By D.C. Iles

This booklet enhances past layout courses for the layout of composite bridges in response to the Eurocodes. It recognises that many street bridges hold roads which are on a curved alignment and the aiding constitution follows that curved alignment. The information addresses the results of the plan curvature at the design.

The booklet discusses
The suggestions of utilizing a sequence of heterosexual girder lengths (chords to a curve) and of utilizing curved girders.
The behaviour of curved parts, noting the torsional results that come up, and the applying of the Eurocodes to events that aren't continually explicitly lined through its rules.
Consequences for development (noting that the fabrication of curved girders is instantly available in glossy workshops) and the choices for bridge articulation.
A brief labored instance illustrates the appliance of layout ideas to a two-span bridge, just like the examples in book P357 yet curved in plan.

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Extra resources for Design of Composite Highway Bridges Curved in Plan

Sample text

1 Single girders There is no guidance in BS EN 1993-1-1 on the effect of torsion on resistance to lateral torsional buckling but this omission has been addressed in BS EN 1993‑6 (concerned with crane supporting structures). 3. 2 Mw,Ed /Mw,Rd kzw = 1 - Mz,Ed /Mz,Rd kα = 1/[1 - My,Ed /Mcr ] Mcr is the elastic critical moment about the y-y axis Mw,Ed is the warping moment in one flange Mw,Rk is the characteristic bending resistance of the (weaker) flange. 7; Cmz and kzw can conservatively be taken as 1; but kα does need to be evaluated.

In practice, it is difficult to extract even the warping torsional moment for these composite beams from the global analysis, since the results simply give total moment and total shear on each beam. 8 but since most bridge beam webs are ‘slender’ the interaction between bending resistance and shear resistance must be evaluated in accordance with 3-1-5/7. No rules deal explicitly with combined bending, shear and torsion. 7(9). No reduction is required for warping shear stress in the web because it is nil in an I section.

This will give rise to bending stresses due to curvature of no more than about 10% of the total stress due to vertical bending. In a multi-girder bridge that is straight in plan, bracing is typically located at a distance from the intermediate support of about 10 times the flange width - this ensures that the reduction factor for buckling is not significantly below unity and thus the design is economic. Bracing in the rest of the span is more widely spaced. In a multi-girder bridge that is curved in plan, a uniform spacing of bracing is often adopted in the span.

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