Civil Engineering Reference
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els represent the interaction between the steel dowels, through-going reinforcement bars and
enwrapping concrete.
Figure 4:
VFT-WIB
®
girder and concrete deck
The composite dowel strips were studied in the past years and design details can be
found in [3], [5]. For this bridge the in or SA shape was chosen (“Fig. 5a”), which is de-
signed to transfer the shear forces in only one direction. Since the dowel shape is not sym-
metric, the dowel orientation changes at the middle of each steel girder (“Fig. 5b”).
The composite dowel strip is located quite far from the neutral axis and the steel dowel
not only gets local shear loads but also centric tension as a result of global bending moment
and gets consequently higher fatigue loads due to global bending moments [4].
Figure 5:
SA or fin shaped steel dowels [5]: The SA shape (a), Direction change of the
composite dowels in the middle of the girder (b), Cut along the separation line
in the plant (c)
This construction method was chosen due to advantages such as the robust bearing be-
havior in the case of impact loads assured by the concrete web, facile prefabrication possibili-
ties, materials savings - especially regarding the steel use. High slenderness can be obtained
if used for frame type systems.
2. Design aspects
The cross section of the bridge (“Fig. 6a”) aligns two mono-WIB girders bound together by
a 20 cm thick concrete deck. The design of the prefabricated girders is shown in Fig. 6b and
are made each of one ½ HEM 600 steel rolled profile of quality S460 ML, and of an upper
concrete flange and a concrete web of C50/60 class. The concrete flange is 10…13 cm thick
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