1.

Introduction to RC Solid Slab Bridge

Concrete raw materials, consisting of water, fine aggregate, coarse

aggregate, and cement are found in most parts of the world and can
be mixed to form a variety of structural shapes. The high availability
and flexibility of concrete material and rebar have made the
reinforced concrete bridge a very competitive
alternative. Reinforced concrete bridges can be made of precast
concrete elements, which are fabricated in a production plant and
then transported for erection on the job site, or cast-in-place
concrete, which is formed and cast directly at its setting location.
Cast-in-place concrete structures are often built monolithically and
continuously.

Solid slab bridges are essentially concrete into which internal

stresses of the appropriate magnitude and distribution are
introduced so that stresses resulting from external loads are
counterbalanced to the desired degree. Longitudinally reinforced
slab bridges have the simplest superstructure configuration and the
polished appearance. This type of solid slab is generally suitable for
bridges with a span of up to 15 m.
The behavior of the solid slab is to distribute the applied loads in all
directions. The solid slab is isotropic that means it is continuous and
uniform in mechanical properties in all directions. Slab bridges could
be “anisotropic” also such as “orthotropic” slabs. Some of the
examples for this type of slab are shown below. examples for this
type of slab are shown below.

fig. Voided Slab

2. Bridge Type

A. Superstructure Configuration
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Analysis of Reinforced
Concrete Solid Slab Bridge
February 22, 2021

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This case study covers the following aspects:

1. Introduction to Reinforced Concrete Solid Slab
Bridge
2. Bridge Type
3. Computer Modeling Concepts
4. Analysis & Results using MIDAS.
5. Design & Optimization

1. Introduction to RC Solid Slab Bridge

Concrete raw materials, consisting of water, fine aggregate, coarse

aggregate, and cement are found in most parts of the world and can
be mixed to form a variety of structural shapes. The high availability
and flexibility of concrete material and rebar have made the
reinforced concrete bridge a very competitive
alternative. Reinforced concrete bridges can be made of precast
concrete elements, which are fabricated in a production plant and
then transported for erection on the job site, or cast-in-place
concrete, which is formed and cast directly at its setting location.
Cast-in-place concrete structures are often built monolithically and
continuously.

Solid slab bridges are essentially concrete into which internal

stresses of the appropriate magnitude and distribution are
introduced so that stresses resulting from external loads are
counterbalanced to the desired degree. Longitudinally reinforced
slab bridges have the simplest superstructure configuration and the
polished appearance. This type of solid slab is generally suitable for
bridges with a span of up to 15 m.

The behavior of the solid slab is to distribute the applied loads in all
directions. The solid slab is isotropic that means it is continuous and
uniform in mechanical properties in all directions. Slab bridges could
be “anisotropic” also such as “orthotropic” slabs. Some of the
examples for this type of slab are shown below.

fig. Voided Slab

2. Bridge Type

A. Superstructure Configuration
Both the spans have different lengths.
B. Substructure Configuration

All 3 piers are different.

 C. Reason for selecting solid slab type

 Short span length (around 15 m)

 Tight radius as straight beams would give too long cantilever slabs
at curved edges. Precast curve beams are not practically available
and In situ curve beams more difficult to construct.
 Great ability to be built to suit irregular shapes
 Less expensive than more complex types of superstructure.
 Generally, a solid slab deck is more “constructable”.
 Solid slab deck is much heavier in self-weight than other more
complex types of deck. When the spans are short (± 15 m), the
savings in cost, time, construction simplicity, etc. can more than
compensate for the heavier material costs.

3. Computer Modeling Concepts

To model this structure in any structural analysis software, first, we

need to decide the modeling methodology. In general, engineers
follow two types of methodologies for the solid slab bridge: The
grillage model & the plate model.

In the grillage model, 1D beam elements could be used to define

the beams in two directions to simulate the longitudinal as well as
the transverse stiffness of the bridge. This method provides ease in
terms of modeling & result extraction but parallelly, good
engineering understanding is required to simulate the solid slab
behavior through the beam elements only.

In the plate model, 2D plate elements would be used to simulate the

slab that actually represents more realistic slab behavior and give
more reliable results. The complexity level of modeling & result
extraction is a little bit more as compared to the grillage model. With
the help of FEA-based software programs like midas Civil, plate
modeling becomes quite easy. For this bridge, plate modeling has
been considered and midas Civil has been used for further process.

A. Model Geometry :

The model can be generated by using self-built-in tools of the

software or if the software has a CAD interface then import the CAD
file. As Midas Civil is compatible with the CAD programs, therefore
for the modeling, the Bridge deck and crossheads are imported from
.dxf; bridge columns and piles are conveniently created by using
Midas Civil tools. The shape of elements is basically square
quadrilateral elements which are orthogonally matching the
intended reinforcement directions. Where square is not possible
(due to irregular geometrical limitations, edges, boundaries, etc.)
then, we can adapt rectangular quadrilateral elements, trilateral
(triangular), trapezoidal, or polygonal elements. Mainly extreme
aspect rations needed to be avoided by reducing the mesh size.
The larger the mesh size, the less precise the result. The smaller
the mesh size, the higher the number of elements, and the longer
the analysis time. Judge the balance, try to keep optimum mesh
size. After creating the model in Midas Civil, define domain and sub-
domain for calculating wood-armer moment.

B. Element Sectional & Material Properties:

Relevant material and section properties are needed to be defined

for slab/crossheads/columns/piles. By using a user-defined/ pre-
defined database in Midas Civil material and section properties can
be created
C. Boundaries:

Point spring supports are applied to sections of the pile with the
relevant stiffness in all DOFs according to their depth. Different
spring constants are based on the soil investigation report and the
geotechnical engineer’s recommendations. Shaft friction is not
considered. Vertical support provided only by pile end
bearing. These stiffness values can be calculated manually and
point spring could be defined at each node separately. To avoid this
complexity, Midas Civil provides an option to create these point
springs along with proper stiffness values automatically by using
provided soil data. On the basis of the provide soil data like ground
level, soil type, Pile diameter, soil density, earth pressure
coefficients, coefficient of Subgrade Reaction(Kh), Internal Friction
Angle(phi) & Initial Modulus (k1) the software calculates the
corresponding stiffness for the point spring.

Refer to this link to know more about the background calculation of

spring stiffness from the soil data.
http://manual.midasuser.com/EN_Common/Civil/895/Start/
04_Model/06_Boundaries/Integral_Bridge_Spring_Supports.htm

The connection between the deck and crosshead can be made of

the rigid type of elastic links if it needs to be considered as a
monolithic connection, otherwise, relevant stiffness can be defined
in the elastic link.

D. Loading the bridge:

For the further ultimate load & service load checks, the following
loads should be applied.

In general Moving Load Analysis becomes the most difficult part of

the analysis as the number of cases need to be considered. Moving
load analysis in Midas Civil works on the influence line method, in
which the program automatically moves the vehicle in the
longitudinal direction in the defined lane, even it automatically
checks the critical location of the vehicle in the transverse along
with the longitudinal direction if “Moving Load Optimization” is
defined.

There are notional lanes along with the curved slab and HA & HB
vehicle load of BD 37/01 were applied along those lanes.
Midas Civil helps to cover variables much easier, e.g. the different
distances between the 2 inner axles of an HB vehicle, an HB vehicle
straddling between 2 lanes, “loaded length” of HA loading.

To apply a moving load, three features must be defined: Traffic

Surface Lanes, Vehicles, and Moving Load Cases.

(1) The Traffic Surface Lane is used to define the location where the
vehicle is loaded.
(2) The Vehicle is used to define vehicle data according to the
design code.
(3) The Moving Load Case is used to define the number of lanes
and the combination factor.
These dummies are needed to make easier the selection of the
nodes to be referenced when creating traffic surface lanes. These
nodes shall be renumbered to be consistently increasing/decreasing
along the traffic load direction.

If offset is applied while the dummy is selected, the traffic surface

lane is created on the slab. At this time, the location rules vary
depending on whether the inner curve or outer curve is selected.
The value of offset to the lane is applied in the orthogonal direction
of the curved line of the reference edge.

Therefore, if those along the outer curve edge are selected and
offset towards to inner curve, some parts of the deck will not be
covered and thus will not be loaded with any moving loads.

In the moving load case option, a load combination can be

automatically created according to the vehicle already defined. At
this time, the sub-load case option can be used to select which lane
the vehicle can be loaded with the combined condition or
independent condition.
If, instead of “HA & HB (Auto)”, HA and HB vehicles are defined
separately, uncheck “Auto Live Load Combination”. In this case,
choose the “Independent” option under Sub-Load Cases, and
combine the reactions from each traffic load configuration manually
using a load combination.

4. Analysis & Results using midas Civil

After performing analysis, several results can be extracted in
graphical & tabular format for the further creation of load
combinations that are required for design checks.

A. Moving Load Result:

The envelope results of moving load analysis could be used for

load combination. The loading positions and values of the vehicle
can be displayed when the maximum result (moment/shear or axial
force) occurs in the key element. The loading positions can appear
clearly by the function of moving load tracer.

B. Wood-Armer Moments:

Wood Armer method allows moment triads from plates (Mx, My,
Mxy) to be transformed into simple bending moments in two
directions (Wood Armer moments) for reinforcement design of plate
elements. This is important because the twisting moment Mxy can
be significant.

The Wood-armer moments could be obtained at the top and bottom

of plates along with both the reinforcement directions. This option
could be accessed by clicking on the ‘Wood-Armer Moment’ button
as highlighted in the image below.
C. Rounding of the Support Moments:

In many occasions, the “peak” hogging moment is greater than the

sagging moment. “Peak” hogging moment is calculated assuming
“stick” support, which is not the exact case. The load above the
support is “counter-acted” by the support reaction R distributed over
d (or d + yb tan 35°). Simply-supported mechanism assumed for
moment reduction. The reduction is limited to 10 % of peak hogging
moment.

“The reduction of the moment due to the physical width of the

bearing is purely mechanical, and is effective both at working and
ultimate loads. The spread through the height of the beam is an
elastic effect, and should not be used at the ULS”. – Robert Benaim
 5. Design and Optimization

Below checks need to be performed as per relevant standard:

 ULS Bending Moment Capacity
 ULS Shear and Torsion Capacity
 SLS Stress Check
 Crack Width Control & Deflection Check
 Punching Shear Check

As Self-weight is a load much more significant in solid slab deck

than other more advanced types of deck. Cutting down self-weight
could give obvious savings to materials, labors, times, which all
translate well into savings in cost. But, how much to cut down? For
this several trials had been carried out before arriving at the final
optimized design. In the trial models, several sections have to check
to find the optimized size. The following picture shows the final
design after optimization. A reduction of about 25 % was achieved
by reducing the depth of the slab in the middle which further reduce
the material requirement for the substructure and the foundation.
 Watch the full webinar video

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About the Author

Mak Guo Shao | Bridge Engineer

Mak has over 8 years of experience in bridge engineering. He has

extensive experience in designing complex bridges with challenging
requirements. He has designed two bridges of solid slab deck, and
one of them will be shared here.

Topics Tips & Tutorials Substructures Structural Analysis Moving Load

Analysis Solid Slab Bridge Reinforced Concrete Wood-Armer Moments
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