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SYMPOSI UM L EI PZ I G
40 BRCKENBAU | 1 . 2011


Structures entailing bridge bearings and expansion
The differential construction method in bridge construction

by Christian Braun

In analogy to mother nature, the evolution
in bridge construction lead to a functional
and thus to a differential construction
method. This way, in avoiding constraints
at critical (structural) locations, long-lived
and robust structures emerged. This was
and is being achieved with modern bridge
bearings and expansion joints. Due to
their relatively simple installation, long
service life and low maintenance costs
these structures are economical and with
low exposure to disruption.
Environmentally friendly and recyclable
material as well as the effortless
replacement of smaller units contribute to
sustainability.
1 Introduction
In bridge construction, the construction
method as well as the aesthetics are
predominantly shaped by the structural
elements. Due to the technical challenges
of modern bridge construction on the one
hand and the cost- and environmentally
related general conditions on the other
hand there exists a continuous selection
and optimization of the products employed.
Some of these products display
disadvantages cuased by their function,
for example a limited service life.
However, such products can only be
relinquished if the economical and
ecological total balance does not become
negative.
An Optimisation of the Necessary is
therefore the better alternative. The knee
joint or the intervertebral discs are
problem zones of the human body
however as parts of a body rather a result
and not the cause of natural evolution.
This paper is about normal bridges with
bridge bearings and expansion joints as
well as the possibilities of optimization.
Thereby, the notion of a Differential
Construction Method, which is an
established notion in mechanical
engineering, is being introduced.
2 Definitions
2.1 Differential Construction Method
The differential construction method is
defined as an optimum usage of materials
and structural members in dependence on
their respective function. Differential can
thus also be termed functional or
normal. In distinction to the integral
construction method this definition is
reduced to the permission of planned and
constraint free motions in joints.
2.2 Integral Construction Method
Integral bridges are defined as
framework like structures without
bridge bearings and expansion joints,
and with an integration of the
superstructure into the abutment or the
pier.
3 Particularities and advantages of
differential bridges
Caused by external and internal effects,
materials and structural elements are
subject to deformation. To a certain
degree such deformation is being
accommodated by the resilience of the
structural members or by way of
constraints. If limits are being surpassed,
cracks may occur, or fatigue damages.
Evolution now translates into the increase
of positively acting characteristics, and
the decrease of negatively acting
characteristics. In the nature, evolution
leads to the reduction of constraints. And
the very same also holds for bridge
construction: expansion joints and
bridge bearings facilitate movements and
ensure the functionality of the structure.
So we speak of differential bridges if both
expansion joints and bridge bearings are
being employed.
Differential bridges are characterised by
clearly defined interfaces to their
environment and within the structure.
This leads to many advantages:
can be used for all types of
structures and construction
methods,
arbitrary combination of materials
freedom of design
modular and precast construction
method possible,
separation of geotechnics and
structural design
Independence from uncertainties
in foundations and soil values
minimisation of the risk of the
subsoil and the system for the
builder
manageable engineering services
independent from the category of
traffic
defined structural safety and statical
sysmtes
compensation of the dependence on
time of the characteristics of the material
and the structural members
compensation of the mean variation
of material characteristics
adaptation to changed impacts
(temperature, traffic loads) possible,
seismic isolation possible
simple conditions for transportation
defined conditions for installation
(temperature at installation, creep and
shrinkage)
superior fail-safe behaviour, thus less
monitoring required
simplified assessment procedures and
consequently reduced work load for
inspection
avoidance of cracks in the structure
leading to irreparable long term
damages
avoidance of damages in the asphalt
simple maintenance methods that can
be planned ahead
partial repairs and disassemblies
possible
advantages in recycling

4 Economics of differential bridges
4.1 General

Publications concerning the integral
construction methods cite the high
maintenance costs of bridge bearings
and expansion joints. For example
Composite bridges with integrated
abutments () prove to be more
economic in construction and
maintenance, because beridge bearings
and expansion joints which take a major
share of the total maintenance costs of a
structure are missing [1]

1 Cost compari son: Frame bridge i n composit e
construct ion and t wo-f ield- concr et e- br i dge
f rom [ 2] [ 3]



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An investigation at an exemplary
structure which was conducted in the
course of a research project for the
enhancement of composite structures [2]
points exactly to the opposite, as can also
be illustrated by the following example:
Because of an additional pier in the river, a
concrete bridge is about 50% more
expensive than a composite bridge. The
maintenance work which is conducted every
30 years for the corrosion protection and
the cap take the major share of the
maintenance costs. Although for the single
seal expansion joint a life time of only 20
years was assumed which is too little
anyway, and for the replacement of the
strip seals a period of 10 years was
assumed, the expansion joint and the 6
bridge bearings have no perceptible
influence on the total costs (construction
and maintenance) of the concrete bridge.
Unfortunately, during the investigation the
maintenance costs of the pavement were
not considered, which are of dominant
nature.
The total maintenance costs within the
design life time of 100 years take about as
much as the construction of the bridge. Of
this, 10% are attributed to the expansion
joints and bridge bearings, which take only
3% of the total procurement costs of the
bridge [4]. The highest share with about
70% consider the maintenance costs for
pavement and concrete, as well as for
the corrosion protection.
Bridge bearings and expansion joints are
exposed to demanding strains. Therefore,
only such products have to be employed
which either withstand in a functional way to
all the exposures over the total life time of
the bridge (e.g. bridge bearings), or they
shall be replaced only in the course of a
defined maintenance period at the structure
(e.g., expansion joints). This way,
maintenance costs for such structural
members can be kept relatively low.
bearings displ ay the l east complai nts.
[6] The life time of reinforced
elastomeric bearings is characterised by
ageing due to environmental influences
as well as fatigue effects of the material.
For bridges of smaller and medium spans,
for which the integral construction
method is being recommended, fatigue
of material does not play a role. The use
of Chloroprene ensures a sufficient
environmental compatibility. In case that
the mating couples steel-steel are being
employed instead of a sliding couple, the
fixation elements and the guide bearings
are prone to corrosion and wear.

2 MSM- spher i cal bear i ng wi t h cal ot t e
made of sl i di ng al l oy MSA
Maur er Shne GmbH & Co. KG

In case of point rocker sliding bearings the
wear influences the life time of the tilting and
of the sliding elements. Sliding elements
made of PTFE acc. DIN EN 1337-2 or
sealings of pot bearings acc DIN EN 1337-5
have their limitations in their accumulated
slide paths. Spherical bearings with a special
sliding element [7] however reach in case of
bridges of smaller or medium main span the
lifetime of the structure. Also for the tilting
element (calotte) lately there exists a special
sliding alloy as a corrosion resistant
alternative, MSA. Remains the corrosion
protection at the outer surfaces, which can
be taken care of in the course of general
maintenance works. Apart from the corrosion
protection, no other rehabilitation efforts are
necessary.
Maintenance works are generally not
necessary, und inspections can be carried out
in the course of the general inspection cycle
of the bridge. At the hand of procurement
costs of 1-2% of the total structural costs
and even lower costs for corrosion protection,
modern bridge bearings give no cause for an
avoidance of the differential construction
method, in contrary: the motivation to go for
an integral construction method just because
bridge bearings shall be avoided is inefficient
and cannot be properly evaluated in its
expenditures.
For an eventual replacement of bridge
bearings, at the substructure usually
stationary toeholds for the press are being
designed. These toeholds are usually not
desired from a design point of view, and
moreover create costs due to enlarged
dimensions of the pier. Bridge bearings
which shall be replaced only in exceptional
cases, devising uplifiting points or adjacent
structures for temporary uplifiting points
(toeholds) for the press would be
considerably more economic and aesthetic,
as the two figures below illustrate.




3 Pr ess ar r angement at subst r uct ur es;
Di r ect i ve dr awi ng Lag 6, 2009
Bundesanst al t f r St r aenwesen

4.2 Bridge Bearings
In bridge construction, usually reinforced
elastomeric bearings are being employed, or
point rocker sliding bearings [5]. According
DIN EN 1990:2002, Table 2.1, for bridge
bearings a design life time of 10-25 years is
being defined. At the hand of modern bridge
bearings, such a constraint is neither
necessary nor reaching the objective. This
can also be confirmed by the evaluation of
the general bridge inspections of the German
Institute of Road Administration (BASt). The
most complaints result from corrosion at the
steel members or surface cracks at the
elastomeric bearings. Spherical



















4 Vi aduct Fr ei mann at t he BABA 9 t empor ar y
suppor t f or t he i nst al l at i on of br i dge bear i ngs
Maur er Shne GmbH & Co. KG


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1 . 2011 | BRCKENBAU 42



0,0%
10,0%
20,0%
30,0%
40,0%
50,0%
60,0%
70,0%
fault of design
fault of execution
4.3 Expansion Joints
Expansion joints have to accommodate
bridge movements and are being subject
to strain just like the pavement. They
count among the structural members
which are subject to highest strain. They
are subject to fatigue, to wear, and in
comparison to the bridge structure, their
lifetime is limited. Expansion joints in
Germany have to cater for a service life
of at least 40 years, and wearing parts
that can be replaced without substantial
inhibition of traffic, such elements have
to endure 20 years (German specification,
TL/TP F).
For movements over 25 mm, as a general
rule watertight expansion joints in lamella
design are being devised, which can display
the following essential shortcomings:
fatigue damages at the steel structure
malfunctioning of the bearing and
control elements
excessive noi se development
leakages
corrosion

6 7 Rounded desi gn at t he ker b uni t and
dr ai nage of t he st r i p seal
Maur er Shne GmbH & Co. KG

More than 60% of the expansion joints
under investigation were not properly
maintained. 50% of all leakages resulted
from mechanical damage in service, and
the other 50% from construction deficits
in particular at the kerb units at the
lowest points, and at the butt joint
connections at site. The execution of butt
joint connections therefore has to be
improved in its implementation as well as
in its quality assurance. Further, for the
avoidance of damages at the kerb unit, a
modified guiding of the profiles or a
drainage is recommended. This would
also reduce corrosion at the lower side of
the expansion joints.
Corrosion at the upper surface of the
footway area is mainly caused by clashes
of cars to the kerb unit as well as by
mechanically caused damages of the edge
beams when cutting the joints at the
concrete area. The latter is by far the
most occurring cause for damage, and it
could be prevented by temporary
protection covers or by more careful work.
Or by way of employing so called hybrid
profiles with a stainless steel head.
Expansion joints have procurement
costs of around 1015/m
2
per surface
area of bridge, which take about 0,50
1,00 % of the costs of the structure.
When they should have to be replaced in
the course of a general rehabilitation
measure, it would cost three times as
much, and should comprehensive traffic
management be required which includes
also the establishment of site equipment,
it could cost as much as five or six fold.
The replacement of the strip seal costs
about half of the procurement costs, and
when the corrosion protection should have
to be renovated at the same time, double
as much. It is therefore self-evident to
extend the intervals of maintenance by
way of constructive improvements, and so
minimize the required maintenance works
as well as the traffic management.
In Germany, bridges of small and medium
main spans predominantly employ single
seal expansion joints according to the
directive drawing BE 1 [9]. compares
their costs for procurement and
maintenance with other expansion joints
which are available at the world market
(life time maximum 20 years) and with
novel stainless steel/hybrid profiles.
designed according to the German
specification TL/TP F, since 1994 almost
no fatigue damages could be observed, also
the supporting elements and control
elements could be optimised into that
direction. And for the reduction of noise
emission, wave shaped covers have been
employed for more than 10 years. Todays
shortcomings concern leakages and
corrosion. An investigation into multi-seal
Maurer-Expansion joints which was jointly
carried out with the Southern Bavarian
Expressway Administration covered the
results of all general inspections in the past
15 years. The result is illustrated above,
displaying the distribution of the nature of
the shortcomings, in relation to the numbers
of expansion joints inspected.
5 Damages at mul t i - seal Maur er - Expansi on
j oi nt s at Sout her n Bavar i an Expr essways
f r om [ 8]
8 9 10 cor r osi on damages on f oot pat hs,
t empor ar y cover pr of i l e and hybr i d
pr of i l e
Maurer Shne GmbH & Co. KG


11. S Y MP OS I U M L E I P Z I G
1 . 2011 | BRCKENBAU 43
0%
2%
4%
6%
8%
10%
12%
14%
16%
18%
0 20 40 60 80 100
s
h
a
r
e

o
n

b
r
i
d
g
e

c
o
n
s
t
r
u
c
t
i
o
n

c
o
s
t
s
duration of service [years]
low standard single seal joint
regular BE1 single seal joint
hybrid BE1 single seal joint
11 Acqui si t i on and mai nt enance cost s of
expansi on j oi nt s
from [9]
It is highlighted that the the procurement
costs are of second importance to the
total maintenance expenditures. Halving
the procurement costs can quadruple the
total costs. Not to be considered are here
the damages at the structure as well as
economic damages by way of inhibition of
traffic. The integral construction method
is also an alternative to avoid multi-seal
expansion joints that require a special
maintenance access from below. By way
of novel type expansion joints in wave
shaped design however the movement
range can be increased to 95 mm without
increase of maintenance works and
simultaneously also taking advantage of
the low noise emission of such joints.
5 Sustainability
Sustainability in bridge construction
requires a construction method which is of
high quality, economic and ecological. By
way of increasing the lifetime of the
products which leads to an avoidance
respectively shortening of rehabilitation
works, the aforementioned economic
aspects also lead to national economical
advantages caused by a decrease of traffic
inhibitions. In the same time, the direct
environmental impact is reduced
[9]. Due to the simpler construction
method, differential bridges display a
lesser environmental impact. Functionally
separate structural members can be easily
maintained, disassembled, and replaced
and disposed of in small units. Spherical
bearings with special sliding material acc.
4.2 consist only of steel and UHMWPE. This
sliding material is chemically resistant,
environmentally compatible, and contrary
to PTFE or elastomers free of harmful
substances, so easy to be disposed of or to
be recycled. Moreover, the reduced
dimensions of such bridge bearings in
comparison to other construction methods
or concrete hinges result in a reduced
environmental impact











in construction, transportation, and
disposal. By way of optimization of the
individual structural members the
probability of failure can be minimized.
Consequently, differential structures can
be considered as considerably more
resource saving than integral structures.























6 Summary
In combination with bridge bearings and
expansion joints of long service life,
differential bridges are economic and
sustainable. Modern bridge bearings
almost need no maintenance during the
service life of a bridge. Expansion joints
can be designed in a way that they need
to be replaced only in the course of
general maintenance procedures that are
planned ahead. Procurement and
maintenance costs for both products can
reach 6% of the total costs of the bridge
structure. For this, the slightly increased
procurement costs for such long life
products can easily be justified.
Author:
Dr.-Ing. Christian Braun
Managing Director
Maurer Shne GmbH & Co. KG,
Muni ch, Germany
Literature
[1] Feldmann, M.; Pak, D.: Zu Verbundbrcken mit
integralen Widerlagern; in: Stahlbau 78, 2009.
[2] RWTH Aachen et al.: Economic and durable
design of composite bridges with integral
abutments. Final report, INTAB Research
Project RFSR-CT-2005-00041, 2010.
[3] Gervasio, H. et al.: Comparative analysis of
an integral abutment composi te bri dge and
a concrete bridge with expansion joints; in:
7th International Conference on Steel Bridges
in Guimaraes, Portugal, 2010.
[4] Berger, D. et al.: Entwurfshilfen fr integrale
Straenbrcken. Heft 50 der Schri ftenrei he
der Hessischen Straen- und Verkehrsverwal-
tung, 2004.
[5] Braun, C.; Bergmeister, K.: Brckenausstat-
tung; in: Betonkalender 2004.
[6] Holst, R.: Nutzungsdauermodelle fr Lager,
Grundlagen fr das Bauwerk-Management-
System (BMS). Unverffentlichtes Sitzungs-
dokument N0879 des DIN-NA 005-57-02 AA
Lager im Bauwesen, 2010.
[7] Braun, C.; Hoppe, I.; Roos, R.: New High
Performance Sliding Material for Structural
Bearings; in: 6th World Congress on Joints,
Bearings and Seismic Systems for Concrete
Structures, Halifax, Canada, 2006.
[8] Autobahndirektion Sdbayern, Maurer Shne
GmbH & Co. KG: Auswertung der Mngelan-
zeigen an Maurer-Dehnfugen im Bereich der
sdbayeri schen Autobahnen. Unverffent-
lichte Studie, 2009.
[9] Fischer, O. et al.: The Real Price. Holi stic
Cost-Efficiency Considerations in Design and
Construction of Infrastructure Projects; in:
IABSE-Konferenz, Venedig, Italien, 2010.
12 Wave shaped si ngl e seal expansi on j oi nt
Maurer Shne GmbH & Co. KG