Bridges: Background & Applications

Workshop Bridge Design to Eurocodes

Vienna, 4-6 October 2010

Session : Introduction to the design example

Pilar CRESPO, Ministry of Public Works (Spain)

Laurence DAVAINE, French Railway Bridge Engineering Department (SNCF, IGOA)

DRAFT CHAPTER
 Introduction to the design example - DRAFT

1 In tro d u c tio n

The main characteristics of the bridge worked out in the following chapters are presented here. The
dimensions of the deck and the substructure, the constituent materials, the construction process and
the relevant design assumptions are summarized in this chapter.
There is a main example which is analysed from the point of view of each Eurocode all along this
Report. However, where an author has considered of interest to highlight some specific aspect, a
partial alternative example has been developed to explain the relevant issue. These alternative
examples, like different cross-sections of the deck, different pier heights or bearing configurations are
presented here as well.

2 Ge o m e try o f th e d e c k

2.1 LONGITUDINAL ELEVATION

As shown in Figure 2.1, the bridge, with a continuous three-span deck: 60 m - 80 m - 60 m, has a total
length of 200 m. The deck has a constant depth along the whole length and its longitudinal axis is
straight and horizontal.

Fig. 2.1 Longitudinal elevation

2.2 TRANS VERS E CROS S -S ECTION

The deck is made up of a symmetrical two-girder composite cross-section. The depth of the main
steel girders is 2800 mm.
The slab depth, with a 2.5% symmetrical superelevation, varies from 0.4 m over the girders to 0.25 m
at its free edges and 0.3075 m at the central point.
The total slab width is 12 m. The centre-to-centre spacing between main girders is 7 m and the slab
cantilever either side is 2.5 m long.
In Figure 2.2, it is represented a typical cross-section of the deck.

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 Introduction to the design example - DRAFT

1100
2800

600
1100
IPE 600

2500 7000 2500

Fig. 2.2 Typical in-span cross-section

2.3 ALTERNATIVE DECKS

2.3.1 Do u b le c o m p o s ite a c tio n

As an alternative to the simple composite action, a double composite cross-section, located at the
hogging areas, will be presented and analysed in the Composite bridges design Chapter.
The bottom reinforced concrete slab, with a constant thickness of 0,5 m, is placed between the two
steel girders and connected to them (Figure 2.3). Notice that the lower steel flange has been reduced
in comparison to the main example (see Figure 6.2).

12000
2800

Bottom concrete
0,50

7000

Fig. 2.3 Alternative deck: Double composite cross-section at hogging areas

2.3.2 P re s tre s s e d c o m p o s ite d e c k

In the Concrete bridge design Chapter, the effects of the external prestressing are analysed.
Four different solutions are considered for the external prestressing of the main example composite
deck: two different layouts of the tendons and two ways of applying the prestress forces (to the steel
girders or to the composite section).

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In Figure 2.4, one of the prestressing layouts is shown.

2.5

1.5

0.5

0
0 20 40 60 80 100 120 140 160 180 200

Fig. 2.4 Alternative deck: Longitudinal prestressing layout

3 Ge o m e try o f th e s u b s tru c tu re

3.1 P IERS

Two alternatives are analysed according to EN 1992 and EN 1998 in the relevant Chapters.

3.1.1 S q u a t p ie rs

The piers are 10 m high with a solid rectangular cross-section of 5.0 m x 2.5 m. They have a pier
head to receive the deck, 9.0 m x 2.5 m in plan (see Figure 3.1). The bridge elevation with squat piers
is shown in Figure 2.1.
The dimensions of the pier with its foundation pad are represented in Figure 3.1.

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Fig. 3.1 Pier elevation, H = 10 m

3.1.2 Hig h p ie rs

The height of the piers is 40 m. They have a circular hollow section with an external diameter of 4.0 m
and walls 0.40 m thick. A pier head is designed at the top to receive the deck.
The foundation pad is 10.0 m x 10.0 m x 2.5 m.

Fig. 3.2 Bridge elevation with piers H = 40 m

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3.2 ABUTMENTS

The abutments geometry is represented in Figure 3.3.

Fig. 3.3 Abutment geometry

3.3 BEARINGS

3.3.1 Fo r th e s q u a t p ie rs c a s e

There are two bearings at each abutment and pier with non-linear friction behaviour in both,
longitudinal and transverse direction (Triple Friction Pendulum System, FPS).
The bearing dimensions are:
o 1.20 m x 1.20 m, h = 0.40 m at piers
o 0.90 m x 0.90 m, h = 0.40 m at abutments
The configuration of the bearings is as shown in Figure 3.4.

C0_L P1_L P2_L C3_L

X

C0_R P1_R P2_R C3_R

Abutment Pier 1 Pier 2 Abutment

Fig. 3.4 Bearings layout for the squat pier case

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3.3.2 Fo r th e h ig h p ie rs c a s e

For this case (Figure 3.2), the configuration of the bearings is as follows (see Figure 3.5):
o At piers: a fixed articulated connection on the right side and an articulated connection on
the left side, fixed in the longitudinal direction and free in the transverse.
o At abutments: a displacement-free bearing in both directions on the left side and
transversally restraint on the right side.

C0_L P1_L P2_L C3_L

C0_R P1_ R P2_ R C3_ R

Abutment Pier 1 Pier 2 Abutment

Fig. 3.5 Bearings layout for the high pier case

4 De s ig n s p e c ific a tio n s

4.1 DES IGN WORKING LIFE

The bridge will be designed for 100 year working life.

4.2 NON-S TRUCTURAL ELEMENTS

For the evaluation of dead loads, the following elements are considered: two parapets, two cornices,
a waterproofing layer 3 cm thick and an asphalt layer 8 cm thick.
These elements are according to the generic detail shown in Figure 4.1.

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Safety barrier

Concrete support
for the safety barrier

8 cm thick asphat layer

Cornice

3 cm thick waterproofing layer

Fig. 4.1 Non-structural elements

4.3 TRAFFIC DATA

4.3.1 Tra ffic lin e s a rra n g e m e n t

The road has two traffic lanes 3.5 m wide and a hard strip 2.0 m wide each side. It makes a total width
of 11 m for the carriageway. See Figure 4.2.
Considering 0.5 m for the vehicle parapet of each side, we get the total width of the concrete slab
equal to 12 m.

2.00 3.50 3.50 2.00

0.3075
0.28
0.40
0.25

2.5% 2.5%

Girder no 1 Girder no 2

2.50 2.00 2.00 2.50

7.00

12.00

Fig. 4.2 Traffic lanes

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4.3.2 Tra ffic c o m p o s itio n

Traffic loads will be represented by Load Model 1. According to EN 1991-2, LM1, which is formed by a
uniform distributed load (UDL) and the concentrated loads of the tandem system (TS), can be
adjusted by means of some -coefficients. The values of these -coefficients can be given by the
National Annexes based on different traffic classes. For this example, the values Qi = qi = qr = 1.0
will be adopted (these values are recommended by EN 1991-2, 4.3.2, in the absence of specification
about the composition of the traffic).
No abnormal vehicles will be considered.

4.3.3 As s u m p tio n s fo r fa tig u e

For this example, two slow traffic lanes in opposite directions will be considered, at the same position
than the actual traffic lanes.
For this example, the following simplification will be accepted: the model vehicle used to calculate the
longitudinal internal forces and moments in the deck will be placed centrally in the actual slow lane
width.
The road is supposed to have medium flow rate of lorries with an average gross weight of the lorries
equal to 445 kN.

4.4 ENVIRONMENTAL CONDITIONS

4.4.1 Te m p e ra tu re

The minimum shade air temperature at the bridge location to be considered for the selection of the
steel quality is -20C. It corresponds to a return period of 100 years.
The maximum shade air temperature at the bridge location to be considered in the calculations, if
relevant, is +40C.
The vertical difference component will be considered as a difference of 10C between the concrete
slab temperature and the steel part temperature.

4.4.2 Hu m id ity

The ambient relative humidity (RH) is assumed to be equal to 80%.

4.4.3 Win d

The bridge is spanning a flat valley with little and isolated obstacles like some tree or house.
It is located at an area where the fundamental value of the basic wind velocity is v b,0 = 26 m/s.
It is assumed that no pushing operation of the steel beams will be performed if wind velocity is over
50 km/h.

4.4.4 Exp o s u re Cla s s

The bridge is located in a moderate freezing zone where de-icing agents are frequently used.
To determine the concrete cover, the following exposure classes, according to Table 4.1 of EN 1992-
1-1, will be taken into account:

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o XC3 for the top face of the concrete slab (under the waterproofing layer)
o XC4 for the bottom face of the concrete slab

4.5 S OIL CONDITIONS

Soil conditions are such that no deep foundation is needed. Both piers and abutments have swallow
foundations.
A settlement of 30 mm at Pier 1 will take place for the quasi-permanent combination of actions. It can
be assumed that this displacement occurs at the end of the construction stage.

4.6 S EIS MIC DATA

Two alternative configurations are analysed in Chapter Overview of seismic design issues for bridges:
o Squat piers (H=10 m) with seismic isolation
o High piers (H=40 m) with longitudinal fixed connection between piers and deck
For the seismic analysis, the ground under the bridge is considered to be formed by deposits of very
dense sand (it can be identified as ground type B, according to EN 1998-1, Table 3.1).
The bridge has a medium importance for the communications system after an earthquake, so the
importance factor I will be taken equal to 1.0.
No special regional seismic situation is considered.
For the squat piers case, the reference peak ground acceleration will be a gR = 0.40g.
For the high piers case, the reference peak ground acceleration will be a gR = 0.30g. In this case, a
limited elastic behavior is selected and, according to Table 4.1 of EN 1998-2, the behaviour factor is
taken q = 1.5 (reinforced concrete piers).

4.7 OTHER S P ECIFICATIONS

The action of snow is considered to be negligeable.

Hydraulic actions are not relevant.
Accidental design situations will not be analysed in the example.

5 Ma te ria ls

a) Structural steel
For the structural steel of the deck, grade S355 is used with the subgrades indicated in Table 5.1,
depending on the plate thickness.

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Table 5.1 Structural steel subgrades

Thickness Subgrade
t 30 mm S 355 K2
30 t 80 mm S 355 N
80 t 135 mm S 355 NL

b) Concrete
Concrete class C35/45 is used for all the concrete elements in the example (deck slab, piers,
abutments and foundations).

c) Reinforcing steel
The reinforcing bars used in the example are class B high bond bars with a yield strength
f sk = 500 MPa.

d) Shear connectors
Stud shear connectors in S235J2G3 steel grade are adopted. Their ultimate strength is f u = 450 MPa.

6 De ta ils o n s tru c tu ra l s te e l a n d s la b re in fo rc e m e n t

6.1 S TRUCTURAL S TEEL DIS TRIBUTION

The structural steel distribution for a main girder is presented in Figure 6.1.
Every main girder has a constant depth of 2800 mm and the variations in thickness of the upper and
lower flanges are found towards the inside of the girder. The lower flange is 1200 mm wide whereas
the upper flange is 1000 mm wide.
The two main girders have transverse bracing at abutments and at internal supports, as well as every
7.5 m in side spans (C0-P1 and P2-C3) and every 8 m in central span (P1-P2). Figures 6.2 and 6.3
illustrate the geometry and dimensions adopted for this transverse cross-bracing.

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Fig. 6.1 Structural steel distribution (main girder)

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The transverse girders in span are made of IPE600 rolled sections whereas the transverse girders at
internal supports and abutments are built-up welded sections. The vertical T-shaped stiffeners are
duplicated and welded on the lower flange at supports whereas the flange of the vertical T-shaped
stiffeners in span has a V-shaped cut-out for fatigue reasons.

B
2800

1500
A A

7000

40
300

400 30
400
300

30
1500
20

50

150

Section A-A Section B-B

Fig. 6.2 Detailing of transverse cross-bracing at supports

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1100
B
A A
2800

600
1100
B IPE 600
C
7000

Section A-A Section B-B Section C-C

19
300

400 30
20

600

12
220
300

50

60
150

100

220 50

Fig. 6.3 Detailing of in-span transverse cross-bracing

6.2 DES CRIP TION OF THE S LAB REINFORCEMENT

For both steel reinforcing layers, the transverse bars are placed outside the longitudinal ones, on the
side of the slab free surface (Figure 6.4). High bond bars are used.

a) Longitudinal reinforcing steel

o In span regions: = 16 mm every 130 mm in upper and lower layers

(i.e. in total s = 0,92% of the concrete section)

o In intermediate support regions: = 20 mm every 130 mm in upper layer

= 16 mm every 130 mm in lower layer

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b) Transverse reinforcing steel

o At mid-span of the slab (between the main steel girders):

= 20 mm every 170 mm in upper layer
= 25 mm every 170 mm in lower layer

o Over the main steel girders: = 20 mm every 170 mm in upper layer

= 16 mm every 170 mm in lower layer

AT SUPPORT IN SPAN

130 mm
20 s=170 mm 20 s=130 mm 16 s=130 mm
20 s=170 mm

16 s=170 mm
25 s=170 mm
12 with variable spacing to 12 with variable spacing to
16 s=130 mm be adapted with stud spacing 16 s=130 mm be adapted with stud spacing 16 s=170 mm

Stud shear connector Stud shear connector

8 bars 16 8 bars 16

Scale:

2/1
Note: The vertical reinforcement (to maintain bars during concreting) and the reinforcement for the longitudinal concrete supports of the safety barriers are not shown.
1/1
Fig. 6.4 Steel reinforcement in a slab cross-section

7 Co n s tru c tio n p ro c e s s

7.1 LAUNCHING OF THE S TEEL GIRDERS

It is assumed that the steel structure is launched and it is pushed from the left abutment (C0) to the
right one (C3) without the addition of any nose-girder.

7.2 S LAB CONCRETING

After the installation of the steel structure, concrete is poured on site casting the slab elements in a
selected order: the total length of 200 m is split into 16 identical 12.5-m-long concreting segments.
They are poured in the order indicated in Figure 7.1.
The start of pouring the first slab segment is the time origin (t = 0). Its definition is necessary to
determine the respective ages of the concrete slab segments during the construction phases. The
time taken to pour each slab segment is assessed as 3 working days. The first day is devoted to the
concreting, the second day to its hardening and the third to moving the formwork. This sequence
respects a minimum concrete strength of 20 MPa before removal of the formwork. The slab is thus
completed within 66 days (including the non-working days over the weekend).
It is assumed that the installation of non-structural bridge equipments is completed within 44 days, so
that the deck is fully constructed at the date t = 66 + 44 = 110 days.

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4 3
1 2

Segment length = 12.50 m

1 2 3 16 15 14 4 5 6 7 13 12 11 10 9 8

60.00 m 80.00 m 60.00 m

200.00 m

Fig. 7.1 Order for concreting the slab segments

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