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Transportation Engineering

The impact of the steel Eurocodes and implications


for Technical Approval

Chris Hendy
Head of Bridge Design and Technology -
Atkins

Eurocodes 3 and 4

Introduction
Eurocodes needed for steel-concrete composite
bridge design
New terminology
Some comparisons with BS 5400
Technical Approval
Impacts on costs
Summary

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Transportation Engineering

Eurocodes 3 and 4

Eurocodes needed for steel-concrete


composite bridge design

Eurocodes needed for steel composite design

Eurocode Equivalent
BS5400
EN 1990 Basis of structural design BS5400 Part 1 and 2

ACTIONS

EN 1991-1-1 Densities, self weight and imposed loads


EN 1991-1-2 Actions on structures exposed to fire
EN 1991-1-3 Snow loads
EN 1991-1-4 Wind loads BS5400 Part 2
EN 1991-1-5 Thermal loads
EN 1991-1-6 Actions during execution
EN 1991-1-7 Accidental actions
EN 1991-2 Traffic loads on bridges

CONCRETE
EN 1992-1-1 General rules and rules for buildings BS 5400 Part 4
EN 1992-2 Bridges

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Transportation Engineering

Eurocodes needed for steel composite design

Eurocode Equivalent
BS5400

STEEL
EN 1993-1-1 General rules and rules for buildings
EN 1993-1-5 Plated structural elements
EN 1993-1-7 Strength of planar plated structures
loaded transversely
EN 1993-1-8 Design of joints BS5400 Part 3
EN 1993-1-9 Fatigue
EN 1993-1-10 Brittle fracture
EN 1993-1-11 Cables
EN 1993-2 Bridges

STEEL-CONCRETE COMPOSITE

EN 1994-1-1 General rules and rules for buildings


BS 5400 Part 5
EN 1994-2 General rules and rules for bridges

Eurocodes 3 and 4

New terminology

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Transportation Engineering

New terminology

Euro-speak
Action
- force or imposed displacement

Verification
- check

Resistance
- capacity

Execution
- construction / fabrication

Isostatic
- primary

Characteristic, frequent, quasi-permanent

New terminology

Notation

Member sign convention more compatible


with analysis packages i.e. x-x along member

z z
v
z
y y
u
y y
y y
u

z z z v

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Transportation Engineering

New terminology

Notation

Extensive use of subscripts sometimes helpful:


Ed = design internal effect
e.g. NEd = design axial force
Rd = design resistance
e.g. NRd = design resistance to axial force

Extensive use of subscripts sometimes tedious:


E.g. Ac,eff,loc = effective compression area due to
plate sub-panel local buckling

Eurocodes 3 and 4

Some comparisons with BS 5400

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Material properties - steel

Yield strength varies with thickness as


BS 5400 Part 3 : 2000
Rules for maximum thickness allowed to
prevent brittle fracture covered in EC3-1-
10 gives similar results to BS5400 Part
3
Rules for through thickness ductility
(Z quality steel) now given in EC3-1-10

Some comparisons with BS 5400 EN 1994

Material properties steel/concrete composite

EN 1994 limited to use with concretes between C20/25 and


C60/75
E = 210,000 MPa for structural steel and reinforcement (for
simplicity, c.f. 200,000 MPa in EN 1992-1-1)
Coefficient of thermal expansion:
- Structural steel = 12 10-6 K-1
- Concrete = 10 10-6 K-1
- Steel-concrete composite for differential temperature = 10 10-6 K-1
- Steel-concrete composite for direct temperature change = 12 10-6 K-1

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Material factors
Resistance type Factor Recommended
Value
- resistance of cross sections to M0 1.00
excessive yielding including
local buckling
- resistance of members to M1 1.10
instability assessed by
member checks (shear)
- resistance of cross sections in M2 1.25
tension to fracture

Different subscript when different


value applies
Other material factors for bolt design

Some comparisons with BS 5400 EN 1994

Material factors

Recommended values of material factors are:


Reinforcement s =1.15
Concrete c =1.5
Headed stud shear connectors v =1.25

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Global analysis

Second order analysis is default analysis


Effect of shear lag has to be considered
Effect of plate buckling on stiffness has to be
considered if significant generally it isnt
Joint stiffness has to be included if joint
semi-continuous
Generally, none of these actually need
considering if they werent considered to
BS5400

Some comparisons with BS 5400 EN 1994

Effects of cracking in elastic analysis


Cracking accounted for by one of two possible methods:

1. General method: Envelope of moments and shears is first calculated


for characteristic combinations of actions, assuming un-cracked
sections. The section is assumed to crack if the extreme-fibre tensile
stress in concrete exceeds twice the mean value of the axial tensile
strength.
2. Cracked section properties assumed as below (for beams with the
deck slab above the steel beams and ratio of adjacent spans at least
0.6)
0.15L1 0.15L2

L1 L2

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Section classification
Class 1
M
- plastic global analysis M
Mpl
Mpl
Mel
Class 2 Mel

- plastic section analysis but


Class 1

limited rotation capacity Class 2

Class 3
M M
Mpl - achieves first yield but local Mpl
Mel
Mel
buckling prevents further load
increase

Class 3
Class 4 Class 4

- local buckling prevents


attainment of yield

Some comparisons with BS 5400 EN 1993

Section classification
Internal compression parts
(typically webs)
Section classification based on
plastic stress block for Class 1 or
2 cross-sections
Section classification based on
elastic stress block for Class 3 or
4 cross-sections
If Class 3 limit not met, reduced
plate areas used for Class 4
elements (or reduced stresses)
c measured clear of root fillets
and weld toes

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Shear lag steel


1.20
only

Effective width fraction


1.00
0.80
SLS

Must be considered
0.60
ULS
0.40

at ULS but generally 0.20


0.00

insignificant 0 0.1 0.2


bo/L
0.3 0.4 0.5

No significant
Effective width at internal supports
difference to BS5400
at SLS but potential b01 b02 C/L
difference at ULS
Could be significant
for wide orthotropic
boxes

Some comparisons with BS 5400 EN 1993

Shear lag in composite sections


Le=0.25(L1 +L2)
Effective width based on Le/8 for beff,2 for beff,2

each side of stud group where Le=0.85L1 Le=0.70L2


Le = distance between points of for beff,1 for beff,1

contraflexure
Approximate values of Le given
L1 L2
beff = b0 + bei where bei is lesser
of Le/8 and bi L1/4 L1/2 L1/4 L2/4 L2/2 L2/4
Simpler than those in BS
beff,o beff,1 beff,2 beff,1 beff,2
5400:Part 5, and similar to those
b0
in BS 5950:Part 3.1:1990 b1 b2

Same effective width for ULS


and SLS be1 be2
centre-
Smaller effective width line

beneficial for shear connection

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Cross section bending resistance


Essentially same as to BS5400 Part 3 except for
longitudinally stiffened beams or beams with Class
4 webs
For Class 1 and 2 sections, plastic cross-section
resistance is determined using fyd
For elastic section analysis with Class 3 sections,
stresses limited to fyd at mid-plane of flanges (rather
than outer fibre)

Some comparisons with BS 5400 EN 1994

Plastic bending resistance (Class 1 or 2) - sagging


0.85 fcd

N.A

fyd

In EC4-2, fcd = fck / c and rectangular stress block extends


down to N.A
Differs from EC2 where fcd = cc fck / c and rectangular stress
block extends over 80% of compression zone only
Scope for error as recommended value for cc = 0.85,
particularly for checks of local + global

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Transportation Engineering

Some comparisons with BS 5400 EN 1994

Plastic bending resistance (Class 1 or 2) - hogging


fsd

fyd

In EC4-2, fsd = fsk / s


Strength of concrete in tension is ignored

Some comparisons with BS 5400 EN 1994

Elastic bending resistance (Class 3)


Stress limits to use are as follows
Concrete in compression: fcd
Structural steel: fyd
Reinforcement: fsd
- Stresses from different construction stages are summed. The
self-equilibriating effects of shrinkage should be included for Class
3 and 4 cross sections (except in cracked zones)
- Appropriate modular ratio used to allow for creep (long term)

Ma,Ed Mc,Ed shrinkage

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Transportation Engineering

Some comparisons with BS 5400 EN 1994

Class 4 cross-section in bending


2

0.6beff
thickness
t bc
0.4beff
1

=2 / 1 beff=bc

For internal elements:


p 0.055(3 + ) fy fy b/t
= 1.0 p = = =
p2 cr k 2 Et 2 28.4 k with = (235 / fy )

12(1 2 )b 2

1 1>>0 0 0 > > -1 -1 -1 > > - 3
k 4.0 8.2/(1.05 + ) 7.81 7.81 6.29 + 9.782 23.9 5.98(1- )2

Some comparisons with BS 5400 EN 1993

Longitudinally
stiffened girders
EC3 allows
redistribution from
overstressed stiffeners
and panels to occur by
using an effective
section

Design to EC3

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Longitudinally Based on calculated


stresses, check
stiffened girders effective section as
a strut between
transverse restraints

BS5400 Part 3 required


separate web panel and
stiffener checks, based
on stresses calculated Based on calculated Based on calculated
on the gross web stresses, check
stiffener plus
stresses, check
panels for buckling
attached web of
width 32 x web
thickness as a strut
between transverse
restraints

Design to BS5400 Part 3

Some comparisons with BS 5400 EN 1993

Stiffened girders
All elements optimally
used due to load
shedding - individual
weak panel or stiffener
doesnt limit resistance

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

1.4

Shear resistance 1.2

Shear buckling resistance 1

based on rotated stress 0.8


Rigid end post

w
field theory different but: 0.6
Non-rigid end post

w f yw hwt
Resistances generally
0.4
Vbw, Rd =
3 M 1
similar to BS5400 Part 3 0.2

hw
0 w =
37.4t k
At low slenderness, shear 0 1 2 3 4 5
Slenderness w
stresses in excess of yield
are permitted f yw hw t
Vb , Rd = Vbw, Rd + Vbf , Rd
Rigid end posts 3 M 1
- two double sided
c
stiffeners
- resist longitudinal web Vbf ,Rd V bf ,Rd
membrane forces
a

Some comparisons with BS 5400 EN 1993

Combined bending
and shear
V
Shear interacts only with
moment cross section
Vbw ,Rd
resistance, not LTB
Shape of interaction in
EC3 is curved linear in Vbw ,Rd
BS5400 Part 3 2

Interaction can use


plastic bending
M f ,Rd M pl ,Rd M
resistance even if section
is Class 3 or 4

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Combined bending
and shear
Shear interacts only with V
moment cross section
resistance, not LTB Vbw ,Rd

Shape of interaction in
EC3 is curved linear in Vbw ,Rd
BS5400 Part 3 2

Interaction can use


plastic bending
resistance even if section M f ,Rd M el ,Rd M
is Class 3 or 4

Some comparisons with BS 5400 EN 1993

Flexural buckling under axial load


Buckling curves virtually identical to those in BS5400 Part 3
same imperfections and Perry-Robertson formula
Slenderness written differently and one additional curve

Af
= y

N cr

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Other buckling under axial load


Check of torsional buckling / flexural torsional buckling
also necessary; new check
More calculation little influence
3 2 2 2
N cr ,TF (i s u s v s ) N cr ,TF
2
[(N u + N v + N cr ,T )i s N v u s N u v s
2 2 2
] + N cr ,TF i s (N u N v + N v N cr ,T + N cr ,T N u ) N u N v N cr ,T i s = 0
2 2

N N N Nu
N Nv Nu Nv
Nv , Nu Nu
Nv
Ncr,T Ncr,T Ncr,TF
Ncr,T Ncr,T
Ncr,TF

L L L L
u u u u u u u u

Torsional buckling Flexural torsional buckling

Some comparisons with BS 5400 EN 1993

Lateral torsional
fy
buckling M b , Rd = LT W y
M1

1
BS5400 Part 3 has LT =
LT + LT LT
2 2

extensive guidance
EC3 tends to
compel the user to
use finite element
modelling or
simplified flange LT =
Wy f y
[
LT = 0.5 1 + LT ( LT 0.2 ) + LT
2
]
M cr
strut models 0.5

2 EI z k I w
2
(kL) 2 GI T
+ (C 2 z g C 3 z j ) (C 2 z g C 3 z j )


2
M cr = C1 +
(kL) k w I z
2
2
EI z

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Transportation Engineering

Some comparisons with BS 5400 EN 1993


N
Combined bending and
axial
Increasing
BS5400 Part 3 had simple slenderness
guidance for overall buckling,
based on linear interactions
EC3 is highly theoretical and
complex to use, leading to
concave interactions in some Mz
instances My
Rules dont apply for asymmetric
beams - can do elastic critical N Ed M y , Ed + M y , Ed M z , Ed + M z , Ed
buckling analyses or second z N Rk
+ k zy
M y , Rk
+ k zz
M z , Rk
1.0
order analysis with imperfections LT
M1 M1 M1
Possible to simplify with M y , Ed + M y , Ed M z , Ed + M z , Ed
N Ed
experience y N Rk
+ k yy
M y , Rk
+ k yz
M z , Rk
1.0
LT
M1 M1 M1

Some comparisons with BS 5400 EN 1993

Intermediate Stiffeners
Check for stiffness and strength (like BS 5950)
Rules less conservative than those in BS5400 Part 3 where
beam has unequal flanges (but same as BS 5950)

1 f yw hw t
Pshear = V Ed
w 2
3 M 1

Pshear

VEd

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Transportation Engineering

EN 1993-2: Non-linear analysis

Non-linear analysis
Non-linear analysis permitted by EN 1993-1-5
Rules given for stress-strain relationships and
imperfections
Can lead to greater economy than the basic design rules,
but time-consuming
Transverse stiffeners is again an example

EN 1993-2: Non-linear analysis

Comparison made with tests by Rockey, Valtinat and Tang (1981)


Non-linear finite element model set up following rules of EN 1993-1-5

188 kN actual test load at failure


Predicted usage factor of
stiffener = 6.5 to Eurocode 3

Predicted usage factor of


panel = 1.18 to Eurocode 3

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Transportation Engineering

EN 1993-2: Non-linear analysis

Physical test Finite element model

Real test failure was by bowing of stiffener at load of 188 kN


Same failure mode in FE at load of 180 kN

EN 1993-2: Non-linear analysis

Test failure load = 188 kN


Non-linear FE model predicted failure load = 180 kN
EC3 predicted failure load (based on web resistance) = 160 kN
EC3 predicted failure load (based on stiffener) = 29 kN !!
Test TGV8 - Load / Deflection Curves of FE and Model
Testing

25

20
Applied Load (tons)

15

10

FE Results (Imperfection 1)
5 Lab Test Results Scaled
from Figure 8
FE Results (Imperfection 2)

0
0 1 2 3 4 5
Vertical Midspan Deflection (mm)

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Transportation Engineering

Some comparisons with BS 5400 EN 1993

Serviceability
Stress checks similar to BS 5400
New check for web-breathing

Increased buckle
under load
Initially dished
plate panel

Some comparisons with BS 5400 EN 1994

SLS crack widths


Crack width calculation must allow for the effects of tension
stiffening in reinforcement stress calculation, s:
s = s,0 + s

0.4 f ctm AI
where s = with st = and s,0 is calculated neglecting concrete in tension
st s Aa I a

A, I are area and second moment of area of the composite section, ignoring concrete in tension

Aa, Ia are area and second moment of area of the structural steel section
s is the reinforcement ratio

Reinforcement stress calculation should include both local and


global effects
Crack criterion depends on environmental exposure class to EN
1992

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Transportation Engineering

Some comparisons with BS 5400 EN 1994

Exposure Reinforced members and prestressed Prestressed members with bonded


Class members with unbonded tendons tendons

Quasi-permanent load combination Frequent load combination

X0, XC1 0.31 0.2

XC2, XC3, XC4 0.22

0.3
XD1, XD2, XD3
Decompression
XS1, XS2, XS3

Note 1: For X0, XC1 exposure classes, crack width has no influence on durability and this limit is set to guarantee
acceptable appearance. In the absence of appearance conditions this limit may be relaxed.
Note 2: For these exposure classes, in addition, decompression should be checked under the quasi-permanent
combination of loads.

Recommended values of crack width (mm) for bridges

Some comparisons with BS 5400 EN 1994

SLS crack widths


Check reinforcement stress s is less than allowable for
given bar diameter or bar spacing:

Stresses for bar spacing Stresses for bar diameter


Steel stress Maximum bar spacing [mm] Steel stress Maximum bar size [mm]
[MPa] wk=0,4 mm wk=0,3 mm wk=0,2mm [MPa] wk=0,4 mm wk=0,3 mm wk=0,2mm
160 40 32 25
160 300 300 200
200 32 25 16
200 300 250 150 240 20 16 12
240 250 200 100 280 16 12 8
280 200 150 50 320 12 10 6
360 10 8 5
320 150 100 -
400 8 6 4
360 100 50 - 450 6 5 -

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Transportation Engineering

Eurocodes 3 and 4

Impacts for Technical Approval

Impacts for Technical Approval

Effect on AIPS

Eurocodes offer far more flexibility and


choice to Designers
TAAs need to decide whether to maintain or
relax grasp the former will require more
effort than currently needed
Decision affects AIP choices section may
be needed to maintain current level of control
TAS schedule needs revising and BDs and
BAs need retaining, revising or deleting
Other parts of AIP need revising to make
consistent..

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Transportation Engineering

Impacts for Technical Approval

(1) AIP changes required and problems encountered


in pilot studies
AIP Topic Change Original AIP Comments
Section Text
Reference
3.5 Articulation Minor References to EC7 does not deal specifically with reinforced earth, but the
arrangements BS 8006 Principles are meant to apply to all geotechnical works. BS
8006 conflicts.
3.6 Parapet type Major Metal P2/113 Parapet specification will now need to be to BS EN 1317.
vehicle / The equivalent of P2/113 metal parapet is a normal
pedestrian containment class N2 parapet, 1.0m high.
parapet
3.8.1 Materials Major Concrete grades revised to Cxx/xx format to BS EN 206-1.
Reinforcement specification revised to B500B format to DD
ENV 10080, which is not yet a final code.
3.8.2 Finishes Minor Concrete finishes (standard Fn, Un, specification), silane,
steel finishes not covered by Eurocodes so existing spec
requirements can remain.
3.8.3 Exposure classes Major N/A It is suggested that an additional table is included in the AIP
to declare exposure classes for structural elements. These
classes are referred to when selecting cover and performing
SLS stress / crack width checks to EC2.

Impacts for Technical Approval

(2) Choices

Many design method choices given throughout


Eurocodes
Useful to declare which methods are intended to be
used
Suggested additional section in AIP which:
- Lists all clauses where choice is given
- Summarises choices to be made
- Allows one or more choices to be declared at AIP stage

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Transportation Engineering

Impacts for Technical Approval

(2) Choices Example for EN1993-2


EC3-2 Design subject Choice of method Method to be
Clause used [tick one
or more]
5.2.2(3) Treatment of second order 5.2.2(3)a) entirely modelled in a second order analysis
effects 5.2.2(3)b) partially modelled in a second order analysis
5.2.2(3)c) effective lengths used with member resistance checks to clause 6.3 9
5.3.2 Imperfections for analysis 5.3.2(3) combination of local bow and global sway imperfections
5.3.2(11) unique imperfection from shape of critical buckling mode
5.4.1 Non-linear analysis of Use of 3-1-5/C.6(2) curve a)
plates to EC3-1-5 Annex C Use of 3-1-5/C.6(2) curve b)
stress-strain curve Use of 3-1-5/C.6(2) curve c)
Use of 3-1-5/C.6(2) curve d)
6.2.2.4 Treatment of local Effective sections to 3-1-5/4 9
buckling Limiting stresses to 3-1-5/10
6.3.1.5(1) Use of Class 3 sect. prop. Use Class 4 section properties 9
with stress limits Use Class 3 section properties with stress limit
6.3.3 Members in bending and Use of 3-2/6.3.3(1)
axial compression Use of 3-1-1/6.3.3(5) alternative 1
Use of 3-1-1/6.3.3(5) alternative 2
Use of 3-1-1/6.3.4
Use of 3-2/6.3.4.2(2) 9
9.4.1 Fatigue stress spectra Use method of EN 1993-2/9 9
Use stress histories

Impacts for Technical Approval

(2) Choices

Impacts on TAA
- Greater transparency in design methods
- Cost benefits where TAA could specify use of a more
appropriate method
Impacts on safety
- Approver can ensure right people are doing right things at
right level
Impacts on Checker
- Greater cost certainty can see what to price for
- Transparent design method less likely to disagree with
Designer fundamentally

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Transportation Engineering

Impacts for Technical Approval

(3) TAS changes

Major changes required for:


BD13, BD16, BD24 to enable relevant Eurocode
BA42 for integral bridges to complement EN1997 principles
BD28 & BA24 for early thermal cracking only covered in
EN1992-3
BA40 for tack welding of reinforcement revise fatigue checks
BD74, BD31 & BD12 for foundations/buried boxes ref EN1997
BD30, BD42, BD68, BD41 & BD70 for retaining walls
BD51 for sign gantries
BD20 for bridge bearings

Impacts for Technical Approval

(3) TAS changes

Originally BDs were being produced for each of the bridge


codes e.g. for EN 1992-2, EN 1993-2 and EN 1994-2
The new BDs were to have lower status than the current ones
more akin to a BA
BDs were to be enabling documents giving guidance and
missing information
This material has been produced but documents wont now be
BDs; rather PDs

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Transportation Engineering

Eurocodes 3 and 4

Impact on costs

Impact on costs

Design
Initially, design costs will be significantly
greater (challenge to keep down)
- unfamiliarity, misunderstanding, mistakes, extra
checking, training

IStructE report of July 2004 could be 2


years profit for a medium sized
consultancy!
In long term, design costs will be similar
but probably slightly more expensive

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Transportation Engineering

Impact on costs

Construction
Economics affected by loading, resistances
and National Annex parameters (tried to
calibrate)
Design rules lead to specification of similar
materials e.g. steel grades for toughness
On average, costs about the same, possibly
slight reduction
But, greater scope for economy and
innovation

Impact on costs

Pilot study findings


Steel-concrete composite bridge 1

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Transportation Engineering

Impact on costs

Pilot study findings


Steel-concrete composite bridge 1

Element Eurocode Usage Factor BS5400 Usage Factor

Mid Span bending 0.94 1.00

Shear at abutment 0.96 0.87

Transverse 0.52 0.57


reinforcement

Shear connectors 0.44 0.62

Bearing Stiffener 0.85 0.79

Impact on costs

Pilot study findings


Steel-concrete composite bridge 2

Location Type of action Eurocode BS5400


Pier girder Max Hogging moment 0.80 0.93
Mid span of internal span Max Sagging moment 0.66 0.85
At splice of end span Max Hogging moment 0.48 0.53
Pier girder Max shear 0.44 0.50
At splice of end span Max shear 0.67 0.72
At splice of end span Web bolts 0.60 0.70
At splice of end span Top flange bolts 0.63 0.68
At splice of end span Bottom flange bolts 0.90 0.88
Pier girder Transverse reinforcement 0.74 0.87
Pier girder Shear connectors 0.72 0.88
End Abutment support Bearing Stiffener 0.59 0.61
Deck slab Crack width 0.56 0.79

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Transportation Engineering

Summary

Challenges

Cultural and technical differences


Extensive training and guidance needed
Changes to Technical Approval process and HA documents

Positives

Many similarities to BS 5400 practice


Pilot studies reveal designers adapt quickly
Less prescriptive, greater scope for economy and innovation

Different, not more difficult

Title goes here 30

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