BUDAPEST UNIVERSITY OF TECHNOLOGY AND ECONOMICS

Faculty of Civil Engineering

Department of Structural Engineering



APPROXIMATE STRUCTURAL ANALYSIS OF THE SUPERSTRUCTURE
FOR A TWO-GIRDER, CONCRETE HIGHWAY BRIDGE

Guidance to the exercises of BSc subject
Bridge Construction
v1.0

Edited by Tams Kovcs, assistance professor




Budapest, April, 2008.
EUROCODE - 3 -

Contents


I. STRUCTURAL ANALYSIS OF THE MAIN GIRDERS
1. Basic data
1.1. Geometrical data
1.2. Design codes
1.3. Material properties
1.4. Actions
1.5. Combination of actions
2. Internal forces and moments in the superstructure
2.1. Influence line on the load-distribution in the transverse direction
2.2. Bending moments
2.3. Shear forces
2.4. Summary of internal forces and moments
3. Ultimate limit states
3.1. Effective width of flange
3.2. Flexural design
3.3. Shear design
4. Serviceability limit states
4.1. Crack control
4.2. Deflection control

II. DESIGN OF BEARINGS
1. Design for vertical forces
2. Design for rotation
3. Design for horizontal actions in the longitudinal direction
4. Design for horizontal actions in the transverse direction
EUROCODE - 4 -

I. STRUCTURAL ANALYSIS OF THE MAIN GIRDERS

1. Basic data

1.1. Geometrical data

Longitudinal section:


Cross section: according to the figure on the design work sheet

Pavement structure: 4 cm wearing layer
6 cm binding layer
4 cm protective layer
1 cm waterproofing
20-25 cm reinforced concrete deck slab

1.2. Design codes

EN 1990, EN 1990/A2 Basis of design
EN 1991-2 Traffic loads on bridges
EN 1992-1-1, EN 1992-2 Design of concrete structures, Concrete bridges














1.3. Material properties

Concrete C30/37 C35/45

Characteristic value of compressive strength
f
ck
[N/mm
2
] 30 35

Mean value of tensile strength
f
ctm
[N/mm
2
] 2,9 3,2

Mean value of the modulus of elasticity
E
cm
[N/mm
2
] 32000 34000

Long-term modulus of elasticity
E
c.eff
= E
cm
/(1+) (~2,0 final value of creep coefficient)

Ultimate strain

cu
[] 3,5 3,5

Strength reduction factor for bridges =0,85
Partial factor for concrete:
c
=1,5

Reinforcing steel S500B

Characteristic value of yield strength
f
yk
[N/mm
2
] 500

Characteristic value of the elongation
at maximum lad,
uk
[] 35

Modulus of elasticity
E
s
[N/mm
2
] 200000

Partial factor for steel:
s
=1,15
40
30 ~ 40
15
1:3
40
30/2
v
ave
EUROCODE - 5 -

1.4. Actions

1.4.1. Permanent actions

1.4.1.1. Self-weight

Specific weights: concrete: 25 kN/m
3

asphalt: 24 kN/m
3

waterproofing: 0,25 kN/m
2

safety barrier: 0,5 kN/m


soil: 18 kN/m
3


The self-weight of the superstructure should be calculated on the basis of the half
cross-section (self-weight for one main longitudinal girder):



g
1
: self-weight of structural parts (load bearing structure)
g
2
: self-weight of non-structural parts (kerb, pavement, barrier, equipments)
g = g
1
+ g
2


concrete ((1-8)): .....................
waterproofing: .....................
pavement: .....................
barrier: .....................
total: g = .....................

Partial factors for permanent actions:

G,inf
= 1,00 if favourable

G,sup
=1,35 in unfavourable
= 0,85 reduction factor for the unfavourable permanent action



1.4.2. Variable actions

1.4.2.1. Traffic (live) loads

Division of carriageway into notional lanes (based on the carriageway width):

Width of the
carriageway (w)
Number of
lanes (n
l
)
Width of lane Width of the
remaining area
w < 5,4 m 1 3,0 m w 3,0 m
5,4 m w < 6 m 2 w / 2 0
6 m w int(b/3) 3,0 m w n
l
3,0 m

The position of lanes in transverse direction on the carriageway should be chosen
so to get the most unfavourable effect when applying the traffic load models.

Vertical loads (Load Model 1 LM1)

- on the carriageway (
Qi
Q
ik
,
qi
q
ik
s
qr
q
rk
)

Tandem System (Q) UDL (q)
Lane
Axle weight Q
ik
[kN] q
ik
(or q
rk
) [kN/m
2
]
Lane 1 300 9,0
Lane 2 200 2,5
Lane 3 100 2,5
Other lanes 0 2,5
Remaining area (q
rk
) 0 2,5

The values of load classification factors,
Qi
,
qi
and
qr
, belonging to Q
ik
, q
ik
and
q
rk
should be taken according to the design work sheet.

Positioning and
geometry of LM1
for lane width of
3,0 m.









- on footways: q
fk
= 1,0 kN/m
2
(HU)
6
4
2
3
1
7
8
5
EUROCODE - 6 -

For spans 10 m, the tandem systems on each lane may be substituted by one axle
models having the same total weight as for the corresponding tandem systems.

Dynamic enhancement: Included in the characteristic values; no dynamic factor
need to be applied.

Horizontal forces

Braking and acceleration forces should only be taken into account (and centrifugal
forces for bridges with curved longitudinal axes).

- Braking and acceleration forces (Q
lk
)

The Q
lk
force acts at the top level of the pavement in the longitudinal axis of the
carriageway.

Q
k
= 0,6
Q1
(2 Q
1k
) + 0,10
q1
q
1k
w L, de 180
Q1
[kN] Q
k
900 kN

1.4.2.2. Wind action

The vertical and the longitudinal (horizontal) wind forces will be neglected.
The horizontal wind force acting perpendicularly to the longitudinal axis of the
superstructure:

F
wk,x
=
x ref x b
A C v
,
2
2
1

where v
b
=20 m/s basic wind velocity,
=1,25 kg/m
3
density of air,
C
x
=c
f,x
c
e
(z)
c
e
(z) exposure factor taking into account the terrain roughness and the
position of superstructure above the ground level (for usual
suburban terrain (terrain category II.) and z=5 m: c
e
(5,0 m)=1,8
may be taken).

Calculation of the reference area, A
ref,x
and the force coefficient, c
f,x
:

Type of parapet on one side on both sides
open parapet or open safety barrier d + 0,3 m d + 0,6 m
solid parapet or solid safety barrier d + d
1
d + 2d
1

open parapet and open safety barrier d + 0,6 m d + 1,2 m



1.4.2.3. Temperature actions

Minimum bridge temperature (for -15C min. air temperature): T
e,min
= -7C
Maximum bridge temperature (for +35C max. air temperature): T
e,max
=+37C
Assumed initial temperature: T
0
=+10C

Uniform temperature component:
max. contraction : T
N,con
= T
0
T
e,min

max. expansion: T
N,exp
= T
e,max
T
0


Uneven (linear) temperature component (in vertical plane):
Temp. differences between extreme fibres (concrete girder bridge, 150 mm thick pavement):
- top face warmer: T
M,heat
= 15C0,5 = 7,5C
- bottom face warmer: T
M,cool
= 8C1,0 = 8C

Simultaneity of temperature components:
T
k
= max
( ) ( )
( ) ( )

+
+
heat M cool M N con N
heat M cool M N con N
T T T T
T T T T
, , exp , ,
, , exp , ,
35 , 0
75 , 0
vagy vagy
vagy vagy

open
parapet
300 mm
open safety
barrier
solid parapet, noise
barrier or solid
safety barrier
d
d
1
b) solid parapet, noise barrier or traffic
a) construction phase or open parapets
(more than 50% open)
c
f,x
b/d
tot
A
ref,x
= d
tot
L
EUROCODE - 7 -

1.5. Combination of actions

Only the traffic loads are taken into account as variable action in the combinations
of actions.

Partial factor for traffic loads:
Q
= 1,35
Partial factor for other variable actions:
Q
= 1,5

factors for traffic loads:
0,q
= 0,40

0,Q
= 0,75

2q
=
2Q
= 0

In case of this design work (gr1a group of traffic loads):

For ultimate limit state (ULS): Y
Ed
= max
( )
( )

+ +
+ +
Q q Q G G,sup
Q TS 0, q q 0, Q G G,sup
Y Y Y 0,85
Y Y Y

For serviceability limit states (SLS):
Quasi-permanent combination: Y
qp
= Y
G
+ (
2q
Y
q
+
2Q
Y
Q
)






















2.-INTERNAL FORCES IN THE SUPERSTRUCTURE

2.1. Influence line in transverse direction

Using the single axle model of LM1:


UDL reduced to one main girder:

q
red
=
qi
q
ik
A

qi
+
qr
q
rk
A

qr
+ q
fk
A

f
[kN/m]

Concentrated (vehicle) load reduced to one main girder:

Q
red
=
Q1
Q
1k
(
1
+
2
) +
Q2
Q
2k
(
3
+
4
) [kN]

where: A

qi
- area under the influence line below Lane i
A

qr
- area under the influence line below the remaining area
A

f
- area under the influence line below the footway


w

q1
q
1k

2,0
0,5
1,0

2

w
f

w
f

0,5
2,0
0,5 0,5
Lane 1: 3,0 m Lane 2: 3,0 m remaining area
w - 23,0 m

Q1
Q
1k

Q2
Q
2k

q2
q
2k
q
fk

qr
q
rk

Q1
Q
1k

Q2
Q
2k
EUROCODE - 8 -

2.2. Bending moments

The cross-section K is under consideration.

Loading in longitudinal direction (for the single axle model of LM1):


Design bending moment: M
Ed
K
= max

+ +
+ +
K
Q
K
q
Q
K
G
sup G,
K
Q
TS 0,
K
q
q 0, Q
K
G
sup G,
M M M 0,85
M M M







2.3. Shear forces

The cross-section A, A` and B are under consideration.

Loading in longitudinal direction for sections A and A` (single axle model of LM1):


Loading in longitudinal direction for section B (single axle model of LM1):


Design shear force: V
Ed
A,A`,B
= max

+ +
+ +
B A`, A,
Q
B A`, A,
q
Q
B A`, A,
G sup G,
B A`, A,
Q
TS 0,
B A`, A,
q
q 0, Q
B A`, A,
G
sup G,
V V V 0,85
V V V

L
M
G
K
=gL
2
/8
g
q
red

M
g

M
q

M
q
K
=q
red
L
2
/8
(M
k
)
=L/4
Q
red

K
K
K
M
TS
K
=F
red

self-weight (g)
UDL
TS
Q
re
L
g, q
red

(V
A
)
A
Q
red
d
1,0
g
q
red

(V
A`
)

Section A`:
Section A:
L
g
(V
B
)
B
Q
red
L/4

V
B

q
red

V
Sd
B

EUROCODE - 9 -

2.4. Summary of internal forces

Bending moments

Internal force
Permanen
t
UDL TS
M
G
K
M
q
K
M
Q
K

Characteristic value
M
G
B
M
q
B
M
Q
B

M
Ed
K

Design value
M
Ed
B


Shear forces

Ignybevtel
megnevezs
Permanent UDL TS
A V
G
A
V
q
A
V
Q
A

A` V
G
A`
V
q
A`
V
Q
A`

Characteristic
value
B V
G
B
V
q
B
V
Q
B

A V
Ed
A

A` V
Ed
A`
Design value
B V
Ed
B





















3. ULTIMATE LIMIT STATES

3.1. Effective width of flange

Effective width for ribs with flanges on both sides: b
eff
= b
w
+ 20,1l
0
,
(if physically possible)
where: l
0
distance between sections with zero bending moments (here equal to the
span)


Detailing rules :

Concrete cover: c = 40 mm
Main longitudinal reinforcement 10 mm (25, (28), 32, 36 mm)
Link:
k
8 mm (12, (14), 16 mm)
Minimum amount of longitudinal reinforcement:

b
eff
b
eff,1
b
eff,2
b
w b
1
b
1
b
2
b
2
b
b
w
EUROCODE - 10 -

3.2. Design for flexure

Using the following - diagrams:

Concrete:









Reinforcing steel:









Assumption for the effective depth: d h-c-
k
--10 mm

Required amount of longitudinal tension reinforcement at midspan:

M
Sd
K
=x b
eff
f
cd
(d-x/2) x = ..................
A
s
= x b
eff
f
cd
/f
yd
= ...................spacing according to the relevant detailing rules.

Verification:
- d can be updated according to the spacing;
-
s

uk
condition should be fulfilled otherwise the initial failure assumption
should be modified
. - M
Rd
K
=... M
Sd
K
; M
Rd
B
= ...M
Sd
B
(curtailment!)






3.3. Design for shear

Only vertical links are applied. (=90)

Data:

Strength reduction factor: = 0,6(1 - f
ck
/250) 0,5 [N/mm
2
]
size effect factor: k = 1 +
[ ] m d
200
2,0
longitudinal steel ratio:
l
= A
sl
/(b
w
d) 0,02;
A
sl
fully anchoraged in the considered section

a) Verification is sections A and A`

Angle between the concrete compression strut and the longitudinal axis of the
beam:
1,0cot2,5 here: cot=1,3 (~37,5) is applied.

Verification for compressive struts: V
Rd,max
= 1,0 f
cd
b
w
0,9 d
+

2
cot 1
cot

V
Ed
A

Design shear reinforcement is necessary if: V
Rd,c
= [
c

18 , 0

k (100
l
f
ck
)
1/3
] b
w
d V
Ed
A`

Design shear resistance of the sevtion: V
Rd
= V
Rd,s
= A
sw
f
yd
0,9d/s cot V
Ed
A`

b) Verification is section B:

The same procedure as for section A should be applied.


Summary table on the design resistances is recommended!

se

uk

f
yd

s
[%]

s

E
s
=200000 N/mm
2

0,135
0,35
f
cd

c
[%]

c

0,07
EUROCODE - 11 -

4. SERVICEABILITY LIMIT STATES

4.1. Crack control

For reinforced concrete bridges crack control should be carried out on the quasi-
permanent level of actions:

Calculation of crack width:

w
k
= s
r,max
(
sm
-
cm
) w
d

sm
main strain in reinforcement taking into account the effect of tension stiffening

cm
main strain in concrete between cracks,


( )
s
s
s
eff s e
eff s
ctm
t s
cm sm
E E
f
k

= 6 , 0
1
,
,
,

where:

s
- stress in the extreme tension reinforcement assuming cracked section;

e
= E
s
/E
c,eff
- ratio of moduli of inertia,

s,eff
= A
s
/A
c,eff
- effective steel ratio,
k
t
factor depending on the duration of loading (k
t
=0,4 for long-term (quasi-
permanent) loading)
s
r,max
- maximum crack spacing:

s
r,max
= 3,4c + 0,425k
1
k
2
/
s,eff
[mm]

c concrete cover (here c=40 mm);
- diameter of the extreme steel bar in [mm];
k
1
- coefficient taking into account the bond properties (k
1
=0,8 for ribbed bars);
k
2
coefficient taking into account the strain distribution (k
2
=0,5 for bending);
A
s
- total area of longitudinal tension reinforcement;
A
c,eff
= 2,5 b(h-d) b (h-x
II
)/3 - effective area of concrete in tension;

Crack width limit:
w
d
= 0,2 mm (for usual outdoor, non aggressive environmental conditions)




4.2. Deflection control

Camber: Generally designed equal to the deflection coming from the permanent
loads taking into account the effects of creep.
In the following it is assumed that the camber is equal to the deflection
due to the self-weight.

Deflection control to avoid unacceptable appearance of the structure:

e
K,G
=
I E
gL
eff c,
4
384
5
e
d
=
500
L


Deflection control to avoid user discomfort:

e
K,Q
=
I E
L Q
I E
L q
cm
red
cm
red
3 4
48
1
384
5
+
e
d
=
400
L


The influence of cracking on the deflections:

e = (1-) e
I
+ e
II

e
I
- calculated deflection assuming uncracked section
e
II
- calculated deflection assuming cracked section

Distribution coefficient used for interpolation:


2
s

sr

=

- coefficient taking into account of the influence of the duration and the
cyclicity of loading on the average strain ( = 0,5 for long-term or cyclic
loading),

sr
- stress in the tension reinforcement due to the cracking moment and
assuming cracked section

The
sr
/
s
ratio may be substituted by M
cr
/M for pure bending, where M
cr
means
the cracking moment and M means the bending moment coming from the relevant
combination of actions.