Design of Highways, Bridges and Tunnels

SHC 310 – Bridges and Tunnels Design

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 SAUDI HIGHWAY CODE (SHC)
SHC 310 – Bridges and Tunnels Design

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 SAUDI HIGHWAY CODE (SHC)
SHC 310 – Bridges and Tunnels Design

SHC SUPERVISORY COMMITTEE

  


    

   

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SHC TECHNICAL COMMITTEE (SHC 310)

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The approved standards and specifications for the design of bridges
and tunnels in the Kingdom of Saudi Arabia (KSA) are the provisions
documented in the AASHTO LRFD Bridge Design Specifications, 9th
Edition, 2020, to which designers should adhere unless directed
otherwise by this Volume (SHC 310).
TABLE OF CONTENTS
TABLE OF CONTENTS................................................................................................................................ I
List of Figures ........................................................................................................................................ VII
List of Tables ........................................................................................................................................ VIII
1. Introduction ....................................................................................................................................... 1
1.1. Summary of Chapters ...................................................................................................................... 1
1.2. Scope ............................................................................................................................................... 1
1.3. Reference Standards and Codes ..................................................................................................... 2
2. General Design Guidelines ................................................................................................................. 3
2.1. Location Features ............................................................................................................................ 3
2.1.1. Route Location and Bridge Site Arrangement .......................................................................................... 3

2.1.2. Surveying and Mapping ............................................................................................................................ 3

2.1.3. Traffic Safety ............................................................................................................................................. 3

2.1.4. Traffic Control Devices.............................................................................................................................. 4

2.1.5. Geometric Standards ................................................................................................................................ 4

2.1.6. Foundation Investigation .......................................................................................................................... 4

2.1.7. Topographic Studies ................................................................................................................................. 5

2.2. Clearances ....................................................................................................................................... 5

2.2.1. Highway Vertical ....................................................................................................................................... 5

2.2.2. Highway Horizontal .................................................................................................................................. 5

2.2.3. Environment ............................................................................................................................................. 5

2.3. Design Objectives ............................................................................................................................ 5

2.3.1. Structural Safety ....................................................................................................................................... 5

2.3.2. Serviceability............................................................................................................................................. 5

2.3.3. Constructability ........................................................................................................................................ 7

2.3.4. Economy ................................................................................................................................................... 7

2.4. Hydrology and Hydraulics ............................................................................................................... 7

2.5. Roadway Drainage .......................................................................................................................... 8
3. Limit States and Loads ....................................................................................................................... 9
3.1. Limit States ...................................................................................................................................... 9
3.1.1. Importance Factor .................................................................................................................................... 9

3.1.2. Redundancy .............................................................................................................................................. 9

3.1.3. Extreme Event Limit States ....................................................................................................................... 9

SHC 310 I
 3.1.4. Foundations ............................................................................................................................................ 11

3.1.5. Live Load Deflection ............................................................................................................................... 12

3.2. Loads ............................................................................................................................................. 12

3.2.1. Dead Loads ............................................................................................................................................. 12

3.2.2. Live Loads ............................................................................................................................................... 12

3.2.3. Differential Settlement ........................................................................................................................... 14

3.2.4. Wind Loads ............................................................................................................................................. 14

3.2.5. Earthquake Effects .................................................................................................................................. 16

3.2.6. Temperature Gradient ............................................................................................................................ 23

3.2.7. Pedestrian ............................................................................................................................................... 23

4. Superstructure Design ..................................................................................................................... 24

4.1. Introduction .................................................................................................................................. 24
4.2. General Considerations ................................................................................................................. 24
4.2.1. Minimum Reinforcement in Slabs and Walls.......................................................................................... 24

4.2.2. Control of Flexural Crack-Width ............................................................................................................. 24

4.2.3. Use of GFRP for Deck Reinforcement ..................................................................................................... 25

4.3. Concrete Deck Slabs on I-Girders, U-Beams, Spread Box Beams, Spread Slab Beams, Steel Plate
Girders, and Steel Tub Girders .............................................................................................................. 25
4.3.1. Materials ................................................................................................................................................. 25

4.3.2. Geometric Constraints ............................................................................................................................ 25

4.3.3. Design Criteria ........................................................................................................................................ 25

4.3.4. Detailing.................................................................................................................................................. 26

4.4. Concrete Deck Slabs on Adjacent-Framed Beams (Slab Beams and Box Beams) ......................... 26
4.1.1. Materials ................................................................................................................................................. 26

4.1.2. Geometric Constraints ............................................................................................................................ 26

4.1.3. Design Criteria ........................................................................................................................................ 26

4.1.4. Detailing.................................................................................................................................................. 27

4.5. Pretensioned Concrete I-Girders................................................................................................... 27

4.5.1. Materials ................................................................................................................................................. 27

4.5.2. Geometric Constraints ............................................................................................................................ 27

4.5.3. Structural Analysis .................................................................................................................................. 27

4.5.4. Design Criteria ........................................................................................................................................ 28

4.6. Pretensioned Concrete U Beams .................................................................................................. 29

4.6.1. Materials ................................................................................................................................................. 29

II SHC 310
 4.6.2. Geometric Constraints ............................................................................................................................ 29

4.6.3. Structural Analysis .................................................................................................................................. 29

4.6.4. Design Criteria ........................................................................................................................................ 30

4.6.5. Detailing.................................................................................................................................................. 32

4.7. Pretensioned Concrete Slab Beams .............................................................................................. 32

4.7.1. Materials ................................................................................................................................................. 32

4.7.2. Geometric Constraints ............................................................................................................................ 32

4.7.3. Structural Analysis .................................................................................................................................. 32

4.7.4. Design Criteria ........................................................................................................................................ 33

4.8. Pretensioned Concrete Spread Slab Beams .................................................................................. 33

4.8.1. Materials ................................................................................................................................................. 33

4.8.2. Geometric Constraints ............................................................................................................................ 34

4.8.3. Structural Analysis .................................................................................................................................. 34

4.8.4. Design Criteria ........................................................................................................................................ 34

4.8.5. Detailing.................................................................................................................................................. 35

4.9. Pretensioned Concrete Decked Slab Beams ................................................................................. 35

4.9.1. Materials ................................................................................................................................................. 35
4.9.2. Geometric Constraints ............................................................................................................................ 35

4.9.3. Structural Analysis .................................................................................................................................. 35

4.9.4. Design Criteria ........................................................................................................................................ 35

4.10. Pretensioned Concrete Box Beams ..................................................................................... 36

4.10.1. Materials ................................................................................................................................................. 36

4.10.2. Geometric Constraints ............................................................................................................................ 36

4.10.3. Structural Analysis .................................................................................................................................. 36

4.10.4. Design Criteria ........................................................................................................................................ 37

4.11. Pretensioned Concrete Spread Box Beams (X-Beams) ........................................................ 38

4.11.1. Materials ................................................................................................................................................. 38

4.11.2. Geometric Constraints ............................................................................................................................ 38

4.11.3. Structural Analysis .................................................................................................................................. 38

4.11.4. Design Criteria ........................................................................................................................................ 39

4.12. Cast-in-Place Concrete Slab and Girder Spans (Pan Forms) ................................................ 40
4.12.1. Materials ................................................................................................................................................. 40

4.12.2. Structural Analysis .................................................................................................................................. 40

4.13. Cast-in-Place Concrete Slab Spans....................................................................................... 40

SHC 310 III

 4.13.1. Materials ................................................................................................................................................. 40

4.13.2. Geometric Constraints ............................................................................................................................ 40

4.13.3. Structural Analysis .................................................................................................................................. 40

4.13.4. Design Criteria ........................................................................................................................................ 41

4.14. Straight Plate Girders........................................................................................................... 41

4.14.1. Materials ................................................................................................................................................. 41

4.14.2. Geometric Constraints ............................................................................................................................ 41

4.14.3. Structural Analysis .................................................................................................................................. 42

4.14.4. Design Criteria ........................................................................................................................................ 42

5. Substructure Design......................................................................................................................... 45
5.1. Introduction .................................................................................................................................. 45
5.2. Foundations................................................................................................................................... 45
5.2.1. Guidance ................................................................................................................................................. 45

5.3. Abutments ..................................................................................................................................... 45

5.3.1. Materials ................................................................................................................................................. 45

5.3.2. Design Criteria ........................................................................................................................................ 46

5.4. Rectangular Reinforced Concrete Bent Caps ................................................................................ 46

5.4.1. Materials ................................................................................................................................................. 46

5.4.2. Geometric Constraints ............................................................................................................................ 46

5.4.3. Structural Analysis .................................................................................................................................. 46

5.4.4. Design Criteria ........................................................................................................................................ 47

5.4.5. Detailing.................................................................................................................................................. 47

5.5. Inverted Tee Reinforced Concrete Bent Caps ............................................................................... 48

5.1.1. Materials ................................................................................................................................................. 48

5.1.2. Geometric Constraints ............................................................................................................................ 48

5.1.3. Structural Analysis .................................................................................................................................. 48

5.1.4. Design Criteria ........................................................................................................................................ 49

5.1.5. Detailing.................................................................................................................................................. 49

5.6. Columns for Multi-Column Bents .................................................................................................. 49

5.6.1. Materials ................................................................................................................................................. 49

5.6.2. Geometric Constraints ............................................................................................................................ 50

5.6.3. Structural Analysis .................................................................................................................................. 50

5.6.4. Design Criteria ........................................................................................................................................ 50

5.7. Columns for Single Column Bents or Piers .................................................................................... 51

IV SHC 310
 5.7.1. Materials ................................................................................................................................................. 51

5.7.2. Geometric Constraints ............................................................................................................................ 51

5.7.3. Structural Analysis .................................................................................................................................. 51

5.7.4. Design Criteria ........................................................................................................................................ 51

5.8. Post-Tensioned Concrete Bent Caps ............................................................................................. 52

5.8.1. Materials ................................................................................................................................................. 52

5.8.2. Geometric Constraints ............................................................................................................................ 52

5.8.3. Structural Analysis .................................................................................................................................. 52

5.8.4. Design Criteria ........................................................................................................................................ 52

5.8.5. Detailing.................................................................................................................................................. 52

6. Other Designs................................................................................................................................... 54
6.1. Widenings...................................................................................................................................... 54
6.1.1. General ................................................................................................................................................... 54

6.2. Steel-Reinforced Elastomeric Bearings for Pretensioned Concrete Beams .................................. 54

6.2.1. Materials ................................................................................................................................................. 54

6.2.2. Geometric Constraints ............................................................................................................................ 54

6.2.3. Structural Analysis .................................................................................................................................. 54

6.2.4. Design Criteria ........................................................................................................................................ 55

6.3. Strut-and-Tie Method ................................................................................................................... 56

6.3.1. Structural Analysis .................................................................................................................................. 56

6.3.2. Design Criteria ........................................................................................................................................ 56

6.4. Concrete Culverts .......................................................................................................................... 56

6.4.1. Materials ................................................................................................................................................. 56
6.4.2. Geometric Constraints ............................................................................................................................ 56

6.4.3. Structural Analysis .................................................................................................................................. 57

6.4.4. Design Criteria ........................................................................................................................................ 57

6.4.5. Detailing.................................................................................................................................................. 57

7. Structural Design of Tunnels ............................................................................................................ 58

7.1. Purpose and Scope ........................................................................................................................ 58
7.2. Design Philosophy ......................................................................................................................... 58
7.3. Design Considerations ................................................................................................................... 58
7.4. Types of Road Tunnel Structures .................................................................................................. 59
7.4.1. Cut-and-Cover Tunnels ........................................................................................................................... 59

7.4.2. Mined Tunnels ........................................................................................................................................ 59

SHC 310 V
 7.4.3. Bored Tunnels ......................................................................................................................................... 60

7.4.4. Immersed Tunnels .................................................................................................................................. 60

7.5. Planning and Route Considerations .............................................................................................. 60

7.6. Clearance and Geometric Requirements ...................................................................................... 60
7.7. Loads and Load Combinations ...................................................................................................... 60
7.7.1. Loads Due to Development and Surcharge Above and/or Beside a Tunnel ........................................... 61

7.8. Structural Materials and Design Considerations........................................................................... 62

7.8.1. Material Properties ................................................................................................................................. 62

7.8.2. Design Requirements ............................................................................................................................. 62

7.8.3. Concrete Structures ................................................................................................................................ 62

7.8.4. Steel Structures ...................................................................................................................................... 62

7.9. Geotechnical Considerations ........................................................................................................ 62

7.1.1. Geotechnical Investigation ..................................................................................................................... 62

7.1.2. Selection of Soil and Rock Parameters for Design .................................................................................. 62

7.1.3. Geotechnical Reports ............................................................................................................................. 63

7.10. Cut-and-Cover Tunnel Structures ........................................................................................ 63

7.11. Mined and Bored Tunnel Structures ................................................................................... 63
7.12. Immersed Tunnel Structures ............................................................................................... 63
8. Design Notes and Calculations......................................................................................................... 64
8.1. Procedure for Archiving Design Notes .......................................................................................... 64
8.1.1. General ................................................................................................................................................... 64

8.1.2. Scan Notes .............................................................................................................................................. 64

8.1.3. Naming Convention ................................................................................................................................ 65

8.2. Quality Control and Quality Assurance (QC / QA)......................................................................... 65

8.2.1. General ................................................................................................................................................... 65

8.2.2. Consultant Prepared Drawings ............................................................................................................... 65

8.2.3. Independent Analysis ............................................................................................................................. 66

References ............................................................................................................................................ 67
A. Appendix A - Glossary of Terms ....................................................................................................... 68
B. Appendix B - Abbreviations, Acronyms ........................................................................................... 75
C. Appendix C - Units ........................................................................................................................... 78

VI SHC 310
List of Figures
Figure 3-1 Characteristics of the Design Truck .......................................................................................... 13
Figure 3-2 Design Wind Speed, V (m/sec) (SBC, 2018a) ........................................................................ 15
Figure 3-3 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B
(SBCNC, 2018a) ...................................................................................................................................................... 17
Figure 3-4 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B,
North-West (NW-SA) (SBC, 2018a) ................................................................................................................ 18
Figure 3-5 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B,
South-West (SW-SA) (SBCNC, 2018a) ........................................................................................................... 19
Figure 3-6 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B
(SBCNC, 2018a) ...................................................................................................................................................... 20
Figure 3-7 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B,
North-West (NW-SA) (SBCNC, 2018a) .......................................................................................................... 21
Figure 3-8 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion
Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class B,
South-West (SW-SA) (SBCNC, 2018a) ........................................................................................................... 22

SHC 310 VII

List of Tables
Table 1-1 Designations and Titles for ASTM Standards Applying to Volume SHC 310 ................ 2
Table 3-1 Load Combinations and Load Factor for Extreme Event III (TxDOT, 2023) ................. 10
Table 3-2 Load Factors for Permanent Loads for DC (Bridge Design Manual, TxDOT, 2023).. 11

VIII SHC 310

1. Introduction
1.1. Summary of Chapters
Volume SHC 310 - Bridges and Tunnels Design is divided into 8 chapters. A brief outline of
these chapters is given below:
Chapter 1. Introduction - This chapter provides an overview of the chapters, the scope of the
volume, and a full list of the standards referenced within the volume.
Chapter 2. General Design Guidelines - This chapter covers the requirements related to the
bridges’ location features, clearances, design objectives, hydrology and hydraulic studies and
assessment of the sites, as well as drainage elements.
Chapter 3. Limit States and Loads - This chapter contains information regarding various
limits states and design loads (i.e. dead, live, wind, earthquake), for which bridges shall be
designed in order to achieve the objectives of constructability, safety, and serviceability.
Chapter 4. Superstructure Design - This chapter is intended to document policy on Load and
Resistance Factor Design (LRFD) of specific bridge superstructure components.
Chapter 5. Substructure Design - This chapter documents policy on Load and Resistance
Factor Design (LRFD) of specific bridge substructure components.
Chapter 6. Other Designs - This chapter refers to design aspects related to bridge widenings,
steel reinforced elastomeric bearing for pretensioned concrete beams, strut and tie method
and concrete culverts.
Chapter 7. Structural Design of Tunnels - This chapter provides a summary of design
requirements for tunnels, such as design philosophy, design considerations and the methods
of tunnels’ construction. Furthermore, this chapter contains information regarding the
minimum requirements for loads and forces, structural materials and design considerations,
geotechnical considerations, cut-and-cover tunnel structures, mined and bored tunnel
structures, and immersed tunnel structures.
Chapter 8. Design Notes and Calculations - This chapter covers the requirements for
maintaining records, and more specifically archiving bridge design notes in bridge inspection
database management system.

1.2. Scope
The purpose of this Volume is to document the policy on bridge and tunnel design in the
Kingdom of Saudi Arabia (KSA). It assists bridge designers in applying provisions documented
in the AASHTO LRFD Bridge Design Specifications, 2020, 9th Edition, with modifications that suits
to KSA, which designers should adhere to unless directed otherwise by this Volume.
It should also be indicated that AASHTO LRFD Guide Specifications for the Design of Pedestrian
Bridges, 2014, 2nd Edition, with 2015 Interim Revision is referred to the provisions related to the
design of pedestrian bridges.
The structural design of tunnels presented in Chapter 7 of this Volume is based on the AASHTO
LRFD Road Tunnel Design and Construction Guide Specifications, 2017, 1st Edition.

SHC 310 1
This Volume is based on using traditional reinforcement and prestressing steel reinforcement
for concrete structures. Glass fiber Reinforced Polymer (GFRP) reinforcement may be used in
deck slabs based on AASHTO LRFD Bridge Design Guide Specifications for GFRP-Reinforced
Concrete, 2018, 2nd Edition with modifications that suits to KSA as outlined in section 4.2.3.

1.3. Reference Standards and Codes

Standards and codes for all materials and procedures shall be as specified in these General
Specifications, in the Contract documents, if any, and the following, in their latest edition:
• AASHTO Standard Specifications for Transportation Materials and Methods of
Sampling and Testing;
• ASTM American Society for Testing and Materials;
Table 1-1 presents ASTM standards related to bridges and tunnels design, including
designations and titles.

Table 1-1 Designations and Titles for ASTM Standards Applying to Volume SHC 310

ASTM Title

A709 Standard Specification for Structural Steel for Bridges

Standard Specification for High-Strength Steel Bars for

A722
Prestressed Concrete
Standard Specification for Carbon-Steel Wire and Welded Wire
A1064
Reinforcement, Plain and Deformed, for Concrete
Standard Specification for Precast Reinforced Concrete
C1577 Monolithic Box Sections for Culverts, Storm Drains, and Sewers
Designed According to AASHTO LRFD
Standard Specification for High Strength Structural Bolts and
Assemblies, Steel and Alloy Steel, Heat Treated, Inch Dimensions
F3125
120 ksi and 150 ksi Minimum Tensile Strength, and Metric
Dimensions 830 MPa and 1040 MPa Minimum Tensile Strength

2 SHC 310
2.General Design Guidelines
2.1. Location Features
2.1.1. Route Location and Bridge Site Arrangement
The choice of the location of bridges shall be supported by the analyses of alternatives with
consideration given to economic, engineering, social, and environmental concerns as well as
costs of maintenance and inspection associated with the structures and with the relative
importance of the aforementioned concerns.
The location and the alignment of the bridge should be selected to satisfy both on-bridge and
under-bridge traffic requirements. Consideration should be given to possible future variations
in alignment or width of the wadis, highway, or railway spanned by the bridge.
Where appropriate, consideration should be given to future addition of mass transit facilities
in urban/agglomeration areas or bridge widening.
The route location and preliminary design shall consider procedures as specified in relevant
sections of SHC 301 (Highway Geometric Design) and SHC 302 (Hydrology and Hydraulic
Design) .
Planning of pedestrian and bicycle facilities shall be in accordance with relevant sections of
SHC 201 (Planning Process).

2.1.2. Surveying and Mapping

All survey work or survey-related activity performed by all relevant entities shall be
documented.
SHC 202 (Surveying and Mapping) evaluates accepted and generally established rules,
appropriate surveying methods, and equipment for accurately conducting mapping activities
for highway projects.
Construction surveys and Automated Machine Guidance (AMG) shall be in accordance with
relevant section for bridges and tunnels of SHC 202 (Surveying and Mapping).

2.1.3. Traffic Safety

Consideration shall be given to safe passage of vehicles on or under a bridge. The hazard to
errant vehicles within the clear zone should be minimized by locating obstacles at a safe
distance from the travel lanes.
Traffic operation studies for highway bridges and tunnels shall be in accordance with the
relevant section of SHC 601 (Traffic Engineering).
Traffic analysis and modeling for highway bridges and tunnels shall conform to procedures
and tools specified in the relevant section of SHC 601 (Traffic Engineering).
Safety barriers at bridges and/or retaining walls areas shall be in accordance with the relevant
section of SHC 304 (Highway Facilities and Utilities Design – Passive Safety Systems Design).

SHC 310 3
The tunnel portals (entrances) shall be designed in accordance with the relevant section of
SHC 304 (Highway Facilities and Utilities Design – Passive Safety Systems Design).
In tunnels or on bridges, provisions shall be made to isolate mutually hazardous materials
being carried, such as fuel and electric energy, by auxiliary encasement of incompatible carriers
or by establishing separate compartments. Transport of Hazardous Materials for bridges and
tunnels shall be managed in accordance with the relevant section of SHC 603 (Road Safety).
The safety requirements for tunnel operations shall be defined in accordance with the relevant
section of SHC 603 (Road Safety).
Animal crossing mitigation measures and design details shall include information in
accordance with the relevant sections of SHC 701 (Environmental Aspects of Highways) and
SHC 301 (Highway Geometric Design) respectively.

2.1.4. Traffic Control Devices

Traffic control devices shall be defined as all signs, signals, markings, and other devices used
to regulate, warn, or guide traffic, placed on, over, or adjacent to bridge and tunnel facilities.
The purpose of traffic control devices is to improve highway, bridge, and tunnel safety by
providing for the orderly movement of all road users on streets, highways, bikeways, and
private highways open to public travel throughout Saudi Arabia.
Signing requirements for bridges and tunnels shall conform to the requirements of the
relevant sections of SHC 602 (Manual on Uniform Traffic Control Devices).
Markings on highways, bridges, and tunnels shall conform to specifications defined in relevant
sections of SHC 602 (Manual on Uniform Traffic Control Devices).

2.1.5. Geometric Standards

Requirements of SHC 301 (Highway Geometric Design) shall either be satisfied, or exceptions
thereto shall be justified and documented in compliance with deviation/ relaxation
requirements and procedures provided in SHC 101 (General) and SHC 301 (Highway Geometric
Design). Width of shoulders and geometry of safety barriers shall meet the specifications of
SHC 301 (Highway Geometric Design).
The geometric design criteria shall be in accordance with relevant sections for bridges and
tunnels of SHC 301 (Highway Geometric Design).
The pedestrian facilities shall be designed in accordance with the relevant sections of SHC 301
(Highway Geometric Design).

2.1.6. Foundation Investigation

A subsurface investigation, including borings and soil tests, shall be conducted in accordance
with the provisions of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) to provide
pertinent and sufficient information for the design of substructure units.
The geotechnical investigations shall be determined in accordance with the relevant section
of SHC 203 (Preliminary Studies).

4 SHC 310
 2.1.7. Topographic Studies
Existing topography of the bridge site shall be established via contour maps and photographs.
Such studies shall include the history of the site in terms of movement of earth masses, soil
and rock erosion, and meandering of wadis.
Topographic surveys shall be in accordance with the relevant section of SHC 202 (Surveying
and Mapping).

2.2. Clearances
2.2.1. Highway Vertical
The vertical clearance of highway structures shall be determined in accordance with the
relevant sections of SHC 301 (Highway Geometric Design).

2.2.2. Highway Horizontal

The bridge width shall not be less than that of the approach roadway section, including
shoulders or curbs, gutters, and sidewalks. The geometric design of highway cross sections
highways shall be in accordance with the relevant section of SHC 301 (Highway Geometric
Design).

2.2.3. Environment
The impact of a bridge and its approaches on local communities, historic sites, wetlands, and
other aesthetically, environmentally, and ecologically sensitive areas shall be considered.
The assessment, reporting and management of environmental effects associated with the
consumption/use of material assets, and the disposal and recovery of waste shall be in
accordance with the relevant section of SHC 701 (Environmental Aspects of Highways).

2.3. Design Objectives

2.3.1. Structural Safety
The primary responsibility of the Engineer shall be providing for the safety of the public. The
Owner may require a design objective other than structural survival for an extreme event.

2.3.2. Serviceability
2.3.2.1. Materials
The contract documents shall call for quality materials and for the application of high
standards of fabrication and erection.

SHC 310 5
Materials specifications, practices, and test methods shall be determined in accordance with
the provisions of SHC 309 (Material Specifications and Standardized Testing).

2.3.2.2. Inspectability
Inspection ladders, walkways, catwalks, covered access holes, and provision for lighting, if
necessary, shall be provided where other means of inspection are not practical.
Inspection, evaluation, maintenance and management of existing in-service highway bridges
and tunnels shall be determined in accordance with SHC 502 (Bridges and Tunnels
Maintenance and Management Systems).

2.3.2.3. Maintainability
Structural systems whose maintenance is expected to be difficult should be avoided. Where
the climatic and/or traffic environment is such that a bridge deck may need to be replaced
before the required service life, provisions shall be shown on the contract documents for:
• a contemporary or future protective overlay,
• a future deck replacement, or
• supplemental structural resistance.
Inspection, evaluation, maintenance and management of existing in-service highway bridges
and tunnels shall be determined in accordance with SHC 502 (Bridges and Tunnels
Maintenance and Management Systems).

2.3.2.4. Rideability
The deck of the bridge shall be designed to permit the smooth movement of traffic. On paved
roads, a structural transition slab should be located between the approach roadway and the
abutment of the bridge. Construction tolerances, regarding the profile of the finished deck,
shall be indicated on the plans or in the specifications or special provisions/specifications.

2.3.2.5. Utilities
Where required, provisions shall be made to support and maintain the conveyance for utilities.
Electric power, communication, and hydraulic utilities shall conform to the requirements of the
relevant sections of SHC 306 (Highway Facilities and Utilities Design – Public Utilities, Highway
and Street Lighting, Control and Monitoring Devices).
Traffic Detection and Monitoring Systems (TDMS), Video Surveillance System (VSS), electronic
Signs, communication, and power supply shall be designed in accordance with the relevant
sections of SHC 306 (Highway Facilities and Utilities Design – Public Utilities, Highway and
Street Lighting, Control and Monitoring Devices).

6 SHC 310
2.3.2.6. Deformations
Bridges should be designed to avoid undesirable structural or psychological effects due to
their deformations.

2.3.3. Constructability
Constructability issues shall include, but not be limited to, consideration of deflection, strength
of steel and concrete, and stability during critical stages of construction.
Bridges should be designed in a manner such that fabrication and erection can be performed
without undue difficulty or distress and that locked-in construction force effects are within
tolerable limits.
The construction specifications of bridges and tunnels shall conform to SHC 402 (Construction
of Bridges and Tunnels).
Electricity, water supply and plumbing, and waste disposal for construction sites shall be in
accordance with the relevant section of SHC 403 (Construction of Highway Facilities).
Each contractor shall, at their own cost and expense; install, operate, protect, and maintain the
during the construction period of the entire project utilities shall follow the relevant section of
SHC 403 (Construction of Highway Facilities), These utilities shall include water supply and
plumping, electric, light, waste disposal, and power, and any other services as may be
stipulated in the Contract Documents.

2.3.4. Economy
Structural types, span lengths, and materials shall be selected with due consideration of
projected cost. The cost of future expenditures during the projected service life of the bridge
should be considered. Regional factors, such as availability of material, fabrication, location,
shipping, and erection constraints shall be considered.
The economic analysis shall be determined in accordance with the relevant section of SHC 203
(Preliminary Studies).

2.4. Hydrology and Hydraulics

Hydrologic and hydraulic studies and assessments of bridge sites for wadis shall be completed
as part of the preliminary plan development. The detail of these studies shall be commensurate
with the importance of and risks associated with the structure.
Evaluation of bridge design alternatives shall consider wadis’ stability, backwater, flow
distribution, stream velocities, scour potential, flood hazards, tidal dynamics where
appropriate.
The hydraulics and hydrology design requirements shall be determined in accordance with the
relevant section of SHC 302 (Highway Facilities and Utilities Design – Hydrology and Hydraulic
Design).

SHC 310 7
2.5. Roadway Drainage
The bridge deck and its highway approaches shall be designed to provide safe and efficient
conveyance of surface runoff from the traveled way in a manner that minimizes damage to the
bridge and maximizes the safety of passing vehicles.
Transverse drainage of the deck, including roadway, bicycle paths, and pedestrian walkways,
shall be achieved by providing a cross slope or superelevation sufficient for positive drainage.
Drainage considerations for bridge decks shall be determined in accordance with the relevant
section of SHC 302 (Highway Facilities and Utilities Design – Hydrology and Hydraulic Design).

8 SHC 310
 3.Limit States and Loads
3.1. Limit States
3.1.1. Importance Factor
Classify all bridge designs as typical bridges, as defined in the relevant section of AASHTO
LRFD Bridge Design Specifications (AASHTO, 2020), when applying the operational importance
factor, I, to strength limit states.

3.1.2. Redundancy
Add the following to Section 1.3.4 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020) as follows:
R ≥ 1.05 Equation 3-1

for nonredundant members and members requiring an analysis to establish system

redundancy. Do not consider single-cell boxes and single-column bents nonredundant, unless
approved by the relevant authority.

3.1.3. Extreme Event Limit States

The following definition as described in Appendix A as well as in Section 1.2 of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020) as follows:
Extreme Event Limit States - Limit states relating to events such as earthquakes, vehicle and
vessel collision, with return periods in excess of the design life of the bridge.

SHC 310 9
Table 3-1 Load Combinations and Load Factor for Extreme Event III (TxDOT, 2023)

DC Use One of These at a

DD Time
DW LL
EH IM
Load
EV CE
Combination WA WS WL FR TU TG SE
ES BR
Limit State
EL PL EQ BL IC CT CV
PS LS
CR
SH

Extreme
γp 1.1 1.0 -- -- 1.0 -- -- -- -- 1.0 1.0 1.0 1.0
Event III
DC = Dead Load of Structural Components and LS= Live Load Surcharge
Nonstructural Attachments
WA= Water Load and Stream Pressure
DD = Down-Drag Force
WS= Wind Load on Structure
DW= Dead Load of Wearing Surfaces and Utilities
WL= Wind on Live Load
EH= Horizontal Earth Pressure Load
FR= Friction Load
EV= Vertical Pressure from Dead Load of Earth Fill
TU= Force Effects due to Uniform Temperature
ES= Earth Surcharge Load
TG= Force Effects due to Temperature Gradient
EL= Miscellaneous Locked-In Force Effects
Resulting from the Construction Process, SE= Force Effects due to Settlement
Including Jacking Apart of Cantilevers in EQ= Earthquake Load
Segmental Construction
BL= Blast Loading
PS= Secondary Forces from Post-Tensioning
IC = Ice Load
CR= Force Effects due to Creep
CT= Vehicular Collision Force
SH= Force Effects due to Shrinkage
CV= Vessel Collision Force
LL= Vehicular Live Load
IM= Vehicular Dynamic Load Allowance
CE= Vehicular centrifugal force
BR= Vehicular Braking Force
PL= Pedestrian Live Load

Note:
Extreme Event III: Load combination relating to a structural member or component failure as
it relates to the System Redundancy Evaluation for Steel Twin Tub Girders

Two types of analysis can be used to evaluate the Extreme Event III:
• Approximate structural analysis, as described in Modeling the Response of Fracture
Critical Steel Box-Girder Bridges (Barnard et al., 2010), for two tub girder bridges is
permitted when:
o Spans do not exceed 76 m (250 ft).

10 SHC 310
 o Supports are skewed no more than 20o.
o Horizontal curvature greater than 210 m (700 ft).
o Engineer ascertains that the use of an approximate analysis method is adequate.
For the approximate analysis to be permitted for spans satisfying the conditions specified
above, the entire self-weight of the span under consideration and the entire live load shall be
assumed carried by the intact girder after the assumed fracture event. It shall also be assumed
that prior to fracture, the fractured girder was carrying 50% of the total dead load and the
entire live load on the bridge, and thus it shall be assumed that the bridge slab must transfer
this load from the fractured girder to the intact girder.
• Refined structural analysis as described in Modeling the Response of Fracture Critical
Steel Box-Girder Bridges (Barnard et a., 2010), shall account for the capacity of the
intact girder as well as portions of the fractured girder that can still provide structural
resistance, such as interior support locations. The load distribution between the intact
girder and the fractured girder shall be realistically modeled. A table of live load
distribution coefficients for extreme force effects in each span is not required when
evaluating system redundancy (Section 3.1.2). A structurally continuous railing, barrier,
or median, acting compositely with the supporting components, may be considered to
be structurally active at Extreme Limit State III when evaluating system redundancy
(Section 3.1.2).

Table 3-2 Load Factors for Permanent Loads for DC (Bridge Design Manual, TxDOT, 2023)

Load Factor

Type of Load, Foundation Type, and Method Used to

Calculate Down drag
Maximum Minimum

DC: Components and Attachments for the evaluation of

system redundancy
Note: 1.10 0.90
DC = Dead Load of Structural Components and
Nonstructural Attachments

All load effects during an assumed fracture event due to both permanent and assumed
transient loads shall be amplified by a factor of 1.20 to simulate the dynamic effects of a
fracture on the twin tub girder span(s).

3.1.4. Foundations
For typical multi-column bridges, determine design loads for foundations at Service I Load
Combination. Determine foundation loads for single column bents and other non-typical
substructures using Service I and Service IV Load Combinations. For Service IV Load
Combination, include the vertical wind load as specified in Section 3.8.2 of AASHTO LRFD

SHC 310 11
Bridge Design Specifications (AASHTO, 2020). For foundation loads on typical multi-column
bents and abutments, distribute the live load equally to all supporting foundations, assuming
all lanes are loaded. Use the multiple presence factor, m, per Section 3.6.1.1.2 of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020).
Services I to IV are determined as follows:
• Service I: Load combination relating to the normal operational use of the bridge with a
110 km/hr wind and all loads taken at their nominal values. Also related to deflection
control in buried metal structures, tunnel liner plate, and thermoplastic pipe, to control
crack width in reinforced concrete structures, and for transverse analysis relating to
tension in concrete segmental girders. This load combination should also be used for
the investigation of slope stability.
• Service II: Load combination intended to control yielding of steel structures and slip of
slip-critical connections due to vehicular live load. For structures with unique truck
loading conditions, such as access roads to ports or industrial sites which might lead to
a disproportionate number of permit loads, a site-specific increase in the load factor
should be considered.
• Service III: Load combination for longitudinal analysis relating to tension in prestressed
concrete superstructures with the objective of crack control and to principal tension in
the webs of segmental concrete girders.
• Service IV: Load combination relating only to tension in prestressed concrete columns
with the objective of crack control.

3.1.5. Live Load Deflection

Check live load deflection using Sections 2.5.2.6 and 3.6.1.3.2 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020). Calculate deflection using a live load distribution factor equal
to the number of lanes divided by the number of girders. Use the deflection limits given in
Section 2.5.2.6 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).

3.2. Loads
3.2.1. Dead Loads
Do not design for a future wearing surfaces unless specifically directed by the relevant
authority. Dead load of wearing surfaces shall only be applied to cases where such a wearing
surface is part of the current design or a known future application.

3.2.2. Live Loads

Vehicular live loading on the roadways of new bridges or incidental structures shall consist of
a combination of the:
• Design truck or design tandem, and
• Design lane load.

12 SHC 310
Each design lane under consideration shall be occupied by either the design truck or tandem,
coincident with the lane load, where applicable. The loads shall be assumed to occupy 3 m
transversely within a design lane (AASHTO 2020).
The vehicular live loads presented herein shall not be used to evaluate the performance of
existing bridges.

3.2.2.1. Design truck

The weights and spacing of axles and wheels for the design truck shall be as specified in Figure
3-1. The spacing between the two 260 kN axles shall be varied between 4.3 and 9 m to produce
extreme force effects, as per AASHTO LRFD Bridge Design Specifications (AASHTO 2020).

Figure 3-1 Characteristics of the Design Truck

3.2.2.2. Design tandem

The design tandem shall consist of a pair of 250 KN axles spaced 1.2 m apart. The transverse
spacing of wheels shall be taken as 1.8 m. A dynamic load allowance shall be considered as
specified in Section 3.6.2 of AASHTO LRFD Bridge Design Specifications (AASHTO 2020)..

3.2.2.3. Design lane load

The design lane load shall consist of a load of 20 kN/m uniformly distributed in the longitudinal
direction. Transversely, the design lane load shall be assumed to be uniformly distributed over
3 m width. The force effects from the design lane load shall not be subject to a dynamic load
allowance.

SHC 310 13
3.2.2.4. Braking force (BR)
The braking force (BR) shall be taken as the greater of:
• 25 % of the axle weights of the design truck or design tandem or,
• 5 % of the design truck plus lane load or 5 % of the design tandem plus lane load.

3.2.3. Differential Settlement

The worst cumulative effects of possible long-term differential settlement of individual bridge
foundations shall be duly considered in the analysis and design, assuming the effective
modulus of elasticity of concrete as half its value obtained from normal calculations.
The amount of possible differential settlement shall be based on the actual soil investigation
Report. Unless this report conclusively precludes possibility of any settlement, the cumulative
effect of at least 25 mm differential settlement of individual foundations shall be considered.
This effect of differential settlement of foundations shall be included in all load cases without
exceeding their respective permissible stress limits (for load factor design, the beta factor on
this shall be taken as 1.0).

3.2.4. Wind Loads

Saudi Building Code (SBC) 301 (SBCNC, 2018a) provides wind maps that are directly applicable
for determining pressures for strength design approaches.
The design 3-second gust wind speed, V (m/s), used in the determination of design wind loads
on bridges shall be determined from Figure 3-2.

14 SHC 310
Figure 3-2 Design Wind Speed, V (m/sec) (SBC, 2018a)

SHC 310 15
 3.2.5. Earthquake Effects
Bridges and tunnels in Kingdom of Saudi Arabia shall be designed for earthquake effects as
per Saudi Building Code (SBC) 301(SBCNC, 2018a).
The effect of earthquake shall be taken into account in checks for overall stability as well as
material stresses. The earthquake forces shall be computed in accordance with the relevant
Chapters of SBC 301(SBCNC, 2018a).
The General Procedure shall use the short and long period spectral acceleration coefficients
(SS1 and S12 respectively) to calculate the spectrum as specified in the relevant section of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020). The values of SS, S1 shall be
determined from 0.2 and 1 s spectral response accelerations shown on Figure 3-3 to Figure
3-5 for Ss and Figure 3-6 to Figure 3-8 for S1 as appropriate.
For bridges in Seismic Zone 1, the horizontal design force due to seismic effects shall be
determined as 0.15 times the vertical dead load of the bridge. The value of Response
Modification Factors (R) shall be taken as 1.0. All structural components of the bridge shall be
analyzed and designed for such effects to provide adequate design strength.
For bridges in Seismic Zone 1, abutments and retaining walls shall be analyzed and designed
for seismic effects by using a similar approach as outlined in AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020). The peak ground acceleration coefficient (As) shall be taken as
0.3.

1
SS: horizontal response spectral acceleration coefficient at 0.2 s period on rock (Site Class B)
2
S1: horizontal response spectral acceleration coefficient at 1.0 s period on rock (Site Class B)

16 SHC 310
Figure 3-3 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B (SBCNC, 2018a)

SHC 310 17
Figure 3-4 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B, North-West (NW-SA) (SBC, 2018a)

18 SHC 310
Figure 3-5 SS Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 0.2 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B, South-West (SW-SA) (SBCNC, 2018a)

SHC 310 19
Figure 3-6 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B (SBCNC, 2018a)

20 SHC 310
Figure 3-7 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B, North-West (NW-SA) (SBCNC, 2018a)

SHC 310 21
Figure 3-8 S1 Risk-Targeted Maximum Considered Earthquake (MCER) Ground Motion Parameter for 1 sec Spectral Response Acceleration (5 % of Critical Damping), Site Class
B, South-West (SW-SA) (SBCNC, 2018a)

22 SHC 310
 3.2.6. Temperature Gradient
The effect of a temperature gradient should be included where appropriate.
Force effects resulting from resisting component deformation, displacement of points of load
application, and support movements shall be included in the analysis.
Where determination of force effects due to vertical temperature gradient is required, the
analysis should consider axial extension, flexural deformation, and internal stresses.

3.2.7. Pedestrian
Do not apply a pedestrian load to sidewalks when evaluating system redundancy at the
Extreme Event III limit state (Section 3.1.3 for the definition).
Pedestrian bridges shall be designed in accordance with AASHTO LRFD Guide Specifications
for the Design of Pedestrian Bridges, 2014, 2nd Edition, with 2015 Interim Revision (AASHTO,
2014).

SHC 310 23
4.Superstructure Design
4.1. Introduction
This chapter documents policy on Load and Resistance Factor Design (LRFD) of specific bridge
superstructure components.

4.2. General Considerations

4.2.1. Minimum Reinforcement in Slabs and Walls
The following area of reinforcement, As, shall be provided for a surface of a structural slab or
wall.
• Slabs
As ≥ 0.002 Ac for fy ≥ 420 MPa

where:
As = Total Area of reinforcement for the two faces
Ac = Gross cross-sectional area of concrete slab normal to the direction of As
fy = Yield stress in the reinforcement bars
This As shall be computed (and provided) in each of the two orthogonal directions.
Center to center spacing of bars shall neither exceed 5 times the slab thickness (ts) nor
450 mm. However, closer spacing is recommended for crack control.
• Walls
Total vertical reinforcement (both faces) shall not be less than 0.0015 of concrete
sectional area normal to vertical reinforcement.
Total horizontal reinforcement (both faces) shall not be less than 0.0025 of concrete
sectional area normal to horizontal reinforcement.
Center to center spacing of reinforcement bars shall neither exceed 3 times the wall
thickness (tw) nor 450 mm. However, closer spacing is recommended for crack control.

4.2.2. Control of Flexural Crack-Width

Maximum flexural crack width at the tensile face of a reinforced concrete section shall not
exceed 0.25 mm for normal conditions of exposure and 0.20 mm for marine and unfavorable
conditions of exposure (such as alternate wetting and drying, humid atmosphere, direct
contact with soil, etc.).
The allowable crack width can be increased by 25% under earthquake/wind/temporary
construction conditions.
The maximum width of flexural crack shall be estimated, if requested by the relevant authority.

24 SHC 310
 4.2.3. Use of GFRP for Deck Reinforcement
It may be permitted to design structural concrete bridge decks using glass fiber-reinforced
polymer (GFRP) reinforcing bars in accordance with AASHTO LRFD Bridge Design
Specifications GFRP-Reinforced Concrete (AASHTO, 2018), except for any of the following
cases:
a. The structural concrete bridge deck slab is considered as part of the seismic resisting
members.
b. GFRP reinforcing bars are made with a smooth external surface.
c. Lightweight concrete is used.
GFRP cannot be used in combination with steel reinforcing bars. Moment redistribution in
continuous decks shall not be considered for GFRP concrete deck slabs.

4.3. Concrete Deck Slabs on I-Girders, U-Beams, Spread

Box Beams, Spread Slab Beams, Steel Plate Girders, and
Steel Tub Girders
4.3.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. The water/cement ratio
(W/CM) shall be specified not to exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

4.3.2. Geometric Constraints

Minimum deck slab depth is 220 mm. Use of thinner concrete decks is not permitted.
Cover to reinforcing bars is 60 mm clear to the top reinforcement and 30 mm clear to the
bottom reinforcement. Cover to bar ends is 50 mm.
Maximum overhang is 1,000 mm beyond the design section for negative moment specified in
Section 4.6.2.1.6 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), but not more
than 1.3 times the girder depth.
Minimum overhang is 150 mm from top beam or flange edge except for spread slab and
spread box beams, which have a 0 mm minimum overhang.

4.3.3. Design Criteria

Where applicable, use the Empirical Design of Section 7.7.2 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) for the dead load camber with the following exceptions:
• Top reinforcement is 12 mm spaced at 220 mm maximum spacing in both transverse
and longitudinal direction. Place longitudinal bars closest to the top slab surface.

SHC 310 25
 • Bottom reinforcement is 12 mm spaced at 220 mm maximum spacing in both
transverse and longitudinal direction. Place transverse bars closest to the bottom slab
surface.
For continuous beams (i.e., steel plate girders and concrete spliced girders), where the
longitudinal tensile stress in the concrete deck due to either the factored construction loads
or as per shown in AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), exceeds 0.9
fr (the modulus of rupture):
• Provide longitudinal reinforcement with a total cross-sectional area of at least one
percent of the total cross-sectional area of the cast-in-place portion of the concrete
deck.
• Design and detail for the worst-case between the full depth cast in place deck or partial
depth cast in place deck over panels when both options are allowed on the span sheet.
• Extend longitudinal reinforcing steel at least one development length (Ld) past the
point of contraflexure.
• Cross-frames or diaphragms are not needed as supports for any prestressed concrete
beam or girder.
The minimum amount of longitudinal reinforcement in the top mat is 12 mm with 220 mm
maximum spacing.

4.3.4. Detailing
Place the main reinforcing steel parallel to the skew up to 15° skews. Place reinforcing steel
perpendicular to beams for skews more than 15° and use corner breaks.

4.4. Concrete Deck Slabs on Adjacent-Framed Beams

(Slab Beams and Box Beams)
4.1.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. The water/cement ratio
(W/CM) shall be specified not to exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

4.1.2. Geometric Constraints

Standard composite concrete slabs are 120 mm thick minimum.
Use 60 mm top clear cover.

4.1.3. Design Criteria

For transverse reinforcement, use 16 mm bars spaced at 150 mm maximum.
For longitudinal reinforcement, use 12 mm bars spaced at 300 mm maximum.

26 SHC 310
4.1.4. Detailing
Place transverse reinforcement parallel to the skew for skews up to 30°.
Use controlled joints at bent centerlines when the slab is continuous over bents.

4.5. Pretensioned Concrete I-Girders

4.5.1. Materials
Use concrete with a minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.5.2. Geometric Constraints

The minimum number of I-girders in any roadway width is four if the span is over a lower
roadway and the vertical clearance is less than 6,000 mm. Otherwise, a minimum of three I-
girders per span may be used.

4.5.3. Structural Analysis

Girder designs must meet the following requirements:
• Distribute the weight of one railing to no more than three girders, applied to the
composite cross section.
• Composite section properties may be calculated assuming the girder and slab to have
the same modulus of elasticity. Do not include haunch concrete placed on top of the
girder when determining section properties. Section properties based on final girder
and slab modulus of elasticity may also be used; however, this design assumption must
be noted on the plans.
Live load distribution factors must conform to Section 4.6.2.2.2 for flexural moment and
Section 4.6.2.2.3 for shear of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020)
respectively, except as noted below:
• For exterior girder design with a slab cantilever length equal to or less than one- half
of the adjacent interior girder spacing, treat the exterior girder as if it were an interior
girder to determine the live load distribution factor for the interior girder. The slab
cantilever length is defined as the distance from the centerline of the exterior girder to
the edge of the slab.
• For exterior girder design with a slab cantilever length exceeding one-half of the
adjacent interior girder spacing, use the lever rule with the multiple presence factor of

SHC 310 27
 1.0 for single lane to determine the live load distribution.
• The live load used to design the exterior beam must never be less than the live load
used to design an interior beam of comparable length.
• Do not use the special analysis based on conventional approximation for loads on piles
per the relevant section of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020),
unless the effectiveness of diaphragms on the lateral distribution of truck loads is
investigated.
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• When prestressed concrete deck panels or stay-in-place metal forms are allowed,
design the beam using the basic slab thickness.

4.5.4. Design Criteria

Standard girder designs must meet the following requirements:
• Draping strands is the preferred method to reduce tensile stresses at the end of the
beam.
• Straight strand designs with and without debonding are permitted as an alternate to
draping provided stress and other limits noted below are satisfied.
• Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020), except as noted below:
o The maximum debonding length is the lesser of:
▪ one-half the span length minus the maximum development length.
▪ 0.2 times the beam length; or
▪ 4,500 mm.
o No more than 50 % of the debonded strands, or 10 strands, whichever is
greater, shall have the debonding terminated at any section, where section is
defined as an increment (e.g., 1,000 mm, 2,000 mm).
• Do not use both draped strands and straight strands with debonding to reduce tensile
stresses within a beam.
• Strand stress after seating of chucks is limited to 0.75fpu for low-relaxation strands.
• Initial compression stress up to 0.65 fci (MPA) is allowed.
• Final stress at the bottom of girder ends need not be checked except when straight
debonded strands are used or when the effect of the transfer length of the prestressing
strand is considered in the analysis.
• Final tension stress up to 0.60 MPa is allowed.
• The required final concrete strength (fc) is typically based on compressive stresses,
which must not exceed the following limits:
o 0.60 fc for stresses due to total load plus effective prestress.
o 0.45 fc for stresses due to effective prestress plus permanent (dead) loads.
o 0.40 fc for stresses due to fatigue I live loads plus one-half of the sum of stresses
due to prestress and permanent (dead) loads.
Note:

28 SHC 310
Fatigue is addressed by two sets of design criteria, or load combinations, in AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020):
• Fatigue I load combination and
• Fatigue II load combination.
These two load combinations are based upon the two distinct regimes of fatigue behavior.
The Fatigue I load combination represents an infinite life regime (i.e., the bridge can safely
carry an infinite number of truck-load induced fatigue cycles). If this load combination is
satisfied, the bridge will safely crack during a 75-year design life no matter how many constant
amplitudes stress cycles are applied. This is typically referred to as “infinite life”. The Fatigue II
load combination represents finite fatigue life regime in which the resistance is not infinite due
to application of higher stress ranges. If the Fatigue I load combination is not satisfied, the
Fatigue II load combination may still provide adequate resistance for a projected number of
stress cycles.

4.6. Pretensioned Concrete U Beams

4.6.1. Materials
Use concrete with a minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.6.2. Geometric Constraints

The maximum skew angle for U-beam bridges is 45°.

4.6.3. Structural Analysis

Beam designs must meet the following requirements:
• Distribute 2/3 of the rail dead load to the exterior beam and 1/3 of the rail dead load
to the adjacent interior beam applied to the composite cross section.
• For the composite section, use gross section properties.
• Calculate composite section properties assuming the beam and slab to have the same
modulus of elasticity. Do not include haunch concrete placed on top of the beam when
determining section properties. Section properties based on final beam and slab
modulus of elasticity may also be used; however, this design assumption must be noted
on the plans. Use the deflection due to slab weight only times 0.8 and camber times
0.75 for calculating haunch depth.
• Live load distribution factors for interior beams must conform to Section 4.6.2.2.2 for
flexural moment and Section 4.6.2.2.3 for shear of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) respectively.

SHC 310 29
 • Live load distribution factors for exterior beams must conform to Section 4.6.2.2.2 for
flexural moment and Section 4.6.2.2.3 for shear of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) respectively, with the following exceptions:
o When using the lever rule, multiply the result of the lever rule by 0.9 to account
for better live load distribution arising from the beneficial torsional stiffness of
the box girder system.
o When the clear roadway width is greater than or equal to 6,000 mm, use a
distribution factor for two or more design lanes loaded only. Do not design for
one lane loaded.
o When the clear roadway width is less than 6,000 mm, design for one lane
loaded with a multiple presence factor of 1.0.
The live load used to design the exterior beam must never be less than the live load used to
design an interior beam of comparable length.
• For bridges with less than three girders in the cross section, assume the live load
distribution factors for flexural moment and shear are equal to the number of lanes
divided by the number of girders. Determine the number of lanes as required by
Section 3.6.1.1.1 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).

4.6.4. Design Criteria

Standard beam designs must meet the following requirements:
• Stresses at the ends of the beam are controlled with the use of debonding. Draped
strands are not permitted in U-beams.
• Debonded strands in 1,000 mm increments at beam ends if necessary to control
stresses at release. If the strand size is larger than 15 mm diameter, base section
increments on Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020).
Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020), except as noted below:
• Debond no more than 50 % of the total number of strands.
• Debond no more than 50 % of the number of strands in that row.
• Replace Restriction B (see below) with, not more than 50 % of the debonded strands,
or 10 strands, whichever is greater, shall have the debonding terminated at any section,
where section is defined as an increment (e.g., 1,000 mm, 2,000 mm). If the strand size
is larger than 15 mm diameter, base section increments on Section 5.9.4.3.3. of AASHTO
LRFD Bridge Design Specificatons (AASHTO, 2020)
• Up to 75 % of debonded strands may be used for the total number, the number of
strands per row, and number terminated in a section as long as principal stress at or
near the transfer length is designed for per Section 5.9.2.3.3 of AASHTO LRFD Bridge
Design Specifications (AASHTO, 2020), regardless of the concrete strength.
• Do not design for Restriction E (see below).

30 SHC 310
 • Replace Restriction G with the maximum debonding length is the lesser of: (a) one-half
the span length minus the maximum development length; (b) 0.2 times the beam
length; or (c) 4,500 mm.
• For multi-web sections having bottom flanges, replace Restriction J with:
o Uniformly distribute debonded strands.
o Bond the outer-most strand in each row.
• Grouping of U-beam designs are at the discretion of the designer. However, no exterior
U-beam may have less carrying capacity than that of an interior U-beam of equal
length. If the designer chooses to group beams, a general rule is to group beams with
no more than a four-strand difference.
Restrictions are:
• A: The number or strands debonded per row shall not exceed 45% of the strands
provided
• B: Debonding shall not be terminated for more than six strands in any given section.
When a total of ten or fewer strands are debonded, debonding shall not be terminated
for more than four strands in any given section.
• C: Longitudinal spacing of debonding termination locations shall be at least 60 db
apart.
• D: Debonded strads shall be symmetrically distributed about the vertical centerline of
the cross section of the member. Debonding shall be terminated symmetrically at the
same longitudinal location.
• E: Alternate bonded and debonded strand locations both horizontally and vertically.
• F: Where a portion or portions of a pretensioning strand are debonded and where
service tension exists in the precompressed tensile zone, the development lengths,
measured from the encl of the debonded zone, shall be determined in Section 5.9.4.3.2
of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• G: For simple span precast, pretensioned girders, debonding length from the beam
encl should be limited to 20% of the span length or one half the span length minus the
development length, whichever is less.
• H: For simple span precast girders made continuous using positive moment
connections, the interaction between debonding and restraint moments from time-
dependent effects (such as creep, shrinkage and temperature variations) shall be
considered. For additional guidance, please see Section 5.12.3.3 of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020).
• I: For single-web flange sections (I-beams, bulb-tees, and inverted-tees);
– Bond all strands within the horizontal limits of the web when the total number
of debonded strands exceeds 25%.
– Bond all strands within the horizontal limits of the web when the bottom flange
to web width ration, bf/bw, exceeds 4.
– Bond the outer-most strands in all rows located within the full-width section
of the flange.

SHC 310 31
 – Position debonded strands furthest from the vertical centerline.
• J: For multi-web sections having bottom flanges (voided slab, box beams and U-
beams);
– Uniformly distribute debonded strands between webs.
– Strands shall be bonded within 1.0 times the web width projection.
– Bond the outer-most strands within the section.
• K: For all other sections:
– Debond uniformly across the width of the section.
– Bond the outer-most strands located within the section, stem, or web.

4.6.5. Detailing
Detail span sheets for a cast-in-place slab with prestressed concrete panels.

4.7. Pretensioned Concrete Slab Beams

4.7.1. Materials
Use concrete with a minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.7.2. Geometric Constraints

The maximum skew angle for slab beam bridges is 30°.
The minimum gap between adjacent slab beams is 10 mm and the maximum gap is 80 mm. A
preferable gap range is 25 to 40 mm.
A 125 mm minimum thickness composite concrete slab is required.

4.7.3. Structural Analysis

Beam designs must meet the following requirements:
• Distribute the weight of one railing to no more than three beams, applied to the
composite cross section.
• Composite section properties may be calculated assuming the beam and slab overlay
have the same modulus of elasticity. Do not include haunch concrete placed on top of
the beam when determining section properties.
• Section properties based on final beam and slab modulus of elasticity may also be

32 SHC 310
 used; however, this design assumption must be noted on the plans.
• Live load distribution factors for all beams, both moment and shear, must conform to
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), if the beams are
connected only enough to prevent relative vertical displacement at their interfaces. This
is called Standard Deviation (S/D) distribution.
• Do not apply the skew correction factors for moment as suggested in Section 4.6.2.2.2e
of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) nor for shear as
suggested in Section 4.6.2.2.3c of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020).
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
4.7.4. Design Criteria
Standard beam designs must meet the following requirements:
• Debond strands in 1,000 mm increments at beam ends if necessary to control stresses
at release. If the strand size is larger than 15 mm diameter, base section increments as
described in Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) except as noted below:
o Debond no more than 50 % of the total number of strands.
o Debond no more than 50 % of the number of strands in that row.
o Replace Restriction B with, not more than 50 % of the debonded strands, or 10
strands, whichever is greater, shall have the debonding terminated at any
section, where section is defined as an increment (e.g., 1,000 mm, 2,000 mm).
o Do not design for Restriction E.
o Replace Restriction G with the maximum debonding length is the lesser of:
▪ one-half the span length minus the maximum development length;
▪ 0.2 times the beam length; or
▪ 4,500 mm.

4.8. Pretensioned Concrete Spread Slab Beams

4.8.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

SHC 310 33
 4.8.2. Geometric Constraints
The maximum skew angle for spread slab beam bridges is 30°.
Target slab overhangs at 0 mm past beam edge. Minimal overhangs to accommodate roadway
curvature are acceptable.

4.8.3. Structural Analysis

Beams designs must meet the following requirements:
• Distribute the weight of one railing to no more than three beams, applied to the
composite cross section.
• For the composite section, use gross section properties.
• Composite section properties may be calculated assuming the beam and composite
slab have the same modulus of elasticity. When determining section properties, do not
include haunch concrete placed on top of the beam. Section properties based on final
beam and slab modulus of elasticity may also be used; however, this design assumption
must be noted on the plans.
• Live load distribution factors for shear and moment are available from the Bridge
Division.
• The live load used to design the exterior beam must never be less than the live load
used to design an interior beam.
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• When prestressed concrete deck panels or stay-in-place metal forms are allowed,
design the beam using the basic slab thickness.

4.8.4. Design Criteria

Standard beam designs must meet the following requirements:
• Debond strands in 1,000 mm increments at beam ends if necessary to control stresses
at release. If the strand size is larger than 15 mm diameter, base section increments on
Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) except as noted below:
• Debond no more than 50 % of the total number of strands.
• Debond no more than 50 % of the number of strands in that row.
• Replace Restriction B with, not more than 50 % of the debonded strands, or 10 strands,
whichever is greater, shall have the debonding terminated at any section, where section
is defined as an increment (e.g., 1,000 mm, 2,000 mm).
• Do not design for Restriction E.
• Replace Restriction G with, the maximum debonding length is the lesser of:
o one-half the span length minus the maximum development length;
o 0.2 times the beam length; or

34 SHC 310
 o 4,500 mm.

4.8.5. Detailing
Extending composite steel (Bars H) above the top of the beams to reflect use of 220 mm thick
decks for slab beams. The composite steel extension on use of 125 mm thick decks required
for adjacently framed slab beams.

4.9. Pretensioned Concrete Decked Slab Beams

4.9.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.9.2. Geometric Constraints

The maximum skew angle for decked slab beam bridges is 30 °.

4.9.3. Structural Analysis

Beam designs must meet the following requirements:
• Distribute the weight of one railing to no more than three beams.
• Live load distribution factors for all beams (both moment and shear) must conform to
Section 4.7 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), if beams
are connected only enough to prevent relative vertical displacement at their interfaces.
Use K = 2.0 when determining the live load distribution factor.
• Use S/10 as maximum limit on live load distribution.
• Do not apply the skew correction factor for moment as suggested in Section 4.6.2.2.2e
of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).

4.9.4. Design Criteria

Standard beam designs must meet the following requirements:
• Debond strands in 1,000 mm increments at beam ends if necessary to control stresses

SHC 310 35
 at release. If the strand size is larger than 15 mm diameter, base section increments on
Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020), except as noted below:
• Debond no more than 50 % of the total number of strands.
• Debond no more than 50 % of the number of strands in that row.
• Replace Restriction B with, not more than 50 % of the debonded strands, or 10 strands,
whichever is greater, shall have the debonding terminated at any section, where section
is defined as an increment (e.g., 1,000 mm, 2,000 mm, 3,000 mm).
• Up to 75 % of debonded strands may be used for the total number, the number of
strands per row, and number terminated in a section as long as principal stress at or
near the transfer length is designed for per Section 5.9.2.3.3 of AASHTO LRFD Bridge
Design Specifications (AASHTO, 2020), regardless of the concrete strength.
• Do not design for Restriction E.
• Replace Restriction G with, the maximum debonding length is the lesser of:
o one-half the span length minus the maximum development length;
o 0.2 times the beam length; or
o 4,500 mm.
• For multi-web sections having bottom flanges, replace Restriction J with:
o Uniformly distribute debonded strands.
o Bond the outer-most strand in each row.

4.10. Pretensioned Concrete Box Beams

4.10.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.10.2. Geometric Constraints

The maximum skew angle for box beam bridges is 30°.
The minimum gap between adjacent box beams is 25 mm and the maximum gap is 50 mm.
A 125 mm minimum thickness composite concrete slab overlay is required.

4.10.3. Structural Analysis

Beam designs must meet the following requirements:
• Distribute the weight of one railing to no more than three beams.
• For the composite section, use gross section properties.

36 SHC 310
 • Composite section properties may be calculated assuming the beam and
composite concrete slab overlay have the same modulus of elasticity. When
determining section properties, do not include haunch concrete placed on top of
the beam. Section properties based on final beam and slab modulus of elasticity
may also be used; however, this design assumption must be noted on the plans.
• Live load distribution factors must conform to Sections 4.6.2.2.2 and 4.6.2.2.3 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Use:
o Cross section (f) with bridges having a composite concrete slab;
o Cross section (g) with bridges having Asphalt Concrete Pavement (ACP)
applied directly to tops of beams, assuming beams are sufficiently
connected to act as a unit.
• Do not apply the skew correction factor for moment as suggested in Section
4.6.2.2.2e of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).

4.10.4. Design Criteria

Standard beam designs must meet the following requirements:
• Debond strands in 1,000 mm increments at beam ends if necessary to control stresses
at release. If the strand size is larger than 15 mm diameter, base section increments on
Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) except as noted below:
o Debond no more than 50 % of the total number of strands.
o Debond no more than 50 % of the number of strands in that row.
o Replace Restriction B with, not more than 50 % of the debonded strands, or 10
strands, whichever is greater, shall have the debonding terminated at any
section, where section is defined as an increment (e.g., 1,000 mm, 2,000 mm,
3,000 mm).
o Up to 75 percent of debonded strands may be used for the total number, the
number of strands per row, and number terminated in a section as long as
principal stress at or near the transfer length is designed for per Article 5.9.2.3.3,
regardless of the concrete strength.
o Do not design for Restriction E.
o Replace Restriction G with, the maximum debonding length is the lesser of:
▪ one-half the span length minus the maximum development length;
▪ 0.2 times the beam length; or
▪ 4,500 mm.
o For multi-web sections having bottom flanges, replace Restriction J with:
▪ Uniformly distribute debonded strands.
▪ Bond the outer-most strand in each row.

SHC 310 37
 • Use shear keys for all box beam bridges. Do not consider composite action between
beams and shear keys in computing live load distribution factors, nor for strength,
stress, or deflection calculation.

4.11. Pretensioned Concrete Spread Box Beams (X-

Beams)
4.11.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.11.2. Geometric Constraints

The maximum skew angle for X-beam bridges is 30°.

4.11.3. Structural Analysis

Beam designs must meet the following requirements:
• Distribute the weight of one railing to no more than three beams, applied to the
composite cross section.
• For the composite section, use gross section properties.
• Composite section properties may be calculated assuming the beam and composite
slab have the same modulus of elasticity. When determining section properties, do
not include haunch concrete placed on top of the beam. Section properties based on
final beam and slab modulus of elasticity may also be used; however, this design
assumption must be noted on the plans.
• Live load distribution factors for interior beams must conform to Section 4.6.2.2.2 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) for flexural moment and
Article 4.6.2.2.3 for shear.
• Live load distribution factors for exterior beams must conform to Section 4.6.2.2.2 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) for flexural moment and
Section 4.6.2.2.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) for
shear, with the following exceptions:
o When using the lever rule, multiply the result of the lever rule by 0.9 to account
for better live load distribution arising from the beneficial torsional stiffness of
the box girder system.
o When the clear roadway width is greater than or equal to 6,000 mm, use a
distribution factor for two or more design lanes loaded only. Do not design for
one lane loaded.
o When the clear roadway width is less than 6,000 mm, design for one lane loaded

38 SHC 310
 with a multiple presence factor of 1.0.
• The live load used to design the exterior beam must never be less than the live load
used to design an interior beam.
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• When prestressed concrete deck panels or stay-in-place metal forms are allowed,
design the beam using the basic slab thickness.

4.11.4. Design Criteria

Standard beam designs must meet the following requirements:
• Debond strands in 1,000 mm increments at beam ends if necessary to control stresses
at release. If the strand size is larger than 15 mm diameter, base section increments on
Section 5.9.4.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Debonded strands must conform to Section 5.9.4.3.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) except as noted below:
o Debond no more than 50 % of the total number of strands.
o Debond no more than 50 % of the number of strands in that row.
o Replace Restriction B with, not more than 50 % of the debonded strands, or 10
strands, whichever is greater, shall have the debonding terminated at any
section, where section is defined as an increment (e.g., 1,000 mm, 2,000 mm,
3,000 mm).
o Up to 75 percent of debonded strands may be used for the total number, the
number of strands per row, and number terminated in a section as long as
principal stress at or near the transfer length is designed for per Section
5.9.2.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020),
regardless of the concrete strength.
o Do not design for Restriction E.
o Replace Restriction G with, the maximum debonding length is the lesser of:
▪ one-half the span length minus the maximum development length;
▪ 0.2 times the beam length; or
▪ 4,500 mm.
o For multi-web sections having bottom flanges, replace Restriction J with:
▪ Uniformly distribute debonded strands.
▪ Bond the outer-most strand in each row.

SHC 310 39
 4.12. Cast-in-Place Concrete Slab and Girder Spans (Pan
Forms)
4.12.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.12.2. Structural Analysis

None required.

4.13. Cast-in-Place Concrete Slab Spans

4.13.1. Materials
Use concrete with minimum cylinder characteristic strength of 40 MPa. Maximum cylinder
characteristic strength is 60 MPa. The water/cement ratio (W/CM) shall be specified not to
exceed 0.45.
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Use prestressing strand with a specified tensile strength, fpu of 1,860 MPa.

4.13.2. Geometric Constraints

The maximum skew angle for slab span bridges is 30°. With skewed spans, use shear keys that
are 50 mm deep by 1,800 mm. wide and parallel to traffic. Form shear keys into the top of
substructure caps in the middle of the caps.
Break slab corners 450 mm with skews more than 15°.
Use a top clear cover of 60 mm. Use 30 mm bottom clear cover.
Limit span lengths to approximately 7,500 mm for simple spans and end spans of continuous
units. Limit interior spans of continuous units to approximately 9,000 mm.

4.13.3. Structural Analysis

Distribute the weight of all railing and sidewalks over the entire slab width if the slab is no
wider than 9,700 mm. Otherwise, distribute railing load over 4,800 mm.

40 SHC 310
 4.13.4. Design Criteria
Shear design is not required when spans are designed in accordance with Section 4.6.2.3 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
The longitudinal edge beam cannot have less flexural reinforcement than interior slab regions.
Do not consider the additional flexural capacity of concrete barrier rails, parapets, or sidewalks
in longitudinal edge beam design.
Provide bottom transverse distribution reinforcement. Use Equation 4-1 to determine the
required amount.

𝟏𝟎𝟎
≤ 𝟓𝟎% Equation 4-1
√𝑳

Provide 12 mm reinforcing bars at 300 mm maximum spacing for shrinkage and temperature
reinforcement required to satisfy Section 5.10.6 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020).

4.14. Straight Plate Girders

4.14.1. Materials
Use ASTM A709 Grade 50W steel for unpainted bridges. Use ASTM A709 Grade 345 MPa steel
for painted bridges. Use ASTM A709 Grade HPS 485 MPa W steel for unpainted and painted
bridges if it is economical or otherwise beneficial to do so.
Use 22 mm or 25 mm diameter bolts for bolted connections.

4.14.2. Geometric Constraints

Minimum flange width is:
0.20D
Where:
D = web depth, but not less than 375 mm.
Minimum flange thickness is 18 mm.
Minimum web thickness is 12 mm.
Minimum stiffener thickness used to connect cross frames or diaphragms to girder is 12 mm.
Satisfy the span-to-depth ratios as described in AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020) as a minimum, unless vertical clearance constraints demand a shallower
superstructure.

SHC 310 41
 4.14.3. Structural Analysis
Girder designs must meet the following requirements:
• Distribute the weight of one railing to no more than three girders, applied to the
composite cross section.
• Assume no slab haunch when determining composite section properties.
• Live load distribution factors must conform to Section 4.6.2.2.2 for flexural moment
and Section 4.6.2.2.3 for shear of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020) accordingly, except as follows:
o For exterior girder design with a slab cantilever equal to or less than half the
adjacent girder interior spacing, use the live load distribution factor for the
interior girder. The slab cantilever is the distance from the centerline of the
exterior girder to the edge of the slab.
o For exterior girder design with a slab cantilever length greater than half the
adjacent interior girder spacing, use the lever rule with the multiple presence
factor of 1.0 for single lane to determine the live load distribution. The live load
used to design the exterior girder must never be less than the live load used to
design an interior girder.
• Do not take the live load distribution factor for moment or shear as less than the
number of lanes divided by the number of girders, including the multiple presence
factor per Section 3.6.1.1.2 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• When checking the Fatigue and Fracture Limit State, remove the 1.2 multiple presence
factor from the one-design-lane-loaded empirical live load distribution factors.
• Use only one lane of live load in the structure model when checking the Fatigue and
Fracture Limit State.

4.14.4. Design Criteria

Standard girder designs must meet the following requirements:
• Specify fit condition in plans, when necessary, as recommended in Section 6.7.2 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), and specify steel dead
load fit (SDLF) where possible.
• Diaphragm and cross-frame designs must meet the following requirements:
o The maximum spacing is 9,000 mm if all limit states requirements are met.
o Provide diaphragms/cross-frames at all end bearings. At least two interior
bearings at a bent must have a diaphragm/cross-frame intersecting them.
o Set interior diaphragms/cross-frames parallel to bents or abutments for
skews up to 20°. Set interior diaphragms/cross-frames perpendicular to
girders for skews beyond 20°.
o Check the limiting slenderness ratio of cross-frame members using criteria
provided in Sections 6.8.4 and 6.9.3 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020).
• Lean-on bracing design is permissible. For structures utilizing lean-on bracing systems,
detail the assumed construction sequence in the plans.
Girder designs must meet the following requirements:

42 SHC 310
 • Use composite design and place shear connectors the full girder length.
• Do not use longitudinal stiffeners unless web depth exceeds 3,000 mm.
• Use short-term modular ratio equal to 8 and long-term modular ratio equal to 24.
• Provide longitudinal slab reinforcement in accordance with Section 6.10.1.7 of AASHTO
LRFD Bridge Design Specifications (AASHTO, 2020).
• Assume the composite slab is effective in negative bending regions for Deflection
check, Fatigue and Fracture Limit State, and Service Limit State. When calculating
stresses in structural steel for composite sections in negative bending for the Service II
Limit state, only include the concrete deck in the section properties if tensile stress in
the deck is less than 2fr per Section 6.10.4.2.1 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020).
• At flange splices, extend thicker flanges beyond the theoretical flange splice location
by a length equal to the flange width but not more than 600 mm.
• Include an assumed stay-in-place formwork weight of 0.75 KN/m2 in design.
• Investigate and verify feasibility of a possible erection sequence during design and
verify possible locations of shore towers and cranes. Consider traffic phasing with
underlying roadways when considering locations of shore towers and cranes. Do not
include detailed erection plans in plan set.
• Specify continuous placement of bridge deck where possible, and staged placement
only if required. Do not disallow continuous placement solely based on whether a
continuous pour may be unfeasible for a contractor. If staged placement is specified,
base girder design on the worst-case effect of staged and continuous placement. Base
dead load deflection and camber on an analysis for staged placement if staged
placement is the only placement option. If both staged and continuous placement are
given as options, base dead load deflection and camber on continuous placement as
long as there is no significant difference in final camber and deflection between the
two methods. State in the plans which placement option is assumed for the dead load
deflection and camber. Provide a staged placement diagram indicating the intended
pour sequence in the design if staged placement is specified. In the plans, state that
for continuous placement, the minimum rate of placing and finishing shall not be less
than that specified in Item 422.
• For stud connector designs, minimum longitudinal stud connector spacing is limited to
4d, where d is the stud connector diameter. Do not exceed a stud connector spacing
of 600 mm regardless of girder depth.
• For dapped girder ends, utilize the relevant section of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) to avoid the use of additional stiffeners at dap bend
points per Section 6.10.1.4 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).
• In lieu of permanent bottom flange lateral bracing, increase bottom flange size if
practical. If considering the use of bottom flange lateral bracing, contact the authorities
for approval.
Provide bolted field splices as the primary method of field splicing in the plans. Include the
weight of the splice plates in the steel weight for payment. Bolted field splices must meet the
following requirements:

SHC 310 43
 • Use ASTM F3125 Grade A325 bolts. Use galvanized Grade A325 bolts for painted
structures. Use Grade A490 bolts only if the connection cannot be designed with A325
bolts. Do not specify galvanized Grade A490 bolts for any structure.
• Assume Class A surface conditions. Class B surface conditions may be used only when
slip controls the number of required bolts. Always note the surface condition assumed
for design in the plans.
• Add at least 3 mm, and preferably 6 mm, to minimum edge distances shown in Table
6-18 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
• Do not extend and develop fill plates equal to or thicker than 6 mm Instead, reduce
bolt shear strength with Equation 6-379 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020).

44 SHC 310
5.Substructure Design
5.1. Introduction
This chapter documents policy on Load and Resistance Factor Design (LRFD) of specific bridge
substructure components.

5.2. Foundations
5.2.1. Guidance
The design of spread footings, driven piles, drilled shaft, and micropile foundations shall be in
accordance with Section 10 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
Design foundations to be in compression under Service I Load Combination. Exceptions are
permitted only where additional foundation elements and/or repositioning foundation
elements cannot prevent tension in the foundation elements under Service I Load
Combination. If foundations are in tension in the service or factored limits states, including
structures with significant staged construction foundation variations, provide structural details
that ensure adequate load transfer throughout the substructure.
Design foundations and substructures for changes in foundation conditions due to scour as
noted in Section 3.7.5 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
The beneficial effects of system behavior incorporating bents of varying configurations and
abutment resistance may be used to evaluate the capacity of foundations and substructures.
For monoshaft framing with single column bents, perform analysis to examine the
consequences of deflection under lateral loads.

5.3. Abutments
5.3.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. Higher concrete
strengths may be required in special cases. The water/cement ratio (W/CM) shall be specified
not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

SHC 310 45
 5.3.2. Design Criteria
For pile foundations, use battered pairs of piling for all abutments that are not otherwise
restrained from horizontal movement or otherwise consistent with standard abutment
designs/details. Examples of sufficient restraint are slab spans and pan form spans that are
doweled into the abutment. If analysis determines adequate resistance to lateral loads, vertical
pile abutments in Mechanically Stabilized Earth (MSE) wall backfill are permitted for deeper
girders than the standard abutment designs/details. Avoid battered piling in areas
immediately adjacent to MSE walls because of the difficulty of installing the backfill. If sufficient
room is provided for MSE wall straps and compaction, battered piles may be used.
Drilled shaft loads may be calculated as the total vertical load on the cap divided equally
among the cap shafts. Wing wall shaft or pile load is usually taken as 100 KN per shaft or pile,
unless calculated vertical loads are higher.
Calculate pile loads as the total vertical load on the cap divided equally among the cap pilings.
For abutments with battered piling, add the horizontal force specified above to the vertical
load. The back pile is not allowed to go into tension due to the lateral load, considering dead
load and soil pressure only unless the addition of further foundation elements or other
mitigation efforts fail to eliminate the presence of tension.

5.4. Rectangular Reinforced Concrete Bent Caps

5.4.1. Materials
Use Class concrete with minimum cylinder characteristic strength of 30 MPa. Higher concrete
strengths may be required in special cases. The water/cement ratio (W/CM) shall be specified
not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

5.4.2. Geometric Constraints

Cap depth cannot be less than cap width unless the cap is widened for the purposes of:
• Meeting minimum support length per Section 4.7.4.4 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020).
• Accommodating a cap to column connection when one or both elements are precast,
• Satisfying vertical clearance needs to a lower roadway.

5.4.3. Structural Analysis

In lieu of a more detailed analysis, it is permissible to analyze trestle pile and multiple- column
caps as simply supported beams on knife-edge supports at the center of piling or columns. If

46 SHC 310
the column is wider than 1,200 mm, consider a model that takes the stiffness of the column
into consideration.
Distribute the live load to the beams assuming the slab hinged at each beam except the
outside beam.

5.4.4. Design Criteria

Check limit states using the Strength I and Service I load combinations. Check distribution of
reinforcement as required in Section 5.6.7 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020) using Class 1 and Class 2. Limit tensile stress in steel reinforcement, fss under
Service I load combination to 0.6 fy.
Note:
Class I exposure condition applies when cracks can be tolerated due to reduced concerns of
appearance, corrosion, or both.
Class 2 exposure condition applies to transverse design of segmental concrete box girders for
any loads applied prior lo attaining full design concrete compressive strength or when there
is increased concern of appearance, corrosion, or both.

Refer to Section 5.6.3.3 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) for
minimum reinforcement.
For reinforced concrete straddle bents, check the calculated shear, using the Service I Load
Combination, against the resistance from Equation C5.15-18 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020).
For multi-column bent caps, take design negative moments at the center line of the column.
For hammerhead bents and multi-column bent caps with columns 1,200 mm wide or wider,
take design negative moments at the effective face of the column.
Minimize the number of stirrup spacing changes.
Except for hammerhead bents, shear need not be considered in cantilever regions unless the
distance from center of load to effective face of column exceeds 1.2d. Provide stirrups at 150
mm maximum spacing.
For typical multi-column bent caps supporting multiple beams, strut-and-tie modeling
provisions of Section 5.8.2 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020)
need not be considered. For bent caps supporting girders on High Load Multi Rotational
(HLMR) bearings or girders with large reaction forces that are defined as deep components
according to Section 5.2 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), use
the strut-and-tie design.

5.4.5. Detailing
Use 16 mm stirrups except as noted, with a 100 mm minimum and a 300 mm maximum
spacing. Do not use stirrups larger than 20 mm. Use double stirrups if required spacing is less

SHC 310 47
than 100 mm if torsional resistance is explicitly addressed in the design, ensure the stirrup
detailing is consistent with AASHTO requirements.
For flexural reinforcement, use 36 mm bars. Smaller bars can be used to satisfy development
requirements. Do not mix bar sizes.
Use longitudinal skin reinforcement in accordance with Equation 5.6.7-3 of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020) in caps deeper than 900 mm. Caps 900 mm and
less should have two 16 mm bars, as a minimum, equally spaced in each side face.

5.5. Inverted Tee Reinforced Concrete Bent Caps

5.1.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. Higher concrete
strengths may be required in special cases. In highly congested bent caps due to reinforcement
spacing, limit aggregate size of the concrete mix to a size that meets the minimum required
reinforcement spacing in Section 5.10.3.1 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020) based on the spacing provided. The water/cement ratio (W/CM) shall be
specified not to exceed 0.45.
The protection of concrete from damage due to weather or other environmental conditions
during placing and curing periods shall be in accordance with Section 11.6 of SHC 402
(Construction of Bridges and Tunnels).
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.
Higher reinforcing steel grades may be used provided their use satisfies requirements in
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020)

5.1.2. Geometric Constraints

Minimize the variations in inverted tee cross section dimensions within a project.
Keep the top of stem below the bottom of the slab.

5.1.3. Structural Analysis

In lieu of a more detailed analysis, it is permissible to analyze multiple-column caps as simply
supported beams on knife-edge supports at the center of piling or columns. If the column is
wider than 1,200 mm, use a model that takes the stiffness of the column into consideration.
Distribute the live load to the beams assuming the slab hinged at each beam except the
outside beam.

48 SHC 310
5.1.4. Design Criteria
Check limit states using the Strength I and Service I load combinations. Check distribution of
reinforcement as required in Article 5.6.7 using Class 1 and Class 2. Limit tensile stress in steel
reinforcement, fss under Service I load combination to 0.6 fy.
For reinforced concrete straddle bents, check the calculated shear, using the Service I Load
Combination, against the resistance from Equation C5.15-18 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020).
For multi-column bent caps, take design negative moments at the center line of the column.
For hammerhead bents and multi-column bent caps with columns 1,200 mm wide or wider,
take design negative moments at the effective face of the column.
Minimize the number of stirrup spacing changes.
Limit fy to 420 MPa for ledge and hanger resistance calculations in Sections 5.8.4.2 and 5.8.4.3
of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020). The punching shear resistance
and hanger reinforcement provided at fascia girders must equal or exceed the factored
punching shear demand and hanger reinforcement requirements of the adjacent interior
girder.
The edge distance between the exterior bearing pad and the end of the inverted T-beam stem
shall not be less than 300 mm.

5.1.5. Detailing
Provide extra vertical and horizontal reinforcing across the end surfaces of the stem to resist
cracking. Single 16 mm bars, anchored at each end with hooks, 150 mm (+/-) spacing for
vertical bars, and horizontal bars spaced with horizontal temperature and shrinkage bars are
considered adequate for this purpose for conventional inverted tee cap ends. Do not weld
bars together for development of ledge reinforcing. Use anchorage hooks to develop ledge
reinforcing.
Provide diagonal 22 mm bars at 150 mm spacing for 750 mm at the end of ledge. Place the
reinforcing such that it is developed at the point it intersects the crack at the ledge-stem
interface.
Use stirrups with 150 mm maximum spacing.

5.6. Columns for Multi-Column Bents

5.6.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. Higher concrete
strength may be required in special cases. The water/cement ratio (W/CM) shall be specified
not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).

SHC 310 49
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

5.6.2. Geometric Constraints

The minimum size column and drilled shaft for grade separation structures is 900 mm diameter
unless a larger size is noted elsewhere in this Volume.

5.6.3. Structural Analysis

Analysis and design are not required for round columns supporting multi-column bents when
the following conditions are met:
• Column spacing does not exceed 5.4 m.
• Column height, measured from bottom of the cap to top of drilled shaft or footing,
does not exceed 12 times the column diameter (measured in feet). For drilled shaft
foundations in stream crossings, the bottom of the column is to be taken at the bottom
of the scour envelope.
• Columns are reinforced with the minimum amount of reinforcement, both
longitudinally and laterally.
• Columns meet these size requirements based on superstructure type:
o Slab spans: 600 mm for stream crossings, 900 mm for grade crossings.
o Pan form spans: 600 mm for stream crossings, 900 mm for grade crossings.
o Slab beam and spread slab beam spans: 600 mm for stream crossings, 900 mm
for grade crossings.
o Box beam and spread box beam spans: 900 mm.
o Types Tx28 through Tx54 girder spans: 900 mm.
o Types Tx62 and Tx70 girder spans: 1,050 mm.
o U40 and U54 beam spans: 900 mm.
o For other beam types, compare drilled shaft load to what would be expected
using one of the preceding superstructures, and use a column diameter as
appropriate.
If these conditions are not met, column design and analysis, including second order effects
and stiffness reduction from cracked concrete, is required.

5.6.4. Design Criteria

For columns subjected to bending under unfactored dead load, satisfy the minimum
reinforcement requirements of Section 5.6.7 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020) using half the exposure factor consistent with the site and other bridge
elements.
Evaluate concrete tensile stress at Service I and Service IV for prestressed elements.
Note:
Service I: Normal operational use of the bridge with a 55 mph wind and nominal loads.
Also control cracking of reinforced concrete structures.

50 SHC 310
Service II: Control yielding of steel structures and slip of connections.
Service III: Control cracking of prestressed concrete superstructures.
Service IV: Control cracking of prestressed concrete substructures.

5.7. Columns for Single Column Bents or Piers

5.7.1. Materials
Use concrete with minimum cylinder characteristic strength of 30 MPa. Higher concrete
strengths may be used if needed in special cases. The water/cement ratio (W/CM) shall be
specified not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).
Use reinforcing steel with minimum yield strength of 420 MPa meeting the requirements of
ASTM A1064.

5.7.2. Geometric Constraints

Consider using hollow pier sections where appropriate. Hollow piers subject to the vehicular
collision load must be protected from the collision consistent with the protection requirements
elsewhere in this Volume.

5.7.3. Structural Analysis

Account for second-order effects, with the structural model accounting for reduced stiffness
from a cracked section. Deflections from an analysis need to be consistent with boundary
conditions of the actual structure.

5.7.4. Design Criteria

For columns subjected to bending under unfactored dead load, satisfy the minimum
reinforcement requirements of Section 5.6.7 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020), using half the exposure factor consistent with the site and other bridge
elements.
Evaluate concrete tensile stress at Service I and Service IV for prestressed elements.

SHC 310 51
 5.8. Post-Tensioned Concrete Bent Caps
5.8.1. Materials
Use concrete with a minimum fc’=30 MPa and reinforcing steel with minimum yield strength
of at least 400 MPa. Higher concrete strengths and steel grades may be used if needed in
special cases. The water/cement ratio (W/CM) shall be specified not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).
Use 15 mm low-relaxation prestressing strand with a specified tensile strength, fpu, of 1,860
MPa or high-strength steel bars meeting ASTM A722. All tendons and bars must be bonded.

5.8.2. Geometric Constraints

Criteria in this section are not intended for C-shaped bents or through-girder bents. Cap depth
cannot be less than cap width unless the cap is widened for the purposes of meeting minimum
support length per Section 4.7.4.4 of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).

5.8.3. Structural Analysis

Column-to-cap connection details must reflect assumptions of fixity made for post-tensioned
cap design. Column stiffness and secondary force effects due to post-tensioning must be
considered.
Distribute the live load to the beams assuming the slab hinged at each beam except the
outside beam.

5.8.4. Design Criteria

Tendon stress before anchor set is limited to the lesser of 0.77 fpu and the stress limits in
Section 5.9.2.2 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020) for low-
relaxation strands.
Use a minimum of 4 tendons in a cap.
Check limit states using the Strength I load combination and the Service I load combination
for both tension and compression stress.
For multi-column bent caps, take design negative moments at the center line of the column.
For hammerhead bents and multi-column bent caps with columns 1,200 mm or wider, take
design negative moments at the effective face of the column.

5.8.5. Detailing
Use 16 mm stirrups, except as noted, with a 100 mm minimum and a 300 mm maximum
spacing. Do not use stirrups larger than 20 mm. Use double stirrups if required spacing is less

52 SHC 310
than 100 mm. If torsional resistance is explicitly addressed in the design, ensure the stirrup
detailing is consistent with the relevant requirements in KSA.
Provide a minimum 1,500 mm tangent length of tendon from the anchorage head before
introducing any curvature. Determine minimum radius of curvature of duct based on published
values from suppliers for individual duct sizes.
Provide elevation and plan views showing the profile of centerline of ducts.
Show location of critical section(s) (i.e., the location of maximum flexural demand). Provide the
magnitude of the initial stress in each tendon after anchor set at the critical section(s). Provide
the assumed, post-tensioning stress, long-term loss of each tendon at the critical section(s).
Provide the stressing and erection sequence on the plans, including form removal and girder
placement. Define when the bottom cap forms can be removed, based on the construction
sequence designed.
Include the following information on the cap detail sheets:
• Assumed coefficient of friction and wobble coefficient for duct.
• Assumed anchor set.
• Assumed and maximum allowed eccentricity between duct and tendon.
• Assumed long-term losses.
• Stressing and dead ends of tendon Jacking force = 0.XX x fpu x Aps = yy kN; replace
“XX”, “fpu”, “Aps”, and “yy” with the values used in design.
• Include stressing sequence, including constraints on partial stressing.
Provide alternate reinforcing steel details where a known conflict between duct and typical
reinforcing steel will occur. Include notes indicating all other adjustments to reinforcing steel
must be made as directed by the Engineer of Record.

SHC 310 53
6.Other Designs
6.1. Widenings
6.1.1. General
As appropriate, apply new bridge design requirements to various elements for bridge
widenings. Perform a load rating analysis and complete a condition survey before plans a
restarted.
Review the Bridge Inspection follow-up action recommendations and the condition surveys
and include all necessary recommendations unless approved by the Competent Authority.
Design widened portions for HL93 loading using this Volume is in combination with AASHTO
LRFD Bridge Design Specifications (AASHTO, 2020).
Show load rating of the existing structure to remain as well as design loads for the widening
on the bridge plan, for example, HS20 (Existing) and HL93 (Widening).

6.2. Steel-Reinforced Elastomeric Bearings for Pretensioned

Concrete Beams
6.2.1. Materials
Use 50-durometer neoprene for steel-reinforced elastomeric bearings.
Use a shear modulus range of 0.65 to 1.2 MPa for design, using the least favorable value for
the design check.
Make steel shims 2.5 mm thick.
Do not use adhesives between bearings and other components.

6.2.2. Geometric Constraints

Tapered bearings may be used if the taper does not exceed 0.050 m/m.
Use 6 mm exterior pad layers. If using 6 mm interior pad layers, disregard the requirements in
Section 14.7.6.1 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020), specifying
exterior layers no thicker than 70 % of internal layers.

6.2.3. Structural Analysis

Internal force effects in a component due to a temperature gradient shall be considered in
accordance with Section 3.12 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).
Do not include shrinkage, creep, and elastic shortening when determining maximum
movement, which will be accommodated through infrequent slip.
Use appropriate shear live load distribution, modified for skew.
Use the critical DL condition (the lightest predicted DL) when checking against slip.

54 SHC 310
Use Load Combination Service I for all gravity loads.
Ignore limit on Si2/n in Section 14.7.6.1 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020).

6.2.4. Design Criteria

Follow Design Method A in Article 14.7.6, with the following exceptions:
• Dead Load (DL) compressive stress limit is the lesser of 8.3 MPa and 1.2 GS.
• Total compressive stress limit is the lesser of 10.3 MPa and 1.5 GS. This limit can be
exceeded up to 15 % at the engineer’s discretion.
• For rotation check, disregard the relevant Section 14.7.6.3.5 of AASHTO LRFD Bridge
Design Specifications (AASHTO, 2020). Rotation is acceptable if the total compressive
deflection equals or exceeds:

𝜽(𝟎.𝟖𝑳)
Equation 6-1
𝟐

where:
L is the pad length defined in AASHTO LRFD Bridge Design Specifications (AASHTO,
2020), and
θ is the total rotation.
Estimate compressive deflection using the relevant figure as contained in AASHTO
LRFD Bridge Design Specifications (AASHTO, 2020).
• Calculate total rotation for dead and live load plus 0.005 radians for construction
uncertainties as required by Section 14.4.2.1 of AASHTO LRFD Bridge Design
4∆
Specifications (AASHTO, 2020). Take maximum live load rotation as𝑆𝑝𝑎𝑛 𝑙𝑒𝑛𝑔𝑡ℎ , where
Δ is midspan LL deflection.
• Check bearing pad slip as follows:

(𝟎.𝟐−𝑮𝒓).𝑫𝑳.𝒉𝒓𝒕
∆𝒔(𝒂𝒍𝒍𝒐𝒘) ≤ Equation 6-2
𝑮.𝑨

where:
𝐺𝑟 = beam grade in m/m
𝐷𝐿 = lightest unfactored predicted dead load (MPa)
ℎ𝑟𝑡 = total elastomer thickness (mm)
𝐺 = shear modulus of elastomer at -17 °C, typical 1.2 MPa
v = plan area of elastomer (mm2)
∆𝑠(𝑎𝑙𝑙𝑜𝑤) = maximum total allowable shear deformation (mm).

SHC 310 55
 • Use ℎ𝑟𝑡 , instead of total pad height when checking stability as required in Section
14.7.6.3.6 of AASHTO LRFD Bridge Design Specifications (AASHTO, 2020).

6.3. Strut-and-Tie Method

6.3.1. Structural Analysis
Do not use strut-and-tie for girders and bent caps that fall within the standard practice
reflected in AASHTO LRFD Bridge Design Specifications (AASHTO, 2020)
Use Strut and Tie Modeling or other refined analysis methods when designing footings,
dapped beam ends, post-tensioning anchorage zones, deviation diaphragms, bents that use
high load bearings, and other special designs.

6.3.2. Design Criteria

For members designed with strut-and-tie, check the calculated shear, using the Service I Load
Combination, against the resistance from the relevant equation as included in AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020).
For members designed with strut-and-tie, check two-way shear at concentrated loads and
reactions per the relevant section of AASHTO LRFD Bridge Design Specifications (AASHTO,
2020).

6.4. Concrete Culverts

This section applies to cast-in-place and precast concrete box culverts, inlets, junction boxes,
and manholes.

6.4.1. Materials
For cast-in-place concrete culverts, use concrete (fc ́= 30 MPa).
For precast concrete culverts, use concrete (fc ́= 40 MPa). The water/cement ratio (W/CM) shall
be specified not to exceed 0.45.
Protection of concrete from damage due to weather or other environmental conditions during
placing and curing periods shall be in accordance with the relevant section of SHC 402
(Construction of Bridges and Tunnels).
Use Grade 420 MPa reinforcing steel or deformed welded wire reinforcement (WWR) meeting
the requirements of ASTM A1064.

6.4.2. Geometric Constraints

The maximum skew angle for box culverts is 45°.
Provide 37 mm of clear cover for reinforcement in cast-in-place concrete culverts.
Provide 25 mm of clear cover for reinforcement in precast concrete culverts.

56 SHC 310
Provide 50 mm of clear cover above the top layer of reinforcement in the top slab of "direct
traffic" concrete culverts.

6.4.3. Structural Analysis

• Analyze each box culvert as a simply supported two-dimensional frame pinned at one
support only and free to move horizontally at all other supports. Do not apply the edge
beam requirement in Section 12.11.2.1 of AASHTO LRFD Bridge Design Specifications
(AASHTO, 2020)
• For culverts with less than two feet of fill (i.e., "direct traffic"), distribute the weight of
curbs and railing over the entire top slab width if the slab is no wider than 9.6 m
Otherwise, distribute the curb and railing loads over 4.8 m.

6.4.4. Design Criteria

• Do not apply the provisions for design tandem as described in Section 3.6.1.3.1 of
AASHTO LRFD Bridge Design Specifications (AASHTO, 2020)
• Do not apply the variable axle spacing described in Section 3.6.1.2.2 of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020). Set the spacing between the two 220,000
N axles equal to 4.2 m.
• Unless site-specific information is available, assume cohesionless soil with unit weight
equal to 19 kN/m3 and friction angle equal to 30 °. Use Rankine's active earth pressure
coefficient to compute lateral earth pressure. Precast box culverts may be designed for
the earth loads defined in ASTM C1577.
• Do not apply the water loads indicated in Table 3-1 of AASHTO LRFD Bridge Design
Specifications (AASHTO, 2020) for structural analyses of concrete culverts, unless
warranted by site conditions.
• Limit the equivalent height of soil, heq, from Table 3.11.6.4.1 of AASHTO LRFD Bridge
Design Specifications (AASHTO, 2020) to a maximum value of 1.2 m of AASHTO LRFD
Bridge Design Specifications (AASHTO, 2020).

6.4.5. Detailing
Place reinforcement for skewed ends.

SHC 310 57
7.Structural Design of Tunnels
7.1. Purpose and Scope
The provisions specified in this chapter are based on the AASHTO LRFD Road Tunnel Design
and Construction Guide Specifications, 1st edition, 2017 (AASHTO, 2017) which are intended
for the design of tunnels constructed using cut-and-cover, bored, mined, and immersed tunnel
construction methodologies. Sections or Articles specified in this chapter shall refer to the
aforementioned reference, unless otherwise indicated.
The tunnel structure and other structures provided undertake a variety of roles, namely to: a)
facilitate the transport function throughout the design life, b) provide a defined level of
support to the area surrounding the tunnel, c) provide sufficient structural strength and
robustness to ensure fire resistance and fire separation in the event of a fire, and d) facilitate
maintenance activities throughout the life of the structure.
Tunnel design differs significantly from other structures because of the importance of
establishing an accurate geological and geotechnical understanding of the area to be
tunneled, including the area excavated and the region around it that is likely to be affected.

7.2. Design Philosophy

Tunnels shall be designed for specified limit states in accordance with Section 1.3 of AASHTO
LRFD Road Tunnel Design and Construction Guide Specifications (AASHTO, 2017) to achieve
the objectives of constructability, safety, and serviceability, with due regard to issues of
inspectability, maintenance and economy.

7.3. Design Considerations

The design of the structural elements should consider the following issues:
• The minimum hydraulic head adopted (needs to be evaluated as part of the tunnel
design whether the tunnel is fully tanked or not.
• Symmetric and asymmetric loads.
• Analysis of arching (particularly where the cover is less than the width of the tunnel).
• Concrete shrinkage, creep and temperature effects.
• The long-term concrete modulus (particularly in deflection assessments).
• Leakage of water into the tunnel (no water should leak or drip on the tunnel road
surface e.g., the top of the tunnel lining may require a drainage layer and waterproof
membrane depending on the specific conditions of the tunnel concerned).
The information obtained from the site investigation and the anticipated excavation methods
should be considered in preparing a tunnel design. The design should include:
• Details on the tunnel dimensions and allowable excavation tolerances.
• The initial and/or temporary support and lining requirements for each location within
the tunnel.
• The permanent support and lining requirements for each location within the tunnel.

58 SHC 310
 • Any other requirements for the finished tunnel.
It is necessary to consider the protection of the asset, the amount of damage that is sustainable
and the degree of disruption to service that can be sustained by damage to the structural
system during fire.
Structurally, in the event of a fire, tunnels should provide:
• The ability to retain the structural integrity of the tunnel, albeit with some damage, in
the event of a major fire.
• A limit to structural damage in the direct area of the fire to limit the impact on assets,
including adjacent infrastructure and surrounding road networks.
• Retention of the structural stability as the area cools to ensure safety of personnel
entering the site after the fire.
• An area near to the fire, but which may still be affected by hot smoke and radiant heat,
which provides a level of safety and access for emergency service personnel during an
incident.
• An area away from the fire, but which may still be affected by hot smoke where
emergency equipment continues to operate and where objects do not fall thereby
making conditions safe for people trying to escape or for emergency service response
efforts accessing the incident.
• Fire-rated separation between the fire zone and the nearby areas of relative safety,
such as a cross passage or the adjacent tunnel.

7.4. Types of Road Tunnel Structures

The tunnel structure types herein are defined by the methodology used to construct the
tunnel. A tunnel type study shall be conducted as part of the planning phase of the tunnel to
determine the most appropriate construction methodology to be used.

7.4.1. Cut-and-Cover Tunnels

Cut-and-cover tunnels are defined as those constructed by excavating a trench, constructing
a concrete structure to create the tunnel opening in the trench, and covering it with soil. The
concrete tunnel structure may be cast-in-place or constructed from precast elements. Detailed
design requirements for this type of tunnel are provided in Section 7.10.

7.4.2. Mined Tunnels

Mined tunnels are defined as those constructed utilizing mechanical excavating equipment or
blasting without disturbing the ground surface. The choice of mechanical excavating
equipment or blasting is dependent on the ground conditions being excavated. The shape of
the excavation is customized to the ground conditions and geometric functional requirements
of the tunnel. The excavated ground typically requires initial support prior to the construction
of a permanent lining. Mined tunnels in competent rock may also be unlined. Detailed design
requirements for this type of tunnel are provided in Section 7.11.

SHC 310 59
 7.4.3. Bored Tunnels
Bored tunnels are defined as those constructed through the use of specialized equipment
known as Tunnel Boring Machines (TBMs) without disturbing the ground surface. The
excavation process may be performed in free air or may require a pressurized face depending
on ground and groundwater conditions. A bored tunnel may be unlined or lined. Detailed
design requirements for this type of tunnel are provided in Section 7.11.

7.4.4. Immersed Tunnels

Immersed tunnels are defined as those constructed by immersing a prefabricated element into
a prepared trench excavated from the bottom of a waterway. Immersed tunnels are a
specialized type of cut-and-cover tunnel. Pre-fabricated tunnel elements are constructed of
precast- concrete or a combination of structural steel and concrete, sealed with bulkheads at
each end, and floated from the fabrication yard to the construction site. The elements are
located over the excavated trench and lowered into place by adding ballast. Once in place, the
elements are connected to adjoining sections and backfilled. Detailed design requirements for
this type of tunnel are provided in Section 7.12.

7.5. Planning and Route Considerations

The selection of the type of tunnel shall be based on the geometrical configurations, ground
conditions, type of crossing, and environmental requirements.

7.6. Clearance and Geometric Requirements

The Minimum roadway clearance and geometric requirements shall be taken from Chapter 2.

7.7. Loads and Load Combinations

Chapter 3 specifies the minimum requirements for loads and forces, the limits of their
application, load factors, and load combinations used for the design of the following types of
new highway tunnels:
• Cut-and-cover tunnel structures in soil and rock.
• Mined tunnel structures in soil and rock.
• Bored tunnel structures in soil and rock constructed using Tunnel Boring Machines
(TBM).
• Immersed tunnel structures in soil and rock.
The loads contained in Section 7.3 are applicable to the below grade portions of the tunnel
facility only. Loadings for retained cuts, elevated structures, ancillary buildings, and other
related and support structures shall be taken from design specifications applicable to the
structure.

60 SHC 310
 7.7.1. Loads Due to Development and Surcharge Above and/or Beside a
Tunnel
7.7.1.1. Development load
The maximum future development load permitted on top of the tunnel shall be determined
from a consideration of known development approvals, future urban planning, and
foreseeable expectations.
The load adopted shall be the larger of:
• any loads from already permitted developments above and/or beside the tunnel, for
which construction approval has been granted,
• any foreseeable loads from future developments above and/or beside the tunnel,
which would be permitted under planning regulations in place, or
• loading due to permitted development consisting of 50 KN/m2 acting on the surface
level in the case of a driven tunnel or a cut and cover tunnel.

7.7.1.2. Surcharge load

A tunnel shall be designed for a uniformly distributed surcharge load of 20 KN/m2, to allow
for any future build-up of the natural and/or finished surface level by embankment fill, to a
maximum 1 m equivalent surcharge.
The permitted maximum excavation on top or either side of the tunnel shall be 1 m, unless:
• planning approval has already been granted for a development with a greater depth,
or
• a development already exists with a greater depth.

7.7.1.3. Load combinations

Designers shall allow for a future development load plus the surcharge load.

7.7.1.4. Tunnel integrity

Where additional stress or load can be applied or tolerated, the tunnel designer shall provide
a performance specification on what allowable movement is acceptable while still maintaining
the integrity of the tunnel.

7.7.1.5. Tunnel structure retaining wall design loads

In addition to the loads imposed by the retained material, retaining walls associated with
tunnels shall be designed to resist both:
• a fill maximum surcharge of 20 KN/m2 (1.0 m depth), and
• a live load of 25 KN/m2 behind retaining walls, to be applied as a uniform surcharge
load.

SHC 310 61
 7.8. Structural Materials and Design Considerations
7.8.1. Material Properties
The material requirements and the structural design of tunnel components made of concrete
and steel shall be in accordance with the relevant chapters of SHC 402, Construction of Bridges
and Tunnels (i.e., Chapter 11, 12, 15 and 23).

7.8.2. Design Requirements

The structural design of tunnel components shall conform to the requirements of Section 4.4
of AASHTO LRFD Road Tunnel Design and Construction Guide Specifications (AASHTO, 2017).

7.8.3. Concrete Structures

Concrete structures shall be designed in accordance with Section 4.5 of AASHTO LRFD Road
Tunnel Design and Construction Guide Specifications (AASHTO, 2017).

7.8.4. Steel Structures

Steel structures shall be designed in accordance with Section 4.6 of AASHTO LRFD Road Tunnel
Design and Construction Guide Specifications (AASHTO, 2017).

7.9. Geotechnical Considerations

7.1.1. Geotechnical Investigation
A geotechnical investigation program for a tunnel project shall use appropriate means and
methods to obtain necessary characteristics and properties as the basis for planning, design,
and construction of the tunnel and the related underground facilities; to identify the potential
construction risks; and to establish a realistic cost estimate and schedule. The geotechnical
investigation shall be performed in accordance with the criteria specified in Chapter 5 of SHC
203 (Preliminary Studies); Section 5.4 of AASHTO LRFD Road Tunnel Design and Construction
Guide Specifications (AASHTO, 2017) shall be utilized for additional information wherever
deemed necessary.

7.1.2. Selection of Soil and Rock Parameters for Design

The soil and rock design parameters shall be determined in accordance with Section 5.5. of
SHC 203 (Preliminary Studies); Section 5.5 of AASHTO LRFD Road Tunnel Design and
Construction Guide Specifications (AASHTO, 2017) shall be utilized for additional information
wherever deemed necessary.

62 SHC 310
7.1.3. Geotechnical Reports
The geotechnical report shall present the factual subsurface data for the project without
including an interpretation of these data and shall contain include information specified in
Chapter 5 of SHC 203 (Preliminary Studies); Section 5.8 of AASHTO LRFD Road Tunnel Design
and Construction Guide Specifications (AASHTO, 2017) shall be utilized for additional
information wherever deemed necessary.

7.10. Cut-and-Cover Tunnel Structures

The provisions of AASHTO LRFD Road Tunnel Design and Construction Guide Specifications
(AASHTO, 2017) shall be applied for the planning, design, evaluation, and rehabilitation of cut-
and-cover highway tunnels, and the permanent support of excavation (SOE) systems.

7.11. Mined and Bored Tunnel Structures

The provisions of AASHTO LRFD Road Tunnel Design and Construction Guide Specifications
(AASHTO, 2017) shall be applied for the planning design, evaluation, and rehabilitation of the
permanent lining for tunnels constructed by tunnel boring machine (TBM) or mining.

7.12. Immersed Tunnel Structures

The provisions of AASHTO LRFD Road Tunnel Design and Construction Guide Specifications
(AASHTO, 2017) shall be applied for the determination of loads, analysis, design, detailing, and
inspectability of immersed tunnels constructed of elements of steel, concrete, or a
combination thereof.

SHC 310 63
8.Design Notes and Calculations
8.1. Procedure for Archiving Design Notes
8.1.1. General
To comply with the authority requirements for maintaining records, the relevant authority
should implement a procedure for archiving bridge design notes in bridge inspection database
management system. For all designs, perform the procedures contained in this section when
a design is complete.

8.1.2. Scan Notes

Scan the notes (or convert electronic files) and gather them into a single PDF file. Create
separate PDF files for each bridge. In the case of a single design done for twin structures, each
unique bridge file shall contain a copy of the design notes titled as described below in the
Naming Convention section.
A copy of computer software input files is not required. Copies of computer software output
should be included with the following:
• Input echo.
• Key pages of output, annotated by hand, if necessary, such that the design's outcome,
including controlling load case and limit state, can be understood by review of the
output annotation.
• Key pages of output, annotated by hand if necessary, demonstrating that other load
cases and limit states do not control the outcome of the design.
Include the following design elements in the PDF file, as applicable:
• Calculations, design assumptions, and other documentation establishing that the
bridge’s superstructure design satisfies controlling load cases and limit states, for the
following elements:
o Girders or beams.
o Stringers.
o Floor beams.
o Trusses, including secondary elements such as bracing and gusset plates.
o Arches and hangers, including secondary elements such as bracing and gusset
plates.
o Cable stays.
o Other elements are not specifically excluded.
• Calculations, design assumptions, and other documentation establishing that the
bridge’s substructure design satisfies controlling load cases and limit states, for the
following elements:
o Cap beams.
o Columns, Towers, and Pylons.
o Other elements not specifically excluded.
• Calculations, design assumptions, and other documentation establishing that the
bridge’s foundation design satisfies design requirements, for the following elements:

64 SHC 310
 o Piling.
o Drilled shafts.
o Spread footings.
o Other elements are not specifically excluded.
o Calculations, design assumptions, and other documentation establishing the
bridge’s load rating.
• Completed bridge authority Quality Control Cover Sheet from the Quality Control and
Quality Assurance Guide. Designers are allowed to use their own cover sheet if it is
similar to the authority Quality Control Cover Sheet.
• Bridge layout at the time of the original design.
• Communication directly related to the included elements.

8.1.3. Naming Convention

Each bridge authority should follow a naming system. The system should recognize the
following information:
• Bridge owner.
• Bridge location.
• Bridge number.
• Year of construction.

8.2. Quality Control and Quality Assurance (QC / QA)

8.2.1. General
The authorities requires that a Quality Assurance program, which includes Quality Control
procedures be in place and followed.
The QC/QA process applies to all types of Bridge Design projects and consultant bridge design
projects done for the authority.
The QC/QA process applies to all calculations and details checks.
The QC/QA process applies to the development of design guidelines, design examples,
spreadsheets, manuals, and specifications.
Include QC forms in every design note package. Fill the form in completely. Fill out title blocks
on plan sheets completely and show the Designer and Checker initials.

8.2.2. Consultant Prepared Drawings

For consultant-prepared plans, the consultants are required to submit their Quality Control
Plan in writing prior to starting work or as otherwise directed in the contract. The authority
reserves the right to review the consultants’ quality control process.

SHC 310 65
 8.2.3. Independent Analysis
Independent analysis/analyses may be required for complex or exotic structures or structural
elements and must meet the following requirements.
• Completed by a licensed engineer of record in the Kingdom of Saudi Arabia.
• Meet the requirements of this document.
• Be conducted without the aid of the original design calculations.
• Use structural engineering design/analysis software different from that was used for
the original design, when available.
• Determine that the original plans as designed by the Engineer of Record are
incompliance with established design criteria.
• Generate a separate set of design calculations that are documented in a report. The
report shall document any changes or recommendations regarding the original plans.
The independent analysis report will then be compared to the original design by the Engineer
of Record. This comparison must be documented, and any issues resolved.

66 SHC 310
References
AASHTO (2007) LRFD Bridge Design Specifications, 4th edition. American Association of State
Highway and Transportation Officials, USA.
AASHTO (2014) LRFD Guide Specifications for the Design of Pedestrian Bridges with 2015 Interim
Revisions (2nd Edition). American Association of State Highway and Transportation Officials,
USA.
AASHTO (2017) LRFD Bridge Construction Specifications, 4th edition. American Association of
State Highway and Transportation Officials, USA.
AASHTO (2017) LRFD Road Tunnel Design and Construction Guide Specifications, 1st edition.
American Association of State Highway and Transportation Officials, USA.
AASHTO (2018). AASHTO LRFD Bridge Design Guide Specifications for GFRP-Reinforced
Concrete, 2nd edition. American Association of State Highway and Transportation Officials,
USA.
AASHTO (2020) LRFD Bridge Design Specifications, 9th edition. American Association of State
Highway and Transportation Officials, USA.
ACI (2001) Control of Cracking in Concrete Structures. ACI 224R-01. American Concrete
Institute, USA.
Barnard T., Hovell C.G., Sutton J.P., Mouras J.M., Neuman B.J., Samaras B.A., Kim J., Williamson
E.B., Frank K.H. (2010) Modeling the Response of Fracture Critical Steel Box-Girder Bridges,
Research Report 5498-1. Center for Transportation Research, The University of Texas at Austin,
USA.
MoC (1992) Highway Design Manual, Volume 3 - Structural Design Specifications. Ministry of
Communications, KSA.
MoMRAH (2013) Tunnels, Culverts and Pedestrian Bridges Specifications in Urban Areas Design
Specifications (MA 100-D-V1/2). Ministry of Municipalities, Rural Affairs and Housing, KSA.
MoMRAH (2013) Tunnels, Culverts and Pedestrian Bridges Specifications in Urban Areas Design
Specifications (MA 100-D-V2/2). Ministry of Municipalities, Rural Affairs and Housing, KSA.
SBCNC (2018a) SBC 301 - Loading and Forces. Saudi Building Code National Committee, KSA.
SBCNC (2018b) SBC 302 - Soil and Foundations. Saudi Building Code National Committee, KSA.
SBCNC (2018c) SBC 304 - Concrete Structures. Saudi Building Code National Committee, KSA.
SBCNC (2018d) SBC 306 - Steel Structures. Saudi Building Code National Committee, KSA.
TxDOT (2023) Bridge Design Manual - LRFD. Texas Department of Transportation, USA.

SHC 310 67
A. Appendix A - Glossary of Terms
Accepted Method of Analysis - A method of analysis that requires no further verification and
that has become a regular part of structural engineering practice.
Active Earth Pressure - Lateral pressure resulting from the retention of the earth by a
structure or component that is tending to move away from the soil mass.
Apparent Earth Pressure - Lateral pressure distribution for anchored wall s constructed from
the top down.
Aspect Ratio - Ratio of the length to the width of a rectangle.
Axle Unit - Single axle or tandem axle.
Boundary Conditions - Structural restraint characteristics regarding the support for and/or
the continuity between structural models.
Bridge - A structure including supports erected over a depression or an obstruction such as
water, highway, or railway; having a track or passageway for carrying traffic or other moving
loads; and having an opening measured along the center of the roadway of more than 6 m
between undercopings of abutments or spring lines of arches, or extreme ends of openings
for multiple boxes. It may also include multiple pipes, where the clear distance between
openings is less than half of the smaller contiguous opening.
Centrifugal Force - A lateral force resulting from a change in the direction of a vehicle’s
movement.
Classical Deformation Method - A method of analysis in which the structure is subdivided
into components whose stiffness can be independently calculated. Equilibrium and
compatibility among the components are restored by determining the deformations at the
interfaces.
Classical Force Method - A method of analysis in which the structure is subdivided into
statically determinate components. Compatibility among the components is restored by
determining the interface forces.
Clearance - An unobstructed horizontal or vertical space.
Closed-Box Section - A cross-section composed of two vertical or inclined webs which has at
least one completely enclosed cell. A closed-section member is effective in resisting applied
torsion by developing shear flow in the webs and flanges.
Collapse - A major change in the geometry of the bridge rendering it unfit for use.
Compatibility - The geometrical equality of movement at the interface of joined components.
Component - 1. Components are the named "pieces" of design and/or actual entities [sub-
systems, hardware units, software units] of the system/sub-system. In system/sub-system
architectures, components consist of sub-systems [or other variations], hardware units,
software units, and manual operations. 2. Either a discrete element of the bridge or a
combination of elements requiring individual design consideration; A structural unit requiring
separate design consideration; synonymous with member.

68 SHC 310
Damper - A device that transfers and reduces forces between superstructure elements,
superstructure and substructure elements, or both, while permitting thermal movements. The
device provides damping by dissipating energy under seismic, braking, or other dynamic loads.
Deck - 1. A component, with or without wearing surface, directly supporting wheel loads. 2.
The surface layer of concrete and reinforcing steel on a bridge.
Deck System - A superstructure in which the deck is integral with its supporting components
or in which the effects or deformation of supporting components on the behavior of the deck
is significant.
Deformation - A change in structural geometry due to force effects, including axial
displacement, shear displacement, and/or rotations.
Degree-of-Freedom - One of a number of translations or rotations required to define the
movement of a node. The displaced shape of components and/or the entire structure may be
defined by a number of degrees-of-freedom.
Design - Those characteristics of a system or components that are selected by the developer
in response to the requirements.
Design Discharge - Maximum flow of water a bridge is expected to accommodate without
exceeding the adopted design constraints.
Design Lane - A notional traffic lane positioned transversely on the roadway.
Design Life - Period of time on which the statistical derivation of transient loads is based 75
years for these Specifications.
Design Thermal Movement Range - The structure movement range resulting from the
difference between the maximum design temperature and minimum design temperature.
Design Water Depth - Depth of water at mean high water.
Ductility - Property of a component or connection that allows inelastic response.
Dynamic Load Allowance - An increase in the applied static force effects to account for the
dynamic interaction between the bridge and moving vehicles.
Elements - 1. Part of factors. For example, protected species are part of biodiversity. 2. A part
of a component or member consisting of one material.
Engineer - The officially authorized person by the Ministry, and works directly or through
officially authorized representatives, who are responsible for supervising the construction of
the works included in the contract and its supplements. The word (Engineer) means, wherever
indicated, the approved representative of the Ministry at the site.
Equilibrium - A state where the sum of forces and moments of any point in space is 0.0.
Equivalent Beam - A single straight or curved beam resisting both flexural and torsional
effects.
Equivalent Fluid - A notional substance whose density is such that it would exert the same
pressure as the soil it is seen to replace for computational purposes.

SHC 310 69
Equivalent Strip - An artificial linear element, isolated from a deck for the purpose of analysis,
in which extreme force effects calculated for a line of wheel loads, transverse or longitudinal,
will approximate those actually taking place in the deck.
Evaluation - Determination of load-carrying capacity of an existing bridge.
Extreme - A maximum or a minimum.
Extreme Event Limit States - Limit states relating to events such as earthquakes, vehicle and
vessel collision, with return periods in excess of the design life of the bridge.
Factored Load - The nominal loads multiplied by the appropriate load factors specified for
the load combination under consideration.
Factored Resistance - The nominal resistance multiplied by a resistance factor.
Finite Difference Method - A method of analysis in which the governing differential equation
is satisfied at discrete points on the structure.
Finite Element Method - A method of analysis in which a structure is discretized into elements
connected at nodes, the shape of the element displacement field is assumed, partial or
complete compatibility is maintained among the element interfaces, and nodal displacements
are determined by using energy variational principles or equilibrium methods.
Finite Strip Method - A method of analysis in which the structure is discretized into parallel
strips. The shape of the strip displacement field is assumed, and partial compatibility is
maintained among the element interfaces. Model displacement parameters are determined by
using energy variational principles or equilibrium methods.
First-Order Analysis - Analysis in which equilibrium conditions are formulated on the
undeformed structure; that is, the effect of deflections is not considered in writing equations
of equilibrium.
Fixed Bridge - A bridge with a fixed vehicular or navigational clearance.
Force Effect - A deformation, stress, or stress resultant (i.e., axial force, shear force, torsional,
or flexural moment) caused by applied loads, imposed deformations, or volumetric changes.
Foundation - A supporting element that derives its resistance by transferring its load to the
soil or rock supporting the bridge.
Frame Action - Transverse continuity between the deck and the webs of cellular cross-section
or between the deck and primary components in large bridges.
Hydraulics - The science concerned with the behavior and flow of liquids, especially in pipes
and channels.
Hydrology - The science concerned with the occurrence, distribution, and circulation of water
on the earth, including precipitation, runoff, and groundwater.
Inelastic - Any structural behavior in which the ratio of stress and strain is not constant, and
part of the deformation remains after load removal.
Lane - The area of deck receiving one vehicle or one uniform load line.
Lane Live Load - The combination of tandem axle and uniformly distributed loads or the
combination of the design truck and design uniformly distributed load.

70 SHC 310
Large Deflection Theory - Any method of analysis in which the effects of deformation upon
force effects are taken into account.
Leeward - The lee side; the point or quarter toward which the wind blows.
Lever Rule - The statical summation of moments about one point to calculate the reaction at
a second point.
Limit State - A condition beyond which the bridge or component ceases to satisfy the
provisions for which it was designed.
Linear Response - Structural behavior in which deflections are directly proportional to loads.
Liquefaction - The loss of shear strength in a saturated soil due to excess hydrostatic pressure.
In saturated, cohesionless soils, such a strength loss can result from loads that are applied
instantaneously or cyclically, particularly in loose fine to medium sands that are uniformly
graded.
Load - 1. The number of passengers in a transit vehicle. 2. The effect of acceleration, including
that due to gravity, imposed deformation, or volumetric change.
Load and Resistance Factor Design (LRFD) - A reliability-based design methodology in
which force effects caused by factored loads are not permitted to exceed the factored
resistance of the components.
Load Factor - A statistically-based multiplier applied to force effects accounting primarily for
the variability of loads, the lack of accuracy in analysis, and the probability of simultaneous
occurrence of different loads, but also related to the statistics of the resistance through the
calibration process.
Load Modifier - A factor accounting for ductility, redundancy, and the operational importance
of the bridge.
Member - A member in which stress is not normally evaluated in the analysis.
Method of Analysis - A mathematical process by which structural deformations, forces, and
stresses are determined.
Model - 1. A computational approach for representing traffic flow, which includes
deterministic (equation-based) procedures found in the Highway Capacity Manual, as well as
stochastic (probabilistic) methods found in simulation. 2. A mathematical or physical
idealization of a structure or component used for analysis; An idealization of a structure for
the purpose of analysis
Monolithic Construction - Single-cell steel and/or concrete box bridges, solid or cellular cast-
in-place concrete deck systems, and decks consisting of precast, solid, or cellular longitudinal
elements effectively tied together by transverse post-tensioning.
Movable Bridge - A bridge with a variable vehicular or navigational clearance.
Multiple-Load-Path Structure - A structure capable of supporting the specified loads
following loss of a main Load-carrying component or connection.
Nominal Load - An arbitrarily selected design load level.

SHC 310 71
Nominal Resistance - Resistance of a component or connection to force effects, as indicated
by the dimensions specified in the contract documents and by permissible stresses,
deformations, or specified strength of materials.
Nonlinear Response - Structural behavior in which the deflections are not directly
proportional to the loads due to stresses in the inelastic range, or deflections causing
significant changes in force effects, or a combination thereof.
Open Section - A cross-section which has no enclosed cell. An open-section member resists
torsion primarily by nonuniform torsion, which causes normal stresses at the flange tips.
Overall Stability - Stability of the entire retaining wall or abutment structure and is
determined by evaluating potential slip surfaces located outside of the whole structure.
Over-Consolidated Soil - A soil that has been under greater overburden pressure than
currently exists.
Over-Consolidation Ratio - Ratio of the maximum pre-consolidation pressure to the
overburden pressure.
Owner - The individual, company, government agency, etc., having ownership and
responsibility for a utility facility.
Passive Earth Pressure - Lateral pressure resulting from the earth’s resistance to the lateral
movement of a structure or component into the soil mass.
Permanent Loads - Loads and forces that are, or are assumed to be, either constant upon
completion of construction or vary only over a long-time interval.
Point of Contraflexure - The point where the sense of the flexural moment changes,
synonymous with point of inflection.
Primary Member - A member designed to carry the loads applied to the structure as
determined from an analysis.
Refined Methods of Analysis - Methods of structural analysis that consider the entire
superstructure as an integral unit and provide the required deflections and actions.
Rehabilitation - 1. A process that consists of a wide range of treatments for repair,
rehabilitation, restoration, and replacement of existing pavements to restore serviceability and
extend the service life. 2. A process in which the resistance of the bridge is either restored or
increased.
Reliability Index - A quantitative assessment of safety expressed as the ratio of the difference
between the mean resistance and mean force effect to the combined standard deviation of
resistance and force effect.
Restrainers - A system of high-strength cables or rods that transfers forces between
superstructure elements and/or superstructure and substructure elements under seismic or
other dynamic loads after an initial slack is taken up, while permitting thermal movements.
Rigidity - Force effect caused by a corresponding unit deformation per unit length of a
component.
Roadway Width - Clear space between barriers and/or curbs.

72 SHC 310
Second-Order Analysis - Analysis in which equilibrium conditions are formulated on the
deformed structure; that is, in which the deflected position of the structure is used in writing
the equations of equilibrium.
Service Life - The period of time that the bridge is expected to be in operation.
Service Limit States - Limit states relating to stress, deformation, and cracking under regular
operating conditions.
Skew Angle - Angle between the centerline of a support and a line normal to the roadway
centerline.
Small Deflection Theory - A basis for methods of analysis where the effects of deformation
upon force effects in the structure is neglected.
Spacing of Beams - The center-to-center distance between lines of support.
Spread Beams - Beams not in physical contact with one another, carrying a cast-in-place
concrete deck.
Stiffness - Force effect resulting from a unit deformation.
Strength Limit States - Limit states relating to strength and stability during the design life.
Structurally Continuous Barrier - A barrier or any part thereof, which is interrupted only at
deck joints.
Substructure - All of that part of the structure below the bearings of simple and continuous
spans, skewbacks of arches and tops of footings of rigid frames; including backwalls, wingwalls,
and wing protection railings.
Superimposed Deformation - Effect of settlement, creep, and change in temperature and/or
moisture content.
Superstructure - Structural parts of the bridge that provide the horizontal span.
Surcharge - A load used to model the weight of earth fill or other loads applied to the top of
the retained material.
Tandem - Two closely spaced axles usually connected to the same under-carriage, by which
the equalization of load between the axles is enhanced.
Transient Loads - Loads and forces that can vary over a short time interval relative to the
lifetime of the structure.
Tub Section - An open-topped section which is composed of a bottom flange, two inclined
or vertical webs, and top flanges.
Uncracked Section - A section in which the concrete is assumed to be fully effective in tension
and compression.
Wheel - Single or dual tire at one end of an axle.
Wheel Line - A transverse or longitudinal grouping of wheels.
Yield Line - A row of solid white isosceles triangles pointing toward approaching vehicles
extending across approach lanes to indicate the point at which the yield is intended or required
to be made.

SHC 310 73
Yield Line Method - A method of analysis in which a number of possible yield line patterns
are examined in order to determine load-carrying capacity.

74 SHC 310
B. Appendix B - Abbreviations, Acronyms
American Association of State Highway and Transportation
AASHTO
Officials

ACI American Concrete Institute

ACP Asphalt Concrete Pavement

AMG Automated Machine Guidance

BL Blast Loading

BR Vehicular Braking Force

CE Vehicular Centrifugal Force

CR Force Effects due to Creep

CT Vehicular Collision Force

CV Vessel Collision Force

DD Down-Drag Force

DL Dead Load

DW Dead Load of Wearing Surfaces and Utilities

EH Horizontal Earth Pressure Load

Miscellaneous Locked-In Force Effects Resulting from the

EL Construction Process, Including Jacking Apart of
Cantilevers in Segmental Construction

EQ Earthquake Load

ES Earth Surcharge Load

EV Vertical Pressure from Dead Load of Earth Fill

FR Friction Load

HLMR High Load Multi Rotational

SHC 310 75
IC Ice Load

IM Vehicular Dynamic Load Allowance

Ld Development Length

LL Vehicular Live Load

LRFD Load and Resistance Factor Design

LS Live Load Surcharge

MCER Maximum Considered Earthquake

Ministry of Communications (renamed to MoT, renamed to

MoC
MoTLS)

MoMRAH Ministry of Municipalities, Rural Affairs and Housing

MoTLS Ministry of Transport and Logistic Services

MSE Mechanically Stabilized Earth

NW North-West

PL Pedestrian Live Load

PS Secondary Forces from Post-Tensioning

PSBND Prestressed Concrete Slab Beams Design

QA Quality Assurance

QC Quality Control

S/D Standard Deviation

SBC Saudi Building Code

SDLF Steel Dead Load Fit

SE Force Effects due to Settlement

SH Force Effects due to Shrinkage

76 SHC 310
SOE Support of Excavation

SW South-West

TBM Tunnel Boring Machines

TDMS Traffic Detection and Monitoring Systems

TG Force Effects due to Temperature Gradient

TPS Topographic Survey

TU Force Effects due to Uniform Temperature

TxDOT Texas Department of Transportation (USA)

WA Water Load and Stream Pressure

WL Wind on Live Load

WS Wind Load on Structure

WWR Welded Wire Reinforcement

W/CM Water/Cement Ratio

SHC 310 77
C. Appendix C - Units
SI Units Imperial Units

Length

μm Micrometer
mm Millimeters in Inch
cm Centimeters ft Foot
m Meters yd Yard
km Kilometers
Area

mm2 Square millimeters in2 Square inch

cm2 Square centimeters ft2 Square foot
m2 Square meters yd2 Square yard
ha Hectares
Km2 Square Kilometers
Volume

mm3 Cubic millimeters

cm3 Cubic centimeters in3 Cubic inch
m3 Cubic meters ft3 Cubic foot
Weight

mg Milligrams
gr Grams
kg Kilograms lb Pound
t Tonnes
Force

N Newtons
KN Kilo-Newtons kip Kilopound
Pressure

Pa Pascal psi Pound per Square

inch

KPa Kilo-Pascal

78 SHC 310
 SI Units Imperial Units

MPa Mega-Pascal
Time

sec Seconds
min Minutes
hr Hours
yr Years
weeks Weeks
month Months
d Days
Temperature

°C Degrees Celsius °F Degrees Fahrenheit

Angular

° Degree
g Gradian
Thermal Conductivity

Watts per meter- British Thermal Unit

W/m•K BTU/hr•ft•oF per hour-foot-
kelvin
Fahrenheit
Heat Capacity

Joules per kilogram- British Thermal Unit

J/kg•K BTU/lb•oF per pound-
kelvin
Fahrenheit
Other

km/hr Kilometers per hour mi/h Miles per hour

Vehicles per mile
GHz Gigahertz vpmpl
per lane

MHz Megahertz

Passenger cars per

Hz Hertz pc/pm/pl
mile per lane

SHC 310 79
 SI Units Imperial Units

J Joules
V Volts
W Watts
C Coulomb
Ω Ohms
lm Lumens
lx Lux
dB Decibels

cd Candela

Millicandela per
mcd/m2/lux
square meter per lux

m/sec Meters per second

Meters per second

m/sec2
squared

pass/trip Passengers per trip

Passenger cars per

pc/hr
hour

Passenger cars per

pc/h/ln
hour per lane

Passenger cars per

pc/km
kilometer

Passenger cars per

pc/km/ln
kilometer per lane

ped pedestrians

s/veh Seconds per vehicle

veh Vehicles

80 SHC 310
 SI Units Imperial Units

veh/d Vehicles per day

Vehicles per
veh/km
kilometer

Vehicles per
veh/km/ln
kilometer per lane

veh/hr Vehicles per hour

Vehicles per hour

veh/hr/ln
per lane

Vehicles per lane per

veh/ln/cycle
cycle

Centimeters per
cm/min
minute

Square millimeter
mm2/s
per second

Liters per square

l/m2
meters

Kilo-grams per
kg/m2
square meters

Grams per square

gr/m2
meters

mPa*s Millipascal-second

Pa*s Pascal-second

cPs Centipoise

cST Centistokes

Kilograms per
Kg/ha
hectares

SHC 310 81
 SI Units Imperial Units

Kilo-Pascal per
KPa/m
meter

Cubic meters per

m3/sec
second

mg/l Milligrams per liters

Tonnes per cubic

t/m3
meters

Kilograms per cubic

kg/m3
meters

Kilo-Newtons per
KN/m
meter

Kilograms-
kg•cm
centimeter

ppm Parts per million

Revolutions per
rpm
minute

l/min Liters per minute

Mega-Pascal per Pounds per cubic

MPa/m pci
meters inch

Pa·sec Pascal-second

lbf Pound-force

Kilo-Newtons-
kN-m/m3 ft-lbf/ft3
meters per cubic
meter
Meters per
m/km ft/mi Foot per mile
kilometers

in/mi Inch per mile

82 SHC 310
 SI Units Imperial Units

rad/sec Radian per second

in/in/⁰F

Kilograms per
kg/cm2
square centimeter

με microstrain

SHC 310 83
Design of Highways, Bridges and Tunnels
SHC 310 – Bridges and Tunnels Design