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Filler beam bridge constructions with hot-rolled steel sections at close centres and filled with concrete meet all the requirements of small- and medium-span railway bridges. Filler beam bridges have thus been used for many years with considerable success, in particular where construction depth restrictions are relevant for the design. Moreover, they are perfectly suitable for use with high-speed railway lines. Since the late 1970s, various railway companies have established standard designs with guidelines, supplemented with calculation tables that correspond to their own rules. Some of these guidelines have become outdated with introduction of the Eurocodes. However, since on one hand there is growing interest in this type of construction and, on the other, a desire to evaluate large amounts of design data economically, there is a need for a calculation tool that enables quick, efficient and reliable designs. For this reason, new design tables for filler beam bridges in the German high-speed railway network up to 350 km/h have been developed, which enable a quick and direct evaluation of all relevant cross-sectional data of single-track single-span bridges in the span range 5–35 m without costly statics. The tables and the software, with which the tables were generated, are shown in this article.

Iron sections embedded in concrete have been known from the beginning of the nineteenth century. This technology has been widely applied ever since and has proven to be a reliable technique for bridges with small spans. Nevertheless, the consideration of the bond between steel and concrete and the transverse load distribution of such structures has remained a broadly discussed topic among engineers. Demolition of a small German road bridge constructed in 1949 with this method was looming, as a conventional reassessment failed to provide the required load-bearing capacity. In an effort to save this historic bridge, the actual structural behaviour of the bridge was investigated by in situ testing. Displacement transducers and strain gauges mounted on selected steel beams recorded the behaviour during the application of static as well as travelling loads. Based on these results, the model for the transversal load distribution could be revised; thus, the bridge fulfilled the requirements after all.

This paper presents a study of a typical 1·1 km bridge in the north of Italy against a background of new infrastructure development. The bridge is composed of five network steel arches. The design solution represents a lightweight alternative if compared to traditional arch bridges. Every network arch spans 130 m, is 17 m wide and has a maximum height of 25·5 m. The deck is a steel–concrete composite section resting on precast slabs. Hangers have a variable inclination according to the geometric optimisation analysis performed. Before the final structural design, parametric studies were developed in order to optimise the material grade, the structural shape and the structural detailing.

This paper describes the design and construction of the steel composite Bridge G4 as part of the recently completed Egnatia Motorway project in northern Greece. The bridge crosses a 180 m wide, 70 m deep valley situated in a seismic zone. Following a value engineering study, a three-span bridge with incrementally launched deck was found to provide the best option with minimal disturbance to the environment. Due to the relatively high seismic design acceleration, the superstructure is considered to float on the substructure by means of high damping lead rubber bearings restrained by mechanical dampers at abutments. This paper describes the design and construction of Bridge G4.

The crossing of rivers in Katanga (Democratic Republic of Congo) by railway lines in the 1920s and 1930s gave Belgian engineers and contractors the opportunity to build record spans for railway bridges. The crossing of the Lualaba River at Bukama consists of four Vierendeel steel girders each with a 62 m span, which were the largest of their type at the time of their erection in 1925. The crossing of the Lualaba at Kongolo, built in 1937–1939, required a 495 m long reinforced concrete continuous beam bridge with 14 spans, the largest measuring 70 m. It was the first significant concrete beam bridge constructed with a travelling gantry supporting movable formwork. The crossing of the Lukaga River (1938–1939) is a three-span concrete bridge with the 70 m long central span built using the cantilever method, which makes this bridge the oldest of its type in the world. This paper highlights the landmark characteristic of these forgotten bridges., SCOPUS: cp.j, info:eu-repo/semantics/published

The Taizhou Yangtze River Bridge in China is a triple-pylon suspension bridge with double main spans of 1080 m; it is the world's first triple-pylon suspension bridge with double main spans larger than 1000 m. This paper presents the general design feature and innovation, global static analysis and construction of the main channel bridge, including the introduction of the general behaviour of a triple-pylon suspension bridge, the foundation and block of anchorages, foundation and shaft of pylons, steel box girder, main cable, cable band, main cable saddle, splay saddle, as well as the friction factor experiment between the main cable and main saddle.

The Guanyinyan Yangtze River Bridge is the key structure on the second ring highway of Chongqing City, southwest of China. The bridge is a cable-stayed bridge with a main span of 436 m. The main girder is a steel–concrete composite girder with a total width of 36ṡ2 m. The final design solution was based on an extensive comparison of proposals. The main bridge was constructed using the balanced cantilever method. This paper presents the challenges in design and static analysis of the bridge, including the detailed design, global static analysis, local finite element model analysis, the determination of the allowable maximum thickness of steel plate against fatigue and brittle fracture induced by low temperature.

The Pearl River Huangpu Southern Channel Bridge is a steel box girder suspension bridge with a main span of 1108 m. This paper presents the final design, global static and dynamic analysis, and construction of the southern channel bridge, including the anchorage foundation and block, pylon foundation and shaft, main cable, cable band, main cable saddle, splay saddle and steel box girder. The design loads and safety factors of the main cable in Chinese codes are compared with those in Eurocodes.

Minsterley Bridge is the oldest reinforced concrete bridge in Shropshire, UK. The now listed structure was built in 1909 to the design of L. G. Mouchel, carrying the B4387 road over the Minsterley Brook. This paper describes the strengthening and repairs, carried out in 2010, to achieve Highways Agency live load capacity. The bridge is a shallow arch 9ṡ1 m in span, acting partly as an arch and partly as a beam. The challenge was to assess what the arch capacity was, being governed by the lateral resistance of the ground to thrust. This resistance, provided by passive earth pressure, was considered variable as its magnitude depended on the movement generated by the arch thrust, requiring an iterative approach. Beam capacity was increased by the introduction of a shallow reinforced concrete saddle and carbon fibre on the soffit. The longitudinal shear connection of the saddle was identified as the overall constraint to the strengthened capacity. Accommodation works included diverting optic cables, and the provision of a temporary bridge on screw pile foundations. A public exhibition of the proposals and engagement with the local primary school are also described, culminating in a bridge-building competition to inspire the next generation of engineers.

The existing Forth Road Bridge spans the Firth of Forth in Scotland. The main suspension bridge, with central span of 1006 m, has two multi-span approach viaducts leading up to the main crossing. The deck of the approach viaducts comprises a pair of longitudinal steel box girders supporting a series of transversely spanning steel girders, both acting compositely with a reinforced concrete deck. The steel girders of the approach viaducts are supported on steel roller and rocker bearings on concrete portal piers which vary in height between 11 m and 40 m. An initial study of the bearings identified that the rollers had locked up due to corrosion and distortion, and the concrete beneath the bearings and elsewhere on the pier tops had deteriorated due to chloride contamination. Assessment showed that structural deficiencies in the pier were exacerbated by both the concrete deterioration and change in articulation. These factors led to the decision to replace all the bearings on the viaducts. This paper outlines the design of the strengthening and modifications to the bridge to facilitate bearing replacement, together with a detailed description of the design of the temporary works needed to maintain the bridge's articulation during jacking.

The Tianjin Haihe movable bridge in China has the largest span among similar bridges in Asia. Owing to the dual characteristics of being both a bridge and heavy machinery with mechanical, hydraulic, electric and intelligent control devices, the construction of its steel box girder requires appropriate installation and control technology. Because of the stringent on-site navigation restrictions and blockage conditions, as well as mechanical characteristics during construction, a semi-supported cantilever installation and erection scheme is proposed, in which a bridge-erecting machine, temporary steel pipe support, bridge cantilever construction and other traditional methods are used in combination. Unlike traditional bridge closure technologies, new alignment closure and central locking closure control technologies are employed. The latter requires that the locking device be precisely assembled and adjusted to be horizontal for the suitable operation of the central locking equipment. The execution of this construction practice shows that the technology is feasible and effective.

The paper describes a new form of bridge called a spatial arch bridge. This bridge type was developed in response to the demand for landmark structures, which have started to appear in the modern urban landscape to provide a symbol of originality, innovation and progress. Spatial arch bridges are defined as bridges in which the vertical deck loads produce bending moments and shear forces not contained in the arch plane, owing to their geometrical and structural configuration. Moreover, the arch itself may not be contained in a plane. The different variables and geometries that create such a structural configuration have been studied and classified. A wide compilation of examples of this bridge type has been made in chronological order, according to their construction date, from Maillart's first concrete spatial arch bridges to the latest designs and materials.

The paper describes the network arches built at the grade separated junction of the II/468 road and the industrial area of Trinec-Baliny in the Czech Republic. A network arch is defined as an arch bridge with inclined hangers where some hangers cross other hangers at least twice. The tie is formed by a concrete slab with longitudinal prestress. Owing to the arrangement of hangers, there is little bending in the tie and the arches. All hangers have the same cross-section. Their connections should be placed equidistantly along the arch; the hangers act like a light web. The two 73·5 m span network arch bridges described in the paper and the adjacent approach ramps work as one articulation system. The paper presents the prestressing arrangement of the prestressed concrete deck, the unique bridge articulation without fixed bearing and the prestressing of the interchange between the arch bridges (the part where the approach ramps turn left and right from the longitudinal axis of the bridges). The activation of the bridge hangers is also described, together with the results of the long-term monitoring (the bridges were put in operation in April 2009).

The new railway bridge project over Södertälje Canal comprises the replacement of the 80 year old bridge, which has reached the end of its useful life. The new bridge consists of a main lifting span section spanning 57 m over the canal and two 70 m approach spans, one on each side of the main bridge. In total, the bridge is 229·5 m long. The main lifting section is a steel truss bridge structure and is capable of opening when large ships pass under. Normal elevation free height is 26·7 m and the top elevation is approximately 40·5 m. The approach spans are composite bridges with a main steel box girder and an in situ cast concrete top plate.

Integral and semi-integral bridges of steel–concrete composite superstructure have become very common on highway projects in the UK because of their speed and ease of construction as well as low future maintenance costs. This briefing describes innovative solutions to some problems encountered late in the design stage of a design-and-build project. One provides a new robust detail for movement joints and the other gives an anchoring solution to contiguous bored piled abutments for semi-integral bridges.

The new Svinesund Bridge is an arch motorway bridge on the border separating Norway and Sweden. The arch is a single, centrally located concrete structure with a span of 247·3 m, which is believed to be the longest span for a single free-standing concrete arch in the world. The bridge decks consist of two steel orthotropic boxes, one on each side of the arch and connected by cross beams. The total length of the bridge is 704 m between abutments. The design is the winning concept of an international competition. The bridge was opened to traffic in 2005, and received the fib Award for Outstanding Structures, Special Mention, in 2006.

This paper reviews the recent application of precast deck systems for all forms of bridge but with particular emphasis on steel-concrete composite bridges. The many forms of precast elements are discussed including full-depth and partial-depth units (which require an in situ concrete topping) and the use of permanent formwork systems. Examples of the use of precast decks in Europe, in particular in Scandinavia, the Far East and the USA are highlighted. The development of ‘steel-free’ decks in Canada is also discussed.

It is well known that one drawback for stress-ribbon bridges can be that significant horizontal reactions at the abutment can be generated and that they have low flexural stiffness. The latter prevents them from being used as roadway bridges. A new hybrid structure of stress-ribbon deck and truss has been proposed and was adopted in the construction of Nozomi Bridge in Japan, a roadway bridge opened to traffic in 2003. Static and dynamic behaviours of the hybrid structure have been studied analytically and experimentally. The results show that the hybrid bridge has advantages over the stress-ribbon deck bridge as it generates much less horizontal force in suspension cables and has higher flexural stiffness, suitable for use as a roadway bridge, and that the hybrid bridge has advantages over the truss bridge since it can be constructed without extensive falsework and without large erection equipment. In this paper, at first, the hybrid structure is described, then analytical and test results are used to sh...

The self-anchored suspension bridge provides a competitive solution for bridges with short or moderate spans. This paper introduces some key techniques used in three concrete, self-anchored suspension bridges in China: GoldenBay Bridge, LanQi Bridge and WanXin Bridge. GoldenBay Bridge was the first concrete self-anchored suspension bridge in China. WanXin Bridge has a main span of 160 m. The appropriate structural forms were designed to take account of their different geographic positions, surrounding environments and functions. In the WanXin Bridge, two sliding saddles and one fixed saddle are set at each end of the main girder. The cables are made of a continuous galvanised steel rope passing over all saddles, and the two main cables form a closed loop. It was the first time that the practice of using a looped main cable had been utilised in China. Currently, the WanXin Bridge has the longest span of all concrete, self-anchored suspension bridges in the world. The final part of the paper describes the model investigation, developed to understand the basic structural behaviour of the WanXin Bridge.

Sandwich construction is a relatively simple structural form which offers a high strength-to-weight ratio, this efficiency being exemplified by its widespread use in the aerospace industry. The concept was utilised by the Wolfson Bridge Unit at the University of Dundee in the 1970s, in conjunction with emerging structural adhesive technology, in the form of steel/concrete open sandwich panels for bridge decks. Potential cost savings of the order of 10% in comparison with conventional reinforced concrete were demonstrated. Short- and medium-term proof of the concept was demonstrated as a result of over ten years of research utilising beams, slabs and model bridge decks subject to static, fatigue and sustained loading regimes together with accelerated durability testing. However, before the industry was prepared to accept structural adhesive connections in prime load-bearing connections in new construction, it was recognised that a long trial in an actual bridge structure was required. To this end, Tayside Regional Council agreed to the construction of the 6 m span Wester Duntanlich Bridge in Perthshire in 1984. This paper summarises the early research into open sandwich construction. It then describes the design, construction and load trials on the completed bridge which demonstrated that the technique can be successfully and practically applied to full-scale bridge deck construction. Moreover, its subsequent satisfactory performance in service for 20 years will boost confidence in the potential durability of steel/concrete elements incorporating structural adhesive connections.

The M2 New Medway Bridge was opened on 16th July 2002. The 12-span twin cell concrete bridge deck has a 153 m river span and viaduct spans of up to 84 m. This paper describes the design, manufacture and installation of the unusually large bridge bearings used to support the deck at each of the nine pairs of piers. The design and type of spherical bearings used was influenced by the contractor's temporary works needs. The bearings used were manufactured from up to 13000 kg of solid steel plate per bearing.

Tongwamen bridge is a half-through, concrete-filled steel tubular (CFST) X-type arch bridge with deck width to span ratio of 1/23·8. It is the first time that arch ribs of the plane truss type have been used in the construction of a long-span CFST bridge in China. The rationality of the design for this type of large-span, narrow bridge is justified using a description and discussion of some key issues related to the bridge design and construction, The paper provides an example of the design of a long-span, narrow, CFST arch bridge.

The construction of a 50 m span in situ reinforced concrete arch bridge in central Scotland was completed in the spring of 2002. This paper describes the background, design development and detailed design for this design-and-build scheme. The new Garrion Bridge was designed and constructed to cross the River Clyde 8 km upstream of the town of Hamilton and at the existing junction of the A71 and A72. The bridge forms part of a new junction arrangement to alleviate traffic congestion by forming one arm of a new gyratory system with the other arm utilising the existing three-span masonry arch bridge. Following preparation of various alternative bridge forms, the new arch bridge was designed and constructed in accordance with the outline design approved by The Royal Fine Art Commission for Scotland. The bridge was constructed utilising an in situ reinforced concrete construction over the river with the springing point supports founded on and stressed back to the mudstone/sandstone rock strata below the river. The paper describes the background to the scheme, geotechnical issues and the various alternative crossings developed during the tender period as well as describing detailed design issues.

In bridge design, economically addressing large, lateral earth pressures on bridge abutments is a major challenge. Traditional approaches employ enlargement of the abutment components to resist these pressures. This approach results in higher construction costs. As an alternative, a formal approach using ground anchors to resist lateral soil pressure on bridge abutments is proposed herein. The ground anchors are designed to minimise lateral forces at the pile cap base. Design examples for high stem abutments (heights 6–8 m) are conducted for a simple 33 m long concrete bridge span, with two to three traffic lanes. The abutments are supported by driven, reinforced concrete piles. As lateral forces at the pile cap are significantly reduced, only one row of piles is needed. When compared with common abutment design, the proposed approach halved the number of piles required and decreased the required abutment volume by 37%. Deposited by bulk import

The paper describes the main features in the design and construction of the superstructure of the Penang approach bridges and of the cable-stayed bridge which spans across the navigation channel. Of the 13.5km long main bridge structure a 8.4km section is over water so that aesthetic features were important in bridge type selection. A concrete cable-stayed option was finally selected as it offered greater use of local materials and labour as well as a shorter construction time. Studies of wind seismic and boat impact loads indicated prestressed concrete beam spans of 40m, 1.98m deep, and spans of 25m, 1.145m deep, where boat impact loads did not apply. An orthotropic bridge deck with fine diaphragms is provided for the 40m spans with a reinforced concrete deck slab of 180mm minimum thickness continuous over beam supports and cast in-situ over the longitudinal precast, post-tensioned concrete beams. The design of the approach spans will allow widening from 4 to 6 lanes if required.

An investigation is described into the minimum cost design of concrete cellular spine beam bridge decks spanning up to 50 M. Both ha and hb loadings are considered with all their major effects. A decomposition approach is used to separate transverse design of the top slab from considerations of longitudinal bending and torsion. Finite element analysis results are synthesized by means of approximate, empirical analysis methods. Design studies of 60 bridge decks are compared with studies of constructed bridges. It is concluded that practical programs could be written to assist designers in the efficient design of such bridge decks. (a) (TRRL)

The paper describes the fabrication, assembly and erection of the large steel box girders forming the navigation spans of the Rio Niteroi Bridge. The centre span of 300 M is the largest girder span in the world. The twin box girder cross-section carries six lanes of traffic on a steel orthotropic deck topped with 60 mm of surfacing. The all-welded box girders were assembled at the site at ground level at an assembly area which had a water frontage enabling large girder sections to be floated to the navigation channels in the centre of Guanabara Bay. The largest sections thus transported were the side spans, each 292 M long and weighing 2250 t. The side spans were landed on temporary ring girders surrounding the pier bases. The jacking up of the side spans was the second heaviest bridge jacking operation in the world and was carried out twice. The 176 M section for the centre of the bridge, weighing 3400 t, was used initially as a pontoon for carrying the side spans; it was then lifted up from water level some 67 M by jacking up tension members hanging from the already erected steelwork. The smaller link spans, each 44 M long, were lifted from the water using conventional blocks and tackle. The paper discusses the shop and site welding of the 13100 t of steel in the spans, some 8000 t of which was grade 55e to BS 4360. The effects of the erection scheme on the design of the permanent works are also described, including the stress-relieving effects of the scheme on the welded steelwork. /TRRL/

Summary The distribution of load in bridge deck systems(1)* is arousing considerable interest at the present time and this note deals with the application of the theories of Massonnet(2) and Guyon(3) to a flat slab bridge model. Particular mention is made of the distribution and the absolute values of the transverse moments in relation to the theoretical values. Only one slab has been tested at the time of writing but further tests on slabs of different span/breadth ratios are now in progress