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Influence Lines
A bending moment influence line for any given point X on a structure is a line whose ordinate at
any point B qives the bending moment at X when a load is placed at B (keep reading it and look at
the example below - it will make sense eventually!). Influence lines can be obtained for bending
A bending moment influence line is drawn for one point only which may not necessarily be the
point of maximum bending. A bending moment diagram, by comparison with a influence line, will
give the bending moment at all points for one position of load.
Step1: Determine the position of the point of maximum bending moment in each element for a
Note: as end spans are equal then critical points over pier 2 and in span 3 can be obtained from
Point A
The maximum sagging moment is achieved by loading spans 1 and 3, however we also need to
HA Span 1 only: loaded length = 10m hence udl = 71.8 kN/m (BD37-table 13)
HA Span 1 and 3: loaded length = 20m hence udl = 45.1 kN/m (BD37-table 13)
HB loading will produce worst sagging moment with an axle at the maximum ordinate (2.15). Any
one of the 4 axles can be located at this position; the vehicle is however positioned with the other
Note: The HB vehicle has a range of spacings between the centre axles, in this case the 26m
Point B
The maximum hogging moment is achieved by loading spans 1 and 2, however we also need to
HA Span 2 only: loaded length = 20m hence udl = 45.1 kN/m (BD37-table 13)
HA Span 1 and 2: loaded length = 30m hence udl = 34.4 kN/m (BD37-table 13)
KEL: = 120 kN (BD37- Clause 6.2.2)
Usually HB loading will produce the worst hogging moment with an axle at the maximum ordinate
(2.051). Any one of the 4 axles can be located at this position; the vehicle is however positioned
In the case below the sum of the ordinates is 0.677 + 0.71 + 2.051 + 1.966 = 5.404
Other cofigurations of HB loading need be checked, and in this case the 6m vehicle will produce a
greater value with the vehicle in the position shown below. The sum of the ordinates for this
Point C
HA Span 2 only: loaded length = 20m hence udl = 45.1 kN/m (BD37-table 13)
HB loading will produce worst sagging moment with an axle at the maximum ordinate (3.125).
Any one of the 4 axles can be located at this position; the vehicle is however positioned with the
• Assume ultimate limit state hence use load factor γfL of 1.5 for HA loading and 1.3 for HB
loading.
Span 1
Pier 1
Span 2
Note: HB loading is shown to be critical for two of the cases, however if the loads are distributed
using a computer analysis, such as a grillage analysis, then the HB moments will be reduced
considerably.
HA and HB Type Loading
History
The first standard vehicle load for highway bridges in the UK was introduced in 1922. British
Standards introduced a traffic live load requirement in BS 153 Part 3 in 1923, which was later
revised in 1925 and 1937. The Type HA uniformly distibuted loading was introduced in 1945 and
the concept of a Type HA and HB load was included in the 1954 edition of BS 153: Part 3A. In
1961 the HB load was specified in terms of units and varied depending on the class of road, with
45 units required for Motorways and Trunk Roads and 37.5 units for class i and class ii roads. A
requirement for all public roads to be designed for at least 30 units of HB was introduced in 1973.
HA Loading
BD 37/01 Appendix A of the Design Manual for Roads and Bridges says that Type HA loading is the
normal design loading for Great Britain and adequately covers the effects of all permitted normal
vehicles other than those used for abnormal indivisible loads. Normal vehicles are governed by the
Road Vehicles (Authorised Weight) Regulations 1998, referred to as the AW Vehicles and cover
vehicles up to 44 tonne gross vehicle weight. Loads from these AW vehicles are represented by a
uniformly distributed load and a knife edge load. The loading has been enhanced to cover:
i) impact load (caused when wheels 'bounce' i.e. when striking potholes or uneven expansion
joints).
ii) Overloading
iii) Lateral bunching (more than one vehicle occupying the width of a lane).
The magnitude of the uniformly distributed load is dependent on the loaded length as determined
from the influence line for the member under consideration. For simply supported decks this
HB Loading
BD 37/01 Appendix A of the Design Manual for Roads and Bridges says that Type HB loading
requirements derive from the nature of exceptional industrial loads (e.g. electrical transformers,
generators, pressure vessels, machine presses, etc.) likely to use the roads in the area.
The vehicle load is represented by a four axled vehicle with four wheels equally spaced on each
axle. The load on each axle is defined by a number of units which is dependant on the class of
Motorways and trunk roads require 45 units, Principal roads require 37.5 units and other public
roads require 30 units. One unit of HB is equal to 10kN per axle. There are five HB vehicles to
Design
The design procedure is to analyse the bridge for HA and HB load effects applying the appropriate
load factors. The member is then deisgned for the worst effects of HA or HB loading.
BS5400:Pt2 Loading Idealisation for Grillage Analysis
of Bridge Decks
Index
1.HA UDL+KEL
2.HB Vehicles
3.Pedestrian Load
Using a prestressed Y4 beam with reinforced concrete deck slab as the deck example as shown in
Fig.1; the deck having a 10° skew, a span of 20m and carrying a 7.3m carriageway with two 2m
footpaths.
Cl.6.7 Assume bridge requires high containment parapets hence collision loading needs to be
considered.
HA UDL can be applied to each longitudinal member as a uniformly distributed load, the intensity
of the load is proportional to the width of the lane directly above the longitudinal member, for
example:
HA UDL for a 20m span = 45.1kN/m of notional lane.
Alternatively, if the program has the facility of applying patch loads then a patch width equal to
the lane width and length equal to the loaded length may be applied. The patch load is usually
positioned by the centroid of the patch area in relation to the grid co-ordinates.
HA KEL can also be applied as a uniformly distributed load to the transverse members. As loads
are initially proportioned to the adjacent members and joints then the worst effects will always be
achieved by positioning the KEL directly above a transverse member. If the deck is skewed then
the postion of the KEL to give the worst effect will be different to a square deck and two or three
repeating the calculation for the effects of the UDL. The UDL and the various positions of the KEL
Similar load cases are produced for the HA UDL and KEL in the second lane. Full HA live load will
have the HA UDL and KEL in both lanes whilst HB live load has the HB vehicle in one lane and the
HA UDL and KEL in the second lane. All these variations in load cases can be developed in the
combination cases.
2. HB VEHICLES
The HB vehicle consists of four axles with four wheels on each axle and is applied to the grillage as
a series of point loads. Clause 6.3.2 and 6.3.3 allow the wheel loads to be applied as patch loads
however there is little to be gained in a global analysis by applying this refinement and point loads
There are five variations of the inner axle spacing for the HB vehicle that can be applied to the
deck. A line beam analysis incorporating moving point loads will indicate the positions of the
critical HB vehicle to achieve the design moments and shears. An Excel spread sheet using
moment distribution to carry out a line beam analysis of standard moving vehicles can be
The result of the line beam analysis shows that the maximum sagging moment occurs at 8.5m
from the end of the deck with the leading axle at 16.3m from the end.
All critical load cases are produced from the vehicle with the 6m inner axle spacing.
As the loading is symmetrical and both ends of the single span deck are simply supported then the
position of maximum moment can be measured from either end of the deck.
The transverse position of the HB vehicle will depend on which member is being considered,
however it is usual to design all internal beams for the critical loading condition for vehicles on the
carriageway. The edge beams will require special consideration to support the additional loading
The diagram shows one of the inner wheels on the critical axle positioned over the nearest
This would produce the critical loading condition for the bending moment on the internal beam for
an orthogonal deck, however other positions need to be considered to take account of the skew
effects.
As a check on the data, the total of the reactions should equal the total load of the vehicle = 4 x
450 = 1800kN. Also the line beam analysis gives a total moment of 5692.5kNm; so as there are
four longitudinal members supporting the vehicle, then the moment from the grillage should be in
the order of (but less than) 5692.5 / 4 ≈ 1400kNm in the longitudinal member.
3. Pedestrian Load
Clause 6.5.1 states that the pedestrian live load shall be taken as 5.0 kN/m2, but reduced to 0.8 x
5.0 = 4.0kN/m2 for members supporting both footway and carriageway loading. Consequently the
edge beam should be designed for 5.0kN/m2 and the next-to-edge beam designed for 4.0kN/m2.
The UDL's can be applied to these two members in a similar manner to the HA UDL described in
Section 1. above, however, as there is no barrier between the carriageway and footway, Clause
6.6 requires that the footway members are designed for Accidental Wheel Load which is generally
Accidental Wheel Loading consists of a 200kN axle and a 150kN axle with two wheels on each axle
and is applied to the grillage as four point loads. Clause 6.6.2 and 6.6.3 allow the wheel loads to
be applied as patch loads however there is little to be gained in a global analysis by applying this
refinement and point loads will be a suitable representation for the wheel loads.
Similarly as with the HB vehicle a line beam analysis incorporating moving point loads will indicate
the critical positions of the vehicle to achieve the design moments and shears. An Excel spread
sheet using moment distribution to carry out a line beam analysis of standard moving vehicles can
be downloaded by clicking here. The Abnormal Load facility is used in the line beam proforma to
The result of the line beam analysis shows that the maximum sagging moment occurs at 10.26m
The vehicle will be positioned over the parapet beam as shown to obtain the critical loading
condition for bending in this member. This may also be the critical position for the design moment
in the main edge beam, however the 100kN wheel should be positioned at joint B to confirm the
critical case.
Other positions on adjacent transverse members need to be considered to take account of the
skew effects.
As a check on the data, the total of the reactions should equal the total load of the vehicle = 200
+ 150 = 350kN. Also the line beam analysis gives a total moment of 1657.5kNm; so as there are
two longitudinal members supporting the vehicle, then the moment from the grillage should be in
the order of (but less than) 1657.5 / 2 ≈ 800kNm in the longitudinal member.
Loads due to collision with parapets need only be considered in a grillage analysis if high level
containment parapets (H4a) are required. Collision loads on other types of parapet need only be
considered for local effects (how the load is transferred to the main members).
Clause 6.7.2.1 describes the three loads that are to be applied to the top of the parapet over a
3.0m length.
The point loads need to be transferred down to the datum level of the grillage, which is at the
The high containment parapet is 1.5m high above the back of footpath level. The centroid of the
deck slab is about 0.3m below the back of footpath level, consequently the two horizontal loads
The 500kN horizontal load will produce a moment of 900kNm at the centre-line of the deck. This
moment is distributed along a 3.0m length giving 300kNm/m moment to be applied to the grillage.
The horizontal load of 167kN/m will be taken into the deck which, as it is very stiff axially
compared to bending, will distribute evenly between all longitudinal members and therefore have
negligible effect in the grillage. The load is however considered in determining local effects in
The 100kN horizontal load acts in the plane of the parapet and there is an argument that the load
will be resisted by the framing effect of the parapet rails with the posts and will therefore be
transferred to the deck as a series of horizontal and vertical loads at the base of the posts.
As the loads are to be applied over a 3.0m length then the moment of 100kN x (1.5 + 0.3) =
The horizontal load of 100kN will be taken into the deck which, as it is very stiff axially compared
to bending, will distribute evenly between all longitudinal members and therefore have negligible
effect in the grillage. The load is however considered in determining local effects in accordance
The 3.0m length can be positioned anywhere along the parapet beam and positions are generally
chosen to coincide with the critical positions for the accidental wheel load.
HA & HB Loading Example
Problem:
How do you work out the HA loading and bending moment for a bridge deck?
Example:
Carriageway = 6m wide
Deck span = 34m (centre to centre of bearings for a simply supported single span)
Assume the road over the bridge is not a Principal Road then we need to check for 30
units type HB loading (see BD 37/01 Chapter 4).
Cl 6.3.1
Nominal load per axle = 30units x 10kN = 300kN
The maximum bending moment will be achieved by using the shortest HB vehicle i.e.
with 6m spacing (see BS 5400-2:2006 Fig 12).
The maximum moment for a simply supported span occurs under the inner axle when the
vehicle is positioned such that the mid span bisects the distance between the centroid
of the load and the nearest axle.
With a 34m span and the 6m HB vehicle with equal axle loads, the inner axle is placed
at 1.5m from the mid span.
RL = 300(10.7+12.5+18.5+20.3)/34 = 547 kN
RR = 4x300-547 = 653kN
Moment at X = 547x15.5 - 300x1.8 = 7939kNm
Cl 6.4.2
The HB vehicle occupies one lane with HA load in the adjacent lane. Assume for the
example that the HB load is carried by a standard lane width of 3.65m.
Index
1.Introduction
4.Shear
1. Introduction
Serviceability Limit State ensures that crack widths do not exceed values specified for different
environmental conditions, and also ensures that concrete and reinforcement stresses are
Ultimate Limit State ensures that the structure will not collapse.
i) Crack Control
• thermal movements, particularly cooling from heat of hydration (called early thermal
cracking)
Corrosion of reinforcement is controlled by use of suitable concrete grades and providing adequate
Cracks due to thermal movements are controlled by providing minimum nominal steel area and
restricting the maximum bar spacing. BD28/87 is used to calculate the minimum steel area and
Only the crack widths caused by bending and tension need to be calculated and clause 5.8.8.2 is
used.
For calculating the crack width only combination 1 loading is used and a maximum of 30 units of
HB is applied. Cracks caused by higher loadings will not exist for long enough to affect corrosion.
The maximum design stress limits will ensure that the cracks close up when the loads are
removed.
A cracked elastic section analysis is used to determine the strain εm at the level where cracking is
being considered.
αe = Es / Ec
The short term value of Ec is obtained from Table 3 which is appropriate to the live load portion of
the moment (Mq). The permanent load portion of the moment (Mg) has an Ec value equal to half
the short term value. The modified value of Ec used for the crack width calculation is an
intermediate value between the short and long term values (clause 4.3.2.1(b)).
Modified Ec = Ec(short-term){1-0.5[Mg/(Mg+Mq)]}
Then dc/d = √{[αeρ + (αe - 1)ρ']2 + 2[αeρ + (αe - 1)ρ'd'/d]} - [αeρ + (αe - 1)ρ']
There is a correction formula (equation 25 in clause 5.8.8.2) which allows for the stiffening effect
of concrete in the tension zone. Due to fatigue the stiffening effect does not work under fluctuating
load. This is allowed for in equation 25 by providing no advantage if more than half the moment is
The Design Crack Width can now be calculated using equation 24 in clause 5.8.8.2.
The methods given in the code for checking crack widths assumes a linear elastic behaviour. It is
therefore necessary to check the stress limits to ensure this assumption is correct. in particular
that the strains caused by transient loads will not become permanent.
The stresses are calculated using a cracked elastic section analysis similar to that used to
determine the crack width described above. All load combinations need to be checked to ensure
The stress limits are given in Table 2 of the code which are:
0.75fy for reinforcement in tension or compression. This is critical for most members in bending.
0.5fcu for concrete in compression with triangular stress distribution. This is critical for members in
0.38fcu for concrete in compression with uniform stress. This is critical for members in axial
compression.
To determine the moment of resistance of a member at failure by limit state analysis the following
a. The distribution of strain across any section is linear. This means that plane sections
before bending remain plane after bending, and the strain at any point is proportional to
c. The relationship between the stress and strain in the reinforcement is as shown in Figure 2
d. The relationship between the stress and strain in the concrete is as shown in Figure 1 of
the code with γm = 1.5. The strain in the concrete at the outermost fibre is taken as
represented by a uniform stress of 0.4fcu acting over the whole of the compression zone.
The deisgn formulae given in clause 5.3.2.3 of the code are based on a uniform compressive stress
of 0.4fcu for concrete and stresses of 0.87fy in tension and 0.72fy in compression for steel. The
steel stresses are the maximum values provided by the stress-strain curves, where 0.72fy is a
The design formulae are also based on a maximum depth of concrete in compression of 0.5d; this
ensures a strain ≥ 0.0035 in the tension reinforcement. For values of x > 0.5d the use of the
design stress of 0.87fy in tension is invalid, the design becomes inefficient and the failure less
ductile.
Taking moments about the centre of compression for the tensile force
Mu = (0.87fy)Asz
Taking moments about the centre of tension for the compressive force
The maximum moment of resistance is obtained when x = 0.5d so substituting for x we get:
Mu = 0.15fcubd2
The depth to the neutral axis depends upon the reinforcement provided and is obtained by
(0.87fy)As = (0.4fcu)bx
z = (1 - [1.1fyAs] / [fcubd])d
Taking moments about the centre of tension for the compressive forces
These two equations are based on a value of d'/d ≤ 0.2, which ensures a strain ≥ 0.0035 x 0.6 =
0.0021 in the compression reinforcement. For values of d'/d > 0.2 the use of a design stress of
4. Shear
The design rules for shear in beams are based on the results of tests carried out on beams with
The results from the beams tested without shear reinforcement showed that for a constant
concrete strength and longitudinal steel percentage, the relationship between the ratio of the
bending moment at collapse (Mc) to the calculated ultimate flexural moment (Mu) and the ratio of
The diagram has four distinct regions, each of which has a different mode of failure.
Region (i) fails by crushing of a compression strut running from the load to the support.
Region (ii) fails by diagonal tension causing splitting along the line from the load to the support.
Region (iii) fails when a flexural crack develops into a shear crack.
The flexural failure in region (iv) is prevented by designing the beam for Mu in accordance with
Clause 5.3.2.3. The test results show that this is unsafe for regions (ii) and (iii) and Mc needs to be
Let the shear force at failure = Vc and the nominal shear stress vc = Vc / bd then:
Mc = Vcav = vcbdav
The test results relationship with av/d can be reproduced by dividing both sides of the above
Mc/bd2 = vc av/d
The dashed line is Mu/bd2 which assumes flexural failure. The chain dotted line is constructed to
cut off the unsafe side of the graph; the slope of this line is vcand is the allowable shear stress.
Values of vc are given in Table 8 of the code; these values will ensure that the moment to cause
collapse will fall below the test values. It can be seen from Table 8 that the steel area As has a
more significant effect on the value of vc than does the concrete strength.
When the shear stress v is greater than ξsvc, as given in Table 7 of the code, then links need to be
designed. These are designed on the basis that the beam and links act as a pin-jointed truss.
The links are designed to carry the shear in excess of that which can be carried by the concrete.
The horizontal tie force in the truss analogy has to be provided by the tension reinforcement, this
is in addition to that required to resist any bending effects and is determined from Asa ≥
The beam may fail by crushing of the compression struts regardless of the amount of shear
Problem:
Design a simply supported reinforced concrete deck slab using a unit strip method.
The deck carries a 100mm depth of surfacing, together with a nominal HA live load udl
of 17.5 kN/m2 and knife edge load of 33kN/m .
The deck should also be designed to carry 30 units of HB load. The span of the deck is
12.0m centre to centre of bearings.
γconc. = 25kN/m3
30 units of HB also to be considered.
Use C32/40 concrete to BS 8500.
Use Grade B500B reinforcement to BS 4449.
BS 8500-1 cl. A.2.1 Table A.1
Exposure Class XD1 used for bridge deck soffits.
cl. A.3
Section Properties
Area = 1000 × 650 = 0.65 × 106 mm2
Second Moment of Area = 1000 × 6503 / 12 = 22.9 × 109 mm4
Design SLS moment = ∑(γfL × M) = [(1.0 × 16.3)+(1.2 × 2.4)] × 122 / 8 = 345 kNm
Design ULS moment = γf3 × ∑(γfL × M) = 1.1 × [{(1.15 × 16.3)+(1.75 × 2.4)} × 122 / 8] = 454
kNm
(CG = position of the centre of gravity of the three 75kN wheel loads)
Nominal HB moment at X = 99.4 × 5.3 - 75 × 1.8 = 392kNm
Combination 1 Loading
Design HA SLS moment = γfL × M = 1.2 × 414 = 497 kNm
Design HB SLS moment = γfL × M = 1.1 × 392 = 431 kNm < 497 kNm ∴ HA critical
Total Design SLS Moment (Dead + Live) = 345 + 497 = 842 kNm
Design HA ULS moment = γf3 × γfL × M = 1.1 × 1.5 × 414 = 683 kNm
Design HB ULS moment = γf3 × γfL × M = 1.1 × 1.3 × 392 = 561 kNm < 683 kNm
∴ HA loading critical
Total Design ULS Moment (Dead + Live) = 454 + 683 = 1137 kNm
Combination 3 Loading
Design HA SLS moment = γfL × M = 1.0 × 414 = 414 kNm
Design HB SLS moment = γfL × M = 1.0 × 392 = 392 kNm <414 kNm ∴ HA loading critical
Design SLS Moment (Dead + Live) = 345 + 414 = 759 kNm
Design HA ULS moment = γf3 × γfL × M = 1.1 × 1.25 × 414 = 569 kNm
Design HB ULS moment = γf3 × γfL × M = 1.1 × 1.1 × 392 = 474 kNm < 569 kNm
∴ HA loading critical
Design ULS Moment (Dead + Live) = 454 + 569 = 1023 kNm
Case 1) When the bridge has just opened (when only a small amount of creep has
occurred):
Modular Ratio = Es / Ec = 200 / 31 = 6.45
Taking first moments of area about the neutral axis:
1000 × X2 / 2 = 6.45 × 6434 × (574 - X)
500X2 + 41510X - 23.83×106 = 0
X = 177 mm
Second Moment of Area of cracked section:
Ixx = 1000×1773 / 3 + 6.45×6434×(574-177)2 = 8.39×109 mm4
Cl 4.1.1.3
6 9 2
Max compressive stress in concrete = 842×10 × 177 / 8.39×10 = 17.8 N/mm
Table 2
2
Allowable compressive stress = 0.5fcu = 20 N/mm > 17.8 ∴ OK
Case 2) When creep and shrinkage in the bridge are substantially complete:
cl. 4.3.2.1(b)
Youngs Modulus for concrete for long term loading = Ec/2 = 15.5 kN/mm2
Hence Modified Ec for (345DL + 497LL) = (345 × 15.5 + 497 × 31) / 842 = 24.65
kN/mm2
cl. 4.3.2.2
2
Youngs Modulus for steel reinforcement = Es = 200 kN/mm
Modular Ratio = Es / Ec = 200 / 24.65 = 8.1
Taking first moments of area about the neutral axis:
1000 × X2 / 2 = 8.1 × 6434 × (574 - X)
500X2 + 52115X - 30×106 = 0
X = 198 mm
Second Moment of Area of cracked section:
Ixx = 1000×1983 / 3 + 8.1×6434×(574-198)2 = 9.96×109 mm4
Cl 4.1.1.3
6 9 2
Max compressive stress in concrete = 842×10 × 198 / 9.96×10 = 16.7 N/mm
Table 2
2
Allowable compressive stress = 0.5fcu = 20 N/mm > 16.7 ∴ OK
Tensile stress in reinforcement = 842×106 × (574 - 198) × 8.1 / 9.96×109 = 257.5 N/mm2
Table 2
2
Allowable tensile stress = 0.75fy = 375 N/mm > 257.5 ∴ OK
Crack Control:
Strain in reinforcement = ∈1 = 257.5 / 200000 = 0.00129
Table 13
Notional surface for crack calculation = 35mm cover to reinforcement
5.8.8.2
2 2
acr = √[(125/2) + (16+35) ] - 16 = 65
Allow for stiffening effect of concrete:
eqn 25
-9
∈m = ∈1 - [{3.8bth(a'-dc)} / {∈sAs(h-dc)}] × [(1-Mq/Mg)×10 ]
∈m = ∈1 - [{3.8×1000×650×(625 - 198)} / {0.00129×6434×(650 - 198)}] × [(1 -
497/345)×10-9]
∈m = ∈1 - [-0.00012] but not greater than ∈1 Hence no stiffening effect
∈m = ∈1 = 0.00129 × (625 - 198) / (574 - 198) = 0.00146
Design crack width = 3 × 65 × 0.00146 / [1 + 2 × (65 - 35) / (650 - 198)] = 0.25 mm
eqn 24
Design crack width = 3acr∈m / [1+2(acr-cnom)/(h-dc)]
Table 1
Maximum allowable crack width = 0.25 mm ∴ OK
Hence B32 bars at 125 centres are adequate for the mid span.
Shear Design
Design for no shear reinforcement condition then ξsvc > 0.68 N/mm2
Table 9
ξs = (500/d)1/4 = (500/574)1/4 = 0.97
Table 8
vc = 0.27/γm(100As/bwd)1/3(fcu)1/3
vc = (0.27 / 1.25) × [100 × 6434 / (1000 × 574)]1/3 × (40)1/3 = 0.77 N/mm2
ξsv√ = 0.97 × 0.77 = 0.75 N/mm2 > 0.68 ∴ OK
cl 5.3.3.1
Check that the maximum allowable shear stress is not exceeded:
Maximum allowable shear stress = 0.75√fcu or 4.75 N/mm2
0.75√fcu = 0.75√40 = 4.74 > 0.68 ∴ OK
Hence B32 bars at 125 centres are adequate for shear at the ends of the deck.
Note: Intermediate sections between mid span and the ends of the deck will have a
smaller moment than at mid span and a small shear than at the ends of the deck. These
sections need to be checked to determine where the reinforcement may be reduced to
B25 at 125c/c.
cl. 5.8.4.1
Minimum area of reinforcement = 0.15% of bad = 0.15 × 1000 × 574 / 100 = 861 mm2/m ∴
use B12 bars at 125 centres (As = 905 mm2/m) for distribution reinforcement.
Prestressed Concrete
Since concrete is weak in tension in normal reinforced concrete construction cracks develop in the
tension zone
Prestressing involves inducing compressive stresses in the zone which will tend to become tensile
under
external loads. This compressive stress neutralizes the tensile stress so that no resultant tension
exists, (or
only very small values, within the tensile strength of the concrete). Cracking is therefore
eliminated under
working load and all of the concrete may be assumed effective in carrying load. Therefore lighter
sections may
be used to carry a given bending moment, and prestressed concrete may be used over much
reinforced concrete.
The prestressing force also reduces the magnitude of the principal tensile stress in the web so
that
thin-webbed I - sections may be used without the risk of diagonal tension failures and with further
savings in self-weight.
The prestressing force has to be produced by a high tensile steel, and it is necessary to use high
quality concrete to resist the higher compressive stresses that are developed.
1) Pre-cast Pre-tensioned
2) Pre-cast Post-tensioned
Both methods involve tensioning cables inside a concrete beam and then anchoring the stressed
Stage 1
Stage 2
Stage 3
Concrete is cast into the beam mould and allowed to cure to the required initial strength.
Stage 4
When the concrete has cured the stressing force is released and the tendons anchor themselves in
the concrete.
Stage 5
Loss of prestress due to elastic deformation of the concrete and relaxation of the steel need to be
considered. Further loss of prestress will also occur due to shrinkage and creep of the concrete; as
these are time related then the effects will need to be considered both at short term and long
term.
2) Post-tensioned Beam Construction
Stage 1
Cable ducts and reinforcement are positioned in the beam mould. The ducts are usually raised
towards the neutral axis at the ends to reduce the eccentricity of the stressing force
Stage 2
Concrete is cast into the beam mould and allowed to cure to the required initial strength.
Stage 3
Tendons are threaded through the cable ducts and tensioned to about 70% of their ultimate
strength. The diagram above indicates jacking from both ends of the beam.
Stage 4
the tendons.
Stage 5
Loss of prestress due to elastic deformation of the concrete and relaxation of the steel need to be
considered. Further loss of prestress will also occur due to shrinkage and creep of the concrete; as
these are time related then the effects will need to be considered both at short term and long
term.
Loss of Prestress
Total losses in prestress can amount to about 30% of the initial tensioning stress.
Prestressed Concrete Beam Example to British
Standards
Problem:
Design a simply supported prestressed concrete Y beam which carries a 150mm thick
concrete slab and 100mm of surfacing, together with a nominal live load udl of 10.0
kN/m2 and kel of 33kN/m . The span of the beam is 24.0m centre to centre of bearings
and the beams are spaced at 1.0m intervals.
γconc. = 24kN/m3
25 units of HB to be considered at SLS for load combination 1 only (BS 5400 Pt4 Cl.
4.2.2)
Loading per beam (at 1.0m c/c)
Note: The loading has been simplified to demonstrate the method of designing the
beam (See BS 5400 Pt2, or DB 37/01 for full design loading)
Section Properties
cl.7.4.1
Modular ratio effect for different concrete strengths between beam and slab may be
ignored.
Self-weight of beam and weight of deck slab is supported by the beam. When the deck
slab concrete has cured then any further loading (superimposed and live loads) is
supported by the composite section of the beam and slab.
Combination 1 Loading
Super. & HA live load for SLS:
= [(1.2 × 2.4)+(1.2 × 10)]udl & [(1.2 × 33)]kel
= (2.88 + 12.0)udl & 39.6kel
= 14.9 kN/m & 39.6kN
Combination 3 Loading
Super. & HA live load for SLS:
= [(1.2 × 2.4)+(1.0 × 10)]udl & [(1.0 × 33)]kel
= (2.88 + 10.0)udl & 33kel
= 12.9 kN/m & 33kN
The critical section at transfer occurs at the end of the transmission zone. The
moment due to the self weight at this section is near zero and initial stress conditions
are:
P/A + Pe/Zlevel 1 = 20 ..................... (eqn. 1)
P/A - Pe/Zlevel 2 >= - 1.0 ..................... (eqn. 2)
Using 15.2mm class 2 relaxation standard strand at maximum initial force of 174kN
(0.75 × Pu)
Area of tendon = 139mm2
Nominal tensile strength = fpu =1670 N/mm2
Hence 32 tendons required.
Initial force Po = 32 × 174 = 5568 kN
P = 0.9 × 5568 = 5011 kN
cl. 6.7.2.3
2
P = 0.99 Po / [ 1 + Es × (Aps / A) × (1 + A × e / I) / Eci ]
P = 0.99 × Po / [ 1 + 196 × ( 32 × 139 / 449220) × (1 + 449220 × 2192 / 52.905 × 109) / 31
]
P = 0.91 Po = 0.91 × 5568 = 5067 kN
Initial stresses due to prestress at end of transmission zone :
Level 1 : P / A × ( 1 + A × e / Zlevel 1 ) = 11.3 × ( 1 + 219 / 258 ) = 20.89 N/mm2
(20.89 N/mm2 is slightly greater than the allowable of 20 N/mm2 so a number of
tendons will need to be debonded near the ends of the beam).
Level 2 : P / A × ( 1 - A × e / Zlevel 2 ) = 11.3 × ( 1 - 219 / 198 ) = - 1.20 N/mm2
Moment due to self weight of beam at mid span = 10.78 × 242 / 8 = 776.2 kNm
Stress due to self weight of beam at mid span :
@ Level 1 = - 776.2 / 116.02 = - 6.69 N/mm2
@ Level 2 = 776.2 / 89.066 = 8.71 N/mm2
cl. 6.7.2.5
Allowing for 2% relaxation loss in steel after transfer,
concrete shrinkage εcs = 300 × 10-6
and concrete specific creep ct = 1.03 × 48 × 10-6 per N/mm2
Loss of force after transfer due to :
cl. 6.7.2.2
Steel relaxation = 0.02 × 5568 = 111
cl. 6.7.2.4
-6
Concrete shrinkage = (εcs × Es × Aps ) = 300 × 10 × 196 × 32 × 139 = 262
cl. 6.7.2.5
-6
Concrete creep = ( ct × fco × Es × Aps ) = 1.03 × 48 × 10 × 12.76 × 196 × 32 × 139 = 550
Total Loss = 111 + 262 + 550 = 923 kN
Final force after all loss of prestress = Pe = 5067 - 923 = 4144 kN (Pe/P = 0.82)
Final stresses due to prestress after all loss of prestress at :
Level 1 f1,0.82P = 0.82 × 20.89 = 17.08 N/mm2
Level 2 f2,0.82P = 0.82 × - 1.20 = - 0.98 N/mm2
Combined stresses in final condition for worst effects of design loads, differential
shrinkage and temperature difference :
Level 1, combination 1 HB : f = 17.08 - 16.71 = 0.37 N/mm2 (> 0 hence O.K.)
Level 1, combination 3 : f = 17.08 - 17.67 = - 0.59 N/mm2 (> - 3.2 hence O.K.)
Level 2, combination 1 : f = - 0.98 + 1037 / 89.066 + 1310 / 242.424 + 1.64 = 17.71 (< 25
O.K.)
Level 3. combination 3 : f = (1127 / 179.402) + (0.8 × 3.15) = 8.8 N/mm2 (< 25 O.K.)
Ultimate Capacity of Beam and Deck Slab
(Composite Section)
Stress in tendon after losses = fpe = 4144 × 103 / (32 × 139) = 932 N/mm2
Prestrain εpe = fpe / Es = 932 / 200 × 103 = 0.0047
Ff = 2400
Fp5 = 168
Fw = 2765
Fp4 = 675
Fc = 5165
Fp3 = 1382
Fp2 = 1746
Fp1 = 1060
Ft = 5165
Taking Moments about the neutral axis :
MFp6 = 134 × -0.365 =
-49
MFp5 = 168 × -0.265 =
-45
MFp4 = 675 × 0.375 =
253
MFp3 = 1382 × 0.475 =
656
MFp2 = 1746 × 0.525 =
917
MFp1 = 1060 × 0.575 =
610
MFf = 2400 × 0.49 =
1176
MFw = 3258 × 0.207 =
674
Mu = ∑ MFp1 to 6 + MFf + MFw = 4192 kNm > 3154 kNm hence O.K.
cl. 6.3.3.1
Mu / M = 4192 / 3154 = 1.33 ( > 1.15 ) hence strain in outermost tendon O.K.
cl. 6.3.4
The Shear Resistance of the beam needs to be determined in accordance with clause
6.3.4. and compared with the ultimate shear load at critical sections.