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Volume I
Manual
Version 1.0
August 2018
Alberta Transportation
NU Girder Bridge Design and Detailing Manual
The Crown in right of the Province of Alberta, as represented by the Minister of Transportation
Permission is given to reproduce all or part of this document without modification. If changes are made
to any part, it should be made clear that that part has been modified.
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
PREFACE
The NU Girder Bridge Design and Detailing Manual documents current best practices for NU Girder bridge
designs in Alberta. It is intended to supplement the requirements of the Bridge Structures Design Criteria (BSDC).
The manual focuses on the design and detailing of NU Girder bridges. It also touches on conceptual design
issues, drafting standards, and material specifications. As a result, certain components of this manual overlap
with other Department documents. The Department strives to provide consistency between these documents;
however, changes to one document might not be immediately reflected in other documents. If a discrepancy is
found, the Consultant should ask the Department for clarification.
This manual includes exceptions, modifications, and clarifications of requirements in the BSDC, but does not
cover all possible scenarios. It is not our intent to limit progress or discourage innovation. Consultants are
encouraged to consider engineering options they deem appropriate for a specific site. The Department’s Design
Exception Process must be used to propose an engineering option that does not comply with this manual.
Our primary goal is to bring consistency to the design of NU Girder bridges in Alberta. Items pertaining to
geometry, detailing, and materials will help produce a reasonably uniform design product. In the Department's
experience, these items help reduce design, construction, inspection, and maintenance problems, while
providing a reasonable balance between safety, quality, and cost.
Approved:
Williamson
Branch,
email=Des.Williamson@gov.ab.ca, c=US
Date: 2018.09.04 11:10:36 -06'00' September 04, 2018
Date: a
Des Williamson
Executive Director
Technical Services Branch
Alberta Transportation
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
ACKNOWLEDGEMENTS
The NU Girder Bridge Design and Detailing Manual was prepared in collaboration with Associated Engineering,
Armtec, LaFarge, and Eagle Builders, with significant contributions from the following individuals:
Alberta Transportation
John Alexander
Mike Tokar
Clayton Matwychuk
Associated Engineering
Michael Paulsen
Bala Balakrishnan
Jessica Gagne
Katrin Habel
Tara Alexander
Armtec
Filip Brogowski
James Siffledeen
LaFarge Canada
Jason Rabasse
Nitesh Patel
Eagle Builders
Jason McNutt
Kevin Kooiker
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
LIST OF CHANGES
The following page is reserved for documenting changes to this version of the NU Girder Bridge Design and
Detailing Manual. When changes are made to the manual, the following actions will be completed:
· The version of the manual will be updated;
· A revision triangle will be placed next to the change in the manual;
· A basic description and the date of the change will be summarized below.
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
TABLE OF CONTENTS
PREFACE II
ACKNOWLEDGEMENTS III
LIST OF CHANGES IV
TABLE OF CONTENTS V
LIST OF TABLES VII
LIST OF FIGURES VIII
LIST OF SAMPLE CALCULATIONS X
1. OVERVIEW 1-1
2. NU GIRDERS 2-1
NU GIRDERS IN ALBERTA 2-1
NU GIRDER APPLICATIONS 2-2
FEATURES OF NU GIRDERS 2-3
2.3.1. Typical Features 2-3
2.3.2. Typical Sections and Spans 2-5
2.3.3. NU Girder Drawings 2-6
FABRICATION 2-7
2.4.1. Precast Certification 2-7
3. PRELIMINARY DESIGN CONSIDERATIONS 3-1
GENERAL 3-1
FABRICATION 3-3
BRIDGE GEOMETRY 3-4
3.3.1. Horizontal Profile 3-4
3.3.2. Vertical Profile 3-5
3.3.3. Cross-Section Profile 3-5
3.3.4. Span Arrangement 3-5
3.3.5. Skew 3-6
BRIDGE ARTICULATION 3-7
3.4.1. Abutments 3-8
3.4.2. Piers 3-8
3.4.3. Bearing Types and Temporary Supports 3-9
GIRDER SELECTION 3-10
3.5.1. Girder Depth 3-10
3.5.2. Girder Spacing 3-10
3.5.3. Post-Tensioning 3-10
3.5.4. Girder Selection Design Tools 3-11
4. DETAILED DESIGN CONSIDERATIONS 4-1
REFERENCES AND STANDARDS 4-4
LIMIT STATES 4-4
LOADS 4-5
4.3.1. Vehicle Load 4-5
4.3.2. Temperature Effects 4-5
4.3.3. Relative Humidity 4-6
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
GLOSSARY OF TERMS
LIST OF SYMBOLS
REFERENCES
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
LIST OF TABLES
Table 4-1 Flow Chart for Detailed Design – Serviceability and Ultimate Limit States Check 4-3
Table 4-2 Effective Temperature 4-5
Table 4-3 Modifications to Effective Temperature 4-5
Table 4-4 Temperature Differential 4-6
Table 4-5 Material Resistance Factors 4-7
Table 4-6 Concrete Classes 4-7
Table 4-7 Reinforcing Steel Grades 4-15
Table 4-8 Steel Grades 4-17
Table 4-9 Expected Load History during Fabrication 4-18
Table 4-10 Expected Load History during Construction 4-19
Table 4-11 Expected Load History in Service 4-19
Table 4-12 Prestressing Tendon Stress Limits 4-20
Table 4-13 Prestressed Concrete Stress Limits 4-21
Table 4-14 Post-Tensioning Design Criteria 4-24
Table 4-15 Prestress Losses for Pretensioned Girders 4-34
Table 4-16 Prestress Losses for Post-Tensioning 4-35
Table 4-17 Friction Factors for Post-Tensioning 4-39
Table 4-18 Fixed End Moments for Creep 4-54
Table 4-19 Fixed End Moments for Shrinkage 4-56
Table 4-20 Limit State Checks at Fabrication 4-59
Table 4-21 Limit State Checks during Construction 4-59
Table 4-22 Limit State Checks in Service 4-60
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
LIST OF FIGURES
Figure 2-1 Typical NU Girder Highway Overpass – 111 Street over Anthony Henday Drive 2-1
Figure 2-2 Belgravia Overpass – Fox Drive, Edmonton 2-2
Figure 2-3 Pretensioned NU Girder Features 2-3
Figure 2-4 Post-Tensioned NU Girder Features 2-4
Figure 2-5 NU Girder Bottom Flange – Prestressing Strand Grid 2-5
Figure 2-6 NU Girder Series 2-6
Figure 2-7 Completed NU Girder 2-7
Figure 3-1 Anthony Henday Drive over Whitemud Drive Bridge 3-1
Figure 3-2 Horizontal Curve Layout Considerations 3-5
Figure 3-3 Girder End Layouts for Skewed Bridges 3-6
Figure 3-4 Bridge Articulation for a Typical NU Girder Highway Overpass 3-7
Figure 3-5 Examples of Pier Articulation 3-9
Figure 3-6 Typical NU Girder Span Range – Effect of Continuity and Post-Tensioning 3-12
Figure 3-7 Preliminary Selection - Total Number of Strands - NU1600 3-13
Figure 3-8 Preliminary Selection - Total Number of Strands – NU2000 3-14
Figure 3-9 Preliminary Selection - Total Number of Strands – NU2400 3-14
Figure 4-1 NU Girder Bridge Construction 4-1
Figure 4-2 Shrinkage Strain Development with Time 4-10
Figure 4-3 Long-Term View of Shrinkage Strain Development with Time 4-10
Figure 4-4 Creep Coefficient and Creep Strain 4-11
Figure 4-5 Creep Coefficient with Time 4-15
Figure 4-6 Creep Coefficient with Time (Long-Term) 4-15
Figure 4-7 Prestress Relaxation 4-17
Figure 4-8 Example Debonded Strand Pattern 4-22
Figure 4-9 Example Deviated Strand Pattern 4-23
Figure 4-10 Example Splayed Strand Pattern 4-23
Figure 4-11 Example Tendon Profile 4-25
Figure 4-12 Typical Duct Arrangements and Limitations 4-27
Figure 4-13 Eccentricity of Curved Tendons 4-27
Figure 4-14 Strand Development Length 4-32
Figure 4-15 Prestressing Stress Levels – Pretensioned NU Girder 4-38
Figure 4-16 Wobble Friction Losses (Collins & Mitchell, 1997) 4-39
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
1. OVERVIEW
NU Girders are Alberta Transportation’s preferred shape for medium- and long-span, precast concrete girder
bridges. This manual presents best practices for design and detailing of NU Girder bridges in Alberta, along with
comprehensive design examples that include design calculations, code interpretation, and commentary.
This manual provides guidance to bridge engineers on the design and detailing requirements of NU Girder
bridges. Its overall purpose is to help consultants produce safe, efficient, and economical NU Girder designs that
meet the requirements of the Canadian Highway Bridge Design Code (CHBDC) and Alberta Transportation (the
Department).
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
2. NU GIRDERS
Figure 2-1
Typical NU Girder Highway Overpass – 111 Street over Anthony Henday Drive, Edmonton
Alberta engineers recognized the advantages of the new girder series from the early days of their inception. The
first bridge constructed using NU Girders in Alberta was the Oldman River Bridge in Taber, built in 2001.
Since then, the NU Girder’s optimized shape and prestressing layout has replaced other precast concrete girder
types for span lengths of 20 m or greater. NU Girder depths typically vary from 1200 mm to 2800 mm and are
frequently used for spans up to 60 m, which covers most short- and medium-span ranges for bridges.
NU Girders have been used successfully in longer span structures and were extended to 65 m for the Bow River
Bridge on Deerfoot Trail.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 2-2
Belgravia Overpass – Fox Drive, Edmonton
NU Girders have found use in non-conventional configurations, including a trellis bridge arrangement.
Page 2-2
2 - NU GIRDERS
NU Girders are prestressed concrete girders, classified as either pretensioned girders or post-tensioned girders.
Throughout this manual, pretensioned girders refers to girders that are prestressed by pretensioning only, while
post-tensioned girders refers to those that are prestressed by both pretensioning and post-tensioning.
In a pretensioned girder (Figure 2-3), the top flange is reinforced with standard reinforcing steel, comprising a
basic grid of transverse and longitudinal bars, and four straight prestressing strands.
The web is reinforced with two layers of shear reinforcement that are made of 10M or 15M rebar, or welded wire
reinforcement (WWR). Projecting stirrups can be either closed U-Bars or two open hooks. While most
reinforcement in the NU Girder is regular black rebar, the projecting bars are corrosion resistant reinforcement
(CRR). Within the web, deviated strands may run between the shear reinforcement.
Typically, the bottom flange is highly reinforced with straight prestressing strands, some of which may be
debonded or deviated. Bottom flange confinement reinforcing consists of the base WWR and a hat bar. At the
girder ends, there is a galvanized shoe plate on the bottom flange, which includes a series of shear studs.
The pretensioned girder shown would have a cast-in-place end diaphragm. In this case, the girder end has a
shear key profile, and the portion of the girder end embedded into the diaphragm is also roughened in
accordance with Alberta Transportation’s Standard Specifications for Bridge Construction (SSBC).
Similar pretensioned girders are fabricated with an end block when a conventional abutment with steel
diaphragms is used.
Top flange
Projecting stirrups
prestressing
Shear reinforcing
Bottom flange
prestressing
Shoe plate
Figure 2-3
Pretensioned NU Girder Features
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
In post-tensioned girders (Figure 2-4), one or more ducts run between the web reinforcing. Though not
illustrated here, post-tensioning ducts may be combined with deviated strands. The post-tensioning ducts are
made of corrugated galvanized steel.
Typically, when designed to be post-tensioned, NU Girders have reinforced concrete end blocks. The end blocks
are reinforced with regular reinforcement and bursting reinforcement, and include block-outs at each anchor
location.
In post-tensioned bridges, the bursting reinforcement and post-tensioning hardware may also be included in a
cast-in-place diaphragm. In these cases, there is no end block on the girder, and the post-tensioning ducts
extend beyond the girder end.
Projecting endblock
Projecting
stirrups
stirrups
Top flange prestressing
Shear reinforcing
End block
Bottom flange
reinforcing
Post-tensioning anchorage
(bursting reinforcement
Bottom flange
not shown)
prestressing
Shoe plate
Figure 2-4
Post-Tensioned NU Girder Features
The end regions of NU Girders are highly reinforced, and care should be taken to add or change the reinforcing
details of the NU Girder Bridge Typical Details Drawings described in Section 2.3.3.
Items not shown above, but typically required, include:
· Lifting hooks, used for handling the girders
· Holes through web for end reinforcement, or for interior girder cross-bracing
· Inserts for exterior girder cross-bracing
· Girder Identification Label – located 1.0 m from the end on the underside of the girder bottom flange
or outside the area of the cast-in-place diaphragm (if girder end is embedded)
Page 2-4
2 - NU GIRDERS
The Department’s requirements for surface treatment for NU Girder bridges are indicated on Standard Drawing
S-1851 and in the SSBC. In general, the outside of exterior girders has a Class 3 bonded finish; all other surfaces
have a Class 1 ordinary surface finish.
In Alberta, NU Girders can be fabricated in depths ranging from 1200 mm to 2800 mm, in increments of 400
mm. NU Girders were developed in hard metric units, and as such are often referenced without including the
units (e.g., a 2000 mm deep NU Girder is referred to as an NU2000).
In the development of the NU Girder, the size and shape of the flanges were optimized for a range of criteria
(Geren and Tadros 1994) including taking advantage of high-performance concrete. In prestressed concrete
girders, the bottom flange is important in determining the maximum achievable span for a specified girder
depth. The size and shape were largely influenced by the ability to fabricate girders in existing plants and
maximize the area of prestressing strand that could be placed within the flange.
Structural efficiency of I-girder shapes improves as web thickness decreases. For the NU Girder series, the web
width was sized to accommodate both reinforcement and post-tensioning ducts, while maintaining the
necessary cover. For girders without post-tensioning, additional strands that are deviated may be located within
the web. In Alberta through collaboration with the fabricators a consistent web width of 185 mm is used
regardless of whether the girders are pretensioned or post-tensioned.
For the NU Girder series, a maximum of 72 strands can be accommodated (Figure 2-5). Additionally, four bonded
prestressing strands shall be incorporated in the top flange, to assist in controlling stresses at transfer during
transportation and during construction. Of the 72 strands, up to 26 are located within the web. These 26 strands
can be deviated as necessary for design. If the girders will be post-tensioned, a maximum of four ducts are
typically used, which displaces some of the web prestressing.
Figure 2-5
NU Girder Bottom Flange – Prestressing Strand Grid
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
See Appendix A – Section Properties for the NU Girder sizes available in Alberta, along with the geometric
properties.
Figure 2-6
NU Girder Series
Each girder size has a broad range of applicable span lengths and a variety of factors, including loading,
transverse girder spacing, and whether the bridge is post-tensioned (Figure 2-6). Chapter 3 reviews design tools
available in selecting the appropriate NU Girder size.
Design drawings shall be completed in accordance with the Department’s Engineering Drafting Guidelines for
Highway and Bridge Projects which includes drawing layouts, checklists and standard notes requirements.
NU Girders shall also be designed and detailed in accordance with the Department’s NU Girder Bridge Typical
Details Drawings (Appendix B). Typical Details Drawings are not engineered documents. Rather, they provide
direction to Consultants on the Department’s preferred details when completing designs and shall be used
unless the Department’s approval is obtained.
The Typical Details Drawings are provided in Appendix B – Typical Details Drawings.
T-1750-17 NU Girder Bridges Typical Details – Sheet 1 covers girder layouts, girder sections and finishes,
and girder elevations.
T-1751-17 NU Girder Bridges Typical Details – Sheet 2 covers cross-section reinforcement for prestressed
and post-tensioned girders.
T-1752-17 NU Girder Bridges Typical Details – Sheet 3 covers end details.
T-1753-17 NU Girder Bridges Typical Details – Sheet 4 covers cross-bracing, haunch details, and pier
diaphragm connections.
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2 - NU GIRDERS
2.4. FABRICATION
The fabrication of an NU Girder is a specialized process. Since the use of NU Girders began, the precasting
community has worked to improve fabrication efficiency while working with the Province and Consultants in
improving girder designs.
Girder designs affect the entire fabrication process, from preparing the forms to girder stressing and removal
within a 24-hour period. A successful NU Girder design must also allow for economical fabrication. To use NU
Girders successfully and economically, Consultants must have a solid understanding of reinforcing and
prestressing details and how designs affect girder fabrication quality and scheduling. This manual incorporates
lessons from decades of precast girder fabrication in Alberta.
See Appendix C – Fabrication for an overview of the fabrication process for a typical NU Girder. For a more
thorough understanding of the fabrication process, constructability, and indicative pricing, Consultants are
encouraged to contact precast Fabricators.
Figure 2-7
Completed NU Girder
NU Girder fabrication must be completed by a precast fabricator certified by the Canadian Precast/Prestressed
Concrete Institute (CPCI) Certification Program in Group B (Bridge Products) in category B4 or BA4 for all NU
Girder types, and in category B3 or B3A for NU Girders with straight strands only.
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
3.1. GENERAL
The overall objective when designing bridges is to develop cost-effective, functional, aesthetically pleasing, and
durable solutions that will require minimal future maintenance. Preliminary design is a critical step in every bridge
project. Decisions made in this phase will affect bridge geometry, including girder depth and spacing, bridge
skew and deck geometry, overall length, and span arrangement. Further, the bridge articulation is defined,
including determination of fixed and expansion joints, pier connectivity, and abutment configuration.
These decisions affect the overall cost of the project. It is crucial for the Consultant to see the overall picture and
optimize the bridge layout while meeting design requirements and constraints.
NU Girders place specific constraints on bridge designs, which may also be constrained by topography,
environmental limitations, or roadway constraints. The final selection of the bridge layout should be the best
solution to meet all project objectives.
If the girder selection pushes the limits of feasibility during preliminary design, small changes during detailed
design may require reconfiguration of the entire superstructure. For example, if deeper girders are required, this
could affect not only the bridge structure itself but the approach road geometry as well. Thus, the Consultant is
cautioned when pushing limits of the system during preliminary design, as there are still uncertainties in the
design.
Figure 3-1
Anthony Henday Drive over Whitemud Drive Bridge
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Page 3-2
3 - PRELIMINARY DESIGN CONSIDERATIONS
3.2. FABRICATION
When designing NU Girder bridges and developing the preliminary and detailed design of NU Girders, it is
important to consider design features that affect fabrication.
Simplicity
The Typical Details Drawings for NU Girders (Appendix B) Rules of Thumb for Cost-Effective
represent several iterations of design, fabrication, and NU Girder Designs
consultation with the Precast industry. These details provide a
Simplicity: Keep it simple. Make use of
common, simple approach to detailing NU Girders. These
proven details.
details have been found to be cost-effective and should form
the basis for NU Girder Design. Repeatability: Repetition and modularity
lower the cost.
Repeatability
Generally, maximum repetition makes precast structures cost Constructability: Check freight and
effective. Consultants should take advantage of repetition, installation constraints specifically for each
rather than trying to optimize individual girders. This applies project.
to girder size and layout, but also to concrete mix designs and
Reinforcing: Watch the rebar content –
other aspects that could be optimized.
100 kilograms per cubic metre is usually
Within a given span, design each girder to the same section an indication of good design.
and strand pattern. Economy in precasting results from the
Girder Lines: Fewer lines of girders are
production of identical units. Consultants should aim to keep
more economical.
all girder lengths the same and avoid small increases in length
to accommodate varying skew. Rather, look to incorporate Post-Tensioning: Post-tensioning in
these differences into the cast-in-place diaphragms. stages can give higher load capacity for
the same depth of girders and result in
Constructability
fewer lines of girders but will require more
Other important considerations during preliminary design are
elaborate onsite construction.
construction aspects such as fabrication, lifting, storage,
transport and erection, and onsite construction activities. Maintenance: Design with maintenance in
mind. Complex designs download costs to
Erection and transportation limitations often govern the size
construction and maintenance.
of girders and can be the decisive factor in the choice of
system.
Girder Design
The following considerations apply when designing NU Girders for any given bridge:
· The cost of changing the forms increases costs more than the actual cost of materials.
· Changes can introduce cost and risk of error.
· Changes in span length are less expensive to accommodate than changes in girder depth.
· Changes in strand patterns are relatively easy to accommodate, although Consultants should minimize
changing locations for hold-down points.
· Deviated strands require an extra stage in the stressing operation.
· Keep attachments (e.g., for diaphragms) at similar locations to limit modifications of forms.
· Avoid skew variations where possible, to avoid changes to the form bulkhead.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
In general, it is preferable for bridges to be on tangent square alignments. Irregular bridges, such as curved,
skewed, or flared bridges, require extra design and detailing, and cost more for construction and maintenance.
Curved NU Girders are not available; however, straight NU Girders can be used for horizontally curved bridges
under certain circumstances. The girder arrangement must take into account the curvature and span length.
Chord/curve offsets need to be carefully considered.
The main impact of curvature is typically on the exterior girders where the extent of deck overhang at mid-span
and at piers must be evaluated, and impact on girder design determined. Where curves are tight, the overhang
length may limit girder layout and span lengths. The girder layout at piers should consider overhangs and
changes in girder chord direction (kinks) between girder lines of adjacent spans. These can lead to interference
and must be considered in the pier diaphragm layout. Transverse load effects of the changes in girder direction
at the piers should be considered in the design, in particular in continuous structures, and if the Consultant
consider post-tensioning of the structure.
For curved bridges, the skews between girders and substructure impact girder layout, girder ends, and pier and
abutment geometry (see Figure 3-2).
Repetition is key in making precast girders cost-effective. To keep pier and abutment diaphragms at reasonable
widths, girder lengths may need to be varied and girder ends skewed. It is also easier for Fabricators to vary
girder length than to change skew angles. Thus, in general, the number of different skew angles should be
limited.
However, as the decision regarding layout of the girders directly affect substructure arrangement and cost, the
Consultant must consider the costs transferred to the substructure when establishing the girder layout with the
goal of optimizing the overall bridge design.
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3 - PRELIMINARY DESIGN CONSIDERATIONS
Figure 3-2
Horizontal Curve Layout Considerations
The profile of the roadway over the bridge may include crest or sag curves. The impact of the vertical alignment
on the NU Girder design is often in bearing elevation and haunch variations. Variations in girder slopes can be
accommodated by setting bearing elevation for each girder and varying the longitudinal slope of the girders.
In special cases, such as low speed environments or for pedestrian bridges, the vertical curve can be significant,
which could lead to large variations in haunch heights. Curved bridges with large cross-falls can also result in
deep haunches.
Deck cross-sections have a crown or are on a super-elevation; these are usually accommodated by bearing
elevation and haunch variations. Transitions in cross-sections create complications for the haunch and deck
geometry.
NU Girders are typically used with spans up to about 60 m, although longer spans can be achieved. Under certain
circumstances, splicing of the NU Girders could be considered. However, this would involve significant additional
design, fabrication, and construction considerations and would require Department approval. In general, one-
piece girders are more economical than spliced girders.
The BSDC require the same number of girder lines in continuous systems.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The span arrangement is often governed by site constraints and can be the determining factor for selecting the
bridge system. Without geometric site constraints, the span arrangement ideally follows span length ratios
between adjacent spans, as suitable for the chosen bridge articulation. Generally, it is preferable to minimize
span length variations where reasonably possible, to minimize precast costs.
Ideally, continuous spans have similar lengths for all interior spans, with end spans between 0.65 and 0.85 of the
interior span length. Ideal arrangements cannot always be achieved. Where span arrangements are governed by
other constraints, the girders should be chosen to best accommodate the required span layout.
Where short end spans are required, the structure should be checked for uplift.
Square girder ends are the most cost-effective and should be used where possible. Where the girder ends are
on a skew to the support line, the following shall be considered:
· For small skews (less than 15°): It is preferable to keep girder ends square and deal with skewed end in
the cast-in-place diaphragms.
· For larger skews (15° to 30°), round the skew to the nearest 5°.
· For large skews, the skewed flange should be trimmed as shown in Figure 3-3 (B) and Figure 3-3 (C) to
avoid corner spalling, simplify detailing and save on diaphragm depth.
INSERT FIGURE
(A) Square Girder End (B) Chamfered Flange (C) Skewed Girder End
Figure 3-3
Girder End Layouts for Skewed Bridges
For post-tensioned bridges, the anchorage of the post-tensioning needs to be adjusted, as required to
accommodate skewed ends.
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3 - PRELIMINARY DESIGN CONSIDERATIONS
· Piers:
o Diaphragms/girders integral with piers
o Diaphragms/girders supported by bearings
HWY HWY
Figure 3-4
Bridge Articulation for a Typical NU Girder Highway Overpass
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Several different criteria are involved in the selection of abutment types, and this design shall be completed in
accordance with the BSDC. Issues that related specifically to NU Girder bridges include:
· Thermal span and selection of cycle control joints
· Out-of-plane and skew forces acting on the abutment system
· Long-term movements due to creep and shrinkage
Conventional abutments: The BSDC requires open steel diaphragms for conventional abutments, to allow for
future deck joint inspection and repair. NU Girders used in conventional abutments require an end block and
the prestressing strands at the girder ends need to be adequately protected.
In addition to the thermal span, sizing the deck joints requires consideration of the long-term shortening of the
structure due to creep and shrinkage. Long-term rotations resulting from creep need to be considered when
designing bearings to have adequate rotational capacity.
Integral abutments: The type of integral abutment will be either semi-integral or fully integral.
NU Girders with semi-integral abutments have bearings at the girder ends. Dependent on the chosen type of
semi-integral abutments, abutment forces need to be accounted for in the NU Girder design. Semi-integral
abutments generally make the structure more durable, since they eliminate deck joints; however, they still
include bearings, which will require maintenance over the life of the structure.
Semi-integral abutments have reduced strains/loads on the substructure, when compared to fully integral
abutments. Consideration should be given to extend the deck slab beyond the abutment backwall to move the
transition from deck to approach slab beyond the abutment. Where approach slabs terminate above the bearing
seat, open steel diaphragms are required to allow for future inspection and repairs.
Fully Integral abutments eliminate joints and bearings. They require full moment and shear connection between
the girder ends and the abutment, which can be achieved through shear friction, by extending strands beyond
the girder ends and anchoring them in cast-in-place concrete as well as by reinforcing bars through the webs
of the NU Girders. This connection is designed with a concrete end diaphragm. The embedment of the NU
Girders in the concrete end diaphragm also reduces risks associated with end zone cracking.
The negative moment resistance of NU Girders is small; thus, the continuity needs to be made through
continuous reinforcing between the abutment and deck slab. In the horizontal direction, integral abutments
bear directly against the soil and need to remain within the thermal span limits of the BSDC.
The girders must be supported on temporary bearings until they are made integral with the abutments. In
accordance with the BSDC, a minimum of 150 mm of concrete is to be cast below the girders.
For both semi-integral and fully integral bridges, time-dependent effects on rotation, shortening, and restraints,
resulting from creep and shrinkage need to be considered.
The choice of pier type depends on the topography, span arrangements, and other considerations. The girders
can sit atop of piers on bearings or be made composite with the pier cap through a cast-in-place concrete
diaphragm.
The BSDC require continuous cast-in-place concrete diaphragms at piers. Where concrete is cast fully around
girder ends, the BSDC require a plinth of a height of minimum 150 mm, to allow for sufficient diaphragm
concrete being cast below the girders. The BSDC further require separation of girder ends by at least 300 mm.
It is generally advantageous to make the superstructure at the pier continuous and possibly monolithic with the
pier, to improve durability and minimize the use of deck joints and bearings. Where piers are made monolithic
with the superstructure, the impact of thermal and other restraint effects or deformations must be assessed, and
the stiffness of the entire system must be evaluated.
Page 3-8
3 - PRELIMINARY DESIGN CONSIDERATIONS
Figure 3-5
Examples of Pier Articulation
Longitudinal superstructure continuity at the piers is achieved through a cast-in-place deck and diaphragm and
may also include post-tensioning.
The continuity achieved through cast-in-place concrete pier diaphragms and continuous deck reinforcing
provides continuous behaviour for live loads and superimposed dead loads only. While this method of attaining
continuity may not be structurally as optimized as a post-tensioned system, it combines many of the advantages
of fully continuous systems without the requirements of post-tensioning. Note that careful crack control of the
deck is required, achieved through reinforcing detailing in the negative moment regions. These systems are
suited for monolithic pier construction or construction with a double bearing line.
Continuity may also be achieved by post-tensioning the girders. Girder shortening and camber effects need to
be considered when laying out the structure, and the Consultant needs to investigate how the post-tensioning
process affects girder displacements at the piers or builds in restraints. Post-tensioning allows balancing of
moments and makes the system overall structurally efficient.
A single bearing line may be appropriate; however, this requires approval from the Department. Single bearing
lines allow narrower pier caps but will require temporary support for construction. They are only acceptable
when the bridge is post-tensioned and requires careful detailing.
A broad range of bearings can be used with NU Girder bridges. Bridge articulation, abutment type, and pier type
will affect the demands on the bearings and thus the selection of bearing used in design. In Alberta, laminated
elastomeric bearings are the preferred option. Where these bearings cannot be used, pot bearings should be
considered.
The bearing design needs to consider all displacements that can occur during construction and under service
conditions. Longitudinal bearing displacements include not only temperature movements, but also, shrinkage,
creep, post-tensioning effects, and settlement. In the transverse direction, the Consultant must assess fixity and
restraints of the substructure.
Plain unreinforced elastomeric bearing pads can be used to support NU Girders on pier caps or abutment seats
during construction before the girder ends are cast fully into a cast-in-place reinforced concrete diaphragm.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Girder depth is often controlled by vertical clearance requirements to the roadway beneath or minimum
hydrotechnical soffit elevation requirements. To minimize approach grades this often leads to requirements for
a shallow superstructure, and therefore a high span-to-depth ratio.
Each girder depth has an efficient range. Girder use beyond this range is not ideal as it may lead to high stresses
from excessive pretensioning resulting in cracks, complicated strand debonding and deviation patterns,
congested reinforcing, or other unforeseen consequences. When using NU Girders at the upper end of their
range, it is recommended to engage Fabricators to identify potential risks and mitigation at an early stage.
When a structure is not controlled by vertical clearance limitations, the optimal girder depth should be
determined based on the optimal fabrication, transportation, and erection cost. When a structure is controlled
by vertical clearance limitations, the following considerations also apply when selecting the girder depth:
· For a given girder depth, it can be advantageous to use the girder to its maximum span, even if more
prestressing strands and reinforcing bars are required.
· By using a girder to its maximum span capability, a longer span can be achieved without increasing the
depth of the superstructure.
For varying span lengths within a structure, it is typically preferred to use the same girder depth consistently
along the bridge length, rather than optimizing each span to achieve minimum span-to-depth ratios.
Girder spacing is typically limited by deck design considerations and by the minimum number of girders
required. The BSDC require all slab and girder bridges to have a minimum of four girder lines and limits maximum
girder spacing and overhangs to the limits of the empirical deck design method. This can control girder spacing
in narrow bridges. For wider bridges, wider girder spacing, within BSDC and CHBDC requirements, can be more
cost effective, since the costs of an additional girder line often outweigh the additional deck concrete costs.
Efficiency in the number of girder lines needs to be balanced with additional dead loads needed for thicker
decks.
Post-tensioning has been used successfully for many NU Girder bridges in Alberta. Post-tensioned NU Girder
bridges provide several advantages including:
· Reducing pretensioning demand on the girders, which can reduce fabrication related cracks
· Increasing achievable span for a particular girder section
· Allowing for wider girder spacing, with the potential to reduce the total number of girder lines
· Increased durability
The benefits should be considered along with the following construction issues:
· Access to install the post-tensioning and carry out the stressing
· Limitations on the amount of post-tensioning with respect to stress limits in the strands and in the
girders
Page 3-10
3 - PRELIMINARY DESIGN CONSIDERATIONS
Selecting the optimum girder depth requires an understanding of the range of applicability for NU Girder
sections considered. Each girder section has a range of applicability depending on girder spacing, amount of
pretensioning, and whether it is continuous or post-tensioned.
The figures presented in this section are intended for use in girder selection during preliminary design. These
figures are based on recent experience and recorded data of over 200 NU Girder bridges constructed within
Alberta and represent what has been successfully designed and constructed. These figures are meant for
guidance in preliminary design only and are not meant to be definitive limits on NU Girder use, nor be used as
detailed design tools. NU Girders that fall outside the limits of these figures may be feasible in certain situations,
however in these situations the Consultant will need to complete more sufficient calculations during preliminary
design to confirm the design will work.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 3-6
Typical NU Girder Span Range – Effect of Continuity and Post-Tensioning
Page 3-12
3 - PRELIMINARY DESIGN CONSIDERATIONS
Figure 3-7
Preliminary Selection - Total Number of Strands - NU1600
Page 3-13
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 3-8
Preliminary Selection - Total Number of Strands – NU2000
Figure 3-9
Preliminary Selection - Total Number of Strands – NU2400
Page 3-14
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 4-1
NU Girder Bridge Construction
Page 4-1
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
This manual focuses on aspects of design that are relevant to NU Girder bridges. Consultants are encouraged to
reference relevant Alberta Transportation publications and the Canadian Highway Bridge Design Code CSA S6-14
(CHBDC) for guidance on the overall bridge design process.
The manual also assumes that readers understand prestressed concrete design principles. Several references are
available for additional information on prestressed concrete design:
· Prestressed Concrete Basics, Collins and Mitchell
· Concrete Structures Stresses and Deformations, Ghali and Favre
· The Design of Prestressed Concrete Bridges, Concepts and Principles, Robert Benaim
· Prestressed Concrete Bridges, Christian Menn
· CPCI Design Manual
Page 4-2
4 - DETAILED DESIGN CONSIDERATIONS
Table 4-1
Flow Chart for Detailed Design – Serviceability and Ultimate Limit States Check
Example Flow Chart for Serviceability and Ultimate Limit States Checks
References:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
o SLS: Stresses in the concrete and prestressing steel at various stages, such as deck pour, post-
tensioning (if applicable)
o SLS: Deformations (camber prediction and girder shortening)
o ULS: Strength and stability under construction loads
· Service
o SLS: Stresses in the concrete and prestressing steel in the short and long term under applicable
load combinations
o SLS: Deformations and vibration
o ULS: Strength and stability
Page 4-4
4 - DETAILED DESIGN CONSIDERATIONS
4.3. LOADS
All loads are determined in accordance with Section 3 of CHBDC and BSDC. This includes dead loads, earth loads,
secondary prestress loads, and live loads. Loads specific for NU Girder bridges in Alberta are described below.
In Alberta, for highway bridges, the design vehicle is a CL-800 Truck. This corresponds to the CL-W Truck as
defined in the CHBDC, with a total weight of 800 kN. No adjustments are required for the 9 kN/m uniformly
distributed load for lane load.
Temperature effects shall be determined in accordance with Section 3 – Loads of the CHBDC. Climatic
Information is presented in Annex A3.1 - Climatic and Environmental Data of the CHBDC.
The temperature range that is considered is the difference between the maximum and minimum effective
temperatures. When determining the effects, NU Girder bridges are classified as Type C Superstructures; as such,
they fall within the range summarised in Table 4-2.
Table 4-2
Effective Temperature
10oC above maximum mean daily temperature 5oC below minimum mean daily temperature
Maximum mean daily temperature and minimum mean daily temperature are found in Annex A3.1 - Climatic
and Environmental Data of the CHBDC.
Further modifications to the effective temperatures are applied, based on the depth of the structure. The
provisions in CHBDC allow for a reduction in the effective temperature range with increasing depth (Table 4-3).
Table 4-3
Modifications to Effective Temperature
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
It is necessary to consider thermal gradients through the superstructure. The thermal gradient is defined as
positive when the top surface of the structure is warmer than the bottom surface. For winter conditions, both
positive and negative differentials shall be considered. For summer conditions, only positive differentials shall
be considered. The provisions from CHBDC are simplified for NU Girder bridges in Table 4-4.
Table 4-4
Temperature Differential
Mean Daily From Figure A3.1.1 of the CHBDC From Figure A3.1.2 of the CHBDC
Temperature Max Mean Daily Temperature: 27oC Min Mean Daily Temperature: -41oC
Adjustment for Type C: +10 oC Type C: -5 oC
Superstructure type
Adjustment for NU2000: -7 oC NU2000: +10 oC
Superstructure depth
Effective Temperature Max Effective Daily Temperature: 30oC Min Effective Daily Temperature: -36oC
NU Girders are subject to creep and shrinkage and are affected by relative humidity. The relative humidity can
be found in Annex A3.1 - Climactic and Environmental Data of the CHBDC. The Annual Mean Relative
Humidity is interpolated from the contour map of Canada for the project site.
For most locations in Alberta, an annual mean relative humidity of 50 percent is appropriate.
Page 4-6
4 - DETAILED DESIGN CONSIDERATIONS
Table 4-5
Material Resistance Factors
Concrete fc = 0.75
Reinforcement
Reinforcing bars and wire fabric fr = 0.90
Structural Steel
Flexure, shear, tension fs = 0.95
Compression fs = 0.90
Welds fw = 0.67
In Alberta, Fabricators of NU Girders have developed concrete mixes to meet the specified release strengths and
allow for a 24-hour fabrication cycle. The specified strengths that are achievable are summarized below and shall
be used for design of NU Girders in Alberta.
Table 4-6
Concrete Classes
CHBDC does not provide guidance for strength gain with time. The following specified strengths shall be used
in design:
NU Girder Specified Strength:
At Transfer: = 45 MPa
At 28 days: = 70 MPa
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Where:
= specified strength of concrete at 28 days (MPa)
= mass density of concrete (kg/m 3)
Where:
= specified strength of concrete at transfer (MPa)
= mass density of concrete (kg/m 3)
NU Girder concrete mixes are normal weight concrete. Therefore, the cracking strength for NU Girder concrete,
, is calculated by:
= 0.4 (4-3)
Where:
= specified compressive strength of concrete (MPa)
At transfer, the specified release strength is used to calculate the release cracking strength, .
= 0.4 (4-4)
Where:
= specified compressive strength of concrete at transfer (MPa)
Page 4-8
4 - DETAILED DESIGN CONSIDERATIONS
The consideration of shrinkage is necessary for estimating girder behaviour and overall bridge behaviour, and
includes shrinkage of the NU Girder and differential shrinkage between the deck and girders. Shrinkage is
determined in accordance CHBDC, where the shrinkage strain, ecs, that develops in a period of time, t-ts is
calculated by:
( − )= ( − ) (4-5)
Where:
( − )= time varying strain in concrete due to shrinkage
In this equation, the shrinkage strain that develops over time is a function of the notional shrinkage coefficient,
ecso, and a coefficient b s(t-ts), which describes the development of shrinkage with time.
+
= 160 + 50 9 − 10 (4-6)
10
= −1.55 1 − (4-7)
100
−
( − )=
2 (4-8)
350 +( − )
100
Where:
= difference between mean concrete strength and specified strength, and is taken as 10 MPa
RH = annual mean relative humidity (%)
= volume per unit length of a concrete section divided by the corresponding surface area in contact
with freely moving air (mm)
The age of concrete from when shrinkage is initially considered to start follows the curing period. NU Girder
curing includes initial curing in the form (approximately 16 hours), followed by 4 days of subsequent curing.
Therefore, a value of 5 days for the age of concrete is considered appropriate for calculating the influence of
shrinkage.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
50
= −1.55 1 − = −1.55 1 − = −1.356
100 100
Then the notional shrinkage coefficient is determined from Equation (4-6) to be:
70 + 10
ε = −1.356 160 + 50 9 − 10 = −284.8 10
10
We then determine the term b s(t-ts), which describes the development of shrinkage with time from
Equation (4-8):
−
( − )=
1035.4 + ( − )
The description of shrinkage strain can then be determined from Equation (4-5) to be:
−
( − ) = −284.8x10
1035.4 + ( − )
This equation can be graphically depicted to show the development of shrinkage with time, as seen in
Figure 4-2 and Figure 4-3.
In our example, we are looking to calculate the shrinkage that has occurred at 180 days. The strain is
determined from the period where influence of shrinkage is calculated, at ts = 5 days, to the time of
consideration, t = 180 days.
180 − 5
( − ) = −284.8x10 = −108.3x10
1035.4 + (180 − 5)
(log scale)
Page 4-10
4 - DETAILED DESIGN CONSIDERATIONS
Creep is the increase in strain associated with a sustained compressive stress. It is described by the creep
coefficient, which is the ratio of creep strain to elastic strain. The creep coefficient is used in simplified and refined
analysis to determine the effects of creep, such as girder camber with time, and restraint forces that develop
with time.
Figure 4-4 shows the relationship between the creep coefficient, elastic strain, and creep strain. In this figure, a
theoretical creep coefficient is presented, along with an initial, sustained, elastic load applied at time t=0, that
results in an elastic strain of 100x10 -6. The creep strain that results is predicted by the creep coefficient, multiplied
by the elastic strain.
(x10-6)
Figure 4-4
Creep Coefficient and Creep Strain
Creep of concrete is nonlinear with respect to time and with respect to the magnitude of the sustained load.
However, when the sustained stress is less than 40 percent of the concrete compressive strength, a nearly linear
relationship exists between sustained stress and creep strain. In the design of NU Girder bridges, bridge codes
limit the magnitude of sustained stress in the concrete to the linear region.
In CHBDC, the creep coefficient is defined as the ratio of creep strain to the elastic strain that results when using
the stiffness of concrete at 28 days. The provisions below present the CHBDC approach to calculating the creep
strain and calculating the creep coefficient (represented as f28).
Creep Strain
( )
( , )= ∙ (, ) (4-9)
,
Where:
( , ) = creep strain developing over the time period (t,t0)
( ) = sustained stress applied at time t 0 (MPa)
(, ) = creep coefficient
Page 4-11
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Creep Coefficient
The creep coefficient is calculated from the following:
(, )= ( − ) (4-10)
Where:
1− 100%
= 1+ (4-11)
2
0.46 100
5.3 (4-12)
=
( + )
10
1 (4-13)
= .
0.1 + ,
.
− (4-14)
( − )=
+ −
Where:
2
= 150 1 + 1.2 + 250 (4-15)
100% 100
In Equation (4-13), t0,ADJ is the adjusted age at loading, which is used to account for the effect of the type of
cement and curing temperature. This is a deviation from CHBDC, with the provisions for determining an
appropriate value for t0,ADJ adopted from fib Model Code for Concrete Structures 2010, and based on concrete
mixes with rapid strength gain. The adopted provisions do not include the additional effects of elevated
temperatures.
9 (4-16)
, = . +1
2+
Where:
Page 4-12
4 - DETAILED DESIGN CONSIDERATIONS
Using this definition for f0, the creep coefficient is the ratio of creep strain to elastic strain at the time of loading,
and is defined below:
( )
(, )=ε ( , )∙ (4-17)
( )
The creep coefficient is calculated from the following relationship:
( ) (4-18)
(, )= (, )
,
The creep function is also used, as a convenient way to describe the total load-related strain resulting from an
applied unit stress.
1 ( , ) 1 ( , )
( , )= + = + (4-19)
( ) , ( ) ( )
Or:
1+ ( , ) (4-20)
( , )=
( )
To determine the total load-related strain, the creep function is multiplied by the applied sustained stress.
( )
(, )= [1 + (, )] (4-21)
( )
Where:
(, ) = total load-related strain (elastic and creep) occurring in the time period t-t0
Section 4.6.6 discusses the use of the creep coefficient in more detail as it relates to its use in time-dependent
analysis.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
1 − 50 100
= 1+ = 1.907
2(86)
0.46 100
5.3
= = 1.874
80
10
1
= = 0.732
0.1 + (3.2) .
50 2(86)
= 150 1 + 1.2 + 250 = 508.0
100 100
We then determine the term bc(t-t0) which describes the development of creep with time from Equation (4-14):
.
( − )
( − )=
508.0 + ( − )
Once the creep coefficient ϕ28 is calculated, Equation (4-18) is used to determine ϕ0, the creep coefficient that
is the ratio of creep strain to elastic strain at the time of loading.
( )
(, )= ∙ ( , ) = 0.845 (, )
,
. .
( − ) ( − )
(, ) = 0.845 ∙ 2.616 = 2.211
508.0 + ( − ) 508.0 + ( − )
This equation can be graphically depicted to show the development of creep with time, as seen in Figure 4-5
and Figure 4-6.
In our example, we are looking to calculate the creep coefficient at 180 days for a load that was applied at
0.75 days.
.
(180 − 0.75)
(180, 0.75) = 2.211 = 1.477
508.0 + (180 − 0.75)
Page 4-14
4 - DETAILED DESIGN CONSIDERATIONS
(log scale)
NU Girders in Alberta are fabricated with welded wire reinforcement (WWR) or carbon steel reinforcing, or a
mixture of the two. Reinforcement that projects from the girder into the deck shall be low carbon/chromium
reinforcing bars. Reinforcement in the deck will be either stainless steel or low carbon/chromium reinforcing
bars. See BSDC for reference on selection of reinforcing steel grades for deck reinforcement.
Table 4-7
Reinforcing Steel Grades
Description Grades
Top flange reinforcement WWR
Stirrups WWR or carbon steel
Projecting bars Low carbon/chromium
Bottom flange confinement reinforcement WWR and carbon steel
End block reinforcement WWR and carbon steel
Deck and diaphragm reinforcement Stainless steel or low/chromium
Page 4-15
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Currently, low carbon/chromium reinforcing is only produced in imperial bar sizes. Stainless steel reinforcing is
available in both metric and imperial sizes.
Metric 15M bars and imperial #5 bars have cross-sectional areas within 0.5 percent and direct substitution will
have negligible impact on a component’s design.
Prestressing strands used in pretensioning and post-tensioning of NU Girder bridges are 15.2 mm diameter, 7-
wire, low-relaxation strand. Prestressing strands shall conform to ASTM A416/A416M Grade 1860 for
low-relaxation strand with a minimum tensile strength of 1860 MPa.
= 1860 MPa
In lieu of manufacturer’s data, using a minimum tensile strength of 1860 MPa results in:
= 0.9 = 0.9 × 1860 = 1674
The term relaxation refers to the loss of stress in the prestressing steel when held under a constant strain.
For low-relaxation prestressing strand, CHBDC provides the following equation to estimate relaxation of a
stressed strand:
(24 )
∆ = − 0.55 (4-23)
45
Where:
∆ = loss of prestress (MPa)
Page 4-16
4 - DETAILED DESIGN CONSIDERATIONS
As a logarithm-based relationship, a significant amount of relaxation occurs shortly after stressing. The figure
below shows the relaxation that would occur over one year.
Figure 4-7
Prestress Relaxation
In NU Girder bridges, there are several elements fabricated from structural steel. This can include cross-bracing,
end diaphragms, joints, bridgerail, bearing sole plates, and shoe plates.
All miscellaneous steel that is attached to or embedded into girders and that has exposed faces shall be
galvanized. All steel diaphragms, including all associated plates, washers, nuts, and bolts, shall be galvanized.
Description Grades
Cross-bracing, diaphragms comprising channels Grade 300W or Grade 350W, and galvanized
Shoe plates, bearing base plates Grade 300W or Grade 350W, and galvanized
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Table 4-9
Expected Load History during Fabrication
Stage 1 – Fabrication
Fabrication comprises the period from initial strand tensioning in the prestressing bed to immediately after
transfer of the prestressing force to the NU Girder.
Jacking Stress (fsj) will be the target stress applied to the strands in the prestressing bed.
Prestress Losses The Fabricator and the Consultant are both responsible for consideration of
prestress loss. In general, the Fabricator is responsible for achieving the stress in
strands immediately prior to transfer fsi, and is required to consider all losses up
to this point. The Consultant thus considers all prestresses losses occurring at the
point of transfer, and forward. This delineation of responsibility is covered further
in Section 4.6.5.2. Prestress losses at this stage of construction include the
following:
Fabricator Responsibility:
· Fabrication-specific losses including bed shortening and seating losses
· Strand relaxation: Following jacking (and prior to transfer) the strands
will lose stress due to relaxation (REL 1)
Consultant Responsibility:
· Elastic Shortening (ES): The girder will shorten due to the initial
prestressing force causing a loss of stress in the prestressing strand.
Other Considerations The steps in fabrication of a typical NU Girder are summarised in Appendix C.
Consideration of debonding, deflected strands, end zone cracking, development
length, etc.
Page 4-18
4 - DETAILED DESIGN CONSIDERATIONS
Table 4-10
Expected Load History during Construction
Stage 2 – Construction
Construction comprises the period from fabrication to immediately before the bridge is in Service.
Expected Load history Load history during construction will depend on number of girders and spans,
complexity of bridge design (simple or multi-stage PT) and other considerations.
It is typical to have a bridge superstructure designed to be completed within one
working season; however, final superimposed dead loads may be deferred to a
second construction season.
The following are guidelines for the range that may be used during design.
· Age at erection: 60 days to 180 days
· Age at deck pour application: 180 days to 360 days
· Age at post-tensioning: 90 days to 360 days
· Time of Superimposed Dead Loads: 180 days +
Prestress Losses After transfer, NU Girders will undergo creep and shrinkage, and the prestressing
strands will relax. These will be considered following the Simplified Method
(Section 4.7.2) or a Detailed Method, as appropriate (Section 4.7.3).
Table 4-11
Expected Load History in Service
Stage 3 – In Service
Following completion of construction, this extends until the end of the service life (75 years).
Expected Load history Load history in service will go from bridge opening to 75 years.
Prestress Losses Similar to the Construction Stage, NU Girders will continue to undergo creep and
shrinkage, and the prestressing strands will relax. These will be considered
following the Simplified Method (Section 4.7.2) or a Detailed Method, as
appropriate (Section 4.7.3).
Typically, consideration of all losses provides a conservative consideration of
stresses, and so SLS checks are completed considering the long-term prestress
losses.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The pretensioning limits defined in CHBDC are modified for use in Alberta. The approach adopted is based on
limiting stress in strands immediately prior to transfer, fsi.
Alberta Approach
The current CHBDC approach to calculating pretensioning steel stresses has led to challenges with
interpretation and application of prestressing tendon stress limits and losses at transfer. Primarily, the
prestress losses prior to transfer are in the Fabricator’s control; however, the CHBDC requires Consultants
to consider them.
The approach adopted in this Manual shall be used on Alberta Transportation projects. The terms
“at jacking” and “at transfer” are not used when dealing with pretensioning. Rather, the moment of
consideration is “immediately prior to transfer” and is represented by fsi.
This approach is discussed further in Section 4.6.5.
The pretensioning steel stress limits to be used for design of NU Girders is summarized below:
Table 4-12
Prestressing Tendon Stress Limits
Stress Limit
Description
%fpu Limit For fpu = 1860 MPa
Pretensioning
Immediately prior to Transfer, fsi 0.75fpu 1395 MPa
Post-Tensioning
At Jacking, fsj 0.80fpu 1488 MPa
At Transfer, fst
At anchorage and couplers 0.70fpu 1302 MPa
Elsewhere 0.74fpu 1376 MPa
Page 4-20
4 - DETAILED DESIGN CONSIDERATIONS
The following stress limits on prestressed concrete apply for NU Girder design:
Table 4-13
Prestressed Concrete Stress Limits
Stress Limit
Description (f’ci = 45 MPa)
(f’c = 70 MPa)
For pretensioned NU Girder bridges, portions of the structure outside of the girders, such as the deck, are not
considered prestressed; therefore, crack width limitations from CHBDC shall apply.
For post-tensioned NU Girder bridges, the entire superstructure, including deck, shall be considered prestressed
and the limitations above shall apply. In some scenarios, allowing exceedance of the tension limits may be
considered acceptable for decks, with approval from the Department; however, crack widths, deck reinforcing
grade, and ability to complete a deck rehabilitation shall be thoroughly considered.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
· Strands further from the section vertical centreline shall be debonded prior to those nearer the
centreline;
· Debonded strands shall be symmetrically distributed about the centerline of the girder;
· Debonded lengths of pairs of strands that are symmetrically positioned about the centerline of the
girder shall be equal; and
· Exterior strands in each horizontal row shall be fully bonded and shall not be debonded at any location.
The effect of debonding shall be such that all limit states are satisfied, with consideration of the total developed
resistance at any section being investigated.
Some advantages when selecting to debond strands:
· Hold-down points/devices are not required.
· The stressing process is simplified.
· No repairs are needed to the forms (for removing hold-down devices).
· Improved stress distribution at girder ends will reduce cracking.
Some potential disadvantages to consider when selecting to debond strands:
· Fewer strands are available to anchor struts at supports in the end zone
· Slightly more complicated for analysis
· Leakage into plastic sheath possible if ends of strands are not properly protected
Figure 4-8
Example Debonded Strand Pattern
Deviating strands is an effective way to control end stresses, by reducing the eccentricity of the prestressing
force at the girder end. Deviating strands in NU Girders is achieved by using hold-down devices in the forms to
create a deviated strand profile. Only the strands within the web can be deviated.
The CHBDC’s prescribed limits on deviating strands are related to the maximum number of strands when
bundled. The hold-down devices used in NU Girder fabrication maintain strand spacing of 50 mm; therefore,
the CHBDC provisions for bundling do not apply. Rather, the limits on deviating strands are based on practical
considerations in fabrication. The Consultant should discuss these practical decisions with fabricators.
The figures below show two arrangements for deviating strands. Figure 4-9 shows a deviated strand profile,
where strand groups are deviated. Figure 4-10 shows an example of splaying the strands.
Page 4-22
4 - DETAILED DESIGN CONSIDERATIONS
The following general considerations are useful for developing a strand deviation pattern:
· Hold-down point force is limited to a safe working load of 213 kN. The unfactored load demand at
jacking shall be less than the safe working load. In checking this, it is conservative to use 0.8fpu as the
maximum jacking stress when determining the unfactored load demand. For deviated strands, this
force is related to the angle of deviation. Higher angles of deviation result in higher hold-down forces.
· Strands are deviated in groups, each with an individual hold-down point. Hold-down devices are
typically limited to 12 strands.
· Fewer hold-down points are preferred. The maximum number of deviated strand groups is typically 3
on either side of mid-span.
· Splaying of deviated strands at the girder ends can be used to reduce girder end zone cracking. This is
accomplished by increasing strand spacing at the ends by multiples of 50 mm.
· Provide a minimum of 1.0 m between hold-down points.
The Consultant should be aware that the hold-down point locations defined in design will likely change at the
shop drawing stage, where the fabricators will need to accommodate the hold-downs within their existing
forms. Locations may need to be revised in the order of 500 mm.
Some of the advantages of using deviated strands for stress control:
· Vertical component of prestressing improves shear resistance
· Fewer critical locations (compared to debonding locations) to check during design
Some potential disadvantages to consider when selecting to deviate strands:
· Additional steps required during fabrication
· May not reduce end zone cracking
Figure 4-9
Example Deviated Strand Pattern
Figure 4-10
Example Splayed Strand Pattern
Page 4-23
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Post-tensioning is another way to control service stresses in NU Girder bridges. Often post-tensioning is used
when extending span lengths, reducing the number of girder lines, using a shallower section, or to control
stresses during construction.
When completing the post-tensioning design, the Consultant shall establish the tendon information, tendon
profile, jacking forces, and prestress losses. In design, some of these criteria must be based on typical values, as
the precise values are not known until construction. For example, anchor set depends on the post-tensioning
hardware used and the Contractor’s equipment.
In construction, the Contractor will prepare stressing calculations based on the properties of the equipment used
and the materials procured. To achieve the design requirements, the Consultant shall include the design
assumptions as part of the construction drawings. The drawings shall include information design criteria, a
detailed profile, and a force diagram. The Consultant shall refer to the Engineering Drafting Guidelines for
Highway and Bridge Projects for complete requirements. These detailing requirements are discussed further in
the following sections.
The post-tensioning design criteria are summarized on the drawings and include the items in the table below:
Table 4-14
Post-Tensioning Design Criteria
Page 4-24
4 - DETAILED DESIGN CONSIDERATIONS
In post-tensioned systems, the tendons are a primary structural component; their failure could result in total
collapse. Therefore, protection of the tendons is critical. The grout provides the bond to the duct, allowing the
system to act compositely. The grout also acts as a corrosion protection system. The long-term durability of the
system requires a successfully completed grouting operation.
The SSBC outlines the requirements for duct inlets and outlets, grout specifications, and grouting operation
requirements. The intent is for complete grout penetration in the ducts and around the tendons, with no voids.
Unbonded tendons are not permitted.
The inside cross-sectional area of the duct shall be at least twice the cross-sectional area of the prestressing
tendon. Clause 8.4.4.5.2 of the CHBDC states that the inside diameter of a circular duct shall not exceed 40
percent of the web thickness. Notwithstanding this clause, the Department has determined that for NU Girders
the inside duct diameter can be increased to a maximum of 50 percent of the web thickness, provided the inside
duct area is greater than 250 percent of the total strand area.
Alberta Experience
A successful and common approach to post-tensioning is to use 80 mm outside diameter, 76 mm inside
diameter ducts, post-tensioned using 12 - 15.2 mm diameter strands. Consultants who are considering the
use of larger tendons (e.g., 15 - 15.2 mm diameter strands), shall contact a local Fabricator to discuss
feasibility and availability of large duct sizes.
Recommendations in this Manual are based on the use of 80 mm outside diameter duct.
Tendon profiles are developed based on providing a beneficial load case that balances gravity loads. The
tendon eccentricity will produce tension on the top when the tendon eccentricity is below the section centre of
gravity, and tension on the bottom when it is above. In general, the profile is similar to the opposite sign of
the dead load moment diagram. To produce the desired stress state, the centroid of the post-tensioning will
be near the centroid of the section at simply supported connections, highest over fixed pier locations, and
lowest at the locations of maximum bending moment.
Figure 4-11 shows the shape of a post-tensioning tendon, with typical values for low point and inflection point
identified.
Figure 4-11
Example Tendon Profile
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The established post-tensioning profile is based on a number of criteria, including number of tendons, spacing
requirements between tendons and between anchorages, and the constraints for duct placement within the NU
Girder.
When developing a profile, smooth curves are used. Parabolas are typically used to define the curved profile.
The use of parabolas to define the tendon profile is convenient for three reasons:
· In preliminary design, parabolas allow for simple load-balancing equations.
· In detailed design, parabolas are convenient for establishing losses as well as forces at the sections
considered.
· In fabrication, parabolas allow fabricators to easily determine the duct placement along the web.
The various constraints affecting tendon layout are discussed below.
In developing the profile, several considerations and limits apply for the placement of the post-tensioning duct
within the girder. These are described below and shown in Figure 4-12.
Abutment Ends
The stressing of post-tensioning occurs at abutments, where the post-tensioning anchorage assembly will be
incorporated into the girder end block or incorporated into a cast-in-place concrete end-diaphragm. The
minimum spacing between the ducts at the end is dependent on the size of the anchorage assembly and block-
out. For typical tendons, a vertical end spacing of 400 mm between centreline of ducts is adequate, with a
minimum of 250 mm from the top of the girder flange to the centre of the top duct.
Pier Ends
At piers, the ducts are spliced through the cast-in-place diaphragm. The top duct shall remain beneath the top
layer of top flange reinforcing within the NU Girder, with a minimum distance of 40 mm between top of girder
and top of duct. The spacing between ducts shall meet the requirements of minimum clear distance of 40 mm
between ducts.
For typical 80 mm conduit, this corresponds to a minimum spacing of 120 mm centre-to-centre between
conduits.
Low Point
At the desired location for maximum eccentricity, the bottom duct can be placed as low as the bottom of the
stirrup within the web. Bottom flange hat bars are omitted in the locations where the duct conflicts with the
bottom flange hat bar. The spacing between ducts shall meet the requirements of clear distance of 40 mm
between ducts.
For typical 80 mm conduit, this corresponds to a minimum spacing of 120 mm centre-to-centre between
conduits.
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4 - DETAILED DESIGN CONSIDERATIONS
The tendon profile is used to determine the post-tensioning force effects on the section. The location on the
section where the force is applied will correspond to the centre of the tendon. Tendon profiles in NU Girder
bridges are typically curved and, as such, the tendon centroid will not occur at the centre of the duct. Instead, it
will have an eccentricity above or below the duct centroid, depending on the direction of curvature.
CHBDC provides guidance for the eccentricity, based on the diameter of the duct. For NU Girder bridges, typical
duct diameter is 80 mm (76 mm inside diameter) and an eccentricity of 20 mm is used (see Figure 4-13).
Figure 4-13
Eccentricity of Curved Tendons
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Abutment Pier
53000
550
250 250
STA 0 500
Span Geometry
Loverhang = 550 mm Lclearspan = L1 = 53000 mm Ldiaphragm = 500 mm
For the purpose of establishing a tendon profile, the profile is based on stationing along the length,
beginning at the back of the overhang. Next the low point, and points of inflection are calculated:
Llowpoint = 0.4L1 = 21,200 mm STAlowpoint = Loverhang + Llowpoint = 21,750 mm
Linflection = 0.1L1 = 5300 mm STAinflection = Loverhang + Lclearspan - Linflection = 48,250 mm
Vertical geometry for the tendon will maximize the available drape.
For the top tendon the height above the girder soffit at the low
point is governed by the spacing between ducts, and clearance
above the strands in the web (if included). For this example, four
layers of pretensioning strands are included in the bottom flange.
3@120
360
between the ducts and rebar, the centreline of the duct max height is Girder Bottom Flange
calculated as:
yhighpoint = 2400 mm – 25 mm – 10 mm - 40 mm – (½) 80 mm
yhighpoint = 2285 mm
For the simply supported end, the height of the tendon is taken as 2000 mm. (keeping in mind the centroid
of the tendon group is located near the centroid of the composite section).
The tendon profile will be defined by three parabolic curves:
· Curve 1 extends from Abutment 1 to the low point
· Curve 2 extends from the low point to the inflection point
· Curve 3 extends from the inflection point to the high point.
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4 - DETAILED DESIGN CONSIDERATIONS
The tendon profiles for the other ducts are completed similarly. Locations for low points, inflection points
and high points should remain constant for any particular girder. As the Consultant completes the design,
there is opportunity to refine the profile, for example, by adjusting the location of the low point to match
the location of maximum moment.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The sequence of completing the stressing of post-tensioning is an important component of the construction
sequence and staging. Decisions required include the sequence (single-stage and multi-stage) and end-stressing
requirements (single-end and dual-end).
In post-tensioning, the tendons are jacked according to the stressing sequence established by the Consultant.
The sequence will need to consider the order of tendon stressing to establish the desired stress state in the
superstructure.
The Contractor completes a stressing procedure based on the design, which further identifies the specific
stressing sequence, stressing system used, initial set requirements, anticipated elongation, and jacking stresses.
The procedure is based on the specific anchorage system used by the Contractor and is complete with stressing
calculations.
Single-Stage Post-Tensioning
Single-stage post-tensioning refers to the completion of all post-tensioning during a single stressing event.
When constructing NU Girder bridges with single-stage post-tensioning, the deck will be poured prior to
completion of the post-tensioning application.
In design, the entire post-tensioning force is applied to the composite section.
Multi-Stage Post-Tensioning
Multi-stage post-tensioning refers to the completion of post-tensioning in more than one stage. One common
reason to use multi-stage post-tensioning is to provide additional capacity in the NU Girders for the loading
associated with the deck pour.
NU Girder bridges with multi-stage post-tensioning typically have more than one span. A frequently used multi-
stage approach is to construct the pier diaphragms, then tension around 50 percent of the tendons to their full
value, allowing sufficient capacity for the deck pour loads. Following the deck curing, the remaining tendons are
tensioned to their full value.
In design, only the second stage of post-tensioning is applied to the composite girder system. The second stage
of post-tensioning results in elastic shortening losses in the first stage of post-tensioning, which must be
considered.
End-Stressing
Dual-end stressing, whereby each tendon is stressed from each end, is typical for NU Girder bridges. The
alternative is to use single-end stressing, where one end is a “dead-end” and is not stressed.
Dual-end stressing provides a means to partially overcome the friction losses along the length of the tendon,
and to provide a high tendon stress after jacking. Dual-end stressing is usually necessary for long bridges, where
Page 4-30
4 - DETAILED DESIGN CONSIDERATIONS
the cumulative friction and wobble losses can be substantial. If single-end stressing is used, alternating the end
of jacking is used to average the friction losses at each end.
The geometric and reinforcing design of the girders and end diaphragms needs to accommodate anchorages
and couplers. From a durability perspective, care must be taken that no water penetrates the post-tensioning
ducts during construction and that the grout fully fills the tendons. Experience has shown that poorly protected
and grouted ducts lead to premature failures of post-tensioning strands, which is difficult to detect and requires
costly rehabilitation.
The transfer length is the length of strand required for the initial prestressing force (corresponding to the initial
prestressing stress fse) to be fully transferred to the concrete. Clause 8.9.1.8 of the CHBDC identifies that the
transfer length, lt, can be taken as:
(4-24)
= 50
Where:
= + (4-25)
The development length of prestressing strand is the length required to develop the ultimate capacity of the
strand. The development length for prestressing strand (including both transfer length and flexural bond length)
is defined in Clause 8.15.4 of the CHBDC, and is calculated as:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
In completing the design of an NU Girder at the end regions, or at locations of debonding, it is necessary to
determine the stress in the strand at a location within the development length of a strand when calculating the
contribution from prestressing in shear design. The stress in the strand is assumed to vary linearly from zero at
the start of bond, to fse at the transfer length, and again linearly to fps over the flexural bond length. However, a
conservative approach is common practice in Alberta, linearly interpolating between zero and fps over the
development length, as depicted in Figure 4-14.
ld
fps
fse
lt lb
Figure 4-14
Strand Development Length
For debonded strands, where tension at SLS Combination 1 occurs in the concrete component within a distance
of ld from the end of the debonded length, a development length of 2ld shall be used.
Loss of prestress refers to the loss of tension in the prestressing strands. For NU Girders, this loss occurs with
both pretensioning and post-tensioning and begins from the moment of tensioning of the strands in the
fabrication plant, or at the moment of jacking of post-tensioning tendons.
By determining the loss of prestress, the effective prestress (fse) can be determined. It is the effective prestress
that is calculated and used at the various stages of construction and in service to determine the stresses in the
NU Girder and check service limit states, including cracking and deformation.
The approach currently outlined in CHBDC provides good guidance for post-tensioning applications. For
pretensioning, experience has shown a lack of consistency in application of the stress limits, and responsibility
for calculation of losses. This manual presents an alternative approach for pretensioning, with clear delineation
of responsibility for the consideration of losses. This approach is to be used in the design of NU Girder bridges
in Alberta.
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4 - DETAILED DESIGN CONSIDERATIONS
Delineation of Responsibility
The current CHBDC approach for determining prestress loss for pretensioned girders require that
Consultants account for strand relaxation in the plant, prior to girder fabrication. This complicates
calculation of the specified jacking stress and can result in uncertainty in the actual stress in the
prestressing immediately prior to transfer.
Rather than specify the jacking stress, the approach in Alberta for design is to specify the stress
immediately prior to transfer. This firmly puts the plant losses, including relaxation, in the responsibility of
the Fabricator, who can then establish a jacking procedure to provide the specified strand stress
immediately prior to transfer. Through discussions with Fabricators, it has been found that the limit of
0.75fpu for stress immediately prior to transfer is reasonable to safely achieve and has thus been adopted
(see Table 4-12).
Prestress losses include immediate and short-term losses, and long-term or time-dependent losses. In NU Girder
bridges, prestress losses arise from the following sources:
Anchorage Seating (ANC) – Immediate: ANC losses are a mechanical loss of stress. The loss is caused by the
slip that anchorage systems require to engage prestressing tendons. ANC losses occur with both pretensioning
and post-tensioning.
Elastic Shortening (ES) – Immediate: ES losses are caused by a change in strain in the tendon resulting from
the shortening of the concrete girder under load. At the moment of transfer, the concrete surrounding the
tendon shortens as the prestressing force is applied and, because of strain compatibility, the tendon that is
bonded to the concrete will shorten with it.
In the case of post-tensioning, if all tendons are tensioned simultaneously there is no ES loss for the post-
tensioning strands; the structure shortens with the application of post-tensioning. However, there will be a loss
to the pretensioned strands as a result of the structure’s elastic shortening.
For post-tensioned bridges with staged post-tensioning, there may also be an elastic loss consideration; the
subsequent tensioning in later stages of post-tensioning will result in losses in the post-tensioning tendons
tensioned in earlier stages.
Friction (FR) – Immediate: In post-tensioning applications, FR losses in tendon stress are caused by two
sources: friction between the tendon and the ducts, and the wobble effect due to unintended deviation of the
duct from its specified profile.
Relaxation (REL1, REL2) – Time-dependent: Relaxation refers to the time-dependent reduction of stress in
tendons.
Shrinkage (SH) – Time-dependent: Shrinkage of the NU Girder concrete will reduce the length of the tendon,
resulting in reduced tendon stress.
Creep (CR) – Time-dependent: Creep of the NU Girder concrete will reduce the length of the tendon, resulting
in reduced tendon stress.
In pretensioned NU Girders, the responsibility for consideration of prestress loss is with the Fabricator and the
Consultant.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The Fabricator is responsible to achieve the prestress immediately prior to transfer and must consider losses
that include mechanical plant losses (such as bed shortening and seating losses) and relaxation occurring from
the moment of jacking until transfer.
The Consultant must consider all losses occurring from the moment of transfer through service.
The delineation of responsibility is outlined in the table below.
Table 4-15
Prestress Losses for Pretensioned Girders
When considering post-tensioning, the responsibility for consideration of prestress loss is with the Contractor
and the Consultant.
The Consultant’s post-tensioning design shall include a jacking sequence, jacking stresses, as well as the
assumptions for various losses occurring at the time of jacking.
The Contractor shall complete jacking stress calculations, including losses for anchorage seating and friction,
based on the actual post-tensioning system used in construction. The jacking stresses established by the
Contractor are part of the overall post-tensioning procedure used to achieve the desired level of post-
tensioning.
Contractors completing post-tensioning work require Certification through the Post-Tensioning Institute, as
outlined in the SSBC.
Page 4-34
4 - DETAILED DESIGN CONSIDERATIONS
Prestress losses can be divided into two groups. Losses “at transfer” occur up to the time immediately after the
prestressing force is applied to the concrete element. Losses “after transfer” begin immediately after transfer
and continue throughout the life of the structure. The total prestress loss, ∆ , is represented as the sum of these
losses:
∆ =∆ +∆ (4-27)
Where:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Page 4-36
4 - DETAILED DESIGN CONSIDERATIONS
The length of overpull required to overcome relaxation, bed shortening and seating losses is then calculated:
10
= + + = 2.210 + + 5 = 12.21
2 2
Total elongation:
+ = 230.19 + 12.21 = 242.40
With post-tensioning, the losses up to and including transfer include friction, anchor seating, and elastic
shortening.
∆ , = + + (4-28)
Losses after transfer for both pretensioned and post-tensioned girders begins after the application of load and
continue throughout the life of the structure. This includes losses from creep (CR), shrinkage (SH), and relaxation
(REL2).
∆ = + + (4-29)
Figure 4-15 shows the prestress losses applicable for a conventional pretensioned NU Girder, applicable at mid-
span for the girder.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Jacking Transfer
fsi
ES
fst
Prestress (MPa)
Dfs2
fse
Figure 4-15
Prestressing Stress Levels – Pretensioned NU Girder
CHBDC provides provisions for determining prestresses losses. These losses include immediate losses and time-
dependent losses.
Immediate losses refer to anchorage seating (ANC), elastic shortening (ES), and friction (FR) losses.
When completing an NU Girder bridge design that does not include post-tensioning, the Consultant considers
the immediate losses caused by elastic shortening only. When a design includes post-tensioning, the Consultant
must consider the additional losses of friction and anchorage seating.
Anchorage Seating (ANC)
In post-tensioned applications, the Consultant must include the effects of seating of the post-tensioning
anchorage system. The CHBDC Commentary provides guidance on anchorage seating for the basis of design. In
general, post-tensioning of NU Girder bridges uses 12 strand tendons, which can be expected to have 10 mm
of anchorage seating.
The slip associated with anchorage seating reduces the strain in the strand, and thus reduces the stress. The
length of strand affected will be limited by the amount of friction the tendon is subjected to, which is a function
of tendon curvature, wobble, and coefficient of friction.
Determination of anchorage seating losses is best illustrated by example and is shown in Sample Calculation 7.
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4 - DETAILED DESIGN CONSIDERATIONS
Friction:
In post-tensioning applications, friction losses refer to the losses in tendon stress caused by friction between the
tendon and the ducts and by the wobble effect.
Wobble represents the unintended deviation of a prestressing duct from its specified profile, as shown in Figure
4-16. When post-tensioning ducts are installed during fabrication, they are supported at discrete locations along
the girder web and installed to specified tolerances. The wobble effect accounts for the small unintended
changes in profile and for additional friction that results from fabrication placement and the flexibility of the
duct between support locations.
Figure 4-16
Wobble Friction Losses (Collins & Mitchell, 1997)
( )
= 1− (4-30)
Where:
= jacking stress (MPa)
Table 4-17
Friction Factors for Post-Tensioning
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
x 0L 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
x 0 5355 10710 16065 21420 26775 32130 37485 42840 48195 53550
y 2000 1417 998 742 650 699 858 1130 1513 2007 2285
Losses due to friction, calculated according to Equation (4-30), are a function of length along the tendon
and the cumulative angle change. From our profile developed in Sample Calculation 5, the slope (dy/dx) at
each point and the cumulative angle change (a) are calculated.
x 0L 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
dy/dx -0.124 -0.094 -0.063 -0.032 -0.002 0.019 0.040 0.061 0.082 0.102 0.000
a 0.000 0.031 0.061 0.092 0.122 0.144 0.164 0.185 0.206 0.227 0.329
By applying Equation (4-30), the losses, FR, at each point away from the location of jacking are calculated.
The stress, fsx, at any location due to the jacking stress, is then calculated.
x 0L 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
FR 0 33 65 96 126 154 180 207 232 257 301
fsx 1488 1455 1423 1392 1362 1334 1308 1281 1256 1231 1186
The next step is to determine the anchorage losses. It is helpful to look at the tendon stress graphically when
determining the anchorage losses. The figure below shows the tendon stress at jacking including friction
losses. Also shown is the slope of the tendon stress, which is used in determining the anchor set loss.
1
slope
Page 4-40
4 - DETAILED DESIGN CONSIDERATIONS
xanc set
Over the length affected, the slope is assumed to be constant. A length of 0.3L is used to calculate slope.
1488 − 1392
slope = = 0.00598 /
16065
∆
= = 18295
And the value of stress in the tendon at the point of anchor influence, fpp, is calculated as:
= − ∙ = 1488 − 0.00598 ∙ 18295 = 1379
The tendon stress at each location following anchor set can be calculated. In the table below, the tendon
stress following anchor seating is shown, along with the ratio fpi/fpu, which can be compared with the limits
in Table 4-12 to confirm that tendon stress limits are met. The limits are 0.70fpu at anchorages, and 0.74fpu
elsewhere, which are both satisfied.
x 0L 0.1L 0.2L 0.3L 0.4L 0.5L 0.6L 0.7L 0.8L 0.9L 1.0L
fpi 1267 1299 1332 1365 1362 1334 1308 1281 1256 1231 1187
fpi/fpu 0.68 0.70 0.72 0.73 0.73 0.72 0.70 0.69 0.68 0.66 0.64
Lastly, the tendon force diagram is determined, which is included on the design drawings, representing the
tendon force at jacking following anchor set.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
=
(4-31)
Where:
= modulus of elasticity of the tendons (MPa)
Time-dependent prestress losses arise from creep (CR), shrinkage (SR), and relaxation (REL 1 and REL2). CHBDC
provides a simplified method; the Commentary provides additional direction and resources on detailed time-
dependent prestress losses.
It is appropriate to use the simplified method for preliminary and detailed design of NU Girder bridges with a
simple expected load history. This includes simple-span and multi-span bridges with pretensioned girders.
Special consideration is required to estimate camber (discussed in Section 4.8.2.4). Detailed methods provide a
means of determining losses and estimating camber, while also allow more opportunity for refining designs.
For NU Girder bridges that have a complex expected load history, which may include post-tensioning, a detailed
method for determining losses is necessary. CHBDC Commentary identifies the age-adjusted effective modulus
(AAEM) method as one method appropriate for determining prestress loss in prestressed girder design. The
AAEM method does not directly calculate the losses arising from the various contributing factors, but instead
completes a sectional response that includes creep, shrinkage, and relaxation to determine the response of the
section. The Detailed Method is discussed in Section 4.7.3. The simplified provisions from CHBDC are presented
below.
Creep (CR) – Time-dependent: Creep of the NU Girder concrete will reduce the length of the tendon, resulting
in reduced tendon stress. The amount of long-term prestress loss due to creep can be estimated from the
following equations:
(4-32)
= 1.37 − 0.77 ( − )
100
Where:
Page 4-42
4 - DETAILED DESIGN CONSIDERATIONS
The term (fcir-fcds) represents the long-term sustained stress in the concrete at the centre of gravity of the tendons
and is calculated by removing the stress resulting from additional dead loads after transfer (fcds) from the stress
state immediately after transfer (fcir). The dead loads include deck pour, asphalt pavement, and other
superimposed dead loads.
To estimate the prestress loss due to creep at a time other than the long-term losses, the CHBDC Commentary
provides the following equation:
( ) = 1− . √
(4-33)
Where:
Shrinkage (SH) – Time-dependent: Shrinkage of the NU Girder concrete will reduce the length of the tendon,
resulting in reduced tendon stress.
.
( ) = 1− √
(4-35)
Relaxation (REL1, REL2) – Time-dependent: Relaxation of the prestressing strand will result in a loss of stress
of the prestressing. Relaxation is considered in two different stages: relaxation before Transfer (REL 1), and
relaxation after Transfer (REL 2). Relaxation before transfer is the responsibility of the Fabricator as discussed in
Section 4.6.5.2.
REL1 is the responsibility of the
Relaxation before transfer can be calculated using the basic equation Fabricator, with an example
describing relaxation of strands held under constant tension (see also shown in Sample Calculation 6
Section 4.4.4.4):
log(24 )
= − 0.55 (4-36)
45
Where:
t = time (days) elapsed since jacking, typically taken as 0.75 days for girders fabricated on a
24-hour cycle
= stress in tendons at jacking (MPa)
Relaxation occurring after transfer is affected by the shortening of the girder due to creep and shrinkage, and
the same equation is not applicable. Therefore, CHBDC provides the following calculation for relaxation after
transfer:
+ (4-37)
= − 0.55 0.34 − ≥ 0.002
1.25 3
Where:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
As discussed earlier, the response of prestressed concrete sections is time-dependent because properties of the
materials used vary with time. Specifically, concrete under a sustained load will experience creep, concrete
exposed to a drying environment will shrink, and prestressed steel under a sustained tensile load will relax. When
using detailed methods of analysis, the effective modulus and age-adjusted effective modulus are useful
methods of incorporating creep and shrinkage effects. These are presented below.
CHBDC has been developed to allow for linear approximations. By meeting the requirement in this manual and
CHBDC, effects such as creep strains can be reasonably assumed to be linearly related to stress. This assumption
of linearity allows the principle of superposition to be used, and a constitutive relationship can be written as:
∆ ( )
1+ ( , ) 1+ ( , )
( )= ( ) + ( )+ (, ) (4-38)
( ) ( )
This equation can be more simply understood by reviewing each of the terms:
1+ ( , )
[1] ( )
( )
1]]
This term represents the strain developing due to a sustained load sc applied at time ti developing over
the interval (t,ti). The initial elastic strain increases as described by the creep coefficient.
∆ ( )
1+ ( , )
( )
[2] ( )
1]]
This term represents the load related strain that develops due to a varying load Dsc that is slowly
applied over the interval (t,t). As described below in Section 4.6.6.2, the aging coefficient is used to
replace the need for integration, simplifying this term.
[3] ( , )
1]]
This term represents the shrinkage strain that develops over the interval (t,ts).
The variation in stress with time and the resultant strain are shown graphically in Figure 4-17 and Figure 4-18.
Here, ec(t) is the concrete strain at time t, ( ) and ( ) are the stresses at times ti and respectively, ( , ) and
( , ) are the creep coefficients at time t for ages of loading of ti and respectively, ( ) and ( ) are the
concrete modulus of elasticity at ages ti and respectively, and ( , ) is the shrinkage strain at time t where ts
is the time shrinkage begins. Here the creep coefficient is defined as the ratio of creep strain to initial elastic
strain, consistent with Equation (4-17).
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4 - DETAILED DESIGN CONSIDERATIONS
( )
Dsc(t)
Stress
Stress,
( )−
ec(t)-e cs ( , )
sc(t(i) )
ec(t(i)-e
) cs
− ( , )
ti t ti Time
Time (t) t
Time
Time (t)
In Equation (4-38), Dsc(t) is a stress increment which begins at zero at time ti and gradually increases to its full
value at time t. This would correspond to load cases such as differential shrinkage between the deck and girders.
A simplified solution to Equation (4-38) was formalised by Bazant (1972), where the introduction of the aging
coefficient, χ, replaces the integral with an algebraic expression.
1+ ( , ) 1+ ( , )
( )= ( )∙ +∆ ( )∙ + ( , ) (4-39)
( ) ( )
The aging coefficient is a function of both the stress history and concrete aging properties but can generally be
taken constant with little loss in accuracy. The following is recommended for use:
= 0.7 (4-40)
The treatment of creep as presented above led to the development of the effective modulus to be used in design.
The definition of the effective modulus is the inverse of the creep function. When using the effective modulus,
the strains calculated represent the load-related strains.
1 (, )
, ( , )= = (4-41)
( , ) 1+ ( , )
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
A second term is also developed, termed the age-adjusted effective modulus. Here, the definition is similar to
the effective modulus but includes the aging coefficient. As discussed above, the aging coefficient accounts for
the rate of application of a gradually introduced load. If the load is applied instantaneously, an aging coefficient
of 1 is used, and the age adjusted effective modulus becomes equivalent to the effective modulus.
( , )
( , )=
,
1+ ( , ) (4-42)
In NU Girder bridge design, the girder selection, and prestressing design (including pretensioning and post-
tensioning) are typically governed by the Serviceability Limit States (SLS).
In the completion of the prestressing design, calculating the amount of prestressing force is necessary for
determining the stress in the NU Girder, and completing the SLS checks. From the moment of transfer,
prestressing experiences loss of prestress due to several sources previously discussed (such as relaxation, elastic
shortening, creep and shrinkage) and as a result, the effective prestress acting on a section will change with time.
The effective prestress is also affected by changes to boundary conditions and changes to loading.
There are multiple approaches to completing prestressing design in NU Girder bridges, ranging from
approximate to highly refined, and the approach selected must be suitable for the complexity of the bridge
being designed. In this Manual, two approaches are presented:
· Simplified Method
· Detailed Method
The simplified method is considered suitable when designing bridges with a simple expected load history, that
do not involve post-tensioning or multiple changes of boundary conditions. The detailed method is considered
appropriate for any bridge, including those with more complex expected load-histories, changes to boundary
conditions, and with post-tensioning.
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4 - DETAILED DESIGN CONSIDERATIONS
Axial Stress:
= (4-43)
Bending Stresses:
= (4-44)
Where:
= Concrete stress (MPa). Calculated for top and bottom fibre, referenced as ft and fb
respectively
= Axial load (N). Typically, this is the effective prestressing force on the section
= Applied moment (N mm). This will be due to self-weight, and applied loads including
the deck, superimposed dead loads, restraint moments, live loads, and thermal loads
= Distance from extreme fibre to section centroid, for top and bottom fibre referenced as
yt and yb respectively (mm)
= Distance from the centroid of the prestressing to the centroid of the section (mm)
= Moment of Inertia of the section (mm4)
+ + =
∙ ∙ ∙
When calculating the elastic stresses, the prestressing force applied is the effective prestressing force. The
effective prestressing force is the force in the prestressing strand after losses are considered.
This method relies on the use of the simplified method of calculating prestress losses, summarised in
Section 4.6.5. By following these provisions, the prestress loss at any time can be calculated, and the effective
prestress can be determined. This provides a simple method for calculating girder stresses.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Top Fibre Stress - At Transfer Bottom Fibre Stress - At Transfer Allowable Stress Limit
Figure 4-19
Example of Change of Girder Concrete Stresses Between Transfer and Erection
Using AAEM Method
Deflection (mm)
Figure 4-20
Example of Change of Deflected Shape Between Transfer and Erection
Using AAEM Method
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4 - DETAILED DESIGN CONSIDERATIONS
The section forces considered are the normal force N acting at the reference point and the bending moment M,
taken with respect to the reference axis. A positive normal force causes tension and a positive bending moment
causes tension on the bottom fibre. The resulting strain distribution is considered positive, as illustrated in Figure
4-21.
Reference Axis
Figure 4-21
Positive Sign Convention
The first set of section forces considered are those caused by self-weight and are termed N0 and M0. In the case
that the beam is horizontal and statically determinate, the self-weight will not produce an axial load.
The next set of forces to consider is the prestressing. Since the prestressing strands are in one or more layers, it
is convenient to define a prestressing force, Pj, for each layer, j. The prestressing strands remain linear–elastic
through the stressing process, and so the force Pj can be expressed as:
= (4-46)
Where:
= number of strands in layer j
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
For the elastic case with only self-weight and prestress acting, the section forces can be written as:
= + (4-47)
= + (4-48)
Where:
(4-49)
=−
=− (4-50)
and ypsj is the distance to the centroid of the prestressing force for layer j.
The response of a section to the loading defined by Equations (4-47) and (4-48) can be described by its strain
distribution. For a plane section the strain distribution is linear and is described herein by the strain at the
reference axis, eo, and curvature, y. The strain distribution for the section is calculated as:
= + (4-51)
= + + (4-52)
Then, for a section under a normal axial force, N and moment M, the elastic response at time t is given by:
N (4-53)
ε =
E A
M
= (4-54)
E I
where and are the transformed sectional properties calculated with respect to the reference modulus, Eref. In
general, the NU Girder concrete’s modulus is taken as the reference modulus.
Loss of prestresses is discussed in detail in Section 4.6.5. Prestress levels can be classified as immediate and long-
term. Immediate losses include everything up to and including transfer, while long-term losses occur thereafter.
With prestressed concrete, immediate losses include anchor seating, shortening of the stressing bed, and
intrinsic relaxation before transfer. At transfer, shortening of the girder results in elastic shortening of the strands.
The elastic prestress loss is accounted for by using transformed section properties and ensuring that equilibrium
and the compatibility requirements of Equations (4-51) and (4-52) are met.
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4 - DETAILED DESIGN CONSIDERATIONS
Following transfer, concrete creep and shrinkage and strand relaxation result in further prestress loss. Creep
and shrinkage cause a shortening of the girder; resultant losses of prestress are calculated considering
equilibrium and compatibility. Relaxation loss is outlined in Section 4.4.4.4. Here, the intrinsic relaxation, Dfpr, is
calculated by adapting Equation (4-23):
(24 ) (4-55)
∆ = − 0.55
45
where t is the age in days, fpi is the stress in the steel at time zero and fpy is the yield strength of the prestressing
steel.
Intrinsic relaxation is based on a test where the strand is held at a constant length. To account for the effect of
shortening of the prestressed beam, the intrinsic relaxation is reduced by the relaxation reduction coefficient cr
as described by Ghali et al. (2011), to give the reduced relaxation, ∆ ̅ .
∆ ̅ = ∆ (4-56)
In most practical cases the relaxation reduction coefficient can be taken as 0.8 (Collins and Mitchell 1997).
Consultants can refer to either Ghali et al. (2011) or Collins and Mitchell (1997) for further information on the
derivation of the relaxation reduction coefficient, and its use.
This method uses the effective modulus to calculate stress-related strains and assumes that any stresses applied
on a section are done so instantaneously. The effect of creep on the section is considered directly proportional
to the creep function, J(t,t0), with free shrinkage and prestress relaxation being treated as forces on the section.
The procedure, adapted from Collins and Mitchell (1987), is outlined below.
First, the load is calculated as the sum of applied loads, shrinkage effects, and prestressing.
( , )= + ( , ) + ( , ) (4-57)
( , )= + ( , ) + ( , ) (4-58)
Where:
( , ) = , (, ) (, ) (4-59)
ℎ
( , ) = , ( , ) (, ) − (4-60)
2
( , ) =− , (4-61)
( , ) =− , (4-62)
Where:
= distance from the centroid of the composite section to the top fibre of the deck (mm)
ℎ = thickness of the concrete deck (mm)
The effective modulus of the prestressing, Ep,eff, accounts for relaxation by reducing the elastic modulus of the
prestressing steel. It is calculated as:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
∆ ̅
= −
, (4-64)
The strain distribution at any time t, after loading at ti is then calculated as:
( , )= (4-63)
, (, )
( , )= (4-65)
, (, )
where the prime symbol denotes an effective sectional property and is calculated as the transformed section
property with respect to the effective modulus of the concrete, Ec,eff(t,ti). The effective modulus is equal to the
inverse of the creep function.
1 (, )
, ( , )= = (4-66)
( , ) 1+ ( , )
Changes in boundary and loading conditions can, in general, be incorporated by satisfying the requirements of
static equilibrium and compatibility, and by using the principle of superposition. This is illustrated in Figure 4-22,
where a prestressed concrete girder is subjected to load case 1 at t1, and load case 2 at t2. At t1, the load causes
an upward deflection, which increases with time. At t2, this load is removed, and its load effects with time are
removed. Also at t2, load case 2 is added. The summation of the separate cases produces a system that meets
the requirements of static equilibrium and compatibility, while accounting for time-dependent effects. This
method of superposition includes the effects of creep recovery under the assumption that creep recovery is
proportional to creep.
Load Case 1
Sum
Load Case 2
Mid-Span Deflection
Time
t1 t2
Removal of
Load Case 1
Figure 4-22
Linear Superposition of Load Effects
In using the method of superposition, events are characterised by discrete times. At these times, the previous
load case is removed while the new load case is applied. The response of the structure becomes a sum of the
separate responses, whether it be strain distribution, mid-span deflection, or some other desired response.
In some cases, special care must be taken in the way that the requirements are met. For the structure considered,
two such cases arise:
· Addition of the deck, which produces composite action and differential shrinkage between the deck
and girder
· Formation of a continuity diaphragm
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4 - DETAILED DESIGN CONSIDERATIONS
Composite action can be incorporated into the detailed analysis methods, as described above. In cases where
loads are applied to a composite section, the section properties and material properties are transformed with
respect to a chosen reference modulus, and the analysis is performed as outlined.
Problems arise when loads are applied at times when materials have no definable properties. This is because the
methods outlined determine response over time with respect to initial properties. Both the effective and age-
adjusted elastic moduli are based on the elastic modulus at the time of loading. Thus, because a deck has zero
stiffness when poured, its transformed sectional properties are zero, and the problem becomes ill conditioned.
One way to solve this problem is to choose a time, tc, when composite action is considered to begin. Then load
effects after this date are determined based on the age of the deck when composite action begins.
Thus, when the deck is poured, its stiffness is neglected until composite action begins. The load is fully carried
by the girder, and the deck is free to shrink. At tc the system is considered to become instantaneously composite.
Differential shrinkage between the deck and girder now results in a positive moment acting on the section, which
begins at zero and gradually increases. This effect is handled differently by each method.
The deck shrinkage is treated as a set of forces acting on the composite section and is added to the other
restraining forces of Equations (4-57) and (4-58). Then the forces acting on the composite section are:
( , )= + ( , ) + ( , ) + ( , ) , (4-67)
( , )= + ( , ) + ( , ) + ( , ) , (4-68)
When the prestressing force is applied to NU Girders at transfer, the girders deflect elastically, creating the initial
camber. When unrestrained, the camber will increase (increased vertical deflection up) with time due to creep of
the girder concrete under the prestressing load.
When continuity is created at girder ends (typically by means of a concrete end diaphragm), the end rotation of
the girders becomes restrained. The bending moment that develops is termed a restraint moment.
Restraint moments are also caused by differential shrinkage between the deck and the girders. When a deck is
poured, it is initially plastic. Following some time, the deck begins to act compositely with the girders. Once
composite, the difference between deck concrete shrinkage and the girder shrinkage (differential shrinkage) will
result in a driving force that is restrained at the girder ends.
The CHBDC recognizes that restraint forces (F) can be reduced (F’), to take into account the effect of creep, as
defined in Equation (4-69). AASTHO LRFD further recognizes that restraint forces can be classified as resulting
from suddenly imposed deformations, or slowly imposed deformations, and can be reduced as defined below:
Restraint Force Reduction for suddenly imposed deformations:
( , )
′= 1− (4-69)
The PCI Bridge Design Manual (2011) provides a method for calculating restraint moments that arise from
restraining the end rotation of the NU Girder. The basic method to determine restraint moments involves
allowing rotation to continue past the point of establishing continuity, then determining the moment required
to restore compatibility of the system.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 4-23 illustrates the change in end rotation from immediately before continuity ( q1) to the point when we
are considering the development of the restraint moment (q2) after continuity. The restraint moment that
develops restores compatibility. Here the restraint moment MR is required to restore the rotation of qR.=q2-q1.
q1 q2
MR
Figure 4-23
Two-Span NU Girder Bridge End Slopes and Restraint Moment
NU Girder bridges remain uncracked and are prismatic with constant section stiffness. The restraint moment to
restore continuity becomes a function of the stiffness, length, and angle. Several methods of structural analysis
are available to calculate the restraint moment. When using spreadsheets to complete calculations, convenient
methods include The Flexibility Method, or The Moment Distribution Method.
As an example for a symmetric two-span bridge, the restraint moments that develop can be determined from
the fixed end moments, which are summarized in the table below.
Table 4-18
Fixed End Moments for Creep
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4 - DETAILED DESIGN CONSIDERATIONS
Shrinkage
For calculating the restraint moment due to differential shrinkage, the internal restraining force required to
restore the differential shrinkage between the deck and girders is determined, and the moment resulting from
that force is applied to the structure. This is illustrated in Figure 4-24.
εs,diff(t,t1)
hdeck
Adeck εs,diff(t,t1)Ec,aa,deck(t,t1)
ytc
Centre of gravity
of composite
section
Figure 4-24
Shrinkage Restraint Moment
The calculation for the resultant moment is presented in Equation (4-72). In this equation, the force that develops
as a result of the differential shrinkage is based on the age-adjusted elastic modulus for the deck concrete,
recognizing that the load is gradually applied, and is reduced due to the effects of creep.
The differential shrinkage is calculated as:
, ( , )= , ( , )− , ( , ) (4-71)
Where:
= distance from the centroid of the composite section to the top fibre of the deck (mm)
ℎ = thickness of the concrete deck (mm)
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
This moment is applied along the structure length. Similar to restraint moments that develop due to creep, fixed
end moments to restore continuity are determined. The table below summarises the fixed end moments as a
function of the shrinkage moment for a two-span bridge.
Table 4-19
Fixed End Moments for Shrinkage
Figure 4-25
Two-Span NU Girder Bridge Shrinkage Restraint Moment
Where
( , ) = (, ) (, )
, , , , ,
(4-73)
( , ) , = , , ( , ) , ( , ) , (4-74)
Here the subscript D denotes that the property is associated with the deck. The strain distribution at any time t
can then be determined from Equations (4-63) and (4-65), where the effective transformed section properties of
the girder become the effective transformed section properties of the composite section.
The creation of a diaphragm at a pier, creating continuity, has the effect of restricting end rotation. As a result,
the system becomes statically indeterminate, with a restraining moment developing over the pier to maintain
continuity.
The force method is used to determine the magnitude of the restraint moment, where the system is first freed
of its rotational restraint making the system determinate. Over the time period considered, the amount of end
rotation of the freed system is calculated. Then the restraint moment required to restore compatibility is
determined and applied to the structure, restoring compatibility. In the calculation of the restraint moment, the
age-adjusted properties of the structure are used.
To incorporate the gradual increase in the restraint moment, Equation (4-39) is adapted, so that only the change
in stress over the time period is considered. The change in stress is caused by the development of the restraint
moment.
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4 - DETAILED DESIGN CONSIDERATIONS
(4-75)
1+ ( , )
( )= ∆ ( )∙
( )
By its definition, Equation (4-75) implies that a stress increasing from zero to Dsc at time t produces a strain
[1+ f(t,tc)] times the instantaneous strain that would occur if the stress were introduced at time tc. Then, the
strain distribution resulting from the restraint load case can be determined as:
− ( , )
( , )= ̅ (4-76)
, ( , )
− ( , )
( , )= (4-77)
, ( , )
̅
Because the structure is no longer determinate, the compatibility condition of end rotation must be invoked to
solve for the magnitude of the restraint moment. For convenience, the diaphragm is considered to be rigid, and
the condition is that, at tc, end rotation of the composite section at the centre pier becomes fixed. Numerical
integration of curvature can be used to provide slope of the section. Then, for times greater than tc, the free
rotation is calculated. Iteration can be used to determine the value of the restraint moment required to restore
compatibility.
If the other system is considered free to deform axially, no axial load develops at the diaphragm. The restraint
moment can be termed MR(t,tc), and the load vector for the load case of the restraint moment can be written for
convenience as:
− ( , ) =0 (4-78)
− ( , ) =− (, ) (4-79)
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Figure 4-26
34th Street over Whitemud Drive, Edmonton, Alberta
Page 4-58
4 - DETAILED DESIGN CONSIDERATIONS
Several limit state checks are required when designing NU Girder bridges. Below, the necessary Limit State checks
for NU Girder bridges are presented during the three main stages of an expected load history: Fabrication,
Construction, and Service.
These limit state checks do not include additional checks completed by Contractors and Fabricators, which
include fabrication, erection, and handling checks.
Table 4-20
Limit State Checks at Fabrication
Table 4-21
Limit State Checks during Construction
Stage 2 – Construction
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Table 4-22
Limit State Checks in Service
Stage 3 – In Service
The design of NU Girder bridges requires that the girder design be proportioned to satisfy the requirements for
cracking, deformation, stress, and vibration serviceability limit states (SLS).
In addition to the service limit states outlined in CHBDC, the Department requires camber predictions be
provided by the Consultant for the stages of construction, beginning with fabrication through to the end of the
service life of the bridge.
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4 - DETAILED DESIGN CONSIDERATIONS
[1] Establish Criteria: Geometry, girder size, material properties, and initial pretensioning and post-
tensioning design (number of strands/tendons). This is completed at preliminary design.
[2] Load Effects: Determine bridge girder load effects for all dead and live loads.
Prestress Losses: Determine long-term and short-term prestressing force losses, using either
[3]
the simplified or the detailed method outlined in Section 4.7.
SLS checks at transfer: Establish strand debonding pattern During this phase of
[4]
or deviation layout to satisfy the girder stresses at transfer. design, iteration will be
SLS Stress Checks
necessary to optimize
the pretensioning and
Complete SLS Check for concrete stresses in-service. post-tensioning designs.
[5]
Updating the short-term
Complete SLS Checks for concrete stresses during and long-term
[6] construction. This may include multiple stages for post- prestressing losses as
tensioned bridges. required).
Prestressing design finalized: Stress immediately before transfer, fpi, established for
[7] pretensioning, along with debonding/deviated strand layout. Jacking stress, fsj, established for
post-tensioning, along with tendon profile and stressing sequence and staging.
[8] Complete SLS Camber Calculations: Camber calculations for the relevant stages completed.
Figure 4-27
Serviceability Limit State – Typical Design Process
The method of analysis shall be in accordance with Section 5 of the CHBDC and in accordance with BSDC.
The Consultant shall use a design approach appropriate for the level of complexity of the bridge being designed.
Section 4.7 presents two approaches for determining prestress losses and completing prestressed concrete
design and are referred to as the Simplified Method and the Detailed Method.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU Girders are designed to be fully prestressed during their service life, requiring concrete stresses to meet the
limits identified in Section 4.6.1. In general, tensile stresses govern design, limited to 0.5fcri at transfer and fcr in
Service. During construction, it may be appropriate to consider the age of the girders and use the appropriate
modulus of rupture for the stress check. For bridges that are made continuous through cast-in-place
diaphragms, the non-prestressed portion of the bridge will be subjected to tensile stresses, and the CHBDC
provisions for crack control will apply.
The limit state checks outlined in Table 4-20, Table 4-21, and Table 4-22 will require calculating girder stress and
confirming that the design meets the stress requirements identified in Table 4-13.
Critical Sections
It is necessary to check the NU Girder at critical sections and at the necessary stages of construction. Critical
sections are:
· At the girder ends
· At mid-span
· At location of maximum moment (when it does not correspond with mid-span)
· At locations along the girder where changes in strand profile occur (such as locations of debonding or
deviation)
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4 - DETAILED DESIGN CONSIDERATIONS
Reliable prediction of camber and deflection are required to Deflected Girder Shape
provide estimates of haunch thickness and quantity estimating
The method for calculating camber in this
necessary to achieve the final design gradeline.
section provides the mid-span camber. To
Prediction of camber is a function of several parameters. At the determine the camber at locations other
moment of transfer, initial camber prediction requires than mid-span will require an assumption
consideration of the debonded strands and deviation of of the deflected shape.
strands, transfer lengths, and modulus of elasticity of the NU
The deflected shape is often assumed to
Girder concrete. With time, creep, shrinkage, and relaxation
be parabolic; however, due to deviated
affect the camber of prestressed girders. Tadros et al (2011)
and debonded strands, it will typically be
identified that at release, the modulus of elasticity is the largest
flatter than a parabola.
contributor of uncertainty in initial predictions of camber.
For more complex situations, a detailed
A good practice is to obtain a mean prediction of camber. The
approach for determining girder
Consultant should also recognize that the prediction will have
deflection may be necessary, such as a
variability and should complete the design and detailing with
moment-area method.
tolerance to the range of variability that could be expected.
Camber at Transfer
At transfer, the deformation of the girder is elastic. Basic structural analysis is used to determining the elastic
response of the NU Girder. These equations can be used to calculate the camber for the various loadings applied,
including self-weight, and prestressing (including straight strands, debonded strands, and deviated strands). The
NU Girder remains elastic through the loading; therefore, the principle of superposition is applicable and the
contributions to the deformation are calculated separately and added together, simplifying the analysis.
The methods presented below use transformed section properties. This allows the use of prestressing force
immediately prior to transfer, and is the method currently promoted by AASHTO LRFD Bridge Design
Specifications (2017). A common alternative is to use gross-section properties with the prestressing force just
after transfer (as presented in Section 4.6.5.4 for Elastic Losses). However, this approach is not used here. For
further discussion on Section Properties, see Appendix D.
The mid-span camber at transfer is the sum of the contributions from self-weight and prestressing:
∆ =∆ +∆ (4-80)
Treatment of Self-Weight
Mid-span deflection caused by self-weight of the NU Girder is calculated from the following:
5
∆ = (4-81)
384
Where:
= uniformly distributed load, in this case due to the self-weight of the NU Girder (N/mm)
= length of the girder between support locations (mm)
= modulus of elasticity of concrete at the time of transfer (MPa)
= transformed moment of inertia of the NU Girder (mm 4)
Typically, it is reasonable to use the length of the final support locations for the length in this calculation.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Treatment of Prestressing
The prestressing in an NU Girder may include a combination of deviated strands, debonded strands, and straight
strands. It is convenient to sub-divide the effects of prestressing into groups of strands with the same pattern,
and determine the effects of each group.
Tadros et al. (2011) provide a straightforward method for determining the camber of a general strand pattern.
This method includes consideration of transfer length, debonding, and strand deviations, and uses moment-
area method to calculate the camber caused by prestressing. Tadros identified that neglecting transfer length
affects the prediction of camber by less than 1 percent. The method presented below is adapted from the Tadros
method, excluding the effects of transfer length and overhang past the point of bearing support.
This method is considered appropriate for most basic situations. However, Consultants should understand the
limitations and use more refined methods where warranted.
Case 1: Straight Strands
The component of mid-span deflection caused by straight strands, bonded or debonded, can be calculated from
the following equation.
∆ = ( −4 ) (4-82)
8
Where:
∆ = deflection component due to prestressing force at transfer (N/mm)
Figure 4-28
Prestressing Geometry Definitions – Straight Strands
Page 4-64
4 - DETAILED DESIGN CONSIDERATIONS
Where:
Figure 4-29
Prestressing Geometry Definitions – Deviated Strands
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The deflection due to Group 2 (deviated strands) is found from Equation (4-83) to be:
8 ∙ 193.8x 10 ∙ 48000 4 ∙ 16800
∆ , = 540 + (−1180 − 540) = 7.1
8 ∙ 26937 ∙ 608.11 × 10 3 ∙ 48000
Similarly the deflection contributions from Group 3 and 4 can be calculated to be:
∆ , = 14.5
∆ , = 15.8
∆ = ∆ + ∆ = 80
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4 - DETAILED DESIGN CONSIDERATIONS
Figure 4-30
Example of Mid-Span Deflection for an NU Girder Bridge through Construction
As previously discussed, creep is the increase in strain caused by a sustained stress. If there were no losses in
prestressing force, the increase in mid-span deflection with time could be calculated as the initial camber
multiplied by the creep coefficient for the time period considered. Using the age at loading creep coefficient
(defined in Equation (4-17)), the mid-span deflection at a given time due to initial elastic deflection and creep
can be calculated as:
∆ ( , ) =∆ +∆ ( , ) = ∆ [1 + ( , )] (4-84)
Where:
∆ ( , ) = total mid-span deflection due to instantaneous deformation and creep over the
time period t1, t0 (mm)
∆ = instantaneous deformation, mid-span camber at transfer (mm)
( , ) = creep coefficient for the time period t1, t0
The effect of prestress loss over time can be treated as a load case to determine the effect on mid-span deflection
as outlined in Tadros (2011).
With this approach, the prestress losses are determined in accordance with Section 4.6.5.4 for the time period
considered. However, as prestress losses increase gradually from zero, their effect is reduced by the aging
coefficient, as described in Section 4.6.6.2.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Prestress losses are applied as a negative load case on the girder, using the elastic properties at time of transfer
(t0). The elastic deformation caused by prestress losses is then multiplied by the creep coefficient to account for
the effects of creep but reduced by the aging coefficient to account for the gradual increase in prestressing
losses with time.
∆ ( , )=∆ ( )∙ 1+ ∙ ( , ) (4-85)
Where:
∆ , = increase in camber due to creep over the time period t 1, t0 (mm)
= aging coefficient
∆ ( )=∆ ∙ 1+ ( , ) +∆ ∙ 1+ ∙ ( , ) (4-87)
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4 - DETAILED DESIGN CONSIDERATIONS
The mid-span deflection resulting from each strand group due to losses is then calculated based on the
Equations described earlier for each particular strand group. For the straight strands, this is calculated as:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The effects for other groups are calculated similarly, with the total deflection due to prestress loss is:
∆ = −19.2
By applying Equation (4-87) the effects due to initial elastic deformation, creep, shrinkage and relaxation can
be combined to calculate the mid-span camber at 180 days.
= 1+ ( , ) + (1 + ( , ))
= 80.0(1 + 1.477) − 19.2(1 + 0.7 ∙ 1.477) = 159.1
The design of NU Girder bridges requires that the girder design be proportioned to satisfy the requirements for
strength and stability. In particular, the factored resistance must be greater than the effects of the factored loads.
In calculating the factored flexural resistance of an NU Girder, basic flexural theory applies based on the
conditions of equilibrium and strain compatibility. Flexural resistance is calculated in accordance with CHBDC,
which identifies the following assumptions for use when determining flexural capacity:
· Strain in the concrete varies linearly over the depth of the section.
· Strain compatibility between concrete, reinforcing, and prestressing (i.e. strain changes in the bonded
reinforcement) is assumed to be equal to the strain changes in the surrounding concrete.
· Maximum strain in concrete in compression is assumed to be 0.0035.
· Stress in reinforcement is taken as the value of stress determined from strain compatibility based on a
stress–strain curve representative of the steel reinforcement used, multiplied by the material resistance
factor.
· Tensile strength of concrete is neglected.
· Relationship between concrete strain and stress is based on an equivalent rectangular concrete stress
distribution.
Concrete compressive stress developed is based on the development of a rectangular concrete stress block, with
a uniform compressive stress sc distributed over a compression zone bounded by the edges of the cross-section,
and a straight-line parallel to the neutral axis with a depth a. The stress block properties are defined as:
sc = a1fcf’c (4-88)
a= b 1c (4-89)
Where:
a1 = 0.85-0.0015f’c ≥ 0.67 (4-90)
b 1 =0.97-0.0025f’c ≥ 0.67 (4-91)
the value for f’c shall correspond to the specified compressive strength of the concrete component being
considered, which may be either the deck or the girder, or both (depending on the depth of the stress block).
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4 - DETAILED DESIGN CONSIDERATIONS
The stress in prestressing, , may be determined using a method of strain compatibility. However, when the
ratio of neutral axis to depth of prestressing is less than or equal to 0.5, the stress can be determined
from:
= 1−
(4-92)
Where:
b
ec a1fcf’c
Section
a = b1c Forces
c
C=aba1fcf'’c,deck
N.A.
(for a < tdeck)
dp
ep
Tp =fpfpsAps
Figure 4-31
Flexural Capacity – Strain Compatibility
The shear capacity of an NU Girder bridge is determined using the modified compression field theory outlined
in Clause 8.9 of the CHBDC. In this theory, shear resistance is comprised of contributions from concrete, Vc, shear
reinforcement, Vs, and the vertical component of any prestressing or post-tensioning, Vp.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
= + + (4-93)
Where:
= component in the direction of the applied shear of the effective prestressing force, factored by
(taken as positive if resisting the applied shear) (N)
When determining the factored shear resistance, the concrete and steel contributions are limited to:
+ ≤ 0.25 ′ (4-94)
Where:
Figure 4-32 shows a typical shear force diagram for an NU Girder. In this figure, the factored shear resistance is
shown with the contributions from Vc, Vs, and Vp, confirming that the resistance is greater than the factored shear
demand.
Figure 4-32
Shear Capacity vs Shear Demand
In calculating the contributions from concrete and shear reinforcement, the factor b accounting for the shear
resistance of cracked concrete, and the angle of inclination q both need to be determined. The sections below
outline the method for calculating these factors and determining the shear capacity of an NU Girder.
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4 - DETAILED DESIGN CONSIDERATIONS
= 2.5b (4-95)
Where:
The factored shear resistance, Vs, provided by reinforcing steel is determined from:
Where: (4-96)
= area of transverse shear reinforcement perpendicular to the axis of a member within distance s,
(mm2)
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
It is also necessary to ensure the minimum amount of transverse reinforcement is included in the design. The
minimum area of transverse shear reinforcement is determined from:
≥ 0.15
(4-97)
In designing the shear reinforcement for an NU Girder, the primary method for achieving adequate shear
resistance is in the sizing and spacing of the shear stirrups. An efficient design will adjust the spacing of the
stirrups to meet the requirements, using a minimum number of spacing changes and a single stirrup bar size.
The contribution to the factored shear resistance provided by pretensioning or post-tensioning is calculated as
the component of pretensioning force in the direction of the applied shear factored by the fp.
= , (4-98)
Where:
When reviewing sections where the strands have not fully developed, it is necessary to use a reduced value of
prestressing. Section 4.6.4 discusses the transfer length and development length with guidance for determining
the prestress available in those locations.
In applying the modified compression field theory, the factor b and inclination q need to be calculated to
determine the concrete and transverse steel contributions to shear resistance. It is necessary to follow the general
method outlined in CHBDC as prestressed girders are not suitable for the simplified method.
0.4
b= (4-99)
1 + 1500
The angle of inclination q is calculated as:
Where:
In the complete modified compression
= longitudinal strain field theory presented in Clause 8.9 of the
CHBDC, a term Sze is included. However,
a value of Sze = 300 mm is applicable
The longitudinal strain, , represents the longitudinal strain at when minimum transverse reinforcement
mid-height at the ultimate limit state, and considers bending, is met, which is necessary for NU Girders.
shear, prestressing, and axial loads. The longitudinal strain is The provisions presented here are
calculated as: simplifications based on using minimum
transverse reinforcement.
+ − + 0.5 − (4-101)
=
2 +
Page 4-74
4 - DETAILED DESIGN CONSIDERATIONS
Where:
= component in the direction of the applied shear of all of the effective prestressing forces crossing
the critical section factored by ∅ (taken as positive if resisting the applied shear) (N)
= factored axial load normal to the cross section occurring simultaneously with , including the
effects of tension due to creep and shrinkage (N)
= stress in prestressed reinforcement when stress in the surrounding concrete is zero (MPa)
= area of reinforcing bars on the flexural tension half depth of a member (mm 2)
≥ − , ≥ 0 >0
> 0 , < 0
.
If < 0 then it may be taken as = 0 or = , However, shall not be take less
than −0.20 × 10
Flexural
A’s A’ps A’c compression
flange − + 0.5 + 0.5 −
0.5h
−
bv Mf
d
dv Nf dv
( − )
q
Flexural Vf
0.5h tension Act
side
Flexural
As Aps
tension
+ 0.5 + 0.5 −
flange
Figure 4-33
Modified Compression Field Theory Definitions (Adapted from Clause C8.9.3.8 of the CHBDC Commentary)
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
= 0.75 f’c = 70 MPa fcr = 3.35 MPa > 3.2 MPa therefore use 3.2 MPa
The factored shear resistance can be determined from Equation (4-93) as:
= + +
Where the factored shear resistance provided by concrete is calculated from Equation (4-95):
And the factored shear resistance provided by reinforcing steel is calculated from Equation (4-96) as:
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4 - DETAILED DESIGN CONSIDERATIONS
End zones in NU Girders are regions with complex stress states and require attention in addition to the sectional
design models used for the remainder of the NU Girder design. The complex stress state is generated by the
interaction of force effects from bearings, transfer of prestressing forces, loads, and if applicable post-tensioning
forces.
NU Girder end regions vary due to end block requirements (ends may have the same cross-section as the rest
of the girder, or have thickened end blocks), bridge articulation (supported on bearings, or integral with a
concrete diaphragm), and they may be pretensioned, or pretensioned and post-tensioned.
The end zone length is considered to be approximately equal to the girder depth and qualifies as a region near
a discontinuity (Clause 8.9.2.2 of the CHBDC). The complex stress state in the region leads to tensile stresses over
the height of the girder, which often leads to cracking at the girder ends. Thus, the end zones require careful
detailing to control cracking and avoid unwanted decreases in durability and/or strength
Figure 4-34 shows an example of the elastic stress flow at an end region for an NU Girder with multiple deviated
strand groups at the moment of transfer. In this figure, stress contours are presented, with the dark blue
representing tensile stresses.
Figure 4-34
Example Stress Flow at NU Girder End
Several studies have investigated cracking of end zone regions of precast girders, including NU Girders. Further
information can be found in Marshall and Mattock (1962), Hasenkamp et al. (2008), Tuan et al. (2004), Cook and
Reponen (2008), Crispino et al. (2009), and NCHRP 654.
Current practice (see Appendix B for Typical Details Drawings) has been found to adequately control cracking
in most situations. However, it is critical that the Consultant understand the flow of forces in the end zone of NU
Girders, and how to appropriately proportion end zone reinforcement to achieve an acceptable design.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
It is important to recognize that some end zone cracking is a result of fabrication methods. Other end zone
cracking is a result of the design and therefore the girder end zones need to be adequately designed to account
for the different support and loading conditions at the abutments and piers at all stages of construction, and
the abutment and pier configurations.
NU Girders without end blocks: Used for pretensioned girders with cast-in-place concrete diaphragms with
anchorage of prestressing strands in the flanges and web. These NU Girders can have either straight bottom
strands only or a combination of bottom and deviated or debonded strands. Top strands are required to avoid
premature cracking in the top flange due to potential negative bending moments occurring during handling,
transportation, and construction. Spalling forces occur between groups of prestressing strands (Figure 4-25).
These cracks most often form at the transition of the bottom flange to the web. Cracks in the web itself are also
fairly common. To address the spalling forces, closely spaced transverse reinforcement (stirrups) are required to
control cracking.
NU Girders with end blocks: Used with conventional abutments and may include post-tensioning tendons in
addition to prestressing strands. The widened end zone allows for easier placement of transverse reinforcing.
The additional force effects of the post-tensioning need to be considered in the design.
The first item considered in the end zone design is the shoe plate, which is used to transmit load between the
girders and the substructure. At bearing locations, girder ends shall have cast-in galvanized shoe plates anchored
into the girders with shear studs. The shoe plate design shall account for the different support conditions at the
abutments and piers and shall transfer all vertical and horizontal forces from the girders into the substructure.
Sizing of the shoe plate will depend on the bridge articulation and bearing stresses in the concrete.
· NU Girder bridges with fixed or expansion bearings: In these bridges, the shoe plate provides the
primary load-path for loads transmitted to the substructure from the superstructure, and the shoe plate
will need to be designed to adequately resist the design loads. The Consultant will also need to
proportion the shoe plate size to accommodate the bearing.
· NU Girder bridges with integral abutments: In these bridges, the shoe plate provides the primary
load-path for loads transmitted to the substructure during construction. Following construction of the
concrete diaphragm, the load-path changes, and loads are transferred through the end diaphragm.
Page 4-78
4 - DETAILED DESIGN CONSIDERATIONS
The minimum area for the shoe plate must be checked for adequate bearing resistance. The bearing resistance
of the concrete, Br, is calculated in accordance with Clause 8.8.7 of the CHBDC to be:
= 0.85 (4-102)
Where:
The NU Girder Bridge Typical Details Drawings (Appendix B) provide guidance on the sizing appropriate for NU
Girders. Consultants shall use these as the initial basis for shoe plate geometry but must confirm that these meet
the requirements for their design.
The end zone region is defined as a region near a discontinuity in accordance with Clause 8.9.2.2 of the CHBDC,
and a strut-and-tie model is required to complete the end zone design. The strut-and-tie model is to be
completed in accordance with Clause 8.10 of the CHBDC. Shear design in the end zone is also checked in
accordance with Clause 8.9 of the CHBDC to confirm adequate shear reinforcing and longitudinal reinforcement
anchorage.
When completing these checks, it is necessary to consider the end zone design during construction for adequacy
of the reinforcement of the non-composite girder design to support construction loads, including the weight of
the deck in addition to the design checks of the structure in service.
Shear Reinforcement
Initially, the required shear reinforcement in the end region is determined by following the shear reinforcement
design outlined in Section 4.8.3.2, and is completed at dv from the end of the beam. Shear capacity needs to be
checked at all critical stages which includes construction stages such as the concrete deck pour, in addition to
the load combinations corresponding to the in-service structure.
Longitudinal Reinforcement
Once the amount of shear reinforcement is determined, the force required to be resisted in the longitudinal
reinforcement is determined from Clause 8.9.3.14 of the CHBDC:
= 0.5 + − 0.5 − cot (4-103)
Where:
= factored axial load normal to the cross section occurring simultaneously with (N)
= factored shear resistance provided by shear reinforcement (N) within a length of cot from the
face of support, however ≤
= component in the direction of the applied shear of all of the effective prestressing forces crossing
the critical section factored by (taken as positive if resisting the applied shear) (N)
= angle of inclination of the principal diagonal compressive stresses to the longitudinal axis of a
member (degrees)
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The tension force in the reinforcement shall be developed at the point where a line inclined at angle extending
from the inside edge of the bearing area intersects the centroid of the reinforcement.
The basis for this equation can be derived by looking at the free-body diagram of the end region, shown in the
figure below.
Figure 4-35
Free-body Diagram of End Region of Beam
Clause C8.9.3.11 of CHBDC Commentary
In NU Girders, the available amount of longitudinal reinforcing is usually only provided by the prestressing
strands in the bottom flange. Strands which are debonded do not contribute to the required longitudinal
capacity, and only bonded strands are considered. For this, the level of development of the strands at the front
of the bearing node as shown in Figure 4-36 needs to be determined.
Figure 4-36
Available Development Length at End
Clause C5.6.3.4.2 of AASHTO LRFD Bridge Design Specifications (2017)
The amount of force that the longitudinal strands are able to develop depends on the details of the end zone
design. Bottom strands may project and be bent up (hooked) and cast into the concrete end diaphragm to
provide passive development.
When strands are cut flush to the end of the girder, the available development of force is limited to the reduced
development described in Section 4.6.4.3
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4 - DETAILED DESIGN CONSIDERATIONS
The use of a strut-and-tie model is best presented in a worked example. Design Example 2 presents a
comprehensive design of an NU Girder end zone, covering the necessary design checks outlined in this
Section.
Web Crushing
The capacity of the web against crushing is checked according to Clause 8.9.3.3 of the CHBDC and is represented
by the limit placed on Vc+Vs.
+ ≤ 0.25 (4-104)
Where:
, = 0.08 (4-105)
Where:
In addition, the BSDC requires the following for stirrups for crack control, derived from AASHTO LRFD Bridge
Design Specifications, to be met. This is achieved by limiting the stress in the stirrups in the end zone. The force
in the end zone stirrups, Pr, shall be limited to the following:
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
= (4-106)
Where:
In determining the force in the end zone stirrups, Pr shall not be less than 4 percent of the pretensioning force
at transfer.
Stirrup Anchorage
The crack control stirrups shall be anchored beyond the anticipated Stirrup Anchorage Requirements
extreme top and bottom cracks with sufficient embedment to develop
at least 210 MPa. Since the crack control reinforcement is required to These requirements are based on
minimize the crack width, and not for strength, there is no need to the recommendations reported in
develop the full yield strength beyond the locations of the top and NCHRP Report 654 Section 3.8:
bottom cracks. For NU Girders, the anticipated top and bottom cracks Proposed Revisions to the AASHTO
may be assumed for design to be at the junction between the web LRFD Bridge Design Specifications
and the flanges. Therefore, the crack control stirrup anchorage into (2017).
the flanges should be designed for a maximum stress of 210 MPa.
Page 4-82
4 - DETAILED DESIGN CONSIDERATIONS
A strut-and-tie model of the bottom flange is proposed in NCHRP 849 Section 2.5.2 to determine the
confinement reinforcing required for horizontal transverse tensile forces in the flange at the bearing. The
horizontal transverse tensile forces are carried by the top and bottom confinement bars in the bottom flange,
and by the shoe plate. Figure 4-37 shows a 3D view of the strut-and-tie model.
Figure 4-37
End Zone 3D Strut-and-Tie Model
The approach taken is to model the end of the girder with a 2D strut-and-tie model. For this approach to be
valid, the girder and model must be symmetric about the vertical centreline, and the horizontal strands must be
sufficient to anchor the inclined strut in the longitudinal direction.
The struts and ties are anchored at nodes corresponding to the centroid of the bonded pretensioning strands.
Further, for a 2D model to be applicable, the girder ends must not be skewed. For skewed ends, a 3D strut-and-
tie model is completed.
Figure 4-38 shows the formulation of the strut-and-tie model outlined in NCHRP 849, adapted for an NU Girder.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Centroid of strands
in outer portion of
flange (fully bonded
strands)
hb
yp
cb
xp
2
bb 1−
Geometry Forces
Figure 4-38
End Zone Bottom Flange Strut-and-Tie Model
In this model:
= total number of bonded strands in one side of the outer portion of the bottom flange (where the
outer portion is defined as that extending beyond the projection of the web width
= horizontal distance to the girder centreline of centroid of nf strands in outer portion of the flange
= vertical distance to the girder soffit of centroid of nf strands in the outer portion of the flange
The term cb is calculated to ensure uniform bearing pressure across the width of the bearing and is determined
from:
= 1−
2 (4-107)
Page 4-84
4 - DETAILED DESIGN CONSIDERATIONS
From here the tension in the horizontal tie can be calculated from Equation (4-108), and the required steel area
to resist the tension tie can be determined:
= + (4-108)
= 0.5 ≤ (4-109)
Where:
Shear studs are typically 19 mm diameter studs conforming to CSA W59 Type B Studs, with a minimum tensile
strength of 450 MPa. Shear studs shall have a minimum height of 4 times the diameter of the stud.
When establishing the layout of the shear studs on the shoe plate, the spacing shall not be less than 4 times the
diameter of the studs, nor greater than 600 mm. The NU Girder Bridge Typical Details Drawings (see Appendix B)
provide guidance on layout.
Shoe Plate to Sole Plate Connection
When connected to a bearing sole plate, the shoe plate must be checked for adequate length for a welded
connection. The weld capacity is completed in accordance with Clause 10.18.3 of the CHBDC.
A fillet weld connection is typically used, and the capacity of the weld is calculated as the lesser of the capacity
of the base material described by Equation (4-110) or the weld material described by Equation (4-111):
(4-110)
= 0.67
Where:
= 0.67
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Post-tensioning tendons add to the complex stress state in the end zone. Post-tensioning tendons require design
of two regions referred to as the local zone and the general zone, in accordance with Clause 8.16.2.2 and Clause
8.16.2.3 of the CHBDC. Figure 4-39 shows the local zone and general zone as defined in CHBDC.
Anchorage Zone
The anchorage zone is considered to include the general zone and the local zone. CHBDC identifies the
anchorage zone as comprising the full depth of the member in the transverse direction. Anchorage zone size for
NU Girders will depend on where the post-tensioning hardware is incorporated:
· For NU Girders with post-tensioning hardware incorporated in the end block, the anchorage zone will
be the full height of the end block.
· For NU Girders with post-tensioning hardware incorporated in a cast-in-place diaphragm, the
anchorage zone will be the full height of the concrete diaphragm.
The longitudinal extent of the anchorage zone is between 1.0 and 1.5 times the transverse dimension of the
anchorage zone.
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4 - DETAILED DESIGN CONSIDERATIONS
When completing the general zone design, the following shall be met:
Compressive Stresses
The compressive strength in the concrete behind the anchorage devices shall not exceed 0.75 fcf’c. This
compressive strength limit is applicable to the general zone (i.e. outside of the local zone). The general zone in
NU Girders shall be designed to avoid excessive cracking or inelastic rotations.
Bursting Reinforcement
For NU Girders, resistance to bursting forces is provided by closed ties. The design shall meet the following
requirements, as outlined in Clause 8.16.2.2.3.2 of the CHBDC:
· Reinforcement shall extend over the full width of the component and be anchored as close to the outer
faces of the component as cover requirements permit;
· Reinforcement shall be distributed behind the loaded surface along both sides of the tendon for a
distance that is the lesser of 2.5 times the distance from the loaded surface to the centroid of the
bursting force, and 1.5 times the corresponding lateral dimension of the section;
· The centroid of the bursting reinforcement shall be at the location of the centroid of the bursting force;
· Spacing of reinforcement shall not exceed the lesser of 24 bar diameters and 300 mm
For multiple anchorages with centre-to-centre spacing of more than 0.4 times the depth of the section, the
spalling force shall be determined by analysis.
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NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The local zone is the region surrounding the anchorage device. Local zone reinforcing for post-tensioning
tendons is usually based on post-tensioning tendon manufacturer testing and recommendations.
The preceding sections cover the relevant limit states checks for NU Girder design. The design of an NU Girder
bridge will include additional items not covered in this manual. The following items are specific to NU Girder
bridges, and guidance is found within the NU Girder Bridge Typical Details Drawings. Consultants shall reference
the BSDC and CHBDC when completing the design of these components.
Intermediate Diaphragms
Intermediate diaphragms for NU Girder bridges shall have a maximum spacing of 13.0 m.
For NU1200, intermediate diaphragms may be C-shape (channel) or W-shape sections of at least 1/3 (and
preferably 1/2) the girder depth. For all other NU Girders, intermediate diaphragms shall be X-bracing or K-
bracing and top and bottom horizontals shall be provided.
Intermediate diaphragms and NU Girders shall be designed for construction loads during deck concrete
placement in accordance with requirements of Clause 3.16 of the CBHDC and Section 4.10.6 of SSBC. Typically,
diaphragms provided shall become part of the permanent structure and be left in place for future maintenance,
widening, and rehabilitation. The only exception to this is at the ends of NU Girder bridges with integral
abutments where the erection stage diaphragms may be removable.
Diaphragms of exterior NU Girders carrying deck overhangs shall be checked to ensure sufficient strength and
stability to handle concentrated loads from deck finishing machines, work bridges, and loads from temporary
walkways outside the edge of the deck slab. Loads assumed for such design shall be based on realistic estimates
for each bridge and shall be shown on the detailed design drawings, in accordance with the Engineering Drafting
Guidelines for Highway and Bridge Projects.
For NU Girder bridges with moderate skews, oversized or slotted holes may be used to accommodate moderate
differential vertical camber or horizontal sweep between adjacent girders during erection. Oversized or slotted
holes shall meet requirements of Clause 10.18 of the CBHDC.
Pier Diaphragms
Pier diaphragms shall be continuous cast-in-place concrete diaphragms and shall be either pinned, fully
monolithic with the pier top, or permit free expansion. Positive moment connections of girder over the piers
shall consist of lapped and bent-up prestressing strands or lapped and cast-in hooked reinforcing steel. The
minimum separation between girder ends shall be 300 mm. Where pier diaphragms are not monolithic with the
pier top (cap or shaft), the ends of both girders shall be supported on separate reinforced elastomeric pads.
Where pier diaphragms are connected monolithically to the pier top (cap or shaft) and are cast around girder
ends, the girders shall be erected on plain unreinforced elastomeric pads on a minimum 150 mm high plinth, to
provide sufficient clear space between the girder bottom and previously cast concrete, to ensure proper flow of
concrete under the ends of the girders.
Abutment Diaphragms
Except for integral abutment designs, abutment diaphragms shall be steel brace type, to provide open access
for inspection and maintenance of bearings and abutment deck joints.
For conventional abutments with deck joints, the superstructure end diaphragm shall be an open steel
diaphragm, to provide access for deck joint inspection and repair. The girder web at abutment ends shall be
thickened and designed as part of the abutment steel diaphragm system for transferring laterals loads from the
superstructure to the substructure.
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Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
GLOSSARY OF TERMS
AAEM – Age-Adjusted Elastic Modulus.
AASHTO – American Association of State Highway and Transportation Officials
Anchor — A bolt, stud, or reinforcing bar embedded in concrete.
Anchorage —
(a) In post-tensioning, a device used to anchor a tendon to a concrete member;
(b) In pretensioning, a device used to anchor a tendon until the concrete has reached a predetermined
strength; and
(c) For reinforcing bars, a length of reinforcement, mechanical anchor, or hook, or a length of
reinforcement combined with a mechanical anchor or a hook.
Anchorage seating — Deformation of anchorage or seating of tendons in anchorage device when prestressing
force is transferred from jack to anchorage device.
At Jacking — At the time of tensioning tendons.
At Transfer — At the time immediately after transfer.
BSDC – Bridge Structures Design Criteria
Camber — The vertical deviation of a bridge member from straight, when viewed in elevation.
CHBDC — Canadian Highway Bridge Design Code
Creep — Time-dependent deformation of concrete under sustained load.
Debonding — Wrapping or sheathing prestressing strand to prevent bond between strand and surrounding
concrete.
Deck — An element of a floor system that carries and distributes wheel loads to the substructure.
Development length — Length of embedded reinforcement required to develop the specified strength of the
reinforcement.
Duct — An opening in concrete for internal post-tensioning tendons.
End block — Enlarged end section of a member designed to reduce anchorage stresses.
Grout — A mixture of cementitious material and water, with or without aggregate, proportioned to produce a
consistency without segregation of the constituents, used in post-tensioning.
Intrinsic relaxation — Time-dependent reduction of stress in a prestressing tendon held at constant strain.
Jacking force — The force applied to stress tendons.
Limit states — Those conditions beyond which a structure or component ceases to meet the criteria for which
it was designed.
Post-tensioned girder — Girders which are prestressed by both pretensioning and post-tensioning.
Post-tensioning — A method of prestressing in which the tendons are stressed after the concrete has reached
a predetermined strength.
Prestressing — A load-case applied to an element or structure by means of prestressing strands. Applied either
as pre-tensioning or post-tensioning.
NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
Prestressed Concrete — Reinforced concrete in which internal stresses have been introduced to reduce
potential tensile stresses in concrete resulting from loads.
Pretensioning — A method of prestressing in which the tendons are stressed before the concrete is placed.
Pretensioned girder — Girders which are prestressed by pretensioning only.
Relaxation — The time-dependent reduction of stress in tendons at constant strain.
Serviceability limit states (SLS) — Limit states corresponding to cracking, deformations, stresses and vibration.
Shrinkage — Time-dependent deformation of concrete caused by drying and chemical changes (hydration
process).
Spacing — The distance between centrelines of adjacent reinforcing bars, wires, tendons, or anchors.
Span — The distance between centreline of supports or bearing units of a bridge, measured parallel to the
centerline of the bridge.
SSBC – Standard Specifications for Bridge Construction
Strand — A linear component that constitutes all or part of a tendon.
Substructure — That part of a bridge, including abutments and piers, that supports the superstructure.
Superstructure — That part of a bridge that spans water, a roadway, a railway, or another obstruction and is
supported by the substructure.
Transfer length — The length over which a prestressing force is transferred to concrete by bond in a
pretensioned component.
Transverse reinforcement — Reinforcement used to resist shear, torsion, or lateral forces in a structural
component (typically deformed bars bent into U, L, or rectangular shapes and located not parallel to longitudinal
reinforcement). Note: The term “stirrups” is usually applied to transverse reinforcement in flexural components
and the term “ties” to transverse reinforcement in compression components.
Tendon — A high-strength steel element used to impart prestress to concrete.
Wobble — Friction caused by unintended deviation of prestressing sheath or duct from its specified profile or
alignment.
WWR — Welded wire reinforcement
Ultimate limit states (ULS) — Limit states corresponding to stability and strength.
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
LIST OF SYMBOLS
Specified minimum tensile strength of base plate / sole plate (MPa); Minimum tensile strength
of stud steel (MPa)
Loss of prestress due to friction (MPa)
, Vertical component of the pretensioning force (N)
Concrete stress (MPa). Calculated for top and bottom fibre, referenced as ft and fb respectively
Specified compressive strength of concrete at 28 days (MPa)
Concrete stress at the centre of gravity of tendons due to all dead loads except the dead load
present at transfer at the same section or sections for which fcir is calculated (MPa)
Specified compressive strength of concrete at transfer (MPa)
Concrete stress at the centre of gravity of tendons due to the prestressing effect at transfer
and the self-weight of the member (MPa)
Cracking strength of concrete (MPa)
Cracking strength of concrete at transfer (MPa)
Stress in the steel at time zero (MPa)
Stress in prestressed reinforcement when stress in the surrounding concrete is zero (MPa)
∆ Intrinsic relaxation (MPa)
Stress in tendons at the ultimate limit state (MPa)
∆ Loss of prestress (MPa)
Yield strength of the prestressing steel (MPa)
Specified tensile strength of prestressing steel (MPa)
∆ Loss of prestress (MPa)
∆ Losses up to and including transfer (MPa)
∆ Losses occurring after transfer (MPa)
Effective stress in tendons after all losses (MPa)
Stress in tendons just prior to transfer (MPa)
Stress in tendons at jacking (MPa)
Stress in tendons immediately after transfer (MPa)
, Stress in stirrup steel, 140 MPa
Specified yield strength of reinforcing bars (MPa)
ℎ Vertical height of the bottom flange (mm)
Moment of inertia of the section (mm 4)
Transformed moment of inertia (mm4)
′ Effective moment of inertia (mm4)
Transformed moment of inertia of the NU Girder (mm 4)
Creep function
Wobble coefficient (1/m)
Length of the girder between support locations (mm)
Flexural bond length (mm)
Development length (mm)
Transfer length (mm)
Applied moment (Nmm)
Moment caused by self-weight (Nmm)
Factored moment (Nmm)
Moment due to prestressing (Nmm)
LIST OF SYMBOLS
REFERENCES
Alberta Transportation (2016). Bridge Conceptual Design Guidelines, Version 2.0.
Alberta Transportation (2017). Bridge Structures Design Criteria (BSDC), Version 8.0
Alberta Transportation (2016). Engineering Drafting Guidelines for Highway and Bridge Projects, Version 2.1.
Alberta Transportation (2013). Standard Specifications for Bridge Construction (SSBC), Edition 16
American Association of State Highway and Transportation Officials (2017). AASHTO LRFD Bridge Design
Specifications, 8th Edition, 2017.
Bazant, Z. (1972). “Prediction of Concrete Creep Effects Using Age-Adjusted Effective Modulus Method”, ACI
Journal, Vol. 69, p. 212-217.
Benaim, R. (2008). The Design of Prestressed Concrete Bridges, Concepts and Principles. London Taylor & Francis.
Canadian Highway Bridge Design Code, CSA S6-14 (CHBDC)
Collins, M.P., Mitchell D. (1987). Prestressed Concrete Basics. Canadian Prestressed Concrete Institute.
Collins, M.P., Mitchell D. (1997). Prestressed Concrete Structures. Response Publications.
International Federation for Structural Concrete (2013). fib Model Code for Concrete Structures 2010. Ernst &
Sohn.
Ghali, A., Favre, R., Elbadry, M., (2011). Concrete Structures: Stresses and Deformations: Analysis and Design for
Sustainability. CRC Press.
Cook, R.A., Reponen, M.J. (2008). “Prevention of splitting failure at ends of prestressed beams during fabrication”
Final Report, Report No. BD545 RPWO #30, Florida Univ., Gainesville. Dept. of Civil Engineering.
Crispino E.D., Cousins T.E. and Roberts-Wollmann C. (2009). “Anchorage Zone Design for Pretensioned Precast
Bulb-T Bridge Girders in Virginia”, Final Contract Report CTRC 09-CR15, Virginia Transportation Research Council.
CEB181 (1987). “Anchorage Zones of Prestressed Concrete Members”. State-of-the-Art Report, Task Group VI/1
“Anchorage Zones”, Comite Euro-International du Beton, Lausanne, Switzerland.
Geren, Lynn K., and Tadros, Maher K., “The NU Precast/Prestressed Concrete Girder Bridge I-Girder Series,” PCI
JOURNAL V. 39, No. 3, May-June 1994, pp. 26-39.
Hasenkamp, Christie J.; Badie, Sameh S.; Tuan, Christopher Y.; and Tadros, Maher K. (2008), "Sources of End Zone
Cracking of Pretensioned Concrete Girders". Civil Engineering Faculty Proceedings & Presentations.
Marshall W.T. and Mattock A.H. (1962). “Control of Horizontal Cracking in the Ends of Pretensioned Prestressed
Concrete Girders”, PCI Journal, 7(5), 56-74.
Menn, C. (1986). Prestressed Concrete Bridges. Springer Science & Business Media.
Precast/Prestressed Concrete Institute (2011). Bridge Design Manual 3rd Edition
Tadros, Maher K., Fawzy, Faten., Hanna, Kromel E. (2011), “Precast, prestressed girder camber variability”, PCI
Journal Winter 2011, pp 135- 154.
Transportation Research Board of the National Academies, Washington. D.C. NCHRP Report 654: Evaluation and
Repair Procedures for Precast/Prestressed Concrete Girders with Longitudinal Cracking in the Web.
Transportation Research Board of the National Academies, Washington. D.C. NCHRP Report 356: Anchorage Zone
Reinforcement for Post-Tensioned Concrete Girders.
Tuan C.Y. Yehia S.A., Jongpitakasseel N., and Tadros M.K. (2004). “End Zone Reinforcement for Pretensioned
Concrete Girders”, PCI Journal, May-June, 68-82.
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU1200 Properties
Property Value
Area Ag 505.11 x 103 mm2
Ig,x 99.28 x 109 mm4
Moment of Inertia
Ig,y 28.56 x 109 mm4
Neutral Axis y 546.2 mm
Volume-to-Surface Area Ratio rv 85 mm
Figure A-1
NU1200 Geometry and Properties
A-1
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU1600 Properties
Property Value
Area Ag 579.11 x 103 mm2
Moment of Inertia Ig,x 203.42 x 109 mm4
Ig,y 28.77 x 109 mm4
Neutral Axis y 729.4 mm
Volume-to-Surface Area Ratio rv 86 mm
Figure A2
NU1600 Geometry and Properties
A-2
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU2000 Properties
Property Value
Area Ag 653.11 x 103 mm2
Moment of Inertia Ig,x 352.92 x 109 mm4
Ig,y 28.98 x 109 mm4
Neutral Axis y 916.4 mm
Volume-to-Surface Area Ratio rv 86 mm
Figure A3
NU2000 Geometry and Properties
A-3
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU2400 Properties
Property Value
Area Ag 727.11 x 103 mm2
Moment of Inertia Ig,x 554.86 x 109 mm4
Ig,y 29.19 x 109 mm4
Neutral Axis y 1,106 mm
Volume-to-Surface Area Ratio rv 87 mm
Figure A4
NU2400 Geometry and Properties
A-4
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
NU2800 Properties
Property Value
Area Ag 801.11 x 103 mm2
Moment of Inertia Ig,x 814.84 x 109 mm4
Ig,y 29.40 x 109 mm4
Neutral Axis y 1,297.6 mm
Volume-to-Surface Area Ratio rv 88 mm
Figure A5
NU2800 Geometry and Properties
A-5
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
B-1
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
C-1
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
End zone reinforcement – No End block End Zone Reinforcement – End Block with PT
C-2
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
C-3
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
C-4
Alberta Transportation NU GIRDER BRIDGE DESIGN AND DETAILING MANUAL
The modular ratio is based on the reference modulus of elasticity, Eref. Typically, the modulus of elasticity of the
NU Girder concrete is chosen as the reference modulus.
The use of the parallel axis theorem is used to calculate the section properties based on the constituent parts.
Basic structural analysis references provide background on the calculation of the geometric properties of an
area, establishing the centroid, and calculating the composite section properties. In general, when using the
parallel axis theorem to determine the transformed section properties, the contribution of moment of inertia of
prestressing steel and the reinforcing steel is negligible.
D-1