Professional Documents
Culture Documents
FHWA/TX-08/0-4811-1
5. Report Date
January 2008
7. Author(s)
J. A. Yura, E.R. Methvin, and M. D. Engelhardt
22. Price
0-4811-1
January 2008
0-4811
Shear Connectors for Composite Steel BeamsStrength Limit State
Texas Department of Transportation
Center for Transportation Research at The University of Texas at Austin
Project performed in cooperation with the Texas Department of Transportation and the Federal Highway
Administration.
iv
Disclaimers
Author's Disclaimer: The contents of this report reflect the views of the authors, who
are responsible for the facts and the accuracy of the data presented herein. The contents do not
necessarily reflect the official view or policies of the Federal Highway Administration or the
Texas Department of Transportation (TxDOT). This report does not constitute a standard,
specification, or regulation.
Patent Disclaimer: There was no invention or discovery conceived or first actually
reduced to practice in the course of or under this contract, including any art, method, process,
machine manufacture, design or composition of matter, or any new useful improvement thereof,
or any variety of plant, which is or may be patentable under the patent laws of the United States
of America or any foreign country.
Engineering Disclaimer
NOT INTENDED FOR CONSTRUCTION, BIDDING, OR PERMIT PURPOSES.
Project Engineer: J. A. Yura
Professional Engineer License State and Number: Texas No. 29859
P. E. Designation: Research Supervisor
Acknowledgments
We greatly appreciate the financial support from the Texas Department of Transportation that
made this project possible. The support of the project director, J. Holt, and program coordinators,
T. Chase and T. Stout is also very much appreciated.
vi
Table of Contents
Chapter 1. Static Strength of Composite Beams ........................................................................ 1
1.1 Background and Scope ..........................................................................................................1
1.2 Composite Design Philosophy ...............................................................................................2
1.3 Effect of Studs .......................................................................................................................3
1.4 Suggested Implementation of Partial-Composite Design for Steel Bridges ..........................4
Chapter 2. Deflections of Composite Steel Beams ..................................................................... 7
2.1 Introduction ............................................................................................................................7
2.2 Deflection Calculations for Composite Beams ......................................................................7
2.2.1 Deflection Calculations for Full Composite Beams ...................................................... 7
2.2.2 Deflection Calculations for Partial Composite Beams .................................................. 8
2.3 Recommendations for Predicting Deflections .....................................................................11
Chapter 3. Minimum and Maximum Spacing of Shear Connectors ..................................... 13
3.1 Stud Spacing Limits in Design Specifications .....................................................................13
3.2 Basis for Maximum Spacing................................................................................................13
3.3 Basis for Minimum Spacing ................................................................................................14
3.4 Summary of Shear Connector Spacing and Recommendations ..........................................15
Chapter 4. Fatigue Behavior of Shear Studs ............................................................................ 17
4.1 Introduction ..........................................................................................................................17
4.2 AASHTO LRFD Fatigue Design of Shear Connectors .......................................................17
4.2.1 AASHTO Provisions ................................................................................................... 17
4.2.2 Slutter and Fisher (1966) Research .............................................................................. 18
4.3 Fatigue Tests of Composite Beams .....................................................................................19
4.4 Sr-N Relationship in Specifications .....................................................................................19
4.5 Effects of Low-Cycle Fatigue ..............................................................................................20
4.6 Large Shear Studs ................................................................................................................21
4.7 Summary and Recommendations ........................................................................................22
Chapter 5. Summary of Recommendations for Composite Steel Bridge Beams .................. 23
References .................................................................................................................................... 25
vii
viii
List of Tables
Table 2.1: Average (range) % of variation between actual and calculated deflection ................. 10
List of Figures
Figure 1.1: Example of plastic theory ............................................................................................. 3
Figure 1.2: Effect of number of studs on bending strength ............................................................ 3
Figure 2.1: Typical load displacement curve for a partially-composite beam ................................ 9
Figure 2.2: Comparisons of effective moments of inertia ............................................................ 11
Figure 4.1: Estimated line of regression for push-out tests (Slutter and Fisher 1966) ................. 18
Figure 4.2: Comparison of estimated fatigue lives ....................................................................... 20
Figure 4.3: Suggested fatigue life equations for 7/8 and 1 -inch studs ...................................... 22
ix
VQ
Ic
(1.1)
where V = shear force from the loading, Q = first moment of the area of concrete deck about the
neutral axis of the composite section and Ic = transformed moment of inertia. The spacing of the
shear connectors is determined by dividing the connector strength by the shear flow. The shear
flow will change along the member, so the spacing changes as the shear flow changes. For
bridges, shear studs must be designed for static strength and fatigue strength. In AASHTO the
elastic theory is used in the design of shear connectors for fatigue strength as discussed in
Chapter 4.
Tests (Slutter and Driscoll 1965) showed that elastic theory for determining the stud shear
requirement for bending ultimate strength was very conservative and that the studs could be
distributed uniformly along the length. So in 1961 the design philosophy for studs changed to a
plastic theory approach even though the bending strength was still based on elastic concepts. The
total shear force Vh along the interface between the steel beam and the concrete slab studs design
is given as the lesser of :
or
Vh = As f y
(1.2)
Vh = 0.85 f c' Ac
(1.3)
where As = area of the steel beam, fy = yield strength of the steel beam, f c' = compressive strength
of the concrete and Ac = effective area of the concrete slab. The plastic approach assumes that
slip will occur along the interface so the total shear force is distributed evenly among all the
studs. This plastic shear philosophy is adopted currently in both AASHTO and AISC
specifications. The inconsistency of elastic theory for bending and plastic theory for shear
remained until 1985 when the AISC-LRFD specification adopted the plastic moment Mp for the
bending strength of a composite section. AASHTO followed suite when the first edition of
AASHTO-LRFD bridge specification was issued in 1991.
The problem of using just Equations 1.2 and 1.3 for stud design was recognized by AISC in
1969, especially when the beam sizes were increased due to stiffness, aesthetics, or economic
considerations, rather than strength. If the beam size increased, then more studs were required.
The 1969 AISC Specification introduced a concept called incomplete composite action with Seff
defined as the effective section modulus. Seff was a function Vh Vh where Vh is the design shear
force. For a given bending strength requirement, Seff , determined from the loading, Vh could be
determined. The word incomplete was changed to partial in 1978. The partial composite concept
was extended to the plastic stress distribution adopted in the AISC specification in 1985 and
remains unchanged in AISC (2005). The bending strength of a partially composite beam is
discussed in the following section.
Full Composite
Mp = 998 ft-k
41
2
47 studs
W24x55
Fy = 50 ksi
Non Composite
Ms = 549 ft-k
no studs
MOMENT (ft-k)
800
600
400
200
0
0
10
20
30
40
NUMBER OF STUDS
50
Figure 1.2 shows the relationship between the plastic beam strength and the number of studs
provided over half the span between the point of maximum moment and zero moment. As the
number of studs increases from zero, the strength increases continuously until the full composite
state is reached. As the number of studs increases, the plastic neutral axis gradually shifts upward
from the mid-depth of the steel section into the concrete slab. The dot shown for 26 studs gives a
bending strength of 917 ft-k. At this point the entire web is in tension, the top flange is in
compression, and the bottom flange is in tension. The forces in the two flanges cancel out so the
net force at the interface is the web area times the yield point, 445 kips in this example. The 26
studs increase the bending strength by 67%. Adding an additional 21 studs only increases the
bending strength an additional 15%. The number of studs can be reduced greatly without
reducing the strength greatly, as shown in Figure 1.2. A 45% reduction in studs only reduced the
strength to 85% of the full composite value.
Mu
1.8Fy
(1.4)
b. If beam depth, db, is limited, choose a steel beam with the desired depth that has an
area, As, close to
As =
2M u
, where tso is the overall depth of the slab including haunches.
Fy (d b + t so )
(1.5)
2. Calculate the three moment values corresponding to the plastic stress distributions
shown:
Fy A w
0.85 fc b
b
0.5Fy As
Fy A w
tso
Fy A s
0.85 fc b
Fy As
Fy Af
D
0.5Fy As
tw
tf
Fy Af
bf
FyAs
Fy A w
(c) full, Mp
Fy D t w
+ t f + tso 0.5
0.85 f c b
4
where M w = M s + Fy D tw
D
Fy As
with As = Dtw + 2bf tf
M p = Fy As + t f + tso 0.5
2
0
.
85
f
b
c
(1.6)
(1.7)
3. The required design shear force between the points of zero moment and maximum
moment Vhp can be determined as
M p (M u )
Vhp = Vh (Vh Vw )
M p M w
(1.8)
where Vh = FyAs , the shear force for full composite design. Divide Vhp by the stud shear
strength to determine the number of studs over half the span.
The method for calculating the required number of studs from Eq. 1.8 is simpler than the
iterative procedure in the AISC Specification. While the AISC Specification will permit a lower
limit of 25% of the full composite shear force, for bridges, it is recommended that the shear force
not be less than Vw. This will provide a lower limit for new construction of approximately 50%
partial composite.
Recent approaches (for example, Wangs method) to accurately determine the rigidity of
composite sections principally involve the assessment of the stud flexibility. Complicated
equations or graphs are needed to account for stud slip and the results are only marginally more
accurate than merely using 0.85Ic for calculating deflections at service load.
2.2.2 Deflection Calculations for Partial Composite Beams
For a partially composite beam, the strains at the steel-concrete interface cannot be assumed to
be the same for the steel and the concrete. At the interface, the steel may be in compression while
the concrete is in tension, depending upon the degree of partial composite action. This causes
difficultly in determining a moment of inertia for a composite beam with partial interaction.
Grant et al. (1977) performed tests on 17 full-size composite beams with varying degrees of
partial interaction. From the test results, the following equation was fit to the data and is
currently used in AISC (2005) to determine an effective moment of inertia Ieff for partially
composite beams:
I eff = I s +
Vh'
Vh
(I c I s )
(2.1)
where I s = moment of inertia for steel beam, Vh' = stud shear strength provided and Vh = shear
strength for full composite action (the smaller of Eqs. 1.2 and 1.3). For each test the service load
was determined by dividing the ultimate test load by the factor of safety used in the 1974 AISC
allowable stress design (ASD) specification in force at that time.
Figure 2.1 shows the initial portion of the load-deflection curve for specimen 1C3 from the
research by Grant et al. (1977). The maximum load for 1C3 was 159 kips. The test response
becomes non-linear at a load of approximately 30 kips. A predicted elastic load-deflection curve
(short dash line) using Ieff from Eq. 2.1 is also plotted. Detail calculations for Ieff for specimen
1C3 are given in Methvin 2004. For this specimen, the elastic deflection prediction is very close
to the actual deflection at the 1974 service load (long dash line), as expected, as Eq. 2.1 was fit to
that data point. The ASD factor of safety used to determine the service load is larger than the
factor of safety provided with the current AASHTO design provisions. In order to evaluate the
suitability of Eq 2.1 for use with AASHTO, the maximum test load was divided by the AASHTO
factor of safety.
current LRFD
1974 ASD
approach
(2.2)
where DL = dead load, WS = wearing surface and LL = live load. The total load calculated was
divided by = 0.85, the resistance factor when the geotechnical parameters are well defined. The
dead load includes the slab weight, beam weight, and a parapet weight. The slab weight was
calculated for a normal weight concrete slab with a thickness of 8 inches and a width of 26 feet
distributed evenly over four girders. In addition, the dead load included an assumed parapet
weight of 300 pounds per foot. An asphalt wearing surface of 4 in. was included as well. The live
load is the summation of a design lane load and design truck or design tandem, as defined in
AASHTO (1998). The design truck or design tandem must be multiplied by an impact factor of
1.33 and the entire live load is multiplied by a distribution factor. For the given spans of 30 feet
to 120 feet, the factors of safety are 1.78 and 1.56 respectively. The total load on the shorter span
bridge consists of a larger percentage of live load when compared to the longer span so the factor
of safety is greater. As a result, a service load of 89.1 kips was determined for short spans and
101.7 kips for long spans as shown in Fig. 2.1.
For the load-deflection curve in Fig. 2.1, the load corresponding to a factor of safety for a short
span bridge gives an actual deflection of 1.4 inches. The calculated deflection using Ieff is 1.2
inches that is unconservative by 14%. With a factor of safety for a long span bridge, the actual
deflection is 1.7 in. and the calculated deflection is 1.3 in., which is unconservative by 23%.
Grant et al. (1977) included six load-deflection curves for different beams with varying degrees
of partial composite action. The service loads based on AASHTO (1998) were determined for all
the tests as described in Methvin 2004. The actual deflections were compared to the computed
deflections based on Ieff from Eq. 2.1 for the safety factors for short and long spans. Nearly all of
the calculated deflections were unconservative. The percentage of difference between the actual
deflection and the calculated deflection was averaged for the six load-deflection curves and
given in Table 2.1 for Ieff. The negative numbers indicate that on average the calculated
deflections are unconservative. The range of all the data is shown in parenthesis.
Table 2.1: Average (range) % of variation between actual and calculated deflection
Modified Ic
Short Span
Long span
-12%
(+5 to -23%)
-19%
(-4 to -30%)
0.80 Ieff
+15%
(+32 to -4%)
+12%
(+21 to -13%)
0.75 Ieff
+21%
(+2 to +40%)
+13%
(+28 to -7%)
ASD has a larger factor of safety than the current LRFD method so it is understandable why the
computed deflections are not conservative. As a result, the commentary of AISC (2005)
recommends using 0.80 Ieff or 0.75 Ieff. These averages are also given in Table 2.1. For short
spans the deflections are not critical, typically, so a more conservative Ieff will not have much
effect on short span deflection calculations. The 0.75 Ieff is more appropriate than the 0.80 Ieff for
long span bridges. Two of the calculated deflections with a load determined by a long span factor
of safety were unconservative when compared to the actual deflections. The deflection
calculations using 0.75 Ieff were, at worst, 7% unconservative. The suggested moment of inertia
for deflection calculations of all bridge spans is 0.75 Ieff.
The Wang (2003) method was also used to find estimated deflections for the beams in Grant et
al. (1977). At the load corresponding to the short span factor of safety, the average difference
between the actual deflection and calculated deflection was -9%. An average difference of -18%
was found for the load with a factor of safety for long spans. All of the calculated deflections
were unconservative so the results would have to be reduced just like the formula in AISC
(2005). In addition, Wangs approach is more complicated and is not any more accurate than the
AISC formula. The Eurocode (1994) and BS 5950 (1990) give a different formula to calculate
the deflection of a partially composite beam, but it can transformed into a moment of inertia
formulation. Eq. 2.1 from AISC is compared to the Eurocode formulation in Fig. 2.2. The
vertical axis of the plot represents a nondimensionalized moment of inertia and the horizontal
axis is the degree of shear connection.
10
Ieff Is
Ic-Is
Vh
Vh
11
12
For building design, a composite beam is not exposed to the elements, so corrosion effects are
not as much of a problem as with bridges. The first maximum spacing provision appeared in the
1974 Supplement to the AISC Specification and was eight times the slab thickness. Viest et al.
(1997) suggested a maximum spacing of eight times the slab thickness but not more than 36
inches, which was adopted in the 2005 AISC Specification.
13
Bridges have been constructed in Switzerland using the slip-decking construction method
(ASCE, 1974) with spacing of three to four feet between clusters of studs.
In AASHTO, minimum stud spacing provisions did not appear until the 1990 Interim
Specification adopted a minimum spacing of 4d in all directions. The current values first
appeared in the 1994 AASHTO LRFD Specification.
Johnson (1994) states that the required minimum spacings of shear connectors given in the
Eurocode are to enable concrete to be properly compacted, and to avoid local overstress of the
slab. The clear spacing limits in ACI 318-02 for rebar are also required to allow for proper
concrete compaction. The limits in ACI 318-02 are the larger of the bar diameter, one inch, or
1.33 times the diameter of the coarse aggregate. These minimum clear spacing limits are smaller
than the minimum center-to-center spacing limits for shear connectors. For example, a 7/8-inch
diameter stud has a head diameter of 1-3/8 inches, so a one-inch minimum spacing requirement
between the heads would require a minimum c-c stud spacing of 2-3/8 inches, which is a c-c
spacing of 2.7d. This is close to the Eurocode transverse limit of 2.5d. The need to accommodate
stud welding equipment must also be considered. A 4d spacing is recommended for convenience
of the welding equipment in Canadian practice (Chien and Ritchie, 1984).
14
15
16
Vsr Q
Ic
(4.1)
where Vf = shear flow (kip/in.), Vsr = shear force range (kips) and Q = first moment of the area of
concrete deck about the neutral axis of the composite section (in3). Vsr is calculated using the
AASHTO fatigue truck and shear distribution factors for the girders.
The fatigue resistance of one shear stud, Zr, (kips) is:
Zr = d 2
5.5 d 2
2
(4.2)
and
= 34.5 4.28 Log N
(4.3)
where d = diameter of shear stud (inches) and N = estimated number of cycles for the design
life. is based upon the Slutter and Fisher (1966) relationship between the stud shear stress
range and the fatigue life of a shear connector presented in the next section. The 5.5d2/2 term is
an endurance limit corresponding to a stud shear stress of 3.5 ksi.
The spacing or pitch, p, (inches) of the connectors is given by:
17
Zr n
Vf
(4.4)
(4.5)
Figure 4.1: Estimated line of regression for push-out tests (Slutter and Fisher 1966)
Slutter and Fisher compared their results from push-out tests with test results from full size
composite beams subjected to cyclic fatigue loading (Toprac 1965, King et al. 1965). They
showed that Equation 4.5 represents a lower bound for initial connector failure in composite
beams.
Equation 4.3 represents the relationship between the shear stress range and the number of cycles
to failure. Rearranging Eq. 4.3 to the same form as Eq. 4.5 gives:
Log N = 8.061 0.2336
(4.6)
Replacing in Eq. 4.6 with Zr/d2 (see Eq. 4.2) and converting the stud shear force to a shear
stress by Zr = Srd2/4 gives
18
(4.7)
The AASHTO Eq. 4.7 is slightly more conservative than Eq. 4.4 developed in Slutter and Fisher,
1966. Apparently, the AASHTO expression was actually developed from a later research report,
(Slutter and Fisher, 1967), in which channel connectors and transverse fillet welds were added to
the stud data base. The slope of the regression line for this larger data base was given as -0.1857,
which is close to the AASHTO value, -0.1835.
19
35
30
AASHTO
Eurocode - 2
25
20
15
Eurocode & BS
5950
BS 5950-2 &
Johnson
10
0
1.E+00
1.E+02
1.E+04
1.E+06
1.E+08
1.E+10
1.E+12
1.E+14
1.E+16
Cycles
20
these connectors will fail at a lower number of cycles than predicted using the elastic
assumption.
Gattesco et al. (1997) determined the fatigue resistance of a shear stud subjected to a
predetermined slip history from a simple beam subjected to a uniformly distributed load. When
the maximum slip was greater than 1 mm, the fatigue resistance was less than 104 cycles. For
slips greater than 1 mm the fatigue life decreased rapidly. In addition, the slope of the load-slip
curve decreased with each cycle, which is an indication of a reduction in stiffness of the stud due
to crack propagation.
Although there is not a lot of research on the effects of low-cycle fatigue, the results indicate that
shear studs exposed to this type of loading will be affected negatively. It is important for longspan composite beams and partially composite beams that the effects of low-cycle fatigue be
researched further.
21
30
25
AASHTO
20
0
1
10
100
1000
10000
100000
Cycles
1000000
10000000
100000000
1000000000
Figure 4.3: Suggested fatigue life equations for 7/8 and 1 -inch studs
22
23
24
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and Resistance Factor Design Specification for Highway Bridges. Washington, D.C.
American Concrete Institute (ACI) (2002), Building Code Requirements for Structural Concrete,
ACI 318-02, Detroit, MI.
American Institute of Steel Construction (AISC). (2005). Specification for Structural Steel
Buildings, Chicago, IL.
American Society of Civil Engineers (ASCE), (1974). Composite steel-concrete construction,
Journal of Structural Engineering, ASCE, Vol. 100, No. ST5, pp 1085-1139.
Badie, Sameh S., et al. Large Shear Studs for Composite Action in Steel Bridge Girders. Journal
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BS 5950. (1990). Structural use of steelwork in buildings, Part 3: Section 3.1: Code of practice
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Chien, E. and Ritchie, J. (1984). Design and Construction of Composite Floor Systems, Canadian
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Gattesco, N., Giuriani, E., and Gubana, A. (1997). Low-cycle fatigue test on stud shear
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McGarraugh, J. B. and Baldwin, J. W. (1971). Lightweight Concrete-On-Steel Composite
Beams. Engineering Journal, AISC, Vol. 8, No. 3.
25
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26