2.3 Box girder bridge from steelconstruction.

info
Steel box girders and steel and concrete composite box girders are used for long
spans, where the self weight of the bridge needs to be minimized, and for situations
where their excellent high torsional stiffness is of particular benefit. The clean lines
of box girders bridges, usually with no visible external stiffening, is generally
considered to give a excellent appearance and durability, since there are no traps
for dirt and moisture. This article illustrates a few examples of box girder
construction for bridges.

2.2 Highway bridges

2.2.7 Composite box girder
For highway bridges, the structural configuration is usually of a reinforced concrete
deck slab, carrying the traffic, on top of steel girders. The deck slab acts
compositely with the steel girders.
For spans in the range 45 to 100m, multiple girders are used, with the slab spanning
transversely between the webs. For such configurations, relatively narrow
rectangular steel box sections have sometimes been chosen, as shown right.
However, such sections are rather small and introduce significant hazards for
access for construction and maintenance and are rarely chosen now for this span
range.

Figure 2.2 Composite box girder bridge with rectangular steel box sections
Figure 2.3 Interchange bridges using rectangular steel boxes with composite deck slab M25/M4 Junction 4B
Bridges

An alternative configuration that is now more commonly used employs ‘open

topped’ trapezoidal girders. These girders have a steel bottom flange, inclined steel
webs and a narrow steel flange on top of each web. The closed cell is formed by the
reinforced concrete deck slab. This form is shown right. With this configuration,
material access during construction can be minimised by the use of permanent
formwork (or precast slabs) and for maintenance the cells are larger than those for
rectangular steel boxes, thus reducing the difficulties of access.

Figure 2.4 Composite box girder bridge with open-topped trapezoidal steel sections
 Figure 2.5 Variable depth trapezoidal box girders River Nene Bridge, Peterborough

2.2.8 Steel bridge

For spans over about 200m, all steel construction is often used. The roadway is then
carried on a longitudinally stiffened steel top flange, commonly known as an
orthotropic steel deck. Such construction is lighter but is more complex to fabricate.

Figure 2.6 Long span steel box girder bridge Foyle Bridge, Londonderry

2.2.9 Railway bridge

For railways, construction depth is usually very tightly constrained and half
through construction must be employed. One option is then the Network Rail
‘Standard Box Girder’.
The Network Rail Standard Box Girder type bridge that covers a span range from
21m to 39m uses trapezoidal box girders with a transverse ribbed steel deck
spanning between notionally pin-jointed shear plate connections: the box girders
are stabilised by linear rocker bearings. This design is particularly suited to
piecemeal crane erection during track possession. With half through construction,
the deck can be either in situ concrete, partially encasing close centred cross girders,
or a normal slab above more widely spaced cross girders. Stiffened steel plate
construction can also be used, depending on the proposed erection method and
available construction depth.
For railways on new alignments, where construction depth may not be so tightly
constrained, the track can be carried on a slab-on-beam composite bridge, in the
same way as used for highways. The use of box girders is then particularly
advantageous as their greater torsional stiffness reduces susceptibility to track twist.

Figure 2.7 Network Rail standard box girder (shown for three-box, twin track option)

2.3 Metode pelaksanaan

Metode pelaksanaan yang umum digunakan adalah metode konvensional dengan
falsework, balance cantilever, atau kombinasinya, dan incremental launching.
2.3.7 Sistim Falsework
Pengecoran jembatan menggunakan sebuah cetakan atau tempat dimana beton
basah dapat dituangkan dan dipadatkan sehingga akan mengalir ke profil dalam
kotak atau cetakan, dipasanng dengan sangat cepat dimuat untuk beberapa jam
selama penempatan beton dan setelah beberapa hari dapat dibongkar untuk
penggunaan berikutnya.
 Gambar 2.8 konvensional menggunakan falsework

2.3.8 Sistim servis crane

Sebelum melakukan pemasangan girder, harus dibuat tiang penyangga atau

abutment terlebih dahulu. Peletakan girder dapat menggunakan bantuan crane
untuk mengangkat dan di letakkan di atas abutment. Pemasangan girder harus
dilakukan secara hati-hati sesuai arahan dari arsitek dan kontraktor. Kedua crane
harus mengangkat secara bersamaan dan seimbang tidak boleh melebihi dan saling
mendahului karena dapat menyebabkan girder menjadi tidak seimbang dan jatuh.

Gambar 2.9 Metode Servis Craine

2.3.9 Sistem Kantilever

Balok jembatan segmen - segmen dipasang atau dicor sebagai kantilever di kedua
sisinya agar tetap saling mengimbangi atau salah satu sisi dengan pengimbang
beton dilaksanakan dahulu.
 Gambar 2.10 Sistem Balanced Kantilever dengan Launching Gantry

2.4 High-Speed Rail Aerial

Representative high-speed rail aerial were identified, compared and considered
with regard to appropriateness for the California High-Speed Train Project based
on the following. Summary information is presented in the following sections for
the following structural parameters:

2.4.7 Existing High-Speed Rail Systems

2.4.1.1 TGV: Train à Grande Vitesse (France and Belgium)
The TGV system operates in Belgium and France. The TGV design typically
consists of a combination of steel beams and pre-stressed concrete to create pre-
cambered composite troughs as bridge decks for the high-speed trains as illustrated
in Figures 2.5 and 2.6 The benefits of this design include its ease of construction
and potential to use a ballasted track support system.
Advantages :
• Noise and vibration is minimized due to use of ballast
• Prefabrication allows for quick assembly and implementation
• Independent structures may allow for rapid restoration of single track service
following seismic events that damage a single guideway

Disadvantages:
• Potentially new construction technique in the US
• Superstructure limited to short span lengths between columns
• Limited seismic performance of superstructure
• Designed for maximum speeds of 186 miles per hour
• Design needs to accommodate the added weight of ballast
• OCS poles located outside of walkway require stronger mast arms and supports.

Figure 2.11 Deck Section for TGV in Belgium

2.4.1.2 THSR: Taiwan High Speed Rail

Portions of the Taiwan High Speed Rail alignment were designed and constructed as
precast 30 meter-long, drop-in concrete box girder spans as illustrated in Figures 3-7 and
3-8. Spans are supported by vertical bearings and transverse shear keys.
Advantages
• Designed to withstand seismic events similar to those expected in California
• The shear key spring, foundation and bearing springs have been used effectively with
stiff connections to withstand similar seismic events as those expected in California.
• Single box girder allows for ease of access
• Distances between columns allow for transverse access below the guideway
Disadvantages
• OCS poles located outside walkway require stronger masts and supports
• Open steel girders are difficult to maintain
 Figure 2.12 Section of Taiwan High-Speed Rail Viaduct

2.5 Basic High- Speed Train Aerial Structure

With the development of the project-specific seismic design criteria, the typical
section of the CHSTP aerial structure has been refined. A basic high-speed train
aerial structure is presented to illustrate the necessary structural performance,
functionality, safety, serviceability, economical, and aesthetic considerations for
the CHSTP. The cross section at mid-span is shown in Figure 2.9, and the cross
section at the support is shown in Figure 3-11. The cross section shown is for a
nominal 100-foot-long typical span with a span to depth (S/D) ratio of 10. The
typical span could be longer (up to 130-foot-long) with a proportionally deeper
cross section and thicker top deck, bottom soffit and web sections. Note that
although a ballasted track is shown, the cross section is also applicable to a direct
fixation track structure.
Approximate dimensions are given to initiate discussion and to establish the basic
structural parameters for the basic design.
 Figure 2.13 Basic High-Speed Train Aerial Structure Cross Section at Mid-span (100’ span)

The proposed basic aerial structure is a prestressed concrete single cell box girder,
spanning approximately 100 to 130 feet and supporting two parallel train tracks.
The single cell box girder has been proven to be an economical and structurally
efficient cross section, with the single cell facilitating maintenance inspection.
For preliminary design purposes, the box girder is assumed to be simply supported
vertically by a pair of bearings and transversely by a shear key at the column cap.

Figure 2.14 Basic High-Speed Train Aerial Structur