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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)

7 Joints 1.2 Dead and superimposed dead loading 2.3 Cross-sections 1.2 Factors affecting structural form 1.1 Introduction 3.8 Bridge aesthetics Chapter 2 Bridge loading 2.4 Bridge elevations 1.4 Thermal loading 2.1 Introduction 2.7 Prestress loading Chapter 3 Introduction to bridge analysis 3.6 Bearings 1.1 Introduction 1.6 Dynamic effects 2.5 Articulation 1.3 Imposed traffic loading 2.Page v Contents Preface Acknowledgements Chapter 1 Introduction 1.5 Impact loading 2.2 Moment distribution viii x 1 1 1 2 8 26 29 32 34 40 40 42 43 46 51 52 54 67 67 67 .

1 Introduction 7.4 Voided slab bridge decks 6.7 Application of moment distribution to grillages Chapter 4 Integral bridges 4.3 Grillage analysis of slab decks 5.4 Modelling expansion with an equivalent spring at deck level 4.5 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 .2 Shear lag and neutral axis location 7.5 Wood and Armer equations Chapter 6 Application of planar grillage and finite-element methods 6.3 Conventional spring model for deck expansion 4.7 Skew and curved bridge decks Chapter 7 Three-dimensional modelling of bridge decks 7.4 Thermal expansion and contraction 3.4 Three-dimensional analysis 7.3 Edge cantilevers and edge stiffening 6.3 Differential settlement of supports 3.2 Thin-plate theory 5.6 Time-dependent effects in composite integral bridges Chapter 5 Slab bridge decks—behaviour and modelling 5.5 Differential temperature effects 3.4 Planar finite-element analysis of slab decks 5.6 Cellular bridges 6.1 Introduction 6.1 Introduction 5.1 Introduction 4.2 Simple isotropic slabs 6.5 Run-on slab 4.5 Beam and slab bridges 6.6 Prestress 3.2 Contraction of bridge deck 4.Page vi 3.3 Effective flange width 7.

6 Upstand finite-element modelling 7.Page vii 7.7 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 .

The famous Rusch and Hergenroder influence surface charts. unambiguous English. eccentrically loaded. however. 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. In many aspects. an understanding of the behaviour of non-symmetrical. 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. between them. amongst other techniques. Indeed. Written in clear. irregularly supported structures is essential. somewhat approximate and could often take weeks. with sections on bearings. my and mxy moments. gave surfaces for various stress and aspect ratios up to a 45° skew. To be confident of this. copiously and carefully illustrated. The method was tedious. prestressed concrete bridge decks could be analysed with a fair degree of accuracy—but only by using manual methods. Written by two engineers who have. in turn leading to the calculation of mx . many days could be spent in re-analysing. the book contains either a novel approach to design or entirely new methods. experience of almost all aspects of modern bridge design and analysis. This book fulfils just that role. There is still a need. It covers construction in some detail. if an error arose early on in the calculations. 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. joints and aesthetics not commonly found in bridge analysis books. This is particularly useful for . fairly complex skew. Now. it is possible to change a dozen variables and a computer program will recalculate stresses and reactions in seconds.Page viii Preface Twenty-five years ago. perhaps more so now than in the past. the use of planimeters on the way to calculating volumes under the influence surface. 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. translated from the German by the Cement and Concrete Association.

Perry Civil. this must prove the standard work on bridge deck analysis for decades to come.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. although the merits of grillage methods are not ignored. All in all.Page ix checking the output of computer analyses. Professor S. Structural and Environmental Engineering Trinity College Dublin .

Disclaimer This publication presents many advanced techniques. The initial writing effort was greatly facilitated for both authors through the support of Professor S. The authors of STRAP (ATIR software. The publisher and authors disclaim any liability. USA) are thanked for the use of their programs. Sound engineering judgement should be the final arbiter in all stages of the design process.Perry and Trinity College Dublin. and should be treated as such. Ancon CCL are also acknowledged for providing a number of illustrations. He gave most generously of his time with the sole objective of getting it right. 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. Special thanks is due to Joe O’Donovan for providing some of the photographs in the text. and readers are encouraged to bring errors of substance to our attention. The material represents the opinions of the authors. arising from information contained in this publication. including the cover illustration.Ghali most sincerely for major contributions to some of the earlier chapters.H. some of which are novel and have not been exposed to the rigours of time. . 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.Page x Acknowledgements We would like to thank Dr A. is much appreciated. The support of Roughan and O’Donovan Consulting Engineers. The stay in Slovenia was greatly enhanced and enriched by Alenka Ž nidarič . A sabbatical stay in Slovenia for the first author made the initial drafting of many chapters possible. Tel Aviv) and NIKE3D (Lawrence Livermore National Laboratories. typographical or editorial errors may occur. Despite the best efforts of all concerned. The assistance of Chris Davis and Michael Barron of Mott McDonald with Chapter 2 is gratefully acknowledged. in whole or in part. where both authors were employed for a time.

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

is not a very efficient structural form as the second moment of area of a rectangle is relatively small. the construction must be carried out without support from below. For example. Due to the inefficiency of this structural form. Such a bridge is generally constructed of reinforced concrete (particularly for the shorter spans) or prestressed concrete.3. The structural forms of bridges are closely interlinked with the methods of construction. steel beams carry the self weight of the deck while composite steel and in-situ concrete carry the imposed traffic loading. Various alternative structural bridge forms and methods of construction are presented in the following sections. illustrated in Fig. The move now is towards bridges which are highly indeterminate and which have few joints or bearings. This immediately limits the structural forms to those that can be constructed in this way. simply supported spans and cantilevers.1 Portion of bridge illustrating bridge engineering terms e. However. such as a railway yard or a deep valley. when a bridge is to be located over an inaccessible place. 1.1 Solid rectangular The solid rectangular section. in some bridges. For example. 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. The methods of construction in turn are often dictated by the particular conditions on site. 1.Page 2 Fig. 1. The method of construction also influences the distributions of moment and force in a bridge.g. the stresses .2.3 Cross-sections 1.

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

the voids must be accounted for when considering the design to resist transverse bending.4 Voided slab section with cantilevers (initially wet) in-situ concrete. 1. However.3. 1. 1. For the span range of 20–30 m. This problem is not so much one of steel straps failing as of grooves being cut in the polystyrene by the straps.Page 4 Fig. Including voids in a bridge deck increases the cost for a given structural depth because it adds to the complexity of the reinforcement. are more expensive in terms of shuttering . 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.4. 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. it is common practice in some countries to use in-situ concrete with polystyrene ‘voids’ as illustrated in Fig. in some cases. Regardless of the diameter-to-depth ratio. it reduces considerably the self weight and the area of concrete to be prestressed without significantly affecting the second moment of area.5. the preferred solution.3. solid rectangular sections become increasingly less costeffective due to their low second moment of area to weight ratio. Guidance is given on the analysis of this type of deck in Chapter 6. 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. However. The complete rectangular section is available to carry other loading. the section tends to be deeper for a given span. In-situ T-section decks.3 T-section The T-section is commonly used for spans in the range 20–40 m as an alternative to voidedslab construction. particularly that designed to resist transverse bending. 1. 1. particularly when the designer wishes to minimise the structural depth. Hence it is. These decks can be constructed from ordinary reinforced concrete or can be post-tensioned. As a result. The shuttering costs are also less than for in-situ concrete T-sections which are described below. illustrated in Fig. 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.2 Voided rectangular For spans in excess of about 20 m.

These consist of pretensioned prestressed concrete or steel beams placed in position along the length of the span. 1. An in-situ concrete slab. Over less accessible places. 1. are favoured. it becomes economical to use ‘cellular’ or ‘box’ sections as illustrated in Fig.4 Box sections For spans in excess of 40 m. precast concrete or steel forms of T-section. These have a higher second moment of area . 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. 1.3.5 In-situ concrete T-sections: (a) single web such as might be used for a pedestrian bridge. as illustrated in Fig. supported on permanent shuttering. spans transversely between the beams while acting as flanges to the beams longitudinally.7.6.Page 5 Fig.

when the bridge is in service. 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.7 Box sections: (a) single cell. (b) composite precast Y-beam and in-situ concrete Fig. 1.Page 6 Fig. However. 1. to inspect the inside of the void.6 T-sections: (a) composite steel and concrete. (b) multi-cellular per unit weight than voided slab or T-sections. .

1.9 Precast M-beam . For example. 1. corrosion problems can result and.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. The section is more efficient than a T-section as more concrete is located away from the centroid. The bottom in-situ concrete was reinforced transversely by threading bars through holes cast in the M-beams. 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. 1. However. in the past.10. These have wider bottom flanges than the precast ‘Y-beams’ (Fig. M-sections were often placed side by side with the bottom flanges within millimetres of each other. The analysis of this type of bridge is similar to that of any T-section bridge. It was also common practice in the past to build bridges of ‘pseudo-box’ construction as illustrated in Fig.8. In the past. if water leaks into the voids. These were constructed of M-beams with insitu concrete near the bottom to form a void.Page 7 Fig.5 Older concepts Many variations of the above structural forms have been used in the past and are evident in existing bridge stocks. it was common practice to construct Tsection decks using precast ‘M-beams’ (Fig. Fig.9). 1. 1.3. 1.6(b)) used more commonly today.

assessment and repair is difficult. 1.11(a). 1. illustrated in Fig. they are no longer popular due to concerns about the durability of the in-situ joints. The structural behaviour of the pseudo-box section is similar to that of a small multi-cellular box section.11(b).10 Pseudo-box section due to the nature of this structural form. rotation is assumed to occur at the joints between precast units.Page 8 Fig. Many of the alternative bridge elevations and their methods of construction are described in the following sections. 1.4 Bridge elevations The cross-sections described above can be used in many different forms of bridge. 1. 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.e. 1. (b) assumed transverse deformation . Fig. i. 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. Thus the transverse deformation is assumed to be as illustrated in Fig.11 Shear-key deck: (a) section through small portion of deck. However.

this form is relatively simple to analyse and construct. have significantly fewer joints and bearings. However. It also has the advantage that. 1. the span is relatively small and multiple spans are infeasible and/or unnecessary. 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. the bending moment diagrams due to a uniformly distributed loading of intensity ω(kN/m) are illustrated in Fig.13.14. the concrete pours are moderately sized. In addition.2 Series of simply supported beams/slabs When a bridge crossing is too wide for an economical single span. 1. 1. there is less disruption to any traffic that may be below as only one span needs to be closed at any one time. it is possible to construct what is in effect a series of simply supported bridges.1 Simply supported beam/slab The simplest form of bridge is the single-span beam or slab which is simply supported at its ends.13 Series of simply supported beam/slabs Fig.4. This form. Like single-span bridges.14 Continuous beam or slab .15. 1. It is particularly favoured on poor soils where differential settlements of supports are anticipated. Fig. Continuous beams/slabs. 1. The implication of this is that the bridge deck needs to be correspondingly deeper. 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. is widely used when the bridge crosses a minor road or small river.12 Simply supported beam or slab Fig. illustrated in Fig. if constructed using in-situ concrete. 1. For example. one after the other. as illustrated in Fig. 1. In such cases.12. 1. as illustrated in Fig. The cross-section is often solid rectangular but can be of any of the forms presented above. The simply supported bridge is relatively simple to analyse and to construct but is disadvantaged by having bearings and joints at both ends. It can be seen that the maximum moment in the simply supported case is significantly greater (about 25%) than that in the continuous case.Page 9 1.4.

Page 10 Fig. This tends to increase cost as the construction becomes more of a batch process than a continuous one. Thus the in-situ slab alone is required to resist the complete hogging moment at the intermediate supports. as the total bridge length becomes large.3 Continuous beam/slab with full propping during construction As stated above. However. 1. Precast concrete or steel beams are placed initially in a series of simply supported spans. 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. In the alternative form of partially continuous bridge. Elsewhere the cross-section is similar to that illustrated in Fig.17.4 Partially continuous beam/slab When support from below during construction is expensive or infeasible. This is possible due to the fact that members of low structural stiffness (second moment of area) tend to attract low bending moment. the amount of concrete that needs to be cast in one pour can become excessive. 1. continuity over intermediate supports is provided only by the slab. . 1.15 Bending moment diagrams due to uniform loading of intensity ω (a) three simply : supported spans of length l.4. For bridges of moderate total length. the concrete can be poured in-situ in one pour. illustrated in Fig. 1.6. (b) one three-span continuous beam with span lengths l 1. In the form illustrated in Fig. Two forms of partially continuous bridge are possible.4. In-situ concrete is then used to make the finished bridge continuous over intermediate joints. 1. 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. it is possible to use precast concrete or steel beams to construct a partially continuous bridge. Further. 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.16. The slab at the support in this form of construction is particularly flexible and tends to attract a relatively low bending moment. This completely removes the need for any joints.

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

1. 1. 1. the joint must move longitudinally to accommodate this rotation as illustrated in Fig.19 Typical distribution of bending moment in two-span partially-continuous bridge: (a) bending moment due to self weight.19(a) for a two-span bridge. 1. This introduces a complexity into the analysis compounded by a great difficulty in making accurate predictions of creep effects.19(a). The total bending moment diagram will be a combination of that due to self weight and other loading.18.19(b).19(b) than Fig.18 Joint detail at intermediate support of partially-continuous bridge of the type illustrated in Fig. In partially continuous bridges. Fig.Page 12 Fig. due to creep. self weight continues to cause deformation in the bridge after it has been made continuous. the bridge is continuous and the resulting bending moment diagram is as illustrated in Fig. 1. By the time the imposed traffic loading is applied. Unfortunately. 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.17 as the main bridge beams rotate at their ends. 1. 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. 1. (b) bending moment due to loading applied after bridge has been made continuous .

5 Continuous beam/slab—span-by-span construction For construction of particularly long bridges when access from below is expensive or infeasible. Fig. 1.17. 1. 1. intermediate bearings are still present with their associated maintenance implications. In particularly long continuous beam/slabs. 1. in-situ construction. such as illustrated in Fig. this figure is constantly being revised upwards as the problems of bridge joints in service receive ever more attention. 1.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. can be a viable option. while intermediate joints have been removed. an intermediate joint may become necessary to relieve stresses due to expansion/contraction. This is achieved using temporary formwork supported on the bridge piers as illustrated in Fig. one span at a time.20(a). Proprietary post-tensioning couplers.20(b).20 Temporary support system for span-by-span construction: (a) joint over intermediate pier.4. A significant disadvantage is that. starting even before work has commenced on site. where bending moments and shear forces are relatively small. The method is also of a continuous rather than a batch form as the precast beams can be constructed at a steady pace. However. The joint may sometimes be located at the quarter-span position as illustrated in Fig. In this form of construction. Particularly for the form illustrated in Fig. resulting in minimum disruption to any existing traffic passing under the bridge. (b) joint at quarter span . 1. It has been said that joints should be provided every 100 m at least.21. two bearings are necessary at each intermediate support. Construction on site is fast. can be used to achieve continuity of prestressing across construction joints. 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.

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. Segments can be cast in-situ or precast. 1. This form of bridge is generally made of post-tensioned prestressed concrete. 1. 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. in the case of . 1.21 Post-tensioning coupler to transmit prestress forces across a construction joint (photograph courtesy of Ancon CCL) 1. The segments are supported by a ‘travelling form’ connected to the existing bridge (Fig.6 Continuous beam/slab—balanced cantilever construction When the area under a bridge is inaccessible and spans are in excess of about 40 m. either alternately on opposing sides or simultaneously in pairs.22(c). 1.Page 14 Fig. it is often economical to construct bridges by the balanced cantilever method. However.22. The sequence of construction is illustrated in Fig. precast beams are not generally available to span the complete length at once. 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).22(a)). in anticipation of the need to post-tension future segments at later stages of construction. one on each side.4. At spans of this length.22(b)) until such time as they can be permanently posttensioned into place as illustrated in Fig. Ducts are placed in all segments when they are first cast. Segments of deck are then added to the base segment. An intermediate pier is cast first and a small part of the bridge deck (Fig.

there is typically a ‘shear key’ as illustrated in Fig. . While epoxy resin is commonly used to join segments. Moment is transferred by the concrete in compression and by the post-tensioning tendons. it does not normally serve any structural purpose. 1.22(d) to provide a positive method of transferring shear between segments.Page 15 the latter.

(b) temporary support of segments.24.22 Balanced cantilever construction: (a) elevation of base segment and pier. the moment due to self weight during construction is such as illustrated in Fig. the bridge forms a continuous beam and the imposed service loading generates a distribution of moment. 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. 1. 1. 1. After the casting of the stitching segments and completion of construction. Post-tensioning tendons are placed in the bottom flange and webs by means of ‘blisters’.23. illustrated in 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.25(b). 1. to resist the sagging moment that will exist in the finished structure due to applied traffic loading. 1. a ‘stitching segment’ is cast to make the bridge continuous as illustrated in Fig. The bending moment in a balanced cantilever bridge is entirely hogging while the bridge remains in the form of a cantilever. 1.25(a). (c) sectional elevation showing tendon. such as illustrated in Fig.23 Casting of stitching segment . When cantilevers meet at mid-span. Thus.

When the deck is being pushed over intermediate supports.26(a).24 Blisters and tendon in the bottom flange (sectional elevation) sagging. 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. ‘incremental-launch’ or ‘push-launch’ becomes a viable alternative to balanced cantilever as a method of construction. 1. In pushlaunch construction.25(a) towards a form approaching that illustrated in Fig. 1. This process is continued until the complete bridge has been constructed behind the abutment and pushed into place. 1.4. it is frequently the most economical alternative for construction over deep valleys when propping from below is expensive. temporary sliding bearings are used to minimise friction forces. 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. 1.7 Continuous beam/slab—push-launch construction For spans in excess of about 60 m. This results from creep deformations which are still taking place after the bridge has been made continuous. 1.Page 17 Fig.25(b).25 Distributions of bending moment in balanced cantilever bridge: (a) due to self weight during construction. 1. Fig. a long segment is cast behind the bridge abutment as illustrated in Fig. 1.26(b)). The analysis of balanced cantilever bridges is complicated by a creep effect similar to that for partially continuous beams. Nevertheless. (b) due to imposed loading after completion of construction .

A significant disadvantage stems from the distribution of bending moment generated temporarily during construction. However. 1. 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).4. In a tied arch.27(a).28(b). 1. the horizontal thrust is taken by the tie. 1. If this is not the case. Some engineers design bridges in an arch form for aesthetic reasons but articulate the bridge like a . 1. 1. must be designed for the creep effect and are subject to the associated complexity and uncertainty in design.Page 18 Fig. and are only a viable solution if it can be accommodated. This doubling of cantilever length has the effect of quadrupling the moment due to self weight during construction. Bridges designed for pushlaunch construction. Parts of the deck must be designed for significant hog moment during construction as illustrated in Fig.26 Push-launch construction: (a) casting of the first segment. an arch is still a possibility if it is tied such as illustrated in Fig. These same parts may be subjected to sag moment in the completed bridge as illustrated in Fig. 1.28(a). This can be achieved if the bridge is located on a particularly sound foundation (such as rock). as illustrated in Fig. like those designed for balanced cantilever construction. the arch form is particularly effective. All of the bridge is constructed in the same place which is easily accessible to construction personnel and plant.8 Arch bridges For larger spans (in excess of about 50 m). arches generate a significant horizontal thrust.27(b). (b) pushing of the partially constructed bridge over first span The method has a considerable advantage of access.

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

While traditional masonry arches were designed to be completely in compression. as illustrated in Fig.Page 20 simply supported beam.30. it behaves structurally as a simply supported beam. 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.29. 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. 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. For example. an arch can readily span such a distance in one clear span creating an openness under the bridge that would not otherwise be possible. is the fact that the curved form results in shuttering which is more expensive than would otherwise be the case. Concrete arches are particularly effective as concrete is very strong in compression. An additional major advantage is that arches require no bearings as it is possible to cast the deck integrally into the substructures. beneficial and assists in the resistance of stresses due to imposed loading. Thus the self weight generates a distribution of stress which is. Fig. 1. other than the problem of accommodating the horizontal thrust. 1. while a continuous beam/slab crossing a 60 m motorway would normally be divided into two or four spans.30 Deflected shape of arch subjected to thermal contraction . 1.29 Simply supported beam bridge in the shape of an arch Fig. As can be seen in Fig. the structural depth can be very small and large clear spans can readily be accommodated. 1. as the bridge has no means by which to resist the horizontal thrust. considerable temporary propping is required to support the structure during construction. Other advantages of arches are that they are aesthetically pleasing in the right environment. If arches are located over inaccessible areas. The principal disadvantage of concrete arches. in fact. This is perfectly feasible but.

(b) three-span frame . A further complexity in the analysis of frame bridges is that.9 Frame/box culvert (integral bridge) Frame or box bridges. accommodating movements due to temperature changes or creep/shrinkage can be a problem and.31. the structural behaviour is three-dimensional. However. unless the transverse width is relatively small. there is the usual complexity and uncertainty associated with such calculations. If some of this shortening is due to creep or shrinkage. This is because the maximum bending moment tends to be less.31 Frame/box culvert bridges: (a) box culvert. such as illustrated in Fig. Continuous slab bridges on the other hand.Page 21 1.33. it was not considered feasible to design frame bridges of any great length (about 20 m was considered maximum). The minimal maintenance requirement of frame/box culvert bridges is their greatest advantage. 1. Given the great upsurge of interest in maintenance and Fig. can be analysed using two-dimensional models. 1. There are no joints or bearings as the deck is integral with the piers and abutments.32.4. as can be seen from the examples of Fig. are more effective at resisting applied vertical loading than simply supported or continuous beams/slabs. 1. The effects of deck shortening relative to the supports is to induce bending in the whole frame as illustrated in Fig. 1. until recently.

There are two implications for longer frame-type bridges.Page 22 Fig. (b) distribution of bending moment durability in recent years. deck movements in such bridges will generate enormous stresses. (c) frames/box culverts Fig. If the supports are fully fixed against translation. 1. this lack of maintenance has resulted in an explosion in the numbers of bridges of this form. 1.33 Effect of thermal contraction of deck in frame bridge: (a) deflected shape. 1. both relating to longitudinal movements. (b) continuous beams. 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.34. Ever longer spans are being achieved. If the bridge is supported . It is now considered that bridges of this type of 100 m and longer are possible.

To overcome this.34 Sliding support and run-on slab in frame bridge on piles. will not lead to deterioration of the bridge itself. Crosssections are typically of the form illustrated in Fig. the axes of the piles are orientated so as to provide minimum resistance to longitudinal movement. engineers specify ‘run-on’ slabs as illustrated in the figure which span over loose fill that is intended to allow the abutments to move. 1. a joint is required to facilitate translational movements. The second implication of longer frame bridges is that the bridge moves relative to the surrounding ground.6(b). 1. if it does leak.35 Composite precast and in-situ concrete frame bridge . 1. at the ends of the run-on slabs. A precast variation of the frame/box culvert bridge has become particularly popular in recent years.Page 23 Fig. 1. Such a joint is remote from the main bridge structure and.35. The run-on slab can rotate relative to the bridge deck but there is no relative translation. Fig. There are a number of variations of this form of construction which are considered further in Chapter 4. Thus. These can be used in combination with in-situ concrete to form a frame bridge as illustrated in Fig. Precast pretensioned concrete beams have a good record of durability and do not suffer from the problems associated with grouted post-tensioning tendons.

it is still popular in some countries for pedestrian bridges over roads. (b) alternative detail with access . it can readily be constructed over inaccessible areas. A more convenient alternative. In older bridges of the type. This detail is particularly problematic as access to inspect or replace the bearings is extremely difficult.37(b). is illustrated in Fig.36. 1. some older bridges were constructed of precast concrete with drop-in spans. 1. as illustrated in Fig. Thus. A typical example is illustrated in Fig. were used. 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.37 Halving joint at end of drop-in span: (a) traditional detail (no access). The joint and bearing detail at the ends of the drop-in span in this form of construction is particularly important. can be placed in position very quickly over a road or railway requiring a minimum closure time. Fig. which provides access. However. The side spans are simply supported with cantilevers to which point loads from the drop-in span are applied at their ends. 1. in particular. 1.37(a).36 Beam bridge with drop-in span Fig.Page 24 1. 1. The drop-in span. two ‘halving joints’.10 Beams/slabs with drop-in span For ease of construction and of analysis.4. This bridge is determinate as the central ‘drop-in’ part is simply supported.

halving joints frequently cause difficulty for a number of reasons: • Even for pedestrian bridges in which de-icing salts are not used. The maximum main span achievable is increasing all the time. which promotes corrosion of the halving joint reinforcement. the cross-sections of cable-stayed bridges are often composite with steel beams and concrete slabs. 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 deck can then be designed as a continuous beam with spring supports. The concept of cable-stayed bridges is simple. It is also generally necessary to carry out a dynamic analysis for bridges of such slenderness. The cables are only required to take tension and they provide support to the deck at frequent intervals. 1. illustrated in Fig. the current limit is of the order of 1000 m. 1.Page 25 Fig. For spans of moderate length. the joints tend to leak. . steel box section decks are used to reduce the bridge self weight.39. 1. • As can be seen in Fig.38 Reinforcement detail in halving joint However. regardless of which alternative is chosen. • There are very high tensile and shear stresses at a point where the structural depth is relatively small.38. 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.11 Cable-stayed bridges Cable-stayed construction.4. 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. for the longest spans. 1.

While the present trend is to provide ever fewer joints and bearings. While this clearly does not apply to bridges without joints or bearings.39 Cable-stayed bridge The economy of the cable-stayed form stems from its ease of construction over inaccessible places. shrinkage and thermal effects while keeping the structure stable. the main cables are in catenary and the deck hangs from them applying a substantially uniform loading. As for balanced cantilever bridges. Further. up to about 2000 m span. 1. 1. For these reasons. In suspension bridges. the bridge must have the capacity to resist some relatively small forces while accommodating movements. Thus. shrinkage and thermal movement are still very real and no one form of construction is the best for all situations.Page 26 Fig.40 Suspension bridge . Horizontal forces are caused by braking and traction of vehicles. 1. 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. wind and accidental impact forces from errant vehicles. It lends itself readily to staged construction with the cables being added as required to support successively placed segments of the deck. 1. the problems of creep. segments are placed successively on alternate sides of the pylon. 1. it is a necessary consideration for those which do. The articulation of a bridge is the scheme for accommodating movements due to creep. Fig.12 Suspension bridges The very longest bridges in the world. it is sometimes difficult to cater for the horizontal forces generated at the ends of the cables. are of the suspension type illustrated in Fig.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.4. cablestayed construction is generally favoured except for the very longest bridges.40.

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

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

44.1 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. If this is not possible. If this occurs. 1. 1. 1. not only is there a risk of deterioration in the central bearing but. even with no skew and typical span lengths.43. 1.6 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. However. Further details of these and others are given by Lee (1994).44 Uplift of bearing due to transverse bending caused by differential thermal effects loading in right bridges if the span lengths are significantly different.6. 1. as it is not taking any load. 1. it is better to provide two bearings only. differential thermal effects can cause transverse bending which can result in uplift as illustrated in Fig. the two outer bearings must be designed to resist all of the load which renders the central bearing redundant.Page 29 Fig. as illustrated in Fig. 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.43 Uplift of bearings due to traffic loading Fig. Only a limited number of the more commonly used types are described here. .

at which time the coefficient returns to the unlubricated value. 1. Sliding bearings today generally consist of a stainless steel plate sliding on a PTFE-coated surface. guides are used such as illustrated in Fig. When translation is to be allowed in one direction only. They can take many forms and are often used in combination with other forms of bearing. 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.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.46. 1. such as illustrated in Fig. Some bearings are lubricated.Page 30 Fig. rotation is facilitated through some other mechanism and plane sliding surfaces are used which allow translation only.45. The elastomer effectively acts as a retained fluid and facilitates some rotation while preventing translation. the sliding surfaces are spherical and allow rotation. They are also used in combination with plane sliding surfaces to provide free sliding .6. 1. However. They are frequently used for motorway bridges of moderate span. In other cases. namely polytetrafluoroethylene (PTFE). Whether or not sliding bearings are lubricated. it is common in such systems for the lubricant to be squeezed out after a number of years. this form is also referred to as the spherical bearing. Thus. pot bearings by themselves are commonly used at the point of fixity. 1.2 Pot bearings Pot bearings. Sliding bearings offer a frictional resistance to movement which is approximately proportional to the vertical force. resulting in a reduced coefficient of friction. In some combinations.

Page 31 Fig. 1. 1. By incorporating guides (Fig. They are considered to be quite durable except in highly corrosive environments and require little maintenance. 1. Elastomeric bearings accommodate rotation by deflecting more on one side than the other (Fig.47 Elastomeric bearing: (a) rotation.g. They are made from rubber and can be in a single layer (for relatively low loading) or in multiple layers separated by metal plates.47(b)). when bearings are provided under each beam in precast construction.45). e. 1. elastomeric bearings can be a very economical alternative to sliding or pot bearings. (b) translation .6.46 Pot bearing bearings. Fig. such a combination can also be used to form a guided sliding bearing. 1. 1.3 Elastomeric bearings When the forces to be resisted are not very high.47(a)) and translation by a shearing deformation (Fig.

particularly in road bridges.7 Joints While bearings in bridges can frequently be eliminated.48 Buried joint (after Lee (1994)) . joints buried beneath road surfacing are possible and. and frequently leak. can result in a minimum maintenance solution. Even in integral construction.7. 1. 1. The material used to span the joint is important. 1. for larger gaps. Joints are notoriously problematic.2 Asphaltic plug joint The asphaltic plug joint is similar to the buried joint in that the gap is protected by road surfacing. 1. 1.Page 32 1.1 Buried joint For movements of less than 10–20 mm. it is difficult to find a suitable material which carries the impact loading due to traffic across the gap while facilitating the necessary movement. However. Fig. as illustrated in Fig. 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.49. allowing saltcontaminated water to wash over the substructures. in this case the road surfacing over the joint consists of a specially formulated flexible bitumen. movements will always occur with the result that joints will always be needed. the movement must be accommodated at the end of the run-on slab.7. However.48. This form has been successfully used for movements of up to 40 mm and is inexpensive to install or replace. A typical arrangement is illustrated in Fig. if designed well.

Fig.Page 33 Fig.50 Nosing joint (after Lee (1994)) . 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.7.50. 1. 1. the nosing joint. illustrated in Fig. is no longer favoured in many countries. 1.3 Nosing joint Very popular in the 1960s and 1970s.49 Asphaltic plug joint (after Lee (1994)) 1. It can accommodate movements of similar magnitude to the asphaltic plug joint but has a reputation for frequent failure and leakage.

51 Continuity of upstand and parapet (photograph courtesy of Roughan and O’Donovan Consulting Engineers.53. Further details on these and longer-span bridge aesthetics can be found in the excellent book on the subject by Leonhardt (1984). there is generally some common ground. 1. The sun tends to shine directly on upstands while the main deck tends to remain in shadow (Fig. 1. The aesthetics of the more common shorter-span bridges are considered in this section. look better than others and attention to this can substantially improve the appearance of the structure. particularly on what constitutes an aesthetically displeasing bridge. 1.8 Bridge aesthetics The art of bridge aesthetics is a subjective one with each designer having his/her own strongly held opinions. 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. Some aspects of aesthetics are common to most bridges. This effect can be useful. 1.Page 34 1. 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. Fig. 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. However. 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. particularly if the designer wishes to draw attention away from an excessively deep main deck.52). Dublin) . Certain bridge proportions in particular.51.

53 Section through upstand 1. the shape of the opening is square (span equals height) and the abutment wing walls are large triangular . The abutment wing walls also play an important role as can be seen in the example of Fig.52 Shading of main deck relative to upstand (photograph courtesy of Roughan and O’Donovan Consulting Engineers.54. the shape of the opening has a significant influence on the aesthetics.Page 35 Fig. In this example. 1. 1. Dublin) Fig.8.1 Single-span beam/slab/frame bridges of constant depth For very short-span bridges or culverts. 1.

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

Typical ratios are illustrated in Fig. 1. (b) deep deck and slender upstand and 10 are illustrated in Fig. while ratios of 10 and 5 are illustrated in Fig. a parapet wall is integral with the upstand making it look deeper than necessary.57. as illustrated in the figure. where people and traffic are close to the structure which is large relative to their size. For a 2×1 rectangular opening with wing walls of similar size. 1. 1.56(b) as it is smaller and is more likely to be viewed from a distance. Leonhardt points out that scale is important as well as proportion.2 Multiple spans The relative span lengths in multi-span bridges have a significant effect on the appearance. This can be convenient as the principal obstruction to be spanned is often in the central part of the bridge. 1. The heavier looking alternative illustrated in Fig. 1. (In this structure. typically by 25–35% as illustrated in Fig.Page 37 Fig.55(b) has ratios of 60 and 10.8. it is common practice in three-span construction to have the centre span greater than the side spans.55 Rectangular opening with small wing walls: (a) slender deck and deep upstand. For rectangular openings with less pronounced wing walls. This is illustrated in Fig. 1.54(d) and (a). a much more slender deck is desirable.55(a) with a span/upstand depth ratio of 40 and a span/main deck depth ratio of 20. The bridge illustrated is probably typical with a main span/upstand depth . 1. an even more slender deck is favoured. 1. When the ground level is lower at the centre.) A structure with similar proportions looks much better in Fig. For aesthetic reasons. which has a good aesthetic effect.56(a). 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.54(c) for upstand and main deck respectively. 1. It can be seen that the upstand appears too thin and/or the deck too deep.

(c) curved haunches . 1. 1.58 Variable depth bridges: (a) straight haunches. 1. (b) small structure remote from the viewer looks better than in(a) Fig. (b) curved alignment achieved using two curves of differing radius.57 Three-span bridge with good proportions Fig.56 The influence of scale on appearance: (a) large structure near the viewer looks heavy.Page 38 Fig.

. 1. they are not as aesthetically pleasing as a curved profile. Varying the depth of bridges allows the depth to be increased at points of maximum moment. 1. Straight haunches are considerably cheaper than curved ones. An open parapet is also used in the bridge of Fig. When alignments are curved. This greatly complicates the detailing but makes for an efficient light structure and tends to look very well.57 to increase the apparent slenderness of the bridge. effectively tying the bridge together.Page 39 ratio of 40 and a span/deck depth ratio of 20.58(a). As for single-span bridges. where the depth is increased at the points of maximum (hogging) moment. However. straight haunches are possible as illustrated in Fig. the upstand is continuous from end to end. illustrated in Figs. both in terms of shuttering and reinforcement details. When a road or rail alignment is straight.58(b) and (c). 1. curved decks are strongly favoured over straight ones.

Imposed traffic loads consist of those forces induced by road or rail vehicles on the bridge. Both the British standard and the AASHTO treatments of temperature are somewhat tedious in that different load ‘combinations’ must be considered.1. which . However. horizontal loading due to braking/traction and centrifugal effects in curved bridges must also be considered. Thermal changes can have significant effects. namely. Dead and superimposed dead loads consist of permanent gravity forces due to structural elements and other permanent items such as parapets and road surfacing. effects such as differential settlement of supports frequently need to be considered by bridge designers while generally being ignored by designers of building structures.1 Introduction For bridges. the gravity loading due to pedestrians/cyclists can be significant. Another source of loading is earth pressure on substructures. Other types of loading which may occur but which are not considered here are the effects of shrinkage and creep.Page 40 Chapter 2 Bridge loading 2. These and other more common forms of bridge loading are considered in this chapter. Three codes of practice are referred to in this chapter. exceptional loads (such as snow) and construction loads. it is often necessary to consider phenomena which would normally be ignored in buildings. the AASHTO standard specifies one combination which includes the effects of temperature. the British Department of Transport standard BD37/88 (1988). An alternative. the draft Eurocode EC1 (1995) and the American standard AASHTO (1995). For example. This is considered in Chapter 4 in the context of integral bridges. particularly in frame and arch bridges. The predominant effect is the vertical gravity loading including the effect of impact. 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. For example. Where footpaths or cycle tracks have been provided. wind and imposed traffic loading.

it is recommended that a combined model of the bridge structure and the supporting soil be used to determine the stresses induced by settlement.6 – 2. in AASHTO and in the draft Eurocode. Wind 10. vehicles and the bridge itself Effect of prestress on indeterminate bridges Section 2. Differential settlement of supports can induce significant bending in continuous beam or slab bridges. 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. Dynamic effects 9. i.4 – 2. Vibration is generally only significant in particularly slender bridges. No geotechnical guidance is given in either BD37/88 or AASHTO on how bridges should be analysed to determine the effect of this phenomenon. The draft Eurocode on Geotechnical Design. this usually only includes pedestrian bridges and long-span road and rail bridges. The load specified in the UK has increased dramatically in recent years. Impact 8. where the natural frequency of the bridge is at a level which can be excited by traffic or wind. as will be demonstrated in Chapter 3. Superimposed dead 3. In pedestrian bridges. The loading due to impact from collisions with errant vehicles can be quite significant for some bridge elements.5 2. Imposed traffic 4. Similarly high levels of impact loading are in use in many European national standards. Dead 2. it should be ensured that the natural frequency of the bridge is not close to that of walking or jogging pedestrians.e.Page 41 Table 2. In practice. recommends that the process of soil/structure interaction be taken into consideration for accurate analysis of problems of this type.2 2. For example. EC7 (1994). The calculation is complicated by the use of different factors of safety and the specification of different design limits for the different combinations. Pedestrian and cycle track 5.3 – 2. excludes some thermal and wind effects but includes a higher traffic loading. 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 EC1.1 Summary of bridge loads Load type 1. 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. Differential settlement 7. . Thermal 6.2 2.7 must also be considered.

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

Bridge codes commonly specify a basic intensity for pedestrian loading (e. Most codes allow a reduction for long footpaths. is known as the ‘remaining area’.3. Bridge traffic loading is often governed by trucks whose weights are substantially in excess of the legal maximum. The AASHTO code also specifies notional lanes of fixed width. 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.3 Imposed traffic loading Bridge traffic can be vehicular. Vehicular and rail traffic are considered in subsections below. 2. In the Eurocode. a truck of specified dimensions and axle weights must be considered. BD37/88 and the draft Eurocode specify two types of traffic loading. In the first place. 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. In general. Normal traffic loading or Highway A (HA) represents an extreme . there has been a scarcity of good unbiased data on road traffic loading until recent years. There are two problems with this as a means of collecting statistics on truck weights. ‘normal’ and ‘abnormal’. 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. Alternatively.1 Imposed loading due to road traffic While some truck-weighing campaigns have been carried out in the past. each 3 m wide. While pedestrian/cycle traffic loading on bridges is not difficult to calculate. sampling was carried out by taking trucks from the traffic stream and weighing them statically on weighbridges.Page 43 2. a reduced intensity is allowed by some codes to reflect the reduced probability of both traffic and pedestrian loading reaching extreme values simultaneously. 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. 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. In the past. its importance should not be underestimated. rail or pedestrian/cycle or indeed any combination of these. When a structural element supports both pedestrian and traffic loading. Bridge traffic loading is applied to notional lanes which are independent of the actual lanes delineated on the road. The AASHTO code specifies a traffic lane loading which consists of a knife-edge load plus a uniformly distributed lane loading.g. after removing these lanes. the quantity of data collected is relatively small but. the road width is divided into a number of notional lanes. the imposed traffic loading specified by AASHTO is considerably less onerous than that specified by both BD37/88 and the Eurocode. 5 kN/m 2 in the draft Eurocode and the British standard and 4 kN/m 2 in the American code). more importantly. The outstanding road width between kerbs.

the standard combination is a load intensity of 9 kN/m2 in Lane No. 400 kN and 200 kN for Lanes 1. Eurocode normal loading consists of uniform loading and a tandem of four wheels in each lane as illustrated in Fig.2. (b) British standard HA loading . Different countries have different classes of abnormal vehicle for which bridges must be designed. 19. 2. In the British standard. On the other hand. Combinations of normal traffic and an abnormal vehicle must be considered in bridge design. 2.6. While there are exceptions. It is scaled in gross ‘units’ of 40 kN so that a minor road bridge can be designed. This could be a traffic jam involving a convoy of very heavy trucks as would tend to govern for a long bridge.6 m. 2.1 ‘Normal’ road traffic loading: (a) Eurocode normal loading. for example. there can be a considerable dynamic component of truck loading which is deemed to be included in the specified normal load. The possibility of abnormal or Highway B (HB) loading must also be considered in British and Eurocode designs.6. 24.5 kN/m 2 elsewhere. Illustrated in Fig. to take 25 units (a 1000 kN vehicle) while a highway bridge can be designed for 45 units (a 1800 kN vehicle). a number of possibilities must be considered.Page 44 combination of overloaded trucks of normal dimensions. ‘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.6. 2 and 3. there is uniform loading in the remaining area. In BD37/88. or 29. For bridges with many notional lanes. While there are a number of factors which can vary between road classes and between countries. 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. the vehicle is known as the Highway B or HB vehicle.6. This consists of an exceptionally heavy vehicle of the type which is only allowed to travel under licence from the road/bridge authority. only one abnormal vehicle is specified but it may have a length of 9.1(b). 2. 1 and 2. the abnormal load in BD37/88 is Fig. 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.1(a). 14. it could be a chance occurrence of two overloaded moving trucks near the centre of a short bridge at the same time. Particularly on roads with rough surfaces. respectively. 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. In addition. The four wheels of the tandems together weigh 600 kN.

is specified in the British standard.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. In BD37/88. However. known as Railway Upper (RU). the normal load model. In addition. There are two disadvantages to the use of track slabs.3. However. is similar in format. When used. 2. However. This follows from the fact that the train can generally be assumed to remain on the tracks.Page 45 Fig. the Eurocode provides for an alternative abnormal load model. less stringent models have been used for the design of bridges on some light rail networks. If this is done using automatic . A standard light rail load model.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. 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.2 British standard abnormal (HB) vehicle consisting of 16 wheel loads of F=2. On passenger transit ‘light rail’ systems. less onerous load models can be applied. This factor is a function of the permissible train speed and of the natural frequency of the bridge. 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. bridges throughout a rail network are generally designed for the same normal load model. an additional vertical dynamic load is induced by the change from the relatively ‘soft’ ballast support to the relatively hard track slab. This effect can be minimised by incorporating transition zones at the ends of the bridge with ballast of reducing depth. The standard Eurocode normal load model consists of four vertical point loads at 1. Railway Lower (RL). there are some aspects of traffic loading that are specific to railway bridges which must be considered. tracks can be laid on a concrete ‘track slab’ or the bridge can be designed to carry ballast and the track laid on this. On bridges. Railway tracks on grade are generally laid on ballast. Normal load is placed throughout the remainder of the lane and in the other lanes.6 m intervals of magnitude 250 kN each and uniform loading of intensity 80 kN/m both before and after them. 2. The other disadvantage to the use of track slabs depends on the method used to maintain and replace ballast.

it tends to bend. bending moment and shear. 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. Completion of the structural form could be the process of setting the bearings or the making of a frame bridge integral. beam and slab. If the top of a beam heats up relative to the bottom. The first is a uniform temperature change which results in an axial expansion or contraction. The British Standard and the draft Eurocode specify no baseline. etc. Another aspect of loading specific to railway bridges is the rocking effect. high early temperatures can result from the hydration of cement. 2. Different figures are specified for 12 ‘cold’ climates.Page 46 equipment. if it is restrained from doing so. 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. 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. In concrete bridges.e. The American approach is much simpler. it is statistically much less likely. In ‘moderate’ climates. . i. 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. While it is possible in road bridges for all vehicles to brake at once. It is important in bridge construction to establish a baseline for the calculation of uniform temperature effects. such as in an arch or a frame bridge. 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. the temperature of the bridge at the time of construction. 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. Longitudinal horizontal loading in bridges can affect the design of bearings and can generate bending moment in substructures and throughout frame bridges. This can generate torsion in the bridge. 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. The second effect is that due to differential changes in temperature. If restrained. The AASHTO code specifies a baseline temperature equal to the mean ambient in the day preceding completion of the bridge.4 Thermal loading There are two thermal effects which can induce stresses in bridges. this can generate significant axial force. 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.). bending moment and shear force are generated. Unlike in-situ concrete bridges. 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. those made from precast concrete or steel will have temperatures closer to ambient during construction.

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

2. this beam is supported on a sliding bearing at one end and is therefore free to expand.3 Beam subject to differential temperature change Fig.4 Components of imposed stress distribution: (a) total distribution.4(b).81/35000=23×10− . 2. However. The equivalent bending moment is found by taking moments about the centroid (positive sag): The corresponding extreme fibre stresses are: . (b) axial component. there is in fact no axial stress but a strain of magnitude 6 0.Page 48 Fig. (c) bending component. Thus. (d) residual stress distribution This corresponds to a uniform axial stress of 579600/(600× 1200)=0.81 N/mm2 as illustrated in Fig. 2.

a strain distribution is generated which varies linearly in the range 6 ±1. 2.4(d).15)= E Force 1. The coefficient of thermal expansion is α the modulus of elasticity is E. and Fig. illustrated in Fig.5 Beam and slab bridge subject to differential temperature: (a) cross-section.100α E Total force= 3.Page 49 as illustrated in Fig.2: Differential temperature II For the beam and slab bridge illustrated in Fig. it is free to rotate and there is in fact no such stress.5(b). Instead.11/35 000=±32×10− . 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.4(c). 2.080α E 1. Example 2. (b) imposed distribution of temperature Table 2.890α E 0. the equivalent axial force.4(a). As the beam is simply supported. It is found simply by subtracting Figs.150α E 0. 2.4(b) and (c) from 2.5(a). bending moment and residual stresses are required due to the differential temperature increases shown in Fig.4×0.220α E .2 Calculation of force Block a b c d Details 3α (2. 2. 2. 2.

718α corresponds to E stresses (positive tension) of: Table 2.2. The total tensile force per half is then found by summing the products of stress and area for each block as shown in Table 2.22α E E/0. 0. The bridge is split into two halves. area and distance from the centroid as outlined in Table 2. The total moment of − 0. each of area. (b) corresponding imposed stress distribution By summing moments of area.062α E Total moment= − 0.60α E.6 and divided into rectangular and triangular blocks. 2.Page 50 Fig.70 m and second moment of area.506α E − 0.3 Calculation of moment Block a b c d Details Moment − 0.718α E .22α corresponds to an axial tension of 3.70= 4.012α E 0.3 (positive sag). 2. below the 2 top fibre.6 Division of section into blocks: (a) cross-section.064 86 m 4. Similarly moment is calculated as the sum of products of stress. The temperature distribution is converted into a stress distribution in Fig. 0. The total force of 3. the centroid of the bridge is found to be.262α E − 0.

the collision of a vehicle with a bridge is highly non-linear.Page 51 Fig.7(a).5 Impact loading Most bridge analysis is based on static linear elastic principles. The simple case illustrated in Fig. collides with a spring of stiffness. 2. codes of practice often greatly simplify the procedure by specifying equivalent static forces. this is converted into strain energy in the spring.8 is considered first. (b) axial component. 2. 2. travelling at a velocity. The residual distribution is found by subtracting the distributions of Figs. bending and residual components: (a) total distribution. (c) bending component. 2. Peq . K. v. This section considers the basis on which these forces are derived. (2. 2. 2. To overcome the resulting complications. A static force.7.7(b) and (c) from the applied distribution of Fig. Δ generates a strain energy of: .8 Impact of undeformable sphere with spring .2) Fig.1) On impact. 2. However. (d) residual stress distribution Hence the applied stress distribution can be resolved as illustrated in Fig. which causes a deflection. m. An undeformable sphere of mass.7 Resolution of stress distribution into axial. The kinetic energy of the sphere is: (2.

because only the top of the vehicle is likely to impact on the bridge. Further. a substantial reduction factor applies. 2. the simply supported beam bridge of Fig. This is frequently done by ‘lumping’ the distributed mass of a bridge at a finite number of nodes.6) While this is a very simple case. On bridge piers.5) Substituting for E k in this equation gives the equivalent force in terms of mass and velocity: (2. the draft Eurocode specifies that the impact force due to a truck be applied at a specified height above the road surface. For these reasons. there is a possibility that trucks passing underneath will collide with the bridge deck. E k. Similar equivalent static loadings are specified in the AASHTO standard and in BD37/88. 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. It follows from these assumptions that a vehicle with kinetic energy.3) gives an alternative expression for P eq: (2. The mechanics of a collision between a vehicle and a structure are quite complex. it can be used as a basis for determining equivalent static forces.5) on the outer surface of a structural element. K.4) Substituting for Δin equation (2.3) For a spring of stiffness. will generate the equivalent force given by equation (2. It is not necessary. a force P eq generates a deflection: (2. the situation is simplified by treating the vehicle as undeformable and the structural element as a spring. On bridges over road carriageways. a small difference in the impact location or the impact angle can result in a substantial change in the effect. Such a possibility can be investigated by means of a dynamic analysis. For example. to consider collision of trains with bridge decks overhead. In dynamics. However. An impact force is also specified for a derailed train colliding with a pier.9(a) could be represented by the lumped mass .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. 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.Page 52 Hence the equivalent static force is: (2. 2. in the draft Eurocode.

(b) typical second mode shape . Even when the frequencies are not close. say. Common forms of excitation are truck vibration.9 Idealisation of beam for dynamic analysis: (a) original beam. a suddenly applied load generates significantly more stress than a statically applied one. 2. by wind. 2.10. as would often be the case for a road bridge excited by traffic. However. If the excitation frequency is close to one of the natural frequencies of the bridge. Dynamic amplification can be defined as the ratio of the actual stress to that due to the corresponding static load. 2. it may vibrate at one of these frequencies. 2.Page 53 model of Fig. If it can be shown that the natural frequencies of the bridge are not close to the frequency of all expected sources of excitation. In the simplest form of dynamic analysis. All structures have a number of natural frequencies at which they tend to vibrate. (b) lumped mass model Fig. and jogging or walking pedestrians. the interaction of the Fig. The shape of the structure during such vibration is known as the mode shape. as illustrated in Fig.10 Mode shapes of simply supported beam: (a) typical first mode shape. wind. In such an analysis. If the bridge of Fig. 2. the equivalent static loads specified in codes of practice take account of this phenomenon and incorporate a ‘dynamic amplification’ factor.9(b). the source of excitation of the bridge is not considered and only the natural frequencies and mode shapes are determined. there may be no need for further dynamic analysis.9 is excited. further analysis is required to determine the dynamic amplification in what is known as a ‘forced vibration’ analysis.

the applied loading is a truck or trucks of considerable mass. In such cases. Examples of analysis using equivalent prestress loads are given in Chapter 3. as the ≈ forces are eccentric to the centroid at the ends. this can be approximated as: . 2. the trucks are moving so the location of their masses are changing with time. there are concentrated . Whether the bridge consists of beams or a slab.5. vibrating on their own tyres and suspensions. Such a method is only necessary in the case of indeterminate bridges.7. Finally. the concept of linear transformation is also introduced. 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). design for the impact of vehicles colliding with bridges was discussed. For example. equilibrium of vertical forces gives an upward force at B of: As the angle. For a qualitative understanding of the effects of prestress. prestress can be handled using the method of equivalent loads. the draft Eurocode specifies an equivalent static force. methods will be given for the calculation of their magnitudes. Like temperature. for the externally prestressed bridge illustrated in Fig. it is often convenient to treat it as a loading for analysis purposes. The combined effect of a number of tendons can then be found by simply combining the loadings. Such a loading can readily be specified in a computer model and the maximum distribution of stress determined.Page 54 applied loading and the bridge is taken into account. θis generally small. For such cases. it is often necessary to analyse to determine the degree to which prestressing of one member affects others. Furthermore. In this section. (2. As an alternative.1 Equivalent loads and linear transformation The equivalent loading due to prestress can generally be found by simple equilibrium of forces. equivalent loadings can be found for individual tendons. the code allows for the carrying out of a dynamic analysis. 2. 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. In Section 2. even for simply supported slab or beam-and-slab bridges. However. In the case of road traffic.7) It also follows from the small angle that the horizontal force is P cosθ P. 2.11(a).7 Prestress loading While prestress is not in fact a loading as much as a means of resisting load.

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

there is an upward vertical component of the prestress force of: (2. .12(a). 2. The intensity of uniform loading on this segment is: (2.13 is prestressed using a single parabolic tendon set out according to the equation: (2.8) As the angles are small: (2. Example 2.11) The equivalent loads on the segment are illustrated in Fig. It is required to determine the equivalent loading due to prestress. Similarly the vertical component of force at 2 is: (2. At point 1.10) where F 2 is downwards when the slope is positive.Page 56 of such a profile is illustrated in Fig. 2.12(b).3: Parabolic profile The beam illustrated in Fig. This force is upwards when the slope is positive.9) where x1 is the X coordinate at point 1. 2.12) where s is referred to as the sag in the tendon over length l as indicated in the figure.

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

3 illustrates the fact that the intensity of equivalent uniform loading due to a parabolic tendon profile is independent of the end eccentricities. the equivalent uniform loading due to prestress is a function only of the sag and is.4: Qualitative profile design A prestressed concrete slab bridge is to be reinforced with 10 post-tensioned tendons. This increase in tendon eccentricity. stress at the top fibre can be increased by moving the prestressing tendon upwards to increase the eccentricity locally. 2. In the structure of Fig. this force is downwards when positive. 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. 2. The preliminary profile for the tendons.14(b). which increases the compressive stress at the top fibre. results in insufficient compressive stress in the top fibres of the bridge at B.14) This too is illustrated in the figure. the equivalent point loads are as illustrated in Fig. 2. The intensity of uniform loading is given by equation (2.14(a). As these forces are at or near supports. unaffected by eccentricity at the ends of the span. illustrated in Fig. Example 2. 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.14. the response of a structure to such changes is not so readily predictable. s.13(b). does little to increase the compressive stress at the top fibre at that point. they do not significantly affect the distribution of bending moment induced by prestress. . 2. A more appropriate revision is illustrated in Fig. This has the effect of increasing the tendon sag which increases the intensity of equivalent uniform loading. e A and eB while keeping the sag. However. Hence. e. Pe.13): (2.13(a) can be adjusted by changing the end eccentricities. in an indeterminate structure.11) where the second derivative is found by differentiating equation (2. in fact. It is required to determine an amendment to the profile to increase the stress at this point without increasing the prestress force. the change only results in adjustments to the equivalent point loads at A and B and to the equivalent loading near B. 2. as illustrated in Fig. This is because the eccentricity at B has been increased without increasing the tendon sag in the spans. A profile such as that illustrated in Fig. This phenomenon is particularly useful for understanding the effect of prestressing in continuous beams with profiles that vary parabolically in each span.14(c) where the profile is lowered in AB and BC while maintaining its position at the support points. unchanged. increasing the eccentricity locally at B without changing the sags.Page 58 As B is on the right-hand side. increases the (sagging) moment due to prestress. In a determinate structure. As was seen above.14). Thus. 2. Example 2.

15(a). This can be seen in the following example. It is required to determine the equivalent loading due to prestress assuming that the prestress force is constant throughout the length of the bridge. 2.Page 59 Fig. The intensities of loading are found from equation (2.11). Example 2. For the first parabola: .14 Adjustment of tendon profile: (a) original profile.5: Tendon with constant prestress force A three-span bridge is post-tensioned using a five-parabola symmetrical profile. (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. (b) raising of profile at B by linear transformation. half of which is illustrated in Fig. 2.

2. This is illustrated in Fig. This is necessary to ensure that the tendon does not generate concentrated forces at these points. 2.2 Prestress losses In practical post-tensioned construction.Page 60 Fig. 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.15 Tendon profile for Example 2. (b) equivalent loading due to prestress Similarly. Verifying that these forces are in equilibrium can be a useful check on the computations. Note that in selecting the profile.15(b). prestress forces are not constant through the length of bridges because of friction losses. 2. it has been ensured that the parabolas are tangent to one another at the points where they meet. 2. from which the force is found to be: All of the equivalent loads due to prestress are illustrated in Fig.7.16(a) .5: (a) partial elevation showing segments of parabola. Differentiating the equation for the parabola gives the slope.

the difference between prestress forces at adjacent points is generally not very large. A useful method of checking the equivalent loads is to apply them in the analysis of a determinate beam. The resulting loading is illustrated in Fig. 2. Therefore. Example 2. (b) equivalent loading (Pav=(P1+P2 )/2) where the forces at points 1 and 2 are different.16 Equivalent loading due to varying prestress force: (a) segment of beam and tendon. 2. 2. the moment due to the equivalent loading should be equal to the product of prestress force and eccentricity at all points. However.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 is required to determine the equivalent loading due to prestress taking account of the loss of force.17.11). The eccentricities given in this figure have been calculated from the equations for each parabola given in Example 2.5. The bridge is post-tensioned from both ends with the result that the prestressing forces vary symmetrically about the centre. The use of equivalent loads which do not satisfy equilibrium can result in significant errors in the calculated distribution of prestress moment.9)–(2.6: Tendon with varying prestress force The post-tensioning tendon of Example 2.Page 61 Fig. In such a case.6 that this equivalent loading satisfies equilibrium of forces and moments. It will be seen in Example 2.5 is subject to friction losses which result in the prestress forces presented in Fig.

2.Page 62 Fig.16(b). the equation for the parabola is: At A. 2. point loads must be applied at the end of each segment in accordance with Fig.5 but using average prestress forces. x=0.17 Tendon profile showing varying prestress force (in kN) and eccentricity (in m) With reference to Example 2. In segment AB. the equivalent intensities of uniform loading are: In addition.1322 and the upward force is: . the slope is − 0.

19(a). In nonprismatic bridge decks. . the location of this centroid varies along the length of the bridge.7. A segment of beam with a curved centroid is illustrated in Fig. the prestress forces are resolved parallel and perpendicular to the centroid and the eccentricity is measured in a direction perpendicular to it. 2. In such a beam.18(b). 2. This clearly affects the eccentricity and hence the moment due to prestress. 2. 2.18(a). 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 forces and moments at the ends of each segment are summed and the result is illustrated in Fig.Page 63 Fig.18 Equivalent loading due to prestress: (a) loading on each segment. together with the other equivalent uniform loads. 2. It can be verified that the forces and moments on each segment are in equilibrium. in Fig.3 Non-prismatic bridges The eccentricity of a prestressing tendon is measured relative to the section centroid. The resulting equivalent loading is illustrated in Fig.19(b) where s is distance along the centroid. (b) total the minus sign indicating that the force is actually downwards. 2. At B.

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).3.9: Equivalent loading due to change in geometry The beam illustrated in Fig. i.Page 64 Fig. (b) equivalent loading Example 2.12).20 has a non-prismatic section. The definition of the parabola is independent of the section geometry.19 Equivalent loading due to variation in location of centroid: (a)segment of beam and tendon. 2. It is required to determine the equivalent loading due to prestress. it is defined by an equation of the same form as equation (2. It is prestressed with a tendon following a single parabolic profile from A to C. The beam is divided into just two segments. With reference to Example 2.: . the centroid changes depth linearly between A and B and between B and C. In addition. AB and BC. 2.e.

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

2. . where P is the jacking force. 2. The forces are combined in Fig.91P respectively. 2.97P and 0. The resulting equivalent loading due to prestress is illustrated for each segment in Fig.21(b).21(a). (b) total Differentiating again gives.Page 66 Fig.21 Equivalent loading: (a) loading on each segment. for both segments: The average values for prestress force in segments AB and BC are 0.

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

The fixities are numbered and the direction of each is defined. This fixed structure is equivalent to: The resulting bending moment diagram (BMD) is found (with reference to Appendix A): .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.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 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. Appendix A gives the BMDs for members with a range of end conditions.

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: .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. i.2EI/l. These BMDs are then normalised to give a unit value at each point of moment discontinuity.25l)=6. Appendix B gives the BMDs for a wide range of such displacements. The total discontinuity at B is 3EI/l+4EI/(1. Dividing the BMD by this gives the normalised version. boxed below.

the correction of the discontinuity at C had the effect of reintroducing a discontinuity at B.Page 70 General Step 3: In the fixed BMD (Step 1). Similarly. must be repeated until no discontinuity remains. This is performed simply by adding or subtracting the normalised bending moment diagrams. to get an exact answer. the first iteration has resulted in a BMD which is sufficiently accurate for most practical purposes. This discontinuity is removed by adding the normalised BMD corresponding to rotation at B (2).125)wl2=0. 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.006wl2 (the BMD is subtracted. often characterised by discontinuities in the BMD. This is the final solution. . the process of adding normalised BMDs.131–0. as adding it would increase the discontinuity). The resulting BMD is: The discontinuity at C is now (0.006wl 2. For this particular example. factored by 1.005wl2 . there is generally a lack of equilibrium of bending moment at the fixing points. such discontinuities are successively removed by applying ‘rotations’. factored by 0.125wl 2 is less than that just right of B (0. The correction of the discontinuity at B had the effect of increasing the discontinuity at C. In this step. factored by the discontinuities. This is removed by subtracting the normalised BMD corresponding to rotation at C (3). Example The moment just left of B in the fixed BMD (1) of 0.005wl 2. Hence.130wl 2) by 0. scaled in each case by the appropriate discontinuity.

1(d). The resulting BMD is illustrated in Fig. The resulting BMD (from ) is illustrated in Fig.1(a). scaled by 0.1(c) and the normalised version. The beam is fixed simultaneously at B and C as illustrated in Fig. (b) unit rotation simultaneously at B and C. no iteration is required for this example and the BMD of Fig. as illustrated in Fig. The arrows indicate the directions of positive rotation for Step 2. As there are no further discontinuities. 3. Fig.005wl 2. 3. two equal and opposite rotations must be applied simultaneously at B and C. 3. in fact.1(b).2 is.1: Continuous beam using symmetry Concepts of symmetry can be used to great effect when analysing by moment distribution. As will be demonstrated in this example. this time using symmetry.1(d) (boxed). in Step 2. 3.Page 71 Example 3. as before.2. (c) BMD due to unit rotation. it is possible to isolate members from each other by the simultaneous application of a pair or pairs of equal and opposite fixities.1 is analysed again. The discontinuities at B and C in the fixed BMD are. Step 3 consists of removing these two discontinuities (simultaneously) by adding the BMD of Fig. 3. is illustrated in Fig.005wl2. 0. exact. The fixed bending moment diagram (BMD) (Step 1) is unaffected by the symmetric system of fixities but. Hence. which gives a unit discontinuity of moment at B and C. 3. 3. 3. (d) normalised BMD . The beam of Table 3.1 Moment distribution using symmetry: (a) symmetrical system of fixities.

Page 72 Fig.4(b). 3. 3. 3. The fixed BMD is. factored by that amount.4(d). Step 1: The members are isolated by applying fixities at A.4(f).4(Pl/8). factored by Pl/8. C.4(a). The normalised BMD due to rotation at C and D is found similarly and is as illustrated in Fig. which gives the BMD of Fig. 3. and D as illustrated in Fig. this becomes the BMD of Fig.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. 3.2 Final BMD for three-span beam Example 3. 3. 3.3. Symmetry is exploited by simultaneously fixing A and B and simultaneously fixing C and D as shown.5(b). The discontinuity now present at C and D is 0.4(f). 3. For simplicity. 3.4(e).5(a). This is corrected by adding the BMD of Fig.4(c)) results in the BMD illustrated in Fig. as illustrated in Fig. Step 3: The discontinuity at A and B in the fixed BMD (Fig. this culvert is assumed to be supported at two discrete points under the walls and to have constant flexural rigidity throughout. This is corrected by applying the BMD of Fig.3 Box culvert example . Step 2: Applying unit rotation simultaneously at A and B (Fig. B. from . 3. When normalised. Fig. The resulting BMD is illustrated in Fig. 3. 3.4(b)) is Pl/8.4(e). 3. 3.

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

This box culvert of Example 3. 3.6 Finite-element model of box culvert and surrounding soil: (a) finite-element mesh. 3.064(Pl/8). 3.5(d) is deemed to be the final solution.4(f).6(b). 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. factored by 0. Adding the BMD of Fig. is added to give the BMD of Fig.4(e).2 was assumed to be supported at two discrete points.5(d). Earth pressure on a structure of this type generates an additional distribution of moment. gives the BMD of Fig. the BMD of Fig.5(c).6(a) and the resulting BMD in Fig. factored by this amount. A more realistic finite-element (FE) model taking account of these effects and assuming typical soil properties is illustrated in Fig.825(Pl/8)) is found with a corresponding reduced sagging moment. 3. The interaction of bridges with the surrounding soil is considered further in Chapter 4. 3. 3. A more typical situation would be that of continuous support from granular material throughout the length of the base and side walls. 3.Page 74 Step 4: The correction at C and D has reintroduced a discontinuity at A and B of 0. Finally. 3.16(Pl/8). A higher hogging moment (0. (b) resulting BMD . Fig.

Thus. By coincidence. EI.8. 3. Example 3. 3. 3. If the deformation is not uniform. the fixed BMD is as illustrated in Fig. However. When normalised.7 Three-span beam example: (a) geometry. The resulting BMD is required given that the beam has uniform flexural rigidity. the beam is fixed as illustrated in Fig. Similarly.9(a) results in the BMD illustrated in Fig. frequently adopted by bridge engineers. To accurately analyse for this effect.7 is subjected to a settlement at B of Δrelative to the other supports. 3. as the effect is often not very significant.9(c). an alternative approach. The . this becomes the BMD of Fig. 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. Clearly soil deforms under the vertical forces applied through bridge piers and abutments. a rotation at C results in the normalised BMD of Fig.Page 75 3. the discontinuity at C is of the /l same magnitude.3: Differential settlement by moment distribution The continuous beam illustrated in Fig. the structure and the surrounding soil may be represented using non-linear computer models. (b) imposed support settlement . many structural engineers treat the soil as a spring or a series of springs in the numerical model. The system of fixities cannot be symmetrical as the ‘loading’ is not symmetrical.9(d).8(a). Fig. 3.5EI∆ 2. following example serves to demonstrate the effect of a differential settlement on a continuous beam bridge. distributions of bending moment and shear are induced in the deck. 3.3 Differential settlement of supports There is considerable research and development activity currently taking place in the field of soil/structure interaction. is to assume that a foundation support settles by a specified amount. Step 1: Referring to (4th and 5th BMDs). Hence. Step 2: Applying a unit rotation as illustrated in Fig. 3. Δ relative to the others and to determine the effects of this on the structure. The discontinuity of moment at B is 1.9(b). 3.

(c) normalised version of BMD associated with rotation at B. 3. 3.9 Effect of rotations at points of fixity: (a) unit rotation at B.Page 76 Fig. (b) BMD associated with unit rotation at B. (d) normalised BMD associated with rotation at C . (b) fixed BMD Fig.8 First step in analysis of three-span beam: (a) system of fixities.

/l factored by this amount. 3. gives the BMD of Fig.9(d) factored by this amount to give the BMD of Fig. 3. It is interesting to note two additional things about the final BMD illustrated in Fig.10(c).Page 77 Fig.5 EI∆ 2.8(b) is 1. 3. 3.10 BMD after successive corrections: (a) after correction at1. (c) after second corrections at1 and 2 Step 3: The discontinuity at B in Fig. which are typical of differential settlement: 1. This correction at B has the effect of increasing the discontinuity at C to 1. The moment at the support which settles is proportional to the second moment of area. 3. This is important as supports in continuous beams are generally subjected to hogging moment and are often not designed to resist significant sag. divided by the square of the span length.10(b). Step 4: One further iteration gives the BMD of Fig. 3. As the second moment of area is proportional to the cube of . Differential settlement has the effect of generating sagging moment at the support which settles.10(c) which is deemed to be of sufficient accuracy.9(c). It is usual to size a bridge by selecting a depth which is proportional to span length (i. 3.8 EI∆ 2. depth=l/k for some constant. (b) after correction at 2. k). l.10(a). This is corrected by adding the BMD of Fig. I.e. /l 3. Adding the BMD of Fig.

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

30). 3. 3.13 First step in analysis of frame: (a) fixing system. Fig.4: Restrained axial expansion by moment distribution For the bridge illustrated in Fig. (b) deformed shape after expansion of deck Fig. Example 3. it is required to find the bending moment. shear force and axial force diagrams due to an increase in deck temperature of Δ T.12 Frame subjected to axial change in temperature: (a) original geometry. 1. 3.12(a). This happens for example in arch bridges where contraction is accommodated through bending in the arch (Fig.Page 79 The most common case requiring analysis is the one in between the two extreme cases described above. where a beam is partially restrained. (b) fixed axial force diagram . It also happens in frame bridges where the piers offer some resistance to expansion or contraction of the deck.

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

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. (d) bending moment diagram . is illustrated in Fig. such a fixity is not necessary to isolate the members in this case. 3.14(a). Hence the axial force diagram is as (∆ (∆ illustrated in Fig. However.14(d).13(a). (b) axial force diagram. In addition. 3. the stress in AB is α T)E.) There is no bending moment or shear force in the fixed structure. The lack of force equilibrium in this diagram corresponds to the moment discontinuity in the BMDs of the usual moment distribution problems.14(b) and (c). 3. The (∆ is corresponding force is α T)E(area)=6000α T)EI/h2.15 Results of analysis: (a) free body diagram with restored equilibrium at B. The required external force at B can be seen in the free-body diagram of Fig. 3. 3. 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. (While a rotational fixity at this point is also possible. Fig. corresponding to unit discontinuity of force at B. 3. 3.13(b). where α the coefficient of thermal expansion and E is the elastic modulus. 3.14(e). (c) shear force diagram. 4th case) of 3EI/h3 giving a total required force at B of 1503EI/h3.14(d). The normalised version of Fig. The associated axial force and shear force diagrams are illustrated in Figs. a force is required to bend BD (.

As the shear force across the pin at B is 12α T)EI/h2. Fig. 3.998×6000α T)EI/h 2 and a shear (∆ (∆ force in BC of 0. (∆ There are some points of interest about axial temperature effects apparent from this simple example. However.15(b) and (c). 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.002×6000α T)EI/h2 to Fig. The sustained stresses generated by the subsequent contraction of the concrete as it cools can be relieved substantially by creep. by adding an axial tension in AB of 0. It is also of interest to note that.Page 82 Step 3: There is a lack of force equilibrium in the fixed structure at B (Fig.15(a).e. 3. As a result. The resulting distribution of bending 6 moment is required given that the coefficient of thermal expansion is 12×10− . 3.5 . thermal contraction or expansion induces bending moment as well as axial force and shear.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. The final axial force and shear force diagrams are illustrated in Figs.13(b). 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. Example 3.14(e) factored by 6000α T)EI/h2.16 is integral having no internal bearings or joints.5: Thermal contraction in frame bridge by moment distribution The frame structure illustrated in Fig. The result is illustrated in Fig. in-situ concrete bridges generate significant quantities of heat while setting and consequently have their initial set when the concrete is warm. the moments and forces due to changes in temperature are proportional to the elastic modulus. This means that such stresses. if sustained in a concrete structure. Substantial temperature changes occur on a short-term basis during which the effects of creep do not have a significant ameliorating effect.16 Integral frame of Example 3. this is the final free body diagram. 3.15(d). 3. 3. Most noteworthy is the effect of the relative values of deck area and pier second moment of area. 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. This situation is corrected at B by subtracting the forces illustrated in Fig. (∆ As there is no further force discontinuity. i. may be relieved by the effect of creep. as for differential settlement. Hence the rise in temperature results in a lot of strain and in very little stress in the deck. 3. The relative 2 flexural rigidities are given on the figure and the area of the deck is 500I0/l .

the fixities at A and C are taken to be equal and opposite as illustrated. 3. As the rotation is applied while fixing against translation.17(a). (c) free body diagrams showing shear and axial forces in fixed frame Step 1: Due to symmetry.18(a) and generates the BMD illustrated in Fig. two fixities are needed at each. 3.2EI0 /l. there is a shear force just below A and C which is unmatched by an axial force in AB or BC. no axial forces are generated in the members. Hence. 3. as points A and C will tend to rotate as well as translate. Applying a unit translation in Direction 2 (while preventing rotation) requires the moments and forces illustrated in Fig.12EI 0/l . is as illustrated in Fig. 3. Step 2: Applying a unit rotation in Direction 1 (Fig. when divided by 7. No distribution of bending moment is present in the fixed structure but the axial force diagram is as illustrated in Fig. there is no tendency for point B to rotate and this point can be considered fixed without applying a fixity.17(b).19(a) and generates the BMD illustrated in . 3.17(a)) requires the moments and forces illustrated in Fig. The normalised version is found by dividing by 7. As there is axial force in ABC but no corresponding shear force in AD or CF.18(d).17 First step in analysis of frame: (a) system of fixities.17(c).18(c). 3.18(b). 3. In the fixed structure. However. 3.2EI0/l and is illustrated in Fig. (b) fixed axial force diagram. one translational and one rotational as illustrated in Fig. there is a lack of force equilibrium at A and C which. 3. 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. there is a lack of force equilibrium at A and C as illustrated in Fig. Due to symmetry. However.Page 83 Fig.

12EI0/l 2 and. a distribution of axial force is generated which is illustrated in Fig.Page 84 Fig. (d) normalised shear and axial forces associated with rotation Fig.17(c) is corrected by factoring Fig. 3. The normalised lack of joint equilibrium is illustrated in Fig.20(a) and (b). 3. adding it to a BMD of zero. 3. 3.19(b).20(a) by 0. Normalising with respect to this value gives Figs. (c) normalised BMD associated with rotation. Step 3: The lack of force equilibrium in the fixed structure illustrated in Fig.20(c) .19(c).18 Effect of rotation at A and C: (a) moments and forces required to induce unit rotation. In addition. 3.19(d) that there is a shear force just below A which is not matched by the axial force to its right.20(c).4EI 0/l3. 3. the joint forces of Fig. In addition. The discontinuity or lack of equilibrium at A is 538. 3. (b) BMD associated with unit rotation. 3. 3. It can be seen in Fig. as there is no moment induced in the fixed structure.

00285EI0/l2. 3.Page 85 must be factored by 0. Figures 3.18(c) and (d) by 0.00214EI0/l and adding them to Figs.22(b) of magnitude. 0.22. 3. The results are illustrated in Fig.21(a). The results are illustrated in Fig.19 Effect of translation at A and C: (a) forces and moments required to induce unit translation. (b) BMD associated with unit translation.21. 3.12EI 0/l2 and added to those of Fig. 3. There is a discontinuity in the BMD (or lack of moment equilibrium) at A and C evident in Fig. 3.17(c). (c) axial force diagram associated with unit translation.21(a) and (b) respectively. 3. 3. Step 4: The removal of the moment discontinuity reintroduces a lack of force equilibrium which is evident in Fig. (d) free body diagram at joint A showing lack of equilibrium . This is corrected by scaling Figs.20(a) and (c) are Fig. 3.

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

3. 3. (b) free body diagram scaled by this amount and added to Figs. .Page 87 Fig. (b) corrected free body diagram Fig.22(a) and (b).23 Results of analysis for effects of thermal contraction: (a) BMD.23(a) is therefore adopted as the final BMD.18(c) and (d). 3. The resulting moment discontinuity is corrected by factoring and adding Figs. 3. This leads to Fig. Figure 3.23 where the lack of force equilibrium is deemed to be sufficiently small. 3.22 Effect of correcting for discontinuity in BMD: (a) corrected BMD.

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. Stage B—Analyse for the effects of the equivalent loads: The beam is analysed for the loading illustrated in Fig. even on an unrestrained beam.5 serves to illustrate the effect of a moment connection between the bridge deck and the piers. 3. Normally this stage would be done by computer but it Fig. Therefore.25(a) and the associated stress distribution in Fig. temperature on an unrestrained is member generates strain but not stress. F 0. where: where α the coefficient of thermal expansion. This can become a significant factor in bridge deck design. on the other hand. it is necessary to identify the ‘associated stresses’. However.e.25(b). However. sectional area and E is the elastic modulus of the beam.Page 88 Example 3. To some extent this alters the resistance to contraction or expansion.24 Beam on rollers with partial (spring) restraint . 3.25(a). In Stage C. An axial expansion can be generated in an unrestrained beam by applying an axial force. 3. 3. The equivalent force. it is particularly useful when a computer is available to carry out the analysis but the program does not cater directly for temperature effects. The equivalent loads method consists of three stages as follows.4.24 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.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. Example 3. 3. will generate both. In such a case. 3. While the method may not at first seem to be any simpler to apply than the procedure used above. thermal movement is resisted by bending in both the piers and the deck. that distribution of stress which is inadvertently introduced into the structure by the equivalent loads. a more important effect of the moment connection is the bending moment induced in the deck by thermal movement. this distribution of stress must be subtracted to determine the stresses generated indirectly by the change in temperature. i.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. The equivalent loads for this example are illustrated in Fig.

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

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

3. 3.27 Application of equivalent loads method: (a) equivalent loads. 3. even on unrestrained beams.Page 91 Fig. Therefore.27(a) and (b) respectively. i. (b) associated BMD Temperature on an unrestrained structure generates strain and curvature but not bending moment or stress. The equivalent loads and associated BMD are illustrated in Figs. (b) BMD due to application of equivalent loads. (c) BMD after subtraction of associated BMD . that distribution of moment which is inadvertently introduced into the structure by the equivalent loading. it is necessary to identify the ‘associated BMD’. Fig.28 Stages in equivalent loads method: (a) applied equivalent loads. The equivalent moment on the other hand will generate both curvature and bending moment.e.

3.30: Fig.28(c).29 is subjected to an increase in temperature which varies linearly from a maximum of 20° at the top to 10° at the bottom. 3. a. i.28(b) gives the final result illustrated in Fig. The temperature distribution is first converted into a strain distribution by multiplying by the coefficient of thermal expansion. It is required to determine the BMD due to the temperature increase given that the coefficient of thermal expansion is α .28(b). 3. from Fig. the elastic modulus is E and the second moment of area is I. The distribution is then resolved into two components. Stage A—Calculate the equivalent loads and the associated stresses: In this example. 3. Stage C—Subtract the associated stresses: Subtracting the associated BMD of Fig.30.30 Resolution of applied change in strain into axial and bending components . B. the central support point. The BMD due to the applied equivalent loading is as illustrated in Fig. The bending component will result in some moment but not as much as would occur if the beam were totally prevented from bending. 3. 3. Example 3.27(b) from Fig. 3. The depth of the beam is h and the centroid is at mid-depth. due to symmetry. a strain but no stress. 3.8: Differential temperature change in continuous beam The three-span beam illustrated in Fig.28(a) and the solution can be determined directly from Appendix B. Hence. the axial component will result in a free expansion. does not rotate. it is effectively fixed as illustrated in Fig. axial strain and bending strain.Page 92 Stage B—Analyse for the effects of the equivalent loads: Analysis of a symmetrical two-span beam is trivial because. As the beam is free to expand. as illustrated in Fig.e. the curvature is. The BMD will be determined using the method of equivalent loads. 3. 3.29 Differential temperature example Fig.

3.31 Application of equivalent loads method: (a) equivalent loads. 3. the equivalent moment becomes: Thus. (b) associated BMD Stage B—Analyse for the effects of the equivalent loads: The frame is analysed for the loading of Fig. 3. Fig. Normally this stage would be done by computer but it will be done using moment distribution for this simple example.32 First step in analysis by moment distribution: (a) system of fixities. 3.31. the equivalent loads and associated BMD are as illustrated in Fig.Page 93 Hence. (b) applied loading on fixed structure. (c) BMD in fixed structure .31(a). Fig.

32(c). (b) BMD after subtraction of associated BMD . 3. (c) normalised BMD associated with rotation Fig. 3.32(b) and the resulting BMD (Appendix B) in Fig.Page 94 Step 1: The beam is fixed at B and C in order to isolate the three spans. The applied loading on the fixed structure is illustrated in Fig. As the ‘loading’ is symmetrical. 3. the fixities at B and C are equal and opposite as indicated in Fig.33 Effect of rotation at fixing points: (a) moments required to induce unit rotation. 3.34 Completion of equivalent loads method: (a) BMD due to analysis by moment distribution. (b) BMD associated with unit rotation. 3. Fig.32(a).

Step 4: As no discontinuity now exists. (b) section through diaphragm. 3.35(c). (c) applied temperature distribution . 3.34(a).9: Bridge diaphragm The bridge diaphragm illustrated in Figs. Stage C—Subtract the associated stresses: Subtracting the associated BMD of Fig.35(a) and (b) is subjected to the differential increase in temperature shown in Fig. The upward reaction from the bearing due to 6 the dead load is 300 kN. Example 3. 3. The cross-section and temperature distribution for this examp le are identical to those of Example 2. This is the BMD due to the differential temperature increase. 3.1 (Chapter 2). Step 3: The discontinuity of moment at B and C evident in Fig. 3. no further iteration is required. 3.Page 95 Step 2: Unit rotation at B and C requires the application of the moments illustrated in Fig. 3. The normalised version is illustrated in Fig.34(b). /h. 3.31(b) from Fig.34(a) gives the final result illustrated in Fig.33(b). 3. It is required to determ if there will be uplift at B c due to combined temperature and dead load. the equi ivalent loading is a force of 580 kN and a moment of 160 kNm of which only the mome is of relevance. the coefficient of thermal expa is 12×10 − and the modulus of 2 elasticity is 35 000 N/mm .33(c) factored by 5EIα The result is illustrated in Fig. 3.32(c) is corrected by adding Fig. Referring to that example. 3. 3.33(a) and generates the BMD illustrated in Fig.33(c).35 Bridge diaphragm example: (a) plan of geometry. Fig.

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

of 1. 3.10: Differential temperature in bridge of non-rectangular section The beam-and-slab bridge whose section and temperature loading is described in Example 2.45α (restraint to expansion induces compression at the extreme fibres). 11. Fig. In Example 2. (d) final BMD Thus. Stage B: Analysis by computer or by hand gives the BMD illustrated in Fig. Hence.38(c). 3.29α 5. the total E stress at the top fibre is − 5. 3.67α At the bottom fibre the total stress is E− E=− E.38(c) gives the final distribution of moment due to restrained bending illustrated in Fig.38α and E − 5. a sagging bending moment is induced over the central support.Page 97 Example 3. It was established in Example 2.2 consists of two 10 m spans.2 that the residual stresses are − 5. it was established that the equivalent moment due to the temperature change is − 0.29α and 11. It is required to determine the maximum stresses due to the differential temperature change.32α at the top and bottom fibres E E respectively.2.38α 10. B. 3.38(b) from Fig. (c) results of analysis. (b) associated BMD.38(a) and the associated BMD in Fig.38(b). Using the method of equivalent loads: E Stage A: The equivalent loads are illustrated in Fig.87α E. . 3.38 Analysis to determine effect of differential temperature change: (a) equivalent loading. 3.32α 5. 3. Stage C: Subtracting the associated BMD of Fig.38(d).077α which E gives stresses (tension positive) of − 5.718α for half of the bridge.45α E− E=5.

(b) section A—A and corresponding imposed temperature distribution. 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.11: Variable section bridge Figure 3.Page 98 Example 3. 3. (d) section C—C . E=35×106 kN/m 2.39(a) shows the elevation of a pedestrian bridge while Figs. α =12×10− /°C and a modulus of elasticity. 3. (c) section B—B and corresponding imposed temperature distribution.39 Pedestrian bridge: (a) elevation. (c) and (d) show sections through it. It is required to determine the equivalent loading and the associated stress distributions given a coefficient 6 of thermal expansion. The deck is subjected to the differential decreases in temperature shown in the figure.39(b). Fig.

3. (c) associated axial force diagram. 3.Page 99 By summing moments of area it is found that the centroids are 0.39(b)–(d)). 3.033 m below the top fibre for the solid and hollow sections respectively (Figs.40 Model of pedestrian bridge: (a) geometry showing differences in level of centroids. (b) equivalent loading. Summing products of stress and area in Fig. (d) associated BMD .5 m and 1.39(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.

5.64 m 2 and the equivalent force is: A model which allows for the difference in the level of the centroids is illustrated in Fig. 3.40(b). the area is 2.6 m 2 giving E. Example 3. 3. the equivalent loads are illustrated in Fig. Noting that the axial effects apply to all members while the differential temperature distributions only apply to the deck (abcd). using members with very large stiffnesses can generate numerical instability in a computer model. for rotation. 3. 3. 3. the particle tends to expand in all three directions.1 Temperature effects in three dimensions When the temperature of a particle of material in a bridge is increased. The associated axial force and bending moment diagrams are illustrated in Figs. 3. the bridge is two-span . when a differential distribution of temperature is applied through the depth of a bridge slab. Note that the short vertical members at b and c could be assumed to have effectively infinite stiffness. an equivalent force of: For the hollow section. Similarly.41(a) to allow axial expansion in both the X and Y directions. 3. However.40(c) and (d).6×1=2. The bending moment and axial force distributions due to the temperature decreases can be found by analysing for the equivalent loading illustrated in Fig.Page 100 In the hollow section.40(b) and subtracting the associated distributions of Figs. bending moment results about both axes as will be illustrated in the following example.39(b) and (d).40(c) and (d) from the results. respectively. the area is 2. ten times) generally provides sufficient accuracy without causing such problems. it tends to bend about both axes.41 is articulated as shown in Fig. 3.g. If there is restraint to either or both rotations. Therefore. However.40(a). 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. a second moment of area several times as large as the maximum used elsewhere in the model (e.12: Differential temperature The slab bridge of Fig.

(c) imposed temperature distribution in deck (section 1− 1).12: (a) plan showing directions of allowable movement at bearings. the bridge will tend to act as one unit and bending will take place about the centroid. 3.42 corresponding to the different parts of the temperature distribution and the temperature .Page 101 Fig. Further. The coefficient of thermal expansion is 9×10 − /°C and the modulus of elasticity is 32×106 kN/m 2. (b) section A-A. The bridge deck is divided into parts as illustrated in Fig.41 Slab bridge of Example 3. there are three bearings transversely at the ends so that it is not able to bend freely transversely either. The location of this centroid is: below the top surface. (d) imposed temperature distribution in cantilever (section 2–2) longitudinally and is therefore not able to bend freely. The deck and cantilevers are subjected to the differential temperature increases illustrated in Figs.41(c) and (d) respectively. It is required to determine the equivalent loading and the associated 6 BMD due to this temperature change. However. 3. The specified temperature distributions are different in the cantilevers and the main deck of this bridge. for longitudinal bending. 3.

(b) cantilevers changes are converted into stresses.43.Page 102 Fig. The transverse direction is different from the longitudinal in that the cross-section is rectangular everywhere. 3. bending is about the centroid of the Fig. 3.43 Equivalent loading due to temperature . 3. In the cantilever region.42 Cross-section with associated distribution of imposed stress: (a) deck. 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.

3. (d) section C–sC . (b) section B–B.44 Resolution of imposed stress in cantilever into axial and bending components cantilever.45 Associated BMDs: (a) plan showing section locations.Page 103 Fig. 3. (c) section A–A.44. 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. 3.

13: Frame subject to axial prestress by moment distribution The frame of Fig.43. However. 3. on the other hand. of magnitude.5. The normalised versions are presented here in Figs. if a beam rests on a sliding bearing at one end. . it can undergo axial changes in temperature without incurring any axial stress. reproduced here as Fig. Example 3.6 Prestress The effects of prestress in bridges are similar to the effects of temperature and the same analysis techniques can be used for both. P. However.16. results in changes of both stress and strain. As these applied moments generate distributions of longitudinal and transverse moment.Page 104 In the main deck. However. An unrestrained change in temperature results in a change in strain only and no change in stress. When the movements due to prestressing are unrestrained. 3. 3.47(c) and (d) (unit discontinuity in force). 3. only (M4− 3) needs to be applied at the M deck/cantilever interface as illustrated in Fig. the stress distributions are easily calculated and analysis is not generally required.46(a).5 is used again here as illustrated in Fig. 3. is subjected to a prestressing force along the centroid of the deck. prestressing that beam does (as is the objective) induce a distribution of stress. Prestress.8 m deep rectangular section giving a moment about the centroid of: As M3 is applied to the outside of the cantilever. the problem is completed by analysing the slab (by computer) and subtracting the associated BMDs from the solution.45. there are two associated BMDs as illustrated in Fig. The BMD due to applied ‘loading’ on the fixed structure is zero everywhere as the prestress forces are applied at fixing points. As for the previous example.47(a) and (b) (unit discontinuity in moment) and in Figs. ABC. Step 2: The effects of inducing rotations or translations at the fixing points are the same as for Example 3. 3.46(b). Step 1: The system of fixities used in Example 3. there is one important distinction. 3. there are many bridge forms where the effects of prestress are restrained to some degree or other and where analysis is necessary. the differential distribution is applied to a 0. For example. The frame is analysed by moment distribution. It is required to determine the net prestress force in the deck and the resulting BMD. 3.

(d) normalised forces due to translation . (b) normalised forces due to rotation. 3. (c) normalised BMD due to translation.Page 105 Fig. 3.47 Effect of displacements at fixing points: (a) normalised BMD due to rotation.46 Frame subjected to prestress force: (a) geometry and loading. (b) system of fixities Fig.

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

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

52(b) and the normalised BMD in Fig.52(a). As there is no further discontinuity. The result is illustrated in Fig.51(a). 3. Step 2: The moments required to induce unit rotation at B and C are illustrated in Fig. The BMD in the fixed structure due to the equivalent loading is as illustrated in Fig. 3.51(b) is removed by factoring Fig. 3.52(c) by Pe/2 and adding. 3.53. the resulting BMD in Fig. (b) fixed BMD Fig. 3.52 Effect of rotation of fixing points: (a) moments required to induce unit rotation. (c) normalised BMD . 3. 3. Fig.51 First step in analysis by moment distribution: (a) system of fixities.51(b). 3. this is the final BMD due to prestress. Step 3: The discontinuity of bending moment evident in Fig.52(c). 3. (b) BMD associated with unit rotation. 3.Page 108 Step 1: The beam is fixed as illustrated in Fig.

Page 109 Fig. 3. In a simply supported beam. For preliminary design purposes. (This was covered in greater detail in Chapter 2. Example 3. For this beam. P. the slope is found by differentiating the equation as follows: Fig.54 Beam with profiled prestressing tendon . the actual profiles are sometimes approximated by ignoring the transition curves over the internal supports as illustrated in Fig.53 Final BMD due to eccentric prestress force It is interesting to note from Example 3. A parabolic profile generates a uniform loading. a tendon below the centroid generates hogging moment.14 that the effect of the tendon below the centroid is to generate sagging moment in the central span.) For the parabola in Span AB. the intensity of which can be determined by considering equilibrium of forces at the ends of the parabola.54. it is required to find the BMD due to a prestress force. 3.15: Profiled tendons In most post-tensioned bridges the tendons are profiled using a combination of straight portions and parabolic curves. 3.

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

00833Pl in Fig. The torsional rigidity. Thus. The obvious difference is that typical prestress loading is in the opposite direction to loading due to self weight. Step 3: To remove the moment discontinuity of 0.56(b).55(b). the intensity is. As there is no further discontinuity. by symmetry. the continuous bridge slab is represented by a mesh of discrete beams. 3. it is not necessary to provide a vertical translational fixity. The result is illustrated in Fig. equilibrium of vertical forces requires a uniform loading of intensity: In BC. Step 2: The BMD associated with simultaneous rotations at B and C is identical to that derived for Example 3. The bridge is subjected to uniform vertical loading of intensity. the complete equivalent loading due to prestress is as illustrated in Fig. Step 1: The two members are isolated from each other by the fixing of point B. Example 3.08P. From Fig. Fig. vertical loading induces torsion as will be demonstrated in this example. 3. GJ.16:Torsion due to vertical loading When bridges are curved or crooked in plan.52(c). Similarly.57(a).56(c). 3. In CD.56(b). 3. 3.56(a) and the associated BMD (Appendix A) is given in Fig. the 1 P 1 slope is 0. at x=l. The beam is analysed for this loading using moment distribution.7 Application of moment distribution to grillages A great many bridges are analysed by computer using the grillage analogy.57(b). 3. w.12P. wBC=0.08.15 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. x=0 and the slope becomes − 0.1P and the intensity of loading is. moment distribution is applicable to the analysis of grillages but is tedious to apply for most examples. described in detail in Chapters 5 and 6. the vertical components can be found similarly.14 and illustrated in Fig.12 and the vertical component of prestress is 0. As a result.5 times the flexural rigidity. This bridge is long and narrow so it can be idealised by two beam members as illustrated in Fig.56(b). They are both equal to 0. 3. Hence. . only those grillages are considered in which there is no such joint displacement.2P/l. this is the final BMD due to prestress in this beam. Example 3. wCD =wAB=0. 3. Step 1: The symmetrical system of fixities is illustrated in Fig. significant vertical translational displacements occur at the joints.Page 111 At A. In this method. EI. 3. 3. In this chapter. coincidentally. In most practical grillages. is 1.2P/l. 3.55(a) it can be seen that the vertical component of the prestressing force at A is P sin θ≈ tan θ=0. 3. As there is a support there already.52(c) is factored by this amount and added to Fig. which is illustrated in Fig.

Vertical loading on AB in the fixed structure is applied to a beam which is fixed at one end.57 Analysis of crooked bridge: (a) plan view of geometry. there is a 1/√ discontinuity in torsion of wl2/(8√ 2).293wl2 /8. The internal bending moment at the left end of BC is wl 2/8 as illustrated in Fig. two rotational fixities are required in orthogonal directions as illustrated in Fig. it needs to be resolved into components parallel and perpendicular to AB. (c) plan view of system of fixities. In addition. there is a transition between bending moment and torsion in the members. 3.58(b) and it can be seen that there is a discontinuity of moment at B of (1− 2)wl2/8=0. the BMD for the two beams are illustrated in Fig. (b) plan view of idealisation. (d) elevation of applied loading and resulting BMD in AB while fixed.57(d). 3. A unit rotation is first applied . This is done in Fig. At B.57(e).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. 3. (e) plan view of fixed BMD However.Page 112 Fig. 3. In plan. In order to compare this moment to that just left of B. The double headed arrows indicate rotational fixities where the positive direction is clockwise when looking in the direction of the arrow.58(a). the bending moment diagram is as illustrated (in elevation) in Fig. From Appendix A. 3. However. 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. 3.

3. The discontinuity parallel to Direction 2 at B is GJ/l+3EI/2l=3EI/l.57(c)).59(c) can be seen when the moments are resolved in Fig. 3. (b) resolution of end moment in BC parallel and perpendicular to AB in Direction 1 (Fig. The . 3. 3.59(d). 3.60(b).59(d). 3. is illustrated in Fig. 3. 3.58 Plan views showing internal moment: (a) end moment in BC. it is necessary to resolve the rotation into components parallel and perpendicular to that member as illustrated in Fig. Hence the BMD due to unit rotation at B is as illustrated in Fig. To determine the effect on member BC. The discontinuity of moment at the joint can be seen by resolving the internal moments and torsions in Fig.Page 113 Fig. Unit rotation at the end of AB results in the deformed shape and BMD illustrated in elevation in Fig. the rotation at the joint must be resolved into components as illustrated in Fig.60(d). 3. In BC. 3. 3. the application of a twist of 1/√ at B does 2 not generate any torsion in BC. the discontinuities in the fixed bending moment and torsion diagrams are removed by scaling and adding the diagrams derived in Step 2.60(c). 3. dividing by this value gives the normalised version illustrated in Fig. 3. normalised for moment. It is (3+3/2)EI/l=9EI/2l.59(e). Step 3: In the third step.60(a) and it can be seen that it generates no torsion and the BMD illustrated in Fig. 3. As there is no resistance to twisting at C. Applying a unit rotation in Direction 2 (Fig.59(c).57(c)) generates no bending but a torsion of GJ/l in AB. The discontinuity of moment at B in the BMD of Fig.59(a). the normalised version of Fig.59(b).

58(b) is (1− 2)wl2/8=0. .60(d) to give the diagram illustrated in Fig. 3.61(b).Page 114 Fig. there is still a discontinuity parallel to Direction 2 of 0. 3. This is removed by adding the diagram of Fig.60(d).57(c)) has now been removed at B. 3. 3.61(c) and the discontinuity in that is removed by adding a diagram parallel to Fig. scaled by minus this value to give the diagram illustrated in Fig. While the discontinuity parallel to Direction 1 (Fig. The new discontinuity now introduced parallel to Direction 1 is removed by adding a diagram proportional to Fig.293wl2 /8.805wl2/8. (d) free body diagram showing lack of equilibrium of moments at B. 3.61(a). (e) normalised free body diagram discontinuity in the fixed BMD of Fig. (b) resolution of rotation parallel and perpendicular to BC. 3. 3.61(d).59 Effect of rotation in direction 1 at B: (a) elevation of AB showing imposed unit rotation and associated BMD. 3.61(e) and (f). 3.59(e) to give Fig. (c) BMD due to unit rotation. 3. 3. Adding the BMD 1/√ of Fig.59(e) scaled by minus this value gives the moments and torsions illustrated in Fig. The corresponding bending moment and torsion diagrams are illustrated in Figs. 3.

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

Page 116 Fig.17: Torsion due to skew supports The skewed bridge illustrated in Figs. 3. (e) final BMD.62 Long skewed bridge: (a) plan view. 3. (f) final torsion diagram Step 4: To get an exact answer.61 Successive corrections to internal moments and torsions: (a) after correction of moments in direction 1. (c) after second correction in direction 1. (b) after correction of moments in direction 2. 3. (c) plan view of idealisation . (b) cross-section. (d) after second correction in direction 2. Example 3. the process must be continued until no discontinuity remains.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.

62(c). (d) free body diagram showing lack of moment equilibrium in fixed structure .63(a). it is necessary to fix against vertical translation and against rotation about both axes.e.6 and torsional rigidities of (GJ)ABC =(GJ)DEF=2. (c) fixed BMD. It is subjected to vertical uniform loading of intensity w. Fig.63 First step in analysis by moment distribution: (a) complete system of fixities with two rotations and one translation. (GJ)BE =4.Page 117 illustrated in Fig.0. (EI)BE=3. 3. i. This is represented diagrammatically in Fig. The symmetry of the system is exploited recognising that the three fixities at B are identical to the corresponding fixities at E. 3. 3. The circles in this figure indicate translational fixities with a direction of positive upwards. Step 1: To isolate the members from one another. This deck has flexural rigidities of (EI)ABC = (EI) DEF=0. (b) simplified system of fixities. total fixity must be imposed at B and E.0.8.

(c) BMD associated with unit rotations 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. (b) elevation showing moments required to induce rotations in BE. but unnecessary in practice. the rotation in Direction 2 will be small. As the two bearings are relatively close together (i. 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 .Page 118 The system of fixities illustrated is adequate. In the fixed structure. 3. 3. as to apply a unit rotation there would require a moment that is very large.63(c).64(a).e. 3. Therefore it is sufficient to fix the bridge as illustrated in Fig.63(b). to rotate member BE in Direction 1 requires it to be rotated and twisted.64 Effect of rotations at B and E: (a) plan showing resolution of rotations into components parallel and perpendicular to BE. The member must also undergo bending in order to rotate at each /l end through cos θThe elevation showing the . 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. There is no torsion in the bridge in its fixed state. 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. 12<<l 1). 3. 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. Step 2: The second step consists of applying a rotation at B and E. However. 3. This can be seen by resolving the unit rotation into directions parallel and perpendicular to the member as illustrated in Fig.63(d). By the same token. the vertical deflection at B and E will be relatively small and can be neglected.

65(b).66(a). 3. The resulting diagram is illustrated in Fig. 3. results in the internal moments and torsions illustrated in Fig. /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. Resolving parallel to the direction of fixity gives the discontinuity of moment corresponding to unit rotation: Normalising with respect to this discontinuity.64(c). Thus. 3.64(b). .Page 119 required deflected shape is illustrated in Fig. the corresponding BMD (Appendix B. 3. 3.65(a). 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 . 3. last BMD) is illustrated in Fig. the discontinuity in moment parallel to Direction 1 in the fixed structure is (wl2/12) cos θThis is removed by adding Fig. (b) normalised free body diagram . 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.65(b) scaled by that amount.63(d). 3. Fig.

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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

Hret/10.3) and (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 . 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. Such an approach is described later in this chapter. 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.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. these are in keeping with the h general guidelines set out in BA42/96 (1996). or to a wall translation of Hret /20. av Expressions for σ emerging from this rationale are given below.2) where (4. (4. It follows that lateral pressures may be related approximately to the average displacement of the abutment over the retained height (δ ). 4.4) (4.Page 125 Fig.

As Hret=6 m and δ <Hret/20.4 indicates that Kp=17.6) and (4.Page 126 restraint offered by typical abutments and backfill is relatively small).6) (4. for a bridge deck of length L which experiences an increase in temperature of Δ δ may be calculated T. it is reasonable to assume that horizontal stress acting on both sides of the abutment are given by equation (4. For most cases. For the latter case.3) gives: and . therefore. The peak angle of friction of the fill is 45° and its dry density is 1900 kg/m3.1.1: 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. The design extreme event for the determination of maximum abutment pressures is a 40° 6 increase in temperature.5) when the depth exceeds approximately 1.2 Hret .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. Example 4. av The unit weight of the soil (γ ) is soil Therefore for z<6 m (Hret ): 4. is Implicit in equations (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. Therefore. av as: (4.5 for equation (4. Assume α the deck is 12×10− per °C and for From equation (4.7): Figure 4. it is necessary to quantify .7) where α the coefficient of thermal expansion of the deck.

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.5 Secant Young’s modulus for granular soil (assuming Gs=2. Clearly. (1996): (4. 4. The stress-strain relationship for soil is non-linear at strains in excess of about 0. the level of confining stress and the loading history. This can only be achieved with a knowledge of the appropriate soil stiffness parameters. a higher soil stiffness will lead to higher axial forces and bending moments in the deck due to its longitudinal expansion or contraction. The design stiffness used for the calculation of such forces and moments should therefore be a maximum credible value.65) and ρ is the w Fig. used as a reference stress and γ the shear strain which is taken to lie within the is 6 range 50×10 − to 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).8) where E s is the secant Young’s modulus in kN/m2. e.65) (after Lehane et al. ρ.Page 127 the restraint provided by the soil. which is related to the void ratio. p' is the mean confining stress less the pore water pressure in the soil. A typical approximate relationship has been proposed by Lehane et al. (1996)) . e is the void ratio of the soil. patm is the atmospheric pressure (100 kN/m 2).01.9) where Gs is the specific gravity of the soil particles (typically 2. by the expression: d (4. The degree of compaction of backfill on site is often specified in terms of the dry density.

Thus. 4. in an analysis to determine the effects of elastic shortening. d or Fig.2 Contraction of bridge deck There is generally a lesser height of soil in front of bridge abutments than behind them.8) ). 4.5 . 4.1 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. the principal uncertainty relates to the resistance to movement at the bases of the piers and abutments. This means that.6 Contraction of frame rigidly fixed at supports: (a) geometry.8). and/or shrinkage. However. the resistance provided by such soil to the contraction of a bridge deck is usually small. is plotted in Fig. The secant Young’s modulus. creep.Page 128 density of water. Guidance on appropriate values for ρ p' and γ specific cases is given in subsequent for d.5 for a range of in-situ dry densities (ρ). derived using equation (4.2. sections. As a result.5 can be used to estimate the secant Young’s modulus for cohesionless soil. 4. (b) bending moment diagram from example 3. specification of the dry density effectively dictates the void ratio. Fig. and shear strains (γ Equation (4. e. 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. mean confining stresses (p'). These conditions are applicable if the abutment foundations are cast in very dense soil or rock. 4.

6(a) was considered in Chapter 3 for an axial contraction due to temperature of 20° in the deck (ABC) (Example 3. Strip foundations or pile caps are commonly founded at around 0.2 Contraction of bridge on flexible supports Most bridges are constructed on supports which have some degree of flexibility. However.5 m and 1.7. the decrease in temperature would generate a large tensile force in the deck and there would be no contraction. some movement of the deck was possible through bending in the abutments. together with sliding resistance at the base of the pad.10): (4. due to the integral nature of the bridge. In that case. If the ends of the deck were fully prevented from contracting. that resists bridge contraction. the bridge was fully restrained at the base of each abutment and pier. ) . 4. the resistance of the abutments to movement was considerably less than the axial stiffness of the deck (Fig. Design spring stiffnesses on the inside of the abutment for a strip foundation of width B. Expressions for the stiffness of such springs have been deduced here from relationships provided by Dobry and Gazetas (1986) for an elastic soil. The complete bending moment diagram is illustrated in Fig. 4.20(c) shows that only 7% of the potential force is applied to the abutments). embedded to a depth of between 0.6(b). only 5% of the potential level. 4.10) where kvert. and a relatively large contraction. The axial contraction induced bending in the abutments and.5–1.8) assuming a p' value equivalent to the foundation bearing pressure and a shear strain (γof 0. 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. horizontal and rotational displacement respectively. It is this small depth of soil. k hori and krot are the stiffnesses per metre length of strip foundation for vertical. may be calculated using equation (4.Page 129 The bridge illustrated in Fig. upper bound estimates of the secant Young’s modulus of elasticity. 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 soil around the strip foundation can be idealised by a number of linear elastic springs. bending in the deck also. 4.001. However. Es. Thus. 3.2. Conservative.5).0 m below the ground level on the inside of the abutment as illustrated in Fig.0 m below the ground level are given in equation (4. The end result for that example was a relatively small axial tension in the deck. Abutments and piers are generally either supported on foundations bearing directly on the ground below or on pile caps underlain by piles.

d of 1900 kg/m 3. The foundation is assumed to be working under a bearing pressure of 300 kN/m2 and the breadth of the strip foundation is 2. Inverting equation (4. 4. (b) deep abutment Example 4. ρ.Page 130 Fig. 4.5 m.2: Contraction for shallow strip foundation 6 The bridge illustrated in Fig.7 End of integral bridge showing shallow depth of soil on inside: (a) bank seat. 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/m2.9) and assuming Gs=2.65.8 is subjected to a shrinkage strain of 200×10− . The degree of compaction has been controlled by specifying a dry density of backfill. gives a void ratio of: .

8 Bridge of Example 4.Page 131 Fig.8) then gives: Equation (4. the modulus of elasticity of concrete and the cross-sectional area (per metre run): . 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. (b) detail at abutment Substituting in equation (4.2: (a) elevation.

10(d). 4. No adjustment is necessary for the deflected shape or bending moment diagram. axial force and bending moment diagrams illustrated in Fig. The frame was analysed using a standard analysis package which gave the deflected shape. 4. 4. Fig.10(a)–(c). 4.9 Computer model for bridge of Example 4.Page 132 The equivalent loads and the associated axial force diagram are illustrated in Fig. illustrated in Fig.10 Analysis results: (a) deflected shape.9. (b) associated axial force diagram Fig. (d) corrected axial force diagram . (b) axial force diagram from computer analysis.2: (a) equivalent loading and springs. 4. Subtracting the associated axial force diagram gives the actual distribution of axial force generated by the shrinkage. (c) bending moment diagram.

stiffness value. 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. The conventional spring model represents the backfill soil and soil beneath the abutment by a series of spring supports.7 mm is predicted to actually occur. The axial tension is relatively small at 337 kN corresponding to a stress in the deck of less than 0. for example. Assuming uncracked conditions. 5. to tend to an equilibrium density compatible with the strain amplitude that it is regularly subjected to. The stiffness of the soil is influenced by the shear strain in the backfill.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 . with time. 2.3 mm does generate distributions of stress in the frame. 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). 4.2 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. (1996).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 selection of a suitable soil stiffness value (Es) is essential for appropriate modelling of the backfill. Some notable features have been observed from experimental studies by Springman et al.4 N/mm 2. the stresses generated by an increase in deck temperature. 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.7). Out of a total potential 6 shortening of 6 mm (200×10− ×30000 mm) at each end. this corresponds to a maximum flexural stress of 2. Nonlinear elastic finite-element analyses by Springman et al. The average shear strain in the backfill must be less than 2δ and could conservatively be assumed as about 2δ /H /3H.Page 133 Example 4. the bending moment at the ends are more significant at 568 kNm. will be affected significantly by the properties of the soil behind the abutments. Cyclic variations in temperature (and associated expansions and contractions of the deck) cause the backfill to compact and. However. Thus. This observation suggests that the use of a constant soil stiffness value with depth (for a given strain) is reasonably realistic. 4. (1996) support the validity of this assumption. To adopt a single soil /H. However the restraint which prevents the remaining 0. 3. and others: 1.

assuming linear elasticity. L: (4. however. has been specified as 1600 kg/m 3. i. 4.3 . has been developed for the horizontal spring stiffness per square metre. have the advantage of simplicity and is considered here because it remains a popular approach among bridge engineers. 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. Example 4.11) is illustrated in the following example.11) The application of equation (4.65.9) and assuming Gs=2.11 Culvert of Example 4. gives a void ratio of: Fig.Page 134 springs.11 is subjected to an increase in temperature of 20 °C.e.: Inverting equation (4.3: Conventional spring model The culvert illustrated in Fig. 4. The d piles are assumed to provide insignificant lateral restraint to the deck. An approximate expression. It is assumed that the density of the backfill reaches an equilibrium value 20% in excess of that specified. The dry density of the backfill. It does. ρ. of the backfill behind an abutment of depth H and transverse length.

The bending . The equivalent loading is: and the associated distribution of axial force is illustrated in Fig. the expansion of the culvert is estimated as its unrestrained value.12(b). 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.Page 135 To estimate the average shear strain induced in the backfill. the average shear strain in the affected backfill is then: On the basis of Note 2. Then equation (4. 4.8) gives: The horizontal spring stiffness is then given by equation (4.11): The model for a 1 m strip of the frame is then as illustrated in Fig.e. the product of the temperature increase.12(a). a horizontal stress of p'=50 kN/m2 is assumed. 4. i.

Page 136 Fig.3: (a) springs and equivalent loads. 4. .13 Bending moment diagram for Example 4. (b) associated axial force diagram Fig. The deflection found from the computer analysis was 1.12 Computer model for culvert of Example 4. The moment in the abutments can be seen to change sign through its length due to the flexible nature of the horizontal support.19 mm. 4. this is the final distribution of moment due to the expansion.13. As this is similar in magnitude to the deflection of 1. 4. As there was no associated distribution of bending moment. iteration was not considered necessary.3 moment diagram was found from a computer analysis and is illustrated in Fig.20 mm assumed in the estimation of shear strain.

no passive failure or abutment lifting were allowed) and that no slip between the abutment and the soil occurred (e. 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.e.4. (b) unit rotation . 4. the forces and moments associated with passive movements which occur as a consequence of deck expansion. however. 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.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.14 Stiffness components at top of abutment: (a) unit translation. base sliding or slip on the abutment stem were not permitted). This method does not. and (ii) a rotation θ with zero horizontal displacement (Fig. 4. given that relatively small movements are required to reduce pressures to their minimum (active) values on the inner face of the abutment.g.g. 4. Fig. described in Section 4.3. This technique consists of modelling both the abutment and the surrounding soil with an equivalent lateral and rotational spring at deck level. i. However.Page 137 4.14). It was therefore assumed conservatively that the soil had limitless compressive and tensile strength (e. the analyses assumed that any soil present on this side did not contribute to the resistance. 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.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.

H/B which are given by equation (4. 4.13) Parameter Es(kN/m2 ) EI a(kNm /m) 2 3 r=Es/EIa(m− ) Allowable range 10000− 500000 1.5×106 >0.05 1.5–3.Page 138 It was found that the flexural rigidity of the abutment (EIa ) and the ratio. All values in this stiffness matrix can be reduced by 15% if friction between the abutment and soil is considered negligible.14). 4. defined as: (4. 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. Best-fit expressions were obtained for Fh and M for the range of parameter values given in Table 4.05 3 m −.14) for r>0.13) where f 1 and f 2 are functions of the ratio.5− 12 0. 4. They are given here in matrix form: (4.0×104− 2.1 Range of parameters used in derivation of equation (4.14) B (m) (Fig.14) .1.5 H (m) (Fig. 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. (4. r.15 End part of frame bridge showing locations and directions of fixity Table 4.

17) where Heq and Ieq are the equivalent abutment height and second moment of area respectively. 4.13) was found to predict values of F h and M to within 10% of the values given by the finite element analyses. span length and second moment of area of the deck respectively. equating the K12 (and K21) terms gives: (4.16). in the absence of soil.16) A comparison of equations (4.16).15 is used. Ld and Id are the cross-sectional area.Page 139 For the range of parameters listed in Table 4.15.15) becomes: (4. 4.1. second column) terms in equations (4. gives: (4. [K].15) and (4. equation (4.18) . 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. is: (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. When the bridge is embedded in soil and this is taken into account. the stiffness matrix.15) where A d. 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 (4.15) and (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. Similarly. Equating the K22 (second row. Alternatively.13) with the result that equation (4. the terms involving Ia and H are replaced with terms from equation (4.

18) can be simultaneously satisfied by selecting an equivalent abutment second moment of area equal to: (4.23) Finally. 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: (4.20) 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: (4.2 Expansion of frames with deep abutments The equivalent single-spring model can be simplified for the case of deep abutments.40 respectively. substituting for f 1 and f2 in equation (4.22) Substituting for f 2 in equation (4.24) These equations can be used to estimate the properties of an equivalent frame for an integral bridge with deep abutments.21) 4. For values of (H/B) in excess of 10.21) gives a spring stiffness of: (4.19) The equivalent abutment height is then: (4.33 and 0.Page 140 Equations (4. .20) gives an equivalent height of: (4.4.17) and (4. the parameters f1 and f2 approach their minimum values of 0.

11 due to a temperature increase of 20°. 4.24): The equivalent frame and loading are illustrated in Fig. The magnitude of the equivalent loads.12) is then: The equivalent height of abutment is then.3. The dry density of the backfill has been specified as 1600 kg/m 3. is: Fig. The concrete has an elastic 6 modulus of 28×106 kN/m 2 and a coefficient of thermal expansion of 12×10− per °C. 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 (4.16. 4.Page 141 Example 4.16 Computer model for bridge of Example 4. as for Example 4.23): The stiffness of the single spring on each side is given by equation (4. from equation (4.4 .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. 4.

of course. 4.17 Bending moment diagram from computer analysis of bridge of Example 4.14) imply that an abutment provides a greater resistance to deck expansion if it has a lesser depth of embedment (H). Effective rotational stiffnesses at this lateral movement are about 75% of the purely elastic case. linear. It is important to remember that the distribution of moment in the abutment is not realistic. 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. Similar results can be shown for moment/rotation functions and for force/rotation and moment/deflection functions. However. 4. The influence of a limited soil strength on the resistance offered by a bank seat is illustrated in Fig.4.13) and (4. is that shallow abutments are more likely to slide than deep ones and will therefore offer less restraint to deck expansion than equations (4.13). In Figure 4.4 The associated axial force diagram is as illustrated in Fig. The reality.3 Expansion of bank seat abutments Equations (4. is likely to be more reliable than the value found in Example 4. the true shape of this distribution will be similar to that given in Fig. of course. 4. . the magnitude of moment in the deck.3.18(b).18. It is therefore recommended that this equation be used in preliminary analysis and that a finite- . On the other hand. the deflections per unit load can be seen to be significantly greater. 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. predictions from finite-element analyses are presented of a horizontal force/deflection relationship. 4. when the soil is treated as an elastic perfectly plastic material. 87 kNm. with a finite strength defined by its friction angle.12(b).13.Page 142 Fig. 4. When the soil is linear elastic and infinitely strong. the function is.13) and (4. The model was analysed using a standard computer program and the resulting bending moment diagram is illustrated in Fig.17. In the example of Fig. 4. 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.14) would suggest.18.

and the second moment of area of a 1 m strip of the abutment is Ia =0. 4.018 m4. 4. section through bank seat.12) is then. The elastic modulus for the soil is found in the same manner as for Example 4. foundation bearing pressure= 200 kN/m2. (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 ratio defined by equation (4.19 due to a temperature increase of 20°C. Example 4.3 but using the smaller abutment height. r=0.31.Page 143 Fig.18 Finite-element analysis results for bank seat abutment (E s= 100000 kN/m 2. 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. soil friction angle. The concrete has an 6 elastic modulus of 28×106 kN/m 2 and a coefficient of thermal expansion of 12×10−/°C. The 3 dry density of the backfill has been specified as 1600 kg/m . .

19): Finally.21): .20): The equivalent abutment second moment of area is given by equation (4.14): The equivalent height is then calculated directly from equation (4.19 Bridge of Example 4. from equation (4. the spring stiffness is.5 For this example.5/3=0. is 2.Page 144 Fig.83. 4. The parameters. f1 and f2 are calculated from equation (4. H/B. the ratio of embedment depth to foundation breadth.

4.18 that this result is quite conservative. 4. 4. the bridge still expands and contracts relative to the surrounding soil and the incorporation of a run-on slab does not prevent this. This is achieved in many cases by the installation of a run-on slab as illustrated in Fig. this must be accommodated if premature deterioration of the pavement is to be avoided. It is clear from Fig. as for Examples 4.20.20 Computer model for bridge of Example 4. 4. The maximum magnitude of moment in the deck due to the expansion is 114 kNm. 4.5 Fig. The effect of such a slab is to allow relative rotation between the deck and the run-on slab while preventing relative translation.Page 145 Fig. it transfers the relative horizontal movement from the end of the deck to the end of . The magnitude of the equivalent loads.4. Preventing relative horizontal translation is not so simple. Clearly. In effect. 4. On a road bridge.22.21.21 Bending moment diagram from computer analysis of bridge of Example 4. is: This model was analysed and the bending moment diagram is illustrated in Fig.3 and 4. 4. Preventing relative vertical translation significantly improves the rideability for vehicles travelling over the 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.5 The equivalent frame and loading are illustrated in Fig.

for a given movement of the top of the abutment. The extent of the settlement trough is also controlled by the amount of backfill subjected to cyclic abutment movements and therefore. not commonly attempted by bridge designers. could be assumed to vary approximately with the height of the retained fill (H). whatever its density. after many cycles of imposed lateral movement δδ varies . Much larger settlements occur in initially loose backfills where considerable volumetric contractions take place before an ‘equilibrium’ density is attained. Such straining is imposed on the backfill by the abutment which moves in response to thermal movements of the deck. Analytical prediction of the shapes and magnitudes of settlement troughs is. 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. to contract and increase in density in response to cyclic straining. and in The assessment of the required length of the run-on slab relies on observations of measured behaviour and engineering judgement. however. 4. . Settlement troughs arise because of the tendency for cohesionless backfill. 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. 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. 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.Page 146 Fig. difficult to use and require measurement of a large range of representative geotechnical parameters from cyclic laboratory tests. This is because existing models which attempt to simulate the soil’s response to a complex history of cyclic straining are very approximate. It has been shown max by Springman et al. max between about 10δ 20δ well-compacted fill for both deep abutments and bank seats.22 Run-on slab the run-on slab. (1996) that. Run-on slabs are designed to span the settlement troughs that develop behind the abutments of integral bridges.

a maximum trough length of 2.2.19) is calculated.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. When the in-situ concrete is cast. (b) section A—A .23 Composite integral bridge made from precast and in-situ concrete: (a) elevation.5 (Fig.2.Page 147 Table 4. 4. the precast beams are simply supported and the self weight of the bridge induces a sagging moment.1H can be assumed from Table 4.24(a).1(2.4H 2. (1996) suggest that the length of the trough (Lt ) is unlikely to exceed the limits given in Table 4. the run-on slab should have a length of at least 2.25 m. 4.2 Approximate upper limits on expected trough lengths Granular fill Well compacted Deep abutments Bank seats 0. 4. Hence. as illustrated in Fig.23. When the in-situ concrete Fig.1H These observations and those taken during centrifuge model tests by Springman et al. 4.9H Loosely compacted 1. As the backfill is loosely compacted (density= 1600 kg/m3) and the abutments are not deep. the length of run-on slab required for the bridge of Example 4.5)=5.6H 0. 4. As an example.

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

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

As they are simply supported.27(c). 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. the equivalent moments at the ends are less but a further increment of equivalent moment is applied at the points where debonding ceases (Fig.28 Detail at support showing points where long-term cracking is likely to occur Fig.27(b). they calculated the maximum longterm sagging moment for beams made integral when between 21 and 100 days old. the beams hog upwards as illustrated in Fig. 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. When prestress is first applied below the centroid. It can result in cracking at the bottom of the deck over the supports as illustrated in Fig. Clark and Sugie (1997) carried out a parametric study of the time-dependent effects in composite integral bridges. 4. 4. 4. 4. For smaller beams. 4. The long-term result is a distribution of prestress moment such as that illustrated in Fig.26(b)). If some strands are debonded. 4.27(a). particularly at the interface between the precast and insitu concretes.28. When the bridge is made integral.26(a). In a study of continuous bridges made integral at the interior supports. . these hogging strains increase with time. 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. they suggest designing for a moment of 600 kNm. 4. such curvature is unrestrained so it results in instantaneous strain and a moment which is the simple product of prestress force and eccentricity. further curvature is resisted and the resulting distribution of moment is as illustrated in Fig.Page 150 Fig. Due to creep.

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

5.: x. Considering point b.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. In the following sections.1 shows a portion of a thin plate in the X− plane. the cube both moves and distorts. the x displacement at that point in the X direction. z=0. This type of plate is not typical of that found in bridge decks but is frequently used as an approximation of actual conditions. such as reinforced concrete slabs with significantly different amounts of reinforcement in the two directions or voided slabs. Considering initially the X− plane. isotropic plate theory can be used with reasonable accuracy for the analysis of many bridges. These types of slab are referred to as geometrically (or technically) orthotropic. at which point. it is common practise to extend it to include geometric orthotropy. The origin of the axis system is at Y mid-depth in the plate. a distance δ from a. Many bridge slabs possess different second moments of area in two directions.2. the theory of materially orthotropic thin plates is developed.Page 152 materials in which the behaviour in all directions is the same. but the same geometric properties. 5. When a load is z. c' and d' as illustrated in Fig. Figure 5. Thus. will be u plus the change in u over the distance δ i. b. Hence the length of a'b' projected onto the X axis is: .2 move to a'. Such a plate might be constructed of a material where the microstructure is orientated in two mutually perpendicular directions. such as timber. 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. applied.e.3. A materially (or naturally) orthotropic plate is composed of a homogeneous material which has different elastic properties in two orthogonal directions.2 Bending of materially orthotropic thin plates Figure 5.b'. δ In this figure the thickness of the plate is taken to be d. 5. 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. The displacement of point a in the X direction is denoted u. While the theory is strictly only applicable to cases of material orthotropy. the points a. Z c and d shown in Fig. Although this type of material is rarely found in bridge construction.

1 Portion of thin plate and co-ordinate axis system Fig.2 Segment of thin plate and elemental cube of material . 5.Page 153 Fig. 5.

Z plane By definition.1) Similarly.2) and: (5. 5. if v and w are the displacements in the Y and Z directions respectively. it can be shown that: (5.3 Distortion of cube of material in X.3) .Page 154 Fig. the strain in the X direction is: (5.

The first of these assumptions is that there is no strain in the Z direction. As can be seen in Fig.: (5.6) In thin-plate theory. α and βReferring to the figure: . this reduces to: u/∂ The other component of strain can be found similarly to be: Hence the shear strain is: (5. or that w is a function of x and y only. i.7) This implies that w is independent of z. a number of assumptions are made to simplify the mathematics involved. 5.4) Similarly the shear strains in the X− and Y− planes are respectively: Y Z (5.3.Page 155 The shear strain in the X− plane is defined as the change in the angle. Figure 5. there are two components.e. As ∂ x is small.5) (5. The physical meaning is . cab from the original Z 90°.4 illustrates the implications of this assumption.e. the difference between c'a'b' and cab. . i.

This assumption is again a simplification of the true behaviour. concrete bridge slabs do not have great shear strength. the depth of the slab remains unchanged throughout.8) (5. a means for determining shear stresses will be required.: (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. 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. but is justified by the fact that. Notwithstanding this. 5.5 where it can be seen that the 90° angle of cab is preserved in the distorted c'a'b'. Such a method is presented later in this section.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.9) The consequences of this are shown in Fig. In other words.e. . and all points deflect vertically by exactly the same amount as the points directly above and below them. and although shear strains are small. bridge slabs being relatively thin. i.Page 156 Fig. their behaviour is dominated by bending rather than shear deformation. 5.

Hence.11) .5 Segment of plate in X− plane showing assumed lack of shear distortion Z Rearranging equation (5. 5.10) where C is a constant of integration. Substituting this into equation (5. u and v are both zero.10) implies that the constant C is zero giving: (5. As the origin is located at the centre of the plate and bending is assumed to occur about that point. at z=0. there is no displacement in either the X or Y directions at z=0.8) gives: As w is independent of z. this implies: (5.Page 157 Fig.

5) gives: (5.13) (5. the equations is are similar.12) Substituting equations (5.15) respectively then gives: (5.17) (5.18) into equations (5.3) respectively gives: (5.16)–(5. In thin-plate theory. but there are now curvatures in the X. Y and XY directions which are given by: (5.Page 158 By rearranging equation (5.16) (5. the curvature is defined as: where κ the curvature and R is the radius of curvature.11) and (5.14) Similarly equation (5. a similar expression can be derived for v: (5.21) .19) (5.1) and (5.9).15) In the flexural theory of beams.20) (5.18) Substituting equations (5.13)–(5.12) into equations (5.

From this. By defining the X axis as the direction of the applied force. Figure 5.and three-dimensions: (a) one-dimensional bar. Equation (5.6(b). 5. expressions were established for the various strains in a thin plate.Page 159 Examination of equation (5.20) shows that the same applies to the strain in the x x Y direction. Such cases are discussed further in Chapter 7. Expressions are now developed for the corresponding stresses.6 Distortion in one. it follows that plane sections remain plane. . 5. The only significant strain in this system is in a direction parallel to the axis of the bar.6 (a) shows a onedimensional bar subjected to a tensile force. but some cases do exist where this is not so. strains in the other two directions become significant. as is generally assumed in beam theory. 5.22) Fig.3 Stress in materially orthotropic thin plates In the previous section.2. as is indicated in Fig. σand modulus of . as 2 κ=∂w/∂2 is independent of z. E. by: In the three-dimensional case. εis related to the stress. (b) three-dimensional body showing the effect of stress in the axial direction on strains in the orthogonal directions . elasticity. the strain in that direction is given by: (5.19) shows that strain in the X direction is a linear function of z. This strain. This is generally a reasonable assumption for slab bridge decks.

23) (5. the stress in the Z direction is small and the Poisson’s ratio is generally small for bridge deck materials. y z made of a homogenous material and that the elastic constants (Ex.22) assumes that the plate is x. each other. ν etc. as is appropriate for the materially orthotropic (or anisotropic) case. For a thin plate in bending.) are independent of x. E y and Ez are the moduli of elasticity in the X. Y and Z directions respectively. 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.Page 160 where E x.24) . and ν νand νare the corresponding Poisson’s ratios. Equation (5. Consequently the last term of equation (5.22) can be ignored.

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)

Page 166 Fig. (b) associated distortions . 5.10 Bending and twisting moments in a plate: (a) segment of plate and directions of moments.

However. Figure 5. Defining qx and qy as the downward shear forces per unit breadth on the positive X and Y faces respectively then gives: (5.5 Shear in thin plates Vertical shear forces occur in bridge decks due to the shear stresses. shear stresses.46) i.7. Figure 5. and illustrated in Fig. there are two shear forces at each point.8) and (5.9)) that shear deformations in the plate were negligible. 5.2. can be significant.45) It was assumed earlier (equations (5.10(b) shows the type of deformation associated with each of them.Page 167 where j is known as the torsional constant and is given by: (5. . Unlike beams. 5. dQdx which is relatively small. while numerically small.10(a) shows the direction in which each of these moments acts while Fig. one for each direction (X and Y).e. particularly in concrete slabs which are quite weak in shear. In thin-plate theory.11 shows a segment of a beam of length dx in bending. In the simple flexural theory of beams.43) The moment mxy (=myx ) is often referred to as a twisting moment and is distinct from the normal moments mx and my . 5. Taking moments about the left hand end gives: Rearranging and ignoring the term. the same phenomenon exists and an expression is found from equilibrium of forces on a segment. This is a reasonable assumption as shear deformation is generally small in bridge slabs relative to bending deformation. 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.44) and: (5. a similar expression can be derived. the shear force is the derivative of the moment. gives an expression for the shear force Q: (5.

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)

55) where M is the moment. this is not normally done as the resulting inaccuracy in the shear forces tends to be small. unless myx is particularly large. namely. The shear forces per unit breadth in the slab. 5. for example. This technique is discussed further in the next section. I the second moment of area. E the modulus of elasticity and R the radius of curvature. 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. are found from the shear forces in the grillage members in a similar manner to the moments. At point p. qx and qy.46).2 Grillage member properties—isotropic slabs A grillage member in bending behaves according to the well-known flexure formula: (5. This may be quite unsatisfactory. 5. This accounts for the first term of equation (5.40) stated that mxy and myx are equal for materially orthotropic plates.14. but the torques in grillage members b1 and b2 will not necessarily be equal to the torques in b3 and b4.54) Equations 5.47 and 5. Examining. By substituting the curvature 1/R with κ rearranging. particularly for orthotropic plates with significantly different flexural stiffnesses in the two directions. the shear force Vb1 in Fig. 5. the derivative of myx with respect to y.Page 173 Equation (5. but there is no account taken in the grillage analysis of the second term.14) these are given by: (5. as large variations of torque may exist between the longitudinal and transverse beams. the moment per and unit breadth. . This could be calculated in the grillage by finding the derivative of the torques in b3 and b4 with respect to y.3.48 gave expressions for the shear forces per unit breadth in the slab. 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 (5.53) and: (5. However.56) where i is the second moment of area per unit breadth.47). (Figs. 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. m is found: (5.13 and 5.

The moment/curvature relationship then becomes: (5. is relatively small in bridge slabs (approximately 0.57) must be equated. there is only one value for E and νSubstituting E for Ex and ν .56) and (5.2 for concrete). G is the shear modulus and J is the torsion constant (St. l is the length of the beam. if this approximation is applied to both mx and my. 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. for νand νin that equation gives: x y As Poisson’s ratio. Venant constant). 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. T is the torque. the stiffness terms of equations (5. giving: A further simplification is made by equating the term below the line to unity. A grillage member in torsion behaves according to the well known equation: (5. v.59) .Page 174 Equation (5. Further.15 shows a portion of a beam of length δ in torsion. This can be justified by the fact that Poisson’s ratio is small.58) where is the angle of twist. For an isotropic slab.57) To achieve similitude of moments between a slab and the corresponding grillage. such an adjustment has very little effect on the final results. they are both affected by the same amount. As it is the relative values of stiffness that affect the calculated bending moments and shear forces. it is common practice to ignore the second term in this equation. Figure 5.34) gives an expression for the moment per unit breadth in the X direction in the slab.

5.60) Applying equation (5.18) into equation (5.59) gives: (5.62) .58) to the beam of Fig.Page 175 Fig.15 Segment of beam subjected to torsion Substituting equation (5. 5.15 gives: (5.61) gives: (5.61) Substituting equation (5.60) into equation (5.

Equation (5. the stiffness terms of equations (5. The torsion constant for the grillage member can alternatively be expressed in terms of the slab second moment of area: (5. it will not generally be necessary to specify Gxy for the grillage model.66) are based on the grillage member having the same shear modulus as the slab.64) must be equated.63) where j gril is the torsion constant per unit breadth in the grillage member. 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. in the slab and torques.43) gives an expression for the torsion constant of the slab. Equating this to jgril gives: (5. However.63) and (5.Page 176 This can be rewritten in terms of torque per unit breadth.65) ensures that the grillage members in both directions will have the same torsional constant per unit breadth.43) for the torsional constant is valid. The preceding derivation of grillage member torsional properties is applicable to thin plates of rectangular cross-section where equation (5. in the grillage members.42) gives an expression for the twisting moment per unit breadth in the bridge slab: (5. mxy. 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. this is carried out automatically by the grillage program.65) and (5. t: (5.58) can be applied. 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) Although equations (5. Equation (5.64) To achieve similitude of moments. This can clearly be achieved by adopting the same shear modulus and torsion constant in the grillage member as is in the slab. Equation (5.67) Typically. .65) where d is the slab depth. t.

e.17. i. The reason for this lies in the definition of torsion in a beam and of moment mxy in a slab. equation (5. 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). qx as illustrated in Fig.3.34). It has been recommended that the edge grillage members be placed at 0. they have different second moments of area per unit breadth in the orthogonal directions. many bridges are geometrically orthotropic. E. The vertical shear stresses are accounted for in the grillage in the same manner by the shear forces qy in the transverse beams. most bridges have the same modulus of elasticity. It is common practise to use the equations developed for materially orthotropic thin plates to represent geometrically orthotropic bridges.16 shows a portion of a beam of breadth b and depth d in torsion. the second moments of area per unit breadth for the grillage and the slab are equated.68) predicts a torsion constant for the beam which is twice that predicted by equation (5. Similarly. . The torque in the beam results from both of these shear stresses and is given by: (5. for both directions. 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.68) It can be seen that equation (5. The shear stresses set up in the beam are shown. in both the horizontal and vertical directions.36) shows that the moment mxy is arrived at by summing only the shear stresses in the horizontal direction (i. only). In the slab.66) for isotropic slabs. 5. applies to materially orthotropic slabs: However. in the Y direction.3 Grillage member properties—geometrically orthotropic slabs Equation (5. Figure 5.69) In the slab. the torsional constant may be approximated with: (5.3 times the slab depth from the edge so as to coincide with the resultant of the shear stresses.Page 177 For rectangular beams with depth d and a breadth of greater than 10d. Further. reproduced here. 5.e. the shear stresses in the vertical direction are accounted for by the shear force per unit breadth.

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

70).Page 179 Fig. equation (5.3.67). E. that the twisting moments are equal: (5. and Poisson’s ratio. νIt is generally calculated internally in computer programs using .17 Slab with vertical shear stresses and corresponding grillage members with shear forces per unit breadth reproduced and adapted here as equation (5. 5.66) for an isotropic slab. G. The shear modulus for a slab made from one material.4 Computer implementation of grillages There are many computer programs commercially available which are capable of .71) It can be seen that this equation is consistent with equation (5. 5. is a function of the elastic modulus.70) Hambly (1991) recommends using such a single torsional constant for both orthogonal directions: (5.

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

The required moment is arrived at by averaging the moments on either side of the node. corresponds to the discontinuity between the moments Mb1 and Mb2 in the longitudinal beams. 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. significant differences can remain. having no other transverse beam to balance it.40) stated that the moments mxy and myx are equal in a slab. as other factors may also have an effect. However.18 Distribution of bending moment in a segment of grillage mesh showing discontinuity in moment (T b3=Mb1− b2 ) M . Fig. 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. This is illustrated in Fig.57)). as are the corresponding curvatures in the two directions. Where only three beams meet at a node.18 where it can be seen that the torque T in the transverse beam. torques or shears indicate a grillage mesh which is too coarse. This expression involved terms accounting for the curvature in the X and Y directions. which should be treated in the same manner. this discontinuity will be exaggerated. Equation (5. A similar simplification was made for my .Page 181 the node. excessively large discontinuities in moments. 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.34) gave an expression for moment per unit breadth. As a result of this. such as where two longitudinal beams along the edge of a grillage meet only one transverse beam. and requires the addition of more beams. There is no mathematical or physical principle in the grillage to make this so. When deriving the properties of a grillage member parallel to the X axis. 5. The same phenomenon causes discontinuities in torques and shears. Equation (5. the effect of curvature in the Y direction was ignored (see equation (5. 5. As was mentioned earlier. The opposite of this is not necessarily true. mx. in the slab. The magnitude of these discontinuities can be reduced by choosing a finer grillage mesh.

some general recommendations are valid for most grillage models. 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. If it were assumed that shear enhancement was sufficient to cater for local concentrations of shear near a support. This direct relationship between mesh density and the calculated maximum shear intensity means that.3.6 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. These should not be viewed as absolute. It follows that. However. such as those relating to voided or skewed bridge decks. Fortunately. are given in Chapter 6. the magnitude of these moments is generally relatively small. mxy or myx. When bridges are supported at discrete intervals. 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. Some more specific recommendations. Thus the designer would design for the shear force calculated at a deck depth from the support. the grillage member spacing has to be fixed near the support so that it gives the correct result.47) and (5. whichever direction the beam lies in. which is applicable to such a wide variety of structural forms. It will be seen from the recommendations given here that the traditional need for economy in the . 5. and should be used in the context of good engineering judgement. except for bridges with high skew. there are sharp concentrations of shear intensity near each support. 5.3. the effective breadth decreases and the calculated concentration of shear adjacent to the support increases. then grillage member spacing would assume a much reduced importance. qx and qy .7 Recommendations for grillage modelling It is difficult to make specific recommendations on the use of a technique such as grillage modelling. The first of these equates the shear force per unit breadth qx to the sum of two derivatives: In the grillage. if the grillage mesh density increases. 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.Page 182 Equations (5. There is no account taken of the derivative of the twisting moments.48) provide expressions for the shear forces per unit breadth. 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. if reasonably accurate results are to be obtained.

A reasonable spacing of longitudinal beams is between one and three times the slab depth.Page 183 numbers of grillage members no longer applies. Spacing will often be dictated by the location of supports or lines of strength in the bridge slab.19(a). as the magnitude of moment in the transverse beams is generally relatively small. and. should these exist. Transverse beams should have a spacing which is similar to that of the longitudinal beams. There is little point in having longitudinal beams too closely spaced. (b) non-constant mesh spacing . A choice of between one and three times the longitudinal spacing would be reasonable. location of prestressing tendons. 5. Often this spacing will be greater than that of the longitudinal beams. Longitudinal grillage members should be provided along lines of strength in the bridge slab. no additional accuracy will be achieved. 1. The procedure of moving nodes locally to coincide with supports. 2. illustrated in Fig. 5. should be avoided if possible. particularly in wide bridge slabs. as the computational power available to today’s engineers is well in excess of that available when earlier recommendations were made. as this may result in skewed members which complicate the interpretation of results. there is no advantage in providing excessive numbers of grillage members as the amount of output data will be excessive. Where possible. 3. Nonetheless. The transverse grillage members Fig. or precast beams in beam-and-slab bridges. significantly greater spacings are often possible without great loss of accuracy. Lines of strength may consist of concentrations of reinforcement. beyond a certain point. However. 4.19 Alternative grillage meshes near point supports: (a) local adjustment to mesh near supports to maintain constant spacing of members elsewhere. grillage members should be located such that nodes coincide with the locations of supports to the bridge slab.

6. 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.17. 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. when determining the torsional constant of these longitudinal grillage members. 5. however. If the spacing of grillage members is in doubt. The objective is to locate these beams close to the resultant of the vertical shear stresses. 5. . For bending moment results. so that the span length between supports in the grillage and the bridge slab are the same. where d is the slab depth.20 Segment of grillage mesh showing longitudinal members 0. for example. in the bridge slab as illustrated in Fig. such as heavily reinforced diaphragms above bridge piers.3d from the end. Figure 5. Care should be taken. the use of elastic springs to Fig. one with more longitudinal and transverse beams at a closer spacing. Supports to the grillage should be chosen to closely resemble those of the bridge slab. This may involve. It has also been recommended that. should they exist. the breadth of slab outside 0. i.Page 184 should also be chosen to coincide with lines of transverse strength in the bridge slab. that this recommendation does not result in supports being placed in the wrong locations.3d should be ignored. increasing the mesh density tends (up to a point) to increase the accuracy. 7.3d from the edge of the slab. The second moments of area of these beams are calculated using the full breadth of slab in the normal way.e.3d from the edge except for the end transverse members . 5.20 illustrates an example where a member is correctly placed more than 0. a check can be performed by comparing the output of a grillage with that from a more refined grillage.

A useful method of gaining familiarisation with a specific FE program is to begin by analysing simple structures. where shear enhancement occurs. 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). reasonable accuracy can be achieved with most sensible member spacings. 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. No particular problem arises from using elements which allow in-plane deformations in addition to out-of-plane bending. Beyond a deck depth from the face of the support. 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. Such analyses are only necessary if it is specifically required to model in-plane effects. for example. Some of these types of model are discussed in Chapter 7. grillage analysis is much less reliable.Page 185 simulate deformable bearings or ground conditions as discussed in Chapter 4. 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. that of Zienkiewicz and Taylor (1989)). 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. Closer to the support. 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. . There is a risk that inexperienced users will attempt to analyse complex bridges without understanding the true nature and behaviour of the structure. Some elements do not model in-plane distortion and consequently the nodes have only three degrees of freedom. and often more accurate than. All of the elements generally lie in the one plane and are interconnected at a finite number of points known as nodes. When applied to the analysis of slab bridge decks. the FE method involves the modelling of a continuous bridge slab as a finite number of discrete segments of slab or ‘elements’. 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 most common types of element used are quadrilateral in shape although triangular elements are sometimes also necessary. 8. Finite-element analysis is relatively easy to use and comprehend and. such as axial prestress.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. Finite-element analysis is well known to bridge designers. namely out-ofplane translation. and rotation about both in-plane axes. Much development has taken place since this pioneering work and many texts now exist which give a comprehensive description of the method (see. when applied correctly. the behaviour of which is known. 5. is at least as accurate as. the grillage method. and then to progress to more complex structures. This said.

is determined by the . the second moment of area per unit breadth is given by equation (5.34) and (5. are output directly by FE programs. my and mxy . 5. E y.35) give expressions for the moments mx and my in a thin plate. Equations (5. These expressions involve derivatives of the direct moment mx (or my ) and the twisting moment myx (or mxy).33): .67).47) and (5. E x. This is a significant advantage of the FE method over the grillage approach. program from these constants directly according to equation (5. in-plane distortion or a combination of both of these. mx. the validity of this relationship should be checked for the particular plate under consideration. it is advisable to determine whether or not shear forces are calculated correctly using equations (5. The finite elements will satisfy this equation.1 Similitude between finite-element model and bridge slab The moments per unit breadth. If this is the case. Some x.4.Page 186 5. a check is useful to ensure that the values given are consistent with those at the neighbouring nodes. Equation (5.48). will account for the effect of curvature in one direction on the stiffness in the other direction. Many programs provide the ability to determine these values at any arbitrary point using interpolation. It was shown above that a grillage model does not take account of the derivative of the twisting moment. and unlike a grillage analysis. Where the twisting moments are significant.4.2 Properties of finite elements The types of finite element considered here are those used for the modelling of slab bridge decks. These are plate elements which can model out-of-plane bending. y. only two elastic constants need to be defined for the finite elements. although not all programs offer this facility. In FE analysis. five elastic constants. equations (5. programs assume a value for Gxy based on the values input for the other four elastic constants. Isotropic bridge slabs In the case of bridges which are idealised as isotropic plates. Each of these expressions involves terms relating to the curvature in both the X and Y directions. If this facility is used. Gxy. The material properties of the elements are defined in relation to the material properties of the bridge slab. shear force per unit breadth can be calculated. 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.48) give expressions for the shear force per unit breadth in a thin plate. The finite elements will behave according to these equations. As the element is of constant depth.42) gave an expression for the moments mxy and myx in a thin materially orthotropic plate. The twisting moment term can readily be accounted for. G. When materially orthotropic finite elements are used.47) and (5. ν and ν typically need to be specified. E and νThe shear modulus. Finally. These are generally given at the element centres and/or corners.

77) The equivalent element depth can be calculated from equation (5. In such cases. mx . the user simply specifies the element depth as: (5.Page 187 In a typical program.35) gives a similar expression for my . 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.73) and (5.73) (5. E slab.: (5. there is only one modulus of elasticity.75) Substituting this into equations (5. but there are two second moments of area per unit breadth.72).34) gives an expression for the moment. In most geometrically orthotropic bridge slabs. . Equation (5. However. but only one depth can be specified. and . 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. i.74) gives: (5. ix ≠ .72) Geometrically orthotropic bridge slabs Geometrically orthotropic bridge decks are frequently modelled using materially orthotropic finite elements.76) and (5.e. Equation (5. for both directions. 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.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.

This would lead to alternative expressions to the above.3 was reported to come from an extreme case where the flexural stiffness in the two directions varied by a factor of 20. has been suggested by Troitsky (1967): (5. 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.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. that the shear modulus given by the above expression may need to be reduced by a factor of between 0. an arbitrary depth of finite element could be chosen (say. the orthotropic nature of the plate might be better handled using a combination of elements and beam members or a three-dimensional model. mxy .76) applies and equation (5. As an alternative. It was reported by Troitsky (1967).79) To be consistent with the equations for and i elem derived above. is given by equation (5. the moment/curvature relationship for the twisting moment.80) Equation (5. from the results of analysis and experimentation on steel orthotropic bridge decks.3.73) and (5. Alternatively. equation (5.74) to give: (5. . the authors would suggest analysing the orthotropic plate using a value predicted by equation (5. In such cases the shear modulus may need to be reduced.79) becomes: (5. the moduli in the Y direction could be equated. To determine if the influence of the shear modulus on the analysis is significant.80) diminishes as the variation in the elastic properties in the two directions increases.80) and analysing again using a shear modulus of half this value. Gxy. An approximate expression for the constant.Page 188 For a materially orthotropic slab. The lower value of 0. Then. Consequently the accuracy of this and 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. Instead of arbitrarily equating the modulus of elasticity of the finite element in the X direction to the corresponding modulus of the slab. a similar expression can be determined by substituting from equations (5. These types of model are discussed further in Chapters 6 and 7.42).78) For a geometrically orthotropic slab with a single modulus of elasticity and Poisson’s ratio.

Unlike the grillage method. 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. Obviously. Considering. The implementation of the FE model is carried out in a similar manner to a grillage and many of the comments in Section 5.3 apply. as some programs may not be able to deal with excessive numbers. 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°. 5. As with grillage modelling. 5. In contrast to grillage modelling. These may occur when attempting to refine the mesh such as in Fig. more elements tend to result in greater accuracy although this is by no means guaranteed.4. This function may be applicable to elements of a certain shape only.22(a) where elements (1) and (2) are connected to each other at point P but are not connected to element (4).21(b). it is often more convenient if a consistent mesh density is used throughout a bridge.Page 189 The expressions given above relate to bridge slabs with the same modulus of elasticity in both directions. is given in Chapter 6. for example. Some elements have mid-side nodes so that it is possible for example to have . In general. In the absence of information to the contrary.3 Recommendations for finite-element analysis There are many commercially available computer programs for FE analysis of bridge decks. quadrilateral elements with nodes at the four corners. the finite element response to applied loading is based on an assumed displacement function. 5. and quite often the program will allow the user to define elements which do not conform to this shape. However. More specific recommendations are given below and further guidance. a typical program may be able to deal with elements of the type shown in Fig.21(a) but may give an inaccurate representation for the elements shown in Fig. it is difficult to make specific recommendations relating to FE modelling of bridge slabs but some general guidelines are given here. applicable to voided and skewed bridge decks. but can easily be modified where this is not the case. Regularly shaped finite elements should be used where possible. 2. 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. This type of model is useful where in-plane effects (such as axial prestress) are to be considered. 5. it may become necessary to limit the number of elements. Mesh discontinuities should be avoided. considerable deviation from these shapes may be permissible and the documentation provided with the program should be consulted for specific recommendations. These should tend towards squares in the case of quadrilateral elements and towards equilateral triangles in the case of triangles. 1. Once again these should not be viewed as absolute.

22 Meshes of finite elements at transition between coarse and dense mesh: (a) potentially problematic arrangement. 5. 5.21 Possible shapes of quadrilateral finite elements: (a) generally good shapes. (b) good arrangement . (b) potentially problematical shapes Fig.Page 190 Fig.

Elements should be located so that nodes coincide with the bearing locations. a second axis system. my and mxy . The direct moment per unit length on AB is denoted mn and the twisting moment per unit length is denoted mnt. the three components can be combined using vector addition in a manner similar to the concept of Mohr’s circle of stresses. 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. Similar results from both would suggest that the mesh was sufficiently dense. 5. 5. This is generally easily achieved.24. This will be complied with if the first recommendation is adhered to. if excessive. result in yield of the slab at any such angle. The spacing of elements in the longitudinal and transverse directions should be similar. 7. The results of such analyses give three components of bending moment at each point.Page 191 elements (3) and (4) connected to the mid-side node of element (1) at Q. it is useful to compare the output of a model with the chosen mesh density to that of a model with a greater density. . Resultant moments can be calculated at any angle of orientation and can. 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. are also illustrated in this figure. For convenience. Shear forces near points of support in finite-element models tend to be unrealistically large and should be treated with scepticism. All vectors are resolved parallel and perpendicular to AB in Fig. The twisting moments per unit length. 5.5 Wood and Armer equations Much of this chapter has been concerned with methods of analysis of slab bridges. mx. the use of elastic springs to simulate deformable bearings or ground conditions as discussed in Chapter 4. As bending moment is a vector. 3. 5. A mesh is shown in Fig. as can to be seen in the figure. N–T. . AB. 1997). where the moment is about the axis of the arrow. mxy and myx. The vectors representing the moments are resolved to determine the moments on the face AB. This may involve. the projected lengths on the X and Y axes are l sin θ l cos θ and respectively.23(b) using double headed arrows to denote bending moment. 5.22(b) where mid-side nodes are not needed and all elements are connected. If mesh density is in question. 6. Supports to the finite-element model should be chosen to closely resemble those of the bridge slab. 4. is introduced where N is normal to the face AB and T is parallel (tangential) to it. A small segment of slab is illustrated in Fig. However. . at an angle of θ the Y axis. 5. The length of the face AB is l and. for example. This section addresses the design problem of how the engineer should calculate the moment capacity required to resist such moments. 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.23(a) and the possibility is considered of failure on a face.

81) Considering components perpendicular to AB gives: (5.23 Segment of slab: (a) geometry.25 where resolution of components gives: (5. 5.83) and: (5.82) The components of moment on a face perpendicular to AB are considered in Fig.84) . (b) applied bending and twisting moments Considering components parallel to AB first: (5. 5.Page 192 Fig.

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:

93).90)) that and mxy were of the same sign. If the cost of providing moment capacity is the same in both directions. 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: (5.91) becomes: (5. . It is required to determine economical moment capacities given that providing costs twice that of providing .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. Example 5. 1968).96) These are known as the Wood and Armer equations (Wood. my=80 and mxy=20.Page 198 It was established earlier (by comparing equations (5.95) (5. then ρ and equations (5. Hence. be prestressed in one direction and reinforced with ordinary reinforcement in the other.93) become: (5. The cost of providing moment capacity in the two coordinate directions may not necessarily be equal as a bridge may.92) Similarly.92) and (5.89) and (5.92) =1 and (5.94) This can be used to find an economical value for in equations (5. equation (5. mx=190.93) Any value for can be selected by the designer and these equations used to determine the minimum required moment capacities. In general. for example. their product is positive giving: (5.

ρis 0.e.Page 199 As cost is proportional to critical angle is defined by: the constant.93) then give the required moment capacities: . i.5 and the minimum cost value for the . Equations (5.92) and (5.

more complex non-planar methods of analysis are considered. with adaptation. 6. non-planar models are considerably more accurate than planar models. For certain bridges. In this chapter. This will be demonstrated in the following examples. They can. the behaviour of bridge slabs is considered. planar grillage and finite-element models are at present the method of choice of a great many bridge designers for most bridge slabs. Further. both of these planar methods of analysis are used to model a range of bridge forms.1 Introduction In Chapter 5. grillage and finite-element methods. For this reason. However. they can also be considerably more complex and can take much longer to set up. In Chapter 7. 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. it is a simple matter to prepare a computer model following the guidelines specified in Chapter 5. .Page 200 Chapter 6 Application of planar grillage and finite-element methods 6.2 Simple isotropic slabs When bridge slabs are truly planar. be applied to many different types of slab as will be demonstrated. both of which consist of members lying in one plane only.

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. Figure 6. with an additional line at the centre of the deck. free-sliding and guided-sliding bearings is used so that the bridge can expand or contract freely in all directions in plane.1. 6.3 times the depth from the edge of the slab.3. The end rows of transverse members are taken through the centres of the bearings. 6. The longitudinal members have been placed along the lines of the bearings.2 and 1. The transverse members have been placed at a spacing of 1.5 m which gives a ratio of transverse to longitudinal spacing of between 1. It is to be constructed of prestressed concrete and is to have a uniform rectangular cross-section of 0.2 (a) shows a convenient grillage mesh for this bridge deck. 6. Fig. (b) section .2 Grillage mesh for bridge of Fig.1 Plan view of two-span bridge Fig.Page 201 Example 6. a row of longitudinal members has been placed at a distance of 0. The deck is supported on four bearings at either end and on two bearings at the centre as illustrated in the figure. As recommended in Section 5.8 m depth. A combination of fixed. 6.1: Grillage model of two-span right slab A two-span bridge deck is illustrated in Fig.1: (a) plan.

Figure 6. 6.0470 0.0640 0.24)=0. Example 6.2.1 and Fig. in keeping with recommendation number 6 of Section 5.0862 0. a reduced breadth of (0.1 Second moment of area (m4) Longitudinal members R1.66): 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. R7 R4. 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 (5.0981 0. The two rows of .2: Finite-element model of two-span right slab A planar finite-element model is required for the bridge deck of Example 6.0371 0. This is used to determine the breadth of slab attributable to each longitudinal grillage member.0491 0.3.24 m for the calculation of the torsion constant.2 (b) shows a cross-section of the slab with the grillage members superimposed.0938 0. the breadth is 1.0964 0.0537 0.1. These values are presented for all of the grillage members in Table 6. R9 R2. It can be seen that this breadth is taken to be from midway between adjacent members on either side.Page 202 Table 6. The breadths of the elements are chosen such that nodes coincide with the locations of the supports. R8 R3.87− 0.0483 0.5/2+0.5 m past the centre of the bearing.63 m was used. Similarly.5 as the slab extends 0. when determining the value of the torsion constant of the longitudinal members in rows R1 and R9.1. For the transverse end members. 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. this is reduced by 0.7.0470 Torsion constant (m4) 0.0534 0.3 shows a convenient finite-element mesh. R6 R5 Transverse Members End members All intermediate members 0. However.0938 0.3d=0.1 Grillage member properties for Example 6. 6.2 (b).1280 Figure 6. 6.

Only decks where the neutral axis remains substantially straight are considered here. It is not necessarily conservative to ignore the additional stiffness provided by them. the appropriate stiffness is determined by first finding the neutral axis location for the complete deck.4. a similar degree of accuracy could be expected. This type of construction is chosen partly for its reduced self weight and partly for its slender appearance (see Section 1. This is a somewhat arbitrary choice. E=35×10 6 kN/m2. 6. the neutral axis will not remain straight as the upstand tries to bend about its own axis. In some bridge decks. Bridge decks of this type are discussed further in Chapter 7. equal to the average breadth of the elements. Figure 6. In such cases. and had the length been taken as. in the case of concrete bridges. These will be similar to those illustrated in Fig. where the edge cantilever is relatively short or stocky . are often included at the edges of the slab. 6. The length of the elements along the span of the bridge was chosen as 1. 6.5 shows the cross-section of a deck with a long slender edge cantilever with an upstand at its edge.3 Finite-element mesh for bridge of Fig. then the increased stiffness which they provide generally needs to be considered. 6. 6. or simply for aesthetic reasons. the upstand may not be integral with the bridge deck and can simply be considered as an additional load on it.5 m breadth. may be precast to ensure a good quality of finish. If they are made integral with the deck. but the extra number of elements in the model chosen is not considered to be excessive. the elastic modulus is taken to be that of the slab. either to stiffen the edge.1. As this is an isotropic bridge slab. In slab bridges. The properties of each part are then calculated about this axis. say. 6. to carry a protective railing. the only geometric property which has to be assigned to the elements is their depths. All of the elements are assigned a depth of 0.1 elements at each edge of the model could be replaced with one row of 1.2 m which is equal to the breadth of the widest element. Cross-sections of typical slab decks with edge cantilevers are illustrated in Fig.4.3 Edge cantilevers and edge stiffening Slab bridge decks often include a portion of reduced depth at their edges known as an edge cantilever. Upstands or downstands.8 m which is equal to the actual depth of the bridge slab.Page 203 Fig. finding the location of the neutral axis may not be straightforward.8). The effect of an edge cantilever or an integral upstand/downstand is to change the stiffness of the bridge deck. As for Example 6.4(c) and (d). These are frequently important aesthetically and. causing the bridge neutral axis to rise. In such a case. such as those illustrated in Figs.

The neutral axis is then taken to be straight across the complete deck and to pass through its centroid. 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. 6. 6. Details of a general approach to this calculation are given in Appendix C. the neutral axis is found to be 563 mm below the top of the bridge deck. It is required to design a suitable mesh of grillage members to model the structure.5 Cross-section of slab deck with slender cantilever and upstand or where the upstand is not excessively stiff. Example 6. The bridge deck.3: Grillage analysis of slab with edge cantilever The cross-section of a prestressed concrete bridge slab with edge cantilevers is illustrated in Fig. spans 20 m and is simply supported on three bearings at each end as indicated in the figure. In this case.6.Page 204 Fig.4 Typical cross-sections of slab decks showing cantilevers and upstands Fig. 6. which has a constant cross-section through its length. . This can be determined by hand or by using one of many computer programs available for such purposes.

• The fourth row. The spacings of longitudinal grillage members is given in Fig. R3. This distance corresponds to 0.3 times the depth of the deck (0. each of which is represented by a row of grillage members.7(b). • The second row of grillage members from the edge.7. is placed at a distance of 90 mm from the edge of the cantilever. 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. Row R1. In each case. • The outermost row of grillage members. these members represent a portion of bridge slab of breadth 1000 mm and they are located at the centre of that portion. (b) plan The cross-section is divided into a number of segments. R5 and R6 (and R8 and R9). Figure 6. R7. .3×1200=360 mm) from the midpoint of the sloping edge of the main deck. 6.3 (dimensions in mm): (a) section. are chosen between the supports. of grillage members are located to coincide with the supports to the bridge deck. • The third row of members from the edge. is located at the centre of the portion of cantilever which it represents.7(a) shows the divisions chosen and the corresponding grillage members.3 times the average depth of cantilever. and middle row. R4.3. This is in keeping with recommendation number 6 of Section 5. but that chosen here seems reasonable. The location from which this distance is taken is somewhat arbitrary. is placed at a distance of 0.6 Bridge deck of Example 6. Note that row R4 is not exactly at the centre of the portion it represents. R2. • Two rows of grillage members. 6.Page 205 Fig.

7 Grillage model (dimensions in mm): (a) cross-section showing grillage members and corresponding segments of deck. each row of longitudinal grillage members is considered separately. However.Page 206 Fig. Twenty one rows of transverse members with a spacing of 1000 mm were chosen. (b) schematic of cross-section showing spacing between members. it gives a good longitudinal to transverse spacing ratio. 6. the transverse members between these rows have been modelled as two separate members with a row of nodes where they join. (c) plan of mesh Figure 6. For this example. 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 .27. between 1:1 and 1:1. 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.7 (c) illustrates a plan of the grillage mesh with dimensions in mm. Due to the variation in depth between rows R2 and R3.

021 0. are also calculated about their own centroids as it is about these that they will bend.71) as this is an orthotropic deck : Table 6. The torsion constants for the members are determined in accordance with equation (5. R12 R3. 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.290 0. R7. R6. R11 R4.7. R9 Transverse members Tc—End members Tc—Intermediate members Tm—End members Tm—Intermediate members 0. i. Tm. R10 R5.144 0.110 0. The transverse members are divided into two groups.3 Second moment of area (m4) Longitudinal members R1. running from the edge as far as the row of nodes indicated in Fig.178 0. The depth of these members is taken as the average depth of the cantilever.010 0. The second moment of area of the transverse members in the cantilever.002 0. These are labelled Tm in the figure.146 Torsion constant (m 4) 0. The second group are those in the main portion of the deck and account for all of the other transverse members.278 .7(c). 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). R8. These are labelled Tc in Fig. The results are presented in Table 6.131 0. Tc.2 Grillage member properties for Example 6. The first group are those in the cantilever portion. 6.144 0.2.034 0.e.261 0. 6.2. 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. R13 R2.143 0.019 0.029 0.013 0. 300 mm.002 0.Page 207 of deck. are taken about their own centroids as they will bend (transversely) about their own centroids.

the X direction is arbitrarily chosen as the longitudinal direction. The torsion constant per unit breadth of the transverse grillage members. the torsion constant per unit breadth of the longitudinal members. the average value is considered acceptable. and the transverse members. Tc. Tc. is given by: Considering next the longitudinal members in row R2 and the transverse members Tc. the condition of Section 5. Hence. To apply this equation.2) is given by: The second moment of area per unit breadth of the transverse members is 0. Tc.2) is given by: .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. the second moment of area per unit breadth of the longitudinal members (with reference to Table 6.2) is given by: Therefore the torsion constant per unit breadth of the longitudinal members. R2. an approximation is made by taking an average value for the torsion constant per unit breadth of the transverse members. 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. as the two distinct values are very close.Page 208 where and are the second moments of area per unit breadth in the X and Y directions respectively. 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. and the transverse members. However. At this stage. R1.3. the second moment of area per unit breadth of the longitudinal members (with reference to Table 6. Considering the longitudinal members in row R1 and the transverse members Tc. In doing this.002 m3.

Tm. The other longitudinal members. The depths of the elements have not been drawn to scale in this figure. For the longitudinal members in rows R3 and R11. and the transverse members.8(a) shows the division of the deck and Fig.09 m.6. 6. is given by: This value is adopted for the longitudinal members in row R3. and the transverse members. the breadth is reduced by 0.144 m3 and therefore the torsion constant per unit breadth of the longitudinal members.3 and Fig. have the same second moment of area per unit breadth (with reference to Table 6.2. Figure 6.8(b) shows a cross-section through the finite-element model. For the end transverse members. 6. Tm. the torsion constant per unit breadth of the longitudinal members.3×1.9=0. This results in 20 elements in each of the 14 longitudinal rows. 6. R4 to R10. Example 6. the need to average two dissimilar values of torsion constant was avoided.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. Tm.8(c) shows a plan of the finite element model with rows of elements labelled r1 to r14. For the end transverse members.6(a) is divided into a number of segments in a similar manner to the grillage model. the breadth is reduced by 0. 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. The cross-section of Fig.3×0. and the longitudinal members in rows R1 and R13. 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.27 m. R3. . R4 to R10.3=0. the breadth is reduced by 0.Page 209 The second moment of area per unit breadth of the transverse members is 0.2) which is: Hence. Tc. Figure 6.3×0.36 m. As the nodes form the boundaries of the elements and the location of the supports must coincide with nodes. The length of the elements (in the longitudinal direction) is taken as 1000 mm. These values are given in Table 6.2=0. the division of the deck for the finite-element model varies somewhat from that of the grillage.

8 Finite-element model (dimensions in mm): (a) cross-section showing division of deck into elements.3 to be located 563 mm below the top surface. The second moments of area per unit breadth for each row of elements are given in Table 6.3. 6. are determined for each portion of the bridge deck. and . The second moments of area per unit breadth. (b) schematic of cross-section showing breadths of elements. r13 and r14). In the case of the elements in row r3. (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. . these are calculated about the centroid of the bridge which was seen in Example 6. In the case of the elements representing the edge cantilevers (rows r1. 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 Y direction. it is difficult to determine the transverse stiffness as the depth varies significantly. r2. the transverse stiffness is based on the average depth of that portion of cantilever. In the X direction.Page 210 Fig. 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.

9 shows a cross-section through a typical voided slab bridge deck with tapered edges.1456 0.2 for concrete. is calculated using equation (5. 356 Ec 0. r11 r5 r6. 414 Ec 0.80) by substituting values for the Poisson’s ratio. within the formwork before casting the concrete.1138 0.204 0 .989 Ec 0. r7. r8. 106 Ec 0. values of were arrived at for each row of elements.876 1. then the equivalent depth.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.Page 211 Table 6. .989 Ec 0. the elastic modulus and the second moments of area per unit breadth. it is modelled as materially orthotropic with a single value for element depth. terms of the elastic modulus of the concrete. These are created by placing void formers. r10 (m 3) 0. These values are also given in Table 6.0013 Ec 0. In the finite-element program. r9.3. r14 r2.3. to be equal to the elastic modulus of the concrete. r13 r3. Ec : . it is common practice to model the voided slab using the same methods as are used for . delem . Assuming a Poisson’s ratio of 0.732 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 (5.027 Ec 0 .77) then gives an expression for the elastic modulus in the Y direction.838 0. The shear modulus.204 1. Arbitrarily choosing the elastic modulus in the X direction. Figure 6. 414 Ec The bridge deck is geometrically orthotropic.4 Finite element row number r1.0036 Ec 0. in The elastic moduli in the two directions and the equivalent depths of each row of elements are given in Table 6. usually made from polystyrene. . The variation of second moment of area in the two directions is allowed for by specifying two different elastic moduli. Ec . When the void diameter is less than about 60% of the slab depth.1440 Ec 0. 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 6.064 Ec 0.76)): Equation (5.0833 Ec 0. 068 Ec 0.1440 Ec delem (m) 0. 6. r12 r4. as the second moments of area vary in two orthogonal directions.0561 0.109 1.1456 (m3) 0.0490 0.

(b) deformed shape showing characteristic cell distortion . On the other hand. 6. . 6.9 Cross-section through voided slab bridge solid slab decks. This is generally taken to be at a constant depth transversely and to pass through the centroid of the deck. such a shear flexible model would be difficult to implement. 6.10 Characteristic behaviour of cellular bridge deck: (a) original geometry. For planar grillage or finite-element models. If the bridge deck has edge cantilevers or if the voids are not located at the centre of the deck. (1981) reviewed many methods of analysing voided slab bridges. Cellular decks are characterised by the distortional behaviour illustrated in Fig. The stiffness of the voided portion is simply subtracted from the stiffness of the solid slab.Page 212 Fig. Bakht et al. such slabs can be analysed using the same techniques as those used for solid slab decks but with modified member properties. regardless of the size of the voids. a voided slab deck is less likely to distort than the box girder section of Fig. then the position of the centroid may not be at mid-depth and should be calculated in the usual way. 6. is straightforward. the behaviour becomes more ‘cellular’. The first step in the modelling of a voided slab deck is to determine the location of the neutral axis. Even if the voids are large. when the void diameter exceeds about 60%.10 and. without specific guidance. They propose that. Determination of the longitudinal second moment of area per unit breadth of a voided slab. the properties of each part of the deck are then calculated relative to the neutral axis of the complete deck.10 which can be modelled using a variation of the conventional grillage or FE methods known as ‘shear flexible’ grillage or FE. For the Fig. Determination of the transverse second moment of area and the torsional rigidity are not so simple.

45 0. Fig.58 0.66 0. Clearly this equation is only applicable to slabs with a sensible void spacing. d.9 0.1).82 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 (6.64 0.1) does not take into account the spacing of the voids as the authors maintained that this was not a significant factor.90 .82 0.7 0.89 0.75 0.1981) 0. iv-slab.77 0. (1981) recommend using the method of Elliott which gives this quantity in terms of the depth of the slab.1) shows that the presence of the voids reduces the transverse stiffness by only 12% for a ratio of 0.88 0.6.6 or less.80 0.71 0. Examination of equation (6.86 0. to that of solid slab.11): (6.87 0.85 0.79 0.76 0.4 Ratio of torsional stiffness of voided slab.78 0.51 0. islab (from Bakht et al. When the void diameter to slab depth ratio is 0. and the diameter of the voids.62 0.75 0.5 0.68 0.1) Equation (6.80 0.70 0.85 0. 6.86 0.84 0.84 0. the transverse stiffness can be approximated as being equal to the longitudinal stiffness.60 0.8 0.81 0.70 0.90 0. This is quite often a reasonable assumption when considering transverse bending.56 0.64 0.48 0.69 0.Page 213 transverse second moment of area.55 0.6 0. 6.74 0.65 0.11 Cross-section through segment of voided slab bridge Table 6. Bakht et al. dv (Fig. This equation assumes that the centre of the voids and the deck centroid (for transverse bending) are located at mid-depth.61 0.72 0.

13 Grillage mesh for bridge of Example 6. This gives the values presented here in Table 6.12 Cross-section through bridge of Examples 6. Thus the total bridge is 25 m long consisting of 23 m of voided section and two 1 m diaphragms . jslab can be determined from equations (5. conclude that. 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.65) or (5. Example 6. The neutral axis passes through the centroid of the deck which is located at mid-depth as the voids are located there.6 Fig. jv-slab.71) and Table 6.5 .Page 214 For the torsional stiffness of voided slabs per unit depth.5: Grillage model of voided slab bridge Figure 6.12 shows the cross-section of a prestressed concrete bridge deck which incorporates circular voids along its len gth. in most practical cases.4 are only applicable to internal voids in an infinitely wide slab because those at the edges possess much lower torsional rigidities. Fig. Bakht et al.5 and 6. It was suggested that the values given in Table 6. (1981) recommend using the method of Ward and Cassell.4 can then be used to determine jv-slab. 6. 6. The layout and member properties are required for a grillage model. The voids stop short at each end forming solid diaphragm beams 1 m wide over the supports. The deck spans 24 m between the centres of supports and is supported on four bearings at either end as illustrated in the figure. Bakht et al. However. to that of a solid slab of the same depth. For a grillage model.4 for the ratio of torsional stiffness of the voided slab jv-slab.

The transverse grillage members are located in 17 rows. The internal longitudinal grillage members represent the portion of deck illustrated in Fig. 1. 6.1): Hence. It is not considered appropriate to locate these grillage members at 0. i. the supports coincide with the locations of nodes in the grillage mesh.14.e.3 times the depth of the slab from the edge as this location is within the void. the second moment of area is: . for the internal transverse members. As the void diameters are in excess of 60% of the slab depth. the slab is treated as an orthotropic plate and the properties of the longitudinal and transverse members are determined separately. 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.Page 215 Fig.13 shows a suitable grillage mesh.: 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. By using this arrangement.5 m apart. The longitudinal members are located midway between voids. The longitudinal direction is taken to be the X direction. 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. 6.14 Segment of voided slab Figure 6.

12. Interpolating in the table gives a ratio for the torsion constants per unit breadth of: Taking equation (5.67. each 0.5 m. the second moment of area is simply: As the diaphragm is only 1 m wide and the transverse members are spaced at 1. adjacent to the diaphragm.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. 6.4. the next row of transverse members. a mesh consisting largely of 1.5 m wide.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 transverse rows of elements adjacent to the diaphragms at each end are 1. At the ends. The torsion constant per unit breadth for the diaphragm is given by equation (5. will be 1. Each longitudinal row of elements represents a strip of the deck from midway between one void to midway between the next.75 m wide and will have a second moment of area of: The torsion constant for the grillage members is found from Table 6. 6. two transverse rows of elements. are used to represent the diaphragm.5 and Fig. For convenience. Both the ratio dv/sv and dv/d are 0. The second moment of area per unit .Page 216 For the 1m wide end diaphragms.3 m wide in order to make up the correct total length. as illustrated in Fig.2 m square elements is chosen.15.71): Example 6.

Page 217 Fig. equation (6.1) gives: The slab is geometrically orthotropic. the second moment of area per unit breadth is: For the transverse direction. To model this as a materially orthotropic plate. equal to the modulus for the concrete. 6.15 Finite element mesh for bridge of Example 6. 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.2 m wide strip of the deck.77) gives an expression for the elastic modulus in the Y direction: . then equation (5. as the second moments of area (rather than the moduli of elasticity) are different for the longitudinal and transverse directions. Selecting the modulus of elasticity in the X direction.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.76) implies a depth of element of: Equation (5. de .

the slab provides a means for load sharing between longitudinal beams. this gives: The diaphragm beams are solid so the corresponding elements are 1. In addition to this. 6. 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.5 Beam and slab bridges Beam and slab decks are used for a wide variety of modern bridges. 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.2 m thick and have moduli of elasticity in both directions equal to that of the concrete. 6. 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.2. the structural action of these decks is considered to be two-dimensional. 6. it is important that the slab be idealised correctly in the model as. Wide diaphragms also serve to improve the shear . The slab acts to transmit applied loads to the beams by spanning transversely between them. 6. the beams generally act alone and must be capable of carrying their self weight. Beam and slab decks may be formed in a number of ways. for example. The extent of this load sharing is largely dependent on the stiffness of the slab. On completion.17.67). an overly stiff slab may lead to a prediction of load sharing between adjacent beams which does not occur in reality. Consequently. the most obvious being the casting of an in-situ concrete slab on steel or precast concrete beams as shown in Fig. The shear modulus is calculated from equation (5. Many other methods exist. a precast concrete slab or even a completely in-situ beam and slab as illustrated in Fig. During construction. the weight of the slab and any construction loads present. The main load-carrying component of a beam and slab deck is the longitudinal spanning beams. The shear modulus for the diaphragms is given by equation (5.16 (a) and (b). This phenomenon is indicated in Fig.16 (c). Transverse diaphragm beams can be used to provide additional load sharing between longitudinal beams. Therefore they can be analysed by similar methods to those proposed for slab decks in the preceding sections.80): Taking a Poisson’s ratio of 0. such as steel beams with a composite steel and concrete slab.Page 218 where E v-slab is the modulus of elasticity of the concrete in the voided slab.

Page 219 Fig. In precast concrete beam construction.17 Load sharing in beam and slab decks: (a) thin slab—little load sharing. 6. (b) thick slab— increased load sharing capacity by extending the portion of the bridge near a support which is solid. continuity between adjacent spans may be provided by the slab alone. a diaphragm beam is constructed over intermediate supports to provide additional continuity. but quite often.5. The obvious exception is that grillage beams should normally be . (b) in-situ slab on precast concrete beams. (c) in-situ beam and slab Fig. 6.1 Grillage modelling Grillage modelling of beam and slab decks generally follows the same procedures as for slab decks. 6.16 Forms of beam and slab construction: (a) in-situ slab on steel beams.

For slab decks. supports are normally provided directly beneath the beams. 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. Example 6. A grillage model of the beam and slab deck is required. 1 m wide. 6. there will be a much greater variation in the depth of the neutral axis than in slab bridges. Hambly (1991) suggests an effective flange breadth of bw+0. not about the centroid of the whole bridge.19 shows the cross-section of a beam and slab bridge deck consisting of a cast in-situ slab on precast concrete Y-beams. This generally complies with the need to locate beams at the supports as.18. Transverse grillage members should clearly be placed at the location of all diaphragm beams. In addition. (b) section through L-beam positioned at the location of the longitudinal beams.3s for L-sections as illustrated in Fig.3. The properties of the transverse grillage members should be derived from the properties of the relevant diaphragm beam or slab as appropriate. Solid diaphragm beams.7: Grillage model of beam and slab bridge Figure 6. Section 5. 6.Page 220 Fig. . The slab will act as a flange to such beams making them T. each acting about its own axis. Unlike slab decks.18 Effective flange width of diaphragm beam: (a) plan at end. The properties of the longitudinal grillage members are determined from the properties of the actual beams and the portion of slab above them.7 stated that transverse member spacing should be between one and three times the longitudinal member spacing. where s is the spacing between beams.or L-section in shape. This spacing is also recommended for beam and slab bridges although greater spacings are possible without significant loss of accuracy. due to the low stiffness of the slab. 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. in beam and slab construction. transverse members are required to represent the transverse stiffness of the slab. 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). The elastic modulus of the precast beams is 34 kN/mm 2 and that of the in-situ slab is 31 kN/mm2.

J.19 (b) shows the exact dimensions of the precast beam. Figure 6. 6. 6.374 m 2 Second moment of area = 0. 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.19 Beam and slab bridge deck: (a) cross-section. in this case.2) . (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).20. but to factor the stiffness of the slab by this modular ratio.347 m The torsion constant is generally not given and must be determined by the analyst. the properties are: Area = 0.Page 221 Fig. For the purposes of determining the torsion constant. The torsion constant. for a rectangular section according to Ghali and Neville (1997) is: (6.0265 m2 Height of centroid above soffit = 0. The section properties of the precast beam are generally given by the manufacturer. the beam cross-section is approximated as two rectangles as illustrated in Fig.

6. consideration need not be given to in-plane horizontal movements at this stage. Transverse members are positioned at each end to model the diaphragms. 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. then these beams should be assigned very small section properties relative to those used elsewhere in the grillage (say.Page 222 Fig. 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. If this is not the case.21 shows a suitable grillage layout for this bridge deck. As the grillage model is planar.5%). Figure 6.20 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. Additional transverse beams are located at 2 m centres between these to represent the transverse stiffness of the slab. Applying this equation to the rectangles of Fig. Some grillage programs allow the definition of ‘dummy’ beams. 6. both .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). This is a convenient method for applying loads such as those due to parapet railings. Supports are located at the ends of each longitudinal beam (other than the dummy beams). This gives a transverse to longitudinal member spacing ratio of 2:1 which is acceptable. 0. ‘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. A longitudinal grillage member is positioned at the location of each Y-beam. For the interior longitudinal members.

21 Plan view of grillage mesh taken about the common centroidal axis of the section. 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. The stiffness of the slab is reduced by factoring it by the modular ratio.3 m 2 upstand. Summing moments of area about the soffit gives: . Hence: Each edge longitudinal member is similar to the interior members except for a 0.Page 223 Fig. This raises the centroid above that for the interior members.2×0. The torsion constant of the slab is determined using equation (5. 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.65). 6.

Page 224 Fig. The recommended flange breadth is the sum of the web breadth plus 0. the properties are determined in the usual manner.22.3 times the beam spacing: Hence the centroid is: above the soffit. . 6. For the slab bending about its own axis. For the second moment of area: The torsion constant is: The slab acts as a flange to the diaphragm beams. 6. 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.22 Section through end diaphragm beam Hence the second moment of area of the edge section is: For the transverse members.

2 Finite-element modelling In finite-element modelling of beam and slab decks. 6.65): The modulus of elasticity for in-situ concrete is used for the diaphragm beams.Page 225 This leaves 0.5 m of slab to be accounted for in the diaphragm stiffness. It can be seen from this that the span of the slab in the model is too long. (c) improved grillage model . 6. 0.2) and (5. a combined model is generally used which represents the slab with finite elements and the beams with grillage Fig. 6.5. then the slab can inadvertently be modelled as having an excessively long transverse span.23 Transverse modelling of decks with wide flanges: (a) in-situ slab on precast concrete Ubeams. Figure 6. This would lead to an excessively flexible slab which in turn would lead to the incorrect modelling of load sharing between the U-beams. where the transverse grillage members have been subdivided to include much stiffer portions at their ends. One possible solution to this is shown in Fig.2 m of which is deemed to be bending about its own axis. (b) conventional grillage model where slab has excessive transverse span.23(b) shows a grillage model with longitudinal grillage beams for the Ubeams and transverse beams spanning between them representing the slab. If the web width at the top of the longitudinal beams in a beam and slab deck is large relative to their spacing.23(c).23(a) shows a deck consisting of a concrete slab on precast concrete U-beams. The second moment of area is thus: The torsion constant is calculated allowing for 0.5 m of flange from equations (6. Figure 6.

They are also assigned the elastic properties of the slab. From Example 6.16 m which is equal to the depth of the slab. Figure 6. The modulus of elasticity and Poisson’s ratio for the beams are used for these members. Care should be taken when determining the properties of the finite elements representing the slab.8: Finite-element model of beam and slab bridge A finite-element model is required for the beam and slab bridge of Example 6.24 Combined finite-element and grillage mesh . 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. Example 6. 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. 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.19. In the first approach. The finite elements are assigned a thickness of 0. The finite elements continue to the edge of the deck resulting in a row of elements 0. One of two approaches can be taken.7 and Fig. the slab is modelled using isotropic elements which are assigned a thickness equal to the depth of the actual slab. They are assigned a modulus of elasticity and a Poisson’s ratio equal to those of the concrete in the slab.7. The stiffness of the slab which has already been applied through the finite element is subtracted.Page 226 members. In the second approach.24 shows a suitable finite-element mesh incorporating grillage members longitudinally. The beams are then modelled by grillage members with the properties of the actual beams excluding the contribution of the slab.5 m wide at each side. 6. Supports are provided at the ends of each longitudinal grillage member. the second moment of area of the combined section is: Fig. Grillage members are used for each of the Y-beams and for each of the end diaphragms. 6. the slab is modelled using orthotropic finite elements with the true transverse and longitudinal properties applied in both directions. This is generally straightforward to implement and follows the recommendations made for slab bridge decks. For the longitudinal grillage members.

6. the second moment of area for the end diaphragms in the grillage model was calculated as (refer to Fig. 6. the torsion constant to be assigned to the grillage members is simply that of the Ybeam: In Example 6. However.2) and (5.7.7 by adding the individual torsion constants of the Y-beam and slab. Hence. From equations (6. such an approach results in a great quantity of reinforcement and has been shown to be . As the slab is represented by the elements.5.22): For the finite-element model.65): 6. the elements are present up to the centre of the diaphragm to represent the transverse stiffness of the slab about its own axis.Page 227 The second moment of area of the 0.25).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.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 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.

with single or multiple rectangular cells.4.Page 228 Fig. the Ontario Highway Bridge Design Code (OHBDC. 6. as indicated in Fig. The fourth form. The beams have a considerable lateral stiffness and have the effect of confining the slab. The third form of behaviour is twisting. and the extent (if any) of transverse bracing to the cells. which characterises cellular structures. The first two of these are longitudinal and transverse bending. as indicated in Fig. Clearly the provision of transverse diaphragms along the span of a cellular deck will significantly reduce the degree of transverse distortion. Voided slab bridges. 1992) allows for the provision of much less reinforcement than would be found by an assumption of bending. 6. In these cases.27(a) and (b). To account for observed arching action.27(d). is transverse cell distortion. the slab depth to beam spacing ratios were 1:12 and 1:13. 6. In two reported cases (Bakht and Jaeger. This distortion is caused by the localised bending of the webs and flanges of the individual cells. The most common type are box girder decks. The behaviour is similar to that observed in Vierendeel girders.5.6 Cellular bridges Cellular bridge decks are formed by incorporating large voids within the depth of the slab.25 Detail of section in beam and slab deck quite conservative. 6. The principal factors affecting the distortion are the dimensions of the cells relative to the deck depth. can also be considered to be of a cellular form.27(c). with large diameter circular voids. However. Canadian bridges have been built without any transverse slab reinforcement but using steel straps to guarantee confinement. 1997). There are four principal forms of structural behaviour associated with cellular bridges. The result is that load is transferred from the slab to the beams by arching action rather than bending action alone. the stiffness of the individual webs and flanges. . It is the transverse distortional behaviour that makes the analysis of cellular decks different from other forms. as illustrated in Figs. 6. Figure 6.26 shows a number of commonly used cellular deck forms. as was discussed in Section 6. alternative methods are available for their analysis which are generally more convenient.

6.26 Sections through alternative cellular bridge decks Fig.Page 229 Fig. (d) transverse distortion . (b) transverse bending.27 Behaviour of cellular decks: (a) longitudinal bending. (c) twisting. 6.

The vertical deflection due to the bending of a beam of length l. Figure 6. If the flanges are of equal thickness.3). from equation (6.28(b). fixed against rotation at both ends and subjected to a vertical force P/2.4) Fig. 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. 6.6. In this method. 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. The flanges of a cell will act as beams transversely with a second moment of area per unit breadth equal to d3/12. is: (6. the deflection due to flange distortion is: (6.28 Distortion of single cell with stiff webs: (a) applied loading.3) where I is the second moment of area and E is the modulus of elasticity. 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 method is illustrated below by means of an example. the deck is idealised as a grillage of beam members in the usual manner. then the distorted shape of the cell is as shown in Fig. where d is their thickness.Page 230 6. then the load acting on each can be taken as P/2. (b) distorted shape . Hence. If it is assumed for now that the webs are stiff and that transverse distortion is caused by bending of the flanges only.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.

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. this may be difficult to carry out accurately in practice due to such factors as cracking in concrete sections. is small relative to the deflection due to bending. The second term is the deflection due to shear deformation which. 6.5) where G is the shear modulus and as is the shear area of the section per unit breadth. By equating the shear deformation in a transverse grillage member to the bending deformation of the cell flanges in the bridge.29 shows a single cell of a cellular bridge deck with a constant web thickness but different upper and lower flange thicknesses. In practice. it was assumed that transverse distortion was caused by the distortion of the cell flanges only. subjected to a vertical load per unit breadth of P at its free end is: (6. for most structures. Figure 6. However.29 Cross-section through cellular deck showing dimensions of cell . an expression for the required shear area per unit breadth of a shear flexible grillage member is found: (6. 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.Page 231 The total deflection in a cantilever of length l. Fig. For cellular decks of other shapes.6) In this example.7) Details of the derivation of this formula are given in Appendix D. the webs of cellular decks are also flexible and consequently they too contribute to the overall transverse distortion.

(6.31(a). As mentioned previously.31 Shear stresses due to torsion: (a) rectangular section. 6. For the transverse members. 6. 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 .8) is generally small relative to the second and is often ignored. 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. 6. this is not the Fig. For a portion of box section. As for slab bridges. 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. 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.30.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. 6.30 Longitudinal section through deck for transverse bending Fig. The torsion constants of the longitudinal and transverse grillage members are based on the portion of section represented by the members.8) The first term in 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. The two internal members represent the portion of deck from halfway between the first and second webs to the centre.29 would give: However. 6. It is assumed that the deck is continuously supported transversely at each support.9) where a is the area enclosed by the centre line of the wall.11.32 illustrates a two-span. Transverse grillage members are located at the ends and at the central support to represent the transverse diaphragms. is an increment of length and di is the thickness of that increment. l i. the centroid can be shown to be located at 0.9) to the single cell of Fig. 6.10) Example 6. The torsion constant for a thin-walled box section is given by: (6. 6.31(b) except in the edge cantilevers. three-cell bridge deck with edge cantilevers.33 shows a convenient grillage mesh. The two edge members represent the portion of deck from the edge to halfway between the first and second webs (Fig. By summing moments of area about any point in the section.32).65 m . Four longitudinal members are chosen. There are 2 m thick solid diaphragms at the end and central supports.9: Shear flexible grillage model of a cellular bridge deck Figure 6.Page 233 case as illustrated in Fig. A grillage model is required. A formula suggested by Hambly (1991) halves the constant and removes the web term: (6. one at the centre of each web. the contribution of the webs is accounted for through the shear forces in the longitudinal beams and should not be accounted for again here. Figure 6. Applying equation (6. Additional transverse members are placed at 2 m centres giving a longitudinal to transverse member spacing ratio of 1:1.

6.9 (dimensions in m): (a) cross-section.Page 234 Fig. For the edge longitudinal members: For the internal longitudinal members: For the transverse members. itrans is given by equation (6.32 Cellular bridge of Example 6. 6.33 Plan view of grillage mesh above the soffit. The second moments of area for the longitudinal members about this axis are then determined. the second moment of area per unit breadth.8): . (b) longitudinal section Fig.

10): This gives a torsion constant for the interior longitudinal members of 0.7): For concrete. a common approximation for I-sections. giving: . Then equation (5. a Poisson’s ratio of 0. giving: For the longitudinal members.Page 235 The breadth of the transverse members is 2 m.2 is assumed. 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 (6.36 m4. the shear area is taken as the area of the webs.67) gives: which results in a shear area of: The breadth of the transverse members is 2 m. giving: The torsion constant per cell is given by equation (6.

2 m deep by 2 m wide. Care is needed in modelling the support system in such cases as any flexibility will cause a redistribution of reactions.3% of the actual area. Significant skew in bridge decks leads to a non-uniform distribution of reactions between supports.1 Grillage modelling A suitable grillage model of a skew deck will depend largely on the angle of skew.34(b) shows a suitable grillage layout. 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. As a result. The second moment of area of the grillage members representing these is therefore: The torsion constant for the diaphragms is determined using equation (6. 6.2): The shear area of the transverse diaphragm is taken as the actual shear area as no significant transverse distortion is assumed to take place. 6.34(a) shows a long narrow bridge deck with a high degree of skew and Fig. An exception to this is in concrete decks where the transverse reinforcement is not .7. Figure 6. Hence: 6. For a rectangular section. the Wood and Armer equations can dictate a requirement for top reinforcement near supports where hogging would not normally be expected.7 Skew and curved bridge decks Many bridge decks incorporate some degree of skew and others are curved in plan. A high degree of twisting accompanied by large torsional moments (mxy ) are also associated with skew decks. In highly skewed decks.Page 236 The end and central diaphragm beams are 1. the span length and the width of the deck. the shear area can be shown to equal 83. in reinforced concrete. The transverse grillage members should generally be oriented perpendicular to the longitudinal members. An important consideration is to place the grillage members in the directions of principal strength. This deck will tend to span in the skew direction so the longitudinal grillage members are aligned in that direction. The greatest reactions will tend to occur at obtuse corners in skew decks and the smallest reactions at acute corners. Large reactions at obtuse corners lead to high shear forces which can also be difficult to design for. uplift can occur at acute corners which is generally to be avoided.

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

especially for Fig.37 Alternative finite-element meshes: (a) skewed quadrilateral finite elements. In this way. (b) alternative triangular elements . 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. 6.2 Finite-element modelling Finite-element modelling of skew or curved decks should be carried out according to the recommendations for right decks. they are approximately perpendicular to the longitudinal members. Generally. 6.7.36 Grillage layout for curved bridge deck transverse members radiate from the centre of the curve. This is an advantage that the finite-element method has over the grillage method.Page 238 Fig. 6.

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

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

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

3 Effective flange width In the design of bridge decks. as it is from these points that longitudinal stresses begin to spread out into the cantilevers. 7. is often used which does not take account of shear lag.2(d). as illustrated in Fig. It is possible to overcome this problem by assuming an ‘effective flange width’ for the edge cantilevers. 7. a two-dimensional model with an effective flange width. The chart. The effective flange width is also dependent on the form of the applied loading. as described in Chapter 6. reproduced here as Fig.3 Actual and calculated distributions of longitudinal bending stress at top of flanged deck . can be used to determine the maximum stress in the cantilever. Hence. Such a non-uniform neutral axis is illustrated in Fig. 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).Page 242 centroidal axes. to the ratio of actual flange Fig. 7. b. Obviously they are not free to do this. 7. Hambly (1991) presents a chart for the determination of effective flange widths for beams subjected to distributed and concentrated loads. analysed with no allowance for shear lag.3. a two-dimensional analysis. relates the ratio of effective flange width. There is a strong link between shear lag and neutral axis location. be . 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. A three-dimensional analysis can automatically account for shear lag as it allows for variations in neutral axis location directly. but this tendency causes the overall bridge deck neutral axis to move towards the centroid of the cantilevers at the edges. and actual flange width. 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.4.

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. (b) showing effective flange width . Figure 7.4 Effective flange width for different loadings (solid line). 7. The cantilevers are 2.5 Cross-section of bridge deck of Example 7. and common approximations (dashed line) width.1: (a) showing actual cantilever widths.1: Effective flange width Fig. Example 7.5(a) shows the cross-section of a bridge deck with edge cantilevers. and length between points of contraflexure. b. 7.Page 243 Fig.4 m wide and the deck has a single simply supported span of 20 m.

Figure 7. Figure 7. some form of threedimensional model is necessary to achieve an accurate representation of the behaviour of the structure. 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. This results in effective flange widths of 2. b/L. In addition to this.6 shows such a model of a portion of bridge deck with edge cantilevers.12.4 the ratios of be/b are 0.6 Portion of bridge deck modelled with solid brick elements .67 for the uniformly and point loaded cases respectively. Inclusion of voids. 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. When the effects of shear lag are significant. is equal to the span length in this case.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. One such technique is three-dimensional finite-element analysis using solid ‘brick’ type elements.23 m and 1. the ratio of the cantilever width to this length. the use of such models is currently limited mainly to research and highly specialised Fig. The benefit of this type of model is that it can be used to describe the geometry of highly complex bridge decks very accurately. 7. Unfortunately.5(b) shows this effective flange width for one of these load cases.4/20=0. a cellular structure or transverse diaphragms pose no particular problems.Page 244 As the span is simply supported. 7. Hence.93 and 0. From Fig. the length between points of contraflexure. the model automatically allows for any variations in the location of the neutral axis and hence allows for shear lag in edge cantilevers. is 2. L.61 m respectively.

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

as tends to occur at the ends of edge cantilevers. the three-dimensional nature of the model causes in-plane displacements in the grillage mesh. Figure 7. a three-dimensional finite-element analysis using solid ‘brick’ type elements. Only half of the width is shown and the crosssection is included for reference.9(a) shows the crosssection of a 24. was also carried out.10(b) shows the corresponding quantities at span.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). Restraining in-plane rotations in the model may have adverse effects in some cases. Figure 7. 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. and it may even be prudent to adopt both.6. Such behaviour in the model can be avoided in one of two ways. 7. To test the accuracy of both models. The members can be given very large in-plane second moments of area. 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. Figure 7. the real problem is the occurrence of local in-plane distortions of the grillage members. similar to that shown in Fig. The in-plane distortion seen at the end of the cantilevers is made up of both in-plane shear distortion and in-plane bending. 7.8 m single-span bridge deck with wide edge cantilevers. If part of the actual bridge deck deforms in-plane. as illustrated in Fig. 1996). Figure 7. the plane grillage model and the upstand grillage model. 7. or the nodes at the ends of the members can be restrained against in-plane rotation.Page 246 grillage. 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 imposition of rotational restraints will prevent this behaviour from occurring in the model which may significantly affect the accuracy of the results. which are clearly inconsistent with the behaviour of the bridge deck.8.10(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. Assuming the elaborate model Fig. However. It is the in-plane bending component which is not modelled by an upstand grillage with in-plane rotational restraints.8 In-plane distortion of members in upstand grillage model . Both of these measures will have similar effects.

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. This inaccuracy in the upstand grillage is attributable to the use of inappropriate rotational restraints at the ends of the cantilevers. 7. Clearly this is not a satisfactory approach for many bridge decks. Unfortunately.9 In-plane deformation in cantilevers of deck: (a) cross-section. . (b) plan view of deflected shape (half) to be accurate. which may not be available prior to analysis.Page 247 Fig. 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. the complete removal of the rotational restraints resulted in the behaviour illustrated in Fig. However.8 which caused inaccuracies elsewhere in the upstand grillage model. 7. the benefits of the upstand grillage can be seen at this location.

2: Upstand grillage model Figure 7. (b) at span Example 7.10 Calculated longitudinal bending stress on top surface of deck: (a) at mid-span. The deck is 25 m long with a single.11(a) shows the cross-section of a bridge deck with edge cantilevers.Page 248 Fig. 7. . An upstand grillage model is required. 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.

The X direction is arbitrarily chosen to be parallel to the span of the bridge.5 m. The grillage members representing the main part of the deck are located at the centroid of that part which is at 0.Page 249 Fig. Assuming the main deck slab to be isotropic.7. Seventeen rows of transverse members are provided at a constant spacing of 1. The properties of the members in the upstand grillage model are easily determined. This gives vertical members with a length of 0.2 m below the top. The grillage members representing the cantilevers and the outermost members in the main part of the deck have been positioned at 0.2 (dimensions in mm): (a) cross-section. (c) plan view of grillage mesh Figure 7. The members representing the edge cantilevers are located at the centroid of the cantilevers which is 0. (b) crosssection with grillage members superimposed.3.11(c) shows a plan of the upstand grillage mesh.11 Upstand grillage model of Example 7.3 times the depth of the side (at that location) from the edge in accordance with the recommendations of Section 5. Figure 7.11(b) shows the cross-section with a suitable upstand grillage model superimposed. 7. the second moment of area per unit breadth is calculated .4 m. the portion of bridge deck associated with each grillage member is indicated by the broken lines.6 m from the top.

For the longitudinal members in the main deck. giving member breadths of 1.25 m. 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. the bridge extends 0.5 m past the centres of the bearings.Page 250 as for a beam: The torsion constant per unit breadth for longitudinal and transverse members is calculated according to equation (5. the second moment of area is: The torsion constant is: and the area is: At the ends.11. resulting in a second moment of area of: a torsion constant of: and an area of: . 7.65): 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.

173 J (m4) 0.180 0.60 1.216 0.32 1.432 0. other than those at the ends of the deck.173 0.256 A (m2) 0.44 1.276 0.50 .0042 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) 0.0080 0. the second moment of area is: the torsion constant is: Table 7.0066 0.0161 0.65): 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.Page 251 For the edge cantilevers. 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 0.0073 0.50 1.44 0.0121 0.1 Upstand grillage member properties for Example 7.3 times the depth (at that location) which gives: The area of the longitudinal cantilever members is given by: For the transverse cantilever members.80 0.346 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.

In the authors’ experience. It benefits from being three-dimensional while being relatively simple to use. the authors have found the upstand FE method to be very suitable for modelling bridge decks with wide edge cantilevers. Thus. 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. The vertical members are given very large properties so that they will not bend or deform. so once again. for this example. . It is generally more convenient. it does not suffer from the problems of modelling in-plane behaviour associated with upstand grillages. In a series of tests. Figure 7. However. This approach may need to be verified for particular computers and software.Page 252 and the area is: At the ends. Some programs may have the facility to assign ‘rigid’ properties to members. The upstand FE model consists of a number of planes of plate finite elements connected together by rigid vertical members. a second moment of area and torsion constant of between 100 and 1000 times the largest values in the model is usually appropriate. the difference is accounted for by the presence of axial forces which the bridge must be designed to resist. as bending in the upstand model is not about the bridge neutral axis. the member breadths are less than those of the internal members. the second moment of area could be 22 m 4 (100×0. The grillage member properties are given in Table 7.6 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 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. It is of importance that no longitudinal grillage member be located at the top of the vertical members. that vertical beam members are used rather than vertical elements. The values chosen are dependent on the computer and software used as excessively large values may result in round-off errors. 7. it is important to realise that the moments are not comparable to those in a planar grillage.12 shows an upstand FE model for a bridge deck with edge cantilevers. When interpreting the results of an upstand grillage model.216) and the torsion constant 43 m4 (100×0. This is largely due to the well proven ability of finite-elements to model in-plane behaviour. although not essential. Most significantly. 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. the member properties are less. 7.1. A row of nodes is located at the junction of the edge cantilever and the main part of the deck (Fig. If this is available then it should be used for the vertical members. The finite-element meshes on each plane are connected by rigid vertical grillage members.432).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.

Example 7.13 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. The deck is continuous over two spans of 24. 7. An upstand FE model is required. 7.9 was analysed by the authors using an upstand FE model (O’Brien and Keogh. 1998). 7. Similar results were found at midspan and for all other cases considered.14(a) shows the cross-section of a bridge deck with wide edge cantilevers.12 Upstand finite-element model Fig. It can be seen that the upstand FE model predicts an almost identical stress distribution to the elaborate three-dimensional brick FE model.3: Upstand finite-element model Figure 7.8 m and is supported along the entire width of the main part of the deck at each support location.Page 253 Fig.10. . 7. 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). The distributions predicted by the elaborate three-dimensional brick FE model and the plane and upstand grillage models described previously are also shown. Figure 7.13 Calculated longitudinal bending stresses at span on top surface of deck The bridge deck of Fig.

This results in vertical members with a length of 0.6 m from the top of the deck.6 m in from the edge of the cantilever.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. This stress distribution follows the expected pattern with zero stress at the ends.15(b) illustrates the corresponding distribution along a line 0. Figure 7.14(b) shows a three-dimensional view of a suitable upstand finite-element mesh. This model was analysed by the authors under the action of self weight. maximum compressive stress close to span.2 m wide and 1. The plane FE model predicts a significantly greater stress at both the mid-span and central support locations. Those representing the main part of the deck are located at the centroid of that part which is 0. The elements in the main part of the deck are given a depth of 1.4 m. The elements representing the edge cantilevers are located at the centroid of the cantilevers which is 0. 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. only one span is shown in the figure.4 m. zero stress close to span and maximum tensile stress above the central support. 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. Figure 7.Page 254 Fig. 7.14 Upstand finite-element model of Example 7. As the model is symmetrical about the central support. All of the elements are 1. This is caused by the inability of the planar model to allow for the rising neutral . 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. (b) finite-element mesh Figure 7.24 m long (in the span direction).2 m and those in the edge cantilevers a depth of 0. 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.2 m below the top of the bridge deck.3: (a) cross-section (dimensions in mm).

6 m in from edge of cantilever axis in the edge cantilever.3: (a) at centre. Most FE programs only allow the specification of a depth for the finite elements which does not . This example shows the benefits of three-dimensional modelling over planar modelling for bridge decks of this type.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. (b) 0. Alternatively this can be viewed as the inability of the planar model to allow for shear lag. as the stiffness of each part of the deck is made up of a combination of both of these.6. 7.Page 255 Fig.

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

17.16 Upstand finite-element model of Example 7.093 m 4. . These elements have the same equivalent depth of 0. deq . (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. The second moment of area of these additional members.4 (dimensions in mm): (a) cross-section.879 m and the longitudinal grillage members have second moments of area of 0. is: To incorporate the additional members in the model. 7. 7.1): . The required transverse second moment of area per unit breadth is given by equation (6. each finite element in the main part of the deck is replaced by four elements and four grillage members as illustrated in Fig. Ieq . is: This gives a shortfall in second moment of area which has to be made up by additional grillage members.Page 257 Fig.

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

2×1. Figure 7.2 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. 7.6 elements to give nodes at 0.19(a) shows a beam and slab bridge.5 m which is equal to the actual depth of the cantilever. This approach has the advantage of simplicity as there is a direct correspondence between each member and Fig. each about its own centroid. The horizontal members at different levels are joined by stiff vertical members. Only one-half of the model is shown as it is symmetrical.Page 259 The edge cantilevers are modelled as finite elements with a depth of 0.6×0. (b) section through upstand finite-element model . Therefore. 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. 7.18. 7. or very stiff vertical grillage members are specified at 0. The properties of the remaining parts of the deck are then calculated.6 m intervals to join the meshes on the different planes. In such cases where the location of the neutral axis is unclear. and are represented by grillage members at the levels of those centroids as illustrated in Fig. the originally proposed 1. The final upstand FE model with grillage members shown as dark lines is illustrated in Fig. an upstand FE analysis can be used to represent the behaviour more accurately than the alternative planar models. The slab can be represented in the model using finite elements located at its centroid of equal depth to it. provided care is taken to ensure that good similitude exists between the model and the actual structure.2 elements in the cantilever were replaced with four 0.6 m intervals.6. 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. Rigid. 7.19(b). However.19 Upstand finite-element model of beam and slab bridge: (a) cross-section. 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.

However. Figure 7. The in-plane behaviour is governed by the distribution of axial stress in the bridge deck and is often determined by a hand calculation. Transverse diaphragms could also be incorporated into this model with ease. The stresses determined . (b) finite-element model a part of the structure.6. combined with the tedium of interpreting the results. If reinforcement is to resist the stresses in a beam and the adjacent elements. 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. The bridge deck is then analysed to determine the effects of the equivalent loading. The calculated moment for each beam member is only applicable to bending about its own centroid. it is usual to uncouple the in-plane and out-of-plane behaviours. to correctly model longitudinal bending there. Care should be taken with such a model to ensure that sufficient numbers of elements are provided through the depth of the webs. the number of elements required to achieve this is very large and this. the interpretation of the output can be tedious.20(a) shows a cellular bridge deck and Fig. often rules out its use. 7. as well as dealing with a varying neutral axis. This model.7 Prestress loads in three-dimensional models When analysing for the effects of prestress in bridge decks.20 Plate finite-element model of cellular bridge: (a) original bridge. 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. has the advantage of automatically allowing for transverse cell distortion as discussed in Section 6. 7.Page 260 Fig. Unfortunately.20(b) shows a suitable model based on a variation of the upstand FE analogy. 7. The out-of-plane behaviour is affected by the vertical components of tendon force and by the moments induced by tendon eccentricity.

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

7.Page 262 Fig. . In particular. (b) upstand finite-element model with vertical member at point of application of prestress.21 Portion of prestressed concrete deck: (a) original deck. 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.

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 .

40×106 0 0 0.1) are given in Table C.76×10 9 Bottom − 39.6.60×106 0 0 0. 6. For the section of Fig.19×10 9 2.93×10 9 0 0 − 20.Page 267 Appendix C Location of centroid of section The centroid.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 − 23.1) where xi and y i are the co-ordinates of point i and n is the number of co-ordinate points.72×106 6. Table C. . For the purposes of this calculation. 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).48×106 0 0 − 32. of any section can be found from the co-ordinates of the perimeter points using the formula: (C. The terms of equation (C.1 where Top and Bottom refer to the numerator and denominator respectively of the fraction specified in the equation. point n+1 is defined as equal to point 1.1 Evaluation of equation (C.64×10 9 .

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. .

D. 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 .

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. 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. 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: .1 for a segment of cell between points of contraflexure.

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

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

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

182. impact Buried joint 32 Cable-stayed 25–6 Cantilever 3 balanced 14–17 Cellular bridge 212. 228–36 grillage modelling 230–6 three-dimensional finite element model 260 transverse cell distortion 228. 42. 72–4 Box girder 212.Page 274 Index Page numbers appearing in bold refer to major entries AASHTO 40 Aesthetics 34–9 Aluminium deck 42 Analysis. 180. box Centroid. 169. 13–18 Contraction of integral bridges 128–33 Coupler. 231. 18. 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. lightweight 42 Continuous beam/slab 10. location of 267–8 Collision loads see Loading. 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. 78. 17. 260. 29–30 spherical 30 see also Supports Bending moments due to applied loading 263–4. 147–50 Cross-section 2–8 box 5–7 older concepts 7− 8 solid rectangular 2–4 T. 82. 185 elastomeric 31 pot 30–1 sliding 17. 229. 269–71 Cellular section see Cross-section. post-tensioning 14 Creep 12. 147–50 Computer implementation of grillages 179–80 Concrete. impact Composite 25. 28. 265–6 Blister 16 Box culvert 21–3.4–5 voided rectangular 4 . 228 Box section 5–7 Bridge bashing see Loading.

51–2. 92. 189. 40. dry 127 Diaphragm 10. 252 Edge stiffening 203–11. 237. 237 Effective flange width 242–4. 95. expansion FEA see Finite element analysis Finite element analysis (FEA) application of planar 200–39 beam and slab bridge 225–7 brick elements 244. 54 Imposed traffic loading 40. 240. 43–5 Inaccuracy. 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. 180–2. 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. 244–6.Page 275 Culvert. 72–4 Curved bridge 236–9 finite element modelling 238–9 grillage modelling 236–8 Dead loading 40. 245–7. dynamic Geometrically orthotropic 152. 187–9. 260–1 Equivalent loading due to temperature/ thermal effects 47. 220. 88 Equivalent loads method 67. 211. sources of inaccuracy Incremental launch 17 In-plane effects 162. 42 Density. 90. 230 similitude with bridge slab 171–3 sources of inaccuracy 180–2 U-beams. 178. 184 recommendations for modelling 182–5 shear flexible 212. 253. 107 Eurocode 40 Expansion of integral bridge see Integral bridge. 184. 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. shallow strip 130 Forced vibration 53 Frame bridge 21–3 Frequency see Loading. 246. 180. 218–19. 211. 49. 41. 245 Elastomeric bearing 31 Elevations 8–26 Equivalent loading due to prestress 54–66. 88–9. sources of see Grillage. modelling of 225 see also Upstand grillage modelling Halving joint 24 Impact loading 41. 252. 228 Differential settlement 9. 75–7 Differential temperature 47–51. box 21–3. 260–1 Integral bridge 21–3. 177–9. 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 .

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

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

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

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