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This material is copyright - all rights reserved. Reproduced under licence from The Steel Construction Institute on 12/2/2007 To buy a hardcopy version of this document call 01344 872775 or go to http://shop.steelbiz.org/ Steel Designers' Manual - 6th Edition (2003) 4. British Standards Institution (1995) Loading for buildings. Part 2: Code of practice for wind loads BS 6399, BSI, London. Further reading for Chapter 3 Further reading 123 Booth E.D., Pappin J.W. & Evans J.J.B. (1988) Computer aided analysis methods for the design of earthquake resistant structures – a review. Proc. Instn Civ. Engrs, 84, Part 1, Aug., 671–91. Fisher J.M. & Buckner D.R. (1979) Light and Heavy Industrial Buildings. American Institute of Steel Construction, Chicago, USA, Sept. Forzey E.J. & Prescott N.J. (1989) Crane supporting girders in BS 15 – a general review. The Structural Engineer, 67, No. 11, 6th June, 205–15. Jordan G.W. & Mann A.P. (1990) THORP receipt and storage – design and construction. The Structural Engineer, 68, No. 1, 9th Jan., 7–13. Kuwamura H. & Hanzawa M. (1987) Inspection and repair of fatigue cracks in crane runway girders. J. Struct. Engng, ASCE, 113, No. 11, Nov., 2181–95. Mann A.P. & Brotton D.M. (1989) The design and construction of large steel framed buildings. Proc. Second East Asia Pacific Conference on Structural Engineering and Construction, Chaing Mai, Thailand, 2, Jan., 1342–7. Morris L.J. (Ed.) (1983) Instability and plastic collapse of steel structures. Proc. M.R. Horne Conference. Granada, St Albans. Taggart R. (1986) Structural steelwork fabrication. The Structural Engineer, 64A, No. 8, Aug., 207–11.
This material is copyright - all rights reserved. Reproduced under licence from The Steel Construction Institute on 12/2/2007 To buy a hardcopy version of this document call 01344 872775 or go to http://shop.steelbiz.org/ Steel Designers' Manual - 6th Edition (2003) Chapter 4 Bridges by ALAN HAYWARD 4.1 Introduction Use of structural steel in bridges exploits its advantageous properties of economically carrying heavy loads over long spans with the minimum dead weight. Steel is however suitable for all span ranges, categorized in Table 4.1. For long spans steel has been the natural solution since 1890 when the Firth of Forth cantilever railway bridge, the world’s first major steel bridge, was completed. For short and medium spans concrete bridges held a monopoly from 1950 to 1980 because of the introduction of prestressing and precasting. Developments in steel during this period such as higher tensile strength and improved welding techniques were applied mainly to long spans. However, improvements in construction methods from 1980 have enabled steel to improve its market share within Europe and other continents to more than 50% for short and medium spans. Contributing factors to this trend are shown in Table 4.2. Where traffic disruption during construction must be minimized then steel is always suitable. Most bridgework is now carried out under these conditions so that structural steel will continue as a primary choice. Steel has an advantage where speed of construction is vital; it is no coincidence that this usually results in cost economies. If rapidly erected steelwork is used as a skeleton from which the slab and finishes can be carried out without need for falsework then the advantages (summarized in Table 4.3) are fully realized. For short and medium span highway bridges composite deck construction is economic because the slab contributes to the capacity of the primary members. 1 For continuous spans it uses the attributes of steel and concrete to best advantage. In cases where construction depth is restricted, for example in developed areas, then half-through or through construction is convenient; this is common for railway and pedestrian bridges. For long spans, including suspension or cable-stayed bridges, all-steel orthotropic plate floors are used. Although the intrinsic costs of a steel orthotropic plate are higher (often up to about four times more) than an equivalent concrete slab, the advantage in dead weight reduction (approximately 1 : 3 ratio) may more than offset this when the overall economy is considered. Steel decks are also employed when erection must be completed in limited occupations, such as for railway bridges on existing routes. Movable bridges of swing, lift, rolling-lift (‘bascule’) or retractable type usually employ steel floors to rationalize the amount of counterweighting and 124
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