Head Office

P.O. Box 440145, D-80750 Munich

Frankfurter Ring 193, D-80807 Mnchen
phone (089) 3 23 94-0
fax (089) 3 23 94-329
Main Branch Office
P.O. Box 63 40, D-44520 Lnen
Zum Holzplatz 2, D-44536 Lnen
phone (0231) 4 34 01-0
fax (0231) 4 34 01-11

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Subsidiary Plant
P.O. Box 55, D-02992 Bernsdorf
Kamenzer Str. 4 - 6, D-02994 Bernsdorf
phone (035723) 237-0
fax (035723) 237-20

MAURER MSM Sliding Bearings

with small longterm wear and therefore

with low friction resistance,

especially suited for high
movement velocities,
for long sliding paths,
for high pressures
and low temperature regions

1.

Introduction

As it can be seen from the specification for guideway

bearings for the German Transrapid magnetic train,
bearings have to comply from case to case with additional
conditions that do not apply in usual bridges. Whereas in
conventional bridges the bearings are subject to movements
in slow motion, the case is different for High Speed Trains,
where the guideway is passed with speeds of up to
500 km/h.
When designing the guideway for the German Transrapid
magnetic train, the condition for the sliding material of
bearings was the capacity to move as much as 15 mm/s, and
yet maintaining long service life of up to 80 years.
Maurer Shne has accepted the challenge and developed a
sliding material named MSM (i.e. MAURER Sliding Material)
that even exceeds the requirements set up by the Transrapid
Consortium. The new sliding material employs a 40-fold
1
lifetime as compared to the conventionally used
.
1

A 40 fold life time holds when linear behaviour between wear

and the test parameters can be assumed: Stress 60 N/mm2 versus
30 N/mm2 (PTFE) makes factor 2; test speed 15 mm/s versus
2 mm/s (PTFE) makes factor 7.5; total sliding path 50 km versus
20 km (PTFE) makes factor 2.5. These 3 factor multiplied result
in a total factor close to 40.

sliding material PTFE (TEFLON), and also shows a lower

sliding coefficient at lower temperatures
So, whereas on the one hand this newly developed sliding
material is ideally suited for high speed railway applications,
in addition it is also an ideal sliding material for bearings to
be used in suspension bridges and other large steel bridges
where relative large movements are induced by live loads in a
relatively short time, resulting in a high movement velocity,
and over time adding up to a relatively long sliding path.
Another advantage is the design pressure, which is nearly
twice as high compared to PTFE. Beside the reduced
component dimensions, which are advantageous for the
structural design, this also results in reduced product costs.
The required tests to achieve the National Technical Approval
were passed successfully. As the performance limits of MSM
could not yet be defined, further tests shall be done in the
course of a sponsored industry-research project to establish
the material properties and to advance MSM.
Target of this product information sheet is to give to an
interested circle an impression of the performance of the new
developed sliding material.

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

2.

Comparison of newly developed

MSM with conventional PTFE

Tests of the new MSM material were conducted along the

provisions of EN1337-2, which specifies the sliding elements
in structural bearings.
All results show clearly the superiority of the MSM material
over PTFE.

2.1

In like manner the adaption to the deformation of bearing

plates due to settlement is achieved.
As a possible consequence and owing to the higher
compression strength of MSM, the base of sliding bearings,
especially spherical bearings, could be designed smaller.

2.2

Static Compression Test

Fig. 1 depicts the static compression test of MSM and

compares the performance of MSM with an earlier made
compression test of PTFE.
pict. 1
static compression test with MSM and PTFE

Long-term sliding test for main sliding

surfaces

For dimpled MSM employed in main sliding surfaces, a longterm sliding test was conducted along the provisions of
EN1337-2.
However, unlike with PTFE, some parameters were changed,
resulting in far tougher test conditions for MSM:

1,4

Reduction of thikness Dh in mm

(compressed) gap height always exceeds the minimum design

value.

1,2
1,0

Table 1 depicts those parameters that were changed for

testing of MSM.

Pict. 2 depicts the results of the long-term sliding test at

2
a compression of 30 N/mm . Comparatively, the
demanded values acc. to EN 1337-2 (see table 2) for
PTFE are displayed. Pict. 2 also depicts the sliding
2
coefficients of MSM at 60 N/mm , measured in smaller
distances. From this follows, that after an initial increase
the values remain nearly constant at sliding path.
Comparatively, also PTFE-curves are shown.

0,8
0,6

MSM, p = 180 N/mm

0,4

MSM, p = 90 N/mm
0,2

PTFE, p = 90 N/mm

0,0
0

10

20

30

40

50

Time t in h
MSM-sheet with dimples, T = 30C
(D = 155 mm; tp = 8,2 mm; h0 = 3,2 mm)

The results of the compression test show that up to a

2
compression of 180 N/mm , MSM has only limited creeping
characteristics. PTFE shows at its belonging characteristic
2
compression fk = 90 N/mm (acc. to EN 1337-2) higher
values for the long-time creeping.
The reduction of thickness of MSM is under equal
compression values slightly lower than with PTFE. Since for
MSM larger compression values can be reached, obviously
the reduction of thickness due to ultimate limit state is bigger
than the one of PTFE. This easily can be compensated by
using thicker sheets and that way to make sure that the

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

30

60

2
sinusoidal
10,000
(20,000)1

15
constant
30,000
(50,000)2

1,000

1,000 to 11,000

(in guides)

CM1 / CM2 Stainless steel

PTFE Aluminium

(curved sliding surfaces)

(curved sliding surfaces)

PTFE Stainless steel

2)

The PTFE-standard tests refer to a total sliding

path of 10,000 m; some initial tests are available
for 20,000 m
The MSM long-term test was exceeded from
30,000 m to 50,000 m due to the unexpected
good test results.

PTFE Stainl. steel / hard chromium

1)

Total sliding path [m]

10,242
Temp.

2,066
Static friction coefficient A [-]

-35 C

0.050

0.030

0.045

0.200

-20 C

0.040

0.025

0.038

0.150

0 C

0.025

0.020

0.030

0.100

+21 C

0.020

0.015

0.022

0.075

tab. 2:

Maximum allowable coefficients of friction in

long-term sliding tests acc. to EN 1337-2

T = -35 C

-20 C

-10 C

0 C

+21 C

+40 C

0,07

Coefficient of friction max,T

(v=0,4mm/s; p=30N/mm)

MSM

Type B Testing conditions (EN1337-2 Tab. D.3)

for phases 2,4,6 (long-term tests)

(flat sliding surfaces)

tab. 1:

Dimpled PTFE

Limit values for PTFE acc. EN 1337-2

0,06
0,05
0,04
0,03
0,02
0,01
0,00
0

15.000

30.000

45.000

60.000

Total sliding path stot in m

(v=15mm/s; p=60N/mm)

Long term sliding tests of dimpled PTFE and MSM

10

coeffcient of friction s,T [%]

Contact pressure [N/mm2]

(0,33 fk)
Avg. sliding velocity [mm/sec]
and cycle shape
Total sliding path of phases
2, 4, 6 [m]
Sliding path per phase
2, 4, 6 [m]

MSM : p = 60 MPa, v = 15 mm/s

PTFE:

7
6

p = 30 MPa, v = 2 mm/s

PTFE, T = -35C

5
4

MSM , T = -35C

PTFE, T = -10C

MSM , T = -10C

2
1

MSM , T = 21C

PTFE, T = 21C

0
0

10

20

30

40

50

60

total sliding path [km]

pict. 2:

Long-term test of MSM, as compared to PTFE

It has yet to be emphasized that the comparison between

MSM and PTFE refers to different test conditions (it is worth
stating that the ones for MSM are more unfavourable).
To emphasize the performance of MSM it shall be noted
that PTFE long-term tests with a medium pressure of
2
45 N/mm and a sliding velocity of 5 mm/sec already failed
completely after achieving 2,000 m sliding path.
Consequently, a direct comparison in performance cannot be
made when interpreting above pict. 2, but it rather shall
provide the reader with an idea of the different performance
between the two materials.

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

Due to the unexpectedly superior performance of the MSM

(no wear could be observed after 30,000 m total sliding
path) it was decided to extend the test to 50,000 m to be
able to determine the service life of MSM. After
continuation of this test, it can clearly be seen that the
behaviour of MSM continues to display its excellent
performance.
So, even after a sliding path of 50,000 m, no wear could be
observed. At this point in time the lifetime of MSM cannot
be specified in terms of maximum sliding path.

Pict. 3 shows the shape of MSM after a sliding path of

50,000 m and after disassembly of the test specimen. The
surplus grease is deposited outside of the sliding area. The
sliding material MSM shows no abrasion which would be
noticeable by polluted grease.

pict. 4:

shape of MSM after a sliding path of 50,000 m

Pict. 4 shows the shape of PTFE after a long-term sliding test

acc. to EN 1337-2. Although both the stress and the
movement velocity were much lower, the wear rate was much
higher which can be noticed in the PTFE-particles
accumulated in the surplus grease. The wear rate of app. 25
m per km sliding path means that after app. 60 km, the
total PTFE thickness would be worn out and the bearing
would loose its functionality. This assumes that despite the
abrasion process, the lubricating film is intact for the total
sliding path. Non-lubricated PTFE in combination with a p x
2
v-value of 60 N/mm x mm/s shows a wear rate of up to
750 m/km. It is safe to assume that after the start of the
abrasion process, the PTFE would be worn out after some km
of sliding path. Considering the conditions of the MSM-test
for the PTFE, the wear rate could be expected at app. 400
m/km and accordingly increased coefficients of friction.

shape of PTFE after a sliding path of 10,000 m

The different abrasion behaviour also is displayed in pict. 5

where the decrease of the sliding gap, depending on the
accumulated sliding path, is displayed. While PTFE shows a
nearly constant reduction of the sliding gap, the MSM
sliding gap stays nearly constant after the initial settlement
despite the more unfavourable test parameters. This is a
further indication that in case of MSM the abrasion process
has not yet started after completion of the tests and the
performance limits are not yet reached.
3,20

Sliding clearance h in mm

pict. 3:

After 4 km sliding path at the latest, the sliding element

would loose its functionality.

2,40

1,60

MSM: h = 3,20 mm; p = 60 N/mm; v = 15 mm/sec

PTFE : h = 2,20 mm; p = 30 N/mm; v = 2 mm/sec

0,80

0,00
0

15.000

30.000

45.000

Accumulated sliding path Ss in m

pict. 5:

abrasion values for MSM and PTFE

60.000

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

2.3

Friction coefficients following EN 1337

Part 2 for the sliding material MSM in
main sliding surfaces

EN 1337-2 defines within the validity area and

independent from the general conditions (i.e. temperature, sliding path and velocity) the friction values for
PTFE for the design of bearings following the equation:
1.2
0.08 m =
0.03
10 + p[N / mm ]
2

Above the mean pressure p = 30 N/mm (i.e. maximum

characteristic pressure, resulting from permanent load),
the friction coefficient = 0.03.

The friction values for MSM after achieving 50,000 m

2
sliding path (determined at p = 30 N/mm and v =
0,4 mm/sec) correspond approximately to the PTFEfriction values after achieving 10,000 m sliding path
even though the long-term tests differ in the following
parameters:

MSM

30

60

15

sinusoidal

Constant

Pressure
2
[N/mm ]
Velocity
[mm/sec]

The coefficient of friction was tested during the long term

sliding test (pict. 2). Despite the higher strains (7,5 times
velocity, 2 times compression), the coefficients of friction for
MSM were much lower than the ones for PTFE at the same
accumulated sliding paths (acc. to EN 1337-2).
Only after 5 times the PTFE-sliding path for the MSMspecimen, the same coefficient of friction as for PTFE occurs.
The European standard for sliding elements EN 1337-2 does
not define the required performance of sliding materials, but
it describes the testing procedures and the required results to
identify the prescribed sliding material. Thats why a specific
test result does not allow to draw direct conclusions for the
design values of an alternative sliding material. Additional
comparing investigations are necessary.
The following reflections help to define the MSM friction
coefficients for different operative ranges and under the
following assumptions:

PTFE

Speed cycle mode

tab. 3:

testing parameters

The tests resulted for both PTFE and MSM in a friction

2
value of app. 5 % (at T=-35C and p=30 N/mm ).
According to EN 1990, T1 = -10C can be defined as
frequent value of low temperature. Following the
standard, the frequent value T1 shows a 5 %probability of being exceeded during service life, while
the characteristic value Tk will be reached only once in
50 years. Likewise, a frequent value of friction 1 =
3 % can be calculated following the equation 1=y1*k,
where y1 = 0.6 is the combination factor and k= 5 % is
the characteristic friction at the characteristic
temperature Tk = -35C.

Based on the same sliding path, MSM shows much

better friction values than PTFE although the test
parameters are intensified (MSM < 0.70 PTFE).

Considering these results, the following approaches can be

displayed:
st

1 approach
The compression-depending friction value is defined by
means of sliding tests at the frequent value of low
temperature T1 = -10C and for the maximum sliding path
(50,000 m for MSM). The friction value is limited to the
resp. value for the employed compression during the long
2
term sliding test (for MSM: 60 N/mm ).
The following relation is valid (see pict. 6):

0.08 m =

1.6

15 + p N / mm 2

] 0.02

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

Coefficient of friction max,T [%]

T = -35 C
T = 0 C

T = -20 C
T = +21 C

In case of T1 = -35C, Tk = -60C and the application of

MSM instead of PTFE, the friction coefficient would be

T = -10 C
T = +40 C

9
8

= 1,6 / (15 + p)

0.092 m =

7
6

1.83

15 + p N / mm 2

] 0.025

Despite the lower temperatures, the coefficient of friction for

MSM (2.5%) will be less than the coefficient of friction for
PTFE (3%) due to the higher design value for compression
2
2
(60 N/mm instead of 30 N/mm ).

4
3
2
1
0
0

10

20

30

40

50

60

70

Contact pressure in N/mm

pict.6:

pressure-depending friction values for

MSM (1st approach)

nd

2 approach
nd

The 2 approach additionally considers the sliding path.

Being on the safe side (v=15 mm/sec instead of 2 mm/sec,
constant cycle mode instead of sinusoidal), the friction
coefficient shall be reduced in the ratio of the friction
coefficients for 10,000 m. This rule shall be valid for standard
cases, where the application of PTFE also would be possible:
m MSM
[T1 = - 10C , s = 10,000m] = 0.175 = 7
m PTFE
0.250 10
0.055 m MSM =

1 .1
0.015
15 + p[N / mm ]

rd

3 approach
rd

The 3 approach also considers the design temperature (e.g.

the frequent value of low temperature T1 according to EN
1990) and the fact that at T= -35C the friction coefficient is
5/3 times the T=-10C-value:

mT =

1 .1

15 + p N / mm 2

210

+
T

C
220
[
]
1

The statement in EN 1337-2 to reduce the friction

coefficients with the factor 2/3 in case of Tk > -5C requires
a temperature T1= 10C.
In conclusion, it can be stated that the application of MSM
instead of PTFE guarantees a maximum friction coefficient of
3 % - also in case of very low temperatures, combined with
high movement velocities and long sliding paths. In case of
using MSM under PTFE-conditions, the friction value is
considerably lower.

2.4

MSM in guides

Analogous to the main sliding surfaces, long term sliding

tests following EN 1337-2 were done at MSM-strips with
initial lubrication. The sliding velocity again was constantly
15 mm/sec (instead of sinusoidal 2 mm/sec for PTFE). The
accumulated sliding path again was considered with the
factor 5, i.e. 10,000 m instead of 2,000 m. The compression
2
2
again was 60 N/mm instead of 30 N/mm .
The excellent characteristics of MSM are proven. Pict. 7
displays (analogous to pict. 2) the test results as well as the
demanded values for PTFE-strips. The shape of the MSMstrips after the long term sliding test is shown in pict. 8.
At the end of the test, a coefficient of friction = 0.096
appeared at a frequent value of low temperature T1=-10C
2
and a compression of 30 N/mm . For PTFE and the belonging
sliding path of 2,000 m, the coefficient of friction is =
0.047.

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

2.5
Coefficient of friction max,T
(v=0,4mm/s; p=30N/mm)

T = -35 C

-20 C

-10 C

0 C

+21 C

+40 C

0,20

Limit values for PTFE acc. EN 1337-2

0,16

0,12

0,08

0,04

0,00
0

3.000

6.000

9.000

12.000

Total sliding path s tot in m

(v=15mm/s; p=60N/mm)

pict. 7:

long-term sliding test at MSM-strips

Following EN 1337-2, for PTFE a coefficient of value = 0.08

is achieved which is used for the design calculation and
independently from the existing pressure.

pict. 8:

MSM-strips after a sliding path of 10,000 m

Considering the same approaches as for the main sliding

surfaces, the following design values turn out:

1. T1 = -10C, Ss = 10,000 m
d = 0.10

2. T1 = -10C, Ss = 2,000 m
d = 0.05 (comparative to: d = 0.08 for PTFE)
3. T1 = -35C, Ss = 2,000 m
d = 0.077 0.08

Further tests

Also conducted were

short-term compression tests for the determination of

the permissible stresses

short-term compression tests for the determination of

the strain

short-term compression tests for the determination of

the performance under eccentric loads.

a long-term static test to determine the strain under

long term conditions

a short-term test for the determination of the friction

coefficient as a function of loads and accumulated
sliding path
All these tests that were conducted along the provisions of
EN1337-2 proved the superior performance of MSM.

3.

National Technical Approval

Z-16.4-436

As already mentioned in chapt. 2, the code EN 1337-2 only

deals with sliding elements equipped with PTFE. For the use
of MSM in structures subject to a national site supervision,
the EN code has to be amended or alternatively, a National
Technical Approval is required.
Thats why for the unimpeded use of MSM in Europe, an
application for granting a European Technical Approval (ETA,
file-no.: 8.03.01-0005/03) was submitted at the European
Organization for Technical Approvals (EOTA). Considering the
expected processing time of several years, it was applied for a
German National Technical Approval for MAURER-MSMSpherical Bearings in advance. This approval was granted by
the German Institute for Structural Engineering (Deutsches
Institut fr Bautechnik) under the approval-no. Z-16.4-436.
As the codes in force (EN 1337-2) do not restrict the use of
PTFE according to the occurring load- and movement values,
also the MSM-approval does NOT define a quantitative
coherence between structural requirements (on the load side)
and tolerable movement velocities or sliding paths proven by
tests (on the material side).

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

2.1.1.1 MSM
...
In respect to the durability, long-term sliding tests (see DIN
EN 1337-2:2001, section D 6.2) were conducted with a total
sliding distance of 50,000 m, a sliding velocity of
15 mm/sec, and a contact pressure of 60 N/mm2, as also
long-term compression tests were conducted with a contact
pressure of up to 200 N/mm2. These tests showed that no
remarkable wear and increase of the friction coefficients
occurred, and the creep effect was greatly completed after 48
hours.
What specifically is stated is the value for the characteristic
compressive strength fk as well as the coefficient of friction ,
which is depending on the compression value:

0.08 m =

1 .6

15 + p N / mm 2

] 0.02

180

90

CM1

PTFE

Main sliding surface

Dead loads and variable loads

MSM

Values for the characteristic compressive strength

of sliding surfaces

Variable loads
Guides

1
Subject of Approval and field of application
...
MAURER- MSM-spherical bearings are particularly suitable
for soft structures with relatively large and frequent
displacements caused by traffic, next for structures that
employ fast sliding displacements of the bearings, like in
bridges for high speed railways, as well as for regions of
continuously low temperatures...

tab. 4:

Characteristic compression strength

fk [N/mm]

However, the following qualitative statements are given:

Effects of temperature,
shrinkage and creep
Dead loads

30

200

60
10

Partial safety coefficient gm = 1.4

As a consequence, MSM-elements can be designed acc. to

the Technical Approval (and despite the more severe test
conditions compared to PTFE) with, as a rule, double
compression values. Furthermore, the coefficient of friction
can be considered with e.g. 2 % instead of 3 % in case of
German climate conditions.
Additionally, the geometrical boundary conditions were lifted
in favour of the bridge bearing durability. Sliding gap heights
h > 1 mm indicate a regular condition of a sliding bearing.
Increasing the design value for h therefore means also
increasing the safety against the limiting value h=0. On the
other hand, a deeper recessing of the sliding material also
reduces the yield tendency. Tab. 5 displays the threshold
values for MSM and PTFE.

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

MSM

Sliding gap height

h [mm]
Thickness tp [mm]

h = 2.50 +

L
3,000

2.65h t p 10mm

PTFE
L
1,200
= 2.2mm

h = 1.75 +
hmin

2.20h t p 8mm

L ... diameter of sliding plate [mm]

tab. 5:

The Austrian Department of Trade and Industry already has

agreed to the use of MAURER-MSM-spherical bearings
according to the existing German National Technical
Approval until the European approval is issued. Furthermore,
applications are issued for National Technical Approvals in
several other countries.

Sliding gap heights and plate thickness

While for PTFE the plate thickness varies between 5 and

7 mm (depending on the sliding plate diameter), the
thickness for MSM nearly constantly is 8 mm. As for instance
for L = 600 mm, the sliding gap height for MSM is 2.7 mm,
for PTFE 2.25 mm. The recessing depth has to be considered
for MSM with 1.65 times the sliding gap height instead 1.2
times in case of PTFE.
As for PTFE sliding bearings, the field of application for
MSM sliding bearings is restricted to a max. L = 1,500 mm.
Due to the high characteristic compression values of MSM,
design loads up to app. 200 MN can be covered (according
to the fundamental load combination in ULS case as
specified in EN 1990) and app. 150 MN can be covered acc.
to the presently valid global safety conception.
That way, the biggest sliding bearings ever installed are
included in the codes - so far a specific approval was required
for this bearing size. Additionally it can be emphasized that
MSM can be produced without splice up to a diameter of
2,000 mm (i.e. design load = 365 MN), while PTFE-sheets
only are available without splice up to a diameter of
1,300 mm (i.e. design load = 77 MN).
The production of MAURER-MSM-spherical bearings
according to the National Technical Approval is supervised by
the MPA Stuttgart as third-party-control institution. While the
so-called system 1 for attestation of conformity acc. to EN
1337-2, annex ZA (CE-sign), only considers the check of the
in-house supervision, the National Technical Approval also
demands a third-party-control of the production (-sign).

4.

Classification of structures

Due to traffic, at the supports mainly rotations ai are created

due to the deflection of the superstructure. As a consequence,
in case of spherical bearings a sliding movement wa is
created in the curved sliding surface (radius Rk), in case of pot
bearings a vertical sliding of the inner sealing element along
the wall of the pot (with a diameter of the elastomeric pad
DE) is caused. In both cases, according to EN 1337 an
accumulated sliding displacement to be tested in the
laboratory of a maximum of 2,000m is required as a proof of
suitability.
wa = R k a i
Depending on the distance to the centre of gravity hS, the
rotation ai results also in a displacement wi. That way, the
displacement wF of the total structure as a function of nature
and location of the fix point as well as the structural system
has to be considered.

wi = hS a i + wF

pict. 9:

support displacements due to live loads

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

Each passing of a vehicle results in an accumulated rotational

angle Dai and as a function of the vehicle velocity a
displacement period ti as well as an average velocity vi.
Da i = 2 [a i (+ ) + a i (- )] ; vi =

2 [wi (+ ) + wi (- )]
ti

Amplitude
wi [mm]

Structure

Avg. velocity
vi,m [mm/sec]

Accum. Sliding
path Swi
[m/year]

Depending on the composition of the live load, it comes to an

accumulated sliding displacement Swi over the service life.
Table 6 displays the parameters for selected special cases in
comparison to the stipulations of EN1337.

1)

Transrapid
625
15
7
2)
Rio Tejo Bridge
15 to
10,000
150
25. Abril / Lisbon
20
3)
Suspension Railway
7,000
30
45
Wuppertal
1)
Specification values for the Transrapid track HamburgBerlin (for the 12 curved girder)
Design parameters: 14.4 Mio. Passgrs./year,
80 trains/day, 450 km/h Maximum speed
2)
Combined Road-/Rail-Suspension Bridge with spans
483 m 1,013 m 483 m, train passing each 7.5 min.,
140 trains per day
3)
app. 175,000 crossings per year

tab. 6:

design parameters for sliding bearings of selected

projects

For the determination of the long-term characteristics of a

bridge bearing, it is not the magnitude of the individual
movement that plays a decisive role, but the accumulated
rotations and displacements that arise during the lifetime of
a bridge bearing. In this respect the displacement of the
structure due to temperature, creep and shrinkage only plays
a minor role. Of deciding relevance are displacements and the
displacement velocities due to live loads. In order to
determine the total accumulated design displacement Sd of
the sliding surfaces of rotational elements, the live load
models according to EN1991 can be taken into account. It
holds:

S d = nv Da i

D
c ST
2

nv is the number of the occurring rotational differences due to

live loadi, ST holds for the experimentally proven sliding
displacement that can be accommodated.
The conversion factor c serves for the consideration of the
real life variable amplitudes. For road bridges, a factor 5
and for railway bridges, a factor 1 is considered to be
plausible.
In respect to the suitability of sliding bearings, structures
have to be distinguished according to their mode of usage
(road bridge, railway bridge), the material employed
(reinforced concrete, prestressed concrete, steel, composite) as
well as their statical system (single girder or continuous
girder, arch bridge, cable stayed bridge, suspension bridge).
For each mode of combination and depending on the span
width and the distribution of traffic loads, there will be an
accumulated sliding displacement and an accumulated
rotational angle which can be used for further judgment. For
instance in pict. 10 and 11, for a number of small- and
medium sized bridge spans width and for various modes of
usage and construction modes, the maximum rotational
differences Dai as well as the sliding displacement per
passing is displayed. Thereby, for the design of railway
bridges the design load UIC 71 and for road bridges 60% of
the design load truck SLW 60 (60 tons) of DIN 1072 is
considered. These design loads roughly correspond to the
fatigue design model 3 of EN 1991-2. In both cases thus the
design loads relevant for fatigue design are employed.

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

and a sliding displacement of 25 mm per passing, this

corresponds to an accumulated sliding displacement of 2.0
km. Assuming the related rotational difference to be 10 ,
and considering e.g. a radius R of the sliding plane to be 500
mm, the resulting sliding displacement due to rotation
calculates to 0.5 km.

Roadbridge / Composite Girder

Roadbridge / Composite Arch Structure

25,0
20,0
15,0

EN 1337-2 exclusively regulates the use of PTFE. A definition

of performance characteristics is not yet done. The examples
and investigations shown provide a first general idea of the
possibility to classify structures according to mode of usage,
material, mode of construction and span width. A systematic
and scientific elaboration of the topic and its integration into
the standards is required.

10,0
5,0
0,0
0

20

pict. 10:

40

60

80

100

main span [m]

120

140

160

support displacements due to traffic loads

Railway / Concrete Girder

Railway / Concrete-Steel Beam Girder
Railway / Steel Arch Structure
12,0

diference in rotation [ /00]

sliding path per passage [mm]

Railway / Concrete Girder

Railway / Concrete-Steel Beam Girder
Railway / Steel Arch Structure
30,0

Roadbridge / Composite Girder

Roadbridge / Composite Arch Structure

10,0
8,0
6,0
4,0
2,0
0,0
0

20

40

60

80

100

120

140

160

main span [m]

pict. 11:

support rotations due to traffic loads

A bridge of a span width of 100 m thus displays -due to

traffic service loads- an accumulated sliding displacement per
5
passing of app. 20 mm. In case of road bridges and 5*10
crossings per year (traffic category 2 according to EN 19912), not considering additional influences from other traffic
lanes, this corresponds to an accumulated sliding
displacement of 10 km. Assuming the related rotational
difference to be 5 , and considering e.g. a radius R of the
sliding plane to be 500 mm, the resulting sliding
displacement due to rotation calculates to 2.5 km. In case of
4
railway bridges and 7.5*10 crossings per year (standard
mixed traffic according to EN 1991-2), a span width of 75 m,

5.

Structural dimensions

Due to the high characteristic compression values of MSM,

the bridge bearing dimensions are mainly determined by the
load capacity of the adjacent structural members, assuming
that the allowable stress in the connecting gap does not
exceed the characteristic compression value of MSM - but
this only might occur in case of extremely stiffened steel
superstructures.
The connection to adjacent concrete members is designed by
means of the proof of partial area pressure for the
fundamental load combination according to EN 1990, see
pict. 12.

Vd = Ac 0 f cd

f cd = a

Ac1
3,0 Ac 0 f cd
Ac 0

f ck
f
= 0,85 ck
1,5
gc

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

Load axis

pict. 12:

Proof of partial surface compression

As for instance in Germany the case is as follows:

The minimum required strength of a concrete C 35/45 is
2
fcd =19,8 N/mm and Vd,max [N] = 59,5*Ac0 [mm].
The main dimensions of a MAURER-MSM spherical bearing,
type KGa acc. to pict. 13 can be calculated (considering
10 % surplus for eccentricity resulting from friction and
rotation) as follows:
Lu = Bu [mm] = c Vd [MN ]
C 35 / 45Kc = 135
C 40 / 50Kc = 125

The dimensions of the sliding plates are depending on the

values of the movement capacity ex (+/-):

BGL = Bu + 40mm; LGL = Lu + 2 ex + 80mm

The height of the bearing body can be estimated as follows:

H = 3 Vd [MN ] + 100mm

main bearing dimensions

[mm]

H
LGL (ex=+/- 50mm)

Lu = Bu
LGL (ex=+/- 100mm)

1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0

Concrete strength class C 35/45

10

15

20

25

30

35

40

45

50

Design load Vd [MN]

pict. 13

main dimensions of
MAURER-MSM-spherical bearings, type KGa

These values are not binding and have to be calculated for

every specific case but the main dimensions for a free
sliding spherical bearing can be calculated roughly by means
of the mentioned formulas. For unidirectional moveable KGa
or for fixed KF bearings, the dimensions depend on the size of
the horizontal forces that have to be transmitted. These
bearings will be bigger but in the same scale.

BGL
LGL

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MAURER MSM Sliding Bearings

with small longterm wear and therefore ...
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

6.

Summary

In comparison to PTFE, MSM employs the following

strengths:

High compression strength: can accommodate

double as much stress, which results in smaller
dimensions, reducing manufacturing costs
High movement velocity (factor 7.5 tested)
High sliding path (factor 2.5 tested, with no
apparent upper limit)
Low friction
Low Temperature
Long service life reduces maintenance costs

7.

Conclusion

First comprehensive tests show that MSM serves as an ideal

sliding component that is subject to fast movements or long
sliding paths, like in high speed railway bridges or suspension
bridges.
MSM is the preferred choice in those areas where the use of
conventional PTFE sheets will not comply to the required
performance, like for example at very low temperatures.
Even in conventional applications (e.g. spherical bearings) the
use of MSM would reduce the size of the bearing if feasible
(i.e. if the substructure can transfer the higher stresses that
stem from the higher design pressure of MSM).

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MAURER MSM Sliding Bearings

with small longterm wear and therefore
with low friction resistance, especially suited for high movement velocities, for long sliding paths,
for high pressures and low temperature regions

Reference Projects:

Allianz Arena Munich

Subway Moscow
Tejo-Bridge Lisbon/Portugal
Incremental shifting bearings, Viaduc de Millau
Suspension Railway Wuppertal
Transrapid-Testing course Lathen
Channel Bridge Schwarzach
Sarcophagus Tschernobyl
TGV France
AVE Spain