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CHAPTER 10
CONCRETE DECKS
TABLE OF CONTENTS
10.1
10.2
10.3
10.2.1
10.2.2
10.3.2
10.3.3
10.4
10.5
10.6
10.5.1
10.5.2
10.5.3
10.6.2
10.6.3
10.6.4
10.6.5
10.6.6
10.6.7
10.6.8
10.6.9
Check for Crack Control under Service Limit State ................................... 10-16
10-i
10-ii
CHAPTER 10
CONCRETE DECKS
10.1
INTRODUCTION
Bridge decks are an integral part of the bridge structure by providing the direct
riding surface for motor vehicles. In addition, bridge decks directly transfer load from
the moving traffic to the major load-carrying members. This chapter provides a
general description of the various concrete deck types, a discussion of the basic
structural behavior of concrete decks, and an overview of major design and detailing
considerations. Finally, a design example for a reinforced concrete bridge deck is
provided. The example illustrates bridge deck design in accordance with the
AASHTO LRFD Bridge Design Specifications (AASHTO, 2012) and the California
Amendments (Caltrans, 2014).
10.2
10.2.1
10-1
10.2.2
10.3
DESIGN APPROACH
10.3.1
10-2
10.3.2
Limit State
10.3.2.1
10.3.2.2
10.3.2.3
10.3.2.4
10-3
10.3.3
Methods of Analysis
10.3.3.1
10.3.3.2
10.3.3.3
10-4
Direction of Primary
Strip Relative to Traffic
Concrete:
Cast-in-place
Overhang
Either Parallel or
Perpendicular
45.0 + 10.0X
+M: 26.0 + 6.6S
-M: 48.0 +3.0S
Either Parallel or
Perpendicular
Precast, post-tensioned
Either Parallel or
Perpendicular
Steel:
Open grid
Filled or partially filled grid
Unfilled, composite grids
Main Bars
Main Bars
Main Bars
1.25 P + 4.0 Sb
Article 4.6.2.1.8 applies
Article 4.6.2.1.8 applies
Wood:
Prefabricated glulam
Non interconnected
Parallel Perpendicular
2.0 h + 30.0
2.0 h + 40.0
Interconnected
Parallel Perpendicular
90.0 + 0.84L
4.0 h + 30.0
Stress-laminated
Parallel Perpendicular
0.8 S + 108.0
10.0 S + 24.0
Spike-laminated
Continuous decks or
Interconnected panels
Parallel Perpendicular
2.0 h + 30.0
4.0 h + 40.0
Parallel Perpendicular
2.0 h + 30.0
2.0 h + 40.0
S
h
L
P
Sb
+M
-M
X
=
=
=
=
=
=
=
=
10-5
10.4
DESIGN CONSIDERATIONS
Concrete decks are primarily designed for flexure in the transverse direction;
therefore, the spacing of adjacent girders is important. AASHTO Table A4-1
provides a listing of design moments for S (girder spacing) values between 4 ft and
15 ft. When S exceeds 15 ft, special design is required.
The designer needs to consider required deck thickness. According to CA 9.7.1.1
(Caltrans, 2014), the minimum deck thickness is to conform to the deck design
standards developed by Caltrans. For the typical deck slab, MTD 10-20 (Caltrans,
2008) provides the minimum deck slab thicknesses and reinforcement schedule for
various girder types. The typical deck slab thickness varies from 7 in. to 10 3/8 in.
depending on the girder type and spacing.
The minimum concrete cover is determined in accordance with CA 5.12.3.
Extreme environments can have a negative effect on the service life of a concrete
deck slab. Corrosion of the reinforcing steel should be a major concern when
designing a bridge deck in an extreme environment. There are various ways for the
designer to protect against corrosion of the bridge deck. See MTD 10-5 (Caltrans,
2010) for more information on protecting against corrosion.
For design purposes, the minimum compressive concrete strength f c' =3.6 ksi
shall be used for reinforced concrete (CA Article 5.4.2.1).
10.5
DETAILING CONSIDERATIONS
10.5.1
Reinforcement Details
Typical reinforced concrete decks are detailed as part of the superstructure
typical section. The designer should use MTD 10-20 (Caltrans, 2008) for required
minimum reinforcement and Standard Plan B0-5 for transverse reinforcement
spacing diagrams. It is important to check main longitudinal reinforcement spacing
and cover to ensure reinforcing steel can fit within slab thickness.
For variable width girders it is important for the designer to specify
reinforcement spacing and type that differs from the standard superstructure bay. See
BDD 8-34 (Caltrans, 1986) for more information on acceptable reinforcement
detailing in variable bays. Limits of epoxy-coated reinforcement shall also be
specified.
10-6
10.5.2
Skewed Decks
Designers must give special consideration to detailing reinforcement for skewed
bridge decks. For skews less than 20 the transverse deck reinforcement is parallel to
the centerline of the abutment. For skew angles greater than 20 the transverse deck
reinforcement is normal to the center line of the girder. Special corner details are
usually required to clarify the deck reinforcement and diaphragm connections.
BDD 8-36 (Caltrans, 1971) provides examples of the correct way to detail skewed
deck corners as shown in Figure 10.5-1.
10-7
10.5.3
10.6
10.6.1
10-8
10.6.2
Design Requirements
Design the concrete bridge deck supported by the girders using the Approximate
Method of Analysis (AASHTO Article 4.6.2) in accordance with the AASHTO LRFD
Bridge Design Specifications (AASHTO, 2012) with the California Amendments
(Caltrans, 2014).
10.6.3
The minimum cover specified for the bottom surface of the deck slab is:
Deck Bottom Cover: Cbottom = 1.0 in.
10.6.4
10-9
Bay 1
Bay 2
Bay 3
Bay 4
Bay 1
Bay 2
Bay 3
Bay 4
Bay 1
Bay 2
Bay 3
Bay 4
-1.62
-1.30
-1.40
-1.30
-1.81
0.51
-0.25
0.51
-0.26
-0.46
-0.40
-0.46
0.1
-0.84
-0.57
-0.65
-0.60
-1.56
0.43
-0.18
0.28
-0.05
-0.23
-0.18
-0.22
0.2
-0.24
-0.01
-0.07
-0.05
-1.35
0.36
-0.10
0.05
0.11
-0.05
-0.01
-0.02
0.3
0.21
0.40
0.35
0.33
-1.11
0.28
-0.02
-0.18
0.21
0.08
0.11
0.13
0.4
0.05
0.63
0.61
0.55
-0.88
0.21
0.05
-0.42
0.27
0.16
0.18
0.22
0.5
0.60
0.70
0.70
0.60
-0.65
0.13
0.13
-0.65
0.27
0.20
0.20
0.27
0.6
0.55
0.61
0.63
0.48
-0.42
0.05
0.21
-0.88
0.22
0.18
0.16
0.27
0.7
0.33
0.35
0.40
0.21
-0.18
-0.02
0.28
-1.11
0.13
0.11
0.08
0.21
0.8
-0.05
-0.07
-0.01
-0.24
0.05
-0.10
0.36
-1.35
-0.02
-0.01
-0.05
0.11
0.9
-0.60
-0.65
-0.57
-0.84
0.28
-0.18
0.43
-1.56
-0.22
-0.18
-0.23
-0.05
-1.30
-1.40
-1.30
-1.62
0.51
-0.25
0.51
-1.81
-0.46
-0.40
-0.46
-0.26
Distance
10.6.5
Barrier Load-DC2
(kip-ft/ft)
S
11 -9
12 -0
12 -3
12 -6
12 -9
Positive
Moment
7.88
8.01
8.15
8.28
8.41
NEGATIVE MOMENT
Distance from CL of Girder to Design Section for
Negative Moment
0.0 in. 3 in. 6 in. 9 in. 12 in. 18 in. 24 in.
10.01
9.12
8.24
7.36
6.47
5.40
5.05
10.28
9.40
8.51
7.63
6.74
5.56
5.21
10.55
9.67
8.78
7.90
7.02
5.75
5.38
10.81
9.93
9.04
8.16
7.28
5.97
5.54
11.06
10.18 9.30
8.42
7.54
6.18
5.70
From the table, use a maximum spacing of 12-0 for the girder spacing. The
positive live load moment is 8.01 kip-ft/ft. The maximum negative moment is given
in relationship to the distance from the centerline of the girder to the design section.
In the design example, the girder width is 8 inches. The maximum negative moment
design section is 4 in., which is the distance from the girder centerline to the edge of
10-10
the girder (AASHTO Article 4.6.2.1.6). The closest value to 4 in. in the Table is 3 in.
Therefore, the corresponding maximum negative moment is 9.40 kip-ft/ft.
10.6.6
10.6.6.1
1.0 (Note: Per CA 1.3.4, = 1.0 until its application is better defined.)
For the slab and barrier (DC):
DC 1.25 Maximum factor
For future wearing surface (DW):
DW 1.50 Maximum factor
Multiple Presence Factor, m =1.20 for one lane of vehicular live load. This
value is included in the tabulated moments provided in Table A4-1.
Dynamic Load Allowance, IM , is also included in Table A4-1 tabulated
moments.
LL 1.75 , for Strength I Load Combinations.
10.6.6.2
10-11
10.6.7
(bar _ diameter )
(0.625)
9.125 1.0
7.813 in.
2
2
As
4M u
z
1 1
f y d e z
2
Where,
10-12
1.7 f c' bd e
fy
(AASHTO 5.5.4.2.1)
Therefore,
z = 9.56 in.2
As = 0.459 in.2
Check a
t
,
2
As f y
0.85 f ' c b
To verify that tension controls the section design and that the proper resistance
factor is used to check the strain in the extreme tension reinforcing steel (CA Article
5.7.2.1). The strain, stress and force diagrams for a rectangular concrete section are
shown in Figure 10.6-3.
Figure 10.6-3
10-13
12(0.31)
0.465 in.2
8
T As f y 0.465(60) 27.9 kips
#5 @ 8" As
T Ac (0.85) f c' Ac
T
27.9
9.12 in.2
'
.
.
0
85
(
3
6
)
0.85 f c
Ac 9.12
0.76 in.
b
12
a 0.76
0.89
1 0.85
y
(7.813 0.89)
(0.003)
(0.003) 0.023 0.004
c
0.89
The steel yields and the section is tension controlled, therefore, the proper
resistance factor was used.
Finally, check maximum spacing for primary reinforcement (AASHTO Article
5.10.3.2). The spacing of the slab reinforcement shall not exceed 1.5 times the
thickness of the slab or 18.0 in. In this case the maximum spacing equals 8.0 in.,
which is less than either case.
10.6.8
10-14
d e t Ctop
(bar _ diameter)
(0.750)
9.125 2.0
6.75 in.
2
2
z 8.262 in.2
As 0.740 in. 2
Check a
t
,
2
As f y
0.85 f ' c b
0.740
As
10-15
Verify that tension controls the section design and that the proper resistance
factor is used to check the strain in the extreme tension reinforcing steel (CA Article
5.7.2.1). Finally, check maximum spacing for primary reinforcement per AASHTO
Article 5.10.3.2.
10.6.9
700 e
2d c
s f ss
(AASHTO 5.7.3.4-1)
In which,
s 1
dc
0.7 (h d c )
Where,
e =
dc =
f ss =
h
10.6.9.1
10-16
10.6.9.2
Determine the neutral axis location, y, based on the transformed section properties.
b 2
y nAs y nAs d e 0
2
Let
b
2
B nAs
C nAs d e
A
Therefore,
y
B B 2 4 AC
2A
As = bar area
12
= 0.754 in.2
7.0
n=8
b 12
6
2 2
B B 2 4 AC
= 2.151 in.
2A
Calculate the crack moment of inertia, Icr , for the transformed section.
by 3
I cr
nAs ( d e y ) 2 167.44 in. 4
3
Next, calculate the tensile stress, fss , in the steel reinforcement at service limit state.
nM s ( d e y )
33.15 ksi
f ss
I cr
Finally, determine s , and then input that value into the formula to calculate the
maximum spacing, s, of the reinforcement that would satisfy the LRFD crack control
requirement.
10-17
s 1
dc
2 .5
1
1.539
0 .7 ( h d c )
0.7 (9.125 2.5)
700 e
700 (0.75)
2d c
(2) (2.5) 5.29 in.
s f ss
(1.539) (33.15)
Figure 10.6-5 shows Caltrans Standard Plan for transverse deck reinforcement
spacing. To convert the required spacing to Caltrans Standard Plan Bridge Details
5-11 or 5-10, you must multiply the spacing by 2. This is due to the fact that the
transverse deck reinforcement spacing diagrams add an extra top bar for the given
spacing. Therefore, if the required calculated spacing is 5.29 in., then the spacing
shown on the typical section would be 10.58 in. In the design example case, we
would specify #6 @ S = 10 1/2 in.
10.6.10
Minimum Reinforcement
Minimum reinforcement is needed in the slab to distribute the load across the
slab, for shrinkage, and temperature change. For the typical slab design, AASHTO
(2012) requires distribution reinforcement for the top of the slab and the bottom of
the slab.
10-18
10.6.10.1
The top slab reinforcement is for shrinkage and temperature changes near the
surface of the exposed concrete slab. The area of reinforcement has to meet the
following requirements:
1.3bh
2( b h ) f y
(AASHTO 5.10.8-1)
0.11 As 0.60
(AASHTO 5.10.8-2)
As
Where:
As
b
h
fy
=
=
=
=
As
2
1.3(12)(9.125)
1.3bh
0.056 in.
ft
2(b h) f y 2(12 9.125)(60)
The reinforcement in the bottom of the slab is a percentage of the primary deck
reinforcement. The primary deck reinforcement is perpendicular to the direction of
traffic, therefore, the requirement is 220 S 67 percent, where S is the effective
span length (ft) as specified in Article 9.7.2.3. For the design example, the effective
span length is the clear distance from face of girder to face of girder, which is 11 ft.
220
S 220
11 66% 67%
10-19
2
Arequired 0.66 1.01 0.67 in.
ft
1
11
S 5.5 ft
2
2
2
3.685 in. 2 0.31 in. 2 11.89 12 bars
5.5 0.67 in.
ft
Twelve bars are distributed within 1/2 the effective span length. Compared this
with the standard Deck Slab Reinforcement Details G bars and D bars per MTD
Table 10-20.1(a):
The required G bars for 12-0 girder spacing are 5 - #4 bars
The required D bars for 12-0 girder spacing are 13 - #5 bars
Figure 10.6-6 Shows the detailed deck reinforcement for the design example.
10-20
NOTATION
As
Cbottom =
Ctop
dc
thickness of concrete cover measured from extreme tension fiber to center of bar
(in.)
de
effective depth from extreme compression fiber to the centroid of the tensile
force in the tension reinforcement (in.)
fy
fss
tensile stress in mild steel reinforcement at the service limit state (ksi)
Icr
IM
MDC
MDW
MLL
Ms
Mu
number of girders
distance from neutral axis location to the extreme tension fiber (in.)
DC
DW
f c
10-21
LL
load modifier
resistance factor
10-22
REFERENCES
1. AASHTO, (2012). AASHTO LRFD Bridge Design Specifications, Customary U.S. Units
(6th Edition), American Association of State Highway and Transportation Officials, 4th
Edition, Washington, D.C.
2. Caltrans, (2014).
California Amendments to AASHTO LRFD Bridge Design
Specifications 6th Edition, California Department of Transportation, Sacramento, CA.
3. Caltrans, (2008). Bridge Memo to Designers (MTD) 10-20: Deck and Soffit Slabs,
California Department of Transportation, Sacramento, CA.
4. Caltrans, (2010). Bridge Memo to Designers (MTD) 10-20: Protection of Reinforcement
Against Corrosion Due to Chlorides, Acids Sulfates, California Department of
Transportation, Sacramento, CA.
5. Caltrans, (2002). Bridge Memo to Designers (MTD) 10-5: Protection of Reinforcement
Against Corrosion Due to Chlorides, Acids and Sulfates, California Department of
Transportation, Sacramento, CA.
6. Caltrans, (1986). Bridge Design Details (BDD) 8-34: Variable Bay Transverse
Reinforcement, California Department of Transportation, Sacramento, CA.
7. Caltrans, (1971). Bridge Design Details (BDD) 8-36: Skewed Deck Corner
Reinforcement, California Department of Transportation, Sacramento, CA.
8. Caltrans, (2015). Standard Plans, California Department of Transportation, Sacramento,
CA.
9. Chen, W. F., and Duan, L. (2014). Bridge Engineering Handbook, 2nd Edition, CRC
Press, Boca Raton, FL.
10. Csagoly, P. and Lybas, J. (1989). Advance Design Method for Concrete Bridge Deck
Slabs, Concrete International, ACI. Vol.11.
11. Fu, G. K., et al, (2000). Effect of Truck Weight on Bridge Network Costs, NCHRP:
Report 495, Transportation Research Board, Washington, D.C.
10-23
10-24