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Bridge Deck Analysis

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This book is dedicated to Orlaith, Sadhbh and Ailbhe, and to Margaret

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**Bridge Deck Analysis
**

Eugene J.O’Brien and Damien L.Keogh Department of Civil Engineering, University College Dublin, Ireland

Chapter 4 written in collaboration with the authors by

Barry M.Lehane Department of Civil, Structural and Environmental Engineering, Trinity College Dublin, Ireland

London and New York

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First published 1999 by E & FN Spon 11 New Fetter Lane, London EC4P 4EE Simultaneously published in the USA and Canada by Routledge 29 West 35th Street, New York, NY 10001 E & FN Spon is an imprint of the Taylor & Francis Group This edition published in the Taylor & Francis e-Library, 2005. To purchase your own copy of this or any of Taylor & Francis or Routledge’s collection of thousands of eBooks please go to www.eBookstore.tandf.co.uk. © 1999 Eugene J.O’Brien and Damien L.Keogh Cover photograph: Killarney Road Bridge, courtesy of Roughan and O’Donovan, Consulting Engineers All rights reserved. No part of this book may be reprinted or reproduced or utilised in any form or by any electronic, mechanical, or other means, now known or hereafter invented, including photocopying and recording, or in any information storage or retrieval system, without permission in writing from the publishers. The publisher makes no representation, express or implied, with regard to the accuracy of the information contained in this book and cannot accept any legal responsibility or liability for any errors or omissions that may be made. British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library Library of Congress Cataloging in Publication Data O’Brien, Eugene J., 1958– Bridge deck analysis/Eugene J.O’Brien and Damien L.Keogh. p. cm. Includes index. ISBN 0-419-22500-5 1. Bridges-Floors. 2. Structural analysis (Engineering) I.Keogh, Damien L., 1969–. II. Title. TG325.6.027 1999 624’.253–dc21 98–48511 CIP ISBN 0-203-98414-5 Master e-book ISBN

ISBN 0-419-22500-5 (Print Edition)

2 Moment distribution viii x 1 1 1 2 8 26 29 32 34 40 40 42 43 46 51 52 54 67 67 67 .2 Dead and superimposed dead loading 2.3 Imposed traffic loading 2.3 Cross-sections 1.6 Dynamic effects 2.8 Bridge aesthetics Chapter 2 Bridge loading 2.5 Impact loading 2.7 Prestress loading Chapter 3 Introduction to bridge analysis 3.1 Introduction 1.1 Introduction 2.4 Thermal loading 2.7 Joints 1.Page v Contents Preface Acknowledgements Chapter 1 Introduction 1.1 Introduction 3.5 Articulation 1.4 Bridge elevations 1.6 Bearings 1.2 Factors affecting structural form 1.

3 Effective flange width 7.4 Thermal expansion and contraction 3.5 Wood and Armer equations Chapter 6 Application of planar grillage and finite-element methods 6.1 Introduction 4.1 Introduction 7.3 Edge cantilevers and edge stiffening 6.6 Cellular bridges 6.2 Contraction of bridge deck 4.3 Conventional spring model for deck expansion 4.4 Planar finite-element analysis of slab decks 5.6 Time-dependent effects in composite integral bridges Chapter 5 Slab bridge decks—behaviour and modelling 5.5 Run-on slab 4.4 Modelling expansion with an equivalent spring at deck level 4.7 Skew and curved bridge decks Chapter 7 Three-dimensional modelling of bridge decks 7.3 Grillage analysis of slab decks 5.4 Three-dimensional analysis 7.2 Shear lag and neutral axis location 7.7 Application of moment distribution to grillages Chapter 4 Integral bridges 4.4 Voided slab bridge decks 6.5 Upstand grillage modelling 75 78 89 104 111 121 121 128 133 137 145 147 151 151 151 169 185 191 200 200 200 203 211 218 228 236 240 240 240 242 244 245 .Page vi 3.5 Beam and slab bridges 6.5 Differential temperature effects 3.1 Introduction 5.1 Introduction 6.2 Simple isotropic slabs 6.3 Differential settlement of supports 3.2 Thin-plate theory 5.6 Prestress 3.

7 Prestress loads in three-dimensional models Appendix Reactions and bending moment diagrams due to applied load A 252 260 263 Appendix Stiffness of structural members and associated bending moment diagrams 265 B Appendix Location of centroid of a section C 267 Appendix Derivation of shear area for grillage member representing cell with flange 269 D and web distortion References Index 272 274 .Page vii 7.6 Upstand finite-element modelling 7.

irregularly supported structures is essential. many days could be spent in re-analysing. experience of almost all aspects of modern bridge design and analysis. eccentrically loaded. an understanding of the behaviour of non-symmetrical. The famous Rusch and Hergenroder influence surface charts. There is still a need. amongst other techniques. joints and aesthetics not commonly found in bridge analysis books. if an error arose early on in the calculations. This is particularly useful for . Indeed. Now. with sections on bearings. my and mxy moments. somewhat approximate and could often take weeks. This book fulfils just that role. gave surfaces for various stress and aspect ratios up to a 45° skew. loading (with prestress treated as a special case of loading) and details of a unique graphical approach to moment distribution—a powerful tool in engendering an understanding of fundamental structural behaviour. In many aspects. the use of planimeters on the way to calculating volumes under the influence surface. Full analysis of a bridge deck involved. it includes chapters on every aspect of bridge deck analysis that a practising bridge engineer is ever likely to need. the book contains either a novel approach to design or entirely new methods. in turn leading to the calculation of mx . Written by two engineers who have. for a bridge engineer to understand how a bridge deck responds to various combinations of load and to be able to decide if the ‘answer’ (output) is sensible. To be confident of this. It covers construction in some detail. it is possible to change a dozen variables and a computer program will recalculate stresses and reactions in seconds. The method was tedious. translated from the German by the Cement and Concrete Association. between them. Written in clear. perhaps more so now than in the past. fairly complex skew. however. it represents years of scholarship and research presented in a lucid and understandable style which should make even the more complex theory understandable to all engineers. copiously and carefully illustrated.Page viii Preface Twenty-five years ago. prestressed concrete bridge decks could be analysed with a fair degree of accuracy—but only by using manual methods. unambiguous English.

although the merits of grillage methods are not ignored. Structural and Environmental Engineering Trinity College Dublin .Page ix checking the output of computer analyses.Perry Civil. Professor S.H. Other chapters deal comprehensively with integral bridges (with a major geotechnical input from Dr Barry Lehane) and the increasing acceptance of FE methods of analysis. this must prove the standard work on bridge deck analysis for decades to come. All in all.

The support of Roughan and O’Donovan Consulting Engineers. He gave most generously of his time with the sole objective of getting it right. Special thanks is due to Joe O’Donovan for providing some of the photographs in the text.Page x Acknowledgements We would like to thank Dr A. Ancon CCL are also acknowledged for providing a number of illustrations. The authors of STRAP (ATIR software. Readers should use their own judgement as to the validity of the information and its applicability to particular situations and check the references before relying on them. typographical or editorial errors may occur. Tel Aviv) and NIKE3D (Lawrence Livermore National Laboratories.Ghali most sincerely for major contributions to some of the earlier chapters. Disclaimer This publication presents many advanced techniques. This would not have been feasible without the enthusiasm of Aleš nidarič the Ž of Slovenian National Building and Civil Engineering Institute and the support of the University of Ljubljana. Sound engineering judgement should be the final arbiter in all stages of the design process. The stay in Slovenia was greatly enhanced and enriched by Alenka Ž nidarič . The publisher and authors disclaim any liability. A sabbatical stay in Slovenia for the first author made the initial drafting of many chapters possible. . is much appreciated. arising from information contained in this publication. The material represents the opinions of the authors. and readers are encouraged to bring errors of substance to our attention.H.Perry and Trinity College Dublin. where both authors were employed for a time. USA) are thanked for the use of their programs. The initial writing effort was greatly facilitated for both authors through the support of Professor S. Despite the best efforts of all concerned. some of which are novel and have not been exposed to the rigours of time. The assistance of Chris Davis and Michael Barron of Mott McDonald with Chapter 2 is gratefully acknowledged. in whole or in part. including the cover illustration. and should be treated as such.

Page 1 Chapter 1 Introduction 1. bridges are carrying significantly more traffic load than originally intended. However. all parts of the bridge over the bearings are referred to as superstructure while the substructure includes all parts below.1 Introduction A number of terms are illustrated in Fig. Bridge decks are frequently supported on bearings which transmit the loads to abutments at the ends or to piers or walls elsewhere. the problem is one of durability—the widespread use of de-icing salt on roads has resulted in the ingress of chlorides into concrete. it has been established that a significant portion of the world’s bridges are not performing as they should. The deck spans longitudinally. In some cases. in many others.2 Factors affecting structural form In recent years. 1. There may be upstands or downstands at the ends of the cantilever for aesthetic purposes and to support the parapet which is built to retain the vehicles on the bridge. 1. which is perpendicular to it. There is now a significant move away from bridges that are easy to design towards bridges that will require little maintenance. and transversely. Problems have also been reported with post-tensioned concrete bridges in which inadequate grouting of the ducts has lead to corrosion of the tendons. Joints may be present to facilitate expansion or contraction of the deck at the ends or in the interior. . The main body of the bridge superstructure is known as the deck and can consist of a main part and cantilevers as illustrated. which is the direction of span.1 which are commonly used in bridge engineering. The new awareness of the need to design durable bridges has led to dramatic changes of attitude towards bridge design. The bridges that were easy to design were usually determinate. In this figure. This is often associated with joints that are leaking or with details that have resulted in chloride-contaminated water dripping onto substructures.

The method of construction also influences the distributions of moment and force in a bridge.3 Cross-sections 1. The methods of construction in turn are often dictated by the particular conditions on site. 1. the construction must be carried out without support from below. in some bridges. is not a very efficient structural form as the second moment of area of a rectangle is relatively small. However. when a bridge is to be located over an inaccessible place. such structural forms have many joints which are prone to leakage and also have many bearings which require replacement many times over the lifetime of the bridge. steel beams carry the self weight of the deck while composite steel and in-situ concrete carry the imposed traffic loading. simply supported spans and cantilevers. For example.2.3. Due to the inefficiency of this structural form.Page 2 Fig. Various alternative structural bridge forms and methods of construction are presented in the following sections. For example. 1. Such a bridge is generally constructed of reinforced concrete (particularly for the shorter spans) or prestressed concrete.g. 1. The move now is towards bridges which are highly indeterminate and which have few joints or bearings. The structural forms of bridges are closely interlinked with the methods of construction. illustrated in Fig. the stresses . This immediately limits the structural forms to those that can be constructed in this way. such as a railway yard or a deep valley.1 Portion of bridge illustrating bridge engineering terms e.1 Solid rectangular The solid rectangular section.

However. without much reduction in the second moment of area. Holes are cast at frequent intervals along the length of such beams to facilitate the threading through of transverse bottom reinforcement. Solid rectangular sections can be constructed simply from in-situ concrete as illustrated in Fig. As a result. (b) with cantilevers induced by the self weight of the concrete can become excessive. 1.2 In-situ solid rectangular section: (a) without cantilevers.3.g.Page 3 Fig. the shuttering costs for a bridge with a flat soffit are relatively low and the reinforcement is generally simple.2. e. it can be seen that the bridge with cantilevers has less weight. When this is not the case.3 Precast and in-situ solid rectangular section . such as illustrated in Figs.8. what is often the more important advantage of cantilevers is the aesthetic one. 1.2(a) and (b). over railway lines or deep waterways. bridges can be constructed with or without cantilevers. this form of cross-section is often the most cost-effective for shorter spans (up to about 20 m). However. As can be seen in Fig. the precast beams must be designed to carry their self weight plus the weight of the Fig. Comparing bridges of the same width. 1. which is discussed in Section 1. a rectangular section can be constructed using precast pretensioned inverted-T-sections as illustrated in Fig. 1. 1. With this form of construction. In-situ reinforced concrete is then poured over the precast beams to form the complete section. Such construction is clearly more economical when support from below the bridge is readily available.2. 1.

Concerns have been expressed about voided-slab construction over the lack of inspectability of the concrete on the inside of the void and there are many countries where this form is virtually unknown. For the span range of 20–30 m. in some cases. the voids must be accounted for when considering the design to resist transverse bending. 1. the preferred solution. illustrated in Fig. 1. the T-section is a less efficient structural form as it tends to have more material close to the neutral axis of the bridge than a voided slab. It is essential in such construction to ensure that sufficient stays are provided to keep the voids in place when the concrete is poured and to prevent uplift due to flotation. it is common practice in some countries to use in-situ concrete with polystyrene ‘voids’ as illustrated in Fig. The shuttering costs are also less than for in-situ concrete T-sections which are described below. it reduces considerably the self weight and the area of concrete to be prestressed without significantly affecting the second moment of area. solid rectangular sections become increasingly less costeffective due to their low second moment of area to weight ratio.3. Regardless of the diameter-to-depth ratio. 1. are more expensive in terms of shuttering . Guidance is given on the analysis of this type of deck in Chapter 6. As a result.Page 4 Fig. It is common practice to treat voided slabs as solid slabs for the purposes of analysis provided that the void diameter is less than 60% of the total depth. Hence it is. In-situ T-section decks. 1. This problem is not so much one of steel straps failing as of grooves being cut in the polystyrene by the straps. The complete rectangular section is available to carry other loading. particularly that designed to resist transverse bending. Including voids in a bridge deck increases the cost for a given structural depth because it adds to the complexity of the reinforcement.5.3. the section tends to be deeper for a given span.4 Voided slab section with cantilevers (initially wet) in-situ concrete.2 Voided rectangular For spans in excess of about 20 m. 1. particularly when the designer wishes to minimise the structural depth. These decks can be constructed from ordinary reinforced concrete or can be post-tensioned. However.4.3 T-section The T-section is commonly used for spans in the range 20–40 m as an alternative to voidedslab construction. However.

are favoured. 1. 1. spans transversely between the beams while acting as flanges to the beams longitudinally. An in-situ concrete slab. precast concrete or steel forms of T-section.Page 5 Fig. 1. as illustrated in Fig.7.4 Box sections For spans in excess of 40 m. 1. (b) multiple webs such as would be used for wider decks costs than voided slabs but have a major advantage in that all of the bridge deck is totally inspectable.3. These have a higher second moment of area . Over less accessible places. it becomes economical to use ‘cellular’ or ‘box’ sections as illustrated in Fig. supported on permanent shuttering.5 In-situ concrete T-sections: (a) single web such as might be used for a pedestrian bridge. These consist of pretensioned prestressed concrete or steel beams placed in position along the length of the span.6.

Page 6 Fig. they are only considered economical at higher spans as it is only then that the structural depth becomes sufficiently great (about 2 m) for personnel to enter the void to recover the shuttering and. However. 1. (b) composite precast Y-beam and in-situ concrete Fig.7 Box sections: (a) single cell. 1. . when the bridge is in service.6 T-sections: (a) composite steel and concrete. (b) multi-cellular per unit weight than voided slab or T-sections. to inspect the inside of the void.

6(b)) used more commonly today. These have wider bottom flanges than the precast ‘Y-beams’ (Fig. In the past. These were constructed of M-beams with insitu concrete near the bottom to form a void. 1. The bottom in-situ concrete was reinforced transversely by threading bars through holes cast in the M-beams. The section is more efficient than a T-section as more concrete is located away from the centroid.9).Page 7 Fig.10. corrosion problems can result and.9 Precast M-beam . For example. 1. The analysis of this type of bridge is similar to that of any T-section bridge. Fig.5 Older concepts Many variations of the above structural forms have been used in the past and are evident in existing bridge stocks.8 Composite precast and in-situ box section Box sections can be constructed of in-situ or precast concrete or can be composite with a precast pre-tensioned U-section and an in-situ concrete slab as illustrated in Fig. 1. It was also common practice in the past to build bridges of ‘pseudo-box’ construction as illustrated in Fig. A disadvantage of the M-section is that it is difficult to compact the concrete properly at the top surface of the wide bottom flange. in the past. 1. M-sections were often placed side by side with the bottom flanges within millimetres of each other. 1.3. 1. However. it was common practice to construct Tsection decks using precast ‘M-beams’ (Fig. if water leaks into the voids.8. 1.

However.11 Shear-key deck: (a) section through small portion of deck. This consists of precast concrete slab strips joined using longitudinal strips of insitu concrete. Shear key decks were popular for railway bridge construction as the railway line could be reopened even before the in-situ concrete was placed. Fig.Page 8 Fig. they are no longer popular due to concerns about the durability of the in-situ joints. assessment and repair is difficult. The latter ‘shear keys’ are assumed to be capable of transferring shear force but not transverse bending moment as they have no transverse reinforcement. Another form of construction used widely in the past is the ‘shear key’ deck. Many of the alternative bridge elevations and their methods of construction are described in the following sections. 1. illustrated in Fig.e. 1.11(a). 1. (b) assumed transverse deformation . rotation is assumed to occur at the joints between precast units. 1.11(b). 1. The structural behaviour of the pseudo-box section is similar to that of a small multi-cellular box section.4 Bridge elevations The cross-sections described above can be used in many different forms of bridge.10 Pseudo-box section due to the nature of this structural form. i. Thus the transverse deformation is assumed to be as illustrated in Fig.

It also has the advantage that.2 Series of simply supported beams/slabs When a bridge crossing is too wide for an economical single span. 1.Page 9 1. there are a great many joints and bearings with the result that a series of simply supported beams/slabs is no longer favoured in practice.15. one after the other. It is particularly favoured on poor soils where differential settlements of supports are anticipated. This form. 1. have significantly fewer joints and bearings. In addition. 1.12.4. Fig. 1. In such cases.13.4. the span is relatively small and multiple spans are infeasible and/or unnecessary. the concrete pours are moderately sized.1 Simply supported beam/slab The simplest form of bridge is the single-span beam or slab which is simply supported at its ends. Like single-span bridges. 1.12 Simply supported beam or slab Fig. However.14 Continuous beam or slab .13 Series of simply supported beam/slabs Fig. the bending moment diagrams due to a uniformly distributed loading of intensity ω(kN/m) are illustrated in Fig. Continuous beams/slabs. For example. illustrated in Fig. The cross-section is often solid rectangular but can be of any of the forms presented above. It can be seen that the maximum moment in the simply supported case is significantly greater (about 25%) than that in the continuous case. there is less disruption to any traffic that may be below as only one span needs to be closed at any one time. 1. as illustrated in Fig.14. as illustrated in Fig. if constructed using in-situ concrete. A further disadvantage of simply supported beam/slabs in comparison to continuous ones is that the maximum bending moment in the former is significantly greater than that in the latter. this form is relatively simple to analyse and construct. The simply supported bridge is relatively simple to analyse and to construct but is disadvantaged by having bearings and joints at both ends. it is possible to construct what is in effect a series of simply supported bridges. 1. The implication of this is that the bridge deck needs to be correspondingly deeper. 1. is widely used when the bridge crosses a minor road or small river.

4. it is possible to use precast concrete or steel beams to construct a partially continuous bridge. continuity over intermediate supports is provided only by the slab.6. the amount of concrete that needs to be cast in one pour can become excessive. the in-situ concrete is cast to the full depth of the bridge over all supports to form what is known as a diaphragm beam. The slab at the support in this form of construction is particularly flexible and tends to attract a relatively low bending moment. the concrete can be poured in-situ in one pour. (b) one three-span continuous beam with span lengths l 1.17. For bridges of moderate total length. In the form illustrated in Fig. 1. In the alternative form of partially continuous bridge. This is possible due to the fact that members of low structural stiffness (second moment of area) tend to attract low bending moment. 1. . However. 1.4 Partially continuous beam/slab When support from below during construction is expensive or infeasible. 1. This completely removes the need for any joints.4. as the total bridge length becomes large. Further. continuous beam/slab construction has significant advantages over simply supported spans in that there are fewer joints and bearings and the applied bending moments are less. Thus the in-situ slab alone is required to resist the complete hogging moment at the intermediate supports. Two forms of partially continuous bridge are possible. Elsewhere the cross-section is similar to that illustrated in Fig. There is concern among some designers about the integrity of such a joint as it must undergo significant rotation during the service life of the bridge. illustrated in Fig.15 Bending moment diagrams due to uniform loading of intensity ω (a) three simply : supported spans of length l. This tends to increase cost as the construction becomes more of a batch process than a continuous one. 1. Precast concrete or steel beams are placed initially in a series of simply supported spans.Page 10 Fig.3 Continuous beam/slab with full propping during construction As stated above.16. In-situ concrete is then used to make the finished bridge continuous over intermediate joints.

1. (b) plan view from below Fig.Page 11 Fig.16 Partially continuous bridge with full-depth diaphragm at intermediate supports: (a) elevation.17 Partially continuous bridge with continuity provided only by the slab at intermediate supports . 1.

19(b). the joint must move longitudinally to accommodate this rotation as illustrated in Fig. 1. 1.19(a). The total bending moment diagram will be a combination of that due to self weight and other loading. 1. By the time the imposed traffic loading is applied. (b) bending moment due to loading applied after bridge has been made continuous . 1.18. Unfortunately.17 as the main bridge beams rotate at their ends.19(b) than Fig. the precast concrete or steel beams carry all the self weight of the bridge which generates a bending moment diagram such as that illustrated in Fig. In partially continuous bridges. 1. This introduces a complexity into the analysis compounded by a great difficulty in making accurate predictions of creep effects.19(a) for a two-span bridge.18 Joint detail at intermediate support of partially-continuous bridge of the type illustrated in Fig.Page 12 Fig.19 Typical distribution of bending moment in two-span partially-continuous bridge: (a) bending moment due to self weight. self weight continues to cause deformation in the bridge after it has been made continuous. 1. At this stage it is resisted by a continuous rather than a simply supported beam/slab and it generates a distribution of bending moment more like that of Fig. due to creep. the bridge is continuous and the resulting bending moment diagram is as illustrated in Fig. 1. Fig. 1.

one span at a time. this figure is constantly being revised upwards as the problems of bridge joints in service receive ever more attention. (b) joint at quarter span . Fig. intermediate bearings are still present with their associated maintenance implications. It has been said that joints should be provided every 100 m at least.17. A significant disadvantage is that. 1.20(b). 1. two bearings are necessary at each intermediate support. However. where bending moments and shear forces are relatively small. starting even before work has commenced on site. 1. The joint may sometimes be located at the quarter-span position as illustrated in Fig. can be a viable option. Construction on site is fast. the point where one concrete pour meets the next is designed to transmit bending moment and shear force and is not intended to accommodate movements due to thermal and creep effects. In this form of construction.20 Temporary support system for span-by-span construction: (a) joint over intermediate pier.5 Continuous beam/slab—span-by-span construction For construction of particularly long bridges when access from below is expensive or infeasible. Particularly for the form illustrated in Fig. This is achieved using temporary formwork supported on the bridge piers as illustrated in Fig. in-situ construction.21. In particularly long continuous beam/slabs. an intermediate joint may become necessary to relieve stresses due to expansion/contraction.Page 13 The great advantage of partially continuous construction is in the removal of all intermediate joints while satisfying the requirement of construction without support from below. The method is also of a continuous rather than a batch form as the precast beams can be constructed at a steady pace. 1. 1. Proprietary post-tensioning couplers. resulting in minimum disruption to any existing traffic passing under the bridge.4. such as illustrated in Fig.20(a). can be used to achieve continuity of prestressing across construction joints. 1. while intermediate joints have been removed.

1. The crosssection is generally of the box type constructed either of in-situ concrete or precast segments of relatively short length (4–5 m longitudinally). in the case of .4. 1. An intermediate pier is cast first and a small part of the bridge deck (Fig. either method is only capable of resisting a relatively small out-of-balance moment so it is necessary to have approximately equal lengths of cantilever on each side at all times during construction. it is often economical to construct bridges by the balanced cantilever method. This form of bridge is generally made of post-tensioned prestressed concrete.21 Post-tensioning coupler to transmit prestress forces across a construction joint (photograph courtesy of Ancon CCL) 1. Segments can be cast in-situ or precast.6 Continuous beam/slab—balanced cantilever construction When the area under a bridge is inaccessible and spans are in excess of about 40 m. The sequence of construction is illustrated in Fig. Ducts are placed in all segments when they are first cast. either alternately on opposing sides or simultaneously in pairs.22(b)) until such time as they can be permanently posttensioned into place as illustrated in Fig. This is prevented from rotation either by a rigid connection between pier and deck or by construction of a temporary prop or props connecting the deck to the foundation as illustrated. 1. At spans of this length.22. one on each side. Segments of deck are then added to the base segment.Page 14 Fig. 1. precast beams are not generally available to span the complete length at once.22(c). However.22(a)). 1. The segments are supported by a ‘travelling form’ connected to the existing bridge (Fig. in anticipation of the need to post-tension future segments at later stages of construction.

there is typically a ‘shear key’ as illustrated in Fig. Moment is transferred by the concrete in compression and by the post-tensioning tendons. 1. .Page 15 the latter. it does not normally serve any structural purpose.22(d) to provide a positive method of transferring shear between segments. While epoxy resin is commonly used to join segments.

23. the moment due to self weight during construction is such as illustrated in Fig. such as illustrated in Fig.23 Casting of stitching segment . (c) sectional elevation showing tendon.24. the bridge forms a continuous beam and the imposed service loading generates a distribution of moment. 1. When cantilevers meet at mid-span. (b) temporary support of segments. to resist the sagging moment that will exist in the finished structure due to applied traffic loading. Thus. This form of bridge is quite inefficient as parts of it must be designed to resist a significant range of moments from large hogging to large Fig.Page 16 Fig. (d) precast segment Segments are added on alternate sides until they reach an abutment or another cantilever coming from the other side of the span. a ‘stitching segment’ is cast to make the bridge continuous as illustrated in Fig. 1. 1. 1.22 Balanced cantilever construction: (a) elevation of base segment and pier.25(b).25(a). illustrated in Fig. After the casting of the stitching segments and completion of construction. The bending moment in a balanced cantilever bridge is entirely hogging while the bridge remains in the form of a cantilever. 1. 1. Post-tensioning tendons are placed in the bottom flange and webs by means of ‘blisters’.

This is caused by a tendency for the distribution of moment due to self weight to change in the long term from the form illustrated in Fig. This process is continued until the complete bridge has been constructed behind the abutment and pushed into place.7 Continuous beam/slab—push-launch construction For spans in excess of about 60 m. Fig. 1.26(b)).4. 1. ‘incremental-launch’ or ‘push-launch’ becomes a viable alternative to balanced cantilever as a method of construction. When the deck is being pushed over intermediate supports.Page 17 Fig.26(a). Nevertheless.24 Blisters and tendon in the bottom flange (sectional elevation) sagging.25 Distributions of bending moment in balanced cantilever bridge: (a) due to self weight during construction. a long segment is cast behind the bridge abutment as illustrated in Fig. Hydraulic jacks are then used to ‘push’ this segment out into the first span to make way for the casting of another segment behind it (Fig. 1. 1. 1.25(b). 1. 1. it is frequently the most economical alternative for construction over deep valleys when propping from below is expensive. (b) due to imposed loading after completion of construction . In pushlaunch construction.25(a) towards a form approaching that illustrated in Fig. temporary sliding bearings are used to minimise friction forces. The analysis of balanced cantilever bridges is complicated by a creep effect similar to that for partially continuous beams. This results from creep deformations which are still taking place after the bridge has been made continuous.

(b) pushing of the partially constructed bridge over first span The method has a considerable advantage of access. These same parts may be subjected to sag moment in the completed bridge as illustrated in Fig. and are only a viable solution if it can be accommodated. A significant disadvantage stems from the distribution of bending moment generated temporarily during construction.28(a). 1. However. Some engineers design bridges in an arch form for aesthetic reasons but articulate the bridge like a .4. Bridges designed for pushlaunch construction. If this is not the case. The effect is greater than in balanced cantilever construction as the cantilever length is the complete span length (as opposed to half the span length for the balanced cantilevers).Page 18 Fig. the arch form is particularly effective. must be designed for the creep effect and are subject to the associated complexity and uncertainty in design. 1. 1. This doubling of cantilever length has the effect of quadrupling the moment due to self weight during construction.8 Arch bridges For larger spans (in excess of about 50 m). Parts of the deck must be designed for significant hog moment during construction as illustrated in Fig. an arch is still a possibility if it is tied such as illustrated in Fig. like those designed for balanced cantilever construction. the horizontal thrust is taken by the tie. All of the bridge is constructed in the same place which is easily accessible to construction personnel and plant. arches generate a significant horizontal thrust. as illustrated in Fig.27(b). 1. 1.26 Push-launch construction: (a) casting of the first segment. In a tied arch. This can be achieved if the bridge is located on a particularly sound foundation (such as rock).28(b). 1.27(a).

1.27 Distributions of bending moment in push-launch bridge: (a) due to self weight during construction.28 Arch bridges: (a) conventional form with deck over the arch. (b) tied arch with deck at base of arch . 1. (b) due to imposed loading after completion of construction Fig.Page 19 Fig.

while a continuous beam/slab crossing a 60 m motorway would normally be divided into two or four spans. If arches are located over inaccessible areas. an arch can readily span such a distance in one clear span creating an openness under the bridge that would not otherwise be possible.Page 20 simply supported beam. the structural depth can be very small and large clear spans can readily be accommodated. The principal disadvantage of concrete arches. Fig. While traditional masonry arches were designed to be completely in compression. other than the problem of accommodating the horizontal thrust. The arch action causes the self weight to generate a compression which has all the advantages of prestress but none of the disadvantages of cost or durability associated with tendons. An additional major advantage is that arches require no bearings as it is possible to cast the deck integrally into the substructures. modern concrete or steel arches have no such restriction and can be designed to resist bending as well as the axial compression generated by the arch form. For example. This is perfectly feasible but.29 Simply supported beam bridge in the shape of an arch Fig. is the fact that the curved form results in shuttering which is more expensive than would otherwise be the case. 1. as illustrated in Fig. As can be seen in Fig. 1. as the bridge has no means by which to resist the horizontal thrust.30. Thus the self weight generates a distribution of stress which is. movements due to thermal expansion/contraction and creep/shrinkage do generate some stresses but these are not as significant as those in the frame form of construction discussed below. considerable temporary propping is required to support the structure during construction.30 Deflected shape of arch subjected to thermal contraction . beneficial and assists in the resistance of stresses due to imposed loading. in fact. 1.29. it behaves structurally as a simply supported beam. Concrete arches are particularly effective as concrete is very strong in compression. Other advantages of arches are that they are aesthetically pleasing in the right environment. 1.

4. The minimal maintenance requirement of frame/box culvert bridges is their greatest advantage. There are no joints or bearings as the deck is integral with the piers and abutments.31. 1. until recently. 1. as can be seen from the examples of Fig. The effects of deck shortening relative to the supports is to induce bending in the whole frame as illustrated in Fig. This is because the maximum bending moment tends to be less. are more effective at resisting applied vertical loading than simply supported or continuous beams/slabs.31 Frame/box culvert bridges: (a) box culvert. A further complexity in the analysis of frame bridges is that. it was not considered feasible to design frame bridges of any great length (about 20 m was considered maximum). Continuous slab bridges on the other hand. If some of this shortening is due to creep or shrinkage.9 Frame/box culvert (integral bridge) Frame or box bridges. accommodating movements due to temperature changes or creep/shrinkage can be a problem and. 1. Given the great upsurge of interest in maintenance and Fig. However. unless the transverse width is relatively small. the structural behaviour is three-dimensional. (b) three-span frame .32. there is the usual complexity and uncertainty associated with such calculations. 1.33. can be analysed using two-dimensional models. such as illustrated in Fig.Page 21 1.

Page 22 Fig. this lack of maintenance has resulted in an explosion in the numbers of bridges of this form. If the supports are fully fixed against translation. both relating to longitudinal movements. deck movements in such bridges will generate enormous stresses.33 Effect of thermal contraction of deck in frame bridge: (a) deflected shape. 1. 1.34. This problem has been overcome by allowing the supports to slide as illustrated in Fig.32 Typical distributions of bending moment: (a) simply supported spans. (c) frames/box culverts Fig. If the bridge is supported . 1. (b) distribution of bending moment durability in recent years. There are two implications for longer frame-type bridges. It is now considered that bridges of this type of 100 m and longer are possible. (b) continuous beams. Ever longer spans are being achieved.

Crosssections are typically of the form illustrated in Fig. 1. To overcome this. engineers specify ‘run-on’ slabs as illustrated in the figure which span over loose fill that is intended to allow the abutments to move. at the ends of the run-on slabs. Thus. if it does leak. 1. These can be used in combination with in-situ concrete to form a frame bridge as illustrated in Fig. a joint is required to facilitate translational movements.Page 23 Fig. Precast pretensioned concrete beams have a good record of durability and do not suffer from the problems associated with grouted post-tensioning tendons. 1. 1.35 Composite precast and in-situ concrete frame bridge .35. will not lead to deterioration of the bridge itself. A precast variation of the frame/box culvert bridge has become particularly popular in recent years. The second implication of longer frame bridges is that the bridge moves relative to the surrounding ground.34 Sliding support and run-on slab in frame bridge on piles. The run-on slab can rotate relative to the bridge deck but there is no relative translation. Fig. the axes of the piles are orientated so as to provide minimum resistance to longitudinal movement. Such a joint is remote from the main bridge structure and. There are a number of variations of this form of construction which are considered further in Chapter 4.6(b).

The drop-in span. which provides access. it can readily be constructed over inaccessible areas.37(b). 1. were used.37(a).36 Beam bridge with drop-in span Fig. Fig. some older bridges were constructed of precast concrete with drop-in spans. two ‘halving joints’. (b) alternative detail with access .4. as illustrated in Fig. it is still popular in some countries for pedestrian bridges over roads. This detail is particularly problematic as access to inspect or replace the bearings is extremely difficult. 1. A typical example is illustrated in Fig. can be placed in position very quickly over a road or railway requiring a minimum closure time.36. 1. Thus. The side spans are simply supported with cantilevers to which point loads from the drop-in span are applied at their ends. However. A more convenient alternative. This bridge is determinate as the central ‘drop-in’ part is simply supported. The joint and bearing detail at the ends of the drop-in span in this form of construction is particularly important. 1.37 Halving joint at end of drop-in span: (a) traditional detail (no access). is illustrated in Fig. in particular. The form has the disadvantage of having joints and bearings at the ends of the drop-in span as well as at the extremities of the bridge itself. In older bridges of the type.Page 24 1.10 Beams/slabs with drop-in span For ease of construction and of analysis. 1.

11 Cable-stayed bridges Cable-stayed construction.38 Reinforcement detail in halving joint However. regardless of which alternative is chosen. the current limit is of the order of 1000 m. • There are very high tensile and shear stresses at a point where the structural depth is relatively small. 1. . halving joints frequently cause difficulty for a number of reasons: • Even for pedestrian bridges in which de-icing salts are not used. 1. The deck can then be designed as a continuous beam with spring supports. It is also generally necessary to carry out a dynamic analysis for bridges of such slenderness.4. becomes feasible when the total bridge length is in excess of about 150 m and is particularly economical for lengths in the 200–400 m range. 1. which promotes corrosion of the halving joint reinforcement.38. The maximum main span achievable is increasing all the time. For spans of moderate length. steel box section decks are used to reduce the bridge self weight.Page 25 Fig. • As can be seen in Fig. the joints tend to leak. An analysis complication is introduced by sag in the longer cables which has the effect of making the stiffness of the support provided non-linear. The cables are only required to take tension and they provide support to the deck at frequent intervals. there can be difficulty finding space to provide sufficient reinforcement to resist all of the types of structural action that take place in the halving joint. The concept of cable-stayed bridges is simple.39. for the longest spans. 1. the cross-sections of cable-stayed bridges are often composite with steel beams and concrete slabs. illustrated in Fig.

it is sometimes difficult to cater for the horizontal forces generated at the ends of the cables. wind and accidental impact forces from errant vehicles. are of the suspension type illustrated in Fig. the main cables are in catenary and the deck hangs from them applying a substantially uniform loading. For these reasons. In suspension bridges. 1. Further. They are more expensive to construct than cable-stayed bridges as they are not particularly suited to staged construction and the initial placing of the cables in position is onerous. the problems of creep. segments are placed successively on alternate sides of the pylon. While this clearly does not apply to bridges without joints or bearings. While the present trend is to provide ever fewer joints and bearings. shrinkage and thermal movement are still very real and no one form of construction is the best for all situations. Horizontal forces are caused by braking and traction of vehicles. 1. 1. cablestayed construction is generally favoured except for the very longest bridges. up to about 2000 m span.12 Suspension bridges The very longest bridges in the world. Thus.5 Articulation Bridge design is often a compromise between the maintenance implications of providing joints and bearings and the reduction in stresses which results from the accommodation of deck movements.39 Cable-stayed bridge The economy of the cable-stayed form stems from its ease of construction over inaccessible places. It lends itself readily to staged construction with the cables being added as required to support successively placed segments of the deck. shrinkage and thermal effects while keeping the structure stable.40 Suspension bridge . The articulation of a bridge is the scheme for accommodating movements due to creep. the bridge must have the capacity to resist some relatively small forces while accommodating movements. As for balanced cantilever bridges.Page 26 Fig. 1.40.4. it is a necessary consideration for those which do. 1. Fig.

They are generally of one of the following three types: 1. At the same time they accommodate longitudinal movements. a combination of the three types of bearing is provided.Page 27 In-situ concrete bridges are generally supported on a finite number of bearings. guided sliding bearings are provided at C and. guided sliding—free to move horizontally in one direction only. 1. Free sliding bearings are provided elsewhere to accommodate transverse movements.41(c). (c) two-span bridge of small width . To make the structure stable in the horizontal plane. The bearings usually allow free rotation but may or may not allow horizontal translation. fixed—no horizontal translation allowed. free sliding—fully free to move horizontally. 3. 1. For both bridges. (b) twospan skewed slab. 2. in the case of the two-span bridge. These bearings are designed to resist horizontal forces such as the impact force due to an excessively high vehicle attempting to pass under the bridge.41 Plan views showing articulation of typical bridges: (a) simply supported slab. In many bridges. Fig. such as those due to temperature changes. it may be possible to articulate ignoring transverse movements such as illustrated in Fig. A is a fixed bearing allowing no horizontal movement. also at E.41(a) and (b) where the arrows indicate the direction in which movements are allowed. Two of the simplest forms of articulation are illustrated in Figs. When bridges are not very wide (less than about 5 m). 1.

considerably shortening its life. 1. dust and other contaminants are likely to get into the bearing. BC. BC shortens by δto BC'.41(b). 1. C' must move a corresponding distance to C″If the strain is the same in AB and . Similarly for the curved bridge illustrated in plan in Fig.42(c). Similarly. Uplift can occur at the acute corners of skewed bridges such as B and E in Fig. |. if unanticipated net uplift occurs. the orientation of movements tends to radiate outwards from the fixed bearing. Further. A to C. 1. Bearings are generally incapable of resisting an upward ‘uplift’ force. the net result is a movement along a line joining the fixed point. (d) articulation to accommodate movement . 1.42(a). (c) movement of curved bridge. 1. The orientation of bearings which accommodate this movement is illustrated in Fig. Uplift can also occur due to applied Fig. the magnitude of the movement |CC″ is proportional to the radial distance from the fixed point. Further.42(b).42 Plan views showing articulation of crooked and curved bridges: (a) movement of crooked bridge. However.42(d). (b) articulation to accommodate movement. This can be seen in the simple example illustrated in Fig. shrinkage or thermal movement results in a predominantly longitudinal effect which causes AB to shorten by δ to AB'. as B has 1 2 moved to B'. 1.Page 28 When bridges are not straight in plan. Creep. the movements would be accommodated by the arrangement of bearings illustrated in Fig. |AC|.

differential thermal effects can cause transverse bending which can result in uplift as illustrated in Fig. 1.43 Uplift of bearings due to traffic loading Fig.1 Sliding bearings Horizontal translational movements can be accommodated using two surfaces which are in contact but which have the capability to slide relative to one another. 1.Page 29 Fig. .44 Uplift of bearing due to transverse bending caused by differential thermal effects loading in right bridges if the span lengths are significantly different.44. as illustrated in Fig. the two outer bearings must be designed to resist all of the load which renders the central bearing redundant. 1. it is better to provide two bearings only.6. 1. If this occurs. even with no skew and typical span lengths. However. Only a limited number of the more commonly used types are described here. Such a situation can be prevented by ensuring that the reaction at the central bearing due to permanent loading exceeds the uplift force due to temperature. 1. Further details of these and others are given by Lee (1994).6 Bearings There are many types of bearings and the choice of which type to use depends on the forces and movements to be accommodated and on the maintenance implications. not only is there a risk of deterioration in the central bearing but. If this is not possible. as it is not taking any load.43. 1.

In other cases. Sliding bearings offer a frictional resistance to movement which is approximately proportional to the vertical force. They can take many forms and are often used in combination with other forms of bearing.45 Guided sliding bearing (photograph courtesy of Ancon CCL) This is possible due to the availability of a material with a high durability and a very low coefficient of friction. guides are used such as illustrated in Fig.2 Pot bearings Pot bearings. namely polytetrafluoroethylene (PTFE).6. They are frequently used for motorway bridges of moderate span.45. Sliding bearings today generally consist of a stainless steel plate sliding on a PTFE-coated surface.46. resulting in a reduced coefficient of friction. In some combinations. Some bearings are lubricated. Thus. When translation is to be allowed in one direction only. the sliding surfaces are spherical and allow rotation. such as illustrated in Fig. Whether or not sliding bearings are lubricated. 1. 1. it is common in such systems for the lubricant to be squeezed out after a number of years. rotation is facilitated through some other mechanism and plane sliding surfaces are used which allow translation only.Page 30 Fig. The elastomer effectively acts as a retained fluid and facilitates some rotation while preventing translation. 1. They are also used in combination with plane sliding surfaces to provide free sliding . at which time the coefficient returns to the unlubricated value. However. this form is also referred to as the spherical bearing. 1. it has been suggested that they be treated as wearing parts that eventually need to be replaced. consist of a metal cylinder containing an elastomer to which the force is applied by means of a metal piston. pot bearings by themselves are commonly used at the point of fixity.

47(a)) and translation by a shearing deformation (Fig. They are made from rubber and can be in a single layer (for relatively low loading) or in multiple layers separated by metal plates. Elastomeric bearings accommodate rotation by deflecting more on one side than the other (Fig.6.45). 1. By incorporating guides (Fig. Fig. 1. 1. 1. 1. (b) translation .46 Pot bearing bearings. such a combination can also be used to form a guided sliding bearing.3 Elastomeric bearings When the forces to be resisted are not very high.47 Elastomeric bearing: (a) rotation.g. They are considered to be quite durable except in highly corrosive environments and require little maintenance. when bearings are provided under each beam in precast construction. 1. elastomeric bearings can be a very economical alternative to sliding or pot bearings. e.47(b)).Page 31 Fig.

48 Buried joint (after Lee (1994)) . The material used to span the joint is important. Joints are notoriously problematic.7. as illustrated in Fig. Fig.Page 32 1.48. However.7 Joints While bearings in bridges can frequently be eliminated. it is difficult to find a suitable material which carries the impact loading due to traffic across the gap while facilitating the necessary movement. Even in integral construction.1 Buried joint For movements of less than 10–20 mm.7. in this case the road surfacing over the joint consists of a specially formulated flexible bitumen. 1. for larger gaps. the number of movement joints being used in bridge construction is decreasing with the philosophy that all of the associated maintenance implications should be concentrated into as few joints as possible. if designed well. allowing saltcontaminated water to wash over the substructures. particularly in road bridges. This form has been successfully used for movements of up to 40 mm and is inexpensive to install or replace. the movement must be accommodated at the end of the run-on slab. 1.49. can result in a minimum maintenance solution. movements will always occur with the result that joints will always be needed. A typical arrangement is illustrated in Fig. 1. 1. and frequently leak.2 Asphaltic plug joint The asphaltic plug joint is similar to the buried joint in that the gap is protected by road surfacing. However. joints buried beneath road surfacing are possible and. 1.

7.50 Nosing joint (after Lee (1994)) . 1.3 Nosing joint Very popular in the 1960s and 1970s. 1. illustrated in Fig. The nosings today are made up of cementitious or polyurethane binders instead of the epoxy mortars popular in the 1970s which were often found to deteriorate prematurely.50. is no longer favoured in many countries. the nosing joint. It can accommodate movements of similar magnitude to the asphaltic plug joint but has a reputation for frequent failure and leakage. 1.Page 33 Fig.49 Asphaltic plug joint (after Lee (1994)) 1. Fig.

The aesthetics of the more common shorter-span bridges are considered in this section. 1.Page 34 1. The sun tends to shine directly on upstands while the main deck tends to remain in shadow (Fig. This effect can be useful. The depth of the upstand and the main deck relative to the span is a critical issue as will be seen in the following sections.53.51 Continuity of upstand and parapet (photograph courtesy of Roughan and O’Donovan Consulting Engineers. This serves to give a sense of continuity between the bridge and its setting as the eye can follow the line of the bridge from one end to the other. Certain bridge proportions in particular.8 Bridge aesthetics The art of bridge aesthetics is a subjective one with each designer having his/her own strongly held opinions. Dublin) . The effect can be emphasised by casting the upstand in a whiter concrete or by casting the outer surface at an angle to the vertical as illustrated in Fig. there is generally some common ground. particularly on what constitutes an aesthetically displeasing bridge. 1. particularly if the designer wishes to draw attention away from an excessively deep main deck. 1. Fig. look better than others and attention to this can substantially improve the appearance of the structure. 1. However. It is generally agreed that the upstand and parapet are important and that they should be carried through from the bridge to corresponding upstands and parapets in the abutment wing walls as illustrated in Fig.52). Further details on these and longer-span bridge aesthetics can be found in the excellent book on the subject by Leonhardt (1984). Some aspects of aesthetics are common to most bridges.51.

the shape of the opening is square (span equals height) and the abutment wing walls are large triangular .52 Shading of main deck relative to upstand (photograph courtesy of Roughan and O’Donovan Consulting Engineers.1 Single-span beam/slab/frame bridges of constant depth For very short-span bridges or culverts.53 Section through upstand 1.8. The abutment wing walls also play an important role as can be seen in the example of Fig. Dublin) Fig. 1. the shape of the opening has a significant influence on the aesthetics. 1. In this example.54. 1.Page 35 Fig.

this clearly is a matter of opinion and also depends on the relative depths of the main deck and the upstand. (b) 20 and 5. (d) 10 and 5 blocks.Page 36 Fig. 1. 1. Three alternatives are illustrated in Fig. Ratios of 20 . However.54(a) while leaving the main deck and upstand in concrete. it may be better to clad the wing walls in masonry as illustrated in Fig.g.54 Square opening with alternative span/upstand and span/main deck depth ratios: (a) 10 and 5 with brick wing walls. For such a bridge the main deck can be constructed of the same material (e. if aesthetics are important. a relatively deep main deck is often recommended such as one-fifth of the span. it may be difficult to get a good finish with in-situ concrete and. concrete) as the abutment walls. A typical solution is illustrated in Fig. (c) 20 and 10. 1. For a square opening. However. 1.54(b) with a span/upstand depth ratio of 20 and a span/main deck depth ratio of 5.54.

1.54(c) for upstand and main deck respectively. Leonhardt points out that scale is important as well as proportion. an even more slender deck is favoured. 1. For a 2×1 rectangular opening with wing walls of similar size. while ratios of 10 and 5 are illustrated in Fig. 1. Typical ratios are illustrated in Fig.8.56(a).55(a) with a span/upstand depth ratio of 40 and a span/main deck depth ratio of 20. 1.55(b) has ratios of 60 and 10. this proportioning also tends to bring the relative dimensions of the rectangular openings closer. span/upstand depth ratios of 20 and a span/main deck depth ratio of 10 is often recommended. For aesthetic reasons. which has a good aesthetic effect.57.2 Multiple spans The relative span lengths in multi-span bridges have a significant effect on the appearance. The bridge illustrated is probably typical with a main span/upstand depth . a parapet wall is integral with the upstand making it look deeper than necessary.54(d) and (a).56(b) as it is smaller and is more likely to be viewed from a distance. a much more slender deck is desirable. as illustrated in the figure.) A structure with similar proportions looks much better in Fig. 1. It can be seen that the upstand appears too thin and/or the deck too deep. 1. where people and traffic are close to the structure which is large relative to their size. typically by 25–35% as illustrated in Fig. For rectangular openings with less pronounced wing walls. (b) deep deck and slender upstand and 10 are illustrated in Fig. The heavier looking alternative illustrated in Fig. 1. This is illustrated in Fig. 1. (In this structure.Page 37 Fig. When the ground level is lower at the centre.55 Rectangular opening with small wing walls: (a) slender deck and deep upstand. This can be convenient as the principal obstruction to be spanned is often in the central part of the bridge. it is common practice in three-span construction to have the centre span greater than the side spans. 1.

1. 1.56 The influence of scale on appearance: (a) large structure near the viewer looks heavy.57 Three-span bridge with good proportions Fig. (c) curved haunches .58 Variable depth bridges: (a) straight haunches. 1.Page 38 Fig. (b) curved alignment achieved using two curves of differing radius. (b) small structure remote from the viewer looks better than in(a) Fig.

58(b) and (c). Straight haunches are considerably cheaper than curved ones. When a road or rail alignment is straight. 1. both in terms of shuttering and reinforcement details. they are not as aesthetically pleasing as a curved profile. As for single-span bridges. Varying the depth of bridges allows the depth to be increased at points of maximum moment. illustrated in Figs. . 1. where the depth is increased at the points of maximum (hogging) moment. When alignments are curved. straight haunches are possible as illustrated in Fig. This greatly complicates the detailing but makes for an efficient light structure and tends to look very well. 1.58(a).Page 39 ratio of 40 and a span/deck depth ratio of 20. However. effectively tying the bridge together. An open parapet is also used in the bridge of Fig.57 to increase the apparent slenderness of the bridge. curved decks are strongly favoured over straight ones. the upstand is continuous from end to end.

which . exceptional loads (such as snow) and construction loads.Page 40 Chapter 2 Bridge loading 2. An alternative. the draft Eurocode EC1 (1995) and the American standard AASHTO (1995). Imposed traffic loads consist of those forces induced by road or rail vehicles on the bridge. wind and imposed traffic loading. Dead and superimposed dead loads consist of permanent gravity forces due to structural elements and other permanent items such as parapets and road surfacing. The predominant effect is the vertical gravity loading including the effect of impact. For example. Another source of loading is earth pressure on substructures. it is often necessary to consider phenomena which would normally be ignored in buildings. Where footpaths or cycle tracks have been provided. the British Department of Transport standard BD37/88 (1988). Some of these are treated in greater detail in the following sections as indicated in the third column of the table. The various types of loading which need to be considered are summarised in Table 2. Other types of loading which may occur but which are not considered here are the effects of shrinkage and creep. the gravity loading due to pedestrians/cyclists can be significant. This is considered in Chapter 4 in the context of integral bridges. Three codes of practice are referred to in this chapter. Thermal changes can have significant effects. effects such as differential settlement of supports frequently need to be considered by bridge designers while generally being ignored by designers of building structures. the AASHTO standard specifies one combination which includes the effects of temperature. horizontal loading due to braking/traction and centrifugal effects in curved bridges must also be considered. For example. However. namely.1.1 Introduction For bridges. particularly in frame and arch bridges. These and other more common forms of bridge loading are considered in this chapter. Both the British standard and the AASHTO treatments of temperature are somewhat tedious in that different load ‘combinations’ must be considered.

In pedestrian bridges. Imposed traffic 4. i. Thermal 6. Differential settlement of supports can induce significant bending in continuous beam or slab bridges. Superimposed dead 3.5 2. recommends that the process of soil/structure interaction be taken into consideration for accurate analysis of problems of this type.4 – 2. Differential settlement 7. Impact 8. it is recommended that a combined model of the bridge structure and the supporting soil be used to determine the stresses induced by settlement.1 Summary of bridge loads Load type 1. vehicles and the bridge itself Effect of prestress on indeterminate bridges Section 2.Page 41 Table 2. The loading due to impact from collisions with errant vehicles can be quite significant for some bridge elements. The load specified in the UK has increased dramatically in recent years.e. this usually only includes pedestrian bridges and long-span road and rail bridges. The draft Eurocode treats temperature in a manner similar to other load types and applies the same method of combining loads as is used throughout EC1.6 – 2. Pedestrian and cycle track 5. Similarly high levels of impact loading are in use in many European national standards. excludes some thermal and wind effects but includes a higher traffic loading.3 – 2. it should be ensured that the natural frequency of the bridge is not close to that of walking or jogging pedestrians. Dynamic effects 9. Dead 2. EC7 (1994). The draft Eurocode on Geotechnical Design. The calculation is complicated by the use of different factors of safety and the specification of different design limits for the different combinations. in AASHTO and in the draft Eurocode.2 2.2 2. Prestress Description Gravity loading due to structural parts of bridge Gravity loading due to non-structural parts of bridge Loading due to road or rail vehicles Gravity loading due to non-vehicular traffic Uniform and differential changes in temperature Relative settlement of supporting foundations Impact loading due to collision with errant vehicles Effect of bridge vibration Horizontal loading due to wind on parapets.7 must also be considered. For example. the service stresses permitted in prestressed concrete bridges are higher for the combinations in BD37/88 which include temperature than for combinations which do not. where the natural frequency of the bridge is at a level which can be excited by traffic or wind. Vibration is generally only significant in particularly slender bridges. Wind 10. In practice. as will be demonstrated in Chapter 3. No geotechnical guidance is given in either BD37/88 or AASHTO on how bridges should be analysed to determine the effect of this phenomenon. .

In some cases. More accurate (and complex) methods are also specified for cases where wind has a significant effect. It is simply calculated as the product of volume and material density. For shorter spans. lightweight concrete has been successfully used in order to reduce the dead load.2 Dead and superimposed dead loading For general and building structures. Prestress is not a load as such but a means by which applied loads are resisted. Both the British and the American standards specify a simple conservative design wind loading intensity which can be safely used in most cases. there is a subdivision of this into dead loading and superimposed dead loading. There is clearly always going to be a parapet so it is a permanent source of loading. Superimposed dead load is the gravity load of non-structural parts of the bridge. An example of superimposed dead load is the weight of the parapet. 2. However. such superimposed dead loading is particularly prone to increases during the bridge lifetime. Because of such uncertainty. a particularly high load factor is applied to road pavement. . it is probable in many cases that the parapet will need to be replaced during the life of the bridge and the new parapet could easily be heavier than the original one. For this reason. wind can induce static horizontal forces on bridges. It is not unusual for road pavements to get progressively thicker over a number of years as each new surfacing is simply laid on top of the one before it. dead or permanent loading is the gravity loading due to the structure and other items permanently attached to it. In such cases. concrete or composite steel beams with concrete slabs are the usual materials. steel or aluminium decks can become economically viable due to their high strength-to-weight ratio.Page 42 In addition to its ability to induce vibration in bridges. This is particularly true of long-span bridges. In BD37/88. The most notable item of superimposed dead load is the road pavement or surfacing. Bridges are unusual among structures in that a high proportion of the total loading is attributable to dead and superimposed dead load. Thus. it is important to remember that an overestimate of the dead load can result in excessive stresses due to prestress. in indeterminate bridges it is necessary to analyse to determine the effect of prestress so it is often convenient to treat prestress as a form of loading. Such items are long term but might be changed during the lifetime of the structure. superimposed dead load tends to be assigned higher factors of safety than dead load. However. The methods used are very similar to those used to determine the effects of temperature changes. Thus dead load should be estimated as accurately as possible rather than simply rounded up. Wind tends not to be critical for typical road bridges that are relatively wide but can be significant in elevated railway viaducts when the vertical projected surface area is large relative to the bridge width. The former is the gravity loading of all structural elements. The critical load case generally occurs when a train of high vehicles are present on the bridge resulting in a large vertical projected area. For prestressed concrete bridges.

1 Imposed loading due to road traffic While some truck-weighing campaigns have been carried out in the past. more importantly.Page 43 2. Most codes allow a reduction for long footpaths. 2.3. a reduced intensity is allowed by some codes to reflect the reduced probability of both traffic and pedestrian loading reaching extreme values simultaneously. the imposed traffic loading specified by AASHTO is considerably less onerous than that specified by both BD37/88 and the Eurocode. There are two problems with this as a means of collecting statistics on truck weights.g. A dynamic factor is applied to the truck to allow for the increased stresses which result from the sudden arrival of a speeding vehicle on a bridge. In general. BD37/88 and the draft Eurocode specify two types of traffic loading. In recent years the situation has improved considerably with the advent of weigh-in-motion (WIM) technology which allows all trucks passing a sensor to be weighed while they travel at full highway speed. The AASHTO code specifies a traffic lane loading which consists of a knife-edge load plus a uniformly distributed lane loading. a truck of specified dimensions and axle weights must be considered. rail or pedestrian/cycle or indeed any combination of these. While pedestrian/cycle traffic loading on bridges is not difficult to calculate. When a structural element supports both pedestrian and traffic loading. In the Eurocode. after removing these lanes. Bridge traffic loading is applied to notional lanes which are independent of the actual lanes delineated on the road. there has been a scarcity of good unbiased data on road traffic loading until recent years. each 3 m wide. In the first place. Bridge codes commonly specify a basic intensity for pedestrian loading (e. Normal traffic loading or Highway A (HA) represents an extreme . In the past. Vehicular and rail traffic are considered in subsections below. there tends to be a bias as drivers of illegally overloaded trucks quickly learn that weighing is taking place and take steps to avoid that point on the road. The AASHTO code also specifies notional lanes of fixed width. WIM technology has resulted in a great increase in the availability of truck weight statistics and codes of practice are being revised to reflect the new data. ‘normal’ and ‘abnormal’. 5 kN/m 2 in the draft Eurocode and the British standard and 4 kN/m 2 in the American code).3 Imposed traffic loading Bridge traffic can be vehicular. The outstanding road width between kerbs. the quantity of data collected is relatively small but. sampling was carried out by taking trucks from the traffic stream and weighing them statically on weighbridges. Alternatively. The British Standard on the other hand (for carriageway widths in excess of 5 m) allows the lane width to vary within bands in order to get an integer number of lanes without having any remaining area. its importance should not be underestimated. Bridge traffic loading is often governed by trucks whose weights are substantially in excess of the legal maximum. the road width is divided into a number of notional lanes. is known as the ‘remaining area’.

there is uniform loading in the remaining area. While there are a number of factors which can vary between road classes and between countries. 24. The possibility of abnormal or Highway B (HB) loading must also be considered in British and Eurocode designs. 2.1(a). In BD37/88. Eurocode normal loading consists of uniform loading and a tandem of four wheels in each lane as illustrated in Fig.2. The AASHTO code allows similar reductions in lane loading for multi-lane bridges to account for the reduced probability of extreme loading in many lanes simultaneously.6. for example. 14.5 kN/m 2 elsewhere.1(b). 2. there can be a considerable dynamic component of truck loading which is deemed to be included in the specified normal load.6. This consists of an exceptionally heavy vehicle of the type which is only allowed to travel under licence from the road/bridge authority. the vehicle is known as the Highway B or HB vehicle. 19. ‘full’ HA lane loading consists of a uniform loading whose intensity varies with the loaded length and a ‘knife edge’ concentrated loading of 120 kN.Page 44 combination of overloaded trucks of normal dimensions. 1 and 2. This could be a traffic jam involving a convoy of very heavy trucks as would tend to govern for a long bridge. or 29.1 ‘Normal’ road traffic loading: (a) Eurocode normal loading.6. a typical one being full HA in Lanes 1 and 2 combined with 60% of full HA in the other lanes as illustrated in Fig. 2 and 3. 400 kN and 200 kN for Lanes 1. 2. respectively. On the other hand. it could be a chance occurrence of two overloaded moving trucks near the centre of a short bridge at the same time. For bridges with many notional lanes. Different countries have different classes of abnormal vehicle for which bridges must be designed. the standard combination is a load intensity of 9 kN/m2 in Lane No. (b) British standard HA loading . 2.6 m. The four wheels of the tandems together weigh 600 kN. In addition. Particularly on roads with rough surfaces. While there are exceptions. In the British standard.6. the abnormal load in BD37/88 is Fig. to take 25 units (a 1000 kN vehicle) while a highway bridge can be designed for 45 units (a 1800 kN vehicle). It is scaled in gross ‘units’ of 40 kN so that a minor road bridge can be designed. A large number of alternative abnormal vehicle classifications are specified in the draft Eurocode from which individual countries can select combinations for which roads of specified classes are to be designed. Combinations of normal traffic and an abnormal vehicle must be considered in bridge design. only one abnormal vehicle is specified but it may have a length of 9. Illustrated in Fig. a number of possibilities must be considered.

However. In addition. If this is done using automatic . Railway tracks on grade are generally laid on ballast. This effect can be minimised by incorporating transition zones at the ends of the bridge with ballast of reducing depth. is specified in the British standard. The standard Eurocode normal load model consists of four vertical point loads at 1. On bridges. Normal load is placed throughout the remainder of the lane and in the other lanes. known as Railway Upper (RU). 2. This follows from the fact that the train can generally be assumed to remain on the tracks. is similar in format. The static loads specified for the design of railway bridges must be increased to take account of the dynamic effect of carriages arriving suddenly on the bridge. the Eurocode provides for an alternative abnormal load model. the normal load model. there are some aspects of traffic loading that are specific to railway bridges which must be considered. The other disadvantage to the use of track slabs depends on the method used to maintain and replace ballast. There are two disadvantages to the use of track slabs.6 m intervals of magnitude 250 kN each and uniform loading of intensity 80 kN/m both before and after them. When used.2 Imposed loading due to rail traffic The modelling of railway loading is considerably less onerous than that of road traffic loading as the transverse location of the load is specified. bridges throughout a rail network are generally designed for the same normal load model. less stringent models have been used for the design of bridges on some light rail networks.5 kN per unit generally taken to replace the normal loading throughout the length of the vehicle and for a distance of 25 m before and after it. In BD37/88.2 British standard abnormal (HB) vehicle consisting of 16 wheel loads of F=2. less onerous load models can be applied. A standard light rail load model. 2.Page 45 Fig. However. On passenger transit ‘light rail’ systems. Railway Lower (RL).3. However. an additional vertical dynamic load is induced by the change from the relatively ‘soft’ ballast support to the relatively hard track slab. The weights of railway carriages can be much better controlled than those of road vehicles with the result that different load models are possible depending on the railway line on which the bridge is located. This factor is a function of the permissible train speed and of the natural frequency of the bridge. tracks can be laid on a concrete ‘track slab’ or the bridge can be designed to carry ballast and the track laid on this.

4 Thermal loading There are two thermal effects which can induce stresses in bridges. The AASHTO code specifies a baseline temperature equal to the mean ambient in the day preceding completion of the bridge. such as in an arch or a frame bridge.Page 46 equipment. Horizontal loading due to braking and traction is more important in railway bridges than in road bridges as the complete train can brake or accelerate at once. In concrete bridges. metal bridges must be designed for temperatures in the range − °C to 49 °C and concrete 18 bridges for temperatures in the range − °C to 27 °C. Completion of the structural form could be the process of setting the bearings or the making of a frame bridge integral. it is statistically much less likely. this can generate significant axial force. etc. In ‘moderate’ climates. those made from precast concrete or steel will have temperatures closer to ambient during construction. The American approach is much simpler. Resulting stresses in the period after construction will tend to be relieved by creep although little reliable guidance is available on how this might be allowed for in design. particularly for concrete with high cement contents. If restrained. Another aspect of loading specific to railway bridges is the rocking effect. bending moment and shear. Different figures are specified for 12 ‘cold’ climates. the temperature of the bridge at the time of construction. Unlike in-situ concrete bridges. The British Standard and the draft Eurocode specify no baseline. it tends to bend. Uniform changes in temperature result from periods of hot or cold weather in which the entire depth of the deck undergoes an increase or decrease in temperature. While it is possible in road bridges for all vehicles to brake at once. The first is a uniform temperature change which results in an axial expansion or contraction. It is possible to control this baseline by specifying the permissible range of temperature in the structure at the time of completion of the structural form. high early temperatures can result from the hydration of cement. 2. beam and slab. It is important in bridge construction to establish a baseline for the calculation of uniform temperature effects.e. If the top of a beam heats up relative to the bottom. Longitudinal horizontal loading in bridges can affect the design of bearings and can generate bending moment in substructures and throughout frame bridges. i.). It is assumed for design purposes that more than half of the load (about 55%) can be applied to one rail while the remainder (about 45%) is applied to the other. bending moment and shear force are generated. This can generate torsion in the bridge. The second effect is that due to differential changes in temperature. The difference between ambient temperature and the effective temperature within a bridge depends on the thickness of surfacing and on the form of construction (whether solid slab. a considerable delay can be caused by the need to remove the equipment at the start of the bridge and to reinstall it at the end. Both the draft Eurocode and the British standard specify contour plots of maximum and minimum ambient temperature which can be used to determine the range of temperature for a particular bridge site. if it is restrained from doing so. .

bridges are subjected to differential temperature changes on a daily basis. The equivalent axial force can readily be calculated as the sum of products of stress and area: . A distribution of stress is calculated corresponding to the specified change in temperature.3 is subjected to the differential increase in temperature shown. This effect can be particularly significant when the depth of the superstructure is great. The corresponding forces and moments are then readily calculated. Two distributions of differential temperature are specified in some codes. This is resolved into axial.e.1: Differential temperature I The bridge beam illustrated in Fig. Methods of analysing to determine the effects of the equivalent loads are described in Chapter 3. such as in the morning when the sun shines on the top of the bridge heating it up faster than the interior. the baseline temperature is clearly a mean temperature which relates to the density of the adjacent soil. i. In addition to uniform changes in temperature. 2. bending and residual distributions as will be illustrated in the following examples. Example 2. bending and residual effects as will be illustrated in the following examples. However. The applied temperature distribution is converted into the equivalent stress distribution of Fig. It is required to determine the effects of the temperature change if it is simply supported on one fixed and one sliding bearing.4(a) by multiplying by the coefficient of thermal expansion and the modulus of elasticity. These distributions can be resolved into axial. this causes the backfill behind the abutments to compact to an equilibrium density. In such cases. the baseline temperature distribution is important. Transverse temperature differences can occur when one face of a superstructure is subjected to direct sun while the opposite side is in the shade. one corresponding to the heating-up period and one corresponding to the cooling-down period. Cracking of reinforced concrete members reduces the effective cross-sectional area and second moment of area. that distribution which exists when the structural material first sets. After some time. 2.Page 47 As is discussed in Chapter 4. integral bridges undergo repeated expansions and contractions due to daily or seasonal temperature fluctuations. no such distribution is typically specified in codes. the magnitude of the resulting thermal stresses can be significantly overestimated. the implication being that the distributions specified represent the differences between the baseline and the expected extremes. If cracking is ignored. The coefficient of thermal expansion is 6 12×10− and the modulus of elasticity is 35000 N/mm2. As for uniform changes in temperature. The effects of both uniform and differential temperature changes can be determined using the method of ‘equivalent loads’. The reverse effect tends to take place in the evening when the deck is warm in the middle but is cooling down at the top and bottom surfaces. There is an ‘equivalent’ axial force and bending moment associated with any distribution of temperature.

there is in fact no axial stress but a strain of magnitude 6 0.4(b). 2.4 Components of imposed stress distribution: (a) total distribution.81 N/mm2 as illustrated in Fig. The equivalent bending moment is found by taking moments about the centroid (positive sag): The corresponding extreme fibre stresses are: . However. this beam is supported on a sliding bearing at one end and is therefore free to expand. 2.Page 48 Fig. Thus.81/35000=23×10− . (b) axial component. 2. (d) residual stress distribution This corresponds to a uniform axial stress of 579600/(600× 1200)=0. (c) bending component.3 Beam subject to differential temperature change Fig.

4(a). illustrated in Fig. 2.2 Calculation of force Block a b c d Details 3α (2.2: Differential temperature II For the beam and slab bridge illustrated in Fig.5 Beam and slab bridge subject to differential temperature: (a) cross-section. 2. it is free to rotate and there is in fact no such stress.15)= E Force 1.11/35 000=±32×10− . Example 2.080α E 1. (b) imposed distribution of temperature Table 2.Page 49 as illustrated in Fig. The coefficient of thermal expansion is α the modulus of elasticity is E.4(d). 2.4(c).4×0.4(b) and (c) from 2.5(b). It is found simply by subtracting Figs. The difference between the applied stress distribution and that which results in axial and bending strains is trapped in the section and is known as the residual stress distribution. 2. the equivalent axial force. bending moment and residual stresses are required due to the differential temperature increases shown in Fig. Instead. and Fig.150α E 0.220α E .5(a).890α E 0. As the beam is simply supported. a strain distribution is generated which varies linearly in the range 6 ±1.100α E Total force= 3. 2. 2.

The total force of 3.262α E − 0. The temperature distribution is converted into a stress distribution in Fig. area and distance from the centroid as outlined in Table 2.3 (positive sag).2. The total moment of − 0.062α E Total moment= − 0.70 m and second moment of area. (b) corresponding imposed stress distribution By summing moments of area. The bridge is split into two halves.Page 50 Fig.22α corresponds to an axial tension of 3. 2.70= 4. 2. below the 2 top fibre.718α E . each of area. Similarly moment is calculated as the sum of products of stress.3 Calculation of moment Block a b c d Details Moment − 0. the centroid of the bridge is found to be.718α corresponds to E stresses (positive tension) of: Table 2. The total tensile force per half is then found by summing the products of stress and area for each block as shown in Table 2.064 86 m 4.506α E − 0.6 and divided into rectangular and triangular blocks. 0.22α E E/0. 0.60α E.6 Division of section into blocks: (a) cross-section.012α E 0.

Δ generates a strain energy of: . However. v.7 Resolution of stress distribution into axial. the collision of a vehicle with a bridge is highly non-linear. 2. This section considers the basis on which these forces are derived. 2. (b) axial component. codes of practice often greatly simplify the procedure by specifying equivalent static forces. The residual distribution is found by subtracting the distributions of Figs.5 Impact loading Most bridge analysis is based on static linear elastic principles. travelling at a velocity. 2. bending and residual components: (a) total distribution.7(a). Peq . 2.Page 51 Fig. 2.7(b) and (c) from the applied distribution of Fig. (c) bending component. (2. 2. this is converted into strain energy in the spring.1) On impact. The simple case illustrated in Fig. 2. An undeformable sphere of mass. m.8 is considered first. The kinetic energy of the sphere is: (2. To overcome the resulting complications. collides with a spring of stiffness. which causes a deflection.2) Fig.8 Impact of undeformable sphere with spring . K.7. (d) residual stress distribution Hence the applied stress distribution can be resolved as illustrated in Fig. A static force.

An impact force is also specified for a derailed train colliding with a pier.9(a) could be represented by the lumped mass . there is a possibility that trucks passing underneath will collide with the bridge deck. 2. will generate the equivalent force given by equation (2. E k.3) gives an alternative expression for P eq: (2. because only the top of the vehicle is likely to impact on the bridge. This is frequently done by ‘lumping’ the distributed mass of a bridge at a finite number of nodes. 2. For these reasons. The mechanics of a collision between a vehicle and a structure are quite complex. mass has a significant effect on the response of the structure to a given load and computer models must incorporate a representation of mass as well as stiffness.6) While this is a very simple case.4) Substituting for Δin equation (2. the simply supported beam bridge of Fig. in the draft Eurocode. However. On bridges over road carriageways.5) on the outer surface of a structural element. In dynamics.3) For a spring of stiffness. A table of design static forces is specified in the draft Eurocode based on the expected masses and velocities of trucks on roads of various class. to consider collision of trains with bridge decks overhead. Such a possibility can be investigated by means of a dynamic analysis. the situation is simplified by treating the vehicle as undeformable and the structural element as a spring.Page 52 Hence the equivalent static force is: (2. For example. Further. the draft Eurocode specifies that the impact force due to a truck be applied at a specified height above the road surface. a force P eq generates a deflection: (2. it can be used as a basis for determining equivalent static forces. a substantial reduction factor applies. K. It is not necessary. Similar equivalent static loadings are specified in the AASHTO standard and in BD37/88.6 Dynamic effects Vibration can be a problem in slender bridges where the natural frequency is at a level which can be excited by wind or traffic. On bridge piers. It follows from these assumptions that a vehicle with kinetic energy.5) Substituting for E k in this equation gives the equivalent force in terms of mass and velocity: (2. a small difference in the impact location or the impact angle can result in a substantial change in the effect.

2. If the excitation frequency is close to one of the natural frequencies of the bridge. (b) lumped mass model Fig. as would often be the case for a road bridge excited by traffic. the equivalent static loads specified in codes of practice take account of this phenomenon and incorporate a ‘dynamic amplification’ factor. However. (b) typical second mode shape . say. In such an analysis.9(b).Page 53 model of Fig. All structures have a number of natural frequencies at which they tend to vibrate.9 is excited. 2. If the bridge of Fig. 2. there may be no need for further dynamic analysis. the interaction of the Fig. wind.10 Mode shapes of simply supported beam: (a) typical first mode shape. If it can be shown that the natural frequencies of the bridge are not close to the frequency of all expected sources of excitation. Common forms of excitation are truck vibration.10. The shape of the structure during such vibration is known as the mode shape. the source of excitation of the bridge is not considered and only the natural frequencies and mode shapes are determined. Dynamic amplification can be defined as the ratio of the actual stress to that due to the corresponding static load. as illustrated in Fig. In the simplest form of dynamic analysis. 2.9 Idealisation of beam for dynamic analysis: (a) original beam. further analysis is required to determine the dynamic amplification in what is known as a ‘forced vibration’ analysis. by wind. a suddenly applied load generates significantly more stress than a statically applied one. and jogging or walking pedestrians. 2. it may vibrate at one of these frequencies. Even when the frequencies are not close.

The combined effect of a number of tendons can then be found by simply combining the loadings. Like temperature. equilibrium of vertical forces gives an upward force at B of: As the angle. Whether the bridge consists of beams or a slab. it is often convenient to treat it as a loading for analysis purposes. for the externally prestressed bridge illustrated in Fig. methods will be given for the calculation of their magnitudes.7 Prestress loading While prestress is not in fact a loading as much as a means of resisting load. Such an analysis is currently only possible with specialist computer programs which incorporate the complexities of truck rocking and bouncing motions and the variations in truck dynamic characteristics which may be expected in typical traffic. the trucks are moving so the location of their masses are changing with time. Such a method is only necessary in the case of indeterminate bridges.7) It also follows from the small angle that the horizontal force is P cosθ P. In the case of road traffic. the equivalent force is assumed to increase from zero to its full value over a very short time (measured in milliseconds) and to maintain a constant value for a further short time (of the order of 200 ms). as the ≈ forces are eccentric to the centroid at the ends.11(a).5.7. For such cases. equivalent loadings can be found for individual tendons. 2. the applied loading is a truck or trucks of considerable mass. there are concentrated . Furthermore. the code allows for the carrying out of a dynamic analysis.1 Equivalent loads and linear transformation The equivalent loading due to prestress can generally be found by simple equilibrium of forces. Examples of analysis using equivalent prestress loads are given in Chapter 3. even for simply supported slab or beam-and-slab bridges. For a qualitative understanding of the effects of prestress. Finally. the draft Eurocode specifies an equivalent static force. it is often necessary to analyse to determine the degree to which prestressing of one member affects others. In this section. vibrating on their own tyres and suspensions. this can be approximated as: . design for the impact of vehicles colliding with bridges was discussed. Such a loading can readily be specified in a computer model and the maximum distribution of stress determined. θis generally small. (2. In such cases. In Section 2. However. For example. 2.Page 54 applied loading and the bridge is taken into account. 2. As an alternative. prestress can be handled using the method of equivalent loads. the concept of linear transformation is also introduced.

2.Page 55 Fig. (b) equivalent loading . (b) equivalent loading due to prestress moments there of magnitude (Pcosθ 2 ≈ 2. A small segment Fig.12 Segment of parabolically profiled tendon: (a) elevation. 2. A parabolically profiled prestressing tendon generates a uniform loading which again can be quantified using equilibrium of vertical forces. 2.11(b).11 Prestressed concrete beam with external post-tensioning: (a) elevation showing tendon. It can be shown that the equivalent loading due to prestress is always self-equilibrating. Hence the total equivalent loading due to )e Pe prestress is as illustrated in Fig.

9) where x1 is the X coordinate at point 1. there is an upward vertical component of the prestress force of: (2. Similarly the vertical component of force at 2 is: (2. 2.12(a).13 is prestressed using a single parabolic tendon set out according to the equation: (2.12) where s is referred to as the sag in the tendon over length l as indicated in the figure.12(b).Page 56 of such a profile is illustrated in Fig. 2.11) The equivalent loads on the segment are illustrated in Fig. . It is required to determine the equivalent loading due to prestress.3: Parabolic profile The beam illustrated in Fig. The intensity of uniform loading on this segment is: (2. 2. Example 2.8) As the angles are small: (2. At point 1.10) where F 2 is downwards when the slope is positive. This force is upwards when the slope is positive.

(b) equivalent loading due to prestress Differentiating equation (2.13 Beam with parabolic tendon profile: (a) elevation. e The slope at B is calculated similarly: . in this case. the equivalent point load at A would be upwards and of magnitude P(eB− A− e 4s)/l.13) As θ is small: A For a positive slope.Page 57 Fig.12) gives: (2. 2. the slope is negative and the force is downwards of magnitude P(−B +e A+4s)/l. However.

does little to increase the compressive stress at the top fibre at that point. 2. s. 2. The intensity of uniform loading is given by equation (2.13(b). A more appropriate revision is illustrated in Fig. Hence. A profile such as that illustrated in Fig. 2. This has the effect of increasing the tendon sag which increases the intensity of equivalent uniform loading. increasing the eccentricity locally at B without changing the sags. e. the equivalent uniform loading due to prestress is a function only of the sag and is. unaffected by eccentricity at the ends of the span. 2. which increases the compressive stress at the top fibre.14) This too is illustrated in the figure.4: Qualitative profile design A prestressed concrete slab bridge is to be reinforced with 10 post-tensioned tendons.13): (2. As was seen above. as illustrated in Fig. illustrated in Fig.14(b). Such a uniform upward loading in a two-span beam generates sagging moment at the interior support which has the desired effect of increasing the top-fibre stress there. Example 2.14. the response of a structure to such changes is not so readily predictable. The preliminary profile for the tendons. 2. . 2. they do not significantly affect the distribution of bending moment induced by prestress.11) where the second derivative is found by differentiating equation (2. In a determinate structure. In the structure of Fig. Pe. unchanged. However. results in insufficient compressive stress in the top fibres of the bridge at B.13(a) can be adjusted by changing the end eccentricities.3 illustrates the fact that the intensity of equivalent uniform loading due to a parabolic tendon profile is independent of the end eccentricities.14(a). It is required to determine an amendment to the profile to increase the stress at this point without increasing the prestress force. This is because the eccentricity at B has been increased without increasing the tendon sag in the spans. As these forces are at or near supports.14(c) where the profile is lowered in AB and BC while maintaining its position at the support points. stress at the top fibre can be increased by moving the prestressing tendon upwards to increase the eccentricity locally. This phenomenon is particularly useful for understanding the effect of prestressing in continuous beams with profiles that vary parabolically in each span. Thus.14). Example 2. in an indeterminate structure. increases the (sagging) moment due to prestress. the change only results in adjustments to the equivalent point loads at A and B and to the equivalent loading near B. This increase in tendon eccentricity. Such an adjustment is known as a linear transformation and will have no effect on the intensity of equivalent uniform loading as can be seen from equation (2.Page 58 As B is on the right-hand side. the equivalent point loads are as illustrated in Fig. e A and eB while keeping the sag. in fact. this force is downwards when positive.

15(a).5: Tendon with constant prestress force A three-span bridge is post-tensioned using a five-parabola symmetrical profile. Example 2.11). (b) raising of profile at B by linear transformation. 2. The intensities of loading are found from equation (2. 2. This can be seen in the following example.14 Adjustment of tendon profile: (a) original profile.Page 59 Fig. For the first parabola: . It is required to determine the equivalent loading due to prestress assuming that the prestress force is constant throughout the length of the bridge. half of which is illustrated in Fig. (c) lowering of profile in AB and BC to increase sag Most prestressing tendons are made up of a series of lines and parabolas and the equivalent loading consists of a series of point forces and segments of uniform loading.

This is necessary to ensure that the tendon does not generate concentrated forces at these points. from which the force is found to be: All of the equivalent loads due to prestress are illustrated in Fig. 2.16(a) . This is illustrated in Fig. Verifying that these forces are in equilibrium can be a useful check on the computations. Differentiating the equation for the parabola gives the slope. Note that in selecting the profile. (b) equivalent loading due to prestress Similarly.5: (a) partial elevation showing segments of parabola. it has been ensured that the parabolas are tangent to one another at the points where they meet. 2. the intensities of loading in the second and third parabolas are respectively: and The point load at the end support is the vertical component of the prestress force.7.2 Prestress losses In practical post-tensioned construction.15(b). 2. 2. prestress forces are not constant through the length of bridges because of friction losses.Page 60 Fig.15 Tendon profile for Example 2.

17. Therefore.16(b). a sensible approach to the derivation of equivalent prestress loading is to start by substituting the average prestress force for P in equations (2. It will be seen in Example 2. the moment due to the equivalent loading should be equal to the product of prestress force and eccentricity at all points. .5. The bridge is post-tensioned from both ends with the result that the prestressing forces vary symmetrically about the centre.Page 61 Fig.5 is subject to friction losses which result in the prestress forces presented in Fig. (b) equivalent loading (Pav=(P1+P2 )/2) where the forces at points 1 and 2 are different. 2.6: Tendon with varying prestress force The post-tensioning tendon of Example 2.9)–(2. However. The use of equivalent loads which do not satisfy equilibrium can result in significant errors in the calculated distribution of prestress moment. the difference between prestress forces at adjacent points is generally not very large.6 that this equivalent loading satisfies equilibrium of forces and moments. 2. The eccentricities given in this figure have been calculated from the equations for each parabola given in Example 2. Example 2.16 Equivalent loading due to varying prestress force: (a) segment of beam and tendon. The resulting loading is illustrated in Fig. A useful method of checking the equivalent loads is to apply them in the analysis of a determinate beam. It is required to determine the equivalent loading due to prestress taking account of the loss of force. In such a case.11). 2.

2. the slope is − 0. point loads must be applied at the end of each segment in accordance with Fig.Page 62 Fig.1322 and the upward force is: .17 Tendon profile showing varying prestress force (in kN) and eccentricity (in m) With reference to Example 2. In segment AB. 2.5 but using average prestress forces. the equivalent intensities of uniform loading are: In addition. the equation for the parabola is: At A.16(b). x=0.

in Fig. At B. 2.19(a). together with the other equivalent uniform loads. 2.Page 63 Fig. the location of this centroid varies along the length of the bridge. 2.19(b) where s is distance along the centroid. (b) total the minus sign indicating that the force is actually downwards. . In such a beam.3 Non-prismatic bridges The eccentricity of a prestressing tendon is measured relative to the section centroid.7. 2. This clearly affects the eccentricity and hence the moment due to prestress. The forces and moments at the ends of each segment are summed and the result is illustrated in Fig.18 Equivalent loading due to prestress: (a) loading on each segment. In nonprismatic bridge decks.18(a). the prestress forces are resolved parallel and perpendicular to the centroid and the eccentricity is measured in a direction perpendicular to it.18(b). 2. the slope of the profile is: giving a downward force at the right end of magnitude: The corresponding point load components for the other segments of parabola are calculated similarly and are presented. The resulting equivalent loading is illustrated in Fig. It can be verified that the forces and moments on each segment are in equilibrium. A segment of beam with a curved centroid is illustrated in Fig. 2.

It is prestressed with a tendon following a single parabolic profile from A to C. i. With reference to Example 2. AB and BC. 2. the centroid changes depth linearly between A and B and between B and C. In addition. (b) equivalent loading Example 2. it is defined by an equation of the same form as equation (2. there are friction losses of 12% which vary linearly between A and C (friction losses generally do not vary linearly but this is a widely accepted approximation).9: Equivalent loading due to change in geometry The beam illustrated in Fig. The definition of the parabola is independent of the section geometry. The beam is divided into just two segments.19 Equivalent loading due to variation in location of centroid: (a)segment of beam and tendon. It is required to determine the equivalent loading due to prestress.e.Page 64 Fig.: .20 has a non-prismatic section.12).3. 2.

it can be found as the difference between y and the line representing the centroid. for BC. 2. Hence for segment AB: Similarly for segment BC. the eccentricity is given by: Differentiating the equation for segment AB gives: Similarly.Page 65 Fig.20 Elevation of beam and tendon profile If the eccentricity is approximated as the vertical distance. the derivatives are: .

The forces are combined in Fig. for both segments: The average values for prestress force in segments AB and BC are 0.91P respectively.21(a). 2. The resulting equivalent loading due to prestress is illustrated for each segment in Fig. 2. 2. .97P and 0.21 Equivalent loading: (a) loading on each segment. where P is the jacking force. (b) total Differentiating again gives.21(b).Page 66 Fig.

i. This may be slower to perform in practice but provides a much clearer explanation of the process and is less prone to error.e. The approach to moment distribution used in this book is a little different in its presentation to that used traditionally. It is. . of course. Moment distribution has been selected as there is a physical action corresponding to each stage of the calculation which makes it easier to develop a qualitative understanding of the phenomena. Moment distribution is a convenient hand method that can be used in many cases. is performed not by adding numbers in a table but rather by adding bending moment diagrams. The method is also useful for checking computer output as it provides approximations of increasing accuracy throughout the analysis process.Page 67 Chapter 3 Introduction to bridge analysis 3. However. Analysis for the equivalent loads can be carried out by conventional computer methods or by moment distribution. actions other than forces that can induce stress in a bridge. not practical in most situations to analyse bridges by hand.2 Moment distribution Moment distribution can be used to check computer output and to develop insight into the behaviour of a great range of bridge types subjected to many different types of action. familiar to most engineers. the method is illustrated using some simple examples.1 Introduction Two approaches to bridge analysis are presented in this chapter. a knowledge of such methods is extremely useful for developing a complete understanding of the nature of bridge behaviour under load. In this section. The process of releasing joints. moment distribution and the method of equivalent loads. 3. the method of equivalent loads is presented as a means of analysing for the effects of ‘indirect actions’. The method consists of determining loads which have the same effect on the structure as the indirect action. In addition to moment distribution.

Appendix A gives the BMDs for members with a range of end conditions. The bending moment diagram (BMD) The 3 members are isolated by applying fixities at B and C as shown: due to the applied loading on the resulting ‘fixed’ structure is sketched.1 and are illustrated using the example presented in the right-hand column. These are presented in the left-hand column of Table 3.Page 68 The analysis procedure consists of four steps. This fixed structure is equivalent to: The resulting bending moment diagram (BMD) is found (with reference to Appendix A): . The fixities are numbered and the direction of each is defined.1 Moment distribution General Example Step 1: All members of the structure are isolated from one another by applying a number of fixities. Table 3.

The total discontinuity at B is 3EI/l+4EI/(1. i. boxed below. Dividing the BMD by this gives the normalised version.25l)=6. These BMDs are then normalised to give a unit value at each point of moment discontinuity.e.Page 69 General Example Step 2: The BMDs due Unit rotation at B induces a BMD of (refer to Appendix B): to application of unit displacements at each of the fixities are found.2EI/l. Appendix B gives the BMDs for a wide range of such displacements. a BMD with a unit discontinuity at B which results from some applied rotation at B: The corresponding BMD for rotation at C is found similarly: .

The resulting BMD is: Step 4: The process described in Step 3 is repeated until a BMD is arrived at in which equilibrium is satisfied everywhere. factored by 0.005wl 2. For this particular example.005wl2 .131–0. the first iteration has resulted in a BMD which is sufficiently accurate for most practical purposes. the correction of the discontinuity at C had the effect of reintroducing a discontinuity at B. Similarly. the process of adding normalised BMDs. This discontinuity is removed by adding the normalised BMD corresponding to rotation at B (2). This is performed simply by adding or subtracting the normalised bending moment diagrams. as adding it would increase the discontinuity).Page 70 General Step 3: In the fixed BMD (Step 1). This is removed by subtracting the normalised BMD corresponding to rotation at C (3). This is the final solution. In this step. Hence. The correction of the discontinuity at B had the effect of increasing the discontinuity at C.006wl 2. factored by 1. to get an exact answer.006wl2 (the BMD is subtracted. must be repeated until no discontinuity remains. there is generally a lack of equilibrium of bending moment at the fixing points. often characterised by discontinuities in the BMD. . The resulting BMD is: The discontinuity at C is now (0. scaled in each case by the appropriate discontinuity. Example The moment just left of B in the fixed BMD (1) of 0.125wl 2 is less than that just right of B (0.130wl 2) by 0. such discontinuities are successively removed by applying ‘rotations’. factored by the discontinuities.125)wl2=0.

(c) BMD due to unit rotation. which gives a unit discontinuity of moment at B and C. two equal and opposite rotations must be applied simultaneously at B and C.2.005wl 2. exact. 3.Page 71 Example 3. it is possible to isolate members from each other by the simultaneous application of a pair or pairs of equal and opposite fixities. The arrows indicate the directions of positive rotation for Step 2.2 is. The fixed bending moment diagram (BMD) (Step 1) is unaffected by the symmetric system of fixities but. Step 3 consists of removing these two discontinuities (simultaneously) by adding the BMD of Fig. (b) unit rotation simultaneously at B and C. as illustrated in Fig. The beam is fixed simultaneously at B and C as illustrated in Fig.1 Moment distribution using symmetry: (a) symmetrical system of fixities. As will be demonstrated in this example.1(c) and the normalised version.1: Continuous beam using symmetry Concepts of symmetry can be used to great effect when analysing by moment distribution. Hence. as before. this time using symmetry.1(d) (boxed). The discontinuities at B and C in the fixed BMD are. no iteration is required for this example and the BMD of Fig. 3. 0. The resulting BMD (from ) is illustrated in Fig.1 is analysed again. in fact. 3. in Step 2. 3. is illustrated in Fig.1(a). As there are no further discontinuities.1(d). The resulting BMD is illustrated in Fig. 3.1(b). 3.005wl2. The beam of Table 3. 3. (d) normalised BMD . scaled by 0. 3. Fig.

B.3 Box culvert example .4(f).4(f). This is corrected by applying the BMD of Fig. 3.2 Final BMD for three-span beam Example 3. this becomes the BMD of Fig.4(b)) is Pl/8.4(c)) results in the BMD illustrated in Fig. from . factored by that amount. Step 1: The members are isolated by applying fixities at A. The resulting BMD is illustrated in Fig. The normalised BMD due to rotation at C and D is found similarly and is as illustrated in Fig.Page 72 Fig. The discontinuity now present at C and D is 0.4(e). this culvert is assumed to be supported at two discrete points under the walls and to have constant flexural rigidity throughout.5(a). Step 2: Applying unit rotation simultaneously at A and B (Fig. 3.4(Pl/8). 3.4(d). 3. 3. 3. 3.4(a). 3.4(b). Fig.3.5(b). factored by Pl/8.2: Box culvert The application of moment distribution to a two-dimensional frame type of structure is demonstrated using the box culvert illustrated in Fig. 3. Symmetry is exploited by simultaneously fixing A and B and simultaneously fixing C and D as shown. and D as illustrated in Fig. For simplicity. as illustrated in Fig. which gives the BMD of Fig. 3. The fixed BMD is. Step 3: The discontinuity at A and B in the fixed BMD (Fig. When normalised. 3.4(e). This is corrected by adding the BMD of Fig. C. 3. 3. 3.

4 Analysis of box culvert (a) system of fixities. (c) moments required to induce unit rotation at A and B. (c) a after second correction at A and B.5 BMD after successive corrections: (a) after correction of discontinuity at A and B. (d) after second correction at C and D . (b) fixed BMD. (e) normalised BMD for rotation at A and B. (d) BMD associated with unit rotation at A and B.Page 73 Fig. (b) after correction of discontinuity at C and D. (f) normalised BMD for rotation at C and D Fig. 3. 3.

5(c). factored by this amount. The interaction of bridges with the surrounding soil is considered further in Chapter 4.5(d) is deemed to be the final solution. A higher hogging moment (0. 3.6(b). A more realistic finite-element (FE) model taking account of these effects and assuming typical soil properties is illustrated in Fig. Adding the BMD of Fig. Finally. The discontinuity now existing at A and B is considered to be sufficiently small for the purposes of this example and the BMD of Fig.064(Pl/8).Page 74 Step 4: The correction at C and D has reintroduced a discontinuity at A and B of 0. Earth pressure on a structure of this type generates an additional distribution of moment. gives the BMD of Fig. 3.2 was assumed to be supported at two discrete points.6 Finite-element model of box culvert and surrounding soil: (a) finite-element mesh. 3. 3.825(Pl/8)) is found with a corresponding reduced sagging moment. 3.5(d).6(a) and the resulting BMD in Fig. This box culvert of Example 3. A more typical situation would be that of continuous support from granular material throughout the length of the base and side walls. factored by 0. 3.4(e).4(f). 3. 3. the BMD of Fig. is added to give the BMD of Fig.16(Pl/8). Fig. (b) resulting BMD .

The . If the deformation is not uniform. frequently adopted by bridge engineers. 3. an alternative approach. Fig. EI.9(a) results in the BMD illustrated in Fig. 3. following example serves to demonstrate the effect of a differential settlement on a continuous beam bridge.9(c).Page 75 3. Example 3. By coincidence. distributions of bending moment and shear are induced in the deck.9(d). the fixed BMD is as illustrated in Fig.3: Differential settlement by moment distribution The continuous beam illustrated in Fig. 3. 3.9(b).8(a). Step 2: Applying a unit rotation as illustrated in Fig. as the effect is often not very significant.3 Differential settlement of supports There is considerable research and development activity currently taking place in the field of soil/structure interaction. Thus. The resulting BMD is required given that the beam has uniform flexural rigidity. When normalised. the structure and the surrounding soil may be represented using non-linear computer models. many structural engineers treat the soil as a spring or a series of springs in the numerical model.5EI∆ 2. Step 1: Referring to (4th and 5th BMDs). The disadvantage of this is that differential settlement is more often caused by a relatively weak patch of soil under one support rather than by a non-uniform distribution of applied loads. the discontinuity at C is of the /l same magnitude. 3.7 Three-span beam example: (a) geometry. (b) imposed support settlement . 3. Hence. To accurately analyse for this effect. is to assume that a foundation support settles by a specified amount. The discontinuity of moment at B is 1. Similarly. The system of fixities cannot be symmetrical as the ‘loading’ is not symmetrical. the beam is fixed as illustrated in Fig. Clearly soil deforms under the vertical forces applied through bridge piers and abutments. 3. Δ relative to the others and to determine the effects of this on the structure.7 is subjected to a settlement at B of Δrelative to the other supports. a rotation at C results in the normalised BMD of Fig. 3. However.8. this becomes the BMD of Fig.

(b) BMD associated with unit rotation at B. 3.8 First step in analysis of three-span beam: (a) system of fixities. 3. (d) normalised BMD associated with rotation at C . (b) fixed BMD Fig.9 Effect of rotations at points of fixity: (a) unit rotation at B.Page 76 Fig. (c) normalised version of BMD associated with rotation at B.

10(b). /l factored by this amount. As the second moment of area is proportional to the cube of . It is interesting to note two additional things about the final BMD illustrated in Fig. /l 3. k).8(b) is 1. 3.Page 77 Fig.9(d) factored by this amount to give the BMD of Fig.9(c).5 EI∆ 2.10(a).8 EI∆ 2. (c) after second corrections at1 and 2 Step 3: The discontinuity at B in Fig. It is usual to size a bridge by selecting a depth which is proportional to span length (i. (b) after correction at 2.e. Differential settlement has the effect of generating sagging moment at the support which settles. divided by the square of the span length. 3. I. which are typical of differential settlement: 1. This correction at B has the effect of increasing the discontinuity at C to 1. 3.10(c). The moment at the support which settles is proportional to the second moment of area. 3. depth=l/k for some constant. Step 4: One further iteration gives the BMD of Fig. This is important as supports in continuous beams are generally subjected to hogging moment and are often not designed to resist significant sag.10 BMD after successive corrections: (a) after correction at1. 3. 3. gives the BMD of Fig. This is corrected by adding the BMD of Fig. 3.10(c) which is deemed to be of sufficient accuracy. Adding the BMD of Fig. l.

However. This is particularly significant for concrete bridges where considerable creep occurs. However. The implication of this is that. no stresses are generated as no restraint is (∆ offered to the contraction. it is reasonable to anticipate some reduction in moment due to concrete creep. there can be no tendency to crack. (∆ is coefficient of thermal expansion (strain per unit change in temperature). for a given settlement Δ the induced moment is more critical for bridges with long spans than . namely. it follows that creep has the effect of reducing the moment due to differential settlement over time.Page 78 the depth. i. in practice. if the specified settlement is deemed to include such time-dependent effects. This beneficial effect of the creep in concrete is countered by the fact that the magnitude of the differential settlement itself often increases with time due to timedependent behaviour in the supporting soil. 2. However.11(a) and the temperature is reduced by Δ it will contract freely. If. 3.11 Extreme restraint conditions For axial temperature: (a) free. the beam is fixed at both ends as illustrated in Fig. Further. there are two thermal effects for which bridge analysis is required. Fig. moment is proportional to span length. Unlike BMDs due to applied forces. A widely accepted approximate way to model the effect of creep is to reduce the elastic modulus.11(b). (∆ where E is the elastic modulus. As moment is proportional to this modulus.4 Thermal expansion and contraction As discussed in Chapter 2. 3. values are often specified which are independent of span length. The beam then contracts by α T)l where l is its length. It might be expected that for longer spans. on the other hand. for those with short ones. As there is no stress. 3. There cannot be any strain as the beam is totally T. and its temperature is reduced by Δ then there will be no strain. the span/depth ratio is particularly important. The stress is manifested in a tendency to crack. 3. A (negative) strain will occur of magnitude α T) where α the T.e. analysis for the effects of axial expansion/contraction due to temperature changes is considered. axial expansion/contraction and differential changes in temperature through the depth of the bridge deck. a modest increase in slenderness can considerably reduce the moment due to differential settlement. the differential settlement should be larger as the supports are further apart and soil conditions are more likely to be different. the distribution of moment due to differential settlement is proportional to the elastic modulus. restrained against contraction. the maximum moment due to differential settlement is roughly proportional to (l/k)3/l2=l/k3. This total restraint generates a stress of magnitude Eα T). In this section. (b) fully fixed . If a beam is on a sliding bearing as illustrated in Fig.

It also happens in frame bridges where the piers offer some resistance to expansion or contraction of the deck. it is required to find the bending moment. (b) fixed axial force diagram . 3.12(a). Example 3.4: Restrained axial expansion by moment distribution For the bridge illustrated in Fig.12 Frame subjected to axial change in temperature: (a) original geometry.Page 79 The most common case requiring analysis is the one in between the two extreme cases described above. 3. 1. shear force and axial force diagrams due to an increase in deck temperature of Δ T.30).13 First step in analysis of frame: (a) fixing system. This happens for example in arch bridges where contraction is accommodated through bending in the arch (Fig. Fig. 3. where a beam is partially restrained. (b) deformed shape after expansion of deck Fig.

(d) free body diagram showing lack of equilibrium of forces at B. As the pier is fully fixed at its base. (c) associated shear force diagram. Fig. BD. (e) normalised free body diagram . 3. (b) associated axial force diagram.Page 80 The deck is supported on a bearing at B which prevents relative translation between it and the supporting pier but allows relative rotation.12(b). In addition.14 Effect of translation at fixing point: (a) forces required to induce unit translation. 3. a thermal expansion tends to bend the pier as illustrated in Fig. bending moment is generated in the pier. Thus. its resistance to bending restrains the expansion a little and generates a small compressive stress in the deck between A and B.

The associated axial force and shear force diagrams are illustrated in Figs. The lack of force equilibrium in this diagram corresponds to the moment discontinuity in the BMDs of the usual moment distribution problems.14(a). (c) shear force diagram. 3. such a fixity is not necessary to isolate the members in this case. 3.Page 81 Step 1: The substructure and superstructure of the bridge are isolated from one another by the imposition of a translational fixity at B as illustrated in Fig. The (∆ is corresponding force is α T)E(area)=6000α T)EI/h2. is illustrated in Fig. the stress in AB is α T)E.14(e).15 Results of analysis: (a) free body diagram with restored equilibrium at B. where α the coefficient of thermal expansion and E is the elastic modulus. corresponding to unit discontinuity of force at B. 3. The required external force at B can be seen in the free-body diagram of Fig. (While a rotational fixity at this point is also possible. a force is required to bend BD (. However. 3. 3.) There is no bending moment or shear force in the fixed structure.14(b) and (c).13(b). (d) bending moment diagram . 3. 3.14(d). The normalised version of Fig.14(d). Hence the axial force diagram is as (∆ (∆ illustrated in Fig. 4th case) of 3EI/h3 giving a total required force at B of 1503EI/h3. (b) axial force diagram. In addition. Fig. Step 2: To apply a unit translation at B requires a force to compress AB of E(area)/(length)=1500EI/h3 as illustrated in Fig.13(a). 3.

The result is illustrated in Fig. This means that such stresses. this is the final free body diagram. Hence the rise in temperature results in a lot of strain and in very little stress in the deck. It is also of interest to note that. The sustained stresses generated by the subsequent contraction of the concrete as it cools can be relieved substantially by creep. i. 3. 3.998×6000α T)EI/h 2 and a shear (∆ (∆ force in BC of 0. 3. The final axial force and shear force diagrams are illustrated in Figs.15(d).13(b). The relative 2 flexural rigidities are given on the figure and the area of the deck is 500I0/l . Example 3. Most noteworthy is the effect of the relative values of deck area and pier second moment of area. (∆ There are some points of interest about axial temperature effects apparent from this simple example. the moments and forces due to changes in temperature are proportional to the elastic modulus. This situation is corrected at B by subtracting the forces illustrated in Fig. as for differential settlement. As a result. in-situ concrete bridges generate significant quantities of heat while setting and consequently have their initial set when the concrete is warm.5: Thermal contraction in frame bridge by moment distribution The frame structure illustrated in Fig.5 .002×6000α T)EI/h2 to Fig.e. It is subjected to a uniform reduction in temperature through the depth of the deck (ABC) of 20°C and no change in temperature elsewhere. The area of the deck is typically numerically much larger than the second moment of area of the pier with the result that the restraint to deck expansion is relatively small. The resulting distribution of bending 6 moment is required given that the coefficient of thermal expansion is 12×10− .16 Integral frame of Example 3.14(e) factored by 6000α T)EI/h2. the bending moment in BD varies from zero at this point (∆ to a maximum of 12α T)EI/h at D as illustrated in Fig.16 is integral having no internal bearings or joints. may be relieved by the effect of creep. (∆ As there is no further force discontinuity.15(b) and (c).13(b)) as there is no axial force in BC and no shear force in the pier to correspond to the axial force in AB. 3. 3. 3. thermal contraction or expansion induces bending moment as well as axial force and shear. Fig. However. if sustained in a concrete structure. As the shear force across the pin at B is 12α T)EI/h2. 3.15(a). 3. by adding an axial tension in AB of 0. Substantial temperature changes occur on a short-term basis during which the effects of creep do not have a significant ameliorating effect.Page 82 Step 3: There is a lack of force equilibrium in the fixed structure at B (Fig.

is as illustrated in Fig.18(c). As the rotation is applied while fixing against translation. However.17 First step in analysis of frame: (a) system of fixities. Due to symmetry.19(a) and generates the BMD illustrated in . there is a lack of force equilibrium at A and C which.18(a) and generates the BMD illustrated in Fig. as points A and C will tend to rotate as well as translate. 3. the fixities at A and C are taken to be equal and opposite as illustrated. 3. no axial forces are generated in the members. Applying a unit translation in Direction 2 (while preventing rotation) requires the moments and forces illustrated in Fig. there is a lack of force equilibrium at A and C as illustrated in Fig. 3. No distribution of bending moment is present in the fixed structure but the axial force diagram is as illustrated in Fig.12EI 0/l . one translational and one rotational as illustrated in Fig.17(a). 3.18(d). 3. (c) free body diagrams showing shear and axial forces in fixed frame Step 1: Due to symmetry. Hence. there is no tendency for point B to rotate and this point can be considered fixed without applying a fixity. However. In the fixed structure.2EI0 /l. 3. when divided by 7.17(b).2EI0/l and is illustrated in Fig. 3.17(a)) requires the moments and forces illustrated in Fig. two fixities are needed at each. there is a shear force just below A and C which is unmatched by an axial force in AB or BC. 3. 3. The normalised version is found by dividing by 7. the attempt to contract generates a tensile stress in ABC of 6 6 (12×10− )(20°)E and an axial force reaction at each end of (12×10− )(20°)(500EI0/l2)− 2 0. 3.18(b). Step 2: Applying a unit rotation in Direction 1 (Fig. As there is axial force in ABC but no corresponding shear force in AD or CF. (b) fixed axial force diagram.17(c).Page 83 Fig.

It can be seen in Fig. as there is no moment induced in the fixed structure.20(c). 3. adding it to a BMD of zero. 3. 3. The discontinuity or lack of equilibrium at A is 538. 3.20(a) and (b). The normalised lack of joint equilibrium is illustrated in Fig. 3.17(c) is corrected by factoring Fig. Step 3: The lack of force equilibrium in the fixed structure illustrated in Fig.20(a) by 0.19(b). (d) normalised shear and axial forces associated with rotation Fig. (c) normalised BMD associated with rotation. In addition.20(c) . 3. 3.19(c).12EI0/l 2 and. the joint forces of Fig. (b) BMD associated with unit rotation.18 Effect of rotation at A and C: (a) moments and forces required to induce unit rotation.4EI 0/l3. 3. Normalising with respect to this value gives Figs.19(d) that there is a shear force just below A which is not matched by the axial force to its right. a distribution of axial force is generated which is illustrated in Fig. 3. In addition.Page 84 Fig.

3.00214EI0/l and adding them to Figs. (d) free body diagram at joint A showing lack of equilibrium . 3.21(a) and (b) respectively.17(c).20(a) and (c) are Fig.22(b) of magnitude. 0. 3. Figures 3. The results are illustrated in Fig. 3. 3.00285EI0/l2.21(a). This is corrected by scaling Figs.22. The results are illustrated in Fig. There is a discontinuity in the BMD (or lack of moment equilibrium) at A and C evident in Fig.18(c) and (d) by 0.Page 85 must be factored by 0. 3.19 Effect of translation at A and C: (a) forces and moments required to induce unit translation. Step 4: The removal of the moment discontinuity reintroduces a lack of force equilibrium which is evident in Fig.12EI 0/l2 and added to those of Fig.21. 3. (c) axial force diagram associated with unit translation. (b) BMD associated with unit translation. 3.

3. 3. (c) free body diagram showing unit discontinuity of forces Fig. (b) corrected free body diagram . (b) normalised axial force diagram.20 Normalised effect of translation at A and C: (a) normalised BMD.21 Effect of correcting for lack of force equilibrium: (a) corrected BMD.Page 86 Fig.

3.18(c) and (d). 3. The resulting moment discontinuity is corrected by factoring and adding Figs. 3.23 where the lack of force equilibrium is deemed to be sufficiently small. .22 Effect of correcting for discontinuity in BMD: (a) corrected BMD.23(a) is therefore adopted as the final BMD. This leads to Fig. 3.23 Results of analysis for effects of thermal contraction: (a) BMD. (b) free body diagram scaled by this amount and added to Figs. 3. (b) corrected free body diagram Fig. Figure 3.22(a) and (b).Page 87 Fig.

it is particularly useful when a computer is available to carry out the analysis but the program does not cater directly for temperature effects. where: where α the coefficient of thermal expansion. This can become a significant factor in bridge deck design. In Stage C. To some extent this alters the resistance to contraction or expansion.24 Beam on rollers with partial (spring) restraint . even on an unrestrained beam. The equivalent loads method consists of three stages as follows. 3. The equivalent force. While the method may not at first seem to be any simpler to apply than the procedure used above.5 serves to illustrate the effect of a moment connection between the bridge deck and the piers. Normally this stage would be done by computer but it Fig. a more important effect of the moment connection is the bending moment induced in the deck by thermal movement.Page 88 Example 3. However.1 Equivalent loads method The method of equivalent loads is a method by which a thermal expansion/contraction problem can be converted into a regular analysis problem. sectional area and E is the elastic modulus of the beam.24 which is subjected to an axial increase in temperature of Δ The expansion is partially restrained by a spring of stiffness AE/(2l) where A is crossT.e. F 0. 3.4.25(a) and the associated stress distribution in Fig. 3.25(b). The equivalent loads for this example are illustrated in Fig. Therefore. will generate both. thermal movement is resisted by bending in both the piers and the deck. Stage B—Analyse for the effects of the equivalent loads: The beam is analysed for the loading illustrated in Fig. that distribution of stress which is inadvertently introduced into the structure by the equivalent loads. 3.6: Introduction to equivalent loads method The equivalent loads method will first be applied to the simple problem of the partially restrained beam illustrated in Fig. on the other hand. An axial expansion can be generated in an unrestrained beam by applying an axial force. this distribution of stress must be subtracted to determine the stresses generated indirectly by the change in temperature. Stage A—Calculate the equivalent loads and the associated stresses: The loading is found which would generate the same strain in an unrestrained member as the distribution of temperature. However. 3. temperature on an unrestrained is member generates strain but not stress. 3.25(a). Example 3. In such a case. i. it is necessary to identify the ‘associated stresses’.

the bending takes place freely and the beam curves upwards as the top expands relative to the bottom.25(b) from that of Fig. it is resisted in proportion to their stiffnesses. Stage C—Subtract the associated stresses: The distribution of associated stresses is subtracted from the stresses generated by the equivalent loads. (d) stress distribution due to temperature change is trivial for this simple example. Hence the force is taken in the ratio 1:2 as illustrated in Fig.25(d). This is the final result and is what one would expect from a thermal expansion in a partially restrained beam. the top tends to increase in temperature faster than the bottom. It is well known that. 3. In this case. If a linear distribution of this type is applied to a simply supported single-span beam. 3. 3. Thus.25(c). The distribution of stress due to application of F 0 is an axial tension throughout the beam of magnitude 2F0/(3A) as illustrated in Fig. The result is an axial compression of F0/(3A) throughout the beam.25 Analysis by equivalent loads method: (a) equivalent loads. (c) equilibrium of forces at spring. 3. This corresponds to the case of a beam on rollers subjected to an axial increase in temperature in that strains take . a differential temperature distribution develops which tends to cause the bridge to bend.25(d).Page 89 Fig.5 Differential temperature effects When the sun shines on the top of a bridge. this consists of subtracting the axial stress distribution of Fig. 3. the beam acts as a spring of stiffness AE/l. when a load is applied to two springs. strain is generated but also some compressive stress. For this example. (b) associated stress distribution. 3.

The ratio 1/R is known as the curvature.7: Differential temperature in two-span beam The two-span beam illustrated in Fig. the change in is . In multi-span beams and slabs. R is radius of curvature. Example 3.26 Beam of Example 3. It is required to determine the BMD due to the temperature change given that the coefficient of thermal expansion is α . temperature generates a curvature of: The corresponding equivalent moment is: Fig. κIn this case. the free bending is prevented from taking place and the situation is one of stress but no strain. 3. The temperature change varies linearly from an increase of 5° at the top to a decrease of 5° at the bottom. Consider the familiar flexure formula: where M is moment.7 and applied distribution of temperature . partial restraint against bending is present as will be seen in the following examples. where αis the coefficient of thermal expansion. 3. If such a differential temperature distribution is applied to a beam in which the ends are fixed against rotation. Stage A—Calculate the equivalent loads and the associated stresses: The temperature change would generate a distribution of strain varying from 5α the top to − at the bottom at 5α of an unrestrained beam. The BMD will be determined using the method of equivalent loads. the elastic modulus is E and the second moment of area is I. σ stress and y is distance from the centroid. is where ε strain.26 is subjected to a change of temperature which is non-uniform through its depth.Page 90 place but not stress. The centroid of the beam is at mid-height.

(b) BMD due to application of equivalent loads.27(a) and (b) respectively. that distribution of moment which is inadvertently introduced into the structure by the equivalent loading. it is necessary to identify the ‘associated BMD’. Fig.27 Application of equivalent loads method: (a) equivalent loads. The equivalent loads and associated BMD are illustrated in Figs. 3. even on unrestrained beams. 3. Therefore.e.28 Stages in equivalent loads method: (a) applied equivalent loads. The equivalent moment on the other hand will generate both curvature and bending moment. i. (c) BMD after subtraction of associated BMD . 3.Page 91 Fig. (b) associated BMD Temperature on an unrestrained structure generates strain and curvature but not bending moment or stress.

The depth of the beam is h and the centroid is at mid-depth.e.30: Fig.8: Differential temperature change in continuous beam The three-span beam illustrated in Fig. 3. B.28(b). The BMD will be determined using the method of equivalent loads.27(b) from Fig. Stage C—Subtract the associated stresses: Subtracting the associated BMD of Fig. it is effectively fixed as illustrated in Fig. the axial component will result in a free expansion. The BMD due to the applied equivalent loading is as illustrated in Fig.30 Resolution of applied change in strain into axial and bending components .29 is subjected to an increase in temperature which varies linearly from a maximum of 20° at the top to 10° at the bottom. Hence. 3. the elastic modulus is E and the second moment of area is I. The temperature distribution is first converted into a strain distribution by multiplying by the coefficient of thermal expansion. from Fig. 3. the central support point. due to symmetry. Stage A—Calculate the equivalent loads and the associated stresses: In this example. axial strain and bending strain. the curvature is. The bending component will result in some moment but not as much as would occur if the beam were totally prevented from bending.Page 92 Stage B—Analyse for the effects of the equivalent loads: Analysis of a symmetrical two-span beam is trivial because. 3.28(c). i.30. a strain but no stress. 3. as illustrated in Fig. a. 3.28(b) gives the final result illustrated in Fig. 3. 3. does not rotate. 3.29 Differential temperature example Fig. 3. The distribution is then resolved into two components. It is required to determine the BMD due to the temperature increase given that the coefficient of thermal expansion is α .28(a) and the solution can be determined directly from Appendix B. Example 3. As the beam is free to expand.

Normally this stage would be done by computer but it will be done using moment distribution for this simple example. (b) associated BMD Stage B—Analyse for the effects of the equivalent loads: The frame is analysed for the loading of Fig.31(a). 3.32 First step in analysis by moment distribution: (a) system of fixities. Fig. the equivalent moment becomes: Thus. (b) applied loading on fixed structure.Page 93 Hence.31 Application of equivalent loads method: (a) equivalent loads. (c) BMD in fixed structure .31. 3. 3. Fig. 3. the equivalent loads and associated BMD are as illustrated in Fig.

34 Completion of equivalent loads method: (a) BMD due to analysis by moment distribution.33 Effect of rotation at fixing points: (a) moments required to induce unit rotation. the fixities at B and C are equal and opposite as indicated in Fig. (c) normalised BMD associated with rotation Fig. 3. The applied loading on the fixed structure is illustrated in Fig.32(b) and the resulting BMD (Appendix B) in Fig. 3.Page 94 Step 1: The beam is fixed at B and C in order to isolate the three spans.32(c).32(a). As the ‘loading’ is symmetrical. 3. Fig. 3. (b) BMD after subtraction of associated BMD . 3. (b) BMD associated with unit rotation.

It is required to determ if there will be uplift at B c due to combined temperature and dead load. (b) section through diaphragm. 3. 3. Stage C—Subtract the associated stresses: Subtracting the associated BMD of Fig. Step 3: The discontinuity of moment at B and C evident in Fig. Referring to that example.35(c).Page 95 Step 2: Unit rotation at B and C requires the application of the moments illustrated in Fig.1 (Chapter 2).34(b). The cross-section and temperature distribution for this examp le are identical to those of Example 2. Step 4: As no discontinuity now exists.33(b). 3.35 Bridge diaphragm example: (a) plan of geometry. 3. This is the BMD due to the differential temperature increase. 3.9: Bridge diaphragm The bridge diaphragm illustrated in Figs. 3.33(c) factored by 5EIα The result is illustrated in Fig. no further iteration is required. Example 3.34(a) gives the final result illustrated in Fig. (c) applied temperature distribution . the equi ivalent loading is a force of 580 kN and a moment of 160 kNm of which only the mome is of relevance. /h. 3. 3. The upward reaction from the bearing due to 6 the dead load is 300 kN.32(c) is corrected by adding Fig. 3.33(c). 3. 3.34(a). Fig. 3.35(a) and (b) is subjected to the differential increase in temperature shown in Fig.33(a) and generates the BMD illustrated in Fig. the coefficient of thermal expa is 12×10 − and the modulus of 2 elasticity is 35 000 N/mm . The normalised version is illustrated in Fig.31(b) from Fig.

36(b). (d) final BMD Fig. Point B does not rotate and is effectively fixed. Subtracting the associated BMD gives the final BMD illustrated in Fig. 3. 3.36 Analysis to determine effect of imposed differential temperature: (a) equivalent loading. The associated BMD is illustrated in Fig. 3.37 Free body diagram for diaphragm beam To determine the reaction due to this moment.37: Hence the reaction at B is 80+80=160 kN. 3.36(d).Page 96 Fig. (c) results of analysis. 3. (b) associated BMD. .7) the BMD due to applied loading is as illustrated in Fig. Hence (as in Example 3. By symmetry. 3. the structure is analysed for the loading illustrated in Fig. As the reaction due to dead load exceeds this value.36(c). there is no uplift of this bearing due to the differential temperature change. 3. The reactions at A and C can be found from the free body diagram illustrated in Fig.36(a).

38α and E − 5.32α 5. .29α and 11.32α at the top and bottom fibres E E respectively. It was established in Example 2.38 Analysis to determine effect of differential temperature change: (a) equivalent loading.38α 10.38(c) gives the final distribution of moment due to restrained bending illustrated in Fig. it was established that the equivalent moment due to the temperature change is − 0. the total E stress at the top fibre is − 5.67α At the bottom fibre the total stress is E− E=− E.718α for half of the bridge.87α E. (c) results of analysis. Using the method of equivalent loads: E Stage A: The equivalent loads are illustrated in Fig.38(b) from Fig.2. 11.Page 97 Example 3.45α (restraint to expansion induces compression at the extreme fibres). 3. Fig. 3. 3. Stage B: Analysis by computer or by hand gives the BMD illustrated in Fig. (d) final BMD Thus. Stage C: Subtracting the associated BMD of Fig. In Example 2.38(d). 3. a sagging bending moment is induced over the central support. B. It is required to determine the maximum stresses due to the differential temperature change.38(b). of 1. (b) associated BMD.077α which E gives stresses (tension positive) of − 5.10: Differential temperature in bridge of non-rectangular section The beam-and-slab bridge whose section and temperature loading is described in Example 2.38(c). Hence.38(a) and the associated BMD in Fig.2 that the residual stresses are − 5.29α 5.45α E− E=5.2 consists of two 10 m spans. 3. 3. 3.

(c) and (d) show sections through it. (d) section C—C . α =12×10− /°C and a modulus of elasticity.Page 98 Example 3. 3.11: Variable section bridge Figure 3.39 Pedestrian bridge: (a) elevation.39(b). (b) section A—A and corresponding imposed temperature distribution. (c) section B—B and corresponding imposed temperature distribution. Fig. The bridge is first restrained when its temperature is somewhere between 5°C and 25°C and the minimum temperature attained during its design life is − 15°C. It is required to determine the equivalent loading and the associated stress distributions given a coefficient 6 of thermal expansion.39(a) shows the elevation of a pedestrian bridge while Figs. The deck is subjected to the differential decreases in temperature shown in the figure. 3. E=35×106 kN/m 2.

(b) equivalent loading.40 Model of pedestrian bridge: (a) geometry showing differences in level of centroids.39(b)–(d)).5 m and 1. 3. Summing products of stress and area in Fig. 3. 3.39(b) gives the equivalent force (positive tension) on the solid section due to the differential temperature distribution: The corresponding equivalent moment (positive sag) is: Fig. (c) associated axial force diagram.033 m below the top fibre for the solid and hollow sections respectively (Figs. (d) associated BMD .Page 99 By summing moments of area it is found that the centroids are 0.

64 m 2 and the equivalent force is: A model which allows for the difference in the level of the centroids is illustrated in Fig. 3.6×1=2. respectively. a second moment of area several times as large as the maximum used elsewhere in the model (e. the particle tends to expand in all three directions. using members with very large stiffnesses can generate numerical instability in a computer model. when a differential distribution of temperature is applied through the depth of a bridge slab.g. Similarly. 3.40(c) and (d). Note that the short vertical members at b and c could be assumed to have effectively infinite stiffness.40(c) and (d) from the results. the area is 2. it tends to bend about both axes. 3. The bending moment and axial force distributions due to the temperature decreases can be found by analysing for the equivalent loading illustrated in Fig. for rotation. the equivalent loads are illustrated in Fig.5.41(a) to allow axial expansion in both the X and Y directions. an equivalent force of: For the hollow section. Example 3.1 Temperature effects in three dimensions When the temperature of a particle of material in a bridge is increased. However. Noting that the axial effects apply to all members while the differential temperature distributions only apply to the deck (abcd). the bridge is two-span .40(b). 3. the area is 2. Therefore. 3.39(b) and (d). bending moment results about both axes as will be illustrated in the following example. 3.6 m 2 giving E.Page 100 In the hollow section.12: Differential temperature The slab bridge of Fig. However. 3. the equivalent force due to the differential temperature distribution is: and the equivalent moment is: The maximum axial decrease in temperature is (25− (−15))=40°C and the corresponding stress is 40α For the solid section of Figs. 3. 3.40(a). The associated axial force and bending moment diagrams are illustrated in Figs. ten times) generally provides sufficient accuracy without causing such problems. If there is restraint to either or both rotations.40(b) and subtracting the associated distributions of Figs.41 is articulated as shown in Fig.

3. there are three bearings transversely at the ends so that it is not able to bend freely transversely either. Further. The specified temperature distributions are different in the cantilevers and the main deck of this bridge. It is required to determine the equivalent loading and the associated 6 BMD due to this temperature change. for longitudinal bending. 3. 3. The coefficient of thermal expansion is 9×10 − /°C and the modulus of elasticity is 32×106 kN/m 2.41(c) and (d) respectively. The location of this centroid is: below the top surface. The deck and cantilevers are subjected to the differential temperature increases illustrated in Figs. The bridge deck is divided into parts as illustrated in Fig.Page 101 Fig. (d) imposed temperature distribution in cantilever (section 2–2) longitudinally and is therefore not able to bend freely. However.42 corresponding to the different parts of the temperature distribution and the temperature .12: (a) plan showing directions of allowable movement at bearings. (c) imposed temperature distribution in deck (section 1− 1). the bridge will tend to act as one unit and bending will take place about the centroid. (b) section A-A.41 Slab bridge of Example 3.

In the cantilever region.43 Equivalent loading due to temperature . (b) cantilevers changes are converted into stresses. 3. Taking moments about the centroid gives a longitudinal bending moment per metre on the main deck of: The corresponding bending moment per metre on the cantilever is: These equivalent longitudinal moments are illustrated in Fig. bending is about the centroid of the Fig.42 Cross-section with associated distribution of imposed stress: (a) deck. 3. 3. The transverse direction is different from the longitudinal in that the cross-section is rectangular everywhere.43.Page 102 Fig.

(d) section C–sC . 3. 3. 3.45 Associated BMDs: (a) plan showing section locations.44. (c) section A–A.Page 103 Fig.44 Resolution of imposed stress in cantilever into axial and bending components cantilever. The axial expansion is unrestrained while the bending stress distribution generates a moment of: Fig. The applied stress distribution is resolved into axial and bending components as illustrated in Fig. (b) section B–B.

13: Frame subject to axial prestress by moment distribution The frame of Fig. Step 1: The system of fixities used in Example 3.45. 3. 3. However. However. Step 2: The effects of inducing rotations or translations at the fixing points are the same as for Example 3.43. there is one important distinction.5 is used again here as illustrated in Fig. For example.47(a) and (b) (unit discontinuity in moment) and in Figs. reproduced here as Fig. An unrestrained change in temperature results in a change in strain only and no change in stress. of magnitude. 3. Example 3. on the other hand. The frame is analysed by moment distribution. . there are two associated BMDs as illustrated in Fig. P. if a beam rests on a sliding bearing at one end. results in changes of both stress and strain. As for the previous example. there are many bridge forms where the effects of prestress are restrained to some degree or other and where analysis is necessary. only (M4− 3) needs to be applied at the M deck/cantilever interface as illustrated in Fig. The normalised versions are presented here in Figs. it can undergo axial changes in temperature without incurring any axial stress. the stress distributions are easily calculated and analysis is not generally required. 3.Page 104 In the main deck. The BMD due to applied ‘loading’ on the fixed structure is zero everywhere as the prestress forces are applied at fixing points. However.5.46(b). 3. the differential distribution is applied to a 0. As these applied moments generate distributions of longitudinal and transverse moment. 3.46(a). the problem is completed by analysing the slab (by computer) and subtracting the associated BMDs from the solution. Prestress. prestressing that beam does (as is the objective) induce a distribution of stress. 3.8 m deep rectangular section giving a moment about the centroid of: As M3 is applied to the outside of the cantilever. 3.16. is subjected to a prestressing force along the centroid of the deck.47(c) and (d) (unit discontinuity in force). When the movements due to prestressing are unrestrained. ABC. It is required to determine the net prestress force in the deck and the resulting BMD.6 Prestress The effects of prestress in bridges are similar to the effects of temperature and the same analysis techniques can be used for both.

47 Effect of displacements at fixing points: (a) normalised BMD due to rotation. (b) system of fixities Fig. (b) normalised forces due to rotation. 3. (d) normalised forces due to translation .Page 105 Fig.46 Frame subjected to prestress force: (a) geometry and loading. (c) normalised BMD due to translation. 3.

0178Pl and adding to give Figs. . illustrated in Figs. (c) BMD after correction for moment equilibrium. 3. that equilibrium of forces at A and C is then satisfied. This consists simply of factoring Figs. 3.48(c) and (d). (d) internal forces after correction for moment equilibrium Step 3: The translational fixity is released first to apply the prestress force. (b) internal forces after correction for force equilibrium.48(d) is satisfied to a reasonable degree of accuracy. 3.48(a) and (b). The discontinuity of moment which results is removed by factoring Figs. 3.Page 106 Fig. 3.48 Effect of prestress force: (a) BMD after correction for force equilibrium. It can be seen in the results.47(c) and (d) by P. no further iteration is deemed necessary. Step 4: As force equilibrium in Fig.47(a) and (b) by 0. 3.

It is also of importance to note the bending moment that is inadvertently induced by the prestress. P. about 5% of the applied force is lost as shear force in the piers. e. 3. Example 3. 3. this bending moment is independent of the elastic modulus and is therefore unaffected by creep.50 First stage in equivalent loads method: (a) equivalent loads. from the centroid with a prestress force. In this example. as prestress generates stress as well as strain.14: Analysis for eccentric prestressing The beam illustrated in Fig. 3.50(a). However. The axial force diagram is clearly as illustrated in Fig. a prestressed deck will continue to shorten with time due to creep. The only difference is that. Interestingly. the bending stresses induced by this shortening are also relieved by creep with the result that creep has little net effect on the bending moment due to prestress. This is equivalent to applying a moment alongside the force as illustrated in Fig.Page 107 Example 3. it is not appropriate to deduct the associated stresses from the analysis results as was necessary in temperature analysis. the prestress force is applied at an eccentricity to the centroid. (b) axial force diagram due to prestress . The method of equivalent loads is applicable to prestress just as it is to temperature. To determine the bending moment diagram.13 serves to illustrate the ‘loss’ of prestress force that occurs in a frame due to the restraint offered by the piers. however.49 Beam subjected to eccentric prestress force Fig.50(b). 3. is not so straightforward as the beam is not free to lift off the supports at B and C.49 is prestressed with a straight tendon at an eccentricity. Fig. In a concrete frame. The analysis to determine the BMD will be carried using moment distribution. It is required to determine the induced distributions of axial force and bending moment. 3. In this example.

52 Effect of rotation of fixing points: (a) moments required to induce unit rotation. 3. 3.52(a).51 First step in analysis by moment distribution: (a) system of fixities.52(b) and the normalised BMD in Fig. Fig. The BMD in the fixed structure due to the equivalent loading is as illustrated in Fig.52(c). As there is no further discontinuity. Step 3: The discontinuity of bending moment evident in Fig. (b) BMD associated with unit rotation. Step 2: The moments required to induce unit rotation at B and C are illustrated in Fig. 3.Page 108 Step 1: The beam is fixed as illustrated in Fig. (c) normalised BMD . 3. 3. 3. (b) fixed BMD Fig.53. 3.51(a).51(b) is removed by factoring Fig.51(b). The result is illustrated in Fig. 3. the resulting BMD in Fig. this is the final BMD due to prestress.52(c) by Pe/2 and adding. 3. 3.

In a simply supported beam. the intensity of which can be determined by considering equilibrium of forces at the ends of the parabola. it is required to find the BMD due to a prestress force.) For the parabola in Span AB. Example 3. For preliminary design purposes. 3. For this beam. the actual profiles are sometimes approximated by ignoring the transition curves over the internal supports as illustrated in Fig.54 Beam with profiled prestressing tendon . a tendon below the centroid generates hogging moment.15: Profiled tendons In most post-tensioned bridges the tendons are profiled using a combination of straight portions and parabolic curves.14 that the effect of the tendon below the centroid is to generate sagging moment in the central span. (This was covered in greater detail in Chapter 2.54.53 Final BMD due to eccentric prestress force It is interesting to note from Example 3. P. 3. 3. A parabolic profile generates a uniform loading.Page 109 Fig. the slope is found by differentiating the equation as follows: Fig.

3. (b) summary of all equivalent forces on beam Fig.56 Equivalent loads method: (a) system of fixities for analysis by moment distribution. 3. (b) equivalent loads and BMDs due to prestress in fixed structure.55 Equivalent loading due to profiled tendon: (a) equivalent forces in span AB. (c) BMD after correction for discontinuity in BMD .Page 110 Fig.

3. described in detail in Chapters 5 and 6. the continuous bridge slab is represented by a mesh of discrete beams. coincidentally. Thus. Fig.52(c) is factored by this amount and added to Fig.12 and the vertical component of prestress is 0. Step 1: The symmetrical system of fixities is illustrated in Fig.Page 111 At A. . They are both equal to 0. In most practical grillages.56(c). GJ.08.7 Application of moment distribution to grillages A great many bridges are analysed by computer using the grillage analogy. is 1. Step 3: To remove the moment discontinuity of 0.12P. 3. the complete equivalent loading due to prestress is as illustrated in Fig. As a result.56(a) and the associated BMD (Appendix A) is given in Fig. moment distribution is applicable to the analysis of grillages but is tedious to apply for most examples. wCD =wAB=0. w.56(b). The bridge is subjected to uniform vertical loading of intensity. As there is no further discontinuity. 3. 3. Step 1: The two members are isolated from each other by the fixing of point B.5 times the flexural rigidity. Hence. by symmetry. 3.56(b). 3. at x=l. 3. Example 3. which is illustrated in Fig.2P/l.14 and illustrated in Fig.55(a) it can be seen that the vertical component of the prestressing force at A is P sin θ≈ tan θ=0. the 1 P 1 slope is 0.1P and the intensity of loading is. The torsional rigidity. x=0 and the slope becomes − 0. wBC=0. the intensity is. Similarly.2P/l. Step 2: The BMD associated with simultaneous rotations at B and C is identical to that derived for Example 3. EI. The beam is analysed for this loading using moment distribution. In CD. 3.57(b). significant vertical translational displacements occur at the joints. vertical loading induces torsion as will be demonstrated in this example. 3. this is the final BMD due to prestress in this beam. Example 3.56(b). only those grillages are considered in which there is no such joint displacement. As there is a support there already.57(a).55(b). equilibrium of vertical forces requires a uniform loading of intensity: In BC. This bridge is long and narrow so it can be idealised by two beam members as illustrated in Fig.52(c). The obvious difference is that typical prestress loading is in the opposite direction to loading due to self weight. In this chapter. The result is illustrated in Fig.00833Pl in Fig. 3. In this method. 3. 3. the vertical components can be found similarly. it is not necessary to provide a vertical translational fixity.15 serves to illustrate that the effect of profiled prestressing tendons can be quite similar to the effect of self weight in that it applies a uniform loading throughout the beam.16:Torsion due to vertical loading When bridges are curved or crooked in plan.08P. From Fig.

57 Analysis of crooked bridge: (a) plan view of geometry. A unit rotation is first applied . (e) plan view of fixed BMD However. Vertical loading on AB in the fixed structure is applied to a beam which is fixed at one end.57(c) (rotation about two axes). the BMDs for each of these beams is about the axis of that beam so the discontinuity of moment at B is not apparent from the diagram. However. (d) elevation of applied loading and resulting BMD in AB while fixed.57(d). 3. In plan. (c) plan view of system of fixities. 3. This is done in Fig. The internal bending moment at the left end of BC is wl 2/8 as illustrated in Fig.58(b) and it can be seen that there is a discontinuity of moment at B of (1− 2)wl2/8=0. it needs to be resolved into components parallel and perpendicular to AB. (b) plan view of idealisation.293wl2 /8. From Appendix A. In addition. 3. 3. At B. the BMD for the two beams are illustrated in Fig. The double headed arrows indicate rotational fixities where the positive direction is clockwise when looking in the direction of the arrow.58(a). two rotational fixities are required in orthogonal directions as illustrated in Fig. there is a 1/√ discontinuity in torsion of wl2/(8√ 2).Page 112 Fig. In order to compare this moment to that just left of B. 3. the bending moment diagram is as illustrated (in elevation) in Fig. there is a transition between bending moment and torsion in the members. 3. Step 2: The second step in moment distribution is to find the bending moment and torsion diagrams due to unit rotation at each of the points of fixity.57(e).

3.Page 113 Fig.59(d). dividing by this value gives the normalised version illustrated in Fig. normalised for moment. (b) resolution of end moment in BC parallel and perpendicular to AB in Direction 1 (Fig.58 Plan views showing internal moment: (a) end moment in BC.59(a). The discontinuity parallel to Direction 2 at B is GJ/l+3EI/2l=3EI/l. 3. To determine the effect on member BC. 3.59(b). Applying a unit rotation in Direction 2 (Fig. Unit rotation at the end of AB results in the deformed shape and BMD illustrated in elevation in Fig. 3.57(c)). 3. the rotation at the joint must be resolved into components as illustrated in Fig. the normalised version of Fig. Hence the BMD due to unit rotation at B is as illustrated in Fig. 3. The discontinuity of moment at B in the BMD of Fig. Step 3: In the third step.60(a) and it can be seen that it generates no torsion and the BMD illustrated in Fig. the discontinuities in the fixed bending moment and torsion diagrams are removed by scaling and adding the diagrams derived in Step 2.59(c) can be seen when the moments are resolved in Fig. 3. the application of a twist of 1/√ at B does 2 not generate any torsion in BC. 3.60(b). 3. is illustrated in Fig.60(d). 3.60(c).57(c)) generates no bending but a torsion of GJ/l in AB.59(e).59(c). In BC. The . It is (3+3/2)EI/l=9EI/2l.59(d). 3. As there is no resistance to twisting at C. it is necessary to resolve the rotation into components parallel and perpendicular to that member as illustrated in Fig. 3. The discontinuity of moment at the joint can be seen by resolving the internal moments and torsions in Fig. 3. 3.

The corresponding bending moment and torsion diagrams are illustrated in Figs. (d) free body diagram showing lack of equilibrium of moments at B.58(b) is (1− 2)wl2/8=0.61(b).805wl2/8. The new discontinuity now introduced parallel to Direction 1 is removed by adding a diagram proportional to Fig. . 3. 3. there is still a discontinuity parallel to Direction 2 of 0.60(d). 3. 3.61(a). (b) resolution of rotation parallel and perpendicular to BC.61(c) and the discontinuity in that is removed by adding a diagram parallel to Fig. 3. 3.61(d).60(d) to give the diagram illustrated in Fig. (e) normalised free body diagram discontinuity in the fixed BMD of Fig.59 Effect of rotation in direction 1 at B: (a) elevation of AB showing imposed unit rotation and associated BMD.61(e) and (f).Page 114 Fig. 3. This is removed by adding the diagram of Fig. 3. scaled by minus this value to give the diagram illustrated in Fig.59(e) scaled by minus this value gives the moments and torsions illustrated in Fig. While the discontinuity parallel to Direction 1 (Fig.57(c)) has now been removed at B.59(e) to give Fig. 3. (c) BMD due to unit rotation. Adding the BMD 1/√ of Fig. 3. 3.293wl2 /8. 3.

(b) BMD due to unit rotation. 3.Page 115 Fig.60 Effect of rotation in direction 2 at B: (a) resolution of rotations parallel and perpendicular to BC. (d) normalised free body diagram . (c) free body diagram showing lack of equilibrium of moments at B.

(b) after correction of moments in direction 2.Page 116 Fig. (c) plan view of idealisation . (c) after second correction in direction 1. 3.62(a) and (b) is long relative to its width and can be modelled using a single longitudinal member and a pair of outriggers at the ends as Fig. (f) final torsion diagram Step 4: To get an exact answer. (e) final BMD. the process must be continued until no discontinuity remains. 3. 3. (b) cross-section. (d) after second correction in direction 2.61 Successive corrections to internal moments and torsions: (a) after correction of moments in direction 1. Example 3.17: Torsion due to skew supports The skewed bridge illustrated in Figs.62 Long skewed bridge: (a) plan view.

(d) free body diagram showing lack of moment equilibrium in fixed structure . (c) fixed BMD. (EI)BE=3.63(a).8. (GJ)BE =4. This deck has flexural rigidities of (EI)ABC = (EI) DEF=0. it is necessary to fix against vertical translation and against rotation about both axes.e.62(c).Page 117 illustrated in Fig. i. 3. It is subjected to vertical uniform loading of intensity w. This is represented diagrammatically in Fig. (b) simplified system of fixities.6 and torsional rigidities of (GJ)ABC =(GJ)DEF=2.0. Fig.63 First step in analysis by moment distribution: (a) complete system of fixities with two rotations and one translation. The circles in this figure indicate translational fixities with a direction of positive upwards. Step 1: To isolate the members from one another. The symmetry of the system is exploited recognising that the three fixities at B are identical to the corresponding fixities at E. total fixity must be imposed at B and E.0. 3. 3.

By the same token.64(a). (c) BMD associated with unit rotations at B and E . There is no torsion in the bridge in its fixed state. sin θ )(GJ)BE/l1=8 sin θ 1. BE is fixed at each end and the BMD (Appendix A) is as illustrated in Fig. 3.63(b).e. However. but unnecessary in practice. In the fixed structure. As the two bearings are relatively close together (i. the vertical deflection at B and E will be relatively small and can be neglected. the rotation in Direction 2 will be small. 3. Therefore it is sufficient to fix the bridge as illustrated in Fig.Page 118 The system of fixities illustrated is adequate.63(c). Step 2: The second step consists of applying a rotation at B and E. Applying a unit rotation to ABC and DEF about their own axes requires no moment as no torsional resistance would be offered by the bearings. The member must also undergo bending in order to rotate at each /l end through cos θThe elevation showing the . (b) elevation showing moments required to induce rotations in BE. as to apply a unit rotation there would require a moment that is very large. 12<<l 1).64 Effect of rotations at B and E: (a) plan showing resolution of rotations into components parallel and perpendicular to BE. This can be seen by resolving the unit rotation into directions parallel and perpendicular to the member as illustrated in Fig. The required twist of one end relative to the other is 2 sin θ the torsion required to generate such a twist (Appendix B) is (2 . 3. Fig. The discontinuity is (wl 2/12) cos θ there is a moment of this amount to the right of as B and zero moment/ torsion on the other side of it. The discontinuity of moment parallel to the direction of fixity is found by resolving the moment reaction of wl2/12 parallel to the direction of fixity as illustrated in Fig.63(d). 3. 3. to rotate member BE in Direction 1 requires it to be rotated and twisted.

/l The internal moments and torsions at B and E are illustrated in Fig. Step 3: As stated in Step 1 and illustrated in Fig. 3. last BMD) is illustrated in Fig. (b) normalised free body diagram . Resolving parallel to the direction of fixity gives the discontinuity of moment corresponding to unit rotation: Normalising with respect to this discontinuity.65(b) scaled by that amount. Thus. 3.65(a). Fig.Page 119 required deflected shape is illustrated in Fig.65(b). 3.66(a). 3. the discontinuity in moment parallel to Direction 1 in the fixed structure is (wl2/12) cos θThis is removed by adding Fig. 3. 3.65 Internal moments associated with rotations at B and E: (a) free body diagram with resolution of moments parallel and perpendicular to direction of fixity. results in the internal moments and torsions illustrated in Fig. 3.63(d).64(c). The resulting diagram is illustrated in Fig. the corresponding BMD (Appendix B. to apply a unit rotation in the direction of fixity generates this BMD plus a distribution of constant torsion throughout member BE of magnitude 8 sin θ1 . .64(b). 3.

Page 120

Fig. 3.66 Corrected internal moments: (a) free body diagram showing moments after correction for discontinuity at B and E; (b) plan showing final BMD; (c) plan showing final torsion diagram

There is no discontinuity remaining in this diagram as the torsion and moment components are in equilibrium. Hence, no further distribution of moment is required. The final moment and torsion diagrams are illustrated in Figs. 3.66(b) and (c) respectively. It can be seen in Example 3.17 that the skew supports have the effect of introducing a small hogging moment at the ends of the bridge. If the skew, θwere zero, the bridge would in , effect be simply supported and the moment would be positive everywhere (sagging). On the other hand, if the skew were very large, the end hogging moment would be correspondingly large approaching a maximum of wl2/12. The skew also has the effect of introducing a significant distribution of torsion into the bridge.

Page 121

**Chapter 4 Integral bridges
**

4.1 Introduction

Integral bridges are those where the superstructure and substructures are continuous or integral with each other. While the concept is well established, many bridges built in the 1960s and 1970s were articulated with expansion joints and bearings to separate the superstructure from the substructure and the surrounding soil. In the 1980s and 1990s, many of these required rehabilitation due to serviceability problems associated with the joints. As a result, integral construction has recently received a great deal of attention and this form is likely to become much more widespread in the future. In the UK in particular, designers are now required to consider the use of the integral form for most shorter bridges (up to 60 m span and 30° skew).

4.1.1 Integral construction

There are many variations on the basic integral bridge. In the bridge of Fig. 4.1(a), the deck is composed of separate precast beams in each span. While in the past such a deck might have had a joint over the central support, a more durable form of construction is to make it continuous over the support using in-situ concrete, as illustrated. A bridge is shown in Fig. 4.1(b) in which the deck is continuous over the internal support and integral with the abutments at the ends. Figure 4.1 (c) illustrates another variation; this bridge is integral with both the abutments and the intermediate pier. While there are considerable durability advantages in removing joints and bearings, their removal does affect the bridge behaviour. Specifically, expansion and contraction of the deck is restrained with the result that additional stresses are induced which must be resisted by the bridge structure. The most obvious cause of expansion or contraction in bridges of all forms is temperature change but other

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Fig. 4.1 Integral bridges: (a) precast beams made integral over the interior support; (b) deck continuous over interior support and integral with abutments; (c) deck integral with abutments and pier

causes exist, such as shrinkage in concrete bridges. In prestressed concrete decks, elastic shortening and creep also occur. A simple integral bridge is illustrated in Fig. 4.2(a). If the bases of the abutments are not free to slide, deck contraction induces the deformed shape illustrated in Fig. 4.2(b) and the bending moment diagram of Fig. 4.2(c). Partial sliding restraint at the bases of the abutments results in the deformed shape of Fig. 4.2(d) and a bending moment diagram which is similar in shape to that of Fig. 4.2(c), but of a different magnitude. Time-dependent contractions in concrete bridge decks induce bending moments in integral bridges. While the magnitude of creep contraction is time dependent, creep also has the effect of relieving the induced bending moments over time. The net effect of this is that moments induced by creep contraction are small. Shrinkage strain increases with time but the resulting moments are also reduced by creep. Elastic shortening occurs in post-tensioned prestressed concrete decks during the application of prestress. If the deck is integral with the supports at the time of stressing, bending moments are induced. On the other hand, many integral bridges are constructed from precast pretensioned beams and the bridge is not made integral until after the pretensioning process is complete. In such cases, no bending moments are induced by the elastic shortening. Temperature changes are another major source of deck expansion and contraction. Temperature can be viewed as having a seasonal and hence long-term component as well as a daily or short-term component. The resistance of an integral bridge to movement of any type depends largely on the form of construction of the substructures. Three alternative forms are illustrated in Fig. 4.3. In each case, a run-on slab is shown behind the abutment. These are commonly placed over the transition zone between the bridge and the

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Fig. 4.2 Frame bridge subject to contraction: (a) geometry; (b) deformed shape if bases are restrained against sliding; (c) bending moment diagram if bases are restrained against sliding; (d) deformed shape if bases are partially restrained against sliding

adjacent soil which generally consists of granular backfill material. Figures 4.3(a) and (b) show two bridges which are integral with high supporting abutments and piled foundations. In such a case, a reduction in lateral restraint can be achieved by using driven H-section piles with their weaker axes orientated appropriately. An alternative form of integral construction is one in which abutments sit on strip foundations like the small bank seat abutment illustrated in Fig. 4.3(c). Minimising the sliding resistance at the base of these foundations helps to reduce the lateral restraint. Care should be taken in the design to ensure that bank seats have sufficient weight to avoid uplift from applied loads in other spans.

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Fig. 4.3 Ends of integral bridges: (a) deep vertical abutment; (b) deep inclined abutment; (c) bank seat abutment

**4.1.2 Lateral earth pressures on abutments
**

The lateral earth pressures (σ that the abutments of integral bridges should be designed for h) are those that take place during the maximum expansion of the bridge deck combined with any additional surcharge. The expansion has the effect of pushing the abutment laterally into the backfill. The resulting earth pressures developed on the abutment are dependent on the stiffness and strength of the backfill and on the amount of movement of the abutment. The maximum lateral earth pressure that can be sustained by the backfill is termed the passive pressure (σ ) which, for dry backfill at a depth z and no surcharge at ground level, is hp given by the expression: (4.1) where K p is the coefficient of passive pressure and γ is the unit weight of the backfill. The soil coefficient Kp may be estimated from Fig. 4.4 for a given angle of internal friction of the backfill and a given ratio, where δis the angle of interface friction between the a abutment and backfill. One design approach would be to use equation (4.1) directly to determine the maximum lateral pressure distribution on the abutment. This approach, however, is generally overly conservative as abutment movements are usually significantly less than those required to generate passive pressures. The preferred approach is one

A third (and commonly used) approach relates the pressure distribution on the abutment to the degree of mobilisation of its maximum (or passive) lateral capacity.4 Coefficients of passive earth pressure (horizontal component) for horizontal retained surface (after Caquot and Kersiel (1948)) involving an appropriate soil/structure interaction analysis which takes due account of the stiffness of the soil.Page 125 Fig. It follows that lateral pressures may be related approximately to the average displacement of the abutment over the retained height (δ ).2) where (4.4) (4.5) It will be seen later that the actual thermal expansion in integral bridge decks is closely comparable to that which occurs in a similar unrestrained deck (as the . 4. or to a wall translation of Hret /20.3) and (4. these are in keeping with the h general guidelines set out in BA42/96 (1996). (4. Such an approach is described later in this chapter. av Expressions for σ emerging from this rationale are given below. Hret/10. This method is based on experimental observations which indicate that movements to develop full passive pressures typically correspond to an abutment rotation equal to one-tenth of the retained height of soil.

7): Figure 4.Page 126 restraint offered by typical abutments and backfill is relatively small). it is necessary to quantify . is Implicit in equations (4. For the latter case. av The unit weight of the soil (γ ) is soil Therefore for z<6 m (Hret ): 4.7) where α the coefficient of thermal expansion of the deck. av as: (4.6) and (4. Assume α the deck is 12×10− per °C and for From equation (4.7) is the assumption that a bank seat experiences a lateral translation while a deeper abutment bends and rotates about a point just below the ground level on its inner face.4 indicates that Kp=17. Example 4.6) (4.3 Stiffness of soil The longitudinal expansion of integral bridge decks is resisted not just by the abutment supports but also by the backfill soil behind the abutments and the natural/imported soil beneath them. As Hret=6 m and δ <Hret/20. For most cases.5 for equation (4. The design extreme event for the determination of maximum abutment pressures is a 40° 6 increase in temperature.1. therefore.1: Determination of design abutment earth pressures A 50 m long integral bridge has deep wall abutments which retain 6 m of well compacted granular fill.3) gives: and . it is reasonable to assume that horizontal stress acting on both sides of the abutment are given by equation (4.2 Hret . The peak angle of friction of the fill is 45° and its dry density is 1900 kg/m3. Therefore.5) when the depth exceeds approximately 1. for a bridge deck of length L which experiences an increase in temperature of Δ δ may be calculated T.

This can only be achieved with a knowledge of the appropriate soil stiffness parameters. The degree of compaction of backfill on site is often specified in terms of the dry density.8) where E s is the secant Young’s modulus in kN/m2. A typical approximate relationship has been proposed by Lehane et al. which is related to the void ratio.65) and ρ is the w Fig. p' is the mean confining stress less the pore water pressure in the soil.Page 127 the restraint provided by the soil.9) where Gs is the specific gravity of the soil particles (typically 2. (1996)) .01. Clearly.000 05 6 (50×10− ) and it is therefore common to refer to a secant modulus defined as the ratio of stress to current strain. used as a reference stress and γ the shear strain which is taken to lie within the is 6 range 50×10 − to 0. a higher soil stiffness will lead to higher axial forces and bending moments in the deck due to its longitudinal expansion or contraction. The stress-strain relationship for soil is non-linear at strains in excess of about 0. The value of the secant modulus at a given strain for a typical cohesionless soil (such as the granular type generally used for backfill) depends primarily on its density (or void ratio). by the expression: d (4. The design stiffness used for the calculation of such forces and moments should therefore be a maximum credible value.65) (after Lehane et al. 4. the level of confining stress and the loading history. e is the void ratio of the soil. e. patm is the atmospheric pressure (100 kN/m 2).5 Secant Young’s modulus for granular soil (assuming Gs=2. (1996): (4. ρ.

d or Fig. creep. This means that.1 Contraction of bridge fully fixed at the supports The case is first considered of an integral bridge in which no translational movement can occur at the base of the abutments. an analysis of this type is often used as a first step to determine a limit on the stresses induced by deck contraction when the supports are partially fixed.Page 128 density of water. As a result. The secant Young’s modulus.2 Contraction of bridge deck There is generally a lesser height of soil in front of bridge abutments than behind them. (b) bending moment diagram from example 3.5 for a range of in-situ dry densities (ρ).2. 4. mean confining stresses (p').8).6 Contraction of frame rigidly fixed at supports: (a) geometry. These conditions are applicable if the abutment foundations are cast in very dense soil or rock. specification of the dry density effectively dictates the void ratio.8) ). the principal uncertainty relates to the resistance to movement at the bases of the piers and abutments. 4. the resistance provided by such soil to the contraction of a bridge deck is usually small. in an analysis to determine the effects of elastic shortening. However. 4. is plotted in Fig. Fig. 4. derived using equation (4.5 . 4. sections.5 can be used to estimate the secant Young’s modulus for cohesionless soil. Guidance on appropriate values for ρ p' and γ specific cases is given in subsequent for d. and shear strains (γ Equation (4. e. Thus. and/or shrinkage.

001.6(a) was considered in Chapter 3 for an axial contraction due to temperature of 20° in the deck (ABC) (Example 3. the decrease in temperature would generate a large tensile force in the deck and there would be no contraction.0 m below the ground level are given in equation (4. embedded to a depth of between 0.Page 129 The bridge illustrated in Fig. Expressions for the stiffness of such springs have been deduced here from relationships provided by Dobry and Gazetas (1986) for an elastic soil.2. and a relatively large contraction. 3. k hori and krot are the stiffnesses per metre length of strip foundation for vertical. If the ends of the deck were fully prevented from contracting.7. In that case. Quantification of the pile resistance is beyond the scope of this text and interested readers are referred to books such as that of Tomlinson (1994). the resistance of the abutments to movement was considerably less than the axial stiffness of the deck (Fig. may be calculated using equation (4. Design spring stiffnesses on the inside of the abutment for a strip foundation of width B. there was a much greater tendency for the temperature decrease to cause the abutments to bend than to cause an axial stress in the deck. ) .8) assuming a p' value equivalent to the foundation bearing pressure and a shear strain (γof 0.10) where kvert. bending in the deck also.5 m and 1. 4. The axial contraction induced bending in the abutments and. The soil around the strip foundation can be idealised by a number of linear elastic springs.10): (4.0 m below the ground level on the inside of the abutment as illustrated in Fig. the bridge was fully restrained at the base of each abutment and pier. Thus. The complete bending moment diagram is illustrated in Fig. some movement of the deck was possible through bending in the abutments.5–1. that resists bridge contraction. It is this small depth of soil.2 Contraction of bridge on flexible supports Most bridges are constructed on supports which have some degree of flexibility. However. 4. together with sliding resistance at the base of the pad. 4. Abutments and piers are generally either supported on foundations bearing directly on the ground below or on pile caps underlain by piles. upper bound estimates of the secant Young’s modulus of elasticity.5). Conservative. However. horizontal and rotational displacement respectively. The end result for that example was a relatively small axial tension in the deck.6(b). due to the integral nature of the bridge. only 5% of the potential level. Es. 4.20(c) shows that only 7% of the potential force is applied to the abutments). Strip foundations or pile caps are commonly founded at around 0.

Page 130 Fig. (b) deep abutment Example 4. The foundation is assumed to be working under a bearing pressure of 300 kN/m2 and the breadth of the strip foundation is 2. 4. 4. ρ.5 m. gives a void ratio of: .9) and assuming Gs=2.65. It is required to determine the distribution of bending moment and axial force generated in the deck given that the Young’s modulus for the concrete is 30×10 6 kN/m2. d of 1900 kg/m 3. The degree of compaction has been controlled by specifying a dry density of backfill.8 is subjected to a shrinkage strain of 200×10− .7 End of integral bridge showing shallow depth of soil on inside: (a) bank seat. Inverting equation (4.2: Contraction for shallow strip foundation 6 The bridge illustrated in Fig.

the modulus of elasticity of concrete and the cross-sectional area (per metre run): . 4.8 Bridge of Example 4.2: (a) elevation. (b) detail at abutment Substituting in equation (4.10) then gives spring stiffnesses per metre run for the supports of: 6 The equivalent load for a shrinkage strain of 200×10− is the product of the strain.Page 131 Fig.8) then gives: Equation (4.

10 Analysis results: (a) deflected shape. Fig. (c) bending moment diagram. 4. (b) associated axial force diagram Fig. Subtracting the associated axial force diagram gives the actual distribution of axial force generated by the shrinkage.10(d).9 Computer model for bridge of Example 4. illustrated in Fig. 4.2: (a) equivalent loading and springs. The frame was analysed using a standard analysis package which gave the deflected shape. 4. No adjustment is necessary for the deflected shape or bending moment diagram. 4. 4. (d) corrected axial force diagram . (b) axial force diagram from computer analysis. axial force and bending moment diagrams illustrated in Fig.Page 132 The equivalent loads and the associated axial force diagram are illustrated in Fig.9.10(a)–(c).

4.3 N/mm 2. Such a model is imperfect as it does not allow for shear transfer within the soil as there is no interaction between the . Cyclic variations in temperature (and associated expansions and contractions of the deck) cause the backfill to compact and. Nonlinear elastic finite-element analyses by Springman et al. stiffness value. an average shear strain must be assumed. The maximum shear strain induced in the backfill as the deck pushes out the abutment a distance δ is approximately 2δ where H is the height of the retained fill. to tend to an equilibrium density compatible with the strain amplitude that it is regularly subjected to. (1996). with time.7).3 Conventional spring model for deck expansion Soil generally provides considerably more resistance to deck expansion than contraction as abutments are generally backfilled up to the level of the underside of the run-on slab (Fig. The horizontal stresses acting on an abutment following cyclic expansions and contractions of the deck remain approximately constant to depths of up to 6 m and typically have magnitudes of between 25 kN/m2 and 50 kN/m 2 (depending on the type of compaction plant used). this corresponds to a maximum flexural stress of 2. This observation suggests that the use of a constant soil stiffness value with depth (for a given strain) is reasonably realistic. (1996) support the validity of this assumption. the stresses generated by an increase in deck temperature. The axial tension is relatively small at 337 kN corresponding to a stress in the deck of less than 0. Some notable features have been observed from experimental studies by Springman et al. However the restraint which prevents the remaining 0. Thus. The selection of a suitable soil stiffness value (Es) is essential for appropriate modelling of the backfill. for example. The conventional spring model represents the backfill soil and soil beneath the abutment by a series of spring supports.Page 133 Example 4. 2. The stiffness of the soil is influenced by the shear strain in the backfill. There is some evidence to suggest that the granular backfill at this stage will have increased in density by a maximum of about 20% from its as-placed density for loose fills and by a maximum of about 10% for well compacted fills. Assuming uncracked conditions. To adopt a single soil /H. 5.2 is interesting in that it gives an indication of the magnitude of bending moments and axial forces that can be generated by a restrained shrinkage. However. 3.4 N/mm 2. the bending moment at the ends are more significant at 568 kNm. Out of a total potential 6 shortening of 6 mm (200×10− ×30000 mm) at each end. 4. The average shear strain in the backfill must be less than 2δ and could conservatively be assumed as about 2δ /H /3H.7 mm is predicted to actually occur. and others: 1. will be affected significantly by the properties of the soil behind the abutments.3 mm does generate distributions of stress in the frame.

have the advantage of simplicity and is considered here because it remains a popular approach among bridge engineers.Page 134 springs. 4.e. The dry density of the backfill. gives a void ratio of: Fig. The d piles are assumed to provide insignificant lateral restraint to the deck. It is assumed that the density of the backfill reaches an equilibrium value 20% in excess of that specified.65.: Inverting equation (4. L: (4.11) is illustrated in the following example. 4. ρ.9) and assuming Gs=2. has been developed for the horizontal spring stiffness per square metre. The resulting distribution of bending moment is required given that the culvert is made from concrete with an elastic modulus of 28×106 kN/m 2 and a coefficient of thermal expansion of 6 12×10− per °C. assuming linear elasticity.11 is subjected to an increase in temperature of 20 °C. however. of the backfill behind an abutment of depth H and transverse length. has been specified as 1600 kg/m 3.3 . An approximate expression.3: Conventional spring model The culvert illustrated in Fig. i.11) The application of equation (4. It does. Example 4.11 Culvert of Example 4.

the average shear strain in the affected backfill is then: On the basis of Note 2. the coefficient of thermal expansion and the distance of the abutment from the stationary point (the centre of the culvert): In accordance with Note 3 above. the expansion of the culvert is estimated as its unrestrained value. 4. The bending . a horizontal stress of p'=50 kN/m2 is assumed.e. 4.12(a).12(b).11): The model for a 1 m strip of the frame is then as illustrated in Fig. the product of the temperature increase. i. The equivalent loading is: and the associated distribution of axial force is illustrated in Fig.8) gives: The horizontal spring stiffness is then given by equation (4. Then equation (4.Page 135 To estimate the average shear strain induced in the backfill.

The moment in the abutments can be seen to change sign through its length due to the flexible nature of the horizontal support.13 Bending moment diagram for Example 4. .13.20 mm assumed in the estimation of shear strain. this is the final distribution of moment due to the expansion.Page 136 Fig.19 mm.3: (a) springs and equivalent loads. (b) associated axial force diagram Fig. 4. As there was no associated distribution of bending moment.3 moment diagram was found from a computer analysis and is illustrated in Fig. 4. As this is similar in magnitude to the deflection of 1. 4. The deflection found from the computer analysis was 1. iteration was not considered necessary.12 Computer model for culvert of Example 4.

the analyses assumed that any soil present on this side did not contribute to the resistance. no passive failure or abutment lifting were allowed) and that no slip between the abutment and the soil occurred (e. 4. It was therefore assumed conservatively that the soil had limitless compressive and tensile strength (e. (b) unit rotation . 4. given that relatively small movements are required to reduce pressures to their minimum (active) values on the inner face of the abutment. The approach used to derive the spring constants represented the soil as a complete mesh of finite elements rather than a series of springs and is therefore considered theoretically more sound than the conventional spring model. This technique consists of modelling both the abutment and the surrounding soil with an equivalent lateral and rotational spring at deck level.Page 137 4.3. however.14). This method does not. The purpose of the analyses was to provide credible upper bound estimates of soil resistance. provide details concerning the distribution of moment in the abutment or the pressure distribution in the soil.4. i. However.14 Stiffness components at top of abutment: (a) unit translation. 4.g.1 Development of general expression Lehane (1999) determined the forces and moments associated with lateral displacement and rotation of the top of an abutment with retained backfill.g. the forces and moments associated with passive movements which occur as a consequence of deck expansion. and (ii) a rotation θ with zero horizontal displacement (Fig. described in Section 4. Fig. He conducted a series of finite-element analyses which involved the application at the top of the abutment of (i) a horizontal displacement δ with zero rotation. base sliding or slip on the abutment stem were not permitted).e.4 Modelling expansion with an equivalent spring at deck level An alternative to the conventional spring model is presented here which has a number of advantages over the traditional approach.

4. (4.13) Parameter Es(kN/m2 ) EI a(kNm /m) 2 3 r=Es/EIa(m− ) Allowable range 10000− 500000 1.0×104− 2. Best-fit expressions were obtained for Fh and M for the range of parameter values given in Table 4.14) for r>0. 4. r.1.5–3.1 Range of parameters used in derivation of equation (4.Page 138 It was found that the flexural rigidity of the abutment (EIa ) and the ratio.15 End part of frame bridge showing locations and directions of fixity Table 4. H/B which are given by equation (4.12) were the most important factors controlling the magnitudes of the lateral force (Fh) and moment (M) at the top of the abutment (Fig. defined as: (4.05 1. The values of Fh and M were also seen to increase systematically as the base width (B) increased and its height (H) reduced.14) Fig. All values in this stiffness matrix can be reduced by 15% if friction between the abutment and soil is considered negligible. 4.14) B (m) (Fig.14) .05 3 m −.5− 12 0. They are given here in matrix form: (4.5 H (m) (Fig.14).13) where f 1 and f 2 are functions of the ratio.5×106 >0. 4.

Ld and Id are the cross-sectional area. second column) terms in equations (4.13) was found to predict values of F h and M to within 10% of the values given by the finite element analyses.15) where A d.15) becomes: (4. Similarly. 4.15. the stiffness matrix. span length and second moment of area of the deck respectively.16) A comparison of equations (4.16). Equating the K22 (second row.15) and (4.17) where Heq and Ieq are the equivalent abutment height and second moment of area respectively. the terms involving Ia and H are replaced with terms from equation (4.Page 139 For the range of parameters listed in Table 4.13) with the result that equation (4. This could readily be achieved in computer analysis programs by allowing the appropriate stiffness terms to be changed in the program to those given in equation (4. it is possible to allow for soil in a conventional structural analysis program through the use of an equivalent abutment second moment of area and height and the addition of a horizontal (translational) spring at X.18) . When the bridge is embedded in soil and this is taken into account.15 is used. equating the K12 (and K21) terms gives: (4.15) and (4.16) shows that the influence of soil can be taken into account by analysing a model of a form similar to that illustrated in Fig. gives: (4. equation (4. When a frame bridge with an abutment height of H is fixed rigidly at the supports and the system of fixities illustrated in Fig. [K]. is: (4. in the absence of soil. 4. Alternatively.1.16).

33 and 0.20) gives an equivalent height of: (4.22) Substituting for f 2 in equation (4.2 Expansion of frames with deep abutments The equivalent single-spring model can be simplified for the case of deep abutments.18) can be simultaneously satisfied by selecting an equivalent abutment second moment of area equal to: (4.4.17) and (4. substituting for f 1 and f2 in equation (4. the parameters f1 and f2 approach their minimum values of 0.19) The equivalent abutment height is then: (4.Page 140 Equations (4.20) To make the first terms (K11) equal requires a further adjustment which can be achieved by the addition of a linear horizontal spring at X of stiffness: (4.21) 4.40 respectively. .23) Finally.24) These equations can be used to estimate the properties of an equivalent frame for an integral bridge with deep abutments. For values of (H/B) in excess of 10. As a result. the equivalent abutment second moment of area can be set equal to the actual second moment of area without great loss of accuracy: (4.21) gives a spring stiffness of: (4.

4.16 Computer model for bridge of Example 4. The magnitude of the equivalent loads. 4. The concrete has an elastic 6 modulus of 28×106 kN/m 2 and a coefficient of thermal expansion of 12×10− per °C. as for Example 4.16.4: Equivalent single-spring model for frame with deep abutments The equivalent single-spring model is used to determine the maximum moment in the culvert illustrated in Fig.Page 141 Example 4. is: Fig.12) is then: The equivalent height of abutment is then.23): The stiffness of the single spring on each side is given by equation (4.24): The equivalent frame and loading are illustrated in Fig.4 . from equation (4. The dry density of the backfill has been specified as 1600 kg/m 3.3.11 due to a temperature increase of 20°. The elastic modulus of the soil is found as for Example 4.3 to be: and the second moment of area of a 1 m strip of the abutment is: The ratio defined by equation (4. 4.

17 Bending moment diagram from computer analysis of bridge of Example 4. In the example of Fig. . It is therefore recommended that this equation be used in preliminary analysis and that a finite- .18(b).18. the magnitude of moment in the deck. When the soil is linear elastic and infinitely strong. On the other hand.3 Expansion of bank seat abutments Equations (4.Page 142 Fig. 4. when the soil is treated as an elastic perfectly plastic material. the function is. linear. It is important to remember that the distribution of moment in the abutment is not realistic. it can be seen that the effective lateral stiffness for a movement at the top of the abutment of 10 mm is only about half that of the purely elastic case. Similar results can be shown for moment/rotation functions and for force/rotation and moment/deflection functions.13) and (4. 4.12(b). However.18. with a finite strength defined by its friction angle. is that shallow abutments are more likely to slide than deep ones and will therefore offer less restraint to deck expansion than equations (4. is likely to be more reliable than the value found in Example 4. 4. 4.13) and (4. of course. the true shape of this distribution will be similar to that given in Fig.13.17. Effective rotational stiffnesses at this lateral movement are about 75% of the purely elastic case.3.4.14) would suggest.4 The associated axial force diagram is as illustrated in Fig. The model was analysed using a standard computer program and the resulting bending moment diagram is illustrated in Fig.14) imply that an abutment provides a greater resistance to deck expansion if it has a lesser depth of embedment (H).13). This implication arises because of the assumption that the soil is an elastic material with infinite strength and that no sliding along the abutment base can take place. In Figure 4. 4. The reality. 4. predictions from finite-element analyses are presented of a horizontal force/deflection relationship. the deflections per unit load can be seen to be significantly greater. It is not possible to generalise the observations made from calculations such as those summarised in this figure other than to say that the restraint provided by bank seats will be less than that predicted by equation (4. 4. 87 kNm. The influence of a limited soil strength on the resistance offered by a bank seat is illustrated in Fig. of course.

18 Finite-element analysis results for bank seat abutment (E s= 100000 kN/m 2.Page 143 Fig. foundation bearing pressure= 200 kN/m2.12) is then. soil friction angle. (b) horizontal force/displacement relationship ): (a) element soil/structure analysis incorporating a realistic constitutive model for the soil is performed if the effects of deck expansion have a significant influence on the final bridge design. The concrete has an 6 elastic modulus of 28×106 kN/m 2 and a coefficient of thermal expansion of 12×10−/°C. The elastic modulus for the soil is found in the same manner as for Example 4.19 due to a temperature increase of 20°C.31. section through bank seat. Ec=30×10 6 kN/m2 .5: Equivalent single-spring model of bank seat The equivalent single-spring model is used to determine the maximum moment in the culvert illustrated in Fig.3 but using the smaller abutment height. r=0. Example 4. . 4. The ratio defined by equation (4. 4. and the second moment of area of a 1 m strip of the abutment is Ia =0. The 3 dry density of the backfill has been specified as 1600 kg/m .018 m4.

21): . H/B.Page 144 Fig.19): Finally.19 Bridge of Example 4. from equation (4. the spring stiffness is. 4.83.14): The equivalent height is then calculated directly from equation (4.5/3=0.5 For this example. f1 and f2 are calculated from equation (4. the ratio of embedment depth to foundation breadth. The parameters.20): The equivalent abutment second moment of area is given by equation (4. is 2.

4. Preventing relative horizontal translation is not so simple.4. Preventing relative vertical translation significantly improves the rideability for vehicles travelling over the bridge. The effect of such a slab is to allow relative rotation between the deck and the run-on slab while preventing relative translation. On a road bridge.5 Run-on slab It has been seen in this chapter that soil provides some restraint against deck movement in integral bridges but that most of the movement still takes place. the bridge still expands and contracts relative to the surrounding soil and the incorporation of a run-on slab does not prevent this. The maximum magnitude of moment in the deck due to the expansion is 114 kNm.5 The equivalent frame and loading are illustrated in Fig. is: This model was analysed and the bending moment diagram is illustrated in Fig. it transfers the relative horizontal movement from the end of the deck to the end of . This is achieved in many cases by the installation of a run-on slab as illustrated in Fig. 4. 4.21 Bending moment diagram from computer analysis of bridge of Example 4.18 that this result is quite conservative.21.5 Fig. 4. It is clear from Fig. In effect. this must be accommodated if premature deterioration of the pavement is to be avoided.22.20. as for Examples 4. The magnitude of the equivalent loads. 4.Page 145 Fig. Clearly.3 and 4. 4. 4.20 Computer model for bridge of Example 4.

max between about 10δ 20δ well-compacted fill for both deep abutments and bank seats. for a given movement of the top of the abutment. difficult to use and require measurement of a large range of representative geotechnical parameters from cyclic laboratory tests. The extent of the settlement trough is also controlled by the amount of backfill subjected to cyclic abutment movements and therefore. to contract and increase in density in response to cyclic straining. This is because existing models which attempt to simulate the soil’s response to a complex history of cyclic straining are very approximate. Such straining is imposed on the backfill by the abutment which moves in response to thermal movements of the deck. after many cycles of imposed lateral movement δδ varies . This approach is widely adopted as the failure of a joint at the end of a run-on slab is a minor maintenance problem whereas a leaking joint at the end of a deck can result in deterioration of the bridge itself. Run-on slabs are designed to span the settlement troughs that develop behind the abutments of integral bridges. Settlement profiles may be approximated as having a triangular shape varying from a maximum settlement (δ ) at the abutment to zero at a distance Lt from it. Settlement troughs arise because of the tendency for cohesionless backfill. Analytical prediction of the shapes and magnitudes of settlement troughs is. could be assumed to vary approximately with the height of the retained fill (H). It has been shown max by Springman et al. Both analytical and model test studies have shown that the surface settlement trough tends to an equilibrium profile after a large number of cyclic abutment movements of the same magnitude. An asphaltic plug joint positioned at the juncture between the run-on slab and the bridge approach road is commonly used to facilitate horizontal movements. 4.Page 146 Fig. (1996) that. not commonly attempted by bridge designers. . whatever its density. Much larger settlements occur in initially loose backfills where considerable volumetric contractions take place before an ‘equilibrium’ density is attained.22 Run-on slab the run-on slab. however. and in The assessment of the required length of the run-on slab relies on observations of measured behaviour and engineering judgement.

1H can be assumed from Table 4.5 (Fig.5)=5. 4. Hence.24(a).1(2. 4. (b) section A—A . When the in-situ concrete Fig. the precast beams are simply supported and the self weight of the bridge induces a sagging moment. as illustrated in Fig.23. As the backfill is loosely compacted (density= 1600 kg/m3) and the abutments are not deep.6 Time-dependent effects in composite integral bridges Many integral bridges are constructed using a combination of precast prestressed beams and in-situ concrete such as illustrated in Fig.19) is calculated.1H These observations and those taken during centrifuge model tests by Springman et al. 4.2 Approximate upper limits on expected trough lengths Granular fill Well compacted Deep abutments Bank seats 0. 4. As an example. the length of run-on slab required for the bridge of Example 4. 4.Page 147 Table 4. When the in-situ concrete is cast.25 m. (1996) suggest that the length of the trough (Lt ) is unlikely to exceed the limits given in Table 4.23 Composite integral bridge made from precast and in-situ concrete: (a) elevation.2.6H 0.4H 2.2.9H Loosely compacted 1. a maximum trough length of 2. the run-on slab should have a length of at least 2.

Near the supports. the bridge acts as a frame and imposed traffic loading generates sagging near the centres of the spans and hogging over the supports (Fig.24(b)). However. 4. The net result is substantial sagging near the centres of the spans and some hogging over the supports (Fig. The resultant prestress force is therefore designed to be below the centroid near mid-span (Fig. (b) due to imposed traffic loading. making it very difficult to prevent tension in the beams. 4.25 and it is often necessary to provide great quantities of closely spaced bars to prevent excessive cracking. 4. this can be quite uneconomical in its use of prestressing strand.25) to ensure a hogging prestress moment. 4. Fig. This can be quite difficult at points such as A in the figure as these same pretensioned beams must be designed to resist substantial sagging moment near mid-span. Non-prestressed reinforcement is generally provided at the top of the deck over the supports to resist the hogging moment as illustrated in Fig.24 Bending moment diagrams due to short-term loading: (a) due to self weight.25 Detail near support of composite integral bridge . 4. Further.Page 148 subsequently sets. current UK practice is to design to ensure no tensile stress whatsoever in the prestressed beams. The problem can be countered by the debonding of strands near the ends to prevent the prestress force from acting there. the hogging prestress moment combines with hogging due to applied loading. 4. (c) due to self weight plus traffic loading ((a) plus (b)) Fig.24(c)).

(b) debonding near ends of beam Fig. P. (b) equivalent prestress loading and bending moment diagram due to creep strains after frame is made integral. e: (a) complete prestress force applied at ends.e.Page 149 All of the above effects occur in the short term. at a mean eccentricity. the distributions of bending moment change due to creep in the prestressed beams. In the long term. the period immediately following the construction of the bridge. 4. The equivalent loading due to prestressing strands below the beams’ centroid is illustrated in Fig.26 Equivalent loading due to a prestress force. (c) total bending moment diagram due to prestress . i.27 Effects of prestress on composite integral frame: (a) equivalent prestress loading and bending moment diagram at time of transfer of prestress. 4.

Due to creep. They suggest that there is little point in trying to determine the distribution of bending moment that develops in the long term as there are few creep/shrinkage computer models that give consistently reliable results. 4. the equivalent moments at the ends are less but a further increment of equivalent moment is applied at the points where debonding ceases (Fig. .27(c). When the bridge is made integral. They propose the assumption of a sagging moment of 750 kNm (per beam) for spans in the 20–36 m range where the beams are 1100 mm deep or greater. Clark and Sugie (1997) carried out a parametric study of the time-dependent effects in composite integral bridges. 4. the beams hog upwards as illustrated in Fig. The long-term result is a distribution of prestress moment such as that illustrated in Fig. further curvature is resisted and the resulting distribution of moment is as illustrated in Fig. 4.26(b)). they calculated the maximum longterm sagging moment for beams made integral when between 21 and 100 days old.Page 150 Fig. As they are simply supported. When prestress is first applied below the centroid. particularly at the interface between the precast and insitu concretes. such curvature is unrestrained so it results in instantaneous strain and a moment which is the simple product of prestress force and eccentricity. 4.27(b).27(a).28 Detail at support showing points where long-term cracking is likely to occur Fig. 4. In a study of continuous bridges made integral at the interior supports. It can result in cracking at the bottom of the deck over the supports as illustrated in Fig. 4. they suggest designing for a moment of 600 kNm.26(a). For smaller beams. If some strands are debonded. This phenomenon is particularly significant if the bridge is made integral when the precast concrete is young as this causes most of the creep strain to occur when it is in the integral form.28. 4. these hogging strains increase with time.

Such slabs can be assumed to behave like thin plates which can be thought of as the twodimensional equivalent of beams. To understand the basis of such programs and their limitations. Thick plates correspond to deep beams and are not considered here. 5. A subset of anisotropic materials are orthotropic materials in which the behaviour varies in mutually perpendicular directions (X and Y) only. slabs can readily be idealised using one of a number of well-proven methods and analysed using structural analysis programs. but is generally impractical. it is necessary to first consider the theory of bending of plates. in a similar way to beams. Orthotropy represents the most general material behaviour usually considered for bridge decks. 5.1 Introduction The development of a closed-form solution for bridge slabs under the action of applied load is achievable for a limited number of cases.Page 151 Chapter 5 Slab bridge decks—behaviour and modelling 5.2. Thin plates get their strength from bending.2 Thin-plate theory Slabs used in the construction of bridge decks are generally thin relative to their span lengths. A further subset of orthotropic materials are isotropic . except that bending takes place in two mutually perpendicular directions in the plane of the plate. Fortunately.1 Orthotropic and isotropic plates A material in which the behaviour in each direction is independent of the others is referred to as anisotropic.

In the following sections.2 move to a'. the cube both moves and distorts. Hence the length of a'b' projected onto the X axis is: . the x displacement at that point in the X direction. such as timber.Page 152 materials in which the behaviour in all directions is the same. it is common practise to extend it to include geometric orthotropy. Although this type of material is rarely found in bridge construction. These types of slab are referred to as geometrically (or technically) orthotropic. Thus. Figure 5. Considering point b.b'. 5. Such a plate might be constructed of a material where the microstructure is orientated in two mutually perpendicular directions. the points a.2. While the theory is strictly only applicable to cases of material orthotropy. Z c and d shown in Fig. This implies that the plate has a uniform thickness and hence the same second moment of area in both directions but different moduli of elasticity.2 shows a small segment of plate with dimensions δ y and a cube of material in that segment a distance z above the origin which x×δ has a height of. applied. c' and d' as illustrated in Fig. A materially (or naturally) orthotropic plate is composed of a homogeneous material which has different elastic properties in two orthogonal directions. When a load is z. z=0. 5.3. Many bridge slabs possess different second moments of area in two directions. the theory of materially orthotropic thin plates is developed. a distance δ from a. but the same geometric properties.: x.2 Bending of materially orthotropic thin plates Figure 5.e. such as reinforced concrete slabs with significantly different amounts of reinforcement in the two directions or voided slabs. 5. will be u plus the change in u over the distance δ i. equations are derived assuming the plate to have a uniform depth but they are subsequently extended to decks which have different second moments of area in orthogonal directions. The displacement of point a in the X direction is denoted u. Considering initially the X− plane.1 shows a portion of a thin plate in the X− plane. b. isotropic plate theory can be used with reasonable accuracy for the analysis of many bridges. This type of plate is not typical of that found in bridge decks but is frequently used as an approximation of actual conditions. The origin of the axis system is at Y mid-depth in the plate. at which point. δ In this figure the thickness of the plate is taken to be d.

5.1 Portion of thin plate and co-ordinate axis system Fig.Page 153 Fig. 5.2 Segment of thin plate and elemental cube of material .

3) .1) Similarly. 5.Page 154 Fig.2) and: (5. if v and w are the displacements in the Y and Z directions respectively.3 Distortion of cube of material in X. it can be shown that: (5.Z plane By definition. the strain in the X direction is: (5.

this reduces to: u/∂ The other component of strain can be found similarly to be: Hence the shear strain is: (5.Page 155 The shear strain in the X− plane is defined as the change in the angle. the difference between c'a'b' and cab. As ∂ x is small.4) Similarly the shear strains in the X− and Y− planes are respectively: Y Z (5. Figure 5. The first of these assumptions is that there is no strain in the Z direction. The physical meaning is . there are two components.: (5.6) In thin-plate theory. α and βReferring to the figure: .7) This implies that w is independent of z.e. i. . As can be seen in Fig. 5. a number of assumptions are made to simplify the mathematics involved. cab from the original Z 90°.4 illustrates the implications of this assumption.e. i.3.5) (5. or that w is a function of x and y only.

bridge slabs being relatively thin. the depth of the slab remains unchanged throughout.5 where it can be seen that the 90° angle of cab is preserved in the distorted c'a'b'. In other words. and all points deflect vertically by exactly the same amount as the points directly above and below them. Notwithstanding this.: (5.e. and although shear strains are small. their behaviour is dominated by bending rather than shear deformation.8) (5. i. but is justified by the fact that. a means for determining shear stresses will be required. Such a method is presented later in this section. 5. concrete bridge slabs do not have great shear strength. This assumption is again a simplification of the true behaviour. 5. Clearly this is a simplification but the strains in the Z direction are generally so small that they have negligible effect on the overall behaviour of the bridge slab.4 Segment of plate showing uniformity of distortion in Z direction that there is no compression or extension of the bridge slab in a direction perpendicular to its plane.Page 156 Fig. . The second assumption which is made is that the deflection of the plate is caused by bending alone and that shear distortion makes no significant contribution.9) The consequences of this are shown in Fig.

Hence.5 Segment of plate in X− plane showing assumed lack of shear distortion Z Rearranging equation (5. As the origin is located at the centre of the plate and bending is assumed to occur about that point. 5.Page 157 Fig.10) where C is a constant of integration. there is no displacement in either the X or Y directions at z=0. u and v are both zero. at z=0.10) implies that the constant C is zero giving: (5.8) gives: As w is independent of z.11) . this implies: (5. Substituting this into equation (5.

but there are now curvatures in the X.1) and (5. In thin-plate theory.16) (5.12) Substituting equations (5. Y and XY directions which are given by: (5.18) into equations (5.18) Substituting equations (5.15) respectively then gives: (5.Page 158 By rearranging equation (5.3) respectively gives: (5.9).16)–(5.15) In the flexural theory of beams.20) (5.13) (5. the curvature is defined as: where κ the curvature and R is the radius of curvature.21) .5) gives: (5. a similar expression can be derived for v: (5.19) (5.17) (5.13)–(5. the equations is are similar.14) Similarly equation (5.11) and (5.12) into equations (5.

This is generally a reasonable assumption for slab bridge decks. Figure 5. it follows that plane sections remain plane. the strain in that direction is given by: (5.3 Stress in materially orthotropic thin plates In the previous section. E. strains in the other two directions become significant. This strain.and three-dimensions: (a) one-dimensional bar. σand modulus of . Such cases are discussed further in Chapter 7.6 (a) shows a onedimensional bar subjected to a tensile force.Page 159 Examination of equation (5. by: In the three-dimensional case. but some cases do exist where this is not so. The only significant strain in this system is in a direction parallel to the axis of the bar. as is indicated in Fig. . 5. Equation (5. (b) three-dimensional body showing the effect of stress in the axial direction on strains in the orthogonal directions . 5. as is generally assumed in beam theory.20) shows that the same applies to the strain in the x x Y direction. as 2 κ=∂w/∂2 is independent of z. εis related to the stress. elasticity.19) shows that strain in the X direction is a linear function of z. 5. Expressions are now developed for the corresponding stresses.22) Fig.6 Distortion in one.2. expressions were established for the various strains in a thin plate. By defining the X axis as the direction of the applied force.6(b). From this.

22) assumes that the plate is x.23) (5.24) .Page 160 where E x. Consequently the last term of equation (5. An expression for strain in the X direction for the case of an orthotropic material with the elastic constants varying in the X and Y directions is then given by: and likewise the strain in the Y direction is given by: In matrix format this becomes: and by rearranging and inverting the matrix we get: which yields expressions for the stresses as follows: (5. E y and Ez are the moduli of elasticity in the X. as is appropriate for the materially orthotropic (or anisotropic) case. each other. and ν νand νare the corresponding Poisson’s ratios. For a thin plate in bending. Y and Z directions respectively.) are independent of x. Equation (5. y z made of a homogenous material and that the elastic constants (Ex.22) can be ignored. ν etc. the stress in the Z direction is small and the Poisson’s ratio is generally small for bridge deck materials.

Page 161 The shear modulus, Gxy, is defined as the ratio of shear stress, gives: to shear strain, γ, which xy

(5.25) Substituting equations (5.19)–(5.21) into equations (5.23)–(5.25) respectively gives expressions for the stresses in terms of curvature: (5.26)

(5.27)

(5.28)

**5.2.4 Moments in materially orthotropic thin plates
**

Figure 5.7 shows a small cube taken from a thin plate with the associated normal stresses σ, x σ and σand shear stresses. It is well established that, to satisfy y z

Fig. 5.7 Elemental cube of material showing normal and shear stresses

Page 162 equilibrium, pairs of shear stresses must be equal as follows: (5.29)

Considering the normal stresses first, Fig. 5.8(a) shows a vertical line of cubes (such as that of Fig. 5.7) through the depth of the plate in the X− plane. Each of these cubes is subjected to a Z normal stress in the X direction as indicated in the figure. When there are no in-plane forces in a bridge deck, the sum of the forces in these cubes is zero. As each cube is of the same surface area, it follows that:

However, there is a bending moment caused by these stresses. The term mx is used to represent the moment per unit breadth due to the σ stresses, summed through the depth of the x deck. Figure 5.8(b) shows the depths of the cubes δ and their distances from the origin, z1, z2, z z3, etc. Each cube has a width perpendicular to the page of δ (not shown in the figure). The y forces F 1, F2, F 3, etc., due to each of the stresses are also shown. The ith cube contributes a component of hogging bending moment of magnitude (σδ y)zi. Taking sagging moment as xi zδ positive and summing over the depth of the plate gives: (5.30)

Substituting equation (5.26) into equation (5.30) gives:

which gives: (5.31)

Page 163

Fig. 5.8 Vertical line of elemental cubes through the depth of a plate: (a) stresses on each cube; (b) forces on the cubes and distances from the origin

Page 164 Applying a similar method it can be shown that the stress σcauses a moment per unit breadth y my which is given by: (5.32) The second moment of area per unit breadth of the plate, i is defined by: (5.33) Therefore equations (5.31) and (5.32) can be rewritten in terms of the second moment of area as follows: (5.34)

(5.35) It is important to remember that mx is the moment per unit breadth on a face perpendicular to the X axis and not about the X axis, i.e. in a reinforced concrete deck it is the moment which would be resisted by reinforcement parallel to the X axis. Likewise, my is the moment per unit breadth on a face perpendicular to the Y axis. Referring to Fig. 5.7, it can be seen that the shear stresses result in forces parallel to the Y axis which will also cause a moment. The moment per unit breadth due to is termed mxy. Figure 5.9 shows a number of cubes through the depth of the plate in the Y− plane. The shear Z force on the face of each cube is given by:

and the moment per unit breadth due to this force is given by:

Taking anti-clockwise as positive on the +X face, the total moment per unit breadth due to is given by: (5.36) Substituting equation (5.28) into equation (5.36) gives:

Page 165

Fig. 5.9 Stack of elemental cubes in the Y− plane showing shear stresses Z

which gives: (5.37)

Similarly the moment per unit length, myx, caused by

(on the Y face) can be shown to be: (5.38)

(5.39) However, as indicated in equation (5.29), equilibrium requires comparison of equations (5.36) and (5.38) yields: and to be equal and

(5.40) It follows from the definition of curvature (equation (5.18)) that the two twisting curvatures are the same: (5.41) so there is no contradiction between equations (5.37) and (5.39). These equations can be rewritten as: (5.42)

(b) associated distortions .10 Bending and twisting moments in a plate: (a) segment of plate and directions of moments. 5.Page 166 Fig.

11 shows a segment of a beam of length dx in bending. . This is a reasonable assumption as shear deformation is generally small in bridge slabs relative to bending deformation. can be significant. the shear force is the derivative of the moment.e. Unlike beams. In the simple flexural theory of beams. particularly in concrete slabs which are quite weak in shear. The moment and shear force at the left end are M and Q respectively and at the right end are M+dM and Q+dQ respectively. Figure 5. Taking moments about the left hand end gives: Rearranging and ignoring the term. 5.Page 167 where j is known as the torsional constant and is given by: (5. In thin-plate theory. there are two shear forces at each point.9)) that shear deformations in the plate were negligible.44) and: (5. shear stresses.10(a) shows the direction in which each of these moments acts while Fig. dQdx which is relatively small. gives an expression for the shear force Q: (5. a similar expression can be derived.10(b) shows the type of deformation associated with each of them.8) and (5.43) The moment mxy (=myx ) is often referred to as a twisting moment and is distinct from the normal moments mx and my . and illustrated in Fig. However. one for each direction (X and Y). Figure 5. 5.7.46) i. Defining qx and qy as the downward shear forces per unit breadth on the positive X and Y faces respectively then gives: (5.2.45) It was assumed earlier (equations (5. while numerically small. the same phenomenon exists and an expression is found from equilibrium of forces on a segment. 5.5 Shear in thin plates Vertical shear forces occur in bridge decks due to the shear stresses.

Page 168

Fig. 5.11 Equilibrium of small segment of beam

A small element from the plate of base dimensions dx×dy is shown in Fig. 5.12, with varying bending moment and shear force. The terms qx and qy refer to shear forces per unit breadth while mx, my and mxy refer to moments per unit breadth. This is different from the beam example above where Q and M referred to total shear force and total moment. Taking moments about the line a–b (Fig. 5.12) gives:

where F z is the body force acting on the segment of slab (for example, gravity). Dividing across by dx dy gives:

where f z is the body force per unit area. The second and third terms of this equation represent very small quantities and can be ignored giving: (5.47) By taking moments about the line b–c (Fig. 5.12), an equation for qy can be derived in a similar manner: (5.48) It can be seen that the expressions for the shear forces per unit breadth (equations (5.47) and (5.48)) are of a similar form to that for a beam (equation (5.46)) except for the addition of the last term involving the derivative of mxy or myx.

Page 169

Fig. 5.12 Equilibrium of small segment of slab

**5.3 Grillage analysis of slab decks
**

The idea of grillage analysis has been around for some time but the method only became practical with the increased availability of computers in the 1960s. Although computational power has increased many-fold since then, the method is still widely used for bridge deck analysis. Some of the benefits that have been quoted are that grillage analysis is inexpensive and easy to use and comprehend. These benefits traditionally favoured the method over finiteelement analysis which was typically only used for the most complex problems. In today’s environment of inexpensive, high-powered computers coupled with elaborate analysis programs and user-friendly graphical interfaces, the finite-element method has begun to replace the grillage method in many instances, even for more straightforward bridge decks. That said, the grillage method has proved to be a versatile tool for the analysis of many bridges and benefits from numerous favourable comparisons with experiments such as those of West (1973). The plane grillage method involves the modelling of a bridge slab as a skeletal structure made up of a mesh of beams lying in one plane. Fig. 5.13(a) shows a simple slab bridge deck supported on a number of discrete bearings at each end and Fig. 5.13(b) shows an equivalent grillage mesh. Each grillage member represents a portion of the slab, with the longitudinal beams representing the longitudinal

Page 170

Fig. 5.13 Grillage idealisation of a slab: (a) original slab; (b) corresponding grillage mesh

Page 171 stiffness of that part of the slab and the transverse grillage members representing the transverse stiffness. In this way, the total stiffness of any portion of the slab is represented by two grillage members. The grillage mesh and individual beam properties are chosen with reference to the part of the slab which they represent. The aim is that deflections, moments and shears be identical in both the slab and the grillage model. As the grillage is only an approximation, this will never be achieved exactly. Clearly different levels of accuracy are acceptable for different applications. For example, a crude representation might be sufficient at the preliminary design stages.

**5.3.1 Similitude between grillage and bridge slab
**

It is necessary to achieve correspondence or similitude between the grillage model and the corresponding bridge slab. A point p is illustrated in Fig. 5.13 corresponding to the junction of longitudinal beams b1 and b2 and transverse beams b3 and b4. Figure 5.14 shows an enlarged view of the junction along with the forces and moments acting on beams b1 and b3 in the grillage. The forces and moments have not been shown on beams b2 and b4 for clarity. The moments at the ends of beams b1 and b2 adjacent to p in the grillage give a measure of the moment mx in the slab while the moments at the ends of beams b3 and

Fig. 5.14 Segment of grillage mesh showing forces and moments on members b1 and b3

Page 172 b4 give a measure of the moment my . The moments in the grillage members are total moments while those which are required in the slab are moments per unit breadth. Therefore, it is necessary to divide the grillage member moments by the breadth of slab represented by each. This breadth is indicated in Fig. 5.13 as sx and sy for the longitudinal and transverse beams respectively. Unfortunately, in the grillage, the moments at the ends of beams b1 and b2 adjacent to p are generally not equal, nor are those in beams b3 and b4. For a fine grillage mesh, the difference is generally small, and it is sufficiently accurate to take the average moment at the ends of the beams meeting at the junction. The magnitude of this difference is often used as a check on the accuracy of the grillage, but it should be borne in mind that a small inequality does not necessarily mean an accurate grillage, as other factors may be involved. The moments per unit breadth in the slab at point p are therefore obtained from the grillage using the following equations, with reference to Figs. 5.13 and 5.14:

or: (5.49) Similarly: (5.50) The moments at any other point in the slab can be found in a similar way. If the point is not at the intersection of longitudinal and transverse grillage members, it is necessary to interpolate between adjacent beams. Care should be taken while doing this, especially if a coarse grillage mesh is used. Some computer programs carry out this interpolation automatically, in which case it is necessary to confirm that the program has interpolated the results in a sensible manner. It is often more convenient to start by considering the locations at which moments will be required and to formulate the grillage mesh in such a way as to avoid the need for interpolation between beams. The twisting moments per unit breadth in the slab, mxy and myx, are found from the torques in the grillage members in a similar manner. These moments at point p (again with reference to Figs. 5.13 and 5.14) are given by: (5.51) and: (5.52)

2 Grillage member properties—isotropic slabs A grillage member in bending behaves according to the well-known flexure formula: (5. Therefore the twisting moment in the slab is arrived at by averaging the torques per unit breadth in all four beams meeting at the point p. qx and qy.47 and 5.14. 5. the shear force Vb1 in Fig. are found from the shear forces in the grillage members in a similar manner to the moments. This could be calculated in the grillage by finding the derivative of the torques in b3 and b4 with respect to y.56) where i is the second moment of area per unit breadth. By substituting the curvature 1/R with κ rearranging. .55) where M is the moment.3. particularly for orthotropic plates with significantly different flexural stiffnesses in the two directions. for example. but the torques in grillage members b1 and b2 will not necessarily be equal to the torques in b3 and b4.47). the moment per and unit breadth. This may be quite unsatisfactory. the derivative of myx with respect to y. The shear forces per unit breadth in the slab. namely. this is not normally done as the resulting inaccuracy in the shear forces tends to be small.14) these are given by: (5.53) and: (5. E the modulus of elasticity and R the radius of curvature. However. At point p. 5.54) Equations 5. This technique is discussed further in the next section. m is found: (5. Examining. as large variations of torque may exist between the longitudinal and transverse beams. unless myx is particularly large. The situation can be improved by choosing torsion constants for the longitudinal and transverse beams which promote similar levels of torque per unit breadth in both. but there is no account taken in the grillage analysis of the second term. I the second moment of area. (Figs.48 gave expressions for the shear forces per unit breadth in the slab.40) stated that mxy and myx are equal for materially orthotropic plates. it can be seen that this shear force will be equal to the derivative of the moment Mb1 with respect to x as this beam will comply with equation (5. This accounts for the first term of equation (5.46).13 and 5.Page 173 Equation (5. 5.

it is common practice to ignore the second term in this equation. Venant constant). A grillage member in torsion behaves according to the well known equation: (5. This can clearly be achieved by adopting the same elastic modulus and second moment of area per unit breadth in the grillage as that of the slab.58) where is the angle of twist. there is only one value for E and νSubstituting E for Ex and ν . G is the shear modulus and J is the torsion constant (St. This can be justified by the fact that Poisson’s ratio is small. Further. Figure 5.57) To achieve similitude of moments between a slab and the corresponding grillage.2 for concrete). if this approximation is applied to both mx and my.59) .15 shows a portion of a beam of length δ in torsion. T is the torque.57) must be equated. for νand νin that equation gives: x y As Poisson’s ratio.Page 174 Equation (5. As it is the relative values of stiffness that affect the calculated bending moments and shear forces. The displacement in the Z direction is given by w and the angle x of twist over the length δ is given by: x Hence: (5. l is the length of the beam. is relatively small in bridge slabs (approximately 0. the stiffness terms of equations (5.56) and (5. giving: A further simplification is made by equating the term below the line to unity. For an isotropic slab. they are both affected by the same amount. v. such an adjustment has very little effect on the final results.34) gives an expression for the moment per unit breadth in the X direction in the slab. The moment/curvature relationship then becomes: (5.

18) into equation (5.60) into equation (5.62) .15 Segment of beam subjected to torsion Substituting equation (5.15 gives: (5.59) gives: (5.61) Substituting equation (5. 5.61) gives: (5.58) to the beam of Fig.60) Applying equation (5.Page 175 Fig. 5.

63) and (5. this is carried out automatically by the grillage program. in the grillage members.42) gives an expression for the twisting moment per unit breadth in the bridge slab: (5. This can clearly be achieved by adopting the same shear modulus and torsion constant in the grillage member as is in the slab.58) can be applied.66) Although equations (5. t: (5.64) To achieve similitude of moments.65) and (5. the stiffness terms of equations (5. it will not generally be necessary to specify Gxy for the grillage model. The torsion constant for the grillage member can alternatively be expressed in terms of the slab second moment of area: (5. Torsion in beams is complicated by torsional warping (in all but circular sections) and formulas have been developed to determine an equivalent torsional constant for non-rectangular sections such that equation (5. The behaviour of a grillage member is essentially one dimensional and consequently its shear modulus can be derived from the elastic modulus and Poisson’s ratio directly using the wellknown relationship: (5.43) for the torsional constant is valid. However. in the slab and torques. Equation (5. mxy.67) Typically. Equation (5. they will not necessarily have the same total torsional constant as they may represent different breadths of slab if the grillage member spacing in the longitudinal and transverse directions differ.66) are based on the grillage member having the same shear modulus as the slab. .65) ensures that the grillage members in both directions will have the same torsional constant per unit breadth.63) where j gril is the torsion constant per unit breadth in the grillage member. The preceding derivation of grillage member torsional properties is applicable to thin plates of rectangular cross-section where equation (5.Page 176 This can be rewritten in terms of torque per unit breadth.65) where d is the slab depth. t.64) must be equated. Equation (5. Equating this to jgril gives: (5.43) gives an expression for the torsion constant of the slab.

Page 177 For rectangular beams with depth d and a breadth of greater than 10d. i. reproduced here. E. in the Y direction. 5.3 times the slab depth from the edge so as to coincide with the resultant of the shear stresses. many bridges are geometrically orthotropic. the torsional constant may be approximated with: (5. most bridges have the same modulus of elasticity.68) It can be seen that equation (5. Similarly. the shear stresses in the vertical direction are accounted for by the shear force per unit breadth. 5. The reason for this lies in the definition of torsion in a beam and of moment mxy in a slab. Consequently the torsion constant for a grillage member representing a portion of an isotropic slab is only half that of a regular beam (or a grillage member representing a regular beam).3.16 shows a portion of a beam of breadth b and depth d in torsion.34). The torque in the beam results from both of these shear stresses and is given by: (5.68) predicts a torsion constant for the beam which is twice that predicted by equation (5. It is common practise to use the equations developed for materially orthotropic thin plates to represent geometrically orthotropic bridges. This is achieved in a grillage by basing the second moment of area per unit breadth of the grillage members in the X direction on that of the slab in that direction. equation (5. qx as illustrated in Fig. in both the horizontal and vertical directions.e.3 Grillage member properties—geometrically orthotropic slabs Equation (5. .69) In the slab.e. Figure 5.36) shows that the moment mxy is arrived at by summing only the shear stresses in the horizontal direction (i.17. the second moments of area per unit breadth for the grillage and the slab are equated. applies to materially orthotropic slabs: However. It has been recommended that the edge grillage members be placed at 0. The vertical shear stresses are accounted for in the grillage in the same manner by the shear forces qy in the transverse beams. they have different second moments of area per unit breadth in the orthogonal directions. for both directions.66) for isotropic slabs. The shear stresses set up in the beam are shown. In the slab. only). Further.

the two twisting curvatures are the same. .41). curvatures in the orthogonal directions at a point will be approximately equal. However. If it is assumed that the same conditions hold for geometrically orthotropic slabs. Then.40) stated that the two twisting moments at a point in a materially orthotropic slab are equal to each other. as stated in equation (5.: and: There is no facility in a grillage model to ensure that the two curvatures at a point are equal. 5.e.Page 178 Fig. i.42). Further.16 Beam subjected to torsion showing resulting shear stresses Equation (5. it follows from equation (5. in a fine grillage mesh. if the same shear modulus and torsional constant are used in the two directions.

66) for an isotropic slab.70) Hambly (1991) recommends using such a single torsional constant for both orthogonal directions: (5.4 Computer implementation of grillages There are many computer programs commercially available which are capable of . equation (5. 5.Page 179 Fig.17 Slab with vertical shear stresses and corresponding grillage members with shear forces per unit breadth reproduced and adapted here as equation (5. 5.3. is a function of the elastic modulus. νIt is generally calculated internally in computer programs using . G.71) It can be seen that this equation is consistent with equation (5.70). and Poisson’s ratio. The shear modulus for a slab made from one material.67). that the twisting moments are equal: (5. E.

This may be used to define the bridge self weight. Some grillage programs allow. The nodes are therefore said to have three degrees of freedom. It has been pointed out that the moments in two longitudinal or two transverse grillage members meeting end to end at a node will not necessarily be equal. the definition of a cross-sectional area for the beams. It therefore makes sense. according to the principle of superposition. or require. Such effects are normally determined separately (often by hand due to their simplicity) and added to results from the grillage. to locate nodes at the centres of the bearings or supports. The points at which these beams are connected are referred to as nodes. There is no facility for the nodes to deflect in either of the inplane directions or to rotate about an axis perpendicular to the plane. The computer implementation of a plane grillage consists of defining a mesh of interconnected beams lying in one plane. some grillage programs do allow for shear deformation. allowing no displacement or rotation in either of the two directions. Most grillage programs will allow the use of spring supports. that of the stiffness method. Where the grillage is formulated without regard to the nature of the bridge slab. Some programs which allow the modelling of shear deformation will only give results of shear stresses when this option is invoked. This inhibits the calculation of in-plane effects such as axial thermal expansion or contraction or in-plane prestressing. This is generally achieved by defining a cross-sectional area and a shear factor. the product of which gives the shear area. Grillage programs model the supports to the bridge slab as restraints at various nodes. and the imposition of specific support settlements. it should improve the accuracy of the results if it is allowed for in the computer model.3. even if due care is taken. Each node has the capability to deflect vertically out-of-plane or to rotate about each axis of the plane. a number of which are described here. These nodal supports may be rigid. this approximation may be quite inaccurate. or may allow one or more of these degrees of freedom. with some variations from program to program. These facilities may be used to model the soil/structure interaction as discussed in Chapter 4. when formulating the grillage.2 assumed that there was no shear deformation. Consequently. These programs are generally based on the same theory.5 Sources of inaccuracy in grillage models It should always be borne in mind that the grillage analogy is only an approximation of the real bridge slab. In such cases.Page 180 analysing grillages. some inherent inaccuracies exist in the grillage. care should be taken to ensure that the self weight is not applied twice by applying it to both the longitudinal and transverse beams. but when used correctly it will accurately predict the true behaviour. The discontinuity between moments will be balanced by a discontinuity of torques in the beams in the opposite direction to preserve moment equilibrium at . 5. two rotations and one translation. Even though the thin plate behaviour considered in Section 5. Some programs also use the cross-sectional area definition to model shear deformation. However. While shear deformation is generally not very significant in typical bridges. inplane axial forces are not modelled by the grillage.

mx. As a result of this. Torsions per unit breadth of similar magnitude in both directions in a grillage can be promoted by choosing the same torsional constant per unit breadth for the longitudinal and transverse beams. This expression involved terms accounting for the curvature in the X and Y directions. The magnitude of these discontinuities can be reduced by choosing a finer grillage mesh. The required moment is arrived at by averaging the moments on either side of the node. which should be treated in the same manner.18 where it can be seen that the torque T in the transverse beam.Page 181 the node. When deriving the properties of a grillage member parallel to the X axis. As was mentioned earlier. There is no mathematical or physical principle in the grillage to make this so. Where only three beams meet at a node. Equation (5. the effect of curvature in the Y direction was ignored (see equation (5. The opposite of this is not necessarily true. the curvatures in the grillage members in one direction do not effect the moments in the beams in the other direction in the same manner as they do in the bridge slab. 5. such as where two longitudinal beams along the edge of a grillage meet only one transverse beam. in the slab. corresponds to the discontinuity between the moments Mb1 and Mb2 in the longitudinal beams. 5. Equation (5.40) stated that the moments mxy and myx are equal in a slab. This potential inconsistency is reduced by the low Poisson’s ratio of bridge slab materials which limits the influence of curvatures in one direction on moments in the orthogonal direction. this discontinuity will be exaggerated.18 Distribution of bending moment in a segment of grillage mesh showing discontinuity in moment (T b3=Mb1− b2 ) M . as are the corresponding curvatures in the two directions. significant differences can remain. as other factors may also have an effect. torques or shears indicate a grillage mesh which is too coarse. However. This is illustrated in Fig.57)). A similar simplification was made for my . Fig. and requires the addition of more beams. excessively large discontinuities in moments. The same phenomenon causes discontinuities in torques and shears.34) gave an expression for moment per unit breadth. having no other transverse beam to balance it.

O’Brien (1997) found that the grillage member spacing had a much reduced influence on the results for shear at distances of more than a deck depth from the support.48) provide expressions for the shear forces per unit breadth. then grillage member spacing would assume a much reduced importance. which is applicable to such a wide variety of structural forms.Page 182 Equations (5. such as those relating to voided or skewed bridge decks.3. These should not be viewed as absolute. When bridges are supported at discrete intervals. there are sharp concentrations of shear intensity near each support. There is no account taken of the derivative of the twisting moments. Some more specific recommendations. the shear force in a longitudinal or transverse beam will simply be the derivative of the moment in that beam with respect to X or Y. except for bridges with high skew. if reasonably accurate results are to be obtained. 5. It will be seen from the recommendations given here that the traditional need for economy in the .7 Recommendations for grillage modelling It is difficult to make specific recommendations on the use of a technique such as grillage modelling.47) and (5. Fortunately. The first of these equates the shear force per unit breadth qx to the sum of two derivatives: In the grillage. the grillage member spacing has to be fixed near the support so that it gives the correct result. This direct relationship between mesh density and the calculated maximum shear intensity means that. It follows that. Thus the designer would design for the shear force calculated at a deck depth from the support. the magnitude of these moments is generally relatively small. If it were assumed that shear enhancement was sufficient to cater for local concentrations of shear near a support. Greater shear forces at points closer to the support would be ignored on the basis that load would be carried by direct compression rather than shear mechanisms. are given in Chapter 6. Each grillage member represents a strip of slab with the result that a point support at a node in a grillage model has an effective finite breadth. the effective breadth decreases and the calculated concentration of shear adjacent to the support increases. some general recommendations are valid for most grillage models. qx and qy .6 Shear force near point supports There is a particular problem in using grillage models to determine the intensity of shear force (shear force per unit breadth) near a discrete bearing. whichever direction the beam lies in. mxy or myx. However. and should be used in the context of good engineering judgement. if the grillage mesh density increases. 5.3.

beyond a certain point. and. as this may result in skewed members which complicate the interpretation of results. 5. 2. Nonetheless. 4. (b) non-constant mesh spacing . Transverse beams should have a spacing which is similar to that of the longitudinal beams. 3. Longitudinal grillage members should be provided along lines of strength in the bridge slab. A choice of between one and three times the longitudinal spacing would be reasonable. Often this spacing will be greater than that of the longitudinal beams. as the computational power available to today’s engineers is well in excess of that available when earlier recommendations were made. there is no advantage in providing excessive numbers of grillage members as the amount of output data will be excessive. The transverse grillage members Fig. should be avoided if possible. A reasonable spacing of longitudinal beams is between one and three times the slab depth. 5. no additional accuracy will be achieved. illustrated in Fig. The procedure of moving nodes locally to coincide with supports.Page 183 numbers of grillage members no longer applies. grillage members should be located such that nodes coincide with the locations of supports to the bridge slab. should these exist. significantly greater spacings are often possible without great loss of accuracy. However. Where possible.19(a). There is little point in having longitudinal beams too closely spaced. as the magnitude of moment in the transverse beams is generally relatively small. particularly in wide bridge slabs.19 Alternative grillage meshes near point supports: (a) local adjustment to mesh near supports to maintain constant spacing of members elsewhere. or precast beams in beam-and-slab bridges. Spacing will often be dictated by the location of supports or lines of strength in the bridge slab. 1. location of prestressing tendons. Lines of strength may consist of concentrations of reinforcement.

For bending moment results. 5.3d from the edge of the slab. The validity of this recommendation has been confirmed by the authors through comparisons of grillage analysis results with those of elaborate three-dimensional finite-element models.3d should be ignored. increasing the mesh density tends (up to a point) to increase the accuracy.e. This may involve. . Figure 5. the breadth of slab outside 0. one with more longitudinal and transverse beams at a closer spacing. 7.20 Segment of grillage mesh showing longitudinal members 0. such as heavily reinforced diaphragms above bridge piers. The objective is to locate these beams close to the resultant of the vertical shear stresses. 5. Care should be taken. in the bridge slab as illustrated in Fig.20 illustrates an example where a member is correctly placed more than 0. when determining the torsional constant of these longitudinal grillage members.3d from the edge except for the end transverse members .Page 184 should also be chosen to coincide with lines of transverse strength in the bridge slab. a check can be performed by comparing the output of a grillage with that from a more refined grillage. 5. 6.3d from the end. so that the span length between supports in the grillage and the bridge slab are the same. Supports to the grillage should be chosen to closely resemble those of the bridge slab. that this recommendation does not result in supports being placed in the wrong locations. It has been recommended by Hambly (1991) that the row of longitudinal beams at each edge of the grillage should be located in a distance of 0. i. It has also been recommended that. should they exist. for example. If the spacing of grillage members is in doubt. the use of elastic springs to Fig. The second moments of area of these beams are calculated using the full breadth of slab in the normal way. where d is the slab depth.17. however.

Finite-element analysis is well known to bridge designers.4 Planar finite-element analysis of slab decks The finite-element (FE) method was pioneered in the mid 1950s for use mainly in the aeronautical industry. and rotation about both in-plane axes. grillage analysis is much less reliable. Much development has taken place since this pioneering work and many texts now exist which give a comprehensive description of the method (see. Originally it was used for in-plane analysis of structures but it was soon extended to the problem of plate bending by Zienkiewicz and Cheung (1964). The authors have used the method extensively for the analysis of bridge decks and have found it to be an excellent analysis tool in many cases. but the support arrangement chosen for the model must be such that the model is restrained from free body motion in either of the in-plane directions or rotation in that plane. some of whom consider it to be the most general and accurate method available for bridge deck analysis while others view it with a degree of scepticism. is at least as accurate as. All of the elements generally lie in the one plane and are interconnected at a finite number of points known as nodes. Some elements do not model in-plane distortion and consequently the nodes have only three degrees of freedom. and often more accurate than. reasonable accuracy can be achieved with most sensible member spacings. the behaviour of which is known. such as axial prestress. the scepticism expressed by some bridge designers is quite often well founded as the perceived accuracy of the method often overshadows the importance of using it correctly. Some of these types of model are discussed in Chapter 7. where shear enhancement occurs. Such analyses are only necessary if it is specifically required to model in-plane effects. Finiteelement models in which the elements are not all located in the one plane can be used to model bridge decks which exhibit significant three-dimensional behaviour. Closer to the support. the grillage method. . the FE method involves the modelling of a continuous bridge slab as a finite number of discrete segments of slab or ‘elements’.Page 185 simulate deformable bearings or ground conditions as discussed in Chapter 4. for example. 8. 5. No particular problem arises from using elements which allow in-plane deformations in addition to out-of-plane bending. that of Zienkiewicz and Taylor (1989)). Sometimes it is more convenient to carry out an FE analysis with out-of-plane deformation only and to add the in-plane effect of prestress afterwards (which may often be determined by hand). There is a risk that inexperienced users will attempt to analyse complex bridges without understanding the true nature and behaviour of the structure. The most common types of element used are quadrilateral in shape although triangular elements are sometimes also necessary. A useful method of gaining familiarisation with a specific FE program is to begin by analysing simple structures. Beyond a deck depth from the face of the support. Finite-element analysis is relatively easy to use and comprehend and. namely out-ofplane translation. When applied to the analysis of slab bridge decks. when applied correctly. This said. and then to progress to more complex structures.

although not all programs offer this facility. If this facility is used. a check is useful to ensure that the values given are consistent with those at the neighbouring nodes. mx.48) give expressions for the shear force per unit breadth in a thin plate. my and mxy . In FE analysis.48). E y. equations (5. E and νThe shear modulus. the validity of this relationship should be checked for the particular plate under consideration. These are plate elements which can model out-of-plane bending. only two elastic constants need to be defined for the finite elements. G. programs assume a value for Gxy based on the values input for the other four elastic constants. 5.1 Similitude between finite-element model and bridge slab The moments per unit breadth. shear force per unit breadth can be calculated.4. These expressions involve derivatives of the direct moment mx (or my ) and the twisting moment myx (or mxy). program from these constants directly according to equation (5. The twisting moment term can readily be accounted for. the second moment of area per unit breadth is given by equation (5.42) gave an expression for the moments mxy and myx in a thin materially orthotropic plate. y. It was shown above that a grillage model does not take account of the derivative of the twisting moment. are output directly by FE programs.34) and (5. is determined by the .47) and (5.Page 186 5. Each of these expressions involves terms relating to the curvature in both the X and Y directions. ν and ν typically need to be specified. Some x.4. Equation (5.35) give expressions for the moments mx and my in a thin plate. and the problem inherent in grillage modelling of torques per unit breadth not being equal in orthogonal directions does not arise. although in some programs it may not be. will account for the effect of curvature in one direction on the stiffness in the other direction. it is advisable to determine whether or not shear forces are calculated correctly using equations (5. These are generally given at the element centres and/or corners.2 Properties of finite elements The types of finite element considered here are those used for the modelling of slab bridge decks. The finite elements will satisfy this equation. Finally.67). and unlike a grillage analysis.33): . five elastic constants.47) and (5. Where the twisting moments are significant. The finite elements will behave according to these equations. Isotropic bridge slabs In the case of bridges which are idealised as isotropic plates. Many programs provide the ability to determine these values at any arbitrary point using interpolation. The material properties of the elements are defined in relation to the material properties of the bridge slab. Gxy. As the element is of constant depth. in-plane distortion or a combination of both of these. E x. If this is the case. When materially orthotropic finite elements are used. Equations (5. This is a significant advantage of the FE method over the grillage approach.

75) Substituting this into equations (5.74) The modulus of elasticity of the element in the X direction may be chosen arbitrarily to be equal to the modulus of elasticity of the bridge slab. i. Equation (5.e. for both directions. This problem can be iy overcome by determining an equivalent plate depth and altering the moduli of elasticity of the element to allow for the differences in second moments of area. In most geometrically orthotropic bridge slabs. mx .73) and (5. but only one depth can be specified. .77) The equivalent element depth can be calculated from equation (5. but there are two second moments of area per unit breadth.: (5. which will be satisfied by a materially orthotropic finite element: where and ielem are the element elastic modulus and second moment of area per unit breadth respectively.72).Page 187 In a typical program.35) gives a similar expression for my . In such cases. there is only one modulus of elasticity. the user simply specifies the element depth as: (5. ix ≠ . E slab.72) Geometrically orthotropic bridge slabs Geometrically orthotropic bridge decks are frequently modelled using materially orthotropic finite elements.74) gives: (5.76) and (5. similitude between the finite element and the bridge slab can be achieved by keeping the products of elastic modulus and second moment of area equal: (5.34) gives an expression for the moment. However. Equation (5.73) (5. and .

Gxy. The lower value of 0.73) and (5. These types of model are discussed further in Chapters 6 and 7. an arbitrary depth of finite element could be chosen (say.5 and 0.78) was derived by assuming an average value of the elastic moduli in the two directions and an average Poisson’s ratio. In such cases the shear modulus may need to be reduced. the authors would suggest analysing the orthotropic plate using a value predicted by equation (5. from the results of analysis and experimentation on steel orthotropic bridge decks. Consequently the accuracy of this and equation (5.Page 188 For a materially orthotropic slab.79) becomes: (5. has been suggested by Troitsky (1967): (5. An approximate expression for the constant.3.78) For a geometrically orthotropic slab with a single modulus of elasticity and Poisson’s ratio. As an alternative.42).79) To be consistent with the equations for and i elem derived above.80) and analysing again using a shear modulus of half this value.80) Equation (5. To determine if the influence of the shear modulus on the analysis is significant. that the shear modulus given by the above expression may need to be reduced by a factor of between 0. is given by equation (5. a depth that would result in a second moment of area equal to the average of the second moments of area of the bridge slab in the two directions) and expressions determined for the corresponding values of the moduli of elasticity of the element. the moduli in the Y direction could be equated. the moment/curvature relationship for the twisting moment.80) diminishes as the variation in the elastic properties in the two directions increases. .3 was reported to come from an extreme case where the flexural stiffness in the two directions varied by a factor of 20. Then. This would lead to alternative expressions to the above. Instead of arbitrarily equating the modulus of elasticity of the finite element in the X direction to the corresponding modulus of the slab. Alternatively. the orthotropic nature of the plate might be better handled using a combination of elements and beam members or a three-dimensional model. mxy . the modulus of elasticity of the element in the X direction is taken to be equal to the modulus of elasticity of the bridge slab. It was reported by Troitsky (1967).76) applies and equation (5. a similar expression can be determined by substituting from equations (5. equation (5.74) to give: (5.

and quite often the program will allow the user to define elements which do not conform to this shape. quadrilateral elements with nodes at the four corners.21(b). 1. Unlike the grillage method. In general. In contrast to grillage modelling. more elements tend to result in greater accuracy although this is by no means guaranteed. a typical program may be able to deal with elements of the type shown in Fig. Some elements have mid-side nodes so that it is possible for example to have . the finite element response to applied loading is based on an assumed displacement function. Many engineers use denser meshes of elements in those parts of a bridge where bending moment changes rapidly such as near an interior support. Quite often the same program can be used for grillage and FE analysis which saves the user having to become familiar with two separate programs. is given in Chapter 6. One variation between the two methods is that the FE model may allow for in-plane deformations and consequently the nodes will often have five or six degrees of freedom. However. but can easily be modified where this is not the case. Regularly shaped finite elements should be used where possible. it is often more convenient if a consistent mesh density is used throughout a bridge. Considering. The implementation of the FE model is carried out in a similar manner to a grillage and many of the comments in Section 5. 5. as some programs may not be able to deal with excessive numbers. More specific recommendations are given below and further guidance. 2. This type of model is useful where in-plane effects (such as axial prestress) are to be considered. This function may be applicable to elements of a certain shape only. These may occur when attempting to refine the mesh such as in Fig. These should tend towards squares in the case of quadrilateral elements and towards equilateral triangles in the case of triangles.3 Recommendations for finite-element analysis There are many commercially available computer programs for FE analysis of bridge decks. considerable deviation from these shapes may be permissible and the documentation provided with the program should be consulted for specific recommendations.3 apply. As with grillage modelling. 5. it may become necessary to limit the number of elements. Mesh discontinuities should be avoided. Obviously. 5. 5.22(a) where elements (1) and (2) are connected to each other at point P but are not connected to element (4).Page 189 The expressions given above relate to bridge slabs with the same modulus of elasticity in both directions. two rules commonly applied to quadrilateral elements are that the ratios of the perpendicular lengths of the sides should not exceed about 2:1 and that no two sides should have an internal angle greater than about 135°. Once again these should not be viewed as absolute. applicable to voided and skewed bridge decks.21(a) but may give an inaccurate representation for the elements shown in Fig. In the absence of information to the contrary.4. for example. it is difficult to make specific recommendations relating to FE modelling of bridge slabs but some general guidelines are given here.

Page 190 Fig. (b) potentially problematical shapes Fig.21 Possible shapes of quadrilateral finite elements: (a) generally good shapes.22 Meshes of finite elements at transition between coarse and dense mesh: (a) potentially problematic arrangement. 5. 5. (b) good arrangement .

However. Shear forces near points of support in finite-element models tend to be unrealistically large and should be treated with scepticism. the use of elastic springs to simulate deformable bearings or ground conditions as discussed in Chapter 4. 5. as can to be seen in the figure. There is little point in using too many elements as an excessive number slows the running of the program and may not result in significantly greater accuracy. All vectors are resolved parallel and perpendicular to AB in Fig.24. As bending moment is a vector. Similar results from both would suggest that the mesh was sufficiently dense. AB. . 5. Supports to the finite-element model should be chosen to closely resemble those of the bridge slab. The direct moment per unit length on AB is denoted mn and the twisting moment per unit length is denoted mnt. For convenience. 6. where the moment is about the axis of the arrow. 5. mxy and myx. for example. the projected lengths on the X and Y axes are l sin θ l cos θ and respectively. if excessive. The length of the face AB is l and. A small segment of slab is illustrated in Fig. 1997). Resultant moments can be calculated at any angle of orientation and can. my and mxy . a second axis system. 5. The twisting moments per unit length.22(b) where mid-side nodes are not needed and all elements are connected. The moment per unit length on the X face is mx so the moment on BC is mxl cos θThe corresponding moment on AC is my l sin θThese moments are illustrated in Fig. The results of such analyses give three components of bending moment at each point. A mesh is shown in Fig. result in yield of the slab at any such angle.23(b) using double headed arrows to denote bending moment. This is generally easily achieved. This section addresses the design problem of how the engineer should calculate the moment capacity required to resist such moments. . is introduced where N is normal to the face AB and T is parallel (tangential) to it. This will be complied with if the first recommendation is adhered to. the three components can be combined using vector addition in a manner similar to the concept of Mohr’s circle of stresses. If mesh density is in question. mx. 4.23(a) and the possibility is considered of failure on a face. The vectors representing the moments are resolved to determine the moments on the face AB. Elements should be located so that nodes coincide with the bearing locations. The spacing of elements in the longitudinal and transverse directions should be similar. N–T.Page 191 elements (3) and (4) connected to the mid-side node of element (1) at Q. This may involve. 3. are also illustrated in this figure. results at more than a deck depth away from the support have been found in many cases to be reasonably accurate (O’Brien et al. 7.5 Wood and Armer equations Much of this chapter has been concerned with methods of analysis of slab bridges. it is useful to compare the output of a model with the chosen mesh density to that of a model with a greater density. . 5. at an angle of θ the Y axis. 5.

23 Segment of slab: (a) geometry. 5.81) Considering components perpendicular to AB gives: (5.82) The components of moment on a face perpendicular to AB are considered in Fig. (b) applied bending and twisting moments Considering components parallel to AB first: (5.83) and: (5.Page 192 Fig.84) . 5.25 where resolution of components gives: (5.

Page 193

Fig. 5.24 Resolution of moments on a segment of slab parallel and perpendicular to AB

Fig. 5.25 Resolution of moments on a face perpendicular to AB

A comparison of equations (5.82) and (5.84) verifies that mnt and mtn are equal. Equations (5.81)–(5.84) can be used to resolve all components of moment on a small segment of plate into a new axis system as illustrated in Fig. 5.26. In an orthotropic steel plate, moment capacity is generally provided in the two orthogonal directions. In a concrete slab, ordinary or prestressing reinforcement is provided in two directions, which are not necessarily orthogonal. In this section, only orthogonal systems of reinforcement are considered; similar equations for non-orthogonal systems are given by Clark (1983). Furthermore, only the case in which mn is positive is considered here. The case when mn is negative is also treated by Clark.

Page 194

Fig. 5.26 Transformation of applied moments to an alternative co-ordinate system: (a) moments in X-Ysystem; (b) moments in N-T system

An orthogonal system of reinforcement provides moment capacity in two perpendicular directions which are taken here to be parallel to the co-ordinate axes. Hence, the moment capacities per unit length can be expressed as and as illustrated in Fig. 5.27. This figure is different from Fig. 5.26(a) in that there are no twisting moment terms; no capacity to resist twisting moment is assumed to be provided. Equation (5.81) gives the moment on a face at an angle θ the Y axis. A corresponding equation can readily be derived for the moment to capacity. Leaving out the mxy term in equation (5.81) leads to: (5.85)

Page 195

Fig. 5.27 Segment of slab illustrating the moment capacities provided

While no capacity to resist twisting moment is explicitly provided, capacity can be shown to exist on face AB (Fig. 5.23(a)) by considering equation (5.82) which gives: (5.86) Similarly, from equation (5.83): (5.87) To prevent failure on face AB of Fig. 5.23, the moment capacity must exceed the applied moment. As only the case for which mn is positive is being considered, this becomes:

Substituting from equations (5.81) and (5.85) gives:

Dividing the equation by cos 2 θ gives:

This can be expressed as:

where (5.88) and

Page 196 The function, f(k), is the excess moment capacity for the angle θi.e. the amount by which the , moment capacity exceeds the applied moment for that angle. To prevent failure of the slab, it is clearly necessary that this function exceeds zero for all values of θThe most critical angle . will be that for which f(k) is a minimum. This minimum value is found by differentiating the function and equating to zero, that is:

As k=tan θdifferentiating with respect to θ , gives:

which is never zero. Hence the minimum value for f (k) occurs when: (5.89)

where is a critical value for k. For this to be a minimum excess moment capacity rather than a maximum, the second derivative of f (k) must be positive, i.e.: (5.90)

Taking equations (5.89) and (5.90) together, it can be seen that and mxy must be of the same sign. This fact will be shown to be of significance later in the derivation.

Page 197

Example 5.1: Moment capacity check At a point in a bridge slab, the moments per unit length due to applied loads have been found to be, mx=190, my=80 and mxy=20. It is required to determine if it is sufficient to provide moment capacities of, and Equation (5.89) is used to determine the angle for which the excess moment capacity is minimum:

i.e. the critical angle is 29.7°. The minimum excess capacity is then found by substitution in equation (5.88):

As the excess capacity is negative, the slab will fail for this value of θ . When new bridges are being designed, the moment capacities are not generally known in advance and the problem is one of selecting sufficiently large values for and . It can be seen from equation (5.89) that effectively dictates the value for for a particular set of moments, i.e. choosing amounts to choosing . Thus the designer’s problem can be viewed as one of choosing a suitable value for provided that equation (5.89) is satisfied, i.e. choosing such that: (5.91) It is, of course, also necessary to have a positive excess moment capacity. The minimum required excess moment capacity is:

Substituting from equation (5.91), this becomes:

.92) Similarly.95) (5.90)) that and mxy were of the same sign. Hence. equation (5.91) becomes: (5.93) become: (5. my=80 and mxy=20.93). It is required to determine economical moment capacities given that providing costs twice that of providing . be prestressed in one direction and reinforced with ordinary reinforcement in the other. If the cost of providing moment capacity is the same in both directions. The cost of providing moment capacity in the two coordinate directions may not necessarily be equal as a bridge may.2: Wood and Armer equations II At a point in a bridge slab the moments per unit length due to applied loads have been found to be.93) Any value for can be selected by the designer and these equations used to determine the minimum required moment capacities.94) This can be used to find an economical value for in equations (5.Page 198 It was established earlier (by comparing equations (5.92) =1 and (5. then ρ and equations (5. mx=190. the cost of providing moment capacity at a point may be taken to be proportional to: The value for which results in minimum cost is found by differentiating: (5. 1968). for example. their product is positive giving: (5.89) and (5.96) These are known as the Wood and Armer equations (Wood. Example 5.92) and (5. In general.

i.93) then give the required moment capacities: . ρis 0.92) and (5.Page 199 As cost is proportional to critical angle is defined by: the constant.e.5 and the minimum cost value for the . Equations (5.

both of which consist of members lying in one plane only. more complex non-planar methods of analysis are considered. Further. . They can. In this chapter. For certain bridges. non-planar models are considerably more accurate than planar models. be applied to many different types of slab as will be demonstrated. they can also be considerably more complex and can take much longer to set up. 6.Page 200 Chapter 6 Application of planar grillage and finite-element methods 6. Planar methods are among the most popular methods currently available for the analysis of slab bridges. their basis is well understood and the results are considered to be of acceptable accuracy for most bridges. Two methods of analysis are introduced. the behaviour of bridge slabs is considered. This will be demonstrated in the following examples. In Chapter 7.1 Introduction In Chapter 5.2 Simple isotropic slabs When bridge slabs are truly planar. For this reason. it is a simple matter to prepare a computer model following the guidelines specified in Chapter 5. grillage and finite-element methods. However. planar grillage and finite-element models are at present the method of choice of a great many bridge designers for most bridge slabs. with adaptation. both of these planar methods of analysis are used to model a range of bridge forms.

6.1 Plan view of two-span bridge Fig.1: (a) plan.2 and 1.3 times the depth from the edge of the slab. The deck is supported on four bearings at either end and on two bearings at the centre as illustrated in the figure. 6.1: Grillage model of two-span right slab A two-span bridge deck is illustrated in Fig. Figure 6. a row of longitudinal members has been placed at a distance of 0. The longitudinal members have been placed along the lines of the bearings. The end rows of transverse members are taken through the centres of the bearings. with an additional line at the centre of the deck. Fig.Page 201 Example 6.2 (a) shows a convenient grillage mesh for this bridge deck.8 m depth.1.5 m which gives a ratio of transverse to longitudinal spacing of between 1.2 Grillage mesh for bridge of Fig. A combination of fixed.5. 6. free-sliding and guided-sliding bearings is used so that the bridge can expand or contract freely in all directions in plane. 6. The transverse members have been placed at a spacing of 1. As recommended in Section 5. It is required to design a grillage mesh to accurately represent the deck given that the concrete has a modulus of elasticity of 35×106 kN/m 2. (b) section . It is to be constructed of prestressed concrete and is to have a uniform rectangular cross-section of 0.3.

1 Second moment of area (m4) Longitudinal members R1. The longitudinal members have been grouped by row as R1 to R9 and the transverse members have been grouped as end members and all intermediate members as illustrated in Fig.3 shows a convenient finite-element mesh. R7 R4.3.0371 0.5/2+0. It can be seen that this breadth is taken to be from midway between adjacent members on either side.0534 0. The bridge slab is assumed to be isotropic and the second moments of area per unit breadth are taken to be equal to those of the slab: The torsion constants per unit breadth are calculated according to equation (5. 6.0640 0.2. R6 R5 Transverse Members End members All intermediate members 0.1. The two rows of . This is used to determine the breadth of slab attributable to each longitudinal grillage member.0491 0.1.63 m was used.24)=0.66): The second moments of area and torsion constants of the grillage members are then determined by multiplying these values by the relevant breadth of each member as given in Fig.0470 0.2: Finite-element model of two-span right slab A planar finite-element model is required for the bridge deck of Example 6.0938 0. Figure 6.0470 Torsion constant (m4) 0. However. Similarly. 6. R8 R3.2 (b).7.3d=0.24 m for the calculation of the torsion constant. this is reduced by 0. 6.87− 0.Page 202 Table 6.0964 0.0862 0.0537 0. R9 R2. in keeping with recommendation number 6 of Section 5.1 and Fig.5 m past the centre of the bearing. For the transverse end members. a reduced breadth of (0. These values are presented for all of the grillage members in Table 6. The breadths of the elements are chosen such that nodes coincide with the locations of the supports.1 Grillage member properties for Example 6. the breadth is 1. Example 6. when determining the value of the torsion constant of the longitudinal members in rows R1 and R9.0981 0.5 as the slab extends 0.2 (b) shows a cross-section of the slab with the grillage members superimposed.0483 0.1280 Figure 6.0938 0.

where the edge cantilever is relatively short or stocky . the neutral axis will not remain straight as the upstand tries to bend about its own axis. a similar degree of accuracy could be expected.8).2 m which is equal to the breadth of the widest element.Page 203 Fig.1.5 m breadth. It is not necessarily conservative to ignore the additional stiffness provided by them. equal to the average breadth of the elements. As this is an isotropic bridge slab. 6. If they are made integral with the deck. All of the elements are assigned a depth of 0. Figure 6. the only geometric property which has to be assigned to the elements is their depths.3 Edge cantilevers and edge stiffening Slab bridge decks often include a portion of reduced depth at their edges known as an edge cantilever. causing the bridge neutral axis to rise. Only decks where the neutral axis remains substantially straight are considered here. The length of the elements along the span of the bridge was chosen as 1. in the case of concrete bridges. As for Example 6. In slab bridges. Bridge decks of this type are discussed further in Chapter 7.4.5 shows the cross-section of a deck with a long slender edge cantilever with an upstand at its edge. either to stiffen the edge. and had the length been taken as. 6. or simply for aesthetic reasons. This type of construction is chosen partly for its reduced self weight and partly for its slender appearance (see Section 1.1 elements at each edge of the model could be replaced with one row of 1. the upstand may not be integral with the bridge deck and can simply be considered as an additional load on it. These will be similar to those illustrated in Fig. This is a somewhat arbitrary choice.4.4(c) and (d). the elastic modulus is taken to be that of the slab. In such a case. finding the location of the neutral axis may not be straightforward. may be precast to ensure a good quality of finish. The effect of an edge cantilever or an integral upstand/downstand is to change the stiffness of the bridge deck. 6. E=35×10 6 kN/m2. These are frequently important aesthetically and. 6. The properties of each part are then calculated about this axis. such as those illustrated in Figs.8 m which is equal to the actual depth of the bridge slab. Upstands or downstands. Cross-sections of typical slab decks with edge cantilevers are illustrated in Fig. are often included at the edges of the slab. 6. In some bridge decks. the appropriate stiffness is determined by first finding the neutral axis location for the complete deck. In such cases. but the extra number of elements in the model chosen is not considered to be excessive. 6.3 Finite-element mesh for bridge of Fig. to carry a protective railing. say. then the increased stiffness which they provide generally needs to be considered.

. which has a constant cross-section through its length.6. This can be determined by hand or by using one of many computer programs available for such purposes.5 Cross-section of slab deck with slender cantilever and upstand or where the upstand is not excessively stiff. In this case. 6. The bridge deck. spans 20 m and is simply supported on three bearings at each end as indicated in the figure. 6. 6. Details of a general approach to this calculation are given in Appendix C.4 Typical cross-sections of slab decks showing cantilevers and upstands Fig. It is required to design a suitable mesh of grillage members to model the structure. The first task is to determine the location of the deck neutral axis which is taken to be straight and to pass through the centroid.Page 204 Fig. the neutral axis is found to be 563 mm below the top of the bridge deck. The neutral axis is then taken to be straight across the complete deck and to pass through its centroid. Example 6.3: Grillage analysis of slab with edge cantilever The cross-section of a prestressed concrete bridge slab with edge cantilevers is illustrated in Fig.

7.Page 205 Fig. . these members represent a portion of bridge slab of breadth 1000 mm and they are located at the centre of that portion. 6.6 Bridge deck of Example 6. is placed at a distance of 90 mm from the edge of the cantilever. Figure 6.7(b). R2. of grillage members are located to coincide with the supports to the bridge deck. Row R1. R7.3 (dimensions in mm): (a) section. 6. The reasons for this particular arrangement are as follows: • Each edge cantilever is modelled with two separate rows of members so that the reduced depth towards the edge can be allowed for.3. • The outermost row of grillage members. In each case. • The fourth row. R4. Note that row R4 is not exactly at the centre of the portion it represents. This distance corresponds to 0. but that chosen here seems reasonable. is located at the centre of the portion of cantilever which it represents. • The second row of grillage members from the edge. (b) plan The cross-section is divided into a number of segments.7(a) shows the divisions chosen and the corresponding grillage members. • The third row of members from the edge. • Two rows of grillage members.3 times the average depth of cantilever. are chosen between the supports. This is in keeping with recommendation number 6 of Section 5. each of which is represented by a row of grillage members. The location from which this distance is taken is somewhat arbitrary.3 times the depth of the deck (0. The spacings of longitudinal grillage members is given in Fig. R5 and R6 (and R8 and R9). and middle row. is placed at a distance of 0.3×1200=360 mm) from the midpoint of the sloping edge of the main deck. R3.

7 Grillage model (dimensions in mm): (a) cross-section showing grillage members and corresponding segments of deck. Due to the variation in depth between rows R2 and R3. This is a very dense mesh having a spacing less than the slab depth. The second moment of area about the centroid (of the bridge) of each portion of deck is determined. The second moment of area relative to the centroid of the bridge is always greater than (or equal to) that relative to the centroid of the individual portion . For this example. the transverse members between these rows have been modelled as two separate members with a row of nodes where they join. between 1:1 and 1:1.27. it gives a good longitudinal to transverse spacing ratio. (b) schematic of cross-section showing spacing between members.Page 206 Fig. each row of longitudinal grillage members is considered separately. 6. However. Twenty one rows of transverse members with a spacing of 1000 mm were chosen.7 (c) illustrates a plan of the grillage mesh with dimensions in mm. (c) plan of mesh Figure 6.

The depth of these members is taken as the average depth of the cantilever. The results are presented in Table 6.2 Grillage member properties for Example 6.290 0.019 0.2.029 0. For example the second moment of area of row R7 is given by: All of the longitudinal grillage member second moments of area are presented in Table 6. running from the edge as far as the row of nodes indicated in Fig.178 0. The second moment of area per unit breadth of these members is therefore: The second moment of area of the transverse grillage members in the main part of the deck.71) as this is an orthotropic deck : Table 6. R10 R5. are taken about their own centroids as they will bend (transversely) about their own centroids. These are labelled Tc in Fig. i. R12 R3. R7.144 0. R6.002 0.143 0. R11 R4.3 Second moment of area (m4) Longitudinal members R1.e. are also calculated about their own centroids as it is about these that they will bend. 300 mm. R9 Transverse members Tc—End members Tc—Intermediate members Tm—End members Tm—Intermediate members 0.010 0. The transverse members are divided into two groups. The second group are those in the main portion of the deck and account for all of the other transverse members.002 0.013 0.021 0.7. Tc. The first group are those in the cantilever portion.Page 207 of deck. 6.146 Torsion constant (m 4) 0.7(c). The torsion constants for the members are determined in accordance with equation (5. 6. The second moment of area per unit breadth of these members is therefore: The second moment of area of the transverse members is then found by multiplying these values by the breadth of the members (which for this example is 1 m). R13 R2.261 0.144 0. These are labelled Tm in the figure.131 0. R8.2.034 0.278 . Tm.110 0. The second moment of area of the transverse members in the cantilever.

and the transverse members. Considering the longitudinal members in row R1 and the transverse members Tc. the condition of Section 5.2) is given by: The second moment of area per unit breadth of the transverse members is 0. the X direction is arbitrarily chosen as the longitudinal direction. R1.2) is given by: . as the two distinct values are very close. and the transverse members. the second moment of area per unit breadth of the longitudinal members (with reference to Table 6.002 m3. Tc. an approximation is made by taking an average value for the torsion constant per unit breadth of the transverse members. To apply this equation. However. the torsion constant per unit breadth of the longitudinal members. Tc. The torsion constant per unit breadth of the transverse grillage members.2) is given by: Therefore the torsion constant per unit breadth of the longitudinal members. At this stage. is given by: This gives a value for the torsion constant per unit breadth for each of the longitudinal members R1 and R2 but there are two distinct values for the transverse members Tc. Hence. the second moment of area per unit breadth of the longitudinal members (with reference to Table 6. the average value is considered acceptable.3 is not satisfied which required that the torques per unit breadth in the grillage members in the longitudinal and transverse directions be of the same magnitude.3.Page 208 where and are the second moments of area per unit breadth in the X and Y directions respectively. is given by: Considering next the longitudinal members in row R2 and the transverse members Tc. R2. Tc. In doing this. is therefore: Considering the longitudinal members in row R3 and the transverse members Tm. the second moment of area per unit breadth of the longitudinal members (with reference to Table 6.

The length of the elements (in the longitudinal direction) is taken as 1000 mm. R4 to R10. the breadth is reduced by 0. the breadth is reduced by 0. For the end transverse members.3×1. 6. These values are given in Table 6. and the transverse members. The other longitudinal members. 6.36 m.2) which is: Hence.Page 209 The second moment of area per unit breadth of the transverse members is 0. Tm. The depths of the elements have not been drawn to scale in this figure. The average of the two values is taken for the transverse members Tm: The torsion constant for each grillage member is then arrived at by multiplying the torsion constant per unit breadth by the breadth of slab represented by that member.4: Finite-element analysis of slab with edge cantilever It is required to prepare a finite-element model for the bridge deck of Example 6. and the transverse members. For the end transverse members. The cross-section of Fig.27 m. have the same second moment of area per unit breadth (with reference to Table 6. the need to average two dissimilar values of torsion constant was avoided.2=0. is given by: This value is adopted for the longitudinal members in row R3.6(a) is divided into a number of segments in a similar manner to the grillage model.8(b) shows a cross-section through the finite-element model.144 m3 and therefore the torsion constant per unit breadth of the longitudinal members.09 m. Figure 6. As the nodes form the boundaries of the elements and the location of the supports must coincide with nodes. Tm.6. Tm.8(c) shows a plan of the finite element model with rows of elements labelled r1 to r14. This results in 20 elements in each of the 14 longitudinal rows. the division of the deck for the finite-element model varies somewhat from that of the grillage.3×0.3×0.2.8(a) shows the division of the deck and Fig. R3. R4 to R10. and the longitudinal members in rows R1 and R13. For the longitudinal members in rows R3 and R11.9=0. the torsion constant per unit breadth of the longitudinal members. the breadth is reduced by 0. Figure 6. .3=0. Example 6. is given by: This value is adopted for longitudinal members R4 to R10. It can be seen that by splitting the transverse members running between rows R2 and R3 (and R11 and R12) into two separate transverse members. Tc.3 and Fig. 6.

The second moments of area per unit breadth. A depth of 1000 mm is chosen as this seems to be a reasonable compromise and it is felt that the problem does not warrant an in-depth analysis. In the case of the elements representing the edge cantilevers (rows r1. r2. and .3 to be located 563 mm below the top surface.3. (c) plan of element mesh The X axis is again chosen to be in the longitudinal direction and the Y axis to be perpendicular to this. are determined for each portion of the bridge deck. The second moments of area per unit breadth for each row of elements are given in Table 6. (b) schematic of cross-section showing breadths of elements. In the case of the elements in row r3. 6.Page 210 Fig. the transverse stiffness is based on the average depth of that portion of cantilever. these are calculated about the centroid of the bridge which was seen in Example 6. it is difficult to determine the transverse stiffness as the depth varies significantly. In the Y direction. r13 and r14). the second moment of area per unit breadth of each portion is determined about its own centroid as it is about this that transverse bending occurs. In the X direction. .8 Finite-element model (dimensions in mm): (a) cross-section showing division of deck into elements.

These are created by placing void formers. It is common practice to discontinue the voids over the supports which has the effect of creating solid diaphragm beams there.3 Finite-element properties for Example 6. Ec . values of were arrived at for each row of elements.9 shows a cross-section through a typical voided slab bridge deck with tapered edges.3.80) by substituting values for the Poisson’s ratio. terms of the elastic modulus of the concrete.1456 0.77) then gives an expression for the elastic modulus in the Y direction. Ec : . When the void diameter is less than about 60% of the slab depth. The shear modulus.109 1.3. r7. .027 Ec 0 . 356 Ec 0. within the formwork before casting the concrete. Arbitrarily choosing the elastic modulus in the X direction.989 Ec 0.0490 0. in The elastic moduli in the two directions and the equivalent depths of each row of elements are given in Table 6.0036 Ec 0.204 0 . 068 Ec 0.1138 0.Page 211 Table 6.0013 Ec 0.732 Ec 0 .4 Voided slab bridge decks Longitudinal voids are often incorporated into concrete slab bridge decks to reduce their self weight while maintaining a relatively large second moment of area. the elastic modulus and the second moments of area per unit breadth. r14 r2.989 Ec 0. as the second moments of area vary in two orthogonal directions. r11 r5 r6. it is modelled as materially orthotropic with a single value for element depth. 106 Ec 0. to be used for the finite elements is found by equating the second moments of area of the element and the slab (equation (5. is calculated using equation (5. Figure 6.76)): Equation (5.0561 0. delem . 6. The variation of second moment of area in the two directions is allowed for by specifying two different elastic moduli. In the finite-element program.0833 Ec 0. Assuming a Poisson’s ratio of 0.1456 (m3) 0.838 0.2 for concrete. 414 Ec The bridge deck is geometrically orthotropic. r9.204 1. then the equivalent depth.4 Finite element row number r1. to be equal to the elastic modulus of the concrete. r8. r13 r3.064 Ec 0. These values are also given in Table 6. .1440 Ec 0.1440 Ec delem (m) 0.876 1. usually made from polystyrene. r10 (m 3) 0. it is common practice to model the voided slab using the same methods as are used for . r12 r4. 414 Ec 0.

. a voided slab deck is less likely to distort than the box girder section of Fig. The first step in the modelling of a voided slab deck is to determine the location of the neutral axis. regardless of the size of the voids. is straightforward. Cellular decks are characterised by the distortional behaviour illustrated in Fig. Determination of the longitudinal second moment of area per unit breadth of a voided slab. the behaviour becomes more ‘cellular’. then the position of the centroid may not be at mid-depth and should be calculated in the usual way.9 Cross-section through voided slab bridge solid slab decks.10 and. (1981) reviewed many methods of analysing voided slab bridges. 6. Determination of the transverse second moment of area and the torsional rigidity are not so simple. the properties of each part of the deck are then calculated relative to the neutral axis of the complete deck. 6. Bakht et al.10 Characteristic behaviour of cellular bridge deck: (a) original geometry. Even if the voids are large. without specific guidance. such slabs can be analysed using the same techniques as those used for solid slab decks but with modified member properties. They propose that.10 which can be modelled using a variation of the conventional grillage or FE methods known as ‘shear flexible’ grillage or FE. On the other hand. For the Fig. (b) deformed shape showing characteristic cell distortion . when the void diameter exceeds about 60%. 6.Page 212 Fig. 6. If the bridge deck has edge cantilevers or if the voids are not located at the centre of the deck. For planar grillage or finite-element models. such a shear flexible model would be difficult to implement. This is generally taken to be at a constant depth transversely and to pass through the centroid of the deck. The stiffness of the voided portion is simply subtracted from the stiffness of the solid slab.

74 0. to that of solid slab.80 0.6.72 0.64 0.80 0. Clearly this equation is only applicable to slabs with a sensible void spacing.87 0. This is quite often a reasonable assumption when considering transverse bending.61 0.79 0.85 0.5 0.1). dv (Fig.90 .64 0.70 0.75 0.68 0.11 Cross-section through segment of voided slab bridge Table 6.11): (6. This equation assumes that the centre of the voids and the deck centroid (for transverse bending) are located at mid-depth.78 0. 6.45 0.58 0. (1981) recommend using the method of Elliott which gives this quantity in terms of the depth of the slab.90 0.84 0. When the void diameter to slab depth ratio is 0.51 0.7 0.56 0.86 0.6 0.65 0. A slab where the voids were spaced three to four times the slab depth apart would have a transverse rigidity in excess of that predicted by equation (6.60 0.1) does not take into account the spacing of the voids as the authors maintained that this was not a significant factor.4 Ratio of torsional stiffness of voided slab.55 0.88 0.66 0.Page 213 transverse second moment of area. 6.8 0. the transverse stiffness can be approximated as being equal to the longitudinal stiffness.76 0. Bakht et al.77 0. iv-slab. Examination of equation (6.86 0.1) shows that the presence of the voids reduces the transverse stiffness by only 12% for a ratio of 0. d.62 0.89 0.85 0.1) Equation (6.75 0.82 0.6 or less.84 0.69 0. islab (from Bakht et al.82 0.71 0.81 0.48 0.70 0. Fig. and the diameter of the voids.9 0.1981) 0.

conclude that.71) and Table 6.65) or (5.4 are only applicable to internal voids in an infinitely wide slab because those at the edges possess much lower torsional rigidities. Fig. jv-slab.5 . The deck spans 24 m between the centres of supports and is supported on four bearings at either end as illustrated in the figure. reduction of the torsional rigidity for the edge voids is not warranted as voided slab bridge decks are usually tapered at their edges or have substantial edge beams. j slab.Page 214 For the torsional stiffness of voided slabs per unit depth.5 and 6. It was suggested that the values given in Table 6. Example 6. in most practical cases.13 Grillage mesh for bridge of Example 6. For a grillage model.4 for the ratio of torsional stiffness of the voided slab jv-slab.12 Cross-section through bridge of Examples 6. Bakht et al. Thus the total bridge is 25 m long consisting of 23 m of voided section and two 1 m diaphragms .6 Fig. Bakht et al. jslab can be determined from equations (5. 6. The voids stop short at each end forming solid diaphragm beams 1 m wide over the supports. However. This gives the values presented here in Table 6. to that of a solid slab of the same depth.5: Grillage model of voided slab bridge Figure 6. 6. The layout and member properties are required for a grillage model.12 shows the cross-section of a prestressed concrete bridge deck which incorporates circular voids along its len gth. The neutral axis passes through the centroid of the deck which is located at mid-depth as the voids are located there. (1981) recommend using the method of Ward and Cassell.4 can then be used to determine jv-slab.

i.14.5 m apart. the slab is treated as an orthotropic plate and the properties of the longitudinal and transverse members are determined separately.3 times the depth of the slab from the edge as this location is within the void.e. 6.Page 215 Fig. As the void diameters are in excess of 60% of the slab depth. the second moment of area is: .: The edge longitudinal grillage member represents a portion of deck equal to exactly half that of the internal members with the result that its second moment of area is given by: The second moments of area of the internal transverse members are determined using equation (6. 6. The second moment of area of this member is found by subtracting the second moment of area of the circle from that of the rectangle. the supports coincide with the locations of nodes in the grillage mesh.13 shows a suitable grillage mesh. The longitudinal direction is taken to be the X direction. It is not considered appropriate to locate these grillage members at 0. for the internal transverse members. By using this arrangement.14 Segment of voided slab Figure 6. The longitudinal members are located midway between voids.1): Hence. The transverse grillage members are located in 17 rows. with the exception of the outer row on each side where they are located midway between the edge of the outermost void and the edge of the deck. The internal longitudinal grillage members represent the portion of deck illustrated in Fig. 1.

6: Finite-element model of voided slab bridge A finite-element model is required for the 25 m long voided slab deck of Example 6.4. Both the ratio dv/sv and dv/d are 0.2 m square elements is chosen. a mesh consisting largely of 1. For convenience. the second moment of area is simply: As the diaphragm is only 1 m wide and the transverse members are spaced at 1. are used to represent the diaphragm. adjacent to the diaphragm.75 m wide and will have a second moment of area of: The torsion constant for the grillage members is found from Table 6.5 and Fig. the next row of transverse members. The torsion constant per unit breadth for the diaphragm is given by equation (5.71): Example 6. Each longitudinal row of elements represents a strip of the deck from midway between one void to midway between the next. each 0. 6.67. will be 1.5 m.15.12.65) to calculate the torsion constant per unit breadth for a solid slab then gives: The torsion constants for both the longitudinal and transverse members in the voided slab are then found by multiplying this value by their respective breadths. The second moment of area per unit .Page 216 For the 1m wide end diaphragms. two transverse rows of elements.5 m wide. as illustrated in Fig. At the ends.3 m wide in order to make up the correct total length. The transverse rows of elements adjacent to the diaphragms at each end are 1. 6. Interpolating in the table gives a ratio for the torsion constants per unit breadth of: Taking equation (5.

1) gives: The slab is geometrically orthotropic.6 breadth in the longitudinal direction can be found by considering a 1. it is necessary to calculate a single equivalent value for slab depth. E x.2 m wide strip of the deck.77) gives an expression for the elastic modulus in the Y direction: . The total second moment of area of this strip is again calculated by subtracting the second moment of area of the void from that of the equivalent rectangular section: Hence.15 Finite element mesh for bridge of Example 6. as the second moments of area (rather than the moduli of elasticity) are different for the longitudinal and transverse directions.Page 217 Fig. equation (6. 6. To model this as a materially orthotropic plate. then equation (5. de . the second moment of area per unit breadth is: For the transverse direction.76) implies a depth of element of: Equation (5. equal to the modulus for the concrete. Selecting the modulus of elasticity in the X direction.

The shear modulus for the diaphragms is given by equation (5.2 m thick and have moduli of elasticity in both directions equal to that of the concrete. During construction. Beam and slab decks may be formed in a number of ways. In addition to this. Consequently. for example. such as steel beams with a composite steel and concrete slab. The extent of this load sharing is largely dependent on the stiffness of the slab. the slab provides a means for load sharing between longitudinal beams.67). this gives: The diaphragm beams are solid so the corresponding elements are 1. Wide diaphragms also serve to improve the shear . The shear modulus is calculated from equation (5. This phenomenon is indicated in Fig. 6. The main load-carrying component of a beam and slab deck is the longitudinal spanning beams.80): Taking a Poisson’s ratio of 0. a precast concrete slab or even a completely in-situ beam and slab as illustrated in Fig. Transverse diaphragm beams can be used to provide additional load sharing between longitudinal beams.17. the most obvious being the casting of an in-situ concrete slab on steel or precast concrete beams as shown in Fig. the weight of the slab and any construction loads present. On completion.5 Beam and slab bridges Beam and slab decks are used for a wide variety of modern bridges. it is important that the slab be idealised correctly in the model as. They differ from slab bridge decks in that a large portion of their stiffness is concentrated in discrete beams which run in the longitudinal direction. the structural action of these decks is considered to be two-dimensional. Many other methods exist. an overly stiff slab may lead to a prediction of load sharing between adjacent beams which does not occur in reality. Therefore they can be analysed by similar methods to those proposed for slab decks in the preceding sections. The slab acts to transmit applied loads to the beams by spanning transversely between them. the beams generally act alone and must be capable of carrying their self weight. Beam and slab bridges are generally suitable for similar span lengths as slab bridges but are often chosen in preference because of their ability to be easily erected over inaccessible areas such as deep valleys or live roads or railways.Page 218 where E v-slab is the modulus of elasticity of the concrete in the voided slab. 6.2. Load sharing between the beams may be provided by a top slab or by a combination of a top slab and a number of transverse diaphragm beams.16 (a) and (b). 6. 6.16 (c).

6. 6. (c) in-situ beam and slab Fig.1 Grillage modelling Grillage modelling of beam and slab decks generally follows the same procedures as for slab decks. continuity between adjacent spans may be provided by the slab alone. The obvious exception is that grillage beams should normally be .16 Forms of beam and slab construction: (a) in-situ slab on steel beams. but quite often. (b) thick slab— increased load sharing capacity by extending the portion of the bridge near a support which is solid.17 Load sharing in beam and slab decks: (a) thin slab—little load sharing. In precast concrete beam construction. 6.Page 219 Fig. a diaphragm beam is constructed over intermediate supports to provide additional continuity.5. (b) in-situ slab on precast concrete beams.

18 Effective flange width of diaphragm beam: (a) plan at end. each acting about its own axis. In addition. This spacing is also recommended for beam and slab bridges although greater spacings are possible without significant loss of accuracy. Unlike slab decks. there will be a much greater variation in the depth of the neutral axis than in slab bridges. the section properties for beam and slab decks are generally calculated about the centroid of this composite section. . are provided at each end and no additional transverse beams are located between these.3. not about the centroid of the whole bridge. Hambly (1991) suggests an effective flange breadth of bw+0.or L-section in shape. in beam and slab construction. Each precast beam is supported on a bearing at each end and the deck has a single span of 20 m (centre to centre of bearings). A grillage model of the beam and slab deck is required. where s is the spacing between beams. Section 5. This approach is justified on the basis that. It is possible to use one grillage member to represent two or more actual beams but this complicates the calculation of properties and interpretation of the results with little saving in analysis time in most cases.7 stated that transverse member spacing should be between one and three times the longitudinal member spacing.7: Grillage model of beam and slab bridge Figure 6. The elastic modulus of the precast beams is 34 kN/mm 2 and that of the in-situ slab is 31 kN/mm2. The properties of the transverse grillage members should be derived from the properties of the relevant diaphragm beam or slab as appropriate.18. supports are normally provided directly beneath the beams.3s for L-sections as illustrated in Fig.Page 220 Fig. transverse members are required to represent the transverse stiffness of the slab. due to the low stiffness of the slab. 6. Solid diaphragm beams. 6. 1 m wide. The slab will act as a flange to such beams making them T. Example 6. The properties of the longitudinal grillage members are determined from the properties of the actual beams and the portion of slab above them. (b) section through L-beam positioned at the location of the longitudinal beams. This generally complies with the need to locate beams at the supports as. For slab decks. Transverse grillage members should clearly be placed at the location of all diaphragm beams.19 shows the cross-section of a beam and slab bridge deck consisting of a cast in-situ slab on precast concrete Y-beams.

the properties are: Area = 0. 6.2) .20.0265 m2 Height of centroid above soffit = 0.347 m The torsion constant is generally not given and must be determined by the analyst. but to factor the stiffness of the slab by this modular ratio.19 (b) shows the exact dimensions of the precast beam. the beam cross-section is approximated as two rectangles as illustrated in Fig.374 m 2 Second moment of area = 0. For the purposes of determining the torsion constant. The torsion constant. The torsion constant of a cross-section made up of rectangles is commonly estimated by calculating the torsion constants of the individual rectangles and summing. in this case. (b) detailed dimensions of Y-beam The modular ratio for the in-situ and precast concrete is: The procedure adopted is to assign a modulus of elasticity of 34 kN/mm 2 to all of the grillage members (except for the end diaphragms).Page 221 Fig. 6. Figure 6. The section properties of the precast beam are generally given by the manufacturer. for a rectangular section according to Ghali and Neville (1997) is: (6. J.19 Beam and slab bridge deck: (a) cross-section.

If this is not the case.20 gives a torsion constant for the Y-beam of: The constant can be found more exactly by applying Prandtl’s membrane analogy as described by Timoshenko and Goodier (1970). ‘Dummy’ longitudinal members with nominal stiffness are provided at the edges and transverse members are continued past the ends of the edge Y-beams to connect to them. the second moment of area is the sum of the second moment of area of the Y-beam plus the 1 m width of slab above it.5%). This gives a transverse to longitudinal member spacing ratio of 2:1 which is acceptable.21 shows a suitable grillage layout for this bridge deck. both . Additional transverse beams are located at 2 m centres between these to represent the transverse stiffness of the slab.20 Equivalent section made up of rectangles for determination of torsion constant where b is the length of the longer side and a is the length of the shorter side. Some grillage programs allow the definition of ‘dummy’ beams. A longitudinal grillage member is positioned at the location of each Y-beam. For the interior longitudinal members. A finite-difference technique was used to determine the constant in this case and a value was found as follows: The simplified method can be seen to be accurate to within 7% for this section.Page 222 Fig. Applying this equation to the rectangles of Fig. consideration need not be given to in-plane horizontal movements at this stage. 6. As the grillage model is planar. Transverse members are positioned at each end to model the diaphragms. Figure 6. 0. This is a convenient method for applying loads such as those due to parapet railings. then these beams should be assigned very small section properties relative to those used elsewhere in the grillage (say. 6. Supports are located at the ends of each longitudinal beam (other than the dummy beams).

Page 223 Fig. Hence: Each edge longitudinal member is similar to the interior members except for a 0.21 Plan view of grillage mesh taken about the common centroidal axis of the section.2×0. The torsion constant of the slab is determined using equation (5. The stiffness of the slab is reduced by factoring it by the modular ratio. Hence: The second moment of area of the combined section is: The torsion constant is taken as the sum of the torsion constants of the Y-beam and the slab.65). Summing moments of area about the soffit gives: . This raises the centroid above that for the interior members. 6. Hence the equivalent area of the combined section is: The section centroid is found by summing moments of area about the soffit: where yb is the distance of the centroid above the soffit.3 m 2 upstand.

22 Section through end diaphragm beam Hence the second moment of area of the edge section is: For the transverse members.22. For the second moment of area: The torsion constant is: The slab acts as a flange to the diaphragm beams. 6. For the slab bending about its own axis. 6. The recommended flange breadth is the sum of the web breadth plus 0. .Page 224 Fig. the row of transverse members adjacent to the diaphragm accounts for the slab up to 1 m from the centre of the diaphragm as illustrated in Fig. the properties are determined in the usual manner.3 times the beam spacing: Hence the centroid is: above the soffit.

It can be seen from this that the span of the slab in the model is too long. If the web width at the top of the longitudinal beams in a beam and slab deck is large relative to their spacing. This would lead to an excessively flexible slab which in turn would lead to the incorrect modelling of load sharing between the U-beams.Page 225 This leaves 0. 6. (c) improved grillage model . 6. Figure 6.5. (b) conventional grillage model where slab has excessive transverse span. The second moment of area is thus: The torsion constant is calculated allowing for 0.23 Transverse modelling of decks with wide flanges: (a) in-situ slab on precast concrete Ubeams. Figure 6. a combined model is generally used which represents the slab with finite elements and the beams with grillage Fig.23(c). 0. where the transverse grillage members have been subdivided to include much stiffer portions at their ends.2 Finite-element modelling In finite-element modelling of beam and slab decks.5 m of slab to be accounted for in the diaphragm stiffness. then the slab can inadvertently be modelled as having an excessively long transverse span. One possible solution to this is shown in Fig.23(b) shows a grillage model with longitudinal grillage beams for the Ubeams and transverse beams spanning between them representing the slab.5 m of flange from equations (6. 6.65): The modulus of elasticity for in-situ concrete is used for the diaphragm beams.23(a) shows a deck consisting of a concrete slab on precast concrete U-beams.2) and (5.2 m of which is deemed to be bending about its own axis.

The finite elements continue to the edge of the deck resulting in a row of elements 0. In the second approach. They are also assigned the elastic properties of the slab.7 and Fig. Figure 6. An element length of 1 m in the longitudinal direction results in a maximum element aspect ratio of 1:2 which is considered to be acceptable. the properties of the combined Y-beam and the 1 m width of slab above it are determined relative to the centroidal axis of the combined section.Page 226 members.19. This is generally straightforward to implement and follows the recommendations made for slab bridge decks. The modulus of elasticity and Poisson’s ratio for the beams are used for these members. They are assigned a modulus of elasticity and a Poisson’s ratio equal to those of the concrete in the slab.5 m wide at each side. In the first approach. Supports are provided at the ends of each longitudinal grillage member. Care should be taken when determining the properties of the finite elements representing the slab. Example 6. The stiffness of the slab which has already been applied through the finite element is subtracted. The beams are then modelled by grillage members with the properties of the actual beams excluding the contribution of the slab. The longitudinal grillage members are then assigned the stiffnesses of the combined beam and associated portion of slab minus those already provided through the finite elements.8: Finite-element model of beam and slab bridge A finite-element model is required for the beam and slab bridge of Example 6. From Example 6. One of two approaches can be taken. the slab is modelled using isotropic elements which are assigned a thickness equal to the depth of the actual slab.24 shows a suitable finite-element mesh incorporating grillage members longitudinally. 6.16 m which is equal to the depth of the slab. the slab is modelled using orthotropic finite elements with the true transverse and longitudinal properties applied in both directions. the second moment of area of the combined section is: Fig.24 Combined finite-element and grillage mesh . Grillage members are used for each of the Y-beams and for each of the end diaphragms.7. 6. For the longitudinal grillage members. The finite elements are assigned a thickness of 0.

the stiffness of the slab bending about its own axis is not required and a small component of stiffness inadvertently contributed by the elements must be subtracted: The torsion constant is that of a rectangular section less the portion inadvertently added through the elements.65): 6. Hence.7 by adding the individual torsion constants of the Y-beam and slab. such an approach results in a great quantity of reinforcement and has been shown to be .16 m thick finite elements is then subtracted to give the second moment of area to be used for the grillage member: The torsion constant for the combined section was arrived at in Example 6. the second moment of area for the end diaphragms in the grillage model was calculated as (refer to Fig.5. the elements are present up to the centre of the diaphragm to represent the transverse stiffness of the slab about its own axis.2) and (5.7. As the slab is represented by the elements.Page 227 The second moment of area of the 0. 6. From equations (6. the torsion constant to be assigned to the grillage members is simply that of the Ybeam: In Example 6.3 Transverse behaviour of beam and slab bridges The top slab in a beam and slab bridge is often designed transversely as a one-way spanning slab supported by the longitudinal beams (Fig. However. 6.22): For the finite-element model.25).

Clearly the provision of transverse diaphragms along the span of a cellular deck will significantly reduce the degree of transverse distortion. the stiffness of the individual webs and flanges. The third form of behaviour is twisting.27(a) and (b). . Voided slab bridges. 1997). The principal factors affecting the distortion are the dimensions of the cells relative to the deck depth. which characterises cellular structures. alternative methods are available for their analysis which are generally more convenient. as indicated in Fig. 6. Canadian bridges have been built without any transverse slab reinforcement but using steel straps to guarantee confinement. the slab depth to beam spacing ratios were 1:12 and 1:13.26 shows a number of commonly used cellular deck forms. as illustrated in Figs. The most common type are box girder decks.4. However. 6. the Ontario Highway Bridge Design Code (OHBDC. and the extent (if any) of transverse bracing to the cells.27(d).Page 228 Fig. The behaviour is similar to that observed in Vierendeel girders.25 Detail of section in beam and slab deck quite conservative. The result is that load is transferred from the slab to the beams by arching action rather than bending action alone. as was discussed in Section 6. with single or multiple rectangular cells. In two reported cases (Bakht and Jaeger. 6. 6. as indicated in Fig. In these cases. It is the transverse distortional behaviour that makes the analysis of cellular decks different from other forms. There are four principal forms of structural behaviour associated with cellular bridges. 6. To account for observed arching action. The fourth form. The first two of these are longitudinal and transverse bending. can also be considered to be of a cellular form. This distortion is caused by the localised bending of the webs and flanges of the individual cells. Figure 6. is transverse cell distortion.6 Cellular bridges Cellular bridge decks are formed by incorporating large voids within the depth of the slab. The beams have a considerable lateral stiffness and have the effect of confining the slab. with large diameter circular voids. 1992) allows for the provision of much less reinforcement than would be found by an assumption of bending.5.27(c).

(b) transverse bending. 6.27 Behaviour of cellular decks: (a) longitudinal bending. (c) twisting.26 Sections through alternative cellular bridge decks Fig. (d) transverse distortion . 6.Page 229 Fig.

In this method.6. is: (6.4) Fig. fixed against rotation at both ends and subjected to a vertical force P/2. the deck is idealised as a grillage of beam members in the usual manner. Figure 6. except that the transverse members are given a reduced shear area such that they experience a shear distortion equal to the actual transverse distortion of the cells in the bridge deck. 6.28(a) shows a single cell of width l of a cellular bridge deck under the action (transversely) of a vertical load P. The flanges of a cell will act as beams transversely with a second moment of area per unit breadth equal to d3/12. then the distorted shape of the cell is as shown in Fig.1 Grillage modelling Grillage modelling of cellular bridge decks can be achieved by use of what is commonly referred to as a ‘shear flexible’ grillage. The vertical deflection due to the bending of a beam of length l. The method is illustrated below by means of an example.Page 230 6. then the load acting on each can be taken as P/2. If the flanges are of equal thickness. (b) distorted shape . 6. Clearly such a method requires a grillage program which models shear deformation as well as bending and which allows for the specification of a shear (or ‘reduced’) area for the members independently of the other section properties. Hence. where d is their thickness. If it is assumed for now that the webs are stiff and that transverse distortion is caused by bending of the flanges only.3) where I is the second moment of area and E is the modulus of elasticity.28(b). from equation (6. the deflection due to flange distortion is: (6.28 Distortion of single cell with stiff webs: (a) applied loading.3).

this may be difficult to carry out accurately in practice due to such factors as cracking in concrete sections.Page 231 The total deflection in a cantilever of length l. for most structures.29 shows a single cell of a cellular bridge deck with a constant web thickness but different upper and lower flange thicknesses. Fig. the webs of cellular decks are also flexible and consequently they too contribute to the overall transverse distortion. it was assumed that transverse distortion was caused by the distortion of the cell flanges only. it has been suggested by others that a plane frame analysis be carried out to determine the equivalent shear area of the transverse grillage members. an expression for the required shear area per unit breadth of a shear flexible grillage member is found: (6. In practice.6) In this example. However. is small relative to the deflection due to bending. subjected to a vertical load per unit breadth of P at its free end is: (6.7) Details of the derivation of this formula are given in Appendix D.29 Cross-section through cellular deck showing dimensions of cell .5) where G is the shear modulus and as is the shear area of the section per unit breadth. Assuming points of contraflexure at mid-height and equating the deflection of this cell to the shear deformation of a grillage member gives a more exact and general expression for shear area per unit breadth: (6. For cellular decks of other shapes. Figure 6. 6. By equating the shear deformation in a transverse grillage member to the bending deformation of the cell flanges in the bridge. The second term is the deflection due to shear deformation which.

6. 6. The torsion constants of the longitudinal and transverse grillage members are based on the portion of section represented by the members. the torsion constant for a thin rectangular section twisting about its own axis may be approximated by bd3/3. (b) portion of box section with cantilever . (6.Page 232 The second moments of area of the longitudinal members in a shear flexible grillage are determined in the same way as for slab decks. 6.8) is generally small relative to the second and is often ignored. the neutral axis of the bridge deck is first determined and the second moment of area of the portion of deck represented by each longitudinal grillage member is determined about that axis. 6.8) The first term in equation (6. the second moment of area of the top and bottom flanges is calculated about an axis at the bridge mid-depth as illustrated in Fig. Such an equation is valid when the shear flows are opposing through the depth of the section as illustrated in Fig. where b is the breadth and d the thickness. For the transverse members. this is not the Fig. As for slab bridges.30 Longitudinal section through deck for transverse bending Fig.31 Shear stresses due to torsion: (a) rectangular section. As mentioned previously.31(a).30. For a portion of box section.

The two edge members represent the portion of deck from the edge to halfway between the first and second webs (Fig.33 shows a convenient grillage mesh.32 illustrates a two-span.65 m . By summing moments of area about any point in the section. the centroid can be shown to be located at 0. three-cell bridge deck with edge cantilevers. The two internal members represent the portion of deck from halfway between the first and second webs to the centre. Figure 6.11. is an increment of length and di is the thickness of that increment.9) where a is the area enclosed by the centre line of the wall.10) Example 6. A formula suggested by Hambly (1991) halves the constant and removes the web term: (6. Four longitudinal members are chosen. the contribution of the webs is accounted for through the shear forces in the longitudinal beams and should not be accounted for again here.Page 233 case as illustrated in Fig.9) to the single cell of Fig. one at the centre of each web.32). A grillage model is required. 6. 6. The torsion constant for a thin-walled box section is given by: (6. 6.29 would give: However. It is assumed that the deck is continuously supported transversely at each support.31(b) except in the edge cantilevers. Transverse grillage members are located at the ends and at the central support to represent the transverse diaphragms. l i. There are 2 m thick solid diaphragms at the end and central supports. Additional transverse members are placed at 2 m centres giving a longitudinal to transverse member spacing ratio of 1:1.9: Shear flexible grillage model of a cellular bridge deck Figure 6. Applying equation (6. The first step in determining the grillage member properties is to find the neutral axis of the deck which is assumed to pass through the centroid.

33 Plan view of grillage mesh above the soffit. itrans is given by equation (6.8): . 6. 6. (b) longitudinal section Fig.Page 234 Fig. For the edge longitudinal members: For the internal longitudinal members: For the transverse members.9 (dimensions in m): (a) cross-section. The second moments of area for the longitudinal members about this axis are then determined. the second moment of area per unit breadth.32 Cellular bridge of Example 6.

2 is assumed. a Poisson’s ratio of 0.10): This gives a torsion constant for the interior longitudinal members of 0. giving: The torsion constant per cell is given by equation (6.Page 235 The breadth of the transverse members is 2 m.7): For concrete.36 m4. Then equation (5. the shear area is taken as the area of the webs. giving: For the longitudinal members. a common approximation for I-sections. giving: .67) gives: which results in a shear area of: The breadth of the transverse members is 2 m. The edge members only represent half a cell and the contribution of the cantilever is added: The torsion constant per unit breadth for the transverse members is taken to be equal to that of the longitudinal members: The shear area per unit breadth of the transverse grillage members is given by equation (6.

6. uplift can occur at acute corners which is generally to be avoided. An important consideration is to place the grillage members in the directions of principal strength. Hence: 6.1 Grillage modelling A suitable grillage model of a skew deck will depend largely on the angle of skew.3% of the actual area. the Wood and Armer equations can dictate a requirement for top reinforcement near supports where hogging would not normally be expected. Significant skew in bridge decks leads to a non-uniform distribution of reactions between supports. Care is needed in modelling the support system in such cases as any flexibility will cause a redistribution of reactions. This deck will tend to span in the skew direction so the longitudinal grillage members are aligned in that direction.34(b) shows a suitable grillage layout. As a result. A high degree of twisting accompanied by large torsional moments (mxy ) are also associated with skew decks. An exception to this is in concrete decks where the transverse reinforcement is not . For a rectangular section.2): The shear area of the transverse diaphragm is taken as the actual shear area as no significant transverse distortion is assumed to take place.Page 236 The end and central diaphragm beams are 1.2 m deep by 2 m wide.34(a) shows a long narrow bridge deck with a high degree of skew and Fig. the span length and the width of the deck.7. Large reactions at obtuse corners lead to high shear forces which can also be difficult to design for. Figure 6. The transverse grillage members should generally be oriented perpendicular to the longitudinal members. The second moment of area of the grillage members representing these is therefore: The torsion constant for the diaphragms is determined using equation (6. in reinforced concrete. A grillage or finite-element model can be formulated for such decks based on the recommendations given in earlier sections along with some additional considerations given here. the shear area can be shown to equal 83. In highly skewed decks. 6.7 Skew and curved bridge decks Many bridge decks incorporate some degree of skew and others are curved in plan. The greatest reactions will tend to occur at obtuse corners in skew decks and the smallest reactions at acute corners.

then this should be allowed for when assigning the properties of the edge beams in the grillage. Some analysis programs will allow the use of curved beams. although straight. 6.34(c). 6. it is generally more appropriate to orientate the transverse members parallel to the transverse reinforcement as illustrated in the alternative grillage layout of Fig. 6. (b) grillage layout . follow the curved layout closely due to the fineness of the mesh.35(a) shows a short. Care should be taken with the edge grillage members which generally will have to be orientated in the skew direction.34 Long. wide bridge deck with a small angle of skew and Fig.35(b) shows a suitable grillage layout. narrow. the longitudinal grillage members are orientated in this direction. highly skewed bridge deck: (a) plan view. Once again. If significant edge beams or stiffening is provided to the bridge deck. wide bridge deck with small skew: (a) plan view. 6. 6. but straight beams will be sufficiently accurate if the grillage mesh is fine enough. Curved decks pose no particular problem for grillage modelling.Page 237 perpendicular to the longitudinal reinforcement.36 shows a suitable grillage mesh for a curved bridge deck. Figure 6. Consequently. (c) alternative grillage layout Fig. The Fig. the transverse grillage members are orientated perpendicular to the longitudinal members. Figure 6. (b) grillage layout. The longitudinal members.35 Short. In such cases. This deck will tend to span perpendicular to the supports rather than along the skew direction. Bridge decks which fall between the extremes of Figs.34 and 6.35 will require a greater amount of judgement by the analyst in choosing a suitable grillage layout.

no special consideration need be given to directions of strength as the elements are two-dimensional and will model the twodimensional behaviour of the skew or curved slab.7.37 Alternative finite-element meshes: (a) skewed quadrilateral finite elements.36 Grillage layout for curved bridge deck transverse members radiate from the centre of the curve. 6.Page 238 Fig.2 Finite-element modelling Finite-element modelling of skew or curved decks should be carried out according to the recommendations for right decks. This is an advantage that the finite-element method has over the grillage method. Generally. especially for Fig. they are approximately perpendicular to the longitudinal members. 6. In this way. 6. (b) alternative triangular elements .

6. 6.37(a). triangular elements. as illustrated in Fig.Page 239 inexperienced users who might not have the expertise to formulate a suitable grillage model. In such cases. as illustrated in Fig.37(b). However. Skewed quadrilateral elements. highly skewed quadrilaterals may result in round-off errors due to calculations involving small angles. can give results which are just as accurate as those for rectangular elements and they are very easy to implement. . may be more effective.

In this chapter.Page 240 Chapter 7 Three-dimensional modelling of bridge decks 7. Bridge decks with edge cantilevers are considered but it is stipulated that only those with short cantilevers should be analysed by the methods proposed. These are distributed transversely from one part of the deck to adjacent parts by interface shear stresses. The extent of the reduction of stress is dependent on both the geometric shape of the bridge deck and the nature of the applied loading.2(b). 7. This common neutral axis can be seen in Fig. If a load were applied to the deck in this condition. the problems associated with bridge decks such as those with wide edge cantilevers are discussed. This phenomenon is known as ‘shear lag’ as it is associated with interface shear and is characterised by the lagging behind of axial stresses at the edges of cantilevers. the bridge deck has a noncontinuous neutral axis as indicated in the figure. Figure 7. a common centroid can be found and the entire bridge is often assumed to bend about a neutral axis passing through this point. If the bridge deck is now rejoined. 7.2(a) shows a bridge deck with the edge cantilevers separated from the main part of the deck. As the rejoined bridge bends. Thus. When flanges or cantilevers are wide and slender. 7. interface stresses are generated as illustrated in Fig.2 Shear lag and neutral axis location When a bridge deck flexes. the edges do not receive the same amount of axial stress as those near the centre of the bridge.1 Introduction In Chapter 6. the analysis of bridge decks using planar models is discussed. each part would bend about its own centroid. the .1. when the bending moment in a flanged beam varies from one point to another. longitudinal bending stresses are set up. In this condition. The theoretical background is reviewed and a number of solutions are suggested including three-dimensional methods of analysis. independently of the rest.

7.2(c). 7. (d) actual neutral axis location . do not experience the same amount of axial stress as the main part of the deck. (c) variation in longitudinal stress at top of deck. due to shear lag. (b) commonly assumed straight neutral axis. 7.Page 241 remote edges of the cantilevers. This is because the edges of the cantilevers tend to bend about their own Fig. The effect of bending is not felt to the same extent in the edges of the cantilevers as it is elsewhere.1 Interface shear stresses in flanged beam subject to bending Fig.2 Transverse variation in neutral axis location: (a) if cantilevers and main deck were free to act independently. as can be seen in Fig.

A three-dimensional analysis can automatically account for shear lag as it allows for variations in neutral axis location directly. Hambly (1991) presents a chart for the determination of effective flange widths for beams subjected to distributed and concentrated loads.2(d). relates the ratio of effective flange width. reproduced here as Fig. be . There is a strong link between shear lag and neutral axis location. It could be said that the variation in the neutral axis location in a bridge deck is caused by shear lag or that shear lag is caused by the tendency of each part of the bridge deck to bend about its own neutral axis. The correct effective flange width to be used for the cantilever is largely dependent on the ratio of the actual cantilever width to the length between points of zero moment (points of contraflexure). Hence. 7.3 Actual and calculated distributions of longitudinal bending stress at top of flanged deck . as described in Chapter 6.3 Effective flange width In the design of bridge decks.Page 242 centroidal axes. as illustrated in Fig. The effective flange width is also dependent on the form of the applied loading. a two-dimensional model with an effective flange width. 7.4. a two-dimensional analysis. can be used to determine the maximum stress in the cantilever. Such a non-uniform neutral axis is illustrated in Fig. b. and actual flange width. as it is from these points that longitudinal stresses begin to spread out into the cantilevers. Obviously they are not free to do this. 7. but this tendency causes the overall bridge deck neutral axis to move towards the centroid of the cantilevers at the edges. The chart. 7. The method uses a notional width of cantilever in the grillage or finite element model which has a uniform stress distribution equal in magnitude to the maximum stress in the actual cantilever. is often used which does not take account of shear lag. It is possible to overcome this problem by assuming an ‘effective flange width’ for the edge cantilevers. 7. to the ratio of actual flange Fig.3. analysed with no allowance for shear lag.

and common approximations (dashed line) width. The cantilevers are 2.Page 243 Fig. Example 7. (b) showing effective flange width .5 Cross-section of bridge deck of Example 7. b. 7.4 Effective flange width for different loadings (solid line). and length between points of contraflexure.5(a) shows the cross-section of a bridge deck with edge cantilevers.4 m wide and the deck has a single simply supported span of 20 m. 7.1: Effective flange width Fig. Figure 7. L. Also shown in the figure are the popular approximations for this relationship: and: which can be seen to be reasonably accurate for relatively wide flanges.1: (a) showing actual cantilever widths.

Inclusion of voids.6 shows such a model of a portion of bridge deck with edge cantilevers.4 Three-dimensional analysis The use of two-dimensional analysis methods with effective flange widths is approximate at best and does not address the issue of upstands which are often provided at the edges of bridge cantilevers. the use of such models is currently limited mainly to research and highly specialised Fig. From Fig. Hence.4/20=0.Page 244 As the span is simply supported. L. This results in effective flange widths of 2. a cellular structure or transverse diaphragms pose no particular problems. One such technique is three-dimensional finite-element analysis using solid ‘brick’ type elements. This example highlights the limitations of the effective flange width method as the nature of the loading causes a substantial variation in the effective flange width. 7. In addition to this. Figure 7.67 for the uniformly and point loaded cases respectively. some form of threedimensional model is necessary to achieve an accurate representation of the behaviour of the structure. is 2. b/L.6 Portion of bridge deck modelled with solid brick elements . Unfortunately. the ratio of the cantilever width to this length.4 the ratios of be/b are 0. Figure 7.61 m respectively.12. The benefit of this type of model is that it can be used to describe the geometry of highly complex bridge decks very accurately.93 and 0. When the effects of shear lag are significant. the model automatically allows for any variations in the location of the neutral axis and hence allows for shear lag in edge cantilevers. the length between points of contraflexure.23 m and 1. 7. A constant stress is assumed in the modelled portion of the cantilever and that part of it outside the effective flange width is ignored. 7. is equal to the span length in this case.5(b) shows this effective flange width for one of these load cases.

Figure 7.7 Upstand grillage model . As the model is three-dimensional. That type of analysis is referred to as planar grillage as all of the grillage members are located in one plane. is required.5 Upstand grillage modelling In Chapter 6. 7. the edge cantilevers are modelled with grillage members which are located at the centroid of the cantilevers while the main part of the deck is modelled with grillage members located at the centroid of that part. The properties of each part of the deck are determined relative to its own centroid. there is no need to make an assumption as to the location of the overall bridge neutral axis. In this. will be accounted for automatically. Some of these simplified models are discussed in the following sections.Page 245 applications due to excessive run times and computer storage requirements and due to a shortage of user-friendly software. There is also no need to assume an effective flange width to allow for shear lag effects. When this is not the case. a three-dimensional technique. shear lag where it exists. Consequently. 7. It is only suitable for bridge decks where the neutral axis remains substantially straight across the deck and is coincident with the centroidal axis of the bridge. for each load case considered. particularly for post-processing of the large quantities of output data generated.7 shows an upstand grillage model for a bridge deck with edge cantilevers. such as upstand grillage modelling. it will automatically determine the location of the neutral axis. The upstand grillage analogy is a direct extension of the planar grillage analogy. Consequently. Unlike the plane Fig. Although the upstand grillage seems to be a relatively simple and powerful model. difficulties arise when in-plane effects are considered. The plane grillage meshes are then connected using rigid vertical members. be it straight or varying. grillage modelling is applied to bridge decks including those with edge cantilevers. The authors have used this type of model extensively to develop and test a number of simplified three-dimensional models which are suitable for everyday bridge design. but involves the modelling of each part of the bridge deck as a separate plane grillage located at the centroid of the portion of bridge deck which it represents.

However.10(a) shows the longitudinal bending stress predicted along the top of this bridge deck at mid-span by the three-dimensional brick finite-element model. The members can be given very large in-plane second moments of area. 1996). Such behaviour in the model can be avoided in one of two ways. Assuming the elaborate model Fig.9(a) shows the crosssection of a 24. a three-dimensional finite-element analysis using solid ‘brick’ type elements. 7. Figure 7. Figure 7. 7.8 In-plane distortion of members in upstand grillage model . as tends to occur at the ends of edge cantilevers. 7. was also carried out. Figure 7.8 m single-span bridge deck with wide edge cantilevers. The in-plane distortion seen at the end of the cantilevers is made up of both in-plane shear distortion and in-plane bending.10(b) shows the corresponding quantities at span.6. If part of the actual bridge deck deforms in-plane. or the nodes at the ends of the members can be restrained against in-plane rotation. the real problem is the occurrence of local in-plane distortions of the grillage members. This results in a requirement to specify the cross-sectional areas of the grillage members as well as the second moments of area (about both axes) and the torsion constants. Only half of the width is shown and the crosssection is included for reference. as illustrated in Fig. To test the accuracy of both models. and it may even be prudent to adopt both. Figure 7.Page 246 grillage.8. similar to that shown in Fig. the plane grillage model and the upstand grillage model.9(b) shows an exaggerated plan view of the deflected shape of the three-dimensional brick finite-element model (only one-half of the model is shown as it is symmetrical). the imposition of rotational restraints will prevent this behaviour from occurring in the model which may significantly affect the accuracy of the results. It is the in-plane bending component which is not modelled by an upstand grillage with in-plane rotational restraints. Both of these measures will have similar effects. The upstand grillage predicts almost the same stress as the elaborate three-dimensional brick finite-element model at mid-span while the plane grillage predicts a higher stress in the cantilever and a lower stress elsewhere. the three-dimensional nature of the model causes in-plane displacements in the grillage mesh. which are clearly inconsistent with the behaviour of the bridge deck. Restraining in-plane rotations in the model may have adverse effects in some cases. This bridge was analysed under the action of a constant longitudinal bending moment using a planar grillage model and an upstand grillage model (Keogh and O’Brien.

. However.8 which caused inaccuracies elsewhere in the upstand grillage model. the benefits of the upstand grillage can be seen at this location. (b) plan view of deflected shape (half) to be accurate. This inaccuracy in the upstand grillage is attributable to the use of inappropriate rotational restraints at the ends of the cantilevers. Clearly this is not a satisfactory approach for many bridge decks. 7. Unfortunately.Page 247 Fig. which may not be available prior to analysis. the complete removal of the rotational restraints resulted in the behaviour illustrated in Fig.9 In-plane deformation in cantilevers of deck: (a) cross-section. 7. this is not the case at span where the upstand grillage in fact makes a poorer prediction of stress in the cantilever than the plane grillage. One solution is to remove the rotational restraints only where the in-plane bending actually occurs but this method requires a degree of knowledge regarding the behaviour of the deck.

. (b) at span Example 7.Page 248 Fig. simply supported span between bearings of 24 m and is supported along the entire width of the main part of the deck at each end. An upstand grillage model is required.10 Calculated longitudinal bending stress on top surface of deck: (a) at mid-span. 7.2: Upstand grillage model Figure 7.11(a) shows the cross-section of a bridge deck with edge cantilevers. The deck is 25 m long with a single.

11(c) shows a plan of the upstand grillage mesh. Seventeen rows of transverse members are provided at a constant spacing of 1. Assuming the main deck slab to be isotropic. The X direction is arbitrarily chosen to be parallel to the span of the bridge. the second moment of area per unit breadth is calculated . The members representing the edge cantilevers are located at the centroid of the cantilevers which is 0. The properties of the members in the upstand grillage model are easily determined. The grillage members representing the cantilevers and the outermost members in the main part of the deck have been positioned at 0. (b) crosssection with grillage members superimposed. This gives vertical members with a length of 0.6 m from the top.Page 249 Fig.7.3. the portion of bridge deck associated with each grillage member is indicated by the broken lines. Figure 7.5 m. 7.3 times the depth of the side (at that location) from the edge in accordance with the recommendations of Section 5.11(b) shows the cross-section with a suitable upstand grillage model superimposed.4 m.2 m below the top.2 (dimensions in mm): (a) cross-section.11 Upstand grillage model of Example 7. (c) plan view of grillage mesh Figure 7. The grillage members representing the main part of the deck are located at the centroid of that part which is at 0.

the second moment of area is: The torsion constant is: and the area is: At the ends.5 m past the centres of the bearings. giving member breadths of 1.25 m.Page 250 as for a beam: The torsion constant per unit breadth for longitudinal and transverse members is calculated according to equation (5.11. resulting in a second moment of area of: a torsion constant of: and an area of: .65): The second moments of area and torsion constants for the grillage members are then determined by multiplying these values by the relevant breadths of the members shown in Fig. 7. the bridge extends 0. For the longitudinal members in the main deck. this gives a second moment of area of: and a torsion constant of: except for the edge member in the main deck where the torsion constant is: The area of the longitudinal members is also required and is given by: For the transverse members other than those at the ends of the deck.

216 0. other than those at the ends of the deck.256 A (m2) 0.276 0. the bridge slab is again assumed to be isotropic and the second moment of area per unit breadth is calculated according to the simple beam formula: and the torsion constant per unit breadth is calculated according to equation (5.432 0.0121 0.60 1. the second moment of area is: the torsion constant is: Table 7.32 1.0042 0.0080 0.Page 251 For the edge cantilevers.173 0.180 0.0073 0.0161 0.80 0.2 I (m4) Longitudinal members Cantilever Main deck (interior) Main deck (edge) Transverse members Cantilever (interior) Main deck (interior) Cantilever (ends) Main deck (ends) 0.1 Upstand grillage member properties for Example 7.346 0.50 .65): The second moments of area and torsion constants for the grillage members are once again determined by multiplying these values by the relevant breadths of the members.3 times the depth (at that location) which gives: The area of the longitudinal cantilever members is given by: For the transverse cantilever members.44 0.50 1.173 J (m4) 0. For the longitudinal cantilever members this gives a second moment of area of: The torsion constant is based on the breadth excluding the portion outside 0.0066 0.44 1.

Most significantly. It is of importance that no longitudinal grillage member be located at the top of the vertical members.1(b)) so that the transverse members on the cantilever side can be given the properties of the cantilever and those on the other side can be given the properties of the main part of the deck. although not essential. . a second moment of area and torsion constant of between 100 and 1000 times the largest values in the model is usually appropriate. for this example. This is largely due to the well proven ability of finite-elements to model in-plane behaviour. Thus. 7. it does not suffer from the problems of modelling in-plane behaviour associated with upstand grillages. 7. it is important to realise that the moments are not comparable to those in a planar grillage. The finite-element meshes on each plane are connected by rigid vertical grillage members. the second moment of area could be 22 m 4 (100×0. The longitudinal member at the bottom is sufficient and the specification of members at one level only simplifies the determination of their properties and the interpretation of results. This approach may need to be verified for particular computers and software. It is generally more convenient. as bending in the upstand model is not about the bridge neutral axis. A useful way of achieving this is to increase the member properties in successive runs until just before the program becomes unstable due to round-off errors. so once again. the authors have found the upstand FE method to be very suitable for modelling bridge decks with wide edge cantilevers. the member breadths are less than those of the internal members.432). the difference is accounted for by the presence of axial forces which the bridge must be designed to resist. A row of nodes is located at the junction of the edge cantilever and the main part of the deck (Fig. When interpreting the results of an upstand grillage model. The cantilevers are idealised as finite elements located at the level of the centroids of the actual cantilevers while the main part of the deck is idealised using finite elements located at the centroid of that part. Figure 7. However. The grillage member properties are given in Table 7. In a series of tests. The vertical members are given very large properties so that they will not bend or deform.Page 252 and the area is: At the ends.6 Upstand finite-element modelling Upstand finite-element (FE) modelling is an extension of plane FE modelling in the same way that upstand grillage modelling is an extension of plane grillage modelling. The values chosen are dependent on the computer and software used as excessively large values may result in round-off errors. The upstand FE model consists of a number of planes of plate finite elements connected together by rigid vertical members.12 shows an upstand FE model for a bridge deck with edge cantilevers. If this is available then it should be used for the vertical members. that vertical beam members are used rather than vertical elements. Some programs may have the facility to assign ‘rigid’ properties to members. the member properties are less.1.216) and the torsion constant 43 m4 (100×0. In the authors’ experience. It benefits from being three-dimensional while being relatively simple to use.

.10.8 m and is supported along the entire width of the main part of the deck at each support location. Example 7.12 Upstand finite-element model Fig. An upstand FE model is required. 7. 7. 1998). The interpretation of results from upstand FE models is not comparable to those from planar FE models (as is the case for upstand and planar grillage models).Page 253 Fig. 7. It can be seen that the upstand FE model predicts an almost identical stress distribution to the elaborate three-dimensional brick FE model. The distributions predicted by the elaborate three-dimensional brick FE model and the plane and upstand grillage models described previously are also shown. Similar results were found at midspan and for all other cases considered.13 shows the longitudinal stresses predicted along the top surface of the deck at of the span in the same format as that used in Fig.9 was analysed by the authors using an upstand FE model (O’Brien and Keogh.3: Upstand finite-element model Figure 7. Figure 7.13 Calculated longitudinal bending stresses at span on top surface of deck The bridge deck of Fig. 7.14(a) shows the cross-section of a bridge deck with wide edge cantilevers. The deck is continuous over two spans of 24.

15(b) illustrates the corresponding distribution along a line 0.3: (a) cross-section (dimensions in mm). Figure 7.Page 254 Fig.4 m.4 m. maximum compressive stress close to span. only one span is shown in the figure.14 Upstand finite-element model of Example 7. Those representing the main part of the deck are located at the centroid of that part which is 0.2 m wide and 1. This stress distribution follows the expected pattern with zero stress at the ends. The three-dimensional brick FE and upstand FE models predict a very similar stress at all locations and the plane FE model is in reasonable agreement.14(b) shows a three-dimensional view of a suitable upstand finite-element mesh.6 m from the top of the deck. zero stress close to span and maximum tensile stress above the central support. This model was analysed by the authors under the action of self weight. The plane FE model predicts a significantly greater stress at both the mid-span and central support locations. The three-dimensional brick FE and upstand FE models once again predict very similar stress at all locations but the plane FE model is in poor agreement with these.2 m below the top of the bridge deck. The elements in the main part of the deck are given a depth of 1.6 m in from the edge of the cantilever. (b) finite-element mesh Figure 7. This is caused by the inability of the planar model to allow for the rising neutral . The main part of the deck and the edge cantilevers are both taken to be isotropic and consequently the only properties associated with the elements (other than their material properties) are their depths. All of the elements are 1. This results in vertical members with a length of 0. A plane FE model (in accordance with the recommendations of Chapter 5) and a three-dimensional FE model using solid ‘brick’ type elements were also analysed.15(a) shows the longitudinal stress distribution at the top of the bridge deck along the centreline of the deck as predicted by each of the models. Figure 7.2 m and those in the edge cantilevers a depth of 0. 7. As the model is symmetrical about the central support. The elements representing the edge cantilevers are located at the centroid of the cantilevers which is 0.24 m long (in the span direction).

6. This example shows the benefits of three-dimensional modelling over planar modelling for bridge decks of this type. (b) 0.6 m in from edge of cantilever axis in the edge cantilever.Page 255 Fig. Most FE programs only allow the specification of a depth for the finite elements which does not . 7. as the stiffness of each part of the deck is made up of a combination of both of these. Alternatively this can be viewed as the inability of the planar model to allow for shear lag.15 Longitudinal bending stress at top fibre for bridge of Example 7.1 Upstand finite-element modelling of voided slab bridge decks The three-dimensional nature of upstand FE modelling requires the specification of the correct area for the elements as well as the correct second moment of area. 7.3: (a) at centre.

a finite element with a depth chosen by considering the second moment of area of the voided slab will have an excessive area. A choice of 20. 1. Clearly a member with negative area has no physical meaning and. most computer programs will not allow this. The deck is simply supported with a 24 m span and is supported continuously across its breadth at each end. quite sensibly. As the voids are generally located close to mid-depth of the slab. this could be done by incorporating additional grillage members into the model with a negative area and zero second moment of area. They should also have zero in-plane second moment of area as the in-plane behaviour is still modelled by the finite elements. but causes problems when dealing with voided slabs. In other words.2 m long elements in the longitudinal direction would be appropriate for this model. A more feasible alternative is to choose the depth of the finite elements so that they have the correct area and then to add additional grillage members to make up the shortfall in second moment of area.35 m long. Therefore. the equivalent depth of the elements will generally be quite close to (but smaller than) the actual depth of the voided slab. the depth of the finite elements is determined by equating the second moment of area of the voided slab to that of an equivalent depth of solid slab.2 m wide with one void. Figure 7. this will result in an overly stiff model. Modelling of voided slabs by the plane FE method is discussed in Section 6.Page 256 allow the independent specification of area and second moment of area. the presence of the voids does not greatly affect the longitudinal second moment of area of the deck. An upstand FE model is required. As stiffness in the upstand FE model is made up of a combination of both the second moment of area and the cross-sectional area of the elements. The additional grillage members should have zero area.16(a) shows the cross-section of a voided slab bridge deck with wide edge cantilevers. For the elements in the main part of the deck. The length of the rigid vertical members is equal to the distance between the centroid of the cantilevers and that of the main part of the deck.16(b) shows the cross-section of a suitable upstand FE model for this bridge deck. The X direction is chosen as the longitudinal direction. The second moment of area of this is: and the area is: . When considering the longitudinal direction. Example 7.4. This is not the case when considering the cross-sectional area which is greatly reduced by the presence of the voids. each element represents a portion of deck 1. This is sufficient when dealing with solid slabs. A solution to this problem is to reduce the area of the elements. In this case the vertical members are 0. In theory.4: Upstand FE model of voided slab Figure 7.

is: To incorporate the additional members in the model.879 m and the longitudinal grillage members have second moments of area of 0. 7. Ieq . The second moment of area of these additional members. is: This gives a shortfall in second moment of area which has to be made up by additional grillage members. . deq .1): .Page 257 Fig. The required transverse second moment of area per unit breadth is given by equation (6.093 m 4. 7. (b) section through finite-element model Equating this to an equivalent solid element with the same area gives an equivalent element depth. of: The second moment of area of this equivalent solid element.16 Upstand finite-element model of Example 7.17. These elements have the same equivalent depth of 0.4 (dimensions in mm): (a) cross-section. each finite element in the main part of the deck is replaced by four elements and four grillage members as illustrated in Fig.

(b) corresponding combination of elements and grillage members Hence. the required additional second moment of area which is provided by the transverse grillage members is: Fig. 7.Page 258 Fig.18 Upstand finite-element model with additional grillage members (half) .17 Replacement of plate element: (a) original element. 7.

provided care is taken to ensure that good similitude exists between the model and the actual structure. The horizontal members at different levels are joined by stiff vertical members. This approach has the advantage of simplicity as there is a direct correspondence between each member and Fig. The elements used for this example only had nodes at the corners with the result that they could only be joined to the vertical members at their corners.2 Upstand finite-element modelling of other bridge types It is possible to extend the principles of upstand FE analysis to types of bridge other than solid and voided slabs. (b) section through upstand finite-element model .19 Upstand finite-element model of beam and slab bridge: (a) cross-section. Only one-half of the model is shown as it is symmetrical. 7.6.18. Rigid.6 elements to give nodes at 0. each about its own centroid.6 m intervals.19(b). this is clearly an approximation as the exact location of the neutral axis will depend on the flange widths and the relative stiffnesses of the members.2×1. 7. The properties of the remaining parts of the deck are then calculated.6 m intervals to join the meshes on the different planes. Therefore. Figure 7. In such cases where the location of the neutral axis is unclear. 7.2 elements in the cantilever were replaced with four 0.5 m which is equal to the actual depth of the cantilever. The slab can be represented in the model using finite elements located at its centroid of equal depth to it. 7.6×0. the originally proposed 1. and are represented by grillage members at the levels of those centroids as illustrated in Fig. an upstand FE analysis can be used to represent the behaviour more accurately than the alternative planar models.19(a) shows a beam and slab bridge.Page 259 The edge cantilevers are modelled as finite elements with a depth of 0. Each beam in this bridge will act compositely with the slab above it and they are normally assumed to bend about their own centroid rather than that of the bridge as a whole. The final upstand FE model with grillage members shown as dark lines is illustrated in Fig. or very stiff vertical grillage members are specified at 0. However.

Care should be taken with such a model to ensure that sufficient numbers of elements are provided through the depth of the webs. Transverse diaphragms could also be incorporated into this model with ease. often rules out its use.20(a) shows a cellular bridge deck and Fig. The bridge deck is then analysed to determine the effects of the equivalent loading. The stresses determined . The in-plane behaviour is governed by the distribution of axial stress in the bridge deck and is often determined by a hand calculation. the interpretation of the output can be tedious. (b) finite-element model a part of the structure. 7. has the advantage of automatically allowing for transverse cell distortion as discussed in Section 6.20(b) shows a suitable model based on a variation of the upstand FE analogy. The calculated moment for each beam member is only applicable to bending about its own centroid.Page 260 Fig. 7. The out-of-plane behaviour is affected by the vertical components of tendon force and by the moments induced by tendon eccentricity. 7. These effects are generally dealt with by calculating the equivalent loading due to prestress (Chapter 2) which is often based on an assumed neutral axis location. This model.6.7 Prestress loads in three-dimensional models When analysing for the effects of prestress in bridge decks. as well as dealing with a varying neutral axis. then the total moment will have to be calculated taking account of the axial forces in the beam and the elements and the distance between them. Figure 7. Unfortunately. If reinforcement is to resist the stresses in a beam and the adjacent elements. to correctly model longitudinal bending there.20 Plate finite-element model of cellular bridge: (a) original bridge. combined with the tedium of interpreting the results. However. it is usual to uncouple the in-plane and out-of-plane behaviours. the number of elements required to achieve this is very large and this.

. h. The location of the neutral axis is indicated in the figure. There is no uncertainty concerning the location of the neutral axis about which eccentricity of prestress must be calculated. with the equivalent loading calculated in the normal manner.21 (c) shows this alternative model. such as the upstand grillage or upstand FE methods. In the latter. as the magnitude of the equivalent loading is itself dependent on the eccentricity of prestress and is therefore affected by the neutral axis location. The eccentricity of this force is once again e but a knowledge of the magnitude of the eccentricity is not necessary.Page 261 from this analysis are combined with the in-plane axial stresses to obtain the overall effect of the applied prestressing forces. are two fold. Figure 7. It follows that the calculation of moments due to cable eccentricity are not dependent on any assumed neutral axis location. When using a three-dimensional model. the equivalent loading due to prestress can be applied in a three-dimensional manner. below mid-depth of the main part of the deck. The deck is subjected to a prestress force. This prestress force has an unknown eccentricity. This method is often simpler to implement as there is no need to uncouple the in-plane and out-of-plane behaviours.21 (b) shows the equivalent portion of an upstand FE model. Figure 7. say. The sources of error in a traditional planar model. as discussed in previous sections. e. 7. P. there is an additional error. the independence of the prestress loading from the neutral axis location is retained but the necessity for a large number of vertical members is avoided.21(a) shows a portion of a bridge deck with an edge cantilever. the location which is applicable to. the applied moment is: which is equal to the applied moment of the former. The model is subjected to an axial force which generates a moment of: To avoid the necessity of adding a large number of vertical grillage members to the model. the prestress force can alternatively be applied at the level of the elements along with an additional moment to allow for the difference in level between the true point of application and the element. as the neutral axis location is load dependent. It should be mentioned that. which is also indicated in the figure. The equivalence of Figs. h. In the three-dimensional approach. self weight may not be applicable to prestressing. Many of the complications involved in determining equivalent loads due to prestress can be avoided in this way. In this way.21(a) and (c) can be seen by considering the applied moment. the inability of the planar model to allow for the variation in neutral axis location may cause inaccuracies in the calculated response to equivalent loading. There are also advantages to be gained in the interpretation of results. The additional moment is the product of the prestress force and the distance. Figure 7. However. Firstly. The prestress force is applied directly to the model through a rigid vertical member of length h. but it is unknown at this stage. at a distance. the prestress forces are applied directly to the model at the correct vertical location by means of stiff vertical grillage members. because they can be related directly to the design without the need to distinguish between primary and secondary effects.

upstand FE analyses with equivalent loading calculated in the traditional way (as described in Chapter 2) did not always give accurate results. (c) alternative upstand finite-element model The authors have found this direct method of representing the effects of prestress to be the most accurate of many methods tested when compared to results from elaborate threedimensional finite-element analyses with brick type elements.21 Portion of prestressed concrete deck: (a) original deck. 7. In particular. . (b) upstand finite-element model with vertical member at point of application of prestress.Page 262 Fig.

Page 263 Appendix A Reactions and bending moment diagrams due to applied load .

Page 264 .

Page 265 Appendix B Stiffness of structural members and associated bending moment diagrams .

Page 266 .

1 where Top and Bottom refer to the numerator and denominator respectively of the fraction specified in the equation. For the section of Fig.6.60×106 0 0 0. Table C. the co-ordinates are taken from the figure starting at the top left corner and specifying only half the section (which will have the same centroid as the full section).93×10 9 0 0 − 20.40×106 0 0 0. of any section can be found from the co-ordinates of the perimeter points using the formula: (C. .1) where xi and y i are the co-ordinates of point i and n is the number of co-ordinate points. For the purposes of this calculation.48×106 0 0 − 32.Page 267 Appendix C Location of centroid of section The centroid.19×10 9 2.72×106 6.64×10 9 . The terms of equation (C.1 Evaluation of equation (C. point n+1 is defined as equal to point 1. 6.76×10 9 Bottom − 39.1) are given in Table C.1) xi 0 5500 5500 1500 1200 0 0 yi 1200 1200 0 0 800 1000 1200 (xi −i+1 ) x − 5500 0 4000 300 1200 0 0 4320000 1440000 0 640000 2440000 3640000 4320000 yi +y i+1 2400 1200 0 800 1800 2200 2400 Sum= Top − 23.

Page 268 The y coordinate of the centroid is then: The same answer can be found by dividing the section into rectangles and triangles and summing moments of area about any common point. .

Hence. the shear force in the top flange will be: Fig.1 Cell with flange and web distortion: (a) assumed distortion.Page 269 Appendix D Derivation of shear area for grillage member representing cell with flange and web distortion The transverse shear force half way across the cell will be distributed between the flanges in proportion to their stiffness. (b) segment of cell between points of contraflexure . D.

This force is illustrated in Fig. The total deflection in the top flange results from this rotation plus bending in the flange itself: Similarly the deflection in the bottom flange can be shown to be: The mean deflection is: Equating this to the shear deformation in a grillage member gives: . D. Hence the total moment at the top of the web is: The rotation of the web due to this moment is: where h is the bridge depth (centre to centre of flanges) and i w is the web second moment of area per unit breadth.1 for a segment of cell between points of contraflexure.Page 270 where V is the total shear force and i t and ib are the second moments of area per unit breadth of the top and bottom flanges respectively.

Page 271 If the second moments of area per unit breadth are expressed in terms of the flange and web depths .7): . this becomes equation (6.

E.. Lehane. (1999) Predicting the restraint to integral bridge deck expansion. J. European Committee for Standardisation. Keogh. E&FN Spon. Civil-Comp Press. (1981) The state of the art in analysis of cellular and voided slab bridges. (1991) Bridge Deck Behaviour. I. 75(19). J. pp. American Association of State Highway and Transportation Officials. B. Lehane. (1994) Bridge Bearings and Expansion Joints. E&FN Spon. Gauthier -Villars. 2nd edn.... Struct. (1997) Evaluation by proof testing of a T-beam bridge without drawings. Eng. European Prestandard ENV 1991–3:1995.G. F. D.H. Struct.. Part 1: General Rules. Eng. Stuttgart. 75(11).S. A. (1997) Structural Analysis: A Unified Classical and Matrix Approach.A. 8(4). Hambly. B. E.J. B.A. (1997) Serviceability limit state aspects of continuous bridges using precast concrete beams. Clark. and Sugie. (translated from French by M. London. Active Pressure and Bearing Capacity of Foundations. SI Units. D.M.. Dobry. and Mufti. in Advances in Computational Methods for Simulation. Amsterdam.L. A. 201–10. Lee. Design of Integral Bridges. BA42/96 (1996) Departmental Advice Note BA 42/96. (ed. Paris. Cheung.J.. 339–44. Rev.. Rotterdam. London. G. L. and Jaeger. Department of Transport. Keogh. and Kersiel. E. Harlow. (1996) Recommendations on the use of a 3-D grillage model for bridge deck analysis. EC1 (1995) Eurocode 1: Basis of Design and Actions on Structures. B. EC7 (1994) Eurocode 7: Geotechnical Design. Department of Transport. Bakht.V. and O’Brien. L. in Proceedings of 12th European Conference on Soil Mechanics and Geotechnical Engineering. M. 112(2). and O’Brien. Eng. Brussels. Geotech. 185–90. 8. Part 3: Traffic Loads on Bridges.A. Can. Deutsche Verlags-Anstalt. Struct. A. Loads for Highway Bridges. (1986) Dynamic response of arbitrarily shaped foundations. Bec). E&FN Spon.L. (1996) Soil-structure interaction analysis for integral bridges.A. Jaeger. 2nd edn. . D. A.G. 109–35. BD37/88 (1988) Departmental Standard BD 37/88. Topping). (1948) Tables for the Calculation of Passive Pressure. Construction Press. June 1999. Caquot. Brussels. Balkema. Edinburgh. London. 357–66. Clark.C. Eng. L. Washington. and Gazetas. Aesthetics and Design. L. UK. 4th edn. and Neville. 376–91. Civil Eng. (1983) Concrete Bridge Design to BS5400. R. European prestandard ENV 1997–1:1994. Ghali. European Committee for Standardisation.J. Leonhardt. ASCE J. Bakht. London.Page 272 References AASHTO (1995) AASHTO LFRD Bridge Design Specifications. London. B. (1984) Bridges.

1.W. Canada. (1970) Theory of Elasticity. Ministry of Transportation of Ontario. West. Tomlinson. Cement and Concrete Association. Civil Eng.M. . UK Highways Agency. Concrete. and Ng.. (1997) The calculation of shear force in prestressed concrete bridge slabs.P. Proc. Norrish. Dublin. M.L.L. London. D.G. McGraw-Hill. (1996) Cyclic Loading of Sand Behind Integral Bridge Abutments. OHBDC (1992) Ontario Highway Bridge Design Code. C.W. O’Brien.. James F. McGraw-Hill. MSc Thesis.N.C. University of Dublin.J. O’Brien. Inst. E. Johannesburg. Downsview. D. 69–76. Springman. FIP Symposium. E&FN Spon. 3rd edn.M. Cleveland. pp 233–7. S. 671–83. 4th edn. (1989) The Finite Element Method. London. Ontario.C.G. Trinity College. R. Zienkiewicz. (1964) The finite element method for analysis of elastic isotropic and orthotropic slabs. (1998) Upstand finite element analysis of slab bridges. Troitsky. Vol. J. O. London. R. and Goodier. Wood. New York. TRL Report 146. (1994) Pile Design and Construction Practice. South Africa. R.W. and Keogh.J. (1997) The Analysis of Shear Forces in Slab Bridge Decks. 28. M.K. S. February. S. 4th edn.L. Timoshenko. in The Concrete Way to Development. Ohio. 69.J. 471–88. S. A. E. (1973) C&CA/CIRIA Recommendations on the Use of Grillage Analysis for Slab and Pseudo-slab Bridge Decks. and Cheung. O. and Taylor..Page 273 O’Brien. Computers and Structures.R. Y. O’Brien. New York. Lincoln Arc Welding Foundation. Zienkiewicz. (1967) Orthotropic Bridges: Theory and Design. March 1997. and Keogh.S.H. (1968) The reinforcement of slabs in accordance with a pre-determined field of moments.

82. 228–36 grillage modelling 230–6 three-dimensional finite element model 260 transverse cell distortion 228. 29–30 spherical 30 see also Supports Bending moments due to applied loading 263–4. location of 267–8 Collision loads see Loading. 147–50 Cross-section 2–8 box 5–7 older concepts 7− 8 solid rectangular 2–4 T. impact Composite 25. 78.Page 274 Index Page numbers appearing in bold refer to major entries AASHTO 40 Aesthetics 34–9 Aluminium deck 42 Analysis. 218–28 arching action of slab 228 finite element modelling 225–7 grillage modelling 219–25 transverse behaviour 227–8 upstand finite element model 259 Bearing 29– 31. introduction to 67–120 Anisotropic 151. 160 Application of planar grillage and finite element methods 200–39 Arch 18–20 Articulation 26–9 Asphaltic plug joint 32–3 Balanced cantilever 14–17 BD37/88 40 Beam and slab bridge 183. 72–4 Box girder 212. 28. 228 Box section 5–7 Bridge bashing see Loading. 185 elastomeric 31 pot 30–1 sliding 17. impact Buried joint 32 Cable-stayed 25–6 Cantilever 3 balanced 14–17 Cellular bridge 212. 42. post-tensioning 14 Creep 12. 229. 231. 265–6 Blister 16 Box culvert 21–3. 182. box Centroid. 169. 260.4–5 voided rectangular 4 . 18. 180. 17. 147–50 Computer implementation of grillages 179–80 Concrete. 269–71 Cellular section see Cross-section. 13–18 Contraction of integral bridges 128–33 Coupler. lightweight 42 Continuous beam/slab 10.

box 21–3. 88–9. 184. 218–19. 228 Differential settlement 9. 260–1 Equivalent loading due to temperature/ thermal effects 47. 245 Elastomeric bearing 31 Elevations 8–26 Equivalent loading due to prestress 54–66. 177–9. 237. 88 Equivalent loads method 67. 92. 49. 260–1 Integral bridge 21–3. 230 similitude with bridge slab 171–3 sources of inaccuracy 180–2 U-beams. 217 Grillage accuracy 171 analysis of slabs 169–85 application of moment distribution 111–20 application of planar 200–39 beam and slab bridges 219–25 cellular bridges 230–6 computer implementation 179–80 member properties 173–9 mesh 169–71. 185. 253. 75–7 Differential temperature 47–51. 54 Imposed traffic loading 40. sources of inaccuracy Incremental launch 17 In-plane effects 162. 187–9. 95. 220. 252 Edge stiffening 203–11. 246. 89–104 Downstand 203 Drop-in span 24–5 Dry density 127 Durability 1 Dynamic amplification 53 Dynamic effects 52–4 Earth pressure 124–6 Edge cantilever 203–11. 41.Page 275 Culvert. 90. 211. 51–2. 43–5 Inaccuracy. 42 Density. 72–4 Curved bridge 236–9 finite element modelling 238–9 grillage modelling 236–8 Dead loading 40. 244–6. sources of see Grillage. 252. dry 127 Diaphragm 10. modelling of 225 see also Upstand grillage modelling Halving joint 24 Impact loading 41. 184 recommendations for modelling 182–5 shear flexible 212. 262 mesh 189–91 properties of elements 186–9 recommendations for modelling 189–91 similitude with bridge slab 186 slab bridges 185–91 see also Upstand finite element modelling Foundation. shallow strip 130 Forced vibration 53 Frame bridge 21–3 Frequency see Loading. 107 Eurocode 40 Expansion of integral bridge see Integral bridge. expansion FEA see Finite element analysis Finite element analysis (FEA) application of planar 200–39 beam and slab bridge 225–7 brick elements 244. 245–7. 40. 211. dynamic Geometrically orthotropic 152. 237 Effective flange width 242–4. 178. 121–50 contraction 128–33 cracking over supports 147–50 expansion 137–45 bank seats 142–5 deep abutments 140–2 time-dependent effects 147–50 Interface shear stress 240 Inverted T 3 . 240. 180. 189. 180–2.

173. 42 Partially continuous beam/slab 10–13 Passive earth pressure 124 Pavement 42 Pier 184 Poisson’s ratio 160. 107 parabolic profile 56–8 qualitative profile design 58–9 tendon 183 Materially orthotropic 152–67. 51–2. 52–4 equivalent due to prestress 54–66. 232. 173. 193 geometrically 152. 244–5. 54 normal traffic 43–4 pedestrian 40. 212. 217 materially 152–67. 178. 217 M-beam 7 Mesh see Finite element analysis. notional 43 Launch. 200–3 Joint 13. 187–9. 188. 173. 89–104 uniform 46. 40. 54–66. 43 dead 40. 46 impact 41. 182.Page 276 Isotropic 151–2. 43–5 wind 42 Losses. 104–11 rail traffic 45–6 road traffic 43–5 superimposed dead 40. 191–9. 236 Movement. 252. 188. 186. 181. 178–9. earth 124–6 passive 124 Prestress loading 54–66 loading in three-dimensional models 260–2 losses 60–3. 211. shear 15 Lane. 186–8. 231 Moment capacity see Wood and Armer equations distribution 67–120 in orthotropic plates 161–7 twisting see 166–7. incremental 17 Lightweight concrete 42 Linear transformation 54–8 Loading 40–66 abnormal traffic 44–5 cycle track 40. 186. 177–9. 259–61 Nosing joint 33 Notional lane 43 . prestress 60–3. 188. 41. 45. dynamic Neutral axis 203–4. 176. mesh Modulus secant 127 shear 161. 177– 8. accommodation of 26 Natural frequency see Loading. 176. 220. 211. 188 Pot bearing 30–1 Prandtl’s membrane analogy 222 Precast beam 183 Pressure. mesh. Grillage. 42 thermal 40. 172–3. 179. 211. 43 prestress 42. 186– 8. 78–89 traffic 40. 260–1 equivalent due to thermal effects 47. 107 Orthotropic 151–2. 179. 176. 32–3 asphaltic plug 32– 3 buried 32 construction 13 halving 24 nosing 33 Key. 88 HA 43–4 HB 44–5 horizontal 40. 46–51 differential 47. 49. 173–7. 186. 42 dynamic 41. 174. 240–2. 160. 177–8. 217 Parapet 34.

182. 180. 24 Skew deck 116–20. 183–5. 181. 184. 186. 43–5 Transformation. 191 Steel deck 42 Stiffness of structural members 265–6 Stitching segment 16 Stress in orthotropic plates 159–61 Strip foundation 130 Structural form. 236–9 finite element modelling 238–9 grillage modelling 236–8 Slab bridge decks. 188. behaviour and modelling 151– 99 run-on 23. 173–9. 41. 42 Supports 180. differential 9. 232–3 see also Prandtl’s membrane analogy moment distribution 111–20 Traffic loading 40. 186. 230 force. 231 strain 155–6. thermal Terms 1 Thermal loading see Loading. 176. solid rectangular Remaining area 43 Rigid vertical members 245. 246 enhancement 182. 230–1. thermal Thin plate theory 151–69 Three-dimensional modelling of bridge decks 240–62 Torsion constant 167. 252. differential 47–51. linear 54–8 Twisting moment 166–7. 191. close to point support Suspension bridge 26 Symmetry 71 T-section 4–5 Temperature. 191–9. Shear. 137 stiffness (for soil) 130 supports 180. 40. 89–104 Temperature loading see Loading. 161 strength of concrete 156 in thin plates 167–9 Simply supported beam/slab 9. 122. 74. 178. 180 Span-by-span construction 13 Span/depth ratios 36 Spring model (of soil) 133–6. 259. 244–5 modulus 161. 230–1. 209. 269–71 close to point support 182. 184. 145–7 Sliding bearing 17. 145– 7 Secant modulus 127 Section see Cross-section Segment. 176. 236 U-beam. 185 flexible grillage 212. 125. 189. 261 Road traffic loading 43–5 Run-on slab 23. 188. 178–9. 172–3. factors affecting 1–2 Superimposed dead loading 40. 221–2. from grillage 173 key 15 key deck 8 lag 240–2. 29–30 Soil stiffness 126–8 Soil/structure interaction 41. 220 see also Bearing. grillage modelling of 225 . stitching 16 Series of simply supported beams/slabs 9 Settlement. 122.Page 277 Pseudo-box construction 7 Push-launch construction 17–18 Rail traffic loading 45–6 Reactions due to applied loading 263–4 Recommendations for finite element analysis 189–91 for grillage modelling 182–5 Rectangular section see Cross-section. 191 distortion/deformation 156–7. 75–7 Settlement trough 146 Shallow strip foundation 130 Shear area 180.

dynamic Voided slab 4. 203. 236 Y-beam 7 . 228 torsional stiffness 214 WIM 43 Wing wall 35 Wood and Armer equations 191–9.Page 278 Uplift 28 Upstand 34. 152. 261 of other bridge types 259–60 of voided slabs 255–9 Upstand grillage modelling 245–52. 244 Upstand finite element modelling 252–60. 261 Vibration see Loading. 253. 211–18.