COMPOSITE BRIDGE STEEL DESIGN EC

RM Bridge V8i
December 2012

RM Bridge Professional Engineering Software for Bridges of all Types

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

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Contents

Composite Bridge Steel Design EC

Contents
1

Introduction .....................................................................................................................1-1
1.1

Background ..............................................................................................................1-1

1.2

General Description .................................................................................................1-1

Structural Data .................................................................................................................2-2

2.1

General Layout ........................................................................................................2-2

2.2

Numbering Scheme .................................................................................................2-3

2.3

Support Conditions ..................................................................................................2-4

2.4

Main Girders ............................................................................................................2-5

2.4.1

Definition of the Main Girder Segments .............................................................2-6

2.5

Cross Frames and Stiffeners ....................................................................................2-7

2.6

Materials ................................................................................................................2-10

Construction Schedule and Loading ..............................................................................3-11

3.1

Element Activation by Stages ...............................................................................3-11

3.2

Design Loads .........................................................................................................3-13

3.2.1

Dead Load..........................................................................................................3-13

3.2.2

Live loads ..........................................................................................................3-13

3.2.3

Braking Load .....................................................................................................3-14

3.2.4

Wind Loads .......................................................................................................3-14

3.2.5

Thermal Forces ..................................................................................................3-15

3.3

Load Combinations ...............................................................................................3-15

Analysis results ..............................................................................................................4-18

Steel Design Checks ......................................................................................................5-22

5.1

General...................................................................................................................5-22

5.2

Slender parts ..........................................................................................................5-22

5.2.1

Definition of Slender parts ................................................................................5-23

5.2.2

Slender parts in the current example .................................................................5-24

5.3
5.3.1

Buckling lengths ....................................................................................................5-24

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Definition of Buckling Lengths .........................................................................5-25

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Contents

Composite Bridge Steel Design EC

5.3.2

II

5.4

Buckling Lengths in the current example ..........................................................5-26

Design Resistances (without considering locked-in stressing)..............................5-27

5.4.1

General...............................................................................................................5-27

5.4.2

Main girders Typical sections.........................................................................5-27

5.4.3

RM Bridge Results ............................................................................................5-33

5.4.4

Assessments ........................................................................................................5-35

5.5

Capacity Factors ......................................................................................................5-35

5.5.1

Definitions ...........................................................................................................5-35

5.5.2

Resulting Capacity factors .................................................................................5-36

5.6

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Consideration of locked-in stresses .......................................................................5-36

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RM Bridge

Introduction

Composite Bridge Steel Design EC

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.

1.2 General Description

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.
The analyses comprise Static analysis for loads prescribed in Eurocode EN 1991-2, calculation of Design Resistances for all girders and actual steel checks comparing ULS loads with
resistances.

Figure 1-1: General view of the RM model

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Structural Data

Composite Bridge Steel Design EC

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.

Figure 2-1 : Schematic view of the cross-section

Summary of cross-section data:

Total slab width
Spacing of main girders
Overhang left and right
Effective depth of concrete slab
Effective haunch depth
Depth of steel girders
Upper flange width
Lower flange width

12.0 m
7.0 m
2.5 m
0.307 m
0.109 m
2.8 m
1.0 m
1.2 m

2.1 General Layout

The structure is modelled as a grillage with two axes in the longitudinal direction and four
axes in the transverse direction (one for each of the cross-members at the beginning and the
end of the system (A1, A2) as well as over the piers (P1, P2)). Each of these 6 axes has its
own associated segment.

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Structural Data

Composite Bridge Steel Design EC

2-3

Figure 2-2: Span distribution

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.

2.2 Numbering Scheme

The bridge wizard automatically creates nodes and elements of the structural system and the
respective node and element numbers.
Due to modeling the structure as a girder grid we have two main girders, left (MG1) and right
(MG2). Both main girders are composite girders, where structural elements are assigned to the
individual cross-section parts as well as to the full composite section.
The actual refinement of the calculation model is automatically done by the wizard. Default
(and minimum) subdivision is 24 per span, i.e. with considering the left and right overhang
the first and the last span will have 25 elements, and the intermediate spans will have 24 elements with equal length.
If there are additional points of interest in the system, this regular subdivision will be automatically adapted. The wizard considers every point, where the cross-section of a main girder
changes, as additional point of interest. I.e. points, where a parameter of the cross-section
changes (e.g. web thickness or flange thickness) the program automatically places a subdivi Bentley Systems

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Structural Data

Composite Bridge Steel Design EC

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

2.3 Support Conditions

The following table defines the support conditions in reference to the local coordinate system
of the spring elements (alpha1 = 90 degrees), i.e. X = vertical, Y = longitudinal, Z = transverse direction. Actual stiffness of bearings and foundation is not considered and spring constant 1e+008 indicates a rigid support.
Table 2-2: Support conditions
Axis

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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Structural Data

Composite Bridge Steel Design EC

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

2.4 Main Girders

Every main girder has a constant depth of 2800 mm and the variations in thickness of the upper and lower flanges are found towards the inside of the girder. The lower flange is 1200 mm
wide whereas the upper flange is 1000 mm wide.

Figure 2-3: Structural steel distribution for Upper and Lower main girder flanges

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Structural Data

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2-6

Figure 2-4: Structural steel distribution of the main girder web

2.4.1 Definition of the Main Girder Segments

Separate segments are created by the wizard for each span and each main girder
(w1_Span01.01,
w1_Span01.02,
w1_Span02.01,
w1_Span02.02,
w1_Span03.01,
w1_Span03.02). Creating the model in the RM Bridge Modeler would of course also allow
working with 2 segments reaching over all spans. In the first and last span the segments are
subdivided into 25 elements with typical element length of 2.5 m. In the center span we have
30 elements with a typical length of 2.667 m, but some variation of the element length (2.0 m,
3.0 m) to meet the relevant points where cross-frames are connected or the cross-section varies.
The main girder segment numbering systems are given in chapter 2.2 (Numbering Scheme). A
cross section must be assigned to every segment point. Cross-section w1_Deck is assigned to
the span part of the first main girder and the same w1_Deck for the second main girder.

Figure 2-5: Segmentation of the 3rd span

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Structural Data

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2-7

Figure 2-6: w1_Deck cross-section

2.5 Cross Frames and Stiffeners

Steel cross frames are arranged over the piers and in the spans. Over the piers we have a
welded I girder with height of 1.5 m and 30 cm wide flanges. Cross frames in span are rolled I
beams IPE-600.

Figure 2-7: Cross frame used in the span

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Figure 2-8: Transversal view of theIPE 600

profile

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Structural Data

Composite Bridge Steel Design EC

Figure 2-9: Cross frame used over the piers

2-8

Figure 2-10: Transversal view of the Iwelded profile

Figure 2-11: Cross frame arrangement over Span 2

Figure 2-12: Cross frame arrangement over the first and also third span

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Structural Data

Composite Bridge Steel Design EC

2-9

At each cross frame position stiffeners are present on both sides of the main girder.

Figure 2-13: T-welded profile used for transverse stiffneres

Diaphragm elements are numbered as follows:

Over the left abutment
Over the first pier
Over the second pier
Over the right abutment

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

Elements 50001 to 50081 step 10

Elements 50091 to 50181 step 10
Elements 50191 to 50261 step 10

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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Structural Data

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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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Construction Schedule and Loading

Composite Bridge Steel Design EC

3-11

Construction Schedule and Loading

Stage-wise erection is only related to subsequent erection of superstructure, bearings, steel
construction and concrete slab, but there are assumed that all spans are erected simultaneously
(erection of the whole steel construction in one stage, pouring the whole slab in one stage).

3.1 Element Activation by Stages

Each construction stage is related to a certain active system, which may contain all elements
of the model or just a part of them. The activation of new elements is done in Schedule >
Stages > Activation. Elements, which already have been activated in previous construction
stages remain active until they are explicitly deactivated, and must not be specified again in a
subsequent stage. An appropriate indication is given by the program in the case that a previously activated element is again specified. If the user then selects the option <Overwrite>, the
element will be removed from the previous construction stage and added in the current stage.
The activation of the elements in the different stages is shown below.
Stage SubS
Activation of earth springs and pier elements:
80003-80008; 80012-80015; 80017-80020; 80022-80025; 80027-80032; 8003680039; 80041-80044; 80046-80049.
Stage Abutment
Activation of left and right bearings
80001-80002; 80009-80010; 80033-80034; 80051-80052.
Stage Girder
Activation of steel girders including cross-frames, bracings and stiffeners
Main girders: 10101-10125; 10201-10230; 10301-10325; 10401-10425; 1050110530; 10601-10625
Cross-frames: 50001-50261
Lateral bracings: 60001-60351
Vertical Stiffeners: 70001-70261; 70401-70661

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Construction Schedule and Loading

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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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Construction Schedule and Loading

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3-13

3.2 Design Loads

3.2.1 Dead Load

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

3.2.2 Live loads

The traffic load is applied according to EC 1991-2, 4 and currently considers Load Model 1
(LM1) consisting of a concentrated load (Tandem-System TS) and uniformly distributed loads
(UDL). UDL and TS from load model LM1 are positioned longitudinally and transversally on
the deck so as to achieve the most unfavorable effect for the studied main girder.
When the position of the load trains is between two girders then the program automatically
calculates the distribution to the both girders. The wizard arranges the traffic lanes tightly
from left to right resulting in maximum influence to the left girder. (Note that the left girder is
the bottom girder in plan, because in cross-section presentation we always look in negative
longitudinal direction). If the mirror option is selected, the program also investigates the arrangement from right to left to get also the worst influence for the right girder. This is the default selection also used in this example.

Figure 3-2: Traffic loading on the bridge

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

UDL (distributed load):

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Construction Schedule and Loading

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Load intensity 1st lane
Load intensity other lanes
Load intensity rest area

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.

Total braking load

Height of application
Length of the bridge
Line load intensity

832.32 kN
0.3m
above cross-section surface
201.6 m
4.129
(= 832.32/201.6)

3.2.4 Wind Loads

Figure 3-3: Wind loading on the bridge

The wind load is calculated according to EC 1991-1-4, 8.

Bentley Systems

Air density
Design wind speed vb with traffic
Design wind speed vb without traffic
Wind pressure with traffic

1.25 kg/m3 (= 0.00125 t/m3)

23 m/s
32 m/s
1.0254 kN/m2
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Construction Schedule and Loading

Composite Bridge Steel Design EC

Wind pressure without traffic

Attack area (height) with traffic
Attack area (height) without traffic

3-15
1.984 kN/m2
5.216 m
3.816 m

Vertical component of wind pressure (see EN1991-1, 8.3.3)

For both upward and downward wind the eccentricity e of the application point of the vertical
wind force from the center line of the cross-section is 3 m.
The default wind load factor C for the vertical wind load is considered 0.9 (see EN 1991-1,
8.3.3 (1)).
Calculated area load of vertical wind pressure; 0.576 KN/m2.
3.2.5 Thermal Forces
Uniform temperature load:
The default value of the initial temperature is considered by T0=10 C, Te,min=-20 , Te,max=41

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

(positive value - top temperature greater than bottom temperature)

(negative value top temperature smaller than bottom temperature)

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.

3.3 Load Combinations

RM Bridge offers the possibility of defining a combination table describing the rules for automatic load case superposition and creation of result envelopes. Templates for automatic
generation of this combination table are available for many design codes. Also, the wizards
automatically generate the relevant combination table for the selected design code. The combination table for Eurocode as used in this example is shown below in Figure 3-4. It is a very
comprehensive table, but only few generated envelopes are used in this example.

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Construction Schedule and Loading

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3-16

Figure 3-4: Combination table for Eurocode

Abstract of predefined Load Combinations (EN 1991-2):

SLS - Combinations I to VI - "Characteristic combinations"

Comb. I, IV: Pm, t=0, t=

Comb. II, V: Pk, t=0
Comb. III, VI: Pk, t=

SLS - Combination VII and VIII - "Frequent combinations"

Comb. VII: Pk, t=0

Comb. VIII: Pk, t=

SLS - Combinations IX to X - "Quasi-permanent combinations"

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Comb. IX: Pk, t=0

Comb. X: Pk, t=
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3-17

ULS - Combinations XI and XIII - "Fundamental combinations"

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

ULS - Combination XIV - "Seismic combination"

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.

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Analysis results

Composite Bridge Steel Design EC

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

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Analysis results

Composite Bridge Steel Design EC

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

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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

Values of final ULS envelope match very well.

Figure 4-5: Shear forces for ULS (comb. 11) and characteristic SLS (comb. 6) combinations RM results

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Analysis results

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Figure 4-6: Shear forces for ULS (comb. 11) and characteristic SLS (comb. 6) combinations Setra document

Figure 4-7: Vertical displacement (Vy) from ULS actions

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Steel Design Checks

Composite Bridge Steel Design EC

5-22

Steel Design Checks

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.

5.2 Slender parts

The definition of slender cross-section parts (SP) is required to consider local buckling phenomena due to compression forces. These slender parts are defined as lines between two
points of the cross-section, with the thickness t as additional parameter. These slender parts
are used for the cross-section classification as described in the next section.
The characteristic slenderness value used for classification is the width to thickness ratio, defined as c/t in Eurocode or slenderness parameter in AASHTO code. The thickness is commonly denoted t, often with reference to the type of the part (tw for web, tf for flange). Different rules are given in the different design codes for defining the relevant width of slender
parts.

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5.2.1 Definition of Slender parts

In the RmBridge database Slender parts are defined as Reference Sets of the crosssection. These reference sets have the type Steel slender part. The definition of these reference sets may be done either in the RmBridge Modeler during graphic definition of the section, or in the RmBridge Analysis GUI in the function for cross-section definition and modification (Properties > Cross-sections > Reference Sets).
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.

Figure 5-1: Slender parts definition

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)
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F Flange Outstand Flanges of I Girders, T-Girders, Channels, etc. ( 1A)

B Box Flanges of box girders (restraint on both sides) ( 2B)
R Rib Outstand rib e.g. stems of T girders, ribs or stiffeners ( 1B)

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).

Figure 5-2: Slender parts definition in the Cross section.

5.3 Buckling lengths

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. Buckling due to normal force is

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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

No buckling lengths L-rz, L-ry, L-rx defined:

the program assumes that there is
no flexural and no torsional-flexural buckling hazard
Only L-rz defined:
the program assumes L-ry and L-rx the same (one common beam buckling length)
No L-loc defined:
the program assumes that there are no transverse stiffeners
No L-lt defined:
the program assumes there is no lateral-torsional buckling
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5.3.2 Buckling Lengths in the current example

Table 5-1

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

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5.4 Design Resistances (without considering locked-in stressing)

5.4.1 General
In RM Bridge design resistances for slender steel and composite sections are calculated in the
schedule action UltRes. The calculated resistance values are written into a listfile and an Excel sheet, and also stored in a superposition file in order to allow for subsequently using
standard result presentation techniques for graphic presentation of design resistances.
In composite sections where we may have locked-in stresses due to stage-wise assembly of
the whole section, the resistances may either be calculated without considering locked-in
stresses or by specifying the relevant locked-in stressing state (load case) as additional
resistances (forces which can be applied on the composite section in addition to the locked-in
forces in the individual elements).
In order to distinguish between the 2 situations in composite elements we speak of total
resistances if locked-in stresses are not considered and of additional resistances if they are
considered. The total resistances must be compared with the joined ULS forces, i.e. we assume that in the ultimate state the locked-in stresses will be redistributed to the composite
section. Note that the total resistances are not correct for slender cross-section, because local buckling failure will occur before redistribution due to plasticization can take place.
5.4.2

Main girders Typical sections

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:

the cross-section over the piers (element 125), and

the cross-section in the center of center span (span 2, element 215)

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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Figure 5-3: P .N.A in top flange (Flange_top)

Assumption: pna in Flange_top

Table 5-2

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

[ ..] * 335000 (0.536 e)/2

22123.400
1.806 e
48240.000
3.136 e

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

=>

a = h_top + h_bot = 2.1888

M_pl = F * a = 173928.682

bending plastic resistance +z

W_pl = M_pl / fy = 0.519

plastic section modulus

Bending Resistance z
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Cross Section is in class 2

Figure 5-4:P.N.A in Web

Assumption: pna in Web

Table 5-3

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

[ ..] * 335000 -0.5*e+1.538

48240.000
3.136 e

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

F_top = F_bot: 6304.348 + 4034.783 + 40200.000 + (0.026 * e 0.014) * 335000 =

= (0.080 + 0.026 * e) * 335000 + 48240

=> e = 1.676

h_top = M_top / F = 1.153

h_bot = M_bot / F = 1.307
M_pl = F * a = 148699.844

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=>

a = h_top + h_bot = 2.460

bending plastic resistance -z

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W_pl = M_pl / fy = 0.444

plastic section modulus

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

Design plastic resistance of concrete in compression

Fc = Ac*0.85*fck/c=6*0.307*0.85*35000/1.5=36530
Design plastic resistance of upper flange
Ffs =Afs*Fyf/ m0 =1*0.04*335000=13400
Design plastic resistance of the bottom flange
Ffi =Afi*Fyf/ m0 =1.2*0.04*335000=16080
Design plastic resistance of the web
Ffw =Aw*Fyw/ m0=2.72*0.018*335000= 16401.6
Total = 45881.6
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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)

Figure 5-5: Design plastic resistance moment of the flanges only

Mpl,rd= 0.436*13400+1.816*16401.6+3.196*16080=87019.386 bending resistance +z

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w1_Deck:021:2 of Element 10125=> Shear Resistance in y direction for cross section

fy = 335000 ( authoritative yield ) ; Ay_Shear = 0.071 ; 0 =1.000; 1 =1.100
Vpl_rd = Ay_Shear * fy / ( 3 * ) =13769.22

plastic shear resistance

Reduction required?

L / t >= 72 * / with = 1.2 for steel grades <= 460

97.682 >= 50.250

=> yes

a = infinite; w = hw / (86.4 * t * ) with hw = 2.54; t = 0.026

=> w = 1.350

w > 0.83 / => 1.350 > 0.692 =>

w

= 0.83 / w = 0.615

k = 5.340 ; E

reduction factor

= 190 000 000 * t^2 / h^2 = 19908.240

Vpl, rd_res = Vpl, rd* w* 0/ 1=13769.22*0.615*1.0/1.1=7698.246

shear resistance

reduced plastic

Shear Resistance in y direction for beam

Vpl_rd=13769.22
L-loc is defined =>

plastic shear resistance

a = 8.000

Reduction required? L/t >= 72 * / with = 1.2 for steel grades <= 460
97.682 >= 50.250

=> yes

a / b = L-loc / hw = 8.000 / 2.540 = 3.150 > 1 =>

5.743

k = 5.34 + 4.00 * ( b / a )^2 =

w = hw / ( 37.4 * t * * k ) with hw = 2.54 ; t = 0.026 => w = 1,301

w > 0.83 / => 1.301 > 0.692 => w

= 0.83 / w = 0.638

reduction factor

Vpl, rd_res = Vpl, rd* w* 0/ 1=13769.22*0.638*1.0/1.1=7696.148

shear resistance

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5.4.3 RM Bridge Results

The following table shows a summary of the calculated bending resistance values for the
composite section over pier 1 (begin of element 201) and in the centre of span 2 (begin of
element 214) to be compared with the above hand-calculated values. The full development of
resistances along the bridge is shown in the subsequent 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.
The table contains the relevant resistance values together with additional eccentricities of the
normal force, if the effective cross-section has been changed for accounting for local buckling
hazard. For lateral torsional buckling only the negative moment is relevant (bottom flange in
compression) as the top flange is laterally fixed by the concrete plate. I.e. lateral torsional
buckling needs not be considered in the centre span. No reduction for lateral torsional buckling is applied in element 201.
Table 5-5: Element resistence table

Bentley Systems

Elem N+

My+

Mz+

ey+ ez+

N-

My-

201

119764.6

24668.02 174974.1 0.0

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

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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

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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.

5.5 Capacity Factors

5.5.1 Definitions
Capacity factors are utilization levels describing the utilization of the resistance of a crosssection under the design loading. They will be greater than 1.0 when the generalized resistance is less than the generalized impact.
The definition and calculation of these capacity factors is based on the respective formulas
required for verification of mixed impact and given in the design codes:
(E.g. EN 1993-1-1, 6.2.1(7)): NEd/NRd + My, Ed/My, Rd + Mz, Ed/Mz, Rd 1
RM Bridge allows for calculating different capacity factors relating to individual internal
force components or to a mixed impact.
For normal force and bending we have the following capacity factors:
CN = NEd / Nt,Rd or NEd / Nc,Rd

Capacity factor for normal force

CMy = My,Ed / My+,Rd or My,Ed / My-,Rd

Capacity factor for My

CMz = Mz,Ed / Mz+,Rd or Mz,Ed / Mz-,Rd

Capacity factor for Mz

C2d,y = NEd/NRd + My,Ed/My,Rd

Capacity factor for combination N + My

C2d,z = NEd/NRd + Mz,Ed/Mz,Rd

Capacity factor for combination N + Mz

C3d = NEd/NRd + My, Ed/My, Rd + Mz, Ed/Mz, Rd Capacity factor for the full vector N + My +Mz

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5.5.2 Resulting Capacity factors

Figure 5-8: Girder 1 composite section capacity factors

5.6 Consideration of locked-in stresses

Calculation of resistances due to lockedin stress
w1_Deck:007, Elements 402 and 10402

LC SUM-SW as locked-in
stress

N / Mx

10402 (single steel)

-29.20/85.56

-19.63 / -50.92

-1198.29 / 24.91

29.20/-274.79

-29.14 / -86.03

-1198.29 / 24.91

402 (joined composite)

Class Mz-, N

Bentley Systems

My / Mz

Qy / Qz

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Composite

CS Resistance

BucklingResistance Remaining 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

Calculated via fy_eff

Nc_remaining calculated via fy_eff

Relevant stresspoint: SlenderF:SLP05:2 (SLP06)
y_steel = ey_steel y_stpt = -1.896 + 3.196 = 0.5; z_steel = ez_steel z_stpt = 0 0.6 = 0.6
fyc = -335000 ; E = 2.1E8 ; Iz_steel = 0.009095 ; Iy_steel = 0.1973 ; Aeff_steel = 0.096,
Ac_comp = 0.230
chi_steel = 0.751
eps = N_steel / E / Aeff_steel + Mz_steel / E / Iz_steel * y_steel + My_steel / E / Iy_steel *
z_steel = -0.00000923
=>fy_eff = fyc * chi_steel E * eps = -251585.000 + 1938.300 = -249646.700
Nc_comp = fyc * Ac_comp = -77050
Nc_b_comp = fy_eff * Ac_comp = -57418.741

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Nt_remaining calculated via fy_eff

Relevant stresspoint: SlenderF:SLP01:2 (SLP02)
y_steel = ey_steel y_stpt = -1.896 + 0.436 = -1.460; z_steel = ez_steel z_stpt = 0 0.5 = 0.5
fyt = 335000 ; E = 2.1E8 ; Iz_steel = 0.009095 ; Iy_steel = 0.1973 ; Aeff_steel = 0.096,
At_comp = 0.158
chi_steel = 1.000 (no buckling hazard for tension)
eps = N_steel / E / Aeff_steel + Mz_steel / E / Iz_steel * y_steel + My_steel / E / Iy_steel *
z_steel = 0.000005485
=>fy_eff = fyt * chi_steel E * eps = 335000 1151.800 = 333848.200
Nt_comp = fyt * At_comp = 52930.000
Nt_b_comp = fy_eff * At_comp = 52748.016
Mz-_remaining calculated via fy_eff
Relevant stresspoint: SlenderF: SLP05:2 (SLP06);
y_steel = ey_steel y_stpt = -1.896 + 3.196 = 1.3; z_steel = ez_steel z_stpt = 0 + 0.6 = 0.6
fy = +/-335000 ; E_comp = 2.1E8 ; Iz_steel = 0.1973 ; Ax_steel = 0.13716
chi_steel = 1.000; y_steel > 0 => compression => fy = -335000
eps = N_steel / E / Aeff_steel + Mz_steel / E / Iz_steel * y_steel + My_steel / E / Iy_steel *
z_steel = -0.00000878
=>fy_eff = fy * chi_steel E * eps = -335000 + 1843.38 = -333156.603
y_comp = ey_eff_comp_iter1 y_stpt = -0.557 + 3.196 = 2.639
kappa = fy_eff / E / y_comp = -0.00060116
Izeff_comp_iter1 = 0.395175
Mz-_comp = kappa0 * E_comp * Izeff_comp_iter1 = -49888.264

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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

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Austria

RM Bridge

Steel Design Checks

Composite Bridge Steel Design EC

5-40

Figure 5-11: Shear resistances due to locked in stresses on composite section

Bentley Systems

Austria