Users Manual Acobri UK

ACOBRI v 3.
11
Composite Bridge Predesign Software
USERS MANUAL
October 2012
ACOBRI Users Manual
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ACOBRI Users Manual
Table of contents
1. INTRODUCTION ....................................................... 9
1.1 Purpose of software .......................................................................................... 11
1.2 Scope of application ......................................................................................... 11
1.3 Computer configuration .................................................................................... 14
1.4 Installation and execution of the software ...................................................... 14
2. PRE-PROCESSOR ................................................. 17
2.1 General operation .............................................................................................. 19
2.1.1 General introduction to the software ............................................................. 19
2.1.2 Menu bar ...................................................................................................... 20
2.1.3 Tool bar ........................................................................................................ 22
2.1.4 Files generated by the application ................................................................ 24
2.1.5 Management of units .................................................................................... 25
2.1.6 Graphic functions ......................................................................................... 26
2.1.7 Options ......................................................................................................... 27
2.1.8 Initialization file ............................................................................................. 30
2.1.9 Databases .................................................................................................... 31
2.1.9.1 Structural steel section database .......................................................... 31
2.1.9.2 Shear stud database ............................................................................. 31
2.1.9.3 Profiled steel sheeting database ........................................................... 32
2.1.9.4 Abnormal load database ....................................................................... 32
2.2 Input modules .................................................................................................... 35
2.2.1 New .............................................................................................................. 35
2.2.2 References ................................................................................................... 36
2.2.3 Superstructure parameters ........................................................................... 36
2.2.4 Overhangs .................................................................................................... 39
2.2.5 Concrete slab ............................................................................................... 40
2.2.6 Precobeams connection ............................................................................... 43
2.2.7 Materials ....................................................................................................... 44
2.2.8 Connection at supports................................................................................. 45
2.2.9 Diaphragms and Changes in cross-section .................................................. 47
2.2.10 Structural steel sections ............................................................................... 50
2.2.11 Footways and vehicle restraint systems ....................................................... 53
2.2.12 Railway tracks .............................................................................................. 55
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ACOBRI Users Manual
2.2.13 Maintenance walkways................................................................................. 57

2.2.14 Superimposed dead loads ............................................................................ 58
2.2.15 Length of cracked regions ............................................................................ 60
2.2.16 Live loads on footways ................................................................................. 60
2.2.17 Location of the slow lanes ............................................................................ 62
2.2.18 Truck load models ........................................................................................ 63
2.2.19 Vehicles on a footbridge ............................................................................... 64
2.2.20 Train load models ......................................................................................... 65
2.2.21 Support height adjustment and settlement ................................................... 66
2.3 Factors................................................................................................................ 68
2.3.1 Weighting factors for superimposed dead loads........................................... 68
2.3.2 Adjustment factors for road bridges .............................................................. 68
2.3.3 Partial factors for loads - Combination factors .............................................. 69
2.3.4 Factors for Serviceability Limit States .......................................................... 69
2.3.5 Factors for Ultimate Limit States .................................................................. 71
2.3.6 Factors for Fatigue Limit States.................................................................... 71
2.3.7 Calculation coefficients ................................................................................. 72
3. CALCULATION AND POST-PROCESSING........... 75

3.1 Running calculations ........................................................................................ 77
3.2 Editing Pre-design report.................................................................................. 79
3.2.1 Pre-design report options ............................................................................. 79
3.2.2 Editor functions............................................................................................. 79
3.2.3 Content of Pre-design report ........................................................................ 80
3.3 Post-processor .................................................................................................. 84
3.3.1 General operation......................................................................................... 84
3.3.2 Tool bar ........................................................................................................ 85
3.3.3 Display options ............................................................................................. 86
3.3.4 Management of image layers ....................................................................... 87
3.3.5 Grillage Model display .................................................................................. 88
3.3.6 Influence lines .............................................................................................. 89
3.3.7 Display of action effects................................................................................ 90
3.3.8 Design check ................................................................................................ 96
3.3.9 Shear connection ......................................................................................... 98
3.3.10 Fatigue ....................................................................................................... 100
3.3.11 Editing ........................................................................................................ 101
3.3.12 Edit window ................................................................................................ 103
3.3.13 Graphic area............................................................................................... 104
3.3.14 Using the mouse ........................................................................................ 106
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ACOBRI Users Manual
4. DESCRIPTION OF CALCULATION ...................... 109

4.1 Material properties .......................................................................................... 111
4.1.1 Principles for the calculation of steel characteristics .................................. 111
4.1.2 Characteristics for the steel of girders ........................................................ 111
4.1.3 Characteristics for the steel of strengthening plates ................................... 112
4.1.4 Slab concrete ............................................................................................. 112
4.1.5 Concrete creep ........................................................................................... 113
4.1.6 Steel-concrete modular ratios..................................................................... 113
4.2 Loads and load combinations ........................................................................ 115
4.2.1 General....................................................................................................... 115
4.2.2 Permanent loads ........................................................................................ 116
4.2.2.1 Dead load ............................................................................................ 116
4.2.2.2 Superimposed dead load SDL1 .......................................................... 120
4.2.2.3 Superimposed dead load SDL2 .......................................................... 122
4.2.2.4 Concrete shrinkage ............................................................................. 123
4.2.2.5 Temperature effects ............................................................................ 124
4.2.2.6 Support settlement and support height adjustment ............................. 125
4.2.3 Live loads on road bridges ......................................................................... 125
4.2.3.1 Definition of traffic lanes ...................................................................... 125
4.2.3.2 Load Model 1 ...................................................................................... 126
4.2.3.3 Loads on footways .............................................................................. 128
4.2.3.4 Abnormal load ..................................................................................... 129
4.2.4 Fatigue loads on road bridges .................................................................... 130
4.2.4.1 Load Model 3 ...................................................................................... 130
4.2.5 Live loads on railway bridges ..................................................................... 131
4.2.5.1 Load model LM71 ............................................................................... 131
4.2.5.2 Load Model SW ................................................................................... 132
4.2.5.3 Dynamic factor for railway loads ......................................................... 134
4.2.5.4 Live loads on maintenance walkways ................................................. 135
4.2.6 Footbridges ................................................................................................ 135
4.2.6.1 Live loads on footbridges .................................................................... 135
4.2.6.2 Vehicle on footbridge by error ............................................................. 135
4.2.6.3 Service vehicle .................................................................................... 136
4.2.7 Eigenmode ................................................................................................. 137
4.3 Load combinations .......................................................................................... 138
4.3.1 Road bridges and footbridges .................................................................... 138
4.3.2 Railway bridges .......................................................................................... 141
4.4 Deck analysis ................................................................................................... 144
4.4.1 Conventions ............................................................................................... 144
4.4.2 Principles .................................................................................................... 145
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ACOBRI Users Manual
4.4.2.1 Loading, concrete state, and modular ratio ......................................... 145

4.4.2.2 Design cross-sections and cross-sections of interest .......................... 145
4.4.2.3 Calculating in Manual Pre-design mode .............................................. 146
4.4.2.4 Calculating in Automatic Pre-design mode.......................................... 148
4.4.3 Grillage model ............................................................................................ 149
4.4.4 Effective width ............................................................................................ 152
4.4.4.1 Effective widths for calculation of internal forces and moments .......... 152
4.4.4.2 Effective widths for stress calculation .................................................. 153
4.4.5 Support regions .......................................................................................... 153
4.4.5.1 Dimensions of support regions ............................................................ 154
4.4.5.2 Special processing of support regions................................................. 154
4.4.6 Characteristics of model elements ............................................................. 154
4.4.7 Influence lines ............................................................................................ 159
4.5 Design checks ................................................................................................. 162
4.5.1 General....................................................................................................... 162
4.5.2 Deflection limitation (SLS) .......................................................................... 163
4.5.3 Track twist on railway bridges (SLS) .......................................................... 165
4.5.4 End rotation of railway bridge decks (SLS)................................................. 166
4.5.5 Connector shear resistance........................................................................ 166
4.5.6 SLS checks ................................................................................................ 167
4.5.6.1 Minimum reinforcement (SLS)............................................................. 167
4.5.6.2 Slab cracking (SLS)............................................................................. 169
4.5.6.3 Stress limitation (SLS) ......................................................................... 170
4.5.6.4 Stress limitation Case of filler-beam decks....................................... 173
4.5.6.5 Stress limitation Case of Precobeams.............................................. 174
4.5.6.6 Shear connection ................................................................................ 176
4.5.7 ULS checks ................................................................................................ 177
4.5.7.1 Resistance of cross-sections to bending ............................................. 177
4.5.7.2 Position of the Plastic Neutral Axis of filler beams .............................. 180
4.5.7.3 Resistance of cross-sections to vertical shear .................................... 181
4.5.7.4 Bending moment / Shear force interaction .......................................... 181
4.5.7.5 Shear buckling .................................................................................... 182
4.5.7.6 Lateral torsional buckling..................................................................... 186
4.5.7.7 Precobeams connection ...................................................................... 188
4.5.7.8 Elastic resistance to bending of Precobeams cross-sections .............. 189
4.5.8 FLS checks................................................................................................. 190
4.5.8.1 Stress range for road bridges .............................................................. 190
4.5.8.2 Damage equivalence factor for road bridges .................................... 194
4.5.8.3 Dynamic amplification factor for road bridges ..................................... 197
4.5.8.4 Stress range for railway bridges .......................................................... 198
4.5.8.5 Damage equivalence factor for railway bridges ................................... 201
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ACOBRI Users Manual
5. REFERENCES ...................................................... 208

5.1 Eurocodes (ENV) ............................................................................................. 210
5.2 Eurocodes (ENV) with their French National Application
Document (NAD) .............................................................................................. 211
5.3 Fachberichte (DIN) ........................................................................................... 212
5.4 Eurocodes (EN)................................................................................................ 212
5.5 Other documents ............................................................................................. 212
VII
ACOBRI Users Manual
VIII
Chapter 1
1. INTRODUCTION
ACOBRI Users Manual - Chap 1
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1.1 Purpose of software
The purpose of the ACOBRI software is to help in the pre-design of the rolled-steel main
beams of composite steel and concrete bridges, in accordance with different codes. The
software interface is generally simple and user-friendly, but because of its very specific
purpose, it is vital that users have the requisite knowledge on the design of composite
bridges and are familiar with the relevant design rules. It is the responsibility of the user to
ensure that the software is consistent with the problem to be solved by referring to the
scope of application defined in this manual.
ACOBRI can be used only at the pre-design stage, in order to compare different technical
solutions. In so far as the program does not take sufficient account of all the parameters
involved in the design of a composite bridge, the results cannot be used directly in the final
substantiation of bridge design.
1.2 Scope of application
Only the main applications of the ACOBRI software are described in this paragraph. More
specific details are given in the description of each dialogue box for data input (see
Chapter 2).
ACOBRI can be used for manual or automatic pre-design of the main beams of the
superstructure of a composite steel and concrete bridge. The bridge types covered are the
following:
road bridges,
railway bridges,
footbridges.
Each of these bridge types can be pre-designed according to the following codes:
Eurocodes (EN), either with recommended values or with French National Annexes,
French codes (however, the French codes are not covered by this users manual;
technical information and explanations are available in the French version of the
manual)
DIN-Fachberichte
The ENV and ENV+French NAD codes are not available by default, it is necessary to
contact the support.
ACOBRI addresses neither bridges curved in plan or in elevation, nor skew bridges.
The bridge dealt with can be built from simply supported beams resting on two supports, or
continuous beams over several spans.
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The main beams are composite beams using rolled steel sections from the ArcelorMittal
Sales programme.
ACOBRI can be used to pre-design the following kinds of bridge superstructures:
Conventional beam and slab superstructure
With a concrete deck slab connected to the top flange of the beams.
It may be an in-situ solid slab or a slab comprising permanent formwork (profiled

steel sheeting or precast concrete panel). In the case of in-situ slabs, a haunch can
be defined.
Figure 1-1 : Conventional beam and slab superstructure
Superstructure using partially prefabricated composite beams
Use of partially prefabricated composite beams (steel beams with precast concrete
panels connected to the top flange in the shop) means composite action can be
taken into account during placement of the in situ concrete of the topping.
Figure 1-2 : Superstructure with partially prefabricated composite beams
Superstructure with box girders
A superstructure using steel box girders is similar to the conventional beam and
slab superstructure, the only difference being that each -beam is replaced by a box
girder made from two identical sections whose flanges are welded together
continuously along their edges. The torsional stiffness of the main beams is thus
considerably improved.
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Figure 1-3 : Superstructure with box girders
Superstructure with concrete-filled box girders
A superstructure with concrete-filled box girders is similar to the previous case. The
-sections of each pair are set a slight distance apart and the void between them is
filled with concrete, which improves their torsional stiffness.
Figure 1-4 : Superstructure with concrete-filled box girders
Filler-beam deck
A filler-beam deck is essentially a concrete slab with stiff longitudinal reinforcement made
of closely spaced rolled beams and transverse reinforcement made of steel bars. The steel
beams act as a support for the permanent formwork which is placed on the lower flanges.
Transverse reinforcing bars are threaded through holes drilled in the webs of the steel
beams. Concrete fills the space between beams and covers the upper flanges.
Figure 1-5 : Filler-beam deck
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Superstructures using simple prefabricated Precobeams
Partially prefabricated composite beams, using single profiles cut in the middle of its
web according to the Precobeam system, with a concrete web. The final stage of
the slab is poured in situ.
Figure 1-6 : Simple prefabricated PrecoBeams
Superstructures using double prefabricated Precobeams
Partially prefabricated composite beams, using double profiles cut in the middle of
its web according to the Precobeam system, with a concrete web. Concrete in
poured in between each pair of steel profiles. The final stage of the slab is poured in
situ.
Figure 1-7 : Double prefabricated PrecoBeams
1.3 Computer configuration
ACOBRI runs on a PC of at least the Pentium 133 type, under Windows 32 bits: Operating
systems: 95, 98, NT4, 2000, XP, Vista and Seven. The RAM necessary for the software to
run is that necessary for the operating system to work efficiently.
Once installed, the software takes about 16 Mb of hard-disk space.
It is recommended that ACOBRI be used with a screen with resolution of at least 800x600.
1.4 Installation and execution of the software

ACOBRI is supplied on a CD-ROM or by downloading on the internet. It must be installed
on the hard disk of the PC. This can be done easily by running the installation program.
The software files will then be installed in a directory chosen by the user.
The installation procedure creates an icon in the list of programs in the Windows Start
menu.
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When the software is executed for the first time, a Configuration window appears allowing
the software to be configured. The parameters entered will be saved in the file
ACOBRI.INI in the installation directory. The parameters to be filled in are:
- The company name and the user name. This information is optional. If it is entered,
it will appear on the Pre-design report. It may also be modified subsequently, in the
software initialization file or in the References dialogue box.
- The language to be used by the software, the choice being made from the
languages available.
- The display size of the main window of the software (full-screen display or normal
display).
- The units for entering dimensions and forces.
In addition, the configuration window gives the User an hyperlink to download on the
internet the PDF Creator freeware. Once installed, this application can be used to
generate files in PDF format. It is not compulsory to install PDF Creator, particularly if the
computer on which ACOBRI is installed is already equipped with an application for
generating PDF-format files from the list of printers. Any other Pdf application can be used
instead of PDF Creator.
An application generating PDF files is necessary in order to be able to save Pre-design

reports.
The software can be reconfigured subsequently, using the Options / Configuration menu.
The user can create a shortcut icon that will run ACOBRI.EXE.
ACOBRI can be directly executed by clicking on a file with the extension .APM.
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LIST OF FIGURES
Figure 1-1 : Conventional beam and slab superstructure .................................................. 12
Figure 1-2 : Superstructure with partially prefabricated composite beams......................... 12
Figure 1-3 : Superstructure with box girders ...................................................................... 13
Figure 1-4 : Superstructure with concrete-filled box girders ............................................... 13
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Chapter 2
2. PRE-PROCESSOR
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2.1 General operation

2.1.1 General introduction to the software
title bar
menu bar
tool bar
graphic display area
status bar
The presentation of the main window is the same as that of most software running under
Windows, i.e. with, from top to bottom:
a title bar
a menu bar
a tool bar
a graphic display area
a status bar.
The menu bar contains:
a "File" menu
a "Display" menu
an "Edit" menu
an "Options" menu
a "?" menu.
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The tool bar is used to access the different input and processing modules. The logical
order in which these modules should be used is from left to right. ACOBRI does authorize
access to modules accessed previously, but it must be remembered that any modification
to data in one module might have consequences on the data defined in a module further to
the right on the tool bar.
Some modules are available only under certain conditions.
2.1.2 Menu bar
"File" menu
The File menu contains the following choices:
"New"
Re-sets data prior to processing a new problem. The New input module is
displayed.
"Open"
Opens an existing file.
"Save"
Saves the existing file (name displayed in the status bar). If no name has yet been
given, the software opens the dialogue box where the user can enter one.
"Save as "
Saves a file under a name to be entered by the user.
"Exit"
Exits the software.
"Display" menu
The "Display" menu contains the following choices:
"Cross-section ", "Elevation", "Plan view"
These three options are used to select the type of view displayed in the graphic
area of the interface.
"Display options "
Used to define the level of information shown on the graphic displays of the bridge.
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NB: All the graphic functionalities of the interface are described in greater detail in
Chapter 2.1.6.
"Edit" menu
The Edit menu contains the following choices:
"Stud Catalogue"
Edits the file containing the shear stud database.
"PSS Catalogue"
Edits the file containing the database of profiled steel sheeting (PSS) for concrete
slabs.
"Load model Catalogue"
Edits the file in which the special vehicles are defined.
"Copy image"
Places the image in the graphic area in the clipboard; this bitmap image can then
be pasted and processed with other software.
"Print image"
Prints the contents of the graphic area directly.
"Options" menu
The Options menu contains the following choices:
"Language ..."
Brings up the dialogue box for choosing the language to be used for the current
session.
"Units ..."
Brings up the dialogue box for choosing the units of force and length to be used for
the current session.
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"Configuration ..."
Displays the dialogue box for defining the parameters to be used for each work
session (Company name, User name, Language, Size of main window, Units, and
Working directory) and for installing the PDF Creator freeware.
"Factors" sub-menus
For defining the values of factors.
" ? " menu
The " ? " menu contains the following choices:
"Help"
For access to on-line assistance.
"About "
Displays information about the software.
2.1.3 Tool bar

The input windows most frequently used for defining a bridge and its loading and for
running calculations and processing the results are accessible directly from the tool bar. It
is recommended that during a project the user starts with the leftmost button and gradually
works to the right.
Definition of project parameters
Definition of project references
Definition of bridge
Definition of superstructure
Definition of concrete slab characteristics
Definition of material properties
Definition of stiffness of abutments and concrete crossbeams at
intermediate supports
Definition of diaphragms and changes in cross-section
22
Definition of structural steel sections

Definition of cracked regions
Definition of support height adjustments and settlements
Parameters specific to Road bridges
Definition of footways and vehicle restraint systems

Definition of superimposed dead loads
Definition of loads on footways
Location of slow lanes on the slab for the Fatigue Load Model
Definition of truck load models
Parameters specific to Footbridges

Definition of service vehicles on footbridge
Parameters specific to Railway bridges
Definition of railway tracks

Definition of train load models
Calculation and processing of results
Calculation
Editing Pre-design report
Post-processing
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2.1.4 Files generated by the application

When a bridge is studied, ACOBRI generates several files in which data and results are
stored.
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Data file
Data is saved in a file with the extension .APM, e.g.: PROJECT.APM. This file can
be edited with a text editor such as Notepad. However, the data must always be
entered or modified with ACOBRI and never directly in the data file.
Data is saved when the following operations are performed:
- File / Save Menu: for the first save, the user must enter the file name and
directory. For subsequent saves, the file name and directory are retained.
- File / Save As Menu: the user can modify the file name and directory.
- The calculation is run: data is saved before each calculation.
Results file
A series of binary files is generated when a bridge design calculation is run. These
files cannot be edited and can be read only by the ACOBRI software, either when
editing the Pre-design report or when accessing the Post-processing module.
For the data file PROJECT.APM, the following binary files are generated:
- PROJECT.DBA: Finite element model

- PROJECT.LIF: Influence lines
- PROJECT.CPE: Superimposed dead loads
- PROJECT.CEV: Live and fatigue loads
- PROJECT.VER: Design check
The software reads these files to edit the Pre-design report and for post-processing.
Post-processing and editing of the report are possible only if all these binary files
are present in the working directory and if they were generated by the same version
of the programme.
It is therefore advised that all the binary files of a project be kept so that the results
can be analyzed subsequently without having to run the calculation again. This is
particularly useful for large bridges which require a lot of computer time.
2.1.5 Management of units

ACOBRI works with units of force and length.
The units of force are:
newton (N),
decanewton (daN),
kilonewton (kN).
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The units of dimensions are:
millimetre (mm),
centimetre (cm),
metre (m).
The general principle is to use uniform units for input. The units selected are displayed in
the status bar at the bottom of the main screen. If a unit is changed, the values displayed
are converted automatically.
The units used for the current session can be modified from the Options / Units menu. The
units used for each session are saved in the initialization file ACOBRI.INI. They can be
modified from the menu Options / Configuration.
Units in the Pre-design report are fixed, e.g.:
mm for dimensions of the transverse cross-section,

cm2 for the cross-sectional area,
cm4 for moments of inertia,
N/mm2 for stresses,
etc.
2.1.6 Graphic functions
General functions
The graphic area of the main window can display three types of view of the bridge
studied:
a transverse cross-section of the bridge at a given position in the longitudinal

direction,
an elevation,
a plan view.
The view can be changed by selecting the required view from the "Display" window
or by using one of the following three buttons:
Selection of cross-section
Selection of elevation
Selection of plan view
When an elevation or a plan view is displayed, a cursor in the form of a vertical line
appears, indicating the position in the longitudinal direction of the cross-section
displayed. This cursor can be moved with the mouse, by holding the left button
down. When the mouse button is released, the display switches to the cross-section
thus selected.
26
A double-click on the display of a cross-section switches from one view to another.
The "Display/Display options " menu brings up a dialogue box for selecting
certain display options (dimensions, section labels, etc.).
Display options
The display options are used to select the information required to be shown on the
graphic displays.
The information that can be displayed on a cross-section view is:
the position of the cross-section, displayed in the box in the top left-hand
corner
dimensions
diagrams of the deck surfacing
superimposed dead loads
lanes (road bridges) or tracks and ballast (railway bridges)
section labels
symbolic representation of the concrete contributing to the strength of the
bridge.
Zoom function
The zoom function is activated by holding down the left mouse button. The mouse
cursor then becomes a cross "+". The user must select the zone he wishes to zoom
in on by holding down the left mouse button and moving the mouse. When the
button is released the zone selected occupies the entire graphic area.
A double click on the left mouse button returns from the zoom to the initial
representation.
2.1.7 Options
Language
In its current version the software operates in English, German and French. The
dialogue box that appears when "Language" in the "Options" menu is clicked is
used to select the language the software will use (in accordance with the
translations available at the time of installation). The language selected in this
module applies only to the current session.
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Figure 2-1 : Language choice
Units
When "Units" in the "Options" menu is clicked, a dialogue box for selecting the
unit of force and the unit of length appears. It is in the units selected here that the
data will be entered in the different dialogue boxes, with the sole exception of
stresses which are always to be entered in N/mm2 (yield strength, for example).
The units selected in this module apply only to the current session.
Results are always displayed in fixed units, independent of the units selected here.
Figure 2-2 : Choice of units
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Configuration
The Options / Configuration menu displays a window for defining the parameters
used in each session and saving them in the initialization file ACOBRI.INI.
This window comes up automatically the first time the software is run after
installation.
There are four tabs in the menu:
- Parameters tab:
The Parameters tab is used to define the general parameters of the software:
User name, Company name, Software language, and Display size of the
main window of the interface.
- Directory tab:
The Directory tab is used to define the working directory. The working
directory is the default directory for all file opening and save operations.
The directory proposed when the software is first run is the software
installation directory. It is recommended that a separate directory be created.
- Units tab:
The Units tab is used to define the units for defining lengths and forces.
- PDF Creator tab:
To be able to save the Pre-design report as a file that can be edited

independently of ACOBRI, it is necessary to have software for creating files in
.PDF format. If the computer on which ACOBRI is installed does not have
such software, it is possible to install the PDF Creator freeware. The PDF
Creator tab display a link to an internet page where it is possible to download
this product. Any other equivalent product can be used.
Factors
A sub-menu provides access to input windows which can be used to modify the
following factors:
Weighting factors for superimposed dead loads (see 2.3.1).

Adjustment factors for road bridges (see 2.3.2).
Partial factors for loads and combination factors (see 2.3.3).
Serviceability Limit State factors (see 2.3.4).
29
Ultimate Limit State factors (see 2.3.5).

Fatigue Limit State factors (see 2.3.6).
Calculation coefficients (see 2.3.7).
2.1.8 Initialization file

The initialization file is the ASCII file ACOBRI.INI located in the software installation
directory.
Each line of the file consists of a label, the sign " = ", and the attribute. The software does
not differentiate lower case and upper case alphabetical characters (except for the
company name and user name).
The initialization file may comprise the following:
the name of the software installation directory
e.g.: RepInstallation=C:\Program Files\ACOBRI
the name of the default directory in which data and results files will be saved.
e.g.: RepApplications=C:\Documents and Settings\AppACOBRI
the current user language
e.g.: Langue=GB
the company name (optional)
e.g.: NomSociete=ARCELORMITTAL
the user name (optional)
e.g.: Utilisateur=John Smith
the default unit of force (N, daN or kN),
e.g.: UniteForce=kN
the default unit of length (mm, cm or m),
e.g.: UniteLongueur=mm
It is recommended that no changes be made directly to ACOBRI.INI. The parameters

recorded in the file can be modified from the Options / Configuration menu.
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2.1.9 Databases
2.1.9.1 Structural steel section database
This is the database of rolled steel sections from the ArcelorMittal sales programme. It
contains the dimensions of structural steel sections. It is a binary file that cannot be
modified by the user.
Cross-section characteristics (cross-sectional area, moments of inertia, etc.) are calculated

by the program in accordance with the dimensions.
2.1.9.2 Shear stud database
This file contains the characteristics of shear connectors (welded headed studs). It is
simply a text file in ASCII format that can be displayed with a conventional text editor
(NOTEPAD.EXE, for example). It can be modified and complemented by the user on
condition that the same format is used.
The file can be edited by clicking on "Edit / Edit stud catalogue" in the "Edit" menu: the
software uses the NOTEPAD text editor.
The first line is a brief reminder of the content of the file. It must not be modified.
Every other line must contain:
the label of the shear stud, which must end with a comma
the total height of the stud, h
the diameter of the shank, d0
the diameter of the head, d1
the thickness of the head, ht
the yield strength of the connector steel, fy
the ultimate tensile strength of the connector steel, fu
Figure 2-3 : Geometry of stud
All dimensions must be given in millimetres. The yield strength and ultimate tensile
strength must be given in N/mm2. The decimal separator is the point.
31
2.1.9.3 Profiled steel sheeting database
This file contains the steel sheeting characteristics required. It is simply a text file in ASCII
format that can be displayed with a conventional text editor (NOTEPAD.EXE, for example).
It can be modified and complemented by the user on condition that the same format is
used.
The file can be edited by clicking on "Edit PSS catalogue" in the "Edit" menu: the software
uses the NOTEPAD text editor.
The first line is a brief reminder of the content of the file. It must not be modified. Every
other line must contain:
the label of the profiled steel sheeting, which must end with a comma,
the value of dimension b1,
the value of dimension b2,
the pitch e,
the overall depth h of the PSS.
Figure 2-4 : Geometry of profiled steel sheeting
Dimensions b1, b2, e and h must be given in millimetres. The decimal separator is the
point.
2.1.9.4 Abnormal load database
In the case of a road bridge, the user can choose to design the bridge for traffic
corresponding to an abnormal vehicle load. The abnormal load model is chosen from the
window for the Definition of Truck Load Models associated with the code being used. The
load model is chosen from a list of special vehicles defined in special file UserLoads.db.
This is an editable file in ASCII format. It can be edited using the "Edit / Edit Load Model
catalogue" menu, or with a standard text editor such as NOTEPAD, for example. It is
32
located in the software installation directory. It already contains a certain number of load
models and can be extended by the user to suit requirements.
File format
Units and conventions:
The load model must be defined with the following system of units:
- Lengths cm
- Point loads daN
- Uniformly distributed loads daN/cm2
Point loads and uniformly distributed loads are applied vertically. They must have a
negative sign for the loads to be exerted downwards.
General:
A load model is defined by a set (block) of lines of instructions in the load-model file.
The first line of the block always starts with the symbol #, followed by the name of
the load model. This is the name that will appear in the available choices in the
Truck load model input module. The key words are indicated afterwards in capital
letters.
For example: #My load model
The symbol ! is used to introduce a comment on any instruction line. Any text after
the symbol ! will not be interpreted.
For example: #My load model ! block defining My load model
Definition of a load model:
Abnormal load is defined by a set of point loads and/or surface loads.
The general format of the instruction block is as follows:
Ligne n
Definition of the name
1 #Name of the load model
Definition of the number of point loads
2 PUNCTUAL LOADS 4
Definition of the number of surface loads
3 SURFACIC LOAD 2
Obligatory Instruction
4 TRANSVERSAL NUMBER IMPOSED 1
33
Obligatory instruction
5 LONGITUDINAL NUMBER IMPOSED 1
Definition of point loads
6+i PLOAD i fz=Force x=PositionX y=PositionY
Definition of surface loads
7+j SLOAD j fz=Pressure x=x1 y=y1 x=x2 y=y2
Line no 2 can be omitted: this means that the load model includes no point loads.
Identically, line no 3 can be omitted when no surface load are to be considered.
The definition of the point loads (lines no 6+i) has always to be placed before the
definition of surface loads (lines no 7+i). It implies one line for each point load.
The definition of surface loads requires one line for each surface load.
Example of instructions generating Load Model 600/150 of Annex A of Eurocode.
#Annex A - 600/150
PONCTUAL LOADS 24
TRANSVERSAL NUMBER IMPOSED 1
LONGITUDINAL NUMBER IMPOSED 1
LOAD 1 fz=-1875 x=0 y=0
LOAD 2 fz=-3750 x=0 y=60
LOAD 3 fz=-1875 x=0 y=120
LOAD 4 fz=-1875 x=0 y=150
LOAD 5 fz=-3750 x=0 y=210
LOAD 6 fz=-1875 x=0 y=270
LOAD 7 fz=-1875 x=150 y=0
LOAD 8 fz=-3750 x=150 y=60
LOAD 9 fz=-1875 x=150 y=120
LOAD 10 fz=-1875 x=150 y=150
LOAD 11 fz=-3750 x=150 y=210
LOAD 12 fz=-1875 x=150 y=270
LOAD 13 fz=-1875 x=300 y=0
LOAD 14 fz=-3750 x=300 y=60
LOAD 15 fz=-1875 x=300 y=120
LOAD 16 fz=-1875 x=300 y=150
LOAD 17 fz=-3750 x=300 y=210
LOAD 18 fz=-1875 x=300 y=270
LOAD 19 fz=-1875 x=450 y=0
LOAD 20 fz=-3750 x=450 y=60
LOAD 21 fz=-1875 x=450 y=120
LOAD 22 fz=-1875 x=450 y=150
LOAD 23 fz=-3750 x=450 y=210
LOAD 24 fz=-1875 x=450 y=270
Example of instructions generating Load Model type D (280 t) of French code.
#Load model type D (280 t)

SURFACIC LOADS 2
TRANSVERSAL NUMBER IMPOSED 1
LONGITUDINAL NUMBER IMPOSED 1
LOAD 1 fz=-0.38568 x=0 y=0 x=1100 y=330
LOAD 2 fz=-0.38568 x=1800 y=0 x=2900 y=330
34
2.2 Input modules

2.2.1 New
The "New" module is accessed from the File / New menu.
Figure 2-5 : "New" module
When the user chooses to create a new project (File/New menu), a dialogue box appears
for selecting the fundamental options of the problem to be addressed:
type of bridge:
road bridge
railway bridge
footbridge
design code:
Eurocodes (EN), with the possibility to choose either the recommended values
or the French National Annexes
French code (only available in French version)
DIN-Fachberichte
Eurocodes ENV (limited access)
Eurocodes (ENV) + French NAD (limited access)
These choices cannot be modified subsequently. They appear in the status bar at the
bottom of the main window.
Note: Explanation and information concerning the French code are not included in this
document but are available in the French version of this manual.
35
2.2.2 References
The module for defining the references of the project is accessed by clicking on
this button on the tool bar.
This module is used to display and modify:
the company name,

the project name,
the project reference,
the user name,
a comment.
This information will appear on each page of the Pre-design report.
The company name and user name can be defined in the initialization file, APM.INI, so
that it need not be entered every time the software is used.
2.2.3 Superstructure parameters
The module for defining general superstructure parameters is accessed by

clicking on this button on the tool bar.
This module is used to define the general geometry of the bridge superstructure. The user
must enter:
- the type of deck:
conventional composite beam,

partially prefabricated composite beam,
box girder,
concrete-filled box girder,
filler-beam deck,
simple prefabricated Precobeams,
double prefabricated Precobeams.
- the slab cross-section, in accordance with the beam type selected (Precobeam
excluded):
total slab width (minimum: 4 m for railway bridges and road bridges; 1 m for
footbridges; maximum: 25 m)
slab thickness (except for filler-beam decks) (minimum: 10 cm; maximum: 50 cm)
36
the depth of any haunches (except for decks with steel sheetings and for filler-beam
decks), (minimum: 0 cm; maximum: 30 cm)
spacing of -sections forming concrete-filled box girders (minimum: 0 cm; maximum:

50 cm)
depth of concrete cover for filler-beam decks: distance from the top of the -sections
to the top of the slab (minimum: 7 cm; maximum: 15 cm)
thickness of permanent formwork for filler-beam decks (minimum: 0 cm; maximum:

15 cm)
a special module is used to define the overhangs of filler-beam decks.
- the parameters of the Precobeams cross-section:
total slab width (minimum: 4 m for railway bridges and road bridges; 1 m for
footbridges; maximum: 25 m)
final slab thickness (minimum: 10 cm; maximum: 50 cm) and prefabricated slab
thickness
the depth of any haunches (double prefabricated Precobeams only), (minimum: 0

cm; maximum: 30 cm)
the thickness and the depth of the concrete web of simple Precobeams
- the transverse distribution of beams:
The transverse distribution of beams can be defined by clicking on the command

"Transverse distribution " which opens a new dialogue box where the user can define:
the number of beams in longitudinal direction (minimum: 2; maximum: 10, except in

the case of filler-beam decks where the maximum number of beam lines is 30).
the distance from the centreline of the outer beams to the edge of the slab.
When the contents of this dialogue box are validated, the beam lines are positioned with a
constant centre distance. The position of each beam line appears in the table and can be
modified by simply clicking on the corresponding cell.
- the number of spans (minimum: 1; maximum: 10)
- the length of each span:
37
The length of each span can be defined by clicking on the table provided for this purpose
(minimum: 5 m; maximum: 50 m).
NB - The minimum and maximum values given above are the extreme values
accepted by the program. They are not generally standard dimensions for
bridges.
- The deck slab is assumed to be of constant thickness throughout (except

if there are haunches). Additionally, any cross-sections parameter defined
in this window is considered to be constant along the bridge.
38
2.2.4 Overhangs
The module for defining overhangs can be accessed only for filler-
beam decks, by clicking on this button in the Superstructure
Parameters input module.
The Overhang input module is used to define the geometry of overhangs (wings) and the
way in which they are concreted.
Geometry of overhangs:
The first tab of this module is used to define the left-hand and right-hand overhangs of
the deck slab, using the following parameters:
mean thickness of overhang

width of overhang.
mean
thickness
width
Figure 2-6 : Overhang geometry
Concreting of overhangs:
The second tab of this module is used to define the parameters for concreting the
overhangs. These parameters affect the calculation of dead load.
Concreting:
A first parameter serves to choose one of the following two options:
- the overhangs are concreted at the same time as the main body of the
slab,
- the overhangs are concreted only once the concrete of the main body of
the slab has set (default option).
Support for overhangs:
The calculations assume that each overhang is concreted using formwork

suspended from the two outermost beams on each side and bearing against
one of the intermediate beams. The system thus forms a lever-arm effect that
compensates the eccentricity of the overhangs.
39
Figure 2-7 : Overhang formwork
The input module is used to select the intermediate beam line against which
the formwork for each overhang will bear. It may be any beam line other than
the first three on each side of the bridge. By default it is considered to be the
fourth beam line.
If two overhangs have been designedone on each side of the slab, a

formwork system where the eccentricity is taken by the formwork itself (no
thrust bearing against one of the intermediate beams) can be used. This
option is deactivated by default.
Figure 2-8 : Formwork for two overhangs

without intermediate bearing point
2.2.5 Concrete slab
The module for defining slab characteristics is accessed by clicking on this

button on the tool bar.
It serves to define:
the shear connectors used,

the ratio of longitudinal reinforcement,
profiled steel sheeting,
precast concrete deck panels (permanent formwork),
propping of the beams while the slab is cast.
Shear connectors
Shear connectors are identical throughout the bridge. They are Nelson type studs
which can be selected from a drop-down list of all the shear studs available in the
database of the program (see "Shear stud database", 2.1.9.3).
40
The program displays the main characteristics of the stud selected.
Distribution of shear studs is determined automatically by the program in order to

estimate the total number of connectors to be installed, whether the calculation is
run in Manual or Automatic Pre-design mode.
NB: For filler-beam decks there is no need to define shear connectors.
Reinforcement ratio
Only the ratio of longitudinal reinforcement is taken into account in the calculations
carried out by the program. Except for filler-beam decks, it is possible to define two
layers of reinforcement by giving:
- the total ratio of longitudinal reinforcement defined as the ratio of the cross-
sectional area of reinforcement to the cross-sectional area of the slab,
- the distribution of the reinforcement, in percentage terms, between the top

layer (defaults to 66,7%) and the bottom layer (defaults to 33,3%),
- the position of the top layer relative to the top of the slab,
- the position of the bottom layer relative to the bottom of the slab.
In the case of filler-beam decks, a single layer of reinforcement is defined by the

following parameters:
- the reinforcement ratio, defined as the ratio of the cross-sectional area of

reinforcement to the cross-sectional area of slab above the beams (concrete
cover; the concrete between the beams is not taken into account).
- the position of the reinforcement relative to the top of the slab.
The distribution of reinforcement is identical throughout the bridge.
Profiled steel sheeting
Profiled steel sheeting can be defined for the following types of beams:
- conventional beams,
- box girders,
- concrete-filled box girders.
Definition of steel sheeting is not compatible with the presence of a haunch.
41
When the option "Profiled Steel Sheeting" is chosen, the label of sheeting in the
database can be chosen from a drop-down list. The command "Display" can be
used to display a dimensioned diagram of the sheeting section.
The profiled steel sheeting selected is the same throughout the bridge.
Precast concrete deck panel
A precast concrete deck panel can be defined for the following types of beams:
- conventional beams,
- box girders,
- concrete-filled box girders.
Precast concrete deck panels cannot be defined if there are haunches.
When the option "Precast concrete deck panel" is chosen, the user must enter the
thickness of the panel. The precast concrete deck panel is the same throughout the
bridge.
The definition of a precast concrete deck panel in this module is different to that of
the "Partially prefabricated composite beams" for in this case the precast panel
serving as permanent formwork is laid on site. It does not contribute to the strength
of the beam, neither in the construction phase nor in the in-service phase.
The concrete of the permanent formwork is taken into account in the calculations
only in terms of mass.
The maximum thickness of the precast deck panels is half the total thickness of the
slab.
Propping
For propping beams while the slab concrete is placed, either of the following two
options can be chosen:
- no propping,
- beams are fully propped throughout their length.
By default the beams are unpropped.
Overhangs
For conventional deck slabs (not filler-beam decks), if the bridge has more than two
beam lines it can be specified whether the calculation of dead load must take
account of the effects of eccentricity of slab overhangs. This option is activated by
default.
42
2.2.6 Precobeams connection

This module is available only for bridges using Precobeams, by clicking on the button
Parameters of the Precobeams connection in the module for the slab definition.
This module is used to define the specific parameters of the Precobeams connection.
Transverse reinforcement
The shear forces between the steel member and the slab are transmitted through
the cutting of the profile and through the specific transverse reinforcement located
at the cutting shapes.
The User has to define the following areas of transverse reinforcement, associated
to one spacing between two axis of the cutting:
the area of the transverse reinforcement located between the waves of the
cutting (parameter Ab)
the area of the transverse reinforcement located above the waves of the
cutting (parameter At)
Figure 9 : PrecoBeams connection

Warning : Area At is used only when the confinement reinforcement is not
sufficient. In standard configurations of Precobeams bridges considered in ACOBRI,
the confinement reinforcement is always assumed to be correctly designed so that
At is not used in the calculations. Calculation sheet gives indications for the design
of Precobeams reinforcement.
Cutting class
Two cutting classes are possible (3 or 4), each one associated with one detail
category, respectively 125 MPa for Class 3 and 140 MPa for Class 4.
43
Dimensions of the dowels
The dimensions of the cutting are displayed in the window. They cannot be modified
by the User.
2.2.7 Materials
The module for defining materials properties is accessed by clicking on this

Structural steel for girders
The structural steel is defined either as a steel grade chosen from a list or as a
freely entered yield strength. When a steel grade is chosen, the yield strength is
calculated for the thickness. This calculation is done with the maximum web or
flange thickness of all the beams in the bridge.
Steel characteristics are the same for all the beams, for the entire length of the
bridge.
The steel grades that can be chosen are:
- S235
- S275
- S355
- S355 HISTAR
- S460
- S460 HISTAR.
All sections in the ArcelorMittal catalogue can be supplied in the first three grades
(S235, S275, and S355). On the other hand, only certain sections are available in
grades S460, S355 HISTAR, and S460 HISTAR.
By default, grade S460 steel is chosen for road bridges and grade S355 steel for
footbridges and railway bridges.
Steel for the strengthening plates
The grade for the steel of the strengthening plates has to chosen exclusively among
the followling ones:
- S235
- S275
- S355
- S460
The grade for the strengthenig plates should be lower or equal to the grade of the
girders steel.
44
The yield strenght for the steel of the strengthening plates is calculated according to
the grade as a function of their maximal thickness.
Reinforcing steel
The reinforcing steel is defined by its yield strength.
By default the yield strength of reinforcing steel is 500 MPa.
Slab concrete
The concrete of the slab is defined by the following characteristics:
- The compressive strength of the concrete, defined either by a class or by

inputting its value directly. By default a class C35/45 concrete is used.
- Lightweight concrete may be chosen instead of normal-weight concrete.

Normal-weight concrete is the default type.
- The density of the concrete. The concrete density is 2500 kg/m3 by default.
- The deformation of the concrete due to drying shrinkage.
- The thermal differential between the slab and the beams.
- The characteristic values for calculation of creep can be entered by clicking

on the appropriate button in the "Materials" menu.
2.2.8 Connection at supports
The "Connection at supports" input module is accessed by clicking on this

By default the main beams of the bridge are assumed to be simply supported, with perfect
continuity over intermediate supports. The figure below shows the default static layout of a
multispan bridge beam.
Figure 2-10 : Simply supported continuous beam
This module serves to define:
45
connections at intermediate supports by means of reinforced concrete crossbeams
a flexural stiffness for the support, which may be provided by partial restraint of the
concrete crossbeam at the pier, or of the end of a span at an abutment.
SLAB REINFORCEMENT
CONNECTORS
MAIN BEAM
END PLATE
REINFORCED
CONCRETE
BEARING
Figure 2-11 : Schematic illustration of reinforced concrete crossbeam
Flexural stiffness of abutment support

Flexural stiffness of crossbeam support
Figure 2-12 : Definition of flexural stiffnesses
If the solution of concrete crossbeams at intermediate supports is adopted, a check box

option can be chosen to indicate if the crossbeams are cast before or after casting of the
slabs.
If the crossbeams are cast before the slab:

The flexural stiffness of continuity connection is taken into account in the
calculations for the casting phase. Two dead loads are taken into account: i) the
self-weight of the steel beams alone, for which there is no continuity at the supports
(simple supports) and ii) the self-weight of the concrete slab during the casting
phase, for which continuity at supports is taken into account.
46
Deformation due to weight of steel beams alone.

Discontinuity of beam at support.
Deformation due to weight of concrete slab

during casting phase.
Continuity of beam at support.
Figure 2-13 : Dead load for concrete crossbeams cast before the deck slab
If the crossbeams are cast at the same time as the slab:
A single dead loading is considered, with the self-weight of the steel beams and
concrete slab. For this loading, there is no continuity of beams at supports with
concrete crossbeams.
Deformation due to self-weight of steel

beams and concrete slab.
Discontinuity of beam at support.
Figure 2-14 : Dead load for concrete crossbeams cast at same time as deck slab
No flexural stiffness can be defined for filler-beam decks.
2.2.9 Diaphragms and Changes in cross-section
The "Diaphragms and Changes in cross-section" input module is accessed by

It is used to define the positions of changes in cross-section and the positions of

diaphragms.
47
Figure 2-15 : Input of diaphragms and changes in cross-section
To define or modify a diaphragm or a change in cross-section, select the span concerned

from the drop-down list or with the navigation buttons in the top left corner. The length of
the span selected is shown to the right of the drop-down list.
NB This module cannot be accessed for filler-beam decks, for their rolled steel section
is the same throughout the bridge. There are neither diaphragms nor flange-
strengthening plates for filler-beam bridges.
Changes in cross-section
Cross-sections can be changed at any intermediate support. Up to two additional

changes can be defined for each span.
A change in cross-section can be defined a distance between L/10 and 4L/10 from
the nearest support, where L is the span length. These limits are shown by the
program. The position of a cross-section change is defined for all beam lines: it
therefore applies to the entire superstructure section.
A change in cross-section can mean there is a different structural steel section on

each side, but also that the same structural steel section is retained but has a
strengthening plate beneath the bottom flange on one side.
48
A change in cross-section is defined by its position from the left-hand support of the
span concerned.
NB - For a given beam line, the clear web depth must be constant. The clear web
depth is the distance between the inside faces of the flanges. All beam lines
designed with "Automatic Pre-design" calculation meet this condition
automatically. When the user defines the steel sections for a "Manual Pre-
design" calculation, he must ensure this condition is met.
clear
web
depth
- All intermediate supports are considered as points of cross-section change

for the analysis.
- For filler-beam decks, all beam lines use the same rolled steel section,
irrespective of the type of calculation, and no strengthening plates can be
added to the lower flange.
49
Diaphragms
The position of intermediate diaphragms can be defined. In the superstructure

model, this means that there are elements added connecting the main beams to
each other, with a degree of restraint.
A command in the "Position of diaphragms" frame is used to add a diaphragm. The

list of diaphragms is displayed in a table showing their position relative to the left-
hand support of the span concerned. A second command serves to delete the last
diaphragm from the list.
Up to 8 intermediate diaphragms can be defined for each span.
It is also possible to specify that each diaphragm of the bridge will act as a lateral
restraint against the lateral torsional buckling of the girders.
Support
lines
Diaphragms
Main
beams
Figure 2-16 : Intermediate diaphragms
2.2.10 Structural steel sections
The module for defining structural steel sections is accessed by clicking on this
This module is used to define or modify the section of each segment of main beams. It is
necessary to define structural steel sections only in the case when "Manual Pre-design"
mode calculations are run. In "Automatic Pre-design" mode, any steel sections that
might have been defined will be ignored, the best distribution of sections being sought
for all segments of the main beams.
50
Figure 2-17 : Module for defining structural steel sections
In what follows, "segment" refers to the segment of a beam line between two changes in
cross-section.
The input module is used to define the sections of all segments of a given span.
Beforehand, therefore, the span concerned should be selected from the drop-down list or
using the navigation buttons to the next or previous spans. The length of the span selected
is shown.
Defining the section of a segment consists in selecting the rolled steel I beam from the
ArcelorMittal catalogue and, if necessary, adding a strengthening plate beneath the bottom
flange. The strengthening plate is placed along the full length of the segment.
The module displays a schematic representation of the selected span, showing the beam
lines and cross-section changes. For each segment, a command button opens a new
dialogue box for selecting the rolled steel section and for defining a strengthening plate.
The segments selected are shown in red.
51
If required, a button applies the last section defined to the entire span, and another applies
it to the entire bridge.
It should be noted that for a given superstructure cross-section:
the edge beams have the same section (same rolled steel section, same
strengthening plate),
the intermediate beams have the same section (same rolled steel section, same
strengthening plate), which may differ from that of the edge beams.
For filler-beam decks the rolled steel section selected is applied to the entire
superstructure. Flange-strengthening plates cannot be defined.
Definition of structural steel section
The dialogue box "Definition of structural steel section" comprises two lists:
a list of beam types (IPE, HE, etc.),

a list of the sections in the beam type selected. The steel sections readily
available are shown in black and those available only on order are in red. All
sections are available in steel grades S235, S275, and S355. The sections
available in steel grades S355 HISTAR, S460, and S460 HISTAR are identified
by the abbreviation HI.
52
Figure 2-18 : Module for definition of a structural steel section
The rolled steel section is shown to the right of the list, with dimensions in millimetres. The
bottom frame in the window summarizes the information on the steel section selected.
There is a check box for creating a strengthening plate underneath the bottom flange.
When it is activated, the width and thickness of the strengthening plate must be entered.
A section can be chosen rapidly by double clicking on the appropriate rolled steel section
either in the general frame of the ArcelorMittal catalogue or in the frame of sections
already selected.
NB: It is assumed that the yield strength of the strengthening plate is the same as that of
the beams.
2.2.11 Footways and vehicle restraint systems
The module for defining footways and vehicle restraint systems is accessed by
The geometry of footways and vehicle restraint systems determines the width and position
of the traffic lanes.
53
This window is available only for road bridges.
Footways
Each footway (left and right) is defined by its width and overhang.
Width
Overhang
Figure 2-19 : Footway geometry
The width of a footway must be between zero and half the width of the deck slab. In
addition, the definition of both footways must leave at least one traffic lane. The
default footway width is 1 metre.
The overhang of a footway must be between -1 m and +1 m. A positive value

means the footway extends beyond the edge of the slab. A positive value must be
less than half the width of the footway. The default overhang is zero metre.
Vehicle restraint systems
The presence of a vehicle restraint system must be confirmed for each side of the
deck slab. Once confirmed, its position is defined by the distance between the edge
of the deck slab and the inside face of the system.
Distance
to edge
of slab
Figure 2-20 : Geometry of vehicle restraint system
Bridge class
For the Eurocode EN, ENV, ENV + French NAD, the bridge class can be modified
by the user. The default value is 1.
For the DIN-Fachberichte, no bridge class is to be defined.
54
2.2.12 Railway tracks
The module for defining railway tracks is accessed by clicking on this button
on the tool bar.
This module is used to enter data specific to railway bridges:
the number of tracks on the bridge (maximum number: 4);
the position of the track centreline relative to the left-hand edge of the deck
slab. The centre distance between two adjacent tracks must be greater than
3,50 m;
the characteristics of the ballast (mean thickness, position). As a simplification,

the ballast thickness is considered to be constant over the width defined;
the uncertainty over the position of the tracks;
the rails and sleepers.
The uncertainty over the position of tracks can be specified. Each load model for railway
bridges (LM71, SW0, and SW2) is positioned transversally in the most unfavourable
manner, based on this uncertainty and the position of the track centreline. For LM71, the
transverse positioning also takes account of the eccentricity of loading, in addition to the
uncertainty over the position of the tracks.
The load applied by each track (rails and sleepers) is a permanent line load that is taken
into account in the superimposed dead load.
It should be noted that:
the number of tracks is limited by the width of the deck. The minimum deck
width for one track is 3,50 m,
the minimum centre distance between two adjacent tracks is 3,50 m,
the distance between the centreline of any track and any edge of the ballast
must be greater than 1,10 m.
55
Figure 2-21 : Railway track input module
56
2.2.13 Maintenance walkways
The module for defining maintenance walkways is accessed by clicking on this

This window is available only for railway bridges.
Figure 2-22 : Module for defining maintenance walkways
Walkway geometry
On a railway bridge, a maintenance walkway can be defined on each side of the

deck slab. A maintenance walkway is defined by its width and overhang beyond the
edge of the slab. If there is no walkway, the walkway width is entered as zero.
Width
Overhang
Figure 2-23 : Walkway geometry
The width of a maintenance walkway must be between 0 and half the width of the
deck slab. By default there is no maintenance walkway (width: 0).
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The overhang of a walkway must be between -1 m and +1 m. A positive value

means the walkway extends beyond the edge of the slab. A positive value must be
less than half the width of the walkway. The default overhang is 0 metres.
Distributed load on maintenance walkways
The live load on a maintenance walkway is exactly the same as that on a footway.
The distributed live load on maintenance walkways can be modified. It is identical

for both walkways and is applied over the entire length of the bridge.
In accordance with Eurocode (EN, ENV, ENV + French NAD and DIN Fachbericht),
the default value for this load is 5 kN/m2 (see EN1991-2:2003 5.3.2.1).
2.2.14 Superimposed dead loads
The module for defining superimposed dead loads is accessed by clicking on

The superimposed dead loads of deck surfacing or ballast, footways and maintenance
walkways (SDL1) and the superimposed dead loads of deck furniture (SDL2) are filled in
separately using the appropriate tabs in the input module.
SDL1
The user can enter the thickness and density of the materials used. Default values
are given.
The elements to be defined are:
For road bridges:
waterproofing,
road surfacing,
footways (whose width - as given in the module for defining loads on
footways - appears automatically).
For footbridges:
waterproofing,
surfacing.
For railway bridges:
waterproofing,
ballast,
maintenance walkways.
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SDL2
Permanent loads of deck furniture are defined by their position relative to the left-
hand and right-hand edges of the deck slab and by their magnitude per unit length.
They are applied to the entire length of the bridge. By default no such load is
defined.
The deck furniture that can be defined is:
pedestrian parapets,
vehicle restraint systems (for road bridges and footbridges only),
noise barriers (for railway bridges only),
cornices,
drains,
utilities,
other.
Figure 2-24 : Module for defining superimposed dead loads for a road bridge
59
2.2.15 Length of cracked regions
The module for defining cracked regions is accessed by clicking on this button
on the tool bar.
This module is used to define the length of the cracked region of the deck slab on each
side of intermediate support lines, expressed as a percentage of the length of the span
concerned.
Figure 2-25 : Lengths of cracked regions
The support region of an intermediate support is defined by default as a region whose

length corresponds to 15% of the length of the span on each side of the support line. In
accordance with Eurocode (EN, ENV, ENV + French NAD) and DIN-Fachbericht, the
length of the cracked region can be modified when the ratio of the length of adjacent spans
is less than 0,6.
The length of support regions can be modified. If the condition of validity of the
modification is not met (ratio of lengths of adjacent spans greater than 0,6), a warning
message is displayed but the modification is taken into account all the same.
2.2.16 Live loads on footways
The module for defining live loads on footways is accessed by clicking on this
This window is only accessible for road bridges.
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Figure 2-26 : Module for defining the live loads on footways
Loaded area
The area of application of live loads on footways must be defined for each footway
(left and right), specifying the width and position of the area relative to the edge of
the deck slab. By default the loaded area of a footway covers the full width of the
footway.
Live load
The distributed live load on footways can be modified. The load is identical for both
footways and applies to the full length of the bridge.
For Eurocode (EN, ENV, ENV + French NAD) and DIN-Fachbericht, the default
value of this load is 5 kN/m2 (see EN1991-2:2003 5.3.2.1).
61
2.2.17 Location of the slow lanes
The module for defining truck load models is accessed by clicking on this
Traffic directions
The User can choose the type of circulation of the deck of the bridge among the
three following options: two directions (by default), one direction on LHS and one
direction on RHS. The traffic is assumed to flow according to the continent way.
A slow lane is associated to each direction of traffic. The LM3 fatigue load model
runs on each of the slow lanes that are defined by the traffic directions.
Two traffic directions One LHS direction One RHS direction

= = =
Two slow lanes One LHS slow lane One RHS direction
Figure 27 : Definition of the traffic directions
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Location of slow lanes
For each traffic direction, it is possible to define the location of the slow lane:
either the location is automatically assessed by ACOBRI, as close as

possible to the footway or the restraint systems
or the location of the medium axis of the slow lane is directly entered by
the User, from the left side of the slab.
2.2.18 Truck load models
The module for defining truck load models is accessed by clicking on this
Abnormal loads:
Figure 2-28 : Definition of abnormal loads
The user can choose to have a special vehicle on the bridge. This vehicle is chosen
among the load models defined in the special file ConvoisRoutiers.db.
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By default there is no abnormal load on the bridge.
The width and weight of the load model selected are displayed. The width must be
consistent with the geometry of the bridge: the load model must fall entirely between
the footways and more than 50 cm from the internal face of the restraint systems.
It is possible to specify if the abnormal loads are applied simultaneously with the
loads of the LM1 model (see 4.2.5.1). If both loads are applied simultaneously, the
minimal distance between abnormal loads and loads of the LM1 model is 25 m, not
modifiable by the User.
The description of the abnormal loads in the calculations gives more precision on
that matter (see 4.2.3.4).
Fatigue load models:
Definition of slow lanes

The fatigue load model LM3 runs on the slow lanes as defined by the User
(cf. 2.2.17)
Number of trucks and gross weight per truck
The user can enter the values of the parameters necessary for calculation of
factor 2:
The number of trucks travelling in the slow lane per year, with a
default value of 106. This number can be defined directly by the user
or by selecting a traffic category corresponding to a value in Table 4.5
of EN1991-2:2003 (or Table 4.5 of ENV1991-3:1995, or DIN
Fachberichte 101 Tabelle 4.5).
The mean weight of a truck travelling in the slow lane, which defaults
to 600 kN.
Bridge service life
The user can specify the service life of the bridge required for calculation of
factor 3. The default value is 100 years.
2.2.19 Vehicles on a footbridge
The module for defining vehicles on a footbridge is accessed by clicking on this

64
Figure 2-29 : Window for defining vehicles on a footbridge
Vehicle on bridge by error:
This frame serves to specify if accidental loading of the bridge due to the presence
of a vehicle on the deck is to be taken into account. The associated loading is
defined in Eurocode (EN, ENV, ENV + French NAD) or in DIN Fb 101 - 5.6.3.
This load cannot be applied if the deck slab is less than 1.80 m wide.
Service vehicle:
Irrespective of the code used, the user can choose to have a particular vehicle
travel on a footbridge. The vehicle is chosen among the load models defined in the
special file ConvoisRoutiers.db.
By default there is no service vehicle on the footbridge.
The width and weight of the vehicle selected are shown. Its width must be
consistent with the geometry of the bridge, i.e. less than the width of the deck slab
less 40 cm.
2.2.20 Train load models
The module for defining train load models is accessed by clicking on this button
on the tool bar.
Dynamic factor
This frame is used to determine the method for calculating the dynamic factor .
The dynamic factor may be:
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- either determined directly by the program, in accordance with the type of

track maintenance (careful or standard).
or entered by the user.
By default, the program calculates factor for careful track maintenance.
It should be remembered that for speeds in excess of 220 km/h, the dynamic factor
must be calculated on the basis of a dynamic study of the bridge and entered by the
user.
Coefficient for speed
This frame serves to specify the value of factor , which defaults to 1,00. This factor
is applied to Load Models LM71 and SW/0.
Fatigue load models
This frame is used to define the parameters of fatigue load models:
traffic mix, type standard traffic (EC MIX) or traffic with 250 kN axles (25 T
MIX)
traffic volume, in millions of tonnes per year per track
service life of the bridge
percentage of trains passing simultaneously.
Heavy rail traffic
It is possible to specify if the heavy traffic load model SW0 and SW2 are to be
considered in the calculations.
Parameters for SLS checks
The parameters of the load models are necessary for checking track deflection and
twist, and also end rotation of the deck. They can be defined by the user in the
module for defining SLS factors. A command button gives direct access.
2.2.21 Support height adjustment and settlement
The module for defining support height adjustment and settlement is accessed
by clicking on this button on the tool bar.
ACOBRI can take account of support height adjustment and settlement. In each case, the
user can enter a value for each support line.
66
NB: Height adjustment or settlement is defined as positive downwards.
67
2.3 Factors
2.3.1 Weighting factors for superimposed dead loads
When the Options / Factors / Weighting factors menu is activated, an input window
appears where the weighting factors for increasing or decreasing superimposed dead
loads SDL1 can be modified.
The values of the active code are proposed by default.
Figure 2-30 : Window for defining increasing / decreasing weighting factors (DIN-Fachberichte)
2.3.2 Adjustment factors for road bridges
When the Options / Factors / Adjustment menu is activated, an input window appears for
modifying adjustment factors Qi of the TS partial system and qi and qr of the UDL
partial system. To modify a value, click on the corresponding cell.
The values of the active code are proposed by default.
Figure 2-31 : Window for defining adjustment factors for road bridges
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2.3.3 Partial factors for loads - Combination factors
When the Options / Factors / Combinations menu is activated, an input window appears
for modifying the partial factors for loads and the combination factors 0, 1, 2 and 1.
When the software is installed, the default setting for the values of each code is proposed
for each new session.
The factors available, depending on the type of bridge, are:
Bridge type Partial factors for loads Combination factors

- Permanent loads - Loads of group 1a, UDL type
- Traffic loads (2)
Road bridge - Other variable loads (1) - Loads of group 1a, TS type
- Support height adjustment - Loads of group 5
- Support settlement - Temperature loads
- Permanent loads - Loads of group 1a
- Traffic loads - Loads of group 2
Footbridge - Other variable loads (1) - Temperature loads
- Support height adjustment
- Support settlement
- Permanent loads - Loads of groups 11 to 17
- Traffic loads: LM71 and SW0 - Loads of groups 21 to 27
- Traffic loads: SW2 - Loads of group 31
Railway bridge
- Other variable loads (3) - Temperature loads
- Support height adjustment - Maintenance walkways loads
- Support settlement
Table 2-1 : Partial factors for loads and combination factors
(1) Other variable loads are temperature loads
(2) Including live loads on footways
(3) Other variable loads are temperature loads and maintenance walkways loads
2.3.4 Factors for Serviceability Limit States

The module for defining Serviceability Limit State factors is accessed from the Options /
Factors / SLS menu. For a railway bridge, a command button in the Train load model input
module can also be used to open the module directly.
Partial safety factors
The values to be entered are:
M,ser Partial safety factor for structural steel

v Partial safety factor for shear resistance of connectors
69
Deflection limitation
For road bridges and footbridges the value to be entered is the number by which the
span is divided to obtain the deflection limit.
For railway bridges there are two possibilities:
either deflection is checked against the codes, in which case the Deflection
limit to Span ratio is calculated in accordance with the speed of trains or in
accordance with the maximum deck acceleration which must not be
exceeded;
or deflection is checked against a constant Deflection limit to Span ratio

defined by the user.
Limitation of track twist
The frame for defining limitations on track twist is only available for railway bridges.
The limit on track twist depends on the speed of trains. A drop-down list proposes
the range of speeds to be taken into account.
Limitation of end rotation of deck
The frame for defining limitations on the end rotation of the deck is only available for
railway bridges.
Checking of the criterion for rotation at deck ends depends on the type of rails. The
user can choose between type 1 rails, with fishplates every 17 metres, and type 2
continuous welded rails (CWR) forming 300 m long segments.
70
Figure 2-32 : Window for defining SLS factors for a railway bridge
2.3.5 Factors for Ultimate Limit States
The values that can be modified are:
M0: According to Eurocodes (ENV and ENV + French NAD) and DIN
Fachberichte, partial safety factor for sections of class 1, 2, and 3;
according to Eurocodes EN, partial factor for cross-section resistance.
M1: According to Eurocodes (ENV and ENV + French NAD) and DIN
Fachberichte, partial safety factor for sections of class 4; according to
Eurocodes EN, partial factor for resistance to instabilities.
c: Partial safety factor for concrete
s: Partial safety factor for reinforcing steel
2.3.6 Factors for Fatigue Limit States

The window for defining Fatigue Limit State factors is only available for road and railway
bridges.
Fatigue loading
The frame is used to define the partial safety factor for fatigue loading Ff.
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Range of normal stresses in top flange
The values to be defined are (only if the beams are not Precobeams):
the partial safety factor for fatigue strength Mf.

the detail category.
Range of normal stresses in bottom flange
The values to be defined are:
the partial safety factor for fatigue strength Mf.

the detail category.
Range of stresses in Precobeams dowels
The value to be defined is the partial safety factor for fatigue strength Mf. The detail
category is indicated but is not modifiable. It depends only on the cutting class
defined in the module for the Precobeams connexion (see 2.2.6).
Interaction
The frame for defining interactions is used to define the partial safety factor for
fatigue loading Ff.
2.3.7 Calculation coefficients

Calculation coefficients should only be modified once their effect on the results of the
calculation is known.
Calculation coefficients for diaphragms
The cross-section of diaphragms is not defined. It is therefore not known when the
calculation is run. Calculation coefficients for diaphragms allow diaphragms to be
taken into account.
Coefficient for inertia: the moment of inertia of diaphragms is taken to be the

product of the coefficient multiplied by the greatest inertia of the main beams.
Coefficient for mass: for the mass of diaphragms to be taken into account,
their cross-sectional area is taken to be the product of the coefficient
multiplied by the largest cross-sectional area of the main beams.
The usual value for these two coefficients is 0,1.
72
Calculation coefficients for slab elements
The moment of inertia of slab elements is weighted by a coefficient of between 0

and 1. Two coefficients distinguish between longitudinal slab elements (parallel to
the beams) and transverse slab elements (perpendicular to the beams). The
recommended value for these coefficients is 1,0.
In the case of a filler-beam deck designed with Eurocode EN or the DIN-

Fachberichte, the value of the coefficient for transverse elements is 0,5 (EN1994-
2:2005 5.4.2.9 and DIN Fachbericht 104 - K3 (12)).
Beam elements
Longitudinal slab elements
Transverse slab element
Figure 2-33 : Representation of the model
73
LIST OF TABLES
Table 2-1 : Partial factors for loads and combination factors ............................................. 69
LIST OF FIGURES
Figure 2-1 : Language choice ............................................................................................ 28
Figure 2-2 : Choice of units ................................................................................................ 28
Figure 2-3 : Geometry of stud ............................................................................................ 31
Figure 2-4 : Geometry of profiled steel sheeting ................................................................ 32
Figure 2-5 : "New" module ................................................................................................. 35
Figure 2-6 : Overhang geometry ........................................................................................ 39
Figure 2-7 : Overhang formwork ........................................................................................ 40
Figure 2-8 : Formwork for two overhangs without intermediate bearing point.................... 40
Figure 2-9 : Simply supported continuous beam................................................................ 45
Figure 2-10 : Schematic illustration of reinforced concrete crossbeam .............................. 46
Figure 2-11 : Definition of flexural stiffnesses .................................................................... 46
Figure 2-12 : Dead load for concrete crossbeams cast before the deck slab .................... 47
Figure 2-13 : Dead load for concrete crossbeams cast at same time as deck slab ........... 47
Figure 2-14 : Input of diaphragms and changes in cross-section....................................... 48
Figure 2-15 : Intermediate diaphragms .............................................................................. 50
Figure 2-16 : Module for defining structural steel sections ................................................. 51
Figure 2-17 : Module for definition of a structural steel section .......................................... 53
Figure 2-18 : Footway geometry ........................................................................................ 54
Figure 2-19 : Geometry of vehicle restraint system ........................................................... 54
Figure 2-20 : Railway track input module ........................................................................... 56
Figure 2-21 : Module for defining maintenance walkways ................................................. 57
Figure 2-22 : Walkway geometry ....................................................................................... 57
Figure 2-23 : Module for defining superimposed dead loads for a road bridge .................. 59
Figure 2-24 : Lengths of cracked regions........................................................................... 60
Figure 2-25 : Module for defining the live loads on footways ............................................. 61
Figure 2-26 : Module for defining truck load models .......................................................... 63
Figure 2-27 : Definition of slow lanes ......................................... Erreur ! Signet non dfini.
Figure 2-28 : Window for defining vehicles on a footbridge ............................................... 65
Figure 2-29 : Window for defining increasing / decreasing weighting factors (DIN-
Fachberichte) .............................................................................................................. 68
Figure 2-30 : Window for defining adjustment factors for road bridges .............................. 68
Figure 2-31 : Input window for a road bridge ............................. Erreur ! Signet non dfini.
Figure 2-32 : Window for defining SLS factors for a railway bridge ................................... 71
Figure 2-33 : Representation of the model......................................................................... 73
74
Chapter 3
3. CALCULATION AND POST-

PROCESSING
76
3.1 Running calculations

Calculations can be run by clicking on this button on the tool bar.
A dialogue box appears where the user can select certain options.
Figure 3-1 : Window for running calculations (Automatic Pre-design mode chosen)
Manual or Automatic Pre-design
The most important of these options is the choice between "Manual Pre-design
mode" and "Automatic Pre-design mode". In the first case, all structural steel
sections must have been defined. In the second case, any sections that might
already have been defined are ignored and the program runs iterations to select
from a given range of steel sections those that will, if possible, meet all the design
criteria with the minimum weight of steel.
77
Automatic pre-design mode is not available for bridges with precobeams.
Options of Automatic Pre-design
The options of Automatic Pre-design appear only when "Automatic Pre-design

mode" has been selected. The user must then select the type from which the
program will select the sections that will optimize the weight of structural steel. The
type selected applies to the entire bridge.
For a given superstructure cross-section, the edge beams are identical. When the
bridge has more than two beam lines, the intermediate beams are identical but can
be different to the edge beams. However, the user can specify that identical
sections must be used for all beam lines.
In some cases the total depth of the superstructure is limited. The user can define
this limit.
Full calculation or partial calculation
To reduce calculation time it is possible to select only partial calculation. This

means that design checks are run only for the cross-sections of interest: at
supports, at changes in cross-section, and mid-span. For full calculation, on the
other hand, design checks are run for all cross-sections of the model.
Generally speaking, full calculation is recommended.
Summary of results
A summary of results can be displayed automatically once the calculation phase is

completed. In Automatic Pre-design mode, this summary also contains the
structural steel sections obtained at the end of the pre-design process.
Design ratio
The design ratio is used to define the maximum ratio (design criterion) the user
wants to adopt for the design of the bridge. The default value is 1,0. The design
ratio must be between 0,5 and 1,0.
Running calculation
When the command "Run" is clicked, a window opens for monitoring the progress of
the different calculation phases. The calculation time can vary, depending on the
importance of the problem being dealt with.
The calculation can be aborted but no results will be given. When the order is given
to stop calculation, the program completes the process under way. The response
time may therefore be a few seconds.
78
3.2 Editing Pre-design report

The Pre-design report can be displayed on the screen by clicking on this button
on the tool bar.
3.2.1 Pre-design report options

A dialogue box appears where the user can select the content of the Pre-design report.
The elements that can be chosen are:
- list of input data,

- list of loadings and load combinations,
- summary of masses,
- estimate of number of shear connectors (except for filler-beam decks),
- section properties,
- action effects for each loading,
- detailed results of design checks,
- reactions at supports
- other results
- summary of results,
- table of contents.
There may be as many as several hundred pages, depending on the case in question.
3.2.2 Editor functions

Before the Pre-design report is displayed, a dialogue box appears where the user can
select the content of the report (see 3.2.1).
The Pre-design report editor is specific to the ACOBRI software. It cannot be used to
modify the document.
79
menu bar
tool bar
display area
Figure 3-2 : Pre-design report editor

The editor consists of:
- a menu bar
- a tool bar
- a display area with vertical scroll bar.
The menu bar is used to:
- print
- quit the editor
- get on-line help
- display the "About ..." box.
The tool bar is used to (working from left to right):
- display the first page of the document

- display the previous page
- display the following page
- display the last page of the document
- display a drop-down list with the table of contents
- print all or part of the document.
3.2.3 Content of Pre-design report

The various parts of the Pre-design report are described below. They can be edited if the
relevant option has been selected by the user (see 3.2.1).
The Pre-design report is drawn up using fixed units, i.e. those most commonly used in
practice:
80
- general dimensions of the bridge (spans) are in metres,

- bending moments are in kNm,
- stresses are in N/mm2 (or MPa),
- etc.
The Pre-design report is structured as follows:
Introduction
The introduction to the Pre-design report includes a description of the software and
the terms of conditions.
List of input data
A list of input data gives a reminder of all the data defined by the user.
List of loadings
All the loadings processed by the software are listed. Each one is given a number
and an abbreviation used to identify the basic loads in the table defining
combinations. With the sole exception of self-weight, a modular ratio is given for
each case.
List of combinations
The list of combinations is given for ultimate limit states and serviceability limit
states, in the form of tables in which the partial factor and combination factor are
given for each load identified by a number and abbreviation referring back to the list
of loadings. For design codes using the Eurocode format, serviceability limit states
are in different groups of combinations:
- characteristic combinations
- frequent combinations
- quasi-permanent combinations.
Estimate of quantities
Estimated quantities of each material are given for each span. The quantities
concern dead load (beams, diaphragms, concrete) and superimposed dead loads
(waterproofing, surfacing, etc.).
For all kinds of beams except those in filler-beam decks, the precamber shown
corresponds to the calculated mid-span deflection for the combination of nominal
dead load, superimposed dead load and concrete shrinkage load .
81
Estimate of number of shear connectors
An estimate of the number of shear connectors for each span and for each beam
line is given (option not available for filler-beam decks).
This estimate is increased by a flat rate of 30% of the calculation results obtained
with the Post-Processor. This increase takes account of fabrication practices.
List of cross-sections of interest
Results can be given for each beam line and for different cross-sections of interest
along the bridge. The different types of section of interest that can be chosen are:
- abutments
- intermediate supports
- cross-section changes
- mid-span sections.
Each cross-section is given a number which is used in the presentation of the

results. For each cross-section of interest there are three types of results, presented
as tables in the rest of the Pre-design report, depending on the options selected:
- geometrical properties of the section

- maximum action effects for each loading
- envelope check criteria.
Properties of cross-sections
The different properties of the cross-sections used in the analysis and design check
are given for different concrete conditions (fresh, cracked, or uncracked) and, in
some cases, for different modular ratios.
Action effects for each loading
For each Permanent loading, the bending moment and right-hand and left-hand
shear forces are given for each cross-section of interest. The deflection is also
given for each cross-section of interest.
For Variable loading, the minimum and maximum moments are given for each
cross-section of interest. The shear force on the right and left of these sections is
given. The last column of the table shows the deflection.
For shrinkage and temperature effects, the following additional information is given:
primary and secondary moments, normal force in the concrete slab. The primary
moment is by definition the equivalent moment applied to the structure to take
account of the effects envisaged. The secondary moment is the difference between
the global moment obtained and the primary moment.
82
In the case of road bridges the minimum and maximum action effects are edited for
the load model travelling in each slow lane.
Results of design checks
The limiting criteria are given for each design check and limit state processed by the
program, in accordance with the code chosen. The tables contain:
- the name of the design check

- the maximum action effect (stress, bending moment, deflection, etc.)
- the acceptable limit of the code
- the design criterion (maximum-effect-to-limit ratio)
- the number of the combination or loading which produces the highest value for
the criterion
Reactions
Reactions at supports are given for each basic loading. For live loads, these
reactions are the envelopes (minimum and maximum values) of the reactions
obtained for all load positions calculated.
The Pre-design report also specifies the envelope values (minimum and maximum)
for reactions at supports under characteristic SLS combinations.
Other results
The following results can also be given, depending on the type of bridge and the
code used:
- the natural frequency of the principal bending mode, estimated using the
Rayleigh method.
- the maximum bar diameter and maximum bar spacing.
- moments at supports with concrete crossbeams.
Summary of results
Depending on the choice made, a summary of results can be displayed

automatically at the end of the calculations. The same summary can also appear at
the end of the Pre-design report. It gives the limiting criterion for the entire bridge
and for each span in the case of a multi-span bridge.
Table of contents
The table of contents presents the different parts of the Pre-design report, with their
page numbers.
83
3.3 Post-processor
3.3.1 General operation
The module for Post-Processing results is accessed by clicking on this button

on the tool bar.
Access conditions
The calculation corresponding to the input data must have been completed and all
binary result files must be present in the data file directory before the post-
processing module can be accessed.
Post-processor window
The Post-Processing module is a window consisting of:
- a tool bar for accessing all post-processing functions

- a graphic display area in which the results will be shown in graphic form.
tool bar
display area
Figure 3-3 : Post-processing window
The image displayed when the Post-Processing module is opened is that of the finite-
element model.
84
3.3.2 Tool bar
All the post-processing functions can be accessed from the tool bar of the window.
Closing post-processing
To close post-processing and return to the ACOBRI interface
Processing image displayed in graphic area
To copy image to clipboard
To print image
For image display options
To manage image layers
Using calculation results
Calculation results are called up by clicking on the following buttons on the tool bar. These
results can be printed directly or saved in text format and edited.
To call up and edit grillage model
To call up influence lines

To call up and edit action effects (internal forces and moments or
deflected shapes) for each basic loading
To call up and edit design checks
To call up and edit results concerning fatigue

This icon appears when there is no fatigue result available, e.g. for
footbridges
To call up and edit results concerning shear connection
This icon appears when there is no shear connection result, for filler-beam
decks for example.
Editing
Data can be viewed by clicking on following buttons on the tool bar. They can
subsequently be printed directly or saved in text format and edited.
85
To edit data, using a drop-down menu
On-line help
To access on-line help
3.3.3 Display options
The Display Options module of the Post-Processor is accessed by clicking on

The Display Options module is used to modify image parameters in the graphic area of the
Post-Processor.
Figure 3-4 : Display Options module
Title and key
The user can choose whether or not to display the title and key of the image. Their
position on the image can also be defined.
Orientation
When the image represents a 3D view, its orientation can be changed either by
directly defining the angles and , or by using one of the available buttons for
86
producing one of the four isometric perspectives, a plan view, or an elevation (see
3.3.13).
This frame is not available for a 2D view.
Image size
When the image represents a 3D view, the user can set the program up so that the
scale of the image shown on the screen is recalculated after each change in
orientation and it fills the whole screen. The "Automatic adjustment" box should be
checked for this to happen.
When this option is not activated (default situation), the scale used after a change in
orientation is the same as that used before the change.
This frame is not available for a 2D view. The function is not active when zooming.
Screen background
One of four background colours can be chosen.
3.3.4 Management of image layers
The Layer Management module of the Post-Processor is accessed by clicking

on this button on the tool bar.
All the images displayed in the graphic area of the Post-Processor consist of a series of
layers. The layers to be displayed can be selected. By default all layers are selected and
therefore displayed.
This module is used to select or deselect the layers displayed by clicking on the
appropriate box.
Figure 3-5 : Layer Management module
The number and name of the layers depend on the image displayed.
87
3.3.5 Grillage Model display
The Grillage Model display module of the Post-Processor is accessed by

The Grillage Model display module is used to define the display options for the model and
to either edit or display the model.
Figure 3-6 : Grillage Model display module
Display options
The display options of the model can be checked or unchecked by the user. The
result is shown in the graphic area of the Post-Processor immediately.
The available options are:
- Display elements in colour, coded depending on the type of element

- Display elements representing main beams with bold lines
- Display support symbols
- Display support labels (Ci for abutments and Pj for piers)
- Node numbering, in black
- Element numbering, in the colour of the elements
- Numbering of design cross-sections
- Labelling of beam lines
Model display
When the Display Model button is clicked, the grillage model is plotted in the
graphic area of the Post-Processor. All the options for display of action effects
defined previously are cancelled.
88
Editing model
Clicking on the Edit Model button activates the window for choosing the loading
group for which the grillage model will be edited in the Post-Processor editing window
(see chapter 3.3.11).
3.3.6 Influence lines
The Influence Lines module of the Post-Processor is accessed by clicking on

The Influence Lines module is used to display a longitudinal and/or a transverse influence
line. Influence lines cannot be edited.
Figure 3-7 : Influence Lines module
Longitudinal influence lines
A longitudinal influence line corresponding to a given cross-section and variable can

be displayed. It is defined by the following parameters:
- The cross-section, defined by the span in which it lies and the node line
number in the span. These parameters can be modified by means of drop-
down lists. Node lines are identified by their number, where line No. 1 in a
span corresponds to the origin support of the span. To facilitate
identification, special node lines (at supports and mid-span) are indicated
by arrows on each side of the cross-section.
- The bending moment My, the shear force Vz to the left and the shear force
Vz to the right of the section.
89
The influence line is displayed with the following display options (which can be
modified by the user):
- The influence line is displayed on the right-hand or left-hand edge of the

bridge. By default it is on the left-hand edge.
- Variations in the influence line can be amplified by a magnification factor

(default value of 1).
Transverse influence lines
A transverse influence line corresponding to a beam line selected from a drop-down

list can be displayed.
The influence line is displayed with the following display options (which can be
modified by the user):
- The influence line at the longitudinal location can be displayed at the origin
of the bridge, at the end of the bridge, or at the cross-section for the
calculation of the transverse influence lines. By default it is at the origin of
the bridge.
- Variations in the influence line can be amplified by a magnification factor

(default value of 1).
The cross-section for the calculation of the transverse influence lines can also be
displayed.
3.3.7 Display of action effects
The Action Effects module of the Post-Processor is accessed by clicking on

Choice of loading
A basic loading for which results will be displayed or edited can be chosen from a
list. The list comprises the following loadings:
- all permanent loads

- principal bending eigenmode
- all live loads
- for road bridges: fatigue loads in lanes, in accordance with the parameters
defined in the Truck load model input module.
90
In the frame in the top right-hand corner of the window is a reminder of the
parameters associated with the load selected:
- state of concrete (casting or in-service phase)

- type of loading (permanent, live, fatigue, or eigenmode)
- modular ratio, if applicable.
Display of results
The data that can be displayed in the graphic area of the Post-Processor depends
on the type of loading selected.
Permanent loads
Load displayed in the form of arrows (only forces, moments not being represented).
Display of deflected shape. A colour scale can be used to represent deflection

contours. The deformation can be amplified by a magnification factor.
Display of diagrams of internal forces and moments in the main beam elements,
with a choice of shear force, torsional moment, or bending moment. For loading due
to shrinkage and temperature effects, diagrams of primary and secondary moments
are also available.
Diagrams can be displayed for a particular beam line or for all beam lines, using a
colour scale representing the intensity of action effects, and their amplitude can be
augmented by a magnification factor.
For the bending moment, the convention adopted has positive moments
represented downwards.
When a colour scale is used, a key gives the correspondence between the colours
and the range of values they represent. When several sets of information are
selected to be displayed, the key to the colours representing deflected shape takes
priority over the key to the other colours.
91
Figure 3-8 : Action effects module
Eigenmode
For the eigenmode, only the mode shape considered in calculation of the natural
frequency can be displayed. The natural frequency is shown in the key as a
reminder.
92
Live loads
For live loads, the user can choose from two display modes by using option buttons:
Envelope display mode
Only envelope diagrams are available, for the shear force, the bending moment,
and the deflection. These diagrams can be displayed for a given beam line or for
all beam lines. They can be shown with a colour scale representing the intensity of
action effects, and their amplitude can be augmented by a magnification factor.
For the shear force and the bending moment, the diagrams for a beam line show
the minimum and maximum plots generated for each design cross-section with the
most unfavourable load position.
Specific cross-section display mode
In this case the live load is positioned so as to produce the most unfavourable
effect for the transverse influence line (beam line) and longitudinal influence line
(design cross-section and variable) selected. A button in the window can be used
to access the module for selecting and displaying influence lines. If positioning is
not possible, the result displayed corresponds to the unloaded structure. The user
must choose between positive and negative effects.
93
It should be remembered that for calculation of envelope action effects, both

directions of travel are taken into account.
The data available for display is the same as for a permanent load:
- Display of loading which shows the positioning

- Display of deflected shape
- Display of diagrams shear force, torsional moment, bending moment.
Fatigue loading
Display of envelope diagrams for shear force and bending moment. These
diagrams can be displayed for a given beam line or for all beam lines. They can be
shown with a colour scale representing the intensity of action effects, and their
amplitude can be augmented by a magnification factor.
The diagram for a beam line shows the minimum and maximum plots generated
by the fatigue load model travelling along the entire length of the bridge.
94
List in editor
An "Edit" button can be used to access a drop-down menu indicating the

information that can be displayed in the Edit window of the Post-Processor,
depending on the type of loading selected.
Permanent loads
- Displacements at model nodes

- Internal forces and moments in elements
- Reactions at restrained nodes of the model
- Reactions at supports
Eigenmode
No information available. The frequency is displayed in the graphic area, together

with the first eigenmode shape.
Live loads
Envelope display mode:
- Deflection envelope at nodes of main beams

- Envelope of internal forces and moments and coincident shear and moments
at the design cross-sections of the main beams
95
Specific cross-section display mode:
As for permanent loads:
- Displacements at model nodes

- Internal forces and moments in elements
- Reactions at restrained nodes of the model
- Reactions at supports
Fatigue loads
Envelope of internal forces and moments at the design cross-sections of the main
beams.
3.3.8 Design check
The "Design check" module of the Post-Processor is accessed by clicking on

The Design check module is used to choose a criterion for checking the bridge and to
either edit it or display it as a diagram.
Figure 3-13 : Design check module
96
Limit states
The list of limit states for which the bridge has been designed is displayed in the
corresponding frame. The user must select the limit state for which he wishes to
display a design criterion.
Design criteria
The list of criteria available for the limit state selected is shown. The user must
select the design criterion he wishes to display or edit. The text zone beneath the
list gives the loads or load combinations for which the criterion was calculated.
Beam lines
The list on the bottom left is where the user chooses the main beam line for which
he wishes to display or edit the design criterion. All beam lines can also be selected.
In the case of railway bridges, certain criteria are calculated for rail tracks and not
for beam lines. This is the case, for example, for the deflection or twist of tracks. In
this case, the list of beam lines is replaced by the list of tracks.
Displaying a design criterion
Once a design criterion has been selected, a diagram can be plotted by clicking on
the Diagram button. The criterion is then shown as a curve for the Calculated Value
/ Limit Value ratio versus the position of the design cross-section on the longitudinal
axis of the bridge. The expressions of the calculated value and of the limit value are
given for each criterion in the chapter on Description of calculation/Design checks in
this manual (4.5).
The position of each support is shown by its x-value, by its name (Ci for an
abutment, Pj for an intermediate support), and by a vertical line of the same colour
as the x-axis. The position of any changes in cross-section, as defined in the
Diaphragms and Changes in cross-sections input module, is shown by vertical
orange lines.
When all beam lines are selected, each curve for a given beam line is a different
colour.
In the case of a calculation in partial mode, it is not recommended that the diagram
for a criterion be plotted, since the number of points obtained for determining the
curve is too small.
97
Figure 3-14 : Example of a check diagram
Editing a design criterion
When the Edit button is clicked, the design criterion selected is detailed in the Edit
window of the Post-Processor. For each design cross-section, the following
information is given, for the maximum Calculated value /Limit value ratio:
- the cross-section index

- the calculated value of the action effect
- the limit value given by the code
- the Calculated value / Limit value ratio
- the load or combination for which the ratio is maximum.
3.3.9 Shear connection
The "Shear connection" module of the Post-Processor is accessed by clicking

on this button on the tool bar.
The module is not accessible if no data on connection is available. This button

is then displayed on the tool bar. This is the case for instance for filler-beam
decks.
98
Figure 3-15 : Shear connection module
The Shear connection module is used to edit the following information or display it in the
form of diagrams:
Diagrams
When the Diagram button is clicked, a plot is displayed in the graphic area of the
Post-Processor, with on the x-axis the longitudinal position of the cross-sections of
the beam line selected and, on the y-axis, the number of shear studs per unit
length. The number of connectors is also given for each segment displayed (each
step on the plot). The total number of shear connectors in each span of the beam
line is given below the curve.
The position of each support is shown by its x-value, by its name (Ci for an
abutment, Pj for an intermediate support), and by a vertical line of the same colour
as the x-axis. The position of any changes in cross-section, as defined in the
Diaphragms and Changes in cross-section input module, is shown by vertical
orange lines.
Figure 3-16 : Shear connection diagram
99
Editing
When the Edit button is clicked, the Edit window shows the total number of shear
connectors to be installed for each beam line in each span.
3.3.10 Fatigue
The "Fatigue" module of the Post-Processor is accessed by clicking on this

The module is not accessible if no data on fatigue is available. This button is

then displayed in the tool bar. This is the case for instance for footbridges.
Figure 3-17 : Fatigue module for a road bridge
The Fatigue module can be used to display diagrams illustrating the available information
on fatigue calculations or to edit that information.
Data available
For all bridges subject to fatigue checking, the Fatigue module of the Post-
Processor provides access to the following data:
- Stress variations due to the fatigue load model

- Detail categories
100
Stress variations due to fatigue load model
Stress variations due to the fatigue load model are available for each path travelled
by the load model: each slow lane for road bridges, as defined in the Truck load
model input module, and each track for railway bridges.
These stress variations, calculated in accordance with the code applied, are
available for the top fibre and for the bottom fibre of the beam (bottom flange or
strengthening plate, as applicable).
When the Diagram button is clicked, the curve can be plotted either as maximum
and minimum stress envelope or directly as the difference between the envelope
stresses.
Detail category
The detail categories necessary for verifying stress variation criteria under fatigue
loading which are specific to the code used can be superimposed on the stress
variation envelope.
3.3.11 Editing
Clicking on this button on the tool bar brings up a menu for editing several
things.
Figure 3-18 : Edit menu
Materials
The Materials menu displays the characteristics of the materials used for the
calculations (Edit window of the Post-Processor).
Masses
The Masses menu displays the summary of masses for the superstructure,
surfacing and deck furniture (Edit window of the Post-Processor).
101
Cross-sections
The Cross-sections menu displays the values of a characteristic of a cross-section

in the longitudinal direction (Edit window of the Post-Processor). A window for
choosing the characteristic, and possibly also the state of the associated concrete
and the beam line, is displayed. The data that can be displayed depends on the
type of bridge, the type of beam, and the code used.
Finite Element model
This menu displays the characteristics of the finite element model (Edit window of
the Post-Processor). For this there is a window for choosing the state of the
associated concrete and the modular ratio.
With the Post-Processor, the characteristics of the finite element model can be
displayed in the Edit menu. This is achieved either by using the appropriate
command button in the Grillage Model Display module (see 3.3.5) or by clicking on
the next button in the tool bar and choosing the FE Model menu:
This brings up a window with a table for choosing the basic loading for which the
model will be edited. When a particular loading is clicked, all the loadings for which
the same model is used are highlighted in yellow.
102
Figure 3-19 : Loading selection window
Editing the model gives the following information:
- Coordinates of the nodes of the model in the global coordinate system

- Connectivity and characteristics of the bar elements.
3.3.12 Edit window
When information is edited with the Post-Processor, it is displayed in the Edit window in
which the text shown can be scrolled using the arrow keys on the keyboard or with the
scroll box.
The menu for this window can be used to:
close the window
record the information displayed in text format. In this case a window opens
showing a default directory and file name (depending on the information displayed)
under which the information can be saved. Both the directory and the file name can
be changed as required. The default directory is the calculation directory.
103
print the information displayed. In this case a window opens where the printer can
be selected and the number of copies and print format specified.
Figure 3-20 : Post-Processor Edit window
3.3.13 Graphic area
Images
Two different types of images can be displayed in the graphic area of the Post-
Processor:
a 3-dimensional view generated by the Grillage Model, Influence Lines, or

Action Effects modules. The data and the results are displayed on a 3D
representation of the Grillage Model
a 2-dimensional view generated by the Design check, Fatigue, or Shear

connection modules. The results are displayed in the form of curves for the
different positions of cross-sections.
All these images are characterized by the properties described in the following
chapters.
104
Layers
All the images displayed in the graphic area of the Post-Processor consist of a
series of superimposed layers. The layers are specific to the image represented and
are regenerated for each new graphic representation.
The advantage of having layers is that the user can select certain layers of an
image displayed on the screen and compose a graphic output in accordance with
his needs. In addition, they make it easier to distinguish different curves from each
other when they are superimposed (e.g. in the case of representation of a design
check of the beam lines of a perfectly symmetrical bridge).
The layers displayed on the screen can be chosen from the Manage Image Layers
module (see 3.3.2) which is accessed from the tool bar of the Post-Processor by
clicking on the following button:
Title and key
A title is displayed on each image represented in the graphic area, indicating the
name of the data file and the title of the graphic representation.
A key is displayed on each 3D image.
The user can choose whether or not to display the title and key and can modify their
position in the image. These functions are available in the Display Options module
(see 3.3.3) which is accessed from the tool bar of the Post-Processor by clicking on
the following button:
Orientation
For 3-dimensional views, the perspective displayed on the screen is based on the
two angles and defining the axis of observation of the structure in the global
coordinate system.
Figure 3-21 : Orientation of the image - Definition of angles and
105
The orientation can be modified with the mouse (see 3.3.14) or from the Display
Options module which is accessed from the tool bar of the Post-Processor by
clicking on the following button:
Zoom
Any part of the image can be zoomed by using the mouse left button (see 2.1.6
resp. 3.3.14).
3.3.14 Using the mouse
The images displayed in the graphic area of the post-processor window can be handled
with the mouse. The functions available are "zoom" (left button) and "orientation" (right
button).
Zoom
To zoom in on part of the image, simply select the zone by holding the left mouse
button down and moving the mouse to form a 'box' over the area to be enlarged.
Figure 3-22 : Zooming in on part of the image
Several successive zooms can be done. A double click on the right mouse button
zooms back to the previous zoom level. A double click on the left button redisplays
the entire image.
106
Orientation
When the image displayed represents a 3D object, the orientation of the object can
be modified by holding down the right mouse button and moving the mouse.
When the right button of the mouse is held down, the icon appears to show that
the function is available.
Figure 3-23 : Changing orientation with mouse
Horizontal movement of the mouse changes angle . Vertical movement changes

angle .
A double click on the left mouse button returns to the initial orientation.
The orientation can also be modified from the Display Options module which is
accessed from the tool bar of the Post-Processor by clicking on button .
107
LIST OF FIGURES
Figure 3-1 : Window for running calculations (Automatic Pre-design mode chosen) ......... 77
Figure 3-2 : Pre-design report editor .................................................................................. 80
Figure 3-3 : Post-processing window ................................................................................. 84
Figure 3-4 : Display Options module .................................................................................. 86
Figure 3-5 : Layer Management module ............................................................................ 87
Figure 3-6 : Grillage Model display module........................................................................ 88
Figure 3-7 : Influence Lines module ................................................................................... 89
Figure 3-8 : Action effects module ..................................................................................... 92
Figure 3-10 : Action effects module ................................................................................... 93
Figure 3-13 : Design check module ................................................................................... 96
Figure 3-14 : Example of a check diagram ........................................................................ 98
Figure 3-15 : Shear connection module ............................................................................. 99
Figure 3-16 : Shear connection diagram ............................................................................ 99
Figure 3-17 : Fatigue module for a road bridge ................................................................ 100
Figure 3-18 : Edit menu ................................................................................................... 101
Figure 3-19 : Loading selection window ........................................................................... 103
Figure 3-20 : Post-Processor Edit window ....................................................................... 104
Figure 3-21 : Orientation of the image - Definition of angles and ............................... 105
Figure 3-22 : Zooming in on part of the image ................................................................. 106
Figure 3-23 : Changing orientation with mouse ............................................................... 107
108
Chapter 4
4. DESCRIPTION OF
CALCULATION
110
4.1 Material properties

The description of calculation is valid for the ENV, ENV+DAN and DIN-Fachberichte. The
French code specifications are only available in the French version of the users manual.
4.1.1 Principles for the calculation of steel characteristics

The modulus of steel defaults to E = 210 000 N/mm2.
The user can specify a yield strength or select a steel grade. If so, any reduction in the
yield strength of the structural steel must comply with standard EN 10025.
The following table presents the yield strengths (in MPa) used in the calculations for
different steel grades and thicknesses. The thickness taken into account for calculation is
the maximum thickness of all the main structural steel sections in the bridge. The
corresponding yield strength applies to all steel parts of the main beams, irrespective of
their actual thickness.
S355 S460
Thickness (mm) S235 S275 S355 S460
HISTAR HISTAR
t 16 mm 235 275 355 460
16 < t 40 mm 225 265 345 440 460
40 < t 63 mm 215 255 335
355
63 < t 80 mm 215 245 325
430
80 < t 100 mm 215 235 315 450
100 < t 150 mm 195 225 295
Table 4-1 : Yield strength versus thickness
4.1.2 Characteristics for the steel of girders
The grade selected applies to all main beams in the bridge. The yield strength for the
girders used in the calculations is obtained from the grade and from the maximal width of
all the panels of the girder cross-sections. This yield strength is used for all the girder
cross-sections.
111
4.1.3 Characteristics for the steel of strengthening plates
When the bridge is reinforced with strengthening plates, the yield strength used in the
calculation for these plates is obtained from their steel grade and from their maximal width,
according to Table 4-1. This value is used for all the plates.
Specific cases:
- when the steel grades of girders and of the strengthening plates are identical, the
same value of the yield strength is used for both girders and plates, as the minimal
value of the two yield strengths calculated separately.
- when the yield strength of girders is directly imposed by the User, the value of the
yield strength of the plates is limited by the upper value equal to the girders yield
strength.
4.1.4 Slab concrete

The characteristics of the slab concrete used in the calculations are obtained by the
following methods:
Compressive strength fck
According to the selected concrete class, the compressive strength fck is taken from
the following table:
Class fck (N/mm2)

20/25 20
25/30 25
30/37 30
35/45 35
40/50 40
45/55 45
50/60 50
Table 4-2 : Compressive strength of concrete classes
If a compressive strength is entered, fck is that value.
Tensile strength ftj
For normal-weight concrete: ftj = 0,3 (fcj)2/3
For lightweight concrete: ftj = 0,3 (fcj)2/3
where = 0,3 + 0,7 (concrete/2400)

concrete = concrete density
112
4.1.5 Concrete creep

Concrete creep parameters affecting the calculation of steel/concrete modular ratios can
be modified by the user.
The creep parameters input window is accessed by clicking on a button in the Materials
module.
Relative humidity
The relative humidity RH can be modified. It is entered as a percentage, anywhere

between 0% and 100%. The default value is 80%.
Creep multiplier
The creep multiplier may be modified for shrinkage loads, permanent loads, and
imposed displacements. For live loads it is fixed ( = 0).
The modified value of the creep multiplier must be between 0 and 2. The default
values are those given by the codes, as shown in the following table. The default
values can be retrieved at any time by clicking on a button.
Loading
Shrinkage 0,55
Permanent loads 1,1
Imposed displacements 1,5
Live loads 0
Table 4-3 : values
4.1.6 Steel-concrete modular ratios

Each basic loading is assigned a modular ratio which depends on the state of the concrete
(casting phase or in-service phase) and the type of load applied (permanent or live load).
The design rules used in accordance with the different codes are explained below.
113
Concrete state Type of load Modular ratio
Casting Permanent (* 3)
Permanent
In-service phase (* 4)
Live
Table 4-4 : t0 values
(* 3): not applicable, except for the concrete of the precast deck panel of partially
prefabricated composite beams. In this case the modular ratio is the same as the
modular ratio for permanent loading.
(* 4): The modular ratio is given by the following formula taken from Eurocode
ENV1994-2 4.2.3 ; DIN Fb 104:2003 4.2.3 or EN1994-2:2005 5.4.2.2 :
m = n0 (1 + t)
114
n0 modular ratio for short term loading
t : creep coefficient, calculated in accordance with Annex 1 of ENV 1992-1,

depending on t0 and RH
: creep multiplier, defined for each basic loading
t0 : age of concrete, in days, at time of loading
RH : relative humidity (%)
The values of t0 depend on the type of loading, in accordance with the table below.
The values of are given in 4.1.3.
Loading t0 (days)
Shrinkage 1
Permanent loads 45
Imposed displacements 45
Live loads 45
Table 4-5 : Creep multiplier
The values of RH and for shrinkage loads, permanent loads, and imposed
displacements can be modified by the user from a special input window in the
Materials module.
The RH and values are constant for live loads.
4.2 Loads and load combinations

4.2.1 General
The loadings to which a bridge designed with ACOBRI is subject can be divided into the
following types:
- permanent loads
- live loads
- fatigue loads.
In addition, the natural frequency for the principal bending mode is calculated for each
bridge studied.
115
Each loading is processed by the program in accordance with its type. The results of
processing (deflections, deflected shapes, internal forces and moments, etc.) can be
edited or displayed on the screen using the Action Effects module of the Post-Processor.
Permanent loads
The permanent loads likely to be exerted on a bridge are:
- the self-weight of the bridge

- the weight of deck surfacing or ballast etc.
- the weight of deck furniture
- concrete shrinkage
- temperature effects
- support settlements and height adjustments.
Live loads
Live loads are generated automatically in accordance with the type of bridge:
Road bridges Railway bridges Footbridges
Load Model 1 Load Model LM71 Footbridge loads

Loads on footways Load Model SW Service vehicle
Abnormal load Loads on maintenance Vehicle on bridge by error
walkways
Table 4-6 : Live loads
Fatigue loads
Road bridges Railway bridges Footbridges

Fatigue Load Model 3 LM 71 -
Table 4-7 : Fatigue loads
4.2.2 Permanent loads

4.2.2.1 Dead load
Dead load covers the mass of the structural elements of the bridge, i.e. the main beams,
the diaphragms, and the concrete deck slab.
116
State of slab concrete
Unpropped beams
Dead loads are calculated for concrete in the casting phase, i.e. when only the main
steel beams contribute to structural resistance. In the case of partially prefabricated
composite beams, the precast deck panel is taken into account. Main steel beams
are continuous over intermediate supports, unless concrete crossbeams have been
defined.
Propped beams (fully propped throughout their length) during the concrete casting
phase
Dead loads are calculated for concrete in the in-service phase, taking account of the
modular ratio for the permanent loads of the bridge surfacing, ballast etc (SDL1). If
concrete crossbeams have been defined, the main beams are considered to be
continuous over intermediate supports, irrespective of the phasing of crossbeam
concreting.
Unpropped beams Case of concrete crossbeams
When the user has defined at least one concrete crossbeam for an intermediate
support, using the Connections at supports input module, the processing of dead load
by the program depends on the crossbeam concrete placement timing chosen by the
user:
Crossbeams cast at same time as deck slab
If the concrete crossbeams are cast at the same time as the deck slab, the main
beams are not continuous at the time of casting; they are hinged at intermediate
supports with crossbeams.
Figure 4-1 : Hinging of main beams at an intermediate support with crossbeam
Crossbeams cast before deck slab
In this situation, the dead loading must be divided into two separate loadings:
- weight of the main beams, for which beams are not continuous at intermediate
supports with crossbeams,
- weight of the slab, for which beams are continuous at intermediate supports
with crossbeams.
117
Beam weight:
Discontinuous
Slab weight:
Continuous beam
Figure 4-2 : Continuity/Discontinuity of a main beam at an intermediate support

with crossbeam
Deck overhang Case of a beam and slab superstructure
For a beam and slab bridge with at least three beam lines (i.e. for all kinds of beams
except those of filler-beam decks), if the appropriate option has been activated in
the Superstructure parameters module the deck overhang is taken into account by
the following method:
Line No.1 Line No.2

a b
Figure 4-3 : Overhang in the case of a beam and slab bridge
Let mov be the mass per unit length of overhang (red zone in drawing):
mov = concrete Eslab a
For the overhang on the left-hand side of the slab, this mass per unit length is
taken by the first two beam lines (as a result of equilibrium):
mov-1 = mov (a + 2 b) / 2 b
mov-2 = - mov a / 2 b
The same calculation is carried out for the overhang on the right-hand side of
the slab.
These masses add to the masses of the parts of the slab between the outer
beams.
118
For a twin-girder bridge, no special design work is necessary.
Deck overhang Case of a filler-beam deck
If a filler-beam deck has no overhangs, no special calculation is performed; the

lateral concrete cover is negligible.
If a deck overhang has been designed, it is assumed that it is cast on formwork

bearing against the first two edge beams and an intermediate beam.
Figure 4-4 : Fixing of overhang formwork
The lever-arm effect between the edge beams and the intermediate beam is
sufficient to counter the moment due to the overhang. Dead loads take account of
the equilibrium obtained for distributing the loads due to the weight of the overhang.
If the bridge is designed with two overhangs and the formwork is not designed to
bear against intermediate beams, the weight of each overhang is distributed equally
between the two outer beams on each side.
Figure 4-5 : Formwork with continuous support beam
119
If the overhangs are to be concreted once the concrete of the deck slab has
hardened (default option), the dead load is divided in two:
- dead load when casting the slab; the weight of the slab does not include the
weight of the wings.
- dead load of the wings, calculated with the modular ratio for permanent
loads.
In all cases, the quantity estimates given in the Pre-design report are for the entire
deck slab, including overhangs.
The parameters for concreting the wings (placement and propping) can be modified
in the Overhang input module.
4.2.2.2 Superimposed dead load SDL1
Depending on the bridge type, SDL1 may include the following:
Weighting factor
Weight source
Road bridges Footbridges Railway bridges
Waterproofing 1,0 1,0 1,0
Surfacing 1,0 1,0
Footways 1,0
Ballast 1,0
Rails and sleepers 1,0
Maintenance walkways 1,0
Table 4-8 : Elements included in SDL1
In combinations of actions, a distinction is made between an increased weight and a

reduced weight. The weighting factors given in the following tables depend on the bridge
type and the code chosen by the user.
These factors can be modified by the user from the Options / Factors / Weighting factors
menu.
120
Increased weight
Weighting factor
Codes Weight source Railway
Road bridges Footbridges
bridges
Surfacing 1,40 1,40
Eurocode (ENV) Footways 1,00
and
French NAD Ballast 1,30
Maintenance walkway 1,00
Surfacing 1,40 1,40
Footways 1,00
Eurocode EN
Ballast 1,30
Surfacing 1,00 (*) 1,00 (*)
Footways 1,00
DIN Fachbericht
Ballast 1,10
2
(*) For the DIN Fachbericht an additional load of 0,5 kN/m is applied over the entire width of footbridge and road
bridge surfacing to take account of overlays that may be applied subsequently.
Table 4-9 : Weight increase factors
121
Reduced weight
Weighting factor
Codes Weight source Railway
Road bridges Footbridges
bridges
Waterproofing 0,80 0,80
Surfacing 0,80 0,80
Eurocode (ENV) Footways 1,00
and
French NAD Ballast
Rails and sleepers
Maintenance walkway
Surfacing 0,80 0,80
Footways 1,00
Eurocode EN
Ballast 0,70
Waterproofing 1,00
Surfacing
German Footways
DIN Fachbericht
Ballast 0,9
Maintenance walkway
Table 4-10 : Weight reduction factors
4.2.2.3 Superimposed dead load SDL2
The superimposed dead load due to deck furniture (SDL2) covers the mass of the various
equipment items installed on the bridge. Depending on the bridge type, this may include
the following:
122
Railway
Deck furniture Road bridges Footbridge
bridges
Pedestrian parapets X X X
Cornices X X X
Drains X X X
Utilities X X X
Vehicle restraints X X
Noise barriers X
Other X X X
Table 4-11 : Deck furniture for different bridge types
The user defines the loads per unit length for each of these furniture items in the
superimposed dead load input module.
4.2.2.4 Concrete shrinkage
Loading due to concrete shrinkage takes account of shrinkage as the concrete of the deck
slab dries. The slab is assumed to be cast in a single phase.
This loading does not apply to filler-beam decks. Temperature effects are taken into
account by specific loads, see 4.2.2.5.
Finite-element calculation
The effect of concrete shrinkage is taken into account in the form of a diagram of
equivalent moments applied to the main beams of the bridge. These applied
moments are referred to as primary moments in what follows.
For a given cross-section, the applied primary moment is given by:
Mprim = NShrink G
NShrink = Shrink Eb Ab
where:
NShrink Normal force in the concrete slab due to shrinkage
Shrink Strain characterizing the shrinkage (concrete shortening). This

value is defined by the user in the Materials module.
G Vertical difference between the centre of gravity of the composite

section and the centre of gravity of the slab
123
Eb Young's modulus of concrete
Ab Area of the concrete slab to be considered for the cross-section

studied. The slab width taken into account is the effective width
used in the calculation of internal forces and moments.
Shrinkage effects in partially prefabricated composite beams are calculated with a

conservative margin, taking the total depth of the slab (precast part + site-cast part).
4.2.2.5 Temperature effects
Two different loadings are applied to take account of the effects of a temperature
differential between the concrete slab and the steel beam.
These loadings do not apply to filler-beam decks.
Simplified temperature loading +T
With this simplified temperature loading, the temperature distribution used is

simplified: the slab has a uniform temperature TC higher than the uniform
temperature of the steel beam.
Simplified temperature loading -T
With this simplified temperature loading, the temperature distribution used is

simplified: the slab has a uniform temperature TC lower than the uniform
temperature of the steel beam.
Simplified Simplified
temperature temperature
loading loading
+T -T
Figure 4-6 : Simplified temperature distribution
124
Finite element calculation
Temperature loads are taken into account in the same way as shrinkage loads. The
primary moment applied to a cross-section is calculated for a concrete strain given
by:
Thermal = - T T
where:
T coefficient of thermal expansion = 1,0.10-5 /C
T temperature differential, defined in the Materials module.
4.2.2.6 Support settlement and support height adjustment
The loads due to settlement of supports and height adjustment are considered as
permanent loads if the user has defined them in the appropriate module.
Finite-element calculation
The effects of support settlement and support height adjustment are calculated by
the program when the corresponding displacements are imposed at the nodes of
supports.
4.2.3 Live loads on road bridges

4.2.3.1 Definition of traffic lanes
Carriageway width
The carriageway width is the distance between the kerbs of footways or between
the inner faces of road restraint systems.
Carriageway width
Figure 4-7 : Carriageway width
125
Traffic lanes
Traffic lanes are defined in accordance with the width of the carriageway, based on
the rules in the following table:
w nlanes Llane Lresidual

w < 5,4 m 1 3m w3m
5,4 m <= w < 6,0 m 2 w/2 0
6,0 m <= w Int(w / 3) 3m w - nlanes x 3 m
Table 4-12 : Definition of traffic lanes
where:
w Width of carriageway
nlanes Number of lanes
Llane Lane width
Lresidual Width of remaining area
The transverse positioning of lanes is not governed by the codes. Lanes can be
immediately adjacent to each other or separated by remaining areas.
4.2.3.2 Load Model 1
References: Eurocodes (ENV, ENV + French NAD) ENV1991-3:1995 4.3.2

Eurocode (EN) EN1991-2:2003 4.3.2
DIN Fachberichte DIN Fb 101:2003 4.3.2
Description
Load Model 1 is the combination of two partial systems, TS and UDL.
TS Partial system
Bridge axis direction
Figure 4-8 : Tandem system TS
Each tandem axle is placed centrally along the axis of its lane.
The weight of each axle of the tandem is: Q Qk.
126
Axle load Qk(kN)

Lane No. i Eurocode (EN, ENV,
DIN Fachbericht
ENV + French NAD)
Lane No. 1 300 300
Lane No. 2 200 200
Lane No. 3 100 0
Other lanes 0 0
Table 4-13 : Code values for load Qk
Eurocode (EN Eurocode (ENV

DIN Fachbericht
Bridge class and ENV) + French NAD)
Q1 Qi i > 1 Q1 Qi i > 1 Q1 Qi i > 1
Class 1 1,00 1,00 1,00 1,00 0,80 0,80
Class 2 1,00 1,00 0,90 0,80 0,80 0,80
Class 3 1,00 1,00 0,80 0,50 0,80 0,80
Table 4-14 : Code values of adjustment factors Q
The adjustment factors Qi can be modified in the Options / Factors / Adjusment

menu.
UDL Partial system
The UDL partial system is a set of loads uniformly distributed across the carriageway.
Loads on traffic lanes:
Each traffic lane is loaded by the uniformly distributed load qi qik.
- lane No. 1: qik = 9,0 kN/m2

- other lanes: qik = 2,5 kN/m2
Eurocode (EN Eurocode (ENV DIN Fachbericht

Bridge class and ENV) + French NAD
q1 qi i > 1 q1 qi i > 1 q1 qi i > 1
Class 1 1,00 1,00 1,00 1,00 1,00 1,00
Class 2 1,00 1,00 0,70 1,00 1,00 1,00
Class 3 1,00 1,00 0,50 1,00 1,00 1,00
Table 4-15 : Code values of q factors for Eurocodes
127
The qi factors can be modified in the Options / Factors / Adjustment menu.
Loads on remaining areas:
Remaining areas are loaded by the uniformly distributed load qr qrk.
with for all codes:
qr = 1,00
qrk = 2,5 kN/m2
The value of the adjustment factor qr can be modified in the Options / Factors /
Adjustment menu.
4.2.3.3 Loads on footways
References: Eurocode (ENV, ENV + French NAD) ENV1991-3:1995 5.3.2.1

Eurocode (EN) EN1991-2:2003 5.3.2.1
DIN Fachberichte DIN Fb 101:2003 5.3.2.1
Description
A uniformly distributed load is applied to the footways of a road bridge or the

maintenance walkways of a railway bridge so as to produce the maximum effect
envisaged.
This load is 500 daN/m2.
Position
Longitudinally, the loaded areas are chosen so as to be most critical, between the
zeros of the influence line.
Laterally, each loaded area on the footway (or maintenance walkway) is loaded
across its entire width if the effect produced is unfavourable.
Parameters
For a road bridge, the uniform load applied to the footways and the laterally loaded
area of the footways can be modified in the module for defining live loads on
footways. By default, footways are loaded across their entire width.
For a railway bridge, the uniform load applied on the maintenance walkways can be
modified in the maintenance walkway definition module. The maintenance
walkways are loaded across their entire width.
128
4.2.3.4 Abnormal load
References: Eurocode (ENV, ENV + French NAD) ENV1991-3:1995 4.3.4

Eurocode (EN) EN1991-2:2003 4.3.4
Description
An abnormal traffic load (live load) may be used on the bridge. To do this, the user
must check this option in the Truck load definition module, then select the special
vehicle required from the drop-down list. Special vehicles are defined in the
Abnormal load database, a file that the user can edit and modify.
ACOBRI comes with an initial file containing a few special vehicles:
Special vehicles of annex A: 600/150, 900/150, 1200/150, 1200/200,

2400/240
The abnormal loads are not modified by any dynamic amplification factor.
The abnormal traffic loading consists of the load described above, positioned first.
If simultaneity has been selected (see 2.2.18) the loads of the Load Model 1,
positioned second, in accordance with the specific rules of the load model, are also
considered. In this case, the part of the bridge corresponding to the lanes taken by
the abnormal vehicle load, up to 25 m in front of and behind the vehicle, is not
accessible to LM1 loads.
Lane 1 Lane 2 Lane 3
area of abnormal
vehicle load
TS tandem system
UDL system
Figure 4-9 : Simultaneous application of the abnormal vehicle load and of Load Model 1
129
4.2.4 Fatigue loads on road bridges
4.2.4.1 Load Model 3

Eurocode (EN) EN1991-2:2006 4.6.4
Description
The effects of actual road traffic on the bridge are represented by the effects of a
single truck travelling alone at the centre of a slow lane. The truck has 4 axles and
weighs 480 kN, i.e. 60 kN per wheel.
Figure 4-10 : Truck for fatigue Load Model 3
The truck is symmetrical. Its effects on the bridge are therefore not affected by the
direction of travel.
In the ACOBRI software the truck of the fatigue load model travels in the slow lanes
defined by the user.
For German DIN Fachbericht 101, if the bridge has at least one span longer than
40 m, the effects of a second fatigue load model made up of two model 3 trucks
travelling in the slow lanes must be taken into account.
Figure 4-11 : Fatigue load model made up of two model 3 trucks

travelling on a DIN bridge with at least one span longer than 40 m
130
4.2.5 Live loads on railway bridges
4.2.5.1 Load model LM71

Eurocode (EN) EN1991-2:2003 6.3.2
Description
Load Model 71 represents the static effect of normal rail traffic. It is applied
successively to each track on the bridge.
Longitudinal load arrangement:
The load arrangement along a track and the characteristic values are as shown on
the figure below.
unlimited unlimited
Figure 4-12 : Load Model 71
This load model can be broken down and be applied only in the parts of the
influence line producing maximum effect on the variable studied.
Transverse load arrangement:
Track position
For each track, the loading line chosen is the most critical, bearing in mind
the uncertainty over the position of tracks, defined in the Railway tracks
input module.
Load eccentricity
The loads on a railway track are applied at the centres of the rails, using a
gauge of 1,435 m. The effect of eccentricity of loading is taken into account
if it is unfavourable, in accordance with the diagram below.
131
Figure 4-13 : Eccentricity of vertical loads
where: Qv1, Qv2 Loads on rails
Qv1 + Qv2 Load on track
Qv2 / Qv1 = 1,25 Maximum vertical load ratio
s Track gauge (1,435 m)
e Eccentricity of vertical loads: e = s / 18
4.2.5.2 Load Model SW

Eurocode (EN) EN1991-2:2003 6.3.3
Description
SW/0 represents the static effect of normal rail traffic whereas SW/2 represents the
static effect of heavy rail traffic. These load models are applied successively to each
track on the bridge.
Longitudinal load arrangement:
The load arrangement along a track is as shown on the figure below
Figure 4-14 : Load Models SW
132
The characteristic values of the vertical loads are given in the table below:
Load model qvk (kN/m) a (m) c (m)

SW/0 133 15,0 5,3
SW/2 150 25,0 7,0
Table 4-16 : SW load models
These load models cannot be broken down, even to be applied to parts of the
influence line producing the maximum effect.
Transverse load arrangement:
Track position
For each track, the loading line chosen is the most critical, bearing in mind
the uncertainty over the position of tracks, defined in the Railway tracks
input module.
Load eccentricity
For the Eurocodes (ENV, ENV + French NAD) and the DIN Fachberichte,
the loads on a railway track are applied at the centres of the rails, using a
gauge of 1,435 m. Load distribution is symmetrical on the two rails.
For the Eurocodes EN, a possible eccentricity of vertical loads is

considered. The loads on a railway track are applied at the rails axis, for a
gauge of 1,435 m. The loads eccentricity is taken into account if it is
unfavourable, in accordance with the diagram below. The eccentricity is
defined according to the railway track axis.
Figure 4-15 : Eccentricity of vertical loads
where: Qv1, Qv2 Loads on rails
Qv1 + Qv2 Load on track
133
Qv2 / Qv1 = 1,25 Maximum vertical load ratio
s Track gauge (1,435 m)
e Eccentricity of vertical loads: e = s / 18
4.2.5.3 Dynamic factor for railway loads
Reference: Eurocodes (ENV, ENV + French NAD) ENV 1991-3:1995 6.4.3.2

Eurocodes (EN) EN1991-2:2003 6.4.5.2
Dynamic effects exerted on a bridge (due to the speed of trains, irregularities in wheels or
rails, resonance of the bridge) are taken into account with a dynamic factor applied to
Load Models 71 and SW (SW/0 and SW/2).
Calculation of this factor depends on the type of track maintenance, as defined in the Train
load model input module. It can also be entered directly by the user in the same module.
Careful track maintenance = 0,82 + 1,44 / (L1/2 - 0,2) and 1,00 < < 1,67
Standard track maintenance = 0,73 + 2,16 / (L1/2 - 0,2) and 1,00 < < 2,00
Determinant length
L is the determinant length, defined by:
L = k Lm
where: Lm Mean span length
k Coefficient depending on the number of spans n, from the

following table
n 1 2 3 4 5
k 1,0 1,2 1,3 1,4 1,5
Table 4-17 : Coefficient k
NB: For speeds greater than 200 km/h a complete dynamic study must be carried out
to determine the actual dynamic factor (see DIN Fb 101:2003 6.4.4 or EN1991-
2:2003 6.4.5.1). This factor can then be applied.
134
4.2.5.4 Live loads on maintenance walkways
The live loads on maintenance walkways of a railway bridge are exactly the same as the
live loads on footways of a road bridge (see 0).
4.2.6 Footbridges
4.2.6.1 Live loads on footbridges
References: Eurocodes (ENV, ENV + French NAD) ENV1991-3:1995 5.3.2.1

Eurocode (EN) EN1991-2:2003 5.3.2.1
The live load on footbridges is a system of uniformly distributed loads placed on the bridge
so as to produce the maximum effect on the variable studied. The uniformly distributed
load is given by the following formulas:
q = [ 2,00 + 120 / (L + 30) ] (in kN/m2)
and: 2,5 kN/m2 q 5,0 kN/m2
where: L Aggregate length of loaded areas
Position
Longitudinally, the areas to be loaded are defined as the combination q of areas

between zeros of influence lines producing the maximum effect on the variable
studied.
Laterally, the areas to be loaded are determined for each case so as to produce the
maximum effect envisaged.
4.2.6.2 Vehicle on footbridge by error

Eurocodes (EN) EN1991-2:2003 5.6.3
The accidental loading corresponding to the presence of a vehicle on a footbridge by error

is treated as a live load. It is taken into account only if specified in the module for input of
vehicles that might travel on the bridge.
135
This loading consists of a vehicle with two axles, 40 kN and 80 kN respectively, as shown
in the following diagram:
Figure 4-16 : Accidental loading
Position
Longitudinally, one vehicle is positioned on the footbridge so as to produce the

maximum effect on the variable studied. Laterally, one vehicle is positioned to
produce the maximum effect on the variable studied.
The vehicle is not symmetrical. For longitudinal positioning, the more unfavourable
direction of travel is considered.
Laterally, the centreline of a wheel of the vehicle must be at least 20 cm from the
edge of the slab.
4.2.6.3 Service vehicle
It is possible to envisage a service vehicle travelling on a footbridge as a live loading. To

do this, the user checks the appropriate option in the Vehicles on Footbridge input module,
then selects the required vehicle from the drop-down list. The service vehicle is defined in
the abnormal load database, a file that can be edited and modified by the user.
The ACOBRI file of abnormal loads contains just a few examples for road bridges, but the
user can add special vehicles to be considered for a footbridge (take care to comply with
the file description format).
The load of a service vehicle is not modified by any dynamic amplification factor.
Position
Longitudinally the vehicle is positioned so as to produce the maximum effect on the
variable studied.
Laterally the vehicle is positioned so as to produce the maximum effect on the

variable studied, but must be at least 20 cm from the edge of the deck slab.
136
4.2.7 Eigenmode
ACOBRI calculates the natural frequency of the principal bending mode of all types of
bridges.
The frequency calculation is based on the Rayleigh method, assuming equivalence of the
first eigenmode shape and of the static deflected shape of the bridge under the effect of all
the forces acting at nodes Fi:
Fi = (-1)j mi g
where:
i node index
mi mass at node indexed i
j span index
span No. 2
span No. 1 span No. 3
Figure 4-17 : Loading assumption for static calculation of mode shape
Modular ratio
The eigenmode shape is determined with the characteristics of the concrete for short-
term actions.
137
4.3 Load combinations

Combinations of basic loads (permanent and live loads) are applied in accordance with the
type of bridge.
References: Eurocodes (ENV, ENV+ French NAD) ENV1991-3:1995 Chapter II

Eurocode (EN) EN1991-2:2003 Chapter II
DIN Fachberichte DIN Fb 101 Chapter II
4.3.1 Road bridges and footbridges

SLS combinations - characteristic combinations
(G) + Q + 0 Tk
(G) + Tk + 0 Q
(G) + Q + 0 Tk + GR
(G) + Tk + 0 Q + GR
If support settlement has been defined:
(G) + Q + 0 Tk + GTA
(G) + Tk + 0 Q + GTA
(G) + Q + 0 Tk + GR + GTA
(G) + Tk + 0 Q + GR + GTA
SLS combinations - frequent combinations
(G) + 1Q + 2 Tk
(G) + 1Q + 2 Tk + GR
(G) + 1Q + 2 Tk + GTA
(G) + 1Q + 2 Tk + GR + GTA
SLS combinations quasi-permanent combinations
(G) + 2 Q
(G) + 2 Tk
(G) + 2 Q + GR
(G) + 2 Tk + GR
(G) + 2 Q + GTA
(G) + 2 Tk + GTA
138
(G) + 2 Q+ GR + GTA
(G) + 2 Tk + GR + GTA
The only quasi-permanent combinations considered are those for which the factor 2 of
the load Q or Tk considered is not zero.
SLS combinations - Infrequent combinations
(G) + '1Q + 1 Tk
(G) + '1Q + 1 Tk + GR
(G) + '1 Q + 1 Tk + GTA

(G) + '1 Q + 1 Tk + GR + GTA
ULS combinations
(G G) + Q Q
(G G) + Q Q + G,R GR
(G G) + Q Tk + Q 0 Q
(G G) + Q Tk + Q 0 Q + G,R GR
(G G) + Q Q + G,TA GTA
(G G) + Q Q + G,R GR + G,TA GTA
(G G) + Q Tk + Q 0 Q + G,TA GTA
(G G) + Q Tk + Q 0 Q + G,R GR + G,TA GTA
For footbridges, if the accidental presence of vehicles on the bridge is to be taken

into account, the following additional combinations are considered:
(G) + Ad + 2 Tk
(G) + Ad + 2 Tk + GR
Additionally, if support settlement has been defined:
(G) + Ad + 2 Tk + GTA
(G) + Ad + 2 Tk + GR + GTA
where:
G Permanent loads, taking account of:
139
The total weight of the bridge, alternately increased and reduced. The total weight
comprises the self-weight of the bridge and the superimposed dead load (SDL1 -
weight of deck surfacing or ballast etc., and SDL2 - weight of deck furniture).
Support height adjustment, if defined by the user.
Q Live loads, equal to the component actions of either group gr1a or group gr5 for road
bridges or to the component actions of group gr2 for footbridges.
Ad Accidental loads (presence of a vehicle on a footbridge by error).
G Partial safety factor for permanent oads
Q Partial safety factor for live loads
The user can modify the partial factors G and Q in the Options / Factors /
Combinations menu (see 2.3.3).
The values of G are different for:
usual loads
loads due to support height adjustment
loads due to support settlement (G,TA)
The values of Q are different for:
traffic actions
other variable actions (thermal)
0, 1, 2 and 1 : Combination factors
The values of the combination factors can be modified in the Options / Factors /
Combinations menu (see 2.3.3). They are different for:
the UDL type live loads of group 1a (including loads on footways)

the TS type live loads of group 1a
the live loads of group 2 (footbridge)
the live loads of group 5 (road bridge)
the temperature loads
GR Shrinkage loads
Combinations with shrinkage loads are not applied to filler-beam decks.
GTA Loads due to support settlement, when settlement has been defined by the user.
Tk Temperature loads
140
Temperature loads are not applied to filler-beam decks.
Definition of load groups
Two load groups can be considered in ACOBRI, combining live loads on the bridge
in accordance with the following table:
Bridge type Group Live load Factor

LM1 1,0
1a
Road bridge Footways ktr
5 Abnormal load 1,0
1a Live loads on footbridges 1,0
Footbridge
2 Service vehicle 1,0
Table 4-18 : Load groups for road bridges and footbridges
with: Eurocodes (ENV, ENV+ French NAD) and DIN Fb ktr = 0,5
Eurocode (EN) ktr = 0,6
4.3.2 Railway bridges
Apart from the following differences, the procedure for combinations of actions for railway
bridges is the same as for combinations of actions with road bridges under the Eurocode.
SLS combinations - characteristic combinations
(G) + Q + 0 Tk + 0,P QP
(G) + Tk + 0 Q
(G) + Q + 0 Tk + 0,P QP + GR
(G) + Tk + 0 Q + GR
(G) + Q + 0 Tk + 0,P QP + GTA

(G) + Tk + 0 Q + GTA
(G) + Q + 0 Tk + 0,P QP + GR + GTA
(G) + Tk + 0 Q + GR + GTA
SLS combinations - frequent combinations
(G) + 1Q + 2 Tk + 2,P QP
(G) + 1Q + 2 Tk + 2,P QP + GR
141
(G) + 1Q + 2 Tk + 2,P QP + GTA

(G) + 1Q + 2 Tk + 2,P QP + GR + GTA
SLS combinations - Infrequent combinations
(G) + '1Q + 1 Tk + 1,P QP

(G) + '1Q + 1 Tk + 1,P QP + GR
(G) + '1 Q + 1 Tk + 1,P QP + GTA

(G) + '1 Q + 1 Tk + 1,P QP + GR + GTA
Quasi-permanent SLS combinations are exactly the same as those for road bridges.
ULS combinations
(G G) + Q Q + 0,P P QP
(G G) + Q Q + 0,P P QP + G,R GR
(G G) + Q Tk + Q 0 Q
(G G) + Q Tk + Q 0 Q + G,R GR
(G G) + Q Q + 0,P P QP + G,TA GTA

(G G) + Q Q + 0,P P QP + G,R GR + G,TA GTA
(G G) + Q Tk + Q 0 Q + GTA
(G G) + Q Tk + Q 0 Q + G,R GR + G,TA GTA
Q Live loads, taken from load groups gr11, gr16, gr21, gr26 and gr31.
G, Q : The values of G and Q can be modified in the Options / Factors / Combinations

menu (see 2.3.3)
The values of G are different for:
usual loads
loads due to support height adjustment
loads due to support settlement
142
The values of Q are different for:
the actions of Load Models LM71 and SW0

the actions of Load Model SW2
other variable actions (temperature effects)
0, 1, 2 and 1: Combination factors. The values of the combination factors can be

modified in the Options / Factors / Combinations menu (see 2.3.3). They are different
for:
the loads of groups gr11 to gr17

the loads of groups gr21 to gr27
the loads of group gr31
temperature loads
QP Live loads on maintenance walkways, if defined.
P Partial safety factor for live loads on maintenance walkways, taken as the value of Q
for other variable actions (can be modified by the user).
0,P, 1,P, 2,P : Combination factors for live loads on maintenance walkways. Their values
can be modified in the Options / Factors / Combinations menu (see 2.3.3).
Definition of traffic load groups
Load groups are combinations of rail traffic on the tracks. These combinations are
defined in the following table.
Number of
Group Track LM71 + SW0 SW2
tracks
11 Ti 1,0 0
1 track
16 Ti 0 1,0
Ti 1,0 0
21
Ti 1,0 0
2 tracks
Ti 1,0 0
26
Ti 0 1,0
3 tracks 31 All tracks 0,75 0
Table 4-19 : Load groups for railway bridges
"LM71 + SW0" means the envelope of these two actions.
When a bridge has more than one track, all possible combinations of groups acting on
one, two, or three tracks are considered.
143
4.4 Deck analysis

4.4.1 Conventions
This chapter defines the terms used to configure the bridge.
Left-hand side Right-hand side

A0 Right-hand edge of bridge A2
Line 2
Line 1
Left-hand edge of bridge End

Origin
abutment
abutment Design
cross-section
Figure 4-18 : Terminology
Coordinate system
The coordinate system used to configure the bridge and with which the Grillage
model is built is defined as follows:
The origin of coordinates is at the intersection of the left-hand edge of the

bridge and the origin abutment.
The X axis is directed from the origin abutment to the end abutment.
The Z axis is vertically upwards.
The Y axis is horizontal, directed so that the coordinate system is right-
handed.
Bridge edges
The left-hand and right-hand edges of the bridge are defined as follows:
The left-hand edge is the edge on the side of decreasing Y coordinates.

The right-hand edge is the edge on the side of increasing Y coordinates.
Support identification
Supports (abutments and piers) are identified by a tag comprising a letter and a
number. Letter A is for an abutment and P for a pier. The number is the sequence
number of the supports counted from the origin abutment "0". Consequently, for a
three-span bridge, the abutments will be A0 and A3 and the supports will be P1 and
P2.
144
Sides of a design cross-section
The left-hand side of a design cross-section is on the side of the origin abutment and
the right-hand side on the side of the end abutment. This configuration is used in
particular to distinguish the shear forces in the cross-section.
Moments
By convention, a positive moment (sagging moment) is a moment which tends to

compress the concrete slab, and a negative moment (hogging moment) is a moment
which tends to crack the slab.
4.4.2 Principles
ACOBRI is based on a finite-element solver with a Grillage model. The calculation process
depends on the analysis mode chosen: Manual or Automatic Pre-design.
4.4.2.1 Loading, concrete state, and modular ratio
The loads applied to the structure are the loads defined by the codes. This means a
distinction is made between permanent loads (long-term actions) and live loads (short-
term actions). In addition, each loading is associated with a concrete state, i.e. the casting
phase or the in-service phase. A modular ratio for steel and concrete is also associated
with each loading.
4.4.2.2 Design cross-sections and cross-sections of interest
When running a calculation, one of two types of calculation can be chosen:
Full calculation
With full calculation, all cross-sections of the beam lines are checked, and
consequently the live loads are positioned for all sections. Each node of the
Grillage model represents a cross-section. This type of calculation is longer, but
after post-processing it provides curves and diagrams that can be used reliably. It
also guarantees that the critical sections have been duly taken into account.
Partial calculation
With partial calculation, only the cross-sections of interest in the beam lines are
checked, and consequently the positioning of live loads concerns only those
sections. This type of calculation is faster, but the curves and diagrams obtained
with post-processing are hardly reliable. It is also possible that a critical section
might not have been taken into account.
145
In general, full calculation is recommended.
By definition the cross-sections of interest are:
- all cross-sections at supports (abutments and piers)

- all mid-span cross-sections
- all cross-sections at changes in cross-section
- all cross-sections at connections with diaphragms
- all cross-sections demarcating support regions
In what follows, the cross-sections taken into account in the calculation will be referred to
as 'design cross-sections'.
4.4.2.3 Calculating in Manual Pre-design mode
The progress of the various phases of calculation is displayed in a monitoring window. The
phases already accomplished are white, the phases being calculated are yellow, and the
phases yet to be started are greyed out. The progress bar shows the progress of the
phase being calculated.
Phase already accomplished
Phase being calculated
Phases to be carried out
Progress bar
Figure 4-19 : Window for monitoring progress of calculations in manual mode
The different calculation phases in Manual Pre-design mode are:
Data and model
The first stage in the calculation process consists in processing the data defined
by the user. From this, the program will generate the list of loadings to be
processed, define the Serviceability Limit State and Ultimate Limit State
combinations, and determine the geometry of the Grillage model.
146
The results of this phase of calculation are saved in a binary file with the name
extension .DBA.
Permanent loads
In the next step the program processes each permanent load applied to the
bridge. If necessary, the stiffness matrix is recalculated in accordance with the
concrete state and modular ratio associated with the loading. The loading is then
applied and the calculation performed, determining the state of deformation and
the internal forces and moments in the elements.
The results (deformations, internal forces and moments in the elements of the
model, for each permanent load) of this phase of calculation are saved in a binary
file with the name extension .CPE.
Influence lines
The positioning of the live loads applied to a bridge is based on the principle of
obtaining the maximum effect on the variable studied. With ACOBRI, the variables
studied are the bending moment and the shear force. Loads can be positioned
independently in the longitudinal and transverse directions, given that for these
variables there is no correlation between the effect of the transverse position and
the effect of the longitudinal position.
This phase of calculation determines the transverse influence lines (one per beam
line) and the longitudinal influence lines (for a design cross-section: one for the
bending moment, one for the shear force on the left of the section and one for the
shear force on the right of the section).
extension .LIF.
Live loads
Using the influence lines determined previously, the program processes each live
load. For each beam line and each design cross-section, the live load is positioned
and the finite-element calculation is performed to produce the maximum effect on
the following variables: positive bending moment, negative bending moment,
positive left-hand shear force, negative left-hand shear force, positive right-hand
shear force, and negative right-hand shear force. If it is impossible to position the
loads, the calculation is not carried out and a value of zero is adopted.
extension .CEV.
147
Design check
For each design cross-section, this phase checks the design criteria specific to the
bridge and to the code. It should be remembered that even in Manual Pre-design
mode, the number of shear connectors per unit length is defined by the program.
extension .VRF.
Fatigue
This phase of calculation is carried out only for road bridges and railway bridges.
For road bridges, the load model travels in each slow lane. For each calculation
position, the finite-element solver determines the internal forces and moments in
the bridge beams. For road bridges and railway bridges which do not have a filler-
beam deck, the design fatigue strength is checked.
The results of this phase of calculation are saved in binary files with the name
extensions .CEV for internal forces and moments and .VRF for design checks.
4.4.2.4 Calculating in Automatic Pre-design mode
The progress of the various phases of pre-design calculation is displayed in a monitoring

window, in the same way as for calculation in Manual Pre-design mode. The phases
already accomplished are white, the phases being calculated are yellow, and the phases
yet to be started are greyed out. The progress bar shows the progress of the phase being
calculated.
The first box in the window indicates the pre-design stage in progress. The second box
(red) gives the number of the iteration in progress. For each iteration, after the checking
phase, the maximum Calculated Value/Limit Value ratio is calculated for each segment.
The last box, above the progress bar, gives the lowest and highest values calculated for
the maximum ratio.
148
Pre-design stage
Iteration number
Phases of iteration accomplished
Phase of iteration being calculated
Remaining steps of calculation
Progress bar
Figure 4-20 : Window for monitoring progress of calculations in Automatic Pre-design mode
The calculation phases for an iteration in the Automatic Pre-design mode are the same as
for calculation in Manual Pre-design mode. However, the program is optimized so as to
reduce the pre-design processing time. In some cases the "Influence Lines" and "Envelope
Calculation" phases can be wholly or partially avoided. In addition, the first iterations are
always carried out only on cross-sections of interest, even if full calculation has been
requested.
Calculation in Automatic Pre-design mode is carried out in two stages:
Search for a solution
The first step consists in searching for a solution verifying all the design criteria with,
for each beam line, the smallest clear web depth possible.
Optimization of mass
The second stage, if it is necessary, consists in searching for a solution with greater
clear web depths satisfying all the design criteria and for which the global mass of
steel beams is reduced.
4.4.3 Grillage model

This chapter describes the grillage type finite-element model used in the solver of the
ACOBRI software.
149
Main coordinate system
The main coordinate system is the right-handed orthonormal coordinate system in

which the X-axis is parallel to the longitudinal centreline of the bridge, the Y-axis is
parallel to the lateral axis of the bridge, and the Z-axis is vertically upwards.
Geometry
A Grillage model represents the structure of a composite bridge as a finite-element

model using the following principles:
Each main beam of the bridge is represented as a series of bar elements
The concrete slab is modelled by a series of longitudinal and transverse

bar elements which reproduce the plate behaviour of the slab. These
elements are located in a single horizontal plane.
The program discretizes the model so that there is a node for each design cross-
section. The other nodes are determined so that all elements are shorter than the
maximum allowable element length: the maximum allowable length of a longitudinal
element ranges from 1,00 m for bridges of standard lengths to 1,60 m for very long
bridges; the maximum allowable length of a transverse element is 1,00 m.
The geometry of the model can be displayed using the Post-Processor. Elements
are displayed in different colours according to their type.
A0 A3
Line 3
Line 2
Line 1
Figure 4-21 : Example of Grillage model
Elements
In ACOBRI, an element is a uniaxial 2-node bar. It has three degrees of freedom at

each end, expressed here in the local coordinate system of the element:
- vertical displacement uz
- rotation rx
- rotation ry
150
It is important to realize that axial displacement ux is not taken into account. Normal
efforts in the bridge will therefore not be calculated.
Local coordinate system of elements
The local coordinate system of an element is defined as follows:
- local axis x is the same as the longitudinal axis of the element

- local axis y is horizontal
- local axis z is vertical
Characteristics
Details of the calculation of element characteristics are given in the chapter

Characteristics of model elements ( 4.4.6).
Boundary conditions
The degrees of freedom at the main beam nodes at supports (abutments and piers)
meet the following conditions, expressed in the global coordinate system:
- vertical displacement UZ is restrained

- rotation RX is free
- rotation RY is generally free
There is rotational stiffness about the y-axis at abutments and piers for which
support stiffness has been defined in the Connection at supports module.
Abutment Intermediate support

stiffness stiffness
Rotation RY free
at supports Rotation RY restrained
at supports
Figure 4-22 : RY rotations
These nodes at supports can be identified on the graphic view of the model by
checking the corresponding option in the Grillage Model display window.
In addition, for dead loads, if the Beams propped option has been checked in the
Concrete slab module, vertical displacement UZ of all the nodes in the main beams
is restrained.
151
Model display and editing
The model (geometry + elements) can be displayed and edited in the Post-
Processor, for each type of loading.
4.4.4 Effective width

The characteristics of composite sections (moment of inertia, section moduli, etc.) are
calculated in accordance with the effective width of the concrete slab.
4.4.4.1 Effective widths for calculation of internal forces and moments
The characteristics of the Grillage model (bending and torsional moments of inertia) are
calculated from the effective widths of the concrete deck slab defined below.
Figure 4-23 : Effective slab width for calculation of internal forces and moments
lpi = b0 / 2 + b1 / 8
b1 = 0,8 li for an end span (ENV, ENV + French NAD)
b1 = 0,85 li for an end span (EN, DIN Fb)
b1 = 0,7 li for an internal span
In calculating b0, it is assumed there are two shear studs, each placed 1,25 dc from
the outer edge of the flange of the beam, dc being the diameter of the stud.
Conventional beam or Box girder Concrete-filled box girder

partially prefabricated composite beam
Figure 4-24 : Distance b0
152
lpi is limited to half the distance to the adjacent beam line or to the distance to the
edge of the slab.
Case of filler-beam decks
In the case of bridges with filler-beam decks, and irrespective of the design code
used, the effective width is given by:
lpi = half the distance to the adjacent beam line or to the edge of the slab
4.4.4.2 Effective widths for stress calculation
The characteristics of cross-sections (section moduli, moment resistances) used for design
checks are calculated from the effective concrete slab widths defined below.
References: Eurocodes (ENV, ENV+ French NAD) ENV1994-2:1997 4.2.2.2

Eurocode (EN) EN1994-2:2006 5.4.1.2
DIN Fachberichte DIN Fb 101 4.2.2.2
intermediate end
support support
Figure 4-25 : Effective widths of slab for calculation of stresses
Note : For Eurocodes ENV and ENV + French NAD, equation ENV1994-2 (4.2) has been
replaced by equation EN1994-2 (5.5).
Case of filler-beam decks
In the case of bridges with filler-beam decks, and irrespective of the design code
used, the effective width is given by:
lpi = half the distance to the adjacent beam line or to the edge of the slab
4.4.5 Support regions

For all bridge types, support regions are defined in the Grillage model at each intermediate
support. In these regions, the effect of concrete cracking at supports is taken into account,
if required. The edges of these regions are cross-sections of interest.
153
4.4.5.1 Dimensions of support regions
The support region at an intermediate support is defined by default as the area to a

distance of 15% of the span distance on each side of the support line.
Figure 4-26 : Support regions
The length of the cracked region can be modified when the ratio of lengths of adjacent
spans is less than 0,6. In ACOBRI, the user can modify the dimensions of support regions
by means of the Length of Cracked Regions input module. If the condition governing the
validity of this modification (ratio of lengths of adjacent spans) is not met, a warning
message is given but the modification can be made nonetheless.
In this case, the support regions correspond to the cracked regions so defined.
4.4.5.2 Special processing of support regions
For all bridge types, the inertia of main-beam elements in a support region (cracked
region) is calculated assuming a negative moment, i.e. without taking account of the
slab, but taking account of reinforcement.
4.4.6 Characteristics of model elements

For the type of bar elements used, the element characteristics necessary for the solver are
their bending moment of inertia, Iy, and torsional moment of inertia, It. These
characteristics are calculated by ACOBRI in accordance with the type of element, the state
of the slab concrete, and the modular ratio, m (see 4.1.4).
The different types of elements used in the model are:
- elements representing main beams

- elements representing the concrete slab
- elements representing diaphragms
- elements representing crossbeams at supports
Main-beam elements
Main-beam elements are coloured red in the graphic window of the Post Processor.
154
Concrete in casting phase:

Effective width
Partially prefabricated Filler beam

composite beam
Figure 4-27 : Characteristics of main-beam elements

in concrete casting phase
In general cases, inertia in the casting phase is calculated taking account

only of the structural steel section (steel beam and any strengthening plate).
In the particular case of partially prefabricated composite beams, inertia in

the casting phase is calculated taking account of the structural steel section
and the precast concrete deck panel. The effective width of the precast panel
is the same as that of the full-depth slab. The modular ratio is the modular
ratio for permanent loads.
Concrete in in-service phase - uncracked concrete regions:

Effective width Effective width
Partially prefabricated
composite beam

for in-service-phase - concrete in uncracked region
In uncracked concrete regions, i.e. not in the support region, inertia is

calculated taking account of the structural steel section (beam and any
strengthening plate) and of the concrete slab. The slab width taken into
155
account is the effective width. The steel / concrete modular ratio depends on
the loading considered.
In the particular case of partially prefabricated composite beams, the slab

thickness taken into account is the total concrete thickness (in situ slab +
precast deck panel).
Slab
thickness
Slab on profiled steel sheeting Haunched slab
Figure 4-29 : Slabs with profiled steel sheeting and haunched slabs
In the case of slabs on profiled steel sheeting, the concrete thickness taken
into account is the effective depth of the slab, i.e. the total depth of the slab
less the overall depth of profiled steel sheeting.
In the case of haunched slabs, the depth of the haunch is not included.
Concrete in in-service phase - cracked concrete region:

Effective width

for in-service phase - concrete in cracked region
- In regions of cracked concrete, i.e. in support regions, the bending

moment of inertia is calculated taking account of the structural steel
section (beam and any strengthening plate) and of the reinforcement in
the effective width of the slab.
156
In all cases, the process of calculation of the bending moment of inertia is

identical to that performed in regions of uncracked concrete.
Concrete in in-service phase - case of filler-beam decks:

Effective width Effective width
l' = moment of inertia l'' = moment of inertia

considering the entire considering only
concrete slab uncracked concrete
Figure 4-31 : Characteristics of main-beam elements -

case of filler-beam decks
The bending moment of inertia of a mainbeam element in a filler-beam deck

is the mean value of moments of inertia I' et I'' which take account of the
structural steel section (beam and any strengthening plate) and of the
concrete slab, for its full height in the first case and for the depth of
uncracked concrete only in the second case. The slab width taken into
account is the effective width. The steel / concrete modular ratio depends on
the loading considered.
The calculation does not take account of any permanent formwork.
The torsional moment of inertia is calculated taking account of the structural

steel section and of the transformed section of the slab over its full depth.
Concrete deck elements
The concrete deck elements are coloured grey in the graphic window of the Post
Processor.
The characteristics of these elements are given by:
b e3
I y = k1 k2
12 m
157
b e3
I t = k1 k2
6m
where:
b Width of the concrete deck element, defined as the sum of the half-distances
to the lines of parallel elements or to the edge of the slab.
e Slab thickness taken into account. For cantilevered slab elements, this is the
mean thickness of the overhang.
k1 Calculation coefficient for the inertia of slab elements. The recommended

value is 1,0, except in the case of filler-beam decks calculated with the
Eurocodes EN and DIN Fachberichte where a factor of 0,5 is imposed for
tranverse slab elements.
The value of this factor can be modified in the Calculation Coefficient input
module, particularly for analyzing the distribution effects of the slab. However,
it is recommended that the default values of the program be retained;
they should only be modified if one is fully aware of the consequences.
k2 Calculation coefficient taking account of the position of longitudinal elements

relative to the main beams.
For transverse elements, k2 = 1.
For longitudinal elements:
- k2 = 0,01 if the element is within the effective width of a main beam.
This amounts to overlooking the element, for its global stiffness has
already been taken into account in the characteristics of the elements of
the main beam.
- k2 = 1 if the element is not located in the effective width of the main
beam.
Diaphragm elements
Diaphragm elements are coloured blue (or purple when they merge with a change
in cross-section) in the graphic window of the Post Processor.
The characteristics of these elements are given by:
Iy = kdia,I Iy.mb,max
It = kdia,I It.mb,max
S = kdia,S Smb,max
where:
Iy.mb,max Maximum bending moment of inertia of the main-beam elements in the
model.
It.mb,max Maximum torsional moment of inertia of the main-beam elements in the

model.
158
kdia,I Calculation coefficient for the inertia of diaphragm elements. This factor
can be modified in the Calculation Coefficients input module. The default
value is 0,1 in general, and 1,0 for filler-beam decks.
S Cross sectional area of the diaphragm element, used to calculate mass.
Smb,max Maximum cross sectional area of main-beam elements.
kdia,S Calculation coefficient for the cross sectional area of diaphragm

elements. This factor can be modified in the Calculation Coefficients
input module. Its default value is 0,1.
Crossbeam elements at supports
Crossbeam elements at supports are coloured green in the graphic window of the
Post Processor. They are transverse elements located at each support (abutments
and piers), only between main beams. Overhangs at supports are represented by
concrete slab elements.
In most cases, the inertia characteristics of these elements are calculated in the
same way as for diaphragm elements.
In the case of filler-beam decks, all the transverse elements at supports are
calculated in the same way as transverse slab elements. The inertia of elements
between main beams is additionally weighted by the calculation coefficient for
inertia kdia,I.
4.4.7 Influence lines

Influence lines enable live loads to be placed so as to obtain the maximum effect for a
given cross-section of a beam line.
The variables studied are the bending moment and shear force.
A design cross-section always corresponds to a node in the grillage model. It is considered

that the bending moment varies little between the two main-beam elements connected to
the node studied. Which amounts to saying that the torsional moment of inertia of
transverse elements is low compared to the bending moment of inertia of main-beam
elements.
There is therefore no need to distinguish between the moment on the left-hand side of the
cross-section and that on the right.
On the contrary, it is possible that there is significant shear force variation between the two
elements, especially at the intersections with supports, diaphragms, or at points where
loads are applied. A distinction must therefore be made for the shear force, depending on
159
the side it comes from. In what follows, the terms 'left-hand shear force' and 'right-hand
shear force' will be used, following the convention adopted previously.
For the variables studied (bending moment and shear force), there are no interactions
between the transverse position and the longitudinal position. The notion of influence
surface can therefore be reduced to a combination of transverse influence lines and
longitudinal influence lines.
Transverse influence lines
The transverse influence line considered for a beam line is defined as the load
quantity introduced into the beam line for a load positioned transversally on the
deck slab. This load quantity is measured in ACOBRI as the bending moment in the
cross-section of the beam considered.
Figure 4-32 : Transverse influence line
ACOBRI calculates a transverse influence line for each beam line. This calculation
is performed with the full bridge model, with concrete in its in-service phase, and
with the modular ratio for short-term loads.
Transverse influence lines can be displayed with the Influence lines module of the
Post-Processor. The display convention adopted is that the curve is plotted
downwards when the effect on the beam is sagging and upwards when the effect on
the beam is hogging.
Longitudinal influence lines
For each cross-section studied, ACOBRI calculates an influence line for each
variable to be taken into account, i.e. the bending moment, left-hand shear force,
and right-hand shear force.
160
Of course there is no influence line for the left-hand shear force at the origin
abutment, nor for the right-hand shear force at the end abutment.
Influence line
for moment
Cross-
section
studied
Figure 4-33 : Longitudinal influence line
ACOBRI calculates the longitudinal influence lines with a special model taking
account of only one beam line, assuming that for a given design cross-section and
variable the influence line varies little from one beam line to another. This
calculation assumes the concrete to be in its in-service phase and uses the modular
ratio for short-term loads.
Longitudinal influence lines can be displayed with the Influence lines module of the
Post-Processor. Sagging moments are shown by lines curving downwards and
hogging moments by lines curving upwards.
161
4.5 Design checks

4.5.1 General
Limit states are referred to in what follows by their abbreviations:
SLS Serviceability Limit States

ULS Ultimate Limit States
FLS Fatigue Limit States
Bridges with conventional beams, partially prefabricated composite beams, box beams or
concrete-filled box beams:
Footbridge Road bridge Railway bridge

Deflections
- Track twist
(*)
- End rotation of deck
SLS Minimum reinforcement
Slab cracking
Stress limitation
Shear connection
Resistance of cross-sections to bending
Resistance of cross-sections to vertical shear
ULS
Bending moment/shear force interaction
Buckling
FLS - Stress variations
(*)
This check is not carried out in Eurocode EN
Table 4-20 : Checks
Filler-beam decks:

Deflections
- Track twist
(*
SLS
Minimum reinforcement
Cracking
Stress limitation
ULS
(*)
Table 4-21 : Check for filler-beam decks
162
Bridges with Precobeams:

Deflections
- Track twist
(*
SLS
Minimum reinforcement
Cracking
Stress limitation
ULS
Bending moment/shear force interaction
Horizontal shear in Precobeam dowels
(*)
Table 4-22 : Check for bridges with Precobeams
4.5.2 Deflection limitation (SLS)
Road bridges, footbridges
For each design cross-section, the following criterion is checked:
/ L < Limit
where:
Beam deflection
L Length of span in which cross-section is located
Limit Limit with default value of 1/500. It can be modified in the SLS
factors input module.
This check is performed for the following live loads:
Road bridges: Load Model 1 (UDL + TS)
Footbridges: Footbridge load
Railway bridges
References
Eurocode (ENV, ENV + French NAD) ENV1991-3:1995 Annex G3.1.3
Eurocode (EN) EN1990/A1:2006 A2.4.4.3.2
DIN Fachberichte DIN Fb 101:2003 Anhang G3.1.3
163
At each design cross-section, for each rail track, the following criterion is checked:
/ L < Limit
where:
Deflection of the bridge at the track centreline
L Length of the span in which the cross-section is located
Limit This limit depends on the length of the span, the speed of trains,
and the comfort level required, quantified by the vertical
acceleration of the deck.
The speed of trains and the vertical acceleration of the deck can be
modified by the user in the Options / Factors / SLS menu, or a fixed
limit can be set.
This check is carried out for live load x LM71.
164
4.5.3 Track twist on railway bridges (SLS)
References:
Eurocode (ENV, ENV + French NAD) ENV1991-3:1995 Annex G3.1.2.2
Eurocode (EN) EN1990/A1:2006 A2.4.4.2.2
DIN Fachberichte DIN Fb 101:2003 Anhang G3.1.2.2
Checks
At each design cross-section, for each rail track, the following criterion is checked:
g < glim.
where:
g Track twist, measured over a distance of 3 m, due to the action of

load x LM71
glim Twist limitation, determined in accordance with the speed V of trains:

- for V < 120 km/h glim = 4,5 mm
- for 120 < V < 220 km/h glim = 3,0 mm
- for V > 220 km/h glim = 1,5 mm
with ENV and ENV + French NAD V2 = 220 km/h
EN and DIN Fb V2 = 200 km/h
Figure 4-34 : Definition of track twist

s = track gauge = 1 435 mm
The train speed interval can be defined in the SLS Factors input module. The default
speed value is:
ENV and ENV + French NAD : 120 km/h < V < 220 km/h
EN and DIN Fb : 120 km/h < V < 200 km/h
165
4.5.4 End rotation of railway bridge decks (SLS)
References:
Eurocode (ENV, ENV + French NAD) ENV1991-3:1995 Annex G3.1.2.3
DIN Fachberichte DIN Fb 101:2003 Anhang G3.1.2.3
This check is not carried out for Eurocodes EN.
Checks
At each end of the bridge (at the abutments), for each track, the following criterion is
checked:
< lim.
where:
Angular rotation of the deck, measured at the position of the track,

due to the action of load x LM71.
lim Rotation limit, determined as follows:
lim = 6,5 10-3 rad for single-track bridges.

lim = 3,5 10-3 rad for bridges with two tracks or more.
4.5.5 Connector shear resistance

Eurocode (EN) EN1994-2:2005 6.6.3.1
Shear resistance
The design shear resistance PRd of a connector is given by (units: mm, N, MPa):
PRd = min (PRd1, PRd2)
where:
PRd1 = 0,29 dc2 f cj E cm / v (EN, ENV, ENV + French NAD)
PRd1 = 0,25 dc2 f cj E cm / v (DIN Fb)
PRd2 = 0,8 fu (dc2 / 4) / v
166
whith:
dc : Diameter of shear stud

fcj : Concrete compressive strength
Ecm : Concrete secant modulus of elasticity, obtained with:
Ecm = 9 500 (fcj + 8)1/3 (in MPa)
fu : Ultimate tensile strength of connector steel.

v : Partial safety factor for design shear resistance of a headed stud. The
value of this safety factor can be modified from the Options / Factors /
SLS menu
: Coefficient whose value is obtained with:
if 3 hc / dc 4 : = 0,2 + 0,2 hc / dc
if 4 hc / dc : =1
hc : Total height of shear stud.
4.5.6 SLS checks
4.5.6.1 Minimum reinforcement (SLS)

Eurocode (EN) EN1994-2:2005 7.4.2
Checks
The following relationship is checked for all design cross-sections:
s > 0,9 kc k fctm / s
except for filler-beam decks designed under the German DIN Fachbericht, for which
the following relationship is checked:
s = 1% DIN Fb 104:2003 K5.2(1)

s = 1% min(eenr; deff) / eenr EN 1994-2:2005 7.5.3
where:
s Reinforcement ratio
k = 0,8
167
kc for filler-beam decks, kc = 0,4

for other bridge types, kc determined using the relationship in ENV 1994-2:
1997 5.3.2.2 (5.2).
fctm Concrete tensile strength
Factor calculated from ENV 1994-2: 1997 5.3.2.2
s Equivalent tensile stress, determined by the program from the maximum

bar diameter max = 20 mm, taken from the following tables.
eenr Encasement thickness of the steel section for encased beams
deff Efficient thickness of concrete for encased beam sections, given by the
following relationship (in mm) where c is the distance from the rebars to
the upper fibre and s is the diameter of the rebars (s = 20mm in this
case)
deff = c + 7,5 s
Correspondence between s and max :
References:
Eurocode (ENV, ENV+ French NAD) ENV1994-2:1997 Table 5.1
Eurocode (EN) EN1994-2:2005 Table 7.1 (wk = 0,2 mm)
DIN Fachberichte DIN FB 102:2003 Table 4.120
s (MPa) s (MPa) s (MPa) s (MPa)

max max max
Eurocode ENV + DIN
(mm) (mm) (mm) EN
(ENV) French NAD Fachbericht
40 140 140 28 160 25 160
32 160 160 18 200 16 200
25 200 200 13 240 12 240
20 240 240 9 280 8 280
16 280 280 7 320 6 320
12 320 320 6 360 5 360
10 360 360 5 400 4 400
8 - 400 4 450
6 - 450
Table 4-23 : Equivalent tensile stress for each maximum bar diameter
For ENV 1994-2: 1997 5.3.1 (10), the diameter of reinforcing bars must be
greater than 10 mm. This clause is invalidated by the French NAD.
168
Correspondence between s and minimum bar spacing:
emax (mm) emax (mm)

Eurocode
s (MPa)
(EN, ENV, ENV + DIN Fachbericht
French NAD)
160 200 200
200 150 150
240 125 100
280 75 50
Table 4-24 : Equivalent tensile stress and maximum bar spacing
The maximum bar diameter and the maximum bar spacing determined by the program are
displayed in the Pre-design report (option Other Results).
4.5.6.2 Slab cracking (SLS)

Eurocode (EN) EN1994-2:2005 7.4.3
Combinations: frequent combinations
Checks
For cracked composite sections, stresses in the rebars are calculated according to
the following relationship :
Eurocode (EN, ENV and DIN Fb): s' = se + 0,4 fctm / (st s)
Eurocode (ENV + French NAD): s' = se + 0,2 fctm / (st s)
where:
s' Tensile stress in reinforcement
se Tensile stress in reinforcement, calculated from internal forces and

moments, overlooking concrete in tension.
fctm Concrete tensile strength
st Ratio taking account of the characteristics of the composite section,

overlooking concrete in tension and the characteristics of the profiled
steel sheeting, if any.
s Reinforcement ratio
fsk Tensile yield strength of reinforcement
169
The maximum bar diameter and maximum spacing are deduced from stress s using the
tables in 4.5.6.1, where s < 0,8 fsk. They are shown in the Pre-design report (under
Detailed Results of Design checks).
In the case of design under French NAD, only the maximum bar diameter is determined.
If the reinforcement in any section is never stressed, the message No cracking is

displayed in the check table.
4.5.6.3 Stress limitation (SLS)
References: Eurocode (ENV, ENV + French NAD) ENV1994-2:1997 5.2

Eurocode (EN) EN1994-2:2005 7.2.2
DIN Fachberichte DIN Fb 104:2003 5.2
This chapter does not apply to filler-beam decks.
Combinations:
All the relationships below are checked for characteristic combinations, with the
exception of the relationship concerning tensile stress in reinforcement which is
checked for infrequent combinations.
Checks
The following relationships are checked for all design cross-sections:
Eurocodes (ENV, ENV + French NAD) :
Characteristic combinations :
Normal stresses in beam: ft < fySteel / M,ser

fb < fySteel / M,ser
Shear stress in beam: < fySteel / ( 3 M,ser)
Interaction of normal stresses VM.ft < fySteel / M,ser

and shear in beam: VM.fb < fySteel / M,ser
Concrete compressive stress: concrete < 0,6 fck
Infrequent combinations :
Tensile stress in reinforcement: reinforcement < 0,8 fsk
170
Eurocode (EN):
Normal stress in beam: ft < fy / M,ser

fb < fyl / M,ser
Shear stress in beam: < fy / (31/2 M,ser)
Interaction of normal stresses VM.ft < fy / M,ser

and shear in beam: VM.fb < fy / M,ser
Concrete compressive stress: concrete < 0.6 fck
Tensile stress in reinforcement: reinf < 0.8 fsk
Quasi permanent combinations:
DIN Fachberichte:
Normal stress in beam: ft < fy / M,ser

fb < fy / M,ser
Shear stress in beam: < fy / (31/2 M,ser)
Interaction of normal stresses VM.ft < fy / M,ser

and shear in beam: VM.fb < fy / M,ser
Infrequent combinations :
Tensile stress in reinforcement: reinf < 0.8 fsk
where:
ft Normal stress in top fibre of beam
fb Normal stress in bottom fibre of beam (bottom flange or strengthening

plate as applicable)
Shear stress in beam
171
VM.ft Von Mises stress in top fibre of beam
VM.fb Von Mises stress in bottom fibre of beam (bottom flange or

strengthening plate as applicable)
Von Mises stresses are calculated for the maximum bending moments and
the corresponding shear force values and for the maximum shear force
values and the corresponding bending moments. They are calculated where
the web meets the flanges.
concrete Compressive stress in top fibre of concrete slab
reinf Tensile stress in top layer of reinforcement, including the part of

concrete in tension, given by :
s = k fctm / (st s)
with
fctm tensile strength of concrete
st ratio taking into account the characteristics of the composite
section by neglecting the concrete in tension and the
characteristics of the steel sections
s reinforcement ration
k = 0,4 for Eurocodes (ENV, EN) and DIN Fb
= 0,2 for Eurocodes (ENV + French NAD)
fy Yield strength of structural steel
fck Characteristic compressive strength of concrete
fsk Yield strength of reinforcing steel
M,ser Partial safety factor with default value of 1,00. Can be modified
from the Options / Factors / SLS menu.
NB: For cross-sections at crossbeams, the section moduli under hogging moments
considered in the calculation of stresses take account only of the reinforcement in
tension and the compressed part of the beam (under the German DIN
Fachbericht, this becomes the compressed part of the bottom flange and
strengthening plate).
For partially prefabricated composite beams, ACOBRI does not check the stresses
in the concrete of the precast part. This concrete is usually a higher strength class.
172
4.5.6.4 Stress limitation Case of filler-beam decks
References: Eurocode (ENV, ENV + French NAD) ENV1994-2:1997 K5.1 (1)P

Eurocode (EN) EN1994-2:2005 7.2.2
DIN Fachberichte DIN Fb 104:2003 K5.1 (1)P
Combinations:
All the relationships below are checked for characteristic combinations, with the
exception of the relationship concerning tensile stress in reinforcement which is
checked for infrequent combinations.
Checks
Normal stresses in beam: ft < fy / M,ser

fb < fy / M,ser
Concrete compressive stress: concrete < 0,6 fck
Tensile stress in reinforcement: reinf < 0,8 fsk
where:
ft Normal stress in top fibre of beam
fb Normal stress in bottom fibre of beam (bottom flange or

strengthening plate as applicable)
concrete Compressive stress at top face of concrete slab
reinf Tensile stress in top layer of reinforcement
M,ser Partial safety factor with default value of 1,00. Can be modified
from the Options / Factors / SLS menu.
173
4.5.6.5 Stress limitation Case of Precobeams
References : Design Guide Preco+
Check
Eurocode EN :
Characteristic combinations:
Normal stress in steel profile: fb < fy / M,ser
Normal stress in concrete: conc < 0.6 fck
Traction in reinforcement: reinf < 0.8 fsk
Stresses in dowels: dow < 1.3 fy
Normal stress in concrete: conc < 0.45 fck
DIN rules :
Normal stress in steel profile: fb < fy / M,ser
Stresses in dowels: dow < 1.3 fy
Infrequent combinations:
Normal stress in concrete: bton < 0.6 fck
Traction in reinforcement: armatures < 0.8 fsk
Normal stress in concrete: bton < 0.45 fck
where :
fb Normal stress in bottom fibre of beam (bottom flange or strengthening

plate as applicable)
dow Stresses in the Precobeam dowel, taking into account local shear and
global bending.
conc Compressive stress at top face of concrete slab
reinf Tensile stress in top layer of reinforcement, taking into account the
part due to the effect of concrete under traction.
174
M,ser Partial safety factor with default value of 1,00. Can be modified from
the Options / Factors / SLS menu.
For partially prefabricated composite beams, ACOBRI does not check the stresses
in the concrete of the precast part. This concrete is usually a higher strength class.
175
4.5.6.6 Shear connection
References: Eurocode (ENV, ENV + French NAD) ENV1994-2:1997 6.1.3

Eurocode (EN) EN1994-2:2005 6.6 and 6.8.1
Combinations: EN, ENV, ENV + French NAD: Characteristic combinations

DIN Fb: Infrequent combinations
Check
The following relationship is checked for all design cross-sections (except bridges
with filler beams or Precobeams):
GSLS < ks nc PRd
where:
GSLS Slip between slab and beam as a result of shear force under SLS
combinations, given by the expression:
GSLS = VSLS S / I
VSLS Shear force in cross-section under SLS combinations
S 1st moment of the transformed effective area of the slab, determined

relative to the neutral axis of the composite section. The width of slab
considered is the effective width for stress calculation
I Inertia of composite section. The width of slab considered is the

effective width for stress calculation
nc Number of shear studs per unit length
PRd Design shear resistance of connector (see section 4.5.5.1)
ks = 0,6 for Eurocodes (ENV, ENV + French NAD) and DIN Fb

= 0,7 for Eurocodes (EN)
176
Effective width
Effective slab
thickness
Effective slab area
Figure 4-35 : First moment of effective slab area
The number of shear studs per unit length, nc, is determined by the program. It cannot
exceed the limit number defined by the following rules:
- the minimum distance between two connectors in the direction of shear is

5 dc.
- the minimum distance between two connectors in the direction of flange
width is 2,5 dc.
- the minimum distance from a connector to the edge of the flange is
0,75 dc + 75 mm for beams with precast concrete panels and
0,50 dc + 25 mm for other beams.
When the ratio of the actual number of shear studs to the limit number is greater than 1,
the number of shear studs per unit length is the limit number.
4.5.7 ULS checks
4.5.7.1 Resistance of cross-sections to bending
References: Eurocode (ENV, ENV + French NAD) ENV1994-2:1997 4.4

Eurocode (EN) EN1994-2:2005 6.2.1
DIN Fachberichte DIN Fb 104:2003 4.4
Check
Checking the resistance of a cross-section to bending is based on the following

approach:
177
Class 1 or Class 2 cross-section:
MSd < Mpl.Rd
where:
MSd Design bending moment
Mpl.Rd Plastic moment resistance. The yield strengths of the materials

are weighted by their respective partial safety factors as follows:
fy / M0 : for the steel section
0,85 fck / c : for the concrete in compression
fsk / s : for the reinforcing bars in tension
If MSd > 0:
Mpl.Rd is the positive plastic moment, calculated taking account of

the concrete in compression.
For all steel grades, Mpl.Rd is weighted by a reduction factor , in

accordance with Figure 6.2 of EN1994-2:2006 (or equivalent
figures of ENV1994-2:1997 4.4.1.2 or DIN Fb 104:2003
4.4.1.2(4))
Where the bridge is designed under the Eurocodes EN and the

German DIN Fachbericht, DIN Fb 104 4.4.1.2 (6) applies: if the
cross-sections at or near an intermediate support are class 3 or 4
and if the ratio of adjacent span lengths Lmin / Lmax is less than 0,6 ,
then an additional reduction factor of 0,9 is applied to the moment
Mpl.Rd.
If MSd < 0:
Mpl.Rd is the negative plastic moment, calculated taking account of

the reinforcing steel and overlooking the concrete.
For a negative moment, the plastic moment Mpl.Rd is never

weighted by the reduction factor , including in the case of filler-
beam decks.
Class 3 cross-section:
< fy / M0
reinf < fsk / s
where:
Normal stress in the beam, calculated for the top fibre (not for
Precobeams) and for the bottom fibre.
178
reinf Normal stress in reinforcement (traction), under negative

moment.
fy Yield strength of structural steel.
fsk Yield strength of reinforcement steel.
M0 Partial factor for the resistance of cross-sections.
s Partial factor for the resistance of reinforcement.
Web in class 3, flanges in class 1 or 2, hogging moment:
This configuration is not possible with Precobeams
MSd < M'pl.Rd
where:

M'pl.Rd Negative plastic moment, calculated taking account of
reinforcement in tension and with the effective dimensions of
the web, i.e. 20 tw . (ENV 1993-1-1 5.3.4 (5)).
The yield strengths of the materials are weighted by their
respective partial safety factors.
Class 4 cross-section:
Class 4 cross-sections are not allowed with Precobeams (out of the ACOBRI
scope)
< fy / Mi
reinf < fsk / s
where:
Normal stress in the beam, calculated for the top fibre and the
bottom fibre
moment.
Mi Partial safety factor : M0 for Eurocodes (EN)
M1 for Eurocodes
(ENV, ENV + French NAD)
179
The partial safety factors used to check the resistance of cross-sections to bending
are:
M0 For Eurocodes (ENV, ENV + French NAD) and DIN Fb : partial safety
factor for the structural steel of class 1, class 2 and class 3 cross-sections.
For Eurocodes EN : partial safety factor for the resistance of the cross-
sections.
Default value = 1,00
M1 For Eurocodes (ENV, ENV + French NAD) and DIN Fb : partial safety
factor for the structural steel of class 4 cross-sections.
For Eurocodes EN : partial safety factor for the resistance to instabilities.
c Partial safety factor for concrete strength.

s Partial safety factor for shear resistance of headed studs.

The values of these partial factors can be modified from the Options / Factors / ULS menu.
considered in the calculation of stresses and the negative moment resistance are
calculated taking account only of the reinforcement in tension and the
compressed part of the beam (under the German DIN Fachbericht, this
becomes the compressed part of the bottom flange and strengthening plate).
4.5.7.2 Position of the Plastic Neutral Axis of filler beams
The position of the plastic neutral axis of filler-beam decks must comply with the following
conditions:
Eurocodes (EN, ENV, ENV + French NAD) : the plastic neutral axis is in the steel
section.
DIN Fachbericht: the plastic neutral axis is in the web of the
structural steel section.
For calculation carried out in Manual Pre-design mode, if this condition is not met for all
the sections studied, a warning message is given in the chapter Summary of the Pre-
design report.
For calculation carried out in Automatic Pre-design mode, this criterion is taken into
account so that it is checked for the configuration proposed.
180
4.5.7.3 Resistance of cross-sections to vertical shear
References : Eurocode (ENV, ENV+ French NAD) ENV1993-1-1:1992 5.4.6

Eurocode (EN) EN1993-1-1:2005 6.2.6
Check
The following relationship is checked for all design cross-sections:
VSd < Vpl.Rd
where:
VSd Design shear force
Vpl.Rd Design shear resistance, determined by the following relationship:
Vpl.Rd = Av (fy / 3 ) / M0
M0 Partial safety factor with a default value of 1,00. This value can be
modified from the Options / Factors / ULS menu.
Av Shear area, determined with the following formula:
Av = A - 2 b tf + (tw + 2 r) tf
A Cross sectional area
b Flange width
tf Flange thickness
tw Web thickness
r Fillet radius
4.5.7.4 Bending moment / Shear force interaction
References : Eurocode (ENV, ENV+ French NAD) ENV1993-1-1:1992 5.4.7

Eurocode (EN) EN1994-2:2005 6.2.2.4
DIN Fachberichte DIN Fb 1034:2003 5.4.7 and
DIN Fb 104:2003 5.4.7
Check
Checking of the resistance of a cross-section to the interaction of bending moment

and shear force is based on the following approach:
181
With shear force VSd acting on the cross-section and vertical shear resistance
Vpl.Rd.
- if VSd / Vpl.Rd < 0,5 No verification of interaction

- if VSd / Vpl.Rd > 0,5 Verification of the criterion: | MSd | < M'pl.Rd
where:

M'pl.Rd Plastic moment resistance. The yield strengths of the materials are
weighted by their respective partial safety factors. The yield
strength of structural steel is weighted by an additional factor of
(1 - ).
= (2 VSd / Vpl.Rd - 1)2
If MSd is positive, M'pl.Rd is the positive plastic moment, calculated taking
account of the concrete in compression.
If MSd is negative, M'pl.Rd is the negative plastic moment, calculated taking
account of the reinforcing steel and overlooking the concrete.
This check is carried out irrespective of the section class.
4.5.7.5 Shear buckling
References :
Eurocode (ENV, ENV+ French NAD) ENV1993-1-5:1997 5 und 7.1
Eurocode (EN) EN 1993-1-5:2006 5 und 7.1
DIN Fachberichte DIN FB 103:2003 Chapt III-5 and III-7.1
Bridges
This check is carried out for all bridges but those with Precobeams
Check according to Eurocodes ENV, ENV + French NAD + DIN Fb
Checking of the resistance of a cross-section to shear buckling is based on the

following approach:
- if bw / tw < 72 / No verification of shear buckling : 3 = 0

- if bw / tw > 72 / 3 = VSd / Vc.Rd
Shear force criterion: 3 < 1
if 0,5 < 3 < 1 : Interaction criterion
Interaction criterion:
Class 1 or 2 section:
MSd < M'pl.Rd
Class 3 or 4 section:
1 + [1 - MfRd / Mpl.Rd](2 3 - 1)2 < 1
182
where:
bw, tw Web depth and thickness
= (235 / fy)0,5
Coefficient calculated from table 4.3 of ENV 1993-1-5: 1997
= k M1 / M0, the value of k being taken from the following table:
Eurocode
Steel grade Eurocode
French NAD
S235
S275
1,20
S355
1,00
S355 HISTAR
S460
1,05
S460 HISTAR
If the user stipulates a yield strength rather than choosing a steel grade:
Eurocode : k = 1,20 if fy < 460 MPa and
k = 1,05 if fy = 460 MPa
Eurocode French NAD: k=1
For DIN Fb, = 1,00 in all cases.
VSd Shear force in cross-section

Vc.Rd Shear resistance, given by the following formula:
Vc.Rd = v fywd bw tw / 3
fywd fywd = fy / M1
v Reduction factor, given by the following formula:
IF w < 0,83 / THEN v = ELSE v = 0,83 / w
The value of v is limited to 1,0: v 1,0
w Relative slenderness, given by the relationship:
w = 0,76 f y / cr
cr Critical shear stress, given by the relationship:
cr = k E
k k = 5,34
E calculated from ENV 1993-1-5: 1997 4.2.2.3(2)
E = 2 E tw2 / [12 (1 - 2) bw2]
MSd Bending moment at cross-section

Mpl.Rd Plastic moment of cross-section
M'pl.Rd Plastic moment of cross-section, for which the yield strength of the
shear area is reduced by a factor of (1 - (2 3 - 1)2).
MfRd Plastic moment of a cross-section comprising only flanges.
1 1 = fb / fyd
fb Normal stress in bottom flange
fyd Design yield strength
183
for class 3 sections: fyd = fy / M0

for class 4 sections: fyd = fy / M1
184
The partial safety factors used for checking shear buckling are:
M0 Partial safety factor for structural steel of class 1, 2, and 3 cross-

sections.
M1 Partial safety factor for structural steel of class 4 cross-sections.
s Partial safety factor for reinforcing steel.
The values of these factors can be modified from the Options / Factors / ULS menu.
Checks according to Eurocodes EN
Checking of the resistance of a cross-section to shear buckling is based on the

following approach:
- if bw / tw < 72 / No verification of shear buckling : 3 = 0

- if bw / tw > 72 / 3 = VEd / Vb.Rd
Shear force criterion: 3 < 1
if 0,5 < 3 < 1 : Interaction criterion
Interaction criterion:
1 = MEd / Mpl.Rd (for all classes)
if 1 > MfRd / Mpl.Rd :
1 + [1 - MfRd / Mpl.Rd](2 3 - 1)2 < 1
where:
bw, tw Web depth and thickness

= (235 / fy)0,5
for S460 = 1,20 ; else = 1,00
VEd Shear force in cross-section
Vb.Rd Shear resistance, given by the following formula:
Vb.Rd = w fywd bw tw / 3
fywd fywd = fy / M1
w Reduction factor, given by the following formula:
if w < 0,83 / then w = else w = 0,83 / w
w Relative slenderness, given by the relationship:
w = 0,76 f y / cr
cr Critical shear stress, given by the relationship:
cr = k E
k k = 5,34
E calculated from EN1993-1-5:2006
E = 2 E tw2 / [12 (1 - 2) bw2]
MEd Bending moment at cross-section
185
Mpl.Rd Plastic moment of cross-section

MfRd Plastic moment of a cross-section comprising only flanges.
The partial safety factors used for checking shear buckling are:
M0 Partial safety factor for the resistance of the cross-sections.

M1 Partial safety factor for the resistance to instabilities.
s Partial safety factor for reinforcing steel.
4.5.7.6 Lateral torsional buckling
References: Eurocode (ENV, ENV+ French NAD) ENV1994-1-1:1992 Annex B and

ENV 1994-2:1997 4.6
Eurocode (EN) EN1994-2:2005 4.6
Check
Check not taken into account in Automatic Pre-design mode. Applies to all kinds of
bridges except filler-beam decks.
Check according to Eurocode EN or to DIN :
Checking of lateral torsional buckling of a cross-section with class 1, 2 or 3, subject

to a hogging bending moment is based on the following approach:
MEd < Mb.Rd = LT MRd
where: MEd : Bending moment in the cross-section

MRd : Resistance of the cross section to the bending moment, equal to the
plastic moment for class 1 or 2 cross-sections and to the elastic
moment for class 3 cross-section. The partial coefficient for this
calculation is M1.
For a class 4 cross-section under negative moment, the checking to lateral torsional
buckling is carried out according to :
NEd < Nb.Rd
Avec : NEd : Normal force in the lower part of the cross-section, including the
effective part of the lower flange, the strengthening plate if any and the
lower third of the web part under compression.
NRd : Normal resistant force to the buckling of a beam, whose area is
obtained from by the lower part of the cross-section described here
186
above. The length of this beam is the spacing between adjacent lateral
restraints (span length or spacing between diaphragms, when defined
and if acting as lateral restraints)).
The reduction factor for buckling is calculated according to EN 1993-1-
1 6.3.1, with reduction curve c. Critical normal force is calculated from
equations (6.12) and (6.14) of EN 1993-2.
Check according to Eurocode ENV:
Checking of lateral torsional buckling of a cross-section subject to a hogging

bending moment is based on the following approach:
MSd < Mb.Rd
where:
MSd: Bending moment at cross-section

Mb.Rd: Buckling moment resistance (lateral torsional buckling resistance)
The expression of the moment resistance Mb.Rd depends on the class of the cross-
section:
Class 1 or 2: Mb.Rd = LT Mpl.Rd M0 / M1

Class 3: Mb.Rd = LT Mel.Rd M0 / M1
Class 4: Mb.Rd = LT Meff.Rd (ENV, ENV + French NAD and DIN Fb)
Mb.Rd = LT Meff.Rd M0 / M1 (EN)
where:
Mpl.Rd: Plastic moment resistance of the cross-section

Mel.Rd: Elastic moment resistance of the cross-section
Meff.Rd: Elastic moment resistance of the effective cross-section
LT: Reduction factor for lateral torsional buckling, calculated with an
imperfection factor LT = 0,21 and for relative slenderness LT =
MRk / M cr . This reduction factor is calculated from ENV 1993-
2:1997 5.5.2.2.
MRk: Plastic moment resistance for a class 1 or 2 cross-section, elastic
moment resistance for a class 3 cross-section or elastic moment
resistance of the effective section for a class 4 cross-section,
calculated with materials partial safety factors of 1,0.
Mcr: Critical elastic moment of the cross-section for lateral torsional
buckling. The critical moment is calculated with the formula ENV
1994-1-1:1992 B1.2 (4), except for class 4 cross-sections under
the French NAD where the formula ENV 1994-1-1:1992 B1.1 (2) I
is used.
The partial safety factors used for lateral torsional buckling checks are:
187
M0: For Eurocodes (ENV, ENV + French NAD) and DIN Fb : partial
safety factor for structural steel of class 1, 2, and 3 cross-sections.
For Eurocodes EN : partial safety factor for the resistance of the
cross-sections.
Default value = 1,00.
M1: For Eurocodes (ENV, ENV + French NAD) and DIN Fb : partial
safety factor for structural steel of class 4 cross-sections.
For Eurocodes EN : partial safety factor for the resistance to
instabilities.
c: Partial safety factor for concrete strength.
v: Partial safety factor for reinforcing steel.
NB:
For cross-sections at crossbeams, the section moduli under hogging

moments considered in the calculation of elastic moment resistance and the
negative moment resistance are calculated taking account only of the
reinforcement in tension and the compressed part of the beam (under the
German DIN Fachbericht, this becomes the compressed part of the bottom
flange and strengthening plate).
4.5.7.7 Precobeams connection
References Design Guide Preco+ - RFCS RFS2 CT 2011 0026 Preco+
Check:
For all cross-section of Precobeam girders, ACOBRI checks the following relation:
Vh,Ed < Pdow,Rd
with: Vh,Ed : Horizontal shear force in a Precobeam dowel

Pdow,Rd : Resistance to shear of a dowel, including the resistance to shear
of the steel dowel, the resistance to shear of the concrete dowel
and the pry-out of concrete. Partial factor: v.
188
4.5.7.8 Elastic resistance to bending of Precobeams cross-sections
Check
By default, ACOBRI software carries out an elastic checking of the Precobeam

cross-sections.
The User can anyway activate, through the menu Options/Precobeams

parameters a classical checking of these cross-sections (cf. 4.5.7.1)
When the elastic checking is used, the following criteria are considered:
< 1.1 fy / M0
reinf < fsk / s
conc < fck / c
where:
Normal stress in the bottom fibre of the Precobeam cross-section

moment.
conc Normal stress in concrete (compression), under positive
moment.
fy Yield strength of structural steel.
fck Resistance of concrete to compression.
M0 Partial factor for the resistance of cross-sections.
c Partial factor for the resistance of concrete.
The values of these partial factors can be modified from the Options / Factors / ULS menu.
considered in the calculation of stresses and the negative moment resistance are
calculated taking account only of the reinforcement in tension and the
compressed part of the beam (under the German DIN Fachbericht, this
becomes the compressed part of the bottom flange and strengthening plate).
189
4.5.8 FLS checks
4.5.8.1 Stress range for road bridges
References: Eurocode (ENV, ENV+ French NAD) ENV1994-2:1997 4.12.3 and

ENV1993-2:1997 9
Eurocode (EN) EN1994-2:2005 6.8.6.1 and
EN1993-2:2006 9
SETRA CTICM SNCF Ponts Mtallique et Mixtes -
Resistance la fatigue
Check
Eurocode (ENV, EN) and DIN Fachbericht:
Fatigue assessment involves checking that the normal stresses in the top
fibre (if not Precobeams) and in the bottom fibre of the cross-section meet
the following relationship:
Ff E < C / Mf
where:
Ff Partial safety factor for fatigue loading

E Stress range produced by movement of Fatigue Load Model 3
in the slow lane(s).
If the bridge has two slow lanes, E is the envelope of stress
ranges resulting from movement of the load model on each of
them.
C Detail category = Fatigue strength for 2 million cycles.
Mf Partial safety factor for fatigue strength.
For bridges with Precobeams, the same relations is applied to the dowels,
where:
E Stress range in Precobeams dowels produced by movement
of Fatigue Load Model 3 in the slow lane(s).
If the bridge has two slow lanes, E is the envelope of stress
them.
C Detail category of dowels, equal to 125 MPa for cutting class 3
and to 140 MPa for cutting class 4.
190
Eurocode ENV + French NAD:
According to the NAD of ENV 1994 - 2: 1997 4.12, the method for assessing
fatigue is invalidated in favour of the document referred to above (SETRA -
CTICM SNCF: Ponts Mtalliques et Mixtes - Rsistance la fatigue).
Fatigue assessment involves ensuring that the normal stresses in the top
fibre and in the bottom fibre of the section meet the following relationship:
fat = fat LM < C / Mf
where:
LM Stress range between the extreme values for produced by

movement of Fatigue Load Model 3 in the slow lane(s).
If the bridge has two slow lanes, LM is the envelope of stress
them.
Damage equivalence factor (see 4.5.8.2)
fat Additional dynamic amplification factor (see 4.5.8.3)
C Detail category = Fatigue strength for 2 million cycles
Limiting stress ranges
The following table gives limit values for the stress range in accordance with the
detail category and partial safety factor Mf.
c / Mf (MPa)
Detail Mf
category
1,00 1,10 1,15 1,20 1,25 1,35
160 160 145,5 139,1 133,3 128,0 118,5
140 140 127,3 121,7 116,7 112,0 103,7
125 125 113,6 108,7 104,2 100,0 92,6
112 112 101,8 97,4 93,3 89,6 83,0
100 100 90,9 87,0 83,3 80,0 74,1
90 90 81,8 78,3 75,0 72,0 66,7
80 80 72,7 69,6 66,7 64,0 59,3
71 71 64,5 61,7 59,2 56,8 52,6
63 63 57,3 54,8 52,5 50,4 46,7
56 56 50,9 48,7 46,7 44,8 41,5
50 50 45,5 43,5 41,7 40,0 37,0
45 45 40,9 39,1 37,5 36,0 33,3
40 40 36,4 34,8 33,3 32,0 29,6
36 36 32,7 31,3 30,0 28,8 26,7
191
Table 4-25 : Limiting stress ranges
Calculation of stress range under effect of Fatique Load Model 3 (single truck)
Eurocode (ENV):
The stress ranges resulting from the general effects of movement of Fatigue
Load Model 3 are calculated with the relationship:
E = | max,f,E - min,f,E |
where:
max,f,E Maximum stress produced by bending moment Mmax,f,E.
min,f,E Minimum stress produced by bending moment Mmin,f,E.
The minimum and maximum bending moments Mmin,f,E and Mmax,f,E are
given by the following relationships:
Mmin,f,E = Mperm + fat Mmin,f

Mmax,f,E = Mperm + fat Mmax,f
Mperm Most unfavourable bending moment under an infrequent

combination, excluding traffic loads (permanent loads only).
Mmin,f Minimum bending moment produced by Fatigue Load

Model 3.
Mmax,f Maximum bending moment produced by Fatigue Load

Model 3.
Damage equivalence factor (see 4.5.8.2)
fat Additional dynamic amplification factor (see 4.5.8.3)
Eurocode ENV + French NAD:
LM = | max,LM - min,LM |
where:
192
max,LM Maximum stress produced by movement of the fatigue load

model.
min,LM Minimum stress produced by movement of the fatigue load

model.
The stresses max,LM and min,LM are calculated from the following
bending moments:
MLM = Mperm + Mfat

combination, excluding traffic loads (permanent loads only)
Mfat Bending moment produced by Fatigue Load Model 3.
These stresses are calculated in accordance with the sign of the

moment. For a positive moment, the concrete slab is taken into
account and the characteristics of the cross-section depend on the
modular ratio for the basic load considered. For a negative moment,
the concrete slab is overlooked and the reinforcement is taken into
account in the calculation of the characteristics of the cross-section.
Eurocodes EN + DIN Fb:
E = fat | max,f - min,f |
where:
damage equivalent factor (see 4.5.8.2)
fat additional dynamic amplification factor (see 4.5.8.3)
max,f maximum stress produced by movement of the fatigue load

model.
min,f minimum stress produced by movement of the fatigue load

model.
Parameters
The following parameters are defined by the user in the Truck load model input
module:
- Definition of slow lanes

- Mean gross weight of a truck
193
- Number of trucks per slow lane per year

- Bridge service life
The following parameters can be modified by the user from the Options / Factors / FLS
menu:
- The detail categories of the beam top and bottom fibres, C.

- The partial safety factors for fatigue strength for the top fibre and for the bottom
fibre, Mf.
- The partial safety factors for fatigue loading, Ff, for the Eurocodes (EN, ENV, ENV
+ French NAD) and DIN Fachbericht.
4.5.8.2 Damage equivalence factor for road bridges
References: Eurocode (ENV, ENV+ French NAD) ENV1993-2:1997 9.5.2

Eurocode (EN) EN1993-2:2006 9.5.2
DIN Fachberichte DIN Fb 103:2003 II-9.5.2
Calculation
The damage equivalence factor for road bridges is given by the following
relationship:
= 1 2 3 4 < max
where:
1 Factor taking account of traffic effects
2 Factor taking account of traffic volume
3 Factor taking account of bridge service life
4 Factor taking account of heavy traffic in other lanes
max Upper limit of
Factor 1
194
Factor 1 is calculated as a function of the span length for each cross-section,

based on the following figures.
Figure 4-36 : 1 for mid-span moments Figure 4-37 : 1 for support moments
Factor 2
Factor 2 is calculated with the following formula:
2 = (Qm1/Q0) (Nobs / N0)(1/5)
where:
Qm1 Mean weight of trucks moving in the slow lane.

Nobs Number of trucks moving in the slow lane per year.
Q0 Reference weight Q0 = 480 kN.
N0 Reference number N0 = 0,5 . 106
Qm1 and Nobs are variables defined by the user in the Truck load model input
module.
Factor 3
3 = (tLd / 100)(1/5)
where: tLd Bridge service life

tLd is a variable defined by the user in the Truck load model input
module.
195
Factor 4
4 = [1 + (2 / 1)5)](1/5)
where:
i Effect of load model in slow lane No. i
Factor max
Factor max is the maximum value of , calculated as a function of the span length,
based on the following figures:
Figure 4-38 : max for mid-span moments Figure 4-39 : max for support moments
Span length
Span length L is calculated as indicated below:
- For a simple span: L is the span length

- For continuous spans: L is the span length for mid-span cross-sections, and is
the mean of adjacent span lengths for support cross-sections.
196
Mid-span cross Cross section Mid-span cross

section at support section
Figure 4-40 : Regions where mid-span cross-sections and support cross-sections are to be
considered
4.5.8.3 Dynamic amplification factor for road bridges
References: Eurocode (ENV, ENV+ French NAD) ENV1991-3:1995 4.6.1(7)

Eurocode (EN) EN1991-2:2003 4.6.1(6)
DIN Fachberichte DIN Fb 101:2003 4.6.1(7)
Calculation
Fatigue Load Model 3 already takes account of a dynamic amplification

corresponding to good quality surfacing. An additional dynamic amplification factor
fat is taken into account near expansion joints at the abutments. The factor is
determined as a function of the distance to the closest abutment as shown in the
following figure.
Distance between cross section

considered and abutment
Figure 4-41 : Additional dynamic amplification factor
197
4.5.8.4 Stress range for railway bridges
References: Eurocode (ENV, ENV+ French NAD) ENV1994-2:1997 4.12.3 and

ENV1993-2:1997 9
Eurocode (EN) EN1994-2:2005 6.8.6.1 and
EN1993-2:2006 9
DIN Fachberichte DIN Fb 103:2003 II-9
SETRA - CTICM SNCF : Pont Mtallique et Mixtes -
Check
Eurocode (EN, ENV) and DIN Fachbericht:
Fatigue assessment involves checking that the normal stresses in the top
(if not Precobeams) and bottom fibres of the steel section meet the following
relationship:
Ff E < C / Mf
where:
Ff Partial safety factor for fatigue loading.

E Stress range produced by movement of Load Model 71 on the
rail track(s).
If the bridge has several rail tracks, E is the envelope of
stress ranges resulting from movement of the load model on
each of them.
C Detail category = Fatigue strength for 2 million cycles
For bridges with Precobeams, the same relations is applied to the dowels,
where:
E Stress range in Precobeam dowels produced by movement of
Load Model 71 on the rail track(s).
If the bridge has several rail tracks, E is the envelope of
stress ranges resulting from movement of the load model on
each of them.
C Detail category of dowels, equal to 125 MPa for cutting class 3
and to 140 MPa for cutting class 4.
198
Eurocode (ENV + French NAD):
According to the French NAD of ENV 1994 - 2: 1997 4.12, the method for
assessing fatigue is invalidated in favour of the document referred to above
(SETRA - CTICM SNCF: Ponts Mtalliques et Mixtes - Rsistance la
fatigue).
The assessment performed is the same as for a railway bridge designed

under French codes.
Limiting stress ranges
The following table gives limit values for the stress range in accordance with the
detail category and partial safety factor Mf.
c / Mf (MPa)
Detail
category Mf
1,00 1,10 1,15 1,20 1,25 1,35
160 160 145,5 139,1 133,3 128,0 118,5
140 140 127,3 121,7 116,7 112,0 103,7
125 125 113,6 108,7 104,2 100,0 92,6
112 112 101,8 97,4 93,3 89,6 83,0
100 100 90,9 87,0 83,3 80,0 74,1
90 90 81,8 78,3 75,0 72,0 66,7
80 80 72,7 69,6 66,7 64,0 59,3
71 71 64,5 61,7 59,2 56,8 52,6
63 63 57,3 54,8 52,5 50,4 46,7
56 56 50,9 48,7 46,7 44,8 41,5
50 50 45,5 43,5 41,7 40,0 37,0
45 45 40,9 39,1 37,5 36,0 33,3
40 40 36,4 34,8 33,3 32,0 29,6
36 36 32,7 31,3 30,0 28,8 26,7
Table 4-26 : Limiting stress ranges
Calculation of stress range under effect of Load Model 71
Eurocode ENV:
The stress ranges resulting from the general effects of movement of an LM71
load model are calculated with the relationship:
E = | max,f,E - min,f,E |
where:
max,f,E Maximum stress produced by bending moment Mmax,f,E
199
min,f,E Minimum stress produced by bending moment Mmin,f,E
The minimum and maximum bending moments Mmin,f,E and Mmax,f,E are
given by the following relationships:
Mmin,f,E = Mperm + 2 Mmin,f

Mmax,f,E = Mperm + 2 Mmax,f

combination, excluding traffic loads (permanent loads only).
Mmin,f Minimum bending moment produced by Load Model 71
Mmax,f Minimum bending moment produced by Load Model 71.
Damage equivalence factor (see 0)
2 Dynamic amplification factor for railway bridges, assuming

standard track maintenance (see 4.2.5.3)
If Mmax,f,E > 0, stress max,f,E is calculated taking account of the

concrete slab, totalling stresses due to basic loads calculated with the
corresponding characteristics.
If Mmax,f,E < 0, stress max,f,E is calculated overlooking the concrete slab

and taking account of the reinforcement, irrespective of the basic load
considered.
Eurocode (EN) and DIN Fb:
The stress ranges resulting from the general effects of movement of an LM71
load model are calculated with the relationship:
E = 2 | max,f - min,f |
where:
damage equivalent factor (see 4.5.8.5)
2 dynamic amplification factor for railway bridges, assuming

standard track maintenance (see 4.2.5.3)
max,f maximum stress produced by movement of the fatigue load

model.
min,f minimum stress produced by movement of the fatigue load

model.
200
Parameters
The following parameters are defined by the user in the Train load model input
module:
- Traffic mix (EC MIX or 25T MIX)

- Traffic volume in millions of tonnes per year per track
- Bridge service life
- Percentage of trains passing simultaneously
The following parameters can be modified by the user from the Options / Factors /
FLS menu:
- Detail categories of the top fibre and bottom fibre, C.

- Partial safety factors for fatigue strength for the top fibre and bottom fibre,
Mf.
- Partial safety factors for fatigue loading, Ff, in the case of design under
Eurocode (ENV) and DIN Fachbericht.
NB: For cross-sections at concrete crossbeams, the section moduli under hogging
moments considered in the calculation of stresses take account only of the
reinforcement in tension and the compressed part of the beam (under the
German DIN Fachbericht, this becomes the compressed part of the bottom
flange and strengthening plate).
4.5.8.5 Damage equivalence factor for railway bridges
References: Eurocode (ENV, ENV+ French NAD) ENV1994-2:1997 12 and

ENV1993-2:1997 9
Eurocode (EN) EN1993-2:2006 9
DIN Fachberichte DIN Fb 103:2003 II-9
SETRA - CTICM SNCF Pont Mtallique et Mixtes -
Calculation
The damage equivalence factor is given by the following equation:
= 1 2 3 4 < max
where:
1 Factor taking account of span length and train type

2 Factor taking account of traffic volume
3 Factor taking account of bridge service life
4 Factor taking account of effect of two loaded tracks
max Upper limit of
201
Factor 1
Factor 1 is calculated for each section in accordance with the type of traffic and the
span length, using the following table.
L (m) EC MIX traffic 25 T MIX traffic L (m) EC MIX traffic 25 T MIX traffic
0,5 1,60 1,65 9,0 0,88 0,96
1,0 1,60 1,65 10,0 0,85 0,93
1,5 1,60 1,65 12,5 0,82 0,90
2,0 1,46 1,64 15,0 0,76 0,92
2,5 1,38 1,55 17,5 0,70 0,73
3,0 1,35 1,51 20,0 0,67 0,68
3,5 1,17 1,31 25,0 0,66 0,65
4,0 1,07 1,16 30,0 0,65 0,64
4,5 1,02 1,08 35,0 0,64 0,65
5,0 1,03 1,07 40,0 0,64 0,65
6,0 1,03 1,03 45,0 0,64 0,66
7,0 0,97 1,02 50,0 0,63 0,66
8,0 0,92 0,99
Table 4-27 : Factor 1 for railway bridges
Factor 2
2 = (T / 25)(1/5)
where:
T Actual traffic volume, in millions of tonnes per track per year.
Factor 3
3 = (tLd / 100)(1/5)
where:
tLd Bridge service life
202
Factor 4
4 = [n + (1 - n)(a5 + (1 - a)5)](1/5).
where:
n Probability of two trains passing each other
a a = 1 / 1+2
1 Maximum stress range due to action effects of Load Model 71 acting

on a single track
1+2 Maximum stress range due to action effects of Load Model 71 acting
on two tracks on the same deck
Factor max
max = 1,4
Span length
Span length L is calculated as indicated below:
- For a simple span: L is the span length

- For continuous spans: L is the span length for mid-span cross-sections and the
mean of the adajcent span lengths for support cross-sections
Mid-span cross Cross- Mid-span cross

section section at section
support
considered
203
LIST OF TABLES
Table 2-1 : Partial factors for loads and combination factors ............................................. 69
Table 4-1 : Yield strength versus thickness ..................................................................... 111
Table 4-2 : Compressive strength of concrete classes .................................................... 112
Table 4-3 : values ......................................................................................................... 113
Table 4-4 : t0 values ......................................................................................................... 114
Table 4-5 : Creep multiplier.............................................................................................. 115
Table 4-6 : Live loads....................................................................................................... 116
Table 4-7 : Fatigue loads ................................................................................................. 116
Table 4-8 : Elements included in SDL1 ............................................................................ 120
Table 4-9 : Weight increase factors ................................................................................. 121
Table 4-10 : Weight reduction factors .............................................................................. 122
Table 4-11 : Deck furniture for different bridge types ....................................................... 123
Table 4-12 : Definition of traffic lanes .............................................................................. 126
Table 4-13 : Code values for load Qk ............................................................................... 127
Table 4-14 : Code values of adjustment factors Q ......................................................... 127
Table 4-15 : Code values of q factors for Eurocodes ..................................................... 127
Table 4-16 : SW load models........................................................................................... 133
Table 4-17 : Coefficient k ................................................................................................. 134
Table 4-18 : Load groups for road bridges and footbridges ............................................. 141
Table 4-19 : Load groups for railway bridges ................................................................... 143
Table 4-20 : Checks ......................................................................................................... 162
Table 4-21 : Check for filler-beam decks ......................................................................... 162
Table 4-21 : Check for bridges with Precobeams ............................................................ 163
Table 4-22 : Equivalent tensile stress for each maximum bar diameter ........................... 168
Table 4-23 : Equivalent tensile stress and maximum bar spacing ................................... 169
Table 4-24 : Limiting stress ranges .................................................................................. 192
Table 4-25 : Limiting stress ranges .................................................................................. 199
Table 4-26 : Factor 1 for railway bridges ........................................................................ 202
LIST OF FIGURES
Figure 1-1 : Conventional beam and slab superstructure .................................................. 12
Figure 1-2 : Superstructure with partially prefabricated composite beams......................... 12
Figure 1-3 : Superstructure with box girders ...................................................................... 13
Figure 1-4 : Superstructure with concrete-filled box girders ............................................... 13
Figure 1-5 : Filler-beam deck ............................................................................................. 13
Figure 1-6 : Simple prefabricated PrecoBeams ................................................................. 14
Figure 1-7 : Double prefabricated PrecoBeams ................................................................. 14
Figure 2-1 : Language choice ............................................................................................ 28
Figure 2-2 : Choice of units ................................................................................................ 28
Figure 2-3 : Geometry of stud ............................................................................................ 31
Figure 2-4 : Geometry of profiled steel sheeting ................................................................ 32
Figure 2-5 : "New" module ................................................................................................. 35
Figure 2-6 : Overhang geometry ........................................................................................ 39
Figure 2-7 : Overhang formwork ........................................................................................ 40
204
Figure 2-8 : Formwork for two overhangs without intermediate bearing point.................... 40
Figure 9 : PrecoBeams connection .................................................................................... 43
Figure 2-9 : Simply supported continuous beam................................................................ 45
Figure 2-10 : Schematic illustration of reinforced concrete crossbeam .............................. 46
Figure 2-11 : Definition of flexural stiffnesses .................................................................... 46
Figure 2-12 : Dead load for concrete crossbeams cast before the deck slab .................... 47
Figure 2-13 : Dead load for concrete crossbeams cast at same time as deck slab ........... 47
Figure 2-14 : Input of diaphragms and changes in cross-section....................................... 48
Figure 2-15 : Intermediate diaphragms .............................................................................. 50
Figure 2-16 : Module for defining structural steel sections ................................................. 51
Figure 2-17 : Module for definition of a structural steel section .......................................... 53
Figure 2-18 : Footway geometry ........................................................................................ 54
Figure 2-19 : Geometry of vehicle restraint system ........................................................... 54
Figure 2-20 : Railway track input module ........................................................................... 56
Figure 2-21 : Module for defining maintenance walkways ................................................. 57
Figure 2-22 : Walkway geometry ....................................................................................... 57
Figure 2-23 : Module for defining superimposed dead loads for a road bridge .................. 59
Figure 2-24 : Lengths of cracked regions........................................................................... 60
Figure 2-25 : Module for defining the live loads on footways ............................................. 61
Figure 27 : Definition of the traffic directions ...................................................................... 62
Figure 2-26 : Definition of abnormal loads ......................................................................... 63
Figure 2-28 : Window for defining vehicles on a footbridge ............................................... 65
Figure 2-29 : Window for defining increasing / decreasing weighting factors (DIN-
Fachberichte) .............................................................................................................. 68
Figure 2-30 : Window for defining adjustment factors for road bridges .............................. 68
Figure 2-32 : Window for defining SLS factors for a railway bridge ................................... 71
Figure 2-33 : Representation of the model......................................................................... 73
Figure 3-1 : Window for running calculations (Automatic Pre-design mode chosen) ......... 77
Figure 3-2 : Pre-design report editor .................................................................................. 80
Figure 3-3 : Post-processing window ................................................................................. 84
Figure 3-4 : Display Options module .................................................................................. 86
Figure 3-5 : Layer Management module ............................................................................ 87
Figure 3-6 : Grillage Model display module........................................................................ 88
Figure 3-7 : Influence Lines module ................................................................................... 89
Figure 3-13 : Design check module ................................................................................... 96
Figure 3-14 : Example of a check diagram ........................................................................ 98
Figure 3-15 : Shear connection module ............................................................................. 99
Figure 3-16 : Shear connection diagram ............................................................................ 99
Figure 3-17 : Fatigue module for a road bridge ................................................................ 100
Figure 3-18 : Edit menu ................................................................................................... 101
Figure 3-19 : Loading selection window ........................................................................... 103
Figure 3-20 : Post-Processor Edit window ....................................................................... 104
Figure 3-21 : Orientation of the image - Definition of angles and ............................... 105
Figure 3-22 : Zooming in on part of the image ................................................................. 106
205
Figure 3-23 : Changing orientation with mouse ............................................................... 107

Figure 4-1 : Hinging of main beams at an intermediate support with crossbeam............. 117
Figure 4-2 : Continuity/Discontinuity of a main beam at an intermediate support with
crossbeam ................................................................................................................ 118
Figure 4-3 : Overhang in the case of a beam and slab bridge ......................................... 118
Figure 4-4 : Fixing of overhang formwork ........................................................................ 119
Figure 4-5 : Formwork with continuous support beam ..................................................... 119
Figure 4-6 : Simplified temperature distribution ............................................................... 124
Figure 4-7 : Carriageway width ........................................................................................ 125
Figure 4-8 : Tandem system TS ...................................................................................... 126
Figure 4-9 : Simultaneous application of the abnormal vehicle load and of Load Model 1
.................................................................................................................................. 129
Figure 4-10 : Truck for fatigue Load Model 3 ................................................................... 130
Figure 4-11 : Fatigue load model made up of two model 3 trucks travelling on a DIN bridge
with at least one span longer than 40 m ................................................................... 130
Figure 4-12 : Load Model 71 ............................................................................................ 131
Figure 4-13 : Eccentricity of vertical loads ....................................................................... 132
Figure 4-14 : Load Models SW ........................................................................................ 132
Figure 4-15 : Eccentricity of vertical loads ....................................................................... 133
Figure 4-16 : Accidental loading ...................................................................................... 136
Figure 4-17 : Loading assumption for static calculation of mode shape .......................... 137
Figure 4-18 : Terminology ................................................................................................ 144
Figure 4-19 : Window for monitoring progress of calculations in manual mode ............... 146
Figure 4-20 : Window for monitoring progress of calculations in Automatic Pre-design
mode......................................................................................................................... 149
Figure 4-21 : Example of Grillage model.......................................................................... 150
Figure 4-22 : RY rotations ................................................................................................ 151
Figure 4-23 : Effective slab width for calculation of internal forces and moments ............ 152
Figure 4-24 : Distance b0 ................................................................................................. 152
Figure 4-25 : Effective widths of slab for calculation of stresses ...................................... 153
Figure 4-26 : Support regions .......................................................................................... 154
Figure 4-27 : Characteristics of main-beam elements in concrete casting phase ............ 155
Figure 4-28 : Characteristics of main-beam elements for in-service-phase - concrete in
uncracked region ...................................................................................................... 155
Figure 4-29 : Slabs with profiled steel sheeting and haunched slabs .............................. 156
Figure 4-30 : Characteristics of main-beam elements for in-service phase - concrete in
cracked region .......................................................................................................... 156
Figure 4-31 : Characteristics of main-beam elements - case of filler-beam decks ........... 157
Figure 4-32 : Transverse influence line ............................................................................ 160
Figure 4-33 : Longitudinal influence line .......................................................................... 161
Figure 4-34 : Definition of track twist s = track gauge = 1 435 mm .................................. 165
Figure 4-35 : First moment of effective slab area............................................................. 177
Figure 4-36 : 1 for mid-span moments............................................................................ 195
Figure 4-37 : 1 for support moments .............................................................................. 195
Figure 4-38 : max for mid-span moments ........................................................................ 196
Figure 4-39 : max for support moments ........................................................................... 196
considered ................................................................................................................ 197
Figure 4-41 : Additional dynamic amplification factor....................................................... 197
206
considered ................................................................................................................ 203
207
Chapter 5
5. REFERENCES
209
5.1 Eurocodes (ENV)

[1] Eurocode 1 : Basis of design and actions on structures - Part 3 : Traffic loads on
bridges. ENV 1991-3. European Committee for Standardisation. 1997.
[2] Eurocode 3 : Design of steel structures - Part 1.1 : General rules and rules for
buildings. ENV 1993-1-1. European Committee for Standardisation. 1992.
[3] Eurocode 3 : Design of steel structures - Part 1.5 : General rules - Supplementary
rules for planar plated structures without transverse loading. ENV 1993-1-5.
European Committee for Standardisation. 1992.
[4] Eurocode 3 : Design of steel structures - Part 2 : Steel bridges. ENV 1993-2.
European Committee for Standardisation. 1997.
[5] Eurocode 4 : Design of composite steel and concrete structures - Part 1.1 : General
rules and rules for buildings. ENV 1994-1-1. European Committee for
Standardisation. 1992.
[6] Eurocode 4 : Design of composite steel and concrete structures - Part 2 : Composite
bridges. ENV 1994-2. European Committee for Standardisation. 1992.
210
5.2 Eurocodes (ENV) with their French National Application

Document (NAD)
[7] XP ENV 1991-3 - Eurocode 1 : Bases de calcul et actions sur les structures - Part 3 :
Charges sur les ponts dues au trafic. Indice de Classement P 06-103 AFNOR.
Octobre 1997.
[8] XP ENV 1993-1-1 - Eurocode 3 "Calcul des structures en acier" et Document

d'Application Nationale - Part 1-1 : Rgles gnrales et rgles pour les btiments.
Indice de Classement P 22-311. AFNOR. Dcembre 1992.
[9] XP ENV 1993-2 - Eurocode 3 "Calcul des structures en acier" et Document

d'Application Nationale - Part 2 : Ponts mtalliques. AFNOR. Dcembre 1992.
[10] XP ENV 1993-1-5 - Eurocode 3 "Calcul des structures en acier" et Document

d'Application Nationale - Part 1-5 : Rgles gnrales et rgles supplmentaires pour
les plaques planes, raidies ou non, charges dans leur plan. Indice de Classement P
22-315. AFNOR. Dcembre 2000.
[11] ENV 1994-1-1 - Eurocode 4 "Conception et dimensionnement des structures mixtes

acier-bton" et Document d'Application Nationale - Part 1-1 : Rgles gnrales et
rgles pour les btiments. Indice de Classement P 22-391. AFNOR. Septembre
1994.
[12] ENV 1994-2 - Eurocode 4 "Conception et dimensionnement des structures mixtes

acier-bton" et Document d'Application Nationale - Part 2 : Ponts mixtes. AFNOR
Septembre 1994.
[13] Ponts mtallique et mixtes - Rsistance la fatigue - Guide de conception et de

justifications. SETRA-CTICM-SNCF - 1re dition Mai 1996.
211
5.3 Fachberichte (DIN)

[14] DIN-Fachbericht 101 : Einwirkungen auf Brcken. 2003.
[15] DIN-Fachbericht 102 : Betonbrcken. 2003.
[16] DIN-Fachbericht 103 : Stahlbrcken. 2003.
[17] DIN-Fachbericht 104 : Verbundbrcken. 2003.
5.4 Eurocodes (EN)

[18] EN 1990:2002 - Eurocode: Grundlagen der Tragwerksplanung; Deutsche Fassung
EN 1990:2002
[19] EN 1990/A1:2006 - Eurocode: Grundlagen der Tragwerksplanung; Deutsche

Fassung EN 1990/A1:2005
[20] EN 1991-2:2004 - Eurocode 1: Einwirkungen auf Tragwerke - Teil 2: Verkehrslasten

auf Brcken; Deutsche Fassung EN 1991-2:2003
[21] EN 1993-1-1:2005 - Eurocode 3: Bemessung und Konstruktion von Stahlbauten - Teil

1-1: Allgemeine Bemessungsregeln und Regeln fr den Hochbau; Deutsche Fassung
EN 1993-1-1:2005
[22] EN 1993-1-5:2007 - Eurocode 3: Bemessung und Konstruktion von Stahlbauten - Teil

1-5: Plattenfrmige Bauteile; Deutsche Fassung EN 1993-1-5:2006
[23] EN 1993-2:2007 - Eurocode 3: Bemessung und Konstruktion von Stahlbauten - Teil

2: Stahlbrcken; Deutsche Fassung EN 1993-2:2006
[24] EN 1994-2:2006 - Eurocode 4: Bemessung und Konstruktion von Verbundtragwerken

aus Stahl und Beton - Teil 2: Allgemeine Bemessungsregeln und Anwendungsregeln
fr Brcken; Deutsche Fassung EN 1994-2:2005
5.5 Other documents

[25] RFCS RFS2 - CT - 0026 Preco+ - Design Guide - Prefabricated enduring
composite beams based on innovative shear transmission. RFCS & SSF
Ingenieure - Berlin - August 2012.
212

Users Manual Acobri UK

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Users Manual Acobri UK

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ACOBRI v 3.

Composite Bridge Predesign Software

2.2.13 Maintenance walkways................................................................................. 57

3. CALCULATION AND POST-PROCESSING........... 75

4. DESCRIPTION OF CALCULATION ...................... 109

4.4.2.1 Loading, concrete state, and modular ratio ......................................... 145

5. REFERENCES ...................................................... 208

1.1 Purpose of software

1.2 Scope of application

ACOBRI can be used to pre-design the following kinds of bridge superstructures:

Conventional beam and slab superstructure

It may be an in-situ solid slab or a slab comprising permanent formwork (profiled

Figure 1-1 : Conventional beam and slab superstructure

Superstructure using partially prefabricated composite beams

Figure 1-2 : Superstructure with partially prefabricated composite beams

Superstructure with box girders

Figure 1-3 : Superstructure with box girders

Superstructure with concrete-filled box girders

Figure 1-4 : Superstructure with concrete-filled box girders

Figure 1-5 : Filler-beam deck

Superstructures using simple prefabricated Precobeams

Figure 1-6 : Simple prefabricated PrecoBeams

Superstructures using double prefabricated Precobeams

Figure 1-7 : Double prefabricated PrecoBeams

1.3 Computer configuration

Once installed, the software takes about 16 Mb of hard-disk space.

1.4 Installation and execution of the software

An application generating PDF files is necessary in order to be able to save Pre-design

2.1 General operation

graphic display area

The menu bar contains:

Some modules are available only under certain conditions.

2.1.2 Menu bar

The File menu contains the following choices:

Opens an existing file.

Saves a file under a name to be entered by the user.

Exits the software.

The "Display" menu contains the following choices:

"Cross-section ", "Elevation", "Plan view"

"Display options "

The Edit menu contains the following choices:

Edits the file containing the shear stud database.

"Load model Catalogue"

Edits the file in which the special vehicles are defined.

Prints the contents of the graphic area directly.

The Options menu contains the following choices:

For defining the values of factors.

" ? " menu

The " ? " menu contains the following choices:

For access to on-line assistance.

Displays information about the software.

2.1.3 Tool bar

Definition of project parameters

Definition of project references

Definition of structural steel sections

Parameters specific to Road bridges

Definition of footways and vehicle restraint systems

Parameters specific to Footbridges

Definition of superimposed dead loads

Parameters specific to Railway bridges

Definition of railway tracks

Calculation and processing of results

2.1.4 Files generated by the application

Data is saved when the following operations are performed: