BridgeComponents 2024

2024-03-01
KTH - Architecture and the Built Environment

Division of Structural Engineering and Bridges
Bridge Design – Stockholm, February 29th 2024
BRIDGE
COMPONENTS
José Javier Veganzones Muñoz
GENERAL – BRIDGE COMPONENTS
Can you name all

bridge parts and
components?
Name:
Bridge Components – Stockholm, 2024-02-29

KTH Division of Structural Engineering and Bridges – José Javier Veganzones 2
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CONTENTS
BRIDGE COMPONENTS
1. General
2. Bearings
3. Expansion joints
4. De-watering systems
5. Edge beams
6. Railings and parapets
7. Surfacing / Overlay
8. Bridge Edge Beam System

Important to consider!
Life Cycle Cost Owner Cost User Cost

(LCC)
Traffic Delay
Initial Life-cycle Vehicle Operation
Design
investment measures Accidents
Main structure: ~90% Main structure: ~10%

Bridge components: ~10% Bridge components: ~90%

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Main functions
Adequate structural behavior of the bridge
Safety of the traffic
Protection of the main structural system
Protection of the environment around the bridge
Suitable design: Durable and maintenance-friendly

BEARINGS
To carry the bridge and traffic
allowing the movement
Superstructure
Substructure Substructure

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BEARINGS
To carry the bridge and traffic allowing the movement
Life Cycle Cost

Owner Cost User Cost
(LCC)
Traffic Delay
Design
Purchased directly from a High degradation

manufacturer who is responsable • Protection
for design according to input info • Maintenance-friendly
- Choice of the direction of the displacements and position of reaction forces

- Verifications concerning design deformations and forces

BEARINGS
Expansion and retraction
Type of deformation Cause of the deformation

Creep Deformation under load
Shrinkage Drying of concrete
Elastic deformation Post-tension and structural behavior
Movements in the foundation Dependent on the type and design of the
foundations
Temperature Dependent on the temperature variations at the
site with an allowance for solar radiation

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BEARINGS
Precision about position and direction

of the transferred forces

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BEARINGS
200 – 20.000 kN
STEEL BEARINGS – Classical type (>100 years)
Principle: Flat plate rolls on another steel plate with a curved surface.
• Rocker: allows rotations in all or one directions, but no displacements. Point and line rocker types.
• Roller: allows rotations and displacements in one direction
Line Fixed Rocker Roller Roller Rocker
Bearing plate: cast steel
Roller:
machine steel
Cylinder
Position Position
Direction Direction F >>
Problems: Corrosion, uplift and concentration of stresses Direction
Advantages: Life span equal to the bridge and high impact load capacity Rotation
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BEARINGS
200 – 20.000 kN
STEEL BEARINGS – Classical type (>100 years)
Principle: Flat plate rolls on another steel plate with a curved surface.
• Rocker: allows rotations in all or one directions, but no displacements. Point and line rocker types.
• Roller: allows rotations and displacements in one direction
Line Fixed Rocker Roller Roller Rocker
Position Position
Direction Direction F >>
Problems: Corrosion, uplift and concentration of stresses Direction
Advantages: Life span equal to the bridge and high impact load capacity Rotation
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BEARINGS
ELASTOMERIC BEARINGS
Vulcanized
steel plates
Rubber
• Can allow movement in all directions by

elastic displacements or rotations
• Every displacement and rotation leads to
restraining forces and moments that need
to be considered
• Vulcanized steel plates in the elastic block
to prevent bulging (swelling).
• Vulcanized steel plates on the bottom and
top of the bearing to prevent sliding.

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BEARINGS
200 – 1.000 kN
ELASTOMERIC BEARINGS
Restraining forces and moments - Characteristic properties:
• compression elastic modulus E_eff

• bending elastic modulus E_eff,bending b
• shear modulus G_eff,
a
Source: theconstructor.org
𝐹
σ= = ε 𝐸eff
𝑎𝑏

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BEARINGS
1.000 – 100.000 kN
POT BEARINGS – Modern type
(Piston)
(Pad)
(Steel)
(Steel)
• Rotation capacity (only)

• Very small vertical deformation (high vertical stiffness).
• Vertical forces transmitted to the elastomeric pad.
• Horizontal forces are transmitted from the lid to the pot

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BEARINGS
POT BEARINGS WITH PTFE – Modern type

PTFE disk: Polytetrafluorethylene (Teflon)
(Sliding plate)
(Top: anchoring plate; Bottom: Lid - Piston)

• Placed on top of the lid (piston) of the POT bearing
• PTFE disc to release sliding directions. Small resistance for horizontal forces
• PTFE is a plastic with high mechanical and chemical resistance, great toughness
and very small friction when combined with polished stainless steel
• To release only one direction, an additional guide is needed
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BEARINGS
POT BEARINGS WITH PTFE – Modern type
With a
guide
http://www.odotechniki.com/mdlcms/index.php?option=115&client=7&langid=2
http://img.archiexpo.com/images_ae/photo-g/126411-6501685.jpg
http://cauchoverdu.com/neofiles/image/Pieza_POT_3cuartos_v2_en.png

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BEARINGS
BEARING COMBINATIONS – Modern type
Problems: Shorter life span

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BEARINGS
DESIGN OF BEARINGS
Permanent actions and yearly average temperature (null position).

For time-dependant displacement, use t->∞.
Variable actions (deviation from null position)

• Traffic loads including dynamic effects
• Secondary loads due to traffic loads
• Wind loads: construction and traffic loads
• Settlements of abutments and piers
• Thermal actions
• Creep and shrinkage
• Extraordinary actions (earthquakes, vehicle impacts, derailment…)

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BEARINGS
DESIGN OF BEARINGS: LOADING

- Influence lines (surfaces) – Displacement curves (surfaces)
- Finite Element Modelling (FEM)
1. Choose bearing reaction to study, for example: Vertical bearing reaction A

2. Unit displacement in the selected bearing
3. Area to be loaded (hatched)
Combinations:
- Vmax with adjacent H
- Vmin with adjacent Hmax
- Hmax with adjacent Vmax
- Hmax with adjacent Vmin

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BEARINGS
DESIGN OF BEARINGS: MODELLING
Ideally, consider whole structure:

super and sub-structure together
Settlement and deflection

of substructure negligible?
Bearings clearance?
No restraint?

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BEARINGS - DESIGN
DESIGN OF BEARINGS: DISPLACEMENTS
Type of deformation Cause of the Magnitude r (m/m) Comments

deformation
Creep Deformation under load -0,0002 to -0,0004 Dependent on e.g. stress
level
Shrinkage Drying of concrete -0,0002 to -0,0003 Less with high quality
concrete
Elastic deformation Due to e.g. post-tension -0,0002
Movements in the Dependent on the type Absolute amount e.g. 20

foundations and design of the mm
foundations
Temperature Dependent on the ±0,00001 T Measured from the
temperature variations temperature at the time
at the site with an of assembly
allowance for solar
radiation

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BEARINGS
DESIGN OF BEARINGS: DISPLACEMENTS

Horizontal force (i) eg breaking force H:
1. Determine total movement δ, assumed to be same
at all supports, and horizontal force at each pier 𝐻𝑖
Uniform change in length (ii, iii) eg temperature:
2. Definition of neutral point (null) 𝑥0
3. Calculate movement at each point δ𝑖
𝐻
i) δ=σ𝑛 ; 𝐻𝑖 =𝑗𝑖 δ ii-iii)
1 𝑗𝑖
Type of deformation Magnitude r (m/m)

𝑗𝑖 : stiffness number Creep -0,0002 to -0,0004
of the column i
Shrinkage -0,0002 to -0,0003
Elastic deformation -0,0002
Movements in the foundations Absolute amount e.g. 20 mm
Temperature ±0,00001 T

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BEARINGS
DESIGN OF BEARINGS: ARRANGEMENT
Slender bridge << Transversal

deformations
Plan view of the bridge

Broad bridge
>> Transversal
deformations

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BEARINGS

Two main girders (straight)
Traditional design
Allows distribution of horizontal forces in

two bearings, but horizontal transversal
forces can cause restraint forces (HR)
Improved designs


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BEARINGS
Two main girders (skewed)
Easier to transfer horizontal forces in combination with high vertical forces
Discussion: how would you arrange the bearing movement for uniform loading?

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BEARINGS
Two main girders (skewed)
Easier to transfer horizontal forces in combination with high vertical forces
Discussion: how would you arrange the bearing movement for uniform loading?

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BEARINGS

Consider the direction of the expansion joint, which
Curved bridge should be in the axis of the traffic way
Expansion joint
If the same 𝛼 is used for all
the bearings
Polar lines
𝛼 can be defined knowing the direction of the polar

line and the desired direction of the expansion joint
Rotation as a rigid body

∅1 = ∅
without constraint
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BEARINGS

Consider the direction of the expansion joint, which
Curved bridge should be in the axis of the traffic way
If the same 𝛼 is used for all

the bearings
What if 𝛼 = 0?
The movement of the expansion joint

does not coincide with the movement of
the bearing, which may not be desirable
Rotation as a rigid body
∅1 = ∅
without constraint
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BEARINGS
BRIDGE SEATS
Pot bearing
Mortar
Bridge
seat
- Maintenance-friendly
- Temporary jacks for lifting the
bridge for the replacement
- Drawings should include
where the jacks can be set
https://www.youtube.com/watch?v=kRvL8a_P4hc
https://www.youtube.com/watch?v=uMha7isbBKY

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EXPANSION JOINTS
To allow the bridge to expand and
retract (same level as for bearings)
Superstructure
Substructure Substructure

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EXPANSION JOINTS
To allow the bridge to expanding and retracting
TO CONSIDER (FUNCTIONAL DEMANDS)

Life Cycle Cost
(LCC)
Traffic Delay
Design
• Displacement and rotation.
• Load bearing capacity
• The kind of traffic in the bridge: vehicles, trains, bicycles or pedestrians.
Examples of special loads are plows and dynamic action.
• Torsion of the bridge superstructure may cause complicated action.
• Constructed so as not to give rise to the high horizontal forces.
• Special requirements, such as noise reduction.
• Adaptable to the current environment (cold conditions: special qualities of rubber).
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EXPANSION JOINTS
TO CONSIDER (FUNCTIONAL DEMANDS)

Life Cycle Cost
(LCC)
Traffic Delay
Design
Life-cycle measures - User costs: Durability – Friendly maintenance
• Easy to install, inspect and maintain
• Tightness. Water-tight bridges to reduce the need for maintenance both of the
expansion joint itself and the bearings plus other features normally placed
beneath the joint.
• Interchangeability.
• Possible to adequately adapt to connecting insulation and coating.
• Possible to repair without closing the whole bridge deck to the traffic.
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EXPANSION JOINTS
DISPLACEMENTS AND ROTATIONS
Discuss!
• ux :
• uy :
• uz :
• φx :
• φy :
• φz :

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EXPANSION JOINTS
DISPLACEMENTS AND ROTATIONS
• ux : creep, shrinkage, temperature…

• uy : skew, curved bridges, wind loads…
• uz : geometrical conditions of the abutment, replacement of expansion joints…
• φx : torsion, replacement of expansion joints (lift one of the bearings)…
• φy : vertical loading, non-uniform temperature…
• φz : non-uniform temperature, wind loads…

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EXPANSION JOINTS
DESIGN
Forces and moments Bearing movements
• Influence lines (similar principle)

• FEM

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EXPANSION JOINTS
ROAD BRIDGES – STEEL EXPANSION JOINTS
Steel plate Cantilever fingers Fingers supported
Long bridges
Short bridges Very robust system needed
Continuous asphaltic
carriageway can be Water leakage
placed on top
(”buried expansion joint”) Solution: gutter under
the expansion joint

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EXPANSION JOINTS
ROAD BRIDGES – ELASTOMERIC PROFILES

Steel profile
Movable elastomeric sealing strip
Expansion joint with

elastomeric strip for
small movements
Tight expansion joint for
larger movements
Steel profiles (2) placed in
between the elastomeric
profiles (1) supported on
traverses (8) to prevent
large openings. Spacing of
traverses controlled by
springs (9) Horizontal section
Cross section Plan view

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EXPANSION JOINTS
ROAD BRIDGES – ADVANCED EXAMPLES

Svinesund bridge (between Norway and Sweden)
Steel beams and steel plates on top to reduce noise and giving
better comfort for the road users

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EXPANSION JOINTS
RAILWAY BRIDGES WITHOUT BALLAST
Paralel joint
in the rail
Similar as road bridges, but

expansion joints can also
placed in the rails!

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EXPANSION JOINTS
RAILWAY BRIDGES WITH BALLAST

Carry the ballast at the joints between the superstructure and the
abutment, or the superstructure parts
Big movements (> 80 mm)

Small movements (< 80 mm) No continuous ballast (gap)
Continuous ballast
Sliding cover plates
or Elastic rubber
Sealing
Fixing devices

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EXPANSION JOINTS
RAILWAY BRIDGES
An integral composite bridge with back-walls in composite action with the
main steel girders. A flexible backfill is placed.

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EXPANSION JOINTS
REPLACEMENT
http://wvmetronews.com https://www.belzona.com/
https://www.wsdot.wa.gov

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EXPANSION JOINTS
REPLACEMENT
Yverdon viaduct (fingers supported) - Mageba
https://www.youtube.com/watch?v=339XmuOUK-I
Saltings viaduct (elastomeric joint) - Freyssinet

https://www.youtube.com/watch?v=8ygf8xbtTx4
Catalogue: http://www.gruppoguzzo.it/file/2018/03/freyssinet-expansion-joints.pdf

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DE-WATERING SYSTEMS
Water on the bridge means reduced traffic safety

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DE-WATERING SYSTEMS
Water on the bridge means reduced traffic safety
FUNCTIONALITY
• de-water rainwater from the bridge surface using outlets or deck slope
• a system for draining of water that might permeate the surfacing
• main conduits and down pipes (prevent contamination of water bodies)
• for possible gas discard (when the insulation layer consists of asphalt mastic, gas can
be formed between the insulation layer and the structural concrete when the
concrete is heated up during the surfacing work. A network for discarding the gas
will then be added up with the gas outlet to remedy the problem.)
Surface outlet
Drain canal
Gas outlet
Ground outlet
Ground outlet
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EDGE BEAMS
A multifuncional but sensitive and
expensive bridge element

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EDGE BEAMS
A multifunctional but sensitive and expensive bridge element
✓ Adequate railing attachment
✓ Support the overlay (pavement)
✓ Part of the water draining system
✓ Aesthetically pleasant
✓ Distribute concentrated loads (?)

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RAILINGS / PARAPETS
Extremely important for the traffic safety

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RAILINGS / PARAPETS
• The railing should include some sort of

structural element (deflector rail) which
transfers the force from a vehicle to the
railing supports and ensures that the vehicle
itself does not touch the supports.
• The railing shall be designed so that the Railing support

different railing supports can interact via
longitudinal elements which transfer the
kinetic energy between the supports.
• The individual supports shall have a large

ability to be deformed without requiring an
excessively high strength.

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RAILINGS / PARAPETS
✓ Before: Railing post embedded in concrete
✓ Corrosion observed in the lower part of the posts after

6 months from opening
✓ Electrical contact between reinforcement and hot-dip

galvanized railings posts via dirt, water and deposits
LCC
✓ Now: Stainless screws partly
cast in concrete are used

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RAILINGS / PARAPETS
The containment levels of a railing system should be verified trough full scale
crash test in accordance with the vehicle impact test criteria defined below:
Containment Impact speed Collision angle Total mass of vehicle Type of vehicle
level Km/h degrees kg
100 20 900 Car
H2
70 20 13000 Bus
100 20 900 Car
H4a
65 20 30000 Rigid lorry
100 20 900 Car
H4b
65 20 38000 Articulated truck
…

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RAILINGS / PARAPETS
After testing in accordance with the vehicle impact test criteria the railing
system has to verify the following:
• Shall contain and redirect the errant vehicle back to a safe trajectory
without complete breakage of the principal longitudinal elements of the
system. Passenger cars and heavy goods vehicles must be prevented from
crossing over against oncoming traffic or roadside obstacles.
• No major part of the safety barrier shall become totally detached or

present an undue hazard to other traffic, pedestrians or personnel in a
work zone.
• Elements of the safety barrier shall not penetrate to the passenger

compartment of the vehicle. Deformations or intrusions into the passenger
compartment causing serious injuries are not permitted.

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RAILINGS / PARAPETS
After testing in accordance with the vehicle impact test criteria the vehicle has
to verify the following:
• Shall remain upright during and after the impact, although moderate
rolling, pitching and yawing are acceptable.
• The center of gravity of the vehicle shall not cross the center line of the
deformed system.

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RAILINGS / PARAPETS
A sensitive and expensive bridge element
Acceleration Severity Index (ASI)
- ASI is an averaged value of the de-acceleration in three perpendicular
directions
- ASI less than 1,0 assumed not to seriously hurt people with linked safety
belts. ASI ≈ 1,0 means a de-acceleration value equal to 10g (≈100 m/s2).
Theoretical Head Impact Velocity (THIV)

- THIV describes the theoretical speed of the head, colliding with an
obstacle during an impact
- THIV ≤ 33 km/h are assumed to not seriously hurt people with linked
safety belts in the crashing car.
Ongoing discussion
about the suitability
of Level C

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RAILINGS / PARAPETS
A sensitive and expensive bridge element
TRANARP BRIDGES
A SCC bridge with a thin
concrete slab on a steel
structure – prone to ice
formation earlier than on
the adjacent road on
ground

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SURFACING / OVERLAY
Carry the traffic and protect the
bridge structure

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SURFACING / OVERLAY
Carry the traffic and protect the bridge structure

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SURFACING / OVERLAY
• Asphalt
• Mastic asphalt
• Concrete or special
wearing concrete often
reinforced by steel fibres

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SURFACING / OVERLAY
• Asphalt
• Mastic asphalt
• Unbound gravel
Laying of mastic asphalt

on the bridge

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SURFACING / OVERLAY
• Asphalt
• Concrete

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SURFACING / OVERLAY
Polymer modified
waterproofing mat
applied by welding on a
concrete bridge
• Polymer asphalt mastic

• Special insulation materials

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BRIDGE EDGE BEAM SYSTEM

A group of bridge components

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CONTENTS
DESIGN OF BRIDGE EDGE BEAMS
1. The Edge Beam and the Bridge Edge Beam System

2. The problematic of the Edge Beam
3. New Design Solution Proposals
4. Life-cycle Cost Analysis (LCCA)
5. Structural Analysis
6. Conclusions

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1. DEFINITIONS
What is an Edge Beam?

The Edge Beam is a bridge structural member

✓ Water draining system

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1. DEFINITIONS
What is an Edge Beam?

The Edge Beam is a bridge structural member

✓ Water draining system
What is a Bridge Edge Beam System?

The Bridge Edge Beam System is a group of bridge
components that consist of:
• Edge beam
• Railings
• Drainage system
• Secondary elements (curb, noise barriers, etc.)
• Overlay / Membrane sealer (waterproofing layer)

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2. THE PROBLEMATIC
A ”Cristiano Ronaldo” bridge edge beam system…
✓ Robust
✓ No deterioration
✓ Even shining!
Bro 11 – Swedish Technical

Requirements for Bridges
(Front page) – Old code

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2. THE PROBLEMATIC
… unfortunately, bridge edge beam systems are more “messi”
DETERIORATION USER DISTURBANCES (USER COSTS)

Exposition to harsh conditions (salt water, climate…) Roadworks cause queues and detours resulting in
results in steel corrosion, concrete cracking… delays, extra operation and risk for accidents
LIFE-CYCLE MEASURES
HIGH SHARE OF DAMAGE REMARKS Up to 60% of the costs in maintenance. The
Around 1/3 among other bridge components edge beam replacement is the most expensive

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3. NEW DESIGN SOLUTION PROPOSALS
OPTIMALA KANTBALKSSYSTEM (Optimal Bridge Edge Beam Systems)
• R&D&D project:
• Research
• Development
(Swedish Transport Administration)
• Demonstration
• Bridge experts from Swedish consultant and construction firms (Edge beam group)
• Develop more robust bridge edge beam solutions ‘optimal’ for the society
• Enhanced quality
o Improved working conditions
o Prefabrication
• Economic efficiency
o Standardized design
o User cost reduction: Easy&Fast to replace // Extended life-span
• Requirements

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GROUP I: CONCRETE INTEGRATED EDGE BEAM (PLATSGJUTEN KANTBALK)
Construction
Stainless Steel?
The classical edge beam type used in Sweden

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GROUP IV: PREFABRICATED CONCRETE EDGE BEAM (PREFABRICERAD KANTBALK)
1) Edge beam cast in situ
2) Lift of the edge beam

onto the bridge deck
formwork
Stainless Steel? 3) Final position before the

subsequent cast of the
bridge deck

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GROUP IV: PREFABRICATED CONCRETE EDGE BEAM (PREFABRICERAD KANTBALK)
Integrated edge beam Prefabricated edge beam
One picture is worth a thousand words…

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GROUP III: STEEL EDGE BEAM (STÅLKANTBALK)
✓ ENHANCED QUALITY?
✓ Improved working conditions
✓ Prefabrication
✓ ECONOMIC EFFICIENCY?
✓ Standardized design
✓ Easier/Faster replacement
Continuous U-shaped steel profile Stainless Steel?

covered by a thin steel plate. Two Continuous L-shaped steel profile. Railing
vertical stiffeners under the railing post attached from the side (side-mounted)

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GROUP II: WITHOUT EDGE BEAM (UTAN EGENTLIG KANTBALK)
✓ ENHANCED QUALITY? Plan view of the steel

sport for the railing post
✓ Improved working
conditions (No edge
beam)
✓ ECONOMIC EFFICIENCY?
✓ No edge beam replac.
✓ L-steel profile?
Stainless Steel?
Continuous L-shaped steel profile anchored to

Continuous L-shaped steel profile
the bridge deck to support the overlay. Modified
anchored to the bridge deck to support
side-mounted railing through a steel support
the overlay. Side-mounted railing.
under each post.

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4. LIFE-CYCLE COST ANALYSIS
1. OWNER COST Investment and Life-cycle Measures (LCM)

LCC
2. USER COSTS Delays, vehicle operation and accidents due to roadwork
Find better solutions for the society (samhällsoptimal) – in terms of cost
Life-cycle Cost (LCC):

The cost of an asset, or its parts, throughout
its life cycle while it fulfills its performance
requirements.
SL: service life
Life-cycle Cost Analysis (LCCA): Cf: admissible condition
A methodology for systematic economic To: initial time
evaluation of the LCC over a specified period

The discount rate
of analysis as defined in the agreed scope.
The discount rate (p) is used to calculate the

cost of an asset in the future
𝑆𝐿
𝐶𝑡
𝐿𝐶𝐶owner = 𝐼𝑁𝑉 + 𝐿𝐶𝑀 = 𝐼𝑁𝑉 + ෍
(1 + 𝑝)𝑡
𝑡=0

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INITIAL CONDITIONS – BRIDGE CASES
What type of bridge scenarios were studied?
Bridge cases considered based on…
Bridge length
Long or short bridge
Road type
One or two lanes in each direction
Average daily traffic

Urban – Non urban area

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INITIAL CONDITIONS – BRIDGE CASES
BRIDGE CASE 1 BRIDGE CASE 2
Short bridge Road type Non-urban area Long bridge Road type Non-urban area
10-15 m V2,0+K3,5+K3,5+V2,0 Low ADT 100-200 m V2,0+K3,5+K3,5+V2,0 Low ADT
Short bridge Road type Urban area Long bridge Road type Urban area
10-15 m V2,0+K3,5+K3,5+V2,0 High ADT 100-200 m V2,0+K3,5+K3,5+V2,0 High ADT
Short bridge Road type Urban area Long bridge Road type Urban area
10-15 m V2,0+2K3,5+M2,5+2K3,5+V2,0 High ADT 100-200 m V2,0+2K3,5+M2,5+2K3,5+V2,0 High ADT

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LIFE-CYCLE STRATEGY
Bridge Edge Beam System Group of bridge components
Concurrent maintenance Bundle life-cycle measures in LIFE-CYCLE PLANS
Life-cycle measure 1 “Master” life-cycle measure

Life-cycle measure 2
LIFE-CYCLE PLAN 1 “Slave” life-cycle measures
Life-cycle measure 3
LIFE-CYCLE …
STRATEGY
LIFE-CYCLE PLAN 2
Bridge designer
Bridge manager

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RESULTS
Group I: Concrete integrated edge beam

Group II: Without edge beam
Group III: Steel edge beam
Group IV: Prefabricated edge beam


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RESULTS
Short bridges -
Prefabricated Edge Beam
Long bridges -
Concrete Integrated Edge Beam


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RESULTS
Short bridges -
Prefabricated Edge Beam
Long bridges -
Concrete Integrated Edge Beam
The influence of the Average

Daily Traffic
(User costs)


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RESULTS
Scenario analysis Check the results varying

the life-cycle strategies

The scenario analysis show that the design
Group II: Without edge beam solutions Without an edge beam and Steel
Group III: Steel edge beam Edge Beam could result ‘optimal’ for the society

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Steel Edge Beam Without Edge Beam
Detailed study & Implementation Detailed study & Implementation?
Bridge in Mellösa Railing

Functions
Support for the pavement
Dewatering
Distribute concentrated loads?
What happens if we remove the

edge beam from a structural point
of view?

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5. STRUCTURAL ANALYSIS
Some practical aspects to design bridge edge beams
“A dip groove (drop nose) has to be provided”

Requirements
“In bridge deck slabs over roads, railway tracks, water

bodies, etc. the height over the overlay must be at “Inwards Slope
least of 80 mm. to facilitate the drainage of water” of 1:10”
“Minimum measurements are 400 mm x 400 mm”.

Recommendations
> 400
- Longitudinal reinforcement of at least 7ø16 mm.
distributed this way: > 80
• 2 bars in the upper outer corner.
• 2 bars in the upper inner corner.
• 1 bar in the middle of the outer side.
• 2 bars in the bottom
- Transversal reinforcement of at least ø10 s300 mm.”
> 400
Dip groove
85
An edge beam in a cantilever slab should In the calculation of moments and forces
ensure an adequate load distribution and the edge beam plus 100 mm inside the
it should be designed for the sectional bridge deck slab may not be accounted in
forces coming from concentrated loads the structural model for the global effects.
The edge beam should not be

considered as a load-bearing
member because it is going to
be replaced and the bridge
has to be open to traffic

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What if the edge beam

But what is happening is removed from a
in reality? How does the structural perspective?
edge beam behave?
How is the presence of an

edge beam handled in the
different design methods?

87
Design methods for bridge deck overhang slabs with an edge beam
A. Simplified hand calculations Design values:

Verification
2-step Bending moment
resistance criterion
B. Linear-elastic FE-analyses Shear force
C. Non-linear FE-analyses 1-step Load capacity

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A. SIMPLIFIED HAND CALCULATIONS

Beam on Elastic Foundation
Beam-theory based
Wästlund (1964)
Bending moment
d4 𝑤
𝐸𝐼 = −𝑝𝑥
d𝑥 4
Assumptions
- The load is applied on the edge beam
- The plate is assumed to be built up by a series of beam strips with a bending stiffness.
- The torsional and bending stiffness of the plate in the longitudinal direction are neglected.
- The edge beam has a bending stiffness. The torsional stiffness is neglected.
Strip Edge beam

89

Beam on Elastic Foundation
Beam-theory based
Wästlund (1964)
Bending moment
𝑝𝑥 𝑎3
Strip: 𝑤 𝑥 = 3𝐸𝑖 3𝐸𝑖 d4 𝑤 3𝐸𝑖
3𝐸𝑖 → 𝑠 = 3 → 𝑝𝑥 = 3 𝑤 𝑥 𝐸𝐼 = −𝑝𝑥 = 3 𝑤
𝑝𝑥 𝑎 𝑎 d𝑥 4 𝑎
Edge beam: 𝑤 𝑥 =
𝑠
𝑀𝑥,𝑚𝑎𝑥 1 Design values
=
𝑃𝑎 4𝜆𝑎 𝑀𝑥,𝑚𝑎𝑥 𝑀𝑥,𝑚𝑖𝑛 𝑀𝑥 𝑥 = −𝐸𝐼𝑤 ′′ 𝜆𝑃 −𝜆𝑥
𝑤 𝑥 = 𝑒 cos 𝜆𝑥 + sin 𝜆𝑥
𝑚𝑦,𝑚𝑎𝑥 𝜆𝑎 𝑚𝑦,𝑚𝑎𝑥 𝑚𝑦 (𝑥) = 𝑎𝑝𝑥 2𝜒
= Derive
𝑃 2
𝐸𝑖
𝐸𝐼
Strip Edge beam

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Beam-theory based Pucher Diagrams (1951)

Bending moment Plate-theory based Romberg & Hopers Diagrams (1965)
Place the loads in the
relative position to the Influence surface Design bending moment in the
length of the overhang cantilever root section
𝑛
𝑚𝑦,d = ෍ 𝑓𝑛 𝑃𝑛
𝑖=0
Edge beam?
Same flexural
rigidity, but
the code?...

91
Pucher Diagrams (1951)

EXAMPLE
Romberg & Hopers Diagrams (1965)
Find the design bending moment in the cantilever root section for the case of four
concentrated loads of value P=100 in the overhang depicted below. Calculate it both for a
case with and without edge beam
y
x
1
0.35 0.2
2.5 P P
3
P P 0.4
0.4
𝑚𝑦,d
0,9

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Pucher Diagrams (1951) Find the design bending moment in the cantilever
EXAMPLE root section for the case of four concentrated
loads. Without edge beam
1. Place the loads in the influence surface considering the relative position to the length of the overhang
2. Find the “f” values in the influence surface corresponding to each load 𝑛
𝑚𝑦,d = ෍ 𝑓𝑛 𝑃𝑛
𝑖=0
1/3
1 2.5/3
0.9
93
loads. Without edge beam
2. Find the “f” values in the influence surface corresponding to each load
3. Calculate the maximum bending moment which will be used for design (located at the 0 position)
𝑚𝑦,d = ෍ 𝑓𝑛 𝑃𝑛 = 0.03 + 0.15 + 0.525 + 0.44 ∗ 100 = 114.5 k𝑁/𝑚

𝑖=0

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loads. With edge beam
1. Calculate the equivalent extension of the part corresponding to the edge beam
3
1 3 1 ℎ𝑒𝑏
𝐸𝐼 = 𝐸𝐼𝑒𝑞 → 𝑏ℎ𝑒𝑏 = 𝑏 𝑡3 → 𝑏𝑒𝑞 = 𝑏 = 3,2𝑚
12 12 𝑒𝑞 2 𝑡23
The length of the overhang to be used is 3+3,2=6,2 m.

95
plus the length of the equivalent extension of the edge beam
1/6.2
2.5/6.2
1
0.9
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plus the length of the equivalent extension of the edge beam
4. Calculate the maximum bending moment which will be used for design (located at the 0 position)
𝑚𝑦,d = ෍ 𝑓𝑛 𝑃𝑛 = 0.005 + 0.04 + 0.4 + 0.325 ∗ 100 = 77 k𝑁/𝑚

𝑖=0
A lower design bending moment for the case of the study with four loads is
obtained with an edge beam. But this approximation has to be handled with care.
Inaccurate results might be obtained if the stiffness of the edge beam is greater
compared to that of the overhang slab. Moreover, even though the edge beam
contributes to a higher bending resistance, this positive effect can be balanced
since the edge beam adds self-weight which causes a higher bending moment.

97
1-way shear (critical cross section)

Shear
2-way shear (control perimeter)
2-way –
1-way – Line load Concentrated
load
Experimental evidence shows that a combination of both happens in shear failure
d1
1-way
y analysis
a1 a2 2-way analysis
x
Snitt för moment-
𝑄d
kontroll
my r y 𝜈Q = Distribution width
Snitt för tvär-
kraftskontroll 𝑤s,B11
𝜈d = 𝜈Q + 𝜈SW + 𝜈pav + 𝜈perm < 𝜈Rd
𝑄d
𝜈Q = Control perimeter
More conservative 𝑤p

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B. LINEAR-ELASTIC FE-ANALYSIS 𝜈0,max 𝑀𝑥,max 𝑚𝑦,max Test DR1a - Principal shear force distribution (CSII)
800
Without EB
- The choice of the maximum value leads to 700
Total shear force (kN/m)

Distributed
conservative results. Unrealistic concentrations of 600
With EB
500
cross-sectional moments and shear forces will occur Distributed EB
400
due to necessary simplifications. The use of distribution
300
widths is recommended also for an edge beam. 200
100
- The shear flow is modified by the presence of an 0

0 1 2 3 4 5 6 7 8 9 10
edge beam (more perpendicular lines, 1-way shear) Distance (m)
Without With
- The edge beam contributes to an efficient distribution of the shear resistance capacity of the
bridge overhang slab for the case of four concentrated loads, since both hypothetical critical
cross sections can become designing

99
C. NON-LINEAR FE-ANALYSIS
To simulate the real behavior of the overhang slab
in the ultimate limit state
- Concrete cracking
- Concrete and steel plasticity
Test DR1a
1800
1600
1400
1200
Higher load capacity observed for the
Load [kN]
1000
case with an edge beam (16%)
800
600
400
What happens if the edge beam is removed?
Non-linear FEM (Edge beam)
200 Non-linear FEM (No edge beam)
0
- Loss of robustness
0 0,02 0,04 0,06 0,08 - Countermeasures:
Displacement [m] o Thicker slab near the free edge
o Stirrups

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LOCAL EFFECT DUE TO A CAR CRASH

1) Determination of the design load Fd and Md
1) Bolt failure
Fd1
1) Adhesion
Fd2 2) Tension
2) Railing failure
e1 1) Moment
2) Shear
e2
Md
The effect of the railing folding is
accounted to calculate the bolt resistance
by multiplying the load by a factor of α=2
(TRVFS 2011:12)
Two application points of the load

(SS-EN 1991-2, 4.7.3.3(1))

101
LOCAL EFFECT DUE TO A CAR CRASH

2) Verification of the resistance and reinforcement calculation
1) Bending moment + Axial force

Increase in the thickness of the slab
1) Transversal reinforcement check in the bridge slab tinsp
Md, Fd
2) Torsion
1) Transversal reinforcement in the edge beam
2) Longitudinal reinforcement in the edge beam
Td
l1
3) Anchorage length with respect to the critical cross section
1) Anchorage bolt
2) Transversal reinforcement
KTH Division of Structural Engineering and Bridges – José Javier Veganzones
l2 102
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6. CONCLUSIONS
What I want you to learn from today?
Bridge components
• Location in the bridge
• Function
• Group functionality
• Types / Parts
• Design, aspects to consider

• Displacements
• Loads
• LCC
Discussion / Reflection

103
6. CONCLUSIONS
What I want you to learn from today?
• The bridge edge beam system is an expensive group of bridge components from a
life-cycle perspective. User costs are an important contribution.
• LCCA can be used as a tool to develop, evaluate and compare new design solutions
that can be better for the society in terms of cost. Sensitivity analysis (e.g. discount
rate) and scenario analysis (e.g. life-cycle strategy) should be performed.
• The integrated edge beam behaves as a load-carrying member and distribute

concentrated loads from the traffic. An efficient distribution of the shear capacity is
observed. Its stiffening effect should be considered in the structural analysis.
• Since the edge beam increases the load capacity of overhang slabs for loads placed
near the free edge, the removal of the edge beam would imply loss of robustness.
Countermeasures could be to be considered to recover this loss.

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6. CONCLUSIONS
A final reflection
DESIGN
Life-cycle Cost Analysis Structural Analysis
The importance of considering the entire

life-cycle of the bridge, and the society as
a whole, including designer, builder,
maintenance and user
The importance of a suitable technical

design for the bridge case at hand
The importance of knowing the

maintenance strategy in advance during
the preliminary design

105
• Veganzones Muñoz, J. J. (2020): Bridge overhang slabs with edge beams: LCCA and
Structural Analysis. Doctoral Thesis. Stockholm: KTH Royal Institute of Technology.
Division of Structural Engineering and Bridges. Retrieved from DiVA Portal:
http://www.diva-portal.org/smash/get/diva2:1504029/SUMMARY01.pdf
• Pettersson, L., & Sundquist, H. (2014). Optimal Edge Beams: Results of the Research,
Development and Demonstration project (Optimala kantbalkssystem: Resultat av
genomfört FUD-projekt). Technical Report 2014:151. Stockholm: KTH Royal Institute of
Technology. Division of Structural Engineering and Bridges. Retrieved from DiVA Portal:
http://kth.diva-portal.org/smash/record.jsf?pid=diva2%3A761605&dswid=5931
LITERATURE
• Sundquist, H. (2011). Robustare brobaneplatta [More robust bridge decks]. KTH Royal
Institute of Technology, Chalmers Institute of Technology and LTH Institute of Technology.
Stockholm: Sveriges Bygguniversitet.
• Sundquist, H. (2010). Elastic Plate Theory for Bridge Superstructures. Stockholm: KTH
Royal Institute of Technology. Division of Structural Engineering and Bridges.
• Information about the edge beam project

https://www.kth.se/abe/inst/byv/about/avd/bro/projekt/kantbalksprojekt
• Sundquist, H. (2011). Bridge Components. KTH Royal Institute of Technology.
• Ramberger, Günter (2002). Structural Bearings and Expansion Joints for Bridges. IABSE

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107
TACK FÖR ER UPPMÄRKSAMHET

THANK YOU FOR YOUR TIME
GRACIAS POR SU TIEMPO
Email: jjvm@kth.se
https://www.byv.kth.se/avd/bro-och-stalbyggnad/projekt/kantbalksprojekt

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2024-03-01

KTH - Architecture and the Built Environment

Bridge Design – Stockholm, February 29th 2024

José Javier Veganzones Muñoz

GENERAL – BRIDGE COMPONENTS

Can you name all

Bridge Components – Stockholm, 2024-02-29

GENERAL – BRIDGE COMPONENTS

Bridge Components – Stockholm, 2024-02-29

GENERAL – BRIDGE COMPONENTS

Bridge Components – Stockholm, 2024-02-29

8. Bridge Edge Beam System

Bridge Components – Stockholm, 2024-02-29

GENERAL – BRIDGE COMPONENTS

Life Cycle Cost Owner Cost User Cost

Main structure: ~90% Main structure: ~10%

Bridge Components – Stockholm, 2024-02-29

GENERAL – BRIDGE COMPONENTS

Safety of the traffic

Protection of the main structural system

Protection of the environment around the bridge

Suitable design: Durable and maintenance-friendly

Bridge Components – Stockholm, 2024-02-29

Bridge Components – Stockholm, 2024-02-29

Life Cycle Cost

Purchased directly from a High degradation

- Choice of the direction of the displacements and position of reaction forces

Bridge Components – Stockholm, 2024-02-29

Expansion and retraction

Type of deformation Cause of the deformation

Bridge Components – Stockholm, 2024-02-29

Precision about position and direction

Bridge Components – Stockholm, 2024-02-29

• Can allow movement in all directions by

Bridge Components – Stockholm, 2024-02-29

Restraining forces and moments - Characteristic properties:

• compression elastic modulus E_eff

Bridge Components – Stockholm, 2024-02-29

• Rotation capacity (only)

Bridge Components – Stockholm, 2024-02-29

POT BEARINGS WITH PTFE – Modern type

(Top: anchoring plate; Bottom: Lid - Piston)

POT BEARINGS WITH PTFE – Modern type

Bridge Components – Stockholm, 2024-02-29

BEARING COMBINATIONS – Modern type

Problems: Shorter life span

Bridge Components – Stockholm, 2024-02-29

Permanent actions and yearly average temperature (null position).

Variable actions (deviation from null position)

Bridge Components – Stockholm, 2024-02-29

DESIGN OF BEARINGS: LOADING

1. Choose bearing reaction to study, for example: Vertical bearing reaction A

Bridge Components – Stockholm, 2024-02-29

DESIGN OF BEARINGS: MODELLING

Ideally, consider whole structure:

Settlement and deflection

Bridge Components – Stockholm, 2024-02-29

DESIGN OF BEARINGS: DISPLACEMENTS

Type of deformation Cause of the Magnitude r (m/m) Comments

Movements in the Dependent on the type Absolute amount e.g. 20

Bridge Components – Stockholm, 2024-02-29

DESIGN OF BEARINGS: DISPLACEMENTS

Type of deformation Magnitude r (m/m)