Structural Engineering

KSCE Journal of Civil Engineering

Vol. 10, No. 5 / September 2006
pp. 357~363

Structural Performance of Steel-concrete Composite Deck for

Steel-box Girder Bridges
By Hyeong-Yeol Kim*, Youn-Ju Jeong**, Tae-Hyup Kim***, and Sun-Kyu Park****

Abstract
This paper presents the structural performance of steel-concrete composite decks with profiled steel sheeting. The main objective
of this study is to develop a long span composite deck that weighs less than the conventional cast-in-place concrete deck. The
proposed deck system is composed of profiled sheeting that is perpendicular to the steel girder with perfobond rib shear connectors
welded to the sheeting. For a prototype two-cell steel-box girder bridge, a composite deck profile was designed. A total of eight fullscale deck specimens with different shear span ratios were tested under a static monotonic loading to examine the structural
performance of the proposed deck system. The test results were compared with those obtained by finite element analysis and
analytical equation. The load-deflection behaviors of the proposed deck system were also compared with those of the cast-in-place
concrete deck. The results have indicated that the strength and behavior of the composite deck proposed in this study are governed by
the horizontal shear interaction between the sheeting and the concrete. The flexural strength of the proposed deck system under
positive bending is approximately 2.5 times greater than that of a typically designed cast-in-place concrete deck with the deck
weighing 30 % less.
Keywords: bridge deck, shear connector, profiled steel sheeting, experiment, steel-box girder bridge

1. Introduction
Although several different types of deck systems have been
introduced and used to build the deck of a girder bridge, the castin-place reinforced concrete (CIP RC) deck is the most common.
The major shortcomings of the CIP RC deck are its low
constructability during erection and low durability. Furthermore,
in the design of steel-box girder bridges, especially two-cell
girder systems, the spacing of the girders is often limited by the
span length of the RC deck due to its low bending rigidity. For
this reason, the CIP RC decks with typical span lengths are
usually supported by intermediate beams.
In these days, stay-in-place steel forms are often used to
enhance the constructability of the CIP RC decks for steel girder
bridges. The steel forms are generally profiled and made of lightgauge steel sheets with indentations or embossments. If a
composite action between the steel form and the concrete can be
obtained, stay-in-place forms can partially act as a tensile
reinforcement and the cross-sectional area of the deck can be
somewhat reduced. However, the indentations or embossments
formed in the steel forms cannot provide enough horizontal shear
resistance to obtain the composite action for the deck under a live
load. Therefore, the composite action between the steel form and
the concrete is generally neglected in the design of a RC deck.
This paper describes the structural performance of steelconcrete composite decks with profiled sheeting. The main

objective of this study is to develop a long span composite deck

for steel-girder bridges that weighs less than the typically
designed CIP RC deck. To accomplish the objective of this
study, a high strength composite deck profile was proposed and
designed for a prototype two-cell steel-box girder bridge. A total
of eight full-scale deck specimens with different shear span
ratios were tested under a static monotonic loading to examine
the structural performance of the proposed deck system, with
emphasis on composite action. The test results were compared
with those obtained through a finite element analysis as well as
analytical equation. The load-deflection behaviors of the
proposed deck system were also compared with those of the CIP
RC deck.

2. Proposed Deck System

2.1 Deck Profile
Fig. 1 shows a schematic of the steel-concrete composite
bridge deck system proposed in this study. The deck consists of
profiled steel sheeting, perfobond rib shear connectors, steel
reinforcements, and concrete. The profiled sheeting is
perpendicular to the steel girder. Since the profiled sheeting is
considered as a tensile reinforcement in the design of the deck,
bottom reinforcing bars are no longer required. The profiled
sheeting must be galvanized to resist corrosion for practical
application.

*Member, Research Fellow, Structure Research Department, Korea Institute of Construction Technology, Gyeonggi-Do 411-712, Korea (Corresponding
Author, E-mail: hykim1@kict.re.kr)
**Member, Senior Researcher, Structure Research Department, Korea Institute of Construction Technology, Gyeonggi-Do 411-712, Korea (E-mail:
yjjeong@kict.re.kr)
***Member, Graduate Student, Department of Civil Engineering, Sungkyunkwan University, Suwon, Korea (E-mail: kth428@hanmail.net)
****Member, Professor, Department of Civil Engineering, Sungkyunkwan University, Suwon, Korea (E-mail: psk@skku.edu)
Vol. 10, No. 5 / September 2006

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Hyeong-Yeol Kim, Youn-Ju Jeong, Tae-Hyup Kim, and Sun-Kyu Park

Fig. 2. Cross-section of a Steel-box Girder Bridge

Fig. 1. Schematics for the Proposed Deck Profile

The strength and behavior of composite decks with profiled

sheeting are generally governed by the interaction between the
sheeting and the concrete (CEN, 2002). To achieve the desired
composition action, horizontal shear force needs to be
transferred between the sheeting and the concrete. Although the
headed shear stud is the most commonly used type of shear
connectors, the studs may not be suitable for the proposed
system. Since the proposed system uses thin sheeting, studs that
are larger in diameter may cause welding problem. On the other
hand, the use of studs with smaller diameters increases the
number of studs required and might cause spatial obstacles
during erection.
An alternative type of shear connector that can be used for the
proposed system may be the perfobond rib. The perfobond rib
shear connector consists of a steel plate with a number of
uniformly spaced holes. If the holes in the perfobond rib are
filled with concrete, concrete dowels are formed, which provide
horizontal shear resistance between the steel sheeting and the
concrete.
The perfobond rib shear connector was firstly introduced by a
German consulting engineering firm (Zeller, 1987). Several
studies have been done on composite beams with perfobond ribs
(Veldanda and Hosain, 1992; Oguejiofor and Hosain, 1994;
Valente and Cruz, 2004). However, these were problems with the
CIP RC deck that rests on a steel beam.
In 2004, perfobond ribs were firstly utilized as shear
connectors for the composite deck system (KICT, 2004) and its
application to a prestressed concrete I-girder bridge was reported
by Kim et al. (2005). As a continuation of the investigation, an
experimental study was conducted to evaluate the horizontal
shear resistance of a perfobond rib shear connection using pushout tests (Kim and Goo, 2006). The potential advantages of the
perfobond rib shear connectors over the headed studs are: they
are easy to customize and fabricate; there are smaller obstacles
than the studs during erection; and a perfobond rib could replace
a number of headed studs.
A prototype steel-box-girder bridge, shown in Fig. 2, was
selected to be designed with the proposed deck system. The deck
between the girders was to be designed with profiled sheeting.
The clear span length of the composite deck was assumed to be
3.5 m, which is about 1.4 times longer than the typical CIP RC
decks. The bearing length of the profiled sheeting above each
girder was assumed to be 75 mm.
Standard design truck load DB-24 specified in the
Specifications (MOCT, 2000) was used as the design live load.
The self-weight of the deck including the 50 mm-thick asphalt

wearing surface was considered for the dead loads. The ultimate
strength method was employed for the deck design. The overall
design was driven by the strength limit state but the horizontal
shear capacity can be obtained from the test information. A
deflection limit of Span/800 was also employed.
Fig. 3 shows a cross-section of the composite deck profile
designed in this study. The dimensions of the deck profile were
determined based on a structural optimization and the results are
summarized in the reference by KICT (2004). The proposed
deck profile gave a reduction of about 30 % in self-weight of the
deck compared to typical CIP RC deck.
The required and design strengths per unit width of the deck
profile are summarized in Table 1. Using the live load and dead
loads assumed in the above, the required strengths of the deck
were computed by using the design equations in the
Specifications (MOCT, 2000). On the other hand, by assuming a
full composite action between the profiled sheeting and the
concrete, the design strengths of the proposed deck were
computed in accordance Eurocode 4 (CEN, 2002). The
perfobond ribs were excluded in the calculations of the design
strength of the deck. Since the deflection limit controls the
design, the design strength of the deck for positive bending was
assumed to be three times greater than the required.
2.2 Shear Connection
To date, no design information is available for composite
decks with perfobond ribs welded onto the profiled sheeting.
Existing studies by others (Veldanda and Hosain, 1992;
Oguejiofor and Hosain, 1994; Valente and Cruz, 2004) on

Fig. 3. Cross-sectional Dimensions of Deck Profile in mm

Table 1. Required and Design Strength per Unit Width of Deck
Description

Positive bending Negative bending Vertical shear

(kNm)
(kNm)
(kN)

Required strength

101.5

94.3

248.4

Design strength

305.1

108.4

501.6

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Structural Performance of Steel-concrete Composite Deck for Steel-box Girder Bridges

Fig. 4. Dimensions of a Perfobond Rib in mm (Kim and Goo, 2006)

composite beams with a shear connection of perfobond ribs

indicate that the horizontal shear capacity of perfobond ribs is
mainly influenced by the diameter and spacing of the holes.
Generally, the diameter of the hole has been assumed to be about
half the height of the perfobond rib. The spacing of the holes that
produces the maximum shear resistance ranges from 2D to 2.5D,
where D is the diameter of the hole (KICT, 2004).
In the preceding study (Kim and Goo, 2006), a series of pushout tests were conducted to examine the influence of the spacing
of holes within a perfobond rib on the horizontal shear
resistance. Since the fabrication of the specimens, testing method
and procedure, and test results are well summarized in the
reference by Kim and Goo (2006), the highlight of findings is
discussed in the following.
Fig. 4 shows the dimensions of a perfobond rib welded onto
profiled sheeting for the push-out specimen. The test parameters
considered were: (1) the presence of the holes; (2) the spacing of
the holes (S); and the presence of reinforcing bars passing
through the holes within the perfobond rib. The spacing of the
holes was assumed as 1.5D, 2.0D, and 3.0D. A total of ten
specimens were tested, with two for each case.
The results of tests indicated that the ultimate shear capacity of
the specimens with perfobond rib was at least 1.8 times greater
than that of a non-perforated rib. However, the influence of the
hole spacing on the ultimate shear capacity and end-slip behavior
was insignificant and the maximum difference was less than 7
%. As expected, the ultimate shear capacity of the specimens
with two reinforcing bars through the holes was approximately
15 % greater than those of specimens without the bars. Based on
the results of the experimental study highlighted above, the
spacing of the holes on the perfobond ribs for the proposed deck
system was finally selected as 2D.

3. Full-Scale Flexural Test

To examine the structural performance of the steel-concrete
composite deck proposed in this study, eight full-scale test
specimens were fabricated and tested. Fig. 5 shows the
dimensions of a full-scale test specimen.
An SS400-grade mild steel plate with a thickness of 8 mm was
profiled through the press braking process to form the profiled
sheeting. The perfobond rib was fabricated by cutting a 6 mmthick steel plate and cutting holes using a plasma jet machine.
The perfobond rib was welded onto the profiled sheeting using
an automatic welding machine.
As shown in Fig. 6, the reinforcing steel bars used for the
specimens were standard deformed bars with diameters of 16
mm, 19 mm, and 22 mm. The 19 mm-bars were used as the
primary reinforcement and were uniformly spaced at 125 mm.
Vol. 10, No. 5 / September 2006

Fig. 5. Full-scale Test Specimen: (a) Cross-sectional View; and (b)

Plan View

Fig. 6. Reinforcement Details for Half of the Specimen (units: mm)

The 16 mm-bars, H16 (2) in the figure, were used as the

transverse reinforcement to control the crack and were uniformly
spaced at 250 mm. The 16 mm-bars, H16 (1) in the figure,
passed through every other hole within the perfobond ribs to
reinforce the concrete dowels. Two 22 mm-bars were placed at
both ends of the deck to provide end anchorage.
The normal density concrete with design strength of 30 MPa, a
slump of 120 mm, and an entrained air of 5.1 % was used. The
compressive strength of the air-cured concrete at the time of the
test was identified through three cylinder tests, and the mean
value was 33.1 MPa.
For the purpose of comparison, two 1,000 u 3,700 mm
reinforced concrete deck specimens were also fabricated. The
depth of the specimens was 250 mm. The 19 mm-bars were
uniformly spaced at 220 mm and 125 mm for the top and the
bottom reinforcements respectively. The design strength of
normal density concrete was 27 MPa and the compressive
strength of the air-cured concrete at the time of the test was
identified as 26.1 MPa. The weight of materials used to build the
RC deck specimen per square meter is compared with that of the
proposed deck and provided in Table 2.
Fig. 7 shows a typical set-up for a four-point flexural testing.
The deck specimen was simply supported by a clear span length
(L) of 3.5 m. The shear span length (Ls) of the specimens, a
distance between a loading point and the nearest support, was
assumed as L/2, L/3, L/4, and L/5.3. Neoprene sheeting of 20
mm in thickness was placed underneath the rigid block. Except

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Hyeong-Yeol Kim, Youn-Ju Jeong, Tae-Hyup Kim, and Sun-Kyu Park

Table 2. Weight of Materials Used to Build a Deck Specimen per
Square Meter (units: kg)
Description

Proposed deck

CIP RC deck

Profiled sheeting (steel plate)

78.4

Perfobond rib (steel plate)

22.4

Top reinforcement

17.8

8.9

Bottom reinforcement

17.8

Transverse reinforcement

11.1

22.2

Concrete

448.5

625.0

4. Test Results and Discussion

4.1 Load-Displacement Behavior
Fig. 8 shows the load versus vertical displacement curves for
the composite deck specimens (SF series). The ultimate load,
initial concrete cracking load, sheet-yield load, mid-span vertical
displacement and horizontal end-slip at the ultimate load, and
failure mode of the specimens are also summarized in Table 3,
along with those of RC deck specimens (RC series). In the table,
the yield load was estimated using a strain gauge mounted on the
profiled sheeting at the mid span of the specimen.
The composite deck specimens showed a linear loaddisplacement behavior up to the point of failure, except for the
specimens with Ls=L/2. As the load increased, an initial crack
occurred at the bottom of the concrete within the shear span. A
number of cracks at the bottom of the concrete progressively
spread toward the top of the concrete at the loading point, as the
load further increased. Concrete cracks were observed on top of
the concrete slab underneath the rigid block at the ultimate load.
The location of the neutral axis for the specimen was estimated
using the measured strains. The neutral axis of the specimen was
located in the concrete slab and the mean value was about 100
mm from the bottom.
Fig. 9 shows a typical failure mechanism of the composite
deck specimen. A small amount of vertical separation between

Fig. 7. Test Set-up for Composite Deck Specimen

for the specimen with Ls = L/2, two equal concentrated loads

were applied through 250 mm u 500 mm rigid blocks.
Since a horizontal shear failure is the common failure mode for
most composite decks, two linear variable displacement transducers
(LVDTs) were positioned at both ends of the specimen to
measure the horizontal end-slip at the interface. Two LVDTs
were placed at the mid- and quarter-span of the specimen so that
the vertical displacement of the specimen could be measured at
different loading stages. A number of strain gauges were
mounted on the different locations of the concrete and the
profiled sheeting to measure the stains and to identify the neutral
axis of the specimen. A vertical monotonic loading with
displacement control of 0.02 mm/sec was applied to the
specimens using a servo-controlled actuator with a 3,500 kN
capacity.

Fig. 8. Load versus Mid-span Displacement Curves for Specimens

Table 3. Summary of Test Results for Full-scale Deck Specimens

Specimen
ID

Shear span
ratio (Ls)

Ultimate load
(kN)

Cracking load
(kN)

Yield load
(kN)

Vertical
displacement (mm)

End-slip
(mm)

Failure mode

SF-1

L/5.3

1,461

490

630

31.3

1.51

shear

SF-2

L/5.3

1,533

360

27.5

1.02

shear

SF-3

L/4.0

1,211

290

1,062

27.3

0.57

shear

SF-4

L/4.0

1,123

330

25.9

0.64

shear

SF-5

L/3.0

931

330

730

31.8

0.61

shear

SF-6

L/3.0

926

350

796

27.5

0.36

shear

SF-7

L/2.0

804

370

511

45.1

0.52

flexural

SF-8

L/2.0

777

270

440

46.7

0.51

flexural

RC-1

L/4.0

492

120

22.3

N/A

shear

RC-2

L/2.0

295

50

250

55.4

N/A

flexural

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Structural Performance of Steel-concrete Composite Deck for Steel-box Girder Bridges

resistance of a composite deck with profiled sheeting, VRd, can be

computed as
VRd = bdp [(mAp/bLs) + k]/1.25

Fig. 9. Failure Mechanism for Specimen SF-3

the concrete and the steel sheeting was observed at the end of
specimen before the ultimate load was reached. The ultimate
load was obtained just before the failure that showed a brittle
behavior. The yielding of profiled sheeting accelerated the failure
of deck specimens.
4.2 Horizontal Shear Resistance
To qualitatively analyze the horizontal shear resistance
behavior of composite deck under the loading, the load versus
horizontal end-slip curves are plotted in Fig. 10. The measured
end-slip at the interface between the sheeting and the concrete
was nearly zero until the load reached 650 kN and 700 kN for the
specimens with Ls= L/5.3 and L/4.0 respectively, in which the
behavior was mainly affected by the vertical shear capacity. On
the other hand, the load level caused a measurable end-slip for
the specimens with Ls= L/3 and L/2 was about 400 kN and 500
kN, respectively, in which the behavior was mainly dependent on
the bending capacity. At these load levels, the concrete dowel
failed that caused an end-slip. Beyond this point, the strength
was due to the mechanical interlocking and friction between the
two materials.
As provided in Table 3, the maximum end-slip at the interface
was less than 1.02 mm, except for Specimen SF-1. After the test,
a selected number of specimens were demolished to observe the
condition of the perfobond ribs, which showed no visible
deformation. The test results have indicated that the horizontal
shear force was effectively transferred between the sheeting and
the concrete.
The horizontal shear resistance of composite decks can be
estimated by using a semi-empirical method, so-called the m-k
method (CEN, 2002). In this method, the horizontal shear

where b is the width of the deck, dp the distance from the top of
the deck to the centroid of the effective area of the profiled sheet,
Ap the effective area of the profiled sheet, and Ls the shear span
length. The characteristic values of m and k in Eq. (1) were
obtained from the test data as 0.1936 and 0.0008, respectively.
Using Eq. (1), the minimum value of VRd for the proposed deck
system was computed as 0.83 N/mm2, which is approximately
1.9 times greater than the required horizontal shear strength of
0.44 N/mm2.
4.3 FEM Analysis
It may be beneficial to analyze the distribution of stresses
induced in the composite deck specimen under the applied load
since the failure of the specimen was characterized by the
development of diagonal shearing crack of concrete in the test. A
nonlinear finite element (FE) analysis was carried out by using a
commercial package, Diana (Frits and Peter, 1998).
In the FE analysis, half of Specimen SF-3 was discretized by
finite elements. The concrete was discretized by an 8-node solid
element (HX24L) to consider the nonlinearity of the concrete,
crushing and cracking. The same element was used for the
profiled steel sheeting and steel ribs. On the other hand, the steel
reinforcement was discretized by a BAR element. The profiled
sheeting, reinforcing bars, and concrete section were discretized
by 1020, 22, and 2520 elements, respectively.
In the finite element (FE) modeling, a full composite action
between the sheeting and the concrete was assumed so that the
perfobond rib was modeled as a stiffener without holes. For the
constitutive models, the Drucker-Prager and smeared cracking
model were respectively employed for the concrete in compression and tension, and a von Mises model was used for the
steel. The compressive strength of concrete, yield strength and
elastic modulus of steel assumed in the FE analysis were 33.1
MPa, 240 MPa, and 200 GPa, respectively.
Fig. 11 shows a contour sketch for the principal stresses
induced in the concrete section of the specimen. In the figure, the
scattered lines represent vectors for the principal stresses
induced in the concrete. The middle part of concrete within the
shear span of the specimen was subjected to tensile stresses in

Fig. 11. Stress Contour for Specimen SF-3

Fig. 10. Load versus Horizontal End-slip Curves for Specimens

Vol. 10, No. 5 / September 2006

(1)

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Hyeong-Yeol Kim, Youn-Ju Jeong, Tae-Hyup Kim, and Sun-Kyu Park

Fig. 12. Comparison of FE and Linear Elastic Solutions with Test

Data

the diagonal direction and the gradient of induced stresses

decreases as the location of stresses approaches to the support
and the bottom of the specimen. Judging from the distribution of
the principal stresses induced in the concrete, the tensile stressed
in diagonal direction caused cracking of the concrete within the
shear span of the specimen. This tendency has a fair correlation
with the failure mechanism of Specimen SF-3 shown in Fig. 9.
A load-displacement curve obtained by using the FE analysis
along with the test data is provided in Fig. 12. The test data
showed that the increase of stiffness after the load reached
approximately 200 kN. This may be due to the fact that the
profiled sheeting underneath the specimen was unevenly
contacted to the support at the initial stage of loading.
A simple mechanic solution obtained using the moment of
inertia of the cracked section is also illustrated in Fig. 12. Since
the perfobond rib was used as the shear connector, it was
excluded in the calculation of the moment of inertia. The simple
mechanic solution, denoted as Linear elastic in the figure, is
conservative but it can efficiently be used to estimate the
defection of the proposed deck for design purposes.
On the other hand, the nonlinear FE solution gave a stiffer
response than the test results. This is because a full-interaction
between the profiled sheeting and the concrete was assumed for
the FE analysis. To incorporate a partial-interaction behavior, the
interface between the steel and the concrete has to be modeled by
an interface element, in which the interaction property is
obtained from the push-out test (Jeong et al., 2005).
4.4 Comparison of Composite and RC decks
To compare the structural performance of the composite decks
with the RC decks, the load versus mid-span vertical
displacement curves of the deck specimens with the same shear
span ratio are plotted in Fig. 13. It should be noticed that the
ultimate load carrying capacity of the RC deck specimens is
about 37 % of the composite deck specimens regardless of the
shear span ratio. The flexural stiffness of the composite deck is
approximately two times greater than that of the RC deck.
Fig. 14 shows a typical failure mechanism of the RC specimens.
As the load increased, a number of flexural cracks occurred at
the bottom of the concrete. The initial concrete cracking load for
Specimen RC-2 is about 14 % of the Specimen SF-7. The failure

Fig. 13. Comparison of Test Data for Specimens SF and RC

Series

Fig. 14. Failure Mechanism for Specimen RC-2

of the RC deck was associated with the yielding of tensile

reinforcement. The load level causing the yielding of tensile
reinforcement of the RC deck is about 56 % of the composite
deck.

5. Conclusions
The usability of perfobond rib shear connectors for composite
decks and its application to a steel-box girder bridge were
presented in this paper. Based on the test program outlined in this
paper, several conclusions can be drawn and are summarized as
follows.
The flexural strength of the proposed deck system under
positive bending is approximately 2.5 times greater than that of a
typically designed CIP RC deck while the deck weighs about 30
% less. The consequent reduction in dead weight may lead to
lighter superstructures and reduced foundation loads. If a design
of long span deck is considered, this can be attributed to the
potential advantages of the proposed deck system over the
conventional one.
The results of the full-scale flexural tests for the deck
specimens have shown that a measurable end-slip did not occur
under the service load level. The ultimate load of the deck
specimen was at least two times greater than the load level that
caused a measurable end-slip. In Eurocode 4 (CEN, 2002), the
behavior of a composite deck can be defined as ductile if the
failure load exceeds the load causing the end-slip of 0.1 mm by
more than 10 %. Therefore, the behavior of the composite deck
tested in this study is considered ductile.
In this paper, the horizontal shear capacity (strength) of the

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Structural Performance of Steel-concrete Composite Deck for Steel-box Girder Bridges

proposed deck system was estimated by using a semi-empirical

m-k method described in Eurocode 4 (CEN, 2002). The
estimated horizontal shear resistance of the proposed deck was
approximately two times greater than the required horizontal
shear strength. The test result indicated that the perfobond rib
shear connection designed in this study can be effectively used
for the proposed deck system. Although an attempt has not made
in this study, the numbers of perfobond ribs and reinforcing bars
passing through the holes within the rib can be reduced without
causing significant loss of structural performance. This would be
a significant task in future studies along with the development of
structural details for practical application.
With several advantages over the conventional CIP RC decks,
the proposed deck system possesses disadvantages as well.
During service, the condition of the deck, especially the concrete,
cannot be inspected by a visual inspection. Since the size of the
profiled sheeting is limited due to the fabrication and
transportation, a simple but effective sheet-to-sheet connection
method needs to be developed. More detailed study on the
economic merit of the proposed system needs to be conducted
for future study.

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(Received May 9, 2006/Accepted July 19, 2006)