###### Abstract
AASHT-LRFD design specifications [22] consider the design of the deck slab as a continuous strip of 1000 mm width resting freely over the bridge beams. The load-carrying capacity of such a slab, which is based on the bending moment capacity, makes such a design over-conservative [23]. CHBDC specifies two different design methods for the slab-on-girder type: (i) the flexural design method and (ii) the empirical method that accounts for the arching action of the laterally restrained slabs. The laterally restrained concrete bridge slab deck fails in punching shear failure mode due to the effect of the concentrated wheel load causing the arching or compressive membrane action. Laterally restrained precast FDDP under arching action should exhibit higher load-carrying capacity than one-way precast FDDP failed under pure flexural loading or combined flexural shear failure. Thus, it was deemed necessary to investigate the behavior of the laterally-restrained precast FDDP under the effect of truck wheel load. Researchers have assessed fatigue on steel-reinforced deck slabs [24; 25; 26; 27; 28]. Additionally, investigations were carried out on two-way concrete bridge decks reinforced with GFRP bars and subjected to concentrated wheel loads, resulting in failures characterized by punching shear [29; 30; 31; 32; 33; 34; 35]. Furthermore, studies [36; 37; 38; 39; 40; 41; 42; 43] were conducted on one-way bridge deck slabs, supported by girders and reinforced with GFRP bars, incorporating carbon fiber fabric [44] in their design. A small group of researchers has investigated cast-in-place deck slabs reinforced with GFRP bars subjected to fatigue loading conditions [45; 46; 47; 48] and those that employ a CFRP grid [49]. Moreover, some researchers have performed static and fatigue load tests on jointed slabs reinforced with steel bars and supported by girders [50; 51]. Similar evaluations were also performed on FRP-reinforced jointed deck slabs [11; 46; 52]. [PERSON] et al. [29] concluded that the upper FRP reinforcement in the bridge deck slab has a minimal impact on the punching shear capacity. Overall, investigations into the fatigue performance of bridge deck slabs indicated negligible deterioration in the loaded slabs. Traditionally, bridges are designed using static loads that include the dynamic load allowance (DLA) due to passing trucks at the ultimate, serviceability, and fatigue limit states. It is important to examine the structural behavior of the jointed precast FDDPs under different fatigue loading conditions, which lead to progressive, internal, and permanent structural changes in the materials. Two types of fatigue loading are considered in testing: constant amplitude fatigue loading (CAF) and variable amplitude fatigue loading (VAF). Fatigue loading is known to reduce the life span of the bridge deck [53]. Constant amplitude fatigue (CAF) is a classical method for fatigue analysis of the material to obtain the three fatigue resistance components for a structure, namely: stress-life (S-N) known as the Wohler curve, strain-life (e-N), and fatigue crack growth (FCG). CAF limit is the safe stress level under elastic deformation for the design that can take a very large number of cycles, more than one million cycles. The variable amplitude fatigue (VAF) limit investigates the effect of periodic overloading cycles. VAF is based on the same concepts, with the addition of cycle counting and damage summation due to increased step loading. However, the resulting stresses are high enough for plastic deformation to occur within the number of cycles, which is much less than one million cycles. A small group of researchers has investigated the fatigue strength of reinforced concrete slabs subjected to fixed-point pulsating and repetitive moving loads. Experimental tests showed that moving loads produce more fatigue deterioration than pulsating loads, and the influence of transverse reinforcement enhances fatigue performance [28].