PRECO English

SSF Ingenieure AG
ArcelorMittal Belval & Differdange

Politechnika Wrocawska
Universit de Lige
Acciona S.A.
Rambll Sverige AB
RFCS RFS2 - CT - 2011 - 00026 Preco+
Design Guide
Prefabricated Enduring Composite Beams

based on innovative Shear Transmisson
26.03.2013
FOSTA
Although all care has been taken to ensure the integrity and quality of this publication and the
information herein, no liability is assumed by the project partners and the publisher for any
damage to property or persons as a result of the use of this publication and the information
contained herein.
1st Edition (Version 0.2)

Copyright 2012 by project partners
Reproduction for non-commercial purpose is authorised provided the source is acknowledged and notice is given to the project coordinator. Publicly available distribution of this
publication through other sources than the web sites given below requires the prior permission of the project partners. Requests should be addressed to the project coordinator:
SSF Ingenieure AG
Beratende Ingenieure im Bauwesen
Department for Research & Development
Schnhauser Alle 149
10435 Berlin
Germany
Phone: +49-(0)30 44300 - 137
Fax: +49-(0) 30 44300 - 5137
Email: gseild@ssf-ing.de
The present document and others related to the research project RFCS-CT-2006-00030
PrecoBeam Prefabricated Enduring Composite Beams based on innovative Shear Transmission and the successive dissemination project RFS2-CT2011-00026 Preco+ Prefabricated Enduring Composite Beams based on innovative Shear Transmission, which have
been co-funded by the Research Fund for Coal and Steel (RFCS) of the European Community, can be accessed for free on the following web site:
http://www.verbundbruecken.de
The project reports will be available in the near future free of charge in the EU bookshop:
http://bookshop.europa.eu
Cover picture:
BB-track Salzburg-Wrgl km 23,135, Vigaun-Golling ( SSF Ingenieure AG)
Preface
This design manual is an outcome of the research project RFCS-CT-2006-00030 PrecoBeam Prefabricated Enduring Composite Beams based on innovative Shear Transmission (Seidl G., et al., 2010) and the successive dissemination project RFS2CT-2011-00026
Preco+ Prefabricated Enduring Composite Beams based on innovative Shear Transmission
(Seidl G., et al., 2012) which have been co-funded by the Research Fund for Coal and Steel
(RFCS) of the European Community.
Within the RFCS research project essential knowledge has been acquired to enhance the
competitiveness of steel and composite bridges with external reinforcement elements (PrecoBeam technology) and this has been incorporated in the design manual at hand which has
been also presented in the frame of several seminars and workshops.
The authors of this design manual gratefully acknowledge the support and financial grant of
the Research Fund for Coal and Steel (RFCS) of the European Community.
Gnter Seidl, Oliver Hoyer
SSF Ingenieure AG, (SSF)
Riccardo Zanon, Nicoleta Popa
ArcelorMittal Belval & Differdange (AM R&D)
Wojciech Lorenc, Sawomir Rowiski, Maciej Kouch
Wrocaw University of Technology; Institute of Building Engineering (PWr)
Jean-Marc Franssen, Thibault Fohn
University of Lige; Department ArGEnCo (ULg)
Juliana Patino Quinchia, Carlo Hermosilla Carrasco
Acciona Infrastructures S.A. (Acc)
Ali Farhang
Rambll Sweden AB (Ram)
Gregor Nsse
Research Association for Steel Application (FOSTA)
The authors would like to thank the further project partners of the original project PrecoBeam
Prefabricated Enduring Composite Beams based on innovative Shear Transmission for
their technical contribution to this design guide. In particular thanks to
Jacques Berthellemy
SETRA, Division des grands ouvrages et de linnovation
Prof. Dr.-Ing. Ingbert Mangerig
Universitt der Bundeswehr Mnchen, Lehrstuhl fr Stahlbau
Berlin, August 2012
Table of content
Table of content
Overview
1.1
VFT Construction Technology
1.2
VFT-WIB Construction Technology
VFT-WIB Systems
2.1
Composite Dowels
2.2
Structural Systems
2.3
Structural Components of VFT-WIB Cross Sections
2.4
Characteristics of VFT-WIB Girders
10
2.5
Construction Process
11
Terminology
12
3.1
Drawings of Components
12
3.2
Notations
12
3.3
List of Abbreviations
13
Design Limits
14
4.1
General
14
4.2
Geometries of Composite Dowels
15
4.3
Materials
17
Structural Behaviour of Composite Dowels
18
5.1
Structural Behaviour of Composite Dowels under Static Loads
18
5.2
Structural Behaviour of Composite Dowels under Cyclic Loads
26
Design
28
6.1
Design Recommendations
29
6.2
Design Rules
51
6.3
Design Example -Simmerbach Bridge -
54
Design Summary
67
Realization
78
8.1
Composite Dowels
78
8.2
VFT-WIB Girders
79
8.3
Typical Geometries and Specifications for VFT-WIB
80
Table of content
8.4
Executed Examples
82
List of References
108
10
List of figures
111
Overview
Overview
Composite constructions are gaining more and more importance across Europe. This increase in demand stimulates the development of innovative and more efficient solutions in
this construction method. After the successful implementation of the VFT-Girder technology a
further improvement, VFT-WIB technology, integrates high quality rolled sections cut into two
halved T-sections. These sections are embedded to the bottom of a concrete plate or a concrete beam using composite dowels. This innovative system enables very slender constructions because the internal lever arm of the reinforcement is increases, compared to conventional massive constructions or prestressed concrete. Considerable economic benefits result
as well. Due to a high fatigue-resistance of composite dowels VFT-WIB constructions can
favourably be applied for road- and railway-bridges.
This Design-Guide describes the construction method, typical cross-sections, the characteristics of load-bearing behaviour, the technology of composite dowels and gives detailed recommendations for the design process. Furthermore several designed and executed projects
across Europe are presented.
1.1
VFT Construction Technology
VFT girders are composite elements formed out of a welded steel section and a 10-12cm
prefabricated concrete chord (Figure 1-2). On the construction site the structural elements
are completed with additional concrete. This procedure turns out to be cost- and timeefficient since no additional scaffolding or formwork is necessary. The shear transmission
between steel and concrete is accomplished by headed studs using short studs for the prefabricated concrete and longer ones for in-situ concrete (Figure 1-1).
The VFT Technology is effective for spans between 25m to 60m. The girders are generally
used for crossing roads, railway tracks, rivers or similar obstacles.
The application of VFT girders as structural component for integral bridges is a good solution. The frame corners and joints over middle supports are concreted in a first step while the
upper concrete chord is accomplished in a later step. Thereby the load of the fresh in-situ
concrete can be applied to the frame system resulting in a more efficient use of materials.
Figure 1-1: VFT cross-section
Figure 1-2: Prefabricated VFT girder
Page 1
Overview
There are several major advantages using VFT technology compared to conventional concrete or composite solutions using in-situ concrete. Due to the usage of prefabricated elements, formwork for the carriageway deck and bracings for the steel girder can be omitted.
This leads to an accelerated construction progress. Thereby traffic interruptions for railway
tracks or highly frequented roads can be minimized since the prefabricated elements can be
assembled within one night or a weekend. For integral structures large spans up to 60m are
possible without a middle support. Thus traffic interruptions for building and maintaining the
middle support can be avoided completely. Further on a great slenderness of up to l/35 can
be realized with VFT frames accomplishing efficient bridges that meet outstanding esthetical
demands.
Figure 1-3: Frame-Bridge over 6-lane highway using VFT-Technology without middle-support
near Unterhaching, Germany
1.2
VFT-WIB Construction Technology
A further development based upon the VFT construction technology is the VFT-WIB technology. Its main advancement is created by transmitting the longitudinal shear forces between
steel and concrete using composite dowels instead of headed studs (Figure 1 7; Figure 1 8).
For that purpose rolled sections are cut into two halves along the web using a specific geometry which generates the composite dowels. The utilisation of halved rolled sections offers
economic and operational advantages compared to welded sections. Using composite dowels, halved steel-sections function as external reinforcement elements. Material consumptions for the top flange and the headed studs can be saved and the processing step of weldin the studs to the top flange is eliminated.
Figure 1-4:Typical VFT Girder
Figure 1-5: VFT-WIB girder using halved steelsections as external reinforcement
Page 2
Overview
The above described construction principle of prefabricated elements that are completed with
in-situ concrete is sufficient for VFT-WIB as well (Figure 1-6 ; Figure 1-9). Different types of
VFT-WIB cross-sections can be realized such as conventional composite structures, filler
beam decks and T-beams.
Figure 1-6: Possible VFT-WIB Cross-Sections
VFT-WIB girders can be applied for industrial buildings and bridges due to high load bearing
capacities, high stiffness and great slenderness at the same time. Especially for railway
bridges such a high load bearing capacity and sufficient stiffness provides for excellent behaviour with considerably low deflections. Due to a broad variety of available rolled sections
optimized solutions adjusted to single problems can be realized such as the usage of robust
flanges for high stiffness or thick webs for high longitudinal shear forces. As composite dowels provide a high fatigue resistance, cyclic loads from road and railway operation can be
handled well.
Figure 1-7: Principle of VFT-WIB
Figure 1-8: VFT-Rail Cross-Section
Figure 1-9: Prefabricated VFT-WIB Girder
Figure 1-10: Bridge using VFT-WIB Technology
Page 3
VFT-WIB Systems
VFT-WIB Systems
2.1
Composite Dowels
Composite dowels are continuous shear connectors that transmit longitudinal shear forces
between the compound materials steel and concrete. A composite dowel is formed by a specific cut steel plate (steel-dowel) and the reinforced concrete that fills the recesses in the
steel plate (concrete-dowel).
2.1.1
The Puzzle-shape (PZ) was one of the first cutting-geometries developed. Different types of
geometries (Figure 2-1) have been developed since and were successfully introduced to the
market. The Fin-shape (SA) offers high load bearing capacities. Due to its asymmetric geometry, changing directions of forces result in reduced bearing capacities for the rearward
part of the dowel. In contrast to that the Puzzle (PZ) and Clothoidal-geometry (CL / MCL)
have comparable bearing capacities for changing directions of forces due to their symmetrical shape. The Modified Clothoidal-shape (MCL) turns out to provide the highest fatigue
resistance for cyclic loads due to the smooth cutting radius.
Figure 2-1: Shapes: a) Fin (SA), b) Puzzle (PZ), c) Clothoidal (CL), d) Modified Clothoidal (MCL)
Figure 2-2: Components of a Composite Dowel
Page 4
VFT-WIB Systems
2.1.2
Structural Components of Composite Dowels
Composite dowels consist of different structural components (Figure 2-2) interacting with
each other to establish the bond between the compound materials steel and concrete.
Composite Dowel (1 + 2 + 3)
A composite dowel consists of the steel-dowel (1), the concrete-dowel (2) and the dowelreinforcement (3) located within the concrete-dowel.
Steel-Dowel (1)
The steel-dowel transfers the shear forces from the external reinforcement to the concrete.
Its specific geometry is generated through the cutting-process during the fabrication. The
steel-dowels are positioned in a regular pattern ex in longitudinal direction.
Concrete-Dowel (2)
The concrete-dowel is formed in the recesses of the steel plate, between the steel-dowels.
The geometry of the concrete-dowels directly results from the specific geometry of the steeldowel and the longitudinal pattern ex.
Reinforcement of the Concrete-Dowel (3)
The reinforcement located within the concrete-dowel lies in general on the top of the dowelbase. The reinforcement is essential for the load bearing capacity of the shear connection. It
usually consists of at least two rebars which are assembled perpendicular to the steel-dowel.
Dowel-Base (4)
The bottom of the recess in the steel strip is defined as the dowel-base.
Dowel-Core (5)
The dowel-core is the load introduction zone in front of the steel-dowel. A multiaxial stress
state in the concrete results in this zone due to the introduction of high concentrated loads.
Dowel-Root (6)
The dowel-root is defined as the beginning of the first arc-segment of the steel-dowel.
Dowel-Top (7)
The dowel-top anchors the composite-dowel and the steel-strip against uplifting forces.
Upper Reinforcement (8)
The upper reinforcement is assembled perpendicular to the steel-dowel and is assembled in
the top part of the concrete above the steel-dowel.
Confinement Reinforcement (9)
The confinement reinforcement is assembled in the web of a girder. It prevents a pry-out failure below the dowel-base and thus assures a ductile bearing behaviour of the girder.
Page 5
VFT-WIB Systems
2.2
Structural Systems
VFT-WIB girders using composite dowels for shear transmission are a further development
of the VFT construction method. VFT-WIB technology offers the possibility to design efficient
cross sections by using external reinforcement elements made out of rolled sections. Such
cross-sections are used as prefabricated elements that are completed with additional in-situ
concrete.
2.2.1
Cross Sections for Road-Bridges
Due to crossed transport routes or other limitations to the clearance gauge for road bridges
the slenderness of the construction is often the crucial design parameter for road-bridges.
Different types of cross-sections have been designed and realized in regard of this demand:
Figure 2-3: Conventional VFT Girder
Figure 2-4: Conventional VFT-WIB (a)
Figure 2-5: VFT-Duo-WIB
Figure 2-6: Conventional (Mono) VFT-WIB (b)
Conventional composite girder (Figure 2-3) with dowel-strips welded to the flange can
be compared to conventional composite constructions using headed studs. The global bearing behaviour is very similar to conventional composite girders since both
composite dowels and headed studs have a distinctive ductile behaviour.
Mono-WIBs (a) (Figure 2-4) can be regarded as classical composite construction using composite dowels for shear transmission. As the upper flange is not required for
headed studs only the steel-web is embedded into the (prefabricated) concrete-slab.
The global bearing behaviour is similar to conventional composite constructions.
Mono-WIB (b) (Figure 2-6) cross-sections can be regarded as (concrete) t-beams

with external reinforcement.
Double-WIB cross-sections offer a significantly high load bearing capacity due to two
integrated external steel-sections. Compared to the Mono-WIB cross-sections the
steel-consumption is increased due to the usage of 2 sections.
Page 6
VFT-WIB Systems
2.2.2
Cross Sections for Railway Bridges
Railway-bridges have to meet specific demands from railway-traffic such as considerably

high load bearing capacity and distinctive fatigue resistance from cyclic loads. Furthermore
restrictive limitations of deflections and angles of rotation are crucial design parameters for
bridges within railway-networks. Beside design-criteria the construction-process is very important for railway-bridges because the interruption into traffic has to be reduced to a minimum. In most cases the construction-time is limited to a single weekend which makes it necessary to adjust the design-concept to appropriate construction technologies. The following
cross-section VFT-Rail has been designed for specific demands of railway-bridges.
Figure 2-7: VFT-Rail Cross-Section for the Specific Demands of Railway Bridges
VFT-Rail (Figure 2-7) cross-sections are significantly slender due to reduced constructionheights because of the abolition of the ballast substructure and introduction of non-ballasted
tracks. By assembling the rails within special rail-channels the clearance height between the
bottom of the cross-section and the topside of the rail is favourably reduced. In order to assure a high stiffness of the cross-section, the external reinforcement elements are assembled
both in the tension- and compression-zone.
VFT-Rail cross-sections are applicable for spans between 6,50m and 24,00m while the
range between 9,50m-17,50m is particularly economic. Due to the high slenderness possible, this cross-section can favourably be used for bridges with limitations of the clearance
height which has to be considered in urban regions in many cases. VFT-Rail constructions
usually are prefabricated without in-situ concrete in order to assure a fast constructionprogress and a high-quality fabrication. Thus VFT-Rail cross-sections are mainly characterized by following parameters:
-
Application for spans from 6,50m 24,00m
Considerably high stiffness due to external sections on top- and bottomside
Sufficient fatigue-resistance of all constructional elements (Composite dowels)
High flexibility in the design-process due to free choice of steel-sections
Reduced construction-time due to utilization of prefabricated elements
Appropriate for application within existing structures (preservation of abutments)
Page 7
VFT-WIB Systems
2.3
Structural Components of VFT-WIB Cross Sections
Figure 2-8: Structural Components of a Typical VFT-WIB Cross Section
Figure 2-9: Main Dimensional Notations for the VFT-WIB Cross Section
Page 8
VFT-WIB Systems
VFT-WIB cross-sections can be divided in the following structural components (Figure 2-8 ;
Figure 2-9):
-
Steel flange (1)

Absorbs stresses from bending moments and provides cross-section stiffness.
Steel web (2)

Its function is the transmission of longitudinal shear forces.
Composite dowel (3)

It is designed to transmit longitudinal shear forces between concrete and steel.
Prefabricated concrete web (4)

It is designed upon structural demands and is reinforced with the external sections.
Prefabricated concrete plate (5)

10-12cm thick concrete-plate which serves as formwork and scaffolding for the in-situ
concrete and is designed for loads from constructions stages.
In situ concrete plate (6)

It completes the prefabricated concrete-plate and is designed upon structural needs
for the crucial load combinations in the final stages.
In situ Longitudinal reinforcement (7)

It is assembled within the in-situ concrete-slab for the final construction-stage.
Precast Longitudinal reinforcement (8)

It is designed upon structural needs for loads from construction stage(s).
Transversal shear reinforcement (9)

It is designed upon structural needs from transversal shear under special consideration of dowel action. The reduced internal lever arm has to be taken into account.
Confinement reinforcement (10)

It is designed upon approaches from local dowel action. It is essential to assure a
ductile load bearing behaviour and has to be assembled for girder cross-sections (not
in plates).
Page 9
VFT-WIB Systems
2.4
Characteristics of VFT-WIB Girders
Major advantage of external reinforcement elements compared to conventional concrete or

pre-stressed solutions is an increased internal lever arm (Figure 2-10). Compared to prestressed cross-sections an increase up to 20% can be realized for the internal lever arm
which leads to more efficient cross-sections with considerably increased stiffness and more
economical use of materials.
Figure 2-10: Comparison of pre-stressed, reinforced and external reinforcement elements
Furthermore a very high flexibility in designing the cross-sections is given as the grade of
external reinforcement can be adjusted to the constructional needs by using different steelsections (Figure 2-11). Using conventional concrete structures the possibility to assemble
large amounts of reinforcement bars is limited in many cases due to geometrical restrictions.
By using external reinforcement elements the required amounts of steel can easily be assembled (externally) without facing significant geometrical problems.
Figure 2-11: VFT-WIB cross-sections can be adjusted by using different steel-sections
VFT-WIB cross-sections provide following major characteristics:

-
High stiffness, sufficient load bearing capacity and robustness of the cross-section
due to increased internal lever arm
Possibility to assemble considerably high grades of (external) reinforcement that cannot be realized using conventional internal reinforcement bars
High fatigue resistance of composite dowels for cyclic loads
Page 10
VFT-WIB Systems
2.5
Construction Process
The construction process is characterized by high grades of prefabrication. The prefabricated

elements offer sufficient bearing capacities for all loads within the construction stage and do
not require any further supports. Therefore the VFT-WIB technology is especially useful for
bridges by preventing intensive interruption of crossing traffic-ways (Figure 2-14).
Prefab-Element
In-situ concrete
Figure 2-12: Construction principle of VFT-WIB technology
The formwork needed for conventional solutions is not required using the VFT-WIB technology which results in significant reductions of construction-time and minimization of costs as
well. Depending on the cross-section and the available lifting technologies, it can be decided
to use cross-sections with in-situ concrete or entire prefabricated solutions.
VFT-WIB cross-sections provide following characteristics within the construction-process:
-
High grades of prefabrication lead to an accelerated construction progress
Reduction of construction-time and costs due to the abolition of formworks
Reduction of interruption into traffic as no (middle)-support is required for the prefabricated elements within the construction-stage
Figure 2-13: Prefab. girder for Vigaun bridge
Figure 2-14: girders on construction-site
Figure 2-15: VFT-Rail during construction
Figure 2-16: VFT-Rail cross-section
Page 11
Terminology
3
3.1
Terminology
Drawings of Components
Figure 3-1: Basic Geometrical Parameters for the Composite Dowel
Figure 3-2: Typical Potential Surfaces for Shear Failure of the Concrete-Slab
3.2
Notations
Ab:
Sectional area of dowel-reinforcement
AD:
Area of concrete-dowel; AD,CL = 0,2 ex
AD,i:
Area of contributing concrete; AD,i = hc ex
As,conf:
Sectional area of confinement-reinforcement
Asf:
Sectional area of reinforcement within the area of the contributing concrete;

Asf = Ab + At
At:
Sectional area of reinforcement above the composite-dowel
bc :
Width of concrete-web
co:
Concrete coverage above the composite dowels

Page 12
Terminology
cu:
Concrete coverage beneath the composite dowels
dV:
Effective depth for design of vertical shear
Ecm:
Young's Modulus of concrete (avarage secant modulus)
ES:
Young's Modulus of constructional steel (avarage secant moduls)
ex:
Pattern of composite dowels in longitudinal direction [mm]
ey:
Pattern of composite dowel strips in transversal direction [ mm ]
fck:
Charecteristic value of concrete compressive strenght
fsd:
Design value of yielding strength of reinforcement
fy:
Charecteristic yielding strength of constructional steel
hD:
Height of steel-dowel; hD,CL = 0,4 ex
hpo:
Height of pry-out cone [mm]; min ( co + 0,07 ex , cu + 0,13 ex )
lcr:
cnom + dbr (stirrup)
P:
Force of composite-dowel
PE:
Force of composite-dowel for ULS
PED(ser):
Force of composite-dowel for rare (characteristic) load combination
tw:
Thickness of steel-web
V:
Partial safety-factor according to the relevant technical standard (EC 4)
D:
Reduction-factor for the area of the concrete-dowel;

D, CL = 3 ex / 180
3.3
List of Abbreviations
CL:
Clothoidal dowel shape
MCL:
Modified clothoidal dowel shape
PZ:
Puzzle dowel shape
SA:
Fin dowel shape
SLS:
Service limit state
ULS:
Ultimate limit state
VFT:
VerbundFertigteilTrger; Prefabricated Composite Element
VFT-RAIL: VFT-girder implementing halved filler beams designed for railway bridges
VFT-WIB: VFT-girder implementing halved filler beam
Page 13
Design Limits
Design Limits
All Design approaches given within this technical report are based upon (Neue Systeme fr
Verbundbrcken).
Due to minor fatigue resistance of the Fin-shape, the Puzzle- and Clothoidal-shape have
gained a greater importance for practical issues and have thus been content of intensive
investigations. Therefore all design-concepts presented within this design-guide are only valid for following geometries, patterns and limitations:
4.1
General
Dowel-strips using Puzzle- and Clothoidal-shape are classified as shear connectors for steelconcrete composite constructions.
-
The detailed defined composite dowels can be used for static and dynamic loads
Lateral tensile forces (Figure 4-1 ; Figure 4-2) have to be excluded for the dowelstrip and are not part of the design-models
Scheduled external forces creating uplifting forces for the dowel-strip are not part
of the design-models and have therefore to be excluded or handled in appropriate
manners (anchoring)
Figure 4-1: Lateral tension forces
Figure 4-2: Lateral tension forces
Page 14
Design Limits
4.2
Using this report, Puzzle and Clothoidal dowels may be used under consideration of the (geometrical) limitations given below (Figure 4-3; Figure 4-4).
Pattern in longitudinal direction
150 mm
Thickness of plate
< ex < 500mm
6 mm < tw < 40mm

restriction:
0,08
< tw/hD < 0,5
Pattern in transversal direction
ey
> 120mm
Concrete-Coverage
co ;cu > 20mm
bc
> 250mm
Minimum edge distance in longitudinal direction :
> 2,5 hpo
Minimum edge distance in transversal direction :
> 5,0 hpo
The minimal distance in transversal direction may be neglected if the concrete-web is assembled onto the steel-flange and a sufficient confinement reinforcement according to the
rules given is assembled.
-
tw < 60mm under constructional circumstances
tw < 40mm has to be considered for calculations even if 40 < tw < 60mm is applied
Page 15
Design Limits
4.2.1
Clothoidal-Geometry:
Figure 4-3: Specific Clothoidal-shape (ex)
Figure 4-4: Specific Clothoidal-shape (ex)
Page 16
Design Limits
4.3
Materials
Design-approaches presented within the following chapters are valid only for materials and
the related fabrication processes as follows:
4.3.1
Concrete
C 20/25 C 60/75 according to EN 1992 and EN 206
Slump > F3 according to DIN EN 1992
The maximum aggregate-size may not exceed 16mm
The concrete has to be compacted sufficiently to enclose the dowel-strip
4.3.2
Steel
S 235 S 460 according to DIN EN 10025
Further characteristics such as weldability, increased requirements of ductility, zgrades have to be specified according to the intended application
4.3.3
Fabrication of the dowel-strip
The dowel-strip has to be cut by thermal autogenous cutting or similar processes that
provide the same quality with regard to strength and fatigue-behaviour
The cutting and fabrication has to be accomplished according to EN 1090
For cyclic loads the cutting quality has to meet demands according to EN 1993 depending on the specific fatigue-category:
125
machine gas cut edges having shallow and regular drag lines
140
machine gas cut or sheared material with subsequent dressing
In general re-entrant corners have to be improved by grinding (slope < 1/4)

-
The production plant has to be qualified for the fabrication according to EN 1090
The fabrication has to be accomplished according to EN 1090
Tolerances for the fabrication should be less than +2 / -4mm for the specific geometry
of the composite dowels
Stopping of the flame-cutter has to be prevented during the cutting process as the fatigue strength of the dowel decreases significantly
Page 17
Composite dowels are continuous shear connectors that have to transmit longitudinal shear
forces between steel and concrete in composite constructions. The bearing behaviour is described in detail as follows.
5.1
Structural Behaviour of Composite Dowels under Static Loads
Composite dowels provide high bearing capacities for ULS, a significant stiffness of the
shear connection for SLS and remarkably ductile characteristics for post-failure load stages.
With concrete and steel-failure two major failure modes can appear for the shear connection.
For steel-dowels with considerably thin webs and high concrete compression-strength, steel
failure will most likely occur (Figure 5-1). The yielding strength of the steel-dowel is exceeded
due to combined shear and bending stresses which lead to significant deformations of the
dowel. These large deformations of the steel-dowel initiate a local destruction of the surrounding concrete so that the maximum load decreases. A steel-failure in general is characterised by large deflections, significant plastification and a distinctive ductile behaviour.
Concrete-failure occurs most likely if the steel-dowel is considerably stiff compared to the
surrounding concrete, if the compression-strength of the concrete is moderate and concrete
coverage is low. This failure mode is characterised by a moderate load decrease and a sloping load curve directly after the failure initiation. Despite of these characteristics the failure
mode can still be considered to be a distinctive ductile connection with sufficient deflections
after failure. Concrete failure in general is very much influenced by the reinforcement in the
dowel and the reinforcement pattern within the surrounding concrete. The arrangement of
certain rebars can lead to significant load increases and therefore the reinforcement pattern
has to be arranged and accomplished with great attention.
In general the shear connection using composite dowels can be regarded as a distinctive
ductile connection with high load bearing capacities. Due to the possibility to adjust the thickness of the webs, the reinforcement-diameters and patterns, the load bearing capacity and
structural behaviour of composite dowels can be adjusted to specific constructional needs in
outstanding manner.
Figure 5-1: Typical Load-Slip behaviour for composite dowels symbolizing the failure modes
The main mechanism to transfer loads from concrete into the steel-strip is provided by the
diagonal struts that push into the dowel-core and the dowel root. Among the length of the
Page 18
arc (s) different contact pressure-profiles result for the specific dowel-geometries in SLS
(Figure 5-2). In order to be able to compare the different shapes with each other, the arclength s was standardized. The contact pressure is presented as partial area pressure rectangular to the arc only on the side of acting forces. Though forces can also be transferred by
friction and on the opposite side of acting forces these aspects have been neglected in the
analysis due to minor influence. Detailed analysis further proved that the top of the Clothoidal
dowel does not participate significantly on transferring loads and is thus neglected as well.
The Fin- and Clothoidal-geometry (SA ; CL / MCL) both reach their maximum contact pressure for 0,4-0,6 of the standardized arc length s, while the maximum for Puzzle-geometry
can be identified for about 0,2 of the standardized arc length s (Figure 5-3). These contact
pressures are result of extensive experimental and numerical studies and apply for SLS.
Larger deflections and a transition of bearing behaviour to ULS will result in a redistribution of
acting forces which is provided by the necessary ductility of the shear connection.
Figure 5-2: Vectorial pressure for PZ an CL among arcs

1,20
SA
1,00
PZ
CL
0,80
pn [-]
MCL
0,60
0,40
0,20
0,00
0,00
0,20
0,40
0,60
0,80
1,00
1,20
sn [-]
Figure 5-3: Standardized distribution of contact-pressure
Page 19
The characteristic structural behaviour for SLS described above is only valid for elastic material property either before yielding of the steel or concrete failure. Thus this behaviour is applied for the linear elastic branch of the typical load-slip curves with considerably high stiffness of the connection.
The characteristic load bearing behaviour for ULS is slightly different for each dowelgeometry (Figure 5-4). The Fin-shape (SA) provides a maximum load bearing capacity compared to the other geometries. Only 85% of the total load bearing capacity is reached for
Clothoidal-shape (CL / MCL) while the Puzzle-geometry (PZ) provides 95%. Independent
from the specific geometries a distinctive ductile behaviour with large deflections is assured.
Dowel force [kN]
Dowel characteristic curves
Slilp [mm]
Figure 5-4: Loads-slip diagram (Push-Out tests) for different dowel-geometries
Page 20
5.1.1
Structural behaviour of the steel-dowel
The structural behaviour of the steel-dowel for SLS is influenced by two major components:
-
Forces are transferred from the concrete-dowel to the steel-dowel activating the
contact pressure (local dowel-action)
Stresses resulting from global bending of the composite cross section
The characteristic structural behaviour of the steel-dowel for SLS is based upon local dowelaction and stresses from global bending. If the dowel-strip is not located in the neutral axis of
the composite cross section bending stresses from global action will result (Figure 5-5). Due
to the kerf of the dowel these resulting normal stresses will be deflected which creates an
increase of stresses for the crucial point (hot spot) at the dowel. Thus a factor f G (g = global)
to consider the structural stress increase from global (bending) action has to be introduced.
This factor fG depends on the specific geometry of the steel-dowel and its stress concentration due to the notch effect at the dowel-root.
My
x f G
Iy
N
A
(1)
Figure 5-5: Stress-distribution in steel for different composite cross-sections
The introduction of longitudinal shear forces from the concrete-dowel into the steel-dowel
(local action) generates major stress concentrations that have to be considered additionally
to the global effect. Again this stress increase depends on the specific dowel-shape used
and its resulting notch effect at the dowel-root. As to the determination of stresses from global action a factor for local action fl (l = local) is introduced as well considering the (local)
stress increase.
x fL
VL S y
(2)
tw I y
Page 21
Summarizing the crucial geometric stresses s of the steel-dowel can be calculated by elastic
relations and the introduction of stress concentration-factors for both global and local action.
s fL
VL S y
tw I y
fG
My
Iy
(3)
The stress concentration factors fG (global) and fL (local) depend on the specific geometry
used and are presented within the design-criteria for composite dowels.
Beside the determination of stresses for SLS (and fatigue) the steel-dowels have to provide
sufficient load bearing capacity for ULS as well. In ULS only the introduction of local forces
from the concrete-dowel into the steel-dowel has to be observed and effects from global
bending can be neglected. Introducing the longitudinal shear forces from the concrete into
the steel-strip creates a combined stress-situation of bending and shear for the steel-dowel
(Figure 5-6). The design of the steel-dowel for ULS can be accomplished by fully exploiting
plastic material properties. Steel-failure of the shear connection results in a distinctive ductile
behaviour with large deformations. These characteristics open up the possibility to assume a
constant shear flow along the dowels strip with an equidistant pattern of the shear connectors which requires a redistribution of the introducing forces.
Figure 5-6: Structural behaviour of the steel-dowel for ULS (combination shear and bending)
5.1.2
Structural behaviour of the concrete-dowel
The structural behaviour of the concrete can be divided into 3 major components (Figure
5-7). Part 1 represents the linear-elastic behaviour of the connection which is limited by a first
crack of the concrete above the dowel-strip. Part 2 is characterised by the formation of further cracks in the concrete and a significant reduced stiffness of the shear connection. The
transition between part 2 and part 3 is the appearance of a specific failure mode that initiates
the post-failure load bearing behaviour (Part 3). This post-failure region is characterised by a
distinctive horizontal branch with large deflections in case of steel-failure. If concrete failure
occurs the load-branch offers a more descending characteristic under perpetuation of an
overall ductile behaviour.
Page 22
The first part of the load-slip correlation is characterised by a significant high stiffness and is
limited by Padh (Load-Part A). The main mechanism for load transfer in this stadium is adhesion-friction between concrete and steel. After exceeding the maximal friction P adh a slidingfriction is activated which is characterised by a reduced stiffness that still provides linear
elastic properties. Further load increase leads to distinctive partial area contact pressures
between concrete and steel-dowel (Load-Part B). Due to the fact that the composite-dowel is
surrounded by concrete and sufficiently reinforced, this contact-pressure can be kept up for
significant high load states without concrete pry-outs. The concrete within the dowel-core is
pulverized under multi-axial stresses keeping up such high load states (Load-Part C). Due to
the multi-axial stress states of the concrete further load increase is possible which is accompanied by significant formations and growth of cracks. The formation of such distinctive
cracks initiates the crucial failure-mode and the post-failure load behaviour becomes important. A sufficient reinforcement of the surrounding concrete becomes crucial in this load
state (Load-Part D) because a lack of sufficient reinforcement would lead to a collapse of the
connection. Within this load state the initial failure mode can be superposed by additional
failures that are caused by the large deflections of the connection.
Despite of the descending load branch for concrete failure, the behaviour of the shear connection can still be regarded as very ductile which is provided by a sufficient reinforcement
pattern. Especially two rebars within the concrete-dowel lead to a ductile behaviour (LoadPart E) due to a distinctive block-action of these irons.
Figure 5-7: Typical load-slip behaviour for composite dowels in push-out tests
Page 23
5.1.3
Design-Criteria
For the design of the shear connection using composite dowels several different design criteria have to be analysed (Figure 5-8).
In case of low yielding strength and thin webs of the steel-strip in combination with considerably high-strength concrete a steel failure is most likely to occur (a). If no transversal reinforcement is arranged within the concrete-dowel a throughout vertical crack in the concrete
plate can occur especially for considerably thin slabs with dowels embedded deeply into the
plate (b). Further on shearing of the concrete-dowel is crucial for the design which is significantly influenced by the amount of transversal reinforcement in the concrete-dowel (c). The
tensile strength of the concrete and the effective shear surface are also important factors for
this failure mode. If the concrete has no sufficient reinforcement in vertical direction (stirrups)
a horizontal splitting of the concrete slab may be the crucial failure mode (d). For external
reinforcement elements embedded into concrete webs a spalling of the concrete coverage
below the stirrups can occur (e). This failure mode is initiated by bracing forces on the downside of the dowel that cannot sufficiently be overtaken by either concrete or reinforcement. In
this case the multi-axial stress states in the dowel-core can no longer be kept up and the
maximum load is reached. For concrete slabs spalling of concrete coverage can be described by pry-out cones either below or above the dowel-strip (f). These two failure modes
essentially depend on the concrete coverage, how deep the dowel-strips are embedded into
the concrete and on the existence of confinement reinforcement.
Thus summarizing it becomes clear and obvious that a sufficient reinforcement is essential
for a ductile and well-tempered behaviour of the shear connection. Especially the failure
modes a) c), e) and f) are crucial under practical circumstances.
Figure 5-8: Different mechanism for failure of composite dowels
Page 24
5.1.4
Scale Factor
One of the major advantages of composite dowels is the high flexibility for different applications such as bridges, floors and industrial buildings that require various bearing capacities
and also differing construction heights. Therefore the sizes of composite dowels will have to
be adjusted to the constructional needs which make it necessary to analyse the bearing behaviour for different scale factors.
The load bearing capacity of composite dowels is equal for different scale factors. For downscaling the dowel size (e.g. by factor 2) the double amount of dowels is available along a
specific length of the girder. Each of these dowels provides only half of the bearing capacity
which is balanced by the doubled number of dowels. This mechanism applies for both downand up-scaling (Figure 5-9).
The load-slip behaviour of the shear connection is not affine for different sizes of dowels
scaled by a certain factor (Figure 5-10). Indeed the characteristic load-slip behaviour is inverse proportional to the scale factor which means that the resulting deflections for a dowel
strip scaled down by factor 2 will only reach about 0,5 related to the reference size. Such a
characteristic behaviour is important to consider because scaled down dowels provide the
same longitudinal shear bearing capacity with a significantly reduced ductility at the same
time. This characteristic has to be considered when assuming an equidistant flow of forces
along the dowel-strip which requires distinctive ductile behaviour and the ability to redistribute forces for ULS.
Figure 5-9: Scale Effect for Composite Dowels
Figure 5-10: Comparison of load-slip behaviour for PZ geometry considering scale-factor
Page 25
5.2
Structural Behaviour of Composite Dowels under Cyclic Loads
Composite dowels are sufficient shear connectors for bridges demanding high load bearing
capacities and especially high fatigue resistances at the same time. Especially for railway
bridges significant high load amplitudes have to be considered for fatigue design so that this
is one of the most important issues.
In general, a certain increase of stresses results from changes in the direction that forces
flow to. This concentration of stresses is usually concentrated within points of the crosssection where significant geometrical boundary conditions change. For very abrupt geometrical changes a significant increase of stresses results (hot spot). Rectangular edges mean a
considerably high concentration of stresses while smooth sloping changes in geometry result
in comparably slight stress concentrations. Such geometrical changes that result in certain
stress concentrations are usually known as kerfs. Further on the effectiveness of the kerf
always depends on the flow and especially the direction of forces.
As kerfs are the initial point for cracks of the steel, the determination of certain stress concentration factors is crucial for a realistic and safe design of constructional elements for cyclic
loads.
5.2.1
Load Bearing Behaviour of the Steel-Dowel
For local dowel-action the steel-dowel is used in order to introduce local longitudinal shear
forces from the diagonal strut into the dowel-strip. The shear connector constitutes a significant geometrical kerf for the introduction of these longitudinal shear forces that leads to significant stresses for the dowel. As these local forces have to be transferred into the steel-web
a major change in the direction of forces results in a distinctive concentration of stresses.
This stress concentration factor fL has been determined by experimental tests and been confirmed by numerous FE-calculations (Figure 5-11).
Figure 5-11: 2d-model for the illustration for the calculation of fL
Compared to local action the effectiveness of the kerf for global action is considerably low.
Global forces from bending within the steel-web are redirected at the steel-dowel which leads
to a stress concentration factor of about 1,5 depending on the dowel-geometry used.
Figure 5-12: Load assumption of global stresses for the calculation of fG
Page 26
flokal / fglobal
7
6
5
fglobal
flokal
3
2
DMS fglobal
DMS flokal
0
0 6 12 18 24 30 36 42 48 54 60
[]
Figure 5-13: Stress concentration factors fG and fL along the angle for Clothoidal-shape
For FLS principal stresses are crucial for the determination of stress concentration factors
while for SLS reduced (van Mieses) stresses have to be taken into consideration. For Clothoidal-shape the stress concentration factors in FLS (principal stresses) were determined to
fL=6,5 and fG=1,5 while in SLS (reduced stresses) it results in fL=7,95 and fG=1,5.
The application of differing geometries that are not explicitly determined by experimental
tests and FE-analysis may result in increased concentration-factors. Therefore it is important
to stick to the geometries and related stress concentration factors presented within this Design-Guide.
In general it is important to consider that for dynamic loads the design-value of longitudinal
shear forces has to be fully covered by the envelope-line for dowel-bearing-capacity.
The calculation of stresses and consideration of the specific concentration factors can
be accomplished by following design assumption:
s k f , L
5.2.2
V x S y
I y tw
N M
k f ,G
zD
A
Iy
(4)
Load Bearing Behaviour of the Concrete-Dowel
As fatigue of the concrete-dowel has not to be observed as long as a sufficient reinforcement

pattern was assembled no special conside4rations have to be made. It is handled by certain
limitations of the maximum dowel forces under the characteristic load combination.
Page 27
Design
Design
All Design approaches given within this technical report are based upon (Neue Systeme fr
Verbundbrcken).
As VFT-WIB cross-sections consist of concrete with external reinforcement elements, applied loads lead to an initiation and growth of cracks within the concrete. The transition from
uncracked to cracked concrete leads to a reduction of stiffness for the cross-section that has
to be considered for further calculations.
Therefore it is necessary to calculate cross-sectional values for both cracked and uncracked
concrete. Most common the sectional values for cracked concrete are determined upon values of uncracked condition using several iterations. Experiences proved that one iteration is
precise enough for designing VFT-WIB cross-sections.
Following assumptions should be considered:
-
ECM = 0 N/mm for cracked concrete
Consideration of reinforcement within cracked concrete zones
Separation of cross-sectional values for midspan and abutment / support
Realistic calculation of pre-cambering (tension-stiffening if necessary)
If not otherwise explicitly mentioned, all approaches made in EN 1994 are valid
Required Cross sectional values

Uncracked Concrete
Midspan
Abutment
Cracked Concrete
Midspan
Abutment
IyI
IyII Midspan
IyII Abutment
SyI
SyII Midspan
SyII Abutment
zsI
zysII Midspan
zysII Abutment
Page 28
Design
6.1
Design Recommendations
6.1.1
Ultimate Limit State
For the Ultimate Limit State (ULS) following considerations are important:
-
Composite dowels are classified as ductile constructional element
As VFT-WIB cross-sections are most sufficient for the usage as prefabricated

girders the consideration of stresses from different construction stages is very important (stresses from construction-history)
According to the rules of EN 1994 ductile shear connectors may be assembled in

equidistant patterns (for static loads)
For dynamic loads the design-value of longitudinal shear forces has to be fully
covered by the envelope-line for dowel-bearing-capacity. Thus crucial longitudinal
shear forces have to be determined upon the linear elastic theory
For VFT-WIB girders that are designed according to recommendations and approaches given within this Design-Guide an uplift of the concrete from the dowelstrip is excluded for uplifting forces < 0,1 PRD ( covered by the Set-Up of Push-Out
test specimen)
For relevant uplifting forces from local load introductions, specific considerations
have to be made and constructional methods (anchorages) assembled if required
Lateral tension (lateral bending stresses, lateral normal tension forces) of the
dowel-strip have to be excluded
Calculation of longitudinal shear forces according to linear elastic theory:
PED
QED S y
Iy
-
(5)
[ Force / length ]
Sy / Iy has to be determined on the safe side using either cross-sectional values

for cracked or uncracked conditions
Calculation of longitudinal shear forces according to plastic theory (static loads only):
-
Depending on static system and cross-sectional values
Resistance of Shear Connection:
PRD
v
min ( Psh,k ; Ppl,k ; Ppo,k ; Pcov,k )
N
Dowel
1,25 partial safety factor for ULS according to EN 1994
Page 29
(6)
Design
6.1.1.1 Design of PrecoBeam

The design of VFT-WIB girders has to be accomplished according to EN 1994. As this technical code was originally set up for conventional composite girders, several specifications
have to be made for VFT-WIB girders.
Following design approaches have to be considered for ULS:
-
Stresses of constructional steel
Compression stresses of the concrete for both positive and negative bending
moments and normal forces, torsional moments if existing
The design for longitudinal shear forces of the concrete-slab and the required reinforcement has to be accomplished according to EN 1994. The length of potential
shear-surfaces of shear failure has to be identified according to Figure 3-2
Transversal shear forces are considered according to EN 1992

For the determination of required reinforcement and design of the diagonal strut
for transversal shear forces a reduced internal lever arm dv has to be used
(Figure 6-1)
Longitudinal shear bearing capacity is analysed in detail along the design approaches for composite dowels
The determination of the longitudinal shear forces P have to be accomplished on
the safe side either using cracked or uncracked conditions
Figure 6-1: Consideration of reduced internal lever arm dv for transversal shear forces
Figure 6-2: Typical potential surfaces for shear failure of the concrete-slab for 2 dowel-strips
Page 30
Design
Design of Concrete-Dowel
The design of concrete-dowels is part of the required design approaches for the longitudinal
shear bearing capacity of (composite) dowel strips.
Shearing Concrete-Dowel
Psh,k D e x f ck (1 D )
2
N
Dowel
(7)
E s Ab
Ecm AD
Figure 6-3: Crucial shear surface for concrete-dowels
The horizontal shear surfaces of the concrete are the crucial design-factor for this criterion. A
sufficient reinforcement of at least two rebars (block-effect) in the dowel provides high load
bearing capacities with ductile behaviour at the same time.
Spalling of Concrete-Coverage
For girder cross-sections that consist of a concrete web and external reinforcement elements
the spalling of the concrete coverage in most cases becomes the crucial design-criterion.
2
Pcov,k
1

ex
0,3 f ck 3
h2
0,15
h
1 D
2
hpo bc
2 hpo
4 lcr ex
N
Dowel
(8)
This criterion has to be considered only for cross-sections without sufficient confinement reinforcement
If anyhow possible a confinement-reinforcement should always be assembled in order to assure a ductile load bearing behaviour
Page 31
Design
Pry-Out
Ppo,k 90 hpo
1, 5
D ,i
f ck (1 D,i ) x y
N
Dowel
(9)
E s Asf
Ecm AD ,i
Figure 6-4: Crucial Pry-Out Cone
Reduction for ex < 4,5 hpo
ex
4,5 h po
(10)
Reduction for ey < 9,0 hpo
1 ey
y
1 1
2 9 h po
Due to missing experimental tests only two dowel-strips may be considered within a distance
of ey < 9,0 hpo.
The mechanical background of this design-approach is the loss of the important multi-axial
stress states within the concrete-dowel which is activated by the pry-out cone.
The pry-out design can be spared out if the pry-out-cone is blocked by a steelflange (concrete-web abuts steel-flange) and a sufficient confinement reinforcement is assembled
Page 32
Design
6.1.1.2 Design of Steel-Dowel
Ppl,k 0,25 f y e x t w
-
N
Dowel
No interaction with global forces required
Figure 6-5: Steel-Dowel for ULS (combination shear and bending)
Page 33
(11)
Design
6.1.1.3 Reinforcement
Dowel-Reinforcement Ab
Confinement-Reinforcement As,conf
Figure 6-6: Confined reinforcement Aconf (red) ; Dowel reinforcement Ab (green)
If the design-value of longitudinal shear forces is not fully covered by the envelope-line for
dowel bearing-capacity (for static loads only), P has to be assumed as the maximum dowel
bearing capacity PRD. Otherwise P may be assumed to be the design-value of the force for
the composite-dowel PED.
Dowel-Reinforcement Ab
The dowel-reinforcement has to be assembled within the concrete-dowel located at the dowel-base. At least two rebars have to be assembled within the concrete-dowel in order to assure a truss-effect. For girders the stirrups for transversal shear forces have to be assembled
within the concrete dowel and may be taken into account for the dowel-reinforcement Ab. For
concrete slabs the dowel-reinforcement may be consist of reinforcement rectangular to the
dowel-strip resulting from slab-design.
Further reinforcement elements located in the concrete-dowel may also be taken into account for the design of the required dowel-reinforcement.
Ab
P 0,5
f sd
(12)
Confined Reinforcement As,conf

The confined reinforcement is important in order to avoid a spalling of the concrete coverage
(brittle failure) for concrete-webs with external reinforcement. With the arrangement of As,conf
the maximum load bearing capacity can be risen significantly and ductile behaviour is provided.
As ,conf
P 0,3
f sd
(13)
Page 34
Design
6.1.2
Service Limit State
The design of VFT-WIB girders for SLS has to be accomplished according to EN 1994. Beside, certain exceptions and specific regulations apply for VFT-WIB technology, these are
described as follows.

The VFT-WIB girder itself has to be designed in accordance to EN 1994. Along these regulations, experiences from realized projects proved to pay special attention to following aspects:
-
Deflections have to be limited according to the relevant technical codes
Pre-cambering of the of the VFT-WIB girder has to be determined according to

geometrical and static demands
Deflections should be calculated and checked with great care to prevent a sagging of the bridge-deck
For calculations of deflections and pre-cambering it is important to assume realistic crosssectional values under consideration of cracking and tension stiffening in order to assure
realistic results.
6.1.2.2 Design of Concrete-Dowel
For SLS a limitation of crack width is introduced for the concrete dowel as follows:
-
The width of cracks has to be limited according to relevant technical codes.

If the dowel-strip is positioned within cracked concrete the crack-width has to be
limited to a maximum of 0,3mm under the (rare) characteristic load combination
This limitation was introduced to prevent a trickling of concrete under cyclic loads within the
tensile cracked (concrete) zone.
Page 35
Design

Crucial stresses s for the steel-dowel are determined upon the method of geometrical
stresses using stress concentration factor for SLS.
s k f ,L
N M
k f ,G z D
A I
I y tw
y
V x Sy
(15)
s-ser
< 1,3 fy
kf,L
stress concentration-factor for local dowel-action

kf,L,CL
kf,G
7,95
stress concentration-factor for global bending

kf,G,CL 1,5
V, M, N
Transversal shear, bending moment and normal forces in the relevant section
Sectional area
Sy
Static moment
Iy
Moment of inertia
zD
distance between neutral axis of composite-section and dowel-base
The determination of cross-sectional values has to be accomplished on the safe side either
using cracked or uncracked conditions.
Mf
according to EN 1993 and EN 1994
s has to be determined for the rare (characteristic) load-combination according to EN 1993

and EN 1994.
Page 36
Design
6.1.3
Fatigue Limit State
The design of VFT-WIB girders has to be accomplished according to EN 1994 and EN 1993
for FLS. Beside, certain exceptions and specific regulations apply for PrecoBeam technology
that are described as follows.
Fatigue design for all crucial details of constructional steel according to the crucial
fatigue details of EN 1994 and EN 1993
Fatigue design for all crucial details of concrete according EN 1992
Longitudinal shear bearing capacity is analysed in detail along the design approaches for composite dowels
6.1.3.2 Design of Concrete-Dowel
The maximum force of the composite-dowel PLD has to be limited to 70% of the characteristic
bearing resistance with respect to concrete-failure using the rare (characteristic) load combination:
PED 0,7 min ( Psh,k ; Ppo,k ; Pcov,k )
(17)
For the rare (characteristic) load-combination the maximum force of the composite-dowel PLD
shall not exceed Pcyc in order to avoid a structural loosening (assumption of shear rigid composite action) under cyclic loads:
Pcyc 3,1 f ck hD t w
(18)
The maximum dowel forces have to be limited as described above in order to prevent a cyclic pry-out or shearing of the concrete-dowel.
Page 37
Design

Crucial stresses s for the steel-dowel are determined upon the method of geometrical
stresses.
s k f , L
V x S y
I y tw
N M
k f ,G
zD
A
Iy
< 2 fy
< 125 / 140 N/mm
kf,L

kf,L,CL
kf,G
(16)
6,45

kf,G,CL 1,5
V, M, N
Sectional area
Sy
Static moment
Iy
Moment of inertia
zD
The determination of cross-sectional values has to be accomplished on the safe side either
using cracked or uncracked conditions.
Mf
Detail
125 for material with machine gas-cut edges with shallow or regular drag-lines
140 for machine gas cut or sheared material with subsequent dressing
In general re-entrant corners have to be improved by grinding (slope <1/4)
Page 38
Design
6.1.4
Design for Fire
By providing a good cold design of the Preco-Beam system, there is no problem of longitudinal shear in fire condition. The simple design recommendation is to limit the temperature of
the steel dowel to a maximum of 500C, which will be easily met for the most common Preco-Beam section types.
The dowels of the Preco-Beam system lead to a complete connection and therefore allow
reaching the plastic moment in the critical section. Consequently, the resistant bending moment value of a Preco-Beam section in fire condition can be calculated according to the recommendations of Eurocode EN1994-1-2. The verification of the temperature at the basis of
the dowel to 500C has to be done to validate the calculation of the resistant plastic bending
moment.
6.1.4.1 Conceptual design
The two key principles to design the Preco-Beam sections for the fire situation are:
1) to ensure resistance in bending :
Either by delaying the elevation of temperature in the steel flange, by means of a

thermal protection;
And/or by protecting thermally the lower part of the steel web (for example by adding
a concrete cover on the steel web);
And/or by adding supplementary reinforcement bars in the concrete.
2) to ensure resistance to shear resistance by limiting the elevation of temperatures

in the dowels :
Either by delaying with thermal protection the elevation of temperature in the steel
flange or in the steel web because the heating of the dowels comes from the transmission of the heat from the steel flange to the steel web to the steel dowel by thermal conduction;
And/or by placing the dowels at a sufficiently high level in the Preco-Beam section
and if it is possible, to place the dowel in the concrete slab;
And/or if the dowel is not positioned in the concrete slab, by ensuring a sufficient
width of concrete on both sides of the steel web (anyway this condition is necessary
for a good design in cold condition to ensure the longitudinal shear transmission).
Page 39
Design
6.1.4.2 Calculation rules

a. Thermal calculations
The use of an advanced calculation model according to EN1994-1-2 to obtain the temperature distribution in the PrecoBeam sections is the most accurate method. A 2D model is sufficient to obtain this distribution.
However, simple calculation rules have been developed to obtain the temperature distribution without doing numerical simulations for three common types of Preco-Beam sections,
see Figure 9-6. These temperature distributions are given for the standard ISO temperaturetime fire curve and for various fire durations.
Figure 6-7: Common types of PrecoBeam sections; (a) Type 1, (b) Type 2, (c) Type 3
Type 1 section:
Figure 6-8: Temperature distribution according to PrecoBeam method for type 1 PrecoBeam
section
The Preco-Beam section has to be divided in 3 zones, see Figure 9-7. The zone I is situated
in the concrete part where the steel profile has no influence. The zone II goes across the
steel flange and the concrete slab. The zone III is situated above the steel flange and along
the steel web.
Zone I:
The temperature in the zone I can be obtained using a table (see Figure 6-15) that gives the
temperature as a function of the concrete depth up to 200 mm for various fire durations. Because the concrete resistance starts to decrease for temperatures higher than 100C, the
properties of the concrete situated at a depth greater than 200 mm can be considered as
properties of room temperature concrete.
Zone II Steel flange:
Page 40
Design
The temperature in the zone II- steel flange can also be obtained using a table (see Figure
6-17) which gives the temperatures at different fire durations for five flange thicknesses. A
linear interpolation can be made to obtain intermediate values.
A simple method also exists in the Eurocode EN1994-1-2 (Equation 4.6 - 4.8) to calculate the
temperature in the exposed steel flange by a step by step method. This method gives safe
results because the heat conduction to the concrete slab and to the steel web is not considered. This method presents the advantage that it can be applied with any fire curve.
Zone II concrete part:
The method consists to interpolate linearly the temperatures between the 2 zones I and III to
find the temperatures in the zone II concrete part.
Zone III:
The temperature in the zone III depends on the steel flange and steel web thickness, the
steel flange width and the encased steel height hIII . The method is based on three equations
and on tables depending on these geometric parameters.
T ( z ) 20 (Tsurf 20)e ( t ). z
Tsurf T (0) Kt f .Ktw .Kb .Tsurf ,20,10,200
(t )
.kt f .ktw .kb . (t )20,10,200
Where:
-
Tsurf : Temperature at the surface between steel flange and steel web
T ( z ) : Temperature along the steel web
Tsurf ,20,10,200 Tsurf (t ) t f 20mm
tw 10 mm
b 200 mm
(t )20,10,200 (t ) t
f 20 mm
tw 10 mm
b 200 mm
0,9 2,446.e16h
hIII and z are given in m
Kt f (t f , t ) ; Ktw (tw , t ) ; Kb (b, t ) Tables (see Annex 1 - Figure D [left] )
kt f (t f , t ) ; ktw (tw , t ) ; kb (b, t ) Tables (see Annex 1 - Figure D [right] )
III
Steel and concrete dowel:

The temperature in the steel and concrete dowels (height hd ) can be approximated in a conservative way by the temperature at the level z hIII for type 1, i.e. at the base of the steel
dowel.
A similar Preco-Beam method exists for the two other types of common Preco-Beam sections and is described below.
Page 41
Design
b. Mechanical calculations
Only sagging moment resistance M fi ,Rd and connection under sagging moment are considered in this design guide. The general calculation method is the same for all the Preco-Beam
sections and the fire resistance is calculated by taking into account the different temperature
distributions in the section.
Bending resistance
Advanced calculation models according to EN1994-1-2 (Bernoulli assumptions) may be used
when information concerning stress and strain evolution, deformations and/or temperature
fields is required.
Simple methods are also developed in the Eurocode EN1994-1-2 to calculate the bending
resistance moment for a fixed fire time. The steel profile is considered without the dowel
height. The concrete of the slab in compression, the web of the profile, the lower flange of
the profile and the reinforcing bars must be considered. The width beff of the concrete slab is
equal to the effective width chosen according to 5.4.1.2 of EN1994-1-1. The concrete in tension of the slab and the concrete between the flanges of the profile are ignored. Annex E of
Eurocode 1994-1-2 gives more details on the way to calculate the resistant bending moment.
This method can be applied for the Preco-Beam sections considering their types, their temperature distributions and their corresponding stress distributions.
The stress distributions for the type 1 of Preco-Beam sections are presented in Figure 9-8
according to the temperature distribution previously calculated.
Figure 6-9: Elements of type 1 cross-section for the calculation of the sagging moment resistance
Zone I (compressive zone):

The section of the concrete slab is reduced according to Eurocode EN1994-1-2 Annex F to
obtain the compressive concrete zone hc ,h . The values of the thickness reduction hc , fi of a
flat concrete slab, functions of the fire duration, are given in a table (see Figure 6-16).
If hc,h (hc hcr ) : The temperature in the compressive concrete zone hc ,h can be assumed
to be 20C. hcr is the depth z corresponding to a concrete temperature below 250C.
Page 42
Design
If hc,h (hc hcr ) : Some layers of the compressive zone of concrete are at a temperature
higher than 250C. The method of the Eurocode EN1994-1-2 Annex E can be applied.
Zone II (tensile zone):
The yield strength of the steel flange is reduced by the reduction factor k y , (see Figure
6-19) corresponding to the temperature TII :
f y , II k y , II . f y ,20C
Zone III (tensile zone):
The yield strength of the steel at each level z of the web is reduced by the reduction factor
k y , (see Figure 6-19) corresponding to the temperature TIII ( z ) calculated according the
Preco-beam method:
f y , III ( z ) k y , III ( z ). f y ,20C

The steel web can be separated in three parts where the temperature is calculated. The
temperatures in the zone III and the corresponding reduction factors can be calculated by
linear interpolation between the four temperatures TIII 1 to TIII 4 .
On the basis of the equilibrium conditions and on the basis of the plastic theory, the neutral
bending axis may be defined and the sagging moment resistance may be calculated taking
into account the variation of the properties of the materials with the temperature.
Connection-Longitudinal shear resistance
The mechanical verification of the connection is not requested as long as the temperature in
the dowel is lower than 500C. If the temperature is greater than 500C, dowel 500C , the
design method at room temperature can be adapted by taking into account the reductions
factors k y , (see Annex 1- Figure E) and kc , (see Figure 6-20) :
-
Steel : f y ,20C f y , dowel k y , dowel . f y ,20C
Concrete : f c,20C f c , dowel kc, dowel . f c,20C
Page 43
Design
Type 2 Preco-Beam section

Figure 6-10: Temperature distribution according to Preco-Beam method for type 2 PrecoBeam section
For the type 2 Preco-Beam sections, the temperature distributions in the zones I and IIconcrete part is calculated as in the type 1 Preco-Beam section.
The temperature in the zones II Steel flange and IIIa Exposed steel profile is obtained by
the step by step method of the Eurocode EN1994-1-2 (Equation 4.6 - 4.8) for an exposed
protected or unprotected steel section.
The temperature in the zone IIIb - steel encased web part is calculated as in zone III of the
type 1 Preco-Beam section. T ( z ) and (t ) can be applied but the value of Tsurf is given by
the step by step calculation described in EN1994-1-2 and applied for the steel web (zone
IIIa).
The temperature in the steel and concrete dowels (height hd ) can be approximated in a conservative way by the temperature at the level z hIIIb for type 2, i.e. at the base of the steel
dowel.
Page 44
Design
The stress distributions for the type 2 of Preco-Beam sections in the zones I (compressive
zone) and II (tensile zone) can be calculated as in the type 1 Preco-Beam section. The only
differences appear in the zone III:
Zone IIIa (tensile zone):

The yield strength of the steel web is reduced by the reduction factor k y , (see Figure 6-19
and Figure 6-20) corresponding to the temperature TIIIa :
f y , IIIa k y , IIIa . f y ,20C

Zone IIIb (tensile zone):
The yield strength of the steel at each level z of the web is reduced by the reduction factor
k y , (see Annex 1- Figure E) corresponding to the temperature TIIIb ( z ) :

f y , IIIb ( z ) k y , IIIb ( z ). f y ,20C
Web buckling under fire
The web buckling resistance under fire for the type 2 Preco-Beam section can be calculated
according to Eurocode EN1994-1-2.
Page 45
Design
Type 3 Preco-Beam section

Annex F of Eurocode EN1994-1-2 gives a model for encased steel entire profiles which can
be extended to Preco-Beams but it is a mechanical model and it does not give directly the
temperatures. The field of application of this model is determined by a minimum value of
concrete width encasing the steel web ( bc ) and a minimum area of concrete ( h.bc ) to constitute a sufficient protection for the steel web (see Figure 9-11). This field of application constitutes the limit between the type 2 and type 3 Preco-Beam sections.
Figure 6-12: Minimum values of the height h of the profile, the width
bc and the area h.bc
The temperature distribution associated to this model is presented at Figure 9-12. It allows
the calculation of the sagging moment resistance. This model gives only the reduction factors
of the yield strength in the steel part of the profile but the corresponding temperatures of the
steel can be obtained from these reduction factors.
Figure 6-13: Temperature distribution according to EN1994-1-2 for type 3 Preco-Beam section
Because of the influence of a large number of geometric parameters ( t f , tw , b, bc , h, htotal ,steel )

and the interactions existing between them, the only way to calculate a precise temperature
in the dowels is to use advanced method. Nevertheless, if the height hh is greater than 0, it
indicates that the temperature in the dowel is equal to 20C.
Page 46
Design
Considering the temperature distribution calculated for the type 3 PrecoBeam section, it can
be assumed the stress distribution presented in the Figure 9-13.
The method and the tables used to calculate the reduction factors of this section are described in Annex F of Eurocode EN1994-1-2.
Page 47
Design
Annex 1
Figure 6-15: Temperature distribution in a solid slab of 200 mm thickness composed of normal
weight concrete and not insulated for different fire durations
Figure 6-16: Thickness reduction
hc , fi of a flat concrete slab for different fire durations
Page 48
Design
Figure 6-17: Temperatures in the steel flange after various fire durations for different flange
thicknesses
Figure 6-18: Tables to calculate
Tsurf [left] and (t ) [right] for various fire durations
Figure 6-19: Reduction factors k for stress-strain relationships of structural steel at elevated
temperatures (EN1994-1-2 part 3.2.1)
Page 49
Design
Figure 6-20: Reduction factors
k and strain cu , for stress-strain relationships of normal
weight concrete (NC) and low weight concrete (LC) at elevated temperatures (EN1994-1-2 part
3.2.2)
Page 50
Design
6.2
6.2.1
Design Rules
Frame-Corners
VFT-WIB cross-sections are most effective for frame-constructions which require specific
considerations for the frame-corner. The external steel-section is loaded with compression at
the frame corner and has to be integrated into the abutment transmitting these compression
forces. For that purpose head-plates are assembled which introduce the compression into
the abutment and frame-corner. The head plates are positioned on specific supportconstructions that are placed within the abutment-wall. The head-plates and the stiffeners
have to be designed upon constructional needs.
Frame-corners can be accomplished as demonstrated in the following example:
Figure 6-21: Head-plate at the end of girder
Figure 6-22: Arrangement within the abutment
Figure 6-23: Construction detail of external reinforcement and head-plate at the end
VFT-WIB cross-sections are favourably used in frame-structures
Introduction of the compression-forces of the external steel-section into the abutment using welded head-plates
Page 51
Design
6.2.2
Recommendations for reinforcement
A sufficient reinforcement pattern within the surrounding concrete of the composite dowels is
important in order to assure a ductile load bearing behaviour. All reinforcement elements
necessary for composite dowels have to be anchored by providing sufficient bond lengths for
each rebar.
6.2.2.1 Reinforcement for girders
The minimal confined reinforcement As,conf for girders needs to consist of two rebars at least
10 beside the dowel strip located beneath each steel-dowel. In order to prevent a spalling of
concrete coverage the confinement stirrups have to be positioned at least 0,15 ex beneath
the dowel-base. Further on at least 1 rebar 12 has to be assembled within each confinement-stirrup beneath the dowel-base.
Figure 6-24: Reinforcement Scheme for composite girders
Following reinforcement rules (Figure 6-24) have to be obeyed:

-
Min As,conf = 210 / Dowel beside the Composite-Dowel-strip with a maximum longitudinal pattern of ex and 300mm
The Confinement-stirrups have to be positioned at least 0,15 ex beneath the dowelbase
At least 1 rebar 12 has to be assembled within each confinement-stirrup beneath the

dowel-base
The confinement-stirrups have to be anchored sufficiently within the compression-zone
For girders the vertical shear stirrups have be assembled within the concrete-dowel and
positioned at the dowel-base
At least 2 rebars have to be assembled within the concrete-dowel and need to be positioned at the dowel-base
Further rebars located in the concrete-dowel may be taken into account for the design
of the dowel-reinforcement Ab
Page 52
Design
6.2.2.2 Reinforcement for slabs

The minimal confined reinforcement As,conf needs to consists of at least two rebars 8 beside
the dowel strip located in a maximum longitudinal distance of 300mm and 4,5 h po. In most
cases under practical circumstances two pairs of stirrups are assembled within the longitudinal pattern of ex.
Figure 6-25: Reinforcement Scheme for concrete-slabs with 1 composite-dowel strip
Figure 6-26: Reinforcement Scheme for concrete-slabs with 2 composite-dowel strips
Min As,conf = 28 beside the Composite-Dowel strip within maximum longitudinal pattern
of 4,5 hpo and 300mm
Each dowel-strip has to be confined with two confinements rebars (one on each side)
At least 2 rebars have to be assembled within the concrete-dowel and need to be positioned at the dowel-base
Further rebars located in the concrete-dowel may be taken into account for the design
of the dowel-reinforcement Ab
Page 53
Design
6.3
Design Example
-Simmerbach Bridge -
The design example is accomplished along the Simmerbach-Bridge which is in operation

within the railway network of Deutsche Bahn (German Railway Company).
6.3.1
Span and Cross-Section
Figure 6-27: Cross-Section of Simmerbach
Figure 6-28: Longitudinal Cut of Simmerbach-Bridge
Span
12,75 m
Static System
Two Single Span Girders
Page 54
Design
6.3.2
Materials
Steel
S 355 J2
According to EN 10025 and EN 1993 and EN 1994

tw < 40 mm
tw > 40 mm
EA
fyk
355 N/mm
fyd
355 N/mm
fyk
335 N/mm
fyd
335 N/mm
210.000 N/mm
According to EN 1993 and EN 1994
Concrete
C 50/60
fck
50 N/mm
fcd
28,33 N/mm
ECM
34.300 N/mm
n0
EA / ECM
210.000 N/mm / 34.300 N/mm

6,12
According to EN 1992 and EN 1994
Reinforcement
BST 500S
fsk
500 N/mm
fsd
435 N/mm
According to EN 1994
Page 55
Design
6.3.3
Sectional Values
All cross-sectional values are determined for the half cross-section, thus for a single rail.
zsI
38,26 cm
; from topside
zsII
33,32 cm
; from topside
IyI
938.718 cm4
IyII
790.743 cm4
SyI
10.038 cm
; for both bottomside-sections
SyII
12.058 cm
; for both bottomside-sections
t Flange-bottom
43,7 mm
t Flange-topside
40,0 mm
tWeb
27,0 mm
66 cm
; height of cross-section
cu-bottom
10,26 cm
; distance from flange to dowel-base
cu-topside
8,26 cm
; distance from flange to dowel-base
hD
10cm
; height of dowels
Figure 6-29: Consideration of a half cross-section for cross-sectional values
Page 56
Design
6.3.4
Internal Forces
For better understanding only dead loads and one traffic-load case are introduced. Furthermore all internal forces are determined for a half cross-section only, thus for a single rail.
Characteristic Level
QDead-Loads- k
153 kN
QTraffic- k
514 kN
MDead-Loads- k
487 kNm
MTraffic- k
1.732 kNm
Design Level
QDead-Loads- D
207 kN
QTraffic- D
754 kN
MDead-Loads- D
657 kNm
MTraffic- D
2.511 kNm
Summary
QD
961 kN
MD
3.168 kNm
Page 57
Design
6.3.5
Design of VFT-WIB Cross-Section
The design-example provided does not contain all required calculations for the specific
bridge as numerous details are state of the art. Only VFT-WIB specific calculations for a better understanding of the VFT-WIB technology are presented in detail.
6.3.5.1 Tension of the Steel-Section in ULS
MD x (hD - zsII ) / IyII

316.800 x (66cm - 33,32cm) / 790.743 cm4
13,09 KN/cm
< fyd = 33,5 KN/cm
for tw > 40mm
6.3.5.2 Compression of Concrete in ULS
MD x (zsII tFlange-topside ) / (IyII x n0)

316.800 x (33,32 cm -4,0cm) / (790.743 cm4 x 6,12)
1,92 KN/cm
< fcd = 2,83 KN/cm
Page 58
Design
6.3.5.3 Required Reinforcement for transversal shear forces ULS
Req. As
QED x sw / ( fsd x z x cot )
h cu-bottom cu-topside hD tFlange-topside - tFlange-bottomside

66cm 10,26cm 8,26 cm 10cm 4,0cm 4,37cm
29,11 cm
Due to external sections on top- and bottom-side a significantly reduced internal lever arm is important to be conidered
cot
1,2
fsd
435 N/mm
sw
100 cm
QED
961 kN
Req. As
961kN x 100cm / ( 1,2 x 43,5 kN/cm x 29,11cm)

63,24 cm / m
Two beams are available for each halved cross-section
63,24 cm/m x 0,5
31,62 cm/m
Page 59
Design
Stirrups
2 14 / Dowel
(green)
24,64 cm/m
Confinement-rebars 2 12 / beside each Dowel
(red)
9,04 cm/m
As
24,64 cm/m + 9,04 cm/m

33,68 cm/m
> req. As = 31,62 cm / m
Figure 6-30: Reinforcement-Scheme for the Example-Girder
Page 60
Design
6.3.6
Design of Composite dowels
6.3.6.1 Bearing Capacity in ULS

SyI / IyI
10.038 / 938.718
0,0106
SyII / IyII
12.058 / 790.743
0,015
> 0,0106
Section II values are crucial for design
QED x SyII / IyII
PED
961 kN x 12.058 cm / 790.743 cm4
1465 kN/m
for both external sections
1465 kN/m x 0,5
( 2 sections )
732 kN/m
for one external section
Pry-Out :
This criterion does not apply because a sufficient confinement reinforcement is assembled
and the bottom steel-section blocks the pry-out cone.
Spalling of Concrete Coverage:

This criterion does not apply because sufficient confinement reinforcement is assembled.
Page 61
Design
Shearing of Concrete-Dowel :
ex
250 mm
fck
50 N/mm
D, CL
3 ex / 180
3 250 / 180
1,61
AD,CL
0,2 ex
0,2 x 25
125 cm
Ab
3,08 cm
for 214 / Dowel (Stirrups)
If available further reinforcement within the concrete-dowel may be

taken into account (e.g. transversal reinforcement)
Es x Ab / (ECM x AD)
210.000 x 3,08cm / ( 34.300 x 125 cm)
0,151
Psh,k
ex x D x (fck) x ( 1+ D)
(250mm) x 1,61 x (50) x (1+0,151)
818.966 N
818 kN / Dowel
Page 62
Design
Steel-Failure
tw
27 mm
ex
250 mm
fy
355 N/mm
Ppl
0,25 ex x fy x tw
0,25 25cm x 35,5 kN/cm x 2,7cm
599 kN / Dowel
2396 kN/m
Summary
1,25
PRD
min / v (Ppl,k ; Psh,k ; Ppo,k; Pcov,k)
according to EN 1994
1/1,25 (2396 kN ; 818 kN ; / ; / )

654 kN/Dowel
654 x 100cm / ex
654 x 100cm / 25cm
PED = 732 kN/m < 2396 kN/m = PRD
Longitudinal shear bearing capacity is sufficient for ULS.
Page 63
Design
Dowel Reinforcement Ab
The design-value of the longitudinal shear forces is fully covered by the envelope-line for the
dowel bearing capacity. Thus P may be assumed PED.
Ab
P x 0,5 / fsd
PED
732 kN/m x ex / 100cm

732 kN/m x 25cm / 100 cm
183 kN/ Dowel
fsd
435 N/mm
Req. Ab
183 kN x 0,5 / 43,5 kN/cm

2,1 cm / Dowel
Ab
3,08 cm / Dowel
Req. Ab
2,1cm
for 214 / Dowel
(Stirrups)
< 3,08 cm = Ab
Confinement Reinforcement As,conf

The design-value of the longitudinal shear forces is fully covered by the envelope-line for the
dowel bearing capacity. Thus P may be assumed PED.
Req. As,conf
P x 0,3 / fsd
183 kN x 0,3 / 43,5 kN/cm
1,26 cm
As,conf
1,57 cm / Dowel
Req. As,conf
1,26cm
for 212 / beside each Dowel
< 1,57 cm = As,conf
Page 64
Design
6.3.6.2 Bearing Capacity in FLS

Q
514 kN
at support
1.732 kN
in midspan
zsII
33,32 cm
IyII
790.743 cm4
SyII
12.058 cm
tw
27mm
; from topside
; for bottomside-section
0,9
; Railway specific reduction-factor
MF
1,15
according to EN 1994 / 1993
zDowel
h - zsII cu-bottom tFlange-bottomside

66cm 33,32cm 10,26cm 4,37cm
18,05 cm
Kf,local
6,45
for CL-Shape
Kf,global
1,5
for CL-Shape
Detail
140 according to Design-Guide
k f , L
max
V x S y
I y tw
N M
k f ,G
zD
A
Iy
140 N/mm / MF
140 / 1,15
121,7 N/mm
Page 65
according to chapters above
Design
At Support:
7,3 x 514 kN x12.058 cm / (2,7cm x2 x790.743 cm4)
local part
+ 1,5 x 0 kNcm x 18,05cm / 790.743cm4
global part (M=0)
10,595 kN/cm + 0 kN/cm

10,595 kN/cm
0,9 x 10,595 kN/cm

9,54 kN/cm
< 12,17 kN/cm = max
9,54 kN/cm
In Midspan:
7,3 x 0 kN x12.058 cm / (2,7cm x2 x790.743 cm4)
local part ((Q=0)
+ 1,5 x 173.200 kNcm x 18,05cm / 790.743cm4
global part
0 kN/cm + 5,93 kN/cm

5,93 kN/cm
0,9 x 5,93 kN/cm

5,34 kN/cm
< 12,17 kN/cm = max
5,34 kN/cm
A detailed analysis for the length of the complete span has to be accomplished as the crucial
design point cannot be predicted for all load combinations.
Ermdungsspannungen
im Zustand II
12,00
11,00
10,00
9,00
8,00
7,00
LM 71 am Auflager
6,00
LM 71 in Feldmitte
5,00
Grenzspannung
4,00
3,00
2,00
1,00
0,00
-0,50
0,50
1,50
2,50
3,50
4,50
5,50
6,50
Figure 6-31: Example for analysis of different load-combinations along the girder-span
Page 66
Design Summary
Design Summary
Design-Concept for Composite dowels (ULS)
I.1
Reinforcement
Confined Reinforcement for girders
As ,conf
P 0,3
f sd
(1)
Dowel-Reinforcement
Ab
P 0,5
f sd
(2)
If the design-value of longitudinal shear forces is not fully covered by the envelope-line for dowel
bearing-capacity (for static loads only), P has to be assumed as the maximum dowel bearing
capacity PRD. Otherwise P may be assumed to be the design-value of the force for the composite-dowel PED. .
I.2
General Approach
Shear Connection
Design of longitudinal shear bearing capacity has to be accomplished according to EN 1994.

According to the rules of EN 1994, Composite dowels may be assembled in equidistant patterns and
can be classified as a ductile constructional element.
For dynamic loads the design-value of longitudinal shear forces has to be fully covered by the
envelope-line for dowel-bearing-capacity.
Tension forces acting lateral to the dowel-strip have to be excluded.
Vertical-Shear
The design for vertical shear (vertical shear reinforcement and diagonal strut) has to be accomplished according to EN 1992. For girders (Assembly of vertical shear reinforcement in the dowelbase) the effective depth dV has to be assumed from the half height of the dowel to the top of the
cross-section.
Longitudinal-Shear of the concrete-slab
The design for longitudinal shear of the concrete-slab and the required reinforcement has to be
accomplished according to EN 1994. The length of potential shear-surfaces of shear failure has
to be identified as documented below.
Page 67
Design Summary
Structural Design of Composite dowels
I.3
PRD
min ( Psh,k ; Ppl,k ; Ppo,k ; Pcov,k )
Shearing of Concrete-Dowel
Psh,k D ex f ck (1 D )
2
Steel-Failure
Parameter:
(3)
E s Ab
Ecm AD
(4)
Ppl,k 0,25 f y ex tw
Pry-Out
Parameter:
Ppo,k 90 hpo
1,5
f ck (1 D,i ) x y
(5)
D ,i
E s Asf
Ecm AD ,i
Reduction for ex < 4,5 hpo
ex
4,5 h po
Restriction:
Reduction for ey < 9 hpo
ey
Only 2 Composite-Dowel strips may be

assembled within a distance of ey < 9
hpo.
y
1 1
2 9 h po
The pry-out design can be spared out if the pry-out-cone is blocked by a steel-flange and a sufficient confinement reinforcement is assembled.
Spalling of Concrete-Coverage
2
Pcov,k
1

ex
0,3 f ck 3
h2
0,15
h
1 D
2
hpo bc
2 hpo
4 lcr ex
(6)
Only for cross-sections without sufficient confinement reinforcement.

If anyhow possible a confinement-reinforcement should always be assembled on order to assure
a ductile load bearing behaviour.
Page 68
Design Summary
Design for composite dowels in Service Limit State SLS
II
Fatigue-Design of Steel-dowels
s k f ,L
(7)
N M
k f ,G z D
A I
I y tw
y
V x Sy
s-ser
< 1,3 fy
kf,L

kf,L,CL
kf,G
7,95

kf,G,CL 1,5
V, M, N
Sectional area
Sy
Static moment
Iy
Moment of inertia
zD
The determination of cross-sectional values has to be accomplished on the safe side either using
cracked or uncracked conditions.
Mf
s has to be determined for the rare (characteristic) load-combination according to EN 1993 and EN
1994.
Page 69
Design Summary
Fatigue-design for composite dowels
III
Fatigue-Design of Steel-dowels
k f , L
V x S y
I y tw
(8)
N M
k f ,G
zD
A
Iy
< 2 fy
< 125 / 140 N/mm
kf,L

kf,L,CL
kf,G
6,45

kf,G,CL 1,5
V, M, N
Sectional area
Sy
Static moment
Iy
Moment of inertia
zD
The determination of cross-sectional values has to be accomplished on the safe side either using
cracked or uncracked conditions.
Mf
Detail
125 for material with machine gas-cut edges with shallow or regular drag-lines
140 for machine gas cut or sheared material with subsequent dressing
In general re-entrant corners have to be improved by grinding (slope <1/4)
Page 70
Design Summary
Fatigue design of the concrete-dowel
The maximum force of the composite-dowel PLD,ser has to be limited to 70% of the characteristic
bearing resistance with respect to concrete-failure using the rare (characteristic) load combination.
(9)
PED,ser < 0,7 x min ( Psh,k ; Ppo,k ; Pcov,k )

For the rare (characteristic) load-combination the maximum force of the composite-dowel PLD,ser
shall not exceed Pcyc in order to avoid a structural loosening (Assumption of shear rigid composite action) under cyclic loads.
Pcyc 3,1 f ck hD t w
(10)
Page 71
Design Summary
IV
Constructional Recommendations
IV.1
Reinforcement
Reinforcement for slabs
Reinforcement-scheme for concrete-slabs with 1 composite-dowel strip
Reinforcement-scheme for concrete-slabs with 2 composite-dowel strips
Min As,conf = 28 / Dowel beside the Composite-Dowel-strip within a maximum longitudinal pattern of
4,5 hpo and 300mm
Each dowel-strip has to be confined with two confinement rebars (one on each side)
At least 2 rebars have to be assembled within the concrete-dowel and need to be positioned at the
dowel-base
Further rebars located in the concrete-dowel may be taken into account for the design of the dowelreinforcement Ab
All rebars assembled have to be anchored providing sufficient bond length
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Design Summary
Reinforcement for girders
Reinforcement-scheme for girders
Min As,conf = 210 / Dowel beside the Composite-Dowel-strip with a maximum longitudinal pattern of ex and
300mm
The Confinement-stirrups have to be positioned at least 0,15 ex beneath the dowel-base
At least 1 rebar 12 has to be assembled within each confinement-stirrup beneath the dowel-base
The confinement-stirrups have to be anchored sufficiently within the compression-zone
For girders the vertical shear stirrups have be assembled within the concrete-dowel and positioned at the
dowel-base
At least 2 rebars have to be assembled within the concrete-dowel and need to be positioned at the dowelbase
Further rebars located in the concrete-dowel may be taken into account for the design of the dowelreinforcement Ab
All rebars assembled have to be anchored providing sufficient bond length
Page 73
Design Summary
IV.2
Geometrical Boundary Conditions
Pattern in longitudinal direction
150 mm
Thickness of plate
< ex < 500mm
6 mm < tw < 60mm

restriction:
0,08
< tw/hD < 0,5
Pattern in transversal direction
ey
> 120mm
Concrete-Coverage
co ;cu > 20mm
(unless intended application requires enlarged coverage)

bc
> 250mm
Minimum edge distance in longitudinal direction :
> 2,5 hpo
Minimum edge distance in transversal direction :
> 5,0 hpo
Typical potential surfaces for shear failure
Structural Dowel-Components
The minimal distance in transversal direction may be neglected if the concrete-web is assembled onto
the steel-flange and sufficient confinement reinforcement according to the rules given is assembled.
-
tw < 60mm under constructional circumstances
tw < 40mm has to be considered for calculations even if 40 < tw < 60mm is applied
Page 74
Design Summary
IV.3
Material-Properties and Fabrication
Material-Properties
Concrete-Grade
C 20/25 C 60/75 according to EN 206 and EN 1992
Steel-Grade
Constructional Steel S235 S460 according to EN 10025

Further characteristics of the steel-grade (e.g. heat-treatment etc.) have to be
defined according to the intended application und to its weldability
Fabrication
Geometry
Dimensions and geometry of the steel-dowels is to be accomplished according

to chapter IV.2
Tolerances
The maximum tolerances for the specified sizes according to chapter IV.2 are
limited to +2/-4mm (+ symbolizes an enlargement of the construction element)
Cutting-Process
The composite-dowel strip may be fabricated by gas cutting or other equivalent

technologies with equal characteristics due to strength and fatigue-behaviour
Stopping of the flame cutter has to be prevented during the cutting process as
the fatigue strength of the dowel decreases significantly
Quality Management Inspection certificate 3.1 according to EN 10204 is necessary unless the intended application requires higher standards
Fabrication-Process The fabrication-company has to be sufficiently qualified according EN 1090 depending on the classification of the construction
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Design Summary
Parameters
V.1
Formula- Symbols
fy
Characteristic yielding-Strength of constructional steel
fck
Characteristic value of concrete compressive strength
[ N/mm ]
Ecm
Youngs Modulus of concrete (average secant modulus)
[ N/mm ]
Es
Youngs Modulus of constructional steel
ex
Pattern of Composite dowels in longitudinal direction
[ mm ]
ey
Pattern of Composite-Dowel strips in transversal direction
[ mm ]
tw
Thickness of steel-web
hpo
Height of pry-out cone
[ mm ]
min ( co + 0,07 ex ; cu + 0,13 ex )

co
Concrete coverage above the composite-dowel
cu
Concrete coverage beneath the composite-dowel
Reduction-factor for the area of the concrete-dowel

D, CL = 3 ex / 180
AD
Area of concrete-dowel
AD,CL = 0,2 ex
AD,i
Area of contributing concrete

AD,i = hc ex
Asf
Sectional area of reinforcement within the area of the contributing concrete

Asf = Ab + At
As,conf
Sectional area of confinement-reinforcement
Ab
Sectional area of dowel-reinforcement
At
Sectional area of reinforcement above the composite-dowel
hD
Height of steel-dowel
hD,CL = 0,4 ex
fsd
design value of yielding strength of reinforcement
Force of composite-dowel
PED
Force of composite-dowel for ULS
PED(ser)
Force of composite-dowel for rare (characteristic) load combination
1,25 ; partial safety-factor
dV
effective depth for design of vertical shear
bc
width of concrete-web
Page 76
Design Summary
V.2
Geometry of the Steel-Dowels
Clothoid (CL)
Definition of arc-segments for the Clothoidal-geometry
Definition of height and length-relations for the Clothoidal-geometry
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Realization
Realization
8.1
Composite Dowels
Composite dowel strips can either consist of halved rolled sections that function as external
reinforcement elements or of plates that are welded to a steel-section. The usage of halved
rolled sections leads to very economic production processes as no welding has to be accomplished. Due to the availability of many different types of rolled sections various structural
demands can easily be met.
The cutting-process is accomplished by thermal cutting technologies such as the autogenous
technology or by similar techniques that provide comparable material characteristics and
fatigue behaviour for the cutting edge.
Figure 8-1: Typical cutting geometry along the web of rolled sections
Figure 8-2: Clothoidal shape after cutting
Figure 8-3: Steel-sections after cutting
Figure 8-4: Typical cutting-geometry for Clothoidal-shape (MCL); grey parts are waste
The dowel-strip has to be cut by thermal autogenous cutting or similar processes that
provide the same quality with regard to strength and fatigue-behaviour
Stopping of the flame-cutter has to be prevented during the cutting process as the fatigue strength of the decreases significantly (detailed description fatigue behaviour
due to the cutting-process)
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Realization
8.2
VFT-WIB Girders
When fabricating the VFT-WIB girders, the correct calculation of the required pre-cambering
is very important because it cannot be corrected anymore. Furthermore a quality-report including deflections, geometry and pre-cambering should be issued with the girders along the
complete fabrication-process in order to assure the projected geometry.
Figure 8-5: Precambering geometry of composite-girders
Consideration of the required Precambering in great detail documented within a comprehensive quality report
Consideration of significantly reduced stiffness of the halved steel-sections for lifting,

support and transport (transportation and lifting-concept is required)
Figure 8-6: Precambering of halved steel-section; reduced stiffness has to be considered
A sufficient treatment of the concrete has to be accomplished (usage of foils, preventing of quick heat loss by using insulation around the formwork)
Low shrinkage cements should be used because the external steel-sections constitute a major resistance for shrinkage processes of the concrete
Restraint forces and cracks can be consequence of strong shrinkage processes
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Realization
8.3
Typical Geometries and Specifications for VFT-WIB
8.3.1
Road-Bridges
Specification for prefabricated Girders
VFT-Duo-WIB
VFT-Mono-WIB
15m 40m ; larger spans are designed with VFT
Span
Slenderness
Steel-Consumption
L/16 L/22 at the abutment / middle-support

L/20 L/28 in midspan
70 95 kg/m for Mono-WIB
80 105 kg/m for Duo-WIB
Internal Reinforcement
45 kg/m for prefab-slab
Concrete C 50/60
0,1 0,15 m/m

250 300 /m for Mono-WIB
350 /m for Duo-WIB
Costs
Assumption for costs

-
S 355
2.200 /to
BST 500S
1.150 /to
C 50/60
480 /m
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Realization
8.3.2
Railway-Bridges:
Specification for VFT-Rail
One Single-span girders
CT
Several girders in a Continuous row
Construction Height VFT-Rail

Construction height [cm]
160
140
120
L/24 ; S
100
L /24 ; CT
80
L/19 ; S
60
L/19 ; CT
40
7,20
9,60 12,00 14,40 16,80 19,20 21,60 24,00

Span L [m]
Figure 8-7: Construction heights
Lifting Weights VFT-Rail

300
Lifting weights [to]
250
200
L/24 ; S
150
L/24 ; CT
100
L/19 ; S
50
L/19 ; CT
0
7,20
9,60 12,00 14,40 16,80 19,20 21,60 24,00

Span L [m]
Figure 8-8: Lifting-Weights
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Realization
8.4
8.4.1
Executed Examples
VFT-WIB Road Bridge
- Kratzerau -
Kratzerau
Project
Kratzerau
Country
Austria
Span
19,70/19,50/19,50/19,70
Slenderness
L/23 ; L17
Static System
Frame Construction
Authority
BB (Austrian railway)
Year
To be finished 2012
Cross-Section
VFT-(Mono)WIB
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Realization
Conventional VFT-WIB sections can be fabricated using formwork for T-sections. Thereby no
special formwork has to be produced and costs for production can be reduced. If the reinforcement is prepared outside the formwork (regular procedure) it is important to use a positioning-device in order to assure accordance of the reinforcement with the dowel-pattern.
Figure 8-9: Halved Steel-section
Figure 8-10: Reinforcement in preparation
Figure 8-11: Lifting to formwork
Figure 8-12: Reinforcement in formwork
Figure 8-13: Lifting from formwork
Figure 8-14: Prefabricated VFT-WIB girder
Usage of Formworks for usual T-girders resulting in reduced costs (Figure 8-12)
Assembling of the reinforcement either along the steel-section or using a positioningmodel for exact adjustment of reinforcement to the dowel-pattern (Figure 8-10)
Following the quality-report, the girders have to be supported in a certain pattern after
being lifted (definition of lifting-points) from the formwork
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Realization
8.4.2
VFT-Rail
-Simmerbach -
E Simmerbach
Project
Simmerbach Bridge
Country
Germany
Span
2 x 12,75m
Slenderness
L / 19
Static System
Single-Span Girders
Authority
DB AG (German railway)
Year
2011
Cross-Section
VFT-Rail
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Realization
Figure 8-15: Preparation of

railway-support
Figure 8-16: Reinforcement

Figure 8-17: Upper steelprepared next to the formwork sections adjusted in heights
Direction of concreting
Figure 8-18: Cross-section turned by 180
Potential air-pockets
Figure 8-19: Special Consideration of concrete

consistency to prevent air-pockets
Assembling devices to turn the bridge-deck by 180 with weights up to 120 tons
Assembling devices to lift the bridge-deck on the construction-site
Concrete-consistency must be configured appropriate in order to prevent air-pockets

in the transition-zone between flange and web (Figure 8-19)
Steel-sections on top (during concreting) have to be fixed properly and positioned exactly on the projected height
A lowering of the sections on top into the concrete and exact positioning of the height
does not work properly and results in (great) deviations of the projected geometry
Demand to very precise fabrication as the tolerances are considerably low due to the
concept of non-ballasted tracks
Absolutely exact and precise assembly of the required devices (anchoring) for the
specific railway support construction ; tolerances usually + 1-2mm (Figure 8-15)
Producing the bridge-deck turned (180) for the assembly of the railway supportdevices (Figure 8-18 ; Figure 8-15)
Usage of a positioning-device is essential as the upper sections have to be fit into the
prepared reinforcement-cage
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Realization
The Simmerbach Bridge is part of the German railway network located in the Southwest of
Germany. The requirement was to replace two single span bridges both with a span of
12,75m that were in operation for more than 100 years (Figure 8-20). The old bridges were
designed as steel-constructions with a conventional ballast substructure. One of the two
bridges crosses the Simmerbach River while the other one crosses a soil trail only. The
bridges that had to be replaced are situated in a row so that the construction and replacement affects one among the two railway tracks only. On the opposite direction there are two
bridges as well which were replaced about 30 years ago due to their bad condition at that
time. They could be kept in operation and did not have to be either repaired or replaced.
Figure 8-20 : Overview of the Simmerbach project for the German Railway Company DB
The existing abutments are made of brick which was the standard construction technology at
that time. Detailed investigations of the abutments showed that the brick walls of the abutment and middle support were still in good condition and could be kept for further operation.
Figure 8-21 : Longitudinal view of the Simmerbach for the German Railway Company DB
As the bottom side of the abutment walls and the foundations were flushed by the water of
the Simmerbach River for about a century, certain reparations were necessary in order to
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Realization
prevent an undermining of the construction by water. For this purpose big concrete blocks
were assembled within the riverbed for a sufficient protection of the abutment construction.
Figure 8-22 : Schematic view of the construction principle used for Simmerbach
The new bridges were designed as single span bridges as well each with a span of 12,75m.
They were designed as composite bridges using VFT-WIB technology (VFT-Rail crosssections) (Figure 8-22) with composite dowels for shear transmission which offered several
major advantages for this specific project.
The boundary conditions of the project required a very tight time schedule as the railway
track was supposed to be closed from operation for one weekend only which made it necessary to remove the old bridges and mount the complete new bridges within less than 60
hours. The track had to be closed on a Friday night and had to be reopened in the early
hours of Monday morning. Thus it was decided to use prefabricated bridges and also benching constructions in order to meet the high demands of time restrictions.
It was thus decided to destruct about 1,0m of the abutment wall and the middle support and
to assemble prefabricated benching constructions on the existing brick walls. These benching constructions were designed as prefabricated concrete elements with a total weight of
about 30-40 tons each. The bearing pedestals were integrated into the benching for a fast
mounting of the bridge which could easily be realized by grouting the pedestals.
The bridges itself were designed as prefabricated composite constructions as well with external reinforcement elements -PrecoBeam technology- using composite dowels for shear
transmission. In order to reduce weight of the bridge(s) to assure a sufficient handling of the
prefabricated elements the construction height had to be reduced. The reduction of construction height is also very important for future applications of these bridges within urban cities
were in most cases the clearance height is significantly limited. Thus this bridge hat to prove
general applicability of the innovative cross-section for future projects within the (German)
railway network. After optimization the total weight of each bridge was 65 tons which could
be handled by large mobile cranes.
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Realization
The most important requirements and boundary condition are summarized as follows:
-
Usage of innovative cross-section with reduced construction height and increased

bearing capacities at the same time
Interruption of railway traffic had to be limited to less than 60 hours
Usage of prefabricated bridge- and benching constructions for an accelerated construction progress to stick to the very close time restrictions
8.4.2.1 Design and constructional details

The bridges were designed with external reinforcement elements and are connected to the
concrete with composite dowels for the transmission of shear forces. The cross-section
VFT-Rail (Figure 8-23) was developed under special consideration of requirements from
railway operation. For each railway track four external reinforcement elements are assembled on the top and bottom side of the cross-section. As there are external sections assembled within the compression zone a considerably high degree of capacity utilization is given.
The rails itself are arranged within a specific rail-channel in order to save construction height
especially for urban applications with restrictive limitations of the clearance underneath the
bridge. As the rails are mounted directly to the construction concrete additional height for
ballast substructures can be saved. By using the construction principle of non-ballasted
tracks for this specific cross-section the overall height can be reduced significantly compared
to conventional bridge solutions. By assembling the rails within the rail-channel the constructional height between bottom edge of the cross-section and top-edge of the rail is favourably
reduced. The application of non-ballasted tracks on the bridge requires special intersection
constructions between the bridge and the railway embankment with ballast substructures.
Figure 8-23 : Application of VFT-Rail Cross-Sections using PrecoBeam technology
The overall construction height of the bridges is 66cm and the width is 265cm. As the span is
12,75m, a slenderness of l/19 results for the cross-section which can be considered reasonably ambitious for single span railway bridges (Figure 8-24).
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Realization
Figure 8-24: VFT-Rail cross-sections with 66cm construction height and external sections
By assembling external reinforcement elements both on the bottom- and topside a considerably high stiffness of the cross-section is obtained for both Service (SLS) and Ultimate Limit
State (ULS). Due to the PrecoBeam principle the reduction of stiffness from cracking of concrete is very low compared to conventional concrete structures and in most cases is less
than 12-15%. That way a very stiff construction is assured with favourable characteristics for
load bearing capacity and limitation of deflections and rotation angles.
Figure 8-25: Schematic Reinforcement for the cross-section
The external reinforcement elements consist of halved rolled sections with the steel-grade
S355 and a C 50/60 high quality concrete. The transmission of shear forces between concrete and external steel reinforcement is assured by composite dowels. These dowels used
for this project have a characteristic height of 115mm and a longitudinal pattern e x of 250mm.
The longitudinal shear forces to be transmitted by the composite dowels are 215 KN/dowel
for the bottom steel sections and 180 KN/dowel for the topside external steel-sections. The
dowel reinforcement was designed to two rebars 14/25 assembled in each dowel-base
(red) (Figure 8-25). In order to increase the bearing capacity of the composite dowels a sufficient confinement reinforcement consisting of two rebars 12/25 next to each steel-dowel is
arranged (yellow). As this bridge is a pilot project for the German Railway Company a considerably high safety level was claimed. Therefore an additional internal reinforcement consisting of 30 rebars 32 was arranged in order to assure the full bearing capacity of the
cross-section in case of total failure of the external reinforcement elements. For this redundancy reinforcement the safety level for load actions and materials had to be considered with
=1,0.
The design for fatigue is the crucial design criteria for railway bridges using composite dowels for shear transmission. The dowels were classified as fatigue detail 125 under special
consideration of stress concentration factors for both local dowel action and effects from
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Realization
global bending of the cross-section. The stress concentration factors were determined by
extensive experimental and numerical studies to 1,45 for global bending and to 7,21 for local
dowel action.
fglobal
1,45
Stress concentration factor for global bending
flokal
7,21
Stress concentration factor for local dowel action
The relevant stresses for the fatigue load state (FLS) can be calculated by using the following formula under consideration of the above mentioned stress concentration factors:
max f lokal
V S y
J ytw
f global
M
z D
Jy
The partial safety factors for the FLS are considered to be MF=1,25 for cross-sections without a sufficient redundancy reinforcement and MF=1,15 in case such a reinforcement is assembled. As there is a redundancy reinforcement arranged within this cross-section the partial safety factor was set to MF=1,15. The crucial stresses in FLS for the dowel-base are
127,4 N/mm for the external flexural tension reinforcement (bottom side). Under consideration of railway specific coefficients the relevant stress for fatigue in the dowel-base are calculated to 104,6 N/mm.
ges x vorh.
104,6 N/mm
As the bridge obtains the principle of non-ballasted tracks special considerations have to be
made. First of all the rail-stresses have to be calculated and limited to certain levels. Further
on the settlement of the embankment can cause stresses in the rails as well so that special
investigations for the rail supports had to be made. The deflections and super-elevations of
the bridge have to be calculated with great care because as the not ballast substructure provides no further possibilities to compensate differing deflections.
The most important characteristics of the bridge design can be summarized as follows:
-
Cross-section VFT-Rail is optimized for the specific requirements of railway bridges
Non-ballasted track construction on the bridge with rails assembled in a special railchannel for a further reduction of construction height
Assembly of external reinforcement elements on top- and bottom side
Very high stiffness and load bearing capacity for the cross-section
Transmission of shear forces between steel and concrete using composite dowels
Design of Fatigue is crucial for the composite dowels
Redundancy reinforcement is assembled for failure of external steel sections due to

the claim of a risen safety level for the pilot project within the (German) railway network
Deflections and super-elevations have to be calculated very precisely due to low tolerances of the construction principle of non-ballasted tracks
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Realization
8.4.2.2 Fabrication of the Bridge

The fabrication of the bridge was accomplished in a plant for concrete elements. The complete production and fabrication process is explained and described in great detail along all
important production-steps. The most important techniques are given as well as experiences
gained and problems faced during the construction period.
Figure 8-26: Detailed cutting geometry
Figure 8-27: Dowels after cutting-process
The production of the external reinforcement elements was accomplished at ArcelorMittal in

Luxembourg. In order to generate the external elements rolled sections were cut along the
web using the specific dowel geometry. The specific dowel shape chosen is the Clothoidal
geometry (Figure 8-26; Figure 8-27) as this provides the highest fatigue resistance among all
geometries investigated in the past. The complete corrosion protection was also accomplished at ArcelorMittal. As the halved steel-sections provide a considerably low flexural stiffness special considerations for transport and lifting operations have to be made. This includes a specification of the lifting points along the cross-section in order to prevent a yielding of the steel due to transport and lifting.
Figure 8-28: Reinforcement cage prepared
Figure 8-29: Reinforcement for first girder
The internal reinforcement was prepared next to the formwork along the drawings (Figure
8-28; Figure 8-29). The complete reinforcement cage had a total weight of about 6 tons with
50% of that caused by the redundancy reinforcement. Considering that by assembling these
rebars the safety factor for the fatigue design of the composite dowels can be reduced it is
still more economic compared to the higher safety factor. This is caused by the fact that the
higher safety factor leads to increased required thicknesses of the web and thus to an increased consumption of constructional steel.
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Realization
The reinforcement cage had to be adjusted very precisely to the pattern of composite dowels
as certain rebars have to be positioned in the dowel base between the steel dowels. As the
reinforcement cage was produced next to the formwork it did not fit to the dowel pattern the
first time. Thus a lot of effort was necessary to move all rebars into their correct position. For
the second reinforcement cage a special gauge with the dowel pattern was successfully used
and the cage fit very well to the dowel pattern. Thus for future projects it is important to use a
dowel-gauge in case the reinforcement is not set up in the formwork.
Figure 8-30: Formwork preparations
Figure 8-31: Rail-support before mounting
The formwork was prepared with some special considerations for the cross-section used.
The mounting systems (thread rods) for the rail support (Figure 8-30; Figure 8-31) had to be
assembled within the formwork with a considerably low tolerance due to the principle of nonballasted tracks. Therefore it was necessary to produce the bridge turned by 180. The external sections were also arranged within the formwork next to the future rail-channels.
Figure 8-32: Lifting of reinforcement-cage
Figure 8-33: Rebar-cage above formwork
After the formwork was prepared the reinforcement cage was lifted (Figure 8-32; Figure 8-33)
and positioned along the dowel pattern. For this purpose it is very important that all rebars fit
into the pattern as a removal of single rebars is very complicated and difficult in this stage.
After a gauge with the dowel pattern was used for the second reinforcement cage no further
problems occurred positioning the cage into its final position.
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Realization
Figure 8-34: Monitoring-devices prepared
Figure 8-35: Monitoring-devices
As the Bridge is a pilot project for the German Railway Company comprehensive monitoring
devices (Figure 8-34; Figure 8-35) were applied to the bridge Therefore all devices had to be
applied before the external sections were lifted into the prepared formwork.
Figure 8-36: Transport of external sections
Figure 8-37: Fixing of external sections
After the reinforcement cage was lifted into the formwork and properly positioned along the
dowel pattern the remaining external steel sections had to be assembled within the formwork
As the construction principle of non-ballasted tracks is used only close tolerances for the geometry of the bridge especially for the location of the bearing construction are possible.
Therefore the external sections on the bottom side topside for formwork- were fixed together (Figure 8-37) to assure the correct location of the bearings. This principle turned out to be
very effective and sufficient without further problems occurring.
After the last external sections were lifted (Figure 8-36) and positioned into the formwork and
reinforcement finishing preparations for concreting were made For the first bridge it was decided to lift up the topside section in the formwork by about 30mm in order to provide a sufficient concrete compacting without bubbles underneath the top flange. This procedure turned
out to be very a bad solution because the upper section could only be pushed into the concrete using big forces. Thus for the second bridge the upper sections in the formwork were
positioned exactly in their destined height (Figure 8-38). This solution turned out to be very
effective because the compacting of the concrete worked very well.
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Realization
Figure 8-38: Formwork prepared with all constructional elements before concreting
The experiences gained, problems faced and lessons learned during the fabrication of the
first bridges can be summarized along the following aspects:
-
Consideration of considerably low flexural stiffness of the external reinforcement elements for transport and lifting operations
The rail supports have to be prepared within the formwork with great care due to reduced tolerances
A fabrication of the bridge turned by 180 within the formwork turned out to be a very
effective and economic solution
Reinforcement cage should to be built either within the formwork or using a gauge
with the dowel pattern in order to assure an adaption und integration of the reinforcement to dowel pattern of the external sections
External section should be fixed together in order to provide a sufficient positioning of

the bearing construction
External sections on the upside in the formwork should be positioned in the final position and height by any means in order to prevent problems pushing it into the concrete ; a sufficient compacting of the concrete can be assured by the consistency
Sufficient lifting points have to be arranged for big loads and also for turning the
cross-section by 180 if concreted in the opposite direction
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Realization
8.4.2.3 Erection of the Bridge

The erection of the bridge took place in October 2011 within a weekend interruption of rail
traffic. One of the major problems faced on the construction site was the opposite rail track
that had to be kept in operation during the complete construction period and was only closed
during night time. Thus the crane lifting the required prefabricated bridges elements and
equipment was limited to the time schedule of the track in operation. This was considerably
time consuming as the construction site could only be reached by swinging the loads across
the track in operation. The whole construction period was dominated by the time limitation
and the necessity to reopen the track after less than 60 hours.
Figure 8-39: Destruction of old abutment
Figure 8-40: Preparation of abutment
After the track was closed the partial destruction of the existing abutments started (Figure
8-39; Figure 8-40). For that purpose about 1m of these existing abutments was removed in
order to prepare the bearing area for the prefabricated benching constructions. These works
took place during the first night starting Friday evening until Saturday morning.
Figure 8-41: Construction site first morning
Figure 8-42: Lifting of prefab-benching
After the destruction of the existing abutments was finished and bearing areas were prepared
the prefabricated benching constructions were mounted (Figure 8-41; Figure 8-42). These
benchings were supported on several points and put in the correct horizontal position by adjusting these support points. The remaining gap underneath the benching was afterwards
casted with fluid grouting mortar. The placement of the benching constructions was scheduled until Saturday evening which could be kept as well.
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Realization
After the benching constructions were placed and bearings mounted underneath the bridge
constructions the assembly of the bridge decks could start on Saturday evening after the last
train passed the opposite track. Thereby an uninterrupted operation of the 550 tons mobile
crane was possible. The lifting and mounting of the two bridges could be accomplished without any severe disruptions and was finished on Sunday morning (Figure 8-43; Figure 8-44).
As the possible tolerances for the adjustment of the bridges to the bearings were considerably low the mounting was a crucial milestone. It turned out that the efforts und special care
undertaken during fabrication of the bridges was very valuable so that no problems occurred
on the construction site. In fact bearings, benching and bridges fit together very well.
Figure 8-43: Lifting of VFT-Rail girder
Figure 8-44: Mounting of VFT-Rail girder
After the bearings of the bridges were grouted with mortar the pedestrian emergency bridges
were placed on Sunday morning (Figure 8-45; Figure 8-46).These works could be accomplished considerably fast so that the backfilling of the abutments could also be finished as
scheduled.
Figure 8-45: Lifting of pedestrian walk
Figure 8-46: Bridge(s) after mounting
After all bridge elements were mounted and the backfilling of the abutments was accomplished the rail mounting started on Sunday afternoon (Figure 8-47; Figure 8-48) and could
be finished by late Sunday evening. Mounting of the rails was another crucial point due to the
non-ballasted track system. Thus inaccuracies resulting from fabrication and the construction
process itself could lead to problems mounting the rails. It turned out that mounting of the
rails could be accomplished without any problems due to sufficient tolerances. Thus the last
critical step could also be taken successfully so that the new bridge could go into operation.
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Realization
Figure 8-47: Assembly of rails
Figure 8-48: Finished construction
After 52 hours the construction process could be finished and the closed railway track could
be reopened (Figure 8-49 - Figure 8-52). Only minor works were left to be done such as the
grouting of the bearing construction for the pedestrian bridges and mounting of the handrails.
Further on some maintenance works had to be done for the brick walls of the abutments and
the middle support. These steps did not disturb the train operation so that the implementation
of the new technology and the innovative construction technique was successful under practical circumstances.
Figure 8-49: Railway track in operation
Figure 8-50: Railway track in operation
In fact it was possible to implement this technology to the very challenging market of railway
bridges. This can be considered especially ambitious as time limitations are very restrictive
within this segment. It even turned out that the technology developed is economically and
technically very competitive and thus an attractive innovation for further projects.
Figure 8-51: Bridge in operation
Figure 8-52: Train on bridge
Page 97
Realization
In order to study the technology even deeper numerous monitoring devices were applied to
the bridge and do now deliver valuable data for further research and evaluation of the bearing behaviour under operational loads (Figure 8-53; Figure 8-54).
Figure 8-53: Monitoring devices
Figure 8-54: Monitoring in operation
Summarizing the complete project beginning from the design process, (pre)fabrication of the
different elements and finally the construction stage proved the general applicability of the
technology. Compared to conventional design and construction techniques it turned out to be
economic and competitive especially since the complete construction process could be finished within a time span of 52 hours.
Detailed cost analyses are in preparation right now and will compare this new solution to
conventional techniques used for railway bridges for such specific spans. The high load bearings capacity, sufficient fatigue resistance and possible slenderness are the major characteristics of the innovative cross-section. The possibility to replace a bridge deck within less than
72 hours is a very important topic for railway bridges and certainly an important factor within
the competition between different construction techniques.
Although this construction type requires high demands to very precise fabrication no major
problems occurred during construction progress. For that purpose it is certainly the most crucial objective to provide adequate tolerances between all constructional elements. A possible
adjustment on the construction site is the most important topic and basic requirement for a
successful project.
Page 98
Realization
VFT-WIB for Railway-Bridges
- Wierna Rzeka Bridge-
Wierna Rzeka Bridge

Project
Wierna Rzeka Bridge
Country
Poland
Span
2 x 16.50m
Slenderness
1/16
Static System
Single-span girders
Authority
PKP SA (Polish Railways)
Year
2010
Cross-Section
VFT-Duo-WIB
Page 99
Realization
8.4.3
VFT-WIB for Industrial Buildings - Bus terminal Sweden, Stockholm (Rambll)

Bus-Terminal Stockholm
Project
Bus-Terminal Stockholm
Country
Sweden
Span
17,00m
Static System
Single-span girders
Authority
Swedish Bus-Authority
Year
To be finished in
Cross-Section
VFT-Mono WIB
8.4.3.1 Introduction
Ramboll Sweden has been commissioned to design a new bus terminal in Hornsberg,
Stockholm. The terminal will replace an existing terminal and sports field, but with bus parking and garages underground. The project is planned in the Stockholm City Council plan to
develop and renew the whole Hornsberg area.
Figure 8-55: The new sports ground and the underlying bus terminal
The roof of the bus terminal tilted after sport's needs. The roof is also designed for the loads
to the sports ground is and the maintenance of vehicles used for maintaining sports ground.
Bus terminal is of approximately 18 000 square meters (about 100 mx 180 m) and can accommodate about 125 buses.
Page 100
Realization
Figure 8-56: Plan of the bus arrangement
Figure 8-57: Section of the bus arrangement and the sports ground
8.4.3.2 Design of the bus terminal

The roof of the bus terminal is cantilevered over 17.0 m and 13.2 m. The slab is designed
with composite beams type PrecoBeam with 50 mm precast concrete and 150 mm cast in
place, underlying pairs of steel beams of 450mm and fire protection (about 50 mm).
Slab is designed as simply supported for self-weight excluding the weight of the soil. For the
imposed load and the weight of soil, the slab act as continuous over the support. This is to
hold down the deformations and to improve the natural vibration characteristics.
Bus arrangement consists of 400mm thick walls that carry the overlying slab.
Page 101
Realization
Loads
Dead load
Dead Load of PrecoBeam elements (7.5 kN/m2), 600mm soil, insulation etc. (10.0 kN/m2).
Imposed loads
The slab is designed for imposed loads 4 kN/m2 and also for the loads from maintenance
vehicles.
Figure 8-58: Plans and Layout of the Bus Terminal and the Sport G round
Page 102
Realization
The top of the slab is cast tilted and provided with waterproofing. The bottom floor, and
hence the steel beams is tilted to reduce the concrete thickness to a minimum. Bus arrangement is heated to 5C.
Slab is built up of about 300pcs PrecoBeam elements 3.0 m wide. No formworks/falsework is
required. After the elements are assembled, they are self-supporting and works as a work
platform when the reinforcement work begins. The elements are designed to withstand the
weight of the cast in place concrete.
Figure 8-59: Plan of Soffit over Bus Arrangement with the Outsourced PrecoBeam Elements
Element width is selected, given that they can be transported by road without re-impose restrictions and to keep the weight down so they can be handled in the workplace.
If the element width is greater than 3.1 m then the carriage need to be accompanied by a
hazard warning vehicle. Moreover, they may not be transported at night or in adverse weather conditions, not on weekends and when there is heavy traffic.
Page 103
Realization
Figure 8-60: Design of a PrecoBeam Element
Below is a section where the elements are placed on the wall, with reinforcement in the wall,
bent over the PrecoBeam elements.
Figure 8-61: Section of a PrecoBeam Element on the Wall
Page 104
Realization
8.4.3.3 Drawings of PrecoBeam elements.

The slab is built up out of PrecoBeam elements that are 3 m wide and 13 m and 17 m long.
Figure 8-62: Section of a Floor with PrecoBeam Elements
The elements consist of two halves of a 900mm rolled steel beam (HEB 900) embedded in a
prefabricated concrete 50mm thick. When the elements are mounted then they are reinforced and casted with 150mm of concrete. To obtain the interaction of the prefabricated and
situ concrete supplied to PrecoBeam members with embedded reinforcement lattices, see
figures below. Lattices also strengthen the 50mm thin concrete during transport and during
casting to withstand the weight of concrete.
Figure 8-63: Section of a PrecoBeam Element
Figure 8-64: Section of a PrecoBeam Element
Page 105
Realization
The following figure shows a prefabricated concrete slab with embedded reinforcement lattices.
Figure 8-65: Installation of a Precast Concrete Slab with Embedded Reinforcing Lattices
The following is an alternative layout of a PrecoBeam element with a thin precast concrete
and a thicker in situ concrete. The element below is sturdier than previous element as it is
posted on the walls, however, requires more hoops across the beam, and a little more fire
insulation.
.
Figure 8-66: Alternative Layout of a PrecoBeam Element
Page 106
Realization
8.4.3.4 Alternative slab types

Below are alternative flooring types, in the first figure shows two types of slabs with steel
beams, one without and another with interaction with the concrete slab. The steel beam
without interaction gives slightly larger floor height a it with. The advantage of the former is
that no formwork required when is constructed with a thin prefabricated concrete slab which
will act as a formwork. The prefabricated concrete will interact with the concrete cast on site.
The last one needs a formwork.
Figure 8-67: Slab Types of Concrete on Steel beams, without and with Interaction
Below are two types of precast and prestressed concrete elements. First a concrete slab with
hollow section and then a thin slab with pair of beams. For the span length of 17m the first
one can carry up to 8 kN/m2 additional to its own weight and the second 11 kN/m2.
The capacity is too small for the bus terminal when the design load is about 15 kN/m2. In
addition, the crack load, i.e. the load in excess of the element's own weight, is only 4 and 6
kN/m2 for the two elements, it means that the cross sections will crack if the load is exceeded
by large deformations as a result. Thus, these elements are no alternative for the construction of the bus terminal.
Figure 8-68: Different Slab Types of Precast and Prestressed Concrete
Page 107
List of References
List of References
ABAQUS Inc. (2004). ABAQUS Theory Manual.

Berthellemy J., Hechler O., Lorenc W., Seidl G., Viefhuses E. ( 2009). Premiers rsultats du
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Construction mtallique , pp. 3-26.
Burger S. (Mnchen, 2009). Untersuchungen zum Ermdungsverhalten von Betondbel im
Verbundbau, Dissertation.
CEB-FIB, Comit Euro-International du Bton. (London, 1993). Model Code 1990.
DIN EN ISO 9013:1995-5. (1995). Schweien und verwandte Verfahren - Gteeinteilung und
Matoleranzen fr autogene Brennschnittflchen (ISO 9013:1992).
DIN EN ISO 9013:2003-07. (2003). Thermisches Schneiden. Einteilung thermischer Schnitte.
Geometrische Produktspezifikation und Qualitt.
DIN Fachbericht 103:2009-03. (2009). Stahlbrcken.
DIN_18800-7:2008-11. (2008). Stahlbauten Teil 7, Ausfhrung und Herstellerqualifikation.
Feldmann M. et al. (Aachen, 2006). Untersuchungen zum Trag- und Verformungsverhalten
von Verbundmitteln in hochfestem Beton unter statischer und dynamischer Belastung.
Feldmann, M. e. (2012 , z.Z. unverffentlicht). Neue Systeme fr Verbundbrcken. Aachen.
Fink J., Petraschek T. (Mnchen, 2006). BB Strecke Salzburg-Wrgl, Neubau der
Straenbrcke bei Vigaun.
Fink J., Petraschek T., Ondris L. (2006). Push-out test parametric study of a new sheet-type
shear connector. Bericht fr TU Wien .
Fink J.,Petraschek T., Ondris L. (Wien, 2007). Push-out test parametric simulation study of a
new sheet-type shear connector. Projekte an den zentralen Applikationsservern , pp. 131153.
Hauke B. et al. (2009). Verbundbauteile aus hherfesten Materialien unter Betrachtung der
Dauerfestigkeit. In Projektabschnitt 4 - Bemessungskonzept, Entwurf Zwischenbericht
ArcelorMittal Belvaal & Differdange und HOCHTIEF Construction AG.
Hechler O., Lorenc W., Seidl G., Viefhues E. ( Colorado, 2008). Continuous shear
connectors in bridge construction.
Jurkiewiez B., Hottier J.M. (2005). Static behaviour of a steelconcrete composite beam with
an innovative horizontal connection. Journal of Constructional Steel Research .
Kouch M. (Wrocaw, to be published 2012). Tests and theoretical analysis in frame of phd.
Dissertation.
Kraus D., Wurzer O. (1997). Bearing capacity of concrete dowels.
Kubica E., Lorenc W., Kouch M. (2010). Testing procedures in evaluation of resistance of
innovative shear connection with composite dowels. In Archives of Civil and Mechanical
Engineering (pp. 51-63).
Page 108
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Lee J., Fenves G.L. (1998). Plastic-damage model for caclic loading of concrete structures.
In Journal of Engineering Mechanics (pp. 892-900).
Leonhardt F. et al. (1987). Neues, vorteilhaftes Verbundmittel fr Stahlverbund-Tragwerke
mit hoher Dauerfestigkeit. Beton- und Stahlbetonbau .
Lieberum K.-H., Reinhardt H.-W., Weigler H. (1989). Das Tragverhalten von Beton bei
extremer Teilflchenbelastung. Beton- und Stahlbetonbau .
Lorenc W. (Wrocaw, 2010). Nono cigych cznikw otwartych w zespolonych
konstrukcjach stalowo-betonowych (The design concept for the steel part of composite dowel
shear connection in steel-concrete composite structures).
Lorenc W. (Poland). Steel design concept for composite dowel shear connection.
Lorenc W., I. R. (Rotterdam, 2007). Numerical model of shear connection by concrete
dowels.
Materialprfungsamt fr Bauwesen der Technischen Universitt Mnchen. (Mnchen, 2010).
6 Dauerschwingversuche am 4,9 m langen Trgern fr das Pilotprojekt Low-Cost-Bridge der
Deutschen Bahn.
6 Push-Out-Versuche fr das Pilotprojekt Low-Cost-Bridge der Deutschen Bahn.
Dauerschwingversuch am 12m langen Trger fr das Pilotprojekt Low-Cost-Bridge der
Deutschen Bahn.
Mensinger M. (Mnchen, 2010). Gutachterliche Stellungnahme G 1008 Low Cost Bridge:
Beurteilung der Konzepte zum Nachweis der statischen Tragfhigkeit und der
Ermdungssicherheit der Verdbelung der externen Bewehrung des neuartigen Brckentyps
"Low Cost Bridge".
Mensinger M. (Kaiserslautern, 1999). Zum Ermdungsverhalten von Kopfbolzendbeln im
Verbundbau.
Rauscher S. (Aachen, 2011). Zum Trag- und Verformungsverhalten von Verbundtrgern mit
Puzzleleisten und ultrahochfestem Beton, Dissertation.
Rowiski S. (Wrocaw, to be published 2012). Tests and theoretical analysis in frame of phd.
Dissertation.
Schmitt V., Seidl G. (2001). Verbundfertigteil-Bauweise im Brckenbau. Stahlbau .
Schmitt V., Seidl G., Hever M., Zapfe C. (Berlin, 2004). Verbundbrcke Pcking Innovative
VFT-Trger mit Betondbeln. In Stahlbau (pp. 387-393).
Seidl G. (Wrocaw, 2009). Behaviour and load bearing capacity of composite dowels in steelconcrete composite girders, Dissertation.
Seidl G. et al. (to be published in 2011). Prefabricated enduring composite beams based on
innovative shear transmission, Final Report RFSR-CT-2006-00030.
Seidl G., Braun A. (2009). VFT-WIB-Brcke bei Vigaun Verbundbrcke mit externer
Bewehrung. Stahlbau , S. 86-93.
Page 109
List of References
Seidl G., Mller J. (2011). Massive Verbundbrcken fr die Bahn - Anwendung externer
Bewehrung mit Verbunddbeln. Beton- und Stahlbetonbau , pp. 122-128.
Technische Universitt Mnchen. (Mnchen, 2010). Exchange of ideas on composite
dowels.
Wurzer O. (Mnchen, 1997). Zur Tragfhigkeit von Betondbeln, Dissertation.
Zapfe C. (Mnchen, 2001). Trag- und Verformungsverhaltenverhalten von Verbundtrgern
mit Betondbeln zur bertragung der Lngsschubkrfte, Dissertation.
Page 110
List of figures
10 List of figures
Figure 1-1: VFT cross-section .................................................................................................. 1
Figure 1-2: Prefabricated VFT girder ........................................................................................ 1
Figure 1-3: Frame-Bridge over 6-lane highway using VFT-Technology without middle-support
near Unterhaching, Germany ................................................................................ 2
Figure 1-4:Typical VFT Girder .................................................................................................. 2
Figure 1-5: VFT-WIB girder using halved steel-sections as external reinforcement ................ 2
Figure 1-6: Possible VFT-WIB Cross-Sections ........................................................................ 3
Figure 1-7: Principle of VFT-WIB ............................................................................................. 3
Figure 1-8: VFT-Rail Cross-Section ......................................................................................... 3
Figure 1-9: Prefabricated VFT-WIB Girder ............................................................................... 3
Figure 1-10: Bridge using VFT-WIB Technology ...................................................................... 3
Figure 2-1: Shapes: a) Fin (SA), b) Puzzle (PZ), c) Clothoidal (CL), d) Modified Clothoidal
(MCL) .................................................................................................................... 4
Figure 2-2: Components of a Composite Dowel ...................................................................... 4
Figure 2-3: Conventional VFT Girder ....................................................................................... 6
Figure 2-4: Conventional VFT-WIB (a) ..................................................................................... 6
Figure 2-5: VFT-Duo-WIB ........................................................................................................ 6
Figure 2-6: Conventional (Mono) VFT-WIB (b) ........................................................................ 6
Figure 2-7: VFT-Rail Cross-Section for the Specific Demands of Railway Bridges ................. 7
Figure 2-8: Structural Components of a Typical VFT-WIB Cross Section ................................ 8
Figure 2-9: Main Dimensional Notations for the VFT-WIB Cross Section ................................ 8
Figure 2-10: Comparison of pre-stressed, reinforced and external reinforcement elements . 10
Figure 2-11: VFT-WIB cross-sections can be adjusted by using different steel-sections ...... 10
Figure 2-12: Construction principle of VFT-WIB technology .................................................. 11
Figure 2-13: Prefab. girder for Vigaun bridge ......................................................................... 11
Figure 2-14: girders on construction-site ................................................................................ 11
Figure 2-15: VFT-Rail during construction ............................................................................. 11
Figure 2-16: VFT-Rail cross-section....................................................................................... 11
Figure 3-1: Basic Geometrical Parameters for the Composite Dowel .................................... 12
Figure 3-2: Typical Potential Surfaces for Shear Failure of the Concrete-Slab ...................... 12
Figure 4-1: Lateral tension forces........................................................................................... 14
Figure 4-2: Lateral tension forces........................................................................................... 14
Figure 4-3: Specific Clothoidal-shape (ex) .............................................................................. 16
Figure 4-4: Specific Clothoidal-shape (ex) .............................................................................. 16
Figure 5-1: Typical Load-Slip behaviour for composite dowels symbolizing the failure modes
............................................................................................................................ 18
Figure 5-2: Vectorial pressure for PZ an CL among arcs ....................................................... 19
Figure 5-3: Standardized distribution of contact-pressure ...................................................... 19
Figure 5-4: Loads-slip diagram (Push-Out tests) for different dowel-geometries ................... 20
Figure 5-5: Stress-distribution in steel for different composite cross-sections ....................... 21
Figure 5-6: Structural behaviour of the steel-dowel for ULS (combination shear and bending)
............................................................................................................................ 22
Figure 5-7: Typical load-slip behaviour for composite dowels in push-out tests .................... 23
Figure 5-8: Different mechanism for failure of composite dowels .......................................... 24
Page 111
List of figures
Figure 5-9: Scale Effect for Composite Dowels ...................................................................... 25

Figure 5-10: Comparison of load-slip behaviour for PZ geometry considering scale-factor ... 25
Figure 5-11: 2d-model for the illustration for the calculation of fL ........................................... 26
Figure 5-12: Load assumption of global stresses for the calculation of fG .............................. 26
Figure 5-13: Stress concentration factors fG and fL along the angle for Clothoidal-shape .. 27
Figure 6-1: Consideration of reduced internal lever arm dv for transversal shear forces ....... 30
Figure 6-2: Typical potential surfaces for shear failure of the concrete-slab for 2 dowelstripsDesign of Concrete-Dowel.......................................................................... 30
Figure 6-3: Crucial shear surface for concrete-dowels ........................................................... 31
Figure 6-4: Crucial Pry-Out Cone ........................................................................................... 32
Figure 6-5: Steel-Dowel for ULS (combination shear and bending) ....................................... 33
Figure 6-6: Confined reinforcement Aconf (red) ; Dowel reinforcement Ab (green) ................ 34
Figure 6-7: Common types of PrecoBeam sections; (a) Type 1, (b) Type 2, (c) Type 3 ........ 40
Figure 6-8: Temperature distribution according to PrecoBeam method for type 1
PrecoBeam section ............................................................................................. 40
Figure 6-9: Elements of type 1 cross-section for the calculation of the sagging moment
resistance ............................................................................................................ 42
Figure 6-10: Temperature distribution according to Preco-Beam method for type 2 PrecoBeam section ...................................................................................................... 44
resistance ............................................................................................................ 45
Figure 6-12: Minimum values of the height h of the profile, the width bc and the area h.bc . 46
Figure 6-13: Temperature distribution according to EN1994-1-2 for type 3 Preco-Beam
section ................................................................................................................. 46
resistance ............................................................................................................ 47
Figure 6-15: Temperature distribution in a solid slab of 200 mm thickness composed of
normal weight concrete and not insulated for different fire durations .................. 48
Figure 6-16: Thickness reduction hc , fi of a flat concrete slab for different fire durations ....... 48
Figure 6-17: Temperatures in the steel flange after various fire durations for different flange
thicknesses ......................................................................................................... 49
Figure 6-18: Tables to calculate Tsurf [left] and (t ) [right] for various fire durations ........... 49
Figure 6-19: Reduction factors k for stress-strain relationships of structural steel at elevated
temperatures (EN1994-1-2 part 3.2.1) ................................................................ 49
Figure 6-20: Reduction factors k and strain cu , for stress-strain relationships of normal
weight concrete (NC) and low weight concrete (LC) at elevated temperatures
(EN1994-1-2 part 3.2.2) ...................................................................................... 50
Figure 6-21: Head-plate at the end of girder .......................................................................... 51
Figure 6-22: Arrangement within the abutment ...................................................................... 51
Figure 6-23: Construction detail of external reinforcement and head-plate at the end .......... 51
Figure 6-24: Reinforcement Scheme for composite girders ................................................... 52
Figure 6-25: Reinforcement Scheme for concrete-slabs with 1 composite-dowel strip .......... 53
Figure 6-26: Reinforcement Scheme for concrete-slabs with 2 composite-dowel strips ........ 53
Figure 6-27: Cross-Section of Simmerbach ........................................................................... 54
Page 112
List of figures
Figure 6-28: Longitudinal Cut of Simmerbach-Bridge ............................................................ 54

Figure 6-29: Consideration of a half cross-section for cross-sectional values ....................... 56
Figure 6-30: Reinforcement-Scheme for the Example-Girder ................................................ 60
Figure 6-31: Example for analysis of different load-combinations along the girder-span ....... 66
Figure 8-1: Typical cutting geometry along the web of rolled sections ................................... 78
Figure 8-2: Clothoidal shape after cutting .............................................................................. 78
Figure 8-3: Steel-sections after cutting ................................................................................... 78
Figure 8-4: Typical cutting-geometry for Clothoidal-shape (MCL); grey parts are waste ....... 78
Figure 8-5: Precambering geometry of composite-girders ..................................................... 79
Figure 8-6: Precambering of halved steel-section; reduced stiffness has to be considered .. 79
Figure 8-7: Construction heights ............................................................................................ 81
Figure 8-8: Lifting-Weights ..................................................................................................... 81
Figure 8-9: Halved Steel-section ............................................................................................ 83
Figure 8-10: Reinforcement in preparation ............................................................................. 83
Figure 8-11: Lifting to formwork .............................................................................................. 83
Figure 8-12: Reinforcement in formwork ................................................................................ 83
Figure 8-13: Lifting from formwork ......................................................................................... 83
Figure 8-14: Prefabricated VFT-WIB girder ............................................................................ 83
Figure 8-15: Preparation of railway-support .......................................................................... 85
Figure 8-16: Reinforcement prepared next to the formwork ................................................... 85
Figure 8-17: Upper steel-sections adjusted in heights ........................................................... 85
Figure 8-18: Cross-section turned by 180............................................................................. 85
Figure 8-19: Special Consideration of concrete consistency to prevent air-pockets .............. 85
Figure 8-20 : Overview of the Simmerbach project for the German Railway Company DB ... 86
Figure 8-21 : Longitudinal view of the Simmerbach for the German Railway Company DB .. 86
Figure 8-22 : Schematic view of the construction principle used for Simmerbach ................. 87
Figure 8-23 : Application of VFT-Rail Cross-Sections using PrecoBeam technology ............ 88
Figure 8-24: VFT-Rail cross-sections with 66cm construction height and external sections . 89
Figure 8-25: Schematic Reinforcement for the cross-section ................................................ 89
Figure 8-26: Detailed cutting geometry .................................................................................. 91
Figure 8-27: Dowels after cutting-process.............................................................................. 91
Figure 8-28: Reinforcement cage prepared ........................................................................... 91
Figure 8-29: Reinforcement for first girder ............................................................................. 91
Figure 8-30: Formwork preparations ...................................................................................... 92
Figure 8-31: Rail-support before mounting ............................................................................. 92
Figure 8-32: Lifting of reinforcement-cage ............................................................................. 92
Figure 8-33: Rebar-cage above formwork .............................................................................. 92
Figure 8-34: Monitoring-devices prepared ............................................................................. 93
Figure 8-35: Monitoring-devices ............................................................................................. 93
Figure 8-36: Transport of external sections ............................................................................ 93
Figure 8-37: Fixing of external sections ................................................................................. 93
Figure 8-38: Formwork prepared with all constructional elements before concreting ............ 94
Figure 8-39: Destruction of old abutment ............................................................................... 95
Figure 8-40: Preparation of abutment .................................................................................... 95
Figure 8-41: Construction site first morning ........................................................................... 95
Page 113
List of figures
Figure 8-42: Lifting of prefab-benching .................................................................................. 95

Figure 8-43: Lifting of VFT-Rail girder .................................................................................... 96
Figure 8-44: Mounting of VFT-Rail girder ............................................................................... 96
Figure 8-45: Lifting of pedestrian walk ................................................................................... 96
Figure 8-46: Bridge(s) after mounting .................................................................................... 96
Figure 8-47: Assembly of rails ................................................................................................ 97
Figure 8-48: Finished construction ......................................................................................... 97
Figure 8-49: Railway track in operation .................................................................................. 97
Figure 8-50: Railway track in operation .................................................................................. 97
Figure 8-51: Bridge in operation ............................................................................................. 97
Figure 8-52: Train on bridge ................................................................................................... 97
Figure 8-53: Monitoring devices ............................................................................................. 98
Figure 8-54: Monitoring in operation ...................................................................................... 98
Figure 8-55: The new sports ground and the underlying bus terminal ................................. 100
Figure 8-56: Plan of the bus arrangement ............................................................................ 101
Figure 8-57: Section of the bus arrangement and the sports ground ................................... 101
Figure 8-58: Plans and Layout of the Bus Terminal and the Sport G round ....................... 102
Figure 8-59: Plan of Soffit over Bus Arrangement with the Outsourced PrecoBeam Elements
.......................................................................................................................... 103
Figure 8-60: Design of a PrecoBeam Element ..................................................................... 104
Figure 8-61: Section of a PrecoBeam Element on the Wall ................................................. 104
Figure 8-62: Section of a Floor with PrecoBeam Elements .................................................. 105
Figure 8-63: Section of a PrecoBeam Element .................................................................... 105
Figure 8-64: Section of a PrecoBeam Element .................................................................... 105
Figure 8-65: Installation of a Precast Concrete Slab with Embedded Reinforcing Lattices . 106
Figure 8-66: Alternative Layout of a PrecoBeam Element ................................................... 106
Figure 8-67: Slab Types of Concrete on Steel beams, without and with Interaction ............ 107
Figure 8-68: Different Slab Types of Precast and Prestressed Concrete ............................ 107
Page 114

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SSF Ingenieure AG

ArcelorMittal Belval & Differdange

RFCS RFS2 - CT - 2011 - 00026 Preco+

Prefabricated Enduring Composite Beams

1st Edition (Version 0.2)

Berlin, August 2012

VFT Construction Technology

VFT-WIB Construction Technology

Structural Components of VFT-WIB Cross Sections

Characteristics of VFT-WIB Girders

Geometries of Composite Dowels

Structural Behaviour of Composite Dowels

Structural Behaviour of Composite Dowels under Static Loads

Structural Behaviour of Composite Dowels under Cyclic Loads

Design Example -Simmerbach Bridge -

Typical Geometries and Specifications for VFT-WIB

VFT Construction Technology

Figure 1-1: VFT cross-section

Figure 1-2: Prefabricated VFT girder

VFT-WIB Construction Technology

Figure 1-4:Typical VFT Girder

Figure 1-5: VFT-WIB girder using halved steelsections as external reinforcement

Figure 1-6: Possible VFT-WIB Cross-Sections

Figure 1-7: Principle of VFT-WIB

Figure 1-8: VFT-Rail Cross-Section

Figure 1-9: Prefabricated VFT-WIB Girder

Figure 1-10: Bridge using VFT-WIB Technology

Geometries of Composite Dowels

Figure 2-2: Components of a Composite Dowel

Structural Components of Composite Dowels

Cross Sections for Road-Bridges

Figure 2-3: Conventional VFT Girder

Figure 2-4: Conventional VFT-WIB (a)

Figure 2-5: VFT-Duo-WIB

Figure 2-6: Conventional (Mono) VFT-WIB (b)

Mono-WIB (b) (Figure 2-6) cross-sections can be regarded as (concrete) t-beams

Cross Sections for Railway Bridges

Railway-bridges have to meet specific demands from railway-traffic such as considerably

Application for spans from 6,50m 24,00m

Considerably high stiffness due to external sections on top- and bottomside

Sufficient fatigue-resistance of all constructional elements (Composite dowels)

High flexibility in the design-process due to free choice of steel-sections

Reduced construction-time due to utilization of prefabricated elements

Appropriate for application within existing structures (preservation of abutments)

Structural Components of VFT-WIB Cross Sections

Figure 2-8: Structural Components of a Typical VFT-WIB Cross Section

Steel flange (1)

Steel web (2)

Composite dowel (3)

Prefabricated concrete web (4)

Prefabricated concrete plate (5)

In situ concrete plate (6)

In situ Longitudinal reinforcement (7)

Precast Longitudinal reinforcement (8)

Transversal shear reinforcement (9)

Confinement reinforcement (10)

Characteristics of VFT-WIB Girders

Major advantage of external reinforcement elements compared to conventional concrete or

Figure 2-10: Comparison of pre-stressed, reinforced and external reinforcement elements

Figure 2-11: VFT-WIB cross-sections can be adjusted by using different steel-sections

VFT-WIB cross-sections provide following major characteristics:

High fatigue resistance of composite dowels for cyclic loads

The construction process is characterized by high grades of prefabrication. The prefabricated

High grades of prefabrication lead to an accelerated construction progress