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RM Bridge V8i
December 2012
RM Bridge
Composite Bridge Steel Design EC
Copyright
This document is integral part of the program package RM Bridge. Duplication and dissemination is only allowed with explicit permission of Bentley Systems or authorised agents.
2012, Bentley Systems, Incorporated. All Rights Reserved
Bentley Systems
Austria
RM Bridge
Contents
Contents
1
Introduction .....................................................................................................................1-1
1.1
Background ..............................................................................................................1-1
1.2
2.2
2.3
2.4
2.4.1
2.5
2.6
Materials ................................................................................................................2-10
3.2
3.2.1
Dead Load..........................................................................................................3-13
3.2.2
3.2.3
3.2.4
3.2.5
3.3
General...................................................................................................................5-22
5.2
5.2.1
5.2.2
5.3
5.3.1
Bentley Systems
RM Bridge
Contents
II
5.4
5.4.1
General...............................................................................................................5-27
5.4.2
5.4.3
5.4.4
Assessments ........................................................................................................5-35
5.5
5.5.1
Definitions ...........................................................................................................5-35
5.5.2
5.6
Bentley Systems
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RM Bridge
Introduction
1-1
Introduction
1.1 Background
This training and demonstration example is used to show the application of RmBridge on a
composite bridge with concrete slab and welded I-girders as main girders. This example is
also used as a verification example for the RM Bridge functionality for steel design in accordance with Eurocode EN 1993 (steel structures) and EN 1994 (composite structures). The same
example has also been used by the French company Stra in their Guidance book, Eurocodes
3 and 4, Application to steel-concrete composite road bridges.
The respective hand-calculation results of this Guidance Book have been used as a reference
for comparison with and verification of the RmBridge results.
Bentley Systems
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RM Bridge
Structural Data
2-2
Structural Data
The bridge is a continuous road bridge with 3 spans and 2 welded I-shaped main girders. The
roadway has 2 traffic lanes with 3.5 m width, and lateral strips of 2 m on each side.
12.0 m
7.0 m
2.5 m
0.307 m
0.109 m
2.8 m
1.0 m
1.2 m
Bentley Systems
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RM Bridge
Structural Data
2-3
The longitudinal overhang at begin and end of the bridge is assumed 0.8 m.
The model has been prepared with the wizard functionality of RM Bridge, which allows for an
easy and straightforward definition of the structure. However, model preparation could also
be done directly in the standard RM Bridge GUI.
In plan the structure is straight and abutments and piers are orthogonal to the longitudinal direction of the superstructure. The piers are drop cap piers with bearings under each main girder of the superstructure.
Default pier dimensions of the wizard have been used without consideration of actual feasibility, as the focus of this example is just on superstructure design and not on substructure design.
Longitudinal fixation is assumed at the left abutment, bearings over the piers and the right
abutment are assumed free to move in longitudinal direction.
Austria
RM Bridge
Structural Data
2-4
sion point. It depends on the distance of such a point from the regular subdivision points
whether a new point is inserted or the nearest regular point is moved into this position.
Note that the program does not check the actual change of a cross-section parameter, but just
whether there is a constraint point in the variation diagram. I.e. the user may enforce the program to create a subdivision point at a certain position by assigning a Variation to one parameter (e.g. the web width) and specifying the value in this position no matter whether the value
before or behind this point is the same.
Note also that the program does not automatically create additional subdivision points at positions of cross-frames, bracings or stiffeners. Those are always eccentrically connected to the
nearest subdivision point on the main girder. If the user wants to have subdivision points at
the positions of cross-frames, he must place at this position a variation constraint point as explained above.
In our example we have in the first and last span a cross-frame distance of 7.5 m which is 1/8
of the the span length. I.e. cross-frame positions automatically coincide with regular subdivistion points. However, in the center span we have cross-frame distances of 8.0 m (1/10 of the
span length). Therefore, in order to have subdivision points in these positions, we defined
respective variation constraint points in the variation of the web thickness (see variation
tw_S02 in the wizard). As a consequence, we have in the center span 30 elements in longitudinal direction instead of 24.
Table 2-1: Numbering scheme
Item
Node numbers (MG1)
Element numbers (MG1, steel)
Element numbers (MG1, concrete)
Element numbers (MG1, composite)
Node numbers (MG2)
Element numbers (MG2, steel)
Element numbers (MG1, concrete)
Element numbers (MG1, composite)
Abutments/Piers (left)
Abutments/Piers (right)
Span 1
101-125
10101-10125
20101-20125
101-125
401-425
10401-10425
20401-20425
401-425
80001, 80002
80003-80025
Span 2
201-230
10201-10230
20201-20230
201-230
501-530
10501-15230
20501-20530
501-530
80003-80025
80027-80049
Span3
301-325
10301-10325
20301-20325
301-325
601-625
10601-10625
20601-20625
601-625
80027-80049
80051, 80052
Part/Soil
Elem
Type
Abutment 1
Pier 1
1
2
1
2
Soil
80001
80002
80009
80010
80012
Spring
Spring
Spring
Spring
Spring
Bentley Systems
C-X
C-Y
C-Z
C-MX
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008 1e+008
1e+008
1e+008
1e+008
C-MY
1e+008
C-MZ
1e+008
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RM Bridge
Structural Data
Pier 2
Abutment 2
Soil
Soil
80017
80022
Spring
Spring
1
2
Soil
Soil
Soil
80033
80034
80036
80041
80046
Spring
Spring
Spring
Spring
Spring
1
2
80051
80052
Spring
Spring
2-5
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008 1e+008
1e+008 1e+008
1e+008 1e+008
1e+008 1e+008
1e+008
1e+008
1e+008
1e+008 1e+008
1e+008 1e+008
1e+008 1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
1e+008
Figure 2-3: Structural steel distribution for Upper and Lower main girder flanges
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Structural Data
2-6
Bentley Systems
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RM Bridge
Structural Data
2-7
Bentley Systems
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RM Bridge
Structural Data
2-8
Figure 2-12: Cross frame arrangement over the first and also third span
Bentley Systems
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RM Bridge
Structural Data
2-9
At each cross frame position stiffeners are present on both sides of the main girder.
Element 50001
Element 50091
Element 50191
E lement 50261
Cross frames in span have a spacing of 7.5 m in the first and last span, respectively 8 m in the
central span. The numbering is:
Left Span
Central Span
Right Span
Slab reinforcement:
For both reinforcing steel layers, the transverse reinforcing bars are placed outside the longitudinal reinforcing bars, on the side of the slab free surface.
Transverse reinforcing steel
At mid-span of the slab (between the main steel girders)
o High bond bars with diameter = 20 mm, spacing s = 170 mm in upper layer
o High bond bars with diameter = 25 mm, spacing s = 170 mm in lower layer
In the slab sections supported by the main steel girders
o High bond bars with diameter = 20 mm, spacing s = 170 mm in upper layer
o High bond bars with diameter = 25 mm, spacing s = 170 mm in lower layer
Longitudinal reinforcing steel
In span
o High bond bars with diameter = 16 mm, spacing s = 130 mm in upper and
lower layers (i.e. in total s = 0, 92% of the concrete section)
In intermediate support regions:
o High bond bars with diameter = 20 mm, spacing s = 130 mm in upper layer
o High bond bars with diameter = 16 mm, spacing s = 130 mm in lower layer
o (i.e. in total s = 1, 19% of the concrete section)
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RM Bridge
Structural Data
2-10
Figure 2-14: Location of mid-span and support sections for longitudinal reinforcement
Figure 2-15: Green lines representing longitudinal reinforcement in w1_deck Cross section
2.6 Materials
Bentley Systems
Reinforcement: St_500(A)
o Yield Strength:
500000 kN/m2
o Modulus of Elasticity:
200E+06 kN/m2
Concrete: Type C 35/45
o Compressive Strength:
37000 kN/m2
o Modulus of Elasticity:
34E+06 kN/m2
Structural Steel: S355 (members with less than 40 mm thickness)
o Yield Strength:
355000 kN/m2
o Modulus of Elasticity:
210E+06 kN/m2
Structural Steel: S355_t40 (members with more than 40 mm thickness)
o Yield Strength:
335000 kN/m2
o Modulus of Elasticity:
210E+06 kN/m2
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RM Bridge
3-11
Bentley Systems
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3-12
Figure 3-1: Active structure after installing main and secondary steel members
Stage Slab
Activate concrete elements, shear studs and composite elements
Composite elements: 101-125; 201-230; 301-325; 401-425; 501-530; 601-625
Concrete slab elements: 20101-20125; 20201-20230; 20301-20325; 20401-20425;
20501-20530; 20601-20625
Shear studs: 30101-30125; 30201-30230; 30301-30325; 30401-30425; 3050130530; 30601-30625
Further Stages
All further stages in the schedule dont contain new activations but are just defined to group
the different categories of actions.
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RM Bridge
3-13
Self-weight (concrete):
Self-weight (steel):
Additional dead load (asphalt, traffic barriers...):
25 kN/m3
78.5 kN/m3
15.0 kN/m each main girder
TS (Tandem system):
Axle distance:
Load intensity 1st lane
Load intensity 2nd lane
Load intensity 3rd lane
1.2 m
270 kN
160 kN
80 kN
per axle
per axle
per axle
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RM Bridge
3-14
18.9 kN/m
7.5 kN/m
7.5 kN/m
The factor for the tandem-system is 0.9; The UDL on the notional lanes is 0.7 and the UDL
on the remaining area is 1.0.
3.2.3 Braking Load
The braking load is calculated according to EC 1991-2, 4.4.
The load is considered to be applied uniformly distributed in longitudinal direction along the
roadway axis acting at the finished roadway level and in case of grillage modeling distributed
proportionally to all applicable main girders.
There is no influence line evaluation made for the braking load, but the whole braking load is
applied in one loadcase w1_brake as distributed load over the whole roadway surface. The
total line load intensity is calculated and then distributed to the different girders.
832.32 kN
0.3m
above cross-section surface
201.6 m
4.129
(= 832.32/201.6)
Bentley Systems
Air density
Design wind speed vb with traffic
Design wind speed vb without traffic
Wind pressure with traffic
RM Bridge
3-15
1.984 kN/m2
5.216 m
3.816 m
TN,neg = Te,min T0
TN,pos = Te,max T0
-30
+31
RM calculates 2 load cases w1_T-const1 (TN,pos) and w1_T-const2 (TN,neg). Both load cases
are based on a load set with unit load 1.0 C, which is factorized by the relevant T value.
Linear temperature gradient:
EC also requires investigating a gradient of the temperature over the depth of superstructure.
This gradient may be assumed linear. However, many other design codes require a non-linear
gradient be considered. Therefore we use in the program the more general TempVar approach
which is based on temperature points along the vertical centerline of the cross-section.
The design gradients are defined in the code in terms of temperature differences between top
and bottom surface. They are
+15
-18
The gradient as specified in the code is internally transformed into an equivalent top temperature and bottom temperature in accordance with the position of the COG. These values are
used in the reference sets describing the temperature distribution over the cross-section depth.
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RM Bridge
3-16
Bentley Systems
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3-17
Comb. XI: gr1 group is comprised in this example from vertical uniformly distributed
loads and vertical concentrated loads from Load Model 1.
Comb.XII: n addition to gr1 we consider the wind action.
Comb. XIII: gr2 group is comprised of braking and acceleration forces
Comb. XIV Design combination for seismic design (not used in this example)
Wind and Braking loadings are not mentioned in the Setra documentation, but for completeness of the generated model they are treated here.
Bentley Systems
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RM Bridge
Analysis results
4-18
Analysis results
Figures below illustrate a few results of internal forces and moments coming from the global
analysis of the deck in the design example.
All diagrams below are related to the first main girder MG1. Due to the symmetry conditions
there is no difference between the 2 girders and assessing just 1 of them is sufficient.
Figure 4-1 below shows the extreme bending moments of the main girder due to traffic. The
comparison with the Setra results as shown in Figure 4-2 shows.
Referring now to the ultimate state design moments presented in Figure 4-3, we see that maximum hogging moments are about 106200 kNm and the maximum positive moment in the
center is about 52300 kNm. Due to the fact that the Setra analysis considered cracking of the
slab over the pier, we expect that our hogging moment will be slightly higher and maximum
positive moment will be slightly lower. Indeed the reported values in the Setra document
(Figure 4-4) meet these expectations.
Shear forces (Figure 4-5 and Figure 4-6): The maximum value of the shear-force over the
piers is some +- 8000 kN. When we compare this with the results given in the Setra document
we see maxima of some 7450 kN, i.e. we have a difference of some 7% which can be accepted considering that slightly different assumptions have been used in the Setra analysis.
Figure 4-1: Moments for traffic loads (UDL and TS) RM results
Bentley Systems
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RM Bridge
Analysis results
4-19
Figure 4-2: Moments for traffic loads (UDL and TS) - Setra document
Figure 4-3: Moments of final ULS (comb. 11) and characteristic SLS (comb.6) combinations RM results
Bentley Systems
Austria
RM Bridge
Composite Bridge Steel Design EC
Analysis results
4-20
Figure 4-4: Moments of final ULS (comb. 11) and characteristic SLS (comb.6) combinations - Setra document
Figure 4-5: Shear forces for ULS (comb. 11) and characteristic SLS (comb. 6) combinations RM results
Bentley Systems
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RM Bridge
Analysis results
4-21
Figure 4-6: Shear forces for ULS (comb. 11) and characteristic SLS (comb. 6) combinations Setra document
Bentley Systems
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RM Bridge
5-22
5.1 General
Steel design checks in RM Bridge are performed in 2 steps:
1. Calculation of design resistances (Schedule action UltRes)
2. Actual proof check using interaction formulas (Schedule action ResChk)
The relevant design resistances can be stored in superposition files like normal impact envelopes. This allows viewing them in the GUI in the same way than viewing structural analysis
results, with the full functionality of graphic presentation.
Plotting the resistances into the same diagram together with the relevant ULS combination
allows for direct graphical assessment of the results as shown in Figure 5-6 and Figure 5-7.
Note that the calculation of basic resistances without consideration of locked-in force effects
is based on the presumption of sufficient stress redistribution capacity by plasticization. I.e. in
theory this is only allowed for class 1 and 2 cross-sections. These resistances must be compared with so called Joined forces, i.e. fictitious internal forces on the composite section
which are equivalent to the combined effect of forces acting on the steel girders only (self
weight, wet concrete) and forces acting on the composite section (SDL, traffic, ).
RM Bridge also allows taking locked-in forced into account by specifying the load case containing the relevant forces acting on the steel part only. In that case the capacity factor is related to the additional forces acting on the composite section. These results are described in
chapter 5.6, Consideration of locked-in stresses.
2nd additional input parameter sets must be specified to be able to perform steel checks:
1. The definition of Slender cross section parts to check for local buckling phenomena
in the cross section plane (buckling of cross-section plates), and
2. The definition of characteristic lengths (buckling lengths) for buckling phenomena in
longitudinal direction of the members.
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5-23
One slender part is defined as a line segment with a start point and an end point. As long as
the material is the same, an arbitrary number of such slender parts (line segments) may be
arranged in one common reference set. In case of hybrid sections (e.g. steel grade of the web
lower than grade of flanges), slender parts of the cross-section parts with different material
have to be defined in different reference sets.
In addition to the slender parts themselves the reference set may contain stress points to be
used for calculating the minimum elastic section modulus. This is just required if other than
start and end points govern the calculation of the minimum section modulus, because start and
end points of the slender parts are automatically checked whether they become decisive.
The individual slender parts consist each of a start point of the type POINT and an end point
of the type LINETO. In slender parts with free ends (outstand flanges or ribs) the free point
must essentially be the end point (i.e. the slender part must be a line from the restraint point to
the free point). For slender parts with restraints at both sides (webs) the sequence of the 2
points is arbitrary, however, we recommend to use a unique definition throughout the project
(e.g. bottom-up for vertical lines which is also the wizard convention).
The subtype of the individual slender parts in a reference set is defined as a flag assigned to
the start point. The following subtypes are allowed:
W Web Webs of I Girders, Channels or Box Girders ( 2A)
Bentley Systems
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RM Bridge
5-24
Like the subtype, the effective thickness of the slender part is also a parameter assigned to the
start point. For calculating the slenderness of the part the program calculates the length of the
line between the start and end point and divides it by the effective thickness.
5.2.2 Slender parts in the current example
In our example we use SlenderF and SlenderW as reference sets in definition of the main
girders, and SlenderF and SlenderR in the definition of secondary members (cross frames and
stiffeners).
Bentley Systems
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RM Bridge
5-25
not relevant for the main girder; nevertheless reasonable values for the respective buckling
lengths have been defined (automatically created by the wizard).
5.3.1 Definition of Buckling Lengths
As a theoretical and accurate calculation of these characteristic lengths is impossible, they are
directly defined for the different beams elements in the GUI in Structure > Elements > Buckling lengths. Separate values can be defined for the start point and the end point of each element.
The characteristic length for local buckling of main girders is in general defined by the relevant distance of transverse stiffeners. The characteristic length for lateral-torsional buckling is
normally the distance between cross-frames or diaphragms.
The RmBridge wizard functionality automatically creates this table of characteristic lengths in
accordance with above habits with the following constitutive law for standard I girder composite bridges:
Steel main girders (constructability check):
L-rz
Span length respectively overhang length at begin and end
L-ry
Cross frame distance
L-rx
Cross-frame distance
L-loc
Distance of transverse stiffeners
L-lt
Distance of transverse stiffeners
Composite main girders (ULS check):
L-rz
Span length respectively overhang length at begin and end
L-ry
Zero
L-rx
Zero
L-loc
Distance of transverse stiffeners
L-lt
Distance of transverse stiffeners
Cross-frame members and diaphragms
L-rz = L-ry = Lrx = L-loc = L-lt = nominal member length
These characteristic lengths may also be directly defined in the GUI in Structure > Elements
> Buckling lengths. It is also possible to define separate values start points and end points of
the different elements. The following defaults are valid if not all lengths are specified:
Bentley Systems
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RM Bridge
5-26
Bentley Systems
L-rx
Elements
L-ry
L-rz
L-loc
L-lt
0.8
101
0.8
0.8
0.8
0.8
7.5
102-125
7.5
60.0
7.5
7.5
8.0
201-230
8.0
80.0
8.0
8.0
7.5
301-324
7.5
60.0
7.5
7.5
0.8
325
0.8
0.8
0.8
0.8
0.8
401
0.8
0.8
0.8
0.8
7.5
402-425
7.5
60.0
7.5
7.5
8.0
501-530
8.0
80.0
8.0
8.0
7.5
601-624
7.5
60.0
7.5
7.5
0.8
625
0.8
0.8
0.8
0.8
0.8
10101
0.8
0.8
0.8
0.8
7.5
10102-10125
7.5
60.0
7.5
7.5
8.0
10201-10230
8.0
80.0
8.0
8.0
7.5
10301-10324
7.5
60.0
7.5
7.5
0.8
10325
0.8
0.8
0.8
0.8
0.8
10401
0.8
0.8
0.8
0.8
7.5
10402-10425
7.5
60.0
7.5
7.5
8.0
10501-10530
8.0
80.0
8.0
8.0
7.5
10601-10624
7.5
60.0
7.5
7.5
0.8
10625
0.8
0.8
0.8
0.8
Austria
RM Bridge
5-27
RM Bridge calculates the resistances for all element start and end points with the respective
switch in the element table set to Yes. This allows presenting diagrams along the bridge as
shown in Figure 5-6: Bending resistances and ULS bending moments along the main girderand Figure 5-7: Shear resistances and ULS shear forces along the main girder. Only resistances for bending moments Mz and shear forces My are shown here, because these are the
design relevant quantities.
For comparison a hand-calculation is made for 2 typical sections:
5.4.2.1 Hand calculation for a Cross Section over Pier1: element 125
Bending Resistance +z (positive moment in Span)
Cross Section is in class 1
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RM Bridge
5-28
A_pl F=A_pl*335000/1
M_pl
31121.500
0.436
0.246
0.359
0.151
0.046
2748.696
992.557
12816.641
347.519
1431.589
0.014
1.297
2.627
127.099
28694.050
126726.480
Dist.to pna
0.0188
0.0120
0.1066
0.0069
1*(e-0.4160)
6304.348
e 0.073
4034.783
e 0.263
35700.950
e 0.150
2301.450
e 0.358
[.. ] * 335000 (e 0.416)/2
Flange_top_b 1*(0.5360-e)
Web
0.0660
Flange_bot
0.1440
Reinf_top
Reinf_bot
Concrete
Haunch
Flange_top_t
e = 0.5089
Dist to pna
9078.500
top
79463.031
18337.002
bot
79441.900
155547.629
F_top = F_bot: 6304.348 + 4034.783 + 35700.950 + 2301.450 + (e 0.416) * 335000 = (0.536
e) * 335000 + 22123.400 + 48240.000
=>
e = 0.5089
h_top = M_top / F = 0.2308
h_bot = M_bot / F = 1.9580
=>
M_pl = F * a = 173928.682
Bending Resistance z
Bentley Systems
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RM Bridge
5-29
e = 1 .676
A_pl F=A_pl*335000/1 Dist to pna
Reinf_top
0.0188
6304.348
e 0.073
Reinf_bot
0.0120
4034.783
e 0.263
Flange_top
0.12
40200.000
e 0.476
Web_t
0.026*e 0.014
[.. ] * 335000 0.5*e 0.268
Web_b
Flange_bot
0.080-0.026*e
0.1440
9907.960
12202.040
top
bot
60447.091
60442.040
Dist to pna
1.603
1.413
1.200
0.570
M_pl
10105.870
5701.148
48240.00
5647.537
0,700
1,460
8541.428
70430.400
69694.555
78971.828
=> e = 1.676
Bentley Systems
=>
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RM Bridge
5-30
To be noticed that the program uses the same yield strengths fy=335000 for the entire length
of the bridge an so we will get a bigger bending resistance over the pier than normally in practice were for plate thicknesses t>100 mm fy=295000 which will reduce the bending resistance
over the pier region.
5.4.2.2 Hand calculation for a Cross Section at mid span P1-P2: element 215
w1_Deck:015:3 of Element 215
=> COMPOSITE
Bending Resistance +z
fck = 35000.000
Table 5-4
dimensions
bottom flange
web
upper flange
slab
haunch
reinforcement top
bottom reinforcement
t
c/t
Dist.
0.6 0.04
15 2799.98
2.72 0.018 151.1111 2798.6
0.5 0.04
12.5 0.4435
0 0.307
0 0.1535
0 0.109
0 0.3615
0
0.07
0
0.07
Epsilon
Class Area
Gamma
0.837552
1
0.048
1
0.837552
4 0.04896
1
0.837552
1
0.04
1
Total: 0.13696
1.5
1.5
144
1.15
92.79
1.15
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RM Bridge
5-31
Fc+Ffs>Ffi+Fw
P.N.A located in structural upper flange X= 13.95313433 mm
Class 2 cross section and determine normal plastic moment resistance of the cross-section
Plastic verification EUROCODE EN 1994-2 5.5.2(3)
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RM Bridge
5-32
Reduction required?
=> yes
=> w = 1.350
= 0.83 / w = 0.615
k = 5.340 ; E
reduction factor
reduced plastic
Reduction required? L/t >= 72 * / with = 1.2 for steel grades <= 460
97.682 >= 50.250
=> yes
= 0.83 / w = 0.638
reduction factor
Bentley Systems
reduced plastic
Austria
RM Bridge
5-33
Bentley Systems
Elem N+
My+
Mz+
ey+ ez+
N-
My-
201
119764.6
0.0
-98200.2 - 24668
Mz-
ey-
ez-
Mx
Qy
Qz
-147871.6 0.0
0.0
0.0
7983.5 41496
Elem N+
My+
Mz+
ey+ ez+
N-
My-
214
52941.6
4789
79463.1
0.0
0.0
-50753.2 -4789
Mz-
ey-
ez-
Mx
Qy
Qz
-50166.8
0.0
0.0
0.0
3588.9 13887.9
Austria
RM Bridge
5-34
Figure 5-6: Bending resistances and ULS bending moments along the main girder
Figure 5-7: Shear resistances and ULS shear forces along the main girder
Bentley Systems
Austria
RM Bridge
5-35
5.4.4 Assessments
Figure 5-6 shows that the bending resistance is sufficient throughout the whole girder length.
Resistance values are in the relevant points typically 30-50 % higher than required.
However, as can be seen in Figure 5-7, shear resistance is not everywhere sufficient, i.e. the
thicker web should be arranged over a wider region over the piers and also near the abutments, if there are no additional vertical stiffeners arranged.
C3d = NEd/NRd + My, Ed/My, Rd + Mz, Ed/Mz, Rd Capacity factor for the full vector N + My +Mz
Bentley Systems
Austria
RM Bridge
5-36
LC SUM-SW as locked-in
stress
N / Mx
-29.20/85.56
-19.63 / -50.92
-1198.29 / 24.91
29.20/-274.79
-29.14 / -86.03
-1198.29 / 24.91
Bentley Systems
My / Mz
Qy / Qz
Austria
RM Bridge
5-37
Composite
CS Resistance
Mz+
63.100
79463.100
Mz-
166.890
Calculated
fy_eff
Qy
3443.974
Nc
-76991.512
Nt
79549.131
via
3608.338
Calculated
fy_eff
via
2409.438 / +4807.238
Calculated
fy_eff
via
Calculatedvia fy_eff
52941.643 Calculated
fy_eff
via
Bentley Systems
Austria
RM Bridge
5-38
Bentley Systems
Austria
RM Bridge
5-39
Figure 5-9: Normal force resistance due to locked in stresses on composite section
Figure 5-10: Bending moment resistance due to locked in stresses on composite section
Bentley Systems
Austria
RM Bridge
5-40
Bentley Systems
Austria