Automated Analysis and Design

of Super-Tee Bridges
Martin Pircher, Georg Pircher, Andrew Wheeler
ABES – Advanced Bridge Engineering Systems

Author: Martin Pircher

Martin completed his undergraduate studies in Austria, Europe and wrote his
PhD thesis at the University of Western Sydney. After some additional years
performing postdoctoral research, Martin established ABES – Advanced
Bridge Engineering Systems. To date ABES has offices in Sydney, Austria,
Portugal, Israel and Vietnam.

Contact details:

Phone 43 676 847 338833

Email martin@abes-australia.com
 Automated Analysis and Design of Super-Tee
Bridges
Martin Pircher1, Georg Pircher1, Andrew Wheeler2
1
ABES – Advanced Bridge Engineering Systems
2
University of Western Sydney

SYNOPSIS

Super-Tee bridges comprise a very high percentage of the bridge stock in Australia.
The geometry, construction sequence and loading of Super-Tee bridges can be
characterised by a comparatively small number of parameters. These parameters
can be used as a basis for a sophisticated computer model of such a bridge. Using
only a few basic assumptions, the design of Super-Tee bridges can be standardised
to a very high degree.

A pre-processor has been developed which supports the definition of these

parameters and which prepares the corresponding model data for a finite element
analysis of Super-Tee bridges. Among other features the analysis of the model
includes a construction stage simulation, all relevant loading according to AS5100
including traffic loading, pre-stressing effects including time-dependent effects etc.
The results of this analysis are then used for an automated design check of the
bridge according to AS5100 and the generation of an automated report. The model
data can then be transferred to a CAD system for the final generation of drawings.
The complete process is fully integrated into one single bridge design software
package.

1. INTRODUCTION

Bridge girders consisting of multiple parallel pre-stressed and pre-fabricated beams

topped by a cast-on-site concrete slab are often a cost-effective way of constructing
simply-supported and multi-span bridge structures in many countries world-wide. In
fact, 40% of all today’s bridges in the urban areas are built in such a fashion
according to a study by Slatter (1980). Many aspects of such bridges are often highly
standardised either by design codes or by industry standards including for example
cross-section geometries, typical span arrangements, continuity details above piers
and typical pre-stressing and reinforcement layouts. In Australia and New Zealand
such structural systems are widely used and detailled specifications for the design of
such bridges can be found in the AS5100 (Standards Australia, 2004) or the RTA
Standard Drawings (RTA 2004). Typical cross-sections used throughout Australia
and New Zealand are Super-Tee sections, voided planks and, to a lesser degree, I-
sections (Figure 1).

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 1 of 9
Figure 1. Typical Super-Tee, voided plank and I- cross-sections (Standards Australia 2004, RTA
2004).

The design process of such bridges can be supported and automated by computer
programs due to the detailed specifications which are available in Australia and New
Zealand. Recent research work at the University of Western Sydney (Pircher G 2006,
Pircher & Pircher 2004) has identified issues and solutions for the modelling of such
bridges and has also produced specifications for a computer programm supporting
the design of Super-Tee and similar bridges according to Australian and New
Zealand regulations.

The present paper highlights selected modelling issues and then presents the
software which was implemented following the specifications derived from the
research work at the University of Western Sydney.

2. SELECTED MODELLING ISSUES

2.1 General
Numerical models of Super-Tee bridge decks consist of series of parallel main
girders which are connected by a top slab (Figure 2). The longitudinal alignment
follows the road alignment in a polygonal approximation. In the general case the
overall geometry of single and multi-span Super-Tee bridges are often complicated
by the requirements for skew abutments and piers.

roadway slab

longitudinal girders
Figure 2. Longitudinal beams and roadway slab.

Many simplifications in computer models are commonly accepted by bridge

engineers in Australia and elsewhere due to a desire to shorten the design process.
This attitude is understandable in situations where a more realistic model would

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 2 of 9
result in a dis-proportional increase in design cost. However, when implementing a
specialised software tool for the design of Super-Tee bridges these simplifications
can be replaced by more sophisticated numerical representations without causing
any additional cost in design time for the bridge engineer. Examples for such issues
will be presented in the following sub-sections.

2.2 Super-Tee Deck Model

In a structural model, the roadway slab represents the link between adjacent
longitudinal members. Roadway slab elements are responsible for both the structural
interaction between the longitudinal Tee-girders and for the transfer of loads applied
on the roadway slab to the longitudinal members. For Super-Tee cross-sections it
can be assumed that each box section retains a plane and undistorted cross-section
shape and that the load-carrying behaviour of each individual beam is predominantly
one-dimensional.

The roadway slab is commonly simulated by beam, plate or shell elements in a

numerical model whereby only finite shell elements simulate the full three-
dimensional behaviour of the structural slab. Beam elements represent the described
structural behaviour of the pre-cast Super-Tee girders best which leads to the clear
preference for a mixed Finite Elements system consisting of longitudinal beam
elements capped by finite shell elements. Box cross-sections of Super-Tee beams
have a relatively high nominal torsional resistance. However, it is debatable to what
level this torsional stiffness can be realised by the individual members since cracking
may reduce this value considerably. It is therefore advisable to apply a reduction
factor to the torsional stiffness of the longitudinal members in order to account for this
particular effect (Hambly 1991). For example, in the Australian Standard AS5100 a
factor of 0.2 is applied.

The described mixed model of coupled beam and shell elements further implies that
the shell elements linking the longitudinal girders only act between the places in the
cross-section where the shear reinforcement ensures full composite action between
the slab and the pre-cast beam. This area is outlined in Figure 3. From this
consideration it becomes advisable to connect the shell elements representing the
roadway slab with a rigid offset to the nodes of the girder elements. Omitting this
offset leads to a considerably lower bending stiffness of the roadway slab in the
structural model (Cusens & Pama 1975).

shell element
without rigid links
shell element
with rigid links

girder elements

Figure 3. Super-Tee deck comprised of a mixed beam-slab system.

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 3 of 9
2.3 Construction Sequence
Pre-cast elements as part of a Super-Tee bridge are loaded in a number of different
boundary conditions during casting and throughout construction. Since many of these
situations are retained for extended periods of time these situations need to be
considered in a structural analysis, especially if time-dependent effects need to be
taken into account (Figure 4).

The structural system of the pre-cast beams differs significantly from the structural
system after casting of the deck slab: the position of the centre of gravity changes,
torsional properties change since the section is transformed from an open into a
closed cross-section, secondary stresses are introduced by differential creep of the
two materials etc. In a detailed model where the construction sequence is known all
these aspects can be taken into account automatically by the analysis software.

Creep, shrinkage and steel relaxation cause time-dependent displacements in each

individual girder. As long as each span is viewed as a simply-supported system these
displacements cause no additional stresses in the bridge deck. However, if skew
support conditions are present these time-dependent displacements also cause
secondary stresses, especially in the corner regions of the deck. It is therefore
advisable to consider these effects in a design model if skew support conditions are
present. Time dependent effects can be taken into account automatically if the
construction sequence is known.

Stage 1: pre-cast simply supported

beams.

Stage 2: pre-cast beams with wet

concrete weight.

Stage 3: composite system –

beam plus slab.
Figure 4. Construction sequence.

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 4 of 9
2.4 Continuity
So-called link slabs connect the individual spans across piers in a typical Super-Tee
bridge. In many instances the structural influence of these link slabs is ignored and
the model is simplified to series of simply supported spans. However, in a more
sophisticated model these link slabs can be included without too much trouble and
their stiffness can be considered in the analysis and for design as outlined in Figure
5.
debonded region, no shear

spring
element

vertical
offset of
spring
element
supports
Figure 5. Link slab system for partial continuity.

2.5 Pre-Stressing
Detailed representation of pre-stressing in a structural model includes the exact
geometrical position of tendons, the sleeve length for each tendon, the development
length for stress transfer from the tendon into the concrete and the time-dependent
losses among other information. Automated checks for the required concrete cover
and geometric checks to detect clashes between pre-stressing layout and
reinforcement can also be provided by a specialised software tool.

2.6 Loading
Most loading conditions that need to be considered for bridge design are specified in
the code. These conditions can be applied automatically with user input only required
to give the most basic information. Traffic loading can also be evaluated
automatically. Input options need to be provided for the definition of various types of
superimposed dead loads.

2.7 Design Checks

Based on the structural analysis of the construction process and the completed
structure, internal actions can be accumulated according to code specifications and
used in automated design code checks for ULS and SLS. Reinforcement
requirements can be computed automatically by the software and steel can be added
automatically where necessary if desired by the design engineer. Intelligent
automated selection of results for representation in an automated report and
interactive requests for results by the design engineer should both be provided by a
modern software tool.

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 5 of 9
2.8 Drafting
Much information gained from the numerical analysis and the design checks can be
passed on to a drafting package automatically. Drafting templates can be used to
automatically provide a basis for the final design drawings greatly reducing the time
and effort required by drafts people.

3. IMPLEMENTATION

3.1 preTee - General

A high-end bridge design tool called SOFiSTiK (2006) was used as a basis for the
development of the described SuperTee pre-processor called preTee. SOFiSTiK
software provides all the functionality of a modern finite elements bridge design code
and has been used on numerous projects world-wide. The recently released
graphical user interface for this software package is called SOFiSTiK Structural
Desktop (SSD) (Pircher M 2006). The new pre-processor preTee is implemented as
a plug-in for this SSD and fits seamlessly into the SOFiSTiK environment.

The user interface of preTee has been carefully designed to offer fast and intuitive
input options for the definition of a sophisticated structural model. Input requests by
the software are formulated in bridge engineering terms. Defaults are provided for all
input requests minimising the actual input work by the design engineer. Upon
confirmation the input data is translated into numerical model data by the back-end of
the pre-processor. This model data is then passed to the SOFiSTiK solvers.

Using this automatically generated model data, the solvers perform structural
analyses for all relevant loading cases and generate load case combinations as
required by AS5100 (2004) for all construction stages and for the final system. ULS
and SLS design code checks according to AS5100 (2004) are then based on these
load combinations. If requested by the engineer the software also computes the
reinforcement requirements automatically. A comprehensive report of the analysis
results is generated automatically and in addition, all results are available for post-
processing by the tools implemented as part of the SSD.

All the modelling details mentioned in Section 2 and many others are automatically
considered. The software therefore provides an extremely high level of quality for the
analysis results for the final structural system as well as for each construction stage.

3.2 preTee – User Interface

All input is performed through an intuitive graphical user interface which was
designed to use engineering terms specific for the intended application. The
alignment of the bridge is given relative to a reference polygon which in turn relates
to a given road axis (Figure 6). Skew abutments and piers can also be specified
relating to this geometric information. The exact length of each pre-cast beam is
derived automatically by the software. Details such as bearing offsets in longitudinal
and vertical direction or gaps between neighbouring beams, etc. can also be
specified here.

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 6 of 9
 Figure 6. Input of bridge alignment and support directions.

Figure 7. Cross-section geometry and pre-stressing.

Figure 8. Top slab reinforcement.

Cross-section templates which follow the specifications given in the AS5100 (2004)
can be loaded. Default measurements, pre-stressing and reinforcement information
can be edited interactively as shown in Figure 7 and Figure 8. Reinforcement areas
can be entered as final design values, or optionally only the minimum reinforcement
is entered and the required additional reinforcement is computed automatically during
the analysis. Pre-stressing information includes the geometric position of each
strand, its structural properties, stress transfer length and sleeve length. If necessary,

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 7 of 9
multiple cross-sections can be prepared and assigned to the individual beams of the
system.

A large proportion of the loading information is specified in the code and can be
generated automatically by preTee (Figure 9). Traffic loading for example is
generated automatically, but also all load cases occurring during the construction of
the bridge are generated. A spread-sheet allows the input of a detailed construction
sequence (Figure 9) which in turn includes all information necessary to take time-
dependent effects into account. Creep, shrinkage and steel relaxation as well as pre-
stressing losses are calculated automatically based on this information.

Figure 9. Input tabs for loading and construction stage information.

Once all input has been specified model information for the solver is generated and
an analysis can be started. Individual load case results as well as load combination
results are generated and a comprehensive design check of the structure is
performed. All results are available for post-processing using the SSD environment
(Figure 10) and a report including all relevant results is compiled.

The accumulated information can then be passed on to a drafting package where

portions of the drafting can be completed automatically to serve as a basis for the
draftsperson.

Figure 10. FE-model visualisation within SOFiSTiK post-processor.

Automated Analysis and Design of Super-Tee Bridges – Pircher et. al. Page 8 of 9
4. CONCLUSION
Recent research at the University of Western Sydney has led to detailed
specifications for a software tool supporting the design of Super-Tee bridges or
similar bridge types. A new program based on the renowned SOFiSTiK software
package has been developed following these specifications. Some technical
background information and a short description of the new software tool has been
presented in this paper.

5. REFERENCES
Cusens A.R. & Pama R.P. (1975) Bridge Deck Analysis, John Wiley & Sons, London
Hambly E.C. (1991) Bridge Deck Behaviour, Chapman & Hall, London, UK
Pircher G. (2006) Computer Modelling of Multiple Tee-beam Bridges, Master Thesis,
University of Western Sydney, Centre for Construction Technology & Research
Pircher G. & Pircher M. (2004), “Computer-aided design and analysis of multiple Tee-
beam bridges”, Proceedings: Fifth Austroads Bridge Conference, Hobart,
Australia
Pircher M. (2006) “Logical Approach”, Bridge Design & Engineering, v42, n1, p 60
RTA (2004), Standard Drawings, RTA Bridge Section, Paramatta
Slatter R.E. (1980), “Bridge Aesthetics”, Final report of the 11th IABSE Congress,
Vienna, Austria, IABSE, Zurich, Switzerland, pp 115-120.
SOFiSTiK (2006) Technical Manual ver. 23, SOFiSTiK AG, Germany
Standards Australia (2004), AS5100 Bridge Design, Standards Australia, Sydney.

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