PII: soo4!

5-7949(96)ooo33-8

Computers & Swuc~es Vol 60, No. 6, Pp 957-969. 1996

Copyright 0 1996 Elkner Science Ltd
Pnnted in Great Britain.All rights resmwd
OLW-7949/96SlS.00 + 0.00

COMPUTER AIDED DESIGN OF PRESTRESSED

CONCRETE HIGHWAY BRIDGES
A. C. Aparicio, J. R. Casas and G. Ramos
E.T.S.

Ing. de Caminos, Technical University of Catalunya, Gran Capitan s/n. Modulo Cl. 08034
Barcelona, Spain
(Received 16 March 1995)

Abstract-The paper presents a computer aided design system for prestressed concrete highway bridges
which, starting from few geometrical data, provides the complete geometry, prestressing steel, reinforcing
steel, amount of materials and cost of all the bridge elements: deck, bearings, piers, abutments and
foundations. Different configurations are devised, from short and medium to long-span bridges,
accounting for different deck super-structures and erection methods. All the results are displayed on the
computer screen and can be printed. The system provides also DXF files containing the general layout,
cross-sections and prestressing arrangement of box girder bridges. This system allows, in a short time, an
accurate design and an economical estimation of a particular bridge, taking into account the most
important technical requirements. It is a useful decision-making tool for both design and administration
engineers. Copyright 0 1996 Elsevier Science Ltd

2. DEFINITION

1. INTRODUCTION

Structural analysis was one of the earliest scientific and technical jobs assigned to computers. Important improvements have been developed in that
area until now. But in the late 1970s a new step
was forwarded: the computer is not used anymore
to only perform calculations (strain, stress,. . .)
based on a mathematical model, but the engineer
designs the structure by computers, preprocess
software packages perform a mathematical model,
structural analysis software is used in the resolution
and the final results are automatically displayed by
means of sophisticated
postprocess
programs.
When the designed structure is finally decided,
additional software is used to produce the final
drawings.
Nevertheless, the engineer always played an
important role in the whole process: conception of the
structure, and trial and error process via computer to
optimize the final design from both technical and
economical viewpoints.
But nowadays, new possibilities can be requested:
the computer itself is able to design the structure,
evaluate its reliability performance, display the final
drawing and evaluate the total cost. This paper
presents the research carried out by the authors in
the area of computer design of highway prestressed
concrete bridges. This work focuses on all the bridge
elements: deck superstructure,
bearings,
piers,
abutments, foundations, definition of prestressing
and reinforcement steel and evaluation of the total
wst.
951

OF THE SYSTEM

CHARACTERISTICS

The system designs highway prestressed concrete

used in Spain
Jridges, the most commonly
md European countries. Different configurations
Ire
devised,
from
short
(L < 15m)
and
nedium (15-60 m) to long-span
bridges (L d
150 m).
2.1. Designed elements
(1) Deck superstructures for short and medium
rpan bndges. The alternatives are:
Dprecast beams with prestressed tendons and
compression slab;
~precast beams with postensioned tendons and
compression slab;
Dsingle span cast in place slabs;
~multispan cast in place slabs.
(2) Box beam superstructures
for long-span
bridges (L < 150 m) with variable cross-section
depth and built utilizing the cast-in-place balanced
cantilever method.
(3) Bearings for the designed decks.
(4) Reinforced concrete piers.
(5) Reinforced concrete abutments including wing
walls and retaining walls.
(6) Pier and abutment foundations
composed
of shallow (footings) or deep (piles) elements,
depending on geotechnical properties.
(7) Auxiliary construction
elements for foundations in rivers (man-made peninsula, sheet piles,
concrete walls, etc. . .).

A. C. Aparicro et al.

958
2.2. Basic design assumptions

2.4. System capabilities

The system allows the following possibilities:

(1) Use of different live load models defined by the
user according to assumed national or international
regulations;
(2) definition of material properties (concrete,
reinforcing and prestressing steel, bearings, etc. .)
and safety factors to be used in the design;
(3) definition of serviceability and resistance
requirements depending on the code assumed by the
user (allowable or ultimate stresses in bending, shear,
torsion, etc. . .).
In the examples presented in the paper, the system
operates with the live-load model, the material
properties
and safety factors stated in the
Spanish code where the verification criteria for
reinforced and prestressed elements are based on
C.E.B. recommendations [l].

The program allows for:

(1) preliminary design of a bridge taking into
account technical, economical and aesthetic requirements;
(2) comparison of different possible solutions in a
fast, complete and accurate way;
(3) technical and economical evaluation of different bridge designs;
(4) evaluation of additional economical effort by
the Highway Authority due to changes in the liveload model, design codes or safety factors depending
on quality assurance requirements.

2.3. Results
The computer aided system displays the following
results:
(1) geometrical definition of deck, bearings, piers,
abutments and foundations;
(2) amount and location of reinforcing steel;
(3) amount and geometrical layout of prestressing
steel;
(4) amount of materials and auxiliar construction
elements;
(5) cost estimate;
(6) principal drawings of the structure.
The results for a particular designed bridge can be
stored on a hard disk or diskette and recovered for
editing, modifying or up-dating.

kd

3. DECK DESIGN

3.1. Deck options

At this moment the following deck configurations

can be designed:
(1) Precast pretensioned beams with compression
slab. The beams are assumed to be precast with
pretensioned tendons anchored by bond in concrete.
Applicability. Simply-supported bridges with spans
up to 45 m, maximum number of spans: 20, deck
width up to 16.75 m.
Design criteria. The different beam types manufactured by Spanish precast plants are part of the
systems internal data base. They are automatically
chosen and the alternative solutions presented to the
user who may select the most appropriate based on
functional or aesthetic judgements.
(2) Precast postensioned beams with compression
slab. The beams are assumed to be precast at the

DEPMflENT
OFBRIDGES
Technical
Uniwrsityof Catalunya,
Barcelona
Dimensions
of the beam

_ Depth
of the beam:Hv: 1,75

Doyouuanta scaleddrawing
(Y/N)?
I
Fig. 1. Beam geometry.

Prestressed concrete highway bridges

959

DEI'MIIIEII! OFRIDGES
t Catalunya,
Technical
University
Barcelona

$2

B
+

HIl
v

Span: 1

B: 14176 H= 11%

NI 6 (number
of beams)

Hu: 1875

u : 1,13

s :

2#50

Doyouwanta scaleddrawing
(Y/N)?
1
Fig. 2. Precast beams with compression slab deck geometry.

work site with postensioned tendons anchored in

permanent anchorage devices and inserted into ducts
posteriorly grouted with cement mortar.
Applicability. Simply-supported bridges with spans
up to 45m, maximum number of spans: 20, deck
width up to 16.75 m.
Design criteria. This deck option is taken into
account only if the number of T-beams is great
enough to amortize the cost of the formwork and
auxiliary equipment required for the beams.

The deck is composed of a number of T-beams

(selected by the computer) placed by means of crane
or beam launcher (selected by the user in a function
of particular construction site characteristics) and a
slab casted above or between the beams.
The computer program proposes the number of
beams and displays a suitable geometrical design for
the beam using empirical and statistical data. Structural analysis and optimization routines are then
applied to adjust the final design. See Figs 1 and 2.

DEPMHEM
OFBRIDGES
technicalUniversity
of Catalunya,
Barcelona

$2

Ul E3

Bl

B: 14876 Bl : 9,2

Nl: 5

Ul: 2,48

El : ,15

D= 1,3

H= 1,6

E2= 135

Doyouwanta scaleddrawing
(Y/N)
?I
Fig. 3. Central-spin with side cantilevers slab geometry

960

A. C. Aparicio et al.

DEPRRMM
OF MIDGES
bchnicalUniversity
of Catalunya,
Barcelona

BF

BF : 9S5

BU: 3,6

H= 1,35

H2: 182

D: 1,W

NI 6

Bl
Hl : 115

(N:num,circularuoids)

Doyouwanta escaleddrawing
(Y/N)
?I
Fig. 4. Distributed inertia slab geometry.

(3) Slab decks. Solid or cellular with single or

multiple spans.
Applicability. Cast in place of construction using
total length formwork, and temporary falsework
directly supported on the ground.
Design criteria. Maximum bridge length: 120m,
maximum span length: 45 m, constant or variable
cross-section depth, cross-section options:
(a) central-spine with side cantilevers (Fig. 3);

(b) distributed inertia (Fig. 4);

(c) several longitudinal girders linked by a continuous slab (Fig. 5).
The cross-section
configuration
should
be
chosen by the user. The system performs an initial
geometrical design using the criteria based on
statistics and the authors own experience. The
preliminary design is adjusted through structural
analysis and optimization routines.

DEPMHENT
OFBRIDGES
Technical
Uniwrsityof Catalunya,
Barcelona
El E2

E5 E3

Vi

Bl
El : 115

I1
E2: 125

Ei

E3: 126

E4: 825

Bl : 3161 Ul: 1,245 Ll I 2,62 H: 186

N: 2 N:nun, circ, voidsof eachgirder D: 1,3
E5: 14

Doyouwanta scaleddrawing
(Y/N)
?I

Fig. 5. Longitudinal girders linked by continuous slab geometry.

961

Prestressed concrete highway bridges

hi!

RmmENfOFBBIIIGES
M&al University
of CatalunyaI
Barcelona

5M

v
OS5 u1: 0196u2: 2872CI= 0,s
HfI: 6% HCL
: 2,3Q
CSz 1,20 El : QJS E2= 0168E3: b22 E4: 0133E5= 0125E6: I,38
E3tl= 0,91
Fig. 6. Box cross-section deck geometry.

(4) Continuous box girder decks with variable depth

erected by the balanced cantilever method (Figs 6

and 7).
Applicability. Total length of the bridge up to
6OOm, maximum span-length: 150m, number of
spans: 1-5, deck width up to 16.75m.
Design criteria. Cast-in-place
construction
by
the balanced
cantilever
method
using form
travellers.

3.2. Structural analysis

Internal forces due to self-weight, dead load, prestressing and distributed uniform live load are evaluated based on one-dimensional
behaviour. For
multiple span slab and box girder decks, a continuous
beam model is used. This model is based on a
flexibility analysis, thus
F-f =a

,
!d

DEPIMENT
OFBRIDGES
Iethical Uniwsityof Catalunya,
Barcelona
Crafic scale:&

Pressany

key to continue

Fig. 7. Box cross-section scaled drawing.

A. C. Aparicio et al.

962

where u are displacements (in this case rotations), f

are forces (in this case continuity bending moments)
and F is the flexibility matrix.
This flexibility matrix is easily obtained for a
constant depth deck, but when the depth of the deck
is variable, each span is divided into 10 segments and
the flexibility matrix is evaluated by numerical integration along these segments.
Once the flexibility matrix and the isostatic rotations are obtained, the continuity moments can be
calculated from
j-= F-.a.
The action of concentrated live-load is analysed by
means of orthotropic
deck methods for Tbeams + slab and slab decks. These methods model
the deck like an orthotropic slab, obtaining the
classical differential equation

Dx$+2H
&+Dy$= -P(x,Y),
Y

where D, is the stiffness in the x-direction, D, is the

stiffness in the y-direction
and 2H = D, +
DyX+ D, + D, . OX, and O,,Xare the torsional stiffness
in both directions and D, = vD,, D, = vDy.
This equation can be solved easily by computer
developing the load p(x, y) in Fourier series.
Box girder decks cannot
be modeled like
orthotropic slabs. So a parametric study was developed using a grillage analysis to obtain the eccentricity coefficient to apply to the concentrate live load
bending moment, depending on the width, the depth
and the span of the bridge.
Starting from the internal forces due to external
actions, the required force and geometrical layout of
prestressing is proposed. This data is used to evaluate
the total bending moments and shear forces due to
prestressing.
For multiple span decks, the internal forces due to
prestressing are evaluated using the same continuous
beam model described above. To evaluate the isostatic rotation of each span, it is necessary to integrate numerically the equation

where P(x) is the prestressing force, variable with x

due to losses, e(x) is the eccentricity of the tendon,
E is the modulus of elasticity, I(x) is the inertia
modulus, depending on the depth of the deck and L
is the span length.
Once all the internal forces are evaluated, the
serviceability limit state concerning normal stresses at
any section of the bridge is verified. If the limit state
function (full or partial prestressing as defined by the
user) is fulfilled at all sections (10 per span) the
prestressing is certified as valid, if not, the system

designs a new prestressing force and geometrical

layout by an iterative algorithm until the limit state
is accomplished.
For box girder decks, additional considerations
must be taken into account. The internal forces due
to self-weight are computed according to symmetrical
cast-in-place cantilever construction from the piers.
In the final configuration (after bridge completion),
the forces caused by temperature gradients and
internal redistribution due to creep are considered in
the verification of the serviceability limit states, in
conjunction with the action of permanent dead and
live loads.
The calculations related to prestressing are similar
to those used for multiple-span slabs with the particular location and tendons geometry associated with the
construction
method. The prestressing tendons
placed on the upper flange are designed according to
internal forces during construction and normal service of the bridge. The continuity tendons placed m
the lower slab of the box are dimensioned according
to superimposed dead load, live load, temperature
and creep effects. The initial prestressing arrangement
is then used to evaluate the total forces due to
prestressing by an iterative algorithm. The final prestressing force and geometry are adjusted in order to
fulfil normal stress requirements in the entire bridge.
3.3. Design of reinforcing steel
During the structural analysis of the proposed
bridge, several ultimate limit state requirements are
also checked. The concrete thickness of critical sections is verified in order to obtain the required safety
levels of shear and torsion in the webs and flanges,
and of bending moment in the flanges. Once the
section dimensions are verified in terms of allowable
concrete compression, the reinforcing steel necessary
in webs and flanges to resist shear and torsion is
evaluated.
Lastly, the program evaluates the reinforcing steel
to assure the structural capacity in transverse bending
and diaphragms over piers and abutments.
3.4. Example: continuous long span bridge
Figure 8 is a plot of the bridge to be designed. The
total length is 350 m and the span lengths are
60 + 115 + 115 f 60. The height of the road over the
river is 29 m.
The user has to input the following data.
number of spans and span lengths;
definition of superstructure;
ldistance from the road to ground in each pier and
abutment;
l construction
by the balanced cantilever method;
l earthquake
forces neglected.

In turn, the computer system displays the main

parameters of the cross-section as presented in Fig. 6.
The scaled drawing appears in Fig. 7. Because of the

963

Prestressed concrete highway bridges

Scale

1:1000

+__~_~__.~.~___-_--PLAN
Scale

1:1000

35000

_~__~_.

.__~~~_~~ -~ -.

-+

_.___--1

CROSS SECTION
Scale 1:100
CWIL ENGINEERING

TECHNICAL UNIVERSITY OF CATALUNYA

BRIDGES DIVISION

CAD - BRIDGE Program

Fig. 8. Elevation, plan and cross-section plot from DXF file.

I
!

H-765

x 135

LONGITUDINAL SECTION . Scale 1:1000

CROSS SECTION AT MID-SPAN

Scale 1:100

CROSS
TECHNICAL UNIVERSITY OF CATALUNYA
BARCELONA - SPAIN

CIVIL ENGINEERING

SECTION AT PIER . Scale 1: 100

BRIOGES DIVISION

Fig. 9. Longitudinal section and cross-section plot from DXF file.

CAD - BRIDGE Program

A. C. Aparicio et al.

2T12405"
4T12405"
o 4 T 124 0 5"
Q 4T12405"
o 2 T 124 0.5"
d 6 T124 0 5"
d 6 T 124 0.5"
6 Tl24 0 5"
0 bT12405"
o BT12405"
0 6 T 124 0 5"
o 6 T124 0 5"
0
ET12405

D
D
D
D
D
D
D
D
D
D
D
I
II
,bT12405"

11

11
a

T124 O.S"p----------a

7 T12405'
7712405
7T12405

D
D

-7T12405
D---7712405

PRESTRESSING LAYOUT
ScaleI:500
Spans l-2

TECHNICALUNIVERSITYOF CATALUNYA
BARCELONA-SPAIN

Fig.

CIVILENGINEERING

10. Prestressing

BRIDGES DIVISION

CAD-BRIDGE Program

layout plot from DXF file.

piers height, the most adequate solution is slender

vertical legs 29 m high with a separation of 6.30 m.
This solution performs well, both during construction
(when stability requirements are enlarged) and final
stage (when flexibility requirements are important as
well to minimize the stresses due to creep, shrinkage
and thermal longitudinal deformations). On the other
hand, the proposed pier shape would not be acceptable if the bridge were in a seismic zone. Lastly, the
prestressing definition is displayed on the computer

screen. If desired, the final results concerning dimensions and prestressing layout can also be plotted
(Figs 9 and 10).
4. BEARING DESIGN

With the basic data previously input and the

calculations performed in the deck module, the bearing elements are automatically calculated.
According to the assumed deck configuration, the
following criteria are adopted:
1

ki

DmR!IlENT
OFBRIDGES
Technical
Uniuersity
of Catalunya,
Barcelona
BEfIRMS

Abutment
1
Pier 1
Pier2
Pier3
flbutment
2

2 slidingPOT
bearings
for 288Tm
Slender
verticallegshingedto the deck
Slender
verticallegsfixedta the deck
Slender
verticallegshingedto the deck
2 slidingPOT
bearings
for 200Tm
Pressanykeyto continue
Fig.

11. Bearings.

Prestressed concrete highway bridges

965

DEItIRmI
8FIlllIbGES
Technical
biuersity of Catalunya,
Barcelona
Pierbetueen
the spans112

Bi

Hl

Hl: 8160

&

A
0

(%

4 D= 1838
Bl :14,76

!,.....I..,....a,...
*1

H2: 1845
s : 5,70
B2: 1,7e

:3
Nunher
ofcolumns

r+
4r

R = 180

Doyouwanta escaled
drawing
of the pier (Y/n)?I
Fig. 12. Transverse frame piers geometry.

(a) Beams and slab deck. A maximum number

of three spans may be longitudinally
linked
by means of a compression
slab. The types
of bearings used are steel-reinforced elastomeric
with or without teflon-steel interface (sliding bearings).
(b) Slab deck. Steel-reinforced elastomeric bearings with or without sliding capacity are designed.

DEPIIIMM
1wBRIDUS
Technical
Uniuersity
of Catalunya,
Barcelona
Bl

Pierbetueen
the spans1 d 2
Ii2

H3
11
Hl

(c) Box girder. POT bearings (fixed, guided or

unguided) are designed.
The bearings are designed using the vertical and
horizontal reactions derived from the structural
analysis of the deck.
Figure 11 shows the bearing elements designed for
the balanced cantilever box girder bridge presented in
Section 3.4.

B3,
Pi

Hl:35,94

f
.....I........
......*a......

D3: 4SD
B3: 2188

Ha=oh@

t ~--------\

H3: 2811

B2= 2108

8 : loo
thickness
of the box:e:M

Fig. 13. Hammer head pier geometry.

966

A. C. Aparicio er al.

DEPflRMENT
01BRIDGES
TechnicalUniversityof Catalunya,Barcelona
Pier between
the spans1 di 2
i-lH

Number
of columns
: 2

l--l+
S

H= 1160

Hl

Hi: lo,40

Doyouwanta escaled
drawingof the pier (Y/N)?I
J
Frg. 14. Cylindrical piers geometry.
5. PIERS

The computer system designs the piers taking into

account the pier height and the deck type. Therefore,
the only data to be entered in this phase is the pier
height, while the remaining data (actions at the top
of the pier) come from the other modules.
Depending on the deck, the following pier shapes
can be adopted:
(a) Beams and slab deck. Maximum pier height =
60m

$2

transverse frame piers for height less than 12 m

(Fig. 12);
hammer head piers for heights ranging from 12 to
60 m. The cross-section is circular, circular voided
with constant or variable width and rectangular
box section with variable width function of pier
height (Fig. 13).

(b) Slab deck. Maximum pier height = 16 m

The pier configuration can be selected by the user
depending on the number of bearings.

DEPMTMT
OFBRIDGES
TechnicalUniwrsityof Catalunya,Barcelona
Pier between
the spans1 ~72

Hl: lo,40
Bl: 9126

Bl

R I: 100
Doyouwanta escaled
drawingof the pier (Y/N)?I

Fig. 15. Wall pier geometry.

967

Prestressed concrete highway bridges

l

cylindrical-one

Front wall

wall pier--only

(a) Closed front wall. With constant or variable

cross-section depth.
(b) Open front wall. Frame structure composed by
two or more vertical elements supporting a horizontal
beam where the bearings are disposed.
(c) Buttresses front wall. Figure 17 shows the
geometry of this front wall.
(d) Beam. Directly supported
on the earth
embankment.

support per bearing (Fig. 14);

used when more than one bearings
are placed in a supporting line (Fig. 15).

(c) Box girder. Maximum pier height = 60 m

Because of the cantilever construction method the
relationship between pier and deck is very important
and, consequently, the pier configuration must be
selected while the deck is designed. The pier shapes
are:
l massive

piers-used
for low pier heights and
continuous beam statical configurations.
l slender vertical legs-for
medium heights and relatively low longitudinal long-term deformations due
to prestressing, creep, shrinkage and temperature.
The deck-pier connection may be hinged or
clamped (Fig. 16).
l rectangular
box section--to be used for very high
piers when the bridge statical configuration is a
frame.

The piers reinforcing steel is calculated in a function of the most unfavourable combination, including
earthquake and wind actions, during the construction
and service life.

Foundation

(a) Shallow foundation. Starting from the most

characteristic geotechnical ground parameters the
system evaluates the safety level for abutment
rotation, abutment sliding and the maximum stress in
the ground.
(b) Deep foundation. The system proposes a set of
different possible piles and the user selects the most
appropriate. Up to four different ground levels can be
taken into account in the calculation of maximum
pile capacity.
Wing walls

Composed by retaining walls which may be placed

orthogonal, or in another direction, relative to the
front wall.
7. PIER FOUNDATION

6. ABUTMENTS
The system performs a complete geometrical definition, structural analysis, verification of the most
stressed sections, and design of reinforcement steel
for the different abutment elements: front wall,
retaining wall, wing wall and foundations.
Different options are available for these elements:

Three types of foundation

are available:

shallow;
half-deep;
ldeepwith
the piles linked by a cap or using
pier-pile configurations.
The user can choose
between piles with different diameter.
l

DEPfMTHENT
OFBRIDGES
TechnicalUniwrsityof Catalunya,Barcelona

PIERNUN,:
1
F

TYPE:
SLENDER UERTIUK
LEGS
H: 22,70

E= 1635

S: 6130

F:: 7,40

Doyouwanta
escaleddrawing(Y/N)?)

Fig. 16. Slender vertical legs geometry.

968

A. C. Aparicio et al.

DEPMMNT
OFBRIDGES
Technical
University
of Catalunyaa
Barcelona

ki
.

5
-

AA

EI

B
d/L

H :12,88

B : 0,44 E : I,74 F : L50 G: Qm96

i : h36 U: 4,86

k : 8,3tI 1 : 0175B117150d : 0840T = 1,68 s : 2#I

: #A

nuti,counterforts
: 5

Doyouwanta scaleddrauing(Y/N)
?I

Fig. 17. Beam and slab wall geometry.

If the foundation is located in a river, the system

designs a man-made peninsula and a protection
against scouring if necessary. Also, the existence of a
ground water table can be considered. In both cases,
the system designs a dry zone by means of sheet piles
or concrete walls that avoids siphoning and evaluates
the total amount of water to be pumped off.
An example of a deep foundation is shown in
Fig. 18.

8. RESULTS
The final results are the summary of computation
results, a set of printed output, the amount of
materials, a cost estimate and a group of DXF files.
8.1. Print-out
The system gives all the obtained
printer:

DEPfWEN~
OFBRIDGES
Technical
Uniuersity
of Catalunya,
Barcelona
h
b
Dianreter
: L5 ( 10 piles 1
M!I SH

ki

iI =

16,50 C

22,50 SW 2825

3150

SUP:2125 SUl: L50

SU2:1150 SHI 4150
C

SHl: 1450

L
!

Pressanykeyto continue
Fig. 18. Deep foundation geometry.

results via

969

Prestressed concrete highway bridges

design hypotheses: live load model, materials
strength, safety factors . . . ;
lgeometric definition of the designed parts of the
bridge;
l internal forces in the most important
sections of the
different elements;
l amount
of materials and cost.

contractor is proficient with the method. Nevertheless, the computer aided design system could be easily
extended to this technique if new construction
requirements were adopted in Spain.
Future research may focus on railway bridges,
because of the important high-speed railway network
soon to be constructed in the European countries.

8.2. Total cost

With the amount of materials evaluated in the
previous sections (deck, piers. . .) and the previously
defined material prices, the system calculates the total
cost of the bridge. It is very easy to perform a
sensitivity analysis in order to know the influence of
any variation in material price or quantity in the final
cost of the bridge.
8.3. Graphical display
The generated DXF files contain the general layout, cross-sections and prestressing arrangement of
box girder bridges (Figs 8-10).
9. FUTURE

DEVELOPMENTS

At this moment new work has been started to

take into account the design of continuous box
girder bridges, built up span by span or using the
incremental launching method. The prestressing is
always placed in grouted ducts bonded to the concrete.
The method of precast segmental construction is
hardly used in Spain at this moment. Only one

IO. CONCLUSIONS

The personal computer aided design system herein

presented allows, in a short time (less than 2 h) and
in an interactive way, an accurate design and economical estimation of a particular bridge, taking into
account the most important technical requirements.
Therefore, the system is an important decisionmaking tool for the design engineer, allowing easy
comparative studies (from both technical and economical viewpoints) among different solutions and, as
a consequence, an objective election of the most
adequate one.
Acknowledgements-Financial support for this project was
received from the Spanish Ministry of Transport and Public
Works (Structures &rd Bridges division) through research
contracts CV-768, CV-1008 and CV-1226 with the Bridge
Group of the Construction Engineering Department of the
Technical University of Catalunya.
REFERENCES

1. C.E.B./F.I.P.
Model
Code
90,
Comitk
International du B&ton, Lausanne (1990).

Euro-