Professional Documents
Culture Documents
1. Introduction
Footbridges are needed where a separate pathway has Longer span bridges and those which form part of a
to be provided for people to cross traffic flows or some larger scheme are likely to be designed in detail by a
physical obstacle, such as a river. The loads they carry consultant or local authority. Within such an
are, in relation to highway or railway bridges, quite organisation the engineer carrying out the design needs
modest, and in most circumstances a fairly light to be familiar with the particular requirements for
structure is required. They are, however, frequently footbridges, their features and construction details.
required to give a long clear span, and stiffness then
becomes an important consideration. The bridges are For the engineer in either of these situations, this
often very clearly on view to the public and therefore the publication presents guidance on the conceptual design
appearance merits careful attention. of steel and composite footbridges, to aid the selection
of an outline design.
Steel offers economic and attractive forms of
construction which suit all the requirements demanded Typical key features are illustrated in section 3,
of a footbridge. references to codes and sources of further guidance are
given in section 4. Simple flow charts showing the
A fully detailed design can be prepared with other design steps are presented in section 5.
contract documents for pricing by tenderers. However, it
is common practice, particularly for smaller bridges, for
the detailed design of a footbridge to be included as
part of a design and construct package. Many
fabricators are able to provide such a package, using
methods and details of construction developed to suit
their particular fabrication facilities and expertise.
However, the engineer supervising the work still needs
to be acquainted with the different forms of construction
which might be used and to be aware of their
advantages and limitations.
Left:
Bell’s Bridge, Glasgow
Right:
Whatman’s Field Bridge, Maidstone
Left:
Swansea Sail Bridge
Below:
Halfpenny Bridge, Sheffield
Right:
Millennium Bridge, Gateshead
Landmark structures
It is an increasingly common requirement for footbridges
in prominent or key locations to be ‘landmark
structures’. Particular attention is given to the
appearance of the structure and this may result in
somewhat unusual forms of construction. Such
structures can be allowed to be marginally less efficient
(in terms of complexity of fabrication), but if the design
is well executed the penalties should be small.
1.15m
For a simple footway, a minimum clear width of 2.0m is
required by the highways authorities. Railway station
footbridges can be less wide. To the sides of this
footway, parapets are required, which should be 1.15m
high over roads or 1.5m high over railways, the height
measured from the footway surface in both cases. In
areas prone to vandalism, a height of 1.8m may be
required over railways. The resulting minimum cross Footway + cycleway
1.4m
minimum width of 2.0m may be used for low traffic
flows but a wider segregated pathway (1.5m + 1.5m
minimum) may be required for higher traffic flows.
Segregation can be achieved by a white line, colour
contrast or difference in surface texture. At the same
time the minimum parapet height is increased to 1.4m.
The cross section for a combined pathway is also
shown in Figure 1.
Marked segregation
Dimensional requirements for footbridges are given in
Departmental Standard BD 29/03. That document refers 1.5m 1.5m
5.7m
4.5m
To avoid the imposition of impact loads the supports Clearly, where access to the bridge has to come from
need to be set back 4.5m from the edge of the carriageway or track level, the rise needed for the stairs
carriageway (see Figure 2). Where this can be arranged, or ramps is the sum of the clearance plus the
perhaps additionally spanning a footway beside the superstructure construction depth (walkway surface to
road, the consequent savings in the cost of the structure soffit). This means that ramps will be long
substructure should be considered. Supports between (about 120m at each end of the bridge over a road, for a
carriageways should also be avoided if possible. 1 in 20 grade). It also means that the depth of
construction (for example the depth of a plate girder)
The space needed for approach ramps and stairs will be can add significantly to the length of ramp, and thus to
significant in arranging the layout of a footbridge. This the cost of the whole structure. For this reason, half-
may influence the positioning of the bridge and its through construction, with a very shallow construction
supports, and thus its span. depth, is usually preferred.
Footbridges over railways are mostly required to cross Sufficient vertical camber is needed to ensure drainage
two or four tracks, with resulting span of between 10 of the footbridge to the ends, where the run-off can be
and 25m. Where intermediate supports are placed carried to drains or a soakaway.
closer than 4.5m to the nearest rail, Network Rail require
Stairs and ramps Stairs are usually arranged in two or three flights with
Where access is required from a lower level, stairs and intermediate landings, depending on particular
ramps must be provided. Stairs are only suitable for able arrangements, to comply with normal safety
pedestrians and it is general policy to provide ramps requirements. They usually have semi-open risers, for
where possible. Such ramps should ideally be no steeper lighter appearance. Handrails are provided on the inside
than 1 in 20, though gradients of up to 1 in 12 may be faces of the parapets on stairs and ramps. Minimum
used for straight ramps where space is limited. widths must be maintained between these handrails.
3.2 Selection of type of construction often appropriate, both visually and structurally. Beyond
As mentioned previously, the depth of construction is about 100m twin pylons should be considered.
very important to the overall extent of the footbridge
where access is from the level of the road or railway Suspension bridges are very rarely considered these
being crossed. In those circumstances it is usually days, but may still be chosen for appearance reasons
preferable to use a half-through form of construction. when the span exceeds about 70m.
This usually leads to a selection of a truss or vierendeel
girder bridge, though half-through plate girder forms such A summary of approximate span ranges suitable for the
as that developed by Network Rail may also be used. various types is given in Table 1.
Arches 25 upwards
Cable stayed forms of construction can rarely be Cable stayed bridge 40 upwards
justified visually below about 40m. For spans up to Suspension bridge 70 upwards
100m a single pylon on one side of the main span is
1:20 ≥ 2m
13 risers max
1:20
Configuration
The type of truss usually employed is either a Warren
truss or a modified Warren truss. Occasionally a Pratt
truss may be used. The different types are illustrated in
Figure 4.
Warren truss
Below: Below:
Half-through truss footbridge Rutherglen station footbridge
Above:
Large-span truss footbridge
Left:
Vierendeel footbridge
Right:
Lower chord connection detail
Far right:
Large-span vierendeel footbridge, A27 Broadmarsh
Members and connections – trusses have a higher buckling resistance than that calculated
Both circular and rectangular structural hollow sections even when a lower flexibility value is used.
are commonly used in trusses. The bottom chord is
generally rectangular, to facilitate connection with deck The failure loads calculated were relatively insensitive to
and cross-members. Rolled sections or flats are the actual value of connection stiffness. This showed
sometimes used as cross-members or as stiffeners to the use of diagonal stiffeners does not significantly add
steel floor plates. Chords and diagonals are usually to the global strength of tubular U-frame footbridges.
arranged with centrelines intersecting where possible.
Standard welding details have been developed for Where a steel floor plate is used it normally acts as the
hollow section connections. “bracing” to the bottom chords, to carry the lateral
shear (mainly wind forces) back to the supports. If a
For half-through trusses the connection with non-participating form of floor is used, cross bracing in
cross-members at the lower chord requires particular the plane of the bottom chord, to resist lateral forces,
attention, since its stiffness and strength are must be considered.
fundamental to U-frame action.
Through trusses, used in longer spans, give lateral
Where the bottom chords are of rectangular section, stability to the top compression chord by means
some designers specify plates slotted diagonally across of bracing in the plane of the top chord. Such bracing
the section at the position of the cross-members (Figure will also share in the carrying of any lateral forces,
5) to prevent the chord lozenging or distorting. especially where the truss is clad on its sides and thus
subject to significant wind loads. At the ends of the span
However, cutting slots in the hollow section and welding these lateral forces have to be carried down to bearing
stiffeners adds to the fabrication cost. Research by the level through portal action or through a braced frame.
Steel Construction Institute for Corus (30) showed an
un-stiffened connection designed to BS 5400: Part 3 to
Members and connections – Vierendeel girders Stability of the compression chord again requires
In footbridges, Vierendeel girders normally use U-frame action of the cross section and this again
rectangular hollow sections for greater stiffness requires adequate stiffness and strength of the
and strength at the connections between verticals cross-member to vertical connection at the bottom
and chords. chord. Even with the heavier sections usually required
for a vierendeel girder, it may be necessary to insert
The nature of vierendeel action is that vertical shear is diagonal plates, as mentioned previously.
carried by shear/bending action of each length of chord,
and the vertical members are subject to complementary
horizontal shear and bending. Since shear is highest at
the ends of the span, the “fixed end moments” are 100 x 100 10 RHS
Right:
Stiffened plate floor construction
Far right:
Typical floor construction
Floor construction Where rainwater can be allowed to run off the side of the
The floor of a truss or vierendeel girder footbridge will bridge (for example over a river), the floor may be slightly
usually be of steel plate, though precast planks have cambered transversely to facilitate drainage. With
been used with trusses. The lighter steel deck is now stiffened thin steel plate decks, care also needs to be
generally preferred. exercised that panels do not dish between stiffeners and
allow ponding of water – the spacing of stiffeners is
The plate, typically 6mm or 8mm thick, is supported on usually limited for this reason. Weld sizes should be kept
and welded to steel cross-members between the to a minimum, to reduce distortion from welding.
chords. These cross-members form part of the U-frames (see GN 2.10 (31))
which stabilise the top chord and are themselves usually
hollow sections. The plate panels between chords
and cross-members are divided transversely and
sometimes longitudinally by stiffeners (usually flats) to
give added support.
Parapets Cladding
Parapets are normally designed to comply with a Over rail tracks, the highway and rail authorities require
DMRB standard (see section 4.2). The parapet may be that solid non-climbable cladding be provided on the
either a separate item or may be combined with inside face of the truss or vierendeel girder. This is
structural members. usually achieved by profiled steel sheeting, rigidised
aluminium, GRP panels or even flat sheets. Fine mesh
For trusses, the parapet is provided as separate units (maximum 50mm apertures) may be used over non-
fixed to the inside faces of the truss diagonals. The electrified lines. Although the cladding is only required
diagonals must then be designed to carry lateral loads over the tracks, a better appearance is often achieved
from the parapet, and the parapet rails must be by providing the cladding over the full length of the
designed to span between the diagonals which support span. Great care needs to be exercised in detailing the
them. Parapet posts can alternatively be fixed to the cladding, to avoid the creation of small inaccessible
footway deck, though the attachment would need to be sheltered ledges on the top of the lower chord where
strong enough to withstand the overturning moment moss and debris can accumulate or which may be used
arising from lateral forces on the top rail. for handholds or footholds.
Left:
Parapets in vierendeel girder, Horam
Right:
In-line splice detail
Far right:
Erection of Christchurch footpath
Supports Erection
Trusses and vierendeel girders are supported either on Fortunately, most footbridges can be fabricated as a
bearings (if they span between concrete abutments, for complete length of the span and then transported, with
example) or directly on top of a simple steel spans up to about 45m. Although fabrications over 27m
substructure without any bearings. in length require special permission to travel on the public
highway, most fabricators prefer to complete fabrication
At abutments the point of support is normally directly in the works wherever possible and are familiar with
below the end vertical or diagonal members and thus arrangements for the movement of long lengths.
does not give rise to local bending of the chord section.
Other supports should also preferably be arranged Bolted hollow section flanged joint details can be used
similarly. Where it is not convenient to do so, for for site splices, though it may be felt that flange plate
instance when a top landing cantilevers a short distance end connections are somewhat cumbersome in
beyond the support columns and the support is midway appearance. In-line splice details are much less
between bracing connections, the bottom chord is obtrusive, but require more effort in design and
subjected to bending. It is then common to use a fabrication (see photograph below left). In most cases,
heavier chord section over the last one or two panels of spans must be complete before lifting, because closure
the truss (see photograph below right). or possession periods will be very short.
Fabrication of trusses
Fabricators who specialise in hollow section fabrication
are familiar with all the types of detail needed for truss
footbridges and have appropriate equipment, such as
profile cutting equipment for tubulars etc.
Left:
Footbridge using rolled sections, Swale
Right:
Footbridge with timber deck and parapets
Far right:
Box girder footbridge and cycleway, Gablecross
3.4 Steel beam bridges by the treatment of the parapet rails, posts and any
Types of construction other feature added to the bridge. The use of simple
Four types of construction are considered in this parapet details will contribute to a good non-fussy
section: overall appearance.
• a pair of steel beams with a non-structural floor on top In some circumstances a distinct curvature in elevation
(e.g. timber) (more than would suffice just to aid drainage to the
• a pair of steel beams with a structurally participating ends) will add character to the appearance.
steel floor plate
• a steel box girder The use of a steel box girder extends the clean lines to
• a half-through plate girder bridge as developed by the soffit of the bridge. It can be complemented by a
British Rail simple basic parapet or can be contrasted by
embellishment with ornate fixtures and fittings. Typically
The first three are appropriate where depth of the box would be about 1.0m wide, with short steel
construction is not important. The fourth is appropriate cantilevers either side to provide the necessary width.
where minimum construction depth is critical.
Half-through plate girder bridges will usually have their
Proportions and appearance U-frame stiffeners on the outside faces and generally
For the relatively light loading on a footbridge, the depth look more heavy. Nevertheless, the half-through plate
of beam in all cases can be arranged to be about 1/30 girder bridge developed by British Rail (see page 22)
of the span. A typical bridge over a river or canal might achieves a pleasing appearance.
then have a span of 30m and a beam depth of 1m.
A simple I-beam bridge with non-structural floor might Members and connections – I-beams/girders
comprise two girders about 1.5m apart on which is fixed For economical design, the pair of beams need to be
a floor of, in some instances, timber planks. Parapet braced together to stabilise them against lateral
posts would be fixed to the top flange or the outer face torsional buckling. Bracing at several positions in the
of the steel beams. span will be necessary, roughly at 15 to 20 times the top
flange width to achieve reasonable limiting stress levels.
Steel girders with a structural participating steel floor Bracing can simply be an X brace with single tie at each
plate would be of similar overall proportions. Parapets position, bolted to stiffeners on the inside faces of the
would be fixed on top of the floor plate. webs. For the main girders, fabricated I-sections are
likely to be lighter and more economic than Universal
With both forms, the girders can have a clean web over Beams. Castellated beams can provide a weight saving
their full length, as web stiffeners are needed only at in some circumstances whilst offering an interesting and
supports and on the inner faces for attachment of different appearance.
bracing. The structural element therefore looks clean
and simple. The appearance will be influenced strongly
A non-structural deck, such as timber planking, can be To improve appearance it is common to use slightly
simply bolted down to the top flange of the I-beams. sloping webs, creating a trapezoidal cross section.
Particular attention should be paid to detailing, to
minimise crevices where dirt and moisture can The use of steel box girders has the advantage of
accumulate. torsional strength and stiffness. They can be used in
continuous construction to simplify supports or to curve
In many instances steel plate is used for the floor of the the bridge in plan when desired for appearance. In a
bridge. The plate, typically about 6mm or 8mm thick, is straight bridge, torsional restraint (usually by means of
usually welded to the main girders and can therefore be twin bearings) is needed only at the ends: a single
assumed to act structurally with them. Cross-members bearing will suffice at intermediate supports, thus
will be required to carry the floor loading to the main allowing the use of a single slender column.
beams and these are sometimes extended by short steel
cantilevers outside the beam web, in which case an
edge beam is provided to give a neat face and to give
support to the parapet. A thin waterproof wearing
surface is normally specified, dressed with fine
aggregate for grip and durability. The surface is often
applied in the works.
Slabs may be cast insitu, though the relatively modest Where transverse joints between precast units are not
extent of the shear connection and lighter design loads designed to carry transverse shear, plan bracing will
on the slab allow greater opportunity to employ pre-cast also be needed.
slabs. Such slabs are provided with open pockets to fit
over the shear connectors. The pockets and the joints Floor construction
between slab sections are filled with concrete to create Reinforced concrete slabs for footbridges are typically
the necessary structural continuity. about 150mm thick. They can be constructed insitu on
falsework or by using precast slabs.
Proportions and appearance
Composite footbridges typically have a span/depth ratio Sometimes they can be cast in the fabrication yard, and
of about 20 (depth measured from top of slab to the complete composite structure transported to site
underside of girder). and erected.
Short cantilevers outside the lines of the webs will give A waterproofing membrane is required, plus some form
a better appearance, in the same way as they do for of durable wearing surface. A combined membrane and
highway bridges. A small upstand is needed at the wearing course with aggregate dressing, similar to that
edges to provide a mounting for the parapets and to act used on steel decks, can be used.
as a drainage upstand. A thick edge beam would create
a rather heavy appearance. Parapets
As for other forms of construction, parapets must
comply with DMRB or Network Rail requirements.
The parapet posts are fixed to the concrete slab or edge
beam with conventional holding down bolts.
Opposite page:
Half through plate girder footbridge, Network Rail
Above:
Composite curved ‘I’ beam footbridge, Washington
3.6 Cable stayed bridges A single backstay is usually sufficient, anchored to the
Footbridges carry only relatively light loading. However, girder at the abutment which supports the end of the
when the main span is long, the requirements of backspan. Further backstays are only needed if the
supporting its own dead load and of providing a backspan is long and requires intermediate support. The
sufficiently stiff structure lead toward a much more stays are normally anchored at floor level to longitudinal
substantial structure than would seem appropriate for a beams. The beams need to be stiff and strong enough to
“mere” footbridge. As a result, an increasingly popular span between anchor points and they may need to be
solution for longer spans is the use of a cable stayed fairly deep. A lighter appearance, with shallow beam/floor
arrangement. This effectively divides the span into shorter depth, might be achieved by using a vierendeel girder and
lengths, for which lighter beams can be used. The pylons half-through construction. Footbridge pylons are usually
for these bridges also add a strong visual feature which is steel box or circular sections, for slender appearance,
often welcomed. ease of construction and economy.
In the dead load condition the stays are effectively For very long spans, the deflection under load changes
prestressed. It is important to calculate accurately the the geometry of the structure. If the sag of the stays is
stretch of the stays in the dead load condition, so that significant they will act as non-linear springs. Both these
the correct geometry of the structure is achieved. effects should be taken into account in the analysis.
Provision should be made for length adjustment in the Computer programs are available which automatically
stays, to accommodate tolerances and errors. take account of the non-linear effects of varying
geometry under load.
Stays must obviously be sufficiently strong to support
the beams, but often more significant for small bridges Whilst ropes and strand can last the life of the bridge,
is the need to provide sufficiently stiff supports to the experience has shown that they should be
beams and to avoid slack stays which will be easily inspected from time to time to check for corrosion and
vibrated. fatigue, particularly at the lower ends. The stay
anchorages should be accessible for such inspection
With twin planes of stays, the natural arrangement for and maintenance. The design should also be such that
the deck structure is with main beams at either edge, to any one stay can be removed and replaced.
which the stays are attached. The floor then spans
transversely between the beams. A single plane of stays Dynamic response
can only be used where a torsionally stiff box girder is Cable stayed bridges are relatively flexible and are more
provided; the stays would be attached on the centreline prone to oscillation under wind or under deliberate
of the bridge. This is not normally convenient for a excitation by users. An all-steel construction results in a
single footway. very low level of structural damping, which can allow the
oscillations to grow significantly. The dynamic response
As well as provision for adjustment in length during of the bridge should therefore be checked carefully.
installation, attachment details should also be arranged Artificial damping, such as tuned mass dampers, can be
such that any stay can be replaced if need be. It is good provided if necessary.
practice to make sure that the anchorages are as strong
at ULS as the breaking load of the stays. Floor construction
Deck construction is usually of stiffened steel plate,
Under the action of live load the stays provide stiff though timber or reinforced concrete are sometimes
support to the main beams and they thus behave used instead.
essentially as continuous beams. Axial load is also
transmitted to the beams by the stays, so the beams
must be designed for the combined load effects.
Far left:
Cable stayed ‘I’ beam footbridge, Cumbernauld
Left:
Royal Victoria Dock Bridge, London
Right:
Cable stay anchorage
3.7 Access ramps and stairs Handrails must be provided on the inside faces of
Where approach ramps or stairs are needed they are parapets on stairs and ramps, for safety reasons. A
usually structurally independent, except for the need to clear gap of at least 40mm is desirable between the rails
be supported at the top end either on the footbridge and any adjacent members.
superstructure or on a common substructure support.
They can therefore be of a structurally different form. Stairs normally have semi-open risers. Fully open risers
However, it is generally preferable to achieve harmony are not permitted by BD 29/03.
of appearance between the two and to use a similar
construction form. At the bottom of flights of stairs, details should be
chosen which avoid acute corners, since they can trap
Stairs usually require, at most, one intermediate support debris. To avoid this, stairs can be supported just above
beneath the landing at mid-flight. Ramps require more the bottom of the flight, so that there is a clear gap
supports and indeed are small bridges themselves. Even between the underside of the stringers and ground level.
for ramps, the number of intermediate supports should
be kept as small as possible, with spans of at least 10m.
Supports should also be as simple as possible – a
T-shaped column and crosshead should be sufficient
in most cases (provided that resistance to impact is
not necessary).
Below:
Stairs showing open treads and handrails
Right:
Scissor ramp
3.8 Bearings and expansion joints Consideration should be given to fixing long ramps at
The provisions for restraint or the accommodation of the bottom end. Maximum longitudinal movement at the
movement due to expansion or other reasons depends far end therefore occurs where the columns are tallest
very much on the general arrangement of the bridge, and most able to accommodate it.
ramps and stairs.
Stairs should preferably be fixed at the bottom and
When the bridge spans between bankseats or bolted to column supports. This effectively provides a
abutments, expansion joints are needed, and the restraint for any ramp or bridge connected to the top of
structure will sit on bearings. At one end the bearings a straight flight.
may be fixed longitudinally, but if laminated bearings are
used, both ends can be 'free', as long as the bearings For light all-steel bridges, all support details, bearings or
can transmit any longitudinal forces. direct connections to columns, should be designed to
resist at least a nominal uplift.
Expansion joints need to accommodate movement
ranges of about 20mm, depending on span. Even at
ends which are longitudinally restrained there has to be
some provision for movement at deck level, owing to
rotational movements under live load.
Below:
Expansion joint leaf plate
Right:
End bearing box girder
These codes cover all aspects of design for footbridges Where supports need to be close to the edge of the
of beam and truss construction. Design of tubular joints carriageway, they are required to be provided with
is not covered in detail within Part 3 – see section 4.4 protective plinths and designed for impact loads. Where
for further guidance. Similarly, the design of cable stays, they can be kept back from the carriageway, perhaps to
the strands and their anchorages, are not covered by span a footway beside the road, the consequent savings
these codes – refer to section 4.5 for guidance. in the cost of the substructure should be considered.
Supports between carriageways should also be avoided
Dimensional and safety requirements for stairs are given (unless they can be located more than 4.5m from the
in BS 5395 (3). These requirements are amended slightly by road, which is not usually feasible).
4.2 Departmental standards BD 29 to the Interim Rules for Road Restraint Systems
The requirements of the four UK highways authority (the IRRRS). The IRRRS (7) is a Highways Agency document,
Highways Agency, the Scottish Executive, the Welsh not currently part of the DMRB, although it does state
Assembly Government and the Department for Regional that it supersedes a number of DMRB documents, such
Development Northern Ireland) are set out in the Design as the earlier BD 52/93. The IRRRS refers to BS 7818 (8),
Manual for Roads and Bridges (DMRB). This manual is a which gives dimensional requirements, design
collection of individual standards (BD documents) and requirements and a specification for construction of
advice notes (BA documents). metal parapets, and it specifies the design loading
classes for rails, posts and infill.
they implement (notably BD 37 for Part 2 and BD 16 for of unauthorised access and are legally obliged to fence
Part 5). For footbridges, a particular point to note is that its boundaries. Network Rail and the Railway Safety and
the requirements in relation to loads resulting from Standards Board also have more stringent requirements
collision of vehicles with the structure have been in relation to collision loads. Reference should be made
significantly modified. The impact loads and the to GC/RC5510: Recommendations for the Design of
circumstances in which they should be applied are Bridges (27). The following comments are based on advice
In considering the prevention of unauthorised access, be found in a Corus publication (12). Adequacy of both
not only must the pedestrian face of the bridge be the bracing member and the chord member must be
designed to be non-climbable, it must also be checked. If necessary, reinforcement of the joint can
impossible to climb along the outer face from the ends be designed.
of the bridge – this usually means that trusses are clad
either side of the diagonals at the ends. The top flanges, 4.5 Design of cable stayed and
chords or parapets must be arranged so that they are suspension bridges
impossible to walk along. For general guidance on the design of cable stayed
bridges, reference should be made to standard texts,
The zone within 4.5m of the outermost running rail is such as Walther (14) or Troitsky (15). These are
considered a danger zone; if any support is located comprehensive books, but they do include specific
within that zone, collision effects must be considered. comment on footbridges with illustrated examples.
Any substructure column must be able to withstand an
impact load, and the superstructure must be able to The provisions of BS 5400 do not cover in detail the
continue to carry some live load without support from design of wire ropes or similar elements, nor is there any
the column. Design recommendations are given in other appropriate national code. The designer therefore
GC/RC5510. needs to base his detailed design on an empirical
approach, based on load effects calculated in the usual
4.4 Design of hollow section joints manner according to BS 5400 and adopting the general
The design of hollow section joints is not fully covered objectives of the code.
by the requirements of BS 5400: Part 3. There is
however extensive background research into the Details of the specification of wire ropes and strands
behaviour of tubular joints and various documents have can be found by reference to BS 302 (16), and of the
been published which provide guidance. sockets by reference to BS 463 (17). The cold drawn wire
used for ropes and strands does not have a linear
For triangulated structures, where the joints transmit stress/strain relationship, with a definite yield plateau,
essentially axial loads from one member to another, the as does structural steel. The relationship is generally
design of the joint involves checks on (a) the adequacy smooth, with decreasing tangent modulus as load
of the welds at the end of the member and (b) the increases. Design of stays has therefore been based
bending of the walls of the hollow sections (which are traditionally on permissible stresses calculated by
subjected to out of plane forces). dividing the ultimate or breaking strength by a suitably
large factor (i.e. a working stress philosophy). In the
Guidance literature is available both for circular sections absence of formal codes on a limit state basis, division
and for rectangular sections. General guidance is given of this strength by a partial factor γm of about 2.0 at
in CIDECT publications (9), (10) & (11) and guidance in relation ULS, in conjunction with normal values of γƒ1 and γƒ3
to BS 5950: Part 1 is given in a Corus publication. (12) gives results consistent with the traditional approach.
Design rules in both of these documents may be applied
using partial factors appropriate to BS 5400. Similar Guidance on the design of suspension bridges can be
rules will be included in EN 1993-1-8 (13). found in texts such as Pugsley (18). The tensile elements
may be wire rope or strand, as for cable stayed bridges,
The extent of guidance on the design of joints for the though high tensile steel rods may be used for the main
moments associated with vierendeel action (or with tension members.
U-frame action) is more limited, though there has also
been research on this topic. A stiffer and more efficient
joint is achieved when the bracing member is the same
width (normal to the moment plane) as the chord
member. Design guidance for this type of joint can also
4.6 Design of steel and composite For Network Rail owned bridges, the protective
bridge beams treatment and walkway surfacing must comply with
Guidance on the design of composite highway bridges Network Rail line standard RT/CE/S/039 (28). Advice is
is given in a series of publications by The Steel given in RT/CE/C/002 (29).
Construction Institute (19). These can be used as general
guidance in the design of footbridges in accordance For other bridges, the HA specifications, or alternatives,
with BS 5400, both for composite beam and all-steel may be used, with the clients agreement.
beam designs.
In some circumstances, Weather Resistant Steels might
Guidance on a wide range of practical aspects related to be used, provided that environmental constraints can be
steel bridge construction is given in a series of Guidance met. (23), (24)
Notes produced by the Steel Bridge Group (31).
4.9 Steel materials
4.7 Dynamic response Steel material for plates, rolled sections and structural
Limitations on the dynamic response of footbridges are hollow sections is covered by British Standards
given in HA standard BD 37. The vertical natural EN 10025, EN 10210 (25). Information about the products
frequency of many footbridges will be below 5Hz and available from Corus (26) can be obtained from the Corus
the response must be checked. If the horizontal natural Construction Centre. Contact details are on the back of
frequency is less than 1.5Hz, checks must be made for this brochure.
possible lateral excitation.
5. Flow charts
Figure 5.1: Flow diagram for the design of footbridges
DMRB Standards
Scheme- for highway DMRB Standards
specific details cross section for footbridges
and headroom
Determine geometric
constraints
Choose
structural form
Trusses and
Steel beams Composite beams Cable stayed bridges Ramps and stairs
vierendeel girders
Far left:
Renaissance Bridge, Bedford
Left:
Smithkline Beecham, Marlow
Global analysis Figure 5.2: Flow chart for trusses and vierendeel girders
Global analysis
12.3
Yes No
Triangulated
truss?
Check combined
Check as Check adequacy
bending and axial
a ‘truss’ of lateral bracing
effects
12.1 12.6
Slender or
compact? Strength
adequate?
Yes 12.2.3
No
Yes
Check adequacy
at SLS
12.2.3
10.6.2
10.6.3
Strength
adequate?
Yes
Satisfactory
* For in-plane buckling, use the length between intersections (a); for out of plane buckling use (a) if there are effective lateral restraints or use 12.5.1
otherwise.
No Yes
Box
girder?
9.6 9.4
9.7
9.8
Determine limiting
Check ULS moment
stresses and check
and shear capacities
capacities
9.9 9.10
9.11
Check adequacy
at SLS
9.9.8
Check bearing
stiffeners
9.14
Yes Yes
Satisfactory
Figure 5.4: Flow chart for composite beams Figure 5.5: Flow chart for cable stayed bridges
Non-linear analysis if
Global analysis Global analysis deflections or DL sag
of stays are significant
9.9
Include effects
during replacement
of each stay
Check slab
adequacy at ULS
Check adequacy
of cable stays
5/6.1.2
4/4.8.3
Check local
Yes effects at cable
Unsymmetric anchorages
compact
I-beam?
No
Check beam
adequacy at SLS Check adequacy
of pylon
9.9.8
9.9.5.2
Check slab
adequacy at ULS Determine dead load
prestress in stays
5/5.2.4.2
5/5.2.6
4/4.1.1.1
Check
bearing stiffeners
All strengths
adequate?
9.14
Yes
All strengths
adequate?
Yes
Satisfactory Satisfactory
6 References
1. British Standards Institution 20. Highways Agency
BS 5400: Steel, concrete and composite bridges – Parts 1 to 10, Design manual for roads and bridges, Volume 1, Section 3, BD 49,
BSI, London (various dates) Design rules for aerodynamic effects on bridges, The Stationery
Office
2. British Standards Institution
BS 5950, Structural use of steelwork in building, BSI, London 21. Highways Agency
Manual of contract documents for highway works, The Stationery
3. British Standards Institution Office; Volume 1: Specifications for highway works series 1900,
BS 5395, Stairs, ladders and walkways, BSI, London Protection of steel against corrosion
Volume 2: Notes for guidance on the specification for highway
4. Highways Agency works,
Design manual for roads and bridges, Volume 1 Section 3: Series NG1900, Protection of steelwork against corrosion
BD 13, Design of steel bridges: use of BS 5400 Part 3;
BD 16, Design of composite bridges:use of BS 5400: Part 5; 22. Corus
BD 37; Loads for highway bridges, Corrosion Protection of Steel Bridges, 2002
BD 60; The design of highway bridges for vehicle collision loads,
The Stationery Office 23. Highways Agency
Design manual for roads and bridges, Volume 2, Section 3, BD 7,
5. Highways Agency Weathering steel for highway structures, The Stationery Office
Design manual for roads and bridges, Volume 2, Section 2, BD 29
Design criteria for footbridges, The Stationery Office 24. Corus
Weathering Steel Bridges, 2002
6. Highways Agency
Design manual for roads and bridges, Volume 6 Section 1, TD 27 25. British Standards Institution
Cross-sections and headroom, The Stationery Office BS EN 10025: 2004, Hot rolled products of structural steels.
BS EN 10210, Hot finished structural hollow sections of non-alloy
7. Highways Agency and fine grain structural steels, Part 1: 1994 Technical delivery
Interim Requirements for Road Restraint Systems (IRRRS), The requirements.
Highways Agency, 2002 (contact the Highways Agency for copies)
26. Corus
8. British Standards Institution Product & Technical brochures
BS 7818:1995 Specification for pedestrian restraint systems in Structural sections
metal Structural plates
Structural hollow sections
9. CIDECT
Design guide for circular hollow sections (RHS) under 27. Railway Safety and Standards Board
predominantly static loading, Verlag TÜV, Cologne, 1991 Group Standard
GC/RC5510: Recommendations for the Design of Bridges
10. CIDECT
Design guide for rectangular hollow sections (RHS) joints under 28. Network Rail
predominantly static loading, TÜV, Cologne, 1992 Line Standard
RT/CE/S/039; Specification RT98 - Protective Treatment for
11. CIDECT Railtrack Infrastructure
Structural stability of hollow sections, Verlag TÜV, Cologne, 1992
29. Network Rail
12. Corus Tubes Line Standard
Design of SHS welded joints, CT16, Corus Tubes, Corby 2001 RT/CE/C/002: Application and Reapplication of protective
treatment to Railtrack Infrastructure
13. British Standards Institution
prEN 1993-1-8, Design of Steel Structures, Design of Joints, 30. Corus Tubes
December 2003 Connection flexibility in tubular U frame footbridges RT 451,
December 1994
14. Walther, R. et al,
Cable stayed bridges, Thomas Telford, London, 1988 31. Evans, J. E. and Iles, D. C.
Steel Bridge Group: Guidance notes on best practice in steel bridge
15. Troitsky, M. S., construction (P185), The Steel Construction Institute, 2002
Cable-stayed bridges, BSP, Oxford, 1988
18. Pugsley, A.
The theory of suspension bridges, Edward Arnold, London, 1957
19. Iles, D. C.
Design guide for composite highway bridges (P289)
Design guide for composite highway bridges: Worked examples
(P290)
The Steel Construction Institute, 2001
Copyright 2005
Corus