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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) 200 to 250 mmf 220 to 250 mmf 900 to ____________ — 1200 900 to 1200 200 to 400 mm 900 to _____________ — — 1200 2500 to 3500 3000 to 3500 c/c (a) (b) at mid-span at pier (c) Selection of type 139 steel cantilevers if slob extends >3300 Fig. 4.10 Highway bridges – box girders. (a) Twin box and cross girders (spans 40–150 m); (b) open top box (spans 40–100 m); (c) multiple box (spans 30–60 m)
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) 140 Bridges seen same use in the UK but temporary bracing is required during construction to maintain shape and relative twist of the sections until the concrete slab is placed and the full torsional rigidity achieved. 4.3.6.2 Railway bridges – girder type (Fig. 4.11) Many existing small-span railway bridges weather cast or wrought iron girders to which rails are fixed directly without use of ballast or half-through girders with trough floors. As these bridges have reached the end of their lives they have been replaced in steelwork in modern form with ballasted track. The legacy of the original decks with their very shallow construction depth has influenced modern underline bridge practice in replacements and new bridges. The majority of railway underline bridges therefore tend to be of half-through type. The direct fastening of track without ballast gives the cheapest possible form of railway bridge and is appropriate for rapid transit or tramway bridges where speeds are not high. Girder depths are generally greater than for highway bridges due to the heavier loading and because limits for deformation are necessary. A span-to-girder depth ratio of 12 to 15 is typical. For short spans half-through plate girders are used with composite steel cross girders forming rigid U-frames and supporting a concrete floor with ballasted single or double track.Through or half-through construction is appropriate for medium spans exceeding 50 m using trusses. For spans up to 39 m, the railway authorities use a standard box girder design with a steel ribbed floor of minimal depth which is achieved by spanning between the inner webs of trapezoidal box girders proportioned so as to fit closely within the station platform space. The type has advantages in using components entirely of steel, which are bolted together at site and commissioned during temporary possession of existing tracks.Where sufficient depth is available then deck construction is preferable and more economic, with either twin plate girders or a box girder beneath each rail track. Simply-supported spans are widely used for railway bridges because: (a) individual spans can be erected or replaced quickly during temporary track possession, (b) uplift is more likely to occur if spans are unequal under heavy railway loading, (c) fatigue is potentially less critical. Fatigue still tends to govern the design of steel elements having spans less than about 24 m. Thus cross girders, railbearers and other short-span members need to use lower working stresses. 4.3.6.3 Pedestrian bridges (Fig. 4.12) A minimum clear deck width of 1.8 m is usual, increased to 3.0 m or 4.0 m in busy areas or if a cycleway is also present. Steel provides an efficient solution because
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