CH 17 PDF

5844 Bridge Manual Ch 17.0-17.
6 9/24/01 1:28 PM Page 1
PCI BRIDGE DESIGN MANUAL CHAPTER 17

TABLE OF CONTENTS
RAILROAD BRIDGES
NOTATION
17.0 INTRODUCTION
17.1 TYPICAL PRODUCTS AND DETAILS

17.1.1 Piles
17.1.2 Pile Caps and Abutments
17.1.3 Superstructures
17.1.3.1 Slab Beams and Box Beams
17.1.3.2 Other Products
17.1.3.3 Connection Details
17.2 CONSTRUCTION CONSIDERATIONS

17.2.1 Advantages
17.2.2 Standard Designs
17.2.3 Train Operations
17.2.4 Construction Methods
17.2.5 Substructures
17.3 THE AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY

ASSOCIATION LOAD PROVISIONS
17.3.1 AREMA Manual
17.3.2 AREMA Loads
17.3.2.1 Live Load
17.3.2.2 Impact Load
17.3.2.3 Other Loads
17.3.2.4 Load Combinations
17.4 CURRENT DESIGN PRACTICE

17.4.1 New Bridges
17.4.2 Replacement Bridges
17.4.3 Simple Span Bridges
17.4.4 Skew Bridges
17.5 CASE STUDY NO. 1—TRUSS BRIDGE REPLACEMENT

17.5.1 Existing Bridge
17.5.2 New Piles
17.5.3 New Intermediate Piers
17.5.4 New Superstructure for Approach Spans
17.5.5 Truss Removal
17.5.6 New Superstructure for Truss Spans
SEPT 01
5844 Bridge Manual Ch 17.0-17.6 9/24/01 1:28 PM Page 2

TABLE OF CONTENTS
RAILROAD BRIDGES
17.6 CASE STUDY NO. 2—TIMBER TRESTLE REPLACEMENT

17.6.1 Existing Bridge
17.6.2 New Superstructure
17.6.3 Substructure Construction
17.6.4 Superstructure Construction
17.7 DESIGN EXAMPLE—DOUBLE-CELL BOX BEAM, SINGLE SPAN, NON-

COMPOSITE, DESIGNED IN ACCORDANCE WITH AREMA SPECIFICATIONS
17.7.1 Background
17.7.2 Introduction
17.7.2.1 Geometrics
17.7.2.2 Sign Convention
17.7.2.3 Level of Accuracy
17.7.3 Material Properties
17.7.3.1 Concrete
17.7.3.2 Pretensioning Strands
17.7.3.3 Reinforcing Bars
17.7.4 Cross-Section Properties for a Single Beam
17.7.5 Shear Forces and Bending Moments
17.7.5.1 Shear Forces and Bending Moments Due to Dead Load
17.7.5.2 Shear Forces and Bending Moments Due to Superimposed Dead Load
17.7.5.3 Shear Forces and Bending Moments Due to Live Loads
17.7.5.4 Load Combinations
17.7.6 Permissible Stresses in Concrete at Service Loads
17.7.7 Estimate Required Prestressing Force
17.7.8 Determine Prestress Losses
17.7.8.1 Prestress Losses at Service Loads
17.7.8.1.1 Elastic Shortening of Concrete
17.7.8.1.2 Creep of Concrete
17.7.8.1.3 Shrinkage of Concrete
17.7.8.1.4 Relaxation of Prestressing Steel
17.7.8.1.5 Total Losses at Service Loads
17.7.8.2 Prestress Losses at Transfer
17.7.9 Concrete Stresses
17.7.9.1 Stresses at Transfer at Midspan
17.7.9.2 Stresses at Transfer at End
17.7.9.3 Stresses at Service Load at Midspan
17.7.9.4 Stresses at Service Load at End
17.7.10 Flexural Strength
17.7.10.1 Stresses in Strands at Flexural Strength
17.7.10.2 Limits for Reinforcement
SEPT 01

TABLE OF CONTENTS
RAILROAD BRIDGES
17.7.10.3 Design Moment Strength

17.7.10.4 Minimum Reinforcement
17.7.10.5 Final Strand Pattern
17.7.11 Shear Design
17.7.11.1 Required Shear Strength
17.7.11.2 Shear Strength Provided by Concrete
17.7.11.2.1 Simplified Approach
17.7.11.2.2 Calculate Vci
17.7.11.2.3 Calculate Vcw
17.7.11.2.4 Calculate Vc
17.7.11.3 Calculate Vs and Shear Reinforcement
17.7.11.3.1 Calculate Vs
17.7.11.3.2 Determine Stirrup Spacing
17.7.11.3.3 Check Vs Limit
17.7.11.3.4 Check Stirrup Spacing Limits
17.7.12 Deflections
17.7.12.1 Camber Due to Prestressing at Transfer
17.7.12.2 Deflection Due to Beam Self-Weight at Transfer
17.7.12.3 Deflection Due to Superimposed Dead Load
17.7.12.4 Long-Term Deflection
17.7.12.5 Deflection Due to Live Load
17.8 REFERENCES
SEPT 01

NOTATION
RAILROAD BRIDGES
A = area of cross-section of precast beam

Ac = total transformed area of composite section
Aps = area of one pretensioning strand or post-tensioning bar
Aps = area of strands in the tensile zone
Av = area of shear reinforcement
Avh = area of web reinforcement per unit length required for horizontal shear
a = compression block depth
B = buoyancy
b = width of compression face of member
be = top flange width of precast beam
bv = width of cross section at the contact surface being investigated for horizontal shear
bw = width of web of a flanged member
CF = centrifugal force
D = dead load
DF = live load distribution factor
d = distance from extreme compressive fiber to centroid of the prestressing force
E = earth pressure
Ec = modulus of elasticity of concrete at 28 days
Eci = modulus of elasticity of concrete at transfer
Es = modulus of elasticity of pretensioning steel
Es = modulus of elasticity of non-pretensioned reinforcement
EQ = earthquake (seismic)
e = eccentricity of strands at transfer length
ec = eccentricity of strands at midspan
F = longitudinal force due to friction or shear resistance at expansion bearings
fb = concrete stress at the bottom fiber of the beam
f ć = specified concrete strength at 28 days
fcds = concrete stress at the centroid of the pretensioning steel due to all dead loads except
the dead load present at the time the pretensioning force is applied
f ći = specified concrete strength at transfer
fcr = stress in the concrete at the centroid of the pretensioning steel
fd = stress due to unfactored dead load, at extreme fiber of section where tensile stress is
caused by externally applied loads
flc = loss of prestress due to creep of concrete
fle = loss of prestress due to elastic shortening
flr = loss of prestress due to relaxation of pretensioning steel
fls = loss of prestress due to concrete shrinkage
fpc = compressive stress in concrete (after allowance for all prestress losses) at the centroid
of cross section resisting externally applied loads
fpe = compressive stress in concrete due to effective pretensioning forces only (after
allowance for all pretension losses) at the extreme fiber of section where tensile stress
is caused by externally applied loads
fps = stress in the pretensioning steel at nominal strength
SEPT 01

NOTATION
RAILROAD BRIDGES
fpu = ultimate tensile strength of pretensioning steel

fse = effective stress in pretensioning steel after losses
ft = concrete stress at the top fiber of the precast beam
ftc = concrete stress at top of fiber of the slab for the composite section
fy = specified yield strength of non-prestressed reinforcement
h = overall depth of precast beam
hc = total height of composite section
I = moment of inertia about the centroid of the non-composite precast beam
I = the percentage of the live load for impact
ICE = ice pressure
Ic = moment of inertia of composite section
L = span length
L = live load
LF = longitudinal force from live load
M = maximum service load design moment
Mcr = moment causing flexural cracking at section due to externally applied loads
MD = unfactored bending moment due to total dead load
Md = unfactored bending moment due to composite beam dead load
Mg = unfactored bending moment due to precast beam self-weight
MLL+I = unfactored bending moment due to live load + impact
Mmax = maximum factored moment at the section due to externally applied loads
Mn = nominal moment strength of a section
MSDL = unfactored bending moment due to superimposed dead load
Mu = factored bending moment at the section
Mx = bending moment at a distance x from the support
n = modular ratio of elasticity between slab and beam materials
OF = other forces (rib shortening, shrinkage, temperature and/or settlement of supports)
Peff = effective post-tensioning force
Pse = effective pretension force after allowing for all losses
Psi = total pretensioning force immediately after transfer
R = relative humidity
Sb = non-composite section modulus of the extreme bottom fiber of the precast beam
Sbc = composite section modulus for extreme bottom fiber of the precast beam
St = non-composite section modulus of the extreme top fiber of the precast beam
Stc = composite section modulus for extreme top fiber of the slab
Stg = composite section modulus for top fiber of the precast beam
SF = stream flow
s = spacing of the shear reinforcement in direction parallel to the longitudinal reinforcement
V = service load shear force
Vc = nominal shear strength provided by concrete
SEPT 01

NOTATION
RAILROAD BRIDGES
Vci = nominal shear strength provided by concrete when diagonal cracking results from
combined shear and moment
Vcw = nominal shear strength provided by concrete when diagonal cracking results from
excessive principal tensile stress in web
VD = unfactored shear force at section due to total dead load
Vd = unfactored shear force due to composite beam dead load
Vg = unfactored shear force due to precast beam self-weight
Vi = factored shear force at section due to externally applied loads occurring simultaneously
with Mmax
VLL+I = unfactored shear force at section due to live load plus impact
Vp = component of pretensioning force in the direction of the applied shear
Vs = nominal shear strength provided by shear reinforcement
VSDL = unfactored shear force due to superimposed dead loads
Vu = factored shear force at the section
Vx = shear force at a distance x from the support
vdh = horizontal shear stress
W = wind load on structure
WL = wind load on live load
w = weight per foot
wc = unit weight of concrete
wequ = equivalent uniform load
x = distance from the support
yb = distance from centroid to extreme bottom fiber of the non-composite precast beam
ybc = distance from the centroid of the composite section to extreme bottom fiber of the
precast beam
ybs = distance from the center of gravity of strands to the bottom fiber of the beam
yt = distance from centroid to extreme top fiber of the non-composite precast beam
ytc = distance from the centroid of the composite section to the extreme top fiber of the
slab
ytg = distance from the centroid of the composite section to extreme top fiber of the
precast beam
D = deflection
f = strength reduction factor
rp = ratio of pretensioning reinforcement
y = angle of harped pretensioned reinforcement
SEPT 01
Railroad Bridges
17.0 Precast concrete is playing an increasingly important role in railroad bridge struc-
INTRODUCTION tures. The economy, durability and speed of construction make precast concrete the
material of choice for new and replacement railroad bridges. The focus of this chapter is
on the specific requirements and guidelines for railroad bridges. Typical products and
details, construction considerations, and identification of applicable AREMA
(American Railway Engineering and Maintenance-of-Way Association, formerly
AREA) provisions are also discussed. Two case studies and a railroad superstructure
design example are presented.
17.1 A wide variety of precast products is used for railroad bridge construction. From the
TYPICAL PRODUCTS ground up, these include concrete piles, pile caps, abutments and superstructure beams.
AND DETAILS Over the years, many railroads have developed standards for precast concrete, including
concrete mixes, member design, member detailing and quality control.
17.1.1 Several railroads use precast, prestressed concrete piles, but their use may be limited by the
Piles capacity of track-mounted pile drivers. Concrete piles are preferred for use in marine envi-
ronments. In highly corrosive locations, precast concrete pile extensions are spliced to steel
pipe piles. This permits the embedment of the steel into the anaerobic soil zone and pro-
vides a more durable prestressed concrete pile in the more corrosive environment.
17.1.2 Precast concrete pile caps are widely used throughout the country. Typically, these are
Pile Caps and Abutments fabricated with an embedded plate running along the bottom of the cap. This allows
welding of steel piles to the bottom of the cap. Concrete pile caps are sometimes used
to support steel or timber beams, as well as concrete beams. Some railroads are now
beginning to use precast concrete caps with precast concrete piles. The caps are cast
with a socket for the pile to fit into. Grouting is used to tie the components togeth-
er after installation. Bridge abutments can also be prefabricated. The bases of these
abutments are similar to the pile caps and serve the same function of supporting the
superstructure. Abutment backwalls and wingwalls can be precast in sections and
bolted or welded together in the field.
17.1.3 Railroads use a wide variety of superstructure elements. Spans typically range from
Superstructures 12 ft to over 80 ft. Since many precast concrete spans are installed to replace timber
trestles, standard span lengths for a given railroad are frequently multiples of their
standard timber stringer span lengths (typically 14 to 16 ft). For spans of 12 ft to 20
ft, precast slab beams are frequently used. For spans in the 20- to 30-ft range, precast,
prestressed concrete box beams are the most common although tee-beams and I-
beams are occasionally used. For spans over 30 ft, box beams are dominant. Spans up
to 50 ft typically use two box beams per track. Generally, these are double celled with
through-voids. Through-voids allow fabricators to use removable and reusable void
forms in casting the beams. This helps reduce costs. Spans over 50 ft generally use
four single-void box beams per track. The shift from two beams per track on shorter
spans to four on longer spans is dictated by the lifting restrictions associated with the
SEPT 01

RAILROAD BRIDGES
17.1.3 Superstructures/17.1.3.2 Other Products
heavier weight of the longer beams. Shear keys and transverse post-tensioned steel tie
rods are frequently used to tie the box beams together with diaphragms provided at
the location of the tie rods. For spans greater than 70 to 80 ft, beams with compos-
ite cast-in-place concrete decks are frequently used.
17.1.3.1 A variety of shapes with depth and width variations are available throughout the
Slab Beams and Box Beams country. Designers should contact the manufacturers and the specific railroad to
determine the properties and dimensions of products available for a proposed pro-
ject. Typical superstructure shapes and span ranges applicable to railroad bridges are
shown in Figure 17.1.3.1-1.
Figure 17.1.3.1-1 7'-0"
Typical Precast Concrete
Superstructure Shapes
Varies from
1'-2" to 1'-8"
Slab Beam
Spans 12' to 20'
3'-6" 7'-0"
Varies Varies
from from
2'-6" 2'-6"
to to
7'-0" 4'-0"
Single Cell Box Double Cell Box
Spans 20' to 80' Spans 20' to 50'
17.1.3.2 There are a few other precast products used for different span ranges. Brief descrip-
Other Products tions of these products are given in Figures 17.1.3.2-1 through 17.1.3.2-4.
Figure 17.1.3.2-1
Tee Beam
(Intermediate and Long Spans)
Tee Beam Super Tee

(Intermediate (Long Span)
Span)
Precast Cap
Steel Piling
w/Welded Plate
Connection to
Pile Cap
The solid single tee beam is used for spans of 20 to 34 ft, and the voided super tee
for spans up to 55 ft in length. Both beams are set on a precast concrete cap that has
a welded plate connection to the piles as needed.
SEPT 01

RAILROAD BRIDGES
17.1.3.2 Other Products
Figure 17.1.3.2-2
Box Beam Optional
(Intermediate Spans) Curb Closed Ended Open Ended
Voided Voided
Box Beam Box Beam
Precast Cap
Steel Piling 24" Octagonal

w/Welded Plate Prestressed Piling
Connection to w/C.I.P. Cap
Pile Cap
Voided box beams are used on 20- to 50-ft long spans, with optional diaphragms and
curbs. Boxes may be set on precast or cast-in-place concrete caps with piling.
Figure 17.1.3.2-3
Low Profile Slab Optional
(Short Spans) Curb
Low Profile
Slabs
Concrete
Steel
Keeper
Keeper
Precast Cap Precast Prestressed Cap
Steel Piling Timber

w/Welded Plate Piling
Connection to
Pile Cap
Short span bridges up to 24 ft in length with limited headroom require the use of low
profile slabs. These slabs may be set on precast caps that are either prestressed or
non-prestressed.
SEPT 01

RAILROAD BRIDGES
17.1.3.2 Other Products/17.1.3.3 Connection Details
Figure 17.1.3.2-4
Ballast Deck Integral Walkway
(With Steel Beams)
Precast Ballast Deck

on Steel Beam
Steel Beams
Precast Cap Steel Piling

w/Welded Plate
Connection to
Pile Cap
Precast, prestressed concrete deck slabs are used in a variety of lengths and widths;
with new or existing steel beams. These slabs can be cast with single and double bal-
last curbs and with integral walkways to further speed up construction of the bridge.
17.1.3.3 Structural steel tees or plates are frequently used to cover the longitudinal joint in slab
Connection Details beams and double-cell box beams as shown in Figure 17.1.3.3-1. Transverse post-
tensioned steel tie rods, as shown in Figure 17.1.3.3-2, are generally provided in
multiple single-cell box beam superstructures to help the group act as a unit.
Concrete or structural steel “keepers” or retainers are usually provided at the ends of
the caps to limit lateral movement, as shown in Figure 17.1.3.3-3. Designers should
contact the specific railroad to determine their standards and preferred connection
details.
Figure 17.1.3.3-1
Steel Tee between Box Beams
Steel Tee
SEPT 01

RAILROAD BRIDGES
17.1.3.3 Connection Details /17.2.1 Advantages
Figure 17.1.3.3-2
Post-Tensioned Steel Tie Rod Post-Tensioned
Steel Tie Rod
Diaphragm
Bearing
Plate
Figure 17.1.3.3-3 Concrete

Concrete and Steel
Keeper Details Keeper Steel
Keeper
Pile Cap
17.2
CONSTRUCTION
CONSIDERATIONS
17.2.1 Precast concrete offers many advantages in the construction of railroad bridges. These
Advantages include:
• Speed of construction—Precast concrete structures can usually be constructed
faster than bridges comprised of alternative materials.
• Fabrication time—In addition to saving construction time, the lead time for
fabricating elements is shorter than for competing materials such as steel.
SEPT 01

RAILROAD BRIDGES
17.2.1 Advantages/17.2.5 Substructures
• Durability—Compared with many older structures that require frequent inspec-

tions and maintenance, railroad engineers find the low maintenance requirements
of precast concrete attractive. Use of concrete with low permeability and strict
quality control in the casting plant help assure durable bridge components.
• Quality—The higher quality control of workmanship and materials available in
casting plants compared to cast-in-place construction is another plus. Railroads can
work with precast suppliers to ensure that members are cast to their satisfaction.
• Site constraints—The remote locations of many railroad bridges make the “pre-
cast” aspect of precast construction very useful. When the nearest ready-mix
plant is many miles away from the site, cast-in-place construction within a rail-
road’s time constraints is virtually impossible.
• Emergency response—Precast concrete bridge elements provide components
for rapid repair of bridges as a result of damage caused by derailments or tim-
ber trestle fires. Several railroads keep entire precast bridges stockpiled for rapid
emergency replacement. Concrete bridges are less vulnerable to damage from
fire compared to steel or timber bridges.
17.2.2 Most railroads have standard precast concrete trestle bridge designs that incorporate rep-
Standard Designs etition of modular precast units. These standard designs are used for replacement of
existing bridges, as well as construction of new bridges. Railroads and contractors famil-
iar with railroad bridge construction have developed low-cost methods of trestle bridge
construction. These methods minimize the time that railroad operations must be sus-
pended. In addition, precast concrete bridge components are often shipped by rail,
which, in many cases, is the only way to deliver components to remote locations.
17.2.3 For construction of bridges, railroads normally only permit train operations to be
Train Operations suspended from two to eight hours at any one time depending on the day and time.
If an alternate route is available, 12 to 72 hours are the normal acceptable range.
Additional costs of rerouting include obtaining operating rights on another railroad
and using the other railroad’s personnel. Use of either option is dependent upon the
type and density of train traffic and the availability of alternate routes.
17.2.4 The various methods used to construct railroad bridges to support existing trackage
Construction Methods while minimizing disruptions to train operations include the following:
• rolling spans on runways
• floating spans on barges
• pick and set
• temporary rail line change
• permanent rail line change
• trestle bridge construction
These methods are utilized because train operations cannot be suspended for the
amount of time that would be required to construct the new bridge piece by piece in
its permanent location.
17.2.5 In many bridges, the existing substructure is reused and, if necessary, modified for
Substructures replacement of the superstructure. Sometimes, the bridge may require new substruc-
ture elements. In both cases, the substructure work is performed beneath the existing
SEPT 01

RAILROAD BRIDGES
17.2.5 Substructures
track and superstructure so that the track is out of service for only very limited peri-
ods while driving piles or placing temporary supports. For replacement of existing
bridges utilizing this method, ballast removal, as well as relocating the decks and
beams of the existing bridge, may be required to allow pile driving for the new bridge.
It is often necessary to reduce the speed of traffic over existing bridges during con-
struction due to reduced load carrying capacity resulting from relocating the decks
and beams.
Precast concrete beams are usually installed using pick and set methods. This method
requires access to the bridge construction site for cranes that have adequate capacity to
lift the beams. A typical bridge replacement procedure is illustrated in Figure 17.2.5-1.
Figure 17.2.5-1
Typical Bridge Replacement SUSPEND TRAIN OPERATIONS
Construction Sequence INTERMITTENTLY AS REQUIRED TO
INSTALL PILES OR SHAFTS
CONSTRUCT BENT CAPS
SUSPEND TRAIN OPERATIONS
DISCONNECT TRACK AT EACH END OF

BRIDGE OR SPAN TO BE REPLACED
REMOVE EXISTING
SUPERSTRUCTURE
INSTALL NEW PRECAST CONCRETE

SUPERSTRUCTURE ON BENT CAPS
RECONNECT TRACK
SURFACE AND ALIGN TRACK
RESUME TRAIN OPERATIONS
SEPT 01

RAILROAD BRIDGES
17.3 The American Railway Engineering And Maintenance-of-Way
Association Load Provisions/17.3.2.1 Live Load
17.3 This section briefly discusses the types of loads on railroad bridges. The emphasis is
THE AMERICAN on those loads that are different from highway bridge loads covered in Chapter 7.
RAILWAY ENGINEERING Provisions of the American Railway Engineering and Maintenance-of-Way
AND MAINTENANCE- Association (AREMA) Manual for Railway Engineering are introduced relative to
OF-WAY ASSOCIATION design loads and load combinations. In addition, applicable portions of the manual
LOAD PROVISIONS are referenced.
17.3.1 The AREMA Manual provides the recommended practice for railroads and others con-
AREMA Manual cerned with the engineering, design and construction of railroad fixed properties, allied
services and facilities. Prior to starting the design of a project, design engineers should
discuss specific loadings, forces, standards and procedures with the appropriate railroad.
17.3.2 The AREMA Manual Chapter 8, Concrete Structures and Foundations, specifically
AREMA Loads addresses reinforced concrete and prestressed concrete structures. Article 2.2.3 covers
the design loads and forces to be considered in the design of railroad structures sup-
porting tracks, including bridges. Briefly, design loads include:
D = Dead Load F = Longitudinal Force due to
L = Live Load Friction or Shear Resistance
at Expansion Bearings
I = Impact
EQ = Earthquake (Seismic)
CF = Centrifugal Force
SF = Stream Flow Pressure
E = Earth Pressure
ICE = Ice Pressure
B = Buoyancy
OF = Other Forces (Rib Shortening,
W = Wind Load on Structure Shrinkage, Temperature and/or
WL = Wind Load on Live Load Settlement of Supports)
LF = Longitudinal Force from Live Load
17.3.2.1 Design engineers familiar with highway bridge design will recognize the loads and
Live Load forces listed above. The magnitude of the loads and forces are explained in detail in
the AREMA Manual. Loads that are different from highway bridges are described in
the following sections.
The following description of live load is based on the AREMA Manual:

(1) The recommended live load in pounds per axle and uniform trailing load for each track
is the Cooper E 80 load, which is shown in Figure 17.3.2.1-1. Table 17.3.2.1-1 pro-
vides a table for live load bending moments, shear forces and reactions for simple span
bridges. Values for span lengths not shown are generally computed by interpolation.
(2) The Engineer (the Railroad’s Chief Engineer) shall specify the Cooper live load
to be used, and such load shall be proportional to the recommended load, with
the same axle spacing.
(3) For bridges on curves, provisions shall be made for the increased proportion carried by
any truss, beam or stringer due to the eccentricity of the load and centrifugal force.
Figure 17.3.2.1-1
40,000
80,000
80,000
80,000
80,000
52,000
52,000
52,000
52,000
40,000
80,000
80,000
80,000
80,000
52,000
52,000
52,000
52,000
Cooper E 80 Load
8,000 lb per
lin ft
8' 5' 5' 5' 9' 5' 6' 5' 8' 8' 5' 5' 5' 9' 5' 6' 5' 5'
SEPT 01
PCI BRIDGE DESIGN MANUAL
(4) For members receiving load from more than one track, the design live load on the
tracks shall be as follows:
• For two tracks, full live load on two tracks
• For three tracks, full live load on two tracks and one-half on the other track
• For four tracks, full live load on two tracks, one-half on one track, and one-
quarter on the remaining track
• For more than four tracks, as specified by the Engineer
The selection of the tracks for these loads shall be that which produces the most critical
design condition in the member being designed.
Table 17.3.2.1-1
Maximum Bending Moments, Shear Forces and Pier Reactions for Cooper E 80 Live Load (Based on AREMA Manual Table 1-17)
All values are for one rail (one-half track load)

Maximum
Maximum Shear Forces
Maximum Bending Maximum
Span kips
Bending Moment at Pier
Length
Moment Quarter Point Reaction
ft Quarter
ft-kips ft-kips End Midspan kips
Point
5 50.00 37.50 40.00 30.00 20.00 40.00
6 60.00 45.00 46.67 30.00 20.00 53.33
7 70.00 55.00 51.43 31.43 20.00 62.86
8 80.00 70.00 55.00 35.00 20.00 70.00
9 93.89 85.00 57.58 37.78 20.00 75.76
10 112.50 100.00 60.00 40.00 20.00 80.00
11 131.36 115.00 65.45 41.82 21.82 87.28
12 160.00 130.00 70.00 43.33 23.33 93.33
13 190.00 145.00 73.84 44.61 24.61 98.46
14 220.00 165.00 77.14 47.14 25.71 104.29
16 280.00 210.00 85.00 52.50 27.50 113.74
18 340.00 255.00 93.33 56.67 28.89 121.33
20 412.50 300.00 100.00 60.00 28.70(1) 131.10
24 570.42 420.00 110.83 70.00 31.75 147.92
28 730.98 555.00 120.86 77.14 34.29 164.58
32 910.85 692.50 131.44 83.12 37.50 181.94
36 1,097.30 851.50 141.12 88.90 41.10 199.06
40 1,311.30 1,010.50 150.80 93.55 44.00 215.90
45 1,601.20 1,233.60 163.38 100.27 45.90 237.25
50 1,901.80 1,473.00 174.40 106.94 49.73 257.52
55 2,233.10 1,732.30 185.31 113.58 52.74 280.67
60 2,597.80 2,010.00 196.00 120.21 55.69 306.42
70 3,415.00 2,608.20 221.04 131.89 61.45 354.08
80 4,318.90 3,298.00 248.40 143.41 67.41 397.70
90 5,339.10 4,158.00 274.46 157.47 73.48 437.15
100 6,446.30 5,060.50 300.00 173.12 78.72 474.24
(1) AREMA table does not include a value for Cooper E 80 live load. A value of 28.70 kips is provided for alternative live load.

RAILROAD BRIDGES
17.3.2.2 Impact Load/17.3.2.4 Load Combinations
17.3.2.2 For reinforced concrete (precast and cast-in-place), the impact load is a percentage of
Impact Load the live load based on the ratio of live load to live load plus dead load:
100L
I= [AREMA Eq. 2-1]
L +D
The impact load shall not exceed 60% for diesel engines and 80% for steam engines.
For prestressed concrete, the impact load is a percentage of the live load based on
span length in ft:
L ≤ 60 ft, I = 35 - L2/500 [AREMA Eq. 17-1]
60 < L ≤ 135 ft, I = 14 + 800/(L - 2)
L > 135 ft, I = 20%
where L = span length of member in ft
17.3.2.3 All other loads and forces are defined similarly to highway bridges although the mag-
Other Loads nitudes are different. The design engineer should refer to the AREMA Manual for
additional information.
17.3.2.4 The various combinations of loads and forces to which a structure may be subjected are
Load Combinations grouped in a similar manner as highway bridges. Each component of the structure or foun-
dation upon which it rests, shall be proportioned for the group of loads that produces the
most critical design condition. The group loading combinations for service load design and
load factor design are as shown in Table 17.3.2.4-1 and Table 17.3.2.4-2, respectively, and
are reproduced from AREMA Article 2.2.4.
Table 17.3.2.4-1 Allowable
Group Loading Combinations— Group Item Percentage of
Service Load Design Basic Unit Stress
I D + L + I + CF + E + B + SF 100
II D + E + B + SF + W 125
III Group I + 0.5W + WL + LF + F 125
IV Group I + OF 125
V Group II + OF 140
VI Group III + OF 140
VII D + E + B + SF + EQ 133
VIII Group I + ICE 140
IX Group II + ICE 150
Table 17.3.2.4-2
Group Loading Combinations— Group Item
Load Factor Design I 1.4 (D + 5/3(L + I) + CF + E + B + SF)
IA 1.8 (D + L + I + CF + E + B + SF)
II 1.4 (D + E + B + SF + W)
III 1.4 (D + L + I + CF + E + B + SF + 0.5W + WL + LF + F)
IV 1.4 (D + L + I + CF + E + B + SF + OF)
V Group II + 1.4 (OF)
VI Group III + 1.4 (OF)
VII 1.4 (D + E + B + SF + EQ)
VIII 1.4 (D + L + I + E + B + SF + ICE)
IX 1.2 (D + E + B + SF + W + ICE)
SEPT 01

RAILROAD BRIDGES
17.4 Current Design Practice/17.4.3 Simple Span Bridges
17.4 As with all engineering design practices, railroad industry practice continues to
CURRENT DESIGN change as experience and research is incorporated into the AREMA Manual and indi-
PRACTICE vidual railroad company standards and procedures. This section will discuss current
railroad industry practice relative to overall railroad bridge design philosophy, skew
limitations and superstructure continuity. Designers should discuss philosophies,
standards and procedures with the specific railroad as applicable to the project.
17.4.1 New railroad bridges are constructed to support railroad tracks over existing water-
New Bridges ways, roadways, and other railroads. In addition, new railroad bridges are built to
replace existing bridges due to:
• unsatisfactory capacity to support current or future loadings
• unsafe condition resulting from deterioration and/or poor maintenance
• damage as a result of an accident or natural disaster
• inadequate waterway opening
• highway or railroad grade separation projects
• navigation, drainage and flood control projects
17.4.2 The large majority of railroad bridge projects usually involve existing trackage.
Replacement Bridges Consequently, one of the most important considerations for the railroad bridge
designer is to design the bridge such that construction will have minimal disruption
to train operations. This affects design details, construction methods and project
costs. Much of today’s rail traffic is under contract with the customer and the con-
tract often includes a guarantee of service between origin and destination. Penalties
and possible loss of a contract can result if unreasonable delays in the agreed upon
schedule are experienced. Taking a track out of service or reducing the speed of rail
traffic for an extended period of time for bridge construction can have a detrimental
economic effect on the railroad. The project must be properly planned and coordi-
nated with the operating and marketing departments of the railroad during the
design and construction phases.
The use of standardized precast components speeds both the design and construction
of bridges. Replacement spans can be specified by length alone, and railroad bridge
workers are familiar with the sections and construction procedures. Since the vast
majority of precast concrete bridges have all the superstructure below track level, ver-
tical and horizontal clearance is not limited by these structures. This allows wide
cargo or double stack containers to be shipped without clearance concerns and
reduces the threat of bridge damage caused by shifted loads.
17.4.3 Many railroads prefer simple span bridges to continuous structures, finding them eas-
Simple Span Bridges ier to install and maintain. Since they are structurally determinate, simple spans are
better able to handle problems such as support settlement and thermal effects than
some continuous bridges. Precast concrete elements are particularly suited to simple-
span construction. Additional reasons many railroads prefer simply supported bridges
to continuous span bridges include the following:
• If repair or replacement of superstructure elements is necessary, less interrup-
tion to train traffic is incurred with a simple span bridge than with a continu-
ous span bridge.
• Installation of simple spans can be accomplished more quickly than continuous
spans.
SEPT 01

RAILROAD BRIDGES
17.4.3 Simple Span Bridges/17.5.3 New Intermediate Piers
• If a bridge experiences substructure problems such as settlement, a continuous

span bridge may require immediate and more extensive work, thereby resulting
in greater interruptions to train traffic.
• Simple span bridges have a proven history of performing well.
17.4.4 It is desirable to limit the end skew of railroad bridge precast beams to less than 30
Skew Bridges degrees for constructibility and placement of reinforcing steel in the beam. When the
bridge skew relative to the substructure exceeds 30 degrees, staggered precast ele-
ments as shown in Figure 17.4.4-1 should be considered.
Figure 17.4.4-1
Layouts for Skewed Bridges
Skew ≤ 30°
Skew > 30°
17.5
CASE STUDY NO. 1—
TRUSS BRIDGE
REPLACEMENT
17.5.1 This case study describes a Southern Pacific railroad truss bridge replacement
Existing Bridge (Marianos, 1991). This project illustrates the use of precast concrete elements to
replace a structure without serious interruption to rail traffic. The existing structure
consisted of a 90-ft long timber trestle approach, two 154-ft long through-truss spans
and a 30-ft long plate-girder approach span.
The truss spans were nearly 90 years old and were at the end of their useful service
lives due to joint wear. Since the truss spans required replacement, the railroad decid-
ed to replace the entire bridge with precast concrete.
17.5.2 Using a track-mounted pile driver, steel H-piles were driven through the track on the
New Piles timber trestle. The pile bents were spaced to give 30-ft replacement span lengths in
the trestle area. After the piles were cut off at the required elevation, precast concrete
bent caps were placed and the piles welded to steel plates embedded in the bottom of
the caps.
17.5.3 Since the truss spans crossed a creek subject to high flood flows, it was essential to
New Intermediate Piers minimize obstruction of the waterway. For this reason, new intermediate piers with
four 79-ft long precast, prestressed box beams replaced the two 154-ft long truss
spans. The 79-ft long beams were beyond the span range of the railroad standards
and required a new design.
SEPT 01

RAILROAD BRIDGES
17.5.3 New Intermediate Piers/17.5.5 Truss Removal
Railroad crews built intermediate piers at midspan of each truss by driving piles
through the existing truss floor systems, and the 79-ft long box beams were ordered
and fabricated.
17.5.4 When the substructure was completed, superstructure replacement began. The 90-ft
New Superstructure for long timber trestle was replaced by 30-ft long spans of precast, prestressed box beams,
Approach Spans as shown in Figure 17.5.4-1. Two box beams placed side by side were used for each
span. Each box beam has two through-voids and an integral ballast retaining sidewall
and walkway cast on the outside edge. A shear key between the box beams helped
ensure load distribution between the two beams. The box beams were placed using a
track-mounted crane.
A similar 30-ft long box beam span was used to replace the steel plate-girder span on
the approach opposite the timber trestle. Precast concrete bolster blocks were used on
top of the existing masonry piers to obtain the proper elevation because the new
structure was shallower than the existing one.
Figure 17.5.4-1
Precast 30-ft Approach Span
on Precast Bolster Blocks
17.5.5 After the approach spans were completed, preparation began for replacing the truss
Truss Removal spans. An area under the truss spans was filled with ballast and leveled. Railroad track
panels were laid perpendicular to the bridge on the fill below the structure. Steel
frames mounted on rail trucks were placed on these tracks and used to support the
trusses for removal. With these preparations for truss replacement complete, a care-
fully orchestrated construction effort began.
SEPT 01

RAILROAD BRIDGES
17.5.5 Truss Removal/17.5.6 New Superstructure for Truss Spans
First, the truss ends were jacked up to lift them off the pier. The truss was then
secured to the steel frames and rolled laterally clear of the work area, as shown in
Figure 17.5.5-1. The construction crew then finished preparations on the pier top
for placing the precast, prestressed concrete box beams. This work included remov-
ing the remaining truss attachments and placing elastomeric bearing pads.
Figure 17.5.5-1
Roll-Out of Truss Span
to be Replaced
17.5.6 Each 154-ft long steel truss was replaced by two spans of precast box beams. When
New Superstructure the pier preparation was completed, the four box beams of the first span were lifted
for Truss Spans into position using truck cranes. While workmen epoxied the longitudinal joints and
shear keys between these beams, the box beams for the second span were being
placed. After the joints of both spans were epoxied and handrail cables strung along
the walkways, prefabricated panels of railroad track were placed on the spans. This
allowed a hopper car to be moved out on the track to dump ballast on the new spans.
After the ballast was tamped and the track reconnected, the new spans were ready for rail
traffic. Replacing a 154-ft long truss span was completed in a 12-hour track closure.
Several weeks later, the second truss span was replaced, completing the reconstruction.
The use of precast elements, as shown in Figure 17.5.6-1, allowed the speedy and
economical replacement of the structure, using the railroad’s own work force.
SEPT 01

RAILROAD BRIDGES
17.5.6 New Superstructure for Truss Spans/17.6.2 New Superstructure
Figure 17.5.6-1
Completed Structure
17.6
CASE STUDY NO. 2—
TIMBER TRESTLE
REPLACEMENT
17.6.1 This case study discusses a timber trestle bridge replacement on the Union Pacific
Existing Bridge Railroad system. Bridge 177.81 is located approximately 1.59 miles west of
Marysville, CA on Union Pacific Railroad’s Canyon Subdivision. The existing bridge,
shown in Figure 17.6.1-1, consisted of numerous timber trestle spans and a steel
plate-girder span over the Yuba River. The plate-girder was to remain in place and the
timber trestle portion of the bridge was to be replaced.
Figure 17.6.1-1
Existing Plate-Girder and
Timber Trestle Spans.
17.6.2 Due to the volume of rail traffic and importance of on-time delivery by the Union
New Superstructure Pacific Railroad, minimal disruption to train operations was mandatory. Substructure
construction was to be performed without interference or downtime to the railroad.
Superstructure change-out would be performed during “windows” approved by the
railroad. A precast, prestressed concrete superstructure system was selected based on
economics, speed of erection and the ability to meet the construction constraints
associated with the need for minimal disruption to train operations.
SEPT 01

RAILROAD BRIDGES
17.6.2 New Superstructure/17.6.3 Substructure Construction
The existing timber trestle spans varied in length with an average span of slightly less
than 15 ft. Based on a field survey of the timber bent locations, new bent locations
were selected to minimize interference with existing timber pile bents and optimize
beam spans. A span length of 44 ft was selected for the new superstructure. For this
span length, 45-in. deep double-cell, prestressed concrete box beams were deter-
mined to be the most economical structural system.
17.6.3 Based on field conditions, prevalent construction practice in the area and construc-
Substructure Construction tion constraints governed by railroad operations, cast-in-place reinforced concrete
bents were selected for the substructure. The bents consisted of 100-ft long, 4-ft
diameter drilled shafts, 4-ft diameter cast-in-place reinforced concrete column exten-
sions and cap beams. All structural components were designed in accordance with the
AREMA Manual and Union Pacific Railroad standards and procedures.
The sequence of construction was as follows:
The existing bridge footwalk and handrail were removed as required to facilitate
drilled shaft installation. The drilled shafts were spaced at 15-ft centers perpendicu-
lar to the track to allow installation of the drilled shafts without interference to rail-
road operations. Continuous train operations were maintained throughout the entire
construction of the substructure. Due to foundation conditions, steel pipe casing was
necessary for drilled shaft installation. The pipe casing was installed using a vibrato-
ry hammer. Reinforcing steel cages were set and the holes were filled with 4,000 psi
compressive strength concrete. Drilled shaft column extensions, bent cap beams and
the abutment were constructed under the existing timber superstructure. Due to the
depth of the new concrete beams, the bent and abutment construction were com-
pleted without interfering with the existing timber superstructure, as shown in
Figure 17.6.3-1.
Figure 17.6.3-1
Completed Concrete Bents
under Existing Timber Trestle
SEPT 01
RAILROAD BRIDGES
17.7 Design Example—Double-Cell Box Beam, Single Span, Non-Composite, Designed
in Accordance with AREMA Specifications/17.7.2 Introduction
17.7
DESIGN EXAMPLE—
DOUBLE-CELL BOX BEAM,
SINGLE SPAN, NON-
COMPOSITE, DESIGNED
IN ACCORDANCE WITH
AREMA SPECIFICATIONS
17.7.1 Prestressed concrete double-cell box beams and solid slab beams are commonly used
Background in the railroad industry. Solid slab beams are used for spans up to 20 ft, especially
when superstructure depth has to be minimized. Prestressed concrete double-cell box
beams are used for spans up to 50 ft in length. Prestressed concrete single-cell box
beams are more economical for spans longer than 40 ft and are used for span lengths
up to 80 ft. When span lengths exceed 80 ft, prestressed concrete I-beams with a
composite deck become more feasible from a design, economic and construction
point of view. This example illustrates the design of a non-composite, prestressed
concrete, double-cell box beam.
17.7.2 In non-composite design, the beam acts as the main structural element. Therefore,
Introduction the beam has to carry all the dead loads, superimposed dead loads and live load. The
beams are assumed to be fully prestressed under service load conditions. The dead
load consists of the self-weight of the beam including diaphragms. The superimposed
dead loads consist of ballast, ties, rails, concrete curbs and handrails, as shown in
Figures 17.7.2-1 and 17.7.2-2. The live load used for this bridge is Cooper E 80,
which is described in the AREMA Manual, Chapter 8, Part 2, Reinforced Concrete
Design, Article 2.2.3. The prestressed concrete beams are designed using the AREMA
Manual, Chapter 8, Part 17, Prestressed Concrete Design Specifications for Design of
Prestressed Concrete Members. The beams in this example are checked for both service-
ability and strength requirements.
Figure 17.7.2-1
Bridge Cross-Section C
L Track & Bridge
Precast curb
and walkway
8'-0" Min. Clear 8'-0" Min. Clear
Handrail post (Typ.)
Ballast Timber ties
30" Prestressed
3'-10 7/8"
8" Min. concrete box
beam
1/2" Gap
7'-0" 7'-0" Void drain, typ.
1 ea. end, ea. cell
Steel tee (Typ.)
SEPT 01
5844 Bridge Manual Ch 17.7 9/24/01 1:37 PM Page 2

RAILROAD BRIDGES
17.7.2 Introduction/ 17.7.2.2 Sign Convention
Figure 17.7.2-2
Bridge Elevation 30'-1" Face to face of backwalls
Well 30" prestressed concrete

compacted box beam
granular fill Cast-in-place
abutment
Flow line
Cast-in-place
abutment CL CL
Abutment No.1 Abutment No.2
17.7.2.1 For design, the bridge has the following dimensions:

Geometrics
Beam length = 30.0 ft
Beam width = 7.0 ft
Center-to-center distance between bearings = 29.0 ft
Bearing width (measured longitudinally) = 8 in.
Bearing length (measured transversely) = 6.67 ft
Depth of ballast = 15 in.
Timber ties: length = 9 ft; width = 9 in.; depth = 7 in.
Rail section = 132 RE (Bethlehem Steel Co.)
No. of tracks = one
17.7.2.2 For concrete:

Sign Convention
Compression positive (+ve)
Tension negative (-ve)
For steel:
Compression negative (-ve)
Tension positive (+ve)
Distance from center of gravity:

Downward positive (+ve)
Upward negative (-ve)
SEPT 01

RAILROAD BRIDGES
17.7.2.3 Level of Precision/17.7.3.2 Pretensioning Strands
17.7.2.3 Item Units Precision

Level of Precision
Concrete Stress ksi 1/1000
Steel Stress ksi 1/10
Prestress Force kips 1/10
Moments ft-kips 1/10
Shears kips 1/10
For the Beam:
Cross-Section Dimensions in. 1/100
Section Properties in. 1
Length ft 1/100
Area of Prestressing Steel in.2 1/1000
Area of Mild Reinforcement in.2 1/100
Some calculations are carried out to a higher number of significant figures than com-
mon practice with hand calculation. Depending on available computation resources
and designer preferences, other levels of precision may be used.
17.7.3
Material Properties
17.7.3.1 Concrete strength at transfer, f ći = 4,000 psi
Concrete
Concrete strength at 28 days, f ć = 7,000 psi
Concrete unit weight, wc = 150 pcf
Modulus of elasticity of prestressed concrete, Ec
Ec = wc 33 f c′ , psi
1.5
[AREMA Art. 2.23.4]
where
wc = unit weight of concrete, pcf
f ć = specified strength of concrete, psi
Modulus of elasticity of concrete at transfer, using f ći = 4,000 psi, is:

E ci = (150) (33) 4, 000 / 1, 000 = 3, 834 ksi
1.5
Modulus of elasticity of concrete at 28 days, using f ć = 7,000 psi, is:

E c = (150) (33) 7 , 000 / 1, 000 = 5, 072 ksi
1.5
17.7.3.2 1/2-in. diameter, seven wire, low-relaxation strands

Pretensioning Strands
Area of one strand, Aps = 0.153 in.2
Ultimate tensile strength, fpu = 270.0 ksi
Modulus of elasticity, Es = 28,000 ksi
SEPT 01

RAILROAD BRIDGES
17.7.3.3 Reinforcing Bars/
17.7.5.1 Shear Forces and Bending Moments Due to Dead Load
17.7.3.3 Yield strength, fy = 60,000 psi

Reinforcing Bars
Modulus of elasticity, Es = 29,000 ksi
17.7.4 For cross-sectional dimensions of a single box beam, see Figure 17.7.4-1. Note that
Cross-Section Properties the depth varies from 30 in. to 31 in. to provide drainage
for a Single Beam
Figure 17.7.4-1
Box Beam Cross-Section
mild steelof prestressing strand to Relative vertical p
prestressing strands)adjust as required to clear(24)#6 Bars (place as shown
6" 7"
1 1/2" 1'-5 1/2" 2'-7"

2'-0" Clr. 3x3" Fillet
(Typ.) 1'-5 1/2"
(Typ.) #4 Bars
8 1/2" 6 1/2"
5" #4 2'-8 3/4"
Stirrups 2'-8 3/4"
7'-0"
5"
A = area of cross-section of precast beam = 1,452 in.2

h = average depth of the precast beam = (0.5)(31 + 30) = 30.5 in.
I = moment of inertia about the centroid of the precast beam = 171,535 in.4
yb = distance from centroid to extreme bottom fiber of the precast beam = 15.25 in.
yt = distance from centroid to extreme top fiber of the precast beam = 15.25 in.
Sb = section modulus for the extreme bottom fiber of the precast beam = 11,248 in.2
St = section modulus for the extreme top fiber of the precast beam = 11,248 in.3
NOTE: Section properties do not include precast curbs and walkway. Reinforcement
in curbs and walkway not shown for claritySelf-weight of beam
17.7.5
Shear Forces and
Bending Moments
1, 452(150)
17.7.5.1 = = 1.513 kip/ft
Shear Forces and Bending 1, 000(144)
Moments Due to Dead Load
Weight of end diaphragm = 1.7 kips
SEPT 01

RAILROAD BRIDGES
17.7.5.1 Shear Forces and Bending Moments Due to Dead Load/
17.7.5.2 Shear Forces and Bending Moments Due to Superimposed Dead Load
The equations for shear force (Vx) and moment (Mx) for uniform loads on a simple
span (L) are given by:
L 
Vx = w  − x (Eq. 17.7.5.1-1)
2 
wx
Mx = − (L − x) (Eq. 17.7.5.1-2)
2
where
w = weight/ft = 1.513 kip/ft
L = span length, ft
x = distance from the support, ft
Using the above equations, values of shear forces (Vg) and bending moments (Mg)
are computed and given in Table 17.7.5.1-1.
Table 17.7.5.1-1 x, ft 0.0* 1.27** 4.0 6.0 7.25 10.0 14.5

Shear Forces and
Bending Moments V g , kip 21.9 20.0 15.9 12.8 10.9 6.8 0.0
Mg , ft-kips 0.0 26.6 75.7 104.4 119.3 143.7 159.1
V SDL , kip 20.1 18.4 14.6 11.8 10.1 6.3 0.0
MSDL , ft-kip 0.0 24.5 69.5 95.8 109.5 132.0 146.0
V LL+I , kip 164.6 150.7 — — 104.8 86.8 46.8
MLL+I , kip 0.0 194.5 — — 785.7 892.0 1,033.0
* At the support
** At the critical section for shear (See Section 17.7.11)
Diaphragm Load: Since distance between the centerline of the bearing and center of
gravity of the diaphragm is less than the effective depth, ignore the effect of the
diaphragm load in this example.
17.7.5.2 Superimposed dead loads consist of ballast, ties, rails, curbs and handrails.
Shear Forces and Bending
Moments Due to
Superimposed Dead Load Ballast, including track ties at 120 pcf
= 15/12(7 + 0.04/2 gap)(0.120) = 1.053 kip/ft [AREMA Art. 2.2.3]
0.200
Track rails, inside guardrails and fastenings at 200 plf /track = = 0.100 kip/ft
2
For this example, assume concrete curb at 1.5 ft2 + handrail post at
5% = (1.5)(0.150)(1.05) = 0.236 kip/ft
Total superimposed dead load per beam per linear ft = 1.389 kip/ft
Using a uniform load of 1.389 kip/ft and Equations 17.7.5.1-1 and 17.7.5.1-2,
values of shear forces (VSDL) and bending moments (MSDL) are computed and given
in Table 17.7.5.1-1.
SEPT 01

RAILROAD BRIDGES
17.7.5.3 Shear Forces and Bending Moments Due to Live Load/
17.7.7 Estimate Required Prestressing Force
17.7.5.3 The actions caused by the Cooper E 80 live load can be determined by using the
Shear Forces and Bending tables in the AREMA Manual, Chapter 15, Art. 1.15 Appendix or by using any com-
Moments Due to Live Load
mercially available computer program. A distribution factor (DF) equal to 0.5 is
used, since there are two beams supporting one track.
For span lengths less than 60 ft, the impact factor is:
 L2   ( 29) 2 
I =  35 −  =  35 − = 33.32% of live load [AREMA Eq.17-1]
 500   500 
The values of shear forces (VLL+I) and bending moments (MLL+I) for live load plus
impact for one beam were determined using a computer program and are given in
Table 17.7.5.1-1.
17.7.5.4 For Group I loading:

Load Combinations
Service Load Design = D + (L + I)(DF) [AREMA Table 2-2]
Load Factor Design = 1.4(D + 5/3(L + I)(DF)) [AREMA Table 2-3]
Values of shear forces and bending moments for service load design and factored load
design are determined from Table 17.7.5.1-1 and given in Table 17.7.5.4-1.
Table 17.7.5.4-1
Live + Total Total
Shear Forces and Bending Self Wt Dead
Moments for Design Impact Service Factored
(g) (SDL)
(L+I) Load Load
Max. Shear Force
at 1.27 ft, kips 20.0 18.4 150.7 189.1 405.4
Max. Bending
Moment at 159.1 1,46.0 1,033.0 1,338.1 2,837.5
Midspan, ft-kips
The maximum value of shear occurs near the supports while the maximum value of
bending moment occurs near midspan for a simply supported span.
17.7.6 At transfer (before time-dependent prestress losses): [AREMA Art. 17.6.4]

Permissible Stresses in ´
Compression: 0.60 f ci = 0.60(4,000) = 2.400 ksi
Concrete at Service Loads
Tension: 3 f ci′ without bonded reinforcement = 3 4, 000 = 0.190 ksi
At service loads (after allowance for all prestress losses): [AREMA Art. 17.6.4]
´
Compression: 0.40 f c = 0.40(7,000) = 2.800 ksi
Tension in precompressed tensile zone: 0 ksi
17.7.7 Try eccentricity of strands at midspan, ec = yb - 2.5 = 12.75 in.

Estimate Required
Bottom tensile stress due to applied loads:
Prestressing Force
M g + M SDL + M LL + I
fb =
Sb
SEPT 01

RAILROAD BRIDGES
17.7.7 Estimate Required Prestressing Force /17.7.8 Determine Prestress Losses
where
fb = concrete stress at the bottom fiber of the beam
Mg = unfactored bending moment due to precast beam self-weight, ft-kips
MSDL = unfactored bending moment due to superimposed dead load, ft-kips
MLL+I = unfactored bending moment due to live load plus impact, ft-kips
12(159.1 + 146.0 + 1, 033.0)

fb = = 1.428 ksi
11, 248
Since allowable tensile stress in bottom fiber at service load is zero, required precom-
pression is 1.428 ksi.
Bottom fiber stress due to prestress after all losses:

P Pe
f b = se + se c
A Sb
where Pse = effective pretension force after allowing for all losses
Pse P (12.75)
Then 1.428 = + se
1, 452 11, 248
and Pse = 783.7 kips
Since losses are generally between 15 and 20%, assume 18% final prestress losses.
Allowable tensile stress in prestressing tendons immediately after prestress transfer is
the larger of 0.82fpy = (0.82)(0.9fpu) = 0.738 fpu or 0.75fpu
0.75 fpu = 0.75(270) = 202.5 ksi [AREMA Art. 17.6.5]
783.7
Number of strands required = = 30.8 strands
(1 − 0.18)(0.75 )(270)( 0.153)
Try 32 strands at bottom, ybs = 2.5 in.
Plus 4 strands at mid-height, ybs = 15.25 in.
Plus 6 strands at top, ybs = 27.50 in.
Total No. of strands = 32 + 4 + 6 = 42 strands
32( 2.5) + 4(15.25) + 6( 27.50)
Center of gravity of strands, ybs = = 7.29 in.
42
Eccentricity of strands, ec = yb - ybs = 15.25 - 7.29 = 7.96 in.
Total initial prestressing force before loss = 202.5(0.153)(42) = 1,301.3 kips
17.7.8 To determine effective prestress, fse, allowance for losses of prestress due to elastic
Determine shortening of concrete, fle, creep of concrete, flc, shrinkage of concrete, fls, and relax-
Prestress Losses ation of prestressing steel, flr, will be calculated.
SEPT 01

RAILROAD BRIDGES
17.7.8.1 Prestress Losses at Service Loads/
17.7.8.1.4 Relaxation of Prestressing Steel
17.7.8.1
Prestress Losses at
Service Loads
Es
17.7.8.1.1 f le = f cr [AREMA Eq. 17-16]
Elastic Shortening E ci
of Concrete
where
fcr = stress in concrete at centroid of prestressing reinforcement immediately after
transfer, due to total prestress force and dead load acting at time of transfer,
and is calculated as follows:
Psi Psie c2 M g e c
= + −
A I I
where
Psi = pretension force after allowing for initial losses. Taken as 0.69 fpu
42(0.69)(0.153)( 270) 42(0.69)(0.153)(270)(7.96) 2
fcr = +
1, 452 171,535
159.1(12)(7.96)
− = 0.824 + 0.442 − 0.089 = 1.177 ksi
171,535
28, 000
f le =
3, 834
(1.177 ) = 8.6 ksi
17.7.8.1.2 flc = 12fcr - 7fcds [AREMA Eq. 17-18]

Creep of Concrete
where
fcds = concrete stress at centroid of prestressing reinforcement, due to all dead
loads not included in calculation of fcr
M SDL e c 146.0(12)(7.96)
= = = 0.081 ksi
I 171,535
fls = 12(1.177) - 7(0.081) = 13.6 ksi
17.7.8.1.3 Assume relative humidity, R = 70% (see also AREMA Fig. 17-1):
Shrinkage of Concrete
fls = 17,000 - 150 R [AREMA Eq. 17-19]
17 , 000 − 150(70)
= = 6.5 ksi
1, 000
17.7.8.1.4 For pretensioning tendons with 270 ksi low-relaxation strand:

Relaxation of
Prestressing Steel flr = 5,000 - 0.10fle - 0.05(fls + flc) [AREMA Eq. 17-21]
5, 000
= - 0.10(8.6) - 0.05(6.5 + 13.6) = 3.1 ksi
1, 000
SEPT 01

RAILROAD BRIDGES
17.7.8.1.5 Total Losses at Service Loads/17.7.9.1 Stresses at Transfer at Midspan
17.7.8.1.5 Total prestress losses = 8.6 + 13.6 + 6.5 + 3.1 = 31.8 ksi
Total Losses at Service Loads
Final prestressing force, Pse = (202.5 - 31.8)(0.153)(42) = 1,096.9 kips
 31.8 
Percentage prestress losses =   100 = 15.7%
 202.5 
17.7.8.2 Losses due to elastic shortening, fle = 8.6 ksi

Total Losses at Service Loads
Total initial prestress losses = 8.6 ksi
Initial prestress force after loss, Psi = (202.5 - 8.6)(0.153)(42) = 1,246.0 kips
 8.6 
Percentage initial prestress losses =   100 = 4.25%
 202.5 
17.7.9 Stresses need to be checked at several locations along the beam to ensure that the
Concrete Stresses design satisfies permissible stresses at all locations at both transfer and service loads.
For this design example, stresses will be checked at midspan and at the ends, which
will govern straight strand designs without debonding.
17.7.9.1 Compute concrete stress at the top fiber of the beam, f t:

Stresses at Transfer
at Midspan Psi Psie c M g
ft = − +
A St St
Mg is based on overall length of 30 ft
Mg = wL2/8 = 1.513(30)2/8 = 170.2 ft-kips
1, 246 (1, 246)(7.96) 170.2(12)
ft = − +
1, 452 11, 248 11, 248
= 0.858 - 0.882 + 0.182 = 0.158 ksi
Compare with permissible values:

– 0.190 ksi < 0.158 ksi < 2.400 ksi O.K.
Compute concrete stress at the bottom fiber of the beam fb:

Psi Psie c M g
fb = − +
A Sb Sb
1, 246 (1, 246)(7.96) 170.2(12)
= + −
1, 452 11, 248 11, 248
= 0.858 + 0.882 - 0.182 = 1.558 ksi
Compare with permissible values:
-0.190 ksi < 1.558 ksi < 2.400 ksi O.K.
SEPT 01
Stresses should be checked at the end of the transfer length when designing a pre-
stressed beam (see Section 9.1.8.2 for an example of this check). However, in this
design example, a standard beam design is being checked. Therefore it is conserva-
tive to check the stresses at the very end of the member, assuming the full prestress
force is effective at that location. Since the strands are straight and all strands are
bonded for the full length of the beam, the concrete stresses at the end are simply the
stresses at midspan without the stress due to dead load moment.
f t = -0.023 ksi, which is within permissible values shown above O.K.

fb = 1.740 ksi, which is within permissible values shown above O.K.
Compute concrete stress at the top fiber of the beam, ft:
= 0.755 - 0.776 + 1.428 = 1.407 ksi < 2.800 ksi O.K.
Compute concrete stress at the bottom fiber of the beam, fb:
1, 096.9 (1, 096.9)(7.96) . ρ.1(12)

1, 338
=
1, 452 11, 248 11 248
= 0.755 + 0.776 - 1.428 = 0.103 ksi > 0.0 ksi O.K.
The prestress force is at its maximum value at release and service loads do not affect
stresses at the end of the beam. Therefore, stresses at release will govern at the end of
the beam, so there is no need to check stresses at the end at service loads.
In lieu of a more accurate determination of stress in pretensioning strands at nominal

strength, fps, based on strain compatibility, the following approximate value of fps is
used:
 f pu 
f ps = f pu 1 − 0.5ρ p ′  , provided fse is greater than 0.5 fpu [AREMA Eq. 17-2]
 fc 
where
fse = effective stress in pretensioning steel after losses
= 202.5 - 31.8 = 170.7 ksi > 0.5(270) = 135.0 ksi O.K.

rp =
where
Aps = total area of pretensioning steel in tension zone
= 36 (0.153) = 5.508 in.2
b = effective flange width = 7(12) = 84.0 in.
d = distance from extreme compression fiber to centroid of pretensioning force
= 30.5 - = 26.58 in.
Note: In many cases, strands near or above midheight are neglected when com-
puting d for calculating the average stress in strands at flexural strength. This is
because, at the flexural strength, the strands located higher in the cross-section will
not reach a strain (and stress) as high as the bottom strands. However, for this stan-
dard beam design, the strands at midheight have been included as shown above. A
strain compatibility analysis (described in Sections 8.2.2.5 and 8.2.2.6) can be used
to compute the strain and stress in the strands at midheight. Such an analysis for
this beam indicates that the strands at midheight would reach a stress of approxi-
mately 251 ksi, which is reasonable when compared with the stress, fps, computed
below. The same analysis indicates that the strands in the bottom row would reach
a stress of nearly 260 ksi. Therefore, in this case, incorporating the strands at mid-
height has provided a reasonable result. If the strands at midheight are neglected,
the strength of the section at midspan would prove to be inadequate.
rp =
fps =
Assuming a rectangular section, compute the reinforcement ratio as:
O.K. [AREMA Art. 17.5.4]
When the reinforcement ratio exceeds 0.30, design moment strength shall not be
taken greater than the moment strength based on the compression portion of the
moment couple.
Assuming beam acts as a rectangular section::

  f ps  
fMn = f  A psf psd 1 − 0.6ρ p ′   [AREMA Eq. 17-3]
  f c  
  a 
= f  A psf ps  d −   [AREMA Eq. 17-4]
  2 

RAILROAD BRIDGES
17.7.10.3Design Moment Strength/17.7.10.5 Final Strand Pattern
where
Mn = nominal moment strength of a section
f = strength reduction factor for flexure = 0.95 [AREMA Art.17.5.2]
A psf ps 5.508( 257.1)
a = = = 2.83 in. [AREMA Art.17.5.4d]
0.85 f c′ b 0.85(7 )(84)
Average depth of top flange = 6.5 in. > 2.83 in.

Therefore, rectangular section assumption is appropriate.
Using AREMA Eq. 17-4:

  2.83   1
fMn = 0.95 5.508( 257.1) 26.58 −  = 2,821.2 ft-kips
  2   12
Factored moment due to dead and live loads from Table 17.7.5.4-1 = 2,837.5 ft-kips.
( 2, 837.5 − 2, 821.2)
Percentage over = (100) = 0.58% (insignificant) say ok.
2, 821.2
17.7.10.4 The total amount of prestressed and non-prestressed reinforcement should be ade-
Minimum Reinforcement quate to develop an ultimate moment at the critical section at least 1.2 times the
cracking moment, Mcr: fMn ≥ 1.2Mcr. The calculation (not shown here but similar
to the calculation in Section 9.1.10.2) yields 2,821.2 ft-kips > 2,427.3 ft-kips O.K.
17.7.10.5 Final strand locations are shown in Figure 17.7.10.5-1

Final Strand Pattern
Figure 17.7.10.5-1 7'-0"

Strand Pattern
4" 10" 1'-8" 1'-4" 1'-8" 10" 4"
3 1/2" 2 1/2"
3'-3 3/4" 4 1/2"

6 Strands
2'-1"
2'-1"
1'-3 1/4"
4 Strands
Void Drains Drip 2 1/2"

2 1/2"
3" 17 Spaces @ 2" = 2'-10" 10" 17 Spaces @ 2" = 2'-10" 3"
32 Strands
Note: Curbs and warkway not shown
SEPT 01
5844 Bridge Manual Ch 17.7 10/8/01 11:43 AM Page 13

RAILROAD BRIDGES
17.7.11 Shear Design /17.7.11.2.1 Simplified Approach
17.7.11
Shear Design
17.7.11.1 Prestressed concrete members subjected to shear are designed so that
Required Shear Strength
Vu £ f (Vc + Vs) [AREMA Eq. 17-8]
where
Vu = factored shear force at section considered
Vc = nominal shear strength provided by concrete
Vs = nominal shear strength provided by shear reinforcement
f = strength reduction factor for shear = 0.90 [AREMA Art. 17.5.2]
Per the AREMA Manual, Article 17.5.9b, the critical section for shear is located at a
distance h/2 from face of support. In this design example, the critical section for shear
is calculated from the centerline of the bearings since the pads are not rigid and have
the potential to rotate.
h/2 = 30.5/2 = 15.25 in. = 1.27 ft
Vu = 405.4 kips (from Table 17.7.5.4-1)
17.7.11.2
Shear Strength Provided
by Concrete
17.7.11.2.1 The shear strength provided by concrete, Vc, can be calculated by using AREMA
Simplified Approach Manual Eq. 17-9, provided that the effective prestress force is not less than 40% of
the total tensile strength provided by the flexural reinforcement.
 ′ Vu d 
Vc =  0.6 f c + 700  b wd [AREMA Eq. 17-9]
 Mu 
where
Mu = factored bending moment at the section
 
= 1.4  26.6 + 24.5 + (194.5) = 525.4 ft-kips
5
 3 
bw = total web width = 5 + 8.5 + 5 = 18.5 in.
d = 26.58 in. > 0.8h = (0.8)(30.5) = 24.4 in.
Therefore, use d = 26.58 in.
Vu d 405.4( 26.58)
= = 1.71 > 1.0, use 1.0 [AREMA Art. 17.5.9c]
Mu 525.4(12)
( )
Vc = 0.6 7 , 000 + 700(1.0) 18.5( 26.58) / 1, 000 = 368.9 kips
However, the maximum value of Vc is limited to:

5 f c′ b w d = 5 7 , 000 (18.5)( 26.58) / 1, 000 = 205.7 kips < Vc = 368.9 NO GOOD
AREMA Manual Art. 17.5.9c allows higher values of Vc if a more detailed calculation
is made. According to this method, Vc is the lesser of Vci or Vcw.
SEPT 01

RAILROAD BRIDGES
17.7.11.2.1 Simplified Approach/17.7.11.2.2 Calculate Vci
where
Vci = nominal shear strength provided by concrete when diagonal cracking
results from combined shear and moment
Vcw = nominal shear strength provided by concrete when diagonal cracking
results from excessive principal tensile stress in web
′ ViM cr
17.7.11.2.2 Vci = 0.6 f c b w d + VD + [AREMA Eq. 17-10]
Calculate Vci M max
but not less than 1.7 f c′ b w d
where
VD = shear at section due to service dead load = Vg + VSDL = 20.0 + 18.4
= 38.4 kips
Mcr = moment causing flexural cracking at section due to externally applied loads
= S b  6 f c′ + f pe − f d 
 
where
fpe= compressive stress in concrete due to effective prestress force only, at the
extreme fiber of section where tensile stress is caused by externally applied
loads
Pse Pe
fpe = + se c
A Sb
1, 096.9 1, 096.9(7.96)
= + = 0.755 + 0.776 = 1.531 ksi
1, 452 11, 248
fd = stress due to unfactored dead load at extreme fiber of section where ten-
sile stress is caused by externally applied loads
M g + M SDL
=
(26.6 + 24.5)12 = 0.055 ksi
fd =
Sb 11, 248
 6 7 , 000  11, 248

Mcr =  + 1.531 − 0.055 = 1,854.0 ft-kips
 1, 000  12
Vi = factored shear force at section due to externally applied loads occurring
simultaneously with Mmax = Vu - VD = 405.4 - 38.4 = 367.0 kips
Mmax = maximum factored moment at the section due to externally applied
loads = Mu - Mg - MSDL = 525.4 - 26.6 - 24.5 = 474.3 ft-kips
′ ViM cr
Vci = 0.6 f c b w d + VD + [AREMA Eq. 17-10]
M max
7 , 000 367.0(1, 854.0)

= 0.6 (18.5)(26.58) + 38.4 + = 1,497.7 kips
1, 000 474.3
SEPT 01

RAILROAD BRIDGES
17.7.11.2.2 Calculate Vci /17.7.11.3.2 Determine Stirrup Spacing
7 , 000
but not less than 1.7 f c′ b w d = 1.7 (18.5)(26.58) = 69.9 kips
1, 000
Therefore,
Vci = 1,497.7 kips
17.7.11.2.3 Vcw =  3.5 f c′ + 0.3f pc  b w d + Vp [AREMA Eq. 17-11]

Calculate Vcw
where
fpc = compressive stress in the concrete (after allowance for all pretension losses)
at the centroid of cross section resisting externally applied loads
Vp = vertical component of effective prestress force at section
= 0 for straight strands.
Transfer length of strands = 50 strand diameters = 50(0.5) = 25 in. from end of beam.
Since the distance h/2 = 15.25 in. is closer to end of member than the end of the
transfer length of the prestressing strands, a reduced pretensioning force will be con-
sidered when computing Vcw. [AREMA Art. 17.5.9c(2)(c)]
Effective prestress force at distance h/2 from centerline of the bearing,
Pse =
(15.25 + 6.00) (1, 096.9) = 932.4 kips
25
932.4
fpc = = 0.642 ksi
1, 452
Therefore,
 3.5 7 , 000 
Vcw =  + 0.3(0.642) (18.5)( 26.58) + 0 = 238.7 kips
 1, 000 
17.7.11.2.4 Vc = lesser of Vci and Vcw

Calculate Vc
Vc = Vcw = 238.7 kips
Vu 405.4
17.7.11.3 Vs = − Vc = − 238.7 = 211.7 kips [AREMA Eq. 17-8]
Calculate Vs and φ 0.9
Shear Reinforcement
17.7.11.3.1
Calculate Vs
17.7.11.3.2 Required stirrup spacing is calculated as follows:
Determine Stirrup Spacing
A vf yd
Vs = [AREMA Eq. 17-14]
s
where Av = area of shear reinforcement within a spacing, s
SEPT 01

RAILROAD BRIDGES
17.7.11.3.2 Determine Stirrup Spacing/17.7.11.3.4Check Stirrup Spacing Limits
Try two closed stirrups, which provides (4) # 4 bars,

Av = 4(0.20) in.2 = 0.80 in.2
Stirrups are provided at 4 in. spacing to satisfy the minimum flexural requirements of
the top slab of the box beam. Calculations for the top slab flexural reinforcement are
not provided in this example.
A vf yd 0.80(60)( 26.58)
Spacing required, s = = = 6.1 in. > 4 in. O.K.
Vs 210.4
Use # 4 stirrups (4 legs) at 4-in. centers.

Av provided = 4(0.20) = 0.80 in.2
Shear strength provided by stirrups,

0.80(60)( 26.58)
Vs = = 319.0 > 210.4 kips O.K.
4
17.7.11.3.3 Allowable maximum shear strength provided by stirrups is:

Check Vs Limit
8 f c′ b w d = 8 7 , 000 (18.5)( 26.58) / 1, 000 [AREMA Art. 17.5.9d(5)]
= 329.1 kips > Vs O.K.
17.7.11.3.4 Check for maximum spacing of stirrups

Check Stirrup
Spacing Limits 7 , 000
4 f c′ b w d = 4 (18.5)( 26.58) = 164.6 kips < Vs [AREMA Art. 17.5.9d(3)]
1, 000
Therefore, maximum spacing is lesser of 3/8h = 3/8(30.5) = 11.4 in. or 12 in.
Provide # 4 stirrups (4 legs) at 4-in. centers < 11.4 in. O.K.
Calculations for shear at other sections along the beam are not provided in this example.
For shear reinforcement details, see Figures 17.7.4-1 and 17.7.11.3.4-1
Figure 17.7.11.3.4-1 Note:

Elevation Showing #6 Bars at web not
Non-Prestressed Reinforcement shown for clarity
#6 Bars
2 1/4" #4 Bar #4 Stirrups
(4) #4 End
bars
(Typ.)
#6 Bars
3 1/4" 11 Spaces @ Spacing @ About 6" Centers
4" = 3'-8" CL
Girder
(Symm.)
SEPT 01

RAILROAD BRIDGES
17.7.12 Deflections/17.7.12.5 Deflection Due to Live Load
17.7.12 Camber and deflection calculations are required to determine the bridge seat eleva-
Deflections tions and maintain the minimum ballast depth. They are also required for the design
of the elastomeric bearings.
1, 219.7 (7.96)( 29(12))

2
P e L2
17.7.12.1 ∆ = si c = − = - 0.223 in. ≠
Camber Due to 8E ciI 8(3, 834)(171,535)
Prestressing at Transfer
5(1.513 / 12)( 29(12))

4
5wL4
17.7.12.2 ∆= = = 0.037 in. Ø
Deflection Due to Beam 384E ciI (384)(3, 834)(171,535)
Self-Weight at Transfer
5(1.389 / 12)( 29(12))

4
5wL4
17.7.12.3 ∆= = = 0.025 in Ø
Deflection Due to 384E cI (384)(5, 072)(171,535)
Superimposed Dead Load
17.7.12.4 According to PCI Design Handbook - 5th Edition, Table 4.8.2, long-term camber and
Long-Term Deflection deflection of prestressed concrete members can be calculated by an approximate method
using multipliers. Calculations are shown in Table 17.7.12.4-1.
Table 17.7.12.4-1
Calculated Deflection, in.
At Release Multiplier Erection Multiplier Final
(a) (b) (c) = (a)(b) (d) (e) = (a)(d)
Prestress − 0.223 ↑ 1.80 − 0.401 ↑ 2.45 − 0.546 ↑
Self-Weight + 0.037 ↓ 1.85 + 0.068 ↓ 2.70 + 0.100 ↓
Dead Load N/A + 0.025 ↓ 3.00 + 0.075* ↓
Total − 0.186 ↑ − 0.308 ↑ − 0.371 ↑
* This is the result of multiplying the dead load deflection at erection (c) by multiplier (d)
Live load deflection is generally calculated using influence lines. At this point, use of
17.7.12.5 a computer program becomes very useful. However, for short span bridges, the
Deflection Due to Live Load
designer can quickly calculate an approximate value for deflection by using the equiv-
alent uniform load. The equivalent uniform live load, wequ, for a simply supported
beam can be derived from the maximum moment at midspan,
w equ L2
MLL + I =
8
8M LL + I 8(1, 033.0)(12)
wequ = = = 0.819 kip/in.
L2 (29(12))
2
5(0.819)( 29(12))
4
D= = 0.180 in. Ø
384(5, 072)(171,535)
L
Maximum allowable deflection =
640
29(12)
= = 0.544 in. > 0.180 in. O.K. [AREMA Art. 17.6.7a]
640
SEPT 01

RAILROAD BRIDGES
17.8 References
17.8 AREMA Manual for Railway Engineering, 2000 Edition, American Railway
REFERENCES Engineering and Maintenance-of-Way Association, Landover, MD, 2000
Marianos, W. N., Jr., “Railroad Use of Precast Concrete Bridge Structures,” ACI
Concrete International, V. 13, No. 9, September 1991, pp. 30-35
PCI Design Handbood, Fifth Edition, Precast/Prestressed Concrete Institute, Chicago,

IL, 1999, 690 pp.
DEC 00

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5844 Bridge Manual Ch 17.0-17.

6 9/24/01 1:28 PM Page 1

PCI BRIDGE DESIGN MANUAL CHAPTER 17

17.1 TYPICAL PRODUCTS AND DETAILS

17.2 CONSTRUCTION CONSIDERATIONS

17.3 THE AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY

17.4 CURRENT DESIGN PRACTICE

17.5 CASE STUDY NO. 1—TRUSS BRIDGE REPLACEMENT

PCI BRIDGE DESIGN MANUAL CHAPTER 17

17.6 CASE STUDY NO. 2—TIMBER TRESTLE REPLACEMENT

17.7 DESIGN EXAMPLE—DOUBLE-CELL BOX BEAM, SINGLE SPAN, NON-

PCI BRIDGE DESIGN MANUAL CHAPTER 17

17.7.10.3 Design Moment Strength

PCI BRIDGE DESIGN MANUAL CHAPTER 17

A = area of cross-section of precast beam

PCI BRIDGE DESIGN MANUAL CHAPTER 17

fpu = ultimate tensile strength of pretensioning steel

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

Tee Beam Super Tee

PCI BRIDGE DESIGN MANUAL CHAPTER 17

Steel Piling 24" Octagonal

Steel Piling Timber

PCI BRIDGE DESIGN MANUAL CHAPTER 17

Precast Ballast Deck

Precast Cap Steel Piling

PCI BRIDGE DESIGN MANUAL CHAPTER 17

Figure 17.1.3.3-3 Concrete

PCI BRIDGE DESIGN MANUAL CHAPTER 17

• Durability—Compared with many older structures that require frequent inspec-

PCI BRIDGE DESIGN MANUAL CHAPTER 17

CONSTRUCT BENT CAPS

SUSPEND TRAIN OPERATIONS

DISCONNECT TRACK AT EACH END OF

INSTALL NEW PRECAST CONCRETE

SURFACE AND ALIGN TRACK

RESUME TRAIN OPERATIONS

PCI BRIDGE DESIGN MANUAL CHAPTER 17

The following description of live load is based on the AREMA Manual:

All values are for one rail (one-half track load)

PCI BRIDGE DESIGN MANUAL CHAPTER 17

where L = span length of member in ft

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

• If a bridge experiences substructure problems such as settlement, a continuous

Skew > 30°

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

PCI BRIDGE DESIGN MANUAL CHAPTER 17

The sequence of construction was as follows:

Ballast Timber ties

PCI BRIDGE DESIGN MANUAL CHAPTER 17

Well 30" prestressed concrete

17.7.2.1 For design, the bridge has the following dimensions:

17.7.2.2 For concrete:

Distance from center of gravity:

PCI BRIDGE DESIGN MANUAL CHAPTER 17

17.7.2.3 Item Units Precision

Modulus of elasticity of concrete at transfer, using f ´ci = 4,000 psi, is:

Modulus of elasticity of concrete at 28 days, using f ´c = 7,000 psi, is:

17.7.3.2 1/2-in. diameter, seven wire, low-relaxation strands