐿𝐿@ƒ „1 − mxy,]…† (5.1.3-3)
& *((
5.1.1-1 '( = +, 𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, 𝑥𝑥 = 110% xy xy
5.1.1-2 ∆9:9;< = ∆=<;>9?@ [1 + 𝜓𝜓(𝑡𝑡, 𝑡𝑡? )]
Where: ‡&9
‰Š
[aˆ 0.25(𝜀𝜀9 − 𝜀𝜀@< )
5.1.3-4 𝑀𝑀>=? = Žèê For girders outside
0.75the≤effective width
𝜑𝜑 = 0.75 + ≤ 1.0
5.1.1-2 ∆9:9;< [1
Section 5.1.2 ( )]
= ∆=<;>9?@ + 𝜓𝜓K 𝑡𝑡, 𝑡𝑡? = Span moment
‹Œç distribution factor. If the span lengths differ,
(𝜀𝜀9< −the
𝜀𝜀@<moment
)
contribution
k‘9
to‡&9each span should bek‘9modified in accordance with the span
Section 5.1.2 5.1.3-5 If 𝑀𝑀>=?
lengths, ≥ 𝑀𝑀>=?
using K then
and 𝑀𝑀>=?
K2 0.25
as (=
shown𝜀𝜀9 𝑀𝑀
−in )
𝜀𝜀@<Figure
>=? 5.1.3-2; otherwise K = 0.5.
& 1 *((
0.75 ≤
5.1.1-1 𝜑𝜑 =
= 0.75 +
𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, 𝑥𝑥 = ≤110%
1.0
MCG = Moment generated '( +, by a single (𝜀𝜀9< − column
𝜀𝜀@< ) due to the column
‰Š
[aˆ 0.15(plastic
𝜀𝜀9 − 𝜀𝜀@< )
k‘9 (𝜀𝜀9 −‡&9
0.25 𝜀𝜀@< )then 0.75 ≤of𝜑𝜑 = 0.75 +the superstructure. ≤ 0.9
5.1.3-6
0.75 ≤ 𝜑𝜑 = 0.75 + If
overstrength𝑀𝑀 >=?and< 𝑀𝑀
acting
>=? at the
≤ 1.0 𝑀𝑀
center
>=? = gravity
]“ê
Œç ”Œç Žèê of (𝜀𝜀9< − 𝜀𝜀@< ) See
5.1.1-2 ∆
Equation (9:9;<
𝜀𝜀9< −(kip-in.)
5.1.3-4 =𝜀𝜀@< )
∆=<;>9?@ [1 + 𝜓𝜓(𝑡𝑡, 𝑡𝑡? )]
Lcb,i = Distance from the 𝑐𝑐 0.003
5.1.3-7 𝐵𝐵=cc = 𝐷𝐷 @ + 𝐷𝐷 > centerline 0.15(of𝜀𝜀9nearest− 𝜀𝜀@< ) column to centerline ≤ of the girder
Section 5.1.2
(ft.) 0.75 ≤ 𝜑𝜑 = 0.75 + ≤ 0.9 𝑑𝑑> 0.003 + 𝜀𝜀@<
(𝜀𝜀9< − 𝜀𝜀@< )
λLcb = Ratio ∆0.15
bŽê ` (
˜™ 𝜀𝜀
‡9a −
m 𝜀𝜀@< )
of total stiffness of all girders (within a half column spacing or
5.1.4-1:
0.75 ≤ 𝜑𝜑 =𝑥𝑥 0.75
=— + Ÿš ≤𝑐𝑐 0.9 0.003 0.25(𝜀𝜀9 − 𝜀𝜀@< )
overhang) − 𝜀𝜀@< )stiffness
to(torsional
𝜀𝜀9< › – ]ç¡ê ≤ of 0.75half the total length
+ of the crossbeam ≤ or
& *((š› –ùŽžê ≤ 𝜑𝜑 = 0.75 1.0
5.1.1-1 '( = +, 𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒, 𝑥𝑥 = 110% (𝜀𝜀9< − 𝜀𝜀@< )
half the column spacing. See 𝑑𝑑> Equation 0.003 5.1.3-5.
+ 𝜀𝜀@<
¢&£š𝑐𝑐› –ùŽžê Ÿš0.003
› – ]ç¡ê ¤
5.1.4-2:
Lcb = Half
∆𝑓𝑓Y`of=the crossbeam≤` m length for single column bents, or half the column
5.1.1-2 ∆ = ∆
9:9;< or=<;>9?@ [1
𝑑𝑑> 0.003 ˜™+ (𝑡𝑡,+𝑡𝑡𝜀𝜀? )]
𝜓𝜓\,]
[
spacing
5.1.3-1 𝑁𝑁overhang
Y> ≥ (.^_` length for
@<≥ multi-column
4 bents (ft.)
= The number of contributing
c
ab ad e
girder 0.15(𝜀𝜀9 − 𝜀𝜀@< )
N 0.75 ≤ 𝜑𝜑 =as0.75
lines taken Lcb/S.
Ÿ(§&”¨©)
5.1.4-3:
Section 5.1.2
L ∆𝑓𝑓Y¥ = 𝑓𝑓Y¦ £1 − 𝑒𝑒 ¤ + ≤ 0.9
S = 5.1.3-2
Girder spacing
𝑀𝑀h,? = (ft.)
𝑀𝑀i,? − 0.9𝑀𝑀jklm (𝜀𝜀9< − 𝜀𝜀@< )
𝑁𝑁Y> ≥ 5.1.4-4:
\,] [
∆f≥pT4 = ∆fpRO + ∆fpES + ∆fpED + ∆fpLT 0.25(𝜀𝜀9 − 𝜀𝜀@< )𝑐𝑐
5.1.3-1 (.^_`ab cad e 0.003
The moment demand at the center 0.75of≤gravity
𝜑𝜑xy=
vw of the
| 0.75 + superstructure for each
≤≤1.0
[\,] qrstu ( )
𝜀𝜀9< − m𝜀𝜀xy,]
5.1.3-3 − @< …†𝑑𝑑> 0.003 + 𝜀𝜀@<
z{w
𝑁𝑁Y> ≥ (.^_` c e& column
≥ 4 shall be calculated
= i,? using
5.1.3-1 𝑀𝑀 ca› the following:
= 𝐾𝐾𝑀𝑀
<:i(¢,9) cosh €𝜆𝜆𝐿𝐿@ƒ „1
5.1.3-2 ab𝑀𝑀ad =*(( 5.1.4-5:
𝑀𝑀 − 0.9𝑀𝑀
h,? =
5.1.1-1 ∆𝑓𝑓 i,? u op−
𝑇𝑇ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒,0.55| 𝑓𝑓 )
qrst(}m
jklm
𝑥𝑥 =Yª«
110% m xyY¦ xy
'( +, ,( cad
ˆ‡a
5.1.3-2 𝑀𝑀h,? = 𝑀𝑀i,?5.1.1-2 ∆
− 0.9𝑀𝑀 jklm
𝑡𝑡? )]
9:9;< = ∆=<;>9?@ [1 + 𝜓𝜓(𝑡𝑡, vw xy | 9:Y [a‡ ‰[a‡ yŠb‹
£°(yx𝜀𝜀Ÿ° )¤
qrstu
5.1.3-4 0.15
5.1.3-3 Section 5.1.2 𝑀𝑀 =
£[ 𝑀𝑀 +
m abℎ [b]®ù 9 −yç𝜀𝜀 (5.1.3-4)
‡ ”[
…† 𝜑𝜑mŒ= ¤= ”=
z{ xy,] @<ab
𝑀𝑀i,? = 5.1.4-6:
𝐾𝐾𝑀𝑀op = ‡ op
cosh ¬− @ƒ „1Y:−
€𝜆𝜆𝐿𝐿
w a bù­y ®]­a¡ ­ç¯b
∆𝑓𝑓Y‡l 0.75 ≤ 0.75 −+ ≤± 0.9
vwxy qrst(}m xy ) x
m k
xyç ( 𝜀𝜀9< −x 𝜀𝜀@<
k )
qrstu | 0.25(𝜀𝜀9 − 𝜀𝜀@< )
5.1.3-3 Where:
z{w 0.75 ≤ 𝜑𝜑 = 0.75mxy,] [\,]
𝑀𝑀i,? = 𝐾𝐾𝑀𝑀op qrst(}m cosh €𝜆𝜆𝐿𝐿 „1
5.1.3-1
ˆ‡a
@ƒ − +
…†
𝑁𝑁
(𝜀𝜀 −≥𝜀𝜀
)
≤ 1.0
Žèk ‘’ ≥ 4
5.1.3-4
) 9:Y 5.1.3-5
[a‡ yŠb‹
‰[a‡ 𝜆𝜆𝐿𝐿 mxy Y>
@ƒ = çu
9< @<
(.^_`|ab cad ew 𝑐𝑐 0.003
𝑀𝑀op = xy 𝑀𝑀Y: += Plastic
mŒ
overstrength
ℎ moment
mê (p“/m atxytop
) of column, kip-in ≤
ˆ‡a yŠb‹ = Plastic overstrength 0.15(𝜀𝜀9 − 𝜀𝜀@< )moment at base of column
𝑑𝑑> (kip-in.)
0.003 + 𝜀𝜀@<
≤ 𝜑𝜑 = 0.75 + 𝑀𝑀h,? = 𝑀𝑀 0.9 − 0.9𝑀𝑀jklm
9:Y [a‡ ‰[a‡ 5.1.3-2
5.1.3-4 𝑀𝑀op = 𝑀𝑀Y: + 0.75
ℎ Distance from(𝜀𝜀9<top ≤i,?
* 𝜀𝜀 `) ab cad ’ab
−
mŒh Žèk = 5.1.3-6 ‘’ 𝐴𝐴> = ‘ u@<of column | to C.G. of superstructure (ft.)
5.1.3-5 𝜆𝜆𝐿𝐿@ƒ = çu m | (p“/mw ) 𝑐𝑐 0.003cd‹
Lc ê = Column xy clear𝑑𝑑height,≤
0.003 + used
𝜀𝜀@< to determine
qrstu
vwxy
| overstrength shear mxy,]
associated with
‘’w 5.1.3-3 𝑀𝑀
>
= 𝐾𝐾𝐾𝐾
z{w
cosh €𝜆𝜆𝜆𝜆 „1 − …†
5.1.3-5
Žèk
𝜆𝜆𝐿𝐿@ƒ = çu | (p“/m* )` c ’ the overstrength i,? moment op (ft.)
qrst(}mxy ) @ƒ mxy
m ab ad ab
5.1.3-6 ê𝐴𝐴> = xyu | [\,]
The ‘ total
5.1.3-1 cd‹ girder
𝑁𝑁Y> stiffness
≥ (.^_` to crossbeam
≥ 49:Y [stiffness
ˆ‡a
a‡ ‰[a‡
yŠb‹ratio shall be calculated using
* `ab5.1.3-1
cad ’ab𝑁𝑁Y> ≥ [ \,]
≥ 4 5.1.3-4 ab cad=
𝑀𝑀 e
𝑀𝑀 + ℎ
5.1.3-6 𝐴𝐴> = ‘ u c |the following:
(.^_` c e ab ad op Y: mŒ
d‹
5.1.3-2 𝑀𝑀h,? = 5.1.3-2 𝑀𝑀 h,? = 𝑀𝑀i,? − 0.9𝑀𝑀jklm
𝑀𝑀i,? − 0.9𝑀𝑀jklm

qrstu 5.1.3-7
| 5.1.3-5 𝐵𝐵=cc m 𝜆𝜆𝐿𝐿
= 𝐷𝐷@ çu + 𝐷𝐷Žèk> | ‘’w
…†@ƒ =vw
vwxy
5.1.3-3 𝑀𝑀i,? = 𝐾𝐾𝐾𝐾op
z{w
cosh €𝜆𝜆𝜆𝜆@ƒ „1 − xy,]
m
xy | ê (p“/m ) xy
(5.1.3-5)
qrst(}mxy ) mxy qrstu mxy,]
5.1.3-3[ ‰[𝑀𝑀 = 𝐾𝐾𝐾𝐾 ˆ‡a
z{w
∆b‹ˆ ` èa m €𝜆𝜆𝜆𝜆@ƒ „1 −
˜™cosh …†
i,? op qrst(}m
yŠb‹
5.1.3-4
Where:
9:Y
𝑀𝑀op = 𝑀𝑀Y: + 5.1.4-1:
m
ℎ
a‡
𝑥𝑥 = çš‘ xyŸš
a‡
) mxy
5.1.3-7 𝐵𝐵=cc = 𝐷𝐷@ + 𝐷𝐷>
Œ
› –ù‹žˆ › – ]ꡈ
Žèk = * which
‘’ 3 for girders „in–m ‰*ˆ‡a
–m far end is free to rotate (expansion piers); and 4 for
… yŠb‹
5.1.3-5 9:Y •[a‡ —‰[a‡
w
𝜆𝜆𝐿𝐿@ƒ = çu m | (p“/m )
5.1.3-4 𝑀𝑀
girders=
in𝑀𝑀
which + far end
‘&¢š is ℎ› – ]ꡈ
fixed
Ÿš against
£ rotation (continuous piers).
5.1.3-7
ê xy
𝐵𝐵=cc = 𝐷𝐷@ + 𝐷𝐷> ∆b‹ˆ `˜™è5.1.4-2:
am
op Y:
∆𝑓𝑓 =
› –ù‹žˆ
mŒ
5.1.4-1: 𝑥𝑥 =„*ç ‰*EI … ‘
= Flexural
5.1.3-6
Y`
stiffness of* `
one
𝐴𝐴> = ‘ u c
c ’
girder,
ab ` ˜™ mab including composite deck (kip-in.2)
ad
|
–m š› –ù‹žˆ
–m •
Ÿš› – ]ꡈ
—
∆b‹ˆ `˜™èa m GJ = Torsional stiffness
Žèk of
‘’ the crossbeam
d‹
Ÿ(¦&‰§Ž)cross-section (kip-in2)
5.1.4-1: 𝑥𝑥 = çš 5.1.3-6 𝐴𝐴> =5.1.3-5
* ` c ’
u | 5.1.4-3:
𝜆𝜆𝐿𝐿
ab ad ab
@ƒ = çu
∆𝑓𝑓Y¤ |
= 𝑓𝑓Y¥
w
¢1 − 𝑒𝑒 £
› –ù‹žˆ Ÿš› – ]ꡈ ‘L
∆𝑓𝑓 = g = Girder span length if girders frame into the crossbeam from only one side;
‘&¢š c › –ù‹žˆ Ÿš› – ]ꡈ £ mê (p“/m xy )
5.1.4-2:
d‹

Y` `˜™ m
‘&¢š› –ù‹žˆ Ÿš› – ]ꡈ £ ‘
5.1.4-2: ∆𝑓𝑓Y` = = Ÿ(¦&‰§Ž) , if girders frame into the crossbeam from both sides, where L1
5.1.4-3: ` ˜™ = 𝑓𝑓Y¥ ¢1 − 𝑒𝑒 „ –m ‰ *–m £…
∆𝑓𝑓Y¤ m *
• — and L2 are individual girder span lengths (ft.)
5.1.3-7 𝐵𝐵=cc = 𝐷𝐷@ + 𝐷𝐷>
5.1.4-3: ∆𝑓𝑓Y¤ = 𝑓𝑓Y¥ ¢1 − 𝑒𝑒 Ÿ(¦&‰§Ž) £ * `ab cad ’ab
5.1.4-1: 5.1.3-6
𝑥𝑥 = ç
∆
b‹ˆ ›œ a ` è m 𝐴𝐴5.1.3-7
> = ‘u 𝐵𝐵=cc =
cd‹
| 𝐷𝐷@ + 𝐷𝐷>
ùž – ‹¡ˆ ¢ùž –£]꤈

‘&¥ùž – ‹¡ˆ ¢ùž –£]꤈ ¦

5.1.4-2: ∆𝑓𝑓Y` = ∆b‹ˆ `›œèa m
`›œ m 5.1.4-1: 𝑥𝑥 = çù
ž – ‹¡ˆ ¢ùž –£]꤈

‘&¥ùž – ‹¡ˆ ¢ùž –£]꤈ ¦

5.1.4-2:
WSDOT Bridge Design Manual  M 23-50.20 ∆𝑓𝑓Y` = Page 5-19
`›œ m
September 2020
5.1.3-7 𝐵𝐵=cc = 𝐷𝐷@ + 𝐷𝐷>
Chapter 5 Concrete Structures

For dropped (two-stage) prismatic crossbeams, the moment distribution is likely

to be nearly uniform. For raised (flush) crossbeams, it is likely that λLcb will be >
1.0 and the moment distribution will not be uniform. For tapered crossbeams,
Equation 5.1.3-2 may be used if the torsional stiffness is initially defined by
the deepest section of the crossbeam, and λLcb is then increased by 20%. This
will lead to a less uniform distribution of girder moments than that found with
a prismatic crossbeam.

A slight downwards adjustment in the number of extended strands for an

individual girder is acceptable if the sum of the adjusted total moment resistance
is greater than the ideal total moment resistance. Girders closer to the pier
columns shall not have fewer strands than the ideal number required. When
girder designs in a span are otherwise identical, the pattern and number of
extended strands should also be identical, using the largest number of strands
required for any girder.

For cases with uneven girder spacings or girders centered on columns, the
designer shall verify that the total combined moment resistance of all girders
within the tributary region of the column is greater than the total moment
demand at the superstructure CG minus the total factoredConcrete
O>aplerS
superimposed
structures
dead
load moments.

Figure 5.1.3-1 Strand Development

EXTENDED REBARS

GIRDER GIRDER

STRAND CHUCK OR
STRAND ANCHOR

STRAND DEVELOPMENT

Figure 5.1.3-1

Page 5-20 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Figure 5.1.3-2 Extended Strand Design





Anchorage of extended strands is essential for all prestressed concrete girder bridges with
fixed diaphragms at intermediate piers. Extended strand anchorage may be achieved by
directly overlapping extended strands, by use of strand, by the use of the crossbeam ties
along with strand ties, or by a combination of all three methods. The following methods in
order of hierarchy shall be used for all prestressed concrete girders for creating continuity
of extended strands:

Method 1 – Direct extended strands overlapping shall be used at intermediate piers

without any angle point due to horizontal curvature and for any crossbeam width.
This is the preferred method of achieving extended strand continuity. Congestion
of reinforcement and girder setting constructability shall be considered when large
numbers of extended strands are required. In these cases, strand ties may be used in
conjunction with extended strands. See Figure 5.1.3-3

Figure 5.1.3-3 Overlapping Extended Strands

¢ G
IR 3
C

EXTEND STRAIGHT STRANDS

FAR FACE X = END OF GIRDER TO FAR END AS NOTED IN THE GIRDER
E
L LIN

OF DIAPHRAGM AS PRACTICAL, SCHEDULE

BUT NOT LESS THAN 1'-9"


¢ PIER

¢ GIR

EXTENDED STRAND
OVERLAP
STRAND CHUCK X

GIRDER END

STRAND EXTENSION DETAIL

¢ G
IR 2 ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER
C
ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY
EXTENDED STRAND OVERLAP BEFORE PLACING DIAPHRAGM CONCRETE.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-21

September 2020
Chapter 5 Concrete Structures

Method 2 – Strand ties shall be used at intermediate piers with a girder angle point
due to horizontal curvature where extended strands are not parallel and would cross
during girder placement. Crossbeam widths shall be greater than or equal to 6 feet
measured along the skew. It is preferable that strand ties be used for all extended
strands, however if the region becomes too congested for rebar placement and
concrete consolidation, additional forces may be carried by crossbeam ties up to a
maximum limit as specified in equation 5.1.3-6. See Figure 5.1.3-4.
¢ GIR 8D

Figure 5.1.3-4 Stand Ties

¢ GIR 8D

EXTENDED STRANDS

¢ CROSSBEAM

MAX.
8"
EXTENDED STRANDS

¢ CROSSBEAM
STRAND TIES

MAX.
8"
STRAND TIES

¢ GIR 8D

STRAND TIE DETAIL

¢ GIR 8D

STRAND TIE DETAIL

END-TO-END OF PRECAST GIRDERS
AT CROSSBEAM MINUS 3"

END-TO-END OF
1" PRECAST GIRDERS
STRAND ANCHOR (TYP.) AT CROSSBEAM MINUS 3"
(TYP.)

STRAND TIE GEOMETRY

1"
Method 3 – For crossbeams with widths less than 6′ and(TYP.)
STRAND ANCHOR (TYP.)
a girder angle point due
to horizontal curvature, strand ties shall be used if a minimum of 8″ of lap can be
provided between the extended STRAND TIEstrand
strand and GEOMETRY
tie. In this case the strand ties
shall be considered fully effective. For cases where less than 8″ of lap is provided,
the effectiveness of the strand tie shall be reduced proportional to the reduction in
lap. All additional forces not taken by strand ties must be carried by crossbeam ties
up to the maximum limit as specified in equation 5.1.3-6. If this limit is exceeded, the
geometry of the width of the crossbeam shall be increased to provide sufficient lap
for the strand ties. See Figure 5.1.3-5.

Page 5-22 WSDOT Bridge Design Manual  M 23-50.20

September 2020
 mŒ

Žèk ‘’
Concrete Structures 5.1.3-5 𝜆𝜆𝐿𝐿@ƒ = çu m | (p“/mw Chapter 5
ê xy )

The area of transverse ties considered

‘ effective for strand ties development in the
lower crossbeam (As) shall not* exceed:
*
„ –m ‰ –m …
• —

* `ab cad ’ab

5.1.3-6 𝐴𝐴> = ‘ u cd‹
| (5.1.3-6)

Where:
Aps = Area of strand ties (in2)
fpy = Yield strength of extended strands (ksi)
Nps = Number of extended strands that are spliced with strand and crossbeam ties
fye = Expected yield strength of transverse tie reinforcement (ksi)
5.1.3-7 𝐵𝐵=cc = 𝐷𝐷@ + 𝐷𝐷>
Two-thirds of As shall be placed directly below the girder and the remainder of As
∆b‹ˆ `›œèa m
shall be placed outside the bottom
5.1.4-1: 𝑥𝑥 = çù flange¢ù
width as shown in Figure 5.1.3-5.
ž – ‹¡ˆ ž –£]꤈

The size of strand ties shall be the same as the extended strands, and shall be placed
‘&¥ùž – ‹¡ˆ ¢ùž –£]꤈ ¦
5.1.4-2: ∆𝑓𝑓
at the same level and proximity =
Y`of the extended strands.
`›œ m

Figure 5.1.3-5 Lower Crossbeam Ties

¢ OAK BLOCK ¢ OAK BLOCK

¢ PIER
¢ GIRDER

ADDITIONAL LOWER
CROSSBEAM TIES.

LOWER CROSSBEAM TIES

CROSSBEAM TIE DETAIL

LOWER CROSSBEAM STIRRUPS NOT SHOWN FOR CLARITY

INTEGRAL DIAPHRAGM DETAIL

WSDOT Bridge Design Manual  M 23-50.20 Page 5-23

September 2020
Chapter 5 Concrete Structures

5.1.4 Prestress Losses

AASHTO LRFD outline the method of predicting prestress losses for usual prestressed
concrete bridges that shall be used in design except as noted below.

A. Instantaneous Losses

1. Elastic Shortening of Concrete

x x 100100
5.1.1‐1     
5.1.1‐1      � �      Therefore, x �x 110% 
     Therefore, � 110% 
70 70 64 64
Transfer of prestress forces into the prestressed concrete girder ends results in
5.1.1‐2     ∆total
5.1.1‐2     ∆ �∆ �elastic �1 ��1 ��t,
∆elastic � ��t, ti �� ti �� 
an instantaneous elastictotal loss. The prestress loss due to elastic shortening shall be
added to the time dependent �losses to determine the total
� � losses. The loss due
5.1.3‐1  ������
5.1.3‐1  � 12 ������
12 ����
· �· ��� �����
����� � · � · �.��� �   � 
to elastic shortening shall be taken as in accordance with �.��� �� �AASHTO LRFD
�� ���
�� Section
[Link].3. ��� ���
�� ���� ���� ���� �
5.1.3‐2  ��� ������ ���� �� �� �� �
�  � 
5.1.3‐2  ��
�
�� �
�� � �
�� �
�� �
�� ��
For pre-tensioned member and low-relaxation strands, ƒcgp may be calculated
based on 0.7ƒpu. For post-tensioned �� ��
����
��� ���� members with bonded tendons, ƒcgp
5 .1 .3-3 ����
5 .1 .3-3 ����
���
� � ��� ForFor
��� girders
girders withinwithinthethe effective
effective width
width
may be calculated based on prestressing
���
�� � force after jacking at the section of
maximum moment. �� ��
��� ������
5 .1 .3-4 ����
5 .1 .3-4 ����
���
� � ��� ForFor
��� girders
girders outside
outside thethe effective
effective width
width
�� ��� �
2. Anchorage Set Loss
5.1.3‐5  If   � ������ � ���
If   � ���
  then  � ���
5.1.3‐5  � ���
��� ���
����   then  � � ����
��� ���
���
   
����
The anchor set loss for multi-strand tendons should be based on ⅜″ slippage for
��
design purposes. For long  tendons
5.1.3‐6  where
������
If   � the
��� stress along
  then  � � the��
��� �tendon
�� at jacking
5.1.3‐6    If   � ��� �
��� � ���
�
���   then  �
��� ��� �
��� ���
� ��� ���
��  ���  
may be approximated as linear, anchor set loss and the length �� ��
�
affected
� �
by anchor
set loss may5.1.3‐7 
be5.1.3‐7 
calculated
���� as
���� � shown
��� ��� ���in ��Figure
  5.1.4-1.

∆ ∆���� ������� �
5.1.4‐1:  ��
5.1.4‐1: � � � � ��� �� �     (5.1.4-1)
� � �� �� � ������ ������
� ����� � ������

����� ���������
��� ������ ��
� �
5.1.4‐2: ∆�∆���
5.1.4‐2:  � �����
   
� ������
�� � � � � ��� ���
(5.1.4-2)

5.1.4‐3:     ∆�
5.1.4‐3:     ∆� � ��������
� �����1���1 ����������
�� ��    
Figure 5.1.4-1 Anchorage Set Loss
 where:     
 where:      �� � ��� � ���
������� ��� �� ��� ��  
� �
� 2   
�V��V 2
L L
S S
�H��H �   
RR
5.1.4‐4:     ∆f
5.1.4‐4:     ∆f � pRO
� ∆f
pT pT ∆fpRO �pES
� ∆f ∆fpES �pED
� ∆f ∆fpED �pLT
� ∆f    
∆fpLT

�������� ������
��������
5.1.4‐5:     ∆�
5.1.4‐5:     ∆� � � ��
���
��� � �.55� ��  ��  
� �.55�
�� ������

� �� �� ������
���� �������� �����
���������� ����� ����
���� ����
���� ��
���� � �� �
5.1.4‐6:     ∆�
5.1.4‐6:     ∆� � � ��
���
���
�
�� ���� ����������
� � �  � 
�
�� � �� �� �� ��

5.1.4‐7:     ∆�
5.1.4‐7:     ∆� � ���
� ∆�
���
��� ∆���� � ���
� ∆�∆���� ∆� ��  
� ��
� ∆�

� ���
�����
5.1.4‐7 where:     3��
5.1.4‐7 where:     3 � � � �� � �3�
�� 3� � ��
��� � �.� 
�� �.� 
�� �� � ��

Page 5-24 WSDOT Bridge Design Manual  M 23-50.20

September 2020
 ��� ���� �
��� ���� ����
5.1.3‐2  ��
��� � ��� � � 
��
Concrete Structures Chapter 5
��
����
���
5 .1 .3-3 ���� � For girders within the effective width
3. Friction Losses ���
���

��
Friction losses occurring
5 .1 .3-4 during
���
���� � ���
���
jacking and prior
For girders to anchoring
outside the effectivedepend
width on the
���
system and materials used. For a rigid spiral galvanized ferrous metal duct
system, μ shall be 0.20If   �
5.1.3‐5  and���K = 0.0002.
���
� ������� For plastic
  then  � ��� � ducts,
��� the designer shall use
����  
the values shown in AASHTO LRFD Table [Link].2b. ��
��� ��� ���
5.1.3‐6    If   ���� � ����   then  ���� � ���� �����  
To avoid the substantial friction loss caused by sharp tendon � curvature
� in the
end regions where the tendons flare out from a stacked arrangement towards
5.1.3‐7  ���� � �� � ��  
the bearing plates, use 0.10 times the span length or 20 feet as the minimum
flare zone length. The recommended ∆��� ��� ��minimum
� radius (horizontal or vertical) of
5.1.4‐1:  � � ��  
flared tendons is 200 feet. In� �����the special
�� � ������cases where sharp curvature cannot be

avoided, extra horizontal and vertical ties shall be added along the concave side
����� ����� ��� ������ �
of the curve5.1.4‐2: 
to resist the
∆���tendency
� to break through   the web.
��� �

5.1.4‐3:     ∆��� � ��� �1 � � �������� �  (5.1.4-3)

5.1.4‐4:     ∆fpT � ∆fpRO � ∆fpES � ∆fpED � ∆fpLT  

When summing the α angles for total friction loss along the structure, horizontal
curvature of the tendons as well as horizontal
�������� ��� and vertical roadway curvature
5.1.4‐5:     ∆���� � � �.55���  
shall be included in the summation. �� The��� α angles for horizontally and vertically
curved tendons are shown in Figure 5.1.4-2.
�� ������ ������������ ���� ����� ���� ���� ���� �
5.1.4‐6:     ∆���� � �� � � 
�� �� ��
Figure 5.1.4-2 The α Angles for Curved PT Tendons
5.1.4‐7:     ∆���� � ∆���� � ∆���� � ∆���  

��� ���
5.1.4‐7 where:     3 �� ��� � 3�� ��� � �.� 
��

WSDOT Bridge Design Manual  M 23-50.20 Page 5-25

September 2020
Chapter 5 Concrete Structures

B. Approximate Estimate of Time-Dependent Losses

The Approximate Estimate of Time-Dependent Losses of AASHTO LRFD Section

[Link] may be used for preliminary estimates of time-dependent losses for
prestressed concrete girders with composite decks as long as the conditions set forth
in AASHTO are satisfied.

C. Refined Estimates of Time-Dependent Losses

Final design calculations of time-dependent prestress losses shall be based on the

Refined Estimates of Time-Dependent Losses of AASHTO LRFD Section [Link].

D. Total Effective Prestress

For standard precast, pre-tensioned members with CIP deck subject to normal
loading and environmental conditions and pre-tensioned with low relaxation strands,
the total effective prestress may be estimated as:

𝑓𝑓𝑓𝑓𝑝𝑝𝑝𝑝
𝑝𝑝𝑝𝑝 =
= 𝑓𝑓𝑓𝑓𝑝𝑝𝑝𝑝
𝑝𝑝𝑝𝑝 −
−∆𝑓𝑓 𝑝𝑝𝑝𝑝 −
∆𝑓𝑓𝑝𝑝𝑝𝑝 −∆𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝 −
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝 −∆𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝 −
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝 −∆𝑓𝑓
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝
𝑝𝑝𝑝𝑝𝑝𝑝 (5.1.4-4)
(5 .1 .4-4)
(5 .1 .4-4)

The total prestress loss may be estimated as:

tThe
tThe total
totalprestress
prestress loss
loss may
maybe
be estimated
estimated as:
as:
∆𝑓𝑓 𝑝𝑝𝑝𝑝 =
∆𝑓𝑓𝑝𝑝𝑝𝑝 = ∆𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝 +
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝 +∆𝑓𝑓
∆𝑓𝑓𝑝𝑝𝐿𝐿𝑇𝑇
𝑝𝑝𝐿𝐿𝑇𝑇 (5.1.4-5)
(5 .1 .4-5)
(5 .1 .4-5)

Initial relaxation that occurs between the time of strand stressing and prestress
transferThemay
The firstbe
first termestimated as:
term relates
relatesto
toiInitial
iInitialrelaxation
relaxationthat
thatoccurs
occursbetween
betweenthe
thetime
timeof
ofstrand
strandstressing
stressingand
andprestress
prestress
transfer
transfermay
maybe
be estimated
estimated as:.
as:.

(5.1.4-6)
(5 .1 .4-56)
(5 .1 .4-56)

Where:
Where:
Where:
t = tt ==Duration
Duration ofoftime
Duration of time between
time between
strand
between strand
stressing
strand stressing
stressing and
and prestress
and prestress
prestresstransfer,
transfer, typically
transfer, typically
typically11 day.
day.
1 day
fpj = ffpjpj ==Jacking
Jackingstress
Jacking stress
stress
fpy = Yield
ffpypy ==Yield
Yield strength
strength of
strength of the
of thestrand
the strand
strand

Long term time dependent losses, ΔfpLT, are computed in accordance with the refined
Long
Long term
termtime
time dependent
dependentlosses,
losses, Δf pLT,, are
ΔfpLT are computed
computed in
in accordance
accordance with
with the
the refined
refined estimates
estimates of
of
estimates of AASHTO LRFD
AASHTO
AASHTOLRFD LRFD5.9.5.4
[Link] or
Section
or aa detailed
[Link] method.
detailed time-step
or a detailed
time-step method. Elastic time-step
Elastic gain
gain due
due to
todeck
method.
deck shrinkage
Elastic
shrinkage shall
shallbe
be
gain due to deckseparately.
considered
considered shrinkage shall be considered separately.
separately.
Elastic
Elastic shortening,
shortening, The
Thesecond
second term,
term, Δf pES,,, accounts
ΔfpES, accounts for
forelastic
elastic shortening
shortening and
and isis computed
computed in
in
Elastic accordance
shortening,
accordance with Δf
with pES, is computed
AASHTO
AASHTO LRFD in accordance with AASHTO LRFD
LRFD5.9.5.2.3a.
[Link].3a.
Section [Link].3a.
The
Theelastic
elastic gain
gain due
due to
todeck
deck placement,
placement, and
and superimposed
superimposed dead
dead loads
loads and
and live
live loads
loads isis taken
taken to
tobe:
be:
𝐸𝐸𝐸𝐸
𝑝𝑝 �𝑀𝑀 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠+𝑀𝑀
�𝑀𝑀𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟�𝑒𝑒
+𝑀𝑀𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 �𝑒𝑒𝑝𝑝𝑝𝑝 (𝑀𝑀 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠+𝛾𝛾
(𝑀𝑀𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝐿𝐿𝐿𝐿𝑀𝑀
+𝛾𝛾𝐿𝐿𝐿𝐿 𝐿𝐿𝐿𝐿+𝐼𝐼𝐼𝐼)�𝑌𝑌
𝑀𝑀𝐿𝐿𝐿𝐿+𝐼𝐼𝐼𝐼 𝑏𝑏𝑏𝑏−𝑌𝑌
)�𝑌𝑌𝑏𝑏𝑏𝑏 𝑏𝑏𝑏𝑏+𝑒𝑒
−𝑌𝑌𝑏𝑏𝑏𝑏 𝑝𝑝𝑝𝑝��
+𝑒𝑒𝑝𝑝𝑝𝑝
∆𝑓𝑓
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝 = 𝐸𝐸𝐸𝐸𝑝𝑝�−
𝑝𝑝𝑝𝑝𝑝𝑝 = �− 𝐼𝐼𝐼𝐼𝑔𝑔𝑔𝑔
𝑝𝑝𝑝𝑝
−
− 𝐼𝐼𝐼𝐼𝑐𝑐𝑐𝑐
��
𝐸𝐸𝑐𝑐𝑐𝑐
(5 .1 .4-67)
(5 .1 .4-67) Formatte
Formatt

Where:
Where:
EEpp == Modulus
Modulus ofof elasticity
elasticityof of the
the prestressing
prestressing strand
strand
EEcc == Modulus
Modulus ofof elasticity
elasticityof of the
the concrete
concrete atatthe
the time
time of
of loading
loading
MMslab
slab == Moment
Momentcaused
caused by bydeck
deck slab
slab placement
placement
MMdiaphragms
diaphragms == Moment
Momentcaused
caused by bydiaphragms
diaphragms and and other
otherexternal
externalloads
loads applied
applied totothe
the
non-composite
non-composite girdergirdersection
section
M
Msidl
sidl == Moment
Momentcaused
caused by byall
allsuperimposed
superimposed dead dead loads
loads including
including traffic
traffic barriers
barriers
and
and overlays
overlays
Page 5-26 MMLL+IM
LL+IM == Moment
Momentcaused
caused by bylive
live load
load and
and dynamic WSDOT
dynamic load Bridge Design Manual  M 23-50.20
load allowance
allowance
γγLLLL == Live
Live load
load factor
factor (1.0
(1.0 for
forService
Service IIand
and 0.8
0.8 for
forService
Service III)
III) September 2020
eepsps == Eccentricity
Eccentricityof of the
the prestressing
prestressing strand
strand
Concrete Structures Chapter 5

The elastic gain due to deck placement, superimposed dead loads and live loads is
taken to be:

𝐸𝐸𝑝𝑝 �𝑀𝑀𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 +𝑀𝑀𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 �𝑒𝑒𝑝𝑝𝑝𝑝 (𝑀𝑀𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 +𝛾𝛾𝐿𝐿𝐿𝐿 𝑀𝑀𝐿𝐿𝐿𝐿+𝐼𝐼𝐼𝐼 )�𝑌𝑌𝑏𝑏𝑏𝑏 −𝑌𝑌𝑏𝑏𝑏𝑏 +𝑒𝑒𝑝𝑝𝑝𝑝 �
∆𝑓𝑓𝑝𝑝𝑝𝑝𝑝𝑝 = �− − � (5.1.4-7)
𝐸𝐸𝑐𝑐 𝐼𝐼𝑔𝑔 𝐼𝐼𝑐𝑐 (5 .1 .4-7)

Where:
E = Modulus of elasticity of the prestressing strand
Where:p
Ec = Modulus of elasticity of the concrete at the time of loading
Ep = Modulus of elasticity of the prestressing strand
M = Moment caused by deck slab placement
Ec slab = Modulus of elasticity of the concrete at the time of loading
MMslab = = Moment
diaphragms Moment caused by diaphragms and other external loads applied to the non-
caused by deck slab placement
composite girder section
Mdiaphragms = Moment caused by diaphragms and other external loads applied to the
Msidl = Moment caused by allgirder
non-composite superimposed
section dead loads including traffic barriers
Msidl and overlays
= Moment caused by all superimposed dead loads including traffic barriers
MLL+IM = Moment caused by live load and dynamic load allowance
and overlays
γ
MLL+IM
LL =
= Momentfactor
Live load caused (1.0
byfor
liveService I and
load and 0.8 for load
dynamic Service III)
allowance
eps
γLL =
= Eccentricity of the (1.0
Live load factor prestressing strand
for Service I and 0.8 for Service III)
eps
Ig = Moment
= Eccentricity of the
of inertia ofprestressing strand girder
the non-composite
IgIc = Moment
= Momentofofinertia
inertiaofof
thethecomposite
non-composite
girder girder
IcYbg = = Location
Momentofofthe inertia of the
centroid of composite girder girder measured from the
the non-composite
Ybg = bottom
Location of the centroid of the non-composite girder measured from the bottom
of the girder
Ybc of the girder
= Location of the centroid of the composite girder measured from the bottom of
Ybc = the girder
Location of the centroid of the composite girder measured from the bottom
of the girder
The elastic gain due to slab shrinkage, ΔfpSS, shall be computed in accordance with
AASHTO LRFD Section [Link].3d. Deck shrinkage shall be considered as an external
The elastic
force appliedgain due composite
to the to slab shrinkage,
section pSS, the
Δffor shallService
be computed in accordance
I, Service with AASHTO
III, and Fatigue I
limit states. This force is applied at the center of the deck with an eccentricitytofrom
LRFD [Link].3d. Deck shrinkage shall be considered as an external force applied the composite
section
the forof
center thethe
Service
deck I,toService III, and
the center Fatigue of
of gravity I limit
the states. This force
composite is applied
section. at the center of the
This force
deck with an eccentricity from the center of the deck to the center of gravity of the composite section.
causes compression in the top of the girder, tension in the bottom of the girder,
This force causes compression in the top of the girder, tension in the bottom of the girder, and an
and an increase
increase in the effective
in the effective prestress prestress force gain).
force (an elastic (an elastic gain).
The deck The deck
shrinkage shrinkage
strain shall be computed as
strain shall be computed as 50 percent of the strain determined
50% of the strain determined by AASHTO LRFD Equation [Link].3-1. by AASHTO LRFD
Equation
E. Temporary [Link].3-1.– For checking stresses during release, lifting, transportation, and erection of
Losses
prestressed girders, the elastic and time-dependent losses may be computed based on the following
E. Temporary Losses
assumptions.
For
1. checking
Lifting ofstresses
Girdersduring
From release,
Casting lifting,
Beds – transportation, and erection
For normal construction, formsofare stripped and girders
prestressed concrete
are lifted from thegirders,
casting the
bed elastic andday.
within one time-dependent losses may be
computed based on the
2. Transportation following assumptions.
– Girders are most difficult to transport at a young age. The hauling configuration
causes reduced dead load moments in the girder and the potential for overstress between the
1. Lifting of Girders From Casting Beds
harping points. Overstress may also occur at the support points depending on the prestressing and
the normal
For truckingconstruction,
[Link]
This isare
compounded by the
stripped and magnitude
girders of the
are lifted prestress
from the force not having
been reduced by losses. For an aggressive construction schedule girders are typically transported to
casting bed within one day.
the job site around day 10.
2. Transportation
When losses are estimated by the Approximate Estimate of AASHTO LRFD [Link], the losses
at the time of hauling may be estimated by:
Girders are most difficult to transport at a young age. The hauling configuration
causes reduced dead load moments in the girder and the potential for (5 .1 .4-7)
overstress between the harping points. Overstress may also occur at the
support points depending on the prestressing and the trucking configuration.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-27

September 2020
 Chapter 5 Concrete Structures

This is compounded by the magnitude of the prestress force not having been
reduced by losses. For an aggressive construction schedule girders are typically
transported to the job site around day 10.

When losses are estimated by the Approximate Estimate of AASHTO LRFD

Section [Link], the losses at the time of hauling may be estimated by:

(5 .1 .4-8)
(5.1.4-8)
(5 .1 .4-8)
Where:
ΔfpTH = total loss at hauling
total loss at hauling Where:
ΔfpH = time dependent loss at time of hauling =
time dependent loss at time of hauling =ΔfpTH = total loss at hauling
ΔfpH = time dependent loss at time of hauling =

3. Erection

During construction, the non-composite girders must carry the full weight of the
deck slab and interior diaphragms. This loading typically occurs around 120 days
for a normal construction schedule.

4. Final Configuration

The composite slab and girder section must carry all conceivable loads including
superimposed dead loads such as traffic barriers, overlays, and live loads. It is
assumed that superimposed dead loads are placed at 120 days and final losses
occur at 2,000 days.

5.1.5 Prestressing Anchorage Systems

There are numerous prestressing systems. Most systems combine a method of

prestressing the strands with a method of anchoring it to concrete.

WSDOT requires approval of all multi-strand and/or bar anchorages used in prestressed
concrete bridges as described in Standard Specifications Section 6-02.3(26).

5.1.6 Post-Tensioning Ducts

Post-tensioning ducts shall meet the requirements of Standard Specifications

Section 6-02.3(26)E.

Ducts for longitudinal post-tensioning tendons in spliced prestressed concrete I-girders

shall be made of rigid galvanized spiral ferrous metal to maintain standard girder concrete
cover requirements.

Page 5-28 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

5.2 Design Considerations

5.2.1 Service and Fatigue Limit States

A. General

Service limit state is used to satisfy stress limit, deflection, and control of cracking
requirements. Design aids for tensile stress in reinforcement at the service limit state,
ƒss, are provided in Appendices 5.2-A1, 5.2-A2, and 5.2‑A3.

B. Control of Cracking

Reinforcement shall be provided and spaced to meet the requirements in

AASHTO LRFD Section 5.6.7 “Control of Cracking by Distribution of Reinforcement.”
The exposure factor shall be based upon a Class 2 exposure condition.

C. Stress Limits in Prestressed Concrete Members

Allowable concrete stresses for the service and fatigue limit states are shown in
Table 5.2.1-1. For prestressed concrete girders, the concrete stress limits shall be
satisfied at all pre-service stages of girder construction and in service in accordance
with Section 5.6.2.C. The tensile stress in the precompressed tensile zone for the
final service load condition (Service III) is limited to zero. This prevents cracking of the
concrete during the service life of the structure and provides additional stress and
strength capacity for overloads.

For tensile stress limits that require bonded reinforcement sufficient to resist the
tensile force in the concrete, the tensile force shall be computed using the procedure
illustrated in AASHTO LRFD C5.9.2.3.1b assuming an uncracked section. The bonded
reinforcement is proportioned using a stress of 0.5fy, not to exceed 30 ksi. Individual
reinforcing bars are only considered if they are fully developed and are located within
the tensile stress region of the member.

The controlling locations for temporary compressive stress with and without lateral
bending are shown in Figure 5.2.1-1.

The variable λ is the concrete density modification factor calculated in accordance

with AASHTO LRFD Section [Link].

For precast prestressed segments that are continuous over supports, such as in
spliced girders, the tensile stress limits at service limit states shall apply for the
precast segment, but need not be applied to a CIP bridge deck.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-29

September 2020
 Chapter 5 Concrete Structures

Table 5.2.1-1 Stress Limits in Prestressed Concrete Members

Condition
Condition Stress StressLocation Location Stress Limit
Allowable Stress(ksi) (ksi)
Condition Stress
Condition Stress Location
Location Allowable
Allowable Stress
Stress (ksi)
(ksi)
Temporary
Temporary Tensile
Condition Tensile
Stress In
In areas
Location
areas without
In without bonded
bonded
areas without reinforcement
reinforcement
bonded reinforcementsufficient
sufficient to
to
sufficientresist
resist Allowable Stress + ≤ (ksi)
Temporary
Temporary Tensile
Tensile In
In areas
areas without
without bonded
bonded reinforcement
reinforcement sufficient
sufficient to
to resist
resist 0.0948𝜆𝜆'𝑓𝑓
0.0948𝜆𝜆'𝑓𝑓 ≤ 0.2
0.2
Stress
Stress at
Temporary
at
Condition
Condition Tensile
Stress
Stress the
In
the tensile
areas
tensile
Location
Location force
without
to resist forcetheintensile
in the concrete
bonded
the concrete
reinforcement sufficient to resist
force in the concrete 0.0948𝜆𝜆'𝑓𝑓
Allowable
Allowable
)*
)*
Stress
Stress
+
++ ≤ (ksi) 0.2
(ksi)
Stress at
Temporary Tensilethe tensile force in the concrete 0.0948𝜆𝜆'𝑓𝑓
0.0948𝜆𝜆'𝑓𝑓 )* ≤
≤ 0.2
0.2
Stress
Transfer
Stress at
Condition
at
Temporary Stress
Tensile the
In tensile
Location
the tensile
areas withforce
force
without in
in
bonded the
the
bonded concrete
concrete
reinforcement
reinforcement sufficient to
sufficient resist
to the
resist Allowable )*
Stress
)* (ksi)
Condition
Temporary
Transfer Stress
Tensile
Stress at In In
Location
In areas
areas areas
without
with with bonded
bonded
bonded reinforcement
reinforcement
reinforcement sufficient
sufficient
sufficient to to to resist
resist
resist the Allowable Stress + +
+ (ksi)
Transfer In areas with bonded reinforcement 0.24𝜆𝜆'𝑓𝑓
0.0948𝜆𝜆'𝑓𝑓 ≤ 0.2
the concretesufficient to
to resist the +
and Lifting
Temporary Tensile tensile forcewithoutin the concrete
bonded reinforcement sufficient to
to resist
Transfer
and Lifting
Stress at
Transfer and In areas
tensile
the the
force
tensile with bonded
tensile
in
force theforce
in the reinforcement
in
concrete
concrete sufficient resist the 0.0948𝜆𝜆'𝑓𝑓
0.24𝜆𝜆'𝑓𝑓
)* + )*
)*++ 0.2
≤
Temporary
Stress
and at
Lifting Tensile In
theareas
tensile
tensile forcewithout
force
in bonded
in
the the reinforcement
concrete
concrete sufficient resist 0.0948𝜆𝜆'𝑓𝑓 )*
0.24𝜆𝜆'𝑓𝑓
0.24𝜆𝜆'𝑓𝑓 +++ )* + 0.2
≤
and
fromLifting
Stress at Compressive the tensile force
tensile in
force the
in concrete )*
in the concrete
and
fromLifting
Transfer tensile
All force
locations in the concrete 0.0948𝜆𝜆'𝑓𝑓 )* )* ≤ 0.2
from Lifting
Stress
Transfer
from
at from Compressive the
Compressive
In
In
All
All
areas
All
tensile
areas
locations
locations
with
areas
with bonded
force (except
bonded the reinforcement
as noted below)
concrete
reinforcement sufficient to
sufficient to resist
resist the
the 0.65𝑓𝑓)*
)*
0.65𝑓𝑓)*
0.24𝜆𝜆'𝑓𝑓
0.65𝑓𝑓 +++ ++
Transfer
Casting
from
and Casting Bed
Lifting
Transfer
and Lifting Compressive In
Allareas
locations
tensile forcewith bonded
in the reinforcement
concrete sufficient to resist the 0.24𝜆𝜆'𝑓𝑓
)*
0.65𝑓𝑓)*
)* )* )*
Casting
Casting In
Compressive areas
tensile force
At with
sectionbonded
in the reinforcement
concrete
extremities (i.e. flangesufficient to resist
tips) during the
handling 0.24𝜆𝜆'𝑓𝑓 +
+
Bed
and Lifting
Casting
Bed
from tensile
Compressive tensile force
All locations
locations in the concrete 0.70 f'
0.24𝜆𝜆'𝑓𝑓
0.65𝑓𝑓)* ++ ci)*
and
from
Bed Lifting Compressive All force
when in the
lateral concrete
bending is explicitly considered 0.65𝑓𝑓 )*
Bed
from
Bed
Temporary
Casting Compressive
Tensile All
In locations
areas without bonded reinforcement sufficient to resist 0.09480.65𝑓𝑓
)*
√f’
l √f’
+
+ c (ksi)
from
Casting
Temporary Compressive
Tensile All
In locations
areas
In without
areas bonded
without reinforcement
bonded reinforcementsufficient to
sufficientresist 0.0948
0.0948 l
0.65𝑓𝑓)*
√f’ c (ksi)
Temporary
Casting
Stress at
Temporary Tensile
Tensile In
the
In areas
tensile
areas without
force
without bonded
in the
bonded reinforcement
concrete
reinforcement sufficient
sufficient to
to resist
resist 0.0948 l
l
)*
√f’ c (ksi)(ksi)
Stress
Bed
Casting
Bed at
Stress at
at the
the tensile
to resist
tensile force
forcethein
in the
tensile
the concrete
force in the concrete
concrete 0.0948 l √f’ c (ksi)
c
Stress
Bed
Shipping
Stress
Shippingat
Temporary Tensile the
the tensile
tensile
In areas
areas without force
force
without in
in the
the
bonded concrete
concrete
reinforcement sufficient to resist
resist
Bed
Temporary
Shipping Tensile In with
with bonded
areasbonded
In without bonded
with
reinforcement
reinforcement
reinforcement
bonded reinforcement
sufficient
sufficient to resist
sufficient
to resist
sufficientto the
the
to resist 0.0948 l √f’
l √f’cc))++(ksi)
0.19𝜆𝜆1𝑓𝑓
0.0948
0.19𝜆𝜆1𝑓𝑓
+
(ksi)
Shipping
Temporary
and
Shipping
Stress at Tensile In
theareas
tensile with
with bonded
bonded
bonded
force in the reinforcement
reinforcement
reinforcement
concrete sufficient
sufficient to
sufficient
to resist
to
resist the
resist
the 0.19𝜆𝜆1𝑓𝑓
0.0948 l √f’ ++(ksi)
Temporary
Stress
and at Tensile TensileIn
theareas
tensile force
tensile
the without
with in
force bonded
the
in
bonded
tensile concrete
the
force reinforcement
concrete
reinforcement
in the concrete sufficient
sufficient to to resist
resist the 0.19𝜆𝜆1𝑓𝑓
0.0948 l √f’
0.19𝜆𝜆1𝑓𝑓 c)
) (ksi)
)
and
Stress
and Temporary
Erection
Erection
Shippingat tensile
the force
tensile
tensile force in
force
in the
in
the concrete
the concrete
concrete
c
Stress
Shipping
Erectionat In
theareas
tensile
tensile
In
In areas
areasforcewith
with bonded
force
in in
the
bonded the reinforcement
concrete
concrete
reinforcement sufficient
sufficient to
to resist
resist the
the 0.24𝜆𝜆1𝑓𝑓 +++
Erection
Shipping
ErectionStress at In In with
areas areasbonded
with with bonded
bonded reinforcement
reinforcement
reinforcement sufficient
sufficient to
to resist
sufficient
resist the
to resist
the 0.24𝜆𝜆1𝑓𝑓
0.19𝜆𝜆1𝑓𝑓
0.19𝜆𝜆1𝑓𝑓
0.24𝜆𝜆1𝑓𝑓 )
) +++
and
Shipping
and In
In areas
areas
tensile forcewith
with bonded
bonded
in the reinforcement
reinforcement
concrete when sufficient
sufficient
shipping at to
to
6% resist
resist the
the 0.24𝜆𝜆1𝑓𝑓
0.19𝜆𝜆1𝑓𝑓
)
)
and Shipping and In
tensilethe
areasforce tensile
with in theforce
bonded in the concrete
reinforcement
concrete
tensile force in the concrete when when shipping
sufficient
shipping at to
6% resistat 6%
the 0.24𝜆𝜆1𝑓𝑓
0.19𝜆𝜆1𝑓𝑓)+ )
)
Erection
and
ErectionErection superelevation,
tensile force
superelevation,
In areas with in without
the concrete
without
bonded
superelevation, impact
impactwhen
when
reinforcement
without (see
(see
impact shipping
Section
shipping
Section at
sufficient 6%
5.6.2.C.2.d)
at 6%
5.6.2.C.2.d)
to resist the
(see Section 5.6.2.C.2.d)
Erection tensile
In areasforcewithin
superelevation, the
bonded concrete
without reinforcement
impact (see sufficient
Section to resist the
5.6.2.C.2.d) 0.24𝜆𝜆1𝑓𝑓))++
0.24𝜆𝜆1𝑓𝑓
Erection superelevation,
In areas with
superelevation,
tensile force in without
bonded
without
the concrete
concreteimpact
reinforcement
impactwhen (see
(see Section
sufficient
Section
shipping 5.6.2.C.2.d)
to resist
5.6.2.C.2.d)
at 6%
6% the 0.24𝜆𝜆1𝑓𝑓 + +
Compressive All In areas
tensile force
All
locationswith
areas bonded
in the
(except reinforcement
as notedwhen sufficient
shipping
below) at to resist the 0.65𝑓𝑓))++ ))+
0.24𝜆𝜆1𝑓𝑓
Compressive tensile
All locations
force in 0.65𝑓𝑓)++
Final
Final Compressive
Tensile
Compressive
Tensile All locations
superelevation,
Precompressed
tensile force
superelevation,
All
Compressive locations
Precompressed
At in the
section
concrete
without
tensile
the
without
tensile
extremities impact
zone
concreteimpact
zone
when
when
(i.e. (see
(seeshipping
Section
shipping
flangeSection at 6%
5.6.2.C.2.d)
at5.6.2.C.2.d)
6% handling
tips) during
0.65𝑓𝑓
0.0 ))
0.65𝑓𝑓
0.0
Final
Final Tensile
Tensile Precompressed
superelevation,
Precompressed tensile
without
tensile zone
impact
zone (see Section 5.6.2.C.2.d) 0.0 f'++c
0.70
0.0
Stresses
Final
Stresses at Compressive
at Tensile
Compressive superelevation,
Precompressed
when
Effective
All
All locations
locations prestress without
tensile
lateral bending
and impact
zone (seeloads
is explicitly
permanent Section 5.6.2.C.2.d)
considered 0.0 ))++
0.45𝑓𝑓
0.65𝑓𝑓
0.65𝑓𝑓
Stresses at
Stresses at Compressive
Compressive Effective
Effective prestress
prestress and
and permanent
permanent loads
loads 0.45𝑓𝑓
0.45𝑓𝑓 )
)+++
Service
Stresses
Final at Compressive
Tensile All locations
Effective
Precompressed
Effective prestress,
prestress
All prestress, permanent
and
tensile permanent
zone
permanent loads and
loads transient (live) 0.65𝑓𝑓
0.60𝑓𝑓
0.45𝑓𝑓
Final
Service Tensile Tensile
Compressive All locations
Precompressed
Effective Locations
prestress,tensile zone loads
permanent loads and
and transient
transient (live)
(live) 0.0
0.60𝑓𝑓
0.0 )))))++
0.65𝑓𝑓
0.60𝑓𝑓
Service
Load
Final
LoadFinalat
Service
Stresses Tensile
Stresses Effective
Precompressed
loads prestress,
prestress, permanent
tensile zone
permanent loads
loads and transient
andand
transient (live)
(live) loads 0.60𝑓𝑓
0.0
0.60𝑓𝑓 +
Final
Stresses at
Load at Service
Load Compressive loads
Compressive
Tensile Effective
All prestress
Precompressed
Effective
loads prestress
areas due and
tensile
and
to permanent
zone prestress
permanent
effective loads
loads permanent 0.45𝑓𝑓
0.0 )))++
0.45𝑓𝑓
Stresses
Service at
Final
Load
Final Compressive loads
Compressive Fatigue
Effective
Fatigue
loads prestress
I Load and
Combination permanent
plusloads loads
one-half effective (live) 0.45𝑓𝑓
0.40𝑓𝑓 )++
Stresses
Service
Final
Final Limit
Service
at State Compressive
Compressive
Compressive Fatigue
FatigueAllIII Load
Effective areas,Combination
prestress,
prestress
prestress,
Load
Load
permanent
dueand
Combination
to effective
Combination
plus
permanent
permanent plus
plus
one-half
loads and
loads
one-half
prestress,
one-half
effective
and transient
transient
effective
permanent
effective
(live)
loads 0.40𝑓𝑓
0.60𝑓𝑓
0.45𝑓𝑓
0.60𝑓𝑓
0.40𝑓𝑓)))+++
0.40𝑓𝑓
Stresses
Final
Load
Stresses at Compressive prestress
at prestress
Effective
Fatigue I Loadand permanent
and permanent
prestress, permanent
Combination loads
loads inone-half
plusloads
in accordance
and with (live)
and transient
effective 0.60𝑓𝑓
0.40𝑓𝑓
Service
Load
Stresses
Stresses
Load at
at
loads
Effective
loads and
prestress
prestress
prestress,
transient
and
and
permanent
permanent
permanent loads in accordance
loads loads
(live) loads
in accordance
accordance
with
transient
with (live)
with
0.60𝑓𝑓)))+
Stresses
Fatigue
Final
Load at loads
prestress
AASHTO
Compressive loads
Fatigue I Loadand
LRFD permanent
Section
Load Section
Combination loads
[Link] in accordance
plus one-half with
one-half effective
effective 0.40𝑓𝑓))++
Final
Fatigue Compressive
Final Stresses Fatigue
AASHTO AllII LRFD Combination
areasSection
due to the [Link] plus
Fatigue I Load Combination plus 0.40𝑓𝑓
Fatigue
Load
Final
Fatigue Compressive AASHTO
Fatigue
AASHTO LRFD
Load Combination [Link] plus one-half effective 0.40𝑓𝑓 +
Load
Stresses
Final
Stresses
Load at at
at Compressive
Fatigue prestress
Fatigue
prestress
Compressive I LRFD
one-halfand
Load Section
and permanent
Combination
permanent
the sum
[Link]
of loads
plusin
loads accordance
inone-half
effective with
effective
accordance
prestress with
and permanent 0.40𝑓𝑓))+
Load
Stresses at prestress and permanent loads in
Load
Fatigue
Stresses
Fatigue
Limitat State AASHTO
prestress
AASHTO loads LRFD
and
LRFD Section
Section [Link]
in permanent
accordance loads
[Link] in accordance
accordance with
with AASHTO LRFD with
Section [Link]
Fatigue
Load
Fatigue
Load AASHTO LRFD Section
AASHTO LRFD Section [Link] [Link]
Load
Load
Figure 5.2.1-1 Temporary Compressive Stress Limits With and Without Lateral Bending
Allowable Stresses
Allowable Stresses in in Prestressed
Prestressed Concrete
Concrete
Allowable Stresses
Allowable Stresses in Prestressed
in
Members Prestressed Concrete
Concrete
Allowable Stresses in Prestressed
Members
Members Concrete
Neutral Axis with
Table 5.2.1-1
Table 5.2.1-1 Members
Members
lateral bending
Table 5.2.1-1
5.2.1-1 Neutral Axis without Allowable Stresses
Allowable Stresses in in Prestressed
Prestressed Concrete
Concrete
Table
Table 5.2.1-1 Allowable Stresses in
in Prestressed Concrete
Prestressed
lateral bending
Allowable Stresses Members
Members Concrete
Table 5.2.1-1
Table 5.2.1-1 Members
Members
Table 5.2.1-1
Table 5.2.1-1

ƒ≤ 0.70ƒ'ci
Compression limit
with lateral bending
ƒ≤ 0.65ƒ'ci
Compression limit
without lateral bending

Page 5-30 WSDOT Bridge Design Manual  M 23-50.20

September 2020
FIGURE 5.2.1-1
 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐

0.65 ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
5.2.2-1 table: 0.0948 �ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 ≤ 0.2 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) . 19�ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
Concrete Structures Chapter 5
0.0948 �ƒ′𝑐𝑐𝑐𝑐
(𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) ′
5.2.2 Strength-Limit State . 19�ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) 0.65 ƒ𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
0.19�ƒ′ ′𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) ′
A. Flexure 0.65 ƒ𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 0.0948 �ƒ𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)

0.19�ƒ𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) 0.24�ƒ′ (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) ′

Design for flexural force effects shall be in accordance with
0.0948 �ƒ𝑐𝑐𝑐𝑐 AASHTO LRFD
′ 𝑐𝑐𝑐𝑐(𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)

Section 5.6. 0.19�ƒ′ (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) ′

0.19�ƒ′𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
𝑐𝑐𝑐𝑐 0.24�ƒ𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
For prestressed concrete girders, the approximate methods 0.65 ƒ′𝑐𝑐𝑐𝑐of AASHTO LRFD Section
′ (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) 0.19�ƒ ′ (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
5.6.3 underestimate the flexural strength of the composite 0.24�ƒ 𝑐𝑐𝑐𝑐 deck-girder system 23.
𝑐𝑐𝑐𝑐 2,
5.2.2-1 table: 0.0948 �ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 ≤ 0.2 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
Strain compatibility approaches such as the PCI Bridge Design 0.0 Manual3′ method (PCI
0.19�ƒ′𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) 0.65 ƒ𝑐𝑐𝑐𝑐
BDM Section [Link]) and the Nonlinear Strain Compatibility′ Analysis method in the
. 19�ƒ′𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘) 0.45 ƒ𝑐𝑐𝑐𝑐
PCI Journal23 are recommended. In addition to the effective 0.65 ƒ′𝑐𝑐𝑐𝑐 area of 0.0the deck, the top
flange of the girder and the mild reinforcement
0.65 ′
ƒ𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 in the deck
0.60 ƒand ′ the top flange of the
0.0
𝑐𝑐𝑐𝑐
0.45 ƒ′𝑐𝑐𝑐𝑐
girder may be included in the analysis.
0.40 ƒ′𝑐𝑐𝑐𝑐
0.0948 �ƒ′𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
0.60 ƒ′𝑐𝑐𝑐𝑐
0.45 ƒ′𝑐𝑐𝑐𝑐 girder
The typical section for computation of prestressed concrete composite section
𝑑𝑑𝑑𝑑
5.2.2-1:
properties 0.750.19�ƒ
is shown in Figure≤5.6.2-1. 0.583 + 0.25 � 𝑡𝑡𝑡𝑡 − 1� ′≤ 1.0 0.40 ƒ′𝑐𝑐𝑐𝑐
𝜑𝜑𝜑𝜑 =′𝑐𝑐𝑐𝑐 (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
𝑐𝑐𝑐𝑐 0.60 ƒ 𝑐𝑐𝑐𝑐

1. Flexural Design of Nonprestressed

′ (𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)Singly-Reinforced
0.24�ƒ0.75 𝑑𝑑𝑑𝑑 ′ Rectangular
𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡
− 1� ≤ 1.0Beams
5.2.2-2: 5.2.2-1:
0.75 ≤ 𝜑𝜑𝜑𝜑 =
𝑐𝑐𝑐𝑐
0.650≤ 𝜑𝜑𝜑𝜑+=0.15
0.583
� 𝑡𝑡𝑡𝑡+−0.25
1�ƒ𝑐𝑐𝑐𝑐≤� 0.9
0.40
𝑐𝑐𝑐𝑐 𝑐𝑐𝑐𝑐
For design purposes, the0.19�ƒ
area ′𝑐𝑐𝑐𝑐of(𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘)
reinforcement 𝑑𝑑𝑑𝑑 for a nonprestressed singly-
5.2.2-1: 0.75 ≤ 𝜑𝜑𝜑𝜑 = 0.583
5.2.2-2: 0.75 ≤+can 𝜑𝜑𝜑𝜑0.25 � 𝑡𝑡𝑡𝑡 −𝑑𝑑𝑑𝑑 1�0.15
≤ 1.0𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡 − 1� ≤ 0.9
reinforced
5.2.2-3:rectangular
0.75beam
≤ 𝜑𝜑𝜑𝜑 or
= slab
0.616 +=0.20
0.650
be 𝑐𝑐𝑐𝑐� 𝑡𝑡𝑡𝑡+
determined − 1� ≤� 0.95
by
𝑐𝑐𝑐𝑐 letting: 𝑐𝑐𝑐𝑐
0.65 ƒ′𝑐𝑐𝑐𝑐
𝑑𝑑𝑑𝑑
5.2.2-2: 0.75 ≤ 𝜑𝜑𝜑𝜑 = 0.650
5.2.2-3: +𝜑𝜑𝜑𝜑0.15 � 𝑡𝑡𝑡𝑡 −+1�
𝑎𝑎𝑎𝑎 ≤ 0.9
𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡
5.2.2-1: 𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢 = 𝜙𝜙𝜙𝜙𝑀𝑀𝑀𝑀0.75
𝑛𝑛𝑛𝑛 = ≤𝜙𝜙𝜙𝜙𝐴𝐴𝐴𝐴 =
𝑠𝑠𝑠𝑠 ƒ 𝑦𝑦𝑦𝑦
0.616
�𝑑𝑑𝑑𝑑𝑐𝑐𝑐𝑐 − �0.20 � 𝑐𝑐𝑐𝑐 − 1� ≤ 0.95 (5.2.2-1)
0.0 2
𝑑𝑑𝑑𝑑
5.2.2-3: 0.75 ≤ 𝜑𝜑𝜑𝜑𝐴𝐴𝐴𝐴=
𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦0.616
𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢ƒ′𝑐𝑐𝑐𝑐 = +𝜙𝜙𝜙𝜙𝑀𝑀𝑀𝑀
0.20 = � 𝑡𝑡𝑡𝑡𝜙𝜙𝜙𝜙𝐴𝐴𝐴𝐴
− 1� ≤ 0.95𝑎𝑎𝑎𝑎
However, if: 5.2.2-1:
5.2.2-2: 𝑎𝑎𝑎𝑎 = 0.45 ′
𝑛𝑛𝑛𝑛 𝑐𝑐𝑐𝑐 𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦 �𝑑𝑑𝑑𝑑 − 2 �
∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏
′ 𝑎𝑎𝑎𝑎
5.2.2-1: 𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢 = 𝜙𝜙𝜙𝜙𝑀𝑀𝑀𝑀0.60
5.2.2-2: =ƒ𝑐𝑐𝑐𝑐 𝜙𝜙𝜙𝜙𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠ƒƒ𝑦𝑦𝑦𝑦 �𝑑𝑑𝑑𝑑 − � 2𝑀𝑀𝑀𝑀
∝𝑛𝑛𝑛𝑛1𝑎𝑎𝑎𝑎
𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏= 𝑠𝑠𝑠𝑠 𝑦𝑦𝑦𝑦 ′ 2 (5.2.2-2)
𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏�𝑑𝑑𝑑𝑑 2 −
𝑢𝑢𝑢𝑢
5.2.2-3: 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 = � � ∝1 𝑓𝑓𝑓𝑓−
′ �𝑑𝑑𝑑𝑑 ∝ 𝑓𝑓𝑓𝑓′ 𝑏𝑏𝑏𝑏 𝜙𝜙𝜙𝜙
�
0.40
𝑓𝑓𝑓𝑓𝑦𝑦𝑦𝑦 ƒ𝑐𝑐𝑐𝑐 1 𝑐𝑐𝑐𝑐
𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
5.2.2-2: (2) can be
Equation 𝑎𝑎𝑎𝑎 =
substituted ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏
𝑑𝑑𝑑𝑑∝𝑡𝑡𝑡𝑡1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 into �equation � �𝑑𝑑𝑑𝑑 (1)
− and
𝑑𝑑𝑑𝑑2 solved
− ∝ 𝑓𝑓𝑓𝑓′ 𝑢𝑢𝑢𝑢𝑏𝑏𝑏𝑏for �As:
′ 2𝑀𝑀𝑀𝑀
5.2.2-3: =
�𝑓𝑓𝑓𝑓𝑦𝑦𝑦𝑦≥ 0.005 �
𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡 − 𝑐𝑐𝑐𝑐
5.2.2-1: 0.75 ≤ 𝜑𝜑𝜑𝜑5.2.2-4:
= 0.583 + 0.25𝜖𝜖𝜖𝜖𝑡𝑡𝑡𝑡� =−0.003 1� ≤ 1.0 � 1 𝑐𝑐𝑐𝑐 𝜙𝜙𝜙𝜙
𝑐𝑐𝑐𝑐 𝑐𝑐𝑐𝑐
∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏
� 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
2𝑀𝑀𝑀𝑀
5.2.2-3: 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 =𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡� � �𝑑𝑑𝑑𝑑 − �𝑑𝑑𝑑𝑑2 −𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡∝−𝑎𝑎𝑎𝑎𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐 ′ 𝑢𝑢𝑢𝑢= (5.2.2-3)
5.2.2-2: 0.75 5.2.2-4:
≤ 𝜑𝜑𝜑𝜑 = 0.650 + 0.15 � − 1� 𝑦𝑦𝑦𝑦 𝜖𝜖𝜖𝜖
𝑓𝑓𝑓𝑓 = 0.003 � 1 𝑐𝑐𝑐𝑐�𝑏𝑏𝑏𝑏 ≥
≤𝑡𝑡𝑡𝑡 0.9 𝑐𝑐𝑐𝑐
𝜙𝜙𝜙𝜙 0.005
∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
𝑐𝑐𝑐𝑐
Where: 𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡 − 𝑐𝑐𝑐𝑐
𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
5.2.2-4: 𝜖𝜖𝜖𝜖 = 𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡0.003 � � ≥ 0.005 𝑎𝑎𝑎𝑎 =
5.2.2-3: 0.75 ≤ 𝜑𝜑𝜑𝜑 As = 0.616 = Area+ 0.20 of tension
𝑡𝑡𝑡𝑡 � − 1� reinforcement
≤ 0.95 𝑐𝑐𝑐𝑐 (in )
2 ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
𝑐𝑐𝑐𝑐
Mu = Factored moment (kip-in) 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
𝑎𝑎𝑎𝑎 = ′
5.2.2-1: ƒ′c == 𝜙𝜙𝜙𝜙𝐴𝐴𝐴𝐴
𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢 = 𝜙𝜙𝜙𝜙𝑀𝑀𝑀𝑀 Specified compressive strength of concrete
𝑎𝑎𝑎𝑎 ∝1 𝑓𝑓𝑓𝑓(ksi)
𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
𝑛𝑛𝑛𝑛 𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦 �𝑑𝑑𝑑𝑑 − 2 �
ƒy = Specified minimum yield strength of tension reinforcement (ksi)
𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠b
ƒ𝑦𝑦𝑦𝑦 = Width of the compression face (in)
5.2.2-2: 𝑎𝑎𝑎𝑎 = ∝ 𝑓𝑓𝑓𝑓d ′ 𝑏𝑏𝑏𝑏 = Distance from compression face to centroid of tension reinf. (in)
1 𝑐𝑐𝑐𝑐
Φ = 0.9
∝1 𝑓𝑓𝑓𝑓 𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 = From AASHTO LRFD
� Section [Link]
2𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢
5.2.2-3: 𝐴𝐴𝐴𝐴 = �
𝑠𝑠𝑠𝑠 � �𝑑𝑑𝑑𝑑 − �𝑑𝑑𝑑𝑑2 − ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝜙𝜙𝜙𝜙
𝑓𝑓𝑓𝑓𝑦𝑦𝑦𝑦
The resistance factor should be assumed to be 0.9 for a tension-controlled
𝑑𝑑𝑑𝑑 − 𝑐𝑐𝑐𝑐
5.2.2-4: 𝜖𝜖𝜖𝜖𝑡𝑡𝑡𝑡 =section
0.003 for
� 𝑡𝑡𝑡𝑡 the� initial
𝑐𝑐𝑐𝑐
≥ 0.005determination of As. This assumption must then be verified
by checking that the tensile strain 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦in the extreme tension steel is equal to or
𝑎𝑎𝑎𝑎
greater than 0.005. This will∝also = ′ assure that the tension reinforcement has
1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
yielded as assumed.

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 𝑎𝑎𝑎𝑎
5.2.2-1: 𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢 = 𝜙𝜙𝜙𝜙𝑀𝑀𝑀𝑀𝑛𝑛𝑛𝑛 = 𝜙𝜙𝜙𝜙𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦 �𝑑𝑑𝑑𝑑 − � ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 2𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢
Chapter 5
5.2.2-3:
2 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 = � � �𝑑𝑑𝑑𝑑 − �𝑑𝑑𝑑𝑑2 − � Concrete Structures
𝑓𝑓𝑓𝑓𝑦𝑦𝑦𝑦 ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝜙𝜙𝜙𝜙
𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
5.2.2-2: 𝑎𝑎𝑎𝑎 = ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡 − 𝑐𝑐𝑐𝑐
5.2.2-4: 𝜖𝜖𝜖𝜖𝑡𝑡𝑡𝑡 = 0.003 � 𝑐𝑐𝑐𝑐
� ≥ 0.005 (5.2.2-4)
∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 Where: 2𝑀𝑀𝑀𝑀𝑢𝑢𝑢𝑢 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
5.2.2-3: 𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 = � � �𝑑𝑑𝑑𝑑 −� 𝑑𝑑𝑑𝑑2 − ∝ � ′ 𝑎𝑎𝑎𝑎 =
𝑓𝑓𝑓𝑓𝑦𝑦𝑦𝑦 εt 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏Tensile
1 = 𝜙𝜙𝜙𝜙 strain in the extreme tension steel ∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
dt = Distance from extreme compression fiber to centroid of extreme tension
𝑑𝑑𝑑𝑑𝑡𝑡𝑡𝑡 − 𝑐𝑐𝑐𝑐
5.2.2-4: 𝜖𝜖𝜖𝜖𝑡𝑡𝑡𝑡 = 0.003 � 𝑐𝑐𝑐𝑐
� ≥ 0.005 reinforcement (in)
𝐴𝐴𝐴𝐴𝑠𝑠𝑠𝑠 ƒ𝑦𝑦𝑦𝑦
c =
𝑎𝑎𝑎𝑎 =
∝1 𝑓𝑓𝑓𝑓𝑐𝑐𝑐𝑐′ 𝑏𝑏𝑏𝑏 𝛽𝛽𝛽𝛽1
β1 = From AASHTO LRFD Section [Link]

B. Shear

AASHTO LRFD Section 5.7 addresses shear design of concrete members.

1. The shear design of prestressed members shall be based on the general

procedure of AASHTO LRFD Section [Link].2.

2. The shear design of all non-prestressed members shall be based on either

the general procedure, or the simplified procedure of AASHTO LRFD
Section [Link].1.

3. The strut-and-tie model shall be employed as required by AASHTO LRFD

Sections [Link] and 2 for regions adjacent to abrupt changes in cross-section,
openings, draped ends, deep beams, corbels, integral bent caps, c-bent caps,
outrigger bents, deep footings, pile caps, etc.

4. The maximum spacing of transverse reinforcement is limited to 18 inches.

For prestressed concrete girders, shear for the critical section at dv from the internal
face of the support and at the harping point are of particular interest.

C. Interface Shear

Interface shear transfer (shear friction) design is to be performed in accordance with

AASHTO LRFD Section 5.7.4.

If a roughened surface is required for shear transfer at construction joints in new

construction, they shall be identified in the plans. See Standard Specifications
Section 6-02.3(12)A.

When designing for shear transfer between new and existing concrete, the designer
shall consider the high construction cost associated with roughening existing
concrete surfaces. Whenever practical, the design for placing new concrete against
existing concrete shall be completed such that roughening of the existing concrete
surfaces is not required (i.e. use cohesion and friction factors for a surface that is not
intentionally roughened).

When the additional capacity provided by a roughened surface is required, the

surface roughening shall meet the requirements specified in AASHTO LRFD
Section [Link] (i.e. uniform ¼″ minimum amplitude). See Standard Specifications
Section 6-02.3(12)B and applicable WSDOT special provisions for concrete removal
for reference.
Page 5-32 WSDOT Bridge Design Manual  M 23-50.20
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Concrete Structures Chapter 5

The spall pattern roughening detail shown in Figure 5.2.2-1 may be included on plans
as an alternative to the default uniform ¼″ amplitude roughening.

Figure 5.2.2-1 Spall Pattern Roughening Detail

SURFACE SPALL DEPTH
½" MIN. TO ¾" MAX. (TYP.)
¢ SPALL
¢ SPALL
A 6" 3" À"
(TYP.)

¢ SPALL
¢ SPALL
3"
ORIGINAL CONCRETE

3" (TYP.)
SURFACE PRIOR TO
ROUGHENING

SURFACE SPALL
4"ø MIN.

AREA BETWEEN SURFACE SPALLS SURFACE SPALL (TYP.)

SHALL BE ROUGHENED TO UNIFORM
À" AMPLITUDE

ELEVATION
SECTION A

Interface shear in prestressed concrete girder design is critical at the interface

connection between deck slab and girder, and at the end connection of the girder to
a diaphragm or crossbeam. Shear in these areas is resisted by roughened or saw-
tooth shear keyed concrete as well as reinforcement extending from the girder.

1. Interface Shear Between Deck Slab and Girder

The top surfaces of prestressed concrete girders with cast-in-place decks shall
be roughened as described in Standard Specifications Section 6-02.3(25)H. The
interface shear is resisted by the girder stirrups which extend up into the deck
slab as well as the roughened top surface of the girder top flange.

It is conservative to compute the interface shear force using the full factored
loading applied to the composite deck slab and girder. However, the interface
shear force need only be computed from factored loads applied to the composite
S P A L L P A T T E R N

section after the deck slab is placed such as superimposed dead loads and
R O U G H E N I N G D E T A I L

live loads. F i g u r e 5 . 2 . 4 -
3

For Stay-in-Place (SIP) deck systems, only the roughened top flange surface
between SIP panel supports (and the portion of the permanent net compressive
force Pc on that section) is considered engaged in interface shear transfer.

2. Interface Shear Friction at Girder End

A prestressed concrete girder may be required to carry shears at the end surface
of the girder.

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Chapter 5 Concrete Structures

An end condition at an intermediate pier crossbeam is shown in Figure 5.2.2-2.

The shear which must be carried along the interface A-A is the actual factored
shear acting on the section. The portion of the girder end that is roughened
with saw-toothed shear keys shown on the standard girder plans may be
considered as a “surface intentionally roughened to an amplitude of 0.25 inches”.
Shear resistance must be developed using interface shear theory assuming
the longitudinal bars and the extended strands are actively participating. The
main longitudinal deck slab reinforcement is already fully stressed by negative
bending moments and thus cannot be considered for shear requirements. All
bars, including the extended strands, must be properly anchored in order to be
considered effective. This anchorage requirement must be clearly shown on
the plans.

Similar requirements exist for connecting the end diaphragm at bridge ends
where the diaphragm is cast on the girders (girder End Type A). In this case,
however, loads consist only of the factored diaphragm dead load, approach B R I D G E D E S I G N M A N U A L

C r i t e r i

slab dead load, and those wheel loads which can distribute to the interface.
a

R e i n f o

Longitudinal reinforcement provided at girder ends shall be identical in both ends

r c e d C o n c r e t e S u p e r s t r u c t u r e s P r e c a s t G i r d e r B r i d g e s

of the girder for construction simplicity.

The program PGSuper does not check interface shear friction at girder ends.
Standard girder plan details are adequate for girder End Types A and B. Standard
girder plan details shall be checked for adequacy for girder End Types C and D.

Figure 5.2.2-2 End Connection for Continuous Span Girder

¢ PIER

MAIN LONGITUDINAL BRIDGE

DECK REINFORCING

PRESTRESSED GIRDER
G4 BARS (WF SHOWN, OTHERS
SIMILAR)

G8 BARS

G5 BARS

EXTENDED
CAST IN PLACE
STRANDS
CONCRETE
STRAND CHUCK AND ANCHOR
PLATE OR 2¾" x 1Â" STEEL
STRAND ANCHOR

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Concrete Structures Chapter 5

D. Shear and Torsion

The design for shear and torsion is based on ACI 318-02 Building Code4 Requirements
for Structural Concrete and Commentary (318F‑02) and is satisfactory for bridge
members with dimensions similar to those normally used in buildings. AASHTO LRFD
Section [Link] may also be used for design.

According to Hsu5, utilizing ACI 318-02 is awkward and overly conservative when
applied to large-size hollow members. Collins and Mitchell6 propose a rational design
method for shear and torsion based on the compression field theory or strut-and-tie
method for both prestressed and non-prestressed concrete beams. These methods
assume that diagonal compressive stresses can be transmitted through cracked
concrete. Also, shear stresses are transmitted from one face of the crack to the other
by a combination of aggregate interlock and dowel action of the stirrups.

For recommendations and design examples, the designer can refer to the paper
by M.P. Collins and D. Mitchell, Shear and Torsion Design of Prestressed and
Non‑Prestressed Concrete Beams, PCI Journal, September-October 1980,
pp. 32-1006.

5.2.3 Strut-and-Tie Model

Strut-and-tie models shall be used near regions of discontinuity or where beam theory is
not applicable. Design and detailing considerations for strut-and-tie modeling is covered
in AASHTO LRFD Section 5.8.2. See Appendix 5-B for a strut-and-tie design example for
a pier cap.

5.2.4 Deflection and Camber

A. General

Flexural members are designed to have adequate stiffness to limit deflections or

any deformations which may adversely affect the strength or serviceability of the
structure at service load plus impact. The minimum superstructure depths are
specified in AASHTO LRFD Table [Link].3-1 and deflections shall be computed in
accordance with AASHTO LRFD Section [Link].2.

Accurate predictions of deflections are difficult to determine, since modulus of

elasticity of concrete, Ec, varies with stress and age of concrete. Also, the effects of
creep on deflections are difficult to estimate. For practical purposes, an accuracy
of 10 to 20 percent is often sufficient. Prestressing can be used advantageously
to control deflections; however, there are cases where excessive camber due to
prestress has caused problems.

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Chapter 5 Concrete Structures

B. Deflection Calculation for Prestressed Concrete Girders

The “D” dimension is the computed girder deflection at midspan (positive upward)
immediately prior to deck slab placement.

Standard Specifications Section 6-02.3(25)K defines two levels of girder camber at

the time the deck concrete is placed, denoted D @ 40 Days and D @ 120 Days. They
shall be shown in the plans to provide the contractor with lower and upper bounds of
camber that can be anticipated in the field.

PGSuper calculates estimated cambers at 40 days (D40) and 120 days (D120). Due to
variations in observed camber, these estimated cambers are generally considered to
be upper bounds at their respective times. This is based on measured girder cambers
of prestressed concrete girders compared with the estimated cambers from PGSuper.

D @ 120 Days is the upper bound of expected camber range at a girder age of 120
days after the release of prestress and is primarily intended to mitigate interference
between the top of the cambered girder and the placement of concrete deck
reinforcement. It is also used to calculate the “A” dimension at the girder ends. The
age of 120 days was chosen because data has shown that additional camber growth
after this age is negligible. D @ 120 Days may be taken as D120, the estimated
camber at 120 days reported by PGSuper.

D @ 40 Days is the lower bound of expected camber range at a girder age of 40 days
(30 days after the earliest allowable girder shipping age of 10 days). To match the
profile grade, girders with too little camber require an increased volume of haunch
concrete along the girder length. For girders with large flange widths, such as the WF
series, this can add up to significant quantities of additional concrete for a large deck
placement. Thus, the lower bound of camber allows the contractor to assess the risk
of increased concrete quantities and mitigates claims for additional material. D @ 40
Days shall be taken as 50 percent of D40, the estimated camber at 40 days reported
by PGSuper.

Figure 5.2.4-1 shows a typical pattern of girder deflection with time at centerline
span. Portions of this characteristic curve are described below. The subparagraph
numbers correspond to circled numbers on the curve.

1. Elastic Deflection Due to Release of Prestress

The prestress force produces moments in the girder tending to bow the girder
upward. Resisting these moments are girder section dead load moments. The
result is a net upward deflection.

2. Creep Deflection Before Cutting Temporary Strands

The girder continues to deflect upward due to the effect of creep. This effect is
computed using the equation stated in Section 5.1.1E.

Page 5-36 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

3. Deflection Due to Cutting of Temporary Strands

Cutting of temporary strands results in an elastic upward deflection. The

default time interval for creep calculations for release of top temporary strands is
90 days after the release of prestress during girder fabrication for D120 (10 days
for D40).

4. Diaphragm Load Deflection

The load of diaphragm is applied to the girder section resulting in an elastic

downward deflection. The default time interval for creep calculations for placing
diaphragms is 90 days after the release of prestress during girder fabrication for
D120 (10 days for D40).

5. Creep Deflection After Casting Diaphragms

The girder continues to deflect upward for any time delay between diaphragms
and deck slab casting.

6. Deck Slab Load Deflection

The load of the deck slab is applied to the girder section resulting in an elastic
downward deflection. The default time interval for creep calculations for placing
the deck slab is 120 days after the release of prestress during girder fabrication
for D120 (40 days for D40).

7. Superimposed Dead Load Deflection

The load of the traffic barriers, sidewalk, overlay, etc. is applied to the composite
girder section resulting in an elastic downward deflection.

8. Final Camber

It might be expected that the above deck slab dead load deflection would be
accompanied by a continuing downward deflection due to creep. However, many
measurements of actual structure deflections have shown that once the deck
slab is poured, the girder tends to act as though it is locked in position. To obtain
a smooth riding surface on the deck, the deflection indicated on Figure 5.2.4-1
as “Screed Camber” (known as “C”) is added to the profile grade elevation of the
deck screeds. The “C” dimension and the “Screed Setting Dimensions” detail shall
be given in the plans.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-37

September 2020
 R e i n f o r c e d C o n c r e t e S u p e r s t r u c t u r e s P r e c a s t G i r d e r B r i d

Chapter 5 Concrete Structures

C. Pre-camber

Prestressed concrete girders may be precambered to compensate for the natural

camber and for the effect of the roadway geometry.

Figure 5.2.4-1 Prestressed Concrete Girder Camber

Deflection
(upward)
ù diaphragm
SCREED CAMBER (TO ACCOUNT FOR
DEFLECTION DUE TO DECK SLAB PLACEMENT
AND SUPERIMPOSED DEAD LOADS)
ù tps 3 4 5
ù creep2
ù slab
2 6

TO DECK PLACEMENT)
(IMMEDIATELY PRIOR
ùcreep1

GIRDER CAMBER
7 ùtb +ù ov

D
8 ù excess
1 ùps +ùgirder
(Final Camber)

Time
Cast of Girder

Release Prestress

Cast Deck Slab

Add Traffic Barrier

Cut Temp. Strands
Cast Diaphragms

and Overlay

5.2.5 Construction Joints

Construction joints must divide the structure into a logical pattern of separate elements
which also permit ease of manufacture and assembly.

The joint surfaces should be oriented perpendicular to the outer face of the element.

When construction joints are shown in the Plans for the convenience of the Contractor
and are not structurally required, they shall be indicated as optional.

A. Types of Joints

Joints are either wide or match cast. Depending on their width, they may be filled
with CIP concrete or grout. Match cast joints are normally bonded with an epoxy
bonding agent. Dry match cast joints are not recommended.

B. Shear Keys

In order to assist shear transmission in wide joints, use a suitable system of keys. P r e s t r e s s e d G i r d e r C a m b e r

The shape of the keys may be chosen to suit a particular application and they can F i g u r e 5 . 2 . 6 -
1

be either single keys or multiple keys. Single keys are generally large and localized
whereas multiple keys generally cover as much of the joint surface area as is practical.
6.3 - 9
Single keys provide an excellent guide for erection of elements. Single keys are
preferred for all match cast joints.

Page 5-38 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

For all types of joints, the surfaces must be clean, free from grease and oil, etc.
When using epoxy for bonding, the joints shall be lightly sandblasted to remove
laitance. For CIP or other types of wide joints, the adjacent concrete surfaces shall be
roughened and kept thoroughly wet, prior to construction of the joint. CIP joints are
generally preferred.

5.2.6 Inspection Access and Lighting

A. Inspection Access

For girder bridges with bottom flanges, the minimum girder spacing shall be 5’ to
permit inspection access between the bottom flanges.

See Section 10.8.1 for design requirements for confined spaces.

B. Access Hatch, Air Vent Holes and Inspection Lighting

Box girders with inside clear height of less than or equal to 4 feet do not require
access, lighting, receptacles and ventilation. Utilities, longitudinal restrainers and
other components requiring inspection or maintenance are not permitted inside the
box girder cells.

Box girders with inside clear height greater than 4 feet but less than 6.5 feet shall
have access, lighting, receptacles and ventilation provided inside each box girder
cell containing utilities, longitudinal restrainers and other components requiring
inspection or maintenance.

Box girders with inside clear height greater than or equal to 6.5 feet shall have access,
lighting, receptacles and ventilation provided inside.

Access, lighting, receptacles and ventilation shall not be provided inside prestressed
concrete tub girder cells. Utilities, longitudinal restrainers and other components
requiring inspection or maintenance are not permitted inside the girder cells.

Access doors shall have a minimum 2′-6″ diameter or 2′-6″ square clear opening.
Lock box latches shall be installed on all access doors accessible from ground level.
Access hatches shall swing into the box girders and shall be placed at locations that
do not impact traffic. Lighting and receptacle requirements shall conform to Design
Manual Chapter 1040. Air vents shall conform to Figures 5.2.6-1 and 5.2.6-2.

Box girder penetrations greater than one inch in diameter through the exterior shall
be covered with galvanized wire mesh screen to prevent vermin and birds from
accessing the penetration and the interior of the box girder. The wires shall have
a maximum spacing of 1 inch in both directions.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-39

September 2020
Chapter 5 Concrete Structures

Figure 5.2.6-1 Access Hatch Details



 
 
 
















 





 

Page 5-40 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Figure 5.2.6-2 Air Vent Opening Detail

WSDOT Bridge Design Manual  M 23-50.20 Page 5-41

September 2020
Chapter 5 Concrete Structures

5.3 Reinforced Concrete Box Girder Bridges

Post-tensioning shall be required for all new CIP reinforced concrete single-span or multi-
span box girder bridges.

The use of CIP reinforced concrete (RC) box girder bridges without post-tensioning shall
be restricted to widening existing RC box girder bridges. RC box girder bridges may also
be used for bridges with tight curvatures or irregular geometry upon the WSDOT Bridge
Design Engineer’s approval. Partial prestressing shall not be considered for design of RC
box girders.

The performance and longevity of RC box girder bridges have been a major concern.
Cracking in RC box girders are flexural in nature and are an inherent part of reinforced
concrete design. RC box girders are designed for ultimate strength and checked for
distribution of reinforcement for service conditions and control of cracking. This means
that the concrete cracks under applied loads but the cracks are under control. Open
cracks in RC box girders result in rebar corrosion and concrete deterioration, affecting the
bridge longevity. Post-tensioning RC box girders eliminates cracks, limits corrosion, and
improves structural performance.

The above requirements apply equally to RC T-beam and slab bridges. However, these
types of superstructures are not encouraged. See also Sections 2.4.1.C and 2.4.1.D.

5.3.1 Box Girder Basic Geometries

A. Web Spacing

The most economical web spacing for ordinary box girder bridges varies from about
8 to 12 feet. Greater girder spacing requires some increase in both top and bottom
slab thickness, but the cost of the additional concrete can be offset by decreasing the
total number of girder stems. Fewer girder stems reduces the amount of form work
required and can lower costs.

The number of girder stems can be reduced by cantilevering the top slab beyond
the exterior girders. A deck overhang of approximately one-half the girder spacing
generally gives satisfactory results. This procedure usually results in a more aesthetic
as well as a more economical bridge.

For girder stem spacing in excess of 12 feet or cantilever overhang in excess of 6 feet,
transverse post-tensioning shall be used.

B. Basic Dimensions

The basic dimensions for concrete box girders with vertical and sloped exterior webs
are shown in Figures 5.3.1-1 and 5.3.1-2, respectively.

1. Top Slab Thickness, T1 (includes ½″ wearing surface)

���� � ���

5.3.1‐B1     ��  �    but not less than 7″ with overlay or 7.5″ without overlay.
��

 
�� ����
Page 5-42
5.3.1‐B2     ��  �  
��
  WSDOT Bridge Design Manual  M 23-50.20
September 2020
�� ��
5.3.2‐1      � ��  
Concrete Structures Chapter 5
���� � ���
5.3.1‐B1     ��  �    
2. Bottom Slab Thickness,
�� T2
  i. Near center span
�� ����

5.3.1‐B2     ��  �    but not less than 5.5″ (normally 6.0″ is used).
��

ii. �Near intermediate

� piers
5.3.2‐1      � � �� �  
� ��
Thickening of the bottom slab is often used in negative moment regions
5.3.2‐2     �to control compressive
�� � ������� � ���  stresses that are significant.

Transition
�� �� slope = 24:1 (see T2 in Figure 5.3.1-1).
5.3.3‐1     ��� �  
��
3. Girder Stem (Web) Thickness, T3
5.3.3‐2     �� � �������  
i. Near Center Span
5.3.3‐3     ��� � ������� ����  
Minimum T3 = 9.0″ — vertical
�
[Link]     �
� � ������
Minimum T3�=�����
10.0″ ��� � 
— sloped

ii. Near������
Supports
� ��� ���������
5.3.3‐5     �� � �� � �� � � ���
� 
�� ���
Thickening of girder stems is used in areas adjacent to supports to control
shear requirements.

Changes in girder web thickness shall be tapered for a minimum distance of

12 times the difference in web thickness.

Maximum T3 = T3 + 4.0″ maximum

Transition length = 12 × (difference in web thickness)

4. Intermediate Diaphragm Thickness, T4 and Diaphragm Spacing

i. For tangent and curved bridge with R > 800 feet

T4 = 0″ (diaphragms are not required.)

ii. For curved bridge with R < 800 feet

T4 = 8.0″

Diaphragm spacing shall be as follows:

For 600′ < R < 800′ at ½ pt. of span.

For 400′ < R < 600′ at ⅓ pt. of span.

For R < 400′ at ¼ pt. of span.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-43

September 2020
Chapter 5 Concrete Structures

C. Construction Considerations
Review the following construction considerations to minimize constructability
problems:
1. Construction joints at slab/stem interface or fillet/stem interface at top slab are
appropriate.
2. All construction joints to have roughened surfaces.
3. Bottom slab is parallel to top slab (constant depth).
4. Girder stems are vertical.
5. Dead load deflection and camber to nearest ⅛″.
6. Skew and curvature effects have been considered.
7. Thermal effects have been considered.
8. The potential for falsework settlement is acceptable. This always requires added
stirrup reinforcement in sloped outer webs.

D. Load Distribution

1. Unit Design

According to the AASHTO LRFD, the entire slab width shall be assumed effective
for compression. It is both economical and desirable to design the entire
superstructure as a unit rather than as individual girders. When a reinforced
box girder bridge is designed as an individual girder with a deck overhang, the
positive reinforcement is congested in the exterior cells. The unit design method
permits distributing all girder reinforcement uniformly throughout the width of
the structure.

2. Dead Loads

Include additional D.L. for top deck forms:

5 pounds per square foot of the area.

10 pounds per square foot if web spacing > 10′-0″.

3. Live Load

See Section 3.9.4 for live load distribution to superstructure and substructure.

Page 5-44 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Figure 5.3.1-1 Basic Dimensions–Vertical Webs















   



 




    



WSDOT Bridge Design Manual  M 23-50.20 Page 5-45

September 2020
Chapter 5 Concrete Structures

Figure 5.3.1-2 Basic Dimensions–Sloped Webs

   

 


 



 






 

 






 

  



   


















 
  


















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Concrete Structures Chapter 5

5.3.2 Reinforcement

This section discusses flexural and shear reinforcement for top slab, bottom slab, webs,
and intermediate diaphragms in box girders.

A. Top Slab Reinforcement

1. Near Center of Span

Figure 5.3.2-1 shows the reinforcement required near the center of the span and
Figure 5.3.2-2 shows the overhang reinforcement.

a. Transverse reinforcing in the top and bottom layers to transfer the load to
the main girder stems.

b. Bottom longitudinal “distribution reinforcement” in the middle half of the

deck span in Seff is provided to aid distributing the wheel loads.

c. Top longitudinal “temperature and shrinkage reinforcement.”

2. Near Intermediate Piers

Figure 5.3.2-3 illustrates the reinforcement requirement near intermediate piers.

a. Transverse reinforcing same as center of span.

b. Longitudinal reinforcement to resist negative moment (see Figure 5.3.2-3).

c. “Distribution of flexure reinforcement” to limit cracking shall satisfy the

requirement of AASHTO LRFD Section 5.6.7 for class 2 exposure condition.

3. Bar Patterns

i. Transverse Reinforcement

It is preferable to place the transverse reinforcement normal to bridge

center line and the areas near the expansion joint and bridge ends are
reinforcement by partial length bars.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-47

September 2020
Chapter 5 Concrete Structures

ii. Longitudinal Reinforcement

Figure 5.3.2-1 Partial Section Near Center of Span



















Figure 5.3.2-2 Overhang Detail
















Page 5-48 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Figure 5.3.2-3 Top Slab Flexural Reinforcing Near Intermediate Pier




 








 


B. Bottom Slab Reinforcement

1. Near Center of Span

Figure 5.3.2-5 shows the reinforcement required near the center of the span.

a. Minimum transverse “distributed reinforcement.”

As = 0.005 × flange area with ½As distributed equally to each surface.

b. Longitudinal “main reinforcement” to resist positive moment.

c. Check “distribution of flexure reinforcement” to limit cracking in accordance

with AASHTO LRFD Section 5.6.7 for class 2 exposure condition.

d. Add steel for construction load (sloped outer webs).

2. Near Intermediate Piers

Figure 5.3.2-6 shows the reinforcement required near intermediate piers.

a. Minimum transverse reinforcement same as center of span.

b. Minimum longitudinal “temperature and shrinkage reinforcement.”

As = 0.004 × flange area with ½As distributed equally to each face.

c. Add steel for construction load (sloped outer webs).

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Chapter 5 Concrete Structures

3. Bar Patterns

i. Transverse Reinforcement

All bottom slab transverse bars shall be bent at the outside face of the
exterior web. For a vertical web, the tail splice will be 1′-0″ and for sloping
exterior web 2′-0″ minimum splice with the outside web stirrups. See
Figure 5.3.2-7.

ii. Longitudinal Reinforcement

For longitudinal reinforcing bar patterns, see Figures 5.3.2-5 and 5.3.2-6.

C. Web Reinforcement

1. Vertical Stirrups

Vertical stirrups for a reinforced concrete box section is shown in Figure 5.3.2-8.

The web reinforcement shall be designed for the following requirements:

Vertical shear requirements.

• Out of plane bending on outside web due to live load on cantilever overhang.
• Horizontal shear requirements for composite flexural members.
• Minimum stirrups shall be:
‫ܣ‬௩ ܾ௪
ൌ ͷͲ   (5.3.2-1)
‫ݏ‬ ݂௬
but not less than #5 bars at 1′-6″,
Where: bw is the number of girder webs x T3

2. Web Longitudinal Reinforcement

Web longitudinal reinforcement for reinforced concrete box girders is shown in

Figures 5.3.2-8 and 5.3.2-9. The area of skin reinforcement Ask per foot of height
on each side face shall be:

‫ܣ‬௦௞ ൒ ͲǤͲͳʹሺ݀ െ ͵Ͳሻ  (5.3.2-2)

Reinforcing steel spacing < Web thickness (T3) or 12″.

The maximum spacing of skin reinforcement shall not exceed the lesser of d/6
and 12″. Such reinforcement may be included in strength computations if a strain
compatibility analysis is made to determine stresses in the individual bars or
wires. The total area of longitudinal skin reinforcement in both faces need not
exceed one half of the required flexural tensile reinforcement.

For CIP sloped outer webs, increase inside stirrup reinforcement and bottom slab
top transverse reinforcement as required for the web moment locked-in during
construction of the top slab. This moment about the bottom corner of the web is
due to tributary load from the top slab concrete placement plus 10 psf form dead
load. See Figure 5.3.2-10 for typical top slab forming.
Page 5-50 WSDOT Bridge Design Manual  M 23-50.20
September 2020
Concrete Structures Chapter 5

D. Intermediate Diaphragm

Intermediate diaphragms are not required for bridges on tangent alignment or curved
bridges with an inside radius of 800 feet or greater.
Figure 5.3.2-5 Bottom Slab Reinforcement Near Center of Span















Figure 5.3.2-6 Bottom Slab Reinforcement Near Intermediate Pier


 


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September 2020
Chapter 5 Concrete Structures

Figure 5.3.2-7 Web Reinforcement

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Concrete Structures Chapter 5

Figure 5.3.2-8 Web Reinforcement Details




  


 




   



 
 


  
 

 
  









  










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Chapter 5 Concrete Structures

Figure 5.3.2-9 Web Reinforcement Details











 
 


 








 


 


 




 
Figure 5.3.2-10 Typical Top Slab Forming for Sloped Web Box Girder


Notes:
1. The diagonal brace supports web forms during web pour. After cure, the web is stiffer than the brace, and the web
attracts load from subsequent concrete placements.
2. The tributary load includes half the overhang because the outer web form remains tied to and transfers load to the web
which is considerably stiffer than the formwork.
3. Increase web reinforcement for locked-in construction load due to top slab forming for sloped web box girders.

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Concrete Structures Chapter 5

5.3.3 Crossbeam
A. General
Crossbeam shall be designed in accordance with the requirements of strength limit
state design of AASHTO LRFD and shall satisfy the serviceability requirements for crack
control.
B. Basic Geometry
For aesthetic purposes, it is preferable to keep the crossbeam within the superstructure
so that the bottom slab of the entire bridge is a continuous plane surface interrupted only
by the columns. Although the depth of the crossbeam may be limited, the width can be
made as wide as necessary to satisfy design requirements. Normally, it varies from 3 feet
to the depth of box but is not less than the column size plus 1′-0″ to allow placement of
the column reinforcement as shown in see Figures 5.3.3-1 and 5.3.3-2.
Crossbeams on box girder type of construction shall be designed as a T beam utilizing
the flange in compression, assuming the deck slab acts as a flange for positive moment
and bottom slab a flange for negative moment. The effective overhang of the flange on a
cantilever beam shall be limited to six times the flange thickness.
The bottom slab thickness is frequently increased near the crossbeam in order to
keep the main box girder compressive stresses to a desirable level for negative girder
moments as shown in Figures 5.3.3-1 and 5.3.3-2. This bottom slab flare also helps resist
negative crossbeam moments. Consideration should be given to flaring the bottom slab
at the crossbeam for designing the cap even if it is not required for resisting main girder
moments.
C. Loads
For concrete box girders the superstructure dead load shall be considered as uniformly
distributed over the crossbeam. For concrete box girders the live load shall be considered
as the truck load directly to the crossbeam from the wheel axles. Truck axles shall be
moved transversely over the crossbeam to obtain the maximum design forces for the
crossbeam and supporting columns.
D. Reinforcement Design and Details

The crossbeam section consists of rectangular section with overhanging deck and bottom
slab if applicable. The effective width of the crossbeam flange overhang shall be taken as
the lesser of:
• 6 times slab thickness,
• 1/10 of column spacing, or
• 1/20 of crossbeam cantilever as shown in Figure 5.3.3-3.
The crossbeam shall have a minimum width of column dimension plus 6″.
Crossbeam is usually cast to the fillet below the top slab. To avoid cracking of concrete
on top of the crossbeam, construction reinforcement shall be provided at approximately
3″ below the construction joint. The design moment for construction reinforcement shall
be the factored negative dead load moment due to the weight of crossbeam and adjacent
10′ of superstructure each side. The total amount of construction reinforcement shall
be adequate to develop an ultimate moment at the critical section at least 1.2 times the
cracking moment Mcr.
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Chapter 5 Concrete Structures

Figure 5.3.3-1 Crossbeam Top Reinforcement for Skew Angle ≤ 25°



 
 




 



 





Figure 5.3.3-2 Crossbeam Top Reinforcement for Skew Angle > 25°











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 B R I D G E D E S I G N M A N U A L

C r i t e r i a

Concrete Structures Chapter 5

P r e c a s t G i r d e r B r i d g e s

R e i n f o r c e d C o n c r e t e S u p e r s t r u c t u r e s

Figure 5.3.3-3 Effective Width of Crossbeam

total width

6xt slab or 6xtslab or

slab

1/10 x col. 1/10 x col.

t top

spacing spacing
slab

6xt slab or
t bot.

1/10 x col. 6" min.

spacing

E f f e c t i v e W i d t h o f C r o s s b e a m

F i g u r e 5 . 3 . 3 -
3

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Chapter 5 Concrete Structures

Special attention should be given to the details to ensure that the column and crossbeam
reinforcement will not interfere with each other. This can be a problem especially
when round columns with a great number of vertical bars must be meshed with a
considerable amount of positive crossbeam reinforcement passing over the columns.

1. Top Reinforcement

The negative moment critical section shall be at the ¼ point of the square or
equivalent square columns.

i. When Skew Angle ≤ 25°

If the bridge is tangent or slightly skewed deck transverse reinforcement

is normal or radial to centerline bridge, the negative cap reinforcement
can be placed either in contact with top deck negative reinforcement
(see Figure 5.3.3-1) or directly under the main deck reinforcement.

ii. When Skew Angle > 25°

When the structure is on a greater skew and the deck steel is normal
or radial to the longitudinal centerline of the bridge, the negative cap
reinforcement should be lowered to below the main deck reinforcement
(see Figure 5.3.3-2).

iii. To avoid cracking of concrete

Interim reinforcement is required below the construction joint in

crossbeams.

2. Skin Reinforcement

Longitudinal skin reinforcement shall be provided in accordance with

AASHTO LRFD Section 5.6.7.

5.3.4 End Diaphragm

A. Basic Geometry

Bearings at the end diaphragms are usually located under the girder stems to transfer
loads directly to the pier as shown in Figure 5.3.4-1. In this case, the diaphragm width
shall be equal to or greater than bearing grout pads as shown Figure 5.3.4-2.

Designer shall provide access space for maintenance and inspection of bearings.

Allowance shall be provided to remove and replace the bearings. Lift point locations,
jack capacity, number of jacks, and maximum permitted lift shall be shown in the plan
details.

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Figure 5.3.4-1 Bearing Locations at End Diaphragm

Figure 5.3.4-2 L-shape Abutment End Diaphragm

¢ BRG.
2'-4"

VARIES
BLOCKOUT FOR
EXP. JOINT
2'-0"

4" 2'-0"*

* WIDTH – BEARING SOLE

PLATE GROUT PAD

OUT TO OUT LENGTH

OF BRIDGE > 400FT.
(NO REINFORCEMENT SHOWN)

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Chapter 5 Concrete Structures

The most commonly used type of end diaphragm is shown in Figure 5.3.4-3. The
dimensions shown here are used as a guideline and should be modified if necessary.
This end diaphragm is used with a stub abutment and overhangs the stub abutment.
It is used on bridges with an overall length less than 400 feet. If the overall length
exceeds 400 feet, an L-shape abutment should be used.

Figure 5.3.4-3 End Diaphragm with Stub Abutment




  






B. Reinforcing Steel Details

Typical reinforcement details for an end diaphragm are shown in Figure 5.3.4-4.

Figure 5.3.4-4 Typical End Diaphragm Reinforcement




 













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5.3.5 Dead Load Deflection and Camber

Camber is the adjustment made to the vertical alignment to compensate for the
anticipated dead load deflection and the long-term deflection caused by shrinkage and
creep. Estimating long-term deflection and camber for reinforced concrete flexural
members shall be based on the creep coefficient given in Section 5.1.1E. Alternatively,
Table 5.3.5-1 may be used for long-term camber multipliers.

Table 5.3.5-1 Long-term Camber Multipliers

Multiplier
Coefficient
Girder Adjacent to Existing/Stage Construction
Deflection (downward) — apply to the elastic deflection due to the weight of member 1.90
Deflection (downward) — apply to the elastic deflection due to superimposed dead 2.20
load only
Girder Away From Existing/Stage Construction
Deflection (downward) — apply to the elastic deflection due to the weight of member 2.70
Deflection (downward) — apply to the elastic deflection due to superimposed dead 3.00
load only

In addition to dead load deflection, forms and falsework tend to settle and compress
under the weight of freshly placed concrete. The amount of this take-up is dependent
upon the type and design of the falsework, workmanship, type and quality of materials
and support conditions. The camber shall be modified to account for anticipated take-up
in the falsework.

5.3.6 Thermal Effects

Concrete box girder bridges are subjected to stresses and/or movements resulting
from temperature variation. Temperature effects result from time-dependent variations
in the effective bridge temperature and from temperature differentials within the
bridge superstructure.

A. Effective Bridge Temperature and Movement

Proper temperature expansion provisions are essential in order to ensure that

the structure will not be damaged by thermal movements. These movements, in
turn, induce stresses in supporting elements such as columns or piers, and result
in horizontal movement of the expansion joints and bearings. For more details see
Chapter 8.

B. Differential Temperature

Although time-dependent variations in the effective temperature have caused

problems in both reinforced and prestressed concrete bridges, detrimental effects
caused by temperature differential within the superstructure have occurred
only in prestressed bridges. Therefore, computation of stresses and movements
resulting from the vertical temperature gradients is not included in this chapter.
For more details, see AASHTO Guide Specifications, Thermal Effects on Concrete
Bridge Superstructures dated 1989.

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5.3.7 Hinges

Hinges are one of the weakest links of box girder bridges subject to earthquake forces
and it is desirable to eliminate hinges or reduce the number of hinges. For more details on
the design of hinges, see Section 5.4.

Designer shall provide access space or pockets for maintenance and inspection
of bearings.

Allowance shall be provided to remove and replace the bearings. Lift point locations,
maximum lift permitted, jack capacity, and number of jacks shall be shown in the hinge
plan details.

5.3.8 Drain Holes

Drain holes shall be placed in the bottom slab at the low point of each cell to drain curing
water during construction and any rain water that leaks through the deck slab. Additional
drains shall be provided as a safeguard against water accumulation in the cell (especially
when waterlines are carried by the bridge). In some instances, drainage through the
bottom slab is difficult and other means shall be provided (i.e., cells over large piers and
where a sloping exterior web intersects a vertical web). In this case, a horizontal drain
shall be provided through the vertical web. Figure 5.3.8-1 shows drainage details for the
bottom slab of concrete box girder bridges with steel wire screen.

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Concrete Structures Chapter 5

Figure 5.3.8-1 Drain Hole Details

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5.4 Hinges and Inverted T-Beam Pier Caps

Hinges and inverted T-beam pier caps require special design and detailing considerations.
Continuous hinge shelves (both top and bottom projecting shelves) and continuous ledges
of inverted T-beam pier caps, which support girders, are shown in Figure 5.4-1. In each
case, vertical tensile forces (hanger tension) act at the intersection of the web and the
horizontal hinge shelf or ledge. In the ledges of inverted T-beam pier caps, passage of
live loads may also cause reversing torsional stresses which together with conventional
longitudinal shear and bending produce complex stress distributions in the ledges7, 8.

Figure 5.4-2 provides minimum shelf or ledge support lengths (N) and provides
positive longitudinal linkage (e.g., earthquake restrainers) in accordance with the
current AASHTO LRFD Guide Specifications for Seismic Design requirements. Design
considerations for beam ledges, inverted T-beam and hinges are given in AASHTO LRFD
Section [Link].

Inverted T-beam pier caps shall not be used for prestressed concrete girder bridges unless
approved by the WSDOT Bridge Design Engineer.

Figure 5.4-1 Hinge and Inverted T-Beam Pier Cap





















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Figure 5.4-2 In-Span Hinge

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5.5 Bridge Widenings

This section provides general guidance for the design of bridge widenings. Included are
additions to the substructure and the superstructure of reinforced concrete box girder,
flat slab, T-beam, and prestressed concrete girder bridges. For additional information, see
ACI Committee Report, Guide for Widening Highway Bridges9.

5.5.1 Review of Existing Structures

A. General
Obtain the following documents from existing records for preliminary review, design,
and plan preparation:
1. The “As-Built” contract plans, usually available from the ”Bridge Engineering
Information System” on the Bridge and Structures Office website.

2. The original contract plans and special provisions, which can be obtained from
Engineering Records (Plans Vault), Records Control or the ”Bridge Engineering
Information System” on the Bridge and Structures Office website.
3. Check with the WSDOT Bridge Preservation Office for records of any unusual
movements/rotations and other structural information.
4. Original design calculations, which are stored in State Archives.
5. Current field measurements. Current field measurements of existing pier
crossbeam locations are recommended so that new prestressed concrete girders
are not fabricated too short or too long. This is particularly important if piers
have been constructed with different skews.
6. Original and current Foundation Reports from the Materials Lab or from the
Plans Vault.
7. Change Order files to the original bridge contract Bridge Archive Engineer.

B. Original Contract Plans and Special Provisions

Location and size of reinforcement, member sizes and geometry, location of

construction joints, details, allowable design soil pressure, and test hole data are
given on the plans. Original contract plans can be more legible than the microfilm
copies.
The special provisions may include pertinent information that is not covered on the
plans or in the  AASHTO LRFD Specifications.
C. Original Calculations
The original calculations should be reviewed for any “special assumptions” or office
criteria used in the original design. The actual stresses in the structural members,
which will be affected by the widening, should be reviewed. This may affect the
structure type selected for the widening.

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D. Final Records

For major widening/renovation projects, the Final Records should be reviewed

particularly for information about the existing foundations and piles. Sometimes the
piles indicated on the original plans were omitted, revised, or required preboring.
Final Records are available from Records Control or Bridge Records (Final Records on
some older bridges may be in storage at the Materials Lab).

5.5.2 Analysis and Design Criteria

A. General

Each widening represents a unique situation and construction operations may vary
between widening projects. The guidelines in this section are based on years of
WSDOT design experience with bridge widenings.

1. Appearance

The widening of a structure should be accomplished in such a manner that

the existing structure does not look “added on to.” When this is not possible,
consideration should be given to enclosure walls, cover panels, paint, or
other aesthetic treatments. Where possible and appropriate, the structure’s
appearance should be improved by the widening.

2. Materials

Preferably, materials used in the construction of the widening shall have the
same thermal and elastic properties as the materials in the original structure.

3. Load Distribution and Construction Sequence

The members of the widening should be proportioned to provide similar

longitudinal and transverse load distribution characteristics as the existing
structure. Normally this can be achieved by using the same cross sections and
member lengths that were used in the existing structure.

The construction sequence and degree of interaction between the widening and
the existing structure, after completion, shall be fully considered in determining
the distribution of the dead load for design of the widening and stress checks for
the existing structure.

A suggested construction sequence or stage construction shall be clearly shown

in the plans to avoid confusion and misinterpretation during construction.
A typical construction sequence may involve placing the deck concrete, removing
the falsework, placing the concrete for the closure strip, and placing the concrete
for the traffic barrier.

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4. Specifications

The design of the widening shall conform to the current AASHTO LRFD Bridge
Design Specifications and the Standard Specifications.

5. Geometrical Constraints

The overall appearance and geometrical dimensions of the superstructure and

columns of the widening should be the same or as close as possible to those
of the existing structure. This is to ensure that the widening will have the same
appearance and similar structural stiffness as the original structure.

6. Overlay

It should be established at the preliminary plan stage if an overlay is required as

part of the widening.

7. Strength of the Existing Structure

A review of the strength of the main members of the existing structure shall be
made for construction conditions utilizing AASHTO LRFD Specifications.

A check of the existing main members after attachment of the widening shall be
made for the final design loading condition.

If the existing structural elements do not have adequate strength, consult your
Design Unit Manager or in the case of consultants, contact the Consultant
Liaison Engineer for appropriate guidance.

If significant demolition is required on the existing bridge, consideration should

be given to requesting concrete strength testing for the existing bridge and
including this information in the contract documents.

8. Special Considerations

i. For structures that were originally designed for HS-20 loading, HL-93 shall
be used to design the widening. For structures that were originally designed
for less than HS-20, consideration should be given to replacing the structure
instead of widening it.

ii. Longitudinal joints are not permitted in order to eliminate potentially

hazardous vehicle control problems.

iii. The Standard Specifications do not permit falsework to be supported from

the existing structure unless the Plans and Specifications state otherwise.
This requirement eliminates the transmission of vibration from the existing
structure to the widening during construction. The existing structure may
still be in service.

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iv. For narrow widenings where the Plans and Specifications require that
the falsework be supported from the original structure (e.g., there are no
additional girders, columns, crossbeams, or closure strips), there shall be no
external rigid supports such as posts or falsework from the ground. Supports
from the ground do not permit the widening to deflect with the existing
structure when traffic is on the existing structure. This causes the uncured
concrete of the widening to crack where it joins the existing structure.
Differential dead load deflection during construction shall be given
consideration.

v. Precast members may be used to widen existing CIP structures. This method
is useful when the horizontal or vertical clearances during construction are
insufficient to build CIP members.

vi. The alignment for diaphragms for the widening shall generally coincide with
the existing diaphragms.

vii. When using battered piles, estimate the pile tip elevations and ensure
that they will have ample clearance from all existing piles, utilities, or other
obstructions. Also check that there is sufficient clearance between the
existing structure and the pile driving equipment.

B. Seismic Design Criteria for Bridge Widenings

Seismic design of bridge widenings shall be in accordance with Section 4.3.

C. Substructure

1. Selection of Foundation

a. The type of foundation to be used to support the widening shall generally

be the same as that of the existing structure unless otherwise recommended
by the Geotechnical Engineer. The effects of possible differential settlement
between the new and the existing foundations shall be considered.

b. Consider present bridge site conditions when determining new foundation

locations. The conditions include: overhead clearance for pile driving
equipment, horizontal clearance requirements, working room, pile batters,
channel changes, utility locations, existing embankments, and other
similar conditions.

2. Scour and Drift

Added piles and columns for widenings at water crossings may alter stream flow
characteristics at the bridge site. This may result in pier scouring to a greater
depth than experienced with the existing configuration. Added substructure
elements may also increase the possibility of trapping drift. The Hydraulics
Engineer shall be consulted concerning potential problems related to scour and
drift on all widenings at water crossings.

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D. Superstructure

1. Camber

Accurate prediction of dead load deflection is more important for widenings than
for new bridges, since it is essential that the deck grades match.

To obtain a smooth transition in transverse direction of the bridge deck, the

camber of the girder adjacent to the existing structure shall be adjusted for the
difference in camber between new and existing structure. A linear interpolation
may be used to adjust the camber of the girders located away from the existing
structure. The multipliers for estimating camber of new structure may be taken
as shown in Table 5.3.5-1.

2. Closure Strip

Except for narrow deck slab widenings a closure strip is required for all
widenings. The width shall be the minimum required to accommodate the
necessary reinforcement and for form removal. Reinforcement which extends
through the closure strip shall be investigated. Shear shall be transferred across
the closure strip by shear friction and/or shear keys.
All falsework supporting the widening shall be released and formwork supporting
the closure strip shall be supported from the existing and newly widened
structures prior to placing concrete in the closure strip. Because of deck slab
cracking experienced in widened concrete decks, closure strips are required
unless the mid-span dead load camber is ½″ or less.
In prestressed concrete girder bridge widenings, the closure shall extend through
the intermediate and end diaphragms. The diaphragms shall be made continuous
with existing diaphragms.

3. Stress Levels and Deflections in Existing Structures

Caution is necessary in determining the cumulative stress levels, deflections, and

the need for shoring in existing structural members during rehabilitation projects.

The designer shall investigate the adequacy of the existing structure adjacent
to the widening for any additional loads, taking into account the loss of
removed components.
For example, a T-beam bridge was originally constructed on falsework and the
falsework was released after the deck slab concrete gained strength. As part
of a major rehabilitation project, the bridge was closed to traffic and the entire
deck slab was removed and replaced without shoring. Without the deck slab,
the stems behave as rectangular sections with a reduced depth and width. The
existing stem reinforcement was not originally designed to support the weight
of the deck slab without shoring. After the new deck slab was placed, wide
cracks from the bottom of the stem opened, indicating that the reinforcement
was overstressed. This overstress resulted in a lower load rating for the newly
rehabilitated bridge. This example shows the need to shore up the remaining

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T-beam stems prior to placing the new deck slab so that excessive deflections
do not occur and overstress in the existing reinforcing steel is prevented.

It is necessary to understand how the original structure was constructed, how

the rehabilitated structure is to be constructed, and the cumulative stress
levels and deflections in the structure from the time of original construction
through rehabilitation.

E. Stability of Widening

For relatively narrow box girder and T-beam widenings, symmetry about the vertical
axis should be maintained because lateral loads are critical during construction.
When symmetry is not possible, use pile cap connections, lateral connections, or
special falsework. A minimum of two webs is generally recommended for box girder
widenings. For T-beam widenings that require only one additional web, the web
should be centered at the axis of symmetry of the deck slab. Often the width of the
closure strip can be adjusted to accomplish this.

5.5.3 Removing Portions of the Existing Structure

Portions of the existing structure to be removed shall be clearly indicated on the plans.
Where a clean break line is required, a ¾″ deep saw cut shall be specified for a deck
slab with normal wear and a ½″ deep saw cut for worn deck slabs. In no case, however,
shall the saw blade cut or nick the main transverse top slab reinforcement. The special
provisions shall state that care will be taken not to damage any reinforcement which
is to be saved. Hydromilling is preferred where reinforcing bar cover is shallow and
can effectively remove delaminated decks because of the good depth control it offers.
When greater depths of slab are to be removed, special consideration should be given
to securing exposed reinforcing bars to prevent undue vibration and subsequent fatigue
cracks from occurring in the reinforcing bars.

The current General Special Provisions should be reviewed for other specific
requirements on deck slab removal.

Removal of any portion of the main structural members should be held to a minimum.
Careful consideration shall be given to the construction conditions, particularly when the
removal affects the existing frame system. In extreme situations, preloading by jacking
is acceptable to control stresses and deflections during the various stages of removal
and construction. Removal of the main longitudinal deck slab reinforcement should be
kept to a minimum. See “Slab Removal Detail” Figure 5.5.4-1 for the limiting case for the
maximum allowable removal.

The plans shall include a note that critical dimensions and elevations are to be verified in
the field prior to the fabrication of precast units or expansion joint assemblies.

In cases where an existing sidewalk is to be removed but the supporting slab under the
sidewalk is to be retained, Region personnel should check the feasibility of removing the
sidewalk. Prior to design, Region personnel should make recommendations on acceptable
removal methods and required construction equipment. The plans and specifications
shall then be prepared to accommodate these recommendations. This will ensure the
constructibility of plan details and the adequacy of the specifications.
WSDOT Bridge Design Manual  M 23-50.20 Page 5-71
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Chapter 5 Concrete Structures

5.5.4 Attachment of Widening to Existing Structure

A. General

1. Lap and Mechanical Splices

To attach a widening to an existing structure, the first choice is to utilize existing

reinforcing bars by splicing new bars to existing. Lap splices or mechanical splices
should be used. However, it may not always be possible to splice to existing
reinforcing bars and spacing limitations may make it difficult to use mechanical
splices.

2. Welding Reinforcement

Existing reinforcing steel may not be readily weldable. Mechanical splices should
be used wherever possible. If welding is the only feasible means, the chemistry
of the reinforcing steel must be analyzed and acceptable welding procedures
developed.

3. Drilling Into Existing Structure

It may be necessary to drill holes and set dowels in epoxy resin in order to attach
the widening to the existing structure.

When drilling into heavily reinforced areas, chipping should be specified to

expose the main reinforcing bars. If it is necessary to drill through reinforcing
bars or if the holes are within 4 inches of an existing concrete edge, core drilling
shall be specified. Core drilled holes shall be roughened before resin is applied.
If this is not done, a dried residue, which acts as a bond breaker and reduces
the load capacity of the dowel, will remain. Generally, the drilled holes are ⅛″
in diameter larger than the dowel diameter for #5 and smaller dowels and ¼″ in
diameter larger than the dowel diameter for #6 and larger dowels.

In special applications requiring drilled holes greater than 1½″ diameter

or deeper than 2′, core drilling shall be specified. These holes shall also be
intentionally roughened prior to applying epoxy resin.

Core drilled holes shall have a minimum clearance of 3″ from the edge of the
concrete and 1″ clearance from existing reinforcing bars in the existing structure.
These clearances shall be noted in the plans.

4. Dowelling Reinforcing Bars Into the Existing Structure

a. Dowel bars shall be set with an approved epoxy resin. The existing structural
element shall be checked for its adequacy to transmit the load transferred to
it from the dowel bars.

b. Dowel spacing and edge distance affect the allowable tensile dowel loads.
Allowable tensile loads, dowel bar embedment, and drilled hole sizes
for reinforcing bars (Grade 60) used as dowels and set with an approved
epoxy resin are shown in Table 5.5.4-1. These values are based on an edge

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Concrete Structures Chapter 5

clearance greater than 3″, a dowel spacing greater than 6″, and are shown
for both uncoated and epoxy coated dowels. Table 5.5.4-2 lists dowel
embedment lengths when the dowel spacing is less than 6″. Note that in
Table 5.5.4-2 the edge clearance is equal to or greater than 3″, because this
is the minimum edge clearance for a drilled hole from a concrete edge.

If it is not possible to obtain these embedments, such as for traffic railing

dowels into existing deck slabs, the allowable load on the dowel shall be
reduced by the ratio of the actual embedment divided by the required
embedment.

c. The embedments shown in Table 5.5.4-1 and Table 5.5.4-2 are based on
dowels embedded in concrete with ƒ′c=4,000 psi.

Table 5.5.4-1 Allowable Tensile Load for Dowels Set With Epoxy
Resin ƒ′c = 4,000 psi, Grade 60 Reinforcing Bars, Edge
Clearance ≥ 3″, and Spacing ≥ 6″
Bar Allowable Design Drill Hole Required Embedment, Le
Size Tensile Load, T* (kips) Size (in) Uncoated (in) Epoxy Coated (in)
#4 12.0 ⅝ 7 8
#5 18.6 ¾ 8 9
#6 26.4 1 9 10
#7 36.0 1⅛ 11 12
#8 47.4 1¼ 13 14.5
#9 60.0 1⅜ 16 17½
#10 73.6 1½ 20 22
#11 89.0 1⅝ 25 28

*  Allowable Tensile Load (Strength Design) = (ƒy)(As).

Table 5.5.4-2 Allowable Tensile Load for Dowels Set With Epoxy
Resin, ƒ′c=4,000 psi, Grade 60 Reinforcing Bars, Edge
Clearance ≥ 3″, and Spacing < 6″

Bar Allowable Design Drill Hole Required Embedment, Le

Size Tensile Load, T* (kips) Size (in)
Uncoated (in) Epoxy Coated (in)
#4 12.0 ⅝ 9½ 10½
#5 18.6 ¾ 10½ 11½
#6 26.4 1 11½ 12½
#7 36.0 1⅛ 13½ 15
#8 47.4 1¼ 16½ 18
#9 60.0 1⅜ 20 22
#10 73.6 1½ 24 27
#11 89.0 1⅝ 30 33
*Allowable Tensile Load (Strength Design) = (ƒy)(As).

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Chapter 5 Concrete Structures

5. Shear Transfer Across a Dowelled Joint

Shear shall be carried across the joint by shear friction. The existing concrete
surface shall be intentionally roughened. Both the concrete and dowels shall
be considered effective in transmitting the shear force. Chipping shear keys in
the existing concrete can also be used to transfer shear across a dowelled joint,
but is expensive.

6. Preparation of Existing Surfaces for Concreting

See “Removing Portions of Existing Concrete” in the General Special Provisions

and Standard Specifications Section 6-02.3(12) for requirements. Unsound,
damaged, dirty, porous, or otherwise undesirable old concrete shall be
removed, and the remaining concrete surface shall be clean, free of laitance,
and intentionally roughened to ensure proper bond between the old and new
concrete surfaces.

7. Control of Shrinkage and Deflection on Connecting Reinforcement

Dowels that are fixed in the existing structure may be subject to shear as a
result of longitudinal shrinkage and vertical deflection when the falsework
is removed. These shear forces may result in a reduced tensile capacity of
the connection. When connecting the transverse reinforcing bars across
the closure strip is unavoidable, the interaction between shear and tension
in the dowel or reinforcing bar shall be checked. The use of wire rope or
sleeved reinforcement may be acceptable, subject to approval by your Bridge
Design Unit Manager.

Where possible, transverse reinforcing bars shall be spliced to the existing

reinforcing bars in a blocked-out area which can be included in the closure strip.
Nominal, shear friction, temperature and shrinkage, and distribution reinforcing
bars shall be bent into the closure strip.

Rock bolts may be used to transfer connection loads deep into the existing
structure, subject to the approval of your Bridge Design Unit Manager.

8. Post-tensioning

Post-tensioning of existing crossbeams may be utilized to increase the moment

capacity and to eliminate the need for additional substructure. Generally, an
existing crossbeam can be core drilled for post-tensioning if it is less than 30′
long. The amount of drift in the holes alignment may be approximately 1″ in 20′.
For crossbeams longer than 30′, external post‑tensioning should be considered.

For an example of this application, refer to Contract 3846, Bellevue Transit

Access – Stage 1.

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Concrete Structures Chapter 5

B. Connection Details

The details on the following sheets are samples of details which have been used
for widening bridges. They are informational and are not intended to restrict the
designer’s judgment.

1. Box Girder Bridges

Figures 5.5.4-1 through 5.5.4-6 show typical details for widening box girder
bridges.

Welding or mechanical butt splice are preferred over dowelling for the main
reinforcement in crossbeams and columns when it can be done in the horizontal
or flat position. It shall be allowed only when the bars to be welded are free from
restraint at one end during the welding process.

Figure 5.5.4-1 Deck Slab Removal Detail

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Chapter 5 Concrete Structures

Figure 5.5.4-2 Box Girder Section in Span

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Concrete Structures Chapter 5

Figure 5.5.4-3 Box Girder Section Through Crossbeam




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

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
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 
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 


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

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Chapter 5 Concrete Structures

Figure 5.5.4-4 Box Girder Section in Span at Diaphragm Alternate I


 


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 
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Concrete Structures Chapter 5

Figure 5.5.4-5 Box Girder Section in Span at Diaphragm Alternate II


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 
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 
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 




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Chapter 5 Concrete Structures

Figure 5.5.4-6 Narrow Box Girder Widening Details








 



    







 
 

 




 
 


 
   
 
   

 
 
 

 

  






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Concrete Structures Chapter 5

2. Flat Slab Bridges

It is not necessary to remove any portion of the existing slab to expose the
existing transverse reinforcing bars for splicing purposes, because the transverse
slab reinforcement is only distribution reinforcement. The transverse slab
reinforcement for the widening may be dowelled directly into the existing
structure without meeting the normal splice requirements.

For the moment connection details, see Figure 5.5.4-7.

Note: Falsework shall be maintained under pier crossbeams until closure pour is
made and cured for 10 days.

Figure 5.5.4-7 Flat Slab–Section Through Crossbeam



 


















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3. T-Beam Bridges

Use details similar to those for box girder bridges for crossbeam connections. See
Figure 5.5.4-8 for slab connection detail.

Figure 5.5.4-8 T-Beam–Section in Span

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Concrete Structures Chapter 5

4. Prestressed Concrete Girder Bridges

Use details similar to those for box girder bridges for crossbeam moment
connections and use details similar to those in Figure 5.5.4-9 for the slab
connection detail.

Figure 5.5.4-9 Prestressed Concrete Girder–Section in Span

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Chapter 5 Concrete Structures

5.5.5 Expansion Joints

The designer should determine if existing expansion joints can be eliminated. It will be
necessary to determine what modifications to the structure are required to provide an
adequate functional system when existing joints are eliminated.

For expansion joint design, see Section 9.1 Expansion Joints. Very often on widening
projects it is necessary to chip out the existing concrete deck and rebuild the joint.
Figures 5.5.5-1 and 5.5.5-2 show details for rebuilding joint openings for compression
seal expansion joints.
C r it e r ia
B R I D G E D E S I G N M AN U AL
If a widening project includes an overlay, the expansion joint may have to be raised,
R e in fo r c e d C o n c r e t e S u p e r st r u c t u r e s Widenings
modified or replaced. See the Joint Specialist for plan details that are currently being used
to modify or retrofit existing expansion joints.

Figure 5.5.5-1 Expansion Joint Detail Shown for Compression Seal With Existing
Reinforcing Steel Saved
"A"
SAVE EXISTING
REINFORCEMENT

½"
USE É" EDGER

COMPRESSION SEAL

¼"
(TYP.)

REMOVE SHADED PORTION OF REMOVE TO ¾" CLR.

EXISTING SLAB. REBUILD WITH MIN. BEHIND EXISTING
CONCRETE FOR EXPANSION REINFORCEMENT
JOINTS TO FORM A SEAT FOR
THE COMPRESSION SEAL.

Expansion Joint Detail Shown for Compression

Seal with Existing Reinforcing Steel Saved
Figure 5.5.5-1

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R e in fo r c e d C o n c r e t e S u p e r st r u c t u r e s Chapter 5

Figure 5.5.5-2 Expansion Joint Detail Shown for Compression Seal With New
Reinforcing Steel Added
1 £#4 @ 1'-6" CTRS. PLACE
CONCRETE FOR BETWEEN CURB ONLY (TYP.)
EXPANSION JOINTS (INSERT VARIABLE LENGTH
LEG IN Ð"ø HOLE.)
BACK OF
PAVT. SEAT 2 £#4 WITH
2'-0" MIN. SPLICE

2½" CLR.

2"
4" MIN. (REMOVE TO
SOUND CONCRETE)

N.
MI
3"
VARIES 60°
SIDE OF NEW
DIAPHRAGM
4½"

90°
1
EXISTING OPENING

DRILL Ð"ø HOLE FOR #4 REINF. BAR.

SET WITH EPOXY RESIN (TYP.).
(PLACE BETWEEN CURBS ONLY)

5.5.6 Possible Future Widening for Current Designs

For current projects that include sidewalks, provide a smooth rather than a roughened
construction joint between the sidewalk and the slab.

5.5.7 Bridge Widening Falsework

For widenings which do not have additional girders, columns, crossbeams, or closure
pours, falsework should be supported by the existing bridge. There should be no external
support from the ground. The reason is that the ground support will not allow the
Expansion Joint Detail Shown for Compression
widening to deflect the existing bridge when traffic is on the bridge. This will cause the
Seal with New Reinforcing Steel Added
“green” concrete to crack where it joins the existing bridge. The designer should contact
Figure 5.5.5-2
the Bridge Construction Support Unit regarding falsework associated with widenings.

5.5.8 Existing Bridge Widenings

Appendix 5-B3 lists bridge widenings projects that may be used as design aids for the
designers. These should not be construed as the only acceptable methods of widening;
there is no substitute for the designer’s creativity or ingenuity in solving the challenges
posed by bridge widenings.

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5.6 Prestressed Concrete Girder Superstructures

The prestressed concrete girder bridge is an economical and rapid type of bridge
construction and often preferred for WSDOT bridges.

Precast sections are generally fabricated in plant or somewhere near the construction
site and then erected. Precasting permits better material quality control and is often more
economical than CIP concrete.

5.6.1 WSDOT Standard Prestressed Concrete Girder Types

A girder type consists of a series of girder cross sections sharing a common shape.
The numbers within girder series generally refer to the depth of the section in inches.
Refer to Standard Specifications Section 6-02.3(25) for a comprehensive list of Standard
WSDOT girder types. Standard WSDOT girder types include:

Prestressed Concrete I Girders – Washington State Standard I Girders were adopted in

the mid-1950s. The original series was graduated in 10 foot increments from 30 feet to
100 feet. In 1990, revisions were made incorporating the results of the research done
at Washington State University on girders without end blocks. The revisions included
three major changes: a thicker web; end blocks were eliminated; and strand spacing was
increased. The current Series of this type include W42G, W50G, W58G, and W74G.

Prestressed Concrete Wide Flange (WF) I Girders and Spliced Prestressed Concrete
Girders – In 1999, deeper girders, commonly called “Supergirders” were added to the
WSDOT standard concrete girders. These new supergirders may be pre-tensioned
or post-tensioned. The pre-tensioned Series are designated as WF74G, WF83G and
WF95G and the post-tensioned (spliced) Series are designated as WF74PTG, WF83PTG
and WF95PTG.

In 2004 Series WF42G, WF50G, and WF58G were added to the prestressed concrete
girder standards. In 2008, Series WF66G, WF100G, and WF100PTG were added to
the prestressed concrete girder standards. In 2009, Series WF36G was added to the
prestressed concrete girder standards.

Prestressed Concrete Wide Flange Deck Girders – In 2015, the top flanges of Wide
Flange I Girders were widened and thickened to support traffic loads without a CIP
concrete deck. The top flanges are either spliced using ultra high performance concrete or
mechanically connected at the flange edges to adjacent girders. This Series includes the
WF39DG through the WF103DG.

Prestressed Concrete Wide Flange Thin Deck Girders – In 2015, the top flanges of wide
flange I girders were widened to create a girder which would support a CIP concrete
deck placement without formwork. This Series includes the WF36TDG through the
WF100TDG.

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Concrete Structures Chapter 5

Deck Bulb Tee Girders – This type of girder has a top flange designed to support traffic
loads and are mechanically connected at the flange edges to adjacent girders. They
include Series W35DG, W41DG, W53DG and W65DG.

Prestressed Concrete Slab Girders – Prestressed concrete slab girders are available in
heights ranging from 12 inches to 30 inches.

Prestressed Concrete Tub Girders – In 2004 prestressed concrete tub girders were added
as standard girders.

All WSDOT prestressed concrete girders are high performance high strength concrete
girders. They generally rely on high strength concrete to be effective for the spans
expected as a single piece. The approximate ranges of maximum span lengths are
as shown in Table 5.6.1-1 and Appendices 5.6-A1-1 to 5.6-A1-9.

Standard drawings for WSDOT prestressed concrete girders are shown in the
Bridge Standard Drawings website ([Link]/Bridge/Structures/
[Link]).

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Chapter 5 Concrete Structures

Table 5.6.1-1 Section Properties of WSDOT Standard Prestressed Concrete Girders

Volume- Max. Span
Depth Area Yb Ix Iy J Wt. to-Surface Capability
Type (in) (in2) (in) (in4) (in4) (in4) (k/ft) Ratio (in) (ft)
W42G 42 373.25 18.94 76092 5408 4670 0.428 2.77 85
W50G 50 525.5 22.81 164958 13363 8509 0.602 3.12 110
W58G 58 603.5 28.00 264609 17065 9499 0.692 3.11 120
W74G 73.5 746.7 38.08 546110 34759 10489 0.856 2.90 150
WF36G 36 690.8 17.54 124772 71291 13997 0.792 3.24 110
WF42G 42 727.5 20.36 183642 71406 14428 0.834 3.23 125
WF50G 50 776.5 24.15 282559 71559 15004 0.890 3.22 135
WF58G 58 825.5 27.97 406266 71712 15580 0.946 3.21 150
WF66G 66 874.5 31.80 556339 71865 16155 1.002 3.20 165
WF74G 74 923.5 35.66 734356 72018 16731 1.058 3.19 175
WF83G 82.625 976.4 39.83 959393 72184 17352 1.119 3.19 180
WF95G 94.5 1049.1 45.60 1328995 72411 18207 1.202 3.18 195
WF100G 100 1082.8 48.27 1524912 72516 18602 1.241 3.17 205 (203*)
12″ x 4’
12 566.0 6.01 6772 - - 0.649 4.82 30
Solid Slab
18″ x 4’
18 658.6 9.01 21922 - - 0.755 3.84 45
Voided Slab
24” x 4’
24 745.8 12.02 48331 - - 0.855 3.91 60
Voided Slab
26″ x 4’
26 840.3 13.02 63080 - - 0.963 4.32 65
Voided Slab
30″ x 4’-4”
30 1027.6 15.01 104791 - - 1.177 4.72 75
Voided Slab
U54G4 54 1038.8 20.97 292423 493926 19520 1.190 3.51 125
U54G5 54 1110.8 19.81 314382 788289 20390 1.273 3.47 130
U66G4 66 1208.5 26.45 516677 637751 22285 1.385 3.51 145
U66G5 66 1280.5 25.13 554262 997354 23153 1.467 3.47 145
U78G4 78 1378.2 32.06 827453 798969 24971 1.579 3.51 155
U78G5 78 1450.2 30.62 885451 1227303 25808 1.662 3.48 165 (152*)
UF60G4 60 1207.7 26.03 483298 639795 22376 1.384 3.48 145
UF60G5 60 1279.7 24.74 519561 999184 23246 1.466 3.45 145
UF72G4 72 1377.4 31.69 787605 800958 25127 1.578 3.48 155
UF72G5 72 1449.4 30.26 844135 1229061 26008 1.661 3.45 160 (152*)
The span capability figure (#*) represents the length at which the section weighs 252 kips.

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5.6.2 Design Criteria

WSDOT design criteria for prestressed concrete girder superstructures are given in
Table 5.6.2-1.

AASHTO LRFD Section [Link] “Bridges Composed of Simple Span Precast Girders
Made Continuous” allows for some degree of continuity for loads applied on the bridge
after the continuity diaphragms have been cast and cured. This assumption is based on
the age of the girder when continuity is established, and degree of continuity at various
limit states. Both degree of continuity and time of continuity diaphragm casting may
result in contractual and design issues. Designing these types of bridges for the envelope
of simple span and continuous spans for applicable permanent and transient loads is the
approach used by WSDOT as it has yielded good results.

Table 5.6.2-1 Design Criteria for Prestressed Concrete Girders

Design AASHTO LRFD Specifications and WSDOT Bridge Design Manual M 23-50
Specifications
Design Method Prestressed concrete members shall be designed for service limit state for stress limits and
checked for strength limit state for ultimate capacity.
Superstructure Prestressed concrete girder superstructures shall be designed for the envelope of simple span
Continuity and continuous span loadings for all permanent and transient loads. Loads applied before
establishing continuity (typically before placement of continuity diaphragms) need only be
applied as a simple span loading. Continuity reinforcement shall be provided at supports for
loads applied after establishing continuity.
Loads and Load Service, Strength, Fatigue, and Extreme Event Limit State loads and load combinations shall be
Factors in accordance with AASHTO LRFD Specifications
Stress Limits Table 5.2.1-1
Prestress Losses Section 5.1.4
Shear Design AASHTO LRFD Section 5.7 and Section 5.2.2.B
Shipping and Section 5.6.3
Handling
Continuous Girder type, depth and number of lines shall be identical in adjacent spans. Girder type, depth
Structure and number of lines may be changed at expansion piers.
Configuration
Girder End Girder end skew angles for prestressed concrete slabs, deck bulb-tees, WFDG girders, WFTDG
Skew Angle girders and tubs shall be limited to 30°. Girder end skew angles for all other prestressed
concrete girders shall be limited to 45°.
Intermediate Except for Prestressed Concrete Wide Flange Deck Girder and Prestressed Concrete Slab Girder
Diaphragms bridges, CIP concrete intermediate diaphragms shall be provided for prestressed concrete girder
bridge spans in the following situations:
• Spans crossing a roadway with a minimum vertical clearance of 20'-0" or less.
• Spans crossing a railway with a minimum vertical clearance of 23'-4" or less from the top
of rail.
• Spans crossing a water body or waterway with a minimum vertical clearance of 6'-0" of less
from the 100-year MRI water surface level.
• Spans that will possibly or likely have vehicular traffic under the span in the future with
a minimum vertical clearance of 20'-0" or less.
Intermediate diaphragms shall be equally spaced between bearing centerlines at a spacing not
to exceed 50'.
Intermediate diaphragms shall be either partial or full depth as described in Section 5.6.4.C.4.

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Chapter 5 Concrete Structures

A. Support Conditions

The prestressed concrete girders are assumed to be supported on rigid permanent

simple supports. These supports can be either bearing seats or elastomeric pads.
The design span length is the distance center to center of bearings for simple spans.
For continuous spans erected on falsework (raised crossbeam), the effective point of
support for girder design is assumed to be the face of the crossbeam. For continuous
spans on crossbeams (dropped or semi-dropped crossbeam), the design span length is
usually the distance center to center of temporary bearings.

B. Composite Action

1. General

The sequence of construction and loading is extremely important in the design of

prestressed concrete girders. The composite section has a much larger capacity
than the basic girder section but it cannot take loads until the deck slab has
obtained adequate strength. Assumptions used in computing composite section
properties are shown in Figure 5.6.2-1.

2. Load Application

The following sequence and method of applying loads is typically used in girder
analysis:

a. Girder dead load is applied to the girder section.

b. Diaphragm dead load is applied to the girder section.

c. Deck slab dead load is applied to the girder section.

d. Superimposed dead loads (such as barriers, sidewalks and overlays) and live
loads are applied to the composite section.

The dead load of one traffic barrier or sidewalk may be divided among a
maximum of three girder webs.

3. Composite Section Properties

A CIP concrete bridge deck forms the top flange of the composite girder in
prestressed concrete girder bridge construction.

i. Effective and Transformed Flange Width

The effective flange width of a concrete bridge deck for computing

composite section properties shall be in accordance with AASHTO LRFD
Section [Link]. The effective flange width shall be reduced by the ratio Eslab/
Egirder to obtain the transformed flange width. The effective modulus of the
composite section with the transformed flange width is then Egirder.

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Concrete Structures Chapter 5

ii. Effective Flange Thickness

The effective flange thickness of a concrete bridge deck for computing

composite section properties shall be the deck thickness reduced by ½″
to account for wearing. Where a bridge will have an overlay applied prior
to traffic being allowed on the bridge, the full deck thickness may be used as
effective flange thickness.

Figure 5.6.2-1 Typical Section for Computation of Composite Section Properties

"A" AT ¢ BRG.
T (7½" MIN.)

¾" FILLET
(TYP.)

SECTION AS DETAILED

WEF
(EFFECTIVE FLANGE WIDTH) ESLAB
WT = WEF
WT EGIRDER
½" WEARING
SURFACE CIP DECK SLAB.
ASSUMED TO BE
HORIZONTAL.

EFFECTIVE FLANGE
THICKNESS PAD = A-T FOR DEAD LOAD AND
t = T - ½" FOR COMPOSITE SECTION
FOR NEGATIVE MOMENT.
= 0.0 FOR COMPOSITE SECTION
FOR POSITIVE MOMENT.

SECTION FOR COMPUTATION

OF COMPOSITE SECTION
PROPERTIES

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Chapter 5 Concrete Structures

iii. Flange Position

An increased dimension from top of girder to top of bridge deck at centerline

of bearing at centerline of girder shall be shown in the Plans. This is called
the “A” dimension. It accounts for the effects of girder camber, vertical curve,
deck cross slope, etc. See Appendix 5-B1 for method of computing.

For purposes of calculating composite section properties for negative

moments, the pad/haunch height between bottom of deck and top of
girder shall be taken as the “A” dimension minus the flange thickness “T”
at intermediate pier supports and shall be reduced by girder camber as
appropriate at other locations.

For purposes of calculating composite section properties for positive

moments, the bottom of the bridge deck shall be assumed to be directly
on the top of the girder. This assumption may prove to be true at center
of span where excess girder camber occurs.

iv. Section Dead Load

The bridge deck dead load to be applied to the girder shall be based on the
full bridge deck thickness. The full effective pad/haunch weight shall be
added to that load over the full length of the girder. The full effective pad or
haunch height is typically the “A” dimension minus the flange thickness “T”,
but may be higher at midspan for a crest vertical curve.

C. Design Procedure

1. General

The WSDOT Prestressed concrete girder design computer program PGSuper

is the preferred method for design.

2. Stress Conditions

The stress limits as described in Table 5.2.1-1 shall not be exceeded for
prestressed concrete girders at all stages of construction and in service. The
stages of construction for which stress limits shall be checked shall include,
but not be limited to the following:

a. Prestressing release at casting yard using Service I Limit State

b. Lifting at casting yard using Service I Limit State. Dead load impact need not
be considered during lifting. This check shall be done in accordance with
Section 5.6.3.C.2.

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c. Shipping for a girder with impact using Service I Limit State. A dead load
impact of 20 percent shall be included acting both up and down. The angle
of inclination shall be the equilibrium tilt angle computed for lateral stability
with a roadway superelevation of 2 percent. This check shall be done in
accordance with Section 5.6.3.D.6. This condition represents the girder
traveling along a straight road at a typical 2% superelevation with dynamic
load effects.

d. Shipping for a girder without impact using Service I Limit State. Dead load
impact, wind and centrifugal forces need not be included. The angle of
inclination shall be the equilibrium tilt angle computed for lateral stability
with a roadway superelevation of 6 percent. This check shall be done in
accordance with Section 5.6.3.D.6. This condition represents the girder
going slowly through a corner with a 6 percent superelevation.

e. Deck and diaphragm placement using Service I Limit State

f. Final condition without live load using Service I Limit State

g. Final condition with live load using Service I Limit State for compressive
stresses and Service III Limit State for tensile stresses

h. Final condition with live load using Fatigue I Limit State

When dead load impact is included in construction checks, the deflection and sweep
induced by the dynamic component need not be considered when performing stress
and stability checks.

D. Standard Strand Locations

Standard strand locations of typical prestressed concrete girders are shown in Figure
5.6.2-2 the Bridge Standard Drawings website ([Link]/Bridge/
Structures/[Link]).

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Figure 5.6.2-2 Typical Prestressed Concrete Girder Configuration

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E. Girder End Types

There are four typical end types for prestressed concrete girders. Due to the extreme
depth of the WF83G, WF95G, and WF100G girders, and possible end of girder tilt
at the piers for profile grades, the designer will need to pay particular attention to
details to assure the girders will fit and perform as intended.

The end types designs may require modification for bridge security. The space
between girders at the abutment may require omission by extending the diaphragm
to the face of the abutment stem. Coordinate with the WSDOT State Bridge and
Structures Architect during final design where required.

The four end types are shown as follows:

1. End Type A

End Type A as shown in Figure 5.6.2-3 is for cantilever end piers with an end
diaphragm cast on the end of the girders. End Type A has a recess at the bottom
of the girder near the end for an elastomeric bearing pad. See Bridge Standard
Drawings 5.6-A4-12 and 5.6-A9-9 for bearing pad details. The recess at the
centerline of bearing is 0.5″ deep. This recess is to be used for profile grades up
to and including 4 percent. The recess is to be replaced by an embedded steel
plate flush with the bottom of the girder for grades over 4 percent. A tapered
bearing plate, with stops at the edges to contain the elastomeric pad, can be
welded or bolted to the embedded plate to provide a level bearing surface.

Reinforcing bars and pre-tensioned strands project from the end of the girder.
The designer shall assure that these bars and strands fit into the end diaphragm.
Embedment of the girder end into the end diaphragm shall be a minimum of
3″ and a maximum of 6″. For girder ends where the tilt would exceed 6″ of
embedment, the girder ends shall be tilted to attain a plumb surface when the
girder is erected to the profile grade.

The gap between the end diaphragm and the stem wall shall be a minimum
of 1½″ or ½″ greater than required for longitudinal bridge movement.

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 irder is erected to the profile grade.
The gap between
Chapter 5 the end diaphragm and the stem wall shall be a minimum of 1½″
Concrete or ½″ grea
Structures

han required for longitudinal bridge movement.

Figure 5.6.2-3 End Type A (End Diaphragm on Girder)

BACK OF ¢ BEARING
PAVEMENT SEAT

10" VARIES "A" DIM. AT

¢ GIRDER
1'-1"

3" FILLET

END OF
PRECAST
GIRDER
1'-0"

3"
MIN. VARIES
2'-2½"

1½"
MIN.

End Type A (End Diaphragm on Girder)

Figure 5.6.2-4

Bridge Design Manual M 23-50.04 Page

010

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Concrete Structures Chapter 5

2. End Type B

End Type B as shown in Figure 5.6.2-4 is for “L” type abutments. End Type B also
has a recess at the bottom of the girder for an elastomeric bearing pad. Notes
regarding the bearing recess on End Type A also apply to End Type B. End Type B
typically does not have reinforcing or strand projecting from the girder end.

The centerline of the diaphragm is normal to the roadway surface. The centerline
of the bearing is coincident with the centerline of the diaphragm at the top of the
elastomeric pad.

Figure 5.6.2-4 End Type B (L-Shape End Pier)

¢ DIAPHRAGM

¢ JOINT
90°

10" 6" "A" DIM. AT

¢ GIRDER
1'-1"

3" FILLET
6" MIN.

6"
END OF
1'-0"
P.C. GIRDER

INTERSECTION OF
¢ DIAPHRAGM &
¢ BEARING
¢ BRG.

End Type B (L-Shape End Pier)

Figure 5.6.2-4

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Chapter 5 Concrete Structures

3. End Type C

End Type C as shown in Figure 5.6.2-5 is for continuous spans and an

intermediate hinge diaphragm at an intermediate pier. There is no bearing recess
and the girder is temporarily supported on oak blocks. This detail may be used to
reduce the seismic demand at an intermediate pier by allowing rotation about the
axis parallel to the crossbeam. The reduced pier stiffness will lower the plastic
overstrength shear demand (Vpo), allow for shorter columns and eliminate the
plastic hinge at the top of each column. While the diaphragm hinge is intended to
act as a pin, there may be some residual stiffness at the connection that shall be
determined by the designer. This stiffness will move the point of inflection down
the pier, inducing some plastic overstrength shear demand.

The hinge connection should be assumed pinned to determine the pier

displacement and ductility demand for seismic analysis.

The designer shall check the edge distance and provide a dimension that
prevents edge failure, or spalling, at the top corner of the supporting cross beam
for load from the oak block including dead loads from girder, deck slab, and
construction loads.

For prestressed concrete girders with intermediate hinge diaphragms,

designers shall:

a. Check size and minimum embedment in crossbeam and diaphragm for hinge
bars. Bars shall be sized based on interface shear due to calculated plastic
overstrength shear force (Vpo) from the column while ignoring the concrete
cohesion and axial load contributions.

b. Design the width of the shear key to take the factored vertical bearing force
per AASHTO LRFD Section 5.6.5 at the Strength limit state. The maximum
shear key width shall be limited to 0.3d, where d is the width of the
diaphragm.

c. Confinement reinforcement shall be added to the diaphragm between

the girders over a vertical distance equal to or greater than the diaphragm
width. Confinement shall be no less than #4 ties bars spaced at 12 inches
longitudinally and staggered 6 inches vertically.

d. The throat of the hinge gap shall be no larger than 0.75 inches The bottom
of diaphragm may taper up to 5 degrees maximum to allow for 1.5 times the
elastic service, strength or extreme rotation. The material used to form the
gap shall be strong enough to support the wet concrete condition and shall
be removed after concrete placement.

e. Check interface shear friction at girder end (see Section 5.2.2.C.2).

Design of the pier in the transverse direction (parallel to the crossbeam axis) shall
be performed per the AASHTO Seismic Guide Specifications.

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Figure 5.6.2-5 End Type C (Intermediate Hinge Diaphragm)

¢ HINGE
DIMENSION "A" AT ¢ BEARING
1½" EMBEDMENT (OAK BLOCK) SEE "GIRDER
(TYP.) SCHEDULE"
TOP OF P.C.
GIRDER

45° FILLET (TYP.)

DIAPHRAGM
WIDTH, d

PROVIDE CONFINEMENT REINFORCEMENT

IN LOWER DIAPHRAGM. TIES SPACED AT
6" VERTICALLY IN THE LOWER
DIAPHRAGM OVER A HEIGHT EQUAL TO
THE DIAPHRAGM WIDTH, d.
1.25 L d

d MIN.

CONSTRUCTION JOINT WITH

1'-0"

ROUGHENED SURFACE

OAK BLOCK PLACED PARALLEL TO

FACE OF CROSSBEAM, FULL WIDTH
OF BOTTOM FLANGE. REMOVE AFTER
PLACING TRAFFIC BARRIER.
4" AT ¢ GIRDER VARIES
VARIES
(4" MIN.) 6"
(3" MIN.) (WIDTH
ASPECT RATIO HEIGHT )
a • 0.3d SHOULD NOT BE LESS THAN ONE
AT ¢ GIRDER (TYP.)

¾" GAP
5° MAX.

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Chapter 5 Concrete Structures

4. End Type D

End Type D as shown in Figure 5.6.2-6 is for continuous spans fully fixed to
columns at intermediate piers. There is no bearing recess and the girder is
temporarily supported on oak blocks.

The designer shall check the edge distance and provide a dimension that
prevents edge failure, or spalling, at the top corner of the supporting cross beam
for load from the oak block including dead loads from the girder and construction
loads. The designer shall check interface shear friction at the girder end (see
Section 5.2.2.C.2).

Figure 5.6.2-6 End Type D

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F. Splitting Resistance in End Regions of Prestressed Concrete Girders

The splitting resistance of pre-tensioned anchorage zones shall be as described in

AASHTO LRFD Section [Link].1. For pre-tensioned I-girders or bulb tees, the end
vertical reinforcement shall not be larger than #5 bars and spacing shall not be less
than 2½″. The remaining splitting reinforcement not fitting within the h/4 zone may
be placed beyond the h/4 zone at a spacing of 2½″.

G. Confinement Reinforcement in End Regions of Prestressed Concrete Girders

Confinement reinforcement in accordance with AASHTO LRFD Section [Link].2 shall

be provided.

H. Girder Stirrups

Except as otherwise permitted, for girders with CIP deck slabs, girder stirrups shall be
field bent over the top mat of reinforcement in the bridge deck.

Stirrups for slab and wide flange thin deck girders which shall be bent at the heigh
shown in the standard girder plans.

I-girder stirrups may be prebent, but the extended hook shall be within the core of
the slab (the inside edge of the hook shall terminate above the bottom mat deck
slab bars). For I-girders with a 7½” minimum thickness cast-in-place bridge deck,
girder stirrups no larger than #5 bars, and with or without permanent precast
prestressed concrete stay-in-place deck panels, prebent stirrups may be used with
“hat bar” stirrup extensions. Details shall conform to Figure 5.6.2-7 and the following
requirements (see reference 27):
• Girder stirrups shall all extend at least 5” from the top of the girder, but typically
no more than the deck thickness minus 2.5”.
• Hat bars shall be epoxy coated and shall be the same bar size as the girder stirrups

I. Section Properties

Gross section properties (including the gross deck area transformed by the girder/
deck modular ratio if applicable) shall be used for design of precast concrete girders
including prestress losses, camber, and flexural capacity. Transformed sections
(transforming reinforcement to an equivalent concrete area) may be used in special
cases with the approval of the WSDOT Bridge Design Engineer.

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Chapter 5 Concrete Structures

Figure 5.6.2-7 Hat Bar Plan Details

H1 £#5, SPA. AT X" MAX.

BUNDLE WITH GIRDER STIRRUPS
AND PLACE VERTICALLY.* BRIDGE DECK

2½" CLR.
REINFORCING (TYP.)
¢ GIR.

3½" MIN.

1" MIN.
H2 £#5 WITH
2'-0" MIN. LAP SPLICE
G1A #5 GIRDER STIRR., FIELD BEND
IF NEEDED TO PROVIDE 2½" MIN. COVER.

DETAIL A

* H1 £#5 MAY BE OMITTED AT LOCTIONS WHERE GIRDER STIRRUPS PROJECT AT LEAST

3" ABOVE THE BOTTOM OF THE TRANSVERSE BAR IN THE BOTTOM MAT OF THE BRIDGE DECK.

BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT

6" 6"
VARIES

8"

H1 £#5

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5.6.3 Fabrication and Handling

A. Shop Plans

Fabricators of prestressed concrete girders are required to submit shop plans which
show specific details for each girder. These shop plans are reviewed for conformance
with the Contract Plans and specifications.

B. Special Problems for Fabricators

1. Strand Tensioning

The method selected for strand tensioning may affect the design of the girders.
The strand arrangements shown in the office standard plans and included in
the PGSuper computer program are satisfactory for tensioning methods used
by fabricators in this state. Harped strands are normally tensioned by pulling
them as straight strands to a partial tension. The strands are then deflected
vertically as necessary to give the required harping angle and strand stress. In
order to avoid overtensioning the harped strands by this procedure, the slope of
the strands is limited to a maximum of 6:1 for 0.5″ φ strands and 8:1 for 0.6″φ
strands. The straight strands are tensioned by straight jacking.

2. Hold Down Forces

Forces on the hold-down units are developed as the harped strands are raised.
The hold-down device provided by the fabricator must be able to hold the
vertical component of the harping forces. Normally a two or more hold-down
unit is required. Standard commercial hold-down units have been preapproved
for use with particular strand groups.

3. Numbers of Strands

Since the prestressing beds used by the girder fabricators can carry several
girders in a line, it is desirable that girders have the same number of strands
where practical. This allows several girders to be set up and cast at one time.

For pre-tensioned concrete girders, the number of permanent prestressing

strands (straight and harped) shall be limited to 100 total 0.6″f strands.

C. Handling of Prestressed Concrete Girders

1. In-Plant Handling

The maximum weight that can be handled by precasting plants in the Pacific

Northwest is 252 kips. Pre-tensioning lines are normally long enough so that the
weight of a girder governs capacity, rather than its length. Headroom is also not
generally a concern for the deeper sections.

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2. Lateral Stability During Handling

In order to ensure constructability, the designer shall specify the lifting

embedment locations (centroid 3′ minimum from ends - see Standard
Specifications Section 6-02.3(25)L), maximum midspan vertical deflection and the
corresponding concrete strength at release that satisfies the stress limits from
Section 5.2.1.C and provides an adequate factor of safety for lateral stability.
The calculations shall conform to methods as described in Standard Specifications
Section 6-02.3(25) and reference 26. Factors of safety of 1.0 against cracking and
1.5 against failure shall be used.

Biaxial stresses due to lateral bending at the girder tilt equilibrium condition shall
consider the assumed lifting embedment transverse placement tolerance and the
girder sweep tolerance. Stresses shall be evaluated for the girder tilt equilibrium
condition for a hanging girder as described in Standard Specifications Section
6-02.3(25) and reference 26.

Lateral stability can be a concern when handling long, slender girders.

Lateral bending failures are sudden, catastrophic, costly, pose a serious threat
to workers and surroundings, and therefore shall be considered by designers.
When the girder forms are stripped from the girder, the prestressing level is
higher and the concrete strength is lower than at any other point in the life of the
member. Lifting embedment/support misalignment, horizontal girder sweep and
other girder imperfections can cause the girder to roll when handling, causing a
component of the girder weight to be resisted by the weak axis.

Lateral stability may be improved using the following methods:

a. Move the lifting embedments away from the ends. This may increase
the required concrete release strength, because decreasing the distance
between lifting devices increases the concrete stresses at the harp point.
Stresses at the support may also govern, depending on the exit location of
the harped strands.

b. Select a girder section that is relatively wide and stiff about its vertical
(weak) axis.

c. Add temporary prestressing in the top flange.

d. Brace the girder.

e. Raise the roll axis of the girder with a rigid yoke.

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D. Shipping Prestressed Concrete Girders

1. General

The ability to ship girders can be influenced by a large number of variables,

including mode of transportation, weight, length, height, and lateral stability. The
ability to ship girders is also strongly site-dependent. For large or heavy girders,
routes to the site shall be investigated during the preliminary design phase. To
this end, on projects using large or heavy girders, WSDOT can place an advisory
in their special provisions including shipping routes, estimated permit fees,
escort vehicle requirements, Washington State Patrol requirements, and permit
approval time.

2. Mode of Transportation

Three modes of transportation are commonly used in the industry: truck, rail,
and barge. In Washington State, an overwhelming percentage of girders are
transported by truck, so discussion in subsequent sections will be confined to
this mode. However, on specific projects, it may be appropriate to consider rail or
barge transportation.

Standard rail cars can usually accommodate larger loads than a standard truck.
Rail cars range in capacity from approximately 120 to 200 kips. However, unless
the rail system runs directly from the precasting plant to the jobsite, members
must be trucked for at least some of the route, and weight may be restricted by
the trucking limitations.

For a project where a large number of girders are required, barge transportation
may be the most economical. Product weights and dimensions are generally
not limited by barge delivery, but by the handling equipment on either end. In
most cases, if a product can be made and handled in the plant, it can be shipped
by barge.

3. Weight Limitations

The net weight limitation with trucking equipment currently available in

Washington State is approximately 190 kips, if a reasonable delivery rate
(number of pieces per day) is to be maintained. Product weights of up to 252 kips
can be hauled with currently available equipment at a limited rate. The hauling of
heavier girders may be possible with coordination with hauling subcontractors.
Hauling subcontractors should be consulted on the feasibility of shipping large or
heavy girders on specific projects.

4. Support Locations

The designer shall provide shipping support locations in the plans to ensure
adequate girder stability. Shipping support locations shall be no closer than the
girder depth to the ends of the girder at the girder centerline. The overhangs
at the leading and trailing ends of the girders should be minimized and equal if
possible. Generally, the leading end overhang should not exceed 15′ to avoid

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interference with trucking equipment. Local carriers should be consulted if a

larger leading end overhang is required. Shipping support locations shall maintain
the concrete stresses within allowable limits.

Length between shipping support locations may be governed by turning radii

on the route to the jobsite. Potential problems can be circumvented by moving
the support points closer together (away from the ends of the girder), or by
selecting alternate routes. Up to 130′ between supports is typically acceptable
for most projects.

5. Height Limitations

The height of a deep girder section sitting on a jeep and steerable trailer is of
concern when considering overhead obstructions on the route to the jobsite.
The height of the support is approximately 6′ above the roadway surface. When
adding the depth of the girder, including camber, the overall height from the
roadway surface to the top of concrete can rapidly approach 14′. Overhead
obstructions along the route should be investigated for adequate clearance in
the preliminary design phase. Obstructions without adequate clearance must be
bypassed by selecting alternate routes.

Expectations are that, in some cases, overhead clearance will not accommodate
the vertical stirrup projection on deeper WSDOT standard girder sections.
Alternate stirrup configurations can be used to attain adequate clearance,
depending on the route from the plant to the jobsite.

6. Lateral Stability During Shipping

In order to ensure constructability, the designer shall specify concrete strengths,

shipping support locations, minimum shipping support rotational spring
constants, shipping support center-to-center wheel spacing, maximum midspan
vertical deflection at shipping and temporary top strand configurations in the
Plans that satisfy the stress limits from Section 5.2.1.C and provide adequate
factors of safety for lateral stability during shipping. The calculations shall
conform to methods described in Standard Specifications Section 6-02.3(25) and
reference 26. Factors of safety of 1.0 against cracking and 1.5 against failure
and rollover shall be used. The maximum midspan vertical deflection at shipping
used to evaluate stability shall be shown in the plans. In order to minimize the
need for re-analysis under contract, this value may be conservatively determined
using losses at 10 days, camber at 90 days, and a span length equal to the
girder length.

The rotational stiffness and center-to-center wheel spacing used in design shall
be taken from Table 5.6.3-1. Design the girder for transportation with the least
stiff support system as possible while achieving recommended factors of safety.

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Table 5.6.3-1 Shipping Support Parameters

Shipping Support Rotational Spring Shipping Support Center-to-Center
Constant, Kθ (Kip-in/radian) Wheel Spacing, Wcc
40,000 72
50,000 72
60,000 72 or 96
70,000 96
80,000 96

Design for shipping should not preclude the contractor from making
modifications under contract that consider actual conditions, such as fabrication
tolerances and the haul route, but the Engineer should confirm that any
proposed changes are structurally acceptable in the final in-service structure.

E. Erection and Bridge Deck Construction

A variety of methods are used to erect prestressed concrete girders, depending on

the weight, length, available crane capacity, and site access. Lifting girders during
erection is not as critical as when they are stripped from the forms, particularly when
the same lifting devices are used for both. However, if a separate set of erection
devices are used, the girder shall be checked for stresses and lateral stability. In
addition, once the girder is set in place, the free span between supports is usually
increased. Wind can also pose a problem. Consequently, when girders are erected,
they shall immediately be braced. The temporary bracing of the girders is the
contractor’s responsibility.

For tub girders, designers should consider web out-of-plane bending forces that will
develop during construction (e.g. loading due to the deck finishing machine). These
cases may govern the design of web stirrups.

F. Construction Sequence for Multi-Span Prestressed Concrete Girder Bridges

For multi-span prestressed concrete girder bridges, the sequence and timing of
the superstructure construction has a significant impact on the performance and
durability of the bridge. In order to maximize the performance and durability, the
“construction sequence” details shown on the Bridge Standard Drawings website
([Link]/Bridge/Structures/[Link]) shall be followed for
all new WSDOT multi-span prestressed concrete girder bridges. Particular attention
shall be paid to the timing of casting the lower portion of the pier diaphragms/
crossbeams (30 days minimum after girder fabrication) and the upper portion of
the diaphragms/crossbeams (10 days minimum after placement of the deck slab).
The requirements apply to multi-span prestressed concrete girder bridges with
monolithic and hinge diaphragms/crossbeams.

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5.6.4 Superstructure Optimization

A. Girder Selection

Cost of the girders is a major portion of the cost of prestressed concrete girder
bridges. Much care is therefore warranted in the selection of girders and in optimizing
their position within the structure. The following general guidelines should be
considered.

1. Girder Series Selection

All girders in a bridge shall be of the same series unless approved otherwise by
the Bridge and Structures Engineer. If vertical clearance is no problem, a larger
girder series, utilizing fewer girder lines, may be a desirable solution.
Fewer girder lines may result in extra reinforcement and concrete but less
forming cost. These items must also be considered.

2. Girder Concrete Strength

Higher girder concrete strengths should be specified where that strength can
be effectively used to reduce the number of girder lines, see Section 5.1.1.A.2.
When the bridge consists of a large number of spans, consideration should be
given to using a more exact analysis than the usual design program in an attempt
to reduce the number of girder lines. This analysis shall take into account actual
live load, creep, and shrinkage stresses in the girders.

3. Girder Spacing

Consideration must be given to the deck slab cantilever length to determine the
most economical girder spacing. This matter is discussed in Section 5.6.4.B. The
deck slab cantilever length should be made a maximum if a line of girders can be
saved. It is recommended that the overhang length, from edge of slab to center
line of exterior girder, be less than 40 percent of girder spacing; then the exterior
girder can use the same design as that of the interior girder. The following
guidance is suggested.

i. Tapered Spans

On tapered roadways, the minimum number of girder lines should be

determined as if all girder spaces were to be equally flared. As many girders
as possible, within the limitations of girder capacity should be placed.
Deck slab thickness may have to be increased in some locations in order
to accomplish this.

ii. Curved Spans

On curved roadways, normally all girders will be parallel to each other.

It is critical that the exterior girders are positioned properly in this case,
as described in Section 5.6.4.B.

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iii. Geometrically Complex Spans

Spans which are combinations of taper and curves will require especially
careful consideration in order to develop the most effective and economical
girder arrangement. Where possible, girder lengths and numbers of straight
and harped strands should be made the same for as many girders as possible
in each span.

iv. Number of Girders in a Span

Usually all spans will have the same number of girders. Where aesthetics of
the underside of the bridge is not a factor and where a girder can be saved in
a short side span, consideration should be given to using unequal numbers
of girders. It should be noted that this will complicate crossbeam design by
introducing torsion effects and that additional reinforcement will be required
in the crossbeam.

B. Bridge Deck Cantilevers

The exterior girder location is established by setting the dimension from centerline of
the exterior girder to the adjacent curb line. For straight bridges this dimension will
normally be no less than 2′-6″ for W42G, W50G, and W58G; 3′-0″ for W74G; and
3′-6″ for WF74G, WF83G, WF95G and WF100G. Some considerations which affect
this are noted below.

1. Appearance

Normally, for best appearance, the largest bridge deck overhang which is
practical should be used.

2. Economy

Fortunately, the condition tending toward best appearance is also that which will
normally give maximum economy. Larger curb distances may mean that a line of
girders can be eliminated, especially when combined with higher girder concrete
strengths.

3. Bridge Deck Strength

It must be noted that for larger overhangs, the bridge deck section between the
exterior and the first interior girder may be critical and may require thickening.

4. Drainage

Where drainage for the bridge is required, water from bridge drains is normally
piped across the top of the girder and dropped inside of the exterior girder line.
A large bridge deck cantilever length may severely affect this arrangement and it
must be considered when determining exterior girder location.

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5. Bridge Curvature

When straight prestressed concrete girders are used to support curved

roadways, the curb distance must vary. Normally, the maximum bridge deck
overhang at the centerline of the long span will be made approximately equal
to the overhang at the piers on the inside of the curve. At the point of minimum
curb distance, however, the edge of the girder top flange should be no closer
than 1′-0″ from the bridge deck edge. Where curvature is extreme, other
types of bridges should be considered. Straight girder bridges on highly curved
alignments have a poor appearance and also tend to become structurally
less efficient.

C. Diaphragm Requirements

1. General

Intermediate diaphragms provide girder stability for the bridge deck placement
and improve the bridge resistance to over-height impact loads.

Diaphragms for prestressed concrete girder bridges shall be cast-in-place

concrete. For large girder spacings or other unusual conditions, special diaphragm
designs shall be performed.

Inserts may be used to accommodate the construction of intermediate

diaphragms for connections between the diaphragm and the web of prestressed
concrete girders. The designer shall investigate the adequacy of the insert and
the connection to develop the tensile capacity of diaphragm reinforcement. The
designer shall also investigate the interface shear capacity of the diaphragm-to-
web connections for construction and deck placement loads.

Vertical reinforcement for intermediate diaphragms may be terminated at the top

of top flange if SIP deck panels are used for the bridge deck.

2. Design

Diaphragms shall be designed as transverse beam elements carrying both dead

load and live load.

3. Geometry

Diaphragms shall normally be oriented parallel to skew (as opposed to normal to

girder centerlines). This procedure has the following advantages:

a. The build-up of higher stresses at the obtuse corners of a skewed span

is minimized. This build-up has often been ignored in design.

b. Skewed diaphragms are connected at points of approximately equal girder

deflections and thus tend to distribute load to the girders in a manner that
more closely meets design assumptions.

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c. The diaphragms have more capacity as tension ties and compression

struts are continuous. Relatively weak inserts are only required at the
exterior girder.

On curved bridges, diaphragms shall normally be placed on radial lines.

4. Full or Partial Depth Intermediate Diaphragms

Based on research done by Washington State University (WSU) on damage

by over-height loads24, the type of intermediate diaphragms for prestressed
concrete girder bridges (including widenings) shall be as follows:

a. Full depth intermediate diaphragms as shown in the office standard plans

shall be used for bridges crossing over roads of ADT > 50,000.

b. Either full depth or partial depth intermediate diaphragms as shown in the

office standard plans may be used for all bridges not included in item a.

5. Tub Girder Intermediate Diaphragms

Where required, intermediate diaphragms shall be provided both inside and

between prestressed concrete tub girders.

The diaphragms inside the tub may be cast in the field or at the fabrication plant.
The bottom of the diaphragm inside the tub shall be at least 3 inches above the
top of the bottom flange.

The diaphragms between the tubs shall be cast in the field. For diaphragms
between the tubs, the roughened surface or shear keys on the sloped web faces
may not be effective in resisting interface shear. All diaphragm and construction
loads on the diaphragm before the deck cures and gains strength will then be
resisted by the reinforcement or inserts alone.

D. Skew Effects

Skew in prestressed concrete girder bridges affects structural behavior and member
analysis and complicates construction.

1. Analysis

Normally, the effect of skew on girder analysis is ignored. It is assumed that

skew has little structural effect on normal spans and normal skews. For short,
wide spans and for extreme skews (values over 30°), the effect of the skew on
structural action shall be investigated. All trapezoidal tub, slab, wide flange deck,
wide flange thin deck and deck bulb-tee girders have a skew restriction of 30°.

Skews at ends of prestressed concrete girders cause prestressing strand force

transfer to be unbalanced about the girder centerline at girder ends. In some
cases, this has caused bottom flange cracking. Recent projects where this
cracking occurred are Contract 8128 (Bridge Number 522/142N has W74G
girders with 55 degree skew and 8 bottom flange straight strands) and Contract
8670 (Bridge Number 5/456E has WF100G girders with 56 degree skew and 40

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Chapter 5 Concrete Structures

bottom flange straight strands). Details shown in Figure 5.6.4-1 could be used to
minimize bottom flange cracking for girders with large skews.

2. Detailing

Concrete
To minimize labor costs and to avoid stress problems in prestressed concreteChapter 5
Structures
girder construction, the ends of girders for continuous spans shall normally be
made skewed. Skewed ends of prestressed concrete girders shall always match
the piers they rest on at either end.

Figure 5.6.4-1 Skewed Girder End Details to Prevent Cracking

DEBONDING SHEATHING (TYP.)
¢ GIRDER

BOTTOM FLANGE DEBONDED STRANDS

ALTERNATE GIRDER END DEBOND AND REINFORCEMENT
ABOUT GIRDER ¢ FOR OPPOSITE END

¢ GIRDER

DEBONDED STRAND (TYP.)

(2) #6 x 8'-0"
3 SPA.@
2" = 6"

DEBOND STRANDS
AT SKEW

(4) #5 x 6'-0
7 SPA @ 2" 4½" 7 SPA @ 2"
= 1'-2" = 1'-2"

SECTION A

Skewed Girder End Details

To Prevent Cracking
Figure 5.6.4-1

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E. Grade and Cross Slope Effects

Large cross slopes require an increased amount of the girder pad dimension (‘A’
dimension) necessary to ensure that the structure can be built. This effect is
especially pronounced if the bridge is on a horizontal or vertical curve. Care must be
taken that deck drainage details reflect the cross slope effect.

Girder lengths shall be modified for added length along grade slope.

F. Curve Effect and Flare Effect

Curves and tapered roadways each tend to complicate the design of straight girders.
The designer must determine what girder spacing to use for dead load and live load
design and whether or not a refined analysis, that considers actual load application,
is warranted. Normally, the girder spacing at centerline of span can be used for girder
design, especially in view of the conservative assumptions made for the design of
continuous girders.

G. Girder Pad Reinforcement

B R I D G E D E S I G N M A N U A L

r i t e r

Girders with a large “A” dimension may require a deep pad between the top of the
i a

R e i n f o
girder and the bottom of the deck. When the depth of the pad at the centerline
r c e d C o n c r e t e S u p e r s t r u c t u r e s

of the girder exceeds 6″, reinforcement shall be provided in the pad as shown in
Figure 5.6.4-2.

Figure 5.6.4-2 Girder Pad Reinforcement

¢ GIRDER

CLEARANCE DETERMINED BY
DECK PROTECTION SYSTEM
DECK REINFORCEMENT

1½" CLR. PAD HEIGHT

£#4 @ 1'-6"
(TYP.)
SPACING

1" CLR. MIN. #4 AT MID-HEIGHT

OF PAD (TYP.)

GIRDER REINFORCEMENT

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5.6.5 Repair of Damaged Prestressed Concrete Girders at Fabrication

When girders suffer defects during fabrication or damage before becoming part of a final
structure, the girder repairs shall be addressed with pre-approved repair procedures from
the current Annual Plant Approval document for the fabricator (see Standard Specifications
Section 6-02.3(25)A). If the repairs cannot be addressed by this document, the fabricator
shall initiate the Fax Resolution process from the current Annual Plant Approval document
to address contract specific repairs with the Project Office and HQ Bridge Construction.
Normally, no designer action is required. When evaluating repairs for unusual situations
not covered, the designer must ensure that the required strength and appearance of
the girder can be maintained. If stressing will occur after the repair is made, normally
no test loading is required; however, such a test should be considered. See reference 14
for guidance.

5.6.6 Repair of Damaged Prestressed Concrete Girders in Existing Bridges

A. General

This section is intended to cover repair of damaged girders on existing bridges. For
repair of newly constructed girders, see Section 5.6.5. Over-height loads are a fairly
common source of damage to prestressed concrete girder bridges. The damage may
range from spalling and minor cracking of the lower flange of the girder to loss of a
major portion of a girder section. Occasionally, one or more strands may be broken.
The damage is most often inflicted on the exterior or first interior girder.

B. Repair Procedure

The determination of the degree of damage to a prestressed concrete girder is largely

a matter of judgment. Where the flange area has been reduced or strands lost,
calculations can aid in making this judgment decision. The following are general
categories of damage and suggested repair procedures (see references 15, 16).

1. Minor Damage

If the damage is slight and concerns only spalling of small areas of the outside
surface of the concrete, repair may be accomplished by replacing damaged
concrete areas with concrete grout. The area where new concrete is to be
applied shall first be thoroughly cleaned of loose material, dried, and then coated
with epoxy.

2. Moderate Damage

If damage is moderate, (damage does not exceed replacement criteria in Item 4

below), a repair procedure shall be developed using the following guidelines.
It is probable that some prestress will have been lost in the damaged area due
to reduction in section and consequent strand shortening or through loss of
strands. The following steps shall be part of any proposed repair procedure:

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i. Determine Condition

Sketch the remaining cross section of the girder and compute its reduced
section properties. Determine the stress in the damaged girder due to the
remaining prestress and loads in the damaged state. If severe overstresses
are found, action must be taken to restrict loads on the structure until
the repair has been completed. If the strand loss is so great that AASHTO
prestress requirements cannot be met with the remaining strands,
consideration should be given to replacing the girder.

ii. Restore Prestress If Needed

Prestress in damaged/severed strands can sometimes be restored with

mechanical strand couplers. Damaged girders with broken 0.6” diameter
strands may need to be repaired with 0.5” diameter strands and additional
post-tensioning as needed. Current commercially-available couplers are
capable of restoring full prestressing force in strands of up to ½” diameter.
Verify that the restoration of full prestress force will not cause overstress
in the damaged girder section.

iii. Prepare a Repair Plan

Draw a sketch to show the area of concrete removal required for

replacement of damaged concrete, and for installation of any mechanical
strand couplers required. The damaged area is to be thoroughly prepared,
coated with epoxy, and repaired with grout equal in strength to the
original concrete.

3. Severe Damage

Where the damage to the girder is considered to be irreparable due to loss

of many strands, extreme cracking, etc., the girder shall be replaced. This has
been done several times, but involves some care in determining a proper
replacement sequence.

In general, the procedure consists of cutting through the existing deck slab and
diaphragms and removing the damaged girder. Adequate exposed reinforcement
steel must remain to allow splicing of the new bars. The new girder and new
reinforcement is placed and previously cut concrete surfaces are cleaned and
coated with epoxy. New deck slab and diaphragm portions are then poured.

It is important that the camber of the new girder be matched with that in the
old girders. Excessive camber in the new girder can result in inadequate deck
slab thickness. Girder camber can be controlled by prestress, curing time, or
dimensional changes.

Casting the new bridge deck and diaphragms simultaneously in order to avoid
overloading the existing girders in the structure should be considered. Extra
bracing of the girder at the time of casting the bridge deck will be required.

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Methods of construction shall be specified in the plans that will minimize

inconvenience and dangers to the public while achieving a satisfactory structural
result. High early strength grouts and concretes should be considered.

In case of replacement of a damaged girder, the intermediate diaphragms

adjacent to the damaged girder shall be replaced with full depth diaphragms
as shown in Figure 5.6.6-1.

In case of replacement of a damaged girder, the replacement girder should be

of the same type or the same depth as the original damaged girder.

In case of repair of a damaged girder with broken or damaged prestressing

strands, the original damaged strands shall be replaced with similar diameter
strands. Restoration of the prestress force as outlined in Section 5.6.6 B-2b shall
be considered.

Existing bridges with pigmented sealer shall have replacement girders sealed.
Those existing bridges without pigmented sealer need not be sealed.

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Concrete Structures Chapter 5

Figure 5.6.6-1 Full Depth Intermediate Diaphragm Replacement

2 SPA.
3" MAX. @ 3" 3" MAX.

#4 STIRRUP
¢ GIRDER
@ 1'-0" MAX.

ALL GIRDERS WEBS

SHALL BE VERTICAL
1'-0" MAX.
6"

1" INSERT AND ANCHOR (TYP.).

SEE "ANCHOR DETAIL"
THIS SHEET
#4 TIE (TYP.)

2 ~ #7 FULL LENGTH
#7
2 ~ #4 BETWEEN
GIRDERS SPACED
AT 1'-0" MAX.(TYP.)
#7 FULL LENGTH

FACE OF WEB
1½" MIN.
6" MAX. THREAD 1"ø BOLT (TYP.)

1'-6"

ANCHOR DETAIL
ASTM A-307

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4. Repair vs. Replacement of Damaged Girder

Several factors need to be considered when evaluating whether to repair or

to replace a damaged girder. Among them are the level of concrete damage,
number of broken strands, location and magnitude of web damage, permanent
offset of the original girder alignment, and overall structural integrity. Other
considerations include fresh damage to previously damaged girders, damage to
adjacent girders, and cost of repair versus replacement. Ultimately, the evaluation
hinges on whether the girder can be restored to its original capacity and whether
the girder can be repaired sufficiently to carry its share of the original load.

The following guidelines describe damaged girder conditions which require

replacement:
• Strand Damage – More than 25 percent of prestressing strands are
damaged/severed. If over 25 percent of the strands have been severed,
replacement is required. Splicing is routinely done to repair severed strands.
However, there are practical limits as to the number of couplers that can
be installed in the damaged area.
• Girder Displacements – The bottom flange is displaced from the horizontal
position more than ½″ per 10′ of girder length. If the alignment of the
girder has been permanently altered by the impact, replacement is required.
Examples of non-repairable girder displacement include cracks at the web/
flange interface that remain open. Abrupt lateral offsets may indicate
that stirrups have yielded. A girder that is permanently offset may not be
restorable to its original geometric tolerance by practical and cost-effective
means.
• Concrete Damage at Harping Point – Concrete damage at harping point
resulting in permanent loss of prestress. Extreme cracking or major loss of
concrete near the harping point may indicate a change in strand geometry
and loss in prestress force. Such loss of prestress force in the existing
damaged girder cannot be restored by practical and cost effective means, and
requires girder replacement.
• Concrete Damage at Girder Ends – Severe concrete damage at girder ends
resulting in permanent loss of prestress or loss of shear capacity. Extreme
cracking or major loss of concrete near the end of a girder may indicate
unbonding of strands and loss in prestress force or a loss of shear capacity.
Such loss of prestress force or shear capacity in the existing damaged girder
cannot be restored by practical and cost-effective means, and requires girder
replacement.
• Significant Concrete Loss from the Web – Significant damage of concrete in
the web that results in loss of shear capacity shall require girder replacement.
The web damage shall be considered significant when more than 25 percent
of web section is damaged or when shear reinforcement has yielded.

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Damaged girders shall be replaced in accordance with current WSDOT design

criteria and with current girder series.

There are other situations as listed below which do not automatically trigger
replacement, but require further consideration and analysis.
• Significant Concrete Loss from the Bottom Flange – For girder damage
involving significant loss of concrete from the bottom flange, consideration
should be given to verifying the level of stress remaining in the exposed
prestressing strands. Residual strand stress values will be required for any
subsequent repair procedures.
• Adjacent Girders – Capacity of adjacent undamaged girders. Consideration
must be given as to whether dead load from the damaged girder has
been shed to the adjacent girders and whether the adjacent girders can
accommodate the additional load.
• Previously Damaged Girders – Damage to a previously damaged girder. An
impact to a girder that has been previously repaired may not be able to be
restored to sufficient capacity.
• Cost – Cost of repair versus replacement. Replacement may be warranted
if the cost of repair reaches 70 percent of the replacement project cost.
• Continuous Girders – Continuous girders with or without raised crossbeam
that requires supporting falsework in the adjacent spans.
• Superstructure Replacement – Superstructure replacement shall
be considered if more that 50 percent of all girders in the span are damaged
or if there is a high risk of future impacts from over-height loads.

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C. Miscellaneous References

The girder replacement contracts and similar jobs listed in Table 5.6.6-1 should
be used for guidance:

Table 5.6.6-1 Girder Replacement Contracts

Bridge Total Bridge Year work Work
Contract Project Name Number Length (ft) planned Description
7646 I-5 SR 11 Interchange 11/1 287 2009 Replace
Chuckanut Overcrossing damaged PCG
Bridge
8133 US 395 Court Street 395/103 114 2011 Replace
Bridge – Replace / damaged PCG
Repair Girders
8251 I-5 113th Ave SW 5/309 204 2012 Replace
Bridge Special Repair damaged PCG
8220 SR 16 Olympic Drive 16/120 207 2012 Replace
NW Bridge Special damaged PCG
Repair
8218 SR 167 24th St. E Bridge 167/38 382 2012 Replace
Special Repair damaged PCG
8489 I-5 Chamber Way Bridge 5/227 185 2014 Replace
Special Repair damaged PCG
8598 SR 16 Olympic Drive 16/120 207 2014 Replace
NW Bridge Special damaged PCG
Repair
8801 I-5 NBCD Over 41st 5/411NCD 172 2015 Replace
Division Dr. Special damaged PCG
Repair
8810 I-5 Birch Bay Lynden Rd 5/834 272 2015 Replace
Bridge Bridge Repair damaged PCG
8813 I-90, Front St Bridge 90/66S 231 2015 Replace
90/66S Girder damaged PCG
Replacement
8828 I-90 Stampede Pass 90/113 151 2016 Replace
Interchange – Bridge damaged PCG
Repair span

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5.6.7 Deck Girders

A. General

The term “deck girder” refers to a girder whose top flange or surface is the driving
surface, with or without an overlay or CIP topping. They include slab, double-tee,
ribbed, deck bulb-tee, wide flange deck and wide flange thin deck girders.

Unless noted otherwise deck girders that are not connected to adjacent girders shall
use a Type 1 deck protection system; girders that only have shear connections with
adjacent girders shall use a Type 3 or Type 4 deck protection system; and girders
that have moment connections with adjacent girders shall use Type 2 or Type 3 deck
protection systems. The requirements for bridge deck protection systems are covered
in Section 5.7.4.

Deck girders without a composite CIP concrete deck or topping shall have a minimum
concrete cover of 2″ over the top mat. The top mat of reinforcement in the deck
girder (top flange) shall be epoxy-coated.

B. Slab Girders

Slab girder spans between centerlines of bearing shall be limited to the prestressed
concrete girder height multiplied by 30 due to unexpected variations from traditional
beam camber calculations.

Standard configurations of slab girders are shown in the girder standard plans.
The width of slab girders should not exceed 8′-0″. Designers should minimize the
number of different widths of slabs on projects in order simplify fabrication.

Slab girder spans shall use a Type 4 deck protection system. The longitudinal
reinforcement shall #5 bars be spaced at 12 inches maximum and the transverse
reinforcement shall be #5 bars spaced at 6 inches maximum.

The AASHTO LRFD criteria for deflection shall be satisfied for slab girders.

A minimum of two permanent top strands shall be provided for slab girders, one
adjacent to each edge. Additional permanent top strands can be used if required to
control girder end tensile stresses as well as concrete stresses due to plant handling,
shipping and erection.

In some cases it may be necessary to use temporary top strands to control girder
end tensile stresses as well as concrete stresses due to plant handling, shipping
and erection. These strands shall be bonded for 10′ at both ends of the girder, and
unbonded for the remainder of the girder length. Temporary strands shall be cut prior
to equalizing girders and placing the CIP bridge deck. Designers may also consider
other methods to control girder stresses including debonding permanent strands at
girder ends and adding mild steel reinforcement.

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Girder equalization, shear keys and weld ties are not required when a minimum 5″
composite CIP bridge deck is placed over slab girders. Differential camber is expected
to be small but the designer should ensure it can be accommodated by the CIP deck.

Designers should ensure that the cross slope of girder supports are the same at both
ends of each girder in order to prevent girder torsion, point loads, and gaps between
the girder and the bearings.

Lateral restraint of slab girder superstructures with end type A at abutments shall be
provided by external girder stops, one on each side of the bridge.

C. Double-Tee and Ribbed Deck Girders

Double-tee and ribbed deck girders shall be limited to widening existing similar
structures. A hot mix asphalt (HMA) overlay with membrane shall be specified. These
sections are capable of spanning up to 60′.

D. Deck Bulb-Tee Girders

Deck bulb-tee girders have standard girder depths of 35, 41, 53, and 65 inches. The
top flange/deck may vary from 4-feet 1-inch to 6-feet wide. They are capable of
spanning up to 155 feet. Deck bulb-tee girders shall be limited to pedestrian bridges,
temporary bridges and to widening existing similar structures.

Deck bulb-tee girders shall be installed with girder webs plumb. Bridge deck
superelevation shall be accommodated by varying the top flange thickness.
Superelevation should be limited so that lifting embedments can be located at the
center of gravity of the girder to prevent complications with lifting, hauling and
erection. Use of deck bulb-tee girders should be avoided when superelevation
transitions occur within the span.

Girder size and weight shall be evaluated for shipping and hauling to the project site.

E. Wide Flange Deck Girders

Wide flange deck girders have standard girder depths ranging from 39 inches to
103 inches. The top flange/deck may vary from 5-feet to 8-feet wide.

Bridge deck superelevation shall be accommodated by varying the top flange

thickness. Superelevation should be limited so that lifting embedments can be
located at the center of gravity of the girder to prevent complications with lifting,
hauling and erection. Use of wide flange deck girders should be avoided on roadways
with superelevation transitions or sharp horizontal curvature. They shall be limited
to spans where the pier skew angles are within 10° of each other. Designers should
balance weight, prestress and camber between adjacent girders to improve fit-up.

Biaxial bending stress and the effect of an eccentric shear center shall be considered
when roadway cross-slopes exceed 0.04 ft/ft.

Girder size and weight shall be evaluated for shipping and hauling to the project site.

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i. Wide Flange Deck Girders with Mechanical Connections

These girders rely on weld ties and a grouted keyway to connect adjacent girders.

These girders shall be limited to pedestrian bridges, temporary bridges and to

widening existing similar structures.

ii. Wide Flange Deck Girders with UHPC Connections

These girders rely on a short non-contact lap splice between extended transverse
reinforcement in cast-in-place closures of ultra high performance concrete. A 1½”
modified concrete overlay, a Type 2 Protection System, shall be included on all
bridges using these girders. Overlays shall be considered non-structural.

These girders shall be limited to simple span bridges with roadway with cross-
slopes of 0.04 ft/ft or less. WF42DG, WF45DG, and WF53DG girders may be
erected with the web plumb or perpendicular to the roadway surface. Erect all
other girders with the web plumb.

Due to the risk of over height impacts and the difficulty of repairing UHPC
connections, these bridges shall be limited to spans with at least 16’-6” of vertical
clearance above roadways below.

Precise fit-up between the top flanges of adjacent girders is necessary for
a quality UHPC connection joint. When the ends of girders are skewed, top
flange edges are vertically offset relative to one another due to camber. This
is commonly known as the “saw tooth” effect. The “saw tooth” effect can be
accommodated by negating the effects of camber with longitudinal top flange
thickening or precamber or adjusting the bearing elevations so that adjacent top
flanges align. Adjustments typically consist of raising one end of the girder and
lowering the other to match the profile of the adjacent girder. This approach is
only viable if the roadway profile is made to match the camber.

F. Wide Flange Thin Deck Girders

Wide flange thin deck girders have standard girder depths ranging from 36 inches to
100 inches. The top flange may vary from 5-feet to 8-feet wide.

Welded ties and grouted keys at flange edges are not required. The CIP bridge deck
thickness shall be capable of accommodating expected girder camber variations and
tolerances using a Type 1 Deck Protection System. The deck shall be assumed to be
7” minimum in preliminary design, but may be reduced to as thin as 6” in final design.

Two mats of transverse reinforcement in the CIP bridge deck shall be designed to
resist live loads and superimposed dead loads. The cover to the bottom of the bottom
mat shall be 1” minimum. Bottom mat longitudinal bars are not required.

Wide flange thin deck girders shall be installed with girder webs plumb. Bridge deck
superelevation shall be accommodated by varying the CIP bridge deck thickness. Use
of wide flange thin deck girders should be avoided with large superelevations in order
to limit CIP bridge deck thickness.

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5.6.8 Prestressed Concrete Tub Girders

A. General

Prestressed concrete tub girders (U and UF sections) are an option for moderate
bridge spans.

The standard tub girders (U sections) have 4′-0″ or 5′-0″ bottom flange widths and
are 4′-6″, 5′-6″ or 6′-6″ deep. A 6″ deep top flange can be added to tub girders
(UF sections) to improve structural efficiency and to accommodate placement of
formwork and stay-in-place precast deck panels.

Drain holes shall be provided at the low point of the tub girders at the centerline
of the bottom flange.

B. Curved Tub Girders

Curved tub girders may be considered for bridges with moderate horizontal radiuses.

Curved tub girders can either be designed in one piece or in segments depending on
span configurations and shipping limitations. Curved tub girders are post-tensioned
at the fabrication plant and shipped to the jobsite. Additional jobsite post-tensioning
may be required if segment assembly is necessary, or if continuity over intermediate
piers is desired. Closure joints at segment splices shall meet the requirements of
Section 5.9.4.C.

The following limitations shall be considered for curved tub girders:

1. The overall width of curved segments for shipment shall not exceed 16 feet.

2. The location of the shipping supports shall be carefully studied so that the
segment is stable during shipping. The difference in dead load reactions of the
shipping supports within the same axle shall not exceed 5 percent.

3. The maximum shipping weight of segments may be different depending on the

size of the segments. The shipping weight shall meet the legal axle load limits set
by the RCW, but in no case shall the maximum shipping weight exceed 275 kips.

4. The minimum web thickness shall be 10″. Other cross-sectional dimensions

of WSDOT standard tub girders are applicable to curved tub girders.

5. Effects of curved tendons shall be considered in accordance with Section 5.8.1.F.

6. The clear spacing between ducts shall be 2″ min. The duct diameter shall not
exceed 4½″.

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5.6.9 Prestressed Concrete Girder Checking Requirement

A. Shear reinforcing size and spacing shall be determined by the designer.

B. Determine lifting location and required concrete strength at release to provide

adequate stability during handling. Generally temporary strands provide additional
stability for lifting and transportation, and reduce the camber. Less camber allows
for less “A” dimension and concrete pad dead weight on the structure. Temporary
strands are cut after the girders are erected and braced and before the intermediate
diaphragms are cast.

C. Due to the extreme depth of the WF83G, WF95G, and WF100G girders, and
possible tilt at the piers for profile grades, the designer will need to pay particular
attention to details to assure the girders will fit and perform as intended.

D. Check edge distance of supporting cross beam.

5.6.10 Review of Shop Plans for Pre-tensioned Girders

Pretensioning shop drawings shall be reviewed by the designer. Shop drawings, after
review by the designer, shall be stamped with the official seal and returned to the bridge
construction support office. The review must include:

A. All prestressing strands shall be of ½″ or 0.6″ diameter grade 270 low relaxation
uncoated strands.
B. Number of strands per girder.
C. Jacking stresses of strands shall not exceed 0.75ƒpu.
D. Strand placement patterns and harping points.
E. Temporary strand pattern, bonded length, location and size of blockouts
for cutting strands.
F. Procedure for cutting temporary strands and patching the blockouts shall
be specified.
G. Number and length of extended strands and rebars at girder ends.
H. Locations of holes and shear keys for intermediate and end diaphragms.
I. Location and size of bearing recesses.
J. Saw tooth at girder ends.
K. Location and size of lifting loops or lifting bars.
L. All horizontal and vertical reinforcement.
M. Girder length and end skew.

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5.7 Bridge Decks

Concrete bridge decks shall be designed using the Traditional Design of AASHTO LRFD
Section 9.7.3 as modified by this section.

The following information is intended to provide guidance for bridge deck thickness and
transverse and longitudinal reinforcement of bridge decks. Information on deck protection
systems is given in Section 5.7.4.

5.7.1 Bridge Deck Requirements

A. Minimum Bridge Deck Thickness

The minimum bridge deck thickness (including 0.5″ wearing surface) shall be 7.5″
for concrete girder bridges, 8.0″ for steel girder bridges, and 8.5″ for concrete girder
bridges with SIP deck panels. This minimum bridge deck thickness may be reduced by
0.5″ for bridges with Deck Protection Systems 2, 3 and 5.

The minimum CIP bridge deck thickness for prestressed concrete slab girders is 5″.

For bridge deck overhangs that support traffic barriers, the minimum thickness shall
be 8”. This minimum is intended to satisfy crashworthiness requirements as well as
provide clearance for hooked transverse bars in the deck.

Minimum bridge deck thicknesses are established in order to ensure that overloads
will not result in premature bridge deck cracking.

The minimum clearance between top and bottom reinforcing mats shall be 1″.

B. Computation of Bridge Deck Strength

The design thickness for usual bridge decks are shown in Figures 5.7.1-1 and 2.

The thickness of the bridge deck and reinforcement in the area of the cantilever may
be governed by traffic barrier loading. Wheel loads plus dead load shall be resisted by
the sections shown in Figure 5.7.1-2.

Design of the cantilever is normally based on the expected depth of the bridge deck
at centerline of girder span. This is usually less than the dimensions at the girder ends.

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Figure 5.7.1-1 Depths for Bridge Deck Design at Interior Girder



 



Figure 5.7.1-2 Depths for Bridge Deck Design at Overhang




C. Computation of “A” Dimension

The distance from the top of the bridge deck to the top of the girder at centerline
bearing at centerline of girder is represented by the “A” Dimension. It is calculated
in accordance with the guidance of Appendix 5-B1. This ensures that adequate
allowance will be made for excess camber, transverse deck slopes, vertical and
horizontal curvatures. Where temporary prestress strands at top of girder are used to
control the girder stresses due to shipping and handling, the “A” dimension must be
adjusted accordingly.

The note in the left margin of the layout sheet shall read: “A” Dimension = X”
(not for design).

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5.7.2 Bridge Deck Reinforcement

A. Transverse Reinforcement

The size and spacing of transverse reinforcement may be governed by interior bridge
deck span design and cantilever design. Where cantilever design governs, short
hooked bars may be added at the bridge deck edge to increase the reinforcement
available in that area. Top transverse reinforcement is always hooked at the bridge
deck edge unless a traffic barrier is not used. Top transverse reinforcement is
preferably spliced at some point between girders in order to allow the clearance
of the hooks to the bridge deck edge forms to be properly adjusted in the field.
Usually, the bridge deck edge hooks will need to be tilted in order to place them. On
larger bars, the clearance for the longitudinal bar through the hooks shall be checked.
Appendices 5.3‑A5 through 5.3-A8 can be used to aid in selection of bar size
and spacing.

For skewed spans, the transverse bars are placed normal to bridge centerline and the
areas near the expansion joints and bridge ends are reinforced by partial length bars.
For raised crossbeam bridges, the bottom transverse bridge deck reinforcement is
discontinued at the crossbeam.

The spacing of bars over the crossbeam must be detailed to be large enough to
allow concrete to be poured into the crossbeam. For typical requirements, see
Section 5.3.3.D.

For bridge decks with a crowned roadway, the bottom surface and rebar shall be flat,
as shown in Figure 5.7.2-1.

Figure 5.7.2-1 Bottom of Bridge Deck at Crown Point









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B. Longitudinal Reinforcement

This section discusses reinforcement requirements for resistance of longitudinal

moments in continuous multi-span prestressed concrete girder bridges and is limited
to reinforcement in the bridge deck since capacity for resisting positive moment is
provided by the girder reinforcement.

1. Simple Spans

For simple span bridges, longitudinal bridge deck reinforcement is not required
to resist negative moments and therefore the reinforcement requirements are
nominal. Figure 5.7.2-2 defines longitudinal reinforcement requirements for
these decks. The bottom longitudinal reinforcement is defined by AASHTO LRFD
Section [Link] requirements for distribution reinforcement. The top longitudinal
reinforcement is based on current office practice.

Figure 5.7.2-2 Nominal Longitudinal Deck Slab Reinforcement

TOP LONGITUDINAL (– 0.18in²/FT. SPA. • 12")

3"
3" TOP TRANSV. (– 0.18in²/FT. SPA. • 12")

STAGGER

BOT. TRANSV. (– 0.27in²/FT.

SPA. • 12")

BOT. LONGIT. (– 0.27in²/FT.

SPA. • SLAB THICK.)
MIN (220 / öS , 67) % OF BOT. TRANSV.
BOTTOM LONGIT.
(– 0.27in²/FT.
SPA. • SLAB THICK.)

SECTION
TYPICAL SLAB REINFORCEMENT

2. Continuous Spans

Continuity reinforcement shall be provided at supports for loads applied after

establishing continuity. The longitudinal reinforcement in the bridge deck
at intermediate piers is dominated by the negative moment requirement.
Where these bars are cut off, they are lapped by the nominal top longitudinal
reinforcement described in Section 5.7.2.D. The required bridge deck thickness
for various bar combinations is shown in Table 5.7.2-1.

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C. Distribution of Flexural Reinforcement

The provision of AASHTO LRFD Section 5.6.7 for class 2 exposure condition shall be
satisfied for both the top and bottom faces of the bridge deck.

Table 5.7.2-1 Minimum Bridge Deck Thickness for Various Bar Sizes
Minimum Bridge Deck Thickness (Inches) Transverse Bar
Longitudinal Bar #5 #6 #7
#4 7½ -- --
#5 7½ 7½ 7¾
#6 7½ 7¾ 8
#7 7¾ 8 8¼
#8 8 8½ 8¾
#9 8½ 8¾ 9
#10 8¾ -- --
Note:
Deduct ½″ from minimum bridge deck thickness shown in table when an overlay is used.

D. Bar Patterns

Figure 5.7.2-3 shows two typical top longitudinal reinforcing bar patterns. Care must
be taken that bar lengths conform to the requirements of Section 5.1.2.

Figure 5.7.2-3 Longitudinal Reinforcing Bar Patterns



 
 














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All bars shall be extended by their development length beyond the point where the
bar is required.

Normally, no more than 33 percent of the total area of main reinforcing bars at a
support (negative moment) or at midspan (positive moment) shall be cut off at one
point. Where limiting this value to 33 percent leads to severe restrictions on the
reinforcement pattern, an increase in figure may be considered. Two reinforcement
bars shall be used as stirrup hangers.

Figure 5.7.2-4 Bar Splice Within Moment Envelope








 










E. Concrete Bridge Deck Design and Detailing

These requirements are primarily for beam-slab bridges with main reinforcement
perpendicular to traffic:
• Minimum cover over the top layer of reinforcement shall be 2.5″ including 0.5″
wearing surface (Deck Protection Systems 1 and 4). The minimum cover over the
bottom layer reinforcement shall be 1.0″.
• The minimum clearance between top and bottom reinforcing mats shall be 1″.
• A maximum bar size of #5 is preferred for longitudinal and transverse
reinforcement in the bridge deck except that a maximum bar size of #7 is
preferred for longitudinal reinforcement at intermediate piers.
• The minimum amount of reinforcement in each direction shall be 0.18 in2/ft
for the top layer and 0.27 in2/ft for the bottom layer. The amount of longitudinal
reinforcement in the bottom of bridge decks shall not be less than 220
√S
≤67 percent of

the positive moment as specified in AASHTO LRFD Section [Link].

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• Top and bottom reinforcement in longitudinal direction of bridge deck shall be

staggered to allow better flow of concrete between the reinforcing bars.
• The maximum bar spacing in transverse and longitudinal directions for the
top mat, and transverse direction of the bottom mat shall not exceed 12″. The
maximum bar spacing for bottom longitudinal within the effective length, as
specified in AASHTO LRFD Section [Link], shall not exceed the deck thickness.
• Allow the Contractor the option of either a roughened surface or a shear key
at the intermediate pier diaphragm construction joint.
• Both top and bottom layer reinforcement shall be considered when designing for
negative moment at the intermediate piers.
• Reduce lap splices if possible. Use staggered lap splices for both top and bottom in
longitudinal and transverse directions.

5.7.3 Stay-In-Place Deck Panels

A. General

The use of precast, prestressed stay-in-place (SIP) deck panels for bridge decks
may be investigated at the preliminary design stage. The acceptance evaluation
will consider such items as extra weight for seismic design and the resulting
substructure impacts.

The composite deck system consisting of precast prestressed concrete deck panels
with a CIP topping has advantages in minimizing traffic disruption, speeding up
construction and solving constructability issues on certain projects. Contractors,
in most cases, prefer this composite deck panel system for bridge decks in traffic
congested areas and other specific cases.

SIP deck panels may be used on WSDOT bridges with WSDOT State Bridge
and Structures Engineer approval. Details for SIP deck panels are shown on the
Bridge Standard Drawings website ([Link]/Bridge/Structures/
[Link]).

Steel deck forms are not permitted in order to allow inspection of deck soffits and to
avoid maintenance of a corrosion protection system.

B. Design Criteria

The design of SIP deck panels follows the AASHTO LRFD Bridge Design Specifications
and the PCI Bridge Design Manual. The design philosophy of SIP deck panels is
identical to simple span prestressed concrete girders. They are designed for Service
Limit State and checked for Strength Limit State. The precast panels support the
dead load of deck panels and CIP topping, and the composite SIP deck panel and CIP
cross-section resists the live load and superimposed dead loads. The tensile stress at
the bottom of the panel is limited to zero per WSDOT design practice.

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C. Limitations on SIP Deck Panels

The conventional full-depth CIP bridge deck shall be used for most applications.
However, the WSDOT Bridge and Structures Office may allow the use of SIP deck
panels with the following limitations:

1. SIP deck panels shall not be used in negative moment regions of continuous
conventionally reinforced bridges. SIP deck panels may be used in post-tensioned
continuous bridges.

2. Bridge widening. SIP deck panels are not allowed in the bay adjacent to the
existing structure because it is difficult to set the panels properly on the existing
structure, and the requirement for a CIP closure. SIP deck panels can be used on
the other girders when the widening involves multiple girders.

3. Phased construction. SIP deck panels are not allowed in the bay adjacent to the
previously placed deck because of the requirement for a CIP closure.

4. Prestressed concrete girders with narrow flanges. Placement of SIP deck panels
on girders with flanges less than 12″ wide is difficult.

5. A minimum bridge deck thickness of 8.5″, including 3.5″ precast deck panel and
5″ CIP concrete topping shall be specified.

6. SIP deck panels are not allowed for steel girder bridges.

5.7.4 Bridge Deck Protection Systems

The roadway surface for all bridge structures shall conform to one of the listed deck
protection systems. Special conditions (i.e. a widening) where it may be desirable to
deviate from the standard deck protection systems require approval of the WSDOT
Bridge Asset Management Unit.

Preliminary plans shall indicate the protection system in the left margin in accordance
with Section 2.3.8.

Saw cutting or grinding pavement items are not allowed on the bridge decks. Rumble
strips and recessed pavement markers shall not be placed on bridge decks, or approach
slab surfaces whether they are concrete or asphalted as stated in Standard Specifications
Section 8-08 and 8-09, respectively.

Traffic detection loops shall not be located in an existing bridge surface. They may be
installed during the construction of bridge decks prior to placing the deck concrete in
accordance with Standard Plan J-50.16.

A. Deck Protection Systems

The following paragraphs describe five WSDOT protective systems used to protect a
concrete bridge deck design.

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1. Type 1 Protection System

This is the default deck protection system for cases where a deck protection
system has not been specified. Type 1 protection system shall be used for cast-
in-place bridge decks with two layers of reinforcement, see Figure 5.7.4-1. This
also applies to CIP slab bridges, deck replacements and the widening of existing
decks. System 1 consists of the following:

i. A minimum 2½″ of concrete cover over top bars of deck reinforcing for cast-
in-place decks. The cover includes a ½″ wearing surface and ¼″ tolerance for
the placement of the reinforcing steel. Bottom cover shall be 1” minimum.

ii. Both the top and bottom mat of deck reinforcing shall be epoxy-coated
or equivalent corrosion protection system as specified in BDM 5.1.2.

iii. Girder stirrups and horizontal shear reinforcement do not require

epoxy-coating or equivalent corrosion protection system as specified in
BDM 5.1.2..

Bridge decks using partial depth precast prestressed SIP deck panels shall
be considered Type 1 protections systems, except that reinforcement and
prestressing strand need not be epoxy coated if they do not extend into the CIP
portion of the deck.

Figure 5.7.4-1 Type 1 Protection System






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2. Type 2 Protection System

This protection system consists of cementitious and polymer-based overlays on

new and existing bridge decks, see Figure 5.7.4-2 for an example of a modified
concrete overlay on a deck rehabilitation project.

For new bridges, a 1½″ modified concrete overlay shall be used.

For rehabilitation projects, the WSDOT Bridge Asset Management Unit will
recommend the type of overlay. The common overlays are as follows.

i. 1½″ Modified Concrete Overlay

Concrete overlays are generally described as a 1.5″ minimum unreinforced

layer of modified concrete. Overlay concrete is modified to provide a low
permeability that slows or prevents the penetration of chlorides into the
bridge deck, but also has a high resistance to rutting. Ideally, the concrete
cover to the top layer of reinforcement should be 2.5″. For new structures,
the deck reinforcement shall be epoxy coated or equivalent corrosion
protection system as specified in BDM 5.1.2.

These overlays were first used by WSDOT in 1979 and have an expected
life between 20-40 years. There are more than 600 bridges with concrete
overlays as of 2010. This is the preferred overlay system for deck
rehabilitation that provides long-term deck protection and a durable wearing
surface. In construction, the existing bridge deck is hydromilled ½″ prior to
placing the 1.5″ overlay. This requires the grade to be raised 1″.

The modified concrete overlay specifications allow a contractor to choose

between a latex, microsilica or fly ash modified mix design. Construction
requires a deck temperature between 45°F–75°F with a wind speed less
than 10 mph. Traffic control can be significant since the time to cure the
concrete overlay alone is 42 hours.

ii. ¾″ Polyester Modified Concrete Overlay

These overlays were first used by WSDOT in 1989 and have an expected
life between 20-40 years with more than 20 overlay as of 2010. This type
of overlay uses specialized polyester equipment and materials. Construction
requires dry weather with temperatures above 50°F and normally cures in
4 hours. A polyester concrete overlay may be specified in special cases when
rapid construction is needed.

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iii. 3″ Concrete Class 4000D Overlay

These are nominally 3” thick concrete overlays placed after the existing
bridge deck is scarified down to the top mat of bridge deck reinforcement.
The minimum thickness shall be 2” to accommodate the larger aggregate in
Concrete Class 4000D.

These overlays were first used in the mid 2010’s on bridges that had
previously received a modified concrete overlay. Second generation modified
concrete overlays were seen to suffer from debonding, which may have been
caused by microcracks in the substrate concrete caused by rotary milling
machines and other percussive equipment used to scarify bridge decks in the
past. The increased depth of removal using hydromilling equipment ensures
the removal of bruised/microcracked concrete in the existing bridge deck.

iv. Historical Overlay Systems

A rapid set latex modified concrete (RSLMC) overlay uses special cement
manufactured by the CTS Company based in California. RSLMC is mixed in
a mobile mixing truck and applied like a regular concrete overlay. The first
RSLMC overlay was applied to bridge 162/20 South Prairie Creek in 2002
under Contract No. 016395. Like polyester, this overlay cures in 4 hours and
may be specified in special cases when rapid construction is needed.

Thin polymer overlays are built up layers of a polymer material with

aggregate broad cast by hand. The first thin overlay was placed in 1986 and
after placing 25 overlays, they were discontinued in the late 1998 due to
poor performance.

Figure 5.7.4-2 Type 2 Protection System










3. Type 3 Protection System

This protection system consists of a Hot Mixed Asphalt (HMA) overlay wearing
surface and requires the use of a waterproofing membrane, see Figure 5.7.4-3.
HMA overlays provide a lower level of deck protection and introduce the risk
of damage by planing equipment during resurfacing. Asphalt overlays with a
membrane were first used on a WSDOT bridges in 1971 and about ⅓ of WSDOT
structures have HMA. The bridge HMA has an expected life equal to the
roadway HMA when properly constructed.

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Waterproof membranes are required with the HMA overlay. Unlike roadway
surfaces, the HMA material collects and traps water carrying salts and oxygen
at the concrete surface deck. This is additional stress to an epoxy protection
system or a bare deck and requires a membrane to mitigate the penetration of
salts and oxygen to the structural reinforcement and cement paste. See Standard
Specifications for more information on waterproof membranes.

HMA overlays may be used in addition to the Type 1 Protection System for new
bridges where it is desired to match roadway pavement materials. New bridge
designs using HMA shall have a depth of overlay of 0.25′ (3″) to allow future
resurfacing contracts to remove and replace 0.15′ HMA without damaging the
concrete cover or the waterproof membrane. Plan sheet references to the depth
of HMA shall be in feet, since this is customary for the paving industry.

Existing structures may apply an HMA overlay in accordance with the Bridge
Paving Policies, Section 5.7.5.

Standard Plan A-40.20.00, Bridge Transverse Joints Seals for HMA provides some
standard details for saw cutting small relief joints in HMA paving. Saw cut joints
can have a longer life, better ride, and help seal the joint at a location known to
crack and may be used for small bridge expansion joints less than 1 inch.

WSDOT prohibits the use of a Type 3 Protection System for prestressed concrete
slab girder or deck girder bridges managed by WSDOT except for pedestrian
bridges or for widening existing similar structures with an HMA overlay. The
HMA with membrane provides some protection to the connections between
girders, but can be prone to reflective cracking at the joints. It is not uncommon
for voided slabs to fill with water and aggressively corrode the reinforcement.
Prestressed concrete members with a Type 3 Protection System shall have a
minimum cover of 2″ over an epoxy coated top mat or equivalent corrosion
protection system as specified in BDM 5.1.2.

Figure 5.7.4-3 Type 3 Protection System



 

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4. Type 4 Protection System

This system is a minimum 5″ cast-in-place (CIP) topping with at least one mat of
epoxy coated reinforcement, see Figure 5.7.4-4. This system eliminates girder
wheel distribution problems, provides a quality protection system and provides a
durable wearing surface. It is commonly used on slab girder bridges that transfer
shear forces between girders with minimal flexure.

i. A minimum concrete cover of 1″ applies to the top mat of the top of the
prestressed member.

ii. Epoxy coating the prestressed member top mat reinforcement is not
required.

Figure 5.7.4-4 Deck Protection System 4

5. Type 5 Protection System

This system requires a layered, 3″ concrete cover for double protection, see
Figure 5.7.4-5. All segmentally constructed bridges shall use this system
to protect construction joints and provide minor grade adjustments during
construction. Segmental bridges and bridge decks with transverse post-
tensioning in the deck shall use this system since deck rehabilitation due to
premature deterioration is very costly. The 3″ cover consists of the following:

i. The deck is constructed with a 1¾″ concrete cover.

ii. Both the top and bottom mat of deck reinforcing are epoxy-coated
or equivalent corrosion protection system as specified in BDM 5.1.2.
Girder/web stirrups and horizontal shear reinforcement does not require
epoxy-coating.

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iii. The deck is then scarified ¼″ prior to the placement of a modified concrete
overlay. Scarification shall be diamond grinding to preserve the integrity of
the segmental deck and joints.

iv. A 1½″ modified concrete overlay is placed as a wearing surface.

Figure 5.7.4-5 Type 5 Protection System






 





B. Existing Bridge Deck Widening

New deck rebar shall match the existing top layer. This provides steel at a uniform
depth which is important when removing concrete during future rehab work. Bridges
prior to the mid 1980’s used 1½″ concrete cover. New and widened decks using a
Type 1 Protection System shall have 2½″ cover.

When an existing bridge is widened, the existing concrete or asphalt deck may
require resurfacing. WSDOT is forced to rehab concrete decks based on the condition
of the existing deck or concrete overlay. If a deck or overlay warrants rehabilitation,
then the existing structure shall be resurfaced and included in the widening project.

By applying the stated design criteria, the following policies shall apply to bridge
widening projects which may require special traffic closures for the bridge work.

1. Rebar

The deck or cast-in-place slab of the new widened portion shall use the Type 1
Protection System, even though the existing structure has bare rebar. The top
mat of new rebar shall match the height of existing rebar. Variations in deck
thickness are to be obtained by lowering the bottom of the deck or slab.

2. Concrete Decks

If the existing deck is original concrete without a concrete overlay, the new deck
shall have a Type 1 Protection System and the existing deck shall have a 1½″
concrete overlay or Type 2 Protection System. This matches the rebar height and
provides a concrete cover of 2.5″ on both the new and old structure.

If the existing deck has a concrete overlay, the new deck shall have a Type 1
Protection System and the existing overlay shall be replaced if the deck
deterioration is greater than 1 percent of the deck area.

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3. Concrete Overlays

It is preferred to place a concrete overlay from curb to curb. If this is problematic

for traffic control, then Plans shall provide at least a 6″ offset lap where the
overlay construction joint will not match the deck construction joint.

4. HMA Overlays

The depth of existing asphalt must be field measured and shown on the
bridge plans. This mitigates damage of the existing structure due to removal
operations and reveals other design problems such as: improper joint height,
buried construction problems, excessive weight, or roadway grade transitions
adjustments due to drainage.

The new deck must meet the rebar and cover criteria stated above for Concrete
Decks and deck tinning is not required. Type 3 Protection system shall be used
and HMA shall be placed to provide a minimum 0.15′ or the optimum 0.25′.

5. Small Width Widening

With approval of the WSDOT Bridge Management Unit, smaller width widening
design that has traffic on the new construction can match existing 1½″ concrete
cover for the widened portion, if the existing deck deterioration is greater than
1 percent of the deck area.

6. Expansion Joints

All joints shall be in good condition and water tight for the existing bridge and
the newly constructed widened portion. The following joint criteria applies:

i. The existing expansion joint shall be replaced if:

• More than 10 percent of the length of a joint has repairs within 1′-0″ of
the joint.
• Part of a joint is missing.
• The joint is a non-standard joint system placed by maintenance.

ii. All existing joint seals shall be replaced.

iii. When existing steel joints are not replaced in the project, the new joint shall
be the same type and manufacturer as the existing steel joint.

iv. Steel joints shall have no more than one splice and the splice shall be at a
lane line. Modular joints shall not have any splices.

5.7.5 HMA Paving on Bridge Decks

A. Design Responsibilities

Bridge paving design options are bridge specific based on the existing conditions and
previous paving. All designers, whether WSDOT Bridge and Structures Office, Region
PEO, or outside consultants, shall have the following documents in-hand before
beginning any bridge deck paving design:

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1. Bridge Condition Report (BCR) as developed by the WSDOT Bridge and Structures
Office for each bridge within the project limits. The BCR specifies the known
bridge deck paving conditions present at the bridge, and specifies the paving
depths and bridge deck repair requirements as determined by the WSDOT State
Bridge Asset Management unit.

2. Project Resurfacing Report as developed by the Region Materials Laboratory. The

Region PEO is responsible for field evaluation of the current surfacing condition
and the current depth of surfacing as confirmed by cores taken by the Region
Materials Laboratory. Surfacing depths vary from bridge to bridge and vary within
the same bridge deck, so multiple cores at a bridge are necessary to establish a
valid current baseline.

Discrepancies in paving depths specified at each bridge between the Project

Resurfacing Report and the BCR shall be discussed by the Region PEO and the Bridge
Asset Management unit to reach a consensus prior to continuing with bridge deck
paving design.

Bridge deck paving PS&E for bridges in HMA paving projects may be prepared in the
Region by the Design PEO provided all of the following conditions are satisfied:

1. A minimum of 0.25 feet of competent HMA is present on the bridge deck. Milling
operations will leave a minimum of 0.10 feet of HMA on the bridge deck. Filling
operations will not add more than 0.15 feet of HMA. Bridge deck repair and a
waterproof membrane are not planned.

2. No bridge expansion joint or header repair or replacement work is required.

3. The bridges have an operating load rating equal or greater than 45 tons.
Operating ratings are shown on the Bridge Engineering Information System
(BEIST) summary sheet: [Link]

4. The BCR indicates paving weight restrictions are not required for the structure.

Bridge deck paving PS&E for bridges not conforming to all of the criteria above will
be prepared by the WSDOT Bridge and Structures Office.

Region is responsible for field evaluation of paving condition and the depth of
asphalt provided by the last paving contract. Asphalt depths can vary on the concrete
deck and from bridge to bridge. In most cases, asphalt depth measurements at the
fog line on the four corners of the deck are sufficient to establish a design depth
for contracts. The Bridge Asset Manager shall be informed of the measurements.
Paving shown in the Plans would use an approximate or averaged value of the
measurements. Some situations may require a Plan Detail showing how the depth
varies to assist the planing operations.

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B. Design Considerations

An HMA wearing surface is a recognized method to manage concrete rutting,

improve the ride on HMA roadways, and is a form of deck protection. Bridges
may or may not have the capacity to carry the additional dead load of an asphalt
wearing surface.

The following bridge paving policies have been developed with the concurrence of
WSDOT Pavement Managers to establish bridge HMA Design options available for
state managed structures.

1. HMA Depth

HMA thickness shall be 0.25′ or 3″. A greater depth may be allowed if

structurally acceptable, such as structures with ballast or as approved by the
WSDOT Load Rating Engineer. The thickness of HMA shall not reduce the
exposed barrier height below minimum requirements. Paving designs that
increase the HMA more than 3″ require a new Load Rating analysis and shall be
submitted to the WSDOT Bridge Preservation office Load Rating Engineer.

a. Concrete bridge decks with more than 0.21′ HMA may be exempted from
paving restrictions for mill/fill HMA design.

b. Prestressed concrete deck girders and slabs with less than 0.25′ HMA
require paving restrictions to avoid planing the supporting structure.

c. A paving grade change will be required when more than 0.25′ of asphalt
exists on a structure in order to reduce the weight on the structure and meet
acceptable rail height standards.

2. Grade Controlled Structures

For bridge decks with an HMA thickness less than 0.25′ and the grade is limited
by bridge joint height or other considerations, resurfacing must provide full depth
removal of HMA or mill/fill the minimum 0.12′.

3. Grade Transitions

When raising or lowering the HMA grade profile on/off or under the bridge, the
maximum rate of change or slope shall be 1″/40′ (1′/500′) as shown in Standard
Plan A-60.30-00, even if this means extending the project limits. Incorrect
transitions are the cause of many “bumps at the bridge” and create an undesired
increase in truck loading. The following items should be considered when
transitioning a roadway grade:

a. Previous HMA overlays that raised the grade can significantly increase the
minimum transition length.

b. Drainage considerations may require longer transitions or should plane to

existing catch basins.

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c. Mainline paving that raises the grade under a bridge must verify
Vertical Clearance remains in conformance to current Vertical Clearance
requirements. Mill/Fill of the roadway at the bridge is generally desired
unless lowering the grade is required. See Design Manual Section 720.04
Bridge Site Design Elements, (5) Vertical Clearances, (c) Minimum Clearance
for Existing Structures, 1. Bridge Over a Roadway.

4. Full Removal

Full depth removal and replacement of the HMA is always an alternate

resurfacing design option. Full depth removal may be required by the Region
Pavement Manager or the Bridge Office due to poor condition of the HMA or
bridge deck. Bridge Deck Repair and Membrane Waterproofing (Deck Seal)
standard pay items are required for this option and the Bridge Office will provide
engineering estimates of the quantity (SF) and cost for both.

a. Bridge deck repair will be required when the HMA is removed and the
concrete is exposed for deck inspection. Chain drag testing is completed and
based on the results, the contractor is directed to fix the quantity of deck
repairs. The chain drag results are sent to the WSDOT State Bridge Asset
Manager and used by the WSDOT Bridge Office to monitor the condition
of the concrete deck and determine when the deck needs rehabilitation
or replacement.

b. Membrane Waterproofing (Deck Seal) is Standard Item 4455 and will be

required for all HMA bridge decks, except when the following conditions
are met.
i. HMA placed on a deck that has a Modified Concrete Overlay which acts
like a membrane.
ii. The bridge is on the P2 replacement list or deck rehabilitation scheduled
within the next 4 years or two bienniums.

5. Bare Deck HMA

Paving projects may place HMA on a bare concrete deck, with concurrence of
the WSDOT Bridge Asset Manager, if the bridge is on an HMA route and one of
the following conditions apply.

a. Rutting on the concrete deck is ½″ or more.

b. The Region prefers to simplify paving construction or improve the

smoothness at the bridge.

When the concrete bridge deck does not have asphalt on the surface, Region
Design should contact the Region Materials lab and have a Chain Drag Report
completed and forwarded to the Bridge Asset Manager during design to establish
the Bridge Deck Repair quantities for the project. Pavement Design should
then contact Region Bridge Maintenance to request the repairs be completed
prior to contract; or the repairs may be included in the paving contract. Small

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amounts of Bridge Deck Repair have an expensive unit cost by contract during
paving operations.

6. Bridge Transverse Joint Seals

Saw cut pavement joints shown in Standard Plan A-40.20-04 perform better and
help prevent water problems at the abutment or in the roadway. Typical cracking
locations where pavement joint seals are required: End of the bridge; End of the
approach slab; or joints on the deck. However, if Pavement Designers do not see
cracking at the ends of the bridge, then sawcut joints may be omitted for these
locations. HQ Program Management has determined this work is “incidental” to
P1 by definition and should be included in a P1 paving project and use Standard
Item 6517. The following summarizes the intended application of the Details in
Standard Plan A-40.20-04.

a. Detail 1 & 2

Applies where HMA on the bridge surface abuts an HMA roadway.

b. Detail 3 & 4

Applies where concrete bridge surface abuts an HMA roadway.

c. Detail 5, 6 & 7

Applies at open concrete joints.

d. Detail 11

Applies to longitudinal staging joints.

e. Detail 12

Applies to pavement repair at pavement seats.

7. Bituminous Surface Treatments (BST)

Bituminous Surface Treatments (or chip seals) ½″ thick may be applied to bridge
decks with HMA under the following conditions.

a. Plans must identify or list all structures bridges included or expected within
project limits and identify bridge expansion joint systems to be protected.

b. BST is not allowed on weight restricted or posted bridges.

c. Planing will be required for structures at the maximum asphalt design depth
or the grade is limited.

BSTs are generally not a problem if the structure is not grade limited for structural
reasons. BCRs will specify a ½″ chip seal paving depth of 0.03′ for BST Design to
be consistent with Washington State Pavement Management System. Plans should
indicate ½″ chip seal to be consistent with Standard Specifications and standard
pay items.

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8. Culverts and Other Structures

Culverts or structures with significant fill and do not have rail posts attached to the
structure generally will not have paving limitations. Culverts and structures with HMA
pavement applied directly to the structure have bridge paving design limits.

9. Paving Equipment Load Restrictions

All structures shall be evaluated for their ability to carry the weight of HMA removal
and HMA paving equipment. Modern HMA roadway paving equipment can be
quite heavy, and typically does not conform to legal vehicle axle patterns. This is
particularly true for material transfer vehicles (MTV’s).

Each plan set shall include one plan sheet for HMA removal equipment load
restrictions and one plan sheet for HMA paving equipment load restrictions. These
limits should be selected to give the paving contractor the most flexibility to select
equipment and achieve HMA compaction. In special cases for short span bridges
where only one piece of equipment can occupy a span, piece weight limits may be
specified by plan note.

Specified paving loads and configurations shall have an operating load rating factor
greater than 1.0. An impact factor of 0.1 or greater shall be used. Vibratory methods
of compaction shall not be allowed on bridges or other structures.

10. Plans Preparation

All WSDOT structures within the defined project limits must be evaluated for paving
or Bituminous Surface Treatment (BST or chip seal). All bridges shall be identified in
the Plans as “INCLUDED IN PROJECT” or “NOT INCLUDED” in accordance with Plan
Preparation Manual Section 4 “Vicinity Map”, paragraph (n). This applies to all state
bridges including but not limited to:

1. Off the main line. Typical locations include bridges on ramps, frontage roads, or
bridges out of right-of-way.

2. Bridges where the main line route crosses under the structure.

3. Bridges at the beginning and ending stations of the project. It is not necessary to
include the bridge when it was recently resurfaced, but it should be included if
incidental joint maintenance repairs are necessary.

A standard Microstation detail is available to simplify detailing of bridge paving in

the Plans, see “SH_DT_RDSECBridgeDeckOverlay_Detail”. The table format is copied
from the BCR and allows the bridge paving design requirements to be listed in the
table. All bridges within the limits of the project must be listed in the table to clarify
which structures do not have paving and facilitate data logging for the Washington
State Pavement Management System and the Bridge Office.

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5.8 Cast-in-place Post-Tensioned Bridges

5.8.1 Design Parameters

A. General

Post-tensioning is generally used for CIP construction and spliced prestressed

concrete girders since pretensioning is generally practical only for fabricator-
produced structural members. The FHWA Post-tensioned Box Girder Bridge Manual17
is recommended as the guide for design. This manual discusses longitudinal
post-tensioning of box girder webs and transverse post-tensioning of box girder
slabs, but the methods apply equally well to other types of bridges. The following
recommendations are intended to augment the FHWA Manual and the AASHTO
LRFD Bridge Design Specifications and point out where current WSDOT practice
departs from practices followed elsewhere.

Post-tensioning consists of installing steel tendons into a hollow duct in a structure

after the concrete sections are cast. These tendons are usually anchored at each end
of the structure and stressed to a design strength using a hydraulic jacking system.
After the tendon has been stressed, the duct is typically filled with grout which bonds
the tendon to the concrete section and prevents corrosion of the strand. The anchor
heads are then encased in concrete to provide corrosion protection.

B. Bridge Types

Post-tensioning has been used in various types of CIP bridges in Washington State
with box girders predominating. See Appendix 5-B4 for a comprehensive list of box
girder designs. The following are some examples of other bridge types:

Kitsap County, Contract 9788, Multi-Span Slab

Peninsula Drive, Contract 5898, Two- Span Box Girder
Covington Way to 180th Avenue SE, Contract 4919, Two-Span Box Girder
Longitudinal Post‑tensioning
Snohomish River Bridge, Contract 4444, Multi-Span Box Girder Longitudinal
Post-tensioning

See Section 2.4.1 for structure type comparison of post-tensioned concrete box
girder bridges to other structures. In general, a post-tensioned CIP bridge can have a
smaller depth-to-span ratio than the same bridge with conventional reinforcement.
This is an important advantage where minimum structure depth is desirable.
However, structure depth must be deep enough to accommodate anchorages.

1. Slab Bridge

Structure depth can be quite shallow in the positive moment region when post-
tensioning is combined with haunching in the negative moment region. However,
post-tensioned CIP slabs are usually more expensive than when reinforced
conventionally. Designers should proceed with caution when considering post-
tensioned slab bridges because severe cracking in the decks of bridges of this
type has occurred 21, 22, 23.
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The Olalla Bridge (Contract 9202) could be reviewed as an example. This bridge
has spans of 41.5′–50′–41.5′, a midspan structure depth of 15 inches, and some
haunching at the piers.

2. T-Beam Bridge

This type of bridge, combined with tapered columns, can be structurally efficient
and aesthetically pleasing, particularly when the spacing of the beams and the
columns are the same. A T-Beam bridge can also be a good choice for a single-
span simply-supported structure.
When equally spaced beams and columns are used in the design, the width of
beam webs should generally be equal to the width of the supporting columns.
See SR 16, Union Avenue O’Xings, for an example. Since longitudinal structural
frame action predominates in this type of design, crossbeams at intermediate
piers can be relatively small and the post-tensioning tendons can be placed
side-by-side in the webs, resulting in an efficient center of gravity of steel line
throughout. For other types of T-Beam bridges, the preferred solution may be
smaller, more closely spaced beams and fewer, but larger pier elements. If this
type of construction is used in a multispan, continuous bridge, the beam cross-
section properties in the negative moment regions need to be considerably larger
than the properties in the positive moment regions to resist compression.
Larger section properties can be obtained by gradually increasing the web
thickness in the vicinity of intermediate piers or, if possible, by adding a fillet or
haunch. The deck slab overhang over exterior webs should be roughly half the
web spacing.

3. Box Girder Bridge

This type of bridge has been a popular choice in this state. The cost of a
prestressed box girder bridge is practically the same as a conventionally-
reinforced box girder bridge, however, longer spans and shallower depths are
possible with prestressing.
The superstructure of multi-cell box girders shall be designed as a unit. The
entire superstructure section (traffic barrier excluded) shall be considered when
computing the section properties.
For criteria on distribution of live loads, see Section 3.9.4. All slender members
subjected to compression must satisfy buckling criteria.
Web spacing should normally be 8 to 11 feet and the top slab overhang over
exterior girders should be approximately half the girder spacing unless transverse
post-tensioning is used. The apparent visual depth of box girder bridges can
be reduced by sloping all or the lower portion of the exterior web. If the latter
is done, the overall structure depth may have to be increased. Web thickness
should be 12 inches minimum, but not less than required for shear, horizontal
and vertical reinforcing, duct placement, and for concrete placing clearance.
Providing 2½″ of clear cover expedites concrete placement and consolidation
in the heavily congested regions adjacent to the post-tensioning ducts. Webs

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Chapter 5 Concrete Structures

should be flared at anchorages. Top and bottom slab thickness should normally
meet the requirements of Section 5.3.1.B, but not less than required by stress
and specifications. Generally, the bottom slab would require thickening at the
interior piers of continuous spans. This thickening should be accomplished by
raising the top surface of the bottom slab at the maximum rate of ½″ per foot.

C. Strand and Tendon Arrangements

The total number of strands selected should be the minimum required to meet
the strength and service limit state requirements at all points. Check PT supplier
literature for duct sizes and strand capacity. The most economical tendon selection
will generally be the maximum size within the range. Commonly-stocked anchorages
for ½″ diameter strands include 9, 12, 19, 27, 31, and 37 strands. Commonly-stocked
anchorages for 0.6″ diameter strands include 4, 7, 12, 19, 22, and 27 strands. The
design should utilize commonly-stocked items. For example, a design requiring 72
strands per web would be most economically satisfied by two standard 37-strand
tendons. A less economical choice would be three standard 27-strand tendons
containing 24 strands each. Tendons shall not be larger than (37) ½″ strand units or
(27) 0.6″ strand units, unless specifically approved by the WSDOT Bridge Design
Engineer. The duct area shall be at least 2.5 times the net area of the prestressing
steel. In the regions away from the end anchorages, the duct placement patterns
indicated in Figures 5.8.1-1 through 5.8.1-3 shall be used.

The total number of strands selected should be the minimum required to meet the
strength and service limit state requirements at all points. Duct sizes and the number
of strands they contain vary slightly, depending on the supplier. Chapter 2 of the
PTI Post-tensioned Box Girder Bridgelly satisfied by two standard 37-strand tendons.
A less economical choice would be three standard 27-strand tendons containing
24 strands each. Tendons shall not be larger than (37) ½″ strand units or (27) 0.6″
strand units, unless specifically approved by the WSDOT Bridge Design Engineer.
The duct area shall be at least 2.5 times the net area of the prestressing steel. In the
regions away from the end anchorages, the duct placement patterns indicated in.

Although post-tensioning steel normally takes precedence in a member, sufficient

room must be provided for other essential mild steel and placement of concrete,
in particular near diaphragms and cross-beams.

More prestress may be needed in certain portions of a continuous superstructure

than elsewhere, and the designer may consider using separate short tendons in those
portions of the spans only. However, the savings on prestressing steel possible with
such an arrangement should be balanced against the difficulty involved in providing
suitable anchoring points and sufficient room for jacking equipment at intermediate
locations in the structure. For example, torsion in continuous, multigirder bridges on
a curve can be counter-balanced by applying more prestress in the girders on the
outside of the curve than in those on the inside of the curve.

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 Concrete Structures Chapter 5

Some systems offer couplers which make possible stage construction of long bridges.
With such systems, forms can be constructed and concrete cast and stressed in
a number of spans during stage 1, as determined by the designer. After stage 1
stressing, couplers can be added, steel installed, concrete cast and stressed in
additional spans. To avoid local crushing of concrete and/or grout, the stress existing
in the steel at the coupled end after stage 1 stressing shall not be exceeded during
Concrete Structures Chapter 5
stage 2 stressing.

Figure 5.8.1-1 Tendon Placement Pattern for Box Girder Bridges

¢ WEB & TENDONS

Concrete
12" UNLESS Structures
WIDER WEB
REQUIRED TO ACCOMMODATE
LARGER DUCT SIZES.
*
2" CLR. EXCEPT
FOR SPLAYING IN
ANCHORAGE ZONE

2" MIN.
CLR.
TYPICAL SECTION BUNDLED DU
* 2½" MIN. CLR. TO ANY REINF.
(TO PERMIT POURING OF CONCRETE)
A SINGLE TIER OF TENDONS CENTERED
Concrete Structures IN THE WEB WILL GENERALLY PERMITChapter 5
THE USE OF THINNER WEBS THAN
USING DOUBLE TIERS.

DUCTS 2 " O.D. TO 3" O.D.

Figure 5.8.1-2 Tendon Placement Pattern for Box Girder Bridges
2" MIN. CLR.
2" MIN.
CLR.

(TYP.)

BUNDLED DUCTS

DUCTS 2 " O.D. TO 3" O.D.

DUCTS OVER 3" O.D.

2" MIN. CLR.

Tendon Placement Pattern

(TYP.)

for Box Girder Bridges

Figure 5.8.1-1
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Chapter 5 Concrete Structures

Figure 5.8.1-3 Tendon Placement Pattern for Flat Slab Bridges

D. Layout of Anchorages and End Blocks

Consult industry brochures and shop plans for recent bridges before laying out end
blocks. To encourage bids from a wider range of suppliers, try to accommodate the
large square bearing plate sizes common to several systems.

Sufficient room must be allowed inside the member for mild steel and concrete
placement and outside the member for jacking equipment. The size of the anchorage
block in the plane of the anchor plates shall be large enough to provide a minimum of
1″ clearance from the plates to any free edge.

The end block dimensions shall meet the requirements of the AASHTO LRFD
Specifications. Note that in long-span box girder superstructures requiring large
bearing pads, the end block should be somewhat wider than the bearing pad beneath
to avoid subjecting the relatively thin bottom slab to high bearing stresses. When the
piers of box girder or T-beam bridges are severely skewed, the layout of end blocks,
bearing pads, and curtain walls at exterior girders become extremely difficult as
shown in Figure 5.8.1-4. Note that if the exterior face of the exterior girder is in the
same plane throughout its entire length, all the end block widening must be on the
inside. To lessen the risk of tendon break-out through the side of a thin web, the end
block shall be long enough to accommodate a horizontal tendon curve of 200 feet
minimum radius. The radial component of force in a curved tendon is discussed in
AASHTO LRFD Section [Link].3.
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Concrete Structures Chapter 5
Concrete Structures Chapter 5
Figure 5.8.1-4 Layout of Anchorages and End Blocks
C
RE HEC
IS IN K
IN N FO TO

R R
-P EE RC S

DE RIO
LA D E E
NE ED ME E

IR E
G XT
I
FO FO NT F

E
¢
RC R
EXTERIOR FACE ES
OF GIRDER

SE
E

Lm LE
P.T.

TA

i n 5.
R.

B
CL
.
CURTAIN WALL CAST AFTER

IN

8.
M

1-
POST-TENSIONING

1
2"
1'-0" MIN
(M 0 Z.

(SLOPING FACE WALL

I
R= OR

IN 0'

FRONT EDGE OF P.C. SHOWN)

.)
H
2

PIER WALL WING WALL

UPPER BRG.
ELEMENT

LOWER BRG.
ELEMENT

END DIAPHR. BACK EDGE OF

PIER WALL
ES
DON AG
N OR
TE CH
OFFSET BEARING FOR: ES + ½ CR + ½ SH WHERE: ¢ AN
ES = ELASTIC SHORTENING DUE TO POST-TENSIONING
CR = CREEP = 2 x ES
SH = SHRINKAGE
BEARING SHOULD BE DESIGNED FOR FULL RANGE OF
ANTICIPATED MOVEMENTS, INCLUDING TEMPERATURE.

CHECK MIN. HORIZ. CLEARANCE

FOR JACK FROM SYSTEM BROCHURE.

All post-tensioning anchorages in webs of box girder or multi stem superstructures

shall be vertically aligned. Special Anchorage Devices may be used to avoid a
Layout
staggered of Anchorages
anchorage and Endlayout
layout. If a staggered Blocks
must be used, the plans shall be
Figure 5.8.1-4
reviewed and approved by the WSDOT Bridge Design Engineer.

To ensure maximum anchorage efficiency, maximum fatigue life and prevention of

strand breakage, a minimum tangent length at the anchorage is required to ensure
that the strands enter the anchorage without kinking.

To prevent excessive friction loss and damage to the prestressing sheathings,

adherence to the minimum tendon radii is required.

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 5-27 21.0 3.3
5-31 22.3 4.9
5-37 24.0 4.9
Chapter 5 Concrete Structures
0.6” Diameter Strand Tendons
6-4 10.6 3.3
Table 5.8.1-1 and Figure 5.8.1-5 present the required
6-7 minimum 12.8radius of curvature
3.3
along with the required minimum tangent lengths6-12
at stressing16.4
anchorages.3.3 Deviation
6-19 20.7 4.9
from these requirements needs the approval of the WSDOT Bridge
6-22 22.6 Design4.9Engineer.
6-31 26.4 4.9
Table 5.8.1-1 TableFigure
Minimum Tendon Radii 5.8.1-1: 5.8.1-5
Minimum TendonTangent
Radii andLength
Tangent Length
and Tangent Length and Tendon Radii
Tangent
Anchor Types Radii, ft. Length, ft.
½” Diameter Strand Tendons
5-4 7.5 2.6
5-7 9.8 2.6
5-12 13.5 3.3
5-19 17.7 3.3
5-27 21.0 3.3
5-31 22.3 4.9 Tangent Length and Tendon Radii
Figure 5.8.1-5
5-37 24.0 4.9
E. Superstructure Shortening – Whenever members such as columns, crossbeams, and dia
0.6” Diameter Strand Tendons
appreciably affected by post-tensioning of the main girders, those effects shall be include
design. This will generally be true in structures containing rigid frame elements. For furthe
6-4 10.6 3.3
6-7 12.8 3.3
6-12 16.4 3.3
6-19 20.7 4.9
6-22 22.6 4.9
6-31 26.4 4.9

E. Superstructure Shortening

Whenever members such as columns, crossbeams, and diaphragms are appreciably

affected by post-tensioning of the main girders, those effects shall be included in the
design. This will generally be true in structures containing rigid frame elements. For
further discussion, see Section 2.6 of reference 17.

Past practice in the state of Washington regarding control of superstructure

shortening in post-tensioned bridges with rigid piers can be illustrated by a few
examples. Single-span bridges have been provided with a hinge at one pier and
longitudinal slide bearings at the other pier. Two-span bridges have been detailed
with longitudinal slide bearings at the end piers and a monolithic middle pier. On the
six-span Evergreen Parkway Undercrossing (Bridge Number 101/510), the center
pier (pier 4) was built monolithic with the superstructure, and all the other piers
were constructed with slide bearings. After post-tensioning, the bearings at piers 3
and 5 were converted into fixed bearings to help resist large horizontal loads such
as earthquakes.

Superstructures which are allowed to move longitudinally at certain piers are typically
restrained against motion in the transverse direction at those piers. This can be
accomplished with suitable transverse shear corbels or bearings allowing motion

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Concrete Structures Chapter 5

parallel to the bridge only. The casting length for box girder bridges shall be slightly
longer than the actual bridge layout length to account for the elastic shortening of
the concrete due to prestress.

F. Effects of Curved Tendons

AASHTO LRFD Section [Link].3 shall be used to consider the effects of curved
tendons. In addition, confinement reinforcement shall be provided to confine the PT
tendons when Rin is less than 800 feet or the effect of in-plane plus out-of-plane
forces is greater than or equal to 10 k/ft:
ܲ௨ ܲ௨ ݇
൅ ൒ ͳͲ   (5.8.1-1)
ܴ௜௡ ߨܴ௢௨௧ ݂‫ݐ‬
Where:
Pu = Factored tendon force = 1.2 Pjack (kips)
Rin = Radius of curvature of the tendon at the considered location causing in-plane
force effects (typically horizontal) (ft)
Rout = Radius of curvature of the tendon at the considered location causing out-of-
plane force effects (typically vertical) (ft)

Curved tendon confinement reinforcement, when required, shall be as shown in

Concrete Structures Chapter 5
Figure 5.8.1-6. Spacing of the confinement reinforcement shall not exceed either 3.0
times the outside diameter of the duct or 18.0 inches.

Figure 5.8.1-6 Curved Tendon Confinement Reinforcement

PT2  #4 @ 1'-6" MAX.
HOOK AROUND STIRRUP
LEGS. ALTERNATE SIDES
FOR 135° HOOK. PLACE INSIDE OF
ONE ABOVE TOP DUCT AND CURVE
ONE BELOW BOTTOM DUCT.

PT1  #4 @ 1'-6" MAX. WRAP

AROUND DUCT AND HOOK
AROUND STIRRUP LEG ON
OUTSIDE OF CURVE.

2" CLR MIN.

Y X

PT1 #4

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Chapter 5 Concrete Structures

G. Edge Tension Forces

If the centroid of all tendons is located outside of the kern of the section, spalling and
longitudinal edge tension forces are induced. Evaluate in accordance with AASHTO
LRFD Section [Link].4.

5.8.2 Analysis

A. General

The procedures outlined in Section 2.1 through 2.5 of reference 17 for computation
of stress in single and multispan box girders can be followed for the analysis of
T-beams and slab bridges as well.

STRUDL or CSIBridge is recommended for complex structures which are more

accurately idealized as space frames. Examples are bridges with sharp curvature,
varying superstructure width, severe skew, or slope-leg intermediate piers. An
analysis method in Chapter 10 of reference18 for continuous prestressed beams
is particularly well adapted to the loading input format in STRUDL. In the method,
the forces exerted by cables of parabolic or other configurations are converted into
equivalent vertical linear or concentrated loads applied to members and joints of the
superstructure. The vertical loads are considered positive when acting up toward
the center of tendon curvature and negative when acting down toward the center of
tendon curvature. Forces exerted by anchor plates at the cable ends are coded in as
axial and vertical concentrated forces combined with a concentrated moment if the
anchor plate group is eccentric. Since the prestress force varies along the spans due
to the effects of friction, the difference between the external forces applied at the
end anchors at opposite ends of the bridge must be coded in at various points along
the spans in order for the summation of horizontal forces to equal zero. With correct
input, the effects of elastic shortening and secondary moments are properly reflected
in all output, and the prestress moments printed out are the actual resultant (total)
moments acting on the structure. For examples of the application of STRUDL to
post-tensioning design, see the calculations for I-90 West Sunset Way Ramp and the
STRUDL/CSI Bridge manuals.

B. Section Properties

As in other types of bridges, the design normally begins with a preliminary estimate
of the superstructure cross-section and the amount of prestress needed at points of
maximum stress and at points of cross-section change. For box girders, see Figures
2-0 through 2-5 of Reference17. For T-beam and slab bridges, previous designs are a
useful guide in making a good first choice.

For frame analysis, use the properties of the entire superstructure regardless of the
type of bridge being designed. For stress analysis of slab bridges, calculate loads and
steel requirements for a 1′ wide strip. For stress analysis of T-beam bridges, use the
procedures outlined in the AASHTO LRFD Specifications.

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Note that when different concrete strengths are used in different portions of the
same member, the equivalent section properties shall be calculated in terms of either
the stronger or weaker material. In general, the concrete strength shall be limited to
the values indicated in Section 5.1.1.

C. Preliminary Stress Check

In accordance with AASHTO, flexural stresses in prestressed members are calculated

at service load levels. Shear stresses, stirrups, moment capacities vs. applied moments
are calculated at ultimate load levels.

During preliminary design, the first objective should be to satisfy the stress limits in
the concrete at the critical points in the structure with the chosen cross-section and
amount of prestressing steel, then the requirements for shear stress, stirrups, and
ultimate moment capacity can be readily met with minor or no modifications in the
cross-section. For example, girder webs can be thickened locally near piers to reduce
excessive shear stress.

In the AASHTO formulas for tensile stress limits in concrete, bonded reinforcement
should be interpreted to mean bonded auxiliary (nonprestressed) reinforcement in
conformity with Article 8.6 of the 2002 ACI Code for Analysis and Design of Reinforced
Concrete Bridge Structures. The refined estimate for computing time-dependent losses
in steel stress given in the code shall be used. To minimize concrete cracking and
protect reinforcing steel against corrosion for bridges, the concrete stress limits under
final conditions in the precompressed tensile zone shall be limited to zero in the top
and bottom fibers as shown in Figure 5.8.2-1.

In all cases where tension is allowed in the concrete under initial or final conditions,
extra mild steel (auxiliary reinforcement) shall be added to carry the total tension
present. This steel can be computed as described in Section 9-5 of Reference18.

Figure 5.8.2-1 Box Girder Stresses

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Chapter 5 Concrete Structures

In case of overstress, try one or more of the following remedies: adjust tendon
profiles, add or subtract prestress steel, thicken slabs, revise strength of concrete of
top slab, add more short tendons locally, etc.

D. Camber

The camber to be shown on the plans shall include the effect of both dead load and
final prestress.

E. Expansion Bearing Offsets

Figure 5.8.1-4 indicates expansion bearing offsets for the partial effects of elastic
shortening, creep, and shrinkage. The initial offset shown is intended to result in
minimal bearing eccentricity for the majority of the life of the structure. The bearing
shall be designed for the full range of anticipated movements: ES+CR+SH+TEMP
including load factors specified in AASHTO for deflections.

5.8.3 Post-tensioning

A. Tendon Layout

After a preliminary estimate has been made of the concrete section and the amount
of prestressing needed at points of maximum applied load, it may be advantageous
in multispan bridges to draw a tendon profile to a convenient scale superimposed
on a plot of the center of gravity of concrete (c.g.c.) line. The most efficient tendon
profile from the standpoint of steel stress loss will normally be a series of rather
long interconnected parabolas, but other configurations are possible. For continuous
bridges with unequal span lengths, the tendon profile (eccentricity) shall be based on
the span requirement. This results in an efficient post-tensioning design. The tendon
profile and c.g.c. line plot is strongly recommended for superstructures of variable
cross-section and/or multiple unsymmetrical span arrangements, but is not necessary
for superstructures having constant cross- section and symmetrical spans. The main
advantages of the tendon profile and c.g.c. plot are:

1. The primary prestress moment curves (prestress force times distance from c.g.c.
line to center of gravity of steel (c.g.s.) lines) at all points throughout all spans
are quickly obtained from this plot and will be used to develop the secondary
moment curves (if present) and, ultimately, to develop the resultant total
prestress moment curve.

2. Possible conflicts between prestressing steel and mild steel near end regions,
crossbeams, and diaphragms may become apparent.

3. Possible design revisions may be indicated. For example, camber in bridges with
unequal spans can be balanced by adjusting tendon profiles.

The tendon profile and c.g.c. line diagram shall also contain a sketch of how
the end bearing plates or anchors are to be arranged at the ends of the bridge.
Such a sketch can be useful in determining how large the end block in a girder
bridge will have to be and how much space will be required for mild steel in the

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end region. In general, the arrangement of anchor plates should be the same as
the arrangement of the ducts to which they belong to avoid problems with duct
cross-overs and to keep end blocks of reasonable width.

B. Prestress Losses

Prestress losses shall be as indicated in Section 5.1.4.

C. Jacking End

Effective prestressing force in design of post-tensioned bridges depends on the

accumulation of friction losses due to the horizontal and vertical curvature of the
tendons as well as the curvature of the bridge. Although jacking ends of post-
tensioned bridges is important to achieve more effective design, consideration
shall be given to the practicality of jacking during construction. The following
general stressing guidelines shall be considered in specifying jacking end of
post-tensioned bridges.
• All simple or multiple span CIP or precast concrete bridges with total length of less
than 350′ shall be stressed from one end only.
• All CIP or precast concrete post tensioned bridges with total length between 350′
to 600′. may be stressed from one end or both ends if greater friction losses due
to vertical or horizontal curvature are justified by the designer.
• All CIP or precast concrete bridges with total length of greater than 600′ shall be
stressed from both ends.

When stressing tendons from both ends or when alternating a single pull from both
ends (half tendons pulled from one end with the other half pulled from the other
end), all tendons shall be stressed on one end before all tendons are stressed on the
opposite end.

Stressing at both ends shall preferably be done on alternate tendons, and need not
be done simultaneously on the same tendon. In rare cases, tendons can be stressed
from both ends to reduce large tendon losses but is undesirable due to worker safety
issues and a reduction in stressing redundancy.

D. Steel Stress Curve

Steel stresses may be plotted either as the actual values or as a percentage of the
jacking stresses. A steel stress diagram for a typical two-span bridge is shown in
Figure 5.8.3-1. Spans are symmetrical about pier 2 and the bridge is jacked from
both ends.

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Chapter 5 Concrete Structures
Concrete Structures Chapter 5

Figure 5.8.3-1 Stress Diagram for a 2-Span PT Bridge

PIER 1 PIER 2 PIER 3

0.81 fpu (MAX ALLOWED)

0.79 fpu (FOR DESIGN PURPOSES)

0.74 fpu (MAX. ALLOWED)

0.70 fpu OR LESS

STRESS JUST AFTER
ANCHOR HAS SEATED
LOSSES DUE TO CREEP,
SHRINKAGE, RELAXATION,
AND ELASTIC SHORTENING

FINA
JACKED END L DES JACKED END
IGN ESS
STR

Accurate plotting of steel stress variation due to local curvature is normally not
necessary, and straight lines between intersection points on the diagram as shown
in Figure 5.8.3-1 are usually sufficient. When tendons are continuous through the
length of the bridge, the stress for design purposes at the jacked end should be
limited to 0.79ƒpu or 213 ksi for 270 ksi low relaxation strands. This would permit
the post-tensioning contractor to jack to the slightly higher value of 0.81ƒpu for low
relaxation strands as allowed by the AASHTO LRFD Specifications in case friction
values encountered inStress Diagram
the field turn outfor a 2-spangreater
somewhat PT Bridge
than the standard values
Figure 5.8.3-1
used in design. Stress loss at jacked end shall be calculated from the assumed anchor
set of ⅜″, the normal slippage during anchoring in most systems. At the high points
on the initial stress curve, the stress shall not exceed 0.74ƒpu for low relaxation
strands after seating of the anchorage. If these values are exceeded, the jacking stress
can be lowered or alternately the specified amount of anchor set can be increased.

When the total tendon length (L) is less than the length of cable influenced by anchor
set (x) and the friction loss is small, as in short straight tendons, the 0.70ƒpu value at
the anchorage immediately after anchor set governs. In these cases, the allowable
jacking stress value at the anchorage cannot be used and a slightly lower value shall
be specified.

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Concrete Structures Chapter 5

In single-span, simply supported superstructures friction losses are so small that

jacking from both ends is normally not warranted. In the longer multispan bridges
where the tendons experience greater friction losses, jacking from both ends will
usually be necessary. Jacking at both ends need not be done simultaneously, since
final results are virtually the same whether or not the jacking is simultaneous. If
unsymmetrical two-span structures are to be jacked from one end only, the jacking
must be done from the end of the longest span.

In the absence of experimental data, the friction coefficient for post-tensioning

tendons in rigid and semi-rigid galvanized metal sheathing shall be taken as shown
in Table 5.8.3-1. For tendon lengths greater than 1,000 feet, investigation is
warranted on current field data of similar length bridges for appropriate values of
µ. In the absence of experimental data, the friction coefficient for post-tensioning
tendons in polyethylene ducts shall be taken as shown in the AASHTO LRFD Bridge
Design Specifications.

Table 5.8.3-1 Friction Coefficients for Post-

tensioning Tendons in Metal Ducts
Tendon Length µ
500 ft or less 0.15
Over 500 ft to 750 ft 0.20
Over 750 ft to 1,000 ft 0.25

For tendon lengths greater than 1,000 feet, investigation is warranted on current field
data of similar length bridges for appropriate values of µ.

E. Flexural Stress in Concrete

Stress at service load levels in the top and bottom fibers of prestressed members
shall be checked for at least two conditions that will occur in the lifetime of the
members. The initial condition occurs just after the transfer of prestress when the
concrete is relatively fresh and the member is carrying its own dead load. The final
condition occurs after all the prestress losses when the concrete has gained its full
ultimate strength and the member is carrying dead load and live load. For certain
bridges, other intermediate loading conditions may have to be checked, such as when
prestressing and false­work release are done in stages and when special construction
loads have to be carried, etc. The concrete stresses shall be within the AASHTO LRFD
Specification allowable except as amended in Section 5.2.1.

In single-span simply supported superstructures with parabolic tendon paths, flexural

stresses at service load levels need to be investigated at the span midpoint where
moments are maximum, at points where the cross-section changes, and near the span
ends where shear stress is likely to be maximum (see Section 5.8.4 Shear). For tendon
paths other than parabolic, flexural stress shall be investigated at other points in the
span as well.

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Chapter 5 Concrete Structures

In multispan continuous superstructures, investigate flexural stress at points of

maximum moment (in the negative moment region of box girders, check at the
quarter point of the crossbeam), at points where the cross section changes, and at
points where shear is likely to be maximum. Normally, mild steel should not be used
to supplement the ultimate moment capacity. It may be necessary, however, to
determine the partial temperature and shrinkage stresses that occur prior to post-
tensioning and supply mild steel reinforcing for this condition.

In addition, maximum and minimum steel percentages and cracking moment shall be
checked. See Section 2.3.8 of Reference 17.

F. Prestress Moment Curves

1. Single-Span Bridges, Simply Supported

The primary prestress moment curve is developed by multiplying the initial steel
stress curve ordinates by the area of prestressing steel times the eccentricity of
steel from the center of gravity of the concrete section at every tenth point in
the span. The primary prestress moment curve is not necessary for calculating
concrete stresses in single-span simply supported bridges. Since there is no
secondary prestress moment developed in the span of a single span, simply
supported bridge which is free to shorten, the primary prestress moment curve
is equal to the total prestress moment curve in the span. However, if the single
span is rigidly framed to supporting piers, the effect of elastic shortening shall be
calculated. The same would be true when unexpected high friction is developed
in bearings during or after construction.

2. Multispan Continuous Bridges

Designers shall take into account the elastic shortening of the superstructure
due to prestressing. To obtain the total prestress moment curve used to check
concrete stresses, the primary and secondary prestress moment curves must
be added algebraically at all points in the spans. As the secondary moment can
have a large absolute value in some structures, it is very important to obtain the
proper sign for this moment, or a serious error could result.

G. Partial prestressing

Partial prestressing is not allowed in WSDOT bridge designs. However, mild

reinforcement could be added to satisfy the ultimate flexural capacity under factored
loads if the following requirements are satisfied:

1. Stress limits, as specified in this manual for Service-I and Service-III limit
states, shall be satisfied with post-tensioning only. The zero-tension policy
remains unchanged.

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2. Additional mild reinforcement could be used if the ultimate flexural capacity

cannot be met with the prestressing provided for service load combinations.
The mild reinforcement is filling the gap between the service load and ultimate
load requirements. This should be a very small amount of mild reinforcement
since adequate post-tensioning is already provided to satisfy the service load
requirement for dead load and live loads.

3. If mild reinforcement is added, the resistance factor for flexural design shall be
adjusted in accordance with AASHTO LRFD Section [Link] to account for the
effect of partial prestressing. The section will still be considered uncracked and
requirements for crack control, and side skin reinforcement do not apply.

5.8.4 Shear and Anchorages

A. Shear Capacity

Concrete box girder and T-beam bridges with horizontal construction joints (which
result from webs and slabs being cast at different times) shall be checked for both
vertical and horizontal shear capacity. Generally, horizontal shear requirements will
control the stirrup design.

Vertical concrete shear capacity for prestressed or post-tensioned structural

members is calculated in accordance with AASHTO LRFD Section 5.7.3. Minimum
stirrup area and maximum stirrup spacing are subject to the limitations presented
in AASHTO LRFD Sections [Link] and [Link]. For further explanation, refer to
Section 11.4 of the ACI 318-02 Building Code Requirements for Reinforced Concrete
and Commentary. Chapter 27 of Notes on ACI 318-02 Building Code Requirements
for Reinforced Concrete with Design Applications presents two excellent example
problems for vertical shear design.

B. Horizontal Shear

Horizontal shear stress acts over the contact area between two interconnected
surfaces of a composite structural member. AASHTO LRFD Section 5.7.4 shall be
used for shear-friction design.

C. End Block Stresses

The highly concentrated forces at the end anchorages cause bursting and spalling
stresses in the concrete which must be resisted by reinforcement. For a better
understanding of this subject, see Chapter 7 of Reference18 and 19, and Section 2.82
of Reference17.

Note that the procedures for computing horizontal bursting and spalling steel in the
slabs of box girders and T-beams are similar to those required for computing vertical
steel in girder webs, except that the slab steel is figured in a horizontal instead of
a vertical plane. In box girders, this slab steel should be placed half in the top slab
and half in the bottom slab. The anchorage zones of slab bridges will require vertical
stirrups as well as additional horizontal transverse bars extending across the width of
the bridge. The horizontal spalling and bursting steel in slab bridges shall be placed
half in a top layer and half in a bottom layer.
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D. Anchorage Stresses

The average bearing stress on the concrete behind the anchor plate and the bending
stress in the plate material shall satisfy the requirements of the AASHTO LRFD
Specification. In all sizes up to the 31-strand tendons, the square anchor plates used
by three suppliers (DSI, VSL, AVAR, Stronghold) meet the AASHTO requirements, and
detailing end blocks to accommodate these plates is the recommended procedure. In
the cases where nonstandard (rectangular) anchor plates must be specified because
of space limitations, assume that the trumpet associated with the equivalent size
square plate will be used. In order to calculate the net bearing plate area pressing
on the concrete behind it, the trumpet size can be scaled from photos in supplier
brochures. Assume for simplicity that the concrete bearing stress is uniform. Bending
stress in the steel should be checked assuming bending can occur across a corner
of the plate or across a line parallel to its narrow edge. See Appendix 5-B2 for
preapproved anchorages for post-tensioning.

E. Anchorage Plate Design

The design and detailing of the anchorage block in CIP post-tensioned box girders
should be based on Normal Anchorage Devices as defined in Standard Specifications
Section 6-02.3(26)C. Special Anchorage Devices as defined in Standard Specifications
Section 6-02.3(26)D could be used if stacking of Normal Anchorage Devices within
the depth of girder is geometrically not possible. Anchorage plates shall not extend to
top and bottom slab of box girders. If Special Anchorage Devices are used, they shall
be specified in the contract plans and bridge special provisions.

5.8.5 Temperature Effects

Most specifications for massive bridges call for a verification of stresses under uniform
temperature changes of the total bridge superstructure. Stresses due to temperature
unevenly distributed within the cross-section are not generally verified. In reality,
however, considerable temperature gradients are set up within the cross-section of
superstructures. Such temperature differences are mostly of a very complex nature,
depending on the type of cross-section and direction of solar radiation 20.

Solar radiation produces uniform heating of the upper surface of a bridge superstructure
which is greater than that of the lower surface. An inverse temperature gradient with
higher temperatures at the lower surface occurs rarely and involves much smaller
temperature differences. In statically indeterminate continuous bridge beams, a
temperature rise at the upper surface produces positive flexural moments which cause
tensile stresses in the bottom fibers. When the temperature gradient is constant over the
entire length of a continuous beam superstructure, positive flexural moments are induced
in all spans. These moments are of equal constant magnitude in the interior spans and
decrease linearly to zero in the end spans. The most critical zones are those which have
the lowest compressive stress reserve in the bottom fibers under prestress plus dead
load. Normally, these are the zones near the interior supports where additional tensile
stresses develop in the bottom fibers due to

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• A concentrated support reaction, and

• Insufficient curvature of prestressed reinforcement.

Studies have shown that temperature is the most important tension-producing factor,
especially in two-span continuous beams in the vicinity of intermediate supports, even
when the temperature difference is only 10°C between the deck and bottom of the beam.
In practice, a box girder can exhibit a ΔT=30°C. The zone at a distance of about 0.3 to
2.0d on either side of the intermediate support proved to be particularly crack-prone.

Uniform temperature loads (TU) as well thermal gradients loads (TG) shall be considered
in design.

5.8.6 Construction

A. General

Construction plans for conventional post-tensioned box girder bridges include two
different sets of drawings. The first set (contract plans) is prepared by the design
engineer and the second set (shop plans) is prepared by the post-tensioning materials
supplier (contractor).

B. Contract Plans

The contract plans shall be prepared to accommodate several post-tensioning

systems, so only prestressing forces and eccentricity should be detailed. The
concrete sections shall be detailed so that available systems can be installed. Design
the thickness of webs and flanges to facilitate concrete placement. Generally,
web thickness for post-tensioned bridges shall be as described in Section 5.8.1.B.
See Section 5.8.7 for design information to be included in the contract plan post-
tensioning notes.

C. Shop Plans

The shop plans are used to detail, install, and stress the post-tensioning system
selected by the Contractor. These plans must contain sufficient information to allow
the engineer to check their compliance with the contract plans. These plans must also
contain the location of anchorages, stressing data, and arrangement of tendons.

D. Review of Shop Plans for Post-tensioned Girder

Post-tensioning shop drawings shall be reviewed by the designer (or Bridge Technical
Advisor for non-Bridge Office projects) and consulted with the Concrete Specialist if
needed. Review of shop drawing shall include:

1. All post-tensioning strands shall be of ½″ or 0.6″ diameter grade 270 low

relaxation uncoated strands.

2. Tendon profile and tendon placement patterns.

3. Duct size shall be based on the duct area at least 2.5 times the total area of
prestressing strands.

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4. Anchor set shall conform to the contract plans. The post-tensioning design
is typically based on an anchor set of ⅜″.

5. Maximum number of strands per tendon shall not exceed (37) ½″ diameter
strands or (27) 0.6″ diameter strands in accordance with Standard Specifications
Section 6-02.3(26)F.

6. Jacking force per web.

7. Prestress force after anchor set (lift-off force).

8. Number of strands per web.

9. Anchorage system shall conform to Standard Specifications Section 6-02.3(26)

B to D. The anchorage assembly dimensions and reinforcement detailing shall
conform to the corresponding post-tensioning catalog.

10. The curvature friction coefficient and wobble friction coefficient. The curvature
friction coefficient shall be in accordance with Section 5.8.3.D. The wobble
friction coefficient of k = 0.0002/ft is often used. These coefficients may be
revised by the post-tensioning supplier if approved by the design engineer and
conform to the Standard Specifications Section 6.02.3(26)G.

11. Post-tensioning stressing sequence.

12. Tendon stresses shall not exceed the following limits for low relaxation strands as
specified in Section 5.8.3.D:

1. 0.81ƒpu at anchor ends immediately before seating.

2. 0.70ƒpu at anchor ends immediately after seating.

3. 0.74ƒpu at the end point of length influenced by anchor set.

13. Elongation calculations for each jacking operation shall be verified. If the
difference in tendon elongation exceeds 2 percent, the elongation calculations
shall be separated for each tendon in accordance with Standard Specifications
Section 6-02.3(26)A.

14. Vent points shall be provided at all high points along tendon in accordance with
Standard Specifications Section 6-02.3(26)E4.

15. Drain holes shall be provided at all low points along tendon in accordance with
Standard Specifications Section 6-02.3(26)E4.

16. The concrete strength at the time of post-tensioning, ƒ′ci shall not be less than
4,000 psi or the strength specified in the plans in accordance with Standard
Specifications Section 6-02.3(26)G. Different concrete strength may be used if
specified in the contract plans.

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17. Concrete stresses at the anchorage shall be checked in accordance with Standard
Specifications Section 6-02.3(26)C for normal anchorage devices. For special
anchorage devices, if not covered in the Appendix 5-B2 for pre-approved list
of post-tensioning system, testing in accordance with Standard Specifications
Section 6-02.3(26)D is required.

E. During Construction

1. If the measured elongation of each strand tendon is within ± 7 percent of the

approved calculated elongation, the stressed tendon is acceptable.

2. If the measured elongation is greater than 7 percent, force verification after

seating (lift-off force) is required. The lift-off force shall not be less than
99 percent of the approved calculated force nor more than 70% ƒpu As.

3. If the measured elongation is less than 7 percent, the bridge construction office
will instruct the force verification.

4. One broken strand per tendon is usually acceptable. (Post-tensioning design

shall preferably allow one broken strand). If more than one strand per tendon
is broken, the group of tendon per web should be considered. If the group
of tendons in a web is under-stressed, then the adequacy of the entire
structure shall be investigated by the designer and consulted with the Bridge
Construction Office.

5. Failed anchorage is usually taken care of by the Bridge Construction Office.

6. Over or under elongation is usually taken care of by the Bridge

Construction Office.

7. In case of low concrete strength the design engineer shall investigate the
adequacy of design with lower strength.

8. Other problems such as unbalanced and out of sequence post-tensioning,

strands surface condition, strand subjected to corrosion and exposure, delayed
post-tensioning due to mechanical problems, jack calibration, etc. should
be evaluated on a case-by-case basis and are usually taken care by Bridge
Construction Office.

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5.8.7 Post-tensioning Notes — Cast-in-place Girders

A. General

The design plans shall contain the following information for use by the post-
tensioned and state inspector:

1. Tendon jacking sequence,

2. Friction coefficients
3. Duct type
4. Elastic and time-dependent losses
5. Anchor set
6. Prestress forces
7. Falsework construction and removal
8. Minimum number of strands, if required for ultimate moment capacity

If jacking is done at both ends of the bridge, the minimum strand elongation due
to the specified jacking load for the end jacked first as well as the end jacked last
shall be indicated. The calculated strand elongations at the ends of the bridge are
compared with the measured field values to ensure that the friction coefficients
(and hence the levels of prestressing throughout the structure) agree with the values
assumed by the designer.

The tendons shall be jacked in a sequence that avoids causing overstress or tension in
the bridge.

The standard post-tensioning notes for the sequence of stressing of longitudinal

tendons shall be shown in the Contract Plans.

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5.9 Spliced Prestressed Concrete Girders

5.9.1 Definitions

The provisions herein apply to precast girders fabricated in segments that are spliced
longitudinally to form the girders in the final structure. The cross-section for this type
of bridge is typically composed of wide flange I girders or trapezoidal tub girders with a
composite CIP deck. WSDOT Bridge and Structure office’s standard drawings for spliced
I-girders are as shown on the Bridge Standard Drawings website ([Link]/
Bridge/Structures/[Link]). Span capabilities of spliced prestressed
concrete girders are shown in Appendices 5.6-A1-8 for I girders and 5.6-A1-9 for
trapezoidal tub girders.

Prestressed concrete wide flange deck girder or deck bulb tee girder bridges may also be
fabricated in segments and spliced longitudinally. Splicing in this type of girder may be
beneficial because the significant weight of the cross-section may exceed usual limits for
handling and transportation. Spliced structures of this type, which have longitudinal joints
in the deck between each deck girder, shall comply with the additional requirements of
AASHTO LRFD Section [Link].

Spliced prestressed concrete girder bridges may be distinguished from what is referred
to as “segmental construction” in bridge specifications by several features which
typically include:
• The lengths of some or all segments in a bridge are a significant fraction of the span
length rather than having a large number of segments in each span.
• Design of joints between girder segments at the service limit state does not typically
govern the design for the entire length of the bridge for either construction or for the
completed structure.
• 2’-0” minimum CIP concrete closures are required for connecting spliced girder
segments, where segmental bridge segments are often joined with epoxy in match-
cast joints.
• The bridge cross-section is composed of girders with a CIP concrete composite deck
rather than precasting the full width and depth of the superstructure as one piece. In
some cases, the deck may be integrally cast with each girder. Connecting the girders
across the longitudinal joints completes a bridge of this type.
• Girder sections are used, such as bulb tee, deck bulb tee or tub girders, rather than
closed cell boxes with wide monolithic flanges.
• Provisional ducts are required for segmental construction to provide for possible
adjustment of prestress force during construction. Similar requirements are not given
for spliced prestressed concrete girder bridges because of the redundancy provided by
a greater number of webs and tendons, and typically lower friction losses because of
fewer joint locations.

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5.9.2 WSDOT Criteria for Use of Spliced Girders

See Section 5.6.3.D.3 for criteria on providing an alternate spliced-girder design for long
span one-piece pre-tensioned girders.

5.9.3 Girder Segment Design

A. Design Considerations

Stress limits for temporary concrete stresses in girder segments specified in Section
5.2.1C shall apply at each stage of pretensioning or posttensioning. The concrete
strength at release and initial lifting shall be f’ci and at the time the post-tensioning is
applied shall be f’c in the stress limits.

Stress limits for final concrete stresses at the service load in girder segments as
specified in Section 5.2.1C shall apply for intermediate load stages with the concrete
strength at the time of loading shall be f’c in the stress limits.

All supports required prior to the splicing of the girder shall be shown on the
contract documents, including elevations and reactions. The stage of construction
during which the temporary supports are removed shall also be shown on the
contract documents.

Stresses computations shall account for changes in the structural system, in particular
the effects of the application of load to one structural system and its removal from
a different structural system. Redistribution of such stresses by creep shall be taken
into account and allowance shall be made for possible variations in the creep rate and
magnitude.

Prestress losses in spliced prestressed concrete girder bridges shall be estimated

using the provisions of Section 5.1.4. The effects of combined pretensioning and
post-tensioning and staged post-tensioning shall be considered. When required, the
effects of creep and shrinkage in spliced prestressed concrete girder bridges shall be
estimated using the provisions of Section 5.1.1.

The designer shall consider requirements for bracing of the girder segments once
they have been erected. Any requirements for bracing during subsequent stages of
construction that the contractor needs to design shall be specified in the contract
documents.

B. Post-tensioning

Longitudinal post-tensioning may be applied with the following considerations:

1. Post-tensioning precast segments in their final position before deck casting. This
option is recommended by WSDOT for all spliced girder bridges. This option may
require higher concrete compressive stress at CIP closures. But this option is
more suitable for future deck repairs and deck replacement since the deck is not
prestressed.

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2. Post-tensioning girder line segments before erecting girders. Handling and

shipping of spliced girders with segments post-tensioned prior to erection
requires larger cranes and more staging area. This option may be used in some
cases where the use of temporary support at the bridge site is not feasible.

3. Post-tensioning after deck casting. This option require lower concrete

compressive stress at CIP closure. This option complicates future deck repairs
and deck replacements since the deck is prestressed.

4. Two stage post-tensioning where girders are post-tensioned separately for dead
load in the first stage, followed by post-tensioning the entire superstructure in a
second stage after deck placement.

Designers shall investigate the required concrete compressive strength at the CIP
closures. Achieving high strength concrete for CIP closures may be challenging in
some locations.

Ducts for longitudinal post-tensioning shall be kept below the bridge deck.

Effects of curved tendons shall be considered in accordance with Section 5.8.1.F.

All post-tensioning tendons shall be fully grouted after stressing. For construction
cases prior to grouting posttensioning ducts, cross-section properties shall be
reduced by deducting the area of ducts and void areas around tendon couplers.

Where some or all post-tensioning is applied after the bridge deck concrete is placed,
fewer posttensioning tendons and a lower concrete strength in the closure joint may
be required. However, deck replacement, if necessary, is difficult to accommodate
with this construction sequence. Where all of the post-tensioning is applied before
the deck concrete is placed, a greater number of post tensioning tendons and a
higher concrete strength in the closure joint may be required. However, in this case,
the deck can be replaced if necessary.

5.9.4 Joints Between Segments

A. General

Cast-in-place closure joints are typically used in spliced girder construction. The
sequence of placing concrete for the closure joints and bridge deck shall be specified
in the contract documents. Match-cast joints shall not be specified for spliced
girder bridges unless approved by the Bridge Design Engineer. Prestress, dead load,
and creep effects may cause rotation of the faces of the match-cast joints prior
to splicing. If match cast joint is specified, the procedures for splicing the girder
segments that overcome this rotation to close the match-cast joint shall be shown on
the contract plans.

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B. Location of Closure Joints

The location of intermediate diaphragms shall be offset by at least 2′-0″ from the
edge of cast‑in‑place closure joints.

In horizontally curved spliced girder bridges, intermediate diaphragms could be

located at the CIP closure joints if straight segments are spliced with deflection points
at closures. In this case, the diaphragm should be extended beyond the face of the
exterior girder for improved development of diaphragm reinforcement.

The final configuration of the closures shall be coordinated with the State Bridge and
Structures Architect on all highly visible bridges, such as bridges over vehicular or
pedestrian traffic.

C. Details of Closure Joints

The length of a closure joint between concrete segments shall allow for the
splicing of steel whose continuity is required by design considerations and the
accommodation of the splicing of post‑tensioning ducts. The length of a closure
joint shall not be less than 2′-0″. A longer closure joint may be used to provide more
room to accommodate tolerances for potential misalignment of ducts within girder
segments and misalignment of girder segments at erection.

Web reinforcement within the joint shall be the larger of that in the adjacent
girders. The face of the segments at closure joints shall be specified as intentionally
roughened surface or use a sawtooth pattern.

Concrete cover to web stirrups at the CIP closures of pier diaphragms shall not
be less than 2½″. If intermediate diaphragm locations coincide with CIP closures
between segments, then the concrete cover at the CIP closures shall not be less
than 2½″. This increase in concrete cover is not necessary if intermediate diaphragm
locations are away from the CIP closures. See Figures 5.9.4-1 to 5.9.4-3 for details of
closure joints.

Adequate reinforcement shall be provided to confine tendons at CIP closures and at

intermediate pier diaphragms. The reinforcement shall be proportioned to ensure that
the steel stress during the jacking operation does not exceed 0.6fy.

The clear spacing between ducts at CIP closures of pier diaphragms shall be 2.0″
minimum. The duct diameter for WSDOT standard spliced girders shall not exceed
4.0″ for spliced I-girders and 4½″ for spliced tub girders.

On the construction sequence sheet indicate that the side forms at the CIP
closures and intermediate pier diaphragms shall be removed to inspect for concrete
consolidation prior to post-tensioning and grouting.

Self-consolidating concrete (SCC) may be used for CIP closures.

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D. Joint Design

Stress limits for temporary concrete stresses in joints before losses specified in
Section 5.2.1.C shall apply at each stage of post-tensioning. The concrete strength
at the time the stage of post-tensioning is applied shall be substituted for ƒ′ci in the
stress limits.

C r it e r ia

B R I D G E D E S I G N M AN U AL
Stress limits for concrete stresses in joints at the service limit state after losses
specified in Section 5.2.1.C shall apply. These stress limits shall also apply for
intermediate load stages, with the concrete strength at the time of loading
R e in fo r c e d C o n c r e t e S u p e r st r u c t u r e s
substituted for ƒ′c in the stress limits. The compressive strength of the closure joint
concrete at a specified age shall be compatible with design stress limitations.

Figure 5.9.4-1 CIP Closure at Pier Diaphragm

¢ PIER

2" #5 @ 4" SPA. 2" END OF PRECAST

SEGMENT
45° FILLET 2½" CLR. EXTERIOR WEB
(TYP.) (TYP.)
¢ PRECAST TRAPEZOIDAL
TUB GIRDER

FACE OF
DIAPHRAGM

DIAPHRAGM
REINFORCING

POST-TENSIONING
DUCT (TYP.)
INTERIOR WEB

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 C r it e r ia
B R I D G E D E S I G N M AN U AL
Chapter 5 R e in fo r c e d C o n c r e t e S u p e r st r u c t u r e s Concrete Structures

Figure 5.9.4-2 CIP Closure Away from Intermediate Diaphragm

2'-0"
CLOSURE

2" #5 2"
5 SPA. @
1" CLR. 4" =1'-8" EXTERIOR WEB
(TYP.)
¢ PRECAST TRAPEZOIDAL
TUB GIRDER

END OF PRECAST
SEGMENT

POST-TENSIONING
DUCT (TYP.)
INTERIOR WEB

CIP CLOSURE
AWAY FROM
INTERMEDIATE DIAPHRAGM
Figure 5.9.4-2

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Concrete Structures Chapter 5
R e in fo r c e d C o n c r e t e S u p e r st r u c t u r e s
Figure 5.9.4-3 CIP Closure at Intermediate Diaphragm

¢ INTERMEDIATE
DIAPHRAGM
2'-0"
CLOSURE
POST-TENSIONING
2" #5 2" DUCT (TYP.)
5 SPA. @
4" =1'-8" EXTERIOR WEB
¢ PRECAST TRAPEZOIDAL
TUB GIRDER

45° FILLET (TYP.)

END OF PRECAST
SEGMENT

DIAPHRAGM
REINFORCING

2½" CLR.
(TYP.) INTERIOR WEB

CIP CLOSURE
AT INTERMEDIATE DIAPHRAGM
Figure 5.9.4-3

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5.9.5 Review of Shop Plans for Spliced Prestressed Concrete Girders

Shop drawings for spliced prestressed concrete girders shall be reviewed by the designer
(or Bridge Technical Advisor for non-Bridge Office projects) and consulted with the
Concrete Specialist if needed. Review of shop drawing shall include:

1. All prestressing strands shall be of ½″ or 0.6″ diameter grade 270 low relaxation
uncoated strands.

2. Number of strands per segment.

3. Pretensioning strands jacking stresses shall not exceed 0.75ƒpu.

4. Strand placement patterns.

5. Temporary strand placement patterns, location and size of blockouts for

cutting strands.

6. Procedure for cutting temporary strands and patching the blockouts shall
be specified.

7. Number and length of extended strands and rebars at girder ends.

8. Location of holes and shear keys for intermediate and end diaphragms.

9. Location and size of bearing recesses.

10. Saw tooth at girder ends.

11. Location and size of lifting loops or lifting bars.

12. Number and size of horizontal and vertical reinforcement.

13. Segment length and end skew.

14. Tendon profile and tendon placement pattern.

15. Duct size shall be based on the duct area at least 2.5 times the total area of
prestressing strands.

16. Anchor set. The post-tensioning design is typically based on an anchor set of ⅜″.

17. Maximum number of strands per tendon shall not exceed (37) ½″ diameter strands or
(27) 0.6″ diameter strands per Standard Specifications Section 6-02.3(26)F.

18. Jacking force per girder.

19. Prestress force after anchor set (lift-off force).

20. Number of strands per web.

21. Anchorage system shall conform to pre-approved list of post-tensioning system per
Appendix 5-B4. The anchorage assembly dimensions and reinforcement detailing
shall conform to the corresponding post-tensioning catalog.

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22. The curvature friction coefficient and wobble friction coefficient. The curvature
friction coefficient of μ= 0.15 for bridges less than 400 feet, μ= 0.2 for bridges
between 400 feet and 800 feet, and μ= 0.25 for bridges longer than 800 feet. The
wobble friction coefficient of k = 0.0002/ft is often used. These coefficients may
be revised by the post-tensioning supplier if approved by the design engineer and
conform to the Standard Specifications Section 6.02.3(26)G.

23. Post-tensioning stressing sequence.

24. Tendon stresses shall not exceed the following limits for low relaxation strands as
specified in Section 5.8.3.D:
0.81ƒpu at anchor ends immediately before seating.
0.70ƒpu at anchor ends immediately after seating.
0.74ƒpu at the end point of length influenced by anchor set.

25. Elongation calculations for each jacking operation shall be verified. If the difference in
tendon elongation exceeds 2 percent, the elongation calculations shall be separated
for each tendon in accordance with Standard Specifications Section 6-02.3(26)A.

26. Vent points shall be provided at all high points along tendon.

27. Drain holes shall be provided at all low points along tendon.

28. The concrete strength at the time of post-tensioning, ƒ′ci shall not be less than
4,000 psi in accordance with Standard Specifications Section 6-02.3(26)G. Different
concrete strength may be used if specified in the contract plans.

29. Concrete stresses at the anchorage shall be checked in accordance with Standard
Specifications Section 6-02.3(26)C for bearing type anchorage. For other type of
anchorage assemblies, if not covered in the Appendix 5-B2 for pre-approved list of
post-tensioning system, testing in accordance with Standard Specifications Section
6-02.3(26)D is required.

30. Concrete stresses at CIP closures shall conform to stress limits of Table 5.2.1-1.

5.9.6 Post-tensioning Notes — Spliced Prestressed Concrete Girders

1. The CIP concrete in the bridge deck shall be Class 4000D. The minimum compressive
strength of the CIP concrete at the wet joint at the time of post-tensioning shall be
xxx ksi.

2. The minimum prestressing load after seating and the minimum number of
prestressing strands for each girder shall be as shown in post-tensioning table.

3. The design is based on xxx inch diameter low relaxation strands with a jacking load
for each girder as shown in post-tensioning table, an anchor set of ⅜″ a curvature
friction coefficient, μ= 0.20 and a wobble friction coefficient, k = 0.0002/feet. The
actual anchor set used by the contractor shall be specified in the shop plans and
included in the transfer force calculations.

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Chapter 5 Concrete Structures

4. The design is based on the estimated prestress loss of post-tensioned prestressing

strands as shown in post-tensioning table due to steel relaxation, elastic shortening,
creep and shrinkage of concrete.

5. The contractor shall submit the stressing sequence and elongation calculations to
the engineer for approval. All losses due to tendon vertical and horizontal curvature
must be included in elongation calculations. The stressing sequence shall meet the
following criteria:

A. The prestressing force shall be distributed with an approximately equal amount

in each web and shall be placed symmetrically about the centerline of the bridge.

B. No more than one-half of the prestressing force in any web may be stressed
before an equal force is stressed in the adjacent webs. At no time during
stressing operation will more than one-sixth of the total prestressing force
is applied eccentrically about the centerline of bridge.

6. The maximum outside diameter of the duct shall be xxx inches. The area of the duct
shall be at least 2.5 times the net area of the prestressing steel in the duct.

7. All tendons shall be stressed from pier number xxx.

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Concrete Structures Chapter 5

5.10 Bridge Standard Drawings

Girder Sections

5.6-A1-10 Prestressed Concrete I and WF Girders

5.6-A1-11 Prestressed Concrete Deck Girders

5.6-A1-12 Spliced Prestressed Concrete Girders

5.6-A1-13 Prestressed Concrete Tub Girders

Superstructure Construction Sequences

5.6-A2-1 Single Span Prestressed Girder Construction Sequence

5.6-A2-2 Multiple Span Prestressed Girder Construction Sequence

5.6-A2-3 Raised Crossbeam Prestressed Girder Construction Sequence

W Girders

5.6-A3-1 W42G Girder Details 1 of 2

5.6-A3-2 W42G Girder Details 2 of 2

5.6-A3-3 W50G Girder Details 1 of 2

5.6-A3-4 W50G Girder Details 2 of 2

5.6-A3-5 W58G Girder Details 1 of 3

5.6-A3-6 W58G Girder Details 2 of 3

5.6-A3-7 W58G Girder Details 3 of 3

5.6-A3-8 W74G Girder Details 1 of 3

5.6-A3-9 W74G Girder Details 2 of 3

5.6-A3-10 W74G Girder Details 3 of 3

WF Girders

5.6-A4-1 WF Girder Details 1 of 5

5.6-A4-2 WF Girder Details 2 of 5

5.6-A4-3 WF Girder Details 3 of 5

5.6-A4-4 WF Girder Details 4 of 5

5.6-A4-5 WF Girder Details 5 of 5

5.6-A4-6 Additional Extended Strands

5.6-A4-7 End Diaphragm Details

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Chapter 5 Concrete Structures

5.6-A4-8 L Abutment End Diaphragm Details

5.6-A4-9 Diaphragm at Intermediate Pier Details

5.6-A4-10 Partial Depth Intermediate Diaphragm Details

5.6-A4-11 Full Depth Intermediate Diaphragm Details

5.6-A4-12 I Girder Bearing Details

Wide Flange Thin Deck Girders

5.6-A5-1 WF Thin Deck Girder Details 1 of 5

5.6-A5-2 WF Thin Deck Girder Details 2 of 5

5.6-A5-3 WF Thin Deck Girder Details 3 of 5

5.6-A5-4 WF Thin Deck Girder Details 4 of 5

5.6-A5-5 WF Thin Deck Girder Details 5 of 5

5.6-A5-6 WF Thin Deck Girder End Diaphragm Details

5.6-A5-7 WF Thin Deck Girder L Abutment End Diaphragm Details

5.6-A5-8 WF Thin Deck Girder Diaphragm at Intermediate Pier Details

5.6-A5-9 WF Thin Deck Girder Partial Depth Intermed. Diaphragm

5.6-A5-10 WF Thin Deck Girder Full Depth Intermediate Diaphragm

Wide Flange Deck Girders

5.6-A6-1 WF Deck Girder Details 1 of 4

5.6-A6-2 WF Deck Girder Details 2 of 4

5.6-A6-3 WF Deck Girder Details 3 of 4

5.6-A6-4 WF Deck Girder Details 4 of 4

5.6-A6-5 WF Deck Girder End Diaphragm Details

5.6-A6-6 WF Deck Girder L Abutment End Diaphragm Details

5.6-A6-7 WF Deck Girder Diaphragm at Intermediate Pier Details

5.6-A6-8 WF Deck Girder Full Depth Intermediate Diaphragm

5.6-A6-10 WF Deck UHPC Girder Details 1 of 5

5.6-A6-11 WF Deck UHPC Girder Details 2 of 5

5.6-A6-12 WF Deck UHPC Girder Details 3 of 5

5.6-A6-13 WF Deck UHPC Girder Details 4 of 5

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Concrete Structures Chapter 5

5.6-A6-14 WF Deck UHPC Girder Details 4 of 5

5.6-A6-15 WF Deck UHPC Girder End Diaphragm Details

5.6-A6-16 WF Deck UHPC Girder L Abutment End Diaphragm Details

5.6-A6-17 WF Deck UHPC Girder Diaphragm at Intermediate Pier Details

5.6-A6-18 WF Deck UHPC Girder Full Depth Intermediate Diaphragm

Deck Bulb Tee Girders

5.6-A7-1 Deck Bulb Tee Girder Schedule

5.6-A7-2 Deck Bulb Tee Girder Details 1 of 2

5.6-A7-3 Deck Bulb Tee Girder Details 2 of 2

Slabs
5.6-A8-1 Slab Girder Details 1 of 3

5.6-A8-2 Slab Girder Details 2 of 3

5.6-A8-3 Slab Girder Details 3 of 3

5.6-A8-5 Slab Girder Fixed Diaphragm

5.6-A8-6 Slab Girder End Diaphragm

Tub Girders

5.6-A9-1 Tub Girder Schedule and Notes

5.6-A9-2 Tub Girder Details 1 of 3

5.6-A9-3 Tub Girder Details 2 of 3

5.6-A9-4 Tub Girder Details 3 of 3

5.6-A9-5 Tub Girder End Diaphragm on Girder Details

5.6-A9-6 Tub Girder Raised Crossbeam Details

5.6-A9-7 Tub S-I-P Deck Panel Girder – End Diaphragm on Girder Details

5.6-A9-8 Tub S-I-P Deck Panel Girder – Raised Crossbeam Details

5.6-A9-9 Tub Girder Bearing Details

Stay-In-Place Deck Panel

5.6-A10-1 Stay-In-Place (SIP) Deck Panel Details

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Chapter 5 Concrete Structures

Post Tensioned Spliced Girders

5.9-A1-1 WF74PTG Spliced Girder Details 1 of 5

5.9-A1-2 WF74PTG Spliced Girder Details 2 of 5

5.9-A1-3 Spliced Girder Details 3 of 5

5.9-A1-4 WF74PTG Girder Details 4 of 5

5.9-A1-5 Spliced Girder Details 5 of 5

5.9-A2-1 WF83PTG Spliced Girder Details 1 of 5

5.9-A2-2 WF83PTG Spliced Girder Details 2 of 5

5.9-A2-4 WF83PTG Spliced Girder Details 4 of 5

5.9-A3-1 WF95PTG Spliced Girder Details 1 of 5

5.9-A3-2 WF95PTG Spliced Girder Details 2 of 5

5.9-A3-4 WF95PTG Spliced Girder Details 4 of 5

5.9-A4-1 Trapezoidal Tub Girder Bearing Details

5.9-A4-2 Tub Spliced Girder Details 1 of 5

5.9-A4-3 Tub Spliced Girder Details 2 of 5

5.9-A4-4 Tub Spliced Girder Details 3 of 5

5.9-A4-5 Tub Spliced Girder Details 4 of 5

5.9-A4-6 Tub Spliced Girder Details 5 of 5

5.9-A4-7 Tub Spliced Girder End Diaphragm on Girder Details

5.9-A4-8 Tub Spliced Girder Raised Crossbeam Details

5.9-A5-1 P.T. Trapezoidal Tub S-I-P Deck Panel Spliced Girder Details 1 of 5

5.9-A5-2 P.T. Trapezoidal Tub S-I-P Deck Panel Spliced Girder – Details 2 of 5

5.9-A5-3 P.T. Trapezoidal Tub S-I-P Deck Panel Spliced Girder – Details 3 of 5

5.9-A5-4 P.T. Trapezoidal Tub S-I-P Deck Panel Spliced Girder – Details 4 of 5

5.9-A5-5 P.T. Trapezoidal Tub S-I-P Deck Panel Spliced Girder – Details 5 of 5

5.9-A5-6 Trapezoidal Tub S-I-P Deck Panel Girder – End Diaphragm on Girder Details

5.9-A5-7 Trapezoidal Tub S-I-P Deck Panel Girder – Raised Crossbeam Details

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Concrete Structures Chapter 5

5.11 Appendices
Appendix 5.1-A1 Standard Hooks

Appendix 5.1-A2 Minimum Reinforcement Clearance and Spacing for Beams

and Columns

Appendix 5.1-A3 Reinforcing Bar Properties

Appendix 5.1-A4 Tension Development Length of Deformed Bars

Appendix 5.1-A5 Compression Development Length and Minimum Lap Splice

of Grade 60 Bars

Appendix 5.1-A6 Tension Development Length of 90º and 180º Standard Hooks

Appendix 5.1-A7 Tension Lap Splice Lengths of Grade 60 Bars – Class B

Appendix 5.1-A8 Prestressing Strand Properties and Development Length

Appendix 5.2-A1 Working Stress Design

Appendix 5.2-A2 Working Stress Design

Appendix 5.2-A3 Working Stress Design

Appendix 5.3-A1 Positive Moment Reinforcement

Appendix 5.3-A2 Negative Moment Reinforcement

Appendix 5.3-A3 Adjusted Negative Moment Case I

(Design for M at Face of Support)

Appendix 5.3-A4 Adjusted Negative Moment Case II (Design for M at 1/4 Point)

Appendix 5.3-A5 Cast-In-Place Deck Slab Design for Positive Moment Regions
ƒ′c = 4.0 ksi

Appendix 5.3-A6 Cast-In-Place Deck Slab Design for Negative Moment Regions
ƒ′c = 4.0 ksi

Appendix 5.3-A7 Slab Overhang Design-Interior Barrier Segment

Appendix 5.3-A8 Slab Overhang Design-End Barrier Segment

Appendix 5.6-A1-1 Span Capability of W Girders

Appendix 5.6-A1-2 Span Capability of WF Girders

Appendix 5.6-A1-3 Span Capability of Deck Bulb Tee Girders

Appendix 5.6-A1-4 Span Capability of WF Thin Deck Girders

Appendix 5.6-A1-5 Span Capability of WF Deck Girders

Appendix 5.6-A1-6 Span Capability of Trapezoidal Tub Girders without Top Flange

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Chapter 5 Concrete Structures

Appendix 5.6-A1-7 Span Capability of Trapezoidal Tub Girders with Top Flange

Appendix 5.6-A1-8 Span Capability of Post-tensioned Spliced I-Girders

Appendix 5.6-A1-9 Span Capability of Post-tensioned Spliced Tub Girders

Appendix 5-B1 “A” Dimension for Precast Girder Bridges

Appendix 5-B2 Vacant

Appendix 5-B3 Existing Bridge Widenings

Appendix 5-B4 Post-tensioned Box Girder Bridges

Appendix 5-B5 Simple Span Prestressed Girder Design

Appendix 5-B6 Vacant

Appendix 5-B7 Precast Concrete Stay-in-place (SIP) Deck Panel

Appendix 5-B8 Vacant

Appendix 5-B9 Vacant

Appendix 5-B10 Positive EQ Reinforcement at Interior Pier of a Prestressed Girder

Appendix 5-B11 LRFD Wingwall Design Vehicle Collision

Appendix 5-B12 Flexural Strength Calculations for Composite T-Beams

Appendix 5-B13 Vacant

Appendix 5-B14 Shear and Torsion Capacity of a Reinforced Concrete Beam

Appendix 5-B15 Sound Wall Design – Type D-2k

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Concrete Structures Chapter 5

Appendix 5.1-A1 Standard Hooks




   
   
  
     



    
      

    
     
     
     



    


    
    

    









 


















 

    
 

 
 
  
        
    
        
        
         
        
        
        

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Chapter 5 Concrete Structures

Appendix 5.1-A2 Minimum Reinforcement Clearance

and Spacing for Beams and Columns
Minimum Reinforcement Clearance
Appendix 5.1-A2 and Spacing for Beams and Columns

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Bridge Design Manual M 23-50 Page 5.1-A2-1
Concrete Structures Chapter 5

Appendix 5.1-A3 Reinforcing Bar Properties

Appendix 5.1-A3 Reinforcing Bar Properties

Nominal Outside Standard Mill

Bar Size (#) Weight (lbs/ft) Area (in2)
Diameter (in) Diameter (in) Length (ft)

3 0 .376 0 .375 0 .42 0 .11 40

4 0 .668 0 .500 0 .56 0 .20 40
5 1 .043 0 .625 0 .70 0 .31 60
6 1 .502 0 .750 0 .83 0 .44 60
7 2 .044 0 .875 0 .96 0 .60 60
8 2 .670 1 .000 1 .10 0 .79 60
9 3 .400 1 .128 1 .24 1 .00 60
10 4 .303 1 .270 1 .40 1 .27 60
11 5 .313 1 .410 1 .55 1 .56 60
14 7 .65 1 .693 1 .86 2 .25 60
18 13 .60 2 .257 2 .48 4 .00 60

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Chapter 5 Concrete Structures

Appendix 5.1-A4 Tension Development Length of

Appendix 5.1-A4 Deformed Bars Tension Development
Length of Deformed Bars
Tension Development Length ld of Uncoated Deformed Bars (in)
Bar ƒ′c Basic Dev . λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Len . ldb (in) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 27 .00 14 .04 12 .00 21 .06 16 .20 28 .08 21 .60 35 .10 27 .00
3 5 .0 24 .15 12 .56 12 .00 18 .84 14 .49 25 .12 19 .32 31 .39 24 .15
6 .0 22 .05 12 .00 12 .00 17 .20 13 .23 22 .93 17 .64 28 .66 22 .05
4 .0 36 .00 18 .72 14 .40 28 .08 21 .60 37 .44 28 .80 46 .80 36 .00
4 5 .0 32 .20 16 .74 12 .88 25 .12 19 .32 33 .49 25 .76 41 .86 32 .20
6 .0 29 .39 15 .28 12 .00 22 .93 17 .64 30 .57 23 .52 38 .21 29 .39
4 .0 45 .00 23 .40 18 .00 35 .10 27 .00 46 .80 36 .00 58 .50 45 .00
5 5 .0 40 .25 20 .93 16 .10 31 .39 24 .15 41 .86 32 .20 52 .32 40 .25
6 .0 36 .74 19 .11 14 .70 28 .66 22 .05 38 .21 29 .39 47 .77 36 .74
4 .0 54 .00 28 .08 21 .60 42 .12 32 .40 56 .16 43 .20 70 .20 54 .00
6 5 .0 48 .30 25 .12 19 .32 37 .67 28 .98 50 .23 38 .64 62 .79 48 .30
6 .0 44 .09 22 .93 17 .64 34 .39 26 .45 45 .85 35 .27 57 .32 44 .09
4 .0 63 .00 32 .76 25 .20 49 .14 37 .80 65 .52 50 .40 81 .90 63 .00
7 5 .0 56 .35 29 .30 22 .54 43 .95 33 .81 58 .60 45 .08 73 .25 56 .35
6 .0 51 .44 26 .75 20 .58 40 .12 30 .86 53 .50 41 .15 66 .87 51 .44
4 .0 72 .00 37 .44 28 .80 56 .16 43 .20 74 .88 57 .60 93 .60 72 .00
8 5 .0 64 .40 33 .49 25 .76 50 .23 38 .64 66 .97 51 .52 83 .72 64 .40
6 .0 58 .79 30 .57 23 .52 45 .85 35 .27 61 .14 47 .03 76 .42 58 .79
4 .0 81 .22 42 .23 32 .49 63 .35 48 .73 84 .46 64 .97 105 .58 81 .22
9 5 .0 72 .64 37 .77 29 .06 56 .66 43 .59 75 .55 58 .11 94 .43 72 .64
6 .0 66 .31 34 .48 26 .53 51 .72 39 .79 68 .97 53 .05 86 .21 66 .31
4 .0 91 .44 47 .55 36 .58 71 .32 54 .86 95 .10 73 .15 118 .87 91 .44
10 5 .0 81 .79 42 .53 32 .71 63 .79 49 .07 85 .06 65 .43 106 .32 81 .79
6 .0 74 .66 38 .82 29 .86 58 .24 44 .80 77 .65 59 .73 97 .06 74 .66
4 .0 101 .52 52 .79 40 .61 79 .19 60 .91 105 .58 81 .22 131 .98 101 .52
11 5 .0 90 .80 47 .22 36 .32 70 .83 54 .48 94 .43 72 .64 118 .04 90 .80
6 .0 82 .89 43 .10 33 .16 64 .65 49 .73 86 .21 66 .31 107 .76 82 .89
4 .0 121 .90 63 .39 48 .76 95 .08 73 .14 126 .77 97 .52 158 .46 121 .90
14 5 .0 109 .03 56 .69 43 .61 85 .04 65 .42 113 .39 87 .22 141 .74 109 .03
6 .0 99 .53 51 .75 39 .81 77 .63 59 .72 103 .51 79 .62 129 .39 99 .53
4 .0 162 .50 84 .50 65 .00 126 .75 97 .50 169 .00 130 .00 211 .26 162 .50
18 5 .0 145 .35 75 .58 58 .14 113 .37 87 .21 151 .16 116 .28 188 .95 145 .35
6 .0 132 .68 69 .00 53 .07 103 .49 79 .61 137 .99 106 .15 172 .49 132 .68

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension development length = 12” .
5 . λrc is the Reinforcement Confinement Factor .

Page 5-186 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Tension Development Length ld of Epoxy Coated Deformed Bars (in)

(cover less than 3db or clear spacing between bars less than 6db)
λcf = 1 .5
Bar ƒ′c Basic Dev . λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Len . ldb (in) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 27 .00 18 .36 16 .20 27 .54 24 .30 36 .72 32 .40 45 .90 40 .50
3 5 .0 24 .15 16 .42 14 .49 24 .63 21 .73 32 .84 28 .98 41 .05 36 .22
6 .0 22 .05 14 .99 13 .23 22 .49 19 .84 29 .98 26 .45 37 .48 33 .07
4 .0 36 .00 24 .48 21 .60 36 .72 32 .40 48 .96 43 .20 61 .20 54 .00
4 5 .0 32 .20 21 .90 19 .32 32 .84 28 .98 43 .79 38 .64 54 .74 48 .30
6 .0 29 .39 19 .99 17 .64 29 .98 26 .45 39 .98 35 .27 49 .97 44 .09
4 .0 45 .00 30 .60 27 .00 45 .90 40 .50 61 .20 54 .00 76 .50 67 .50
5 5 .0 40 .25 27 .37 24 .15 41 .05 36 .22 54 .74 48 .30 68 .42 60 .37
6 .0 36 .74 24 .98 22 .05 37 .48 33 .07 49 .97 44 .09 62 .46 55 .11
4 .0 54 .00 36 .72 32 .40 55 .08 48 .60 73 .44 64 .80 91 .80 81 .00
6 5 .0 48 .30 32 .84 28 .98 49 .27 43 .47 65 .69 57 .96 82 .11 72 .45
6 .0 44 .09 29 .98 26 .45 44 .97 39 .68 59 .96 52 .91 74 .95 66 .14
4 .0 63 .00 42 .84 37 .80 64 .26 56 .70 85 .68 75 .60 107 .10 94 .50
7 5 .0 56 .35 38 .32 33 .81 57 .48 50 .71 76 .63 67 .62 95 .79 84 .52
6 .0 51 .44 34 .98 30 .86 52 .47 46 .30 69 .96 61 .73 87 .45 77 .16
4 .0 72 .00 48 .96 43 .20 73 .44 64 .80 97 .92 86 .40 122 .40 108 .00
8 5 .0 64 .40 43 .79 38 .64 65 .69 57 .96 87 .58 77 .28 109 .48 96 .60
6 .0 58 .79 39 .98 35 .27 59 .96 52 .91 79 .95 70 .55 99 .94 88 .18
4 .0 81 .22 55 .23 48 .73 82 .84 73 .09 110 .45 97 .46 138 .07 121 .82
9 5 .0 72 .64 49 .40 43 .59 74 .09 65 .38 98 .79 87 .17 123 .49 108 .96
6 .0 66 .31 45 .09 39 .79 67 .64 59 .68 90 .19 79 .58 112 .73 99 .47
4 .0 91 .44 62 .18 54 .86 93 .27 82 .30 124 .36 109 .73 155 .45 137 .16
10 5 .0 81 .79 55 .61 49 .07 83 .42 73 .61 111 .23 98 .14 139 .04 122 .68
6 .0 74 .66 50 .77 44 .80 76 .15 67 .19 101 .54 89 .59 126 .92 111 .99
4 .0 101 .52 69 .03 60 .91 103 .55 91 .37 138 .07 121 .82 172 .58 152 .28
11 5 .0 90 .80 61 .75 54 .48 92 .62 81 .72 123 .49 108 .96 154 .36 136 .20
6 .0 82 .89 56 .37 49 .73 84 .55 74 .60 112 .73 99 .47 140 .91 124 .34
4 .0 121 .90 82 .89 73 .14 124 .33 109 .71 165 .78 146 .28 207 .22 182 .84
14 5 .0 109 .03 74 .14 65 .42 111 .21 98 .12 148 .28 130 .83 185 .35 163 .54
6 .0 99 .53 67 .68 59 .72 101 .52 89 .57 135 .36 119 .43 169 .20 149 .29
4 .0 162 .50 110 .50 97 .50 165 .75 146 .25 221 .01 195 .00 276 .26 243 .76
18 5 .0 145 .35 98 .84 87 .21 148 .25 130 .81 197 .67 174 .42 247 .09 218 .02
6 .0 132 .68 90 .23 79 .61 135 .34 119 .42 180 .45 159 .22 225 .56 199 .03

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension development length = 12” .
5 . λrc is the Reinforcement Confinement Factor .

WSDOT Bridge Design Manual  M 23-50.20 Page 5-187

September 2020
Chapter 5 Concrete Structures

Tension Development Length ld of Epoxy Coated Deformed Bars (in)

(cover not less than 3db and clear spacing between bars not less than 6db)
λcf = 1 .2
Bar ƒ′c Basic Dev . λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Len . ldb (in) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 27 .00 16 .85 12 .96 25 .27 19 .44 33 .70 25 .92 42 .12 32 .40
3 5 .0 24 .15 15 .07 12 .00 22 .60 17 .39 30 .14 23 .18 37 .67 28 .98
6 .0 22 .05 13 .76 12 .00 20 .63 15 .87 27 .51 21 .16 34 .39 26 .45
4 .0 36 .00 22 .46 17 .28 33 .70 25 .92 44 .93 34 .56 56 .16 43 .20
4 5 .0 32 .20 20 .09 15 .46 30 .14 23 .18 40 .18 30 .91 50 .23 38 .64
6 .0 29 .39 18 .34 14 .11 27 .51 21 .16 36 .68 28 .22 45 .85 35 .27
4 .0 45 .00 28 .08 21 .60 42 .12 32 .40 56 .16 43 .20 70 .20 54 .00
5 5 .0 40 .25 25 .12 19 .32 37 .67 28 .98 50 .23 38 .64 62 .79 48 .30
6 .0 36 .74 22 .93 17 .64 34 .39 26 .45 45 .85 35 .27 57 .32 44 .09
4 .0 54 .00 33 .70 25 .92 50 .54 38 .88 67 .39 51 .84 84 .24 64 .80
6 5 .0 48 .30 30 .14 23 .18 45 .21 34 .78 60 .28 46 .37 75 .35 57 .96
6 .0 44 .09 27 .51 21 .16 41 .27 31 .75 55 .03 42 .33 68 .78 52 .91
4 .0 63 .00 39 .31 30 .24 58 .97 45 .36 78 .62 60 .48 98 .28 75 .60
7 5 .0 56 .35 35 .16 27 .05 52 .74 40 .57 70 .32 54 .09 87 .90 67 .62
6 .0 51 .44 32 .10 24 .69 48 .15 37 .04 64 .20 49 .38 80 .25 61 .73
4 .0 72 .00 44 .93 34 .56 67 .39 51 .84 89 .86 69 .12 112 .32 86 .40
8 5 .0 64 .40 40 .18 30 .91 60 .28 46 .37 80 .37 61 .82 100 .46 77 .28
6 .0 58 .79 36 .68 28 .22 55 .03 42 .33 73 .37 56 .44 91 .71 70 .55
4 .0 81 .22 50 .68 38 .98 76 .02 58 .48 101 .36 77 .97 126 .70 97 .46
9 5 .0 72 .64 45 .33 34 .87 67 .99 52 .30 90 .66 69 .74 113 .32 87 .17
6 .0 66 .31 41 .38 31 .83 62 .07 47 .75 82 .76 63 .66 103 .45 79 .58
4 .0 91 .44 57 .06 43 .89 85 .59 65 .84 114 .12 87 .78 142 .65 109 .73
10 5 .0 81 .79 51 .03 39 .26 76 .55 58 .89 102 .07 78 .51 127 .59 98 .14
6 .0 74 .66 46 .59 35 .84 69 .88 53 .76 93 .18 71 .67 116 .47 89 .59
4 .0 101 .52 63 .35 48 .73 95 .02 73 .09 126 .70 97 .46 158 .37 121 .82
11 5 .0 90 .80 56 .66 43 .59 84 .99 65 .38 113 .32 87 .17 141 .65 108 .96
6 .0 82 .89 51 .72 39 .79 77 .59 59 .68 103 .45 79 .58 129 .31 99 .47
4 .0 121 .90 76 .06 58 .51 114 .09 87 .77 152 .13 117 .02 190 .16 146 .28
14 5 .0 109 .03 68 .03 52 .33 102 .05 78 .50 136 .07 104 .67 170 .08 130 .83
6 .0 99 .53 62 .11 47 .77 93 .16 71 .66 124 .21 95 .55 155 .26 119 .43
4 .0 162 .50 101 .40 78 .00 152 .10 117 .00 202 .80 156 .00 253 .51 195 .00
18 5 .0 145 .35 90 .70 69 .77 136 .05 104 .65 181 .39 139 .53 226 .74 174 .42
6 .0 132 .68 82 .79 63 .69 124 .19 95 .53 165 .59 127 .38 206 .99 159 .22

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension development length = 12” .
5 . λrc is the Reinforcement Confinement Factor .

Page 5-188 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Appendix 5.1-A5 CompressionDevelopment

Compression Development Length and
Appendix 5.1-A5 Minimum
Length Lap Splice of
and Minimum LapGrade 60 Bars
Splice
of Grade 60 Bars
Min . Compression
Compression Development Length, ld (in)
Bar (#) Lap Splice (in)
ƒ′c = 3 ksi ƒ′c = 4 ksi ƒ′c ≥ 5 ksi ƒ′c ≥ 3 ksi
3 12 .00 12 .00 12 .00 24 .00
4 12 .00 12 .00 12 .00 24 .00
5 13 .64 12 .00 12 .00 24 .00
6 16 .37 14 .18 13 .50 24 .00
7 19 .10 16 .54 15 .75 26 .25
8 21 .82 18 .90 18 .00 30 .00
9 24 .62 21 .32 20 .30 33 .84
10 27 .72 24 .00 22 .86 38 .10
11 30 .77 26 .65 25 .38 42 .30
14 36 .95 32 .00 30 .47 50 .79
18 49 .26 42 .66 40 .63 67 .71
Notes:
1 . Where excess bar area is provided, the development length may be reduced by the ratio of required area to
provided area .
2 . Where reinforcement is enclosed within a spiral composed of a bar of not less than 0 .25 inches in diameter
and spaced at not more than a 4 .0 inch pitch, the compression development length may be multiplied by 0 .75 .

3 . The minimum compression development length is 12 inches .

4 . Where bars of different size are lap spliced in compression, the splice length shall not be less than the
development length of the larger bar or the splice length of the smaller bar .
5 . Where ties along the splice have an effective area not less than 0 .15 percent of the product of the thickness of
the compression component times the tie spacing, the compression lap splice may be multiplied by 0 .83 .

6 . Where the splice is confined by spirals, the compression lap splice may be multiplied by 0 .75 .
7 . The minimum compression lap splice length is 24 inches .

WSDOT Bridge Design Manual  M 23-50.20 Page 5-189

September 2020
Chapter 5 Concrete Structures

Appendix 5.1-A6 Tension Development Length of 90º

Tension Development Length
and 180º Standard Hooks
Appendix 5.1-A6 of 90º and 180º Standard Hooks
Standard Hook Tension Development Length ldh (in)
Cover Factor λrc = 1.0 (see Note 5) Cover Factor λrc = 0.8 (see Note 5)
Basic
Reinforcement Reinforcement Reinforcement Reinforcement
Bar ƒ′c Dev .
Confinement Factor Confinement Factor Confinement Factor Confinement Factor
(#) (ksi) Len . lhb
λrc = 1.0 (see Notes λrc = 0.8 (see Notes λrc = 1.0 (see Notes λrc = 0.8 (see Notes
(in)
6 and 7) 6 and 7) 6 and 7) 6 and 7)
4 7 .13 7 .13 6 .00 6 .00 6 .00
3 5 6 .37 6 .37 6 .00 6 .00 6 .00
6 5 .82 6 .00 6 .00 6 .00 6 .00
4 9 .50 9 .50 7 .60 7 .60 6 .08
4 5 8 .50 8 .50 6 .80 6 .80 6 .00
6 7 .76 7 .76 6 .21 6 .21 6 .00
4 11 .88 11 .88 9 .50 9 .50 7 .60
5 5 10 .62 10 .62 8 .50 8 .50 6 .80
6 9 .70 9 .70 7 .76 7 .76 6 .21
4 14 .25 14 .25 11 .40 11 .40 9 .12
6 5 12 .75 12 .75 10 .20 10 .20 8 .16
6 11 .64 11 .64 9 .31 9 .31 7 .45
4 16 .63 16 .63 13 .30 13 .30 10 .64
7 5 14 .87 14 .87 11 .90 11 .90 9 .52
6 13 .57 13 .57 10 .86 10 .86 8 .69
4 19 .00 19 .00 15 .20 15 .20 12 .16
8 5 16 .99 16 .99 13 .60 13 .60 10 .88
6 15 .51 15 .51 12 .41 12 .41 9 .93
4 21 .43 21 .43 17 .15 17 .15 13 .72
9 5 19 .17 19 .17 15 .34 15 .34 12 .27
6 17 .50 17 .50 14 .00 14 .00 11 .20
4 24 .13 24 .13 19 .30 19 .30 15 .44
10 5 21 .58 21 .58 17 .27 17 .27 13 .81
6 19 .70 19 .70 15 .76 15 .76 12 .61
4 26 .79 26 .79 21 .43 21 .43 17 .15
11 5 23 .96 23 .96 19 .17 19 .17 15 .34
6 21 .87 21 .87 17 .50 17 .50 14 .00
4 32 .17 32 .17 32 .17 32 .17 32 .17
14 5 28 .77 28 .77 28 .77 28 .77 28 .77
6 26 .26 26 .26 26 .26 26 .26 26 .26
4 42 .88 42 .88 42 .88 42 .88 42 .88
18 5 38 .36 38 .36 38 .36 38 .36 38 .36
6 35 .01 35 .01 35 .01 35 .01 35 .01

Page 5-190 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . The basic development length lhb shall be multiplied by 1 .2 for epoxy coated reinforcement .
4 . The basic development length lhb may be reduced by the ratio of required area to provided area where
excess bar area is provided .
5 . The basic development length lhb may be multiplied by 0.8 for #11 and smaller bars for hooks with side
cover normal to plane of the hook not less than 2 .5 inches, and for 90 degree hook with cover on the bar
extension beyond hook not less than 2 .0 inches .
6 . The basic development length lhb may be multiplied by 0.8 for 90 degree hooks of #11 and smaller bars that
are either enclosed within ties or stirrups perpendicular to the bar being developed, spaced not greater than
3db along the development length, ldh, of the hook; or enclosed within ties or stirrups parallel to the bar being
developed spaced not greater than 3db along the length of the tail extension of the hook plus bend, and in both
cases the first tie or stirrup enclosing the bent portion of the hook is within 2db of the outside of the bend .

7 . The basic development length lhb may be multiplied by 0.8 for 180 degree hooks of #11 and smaller bars
that are enclosed within ties or stirrups perpendicular to the bar being developed, spaced not greater than 3db
along the development length, ldh, of the hook, and the first tie or stirrup enclosing the bent portion of the hook
is within 2db of the outside of the bend .
8 . Minimum tension development length is the larger of 8db and 6 inches .

WSDOT Bridge Design Manual  M 23-50.20 Page 5-191

September 2020
Chapter 5 Concrete Structures

Appendix 5.1-A7 Tension Lap Splice Lengths of Grade

60 Bars Tension
– Class Lap
B Splice Lengths of
Appendix 5.1-A7 Grade 60 Bars – Class B
Class B Tension Lap Splice Length of Uncoated Deformed Bars (in)
Bar ƒ′c λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 24 .00 24 .00 27 .38 24 .00 36 .50 28 .08 45 .63 35 .10
3 5 .0 24 .00 24 .00 24 .49 24 .00 32 .65 25 .12 40 .81 31 .39
6 .0 24 .00 24 .00 24 .00 24 .00 29 .81 24 .00 37 .26 28 .66
4 .0 24 .34 24 .00 36 .50 28 .08 48 .67 37 .44 60 .84 46 .80
4 5 .0 24 .00 24 .00 32 .65 25 .12 43 .53 33 .49 54 .42 41 .86
6 .0 24 .00 24 .00 29 .81 24 .00 39 .74 30 .57 49 .68 38 .21
4 .0 30 .42 24 .00 45 .63 35 .10 60 .84 46 .80 76 .05 58 .50
5 5 .0 27 .21 24 .00 40 .81 31 .39 54 .42 41 .86 68 .02 52 .32
6 .0 24 .84 24 .00 37 .26 28 .66 49 .68 38 .21 62 .09 47 .77
4 .0 36 .50 28 .08 54 .76 42 .12 73 .01 56 .16 91 .26 70 .20
6 5 .0 32 .65 25 .12 48 .98 37 .67 65 .30 50 .23 81 .63 62 .79
6 .0 29 .81 24 .00 44 .71 34 .39 59 .61 45 .85 74 .51 57 .32
4 .0 42 .59 32 .76 63 .88 49 .14 85 .18 65 .52 106 .47 81 .90
7 5 .0 38 .09 29 .30 57 .14 43 .95 76 .18 58 .60 95 .23 73 .25
6 .0 34 .77 26 .75 52 .16 40 .12 69 .55 53 .50 86 .93 66 .87
4 .0 48 .67 37 .44 73 .01 56 .16 97 .34 74 .88 121 .68 93 .60
8 5 .0 43 .53 33 .49 65 .30 50 .23 87 .07 66 .97 108 .83 83 .72
6 .0 39 .74 30 .57 59 .61 45 .85 79 .48 61 .14 99 .35 76 .42
4 .0 54 .90 42 .23 82 .35 63 .35 109 .80 84 .46 137 .26 105 .58
9 5 .0 49 .11 37 .77 73 .66 56 .66 98 .21 75 .55 122 .76 94 .43
6 .0 44 .83 34 .48 67 .24 51 .72 89 .65 68 .97 112 .07 86 .21
4 .0 61 .81 47 .55 92 .72 71 .32 123 .63 95 .10 154 .53 118 .87
10 5 .0 55 .29 42 .53 82 .93 63 .79 110 .58 85 .06 138 .22 106 .32
6 .0 50 .47 38 .82 75 .71 58 .24 100 .94 77 .65 126 .18 97 .06
4 .0 68 .63 52 .79 102 .94 79 .19 137 .26 105 .58 171 .57 131 .98
11 5 .0 61 .38 47 .22 92 .07 70 .83 122 .76 94 .43 153 .46 118 .04
6 .0 56 .03 43 .10 84 .05 64 .65 112 .07 86 .21 140 .09 107 .76
14 Not Allowed Not Allowed Not Allowed Not Allowed
18 Not Allowed Not Allowed Not Allowed Not Allowed

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension lap splice length = 24” .
5 . λrc is the Reinforcement Confinement Factor .
6 . Class A tension lap splices may be used where the area of reinforcement provided is at least twice that
required by analysis over the entire length of the lap splice and one-half or less of the total reinforcement is
spliced within the required lap splice length . The Class A modification factor is 0 .77 .

Page 5-192 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Class B Tension Lap Splice Length of Epoxy Coated Deformed Bars (in)
(cover less than 3db or clear spacing between bars less than 6db)
λcf = 1 .5
Bar ƒ′c λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 24 .00 24 .00 35 .80 31 .59 47 .74 42 .12 59 .67 52 .65
3 5 .0 24 .00 24 .00 32 .02 28 .25 42 .70 37 .67 53 .37 47 .09
6 .0 24 .00 24 .00 29 .23 25 .79 38 .98 34 .39 48 .72 42 .99
4 .0 31 .82 28 .08 47 .74 42 .12 63 .65 56 .16 79 .56 70 .20
4 5 .0 28 .46 25 .12 42 .70 37 .67 56 .93 50 .23 71 .16 62 .79
6 .0 25 .98 24 .00 38 .98 34 .39 51 .97 45 .85 64 .96 57 .32
4 .0 39 .78 35 .10 59 .67 52 .65 79 .56 70 .20 99 .45 87 .75
5 5 .0 35 .58 31 .39 53 .37 47 .09 71 .16 62 .79 88 .95 78 .49
6 .0 32 .48 28 .66 48 .72 42 .99 64 .96 57 .32 81 .20 71 .65
4 .0 47 .74 42 .12 71 .60 63 .18 95 .47 84 .24 119 .34 105 .30
6 5 .0 42 .70 37 .67 64 .04 56 .51 85 .39 75 .35 106 .74 94 .18
6 .0 38 .98 34 .39 58 .46 51 .59 77 .95 68 .78 97 .44 85 .98
4 .0 55 .69 49 .14 83 .54 73 .71 111 .38 98 .28 139 .23 122 .85
7 5 .0 49 .81 43 .95 74 .72 65 .93 99 .62 87 .90 124 .53 109 .88
6 .0 45 .47 40 .12 68 .21 60 .18 90 .94 80 .25 113 .68 100 .31
4 .0 63 .65 56 .16 95 .47 84 .24 127 .30 112 .32 159 .12 140 .40
8 5 .0 56 .93 50 .23 85 .39 75 .35 113 .86 100 .46 142 .32 125 .58
6 .0 51 .97 45 .85 77 .95 68 .78 103 .94 91 .71 129 .92 114 .64
4 .0 71 .79 63 .35 107 .69 95 .02 143 .59 126 .70 179 .49 158 .37
9 5 .0 64 .22 56 .66 96 .32 84 .99 128 .43 113 .32 160 .54 141 .65
6 .0 58 .62 51 .72 87 .93 77 .59 117 .24 103 .45 146 .55 129 .31
4 .0 80 .83 71 .32 121 .25 106 .98 161 .67 142 .65 202 .08 178 .31
10 5 .0 72 .30 63 .79 108 .45 95 .69 144 .60 127 .59 180 .75 159 .48
6 .0 66 .00 58 .24 99 .00 87 .35 132 .00 116 .47 165 .00 145 .59
4 .0 89 .74 79 .19 134 .62 118 .78 179 .49 158 .37 224 .36 197 .96
11 5 .0 80 .27 70 .83 120 .40 106 .24 160 .54 141 .65 200 .67 177 .06
6 .0 73 .28 64 .65 109 .91 96 .98 146 .55 129 .31 183 .19 161 .64
14 Not Allowed Not Allowed Not Allowed Not Allowed
18 Not Allowed Not Allowed Not Allowed Not Allowed

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension lap splice length = 24” .
5 . λrc is the Reinforcement Confinement Factor .
6 . Class A tension lap splices may be used where the area of reinforcement provided is at least twice that
required by analysis over the entire length of the lap splice and one-half or less of the total reinforcement is
spliced within the required lap splice length . The Class A modification factor is 0 .77 .

WSDOT Bridge Design Manual  M 23-50.20 Page 5-193

September 2020
Chapter 5 Concrete Structures

Class B Tension Lap Splice Length of Epoxy Coated Deformed Bars (in)
(cover not less than 3db and clear spacing between bars not less than 6db)
λcf = 1 .2
Bar ƒ′c λrc = 0 .4 λrc = 0 .6 λrc = 0 .8 λrc = 1 .0
(#) (ksi) Top Bars Others Top Bars Others Top Bars Others Top Bars Others
4 .0 24 .00 24 .00 32 .85 25 .27 43 .80 33 .70 54 .76 42 .12
3 5 .0 24 .00 24 .00 29 .39 24 .00 39 .18 30 .14 48 .98 37 .67
6 .0 24 .00 24 .00 26 .82 24 .00 35 .77 27 .51 44 .71 34 .39
4 .0 29 .20 24 .00 43 .80 33 .70 58 .41 44 .93 73 .01 56 .16
4 5 .0 26 .12 24 .00 39 .18 30 .14 52 .24 40 .18 65 .30 50 .23
6 .0 24 .00 24 .00 35 .77 27 .51 47 .69 36 .68 59 .61 45 .85
4 .0 36 .50 28 .08 54 .76 42 .12 73 .01 56 .16 91 .26 70 .20
5 5 .0 32 .65 25 .12 48 .98 37 .67 65 .30 50 .23 81 .63 62 .79
6 .0 29 .81 24 .00 44 .71 34 .39 59 .61 45 .85 74 .51 57 .32
4 .0 43 .80 33 .70 65 .71 50 .54 87 .61 67 .39 109 .51 84 .24
6 5 .0 39 .18 30 .14 58 .77 45 .21 78 .36 60 .28 97 .95 75 .35
6 .0 35 .77 27 .51 53 .65 41 .27 71 .53 55 .03 89 .42 68 .78
4 .0 51 .11 39 .31 76 .66 58 .97 102 .21 78 .62 127 .76 98 .28
7 5 .0 45 .71 35 .16 68 .57 52 .74 91 .42 70 .32 114 .28 87 .90
6 .0 41 .73 32 .10 62 .59 48 .15 83 .46 64 .20 104 .32 80 .25
4 .0 58 .41 44 .93 87 .61 67 .39 116 .81 89 .86 146 .02 112 .32
8 5 .0 52 .24 40 .18 78 .36 60 .28 104 .48 80 .37 130 .60 100 .46
6 .0 47 .69 36 .68 71 .53 55 .03 95 .38 73 .37 119 .22 91 .71
4 .0 65 .88 50 .68 98 .82 76 .02 131 .76 101 .36 164 .71 126 .70
9 5 .0 58 .93 45 .33 88 .39 67 .99 117 .85 90 .66 147 .32 113 .32
6 .0 53 .79 41 .38 80 .69 62 .07 107 .59 82 .76 134 .48 103 .45
4 .0 74 .18 57 .06 111 .26 85 .59 148 .35 114 .12 185 .44 142 .65
10 5 .0 66 .35 51 .03 99 .52 76 .55 132 .69 102 .07 165 .86 127 .59
6 .0 60 .56 46 .59 90 .85 69 .88 121 .13 93 .18 151 .41 116 .47
4 .0 82 .35 63 .35 123 .53 95 .02 164 .71 126 .70 205 .88 158 .37
11 5 .0 73 .66 56 .66 110 .49 84 .99 147 .32 113 .32 184 .15 141 .65
6 .0 67 .24 51 .72 100 .86 77 .59 134 .48 103 .45 168 .10 129 .31
14 Not Allowed Not Allowed Not Allowed Not Allowed
18 Not Allowed Not Allowed Not Allowed Not Allowed

Notes:
1 . Values based on use of normal weight concrete .
2 . Values based on use of grade 60 reinforcement .
3 . Top bars are horizontal bars placed so that more than 12” of fresh concrete is cast below the reinforcement .
4 . The minimum tension lap splice length = 24” .
5 . λrc is the Reinforcement Confinement Factor .
6 . Class A tension lap splices may be used where the area of reinforcement provided is at least twice that
required by analysis over the entire length of the lap splice and one-half or less of the total reinforcement is
spliced within the required lap splice length . The Class A modification factor is 0 .77 .

Page 5-194 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Appendix 5.1-A8 Prestressing Strand Properties and

Development Length

AASHTO M203 Grade 270 Uncoated Prestressing Strands

Properties and Development Length
Strand Weight Nominal Transfer Develop. Length Develop. Length
Area (in2)
Diameter (in) (lbs/ft) Diameter (in) length (in) k = 1.0 (ft) k = 1.6 (ft)
3/8 0.290 0.375 0.085 22.5 5.05 8.08
7/16 0.390 0.438 0.115 26.3 5.90 9.44
1/2 0.520 0.500 0.153 30.0 6.74 10.78
1/2 S 0.568 0.520 0.167 31.2 7.01 11.21
9/16 0.651 0.563 0.192 33.8 7.58 12.14
0.60 0.740 0.600 0.217 36.0 8.08 12.93
0.62 0.788 0.620 0.231 37.2 8.35 13.36
0.70 1.000 0.700 0.294 42.0 9.43 15.09

Assumptions for determining development length:

ƒps = ƒpu = 270 ksi
ƒpe = (270 ksi x 0.75)–40 ksi = 162.5 ksi

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Chapter 5 Concrete Structures

Appendix 5.2-A1 Working Stress Design

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Concrete Structures Chapter 5

Appendix 5.2-A2 Working Stress Design

Appendix 5.2-A2

WSDOT Bridge Design Manual  M 23-50.20 Page 5-197

Bridge2020
September Design Manual M 23-50 Page 5.2-A2-1
June 2006
Chapter 5 Concrete Structures

Appendix 5.2-A3 Working Stress Design

Appendix 5.2-A3

Page 5-198
Bridge Design Manual M 23-50 WSDOT Bridge Design Manual  M 23-50.20
Page 5.2-A3-1
June 2006 September 2020
Concrete Structures Chapter 5

Appendix 5.3-A1 Positive Moment Reinforcement

WSDOT Bridge Design Manual  M 23-50.20 Page 5-199

September 2020
Chapter 5 Concrete Structures

Appendix 5.3-A2 Negative Moment Reinforcement

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Concrete Structures Chapter 5

Appendix 5.3-A3 Adjusted Negative Moment Case I

(Design for M at Face of Support)

WSDOT Bridge Design Manual  M 23-50.20 Page 5-201

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Chapter 5 Concrete Structures

Appendix 5.3-A4 Adjusted Negative Moment Case II

(Design for M at 1/4 Point)

Page 5-202 WSDOT Bridge Design Manual  M 23-50.20

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 Slab Design Charts

September 2020
Required Bar Spacing for Girder Spacings and Slab Thicknesses for the Positive Moment Region
Concrete Structures

14

7.5" Slab
13 8.0" Slab
8.5" Slab
Appendix 5.3-A5

Maximum Bar Spacing = 12" 9.0" Slab

12

WSDOT Bridge Design Manual  M 23-50.20

#6 Bars

11

10 #5 Bars

Bar Spacing in Inches

9

Note: Control of cracking by distribution of Reinforcement is not shown

7

6
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0
Girder Spacing in Feet

Page 1
Cast-In-Place Deck Slab Design for
Positive Moment Regions ƒ′c = 4.0 ksi

Page 5-203
Chapter 5

Slab Design Charts
Chapter 5

Page 5-204
Required Bar Spacing for Girder Spacings and Slab Thicknesses for the Negative Moment Region

14

7.5" Slab
13
8.0" Slab
Maximum Bar Spacing = 12"
8.5" Slab
Appendix 5.3-A6

12 9.0" Slab

#6 Bars
11

10

9 #5 Bars

Bar Spacing in Inches

ƒ′c = 4.0 ksi

6
Note: Control of cracking by distribution of Reinforcement is not checked.
5

4
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0
Girder Spacing in Feet
for Negative Moment Regions
Cast-In-Place Deck Slab Design

Page 1

September 2020
WSDOT Bridge Design Manual  M 23-50.20
Concrete Structures
Concrete Structures Chapter 5

Appendix 5.3-A7 Slab Overhang Design-Interior

Barrier Segment
A13.4.1 Design Case 1 Slab Overhang Required Reinforcement for Vehicle Impact–Interior Barrier
Segment–LRFD

Slab Overhang Required Reinforcement for Vehicle Impact -

Interior Barrier Segment - LRFD A13.4.1 Design Case 1

2.8
32in F Shape &
2.6 34in Single Slope
42in F Shape &
2.4 42in Single Slope

2.2
Top Mat Steel As (in2/ft)

2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
3.5 3.75 4 4.25 4.5 4.75 5 5.25 5.5 5.75 6 6.25 6.5
d (in)
Notes:
1. Top and bottom mats each carry one-half the tension impact load.
2. Only Design Case 1 of LRFD A13.4.1 is considered. Designer must also check Design Cases 2 and 3.
3. Section considered is a vertical section through the slab overhang at the toe of the barrier.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-205

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Chapter 5 Concrete Structures

Appendix 5.3-A8 Slab Overhang Design-End Barrier

Segment
Slab Overhang Required Reinforcement for Vehicle Impact -
EndSlab Overhang
Barrier Required- Reinforcement
Segment LRFD A13.4.1 for Vehicle
Design Impact–
Case 1
End Barrier Segment–LRFD A13.4.1 Design Case 1
3.2 32in F Shape
3 34in Single Slope
2.8 42in F Shape
42in Single Slope
2.6
Top Mat Steel As (in2/ft)

2.4
2.2
2
1.8
1.6
1.4
1.2
1
0.8
3.5 3.75 4 4.25 4.5 4.75 5 5.25 5.5 5.75 6 6.25 6.5
d (in)
Notes:
1. Top and bottom mats each carry one-half the tension impact load.
2. Only Design Case 1 of LRFD A13.4.1 is considered. Designer must also check Design Cases 2 and 3.
3. Section considered is a vertical section through the slab overhang at the toe of the barrier.

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Concrete Structures Chapter 5

Appendix 5.6-A1-1 Span Capability of W Girders

Appendix 5.6-A1-1 Span Capability of W Girders
Girder Girder CL Bearing to Deck Thickness Shipping Weight
Type Spacing (ft) CL Bearing (ft) "A" Dim (in) (in) (kips)
5 85 10.25 7.5 38
6 80 10.25 7.5 36
7 75 10.50 7.5 33
8 70 10.25 7.5 31
W42G
9 65 10.25 7.5 29
10 60 9.75 7.5 27
11 55 10.00 8.0 25
12 50 10.50 8.5 23
5 110 11.50 7.5 68
6 105 11.50 7.5 65
7 100 11.25 7.5 62
8 95 11.00 7.5 59
W50G
9 90 11.00 7.5 56
10 85 11.00 7.5 53
11 80 11.25 8.0 50
12 75 11.25 8.5 47
5 120 11.00 7.5 85
6 115 11.25 7.5 81
7 110 11.25 7.5 78
8 105 11.00 7.5 74
W58G
9 100 11.00 7.5 71
10 100 11.00 7.5 71
11 90 11.00 8.0 64
12 90 11.75 8.5 64
5 150 11.00 7.5 131
6 145 11.00 7.5 126
7 140 11.25 7.5 122
8 130 11.25 7.5 113
W74G
9 125 11.25 7.5 109
10 120 11.25 7.5 105
11 115 11.50 8.0 101
12 110 12.00 8.5 96

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• 2% roadway crown slope • Typical interior girder

WSDOT Bridge Design Manual  M 23-50.20 Page 5-207

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Chapter 5 Concrete Structures

Appendix 5.6-A1-2 Span Capability of WF Girders

Appendix 5.6-A1-2 Span Capability of WF Girders
Girder Girder CL Bearing to Deck Thickness Shipping Weight
"A" Dim (in)
Type Spacing (ft) CL Bearing (ft) (in) (kips)
5 110 11.75 7.5 86
6 100 11.75 7.5 79
7 95 11.75 7.5 75
8 90 11.75 7.5 71
WF36G
9 85 11.50 7.5 67
10 80 11.50 7.5 63
11 80 11.50 7.5 63
12 75 11.50 8.0 60
5 125 11.25 7.5 106
6 120 11.50 7.5 102
7 110 11.75 7.5 94
8 105 12.00 7.5 90
WF42G
9 100 11.75 7.5 86
10 95 11.75 7.5 81
11 85 11.75 7.5 73
12 85 12.00 8.0 73
5 135 11.25 7.5 122
6 130 11.50 7.5 118
7 125 11.50 7.5 113
8 120 11.75 7.5 109
WF50G
9 110 12.00 7.5 100
10 105 11.75 7.5 96
11 100 11.75 7.5 91
12 95 12.00 8.0 87
5 150 11.00 7.5 144
6 145 11.25 7.5 140
7 135 11.50 7.5 130
8 130 11.75 7.5 125
WF58G
9 125 11.75 7.5 121
10 115 12.00 7.5 111
11 110 12.00 7.5 106
12 105 12.25 8.0 102
5 165 10.50 7.5 168
6 155 11.00 7.5 168
7 150 11.25 7.5 153
8 140 11.75 7.5 143
WF66G
9 135 11.75 7.5 138
10 130 12.00 7.5 133
11 125 11.75 7.5 128
12 120 12.25 8.0 124

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Concrete Structures Chapter 5

Appendix 5.6-A1-2 Span Capability of WF Girders

Girder Girder CL Bearing to Deck Thickness Shipping Weight
"A" Dim (in)
Type Spacing (ft) CL Bearing (ft) (in) (kips)
5 175 10.50 7.5 188
6 170 11.00 7.5 183
7 160 11.00 7.5 173
8 155 11.75 7.5 166
WF74G
9 150 11.75 7.5 161
10 140 11.75 7.5 151
11 135 11.75 7.5 145
12 125 12.00 8.0 135
5 180 11.25 7.5 204
6 175 11.25 7.5 199
7 170 11.25 7.5 193
8 160 11.50 7.5 182
WF83G
9 155 11.50 7.5 176
10 150 11.75 7.5 171
11 145 11.75 7.5 165
12 140 12.25 8.0 159
5 195 10.50 7.5 237
6 185 10.50 7.5 225
7 180 10.75 7.5 219
8 175 11.00 7.5 213
WF95G
9 170 11.25 7.5 207
10 165 11.50 7.5 201
11 160 11.50 7.5 195
12 150 12.25 8.0 178
5 205# 9.5# 7.5# 257#
6 200 10.00 7.5 251
7 195 10.25 7.5 245
8 185 10.50 7.5 233
WF100G
9 180 10.75 7.5 226
10 170 11.00 7.5 214
11 165 11.25 7.5 208
12 160 11.75 8.0 201
# Span Capability Exceeds Maximum Ground Shipping Weight of 252 Kips

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• 2% roadway crown slope • Typical interior girder

WSDOT Bridge Design Manual  M 23-50.20 Page 5-209

September 2020
Chapter 5 Concrete Structures

Appendix 5.6-A1-3 Span Capability of Deck Bulb

Span Capability of
Appendix 5.6-A1-3 Tee Girders Deck Bulb Tee Girders

Girder Girder Width CL Bearing to CL Excess Camber Shipping Weight

Type (ft) Bearing (ft) (in) (kips)
4 105 4.989 84
W35DG 5 100 5.434 88
6 95 5.287 92
4 115 4.570 97
W41DG 5 110 4.981 101
6 105 4.840 106
4 140 3.780 129
W53DG 5 135 4.696 135
6 130 4.711 141
4 150 2.865 151
W65DG 5 145 3.273 157
6 140 3.710 164

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• 2% roadway crown slope • Typical interior girder

Page 5-210 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

Appendix 5.6-A1-4 Span Capability of WF Thin

Span Deck of
Capability
Appendix 5.6-A1-4 Girders WF Thin Deck Girders

Top Flange CL Bearing to Shipping Weight

Girder Type "A" Dim (in)
Width (ft) CL Bearing (ft) (kips)

5 105 9.00 89
6 100 9.25 89
WF36TDG
7 95 9.25 89
8 90 9.25 88
5 115 8.75 102
6 115 8.75 107
WF42TDG
7 110 9.25 107
8 105 9.50 107
5 130 8.75 123
6 125 9.00 124
WF50TDG
7 120 9.25 124
8 115 9.25 124
5 145 8.75 145
6 140 9.00 146
WF58TDG
7 135 9.25 147
8 130 9.25 147
5 160 9.50 169
6 155 9.75 170
WF66TDG
7 150 9.75 171
8 145 10.00 172
5 175 8.75 194
6 170 9.00 196
WF74TDG
7 165 9.50 197
8 160 9.75 198
5 185 9.75 217
6 180 9.00 218
WF83TDG
7 175 9.25 220
8 170 9.50 221
•• WF95TDG , & WF100TDG are available but span lengths are shorter then WF83TDG due to Hauling

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• Slab = 5" CIP • 1 ½" concrete overlay or 35 psf HMA overlay
• No verticle or horizontal curve • Typical interior girder
• 2% roadway crown slope • 1/2 D40 ≥ C

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Chapter 5 Concrete Structures

Appendix 5.6-A1-5 Span Capability Span

of WFCapability
Deck Girders
of
Appendix 5.6-A1-5 WF Deck Girders

Top Flange CL Bearing to CL Shipping Weight

Girder Type
Width (ft) Bearing (ft) (kips)
5 115 122
6 110 126
WF39DG
7 105 129
8 100 131
5 130 143
6 125 148
WF45DG
7 115 146
8 110 149
5 145 167
6 140 173
WF53DG
7 135 178
8 125 176
5 160 193
6 155 200
WF61DG
7 150 206
8 140 205
5 170 215
6 165 222
WF69DG
7 160 229
8 155 235
5 180 238
6# 180# 253#
WF77DG
7# 175# 260#
8# 165# 259#
# Shipping Weight over 252 Kips
•• WF86DG , WF98DG , & WF103DG are available but max length exceeds shipping limits

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• Girder web perpendicular to crown slope • Typical interior girder
• 2% roadway crown slope • 1/2 D40 ≥ C
• 9" UHPC Joint

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Concrete Structures Chapter 5

Appendix 5.6-A1-6 Span Capability of Trapezoidal

Span Capability Tub
of Trapezoidal
Appendix 5.6-A1-6 GirdersTub
without Topwithout
Girders FlangeTop Flange
Girder Girder CL Bearing to Deck Thickness Shipping Weight
"A" Dim (in)
Type Spacing (ft) CL Bearing (ft) (in) (kips)
8 125 8.50 7.50 152
10 120 8.75 7.50 146
U54G4
12 115 9.00 7.50 140
14 110 9.25 7.50 134
9 130 9.25 7.50 169
11 125 9.75 7.50 162
U54G5
13 120 10.00 7.50 156
15 115 10.00 7.50 149
8 145 9.00 7.50 204
U66G4* 10 135 9.50 7.50 190
12 130 9.75 7.50 183
9 145 9.00 7.50 216
11 140 9.25 7.50 209
U66G5*
13 135 9.50 7.50 202
15 125 10.00 7.50 187
8 155 9.00 7.50 248
U78G4* 10 145 9.50 7.50 233
12 140 9.50 7.50 225
9 165# 8.25 7.50 278#
11 160# 8.75 7.50 269#
U78G5*
13 150# 9.50 7.50 253#
15 145 9.75 7.50 245
# Span Capability Exceeds Maximum Ground Shipping Weight of 252 Kips
* Girder exceeds Range of Applicability for Simplified Analysis. Refer to AASHTO
Table [Link].2b-1 Live Load Distribution Factor for Moment in Interior Beams

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• 2% roadway crown slope • Typical interior girder

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Chapter 5 Concrete Structures

Span Capability
Appendix 5.6-A1-7 Span Capability of Trapezoidal
of Trapezoidal Tub
Appendix 5.6-A1-7 Tub
Girders with Girders
Top with Top Flange
Flange
Girder Spacing CL Bearing to Deck Thickness Shipping Weight
Girder Type "A" Dim (in)
(ft) CL Bearing (ft) (in) (kips)
9* 145 9.25 8.50 204
11 135 9.50 8.50 190
UF60G4
13 130 10.00 8.50 184
15 125 10.25 8.50 177
10* 145 9.25 8.50 216
12 135 9.75 8.50 202
UF60G5
14 130 10.00 8.50 194
16 125 10.25 8.50 187
9* 155 9.25 8.50 249
11* 145 9.75 8.50 233
UF72G4*
13* 140 10.00 8.50 225
15* 135 10.25 8.50 217
10* 160# 9.50# 8.50 270#
12* 155# 10.00# 8.50 262#
UF72G5*
14* 150# 10.00# 8.50 253#
16* 145 10.00 8.50 245
••   UF84G4 & UF84G5  are available but max spans exceed maximum shipping weight
# Span Capability Exceeds Maximum Ground Shipping Weight of 252 Kips
* Girder exceeds Range of Applicability for Simplified Analysis. Refer to AASHTO
Table [Link].2b‐1 Live Load Distribution Factor for Moment in Interior Beams

Design Parameters:
• PGSuper Version [Link] • 42" Single Slope Barrier
• Girder f'ci = 7.5 ksi, f'c = 10 ksi • 6% roadway superelevation for shipping check
• Slab f'c = 4 ksi • Standard WSDOT Abutment End Type A
• No verticle or horizontal curve • 1 ½" concrete overlay or 35 psf HMA overlay
• 2% roadway crown slope • Typical interior girder
• 8.5" Deck with the option of using a 3.5" SIP panel with a 5" CIP slab

Page 5-214 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5
Chapter 5 Concrete Structures

Appendix 5.6-A1-8 Span Capability of Post-tensioned

Span Capability of
Appendix 5.6-A1-12Spliced I-Girders Spliced I-Girders
Post-Tensioned

f'ci = 6.0 ksi, f'c = 9 ksi Strand diameter = 0.6" Grade 270 ksi low relaxation
Cast-in- PT Ducts - Tendon
Girder Span place Strands/Duct Jacking Tendson
Force after E1 E3
Girder Type Spacing Length Closures (Duct#4 @ Bottom) Force** Loss*
Seating** (in) (in)
(ft) (ft) (kips) (kips)
Length (ft) 1 2 3 4 (kips)
6 170 2 - 22 22 22 2970 2680 730 36.4 12.7
WF74PTG 8 155 2 - 22 22 22 2970 2670 740 36.4 12.7
Post-tensioned
10 140 2 - 22 22 22 2970 2650 760 36.4 12.7
Before Slab
Casting 12 120 2 - 22 22 22 2970 2630 780 36.4 12.7
14 100 2 - 22 22 22 2970 2590 815 36.4 12.7
6 195 2 - 22 22 22 2960 2690 680 36.4 12.7
WF74PTG 8 185 2 - 22 22 22 2960 2710 680 36.4 12.7
Post-tensioned
10 175 2 - 22 22 22 2960 2690 690 36.4 12.7
After Slab
Casting 12 165 2 - 22 22 22 2990 2720 700 36.4 12.7
14 155 2 - 22 22 22 3020 2750 710 36.4 12.7
6 185 2 11 22 22 22 3500 3160 850 33.8 14.5
WF83PTG 8 165 2 - 22 22 22 2985 2710 720 36.4 12.7
Post-tensioned
10 155 2 - 22 22 22 2985 2700 730 36.4 12.7
Before Slab
Casting 12 135 2 - 22 22 22 2985 2680 740 36.4 12.7
14 115 2 - 22 22 22 2985 2620 810 33.8 12.7
6 *205 2 11 22 22 22 3500 3200 810 33.8 14.5
WF83PTG 8 200 2 11 22 22 22 3500 3210 800 37.6 14.5
Post-tensioned
10 195 2 22 22 22 22 4000 3640 940 37.6 15.7
After Slab
Casting 12 185 2 22 22 22 22 4000 3640 940 37.6 15.7
14 175 2 22 22 22 22 4000 3640 940 37.6 15.7
6 200 2 11 22 22 22 3500 3150 860 46.1 14.5
WF95PTG 8 185 2 11 22 22 22 3500 3110 980 46.1 14.5
Post-tensioned
10 175 2 11 22 22 22 3500 3130 880 46.1 14.5
Before Slab
Casting 12 155 2 8 22 22 22 3360 2990 860 44.9 14.1
14 135 2 - 22 22 22 3000 2630 810 59.0 12.7
6 235 2 11 22 22 22 3500 3210 800 46.1 14.5
WF95PTG 8 230 2 22 22 22 22 4000 3650 930 37.6 15.7
Post-tensioned
10 215 2 22 22 22 22 4000 3640 940 37.6 15.7
After Slab
Casting 12 205 2 22 22 22 22 4000 3640 950 37.6 15.7
14 190 2 22 22 22 22 4000 3630 960 37.6 15.7

WSDOT Bridge Design Manual  M 23-50.20 Page 5-215

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September Design Manual M 23-50.02 Page 5.6-A1-12-1
May 2008
Chapter 5 Concrete Structures

* Controlled by over-reinforced section (see LRFD Sec. [Link])

** Total force calculated at jacking end of post-tensioned girder (rounded to the nearest 10)

Design Parameters:
• PGSplice V. 0.3
• WSDOT BDM LRFD design criteria
• No vertical or horizontal curve
• 2.0 percent roadway crown slope
• Interior girder with barrier load (6 girder bridge)
• Only flexural service and strength checked; lifting and hauling checks not necessarily satisfed
• Simple girder span lengths are CL bearing to CL bearing
• Slab ƒ′c = 4.0 ksi
• Standard WSDOT “F” shape barrier
• Under normal exposure condition and 75 percent relative humidity
• Spans reported in 5′-0″ increments
• Designs based on “normally” reinforced sections (c/de < 0.42 LRFD [Link])
• Designs based on 22 strands/duct
• For 6′-10′ girder spacing -- 7.5″ slab
• For 12′ girder spacing -- 8.0″ slab
• For 14′ girder spacing -- 8.75″ slab
• Girders post-tensioned before slab pour are assumed to be post-tensioned adjacent to structure.
• All spec checks at wet joints have been ignored. It isassumed that the designer can modify the wet joints to reach the
required span as shown in the table. These modifcations are outside the scope of this table.

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May 2008
Chapter 5

End Segments Middle Segment Spliced Post-tensioned Girder

Girder Span
Girder PT Ducts ~ Jacking Tendon Force
Spacing Length Tendon E1 E3
Type No. of Straight No. of Straight Strands/Duct Force* after Seating*
(ft) (ft) Loss* (kips) (in) (in)
Strands Strands (Duct #4 @ Bottom) (kips) (kips)

September 2020
1 2 3 4

Bridge Design Manual M 23-50.02

Concrete Structures

8 135 4 6 - - 11 22 2904 2636 570 20.0 8.9

Appendix 5.6-A1-13

U54PTG4
14 150 4 14 - 2 22 22 4048 3708 760 31.5 10.1
9 135 4 8 - - 12 22 2992 2764 578 19.7 9.0
U54PTG5
15 150 4 14 - 6 22 22 4400 4032 826 29.8 10.9
10 135 4 6 - - 18 22 3520 3200 684 18.3 9.5
U54PTG6
16 145 4 14 - 8 22 22 4576 4196 852 29.0 11.2
8 155 4 8 - - 15 22 3256 2944 648 18.9 9.3
U66PTG4

WSDOT Bridge Design Manual  M 23-50.20

14 170 4 16 - 7 22 22 4488 4088 864 29.4 11.0
9 155 4 8 - - 17 22 3432 3110 678 18.5 9.4
U66PTG5
15 170 4 16 - 10 22 22 4752 4334 910 29.3 11.3
10 155 4 8 - - 21 22 3784 3434 742 17.7 9.7
U66PTG6
Spliced

16 165 4 14 - 12 22 22 4928 4500 940 27.7 11.7

8 175 4 10 - - 19 22 3608 3262 722 18.1 9.6
U78PTG4
16 190 4 20 - 15 22 22 5192 4718 1014 26.8 12.1
Tensioned Spliced

9 180 4 10 - 2 22 22 4048 3692 776 31.5 10.1

U78PTG5
17 195 4 22 - 21 22 22 5720 5202 1110 25.2 12.6
10 180 4 10 - 6 22 22 4400 4018 840 29.8 10.9
U78PTG6
18 190# 4 20 2 22 22 22 5896 5400 1104 395.0 12.9
Tub Girders

Page 5.6-A1-13-1
Concrete Structures

Tub Girders
Span Capability of Post-
Appendix 5.6-A1-9 Span Capability of Post-tensioned

Page 5-217
Chapter 5
Chapter 5 Concrete Structures

Total force calculated at jacking end of post-tensioned girder

# Span capability exceeds maximum shipping weight of 200 kips

Design Parameters:
• PGSplice V. 0.3
• WSDOT BDM LRFD design criteria
• No vertical or horizontal curve
• 2.0 percent roadway crown slope
• Interior girder with barrier load (6 girder bridge)
• Only flexural service and strength checked; lifting and hauling checks not necessarily satisfied
• Simple girder span lengths are CL bearing to CL bearing
• Standard WSDOT “F” shape barrier
• Under normal exposure condition and 75 percent humidity
• Spans reported in 5′-0″ increments
• “A” dimension = deck thickness + 2″
• Closure pour for spliced girders is 2′, ƒ′ci = 6.0 ksi, ƒ′c = 9 ksi
• Girder ƒ′ci = 6.0 ksi, ƒ′c = 9.0 ksi, slab ƒ′c = 4.0 ksi
• Girders are spliced in-place after slab is cast
• Prestressing and post-tensioning steel is 0.6″ diameter, Grade 270
• End segments are 25 percent of total length; center segment is 50 percent of total length
• Range of applicability requirements in LRFD ignored; span lengths may be longer than allowed by LRFD
• Designs are based on a 22 diameter strand limit per 4″ duct for high pressure grout
• All spec checks at wet joints have been ignored. It is assumed that the designer can modify the wet joints to reach the
required span as shown in the table. These modifications are outside the scope of this table.

Page 5-218 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Appendix 5-B1 “A” Dimension for Precast Girder

Bridges

Introduction
The slab haunch is the distance between the top of a girder and the bottom of the
roadway slab. The haunch varies in depth along the length of the girder accommodating
the girder camber and geometric effects of the roadway surface including super
elevations, vertical curves and horizontal curves.

The basic concept in determining the required “A” dimension is to provide a haunch over
the girder such that the top of the girder is not less than the fillet depth (typically ¾″)
below the bottom of the slab at the center of the span. This provides that the actual girder
camber could exceed the calculated value by 1¾″ before the top of the girder would
interfere with the bottom mat of slab reinforcement.

It is desirable to have points of horizontal and vertical curvature and super elevation
transitions off the bridge structure as this greatly simplifies the geometric requirements
on the slab haunch. However, as new bridges are squeezed into the existing infrastructure
it is becoming more common to have geometric transitions on the bridge structure.

Each geometric effect is considered independently of the others. The total geometric
effect is the algebraic sum of each individual effect.

Fillet Effect
The distance between the top of the girder and the top of the roadway surface, must
be at least the thickness of the roadway slab plus the fillet depth.

Excessive Camber Effect

WSDOT Bridge Design Manual  M 23-50.20
September 2020
Page 5-219
 Chapter 5 Concrete Structures

Excessive Camber Effect

Excess Camber Effect
The girder haunch must be thickened to accommodate any camber that remains in the
The girder
girder afterhaunch must be
slab casting. thickened
This to accommodate
is the difference between any camber
the “D” andthat
“C”remains in from
dimensions
the Girder
the girder after dead Table.
Schedule loads are
Useinaplace.
value This
of 2 is
½”the
at difference between
the preliminary thestage
design “D” and
to “C”
determine vertical clearance.
dimensions from the Girder Schedule Table. Use a value of 2½″ at the preliminary design
stage to determine vertical clearance.

Profile Effect
Profile Effect
The profile effect accounts for changes in the roadway profile along the length of the
The profile
girder. effect
Profile accounts
changes for changes
include in the roadway
grade changes, profileeffects,
vertical curve along the
andlength
offsetof the
deviations
girder. Profile
between changes include
the centerline of girdergrade changes,
and the vertical
alignment curvebyeffects,
caused and offset
flared girders deviations
and/or
between the
curvature centerline
in the of girder and the alignment caused by flared girders and/or
alignment.
curvature in the alignment.
When all of the girders in a span are parallel and the span is contained entirely within the
When of
limits allaofvertical
the girders in horizontal
and/or a span are parallel andprofile
curve, the the span is contained
effect entirely
is simply the sum within
of the
the limitsCurve
Vertical of a vertical
Effect and/or
and thehorizontal
Horizontalcurve,
Curvethe profile effect is simply the sum of the
Effect.
Vertical Curve Effect and the Horizontal Curve Effect.
5-B1.1 ∆������� ������ � ∆�������� ����� ������ � ∆���������� ����� ������ (5-B1.1)
5-B1.1 ∆������� ������ � ∆�������� ����� ������ � ∆���������� ����� ������
The horizontal curve effect is, assuming a constant super elevation rate along the length
of the span and the girders are oriented parallel���� to a�chord
� of the curve,
5-B1.2 ∆���������� ����� ������ �
������ �
5-B1.2 ∆���������� ����� ������ � (5-B1.2)
�
Where: �
The length of ∆a �
5-B1.3
S = curve
� passing through the girder ends, in feet
R = The radius of ∆
the
�
curve, in feet
5-B1.3 �
m = The crown slope �
�
5-B1.4 � �
The horizontal curve effect is in inches. �
�
5-B1.4 � �
�
�
5-B1.5 � �
4�
�
5-B1.5 � �
4�
5-B1.6 ���� � �
5-B1.6 ���� � �

2�
5-B1.7 ���� �
�
2�
5-B1.7 Page 5-220 ���� � WSDOT Bridge Design Manual  M 23-50.20
� September 2020
� � � � ��
 horizontal curve effect
R
radius of the curve in feet, and m is the crown slope. The horizontal curve effect is in
Concrete Structures Chapter 5
inches.

1 ∆"#$%&'( (%%(*+ = ∆-(#+&*.' */#-( (%%(*+

∆∆"#$%&'( (%%(*+ + ∆1$#&2$3+.' */#-( (%%(*+
= ∆ -(#+&*.' */#-( (%%(*+ +
5-B1.1
5-B1.1 "#$%&'( (%%(*+ = ∆-(#+&*.' */#-( (%%(*+ + ∆∆1$#&2$3+.' */#-( (%%(*+
1$#&2$3+.' */#-( (%%(*+
5-B1.1 ∆"#$%&'( (%%(*+ = ∆-(#+&*.' */#-( (%%(*+ + ∆1$#&2$3+.' */#-( (%%(*+
5-B1.1 ∆"#$%&'( (%%(*+ = ∆-(#+&*.' */#-( (%%(*+ + ∆1$#&2$3+.' */#-( (%%(*+
1.5𝑆𝑆 8 𝑚𝑚 1.5𝑆𝑆 88𝑚𝑚
2 ∆1$#&2$3+.' */#-( (%%(*+ = 1.5𝑆𝑆 𝑚𝑚
∆∆1$#&2$3+.' */#-( (%%(*+𝑅𝑅 = 𝑅𝑅8 𝑚𝑚
= 1.5𝑆𝑆
5-B1.2
5-B1.2
1$#&2$3+.' */#-( (%%(*+
5-B1.2 ∆1$#&2$3+.' */#-( (%%(*+ = 1.5𝑆𝑆𝑅𝑅8 𝑚𝑚
5-B1.2 ∆1$#&2$3+.' */#-( (%%(*+ = 𝑅𝑅
𝑅𝑅
3 ∆1$#&2$3+.' */#-( (%%(*+ = 𝐻𝐻 × 𝑚𝑚
∆∆1$#&2$3+.' */#-( (%%(*+;< × > (5-B1.3)
1$#&2$3+.' */#-( (%%(*+;< × >
5-B1.3
5-B1.3
5-B1.3 ∆1$#&2$3+.' */#-( (%%(*+;< × >
5-B1.3 Where Δ is the central angle of the curve, the middle ordinate, H:
∆1$#&2$3+.' */#-( (%%(*+;< × >
∆
4 𝐻𝐻 = 𝑅𝑅(1𝐻𝐻−=𝑐𝑐𝑐𝑐𝑐𝑐( )) 𝑐𝑐𝑐𝑐𝑐𝑐(∆∆))
5-B1.4
5-B1.4 𝐻𝐻 = 𝑅𝑅(1
𝑅𝑅(18−− 𝑐𝑐𝑐𝑐𝑐𝑐(∆8 )) (5-B1.4)
8
5-B1.4 𝐻𝐻 = 𝑅𝑅(1 − 𝑐𝑐𝑐𝑐𝑐𝑐(8∆))
5-B1.4 𝐻𝐻
Making a small angle assumption: = 𝑅𝑅(1 − 𝑐𝑐𝑐𝑐𝑐𝑐( ))
8
∅E
5 𝑐𝑐𝑐𝑐𝑐𝑐(∅) ≈ 1 − 1 − ∅∅HH
5-B1.5
5-B1.5 𝑐𝑐𝑐𝑐𝑐𝑐((∅∅))8≈
𝑐𝑐𝑐𝑐𝑐𝑐 ≈ 1 −∅8H8 (5-B1.5)
5-B1.5 𝑐𝑐𝑐𝑐𝑐𝑐(∅) ≈ 1 − ∅H
5-B1.5 𝑐𝑐𝑐𝑐𝑐𝑐(∅) ≈ 1 − 88
H becomes: ∆G E I∆HHE
6 𝐻𝐻 = 𝑅𝑅 𝐻𝐻
× F1 −× (1 − −88(1 )H =∆∆JJ88J )K = L∆ H
L∆H
5-B1.6
5-B1.6 𝐻𝐻 == 𝑅𝑅 𝑅𝑅 ×I1 I1 − (1− −∆J88H )K =L∆MMH
5-B1.6 𝐻𝐻 = 𝑅𝑅 × I1 − (1 − ∆8J88H)K = L∆ H (5-B1.6)
5-B1.6 𝐻𝐻 = 𝑅𝑅 × I1 − (1 − 8 )K = MM
𝑆𝑆 2𝐻𝐻
7 From geometry:
∆= 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 2𝐻𝐻
5-B1.7
5-B1.7 𝑅𝑅𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 ≈ 𝑆𝑆
≈ 2𝐻𝐻
5-B1.7 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 ≈𝑆𝑆 𝑆𝑆
5-B1.7 ∆= 𝑆𝑆 (5-B1.7)
8
𝑅𝑅
𝑆𝑆 𝑅𝑅∆ 𝑆𝑆𝑆𝑆8 8
8
5-B1.8 𝐻𝐻𝐻𝐻 = 𝐻𝐻 𝑆𝑆=𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 =≈ = 𝑆𝑆𝑆𝑆 × 𝑆𝑆𝑆𝑆 = 𝑆𝑆𝑆𝑆 8
𝑆𝑆𝜙𝜙
5-B1.8 8 ≈8𝑅𝑅
=𝑆𝑆2 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑆𝑆 22 𝜙𝜙 =𝑆𝑆2 ×4𝑅𝑅 = 8
5-B1.8 𝐻𝐻 = 2𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 ≈ 𝑅𝑅∆ 𝜙𝜙 8= 𝑆𝑆 2 8× 𝑆𝑆4𝑅𝑅= 𝑆𝑆8𝑅𝑅
8𝑅𝑅
5-B1.8 2 𝐻𝐻 = 2 =2 4𝑅𝑅 8𝑅𝑅
8 8𝑅𝑅
𝑆𝑆 8 𝑆𝑆 88&3 1.5𝑆𝑆 8 1.5𝑆𝑆 88
9 ∆1$#&2$3+.' */#-( (%%(*+ = 𝑚𝑚 × 12 𝑆𝑆 𝑚𝑚 = &3 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒)
&3
1.5𝑆𝑆 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒)
∆∆1$#&2$3+.' */#-( (%%(*+ 8𝑅𝑅 = 𝑚𝑚××12 𝑅𝑅%+ = 8 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒)
5-B1.9
5-B1.9
1$#&2$3+.' */#-( (%%(*+ =𝑆𝑆8𝑅𝑅8 %+ 12 =1.5𝑆𝑆𝑅𝑅
∆1$#&2$3+.' */#-( (%%(*+ = 𝑆𝑆8𝑅𝑅𝑚𝑚 × 12%+&3 = 1.5𝑆𝑆 𝑅𝑅 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒)
5-B1.9 8 &3%+ 8
5-B1.9 WSDOT Bridge Design Manual  M 23-50.20
∆1$#&2$3+.' */#-( (%%(*+ =8𝑅𝑅 𝑚𝑚 × 12%+ = 𝑅𝑅 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒) Page 5-221
September 2020 8𝑅𝑅 𝑅𝑅
1.5𝐺𝐺𝐿𝐿8S 1.5𝐺𝐺𝐿𝐿88
10
5-B1.10 ∆-(#+&*.' */#-( (%%(*+ = 1.5𝐺𝐺𝐿𝐿ZZ
𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒)
 2�
5-B1.7
���� �2� ���� �
5-B1.7
5-B1.4
Chapter 5 � ��𝑆𝑆�2� � Structures
Concrete
5-B1.7
5-B1.7
5-B1.4
���� � � �∆=��
���� �
�
𝑅𝑅� �
Thus,
� � � � � �� � � � � ��
5-B1.8
5-B1.5
5-B1.8
� � � ���� ��𝑅𝑅∆��� �� 𝑆𝑆2� � 4�
8 8
� � ��
� � � � ���� � � � � �
2� 2 2 2 (5-B1.8)
4� ��
5-B1.8
5-B1.8
5-B1.5
���� � � � 2 ���� �� 2�� 4�
𝐻𝐻 = =� � �
� 2 28 4� 8𝑅𝑅
2 4� ��

�� ��∆ ����8
� �� �� ���� �
5-B1.9
5-B1.6
5-B1.9
∆���������� ����� ������ � 𝑆𝑆� ��� �
����8
� �2&3 � 1.5𝑆𝑆
���� �
���������� ������
��������
������ � � � �2 �
(5-B1.9) � �������
5-B1.9 � � � � �
∆�∆1$#&2$3+.' */#-( (%%(*+ = �� 𝑚𝑚 × 12 ��
= � 𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒) �� �� �
5-B1.9 � � � �2 � � ��������
� ����� ������ ���� � � %+
5-B1.6
� � ���� � � � ���������� � 8𝑅𝑅
�� �� 𝑅𝑅�
2 2 2 4� ��
The vertical curve effect is
5-B1.10 �����
2� 8��
� �������
5-B1.10
5-B1.7 ∆ �
���� �1.5𝐺𝐺𝐿𝐿
����� � ∆
�������� �������� ����� ������ � � ��������
5-B1.10
5-B1.10 �� ����
��������
� ����� ������
∆∆-(#+&*.' */#-( (%%(*+ = 2�
�00�
�
V�
𝑚𝑚 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒) �00�(5-B1.10)
5-B1.7 �� �������� ����� ������ �
���� � 100𝐿𝐿 � ��������
∆���������� ����� ������ � � � �2�� � � �������� �00�
�
�� �
Where:
�
5-B1.10a G =
5-B1.10a The� algebraic
���difference
�� � �� in profile
� �tangent grades � � �� � �� (%)
5-B1.8
������� = � �
The� ����
girder �
length
𝐺𝐺 = 𝑔𝑔�� � � �
�
in feet
− 𝑔𝑔 � � � �
5-B1.10a
5-B1.10a
5-B1.8 � � � � �
� � 2 ���� � 2 8�� � Y2� � 4� � ��
∆�������� ����� ������ � L �= ��������
The2 vertical curve
2 length 2 in feet
4� ��
�00�
The vertical curve
5-B1.10beffect is in inches � �and
�� is positive����
for�sag curves and negative �� for
5-B1.10b
5-B1.9 ∆���������� ����� ������ � � �𝐿𝐿� � � �2�� � � � ��������
5-B1.10b crown curves. ����
� � �� � ��∆���������� ����� ������ � �� � � �2�� � � � ��������
5-B1.10b
5-B1.9 V� ��
�� �
Figure 5-B1.11 �00�
�00��������
5-B1.11
5-B1.10
5-B1.11
� �g100𝐺𝐺
�00� ��
∆�������� ����� ������ � �����
2 2�
� g� �������� 2�
5-B1.11
5-B1.11
5-B1.10 �� 𝐾𝐾
�= ��
∆�������� ����� ������ � 1
�00�
2��00� � ��������
2𝐿𝐿 ù vertical curve effect

�8�� �� � �8�� ���������� �� � ��� �

5-B1.12
5-B1.10a
5-B1.12
∆�������� ����� ������ � � 𝐿𝐿��V�� � ��� �2
�&3∆ �
�� 𝐺𝐺�
��������� 𝐿𝐿 �
�V�
����� � �2
������ �
� �
1.5𝐺𝐺𝐿𝐿
����� 8� � �2 � � � �2 �
�� 40,000
V� �� 2� 400 �
5-B1.12
5-B1.12
5-B1.10a �00�
∆∆�������� ����� ������ = � 40,000
� 𝐾𝐾 � � ×
���12
�2
� � =� 2� ×� 400× � 12
�2 =� �00�
� � -(#+&*.' */#-( (%%(*+ 40,000
40,000 %+
��� 2𝐿𝐿
2� 400400 100𝐿𝐿
�00�
EVC

BVC
2�
TOP OF GIRDER
Lg
5-B1.10b �
5-B1.10b ��� �� � ��� ���������
∆�������� ����� ������ � � � �2�� � � � �2 � �
L
40,000 2� 400 �00�
�00�
5-B1.11 � � �00�
5-B1.11 � � 2� (5-B1.11)
2�

��� �� � ��� �������

5-B1.12 ∆�������� ����� ������ � � ��� � �2�� � � � ��� � �2 � ������� (5-B1.12)
5-B1.12 ∆�������� ����� ������ � � 40,000 � �2�� � 2� � 400 � �2 � �00�
40,000 2� 400 �00�
If one or more of the following roadway geometry transitions occur along the span, then a
more detailed method of computation is required:
• Change in the super elevation rate
• Grade break
• Point of horizontal curvature
• Point of vertical curvature
• Flared girders

The exact value of the profile effect may be determined by solving a complex optimization
problem. However it is much easier and sufficiently accurate to use a numerical approach.

Page 5-222 WSDOT Bridge Design Manual  M 23-50.20

September 2020
 optimization problem. However it is much easier and sufficiently accurate to use a
numerical approach.
Concrete Structures Chapter 5

The
The figure
figure below, while highly
below, while highlyexaggerated,
exaggerated,illustrates
illustratesthat
that the
the profile
profile effect
effect isis the
the
distance the girder must be placed below the profile grade so that the girder, ignoring all
distance the girder must be placed below the profile grade so that the girder, ignoring all
other geometric effects, just touches the lowest profile point between the bearings.
other geometric effects, just touches the lowest profile point between the bearings.

In the case of a crown curve the haunch depth may reduced. In the case of a sag curve
In the case of a crown curve the haunch depth may reduced. In the case of a sag curve the
the haunch must be thickened at the ends of the girder.
haunch must be thickened at the ends of the girder.
To compute the profile effect:
To compute the profile effect:
1. [Link]
Create a chord
a chord lineline parallel
parallel to the
to the toptop
of of
thethe girder
girder (ignoring
(ignoring camber)
camber) connecting
connecting the
the centerlines of bearing. The equation
centerlines of bearing. The equation of this line is of this line is
⎛ y (x , z ) − y (x , z ) ⎞
yc (xi ) = ya (xs , z s ) + ( xi − xs )⎜⎜ a e e �� ��a � , s�� �s �⎟⎟�� ��� , �� �
5-B1.13 �� � � �� � , �� � ⎝��� � �� �xe�− xs
�� � �� � � (5-B1.13)
�� �⎠��
where
Where:
xi
xi = where
= Station
Station where the elevation of the chord line is being computed
the elevation of the chord line is being computed
5-B1.14 xs
x s =
= Station
Station at the start of the girder
at the start of the girder
xe = Station at the end of the girder
xe = Station at the end of the girder
zs = Normal offset from alignment to centerline of the girder at the
zs = Normal offset from alignment to centerline of the girder at the start of the
start of the girder at station xs
girder at station xs ����
5-B1.15
ze ∆ z e
������= Normal
����������� offset
������ � from
∆ ��� the
�����alignment
������ � �
= Normal offset from the alignment to the centerline 2of the
to
� the centerline
� girder atofthe
theend
girder
of
at the end
the girder at station xe
of the girder at station x e
y (xs,z=
y (x a, z )
= Elevation
s) Elevation of the roadway profile at station xs and
of the roadway profile at station x and offset z
offset zs
a s s ���� ����� s s
ya(xe, ze) = Elevation �� ��� , �� profile
� � �� �� , �� x�e and offset ze
5-B1.16 ���� , �� �of�the roadway ����
at �station
�����
yc(xi) = Elevation of the chord�line � at
�station
�� xi
�� ��� , �� � � �� ��� , �� �
5-B1.13 2. At 10th points
�� ��� �along
� ��the
��� ,span,
�� � � compute
��� � �� � the
� elevation of the roadway � surface directly
�� � ��
5-B1.16a above the centerline of the girder, �ya(xi,zi), and the elevation of the line paralleling the
����
�
top of the girder, yc(xi). The difference in elevation is the profile effect at station xi,
5-B1.14 ∆������� �������� � �� ��� � � �� ��� , �� � (5-B1.14)
�����
5-B1.16b ��
WSDOT Bridge Design Manual  M 23-50.20 Page 5-223
September 2020 ����
5-B1.15 ∆������ ����������� ������ � ∆��� ����� ������ � � � �
���� 2
 ya(xe,ze) = Elevation of the roadway profile at station xe and offset ze
yc(xi) = Elevation of the chord line at station xi
Chapter 5 Concrete Structures

2. At 10th points along the span, compute the elevation of the roadway surface
Girder Orientation Effect
directly above the centerline of the girder, ya(xi,zi), and the elevation of the line
paralleling the top of the girder, y (x ). The difference in elevation is the profile
The girder orientation effect accounts forcthe i
difference in slope between the roadway
effect at station xi, Δ profile effect @ i = ya ( xi , zi ) − yc ( xi ) .
surface and the top of the girder. Girders such as I-beams are oriented with their Y axis
plumb. Other girders such as U-beam, box beam, �� ��� ,and slabs
�� � � �� ��are oriented with their Y
� , �� �
5-B1.13 Girder
axis normal � Orientation
� ��
to �� �
the roadway � �Effect
�� ��� , �surface.
� ��� The ��
� ��orientation of
�� � ��the girder �with respect to the
The girder
roadway orientation
surface, effect accounts
and changes for the difference
in the roadway surface along in slope between
the length ofthe
theroadway
girder (super
surface and the top of the girder. Girders such
elevation transitions) define the Girder Orientation Effect. as I-beams are oriented with their Y axis
plumb. Other girders such as U-beam, box beam, and slabs are oriented with their Y axis
5-B1.14 ∆������� �������� � �� ��� � � �� ��� , �� �
Ifnormal to the
the super roadway
elevation surface.
rate The orientation
is constant over the entireof thelength
girder of withtherespect to the
span and theroadway
Y-axis of
surface, and changes in the roadway surface along the length
the girder is plumb, the girder orientation effect simplifies to the Top Width Effect, of the girder (super
elevation transitions) define the Girder Orientation Effect.
����
5-B1.15 ∆������ ����������� ������ � ∆��� ����� ������ � � � � (5-B1.15)
If the super elevation rate is constant over the entire length of2the span and the Y-axis of
the girder is plumb, the girder orientation effect simplifies to the Top Width Effect,
If the super elevation rate varies along the span, the girder orientation effect may be
�=this W
��⎛⎜�equation.
⎞
����
, �top
�����
computed at n10th
Δ girder orientatio points
effect = ���
using
Δ top width �m � ⎟ �. � �� ��� , �� �
5-B1.16 �
� , �� �
effect ⎜ 2 ���� ⎟
⎝ �� ⎠ � �������

����
5-B1.16a ��

�����
5-B1.16b ��

����
5-B1.16c �� ��� , �� �

�����
5-B1.16d �� ��� , �� �

IfIfthere
thereisisaachange
changeininsuper
superelevation
elevation rate
rate and/or
and/or the
theY-axis
Y-axis of the
the girder
girder is
is not
not plumb,
plumb,
then once again a more complex computation is
then once again a more complex computation is required. required.
���� � � ��
5-B1.17 �� � �� ��
� �
�� � ��

5-B1.18 � � ∆������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� ������

5-B1.19 ���� � ∆������ � ∆������ ����������� ������

5-B1.21 � � ∆������� ������ � ∆������ ������

5-B1.ADimWkSht1 ∆������ � ����� � �������

Page 5-224 WSDOT Bridge Design Manual  M 23-50.20
September 2020
 Concrete Structures Chapter 5

�� ��� , �� � � �� ��� , �� �
�� ��� � � �� ��� , �� � � ��� � �� � � �
�� � �� �� ��� , �� � � �� ��� , �� �
5-B1.13 �� ��� � � � � �� � , � � � � �� � � � � �� �
�� ��� , �� � � �� ��� , �� � �� � ��
�� ��� � � �� ��� , �� � � ��� � �� � � �
�� � ��
∆������� �������� � ������ ��� �� ,������� ���� ,���� � �� , �� � �� ��� , �� � � �� ��� , �� �
5-B1.13� � ��� � � �� ��� , �� � � �� � � � � � �� �� � � � �� , � � � ���� � ��� ��� � � � � �� , � � �
5-B1.14 � � �∆ �
� �
��������
�
�
� �������� � � � � ��� ����
∆������� �������� � ��� �� � � � �� ��� , �� �
� ��� , �� � � �� ��� , �� �
�� ��� � � �� ��� , �� � � ��� � �� � � � �� ��� , �� � � �� ��
∆������ ����������� ������ � ∆��� ����� 5-B1.13 �� � ��� � ����� � �� ��� � � �� ��� , �� � � ��� � �� � �
5-B1.14 ∆������� �������� � �� ��� � � �� ��∆� ������� ������
, �� � 2 � �� ��� � � �� ��� , �� � ���� �� � ��
5-B1.15 ∆������ ������������������� ������ � ∆��� ����� ������ th � �� �
To compute
To compute the girder orientation effect the girder orientation � effect at each
��� at each 10 point along 10 thpoint along the girder:
2 the girder, when the �� � , �� � � �� ��� ,
��
∆������ ����������� ������ �1.∆��� 5-B1.13������ � � � � of the roadway��surface ��� � �at �station
Determine
����� the cross slope, m, � ��� , �
x�i.�If�there
��� �is �� � �
a
∆�������girder
�������� is
��� not plumb:
�����, ��
���� ��
�� �crown �� ���
��point � , �over
� ��
� ����� � 2 the cross slope is taken as
��, �� the girder
�� � ��
���� , �� � � 5-B1.14 � ����� �∆������� �������� � �� ��� � � �� ��� , �� �
y�a (� xi , �z i m,)�−�of �(,x� �)� �� ��� , ��
��� ����
5-B1.15 ∆������ ����������� � ∆������� ����
������
����� left
��
�y athe ,� zroadway
right
� ���
5-B1.16 1. ������
Determine mthe
�∆ ( xi �
������ z i�)���
cross
,������ � = slope,
����������� � � � �left������
, ������ 2 � i∆ i
��� ����� ������ surface �� at�station
2
� xi. If there is a crown
�� ��� , �� � � �� ��� , �� z i � − z i � right ����
� �
�����
���� , �� � � point over the girder the cross slope is
� taken � as ∆������� �������� � �� ��� � � �� ��� , �� �
���� 5-B1.14
� �� � � ����� �
�����
∆������ ����������� ������ � ∆���� ��where �
��� ����� ������ �����
�� ��� , �� ������ � � ��5-B1.15 ��� , �� � 2�� ��� , � ���� � � �� ��� , �∆����� �
������ ����������� ������ � ∆ ��� ����� ������ � � �
5-B1.16
5-B1.16a
���� , �� � � ���� ����� ��� xi � = , �� �The� station�where ���� the cross slope is being computed
� �
(5-B1.16)
�� � �� ���� �����
����
z i = Normal offset � � �
from � the
� �
alignment to the centerline of the girder ��
���� ��� � �5-B1.15 �����
�� �� , � �� , � � at the end of the girder at station xi ����������� ������ � ∆���
∆������ ����� ������ ��
������
���� , �� � � Where:
� � � � �
left ����
� 2
��������� �����zi = Offset from the alignment to the top left edge of the�girder � ��� , �� � � �� ��� , ��
xi �����
� � �
= �
The station
5-B1.16
� zi
right where
= Offset from ����the cross slope is being ���
computed
the alignment to the top right edge , � � �
� � of the girder ���� �����
� � � ��
����
5-B1.16a ����� left
5-B1.16b zi � ya(xi,zileft)offset
= Normal from the surface
= Roadway alignment to theatcenterline
elevation station xi andof the
normalgirder at the
offset i �end of �
z���� �����
����� ythe(x ,z right
girder ) at= Roadway
station x surface elevation at station x and normal ��� , �z�iright� � �� ��� , ��
��offset �
� a i
5-B1.16 i i ���� , �� � �
i
����� ���� �����
�� = ���� Offset from the alignment to the top left edge of the girder �����
� � ��
�������� , � �
5-B1.16a � �
5-B1.16b ��� � = � Offset from the alignment �� , to
����� the top right edge of the girder
����
5-B1.16c �� �� � �� �
����
�� ��� , �� 5-B1.16a � = Roadway surface elevation at station xi and normal offset � ����
����� �
�� �����  = Roadway surface elevation at station x and normal offset � �����
� ������ ,� �
5-B1.16b
i �
�� ���� , ��� �� ����
���������,, ������� ��
5-B1.16c
5-B1.16d �
� �
����� �����
2. Determine � ��
� ���� , � �
� � the girder orientation effect at station
5-B1.16b ��
�� ��� , �� � ����
���� ������ � ��
5-B1.16c �� ��� , �� �
�����
5-B1.16d ��� ����� , �� �� � �� ��� ��� , ��� ���
� � ���
�� �
��
� � � � �
���� �� 5-B1.16c �� ��� , �� (5-B1.17)
5-B1.17 ����
� ��� �
� �
��� ����� ,��� �
�����
� � �
� � � � � �
�
�����
�� �5-B1.16d �� � �� ��� , �� �
���� � � �� � ��� � � � �
� � WSDOT
∆������ �Bridge
∆������ Design
�� � Manual  �∆ �� M 23-50.20 �� �� � �� ������ �� Page 5-225
5-B1.17
September 2020 ������� ������� ������ � ∆������ �����������
� �����
� �� ��� , �� �
� ��∆� � ��
5-B1.16d
5-B1.18 � ∆ � ∆������� � �� �� ∆������ ����������� ������
�� ������
���� ������� � �� ������ ������
 Chapter 5 ���� ����� � � �� Concrete Structures
5-B1.16d
5-B1.17 �� � �� ��� ,���� � ��
�
“A” Dimension � � � � �
�

The “A” dimension is the sum of all these effects.

���� � � ��
��
�� �� ∆�������
� � ∆������ � ∆������ ������ ��
������ � ∆������ ����������� ������
5-B1.17
5-B1.18
� (5-B1.18)
�
�� � ��
If you have a complex alignment, determine the required “A” dimension for each section
and use the greatest value.
5-B1.19 ���� � ∆������ � ∆������ ����������� ������
5-B1.18 � � ∆ � ∆ ¼″. � ∆������� ������ � ∆������ ����������� ������
Round “A” to the nearest ������
������ ������

The minimum value of “A” is

5-B1.21 � � ∆������� ������ � ∆������ ������
5-B1.19 ���� � ∆������ � ∆������ ����������� ������ (5-B1.19)

If a Drain Type 5 crosses the girder, “A” shall not be less than 9″.
5-B1.ADimWkSht1 ∆������ � ����� � �������
5-B1.21 Limitations � � ∆������� ������ � ∆������ ������

These computations are for a single girder line. The required haunch should be
5-B1.ADimWkSht2 determined for each girder∆������
line in������
the structure.
� ��� �Use ��� the greatest “A” dimension.
5-B1.ADimWkSht1 ∆������ � ����� � �������
These computations are also limited to a single span. A different haunch may be needed
for each span or each pier. For example, if there is a long span adjacent to a short span,
the long span may have considerably more camber and will require a larger haunch. There
5-B1.ADimWkSht2 ∆������ ������ � ��� � ���
is no need to have the shorter spans carry all the extra concrete needed to match the
longer span haunch requirements. With the WF series girders, the volume of concrete in
the haunches can add up quickly. The shorter span could have a different haunch at each
end as illustrated below.

Page 5-226 Stirrup Length and Precast DeckWSDOT

Leveling Bolt
Bridge Design Manual  M 23-50.20

Considerations September 2020
 �����
��
Concrete Structures ���� ����� Chapter 5
5-B1.16d
�� ��� , �� � �� ��� , �� �

Stirrup Length and Precast

�� ��� , �Deck
����
� Leveling Bolt Considerations
�

For bridges on��crown

��� , �� vertical
�����
� curves,
����the�haunch
� �� depth can become excessive to the point
� � �� ��
5-B1.17
where the girder and diaphragm stirrups
�
� are too short to bend into the proper position.
� � �� �
Similarly the length ����� �
�� ��of
� , �leveling
� � bolts in precast deck panels may need adjustment.

Stirrup lengths are described

���� � � �� as a function of “A” on the standard girder sheets. For
example, ��the
� G1 and�� G2 bars ��of a WF74G girder are 6′-5″+ “A” in length. For this reason,
5-B1.18 � � ∆�������� ∆������ �
������ � ∆������� ������ � ∆������ ����������� ������
the stirrups are always
���� �� � � ��� �
long enough
� at the ends of the girders. Problems occur when the
�� � �� ��
haunch depth increases
� along the length of the girder to accommodate crown vertical
�� � �� �
curves and super elevation transitions.
5-B1.19 ����
� � ∆������ � ∆������ ������ � ∆������� � ∆������
������ �
� ∆������
∆������ �����������
����������� ������������
If the haunch depth along the girder exceeds “A” by more than 2″, an adjustment must be
� � ∆������ �made.
∆������The haunch depth ������
������ � ∆������� at any�section
∆������can be compute
����������� ������ as

5-B1.21
���� � ∆������ � ∆������������������
� ∆�������������
������ � ∆������ ������ (5-B1.20)

“A” Dimension
����Worksheet–Simple Alignment
� ∆������ � ∆������ ����������� ������

5-B1.ADimWkSht1 Fillet ∆������� ������ � ∆������∆������

� �Effect ������ � ����� � �������

� �Slab Thickness�(tslab
∆������� ) = ______ in
∆������
������ ������
Fillet Size (tfillet) = ______ in
5-B1.ADimWkSht2 ∆������
∆������ � ����� � ������� ������ � ��� � ���
= ______ in

Excess Camber Effect

∆������ � ����� � �������

∆������
“D” Dimension
������ � ��� from Girder Schedule (120 days)
� ��� = ______ in
“C” Dimension from Girder Schedule = ______ in
∆������ ������ � ��� � ��� = ______ in
1.5� � �
mWkSht3
Profile Effect ∆ ���������� ����� ������ � 1.5� � � �
.ADimWkSht3
5-B1.ADimWkSht3 ∆����������∆����� ������ � � 1.5� ���1.5� � �
�
���������� ����� ������ 1.5� �
∆���������� ������ � ��
5-B1.ADimWkSht3
5-B1.ADimWkSht3 Horizontal Curve Effect, �����
∆���������� �
����� ������ = ______ in
�
�
1.5���
mWkSht4 ∆�������� ����� ������ � 1.5����
∆�������� 100� 1.5����
������ �
.ADimWkSht4
5-B1.ADimWkSht4 Vertical Curve Effect,�����
∆�������� �����100�1.5��
������ ���
1.5�� � = ______ in
5-B1.ADimWkSht4
5-B1.ADimWkSht4 ∆�������� ����� ������ �
∆�������� 100�
�
�
100�
����� ������
100� (+ for sag, – for crown)
mWkSht5 ∆������� � ∆���������� ����� ������ � ∆�������� ����� ������
.ADimWkSht5 ∆������� � ∆∆���������� ����� ������ � ∆�������� ����� ������ = ______ in
5-B1.ADimWkSht5 ������� � ∆���������� ����� ������ � ∆�������� ����� ������
5-B1.ADimWkSht5 ∆������� � ∆∆ � ∆
5-B1.ADimWkSht5 ������� � ∆���������� ����� ������ � ∆�������� ����� ������
���������� ����� ������ �������� ����� ������
Girder Orientation Effect
mWkSht6 ∆Girder must be plumb.
������ ����������� � 0 for U-beams inclined parallel to the slab
.ADimWkSht6 ∆������ �����������
∆������ � 0 for U-beams inclined parallel to the slab
5-B1.ADimWkSht6 ����������� � 0 for U-beams inclined parallel to the slab
5-B1.ADimWkSht6
5-B1.ADimWkSht6 ∆������ ����������� 0 for U-beams
∆������������������ inclined
� 0 for U-beams parallel to the
inclined slab to the slab
parallel
����
mWkSht7 ∆������ ����������� � ∆��� ������ ������ � � � ���� � = ______ in
.ADimWkSht7 ∆������ ����������� � ∆ � � 2
� � ����
5-B1.ADimWkSht7 ∆������ ����������� � ∆��� ������ ������
��� ������ ������ �����
�� �
5-B1.ADimWkSht7
5-B1.ADimWkSht7 ∆������ �����������
∆������������������
∆��� ������
� ������ � � �2
∆��� ������ �� �2 ����� �
2
������
2
mWkSht8 ∆������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� ������
.ADimWkSht8 ∆������ � ∆∆ � ∆������� ������ � ∆������ ����������� ������
������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� ������
5-B1.ADimWkSht8 ������ ������
5-B1.ADimWkSht8 ∆������ � ∆������
∆������ � ∆������� ������
� ∆������ � ∆������ �����������
5-B1.ADimWkSht8 ������ ������ � ∆������� ������ � ∆������������
����������� ������

mWkSht9 WSDOT Bridge Design Manual  M 23-50.20

∆ �∆ Page 5-227
������ ������ ����������� ������
.ADimWkSht9 September 2020 ∆������ � ∆∆
������ � ∆������ ����������� ������
5-B1.ADimWkSht9 ������ ����������� ������
5-B1.ADimWkSht9
5-B1.ADimWkSht9 ∆������ � ∆������ ����������� ������
 �
5-B1.ADimWkSht7 ����� � � ��� �
∆������ ����������� � ∆��� ������ ������
Chapter 5
5-B1.ADimWkSht7 ∆������ ����������� � ∆��� ������ ������ � � � � 2 Concrete Structures
2
“A” Dimension
5-B1.ADimWkSht8 ∆������ � ∆������� ������ � ∆������� ������ � ∆������ ����������� ������
5-B1.ADimWkSht8 ∆������ � ∆������ 1.5�
������� � ∆������� ������ � ∆������ ����������� ������ = ______ in
∆���������� ����� ������ �
� 1.5� � �
5-B1.ADimWkSht3
Round to nearest ¼″ ∆ ���������� ����� ������ � = ______ in
1.5� � � �
5-B1.ADimWkSht3
Minimum “A” Dimension, 1.5� �∆ ∆������ � ∆������ �
����������� ������ = ______ in
� �
5-B1.ADimWkSht9 ���������� ����� ������
5-B1.ADimWkSht9
∆���������� ����� ������1.5�� �∆������
�
� ∆������ ����������� ������ � �
∆�������� ����� ������ � � 1.5� ��
5-B1.ADimWkSht3
100� = ______∆in���������� ����� ������ � 1.5��
“A” Dimension � �
5-B1.ADimWkSht4 ∆�������� ����� ������ � �
1.5��� 100�
5-B1.ADimWkSht4 � ∆�������� ∆ �� �������
Example
5-B1.Example1
5-B1.Example1
∆�������� ����� ������ �
1.5�� �����
������ �
∆������ � ����� � �������
� �
���������� 100�
∆5-B1.ADimWkSht4
������� � ∆���������� ����� ������ � ∆�������� 100������ ������∆ 1.5����
�
Slab: Thickness = 7.5″, Fillet = ∆0.75″
5-B1.ADimWkSht5 �������� ����� ������
������� � ∆���������� ����� ������ �100� ∆�������� ����� ������
5-B1.ADimWkSht5 ∆ �∆ ����� ������ � ∆�������� ����� ������
5-B1.Example2 WF74G Girder: Wtop������� = 49″ ∆ ���������� ∆������
� ������
��� � ���
� ��� � ���
5-B1.Example2 ∆������� � ∆���������� ����� ������ � ∆��������
������ ������
����� ������
∆������ ����������� � 0 for U-beams inclined parallel to the slab
5-B1.ADimWkSht5 ∆������� � ∆���������� ����� ������ � ∆�������� ����� ������
Span Length = 144.4 ft
5-B1.ADimWkSht6 ∆������ ����������� � 0 for U-beams inclined parallel to the slab
5-B1.ADimWkSht6
Crown Slope = 0.04ft/ft ∆������ ����������� � 0 for U-beams ∆ inclined parallel to ∆ the slab
5-B1.Example3 � 144.4��� �∆ � 2����� 144.4 � 2�9500���� ∆ � � 0.87�
������ ����������� � 0 for U-beams� 144.4��� � � 2����parallel to the �
�����144.4 slab
2�9500����� � � 0.87�
5-B1.Example3 ∆ inclined �
∆������ ����������� � ∆��� ������ ������∆� � � � � 0 for U-beams inclined parallel � to���
the slab
5-B1.ADimWkSht6 Camber: D = 7.55″, C = 2.57″ 2
������ �����������
5-B1.ADimWkSht7 ∆������ ����������� � ∆��� ������ ������ � � � �
� � ���� 2
5-B1.ADimWkSht7
5-B1.Example4
Horizontal Curve Radius = 9500
∆������ � ft�∆through
������∆���
� ����������� centerline
�
9500�0.87�
������ of bridge
������ �
���144.4�� �
5-B1.Example4
∆ � ∆ � �∆ � �
� 9500�0.87�
� 180 � � 144.4��
180 2
∆������ � ������ �����������
∆������ � ∆���������� ������ ������
������g� = 180 �����������
∆������ 2 ������ 180 ����
Vertical Curve
������
5-B1.ADimWkSht7 Data: 1 2.4%, ∆g������ 2 = -3.2%, L = 800 ft
����������� � ∆��� ������ ������ � � � �
5-B1.ADimWkSht8 ∆������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� 2 ������
5-B1.ADimWkSht8 Fillet Effect ∆������ � ∆������ ������ � �∆������� 1.5� �
�
������ � ∆1.5�144.4�
�
�
0.04
������ ����������� ������
5-B1.Example5 ∆���������� 1.5� �
������ � �
1.5�144.4� � 0.04 � 0.1��
5-B1.Example5 ∆������ � ∆������ ������ � ∆∆������� ������
���������� ������∆ �����
������
������ ������������ �
������ � 0.1��
9500
∆ � ∆
������Slab ������
Thickness (tslab∆)������
=
5-B1.ADimWkSht8 ����������� ������� ∆������ ������ � ∆������� ������ � ∆������7.5″
� 9500
����������� ������
5-B1.ADimWkSht9 ∆������ � ∆������ ����������� ������
Fillet Size (tfillet) = ∆1.5��
�
1.5������������� 1.5��5.����144.4� 0.75″
�
5-B1.ADimWkSht9 ������ �� ∆������ �
1.5��5.����144.4� �������
5-B1.Example6 ∆�������� ����� ������ � � � � �2.19�
5-B1.Example6 ∆������ �∆∆��������
������ �����������
����� ������������� � 100� 100�800�� �2.19�
∆ ������ � � ���� � ������� = 100� 100�800� 8.25″
5-B1.ADimWkSht9 ∆������ � ∆������ ����������� ������
5-B1.Example1 ∆������ � ����� � �������
Excess Camber Effect
5-B1.Example1 ∆ � ����� � �������
5-B1.Example7 ∆������� � ∆���������� ����������� ������ �∆�������� ����� � 0.1� � 2.19 � �2.0��
������� 2.19
5-B1.Example7 ∆�������
“D” ∆ �
������∆�
Dimension � �
from
����������
���� � Girder
�����
������ �∆
Schedule
������ (120
�������� �����days)
������ � 0.1� � �2.0��
= 7.55″
5-B1.Example1
∆ ������ ������ � ��� � ��� ∆������ � ����� � �������
5-B1.Example2
“C” Dimension from Girder Schedule ∆ ������ ������ � ��� � ��� = 2.57″
5-B1.Example2 ∆������ ������ � ��� � ���
∆ ������ � ��� � ��� ∆ = 4.98″
∆������
� 144.4��� � � 2���� 144.4 � 2�9500����� � � 0.87�
5-B1.Example2 � ∆������ ������
∆ � ��� � ��� ∆
Profile Effect
5-B1.Example3 � 144.4��� � � 2����� 144.4 � 2�9500����� � � 0.87�
∆ ∆
5-B1.Example3 � 144.4��� � � 2����� 144.4 � 2�9500����� � � 0.87�
� 144.4��� � ��Horizontal Curve Effect
∆ ∆
2����� 144.4 ��2�9500���� � � 0.87�
� �∆ � 9500�0.87� � 144.4��� ∆ ∆
5-B1.Example3 180 Chord Length 180 � 144.4��� � � 2����� � 144.4 � 2�9500���� � � � 0.87�
5-B1.Example4 � �∆ � 9500�0.87� �
� 144.4��
� 180 � 180
5-B1.Example4
� � � �∆ � 9500�0.87� � 144.4��
� �∆ � � 180 180
Curve
1.5� �
�Length
9500�0.87� 1.5�144.4�� 144.4��
0.04 � �
∆���������� ����� ������
5-B1.Example4
180 � � 180 �
� �∆ 0.1�� � 9500�0.87� � � 144.4�� �
� 9500 1.5� � 1.5�144.4� 0.04
5-B1.Example5
∆���������� �����180 ������
�
� 180
� �
� 0.1��
1.5� � �
1.5�144.4� 0.049500
5-B1.Example5
�∆���������� ����� ������ � � � 0.1��
�1.5� � 1.5�144.4�� 0.04 � � 9500
∆���������� ����� ������ 1.5�� �� 1.5��5.����144.4�
� � 0.1�� �
∆��������5-B1.Example5
����� ������ � �
� 9500 � �2.19� �1.5�� 1.5�� � 1.5�144.4�� 0.04 �
100� ∆
100�800����������� ����� ������ � 1.5��5.����144.4�
� � 0.1��
5-B1.Example6 ∆�������� ����� ������ � � 100�
� � 9500
�
� �2.19�
1.5��� 1.5��5.����144.4� 100�800�
1.5����∆�������� ����� ������ � � � � �2.19�
5-B1.Example6
1.5��5.����144.4� 100� 100�800�
∆�������� ����� ������ � � � �2.19� �
1.5��5.����144.4��
∆������� � ∆���������� ����� ������ �∆ 100� 100�800�
�������� ����� ������ � 0.1� � 2.19 �1.5�� �2.0�� �
5-B1.Example6
Page 5-228
∆ �������� ����� ������ � �
WSDOT Bridge
� �2.19�
Design Manual  M 23-50.20
5-B1.Example7 ∆������� � ∆���������� ����� ������ 100� �∆ 100�800�
�������� ����� ������ � 0.1� � 2.19 � �2.0��
September 2020
5-B1.Example7 ∆������� � ∆���������� ����� ������ �∆�������� ����� ������ � 0.1� � 2.19 � �2.0��
 1.5� � � 1.5�1.5�144.4�
�
�
�
0.04
1.5�144.4� �
0.04
5-B1.Example5 5-B1.Example5 ∆���������� ∆
����� �
����������� ������ �� � � 0.1�� � 0.1��
���������� � � 9500 9500
Concrete Structures Chapter 5

1.5���� 1.5��5.����144.4�
1.5���
�
�
1.5��5.����144.4��
5-B1.Example6 5-B1.Example6 ∆��������
Vertical Curve Effect �����
∆�������� � ������ �
����������� � � � �2.19� � �2.19�
100� 100�100�800� 100�800�
(+ for sag, – for crown)

5-B1.Example7 5-B1.Example7 ∆������� � ∆∆������� � ∆ �∆�������� �∆�������� � 0.1� � 2.19 � �2.0��

���������� ����� �����������
���������� ����������� ����������� ������ � 0.1� � 2.19 � �2.0��

Girder Orientation Effect

� 49
5-B1.Example8 ∆������ ����������� � ∆���
� ��� ������ � �
������ 49� ��� � � ���4 � ��9��
5-B1.Example8 ∆������ ����������� � ∆��� ������ ������ � � � � � ���4 �2��9�� 2
���� 49 2 2 � 49
���
������� � ∆��� ������ ������ � ��
5-B1.Example8 � � ���4 � ��9��∆ � ∆ � � � � � ���4 � ��9��
“A” Dimension
2 2 ������ ����������� ��� ������ ������
2 2
5-B1.Example9 ∆������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� ������ � ��2� � 4�9� � 2��� � ��9�
5-B1.Example9 ∆������ � ∆������ ������ � ∆������� ������ � ∆������ ����������� ������ � ��2� � 4�9� � 2��� � ��9� � �2����
� ∆������ ����������� � ��2���∆4�9�
∆������ � 2��� � ��9� � �2����
������ ������ � ∆������� ������ � ∆������ ����������� ������ � ��2� � 4�9� � 2��� � ��9�
����� ������
5-B1.Example9
������

Round to nearest ∆ � ∆������ ����������� ������ � ��2� � ��9� � 9�2�� 

�¼″
∆ = 12.25″������
5-B1.Example10
5-B1.Example10 ∆������ � ��2� � ��9� � 9�2�� 
������ ����������� ������

� � ∆������ ����������� ������ � ��2� � ��9�“A”

Minimum
5-B1.Example10 � 9�2�� 
Dimension, ∆������ � ∆������ ����������� ������ � ��2� � ��9� � 9�2�� 

“A” Dimension = 12¼″

WSDOT Bridge Design Manual  M 23-50.20 Page 5-229

September 2020
Chapter 5 Concrete Structures

Appendix 5-B2 Vacant

Page 5-230 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Appendix 5-B3 Existing Bridge Widenings

The following listed bridge widenings are included as aid to the designer.
These should not be construed as the only acceptable methods of widening; there
is no substitute for the designer's creativity or ingenuity in solving the challenges posed
by bridge widenings.
Contract
Bridge SR No. Type of Bridge Unusual Features
NE 8th Street U'Xing 405 9267 Ps. Gir. Pier replacements
Higgins Slough 536 9353 Flat Slab
ER17 and ARI7 0-Xing 5 9478 Box Girder Middle and outside widening.
SR 538 0-Xing 5 9548 T-Beam Unbalanced widening section
support at diaphragms until
completion of closure pour.
B-NO'Xing 5 9566 Box Girder Widened with P.S. Girders,
X-beams, and diaphragms not in
line with existing jacking required to
manipulate stresses, added enclusure
walls.
Blakeslee Jct. E/W 5 9638 T-Beam and Post-tensioned X-beam, single web.
Box Girder
B-N O'Xing 18 9688 Box Girder
SR536 9696 T-Beam Similar to Contract 9548 .
LE Line over Yakima River 90 9806 Box Girder Pier shaft.
SR 18 0-Xing 90 9823 P.S. Girder Lightweight concrete
Hamilton Road 0-Xing 5 9894 T-Beam Precast girder in one span
Dillenbauch Creek 5 Flat Slab
Longview Wye SR 432 U-Xing 5 P.S. Girder Bridge lengthening
Klickitat River Bridge 142 P.S. Girder Bridge replacement
Skagit River Bridge 5 Steel Truss Rail modification
B-N 0-Xing at Chehalis 5 Replacement of thru steel girder span
with stringer span.
Bellevue Access EBCD Widening 90 3846 Flat Slab and Deep, soft soil. Stradle best replacing
and Pier 16 Modification Box Girder Single column
Totem Lake/ NE 124 th 1/C 405 3716 T-Beam Skew = 55 degrees
Pacific A venue 1/C 5 3087 Box Girder Complex parallel skewed structures
SR 705/SR 5 SB Added Lane 5 3345 Box Girder Multiple widen structures
Mercer Slough Bridge 90/43S 3846 CIP Conc. Tapered widening of flat slab
Flat Slab outrigger pier, combined footings
Spring Street 0-Xing No. 3845 CIP Conc. Tapered widening of box girder with
5/545SCD Box Girder hingers, shafts.
Fishtrap Creek Bridge 546/8 3361 P.C. Units Widening of existing P.C. Units.
Tight constraints on substructure.
Columbia Drive 0-Xing 395/16 3379 Steel Girder Widening/Deck replacement using
standard rolled sections.

WSDOT Bridge Design Manual  M 23-50.20 Page 5-231

September 2020
Chapter 5 Concrete Structures

Contract
Bridge SR No. Type of Bridge Unusual Features
S 74th-72nd St. 0-Xing No. 5/426 3207 CIP Haunched Haunched P.C. P.T. Bath Tub girder
Con. Box Girder sections.
Pacific Avenue 0-Xing No. 5/332 3087 CIP Cone. Box Longitudinal joint between new and
Girder existing.
Tye River Bridges 2/126 and 3565 CIP Cone. Stage construction with crown shift.
2/127 Tee Beam
SR 20 and BNRR 0-Xing No. 9220 CIP Cone. Widened with prestressed girders
5/714 Tee Beam raised crossbeam.
NE 8th St. U'Xing No. 405/43 9267 Prestressed Pier replacement - widening.
Girders
So. 212th St. U'Xing SR 167 3967 Prestressed Widening constructed as stand alone
Girders structure. Widening column designed
as strong column for retrofit.
SE 232nd St. SR 18 5801 CIPConc. Post- Skew = 50 degree. Longitudinal "link
tensioned Box pin" deck joint between new and
existing to accommodate new creep.
Obdashian Bridge 2/275 N/A CIP Post- Sidewalk widening with pipe struts.
1999 tensioned Box

Page 5-232 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Appendix 5-B4 Post-tensioned Box Girder Bridges

WSDOT Bridge Design Manual  M 23-50.20 Page 5-233

September 2020
Chapter 5 Concrete Structures

Page 5-234 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

WSDOT Bridge Design Manual  M 23-50.20 Page 5-235

September 2020
Chapter 5 Concrete Structures

Page 5-236 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

WSDOT Bridge Design Manual  M 23-50.20 Page 5-237

September 2020
Chapter 5 Concrete Structures

Appendix 5-B5 Simple

Appendix 5-B5Span Prestressed
Simple Span
Girder Design
Prestressed Girder Design
References









Unit Definitions and Mathcad System Constants

3
kcf := kip ÷ ft ORIGIN := 1

Design Outline 















Page 5-238 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

1. Material Properties 

1.1 Concrete - Prestressed Girder
 f'ci := 7.5⋅ ksi 
 f'c := 8.5⋅ ksi
 wc := 0.165kcf 
 wcE := 0.155kcf 
 K1 := 1.0 

 
1.5 
 wcE  f'c
Ec := 33000⋅ K1 ⋅   ⋅ ⋅ ksi if f' c ≤ 15ksi = 5871⋅ ksi
 kcf  ksi
"error" otherwise
1.5
 wcE  f'ci 
 Eci := 33000⋅ K1 ⋅   ⋅ ⋅ ksi = 5515⋅ ksi
 kcf  ksi 

f'c
 fr := 0.24⋅ ⋅ ksi = 0.700⋅ ksi 
ksi
f' ci
 frL := 0.24⋅ ⋅ ksi = 0.657⋅ ksi 
ksi

 f'c
[Link] := 0.37⋅ ⋅ ksi = 1.079⋅ ksi
 ksi

1.2 Concrete - CIP Slab

 f'cs := 4 ⋅ ksi 
 wcs := 0.155kcf 
 wcsE := 0.150kcf 
 
1.5 
 wcsE  f'cs
Ecs := 33000⋅ K1 ⋅   ⋅ ⋅ ksi if f'c ≤ 15ksi = 3834⋅ ksi
 kcf  ksi
"error" otherwise
β1 := 0.85 if f'cs ≤ 4ksi = 0.85 

0.65 if f'cs ≥ 8ksi

f'cs − 4ksi
0.85 − 0.05⋅ otherwise
1ksi

1.3 Reinforcing steel - deformed bars

 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-239

September 2020
Chapter 5 Concrete Structures

2
dia( bar) := 0.375⋅ in if bar = 3 area( bar ) := 0.110⋅ in if bar = 3
0.500⋅ in if bar = 4 2
0.197⋅ in if bar = 4
0.625⋅ in if bar = 5
2
0.750⋅ in if bar = 6 0.309⋅ in if bar = 5
2
0.875in if bar = 7 0.445⋅ in if bar = 6
1.000in if bar = 8 2
0.600⋅ in if bar = 7
1.128in if bar = 9
2
1.270in if bar = 10 0.786⋅ in if bar = 8

1.410in if bar = 11 2
1.003⋅ in if bar = 9
1.693in if bar = 14 2
1.270⋅ in if bar = 10
2.257in if bar = 18
2
"ERROR" otherwise 1.561⋅ in if bar = 11
2
2.251⋅ in if bar = 14
2
3.998⋅ in if bar = 18
"ERROR" otherwise

 fy := 60⋅ ksi 

 Es := 29000⋅ ksi 

1.4 Prestressing Steel - AASHTO M-203, Uncoated, 7 Wire, Low-Relaxation Strands

 fpu := 270⋅ ksi 

 fpy := 0.90⋅ fpu = 243.0⋅ ksi

 Ep := 28500⋅ ksi 

 db := 0.6⋅ in 

2 2
 Ap := 0.153in if d b = 0.5in = 0.217⋅ in 

2
0.217in if d b = 0.6in

 lt := 60⋅ db = 36.0⋅ in 



Page 5-240 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

2. Structure Definition 

2.1 Bridge Geometry

 girder := "interior"
 BW := 38⋅ ft
 S := 6.5⋅ ft 
 Nb := 6
 θsk := 30⋅ deg 
 L := 130ft
 P2 := 1.973ft = 23.68⋅ in
 GL := L + 2⋅ P2 = 133.946 ft
 cw := 10.5⋅ in

 BW − Nb − 1 ⋅ S
( )
overhang := + cw = 3.625 ft
 2
 oe := 7in
 of := 12in

2.2 Concrete Deck Slab

 ts := 7⋅ in 

 twear := 0.5in
 ts2 := ts + twear = 7.50⋅ in

2.3 Intermediate Diaphragms

 tdia := 8in

 hdia := 48in

2.4 Prestressing
 Nh := 12
 Ns := 26
 Nt := 6
 xh := 0.4⋅ GL = 53.58 ft 
 sbottom := 2in

2.5 Site Data

 H := 75% 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-241

September 2020
Chapter 5 Concrete Structures

3. Computation of Section Properties 

3.1 Girder Properties



 girdertype := "WF74G"

 row := match girdertype , BDMTable5.6.1 1

( ( ) )1 = 12.0
 dg := BDMTable5.6.1 in = 74.0⋅ in
row , 2
2 2
 Ag := BDMTable5.6.1 in = 923.5⋅ in
row , 3
4 4
 Ig := BDMTable5.6.1 in = 734356⋅ in
row , 4

 Ybg := BDMTable5.6.1 in = 35.660⋅ in

row , 5
 VSr := BDMTable5.6.1 in = 3.190⋅ in
row , 7
kip
 wg := Ag⋅ wc = 1.058⋅
ft

 bw := 6.125in

 bf := 49in

 [Link] := 38.375in

4
 Iy := 72018.4in

 L1 := 5ft

 LL := 10ft

 LT := 10ft


 Ytg := d g − Ybg = 38.340⋅ in
3
 Stg := Ig ÷ Ytg = 19153.8⋅ in
3
 Sbg := Ig ÷ Ybg = 20593.3 ⋅ in



 

   
 

Page 5-242 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5



 dest := 0.72⋅ d g + ts = 4.86⋅ ft

( )


 barv := 5





 

 VR := 1.5in  VR := VR

1, 1 11 , 1 1, 1

 VR := VR  VR := VR
1, 2 1, 1 11 , 2 1, 2

 VR := 20in  VR := VR

2, 1 10 , 1 2, 1

 VR := 2.5in  VR := VR

2, 2 10 , 2 2, 2

 VR := 72in  VR := VR

3, 1 9, 1 3, 1

 VR := 6in  VR := VR

3, 2 9, 2 3, 2

 VR := 120in  VR := VR

4, 1 8, 1 4, 1

 VR := 12in  VR := VR

4, 2 8, 2 4, 2

 VR := 120in  VR := VR

5, 1 7, 1 5, 1

 VR := 12in  VR := VR

5, 2 7, 2 5, 2
5 11
 VR
6, 1
:= GL −
 VR
i, 1
−
 VR
i, 1
i=1 i=7
 VR := 18in
6, 2


 
 
 
  
  
  
  
  
VR = ⋅ in
  

WSDOT Bridge Design Manual  M 23-50.20 Page 5-243

September 2020
Chapter 5 Concrete Structures

  
  
  
  
  
  

  rows( VR) 

 VR = GL , "OK" , "NG"  = "OK"

chk
3, 1
:= if
  i, 1 
  i=1 

3.2 "A" Dimension

 Afi := 0.75in 

 AEx := 2.5in

 Super := 0.02

 SH := 0ft

 RH := 0ft
 LVC := 1000ft

 g1 := 0 

 g2 := −0 


( )2
1.5⋅ SH ÷ ft ⋅ Super
AHC := ⋅ in = 0.000⋅ in
RH ÷ ft
2
1.5⋅ g2 − g1 ⋅ 
GL 
( ) 
 AVC :=
 ft  ⋅ in = 0.000⋅ in
LVC
100⋅
ft
bf
 AOrient := Super⋅ = 0.490⋅ in
2

AP1 := Ceil ts2 + Afi + AEx + AHC + AVC + AOrient , in = 11.25⋅ in
1

 4 
A := max AP1 , ts2 + Afi = 11.25⋅ in
( )
3.3 Span-to-Depth Ratio (Optional Criteria)
 depthmin := 0.045⋅ L = 70.2⋅ in 


Page 5-244 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 chk := if depthmin ≤ d g + t s , "OK" , "NG" = "OK"

( )
3, 2

3.4 Composite Section Properties

 

 chk := if θsk > 75deg , "NG" , "OK" = "OK"

( )
3, 3

 bi := S = 78.00⋅ in

 bex := 0.5⋅ S + overhang = 82.50⋅ in

 be := b i if girder = "interior" = 78.00⋅ in

b ex if girder = "exterior"


Ecs
 n := = 0.65 
Ec
 [Link] := be⋅ n = 50.94⋅ in
3 4
 Islab := [Link]⋅ ts ÷ 12 = 1456.0⋅ in
2
 Aslab := b [Link]⋅ t s = 356.6⋅ in

 Ybs := dg + 0.5⋅ ts = 77.5⋅ in


Aslab⋅ Ybs + Ag⋅ Ybg
 Yb := = 47.31⋅ in
Aslab + Ag

 Yt := dg − Yb = 26.69⋅ in

 Yts := ts + Yt = 33.69⋅ in

2 4
 Islabc := Aslab⋅ Yts − 0.5ts
( ) + Islab = 326347⋅ in
2 4
 Igc := Ag⋅ Yb − Ybg
( ) + Ig = 859801⋅ in
4
 Ic := Islabc + Igc = 1186148⋅ in
3
 Sb := Ic ÷ Yb = 25069⋅ in
3
 St := Ic ÷ Yt = 44450⋅ in

 Ic 1
  = 53919⋅ in3

Sts :=  
Yts  n 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-245

September 2020
Chapter 5 Concrete Structures

4. Loading and Limit State Parameters 

4.1 Live Load Parameters

 axlewidth := 6ft 

 wlane := 0.64⋅ kip ÷ ft 


floor 
BW
NL :=  if BW > 24⋅ ft = 3.0 
 12⋅ ft 
2 if 24⋅ ft ≥ BW ≥ 20⋅ ft
1 otherwise

 mp := return 1.20 if NL = 1 = 0.85 

return 1.00 if NL = 2

return 0.85 if NL = 3

return 0.65 otherwise

4.2 Service Limit States

 

  


1.0 (DC + DW) + 1.0 (LL+IM)

 

1.0 (DC + DW) + 0.8 (LL+IM)





 γLLserIII := 0.8

4.3 Strength Limit States

 



 

 ϕf := 1.0

 dt 
 ϕpTrans d t , c := 0.583 + 0.25⋅ 
( ) − 1
c 

Page 5-246 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 ϕc := 0.75

 ϕp d t , c := if c = 0 , ϕf , max min ϕpTrans dt , c , ϕf , ϕc

( ) ( ( ( ( ) ) ))
 ϕv := 0.90


 γDC := 1.25 

 γDW := 1.5

 γLL := 1.75


 ηD := 1.00 

 ηR := 1.00 

 ηI := 1.00 

 η := max ηD⋅ ηR ⋅ ηI , 0.95 = 1.0

( ) 

4.4 Fatigue Limit State

 


 γLLfat := 1.5 



WSDOT Bridge Design Manual  M 23-50.20 Page 5-247

September 2020
Chapter 5 Concrete Structures

5. Dead and Live Load Force Effects 




  0ft   0.000 

 P2 + 0.1L   14.973 
   
 P2 + 0.2L   27.973 
 P2 + 0.3L   40.973 
 P2 + 0.4L   53.973 
   
 SE :=  P2 + 0.5L  SE =  66.973  ft
 P2 + 0.6L   79.973 
   
 P2 + 0.7L   92.973 
 P2 + 0.8L   105.973 
 P2 + 0.9L   118.973 
   
  GL   133.946 


SE := Sections ← SE
ADD ← P2 GL − P2 0.4GL 0.6GL P2 + d est GL − P2 − d est lt GL − lt L1 GL − L1 LL GL − LT
( )
for j ∈ 1 .. cols( ADD)
Match ← 0
for i ∈ 1 .. rows( Sections)

Match ← 1 if Sections = ADD
i 1, j
 
Sections ← stack Sections , ADD
( 1, j ) if ¬Match  
return Sections  
 
 SE := sort( SE)  
 

 
 rsL := match( P2 , SE) = 2.0  
1
 
 rsR := match( GL − P2 , SE) = 22.0
1  
 rp := match lt , SE 1 = 3.0
( )  
SE = ft
 
 rc := match( P2 + dest , SE) 1 = 5.0
 
 rh := match( 0.4GL , SE) = 10.0  
1
 

Page 5-248 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

 
 rm := match( P2 + 0.5L , SE) = 12.0
1  
 rl1 := match L1 , SE 1 = 4.0
( )  
 
 rl2 := match( GL − L1 , SE) 1 = 20.0
 
 rbL := match( LL , SE) 1 = 6.0  
 
 rbR := match( GL − LT , SE) 1 = 18.0
 
 i := 1 .. rows( SE)  



 M uniform( w , L , x) := return 0kip⋅ ft if x < 0ft ∨ x > L


w⋅ x
 ⋅ ( L − x)
 2

 Vuniform( w , L , x) := return 0kip if x < 0ft ∨ x > L


w⋅  − x
L

 2 
 M point( P , a , L , x) := return 0kip⋅ ft if x < 0ft ∨ x > L

return 0kip⋅ ft if a < 0ft ∨ a > L

 P⋅ ( L − x) ⋅ a
if 0ft ≤ a ≤ x
 L
P⋅ ( L − a) ⋅ x
if x < a ≤ L
L
 Vpoint( P , a , L , x) := return 0kip if x < 0ft ∨ x > L

return 0kip⋅ ft if a < 0ft ∨ a > L

 −
P⋅ a
if 0ft ≤ a < x
 L

P⋅ ( L − a)
if x ≤ a ≤ L
L







WSDOT Bridge Design Manual  M 23-50.20 Page 5-249

September 2020
Chapter 5 Concrete Structures

M cant( w , a , b , L , x) := return 0kip⋅ ft if x < 0ft ∨ x > a + L + b

2
w⋅ x
return − if x ≤ a
2
2
⋅ ( a + L + b ) ⋅  − b ⋅ ( x − a) −
w a+L+b w⋅ x
return if a < x < a + L
L  2  2
2
w⋅ ( a + L + b − x)
return − if a + L ≤ x
2

5.1 Dead Load - Girder

 1
M := for i ∈ rsL .. rsR

Mom ← M uniform wg , L , SE − P2
( )
i i
Mom
11
 M := for i ∈ 1 .. rows( SE)
Mom ← M uniform wg, GL , SE ( )
i i
Mom

1
 V := for i ∈ rsL .. rsR

v ← Vuniform wg , L , SE − P2
( )
i i
v

5.2 Dead Load - Intermediate Diaphragms

 ndia := return 4 if L > 160ft = 3.0 

return 3 if 160ft ≥ L > 120ft
return 2 if 120ft ≥ L > 80ft
return 1 if 80ft ≥ L > 40ft
0 otherwise

L
 DiaSpacing := = 32.5 ft
 n dia + 1
S − bw
 DiaL := = 82.99⋅ in
cos θsk
( )
 DiaWt := wcs⋅ DiaL⋅ tdia⋅ h dia if girder = "interior"

wcs⋅ DiaL⋅ tdia⋅ h dia⋅ 0.5 if girder = "exterior"

DiaWt = 2.859⋅ kip

 

Page 5-250 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

2
 M := for i ∈ rsL .. rsR

a ← 0ft
Mom ← 0kip ⋅ ft
i
for j ∈ 1 .. n dia

a ← a + DiaSpacing
Mom ← Mom + M point DiaWt , a , L , SE − P2
( )
i i i
Mom
2
 V := for i ∈ rsL .. rsR

a ← 0ft
v ← 0kip
i
for j ∈ 1 .. n dia

a ← a + DiaSpacing
v ← v + Vpoint DiaWt , a , L , SE − P2
( )
i i i
v

5.3 Dead Load - Pad

 

 tpu := A − t s2 = 3.75⋅ in


kip
 wpu := t pu⋅ b f ⋅ wcs = 0.198⋅
ft
3
 M := for i ∈ rsL .. rsR

Mom ← M uniform wpu , L , SE − P2

( )
i i
Mom
3
 V := for i ∈ rsL .. rsR

v ← Vuniform wpu , L , SE − P2
( )
i i
v
5.4 Dead Load - Slab
kip
 ws := ts2⋅ S⋅ wcs if girder = "interior" = 0.630⋅
ft
 S bf  oe + o f  bf 
ts2⋅  +  + ⋅  overhang −  ⋅ wcs if girder = "exterior"
 2 2  2  2 

 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-251

September 2020
Chapter 5 Concrete Structures

4
 M := for i ∈ rsL .. rsR

Mom ← M uniform ws , L , SE − P2
( )
i i
Mom
4
 V := for i ∈ rsL .. rsR

v ← Vuniform ws , L , SE − P2
( )
i i
v

5.5 Dead Load - Barrier

 

 tb := 0.460⋅ kip ÷ ft 

2 ⋅ tb kip
 wb := if Nb < 6 = 0.153⋅
Nb ft

tb
otherwise
3



5
 M := for i ∈ rsL .. rsR

Mom ← M uniform wb , L , SE − P2
( )
i i
Mom
5
 V := for i ∈ rsL .. rsR

v ← Vuniform wb , L , SE − P2
( )
i i
v
5.6 Dead Load - Future Overlay

 
kip
 wo := 2in⋅ S⋅ 0.140kcf if girder = "interior" = 0.152⋅
ft
2in⋅  + overhang − cw ⋅ 0.140kcf if girder = "exterior"
S
2 


6
 M := for i ∈ rsL .. rsR

Mom ← M uniform wo , L , SE − P2
( )
i i
Mom

Page 5-252 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 6
V := for i ∈ rsL .. rsR

v ← Vuniform wo , L , SE − P2
( )
i i
v

5.7 Live Load - AASHTO Design truck



 

 8kip 
HL93TruckM( x , L) := Axles ←  32kip 
 
 32kip 
 0ft 
Locations ← −14ft 

 
 −28ft 
rows ← rows( Locations )
Loc ← Locations
Moment ← 0kip⋅ ft
while Loc ≤L
rows
for i ∈ 1 .. rows
M ← M point Axles , Loc , L , x
( )
i i i
Loc ← Loc + 0.01ft
i i

Moment ← max

 M , Moment

Loc ← Locations
x←L−x
while Loc ≤L
rows
for i ∈ 1 .. rows
M ← M point Axles , Loc , L , x
( )
i i i
Loc ← Loc + 0.01ft
i i

Moment ← max

M , Moment
Moment

 z := 0ft , 10ft .. L

WSDOT Bridge Design Manual  M 23-50.20 Page 5-253

September 2020
Chapter 5 Concrete Structures

Maximum Bending Moments Along Span - HL93 Truck

Maximum Moment (kip ft) 3000

2000
HL93TruckM( z , L)
kip⋅ ft
1000

0
0 50 100
z
Distance Along Span (ft)

7
M := for i ∈ rsL .. rsR

Mom ← HL93TruckM SE − P2 , L
( )
i i
Mom



 


 8kip 
HL93TruckVP( x , L) := Axles ←  32kip 
 
 32kip 
 0ft 
Loc ← −14ft 

 
 −28ft 
rows ← rows( Loc)
Shear ← 0kip
while Loc ≤L
rows
for i ∈ 1 .. rows
V ← Vpoint Axles , Loc , L , x
( )
i i i
Loc ← Loc + 0.01ft
i i

Shear ← max V , Shear


 
Shear

 


Page 5-254 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 32kip 
HL93TruckVN( x , L) := Axles ←  32kip 
 
 8kip 
 0ft 
Loc ← −14ft 

 
 −28ft 
rows ← rows( Loc)
Shear ← 0kip
while Loc ≤L
rows
for i ∈ 1 .. rows
V ← Vpoint Axles , Loc , L , x
( )
i i i
Loc ← Loc + 0.01ft
i i

Shear ← min

V, Shear
Shear

Shear Envelope Along Span - HL93 Truck

100
Maximum Shear (kip)

HL93TruckVP( z , L) 50

kip
0
HL93TruckVN( z , L)
kip
− 50

− 100
0 50 100
z
Distance Along Span (ft)



7
V := for i ∈ rsL .. rsR

v ← if  SE ≤ )
GL
, HL93TruckVP SE − P2 , L , HL93TruckVN SE − P2 , L
( ) (
i  i 2 i i

5.8 Live Load - AASHTO Tandem


 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-255

September 2020
Chapter 5 Concrete Structures

 


 25kip 
HL93TandemM( x , L) := Axles ←  
 25kip 
 0ft 
Locations ←  
 −4 ft 
rows ← rows( Locations )
Moment ← 0kip ⋅ ft
while Locations ≤L
rows
for i ∈ 1 .. rows
M ← M point Axles , Locations , L , x
( )
i i i
Locations ← Locations + 0.01ft
i i

Moment ← max M , Moment


 
Moment

Maximum Bending Moments Along Span - HL93 Tandem

2000
Maximum Moment (kip ft)

1500

HL93TandemM ( z , L)
1000
kip⋅ ft

500

0
0 50 100
z
Distance Along Span (ft)

8
 M := for i ∈ rsL .. rsR

Mom ← HL93TandemM SE − P2 , L( )
i i
Mom


 


Page 5-256 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 25kip 
HL93TandemVP ( x , L) := Axles ←  
 25kip 
 0ft 
Locations ←  
 −4 ft 
rows ← rows( Locations )
Shear ← 0kip
while Locations ≤L
rows
for i ∈ 1 .. rows
V ← Vpoint Axles , Locations , L , x
( )
i i i
Locations ← Locations + 0.01ft
i i

Shear ← max

 V , Shear

Shear

 


 25kip 
HL93TandemVN( x , L) := Axles ←  
 25kip 
 0ft 
Locations ←  
 −4 ft 
rows ← rows( Locations )
Shear ← 0kip
while Locations ≤L
rows
for i ∈ 1 .. rows
V ← Vpoint Axles , Locations , L , x
( )
i i i
Locations ← Locations + 0.01ft
i i

Shear ← min

 V , Shear

Shear

WSDOT Bridge Design Manual  M 23-50.20 Page 5-257

September 2020
Chapter 5 Concrete Structures

Shear Envelope Along Span - HL93 Tandem

60

40
Maximum Shear (kip)

HL93TandemVP ( z , L)
20
kip
0
HL93TandemVN( z , L)
kip − 20

− 40

− 60
0 50 100
z
Distance Along Span (ft)



8
V := for i ∈ rsL .. rsR

v ← if  SE ≤ )
GL
, HL93TandemVP SE − P2 , L , HL93TandemVN SE − P2 , L
( ) (
i
 i 2 i i

5.9 Live Load - AASHTO Lane Load

9
 M := for i ∈ rsL .. rsR

Mom ← M uniform wlane , L , SE − P2

( )
i i
Mom





9
 V := for i ∈ rsL .. rsR

 2
wlane⋅ ( SE − P2) 
2
 GL lane 
w ⋅ L − ( SE − P2)
i  i
v ← if SE ≤ , ,− 
i
 i 2 2⋅ L 2⋅ L 
v

5.10 Maximum Live Load including Dynamic Load Allowance, per lane


 IM := 33⋅ % 

 

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Concrete Structures Chapter 5

10
 M := for i ∈ 1 .. rows( SE)
Mom ← max M ( ,M )⋅ (1 + IM) + Mi, 9
i i, 7 i, 8
Mom



10
V := for i ∈ 1 .. rows( SE) − 1

v ← if SE ≤ )⋅ (1 + IM) + Vi, 9 , min(Vi, 7 , Vi, 8)⋅ ( 1 + IM) + Vi, 9

GL
, max V
( ,V
i  i 2 i, 7 i, 8

 V := 0kip
rows( SE) , 1

5.11 Fatigue Live Load



 


 8kip 
HL93TruckMFat( x , L) := Axles ←  32kip 
 
 32kip 
 0ft 
Locations ← −14ft 

 
 −44ft 
rows ← rows( Locations )
Loc ← Locations
Moment ← 0kip⋅ ft
while Loc ≤L
rows
for i ∈ 1 .. rows
M ← M point Axles , Loc , L , x
( )
i i i
Loc ← Loc + 0.01ft
i i

Moment ← max M , Moment


 
Loc ← Locations
x←L−x
while Loc ≤L
rows
for i ∈ 1 .. rows
M ← M point Axles , Loc , L , x
( )
i i i

WSDOT Bridge Design Manual  M 23-50.20 Page 5-259

September 2020
Chapter 5 Concrete Structures

i point ( i i )
Loc ← Loc + 0.01ft
i i

Moment ← max

M , Moment
Moment

Maximum Bending Moments Along Span - HL93 Truck

2000
Maximum Moment (kip ft)

1500

HL93TruckMFat ( z , L)
1000
kip⋅ ft

500

0
0 50 100
z
Distance Along Span (ft)

 M FAT := for i ∈ rsL .. rsR 

Mom ← HL93TruckMFat SE − P2 , L ( )  
i i
 
Mom
 
M FAT := 0kip⋅ ft
rows( SE)  
 
 
 
M FAT =   ⋅ kip ⋅ ft
 
 
 
 
 
 
 
 

 IMFAT := 15⋅ % 

5.12 Summary of Moments and Shears

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Concrete Structures Chapter 5

 rsL = 2.0 


 rsR = 22.0

 rp = 3.0 

 rc = 5.0

 rh = 10.0 

 rm = 12.0

 rl1 = 4.0 

 rl2 = 20.0
 rbL = 6.0
 rbR = 18.0

          
           
           
           
           
           
           
           
           
           
           
           
M= ⋅ kip⋅ ft
           
           
           
           
           
           
           
           
           
           
           
           

         
          
          
          

WSDOT Bridge Design Manual  M 23-50.20 Page 5-261

September 2020
Chapter 5 Concrete Structures

          
          
          
          
          
          
          
          
V= ⋅ kip
          
          
          
          
          
          
          
          
          
          
          
          

5.13 Moment Distribution of Live Load

 

 




 

 dbar := overhang − cw = 2.75 ft

 chk := if d bar ≤ 3ft , "OK" , "NG" = "OK"
( )
5, 1

 chk := if ( Nb ≥ 4 , "OK" , "NG" ) = "OK"

5, 2

 eg := Ybs − Ybg = 41.84⋅ in


Kg := ⋅  Ig + Ag⋅ eg  = 3599953⋅ in
1 2 4
 
n  
 

Page 5-262 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 chk := if ( 3.5⋅ ft ≤ S ≤ 16.0⋅ ft , "OK" , "NG" ) = "OK"

5, 3

 chk := if 4.5⋅ in ≤ t s ≤ 12.0⋅ in , "OK" , "NG" = "OK"

( )
5, 4

 chk := if ( 20⋅ ft ≤ L ≤ 240⋅ ft , "OK" , "NG" ) = "OK"

5, 5

:= if  10 in ≤ Kg ≤ 7 ⋅ 10 in , "OK" , "NG"  = "OK"

4 4 6 4
 chk
5, 6  
0.1
0.6 0.2
 Kg 
DFi := 0.075 + 
S 
⋅   ⋅ 
S
   if NL > 1 = 0.604
 9.5⋅ ft   L   L⋅ t 3 
 s 
0.1
 S  ⋅  g 
0.4 0.3 K
0.06 + 
S 
 ⋅   if NL = 1
 14⋅ ft   L   L⋅ t 3 
 s 

 








 [Link] := 2ft 

x ← S + d bar − [Link]

Numerator ← 0ft
UseAxleWidth ← 1
while x > 0ft
Numerator ← Numerator + x
if UseAxleWidth
x ← x − axlewidth
UseAxleWidth ← 0
otherwise
x ← x − ( 12⋅ ft − axlewidth)
UseAxleWidth ← 1
Numerator
 DFlever := = 0.654
2⋅ S

 DFe := DFi if overhang ≤ 0.5⋅ S = 0.654

max DFlever , DFi

( ) otherwise



WSDOT Bridge Design Manual  M 23-50.20 Page 5-263

September 2020
Chapter 5 Concrete Structures

 

 chk := if 30⋅ deg ≤ θsk ≤ 60⋅ deg , "OK" , "NG" = "OK"
( )
5, 7

 chk := if ( 3.5⋅ ft ≤ S ≤ 16.0⋅ ft , "OK" , "NG" ) = "OK"

5, 8

 chk := if ( 20⋅ ft ≤ L ≤ 240⋅ ft , "OK" , "NG" ) = "OK"

5, 9

 chk := if Nb ≥ 4 , "OK" , "NG" = "OK"

( )
5 , 10

 c1 := 0.0 if θsk < 30⋅ deg = 0.090

0.25
 Kg  0.5
⋅ 
S
0.25⋅    otherwise
 L⋅ t 3   L
 s 

 SK := 1 − c1⋅ tan min θsk , 60deg

( ( ( ) ))1.5 = 0.961
 DF := SK⋅ DFi if girder = "interior" = 0.580

SK⋅ DFe if girder = "exterior"

 

0.1
S  g 
0.4 0.3 K
0.06 + 
S 
 ⋅ L  ⋅ 3 
 14⋅ ft     L⋅ t 
 DFiFAT :=
 s  = 0.352
1.2

 DFeFAT := DFiFAT if overhang ≤ 0.5⋅ S = 0.654

max DFlever , DFiFAT

( ) otherwise

 DFFAT := SK⋅ DFiFAT if girder = "interior" = 0.338

SK⋅ DFeFAT if girder = "exterior"

5.14 Shear Distribution of Live Load

 



 2.0
− 
S S S 
 DFvi := max0.36 + , 0.2 +   = 0.707
 25⋅ ft 12⋅ ft  ⋅ ft 
35 

 

Page 5-264 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5










 DFve := DFvi if overhang ≤ 0.5⋅ S = 0.707

max DFlever , DFvi

( ) otherwise

 

 chk := if 0 ⋅ deg ≤ θsk ≤ 60⋅ deg , "OK" , "NG" = "OK"

( )
5 , 11

0.3
 3
 L⋅ t s 
 SKv := 1.0 + 0.20⋅
 K  ⋅ tan( θsk) = 1.065
 g 
 DFv := SK v⋅ DFvi if girder = "interior" = 0.753

SK v⋅ DFve if girder = "exterior"

WSDOT Bridge Design Manual  M 23-50.20 Page 5-265

September 2020
Chapter 5 Concrete Structures

6. Computation of Stresses for Dead and Live Loads 

6.1 Summary of Stresses

 rsL = 2.0 


 rsR = 22.0

 rp = 3.0 

 rc = 5.0

 rh = 10.0 

 rm = 12.0

 rl1 = 4.0 

 rl2 = 20.0
 rbL = 6.0
 rbR = 18.0

 
3
 Sts = 53919⋅ in

3 3
 Stg = 19154⋅ in St = 44450⋅ in

3 3
 Sbg = 20593⋅ in Sb = 25069⋅ in







  

Page 5-266 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

ST := for j ∈ 1 .. 4 SB := for j ∈ 1 .. 4 SS := for j ∈ 1 .. 4

for i ∈ 1 .. rows( SE) for i ∈ 1 .. rows( SE) for i ∈ 1 .. rows( SE)
M M Stress ← 0ksi
i, j i, j i, j
Stress ←− Stress ←
i, j Stg i, j Sbg for j ∈ 5 .. 6
for j ∈ 5 .. 6 for j ∈ 5 .. 6 for i ∈ 1 .. rows( SE)
for i ∈ 1 .. rows( SE) for i ∈ 1 .. rows( SE) M
i, j
Stress ←−
M M i, j Sts
i, j i, j
Stress ←− Stress ←
i, j St i, j Sb for j ∈ 7 .. 10
for j ∈ 7 .. 10 for j ∈ 7 .. 10 for i ∈ 1 .. rows( SE)
for i ∈ 1 .. rows( SE) for i ∈ 1 .. rows( SE) M ⋅ DF
i, j
Stress ←−
M ⋅ DF M ⋅ DF i, j Sts
i, j i, j
Stress ←− Stress ←
i, j St i, j Sb for i ∈ 1 .. rows( SE)
for i ∈ 1 .. rows( SE) for i ∈ 1 .. rows( SE) Stress ← 0ksi
i , 11
M M Stress
i , 11 i , 11
Stress ←− Stress ←
i , 11 Stg i , 11 Sbg

Stress Stress

          
           
           
           
           
           
           
           
           
           
           
           
ST = ⋅ ksi
           
           
           
           
           
           
           
           
           
           

WSDOT Bridge Design Manual  M 23-50.20 Page 5-267

September 2020
Chapter 5 Concrete Structures

           
           
           

          
           
           
           
           
           
           
           
           
           
           
           
SB = ⋅ ksi
           
           
           
           
           
           
           
           
           
           
           
           

          
           
           
           
           
           
           
           
           
           
           
           
SS = ⋅ ksi
           

Page 5-268 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

           
           
           
           
           
           
           
           
           
           
           

WSDOT Bridge Design Manual  M 23-50.20 Page 5-269

September 2020
Chapter 5 Concrete Structures

7. Prestressing Forces and Stresses 

7.1 Stress Limits for Prestressing Strands

 [Link] := 0.80⋅ fpy = 194.4⋅ ksi 

 [Link] := 0.75⋅ fpu = 202.5⋅ ksi


 fpj := [Link] = 202.5⋅ ksi



7.2 Allowable Concrete Stresses at Service Limit State


 [Link] := −0.65⋅ f'ci = −4.875⋅ ksi 
 

 [Link] := −0.65⋅ f' c = −5.525⋅ ksi

 [Link] := −0.45⋅ f'c = −3.825⋅ ksi

 [Link] := −0.60⋅ f' c = −5.100⋅ ksi

 [Link] := −0.40⋅ f' c = −3.400⋅ ksi








 [Link] := 0.19⋅ f'ci ÷ ksi⋅ ksi = 0.520⋅ ksi 


 [Link] := 0.19⋅ f'c ÷ ksi⋅ ksi = 0.554⋅ ksi 


 [Link] := 0.24⋅ f'c ÷ ksi⋅ ksi = 0.700⋅ ksi 


 [Link] := 0ksi 

7.3 Jacking Forces

 Pjs := fpj⋅ Ns⋅ Ap = 1142.5⋅ kip

 Pjh := fpj⋅ Nh ⋅ Ap = 527.3⋅ kip

Page 5-270 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 Pjt := fpj⋅ Nt⋅ Ap = 263.7⋅ kip

 Pjack := Pjh + Pjs + Pjt = 1933.5⋅ kip

7.4 C.G. of Prestress

 Np := Ns + Nh = 38
2
 Aps := Ap ⋅ Np = 8.246⋅ in
2
 Atemp := Ap ⋅ Nt = 1.302⋅ in
2
 Apstemp := Ap ⋅ Nt + Np = 9.548⋅ in
( )
 E := 4 ⋅ in if Ns ≤ 2

 2 ⋅ 4 in + Ns − 2 ⋅ 2 in
( )
 if 3 ≤ Ns ≤ 6
Ns

4 ⋅ 2 in + Ns − 4 ⋅ 4 in
( )
if 7 ≤ Ns ≤ 8
Ns

4 ⋅ 4 in + Ns − 4 ⋅ 2 in
( )
if 9 ≤ Ns ≤ 20
Ns

16⋅ 2in + Ns − 16 ⋅ 4 in
( )
if 21 ≤ Ns ≤ 32
Ns

16⋅ 2in + 16⋅ 4 in + Ns − 32 ⋅ 6 in

( )
if 33 ≤ Ns ≤ 42
Ns

16⋅ 2in + 16⋅ 4 in + 10⋅ 6in + Ns − 42 ⋅ 8 in

( )
if 43 ≤ Ns ≤ 46
Ns

"error" otherwise

E = 2.769⋅ in

 es := Ybg − E = 32.891⋅ in

 etemp := 2 ⋅ in − Ytg = −36.340⋅ in



  FCL := 4in



WSDOT Bridge Design Manual  M 23-50.20 Page 5-271

September 2020
Chapter 5 Concrete Structures

  [Link] := 4in if 1 ≤ Nh ≤ 12

12⋅ 4in + Nh − 12 ⋅ 6 in
( )
if 13 ≤ Nh ≤ 24
Nh

12⋅ 4in + 12⋅ 6 in + Nh − 24 ⋅ 8 in

( )
if 25 ≤ Nh ≤ 36
Nh

"error" otherwise

[Link] = 4.000⋅ in 

  chk := if FCL ≥ [Link] , "OK" , "NG" = "OK"

( )
7, 1



 Fo := 9in

  [Link] := increment ← 1 = 9.000⋅ in
 e ← 2in
for i ∈ 1 .. Nh

if increment
increment ← 0
e ← e + 2in
increment ← 1 otherwise
Product ← Product + e
Product
return
Nh

  chk := if Fo ≥ [Link] , "OK" , "NG" = "OK"

( )
7, 2


dg − Fo − FCL
 slopeh := = 0.094877
xh
d g − Fo − FCL + [Link] − 4in
( )
 maxslopeh := = 0.1027
xh

1
 slopelim := if d b = 0.5in = 0.1250 
6
1
if d b = 0.6in
8
"error" otherwise

 chk := if maxslopeh ≤ slopelim , "OK" , "NG" = "OK"

( )
7, 3

Page 5-272 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 Phd := Pjh⋅ sin atan slopeh

( ( )) = 49.8⋅ kip


 EC := for i ∈ 1 .. rows( SE)


EC ← Ybg − FCL + slopeh ⋅ xh − SE  if SE < xh
( )
 i, 1  i i
 EC ← Ybg − FCL if xh ≤ SE ≤ GL − xh
 i, 1 i
EC ← Ybg − FCL + slopeh ⋅ SE + xh − GL  if SE > GL − xh
( )
i, 1  i  i
es⋅ Ns + EC ⋅ Nh
i, 1
EC ←
i, 2 Np

EC ⋅ Np + etemp⋅ Nt
i, 2
EC ←
i, 3 Np + Nt

EC

   

    
    
    

   
   
   
   
EC =     ⋅ in
   
   
   
   
   
   
   
   

7.5 Loss of Prestress 


 to := 1day
 24.0⋅ to 
log 
  day  ⋅  fpj − 0.55 ⋅ f 
∆fpR0 := − f  pj
40
 py 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-273

September 2020
Chapter 5 Concrete Structures

∆fpR0 = −1.980⋅ ksi

 fpbt := fpj + ∆fpR0 = 200.520 ⋅ ksi


 x1 := − fpbt − 0.7⋅ fpu = −11.5⋅ ksi
( ) 

 x2 := − fpbt − 0.7⋅ fpu = −11.5⋅ ksi
( ) 

 P := Aps⋅ fpbt + x1 + Atemp⋅ fpbt + x2 = 1804.6⋅ kip
( ) ( )
 Given 

 P = Aps⋅ fpbt + x1 + Atemp⋅ fpbt + x2

( ) ( )
 Ep  P P⋅ ECrm , 3⋅ ECrm , 2 Mrm , 11⋅ ECrm , 2 
 x1 = − ⋅ + −
  Eci  Ag Ig Ig 

 Ep  P P⋅ ECrm , 3⋅ etemp Mrm , 11⋅ etemp 

 x2 = − ⋅ + −
  Eci  Ag Ig Ig 

 Pps 
 
  ∆fpES  := Find( P , x1 , x2)
 ∆f 
 pEST 

 Pps = 1798.2⋅ kip

 ∆fpES = −13.055⋅ ksi

 ∆fpEST = −6.716⋅ ksi

 

Ep  (Mrm, 2 + Mrm, 3 + Mrm, 4)⋅ ECrm, 2 = 4.986⋅ ksi

 ∆fpED1 := ⋅
Ec  
 Ig

Ep  M rm , 5⋅ Yb − Ybg + ECrm , 2
( ) = 0.702⋅ ksi
 ∆fpED2 := ⋅
 Ec  
 Ic


 

Page 5-274 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

 
 





 chk := if 0.155kcf ≥ wcE ≥ 0.135kcf , "OK" , "NG" = "OK"

( )
7, 4

 γh := 1.7 − 0.01⋅ ( H ÷ %) = 0.950

5
 γst := = 0.588
1 + f'ci ÷ ksi
 fpbt⋅ Aps 
 ∆fpLTH := − 3 ⋅ γh ⋅ γst + 3 ⋅ γh⋅ γst + 0.6 ksi = −5.278⋅ ksi
  ksi⋅ Ag 


 fpbt⋅ Aps 
 ∆fpLT := − 10.0⋅ γh ⋅ γst + 12.0⋅ γh ⋅ γst + 2.4 ksi = −19.111⋅ ksi
 ksi⋅ Ag





 Ptr := Atemp⋅ fpbt + ∆fpEST + ∆fpLTH = 245.5⋅ kip

( )
Ptr Ptr⋅ etemp⋅ EC
rm , 2
 fptr := + = −0.129⋅ ksi
 Ag Ig

Ep
 ∆fptr := ⋅ f = −0.626⋅ ksi
 Ec ptr

 

 ∆fpT := ∆fpR0 + ∆fpES + ∆fptr + ∆fpED1 + ∆fpED2 + ∆fpLT

 ∆fpT = −29.084⋅ ksi

 fpe := fpj + ∆fpT = 173.416 ⋅ ksi

 chk := if fpe ≤ [Link] , "OK" , "NG" = "OK"

( ) 
7, 5

 Pe := Aps ⋅ fpe = 1430.0⋅ kip

7.6 Effective Prestress Modifier for Sections within Transfer Length






WSDOT Bridge Design Manual  M 23-50.20 Page 5-275

September 2020
Chapter 5 Concrete Structures

TRAN := for i ∈ 1 .. rows( SE) 

SE  
i
TR ← if SE < l t  
i lt i
 
TR ← 1 if l t ≤ SE ≤ GL − lt
i i  
GL − SE  
i
TR ←
i
if GL − lt < SE
i
 
lt
 
TR TRAN =  
 
 
 
 
 
 
 
 

Page 5-276 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

8. Stresses at Service and Fatigue Limit States 



8.1 Service I for Casting Yard Stage (At Release)

 fpeP1 := fpj + ∆fpR0 + ∆fpES = 187.5⋅ ksi

 fpeT1 := fpj + ∆fpR0 + ∆fpEST = 193.8⋅ ksi

 
 
  
PS1 := for i ∈ 1 .. rows( SE)   
Pp ← fpeP1⋅ TRAN ⋅ Aps   
i
  
Pt ← fpeT1⋅ TRAN ⋅ Atemp
i   
 Pp Pp ⋅ ECi , 2 Pt Pt⋅ etemp    
PS ← − − + −
i, 1  Ag Stg Ag Stg 
   
  
 Pp Pp ⋅ ECi , 2 Pt Pt⋅ etemp 
PS ← − + + + PS1 =    ⋅ ksi
i, 2  Ag Sbg Ag Sbg 
   
PS   
  
  
  
  
  
  

  

  
  
STRESS1 := for i ∈ 1 .. rows( SE)   
STR ← PS1 + ST   
i, 1 i, 1 i , 11
  
STR ← PS1 + SB
i, 2 i, 2 i , 11   
STR   
  
  
STRESS1 =    ⋅ ksi
  
  

WSDOT Bridge Design Manual  M 23-50.20 Page 5-277

September 2020
Chapter 5 Concrete Structures

  
  
  
  
  
  
  

 [Link] = −4.875⋅ ksi

 [Link] = 0.520⋅ ksi

 chk := if min( STRESS1) ≥ [Link] , "OK" , "NG" = "OK"

( )
8, 1

 chk := if ( max( STRESS1) ≤ [Link] , "OK" , "NG" ) = "OK"

8, 2

8.2 Service I after Temporary Strand Removal

 fpeP2 := fpj + ∆fpR0 + ∆fpES + ∆fpLTH + ∆fptr = 181.6⋅ ksi

 
 
  
PS2 := for i ∈ 1 .. rows( SE)   
Pp ← fpeP2⋅ TRAN ⋅ Aps   
i
  
 Pp Pp ⋅ ECi , 2 
PS ← − −   
i, 1  Ag Stg 
   
 Pp P ⋅ EC    
← −
p i, 2 
PS +   
i, 2  Ag Sbg 
 PS2 =    ⋅ ksi
PS
  
  
  
  
  
  
  
  

  

  
  

Page 5-278 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

STRESS2 := for i ∈ 1 .. rows( SE)   

STR ← PS2 + ST   
i, 1 i, 1 i, 1
  
STR ← PS2 + SB
i, 2 i, 2 i, 1   
STR   
  
  
STRESS2 =    ⋅ ksi
  
  
  
  
  
  
  
  

 [Link] = −5.525⋅ ksi

 [Link] = 0.554⋅ ksi

 chk := if min( STRESS2) ≥ [Link] , "OK" , "NG" = "OK"

( )
8, 3

 chk := if ( max( STRESS2) ≤ [Link] , "OK" , "NG" ) = "OK"

8, 4

8.3 Service I after Deck and Diaphragm Placement

 fpeP3 := fpj + ∆fpR0 + ∆fpES + ∆fpLT + ∆fptr + ∆fpED1 = 172.7⋅ ksi

 
 
  
PS3 := for i ∈ 1 .. rows( SE)   
Pp ← fpeP3⋅ TRAN ⋅ Aps   
i
  
 Pp Pp ⋅ ECi , 2 
PS ← − −   
i, 1  Ag Stg 
   
 Pp Pp ⋅ ECi , 2    
PS ← − +   
i, 2  Ag Sbg 
 PS3 =    ⋅ ksi
PS
  
  
  
  

WSDOT Bridge Design Manual  M 23-50.20 Page 5-279

September 2020
Chapter 5 Concrete Structures

  
  
  
  
  

  

  
  

   
  
STRESS3 := for i ∈ 1 .. rows( SE)
  
4
  
STR
i, 1
← PS3
i, 1
+
 ST
i, j   
j =1
  
4
  
STR
i, 2
← PS3
i, 2
+
 SB
i, j STRESS3 =    ⋅ ksi
j =1
  
STR
  
  
  
  
  
  
  

 [Link] = −3.825⋅ ksi

 [Link] = 0.000⋅ ksi

 chk ( := if min( STRESS3) ≥ [Link] , "OK" , "NG" = "OK"

)
8, 5

 chk := if ( max( STRESS3) ≤ [Link] , "OK" , "NG" ) = "OK"

8, 6

8.4 Service I for Superimposed Dead Load (SIDL) - Bridge Site 2

 fpeP4 := fpj + ∆fpR0 + ∆fpES + ∆fpLT + ∆fptr + ∆fpED1 + ∆fpED2 = 173.4⋅ ksi

 
 
  

Page 5-280 WSDOT Bridge Design Manual  M 23-50.20

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Concrete Structures Chapter 5

PS4 := for i ∈ 1 .. rows( SE)   

Pp ← fpeP4⋅ TRAN ⋅ Aps   
i
  
 Pp Pp ⋅ ECi , 2 
PS ← − −   
i, 1  Ag Stg 
   
 Pp P ⋅ EC    
← −
p i, 2 
PS +   
i, 2  Ag Sbg 
 PS4 =    ⋅ ksi
PS
  
  
  
  
  
  
  
  

   

   
   

    
    

STRESS4 := for i ∈ 1 .. rows( SE)    

5
   
STR
i, 1
← PS4
i, 1
+
 ST
i, j








j =1
5
   


STRESS4 =     ⋅ ksi
STR ← PS4 + SB
i, 2 i, 2 i, j
j =1    

5
   
STR
i, 3
←
 SS
i, j








j =1
STR    
   
   
   

 [Link] = −3.825⋅ ksi

 [Link] = 0.000⋅ ksi

   
( )

WSDOT Bridge Design Manual  M 23-50.20 Page 5-281

September 2020
Chapter 5 Concrete Structures

1 2
 := if  min STRESS4 , STRESS4
( ≥ [Link] , "OK" , "NG"  = "OK"
)
chk
8, 7  
1 2
 := if  max STRESS4 , STRESS4
( ≤ [Link] , "OK" , "NG"  = "OK"
)
chk
8, 8  


8.5 Service I for Final with Live Load - Bridge Site 3 - Compressive Stresses

 fpeP5 := fpe = 173.4⋅ ksi

 
 
  
PS5 := for i ∈ 1 .. rows( SE)   
Pp ← fpeP5⋅ TRAN ⋅ Aps   
i
  
 Pp Pp ⋅ ECi , 2 
PS ← − −   
i, 1  Ag Stg 
   
 Pp Pp ⋅ ECi , 2    
PS ← − +   
i, 2  Ag Sbg 
 PS5 =    ⋅ ksi
PS
  
  
  
  
  
  
  
  

   

   
   

    
    
    

   

   

Page 5-282 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

   

STRESS5 := for i ∈ 1 .. rows( SE)
   
6
   
STR
i, 1
← PS5
i, 1
+
 ST
i, j
+ ST
i , 10 STRESS5 =     ⋅ ksi
j =1
   
6
   
STR
i, 2
← PS5
i, 2
+
 SB
i, j    
j =1
   
6
   
STR
i, 3
←
 SS
i, j
+ SS
i , 10    
j =1
   
STR
   

 [Link] = −5.100⋅ ksi

1 2
 := if  min STRESS5 , STRESS5
( ≥ [Link] , "OK" , "NG"  = "OK"
)
chk
8, 9  
8.6 Fatigue I for Final with Live Load - Bridge Site 3 - Compressive Stresses

  

 
SFATLL := for i ∈ 1 .. rows( SE)
 
γLLfat⋅ M FAT ⋅ DFFAT⋅ 1 + IMFAT ( )
i   
Stress ←−
i, 1 St   

γLLfat⋅ M FAT ⋅ DFFAT⋅ 1 + IMFAT   

( )
Stress ←
i   
i, 2 Sb   
Stress   
  
SFATLL =    ⋅ ksi
  
  
  
  
  
  
  
  

WSDOT Bridge Design Manual  M 23-50.20 Page 5-283

September 2020
Chapter 5 Concrete Structures

 

 

  
   

  

   
   
   
STRESS6 := for i ∈ 1 .. rows( SE)   
6   
PS5
i, 1
+
 ST
i, j
STRESS6 =    ⋅ ksi
j =1   
STR ← + SFATLL
i, 1 2 i, 1   
6   
PS5
i, 2
+
 SB
i, j   

STR ←
j =1   
i, 2 2   
STR   
  

 [Link] = −3.400⋅ ksi

 chk := if min( STRESS6) ≥ [Link] , "OK" , "NG" = "OK"

( )
8 , 10

8.7 Service III for Final with Live Load - Bridge Site 3 - Tensile Stresses

  

  
  

   
   
   

  
STRESS7 := for i ∈ 1 .. rows( SE)   
6   
STR
i, 1
← PS5
i, 1
+
 ST
i, j
+ γLLserIII⋅ ST
i , 10   
j =1 STRESS7 =    ⋅ ksi
6   
STR
i, 2
← PS5
i, 2
+
 SB
i, j
+ γLLserIII⋅ SB
i , 10   
j =1   
STR   
  

Page 5-284 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

  
  
  

 [Link] = 0.000⋅ ksi

1 2
 := if  max STRESS7 , STRESS7
( ≤ [Link] , "OK" , "NG"  = "OK"
)
chk
8 , 11  


WSDOT Bridge Design Manual  M 23-50.20 Page 5-285

September 2020
Chapter 5 Concrete Structures

9. Strength Limit State 

9.1 Ultimate Moments

 

M u := for i ∈ 1 .. rows( SE)  

 
 5 
UM ← η⋅  γDC⋅ 
i  
M + γDW ⋅ M + γLL⋅ DF⋅ M
i, j i, 6 i , 10




 j = 1 
 
UM
 
 
Mu =   ⋅ kip⋅ ft
 
 
 
 
 
 
 
 

9.2 Flexural Resistance 









 chk := if fpe ≥ 0.5⋅ fpu , "OK" , "NG" = "OK"

( )
9, 1
 fpy 
 k := 2 ⋅  1.04 −  = 0.28 
 fpu

 hf := ts = 7.0⋅ in




Page 5-286 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 dp := hf + Ytg + EC
i, 2
 i
Aps ⋅ fpu − 0.85⋅ f'cs⋅ b e − b w ⋅ h f
( )
 cfI := 
 i fpu
0.85⋅ f'cs⋅ β1 ⋅ b w + k⋅ Aps⋅
dp
i
Aps⋅ fpu
 crI := 
 i fpu
0.85⋅ f'cs⋅ β1 ⋅ b e + k⋅ Aps⋅
dp
i
 cI := for i ∈ 1 .. rows( SE) 
 
c ← crI if β1 ⋅ crI ≤ h f
 i i i

c ← cfI otherwise
 i i

c

   
       
       
       
       
       
       
       
dp =   ⋅ in cfI =   ⋅ in crI =   ⋅ in cI =   ⋅ in
       
       
       
       
       
       
       
       

  

 
 cI   
fpsI := fpu⋅  1 − k⋅
i
 
i  dp 
 i  
 
 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-287

September 2020
Chapter 5 Concrete Structures

 
fpsI =   ⋅ ksi
 
 
 
 
 
 
 
 

 κ := if d g > 24in , 1.6 , 1 = 1.6

( ) 

 fpsIrm 2 f 
ld := κ⋅ 
pe 
 − ⋅ ⋅ d = 129.51⋅ in 
  ksi 3 ksi  b



 

fps := for i ∈ 1 .. rows( SE) 
FPS ← fpe⋅ TRAN if SE ≤ l t
i i i  
SE − l t  
i
FPS ← fpe + ⋅f − f  if lt < SE ≤ ld  
i l d − lt  psIi pe i
 
FPS ← fpsI if ld < SE < GL − ld
i i  
i
 
GL − lt − SE
i  
FPS ← fpe + ⋅  fpsI − fpe if GL − ld ≤ SE < GL − lt
i ld − lt  i  i
fps =   ⋅ ksi
FPS ← fpe⋅ TRAN if SE ≥ GL − lt
i i i
 
 
FPS
 
 
 
 
 
 



( )

Page 5-288 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Aps⋅ fps − 0.85⋅ f'cs⋅ b e − b w ⋅ h f

( )
i
 cf :=
 i 0.85⋅ f'cs⋅ β1 ⋅ b w

Aps⋅ fps
i
 cr :=
 i 0.85⋅ f'cs⋅ β1 ⋅ b e

 c := for i ∈ 1 .. rows( SE)


c ← cr if β1 ⋅ cr ≤ h f
 i i i

c ← cf otherwise
 i i

c

 a := β1⋅ c
i i

   
       
       
       
       
       
       
       
cf =   ⋅ in cr =   ⋅ in c=   ⋅ in a=   ⋅ in
       
       
       
       
       
       
       
       


M n := for i ∈ 1 .. rows( SE)
 a
i  ai h 
MN ← Aps⋅ fps ⋅  dp −  + 0.85⋅ f'cs⋅ ( b e − b w) ⋅ h f ⋅  − f  if h f < ai
i i i 2 2 2 
 a
i
MN ← Aps⋅ fps ⋅  dp −  otherwise
i i i 2
MN

WSDOT Bridge Design Manual  M 23-50.20 Page 5-289

September 2020
Chapter 5 Concrete Structures

 dt := h f + d g − sbottom = 79.000⋅ in 



 ϕ := if c > 0 , ϕp dt , c , 1.0

( ( ) )
i i i

 M r := ϕ ⋅ M n
i i i

  
     
     
     
     
     
     
     
Mn =   ⋅ kip⋅ ft ϕ=   Mr =   ⋅ kip ⋅ ft
     
     
     
     
     
     
     
     

Ultimate Moment Factored Resistance vs. Factored Loading

15000

Mu
Moment (kip ft)

i
10000
kip⋅ ft

Mr
i
5000
kip⋅ ft

0
0 50 100
SEi
Distance Along Girder (ft)

Page 5-290 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 chk := CH ← "OK" = "OK"

9, 2
for i ∈ 1 .. rows( SE)
CH ← "NG" if M r < M u
i i
CH
9.3 Minimum Reinforcement 

 [Link] = 1.079⋅ ksi 

 fcpe := PS5

i, 2
 i



4


M dnc :=
i  M
i, j
j =1

3
 Sc := Sb = 25069⋅ in


3
 Snc := Sbg = 20593⋅ in


γ1 := 1.56
γ2 := 1.1
 γ3 := 1.0

  Sc 
M [Link] := γ3 ⋅  γ1 ⋅ [Link] + γ2 ⋅ fcpe  ⋅ Sc − M dnc ⋅  − 1 
i
 i

i Snc

  
     
     
     
     
     
     
     
M dnc =   ⋅ kip⋅ ft M [Link] =   ⋅ kip⋅ ft Mr =   ⋅ kip⋅ ft
     
     
     
     
     

WSDOT Bridge Design Manual  M 23-50.20 Page 5-291

September 2020
Chapter 5 Concrete Structures

     

     
     

 chk := CH ← "OK" = "OK"

9, 3

for i ∈ 1 .. rows( SE)

CH ← "NG" if M r < min M [Link] , 1.33⋅ M u 
i  i 
i
CH

Page 5-292 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

10. Shear & Longitudinal Reinforcement Design 

10.1 Factored Shear Loads

 

Vu := for i ∈ 1 .. rows( SE)  

 
 5 
UV ← η⋅  γDC⋅ 
i  
V + γDW⋅ V + γLL⋅ DFv⋅ V
i, j i, 6 i , 10




 j =1 
 
UV
 
 
Vu =   ⋅ kip
 
 
 
 
 
 
 
 

10.2 Critical Section Location

 



 de := d p 
 i i


:= if  ≥ 2 ⋅ d e , "OK" , "NG"  = "OK" 

L
 chk

10 , 1
2 rsL

Mn
i
 dvI := 
 i Aps⋅ fps
i

 h := d g + t s = 81.0⋅ in

 dv := max dvI , 0.9⋅ d e , 0.72⋅ h 

i  i i 
  
     
     
     

WSDOT Bridge Design Manual  M 23-50.20 Page 5-293

September 2020
Chapter 5 Concrete Structures

     

     
     
     
     
de =   ⋅ in dvI =   ⋅ in dv =   ⋅ in
     
     
     
     
     
     
     
     


 dc := dv = 4.8600 ft 
rs
 L


 chk := if d est = d c , "OK" , "NG" = "OK"
( )
10 , 2



10.3 Shear Design 



 θharp := atan slopeh = 5.420⋅ deg

( )
 Ph := fpe⋅ TRAN ⋅ Ap ⋅ Nh
i i

 Vp := 0kip if 0.4⋅ GL ≤ SE ≤ 0.6⋅ GL

i i
Ph ⋅ sin θharp
( ) otherwise
i
 fpo := 0.7⋅ fpu = 189.0⋅ ksi

 Nu := 0.0⋅ kip

 
   
   
   
   
   
   

Page 5-294 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

   
   
Ph =   ⋅ kip Vp =   ⋅ kip
   
   
   
   
   
   
   
   

 Apsv := if  ts + Ytg + EC ≥ , Np ⋅ Ap , Ns⋅ Ap

h
 i  i , 1 2 
fps
 i
RF :=
 i fpsI
i

 2
As := 0.0⋅ in


 M uv := max M u , Vu − Vp ⋅ d v 
i  i i i i

  Muvi  
  + 0.5⋅ Nu + Vu − Vp − Apsv ⋅ RF ⋅ fpo⋅ TRAN  
  dv i i i i i  
   , 0 , .006

i
εs := min max
i   Es⋅ As + Ep ⋅ Apsv ⋅ RF  
  i i  
 εs := εs if SE ≤ SE
i rc i rc

εs if SE ≥ SE
rows( SE) − rc+ 1 i rows( SE) − rc+ 1

εs otherwise
i

   
       
       
       
       
       
       
       
2
Apsv =   ⋅ in RF =   M uv =   ⋅ kip⋅ ft εs =  
       

WSDOT Bridge Design Manual  M 23-50.20 Page 5-295

September 2020
Chapter 5 Concrete Structures

       

       
       
       
       
       
       
       

 

 θ :=  29 + 3500⋅ ε s  ⋅ deg 

i
 i 
 4.8
β :=
 i 1 + 750⋅ ε s
 i


 
   
   
   
   
   
   
   
θ=   ⋅ deg β=  
   
   
   
   
   
   
   
   

 

 bv := bw = 6.125⋅ in 

2  
 Av := 2 ⋅ area barv = 0.618⋅ in
( )  
 

 

  
  

Page 5-296 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 
 
s := return VR if SE ≤ VR s=   ⋅ in
i 2, 2 i 1, 1
return VR if SE ≥ GL − VR  
rows( VR) − 1 , 2 i rows( VR) , 1
 
for k ∈ 1 .. rows( VR)
 
k
 
return VR
k, 2
if SE ≤
i  VR
j, 1  
j =1
 
 
 

f'c
 Vc := 0.0316⋅ β ⋅ ⋅ ksi⋅ b v⋅ dv
i
 i ksi i

Av⋅ fy⋅ d v ⋅ cot θ

( )
 i i
Vs :=
 i s
i

  Vc + Vs + Vp  
Vn := min 
 i i i 

i   0.25⋅ f'c⋅ b v⋅ d v + Vp  
 i i 

   
       
       
       
       
       
       
       
Vc =   ⋅ kip Vs =   ⋅ kip Vn =   ⋅ kip ϕv⋅ Vn =   ⋅ kip
       
       
       
       
       
       
       
       

WSDOT Bridge Design Manual  M 23-50.20 Page 5-297

September 2020
Chapter 5 Concrete Structures

 chk := CH ← "OK" = "OK"

10 , 3
for i ∈ 1 .. rows( SE)
CH ← "NG" if ϕv⋅ Vn < Vu
i i
CH

Ultimate Shear Factored Resistance vs. Factored Loading

800

Vu
i 600
Shear (kip)

kip
400
ϕv⋅ Vn
i
kip 200

0
0 50 100
SEi
Distance Along Girder (ft)



  

f' c b v⋅ s
i  
[Link] := 0.0316⋅ ⋅ ksi⋅  
i ksi fy
 
  
chk := CH ← "OK" = "OK"  
10 , 4
for i ∈ 1 .. rows( SE)  
CH ← "NG" if Av < [Link]  
2
i [Link] =   ⋅ in
CH  
 
 
 
 
 
 
 



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Concrete Structures Chapter 5

Vu − ϕv⋅ Vp
i i
 vu := 
i ϕv⋅ bv⋅ d v
i

 

smax := min 0.8 dv , 18in if vu < 0.125⋅ f'c
i  i  i
min 0.4 dv , 12in otherwise  
 i     
   
    
   
chk := CH ← "OK" = "OK"    
10 , 5
for i ∈ 1 .. rows( SE)    
CH ← "NG" if smax < s
i    
i
vu =   ⋅ ksi smax =   ⋅ in
CH
   
   
   
   
   
   
   
   

10.4 Longitudinal Reinforcement 

 ϕcN := ϕc = 0.75



2
[Link] := a ← 0in if SE = 0ft ∨ SE = GL
i i i

 Mui  V  V  
a←  + 0.5⋅
Nu  u i − V − 0.5⋅ min V , u i   ⋅ cot θ  ⋅ 1 if SE ≤ SE ≤ GL − SE
ϕcN  ϕv  si ϕ   ( i) fps
+
 dv ⋅ ϕi 
pi
 v 
rc i rc
 i  i
 V  V   
a←
 u i − 0.5⋅ min V , u i  − V  ⋅ cot θ  ⋅ 1 otherwise
 ϕ  si ϕ  p i ( i) fps
 v  v   i
a



 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-299

September 2020
Chapter 5 Concrete Structures

 
chk := CH ← "OK" = "OK"  
10 , 6
for i ∈ 1 .. rows( SE)  
CH ← "NG" if Apsv < [Link]  
i i
 
CH
 
 
2
[Link] =   ⋅ in
 
 
 
 
 
 
 
 

10.5 Horizontal Interface Shear between Girder and Slab

 


 ts  3
 Qslab := Aslab⋅  Yt +  = 10763.3 ⋅ in
 2 
kip
 Pc := wcs⋅ ts⋅ b e = 0.588⋅
 ft
Av
 avf :=
i s
i
Vu ⋅ Qslab
i
 Vui :=
i Ic

 cvi := 0.28ksi 

 μ := 1.0 

 K1vi := 0.3 

 K2 := 1.8ksi 


Vni := mincvi⋅ b f + μ⋅  avf ⋅ fy + Pc , K1vi ⋅ f'cs⋅ bf , K2⋅ b f 
i   i  
 Vri := ϕv⋅ Vni 
i i

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Concrete Structures Chapter 5

 chk := CH ← "OK" = "OK"

10 , 7
for i ∈ 1 .. rows( SE)
CH ← "NG" if Vri < Vui
i i
CH

 chk := CH ← "OK" = "OK" 

10 , 8
for i ∈ 1 .. rows( SE)
CH ← "NG" if 24in < s
i
CH



2 Vui
in i 
[Link] := return 0 if < 0.210ksi
i ft bf

 0.05⋅ bf   1  1.33⋅ Vuii   2

min  1  
, max ⋅ ⋅
  in  otherwise
− cvi⋅ bf − Pc , 0
 fy f μ  ϕ   ft 
y  v   
 
 ksi 
 chk := CH ← "OK" = "OK" 
10 , 9

for i ∈ 1 .. rows( SE)
CH ← "NG" if avf < [Link]
i i
CH

   
       
       
       
       
       
       
      2   2
kip kip in in
Vui =   ⋅ Vri =   ⋅ avf =   ⋅ [Link] =   ⋅
ft ft ft ft
       
       
       
       
       
       
       
       

WSDOT Bridge Design Manual  M 23-50.20 Page 5-301

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Chapter 5 Concrete Structures

       

10.6 Pretensioned Anchorage Zone

 

dg
 lsplit := = 18.50⋅ in
4


2
[Link] := for i ∈ 1 .. rows( VR) = 4.326⋅ in
i
x ← i if lsplit >
 VR
j,1
j =1
for i ∈ 1 .. x + 1
 VRi , 1 
AV ← AV + Av⋅ ceil  if i ≤ x
 VR 
 i, 2 
 i− 1 
l 
 split
−
VR
j,1

AV ← AV + Av⋅ floor  otherwise

j = 1
 VR 
 i, 2 
AV

 fs := 20ksi

 Pr := fs⋅ [Link] = 86.52⋅ kip

 [Link] := 0.04⋅ fpbt⋅ Apstemp = 76.58⋅ kip

 chk := if Pr ≥ [Link] , "OK" , "NG" = "OK"

( )
10 , 10





 
 
 lconfine := 1.5⋅ d g = 9.250⋅ ft

Page 5-302 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

11. Deflection and Camber 




11.1 Deflections Due to Prestress









Straight∆( P , e , E , I , x , L) := 0 if x < 0in ∨ x > L

P⋅ e
⋅ x⋅ ( x − L) otherwise
2 ⋅ E⋅ I



 
 






Harp∆ P , e1 , e2 , E , I , x , L , b :=
( ) return 0 if x < 0in ∨ x > L
e ← − e2 − e1
( )
P⋅ e⋅ x P⋅ e2
return
6⋅ E⋅ I⋅ b
(2 2
⋅ x + 3 ⋅ b − 3⋅ b ⋅ L + ) 2 ⋅ E⋅ I
⋅ x⋅ ( x − L) if x ≤ b

P⋅ e 2 2 P⋅ e2
return
6 ⋅ E⋅ I
(
⋅ 3x + b − 3 ⋅ L⋅ x + ) 2 ⋅ E⋅ I
⋅ x⋅ ( x − L) if b < x < L − b

P⋅ e2
⋅ ( L − x) + 3⋅ b − 3 ⋅ b ⋅ L +
P⋅ e⋅ ( L − x) 2 2
return ⋅ x⋅ ( x − L) if L − b ≤ x
6 ⋅ E⋅ I⋅ b 2 ⋅ E⋅ I

 ∆S := Straight∆ fpeP1⋅ Ns⋅ Ap , −es , Eci , Ig , SE − P2 , L

( )
i i

 ∆T := Straight∆ fpeT1⋅ Nt⋅ Ap , −etemp , Eci , Ig, SE − P2 , L

( )
i i

 ∆TR := −Straight∆ fpeT1 + ∆fpLTH ⋅ Nt⋅ Ap , −etemp , Ec , Ig , SE − P2 , L

( )
i  i 
 ∆H := Harp∆ fpeP1⋅ Nh ⋅ Ap , −EC , −EC , E , I , SE − P2 , L , xh − P2
rs L , 1 ci g
i
 rm , 1 i


WSDOT Bridge Design Manual  M 23-50.20 Page 5-303

September 2020
Chapter 5 Concrete Structures

   
       
       
       
       
       
       
       
∆S =   ⋅ in ∆T =   ⋅ in ∆TR =   ⋅ in ∆H =   ⋅ in
       
       
       
       
       
       
       
       

11.2 Deflections due to Dead Loads








∆POINT( P , a , x , L , E , I) := return 0 if x < 0in ∨ x > L
return 0 if a < 0in ∨ a > L

⋅ L − ( L − a) − x  if x < a
P⋅ ( L − a) ⋅ x 2 2 2
return
6 ⋅ E⋅ I⋅ L
2 2
P⋅ a ⋅ ( L − a)
return if x = a
3 ⋅ E⋅ I⋅ L

⋅ L − a − ( L − x)
P⋅ a⋅ ( L − x) 2 2 2
return  otherwise
6 ⋅ E⋅ I⋅ L








Page 5-304 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

∆UNIFORM ( w , x , L , E , I) := 0 if x < 0in ∨ x > L

w⋅ x 3 2 3
24⋅ E⋅ I
(
⋅ L − 2 ⋅ L⋅ x + x ) otherwise

 ∆G := −∆UNIFORM wg , SE − P2 , L , Eci , Ig

( )
i i

 ∆SL := −∆UNIFORM wpu + ws , SE − P2 , L , Ec , Ig

( )
i i

 ∆BAR := −∆UNIFORM wb , SE − P2 , L , Ec , Ic

( )
i i

 ∆DIA := for i ∈ rsL .. rsR

a ← 0ft
∆ ← 0in
i
for j ∈ 1 .. n dia

a ← a + DiaSpacing
∆ ← ∆ − ∆POINT DiaWt , a , SE − P2 , L , Ec , Ig
( )
i i i
∆ ← 0in
rows( SE)
∆

   
       
       
       
       
       
       
       
∆G =   ⋅ in ∆SL =   ⋅ in ∆BAR =   ⋅ in ∆DIA =   ⋅ in
       
       
       
       
       
       
       
       

11.3 Deflections Due to Creep 





WSDOT Bridge Design Manual  M 23-50.20 Page 5-305

September 2020
Chapter 5 Concrete Structures


 VSr 
 ks := max 1.45 − 0.13⋅ , 1.0 = 1.035
 in 
khc := 1.56 − 0.008⋅   = 0.960
H

%  
5
 kf ( f ) :=
f
1+
ksi
t
day
 ktd( t , f ) :=
61 − 4 ⋅  
f t
 + day
 ksi 
− 0.118
 ti 
 ψcr( t , ti , f ) := 1.9⋅ ks⋅ khc⋅ kf ( f ) ⋅ ktd( t , f ) ⋅  
 day 
 

 

   
   
   





 ψ10.7 := ψcr 10day, 7day, f'ci = 0.215

( )
ψ40.7 := ψcr 40day, 7day, f'ci = 0.497
( )
ψ30.10 := ψcr 30day, 10day, f'c = 0.399
( )
 ψ90.7 := ψcr 90day, 7day, f'ci = 0.657
( )
ψ120.7 := ψcr 120day, 7day, f'ci = 0.702
( )
ψ30.90 := ψcr( 30day, 90day, f'c) = 0.308



∆CR1min := ψ10.7⋅ ∆S + ∆H + ∆T + ∆G
( )
i i i i i



∆CR1max := ψ90.7⋅ ∆S + ∆H + ∆T + ∆G
( )
i i i i i



Page 5-306 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5



∆CR2min := ψ40.7 − ψ10.7 ⋅ ∆S + ∆H + ∆T + ∆G + ψ30.10⋅ ∆DIA + ∆TR
( )( ) ( )
i i i i i i i



∆CR2max := ψ120.7 − ψ90.7 ⋅ ∆S + ∆H + ∆T + ∆G + ψ30.90⋅ ∆DIA + ∆TR
( )( ) ( )
i i i i i i i

   
       
       
       
       
       
       
       
∆CR1min =   ⋅ in ∆CR1max =   ⋅ in ∆CR2min =   ⋅ in∆CR2max =   ⋅ in
       
       
       
       
       
       
       
       

11.4 "D" and "C" Dimensions


D40 := ∆S + ∆T + ∆H + ∆G + ∆CR1min + ∆TR + ∆DIA + ∆CR2min
i i i i i i i i i

D120 := ∆S + ∆T + ∆H + ∆G + ∆CR1max + ∆TR + ∆DIA + ∆CR2max
i i i i i i i i i

C := − ∆SL + ∆BAR
( )
i i i

 ∆EXCESS120 := D120 − C

i i i

   
       
       
       
       

WSDOT Bridge Design Manual  M 23-50.20 Page 5-307

September 2020
Chapter 5 Concrete Structures

       

       
       
       
D40 =   ⋅ in D120 =   ⋅ in C=   ⋅ in ∆EXCESS120 =   ⋅ in
       
       
       
       
       
       
       
       

 0.5⋅ D40 = 1.067⋅ in 

rm

 D120 = 2.282⋅ in 

rm

 C = 1.375⋅ in 

rm

 chk := if  ∆EXCESS120 ≤ AEx , "OK" , "NG"  = "OK"


11 , 1  rm 


11.5 Deflections Due to Live Load 


 









L
 ∆[Link] := = 1.950⋅ in 
800


 [Link] := ( BW + 2 ⋅ cw) ⋅ n = 311.51⋅ in
3 4
 Islab2 := b [Link]⋅ ts ÷ 12 = 8904.1⋅ in
2
 Aslab2 := [Link]⋅ t s = 2180.6⋅ in

 Ybs = 77.500⋅ in

Page 5-308 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

Aslab2⋅ Ybs + Nb ⋅ Ag⋅ Ybg

 Yb2 := = 47.48⋅ in
Aslab2 + Nb ⋅ Ag

 Yt2 := d g − Yb2 = 26.52⋅ in

 Yts2 := ts + Yt2 = 33.52⋅ in

2 4
 Islabc2 := Aslab2⋅ Yts2 − 0.5ts
( ) + Islab2 = 1974622⋅ in
2 4
 Igc2 := Nb ⋅ Ag⋅ Yb2 − Ybg
( ) + Nb ⋅ Ig = 5179723⋅ in
4
 Ic2 := Islabc2 + Igc2 = 7154345⋅ in



 


 8kip 
HL93Truck∆( x , L) := Axles ←  32kip 
 
 32kip 
 0ft 
Locations ← −14ft 

 
 −28ft 
rows ← rows( Locations )
Loc ← Locations
Deflection ← 0in
while Loc ≤L
rows
for i ∈ 1 .. rows
∆ ← ∆POINT Axles , Loc , x, L , Ec , Ic2
( )
i i i
Loc ← Loc + 0.01ft
i i

Deflection ← max ∆ , Deflection


 
Loc ← Locations
x←L−x
while Loc ≤L
rows
for i ∈ 1 .. rows
∆ ← ∆POINT Axles , Loc , x, L , Ec , Ic2
( )
i i i
Loc ← Loc + 0.01ft
i i

Deflection ← max

∆ , Deflection
Deflection

WSDOT Bridge Design Manual  M 23-50.20 Page 5-309

September 2020
Chapter 5 Concrete Structures

Deflection

 ∆TRUCK := HL93Truck∆ SE − P2 , L ( )

i i


 ∆LANE := ∆UNIFORM wlane , SE − P2 , L , Ec , Ic2

( )
i i


 

∆SUPER := NL⋅ mp⋅ max∆TRUCK ⋅ ( 1 + IM) , 0.25⋅ ∆TRUCK ⋅ ( 1 + IM) + ∆LANE 

i  i i i

  
     
     
     
     
     
     
     
∆TRUCK =   ⋅ in ∆LANE =   ⋅ in ∆SUPER =   ⋅ in
     
     
     
     
     
     
     
     

 chk := if max( ∆SUPER) < ∆[Link] , "OK" , "NG" = "OK"

( )
11 , 2

Page 5-310 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

12. Lifting, Shipping, and General Stability 

12.1 Lifting Stresses


 

 M Lift := M cant wg , L1 , L1 , GL − 2L1 , SE

( )
i i

M Lift
i
 STLift := −
i Stg
M Lift
i
 SBLift :=
i Sbg

  
     
     
     
     
     
     
     
M Lift =   ⋅ kip ⋅ ft STLift =   ⋅ ksi SBLift =   ⋅ ksi
     
     
     
     
     
     
     
     



 [Link] := fpj + ∆fpR0 + ∆fpES = 187.5⋅ ksi

 [Link] := fpj + ∆fpR0 + ∆fpEST = 193.8⋅ ksi

 
 
  

WSDOT Bridge Design Manual  M 23-50.20 Page 5-311

September 2020
Chapter 5 Concrete Structures

PSLift := for i ∈ 1 .. rows( SE)   

Pp ← [Link]⋅ TRAN ⋅ Aps   
i
  
Pt ← [Link]⋅ TRAN ⋅ Atemp
i   
 Pp Pp⋅ ECi , 2 Pt Pt⋅ etemp    
PS ← − − + −
i, 1  Ag Stg Ag Stg 
   
  
 Pp Pp ⋅ ECi , 2 Pt Pt⋅ etemp 
PS ← − + + + PSLift =    ⋅ ksi
i, 2  Ag Sbg Ag Sbg 
   
PS   
  
  
  
  
  
  

  

  
  
STRESSLift := for i ∈ 1 .. rows( SE)   
STR ← PS Lift + STLift   
i, 1 i, 1 i
  
STR ← PS Lift + SBLift
i, 2 i, 2 i   
STR   
  
  
STRESSLift =    ⋅ ksi
  
  
  
  
  
  
  
  

 [Link] = −4.875⋅ ksi

 [Link] = 0.520⋅ ksi

 chk := if min STRESSLift ≥ [Link] , "OK" , "NG" = "OK"

( ( ) )
12 , 1

Page 5-312 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 chk := if max STRESSLift ≤ [Link] , "OK" , "NG" = "OK"

( ( ) )
12 , 2

12.2 Girder Stability During Lifting






 LLift := GL − 2L1 = 123.95 ft

 elift := 0.25in 

 
0.125in
 esweep := ⋅ GL = 0.837⋅ in 
 10ft⋅ 2 
2
 LLift  1
 FoL :=   − = 0.523
  GL  3
 ei := elift + esweep⋅ FoL = 0.688⋅ in



2 2
wg⋅ L1 ⋅ LLift
∆self := −∆UNIFORM wg , SE − L1 , LLift , Eci , Ig +
( ) = −1.377⋅ in
rm 16⋅ Eci⋅ Ig


∆ps := Straight∆ fpeP1⋅ Ns⋅ Ap , −es , Eci , Ig, SE , GL ...
( ) = 2.769⋅ in
rm
+ Straight∆ fpeT1⋅ Nt⋅ Ap , −etemp , Eci , Ig , SE , GL ...
( )
rm
+ Harp∆ fpeP1⋅ Nh ⋅ Ap , −EC
( , −EC , Eci , Ig , SE , GL , xh )
rm , 1 1, 1 rm

 yr := Ytg − ∆self + ∆ps ⋅ FoL = 37.612⋅ in

( )
ei
 θi := = 0.018⋅ rad
yr
wg
⋅  ⋅ LLift − L1 ⋅ LLift + 3 ⋅ L1 ⋅ LLift + ⋅ L1 
1 5 2 3 4 6 5
 zo :=
 12⋅ Eci⋅ Iy⋅ GL  10 5 
zo = 8.243⋅ in

 2Iy 2Iy 
 M lat := min frL − STRESSLift  ⋅ ,  frL − STRESSLift  ⋅ 
 i
 i , 1 b f  i , 2 b [Link]


WSDOT Bridge Design Manual  M 23-50.20 Page 5-313

September 2020
Chapter 5 Concrete Structures

 Mlatrl 
 θmax := return min 1
,
π
if SE ≤ SE
i  MLift rl 2  i rl1
 1 
 Mlati π 
return min ,  if SE < SE < SE
 MLift 2  rl1 i rl2
 i 
 Mlatrl 
return min 2
,  if SE ≥ SE
π
 MLift rl 2  i rl2
 2 
−1
 zo θi 
 FScr.l :=  + 
i  yr θmaxi 
 
  
     
     
     
     
     
     
     
M lat =   ⋅ kip⋅ ft θmax =   ⋅ rad FScr.l =  
     
     
     
     
     
     
     
     

 chk := if min FScr.l ≥ 1.0 , "OK" , "NG" = "OK"

( ( ) )
12 , 3


ei
 θ'max := = 0.1827⋅ rad
 2.5⋅ zo

 z'o := zo⋅ 1 + 2.5⋅ θ'max = 12.008⋅ in

( )
yr⋅ θ'max
 FSf := = 2.385
z'o ⋅ θ'max + ei

 FSf := max min FScr.l , FSf = 3.262

( ( ) )


Page 5-314 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5



 chk := if FSf ≥ 1.5 , "OK" , "NG" = "OK"
( )
12 , 4

12.3 Shipping Weight and Stresses



 Wg := wg⋅ GL = 141.7⋅ kip

 chk := if Wg ≤ 240kip , "OK" , "NG" = "OK"

( )
12 , 5



 LS := GL − LL − LT = 113.95 ft

 M Ship := M cant wg , LL , LT , LS , SE

( )
i i

M Ship
i
 STShip := −
i Stg
M Ship
i
 SBShip :=
i Sbg

  
     
     
     
     
     
     
     
M Ship =   ⋅ kip ⋅ ft STShip =   ⋅ ksi SBShip =   ⋅ ksi
     
     
     
     
     
     
     
     



 [Link] := fpj + ∆fpR0 + ∆fpES + ∆fpLTH = 182.2⋅ ksi

WSDOT Bridge Design Manual  M 23-50.20 Page 5-315

September 2020
Chapter 5 Concrete Structures

 [Link] := fpj + ∆fpR0 + ∆fpEST + ∆fpLTH = 188.5⋅ ksi

 
 
  
PSShip := for i ∈ 1 .. rows( SE)   
Pp ← [Link]⋅ TRAN ⋅ Aps   
i
  
Pt ← [Link] ⋅ TRAN ⋅ Atemp
i   
 Pp Pp⋅ EC Pt Pt ⋅ etemp    
← − 
i, 2
PS − + −
i, 1  Ag Stg Ag 
Stg   
  
 Pp Pp ⋅ ECi , 2 Pt Pt⋅ etemp 
PS ← − + + +  PSShip =    ⋅ ksi
i, 2  Ag Sbg Ag Sbg 
   
PS   
  
  
  
  
  
  







 IMSH := 20% 



Page 5-316 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

STRESSShip1 := for i ∈ 1 .. rows( SE)

STR ← PS Ship + STShip ⋅ 1 − IMSH
( )
i, 1 i, 1 i
STR ← PS Ship + STShip
i, 2 i, 1 i
STR ← PS Ship + STShip ⋅ 1 + IMSH
( )
i, 3 i, 1 i
STR ← PS Ship + SBShip ⋅ ( 1 − IMSH)
i, 4 i, 2 i
STR ← PS Ship + SBShip
i, 5 i, 2 i
STR ← PS Ship + SBShip ⋅ 1 + IMSH
( )
i, 6 i, 2 i
STR
     
     
   
     
      
      
      
      
      
      
      
STRESSShip1 =        ⋅ ksi
      
      
      
      
      
      
      
      

 [Link] = −5.525⋅ ksi

 [Link] = 0.554⋅ ksi

 chk := if min STRESSShip1 ≥ [Link] , "OK" , "NG" = "OK"

( ( ) )
12 , 6

 chk := if ( max( STRESSShip1 ) ≤ [Link] , "OK" , "NG" ) = "OK"

12 , 7

 

WSDOT Bridge Design Manual  M 23-50.20 Page 5-317

September 2020
Chapter 5 Concrete Structures







 se := 6%

 α := atan( se) = 0.0599⋅ rad

α = 3.434⋅ deg
 kip⋅ in kip⋅ in  Wg   kip ⋅ in
 Kθ := max 28000 , 4000 ⋅ ceil   = 32000⋅
 rad rad  18kip   rad

  Kθ
r := = 225.77⋅ in
 Wg

 eship := 1in 

 
0.125in
 [Link] := ⋅ GL = 1.674⋅ in 
 10ft 
2
 LS  1
 FoLship :=   − = 0.390
  GL  3
 [Link] := eship + [Link]⋅ FoLship = 1.654⋅ in

 hr := 24in
72in
 zmax := = 36.0⋅ in
 2

 y := Ybg + 72in − h r ⋅ 1.02 = 85.333⋅ in

( )





 −6 ⋅ LL 6 ⋅ LT 
5 5 5
wg 4 2 3 2 2 3 2
LS 4
[Link] := − ⋅ − 2LL ⋅ LS + LL ⋅ LS − 2 ⋅ LL ⋅ LS⋅ LT + LS ⋅ LT − − 2 ⋅ LS⋅ LT − 
24⋅ Ec⋅ Iy⋅ GL  5 5 5 

[Link] = 4.779⋅ in
α⋅ r + [Link]
 θeq := = 0.1119⋅ rad
r − y − [Link]

 M latINCL := M Ship ⋅ θeq

 i i

Page 5-318 WSDOT Bridge Design Manual  M 23-50.20

September 2020
Concrete Structures Chapter 5

 STRESSShip2 := for i ∈ 1 .. rows( SE)


bf
 STR ← PS Ship + STShip − M latINCL ⋅
 i, 1 i, 1 i i 2Iy

bf
STR ← PS Ship + STShip + M latINCL ⋅
i, 2 i, 1 i i 2Iy

b [Link]
STR ← PS Ship + SBShip − M latINCL ⋅
i, 3 i, 2 i i 2Iy

b [Link]
STR ← PS Ship + SBShip + M latINCL ⋅
i, 4 i, 2 i i 2Iy

STR
   
   
   
   
    
      
      
      
      
      
      
      
M latINCL =   ⋅ kip⋅ ft STRESSShip2 =      ⋅ ksi
      
      
      
      
      
      
      
      

 [Link] = −5.525⋅ ksi

 [Link] = 0.700⋅ ksi

 chk := if min STRESSShip2 ≥ [Link] , "OK" , "NG" = "OK"

( ( ) )
12 , 8

 chk := if ( max( STRESSShip2 ) ≤ [Link] , "OK" , "NG" ) = "OK"

12 , 9

WSDOT Bridge Design Manual  M 23-50.20 Page 5-319

September 2020
Chapter 5 Concrete Structures

12.4 Girder Stability During Shipping

 2Iy 2Iy 
 M latSh := min fr − STRESSShip1  ⋅ ,  fr − STRESSShip1  ⋅ 
 i
 i , 2 b f  i , 5 b [Link]


 MlatShrb 
 θmaxSh := return min L π
, if SE ≤ SE
i  MShiprb 2 i rbL
 L 
 MlatShi π 
return min ,  if SE < SE < SE
 MShip 2  rbL i rbR
 i 
 MlatShrb 
return min R π
, if SE ≥ SE
 MShiprb 2 i rbR
 R 
r⋅  θmaxSh − α
 FScr.2 :=
 i 
i [Link]⋅ θmaxSh + [Link] + y⋅ θmaxSh
i i
  
     
     
     
     
     
     
     
M latSh =   ⋅ kip ⋅ ft θmaxSh =   ⋅ rad FScr.2 =  
     
     
     
     
     
     
     
     

 chk := if min FScr.2 ≥ 1.0 , "OK" , "NG" = "OK"

( ( ) )
12 , 10

zmax − h r⋅ α
 θ'maxS := + α = 0.2130⋅ rad
 r

 z'oS := [Link]⋅ 1 + 2.5⋅ θ'maxS = 7.325⋅ in

( )

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Concrete Structures Chapter 5

r⋅ θ'maxS − α
( )
 FSfS := = 1.616
z'oS⋅ θ'maxS + [Link] + y⋅ θ'maxS

 chk := if FSfS ≥ 1.5 , "OK" , "NG" = "OK"

( )
12 , 11

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Chapter 5 Concrete Structures

13. Check Results 



          
           
           
           
           
           
chk =            
           
           
           
           
           
           

 NumberNG := for i ∈ 1 .. rows( chk) = 0.0

for j ∈ 1 .. cols( chk)
Num ← Num + 1 if chk = "NG"
i, j
Num

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Concrete Structures Chapter 5

Appendix 5-B6 Vacant

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Appendix 5-B7 Precast Concrete Stay-in-place (SIP)

Deck Panel
Precast Concrete Stay-In-Place (SIP) Deck Panel
Design Criteria
Loading: HL-93

Concrete:
SIP Panel, f'ci := 4.0⋅ ksi
f'c := 5.0⋅ ksi (f'ci + 1 ksi)

CIP slab, f'cs := 4 ⋅ ksi

Reinforcing Steel: (§5.4.3)

AASHTO M-31, Grade 60, fy := 60⋅ ksi Es := 29000⋅ ksi

Prestressing Steel:
AASHTO M-203, uncoated 7 wire, low-relaxation strands (§[Link])
2
Nominal strand diameter, db := 0.375⋅ in Ap := 0.085⋅ in
(Trends now are toward the use of 3/8 in. diameter strand, per PCI J., 33(2), pp.67-109)

fpu := 270⋅ ksi

fpy := 0.90⋅ fpu fpy = 243 ksi

fpe := 0.80⋅ fpy fpe = 194.4 ksi @ service limit state after all losses
(LRFD Table 5.9.3-1)
Ep := 28500⋅ ksi

Design Method: LRFD

Mechanical shear ties on the top of panels are not required per PCI, special report, PCI J., 32(2), pp.
26-45.

Structure
Design span L := 89.07⋅ ft
Roadway width BW := 53.0⋅ ft barrier face to barrier face
Girder spacing S := 6.75⋅ ft
Skew angle θ := 14.65⋅ deg
no. of girder Nb := 8
curb width on deck, cw := 10.5⋅ in

BW − ( Nb − 1 ) ⋅ S
Deck overhang (CL. of exterior overhang := + cw overhang = 3.75 ft
girder to end of deck) 2

slab design thickness ts1 := 8.0⋅ in

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Concrete Structures Chapter 5

for D.L. calculation ts2 := 8.5⋅ in

Panel dimensions : Wsip := 8.0⋅ ft Lsip := 6.34⋅ ft tsip := 3.5⋅ in

CIP composite slab: tcs1 := ts1 − tsip tcs1 = 4.5 in (used for structural design)

tcs2 := ts2 − tsip tcs2 = 5 in (actual thickness)

wc := 0.160⋅ kcf
kip
Future overlay (2" HMA), wdw := 0.140kcf ⋅ 2 in wdw = 0.023
2
ft

Minimum Depth and Cover (§9.7.1)

Min. Depth if ( ts2 ≥ 7.0⋅ in , "OK" , "NG" ) = "OK"

Min. SIP thickness if ( 0.55⋅ ts2 > tsip ≥ 3.5⋅ in , "OK" , "NG" ) = "OK"

top cover for epoxy-coated main reinforcing steel = 1.5 in. (up to #11 bar)
= 2.0 in. (#14 & #18 bars) (§5.12.4 & Table 5.12.3-1)
bottom concrete cover (unprotected main reinforcing) = 1 in. (up to #11 bar)
= 2 in. (#14 & #18 bars)
sacrificial thickness = 0.5 in. (§[Link])
Optional deflection criteria for span-to-depth ratio (LRFD Table [Link].3-1)
Min. Depth (continuous span) where S = 6.75 ft (slab span length):

   S + 10⋅ ft      S + 10⋅ ft  
if max  30   ≤ t , "OK" , "NG" = "OK" max 
 30   = 6.7 in
    s1   
  0.54 ⋅ ft     0.54⋅ ft  
Skew Deck (§[Link])

θ ≤ 25⋅ deg = 1 it true, the primary reinforcement may be placed in the direction of the skew;
otherwise, it shall be placed perpendicular to the main supporting components.
Loads The precast SIP panels support their own weight, any construction loads, and the weight of the
CIP slabs. For superimposed dead and live loads, the precast panels are analyzed assuming that
they act compositely with the CIP concrete.

Dead load per foot

kip
SIP panel wsip := tsip⋅ wc wsip = 0.047
2
ft
kip
CIP slab wcs := tcs2 ⋅ wc wcs = 0.067
2
ft

kip
Weight of one traffic barrier is tb := 0.52⋅
ft

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Chapter 5 Concrete Structures

kip
Weight of one sidewalk is tside := 0.52⋅
ft

Wearing surface &

construction loads

kip
future wearing surface wdw = 0.023
2
ft
kip
construction load wcon := 0.050⋅ (§[Link])
(applied to deck panel only) ft

Note that load factor for construction load is 1.5 (§3.4.2).

Live loads
(§[Link].3, not for empirical design method) Where deck is designed using the approximate strip
method, specified in §[Link], the live load shall be taken as the wheel load of the 32.0 kip axle of the
design truck, without lane load, where the strips are transverse.

if ( S ≤ 15⋅ ft , "OK" , "NG" ) = "OK" (§[Link].3)

Multiple presence factor: M1 := 1.2 M2 := 1.0 (§[Link].1.2)

Dynamic Load Allowance (impact) IM := 0.33 (§[Link])

Maximum factored moments per unit width based on Table A4-1: for S = 6.75 ft
(include the effect of multiple presence factors and the dynamic load allowance)

applicability if [ min( ( 0.625⋅ S 6 ⋅ ft ) ) ≥ overhang − cw , "OK" , "NG" ] = "OK"

if ( Nb ≥ 3 , "OK" , "NG" ) = "OK"

kip⋅ ft
M LLp := 5.10⋅
ft

(§[Link].4) For deck overhang design with a cantilever, not exceeding 6.0 ft from the
centerline of the exterior girder to the face of a continuous concrete railing, the wheel loads
may be replaced with a uniformly distributed line load of 1.0 KLF intensity, located 1 ft from
the face of the railing.
if ( overhang − cw ≤ 6⋅ ft , "OK" , "NG" ) = "OK"

Load combination
Where traditional design based on flexure is used, the requirements for strength and service
limit states shall be satisfied.
Extreme event limit state shall apply for the force effect transmitted from the bridge railing to
bridge deck (§13.6.2).
Fatigue need not be investigated for concrete deck slabs in multi-girder applications (§[Link]).

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Concrete Structures Chapter 5

Strength Limit States

Load Modifier
η D := 1.00 for conventional design (§1.3.3)

η R := 1.00 for conventional level of redundancy (§1.3.4)

η I := 1.00 for typical bridges (§1.3.5)

  η D⋅ η R⋅ η I  
η := max   η =1 (§1.3.2)
  0.95  
Strength I load combination - normal vehicular load without wind (§3.4.1)

Load factors (LRFD Table 3.4.1-1&2):

γ dc := 1.25 for component and attachments

γ dw := 1.50 for DW

γ L := 1.75 for LL

Section Properties

Non-composite section per foot

2
Asip := tsip⋅ 12⋅ in Asip = 42 in

3
12⋅ in⋅ tsip 4
Isip := Isip = 42.875 in
12
tsip
Ybp := Ybp = 1.75 in
2
Isip Isip
Ytp := tsip − Ybp Stp := Sbp :=
Ytp Ybp

3 3
Ytp = 1.75 in Stp = 24.5 in Sbp = 24.5 in

1.5
 wc  f'c
Ec := 33000⋅   ⋅ ⋅ ksi Ec = 4722.6 ksi (§[Link])
 kcf  ksi

1.5
 wc  f'ci
Eci := 33000⋅   ⋅ ⋅ ksi Eci = 4224.0 ksi
 kcf  ksi

Composite Section Properties (§[Link])

1.5
 wc  f' cs
Ecs := 33000⋅   ⋅ ⋅ ksi Ecs = 4224.0 ksi (§[Link])
 kcf  ksi

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Chapter 5 Concrete Structures

f'c
modular ratio, n := n = 1.118
f'cs

b := 12⋅ in
b tcs1
Aslab := ⋅ tcs1 Ybs := tsip + AYbs := Aslab⋅ Ybs
n 2
Area Yb A⋅ Yb

2 3
CIP slab Aslab = 48.3 in Ybs = 5.75 in Aslab⋅ Ybs = 277.7 in

2 3
SIP panel Asip = 42 in Ybp = 1.75 in Asip⋅ Ybp = 73.5 in

Aslab⋅ Ybs + Asip⋅ Ybp

Yb := Yb = 3.89 in @ bottom of panel
Aslab + Asip

Yt := tsip − Yb Yt = −0.39 in @ top of panel

Yts := tsip + tcs1 − Yb Yts = 4.11 in @ top of slab

 b ⋅t 3
   cs1
tcs1 
2
Islabc := Aslab⋅  Yts −
n 4
 + Islabc = 248.7 in
 2  12

2 4
Ipc := Asip⋅ ( Yb − Ybp) + Isip Ipc = 235.1 in

4
Ic := Islabc + Ipc Ic = 483.8 in

Section modulous of the composite section

Ic 3
Sb := Sb = 124.4 in @ bottom of panel
Yb
Ic 3
St := St = 1242.1 in @ top of panel
Yt

Ic 3
Sts := n ⋅ Sts = 131.6 in @ top of slab
Yts

Required Prestress
Assume the span length conservatively as the panel length, Lsip = 6.34 ft
2
wsip⋅ Lsip ft⋅ kip
M sip := M sip = 0.234
8 ft
2
wcs⋅ Lsip ft⋅ kip
M cip := M cip = 0.335
8 ft

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Concrete Structures Chapter 5

For the superimposed dead and live loads, the force effects should be calculated based on analyzing the strip as a
continuous beam supported by infinitely rigid supports (§[Link].6)
ft⋅ kip
M DW := 0.10⋅
ft

kip⋅ ft
M b := 0.19⋅ (see Strudl s-dl output)
ft

(Msip + Mcip) ft (MDW + Mb + MLLp)⋅ ft

fb := + fb = 0.799 ksi
Sbp Sb

Tensile Stress Limits

f'c
0.190⋅ ⋅ ksi = 0.42 ksi (§[Link].2)
ksi

0⋅ ksi WSDOT design practice

Required precompression stress at bottom fiber,

fcreq := fb − 0⋅ ksi fcreq = 0.799 ksi

If P se is the total effective prestress force after all losses, and the center of gravity of stands is concentric with the
center of gravity of the SIP panel:

Pse := fcreq⋅ Wsip⋅ tsip Pse = 268.43 kip per panel

Assume stress at transfer,

fpi := 0.75⋅ fpu fpi = 202.5 ksi (LRFD Table 5.9.3-1)

Assume 15% final losses, the final effective prestress,

pse := fpi⋅ ( 1 − 0.15) pse = 172.12 ksi

Pse
The required number of strands, Nreq := Nreq = 18.35 Np := ceil( Nreq)
p se⋅ Ap

Try Np := 19

Prestress Losses
Loss of Prestress (§5.9.5)

∆f pT = ∆f pES + ∆fpLT

where, ∆fpLT = long-term prestress loss due to creep of concrete, shrinkage of concrete, and relaxation of
steel.

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Chapter 5 Concrete Structures

steel relaxation at transfer (Office Practice)

Curing time for concrete to attain f'ci is approximately 12 hours: set t := 0.75 day

fpj := 0.75⋅ fpu fpj = 202.5 ksi immediately prior to transfer+steel relax.
(LRFD Table 5.9.3-1)
log( 24.0⋅ t)  fpj 
∆fpR0 := ⋅ − 0.55 ⋅ fpj
40.0  fpy 

∆fpR0 = 1.80 ksi

2
Given: Ap = 0.085 in

straight strands Np = 19 jacking force, fpj⋅ Np⋅ Ap = 327.04 kip

(note: these forces include initial prestress relaxation

loss, see §C5.9.5.4.4b)

2
Aps := Ap⋅ Np Aps = 1.615 in per panel
ft 2
Apsip := Aps⋅ Apsip = 0.202 in per ft
Wsip

c.g. of all strands to c.g. of girder, ep := 0 ⋅ in

Elastic Shortening, ∆fpES (§[Link].3a)

fcgp: concrete stress at c.g. of prestressing tendons due to the prestressing force
immediately after transfer and the self-weight of the member at the sections of
maximum moment.
Guess values: psi := 194.4⋅ ksi prestress tendon stress at transfer (LRFD Table 5.9.3-1)

E −( p si⋅ Apsip)
Given (fpj − ∆fpR0 − psi)⋅ Eci = − Asip (note: used only when ep = 0 in)
p

psi := Find( p si) psi = 194.4 ksi

−psi⋅ ( Apsip)
fcgp := fcgp = −0.93 ksi
Asip

∆fpES := fpj − ∆fpR0 − p si ∆fpES = 6.3 ksi

Approximate Estimate of Time Dependent Losses (§[Link])

Criteria: Normal-weight concrete

Concrete is either steam or moist cured
Prestressing is by low relaxation strands
Are sited in average exposure condition and temperatures

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Concrete Structures Chapter 5

H := 75 the average annual ambient relative humidity (%)

γ h := 1.7 − 0.01H γ h = 0.95

5
γ st := γ st = 1
f'ci
1+
ksi

∆fpR := 2.5ksi an estimate of relaxation loss for low relaxation strand

Then,

fpi⋅ Apsip
∆fpLT := 10.0 ⋅ γ h⋅ γ st + ( 12.0ksi)γ h⋅ γ st + ∆fpR ∆fpLT = 23.1 ksi
Asip

Total loss ∆fpT,

∆fpT := ∆fpR0 + ∆fpLT + ∆fpES ∆fpT = 31.25 ksi

fpe := fpj − ∆fpT fpe = 171.25 ksi

if ( fpe ≤ 0.80⋅ fpy , "OK" , "NG" ) = "OK" (LRFD Table 5.9.3-1)

Np⋅ Ap⋅ fpe kip

Pe := Pe = 34.57 per foot
Wsip ft

Stresses in the SIP Panel at Transfer

Stress Limits for Concrete

Compression: −0.60⋅ f'ci = −2.4 ksi

Tension: Allowable tension with bonded reinforcement which is sufficient to resist 120% of the tension
force in the cracked concrete computed on the basis of an uncracked section (§[Link].2).

f'ci
0.24⋅ ⋅ ksi = 0.48 ksi
ksi

or w/o bonded reinforcement,

 f'ci 
min  0.0948⋅
ksi
⋅ ksi  
= 0.19 ksi (Controls)
 
  0.200⋅ ksi  

Because the strand group is concentric with the precast concrete panel, the midspan section is the
critical section that should be checked.

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Chapter 5 Concrete Structures

Stress at Midspan
Effective stress after transfer,

Np⋅ Ap⋅ p si kip

Psi := Psi = 39.244
Wsip ft

Moment due to weight of the panel,

kip⋅ ft
M sip = 0.234
ft

At top of the SIP panel,

 Msip⋅ ft Psi⋅ ft 
− S −  = −1.05 ksi < allowable −0.60⋅ f'ci = −2.4 ksi OK
 tp Asip 

At bottom of the SIP panel,

 Msip⋅ ft Psi⋅ ft 
 S −  = −0.82 ksi < allowable −0.60⋅ f'ci = −2.4 ksi OK
 bp Asip 

Stresses in SIP Panel at Time of Casting Topping Slab

The total prestress after all losses,

kip
Pe = 34.57
ft

Stress Limits for Concrete

Flexural stresses due to unfactored construction loads shall not exceed 65% of the 28-day compressive
strength for concrete in compression or the modulus of rupture in tension for prestressed concrete form
panels (§[Link]).
The construction load shall be taken to be less than the weight of the form and the concrete slab plus 0.050 KSF.

For load combination Service I:

Compression: −0.65⋅ f'c = −3.25 ksi

Tension: Modulous of rupture,

f'c
fr := 0.24⋅ ⋅ ksi fr = 0.54 ksi
ksi

Stresses at Midspan after all Non-Composite Loads

ft⋅ kip
M sip = 0.23
ft

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Concrete Structures Chapter 5

ft⋅ kip
M cip = 0.33
ft
2
kip Lsip ft⋅ kip
M const := 0.050⋅ M const = 0.25
2 8 ft
ft

At top of the SIP panel,

 ( Msip + Mcip + Mconst) ⋅ ft Pe⋅ ft

− −  = −1.23 ksi < allowable −0.65⋅ f'c = −3.25 ksi OK
 Stp Asip 

At bottom of the SIP panel,

 ( Msip + Mcip + Mconst) ⋅ ft Pe⋅ ft

 −  = −0.42 ksi < allowable −0.65⋅ f'c = −3.25 ksi OK
 Sbp Asip 

Elastic Deformation (§[Link])

Deformation due to

5 ( Msip + Mcip)⋅ ft⋅ Lsip2

∆ := ⋅ ∆ = 0.02 in
48 Ec⋅ Isip

   Lsip  
if ∆ ≤ min  0.25⋅ in   if Lsip ≤ 10⋅ ft , "OK" , "NG" = "OK"
   180  
   sip
L  
 min  0.75⋅ in   otherwise 
   240  

Stresses in SIP Panel at Service Loads

Compression:
• Stresses due to permanent loads

−0.45⋅ f'c = −2.25 ksi for SIP panel

−0.45⋅ f'cs = −1.8 ksi for CIP panel

• Stresses due to permanent and transient loads

−0.60⋅ f'c = −3 ksi for SIP panel

−0.60⋅ f'cs = −2.4 ksi for CIP panel

• Stresses due to live load + one-half of the permanent loads

−0.40⋅ f'c = −2 ksi for SIP panel

−0.40⋅ f'cs = −1.6 ksi for CIP panel

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Chapter 5 Concrete Structures

Tension:

f'c
0.0948⋅ ⋅ ksi = 0.21 ksi (§[Link].2)
ksi

0⋅ ksi WSDOT design practice

Service Load Stresses at Midspan

• Compressive stresses at top of CIP slab

Stresses due to permanent load + prestressing

(MDW + Mb)⋅ ft < allowable −0.45⋅ f'cs = −1.8 ksi OK

− = −0.026 ksi
Sts

Stresses due to permanent and transient loads,

(MDW + Mb + MLLp)⋅ ft < allowable OK

− = −0.49 ksi −0.60⋅ f'cs = −2.4 ksi
Sts

• Compressive stresses at top of the SIP panel

Stresses due to permanent load + prestressing

Pe⋅ ft ( Msip + Mcip)⋅ ft (MDW + Mb) ⋅ ft < allowable −0.45⋅ f'c = −2.25 ksi OK
− − − = −1.1 ksi
Asip Stp St

Stresses due to permanent and transient loads,

Pe⋅ ft ( Msip + Mcip)⋅ ft (MDW + Mb + MLLp)⋅ ft < allowable

− − − = −1.15 ksi −0.60⋅ f'c = −3 ksi OK
Asip Stp St

Stresses due to live load + one-half the sum of effective prestress and permanent loads,

 Pe⋅ ft  0.5⋅ ( Msip + Mcip) ⋅ ft ( 0.5⋅ MDW + 0.5⋅ Mb + MLLp) ⋅ ft

−0.5⋅  − − = −0.6 ksi
 Asip  Stp St

< allowable −0.40⋅ f'c = −2 ksi OK

• Tensile stresses at bottom of the SIP panel

Stresses due to permanent and transient loads,

Pe⋅ ft (Msip + Mcip)⋅ ft (MDW + Mb + MLLp)⋅ ft

− + + = −0.02 ksi
Asip Sbp Sb
f'c
< allowable 0.0948⋅ ⋅ ksi = 0.21 ksi OK
ksi
0⋅ ksi (BDM)

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Concrete Structures Chapter 5

Flexural Strength of Positive Moment Section

Resistance factors (§[Link].1)

φ f := 0.90 for flexure and tension of reinforced concrete

φ p := 1.00 for flexure and tension of prestressed concrete

φ v := 0.90 for shear and torsion

Ultimate Moment Required for Strength I

Dead load moment,

kip⋅ ft
M DC := M sip + M cip + M b M DC = 0.76
ft
Wearing surface load moment,
kip⋅ ft
M DW = 0.1
ft

Live load moment,

kip⋅ ft
M LLp = 5.1
ft
kip⋅ ft
(
M u := η ⋅ γ dc⋅ M DC + γ dw⋅ M DW + γ L⋅ M LLp ) M u = 10.02
ft
Flexural Resistance (§5.7.3)

Find stress in prestressing steel at nominal flexural resistance, fps (§[Link].1)

fpe = 171.249 ksi 0.5⋅ fpu = 135 ksi

if ( fpe ≥ 0.5⋅ fpu , "OK" , "NG" ) = "OK"

 fpy 
k := 2 ⋅  1.04 −  k = 0.28 (LRFD Eq. [Link].1-2)
 fpu 

2
As := 0⋅ in
2
A's := 0 ⋅ in (conservatively)
dp, distance from extreme compression fiber to the centroid of the prestressing tendons,
dp := ts1 − 0.5⋅ tsip dp = 6.25 in

Wsip = 96 in effective width of compression flange

  f'cs − 4.0⋅ ksi 

β 1 := if f'cs ≤ 4 ⋅ ksi , 0.85 , 0.85 − 0.05⋅   β 1 := β 1 if β 1 ≥ 0.65
  1.0⋅ ksi 
0.65 otherwise
β 1 = 0.85 (§[Link])

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Chapter 5 Concrete Structures

Assume rectangular section,

Aps⋅ fpu
c := c = 1.47 in
fpu
0.85⋅ f'cs⋅ β 1⋅ Wsip + k⋅ Aps⋅
dp

Stress in prestressing steel at nominal flexural resistance, fps (§[Link].1),

fps := fpu⋅  1 − k⋅ 
c
 fps = 252.24 ksi
 dp 

Check stress in prestressing steel according to available development length, ld

Available development length at midspan of the SIP panel,

ld := 0.5⋅ Lsip ld = 3.17 ft

rearranging LRFD eq. [Link]-1

ld 2
fpsld := ⋅ ksi + ⋅ fpe fpsld = 177.57 ksi (may be too conservative)
1.6⋅ d b 3

fps := min( ( fps fpsld ) ) fps = 177.57 ksi

Flexural Resistance (§[Link].2 & [Link].2),

2
a := β 1⋅ c a = 1.25 in Aps = 1.615 in per panel

M n := Aps⋅ fps⋅  d p −
a

 2

M n = 134.4 kip ⋅ ft

M r := φ p⋅ M n M r = 134.4 kip⋅ ft per panel

Mr kip ⋅ ft
M r := M r = 16.81 per ft
Wsip ft
kip⋅ ft
Mu ≤ Mr = 1 OK where M u = 10.02
ft
Limits of Reinforcement
Minimum Reinforcement (§[Link].2)

Compressive stress in concrete due to effective prestress force (after all losses) at midspan

Pe⋅ ft
fpeA := fpeA = 0.82 ksi (compression)
Asip

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Concrete Structures Chapter 5

Non-composite dead load moment at section, M dnc,

kip⋅ ft
M dnc := M cip + M sip M dnc = 0.57
ft

fr = 0.54 ksi use SIP panel

Sb  Sb  kip⋅ ft
M cr := ( fr + fpeA) ⋅ − M dnc⋅  − 1 1.2⋅ M cr = 14.13
ft  Sbp  ft

kip ⋅ ft
M r ≥ 1.2⋅ M cr = 1 OK where M r = 16.81
ft

Negative Moment Section Over Interior Beams

Deck shall be subdivided into strips perpendicular to the supporting components (§[Link].1).
Continuous beam with span length as center to center of supporting elements (§[Link].6).
Wheel load may be modeled as concentrated load or load based on tire contact area.
Strips should be analyzed by classical beam theory.

Spacing in secondary direction (spacing between diaphragms):

L
Ld := Ld = 89.07 ft
1.0

Spacing in primary direction (spacing between girders):

S = 6.75 ft

Ld Ld
Since ≥ 1.50 = 1 , where = 13.2 (§[Link].5)
S S
therefore, all the wheel load shall be applied to primary strip. Otherwise, the wheels shall
be distributed between intersecting strips based on the stiffness ratio of the strip to sum of
the strip stiffnesses of intersecting strips.

Critical Section
The design section for negative moments and shear forces may be taken as follows:

Prestressed girder - shall be at 1/3 of flange width < 15 in.

Steel girder - 1/4 of flange width from the centerline of support.
Concrete box beams - at the face of the web.

top flange width bf := 15.06⋅ in

Design critical section for negative moment and shear shall be at d c, (§[Link].6)

dc := min  ⋅ bf 15⋅ in  
1
dc = 5 in from CL of girder (may be too
 3  conservative, see training notes)

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Chapter 5 Concrete Structures

Maximum factored moments per unit width based on Table A4-1: for S = 6.75 ft
(include multiple presence factors and the dynamic load allowance)

applicability if [ min( ( 0.625⋅ S 6 ⋅ ft ) ) ≥ overhang − cw , "OK" , "NG" ] = "OK"

if ( Nb ≥ 3 , "OK" , "NG" ) = "OK"

kip⋅ ft
M LLn := 4.00⋅ (max. -M at d c from CL of girder)
ft

Dead load moment (STRUDL s-dl output)

kip ⋅ ft dc
M DCn := 0.18⋅ (dead load from deck overhang and sidl = 0.062
ft only, max. -M at dc at interior girder, S
conservative)
kip⋅ ft
M DWn := 0.10⋅
ft

Service negative moment

kip ⋅ ft
M sn := M DCn + M DWn + M LLn M sn = 4.28
ft

Factored negative moment

kip⋅ ft
(
M un := η ⋅ γ dc⋅ M DCn + γ dw⋅ M DWn + γ L⋅ M LLn ) M un = 7.38
ft

Design of Section

Normal flexural resistance of a rectangular section may be determined by using equations for
a flanged section in which case b w shall be taken as b (§[Link].3).

  f'cs − 4.0⋅ ksi 

β 1 := if f'cs ≤ 4 ⋅ ksi , 0.85 , 0.85 − 0.05⋅   β 1 := β 1 if β 1 ≥ 0.65
  1.0⋅ ksi 
0.65 otherwise

β 1 = 0.85 (§[Link]) conservatively use CIP slab concrete strength

assume bar # barn := 5

dia( bar) := 0.5⋅ in if bar = 4

0.625⋅ in if bar = 5
0.75⋅ in if bar = 6
0.875⋅ in if bar = 7
dia( bar n)
dn := ts2 − 2.5⋅ in − dn = 5.69 in
2

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Concrete Structures Chapter 5

0.85⋅ f'cs⋅ ft  2 2⋅ M un⋅ ft  2

As := ⋅  dn − dn −  As = 0.3 in per ft
fy  0.85⋅ φ f⋅ f'cs⋅ ft 

use (top-transverse) bar # barn = 5 sn := 9 ⋅ in

2
Ab( bar ) := 0.20⋅ in if bar = 4
2
0.31⋅ in if bar = 5
2
0.44⋅ in if bar = 6
2
0.60⋅ in if bar = 7

1 ⋅ ft 2
Asn := Ab( barn) ⋅ Asn = 0.41 in per ft
sn

Maximum Reinforcement (§[Link].1)

The max. amount of prestressed and non-prestressed reinforcement shall be such that

where de := d n

Asn⋅ fy
c := c = 0.72 in
0.85⋅ β 1⋅ f'cs⋅ 1 ⋅ ft

if  ≤ 0.42 , "OK" , "NG"  = "OK"

c c
= 0.126
 de  de

The section is not over-reinforced. Over-reinforced reinforced concrete sections shall

not be permitted.

Minimum Reinforcement (§[Link].2)

f'cs
frs := 0.24⋅ ⋅ ksi frs = 0.48 ksi use SIP panel concrete strength
ksi
Es
n := n = 6.866 n := max[ [ ceil( ( n − 0.495) ) 6 ] ]
Ecs

n=7 set n = 7 (round to nearest integer, §5.7.1, not less than 6)

2
( n − 1 )Asn = 2.48 in
2
Agc := ts2⋅ ft Agc = 102 in

ds := 2.5in + 0.625⋅ in + 0.5⋅ 0.75⋅ in c.g. of reinforcement to top of slab ds = 3.5 in

Agc⋅ 0.5⋅ t s2 + ( n − 1 ) ⋅ Asn⋅ d s

Yts := Yts = 4.23 in
Agc + ( n − 1) ⋅ Asn

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Chapter 5 Concrete Structures

3
ft⋅ ts2 2 2 4
Icg := + Agc⋅ ( 0.5⋅ ts2 − Yts) + ( n − 1)Asn⋅ ( Yts − d s) Icg = 615.49 in
12

frs⋅ Icg
M cr := M cr = 5.817 kip⋅ ft 1.2⋅ M cr = 6.98 kip⋅ ft
Yts

if ( M un⋅ ft ≥ 1.2⋅ M cr , "OK" , "NG" ) = "OK"

Crack Control (§[Link])

γ e := 0.75 for Class 2 exposure condition for deck (assumed)

dc := 2.0⋅ in + 0.5⋅ dia( barn) dc = 2.31 in

h := ts1 h = 8 in

dc
β s := 1 + β s = 1.581
0.7( h − d c)

kip ⋅ ft
M sn = 4.28
ft
Es
n := n = 6.866 n := ceil( ( n − 0.495) ) use slab concrete strength
Ecs

set n = 7 (round to nearest integer, §5.7.1)

Asn −3
ρ := ρ = 6.056 × 10
ft⋅ d n

k( ρ ) := (ρ ⋅ n)2 + 2⋅ ρ ⋅ n − ρ ⋅ n k( ρ ) = 0.252

k( ρ )
j( ρ ) := 1 − j( ρ ) = 0.916
3
M sn⋅ ft
fsa :=
Asn⋅ j( ρ ) ⋅ d n fsa = 23.85 ksi

 700⋅ γ e⋅ in  700⋅ γ e⋅ in
if  sn ≤ − 2 ⋅ dc , "OK" , "NG"  = "OK" where sn = 9 in − 2 ⋅ d c = 9.3 in
fsa fsa
 β s⋅  β s⋅
 ksi  ksi

Shrinkage and Temperature Reinforcement (§[Link])

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Concrete Structures Chapter 5

For components less than 48 in. thick,

where Ag := ts2⋅ 1 ⋅ ft

Ag⋅ ksi 2
Atem := 0.11⋅ Atem = 0.19 in per ft
fy

The spacing of this reinforcement shall not exceed 3 ⋅ ts1 = 24 in or 18 in.

1 ⋅ ft 2
top longitudinal - bar := 4 s := 12⋅ in As := Ab( bar ) ⋅ As = 0.2 in per ft OK
s

Distribution of Reinforcement (§[Link])

The effective span length Seff shall be taken as (§[Link]):

web thickness bw := 7 ⋅ in

top flange width bf = 15.06 in

bf − b w
Seff := S − bf + Seff = 5.83 ft
2

For primary reinforcement perpendicular to traffic:

percent := min  67  
220
 S  percent = 67
  eff 
  ft 
Bottom longitudinal reinforcement (convert to equivalent mild reinforcement area):
2
percent Aps fpy in
As := ⋅ ⋅ As = 0.55 per ft
100 Wsip fy ft

1 ⋅ ft 2
use bar # bar := 5 s := 6.0⋅ in As := Ab( bar ) ⋅ As = 0.62 in per ft OK
s

Maximum bar spacing (§[Link])

Unless otherwise specified, the spacing of the primary reinforcement in walls and slabs shall not
execeed 1.5 times the thickness of the member or 18 in.. The maximum spacing of temperature
shrinkage reinforcement shall be as specified in §5.10.8.
1.5⋅ ts1 = 12 in OK

Protective Coating (§5.12.4)

Epoxy coated reinforcement shall be used for slab top layer reinforcements except when the
slab is overlayed with HMA.

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Chapter 5 Concrete Structures

Appendix 5-B8 Vacant

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Appendix 5-B9 Vacant

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Chapter 5 Concrete Structures

Appendix 5-B10 Positive EQ Reinforcement at

Interior Pier of a Prestressed Girder

Design Specifications
AASHTO LRFD Bridge Design Specifications 8th Edition, 2017.
Design criteria based on the results of a research project conducted by the University of Washington
(WA-RD 867.1)

Extended Strands for Positive EQ Moment

Design Example:
2 span bridge with prestressed concrete girders. Piers 1 and 2 are expansion piers that are free to rotate.
Pier 2 is an integral pier with a dropped crossbeam. The girders are designed continuously for live load.

Given:
Dc = 6.00 ft column diameter
f'c = 4.00 ksi specified compressive strength of deck concrete, Class 4000D.
fpy = 243 ksi yield strength of prestressing steel
EI = 7.00x10 kip-in. flexural stiffness of one girder (including composite deck.)
6 2

GJ = 3.96x107 kip-in.2 torsional stiffness of the crossbeam cross-section (including diaphragm).

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Concrete Structures Chapter 5

S = 6.0 ft girder spacing

Lcb = 15.0 ft half the column spacing
L1 = 110 ft Span 1 length
L2 = 160 ft Span 2 length
h = 10.43 ft distance from top of column to C.G. of superstructure.
Lc = 25 ft column clear height
Aps = 0.217 in. 2
area of each extended strand
fpy = 243 ksi yield strength of prestressing steel
d = 60 in. distance from the top of bridge deck to C.G. of the extended strands
f = 1.0 flexural resistance factor (Extreme Limit State)
$#"
𝑀𝑀"# = 202,248 k-in. plastic overstrength moment at top of column
%&'(
𝑀𝑀"# = 203,556 k-in. plastic overstrength moment at base of column
MSIDL = 6,240 k-in. negative moment demand due to super imposed dead loads in each girder

Step 1: Determine total girder stiffness to crossbeam stiffness ratio:

,
𝐿𝐿* = -.0 . = 130.4 𝑓𝑓𝑓𝑓
../ 0.2/3
1

a = 3 (for girders in which far end is free to rotate)

NL = 15.0ft / 6.0ft = 2.5
a𝐸𝐸𝐸𝐸 2𝑁𝑁𝐿𝐿
𝜆𝜆𝐿𝐿=% = >? C (5.1.3-5)
𝐿𝐿𝑔𝑔 (𝐺𝐺𝐺𝐺⁄𝐿𝐿𝑐𝑐𝑐𝑐 )

N∗P.//Q./R STUVW ,∗,.[

= >M Z (N.\2Q./] = 0.552
.N/.XY$ STUVW⁄.[./Y$)

Step 2: Determine moment demand due to column plastic overstrength at the center of gravity of the
superstructure generated by a single column:
dcbefgh Z
$#" Mabc 1abc
𝑀𝑀^_ = 𝑀𝑀"# + ℎ (5.1.3-4)
ij
(,/,,,XrSTUV.1,/N,[[2STUV.)
= 202,248𝑘𝑘 − 𝑖𝑖𝑖𝑖. +
,[Y$
10.43𝑓𝑓𝑓𝑓 = 371,549 k-in.

Step 3: Determine moment demand due to column plastic overstrength in each girder within the distance
Lcb:
NL is not an integer value, so BDM Appendix 5.1-A9 is not applicable. Mg,i must be determined
from equation 5.1.3-3.

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Chapter 5 Concrete Structures

(Calculations shown for girder 1 in span 1. See table below for all girders within Lcb)
K1 = L2 / (L1 + L2) = 160 / (110 + 160) = 0.593
Lcb,1 = 3.0 ft distance from centerline of column to centerline of girder i
xyje
tuvw? C
𝑀𝑀*,. = 𝐾𝐾𝑀𝑀^_ tuvw({i
Wzy
cosh €𝜆𝜆𝐿𝐿=% M1 −
ije,Å
Z‚ (5.1.3-3)
je ) ije
‰.ŠŠW
tuvwM Z N./‹Œ
= (0.593)(371,549 k − in. ) tuvw(/.[[,)
W∗W.Š
cosh €0.552 M1 − .[./‹ŒZ‚ = 46,122 k-in.

Step 4: Determine the design moment at the end of each girder:

𝑀𝑀ç,. = 𝑀𝑀𝑔𝑔,1 − 0.9𝑀𝑀𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (5.1.3-2)
= 46,122 k-in. – 0.9 (6,240 k-in.) = 40,506 k-in.

Step 5: Determine the required number of extended strands for each girder.
a
𝑁𝑁"' ≥ /.\’“‘,ÅY ≥ 4 (5.1.3-1)
bg b” •

X/,[/2STUV.
≥ /.\(../)(/.,.PUV.W)(,XNS'U)(2/UV.) ≥ 4

≥ 14.2 strands → USE 16 STRANDS (rounded up to nearest even number of stands)

Step 6: Repeat Steps 3-5 for all other girders in Span 1 and Span 2 within the distance Lcb.

Span 1 (K1 = 0.593) Span 2 (K2 = 0.407)

Girder: i=1 i=2 i=3 i=1 i=2 i=3
Lcb,i = 3.0 ft 9.0 ft 15.0 ft 3.0 ft 9.0 ft 15.0 ft
Mg,i = 46,122 k-in. 42,987 k-in. 41,959 k-in. 31,709 k-in. 29,554 k-in. 28,847 k-in.
Mu,i = 40,506 k-in. 37,371 k-in. 36,343 k-in. 26,093 k-in. 23,938 k-in. 23,231 k-in.
Nps ≥ 14.2 13.1 12.8 9.2 8.4 8.2
Use Nps = 16 14 14 10 10 10

Step 7: Repeat the process for areas outside exterior columns or adjacent to other columns as needed.

References:
Tsvetanova, K., Stanton, J. F., Eberhard, M. O. (2017) Developing Extended Strands in Girder-Cap Beam
Connections for Positive Moment Resistance, Report No. WA-RD 867.1, Washington State Transporta-
tion Center (TRAC)

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Concrete Structures Chapter 5

Appendix 5-B11 LRFD Wingwall Design Vehicle

LRFD Wingwall Design - Collision
Vehicle Collision

Problem Description: A wingwall with traffic barrier is to be checked for moment capacity at a
vertical section at the abutment for a vehicular impact.

AASHTO LRFD Specifications Extreme Event-II Limit State (Test Level TL-4)

L := 15ft Wingwall Length

h := 2.5ft Height of wingwall at end away from pier.

S := 2ft Traffic surcharge (given in height of soil above road). See LRFD Tables
[Link]-1 and [Link]-2.
GroundSlope := 2 to 1

lbf
W := 45⋅ Lateral Earth Pressure (equilivant fluid pressure per foot)
2
ft ⋅ ft
Ft := 54kip Transverse Collision Load § Table A13.2-1 LRFD AASHTO

Lt := 3.5ft Collision Dist. Width § Table A13.2-1 LRFD AASHTO

γ CT := 1 Collision Load Factor § Table 3.4.1-1 LRFD AASHTO

γ EH := 1.35 Horizontal Earth Load Factor § Table 3.4.1-2 LRFD AASHTO

γ LS := 0.5 Live Load Surcharge Load Factor § Table 3.4.1-2 LRFD AASHTO
for Extreme Event II
Transverse Collision Force Moment Arm

Lt
MomentArm := L − MomentArm = 13.25 ft
2

Wall Height at Abutment

 L 
H := h +  GroundSlope  H = 10.00 ft
 

Flexural Moment due to Collision Load and Earth Pressure

W⋅ L  2  γ LS 
 ⋅ ( H + 2 ⋅ h ) 
2
FlexuralMoment := γ CT⋅ Ft⋅ MomentArm + γ EH⋅ ⋅ 3 ⋅ h + H + 4 ⋅ S⋅
24   γ EH  
   
FlexuralMoment = 836.92 kip⋅ ft
FlexuralMoment kip ⋅ ft
M u := M u = 83.69
H ft

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Chapter 5
LRFD Wingwall Design - Vehicle Collision Concrete Structures

Problem Description: A wingwall with traffic barrier is to be checked for moment capacity at a
vertical section at the abutment for a vehicular impact.

AASHTO LRFD Specifications Extreme Event-II Limit State (Test Level TL-4)

L := 15ft Wingwall Length

h := 2.5ft Height of wingwall at end away from pier.

S := 2ft Traffic surcharge (given in height of soil above road). See LRFD Tables
[Link]-1 and [Link]-2.
GroundSlope := 2 to 1

lbf
W := 45⋅ Lateral Earth Pressure (equilivant fluid pressure per foot)
2
ft ⋅ ft
Ft := 54kip Transverse Collision Load § Table A13.2-1 LRFD AASHTO

Lt := 3.5ft Collision Dist. Width § Table A13.2-1 LRFD AASHTO

γ CT := 1 Collision Load Factor § Table 3.4.1-1 LRFD AASHTO

γ EH := 1.35 Horizontal Earth Load Factor § Table 3.4.1-2 LRFD AASHTO

γ LS := 0.5 Live Load Surcharge Load Factor § Table 3.4.1-2 LRFD AASHTO
for Extreme Event II
Transverse Collision Force Moment Arm

Lt
MomentArm := L − MomentArm = 13.25 ft
2

Wall Height at Abutment

 L 
H := h +  GroundSlope  H = 10.00 ft
 

Flexural Moment due to Collision Load and Earth Pressure

W⋅ L  2  γ LS 
 ⋅ ( H + 2 ⋅ h ) 
2
FlexuralMoment := γ CT⋅ Ft⋅ MomentArm + γ EH⋅ ⋅ 3 ⋅ h + H + 4 ⋅ S⋅
24   γ EH  
   
FlexuralMoment = 836.92 kip⋅ ft
FlexuralMoment kip ⋅ ft
M u := M u = 83.69
H ft

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Concrete Structures Chapter 5

−3 −1
Define Units ksi ≡ 1000⋅ psi kip ≡ 1000⋅ lbf kcf ≡ kip⋅ ft klf ≡ 1000⋅ lbf ⋅ ft

6
MPa ≡ Pa⋅ 10 N ≡ 1⋅ newton kN ≡ 1000⋅ N

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Appendix 5-B12
FLEXURAL STRENGTHFlexural Strength
CALCULATIONS Calculations
for COMPOSITE T-BEAMSfor
Composite T-Beams
Find the flexural strength of a W83G girder made composite with a 7.50 in. thick
cast-in-place deck, of which the top 0.50 in. is considered to be a sacrificial wearing
surface. The girder spacing is 6.0 ft. To simplify the calculations, ignore the contribution
of any non-prestressed reinforcing steel and the girder top flange. The girder
configuration is shown in Figure 1 with 70-0.6 in.
diameter strands, and concrete strengths of 6000 psi in the deck and 15000 psi in the
girder.

Figure 1
Bare W83G Bridge Girder Data
Depth of girder h = 82.68 in.
Width of girder web bw = 6.10 in.
Area of prestressing steel Aps = 15.19 in.2
Specified tensile strength of prestressing steel fpu = 270.00 ksi
Initial jacking stress fpj = 202.50 ksi
Effective prestress after all losses fpe = 148.00 ksi
Modulus of Elasticity of prestressing steel Ep = 28,600 ksi

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Concrete Structures Chapter 5

Design concrete strength f c′ = 15000 psi

Composite W83G Bridge Girder Data

Overall composite section depth H = 89.68 in.
Deck slab width b = 72.00 in.
Deck slab thickness t = 7.50 in.
Structural deck slab thickness hf = 7.00 in.
Depth to centroid of prestressing steel dp = 85.45 in.
Design concrete strength f c′ = 6000 psi

  f pe 
dp
ε ps = 0.003 − 1 +   = 0.003 85.45 − 1 +  148.00 
   
 c   Ep   30.75   28,600 
 
 27,613 
f si = ε ps 887 + ≤
 (
1 + (112.4ε ps )
1
7.36 7.36
 )
 
27,613
= (0.010511)887 + 

 (
1 + (112.4(0.010511))7.36 ) 1
7.36



A si Fsi = A ps f si = (15.19 )(246.56 ) a = β 1(ave) c = (0.719)(30.75)

[(6)(7 )(72)(0.75) + (15)(22.1 − 7 )(6.10)(0.65)]

β 1( ave ) =  ( f c′ Ac β 1 ) j
j
 ( f c′ Ac ) j
j
=
[6(7 )(72) + (15)(22.1 − 7 )(6.10)]

F cj (
= 0.85 f c′( deck ) h f b + 0.85 f c′( girder ) a − h f bw )
= 0.85(6)(7 )(72) + 0.85(15)(22.10 − 7 )(6.10 )

 hf   a−hf ( ) 
M n = 0.85 f c′( deck ) h f b d p −
2 
(  )
 + 0.85 f c′( girder) a − h f bw  d p − h f −
2 
  
 7 
= 0.85(6)(7 )(72 ) 85.45 −  + 0.85(15)(22.1 − 7 )(6.10 ) 85.45 − 7 −
(22.1 − 7 ) 

 2  2 

 dt   87.68 
d t = H − 2 = 89.68 − 2 φ = 0.5 + 0.3 − 1 = 0.5 + 0.3 − 1
 c   30.75 

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dp   f pe 
φM n = 1.00(293,931) ε ps = 0.003 − 1 +   = 0.003 85.45 − 1 +  148.00 
   
 c   Ep   32.87   28,600 
 
 27,613 
f si = ε ps 887 + ≤
 ( ( ) )
1 + 112.4ε ps 7.36
1
7.36

 
27,613
= (0.009974 )887 + 

 (
1 + (112.4(0.009974 ))7.36 ) 1
7.36



 A F = A f = (15.19)(242.83) a = β c = (0.65)(32.87)
si si ps si 1

 Fcj = 0.85 f c′(deck ) h f b + 0.85 f c′( girder ) (a − h f )bw

= 0.85(6)(7 )(72) + 0.85(15)(21.37 − 7 )(6.10)

 hf   a−hf( ) 
M n = 0.85 f c′( deck ) h f b d p −
2 
(  )
 + 0.85 f c′( girder) a − h f bw  d p − h f −
2 
  
 7 
= 0.85(6)(7 )(72) 85.45 −  + 0.85(15)(21.37 − 7 )(6.10) 85.45 − 7 −
(21.37 − 7 ) 

 2  2 

 dt   87.68 
d t = H − 2 = 89.68 − 2 φ = 0.5 + 0.3 − 1 = 0.5 + 0.3 − 1
 c   32.87 
φM n = 1.00(290,323)
Flexural Strength – Strain Compatibility with Non-Linear Concrete Stress Block
The concrete stress-strain curves for both the deck and girder concrete are taken from
Collins and Mitchell (see BDM 5.1.1).. The “power formula” of the PCI BDM (se BDM
5.1.3) is used to determine the stress in the prestressing steel for each iteration.

The concrete compression block is divided into (100) slices, (21) equal slices in the
flange and (79) equal slices in the web for this case. The strain at the center of each slice
was used to determine the average stress within that slice, which was multiplied by the
area of the slice to determine the force in each slice.

The product of these forces and the distance to the center of each force from the top of
the deck was used to calculate the resultant forces and eccentricities in the flange and

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Concrete Structures Chapter 5

web. Example calculations for the stresses in the slice at the top of the deck, at the
interface between the deck and girder, and the prestressing steel are as follows:
For the deck concrete,

Ec =
(40,000 f c′ + 1,000,000 ) = (40,000 6000 + 1,000,000 )
1000 1000
= 4098 ksi

f c′ 6000
n = 0 .8 + = 0 .8 + = 3.20
2500 2500
f c′ 6000
k = 0.67 + = 0.67 + = 1.337
9000 9000
f c′ n 6000 3.2
ε c′ × 1000 = = = 2.129
E c n − 1 4098 3.2 − 1

For the top slice of deck,

7
y= = 0.167 in.
21(2 )

0.003
ε cf = (c − y ) = 0.003 (34.42 − 0.167 ) = 0.002985
c 34.42

f c = ( f c′ )
(
n ε cf ε c′ ) = (6 )
3.2(0.002985 0.002129)
(
n − 1 + ε cf ε c′ )nk 3.2 − 1 + (0.002985 0.002129)3.2(1.337 )

= 4.18 ksi (28.8 MPa)

The contribution of this slice to the overall resultant compressive force is

7 
C1 = (4.18ksi )(72in ) in  = 100.32kip
 21 
For bottom slice of deck,
7
y= (20) + 7 = 6.833 in.
21 21(2 )

0.003
ε cf = (c − y ) = 0.003 (34.42 − 6.833) = 0.002404
c 34.42

f c = ( f c′ )
(
n ε cf ε c′ ) = (6 )
3.2(0.002404 0.002129)
(
n − 1 + ε cf ε c′ )
nk
3.2 − 1 + (0.002404 0.002129)3.2(1.337 )

= 5.59 ksi

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Chapter 5 Concrete Structures

The contribution of this slice to the overall resultant compressive force is

7 
C 21 = (5.59ksi )(72in ) in  = 134.16kip
 21 
For girder concrete,

Ec =
(40,000 f c′ + 1,000,000 ) = (40,000 15000 + 1,000,000)
1000 1000
= 5899 ksi (40674 MPa)
f c′ 15000
n = 0 .8 + = 0 .8 + = 6.80
2500 2500
f c′ 15000
k = 0.67 + = 0.67 + = 2.337
9000 9000
f c′ n 15000 6.8
ε c′ × 1000 = = = 2.981
E c n − 1 5899 6.8 − 1

For the top slice of girder,

27.42
y =7+ = 7.174 in.
79(2 )

0.003
ε cf = (c − y ) = 0.003 (34.42 − 7.174) = 0.002375
c 34.42
Since ε cf ε c′ = 0.002375 0.002981 = 0.797 < 1.0, k = 1.0

f c = ( f c′ )
(
n ε cf ε c′ ) = (15)
6.8(0.002375 0.002981)
(
n − 1 + ε cf ε c′ )nk 6.8 − 1 + (0.002375 0.002981)6.8(1.0 )

= 13.51 ksi
The contribution of this slice to the overall resultant compressive force is
 34.42 − 7.0 
C 22 = (13.51ksi )(6.10in ) in  = 28.60kip
 79 
For the prestressing steel:

dp   f pe 
ε ps = 0.003 − 1 +   = 0.003 85.45 − 1 +  148  = 0.00964
 
 c   Ep   34.42   28500 

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 
 27,613  ≤ 270 ksi
f ps = ε ps 887 +

 (
1 + (112.4ε ps ) )
7.36 7.36 
1


 27,613 
f ps = (0.00964 ) 887 +
  = 239.93ksi

 (
1 + (112.4 × 0.00964 ) ) 1
7.36 7.36 

The resultant force in the prestressing steel is
( )
T = (239.93ksi ) 15.19in 2 = 3644.6kip
The overall depth to the neutral axis, c, was varied until the sum of the compressive
force in all the concrete slices equaled the tension force in the prestressing steel.
Equilibrium was achieved at a compressive force in the slab of 2473 kip, 3.68” below the
top of slab and a compressive force in the girder of 1169kip, 16.20” below the top of slab.
Summing moments about the centroid of the prestressing steel,
M n = 2473(85.45 − 3.68) + 1169(85.45 − 7 − 9.20) = 283,170 kip-in.

To calculate φ,
Assume the lowest row of prestressing strands is located 2” from the bottom of the
girder. The depth to the extreme strands is
d t = H − 2 = 89.68 − 2 = 87.68 in.

 dt   87.68 
φ = 0.5 + 0.3 − 1 = 0.5 + 0.3 − 1 = 0.96
 c   34.42 
φM n = 0.96(283,170) = 273,034 kip-in.

Effects of Refinement – Strain Compatibility Analysis

A significant amount of additional capacity may be realized for this member by
including the top flange of the W83G girder. The top flange is 49” wide and
approximately 6” deep. The large area and high strength of the top flange provide a
considerable compression contribution to the capacity analysis. The resulting depth to
neutral axis, c, is 13.6” and the nominal capacity, Mn, is 321,362 kip-in. The capacity
reduction factor is 1.0. Accounting for the top flange results in 14% additional capacity.

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Appendix 5-B13 Vacant

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Appendix 5-B14 Shear and Torsion Capacity

Shear and Torsion Capacity of a Reinforced Concrete Beam
of a Reinforced Concrete Beam
Define Units:
−3 −1
ksi ≡ 1000 ⋅ psi kip ≡ 1000 ⋅ lbf kcf ≡ kip ⋅ ft klf ≡ kip ⋅ ft
Problem Description:
Find the torsion and shear capacity of a reinforced concrete beam of width 37in and height
90in. Clear cover for all sides equals 1.625in. Shear and torsion reinforcement consists of #6
stirrups spaced at 5in. Longitudinal moment steel consists of 4 #18 bars in one row in the top
and in the bottom. Factored loads are Vu = 450 kips and Tu = 500 kip-ft.

Concrete Properties:

f'c := 4 ⋅ ksi

Reinforcement Properties:

Bar Diameters: Bar Areas:

2
dia ( bar) := 0.375 ⋅ in if bar = 3 A b ( bar) := 0.11 ⋅ in if bar = 3
0.500 ⋅ in if bar = 4 2
0.20 ⋅ in if bar = 4
0.625 ⋅ in if bar = 5 2
0.31 ⋅ in if bar = 5
0.750 ⋅ in if bar = 6
2
0.875in if bar = 7 0.44 ⋅ in if bar = 6

1.000in if bar = 8 2
0.60 ⋅ in if bar = 7
1.128in if bar = 9 2
0.79 ⋅ in if bar = 8
1.270in if bar = 10
2
1.410in if bar = 11 1.00 ⋅ in if bar = 9
2
1.693in if bar = 14 1.27 ⋅ in if bar = 10
2.257in if bar = 18 2
1.56 ⋅ in if bar = 11
2
2.25 ⋅ in if bar = 14
fy := 40 ⋅ ksi
2
4.00 ⋅ in if bar = 18
E s := 29000ksi LRFD [Link]

E p := 28500ksi LRFD [Link] for strands

barLT := 18 Longitudinal - Top

barLB := 18 Longitudinal - Bottom

barT := 6 Transverse

s := 5 ⋅ in Spacing of Transverse Reinforcement

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Chapter 5 Concrete Structures

( )
dLT := dia barLT dLT = 2.257 in ( )
A LT := Ab barLT A LT = 4 in
2

dLB := dia ( barLB) A LB := A b ( barLB)

2
dLB = 2.257 in A LB = 4 in

dT := dia ( barT) A T := A b ( barT)

2
dT = 0.75 in A T = 0.44 in

Beam Section Properties:

b := 37in Width of Beam

h := 90in Height of Beam

bottomcover := 1.625 ⋅ in

sidecover := 1.625 ⋅ in

topcover := 1.625 ⋅ in

Factored Loads:

V u := 450 ⋅ kip

Tu := 500 ⋅ kip ⋅ ft

Mu := 0 ⋅ kip ⋅ ft

Nu := 0 ⋅ kip

Torsional Resistance Investigation Requirement:

Torsion shall be investigated where: LRFD [Link]

Tu > 0.25 ⋅ φ ⋅ Tcr

For Torsion and Shear -

φ := 0.90 LRFD [Link]
Normal weight concrete
2
A cp := b ⋅ h A cp = 3330 in

pc := ( b + h) ⋅ 2 pc = 254 in

fpc := 0 ⋅ ksi
2
A 
 cp  fpc
 2
f'c  in  ksi
Tcr := 0.125 ⋅ ⋅ ⋅ 1+ ⋅ kip ⋅ in Tcr = 10914 kip ⋅ in
ksi  pc  f'c
  0.125 ⋅
Tcr = 909.5 kip ⋅ ft
 in  ksi

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Concrete Structures Chapter 5

0.25 ⋅ φ ⋅ Tcr = 204.6 kip ⋅ ft

Tu > 0.25 ⋅ φ ⋅ Tcr = 1 Torsion shall be investigated.

Since torsion shall be investigated, transverse reinforcement is required as per LRFD

[Link]. The minimum transverse reinforcement requirement of LRFD [Link] shall be
met.

Minimum Transverse Reinforcement: LRFD [Link]

bv := b bv = 37 in LRFD [Link]

2
A v := 2AT A v = 0.88 in LRFD [Link]

f'c bv ⋅ s
2
A vmin := 0.0316 ⋅ ⋅ ksi ⋅ A vmin = 0.29 in
ksi fy

A v ≥ Avmin = 1 OK

Equivalent Factored Shear Force: LRFD [Link]

  dT   
ph := 2 ⋅  b − 2 ⋅  sidecover +
  2 
(
  + h − topcover − bottomcover − dT 

)
ph = 238 in

  dT  
A oh :=  b − 2 ⋅  sidecover +   ⋅ ( h − topcover − bottomcover − dT)
  2 
2
A oh = 2838 in

2
A o := 0.85 ⋅ Aoh A o = 2412.3 in LRFD C5.8.2.1

Equivalent Factored Shear Force:

2
 0.9 ⋅ ph ⋅ Tu 
Vu + 
2
V ust := V ust = 522.9 kip LRFD [Link]-6
 2 ⋅ Ao 

Vust shall be used to determine β and θ.

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Determination of β and θ: LRFD [Link]

dLB
de := h − bottomcover − dT − de = 86.5 in LRFD [Link]
2
(
dv := max 0.9 ⋅ de , 0.72 ⋅ h ) dv = 77.85 in LRFD [Link]

V p := 0 ⋅ kip No Prestress Strands

2
A ps := 0 ⋅ in No Prestress Strands
2
A s := 4 ⋅ ALB A s = 16 in For 4 #18 bars

fpo := 0 ⋅ ksi

θ := 30.5 ⋅ deg Assume to begin iterations (then vary until

convergence below)

 u + 0.5 ⋅ N + 0.5 ⋅ V − V ⋅ cot ( θ ) − A ⋅ f 

M
 dv u ust p ps po
ε x :=
 LRFD [Link].2-1
2 ⋅ ( Es ⋅ As + Ep ⋅ Aps)

ε x ⋅ 1000 = 0.478

Vust − φ ⋅ Vp
v u := v u = 0.202 ksi LRFD [Link]-1
φ ⋅ bv ⋅ dv

vu
= 0.05
f'c

From Table [Link].2-1, Find β and θ

θ := 30.5 ⋅ deg Value is close to original guess. OK.

β := 2.59

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Torsional Resistance:

The factored Torsional Resistance shall be: LRFD [Link]

Tr = φ ⋅ Tn

2
A t := A T A t = 0.44 in LRFD [Link].2

2 ⋅ A o ⋅ At ⋅ fy ⋅ cot ( θ )
Tn := Tn = 28831 kip ⋅ in LRFD [Link].2-1
s
Tn = 2403 kip ⋅ ft

Tr := φ ⋅ Tn Tr = 25948 kip ⋅ in LRFD [Link]

Tr = 2162 kip ⋅ ft

Tr ≥ Tu = 1 OK

Shear Resistance:

The factored Shear Resistance shall be:

V r = φ ⋅ Vn LRFD [Link]

f'c
V c := 0.0316 ⋅ β ⋅ ⋅ bv ⋅ dv ⋅ ksi V c = 471.5 kip LRFD [Link]
ksi

α := 90 ⋅ deg

Av ⋅ fy ⋅ dv ⋅ ( cot ( θ ) + cot ( α ) ) ⋅ sin ( α )

V s := V s = 930.4 kip LRFD [Link]
s

(
V n := min Vc + Vs + Vp , 0.25 ⋅ f'c ⋅ bv ⋅ dv + Vp ) V n = 1402 kip

V r := φ ⋅ Vn V r = 1262 kip

Vr ≥ Vu = 1 OK

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Check for Longitudinal Reinforcement: LRFD [Link].3

fps := 0 ⋅ ksi

X1 := As ⋅ fy + Aps ⋅ fps X1 = 640 kip

For a Solid Section:

2 2
Mu 0.5 ⋅ Nu  Vu  
0.45 ⋅ ph ⋅ Tu 

X2 := + + cot ( θ ) ⋅  − Vp − 0.5 ⋅ Vs +
φ ⋅ dv φ  φ   2 ⋅ Ao ⋅ φ 

X2 = 258 kip

X1 ≥ X2 = 1 OK

Maximum Spacing of Transverse Reinforcement: LRFD [Link]

v u = 0.202 ksi

0.125 ⋅ f'c = 0.5 ksi

( ( ) (
s max := if v u < 0.125 ⋅ f'c , min 0.8 ⋅ dv , 24in , min 0.4 ⋅ dv , 12in ))
s max = 24 in

(
if s ≤ s max , "OK" , "NG" = "OK" )

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Concrete Structures Chapter 5
Sound Wall Design - Type D-2k
Appendix 5-B15 Sound Wall Design – Type D-2k
Precast Panel on Shaft
This design is based upon:
• AASHTO Guide Specifications for Structural Design of Sound Barriers - 1989 (including 2002
interim)
• AASHTO Standard Specifications for Highway Bridges 17th Ed. - 2002
• USS Steel Sheet Piling Design Manual - July 1984
• WSDOT Bridge Design Manual
• Caltrans Trenching and Shoring Manual - June 1995
This design doesn't account for the loads of a combined retaining wall / noisewall. A maximum of 2
ft of retained fill above the final ground line is suggested.
MathCAD file written by Brian Aldrich, July 15, 2004.
−3 −1
Define Units: ksi ≡ 1000 ⋅ psi kip ≡ 1000 ⋅ lbf kcf ≡ kip ⋅ ft klf ≡ kip ⋅ ft
−1 −2 −3
plf ≡ lbf ⋅ ft psf ≡ lbf ⋅ ft pcf ≡ lbf ⋅ ft

Concrete Properties:
wc := 160 ⋅ pcf BDM 4.1.1

f'c := 4000 ⋅ psi

1.5
 wc  f'c
Ec :=   6
⋅ 33 ⋅ ⋅ psi Ec = 4.224 × 10 psi Std Spec. 8.7.1
 pcf  psi
Std Spec. [Link]
  f'c − 4000 ⋅ psi 
β 1 := if  f'c ≤ 4000 ⋅ psi , 0.85 , max  0.85 − ⋅ 0.05 , 0.65 
  1000 ⋅ psi  β 1 = 0.85
f'c
fr := 7.5 ⋅ ⋅ psi fr = 474.3 psi Std Spec. [Link].1
psi

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Reinforcement Properties:
2
Diameters: dia ( bar) := 0.375 ⋅ in if bar = 3 Areas: Ab ( bar) := 0.11 ⋅ in if bar = 3
0.500 ⋅ in if bar = 4 2
0.20 ⋅ in if bar = 4
0.625 ⋅ in if bar = 5 2
0.31 ⋅ in if bar = 5
0.750 ⋅ in if bar = 6
2
0.875 ⋅ in if bar = 7 0.44 ⋅ in if bar = 6

1.000 ⋅ in if bar = 8 2
0.60 ⋅ in if bar = 7
1.128 ⋅ in if bar = 9 2
0.79 ⋅ in if bar = 8
1.270 ⋅ in if bar = 10
2
1.410 ⋅ in if bar = 11 1.00 ⋅ in if bar = 9
2
1.693 ⋅ in if bar = 14 1.27 ⋅ in if bar = 10
2.257 ⋅ in if bar = 18 2
1.56 ⋅ in if bar = 11
fy := 60000 ⋅ psi 2
2.25 ⋅ in if bar = 14
Es := 29000000 ⋅ psi Std. Spec. 8.7.2 2
4.00 ⋅ in if bar = 18

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Wall Geometry:
Wall Height: H := 24 ⋅ ft H should be <= 28 ft
Half of Wall Height: h := H ⋅ 0.5 h = 12 ft
Shaft Diameter: b := 2.50 ⋅ ft
Shaft Spacing: L := 12 ⋅ ft

Wind Load (Guide Spec. Table 1-2.1.2.C):

WindExp := "B2" Wind Exposure B1 or B2 - Provided by the Region

WindVel := 90 ⋅ mph Wind Velocity 80 or 90 mph - Provided by the Region

WindPressure ( WindExp , WindVel) := 12 ⋅ psf if ( WindExp = "B1" ∧ WindVel = 80 ⋅ mph)

16 ⋅ psf if ( WindExp = "B1" ∧ WindVel = 90 ⋅ mph)
20 ⋅ psf if ( WindExp = "B2" ∧ WindVel = 80 ⋅ mph)
25 ⋅ psf if ( WindExp = "B2" ∧ WindVel = 90 ⋅ mph)
"error" otherwise
Wind Pressure: Pw := WindPressure ( WindExp , WindVel) Pw = 25 psf

Seismic Load (Guide Spec. 1-2.1.3):

Acceleration Coefficient A := 0.35 BDM 4.4-A2

DL Coefficient, Wall f := 0.75 Not on bridge condition

2
Panel Plan Area: App := 4in ⋅ L + 13in ⋅ 16in App = 5.44 ft

Seismic Force EQD (perp.  App ⋅ wc 

EQD := max ( A ⋅ f , 0.1) ⋅   EQD = 19.1 psf
to wall surface):  L 
Factored Loads (Guide Spec. 1-2.2.2):

Wind := 1.3 ⋅ Pw ⋅ 2 ⋅ h ⋅ L Wind = 9360 lbf

EQ := 1.3 ⋅ EQD ⋅ 2 ⋅ h ⋅ L EQ = 7134 lbf

P := max ( Wind , EQ) P = 9360 lbf Factored Design load acting

at mid height of wall "h".

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Chapter 5 Concrete Structures
at mid height of wall "h".
Soil Parameters:

Soil Friction Angle: φ := 38 ⋅ deg Provided by the Region

Soil Unit Weight: γ := 125 ⋅ pcf Provided by the Region

Top Soil Depth: y := 2.0 ⋅ ft From top of shaft to ground line

Ineffective Shaft Depth: do := 0.5 ⋅ ft Depth of neglected soil at shaft


Iso := min  3.0 , 0.08 ⋅
φ L Factor used to amplify the
Isolation Factor for Shafts: ,
 deg b  passive resistance based on
soil wedge behavior resulting
Iso = 3.00
from shaft spacing - Caltrans
pg 10-2.
Factor of Safety: FS := 1.00
2
Angle of Wall Friction: δ := ⋅φ δ = 25.333 deg Guide Spec. App. C pg. 33
3
Correction Factor for
HC := cos ( δ ) HC = 0.904
Horizontal Component of
Earth Pressure:
Foundation Strength φ fa := 1.00 ( Active ) Guide Spec. 1-2.2.3
Reduction Factors:
φ fp := 0.90 ( Passive) Guide Spec. 1-2.2.3

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Chapter 5 Concrete Structures

Side 1:
 1 β s1
Backfill Slope Angle: β s1 := −atan   β s1 = −26.5651 deg = −0.70
 2 φ

Using the USS Steel Sheet Piling Design Manual, Figure 5(a):

For φ = 38 deg and βs = 0 deg: For φ = 32 deg and βs = 0 deg:

Ka = 0.234, Kp = 14.20, Rp = 0.773 Ka = 0.290, Kp = 7.85, Rp = 0.8366

For φ = 38 deg and βs = -26.5651 deg: For φ = 32 deg and βs = -26.5651 deg:
Ka = 0.190, Kp = 3.060, Rp = 0.773 Ka = 0.230, Kp = 1.82, Rp = 0.8366

Active Earth Pressure Coeff: Ka1 := 0.190 USS Fig. 5(a)

Passive Earth Pressure Coeff: Kp1 := 3.060 USS Fig. 5(a)
Reduction for Kp: Rp1 := 0.773 USS Fig. 5(a)

Active Pressure:
psf
φP a1 := Ka1 ⋅ γ ⋅ HC ⋅ φ fa φP a1 = 21
ft

Passive Pressure:

K p1 ⋅ Rp1 ⋅ γ ⋅ HC ⋅ Iso ⋅ φ fp psf

φP p1 := φP p1 = 722
FS ft

Side 2:
 1 β s2
Backfill Slope Angle: β s2 := −atan   β s2 = −26.5651 deg = −0.70
 2 φ

Active Earth Pressure Coeff: Ka2 := 0.190 USS Fig. 5(a)

Passive Earth Pressure Coeff: Kp2 := 3.060 USS Fig. 5(a)
Reduction for Kp: Rp2 := 0.773 USS Fig. 5(a)

Active Pressure:
psf
φP a2 := Ka2 ⋅ γ ⋅ HC ⋅ φ fa φP a2 = 21
ft

Passive Pressure:

K p2 ⋅ Rp2 ⋅ γ ⋅ HC ⋅ Iso ⋅ φ fp psf

φP p2 := φP p2 = 722
FS ft

Allowable Net Lateral Soil Pressure:

psf
R1 := φPp1 − φP a2 R1 = 700 Side 1
ft
psf
R2 := φPp2 − φP a1 R2 = 700 Side 2
ft

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Concrete Structures Chapter 5

Depth of Shaft Required:

The function "ShaftD" finds the required shaft depth "d" by increasing the shaft depth until the
sum of the moments about the base of the shaft "Msum" is nearly zero. See Figure A for a
definition of terms.

ShaftD do , P , R1 , R2 , b , h , y :=
( ) d ← 0 ⋅ ft
Msum ← 100 ⋅ lbf ⋅ ft

while Msum ≥ 0.001 ⋅ lbf ⋅ ft

d ← d + 0.00001 ⋅ ft
 2 2 
2  R2 ⋅ d R2 ⋅ do P
z← ⋅ − − 
d ⋅ ( R1 + R2)  2 2 b

R2 ⋅ z⋅ ( d − z)
x←
R1 ⋅ d + R2 ⋅ ( d − z)

P1 ← R2 ⋅ do ⋅ d − do − z
( )( )
2 1
P2 ← R2 ⋅ d − do − z ⋅
( )
2
1
P3 ← R2 ⋅ ( d − z) ⋅ x ⋅
2
1
P4 ← R1 ⋅ d ⋅ ( z − x ) ⋅
2
z + d − do
X1 ←
2
2 ⋅ z + d − do
X2 ←
3
x
X3 ← z −
3
1
X4 ← ⋅ ( z − x)
3
Msum ← P ⋅ ( h + y + d) + b ⋅ ( −P1 ⋅ X1 − P2 ⋅ X2 − P3 ⋅ X3 + P4 ⋅ X4)

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Chapter 5 Concrete Structures

Check for 2 load cases. Case 1 has load P acting as shown on Figure A. Case 2 has load
P acting in the opposite direction.
Case 1:

dc1 := ShaftD do , P , R1 , R2 , b , h , y
( ) dc1 = 11.18 ft

 2 2 
 R2 ⋅ dc1
2 R2 ⋅ do P
zc1 := ⋅ − −  zc1 = 5.102 ft
dc1 ⋅ ( R1 + R2)  2 2 b

xc1 :=
(
R2 ⋅ zc1 ⋅ dc1 − zc1 ) xc1 = 1.797 ft
R1 ⋅ dc1 + R2 ⋅ dc1 − zc1 ( )
1 2 psf
P4c1 := R1 ⋅ dc1 ⋅ zc1 − xc1 ⋅ ( ) P4c1 = 12935 ft
2 ft

Case 2:

dc2 := ShaftD do , P , R2 , R1 , b , h , y
( ) dc2 = 11.18 ft

 2 2 
 R1 ⋅ dc2
2 R1 ⋅ do P
zc2 := ⋅ − −  zc2 = 5.102 ft
dc2 ⋅ ( R1 + R2)  2 2 b

(
R1 ⋅ zc2 ⋅ dc2 − zc2 )
xc2 := xc2 = 1.797 ft
R2 ⋅ dc2 + R1 ⋅ dc2 − zc2 ( )
1 2 psf
P4c2 := R2 ⋅ dc2 ⋅ zc2 − xc2 ⋅ ( ) P4c2 = 12935 ft
2 ft

Determine Shaft Lateral Pressures and Moment Arms for Controlling Case:

d := max dc1 , dc2

( ) d = 11.18 ft
psf psf
Ra := if dc2 ≥ dc1 , R1 , R2
( ) Ra = 700 Rb := if dc2 ≥ dc1 , R2 , R1
( ) Rb = 700
ft ft
 2 2 
 Ra ⋅ d
2 Ra ⋅ do P Ra ⋅ z ⋅ ( d − z)
z := ⋅ − −  z = 5.102 ft x := x = 1.797 ft
d ⋅ ( Ra + Rb)  2 2 b Rb ⋅ d + Ra ⋅ ( d − z)

lbf z + d − do
P1 := Ra ⋅ do ⋅ d − do − z
( )( ) P1 = 1953 X1 := X1 = 7.892 ft
ft 2
2 ⋅ z + d − do
2 1 lbf
P2 := Ra ⋅ d − do − z ⋅
( ) P2 = 10901 X2 := X2 = 6.962 ft
2 ft 3
1 lbf x
P3 := Ra ⋅ ( d − z) ⋅ x ⋅ P3 = 3825 X3 := z − X3 = 4.503 ft
2 ft 3
1 lbf 1
P4 := Rb ⋅ d ⋅ ( z − x ) ⋅ P4 = 12935 X4 := ⋅ ( z − x) X4 = 1.102 ft
2 ft 3
Msum := P ⋅ ( h + y + d) + b ⋅ ( −P1 ⋅ X1 − P2 ⋅ X2 − P3 ⋅ X3 + P4 ⋅ X4) Msum = −0.13163 lbf ⋅ ft

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Concrete Structures Chapter 5

Shaft Design Values:

The Maximum Shear will occur at the bolts or at the top of area 4 on Figure A:

Vshaft := max P , P4c1 ⋅ b , P4c2 ⋅ b

( ) Vshaft = 32339 lbf

The Maximum Moment in the shaft will occur where the shear = 0.

Assume that the point where shear = 0 occurs in areas 1 and 2 on Figure A.

Check for Case 1:

2 2⋅P
sc1 := −do + do + sc1 = 2.808 ft
R2 ⋅ b

2 1 3 1
Mshaftc1 := P ⋅ h + y + do + s c1 − R2 ⋅ do ⋅ b ⋅ s c1 ⋅ − R2 ⋅ b ⋅ s c1 ⋅
( ) Mshaftc1 = 152094 lbf ⋅ ft
2 6

Check that the point where shear = 0 occurs in areas 1 and 2 on Figure A:

Check1 := if sc1 ≤ dc1 − do − zc1 , "OK" , "NG"

( ) Check1 = "OK"
 
Check for Case 2:

2 2⋅P
sc2 := −do + do + sc2 = 2.808 ft
R1 ⋅ b

2 1 3 1
Mshaftc2 := P ⋅ h + y + do + s c2 − R1 ⋅ do ⋅ b ⋅ s c2 ⋅ − R1 ⋅ b ⋅ s c2 ⋅
( ) Mshaftc2 = 152094 lbf ⋅ ft
2 6

Check that the point where shear = 0 occurs in areas 1 and 2 on Figure A:

Check2 := if sc2 ≤ dc2 − do − zc2 , "OK" , "NG"

( ) Check2 = "OK"
 
Mshaft := max ( Mshaftc1 , Mshaftc2) Mshaft = 152094 lbf ⋅ ft

Anchor Bolt and Panel Post Design Values:

Vbolt := P Vbolt = 9360 lbf

Mbolt := P ⋅ ( h + y) Mbolt = 131040 lbf ⋅ ft

Panel Design Value (about a vertical axis):

Find Design Moment for a 1 ft wide strip of wall (between panel posts) for the panel flexure design

wpanel := max  Pw , max ( A ⋅ f , 0.1) ⋅ 4in ⋅ wc

( ) wpanel = 25.0 psf


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Chapter 5 Concrete Structures

2
wpanel ⋅ L lbf ⋅ ft
Mpanel := 1.3 Mpanel = 585
8 ft

Panel Post Resistance:

Clpa := 1.0in Clear Cover to Ties hpa := 17in Depth of Post

bpa := 10in Width of Post barA := 10 Per Design Requirements

Check Flexural Resistance (Std. Spec. 8.16.3):

φ f := 0.90 Std. Spec. [Link].2

dia barA
( )
dpa := hpa − Clpa − dia ( 3) − dpa = 14.99 in Effective depth
2
2
As := 2 ⋅ A b barA
( ) As = 2.54 in

As ⋅ fy
a := a = 4.482 in
0.85 ⋅ f'c ⋅ bpa

 a
Mn := As ⋅ f y ⋅  dpa −  Mn = 161910 lbf ⋅ ft
 2

φ f ⋅ Mn = 145719 lbf ⋅ ft

Check3 := if φ f ⋅ Mn ≥ Mbolt , "OK" , "NG"

( ) Check3 = "OK"

Check Maximum Reinforcement (Std. Spec. [Link]):

0.85 ⋅ β 1 ⋅ f'c
 87000 ⋅ psi 
⋅
ρ b :=  ρ b = 0.029
fy
 87000 ⋅ psi + fy 
As
ρ := ρ = 0.01694
bpa ⋅ dpa

Check4 := if ρ ≤ 0.75 ⋅ ρ b , "OK" , "NG"

( ) Check4 = "OK"

Check Minimum Reinforcement (Std. Spec. [Link]):

2
bpa ⋅ hpa
3
Sa := Sa = 481.7 in
6
Mcra := f r ⋅ Sa Mcra = 19040 lbf ⋅ ft

Check5 := if φ f ⋅ Mn ≥ min 1.2 ⋅ Mcra , 1.33 ⋅ Mbolt , "OK" , "NG"

( ( ) ) Check5 = "OK"

Check Shear (Std. Spec. 8.16.6) - Note: Shear Capacity of stirrups neglected:

φ v := 0.85 Std. Spec. [Link].2

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Concrete Structures Chapter 5

f'c
Vca := 2 ⋅ ⋅ psi ⋅ bpa ⋅ dpa Vca = 18961 lbf
psi

Check6 := if φ v ⋅ Vca ≥ Vbolt , "OK" , "NG"

( ) Check6 = "OK"

Panel Post Base Resistance:

bpb := 9in Width of Panel Post Base barB := 9 Per Design Requirements

hpb := 17.5in Depth of Panel Post Base

Check Flexural Resistance (Std. Spec. 8.16.3):

φ f = 0.9 Std. Spec. [Link].2

dpb := hpb − 0.75in dpb = 16.75 in Effective depth

2
As := 2 ⋅ A b barB
( ) As = 2 in
As ⋅ fy
a := a = 3.922 in
0.85 ⋅ f'c ⋅ bpb

 a
Mn := As ⋅ fy ⋅  dpb −  Mn = 147892 lbf ⋅ ft
 2

φ f ⋅ Mn = 133103 lbf ⋅ ft

Check7 := if φ f ⋅ Mn ≥ Mbolt , "OK" , "NG"

( ) Check7 = "OK"

Check Maximum Reinforcement (Std. Spec. [Link]):

0.85 ⋅ β 1 ⋅ f'c
 87000 ⋅ psi 
⋅
ρ b :=
fy
 ρ b = 0.029
 87000 ⋅ psi + fy 
As
ρ := ρ = 0.01327
bpb ⋅ dpb

Check8 := if ρ ≤ 0.75 ⋅ ρ b , "OK" , "NG"

( ) Check8 = "OK"

Check Minimum Reinforcement (Std. Spec. [Link]):

2
bpb ⋅ hpb
3
Sb := Sb = 459.4 in
6
Mcrb := fr ⋅ Sb Mcrb = 18158 lbf ⋅ ft

Check9 := if φ f ⋅ Mn ≥ min 1.2 ⋅ Mcrb , 1.33 ⋅ Mbolt , "OK" , "NG"

( ( ) ) Check9 = "OK"

Check Shear (Std. Spec. 8.16.6) - Note: Shear Capacity of stirrups neglected:

φ v = 0.85 Std. Spec. [Link].2

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Chapter 5 Concrete Structures

f'c
Vcb := 2 ⋅ ⋅ psi ⋅ bpb ⋅ dpb Vcb = 19069 lbf
psi

Check10 := if φ v ⋅ V cb ≥ Vbolt , "OK" , "NG"

( ) Check10 = "OK"

Required Splice Length (Std. Spec. 8.25 and 8.32):

Basic Development Length (Std. Spec. 8.25.1):

 0.04 ⋅ Ab ( bar) ⋅ fy fy 
lbasic ( bar) := max  , 0.0004 ⋅ dia ( bar) ⋅  if bar ≤ 11
 f'c psi 
 ⋅ psi ⋅ in 
 psi 
0.085 ⋅ fy
⋅ in if bar = 14
f'c
⋅ psi
psi
0.11 ⋅ fy
⋅ in if bar = 18
f'c
⋅ psi
psi
"error" otherwise

lbasicA := lbasic barA ( ) lbasicA = 4.016 ft

lbasicB := lbasic barB ( ) lbasicB = 3.162 ft

Development Length (Std. Spec. 8.25):

For top reinforcement placed with more than 12 inches of concrete cast below (Std. Spec.
[Link]):
ldA := lbasicA ⋅ 1.4 ldA = 5.623 ft

ldB := lbasicB ⋅ 1.4 ldB = 4.427 ft

Required Lapsplice (Y):

The required lapsplice Y is the maximum of the required lap splice length of bar A (using a
Class C splice), the development length of bar B, or 2'-0" per BDM 5.1.2.D.

LapSplice := max 1.7 ⋅ ldA , ldB , 2 ⋅ ft

( ) LapSplice = 9.558 ft

Note: Lap Splices are not allowed for bar sizes greater than 11 per AASHTO Std. Spec. [Link].

Check11 := if barA ≤ 11 ∧ barB ≤ 11 , "OK" , "NG"

( ) Check11 = "OK"

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Concrete Structures Chapter 5

Anchor Bolt Resistance (Std. Spec. 10.56):

Vbolt = 9360 lbf Vbolt = 9.36 kip

Mbolt = 131040 lbf ⋅ ft Mbolt = 1572.48 kip ⋅ in

dbolt := 1.0 ⋅ in Per Design Requirements

2
π ⋅ dbolt
2
Abolt := Abolt = 0.785 in
4

Ft := 30 ⋅ ksi Std. Spec. Tbl. 10.56A for A307

Fv := 18 ⋅ ksi Std. Spec. Tbl. 10.56A for A307

PanelAxialLoad :=  4in ⋅
 L 
+ 13in ⋅ 10in ⋅ ( 2 ⋅ h + y − 3in) ⋅ wc PanelAxialLoad = 11.959 kip
 2 
PanelAxialLoad
fa := fa = 3.807 ksi Axial Compressive
4 ⋅ Abolt Stress

Vbolt
fv := fv = 2.98 ksi Shear Stress
4 ⋅ Abolt

Check12 := if fv ≤ Fv , "OK" , "NG"

( ) Check12 = "OK"

Mbolt 1
ft := ⋅ − fa ft = 70.35 ksi Tensile Stress
13.5in 2 ⋅ Abolt

 2
 fv  fv  
Ft1 := if 
 Fv  
≤ 0.33 , Ft , Ft ⋅ 1 − Ft1 = 30 ksi Std. Spec. [Link].3
Fv


Check13 := if ft ≤ Ft1 , "OK" , "NG"

( ) Check13 = "NG"

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Chapter 5 Concrete Structures

Design Summary:

Wall Height: H = 24 ft
Required Shaft Depth: d = 11.18 ft
Maximum Shaft Shear: Vshaft = 32339 lbf
Maximum Shaft Moment: Mshaft = 152094 lbf ⋅ ft
Maximum Shaft Moment Accuracy Check (Case 1): Check1 = "OK"
Maximum Shaft Moment Accuracy Check (Case 2): Check2 = "OK"

Bar A: barA = 10
Post Flexural Resistance (Bar A): Check3 = "OK"
Maximum Reinforcement Check (Bar A): Check4 = "OK"
Minimum Reinforcement Check (Bar A): Check5 = "OK"
Post Shear Check (Bar A): Check6 = "OK"

Bar B: barB = 9
Post Flexural Resistance (Bar B): Check7 = "OK"
Maximum Reinforcement Check (Bar B): Check8 = "OK"
Minimum Reinforcement Check (Bar B): Check9 = "OK"
Post Shear Check (Bar B): Check10 = "OK"

Lap Splice Length: LapSplice = 9.558 ft

Lap Splice Allowed Check: Check11 = "OK"

Bolt Diameter: dbolt = 1 in

Anchor Bolt Shear Stress Check: Check12 = "OK"
Anchor Bolt Tensile Stress Check: Check13 = "NG"

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Concrete Structures Chapter 5

5.99 References
1. AASHTO LRFD Bridge Construction Specifications, Current Edition, AASHTO,
Washington, D.C.

2. Seguirant, S.J., “New Deep WSDOT Standard Sections Extend Spans of Prestressed
Concrete Girders,” PCI JOURNAL, V. 43, No. 4, July-August 1998, pp. 92-119.

3. PCI Bridge Design Manual, Precast/Prestressed Concrete Institute, Chicago, IL, 1997.

4. ACI 318-02, Building Code Requirements for Reinforced Concrete and Commentary,
American Concrete Institute, 1989, pp.353.

5. Hsu, T. T. C., Torsion of Reinforced Concrete, Van Nostrand Reinhold Co., New York,
1st Ed., 1984, 516 pp.

6. Collins, M. P. and Mitchell, D., Shear and Torsion Design of Prestressed and Non-
Prestressed Concrete Beams, PCI Journal, September-October, 1980, pp. 32-100.

7. Mirza, S.A., and Furlong, R.W., Design of Reinforced and Prestressed Concrete
Inverted T Beams for Bridge Structures, PCI Journal, Vol. 30, No. 4, July-August 1985,
pp. 112-136.

8. Rabbat, B.G., Reader Comments Design of Reinforced and Prestressed Concrete

inverted T Beams for Bridge Structures, PCI Journal, Vol. 31, No. 3, May-June 1986,
pp. 157-163.

9. ACI Committee 345, Guide for Widening Highway Bridges, ACI Structural Journal,
July/August, 1992, pp. 451-466.

10. PCI Design Handbook, Precast and Prestressed Concrete, Sixth Edition,
Precast/Prestressed Concrete Institute, Chicago, IL, 2004.

11. Mast, R.F., “Lateral Stability of Long Prestressed Concrete Beams, Part 1,”
PCI JOURNAL, V. 34, No. 1, January-February 1989, pp. 34-53.

12. Mast, R.F., “Lateral Stability of Long Prestressed Concrete Beams, Part 2,”
PCI JOURNAL, V. 38, No. 1, January-February 1993, pp. 70-88.

13. Imper, R.R., and Laszlo, G., “Handling and Shipping of Long Span Bridge Beams,” PCI
JOURNAL, V. 32, No. 6, November-December 1987, pp. 86-101.

14. Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge
Products, Precast/Prestressed Concrete Institute, Chicago, IL, 2006.

15. Transportation Research Board Report No. 226 titled, Damage Evaluation and Repair
Methods for Prestressed Concrete Bridge Members.

16. Transportation Research Board Report No. 280 titled, Guidelines for Evaluation and
Repair of Prestressed Concrete Bridge Members.

17. Post-tensioned Box Girder Bridge Manual, FHWA-HIF-15-016, 2016.

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Chapter 5 Concrete Structures

18. Prestressed Concrete Structures T. Y. Lin, Wiley.

19. Prestressed Concrete Vol. I and II, Guyon, Wiley

20. Design of Concrete Bridges for Temperature Gradients, ACI Journal, May 1978.

21. Mast, R. F., “Unified Design Provisions for Reinforced and Prestressed Concrete
Flexural and Compression Members”, ACI Structural Journal, V. 89, No. 2, March-April
1992, pp. 185-199. See also discussions by R.K. Devalapura and M.K. Tadros, C.W.
Dolan and J.V. Loscheider and closure to discussions in V. 89, No. 5, September-
October 1992, pp. 591-593.

22. Weigel, J.A., Seguirant, S.J., Brice, R., and Khaleghi, B., “High Performance Precast,
Prestressed Concrete Girder Bridges in Washington State,” PCI JOURNAL, V. 48, No.
2, March-April 2003, pp. 28-52.

23. Seguirant, S. J., Brice, R., and Khaleghi, B., “Flexural Strength of
Reinforced and Prestressed Concrete T-Beams,” PCI JOURNAL, V. 50, No. 1, January-
February 2005, pp 44-73.

24. TRAC Report WA-RD 696.1, "Effect of Intermediate Diaphragms to Prestressed

Concrete Bridge Girders in Over-Height Truck Impacts” completed on April 2008 by
the Washington State University.

25. NCHRP Report 628, “Self-Consolidating Concrete for Precast, Prestressed Concrete
Bridge Elements”, NCHRP Project 18-12, Transportation Research Board, 2009.

26. PCI Publication CB-02-16-E, “Recommended Practice for Lateral Stability of Precast,
Prestressed Concrete Bridge Girders”, First Edition, Precast/Prestressed Concrete
Institute, February 2016.

27. Chapman, D., “WSDOT Girder Stirrup Hat Bar Test,” Concrete Technology
Corporation, 2012.

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