‘Stoo! Concrete Compete rides — Sustainable Design Guile 2 - General design of composite bridge >» This section provides essential information for the general design of a conventional composite bridge and guidelines for an “Etude Préliminaire d’Ouvrage d’Art” (EPOA), the French preliminary structural design level. “Avant-Projet d’Ouvrage d’Art” (APOA) or “Projet d’Ouvrage d’Art” (POA), the French detailed structural design levels, are covered in Section 3 of the guide. Section 2 introduces successively design of girder composite structures, the most common box girder composite structures and finally a few special composite structures. 2.1 - Overall design of girder composite bridges 2.1.1 -Goneral Girder composite bridges are commonly used structures; they can be designed and built for a wide range of conditions: urban or rural environment, main span between 30 and 130 m, total length of a few tens of metres up fo more than one kilometre, total width of 7 or 8 m up to approximately 20 m, highly economic standard or more sophisticated structure. Tables A and B in Appendix 1 of this guide consolidate the main twin girder composite bridges builtin France between 1995 and 2005. These structures represent approximately 90% of French composite road bridges, the balance being made up of box girder composite bridges. 2.1.2 -Transverse morphology 2.1.2.1 - Twin girder cross-beam bridges ‘The great majority of girder composite bridges are so-called twin girder oross-beam structures, Theit deck is a concrete slab, usually simply reinforced, which is supported by a steel frame comprising two main girders connected to the deck slab and interlinked by secondary beams called cross-beams, which are at no point in contact with the slab (Figure 2.1). <= = Figure 2.1. Twin girder cross-beam composite decks (pavement unidirectional banking at le = biirectionally banking at right) = 19- may 2010‘Sts - Concrete Conposio Bridges ~ Sustainable Dasgn Guide Main girders Composite bridge main girders are large structural steel members fabricated by shop welding into I-sections, except in the case of a few small span bridges in which they can be hot-rolled standard steel sections. In their longitudinal direction, flange width is generally constant, whilst flange thickness and web depth and thickness are variable. Connectors, usually studs, are fixed to the upper faces of the top flanges. These connectors inhibit bridge slab movement (sliding and uplift) with respect to the steel frame, thereby ensuring composite behaviour of the system. When the supported road features symmetrical bidirectional banking, the two main girders are identical and positioned at the same elevation. When the supported road features unidirectional banking, the two main girders are identical but vertically offset by a height equal to the product of their centre-to-centre distance and the road banking, Cross-beams Steel frame secondary beams, called cross-beams, are at no point in contact with the conercte slab and usually comprise standard structural steel sections. Cross-beams at supports, which brace the main girders against horizontal loads (wind, earthquake) are generally deeper and fabricated by shop-welding. Cross- beams are welded to the main girders through T-sections, called posts, welded to the intemal faces of the main girder webs and flanges. Cross-beam centre-to-centre distance is less than or equal to 8 m; it is most often constant within a bridge span, but can vary from one span to another. In the future however, cross-beam centre-to-centre distance could be less near bridge piers than at mid-span due the severe lateral torsional buckling conditions imposed ‘by Eurocodes 3 and 4. Slab The slab depth of a twin girder eross-beam composite bridge is constant in the longitudinal direction and most often variable in the transverse direction (usually between 24 and 40 cm). It is made of reinforced concrete, when its width does not exceed 15 or so metres, but can be transversely prestressed for greater ‘widths (see below). Slab integrality with its supporting steel frame is ensured by connectors welded to the top flange of the two main girders. t is constructed after installing the steel frame, either by casting in situ or by assembling slab segments precast on site or at casting yard (Section 5). Special case of twin girder cross-beam composite bridges with a prestressed concrete slab When the slab width exceeds 15 or so metre, its depth and therefore its weight can be reduced by building in ‘ransverse prestress. This is usually generated by IT15S and 4115S power cables arranged at centre-to-centre distances of 25-80 om. Implementation of this prestress requires extensive labour; twin girder composite brides with a prestressed slab have been replaced by twin girder directly supporting cross-beam composite bridges in recent years (see below). may 2010‘Sloe Concote Conoso ges Sustainable Design Guide 2.1.2.2 - Twin girder directly supporting cross-beam composite bridges The second major family of girder structures comprises twin girder directly supporting eross-beam composite bridges. In these structures, the steel frame is composed of two main girders interlinked by secondary beams called directly supporting cross-beams, which effectively support the slab and allow its depth to be reduced (Figure 2.2). ‘These bridges are more complex to build than twin girder cross-beam bridges and are generally used when the slab weight become excessive for the steel frame, i.e. when the deck width exceeds 13-14m or when the ‘maximum span exceeds approximately 90 m. Sometimes, a directly supporting cross-beam bridge may be prefered to a cross-beam bridge for purely aesthetic reasons, ‘This second family, in which the main girders are similar to those of twin girder cross-beam structures, can be split into two sub-families depending on whether the directly supporting cross-beams extend as cantilevers or not. Twin girder directly supporting cross-beam bridges with cantilevers In this first sub-family, the length of the directly supporting cross-beams is essentially the same as that of the deck and they are in contact with the concrete slab right across its width In unidirectionally banked decks, the directly supporting cross-beams are inclined at the banking gradient. ‘Their depth is constant between the main girders, but varies linearly in their cantilevered parts, which support the slab overhangs (Figure 2.2, left) In bidirectionally banked decks, the directly supporting cross-beams are horizontal and their depth varies linearly in their cantilevered parts. In the latter case, their depth usually varies linearly between the main gitders with a maximum depth at the deck centre (Figure 2.2, right). In some cases, this cross-beam depth between main girders can be constant, which generates a need for concrete haunching or extra depth above each directly supporting cross-beam. ‘The centre-to-centre distance between directly supporting cross-beams cannot be varied, even slightly, without increasing slab construction complexity, so this distance must remain as constant as possible with a recommended value of approximately 4 m. ‘The reinforced concrete slab is of constant depth, usually 24 of 25cm, in both longitudinal and transverse directions. It is connected to both the main girders and the directly supporting cross-beams. Figure 2.2. Twin girder directly supporting eross-beam composite bre with cantilevers (pavement unidirectional banking at lef - bidirectional banking at right) “a4 may 2010