Replacement of existing railway bridges

Minimization of interventions and increase of operational availability

The replacement of railway bridges in the existing railway net-
work is always a signifcant interference in the lines operation.
In addition to replacing superstructures due to age or damage,
replacement bridges become necessary when tracks are modern-
ized or expanded or which is often the case converted under-
neath crossing traffc installations.
Important long-distance traffc routes or highly frequented urban
train routes can in general not be closed off during these con-
structional interventions.
A reduced availability of the railway network and disturbed op-
eration, hinder directly the economic effciency of railway traffc.
Longer journeys, additional connection times and delays have a
negative effect on riding comfort and transport quality and reduce
the number of passengers on the concerned lines.
Especially, in competition with other transport systems the utmost
importance is to design bridge replacements in such way that
interventions in the operation are reduced to a minimum. Fabri-
cation and construction processes have to be carried out under-
neath temporary bridges. Ideally, the construction and fabrication
processes should take place in areas off track.
Construction during operation entails a huge amount of tempo-
rary constructions, which, naturally, have an effect on construc-
tion costs. Frequently, 70 percent of the construction sum is spent
on pit sheeting, makeshift bridges, construction during night-
time shifts and other measures to maintain traffc. In addition to
these increased construction costs, the German railway company
charges so called operational hindrance costs resulting from slow-
speed periods, energy costs, rail substitution traffc (bus transport)
and a higher number of personnel to maintain traffc operation.
Railway bridge over the highway A8 near Gersthofen/Augsburg
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One example: On a major German railway line, the average speed
is 200 km/h. A speed reduction to 90 km/h because of bridge
construction, costs 5,000 Euros per day being caused by energy
costs from reacceleration especially of heavy freight trains. With
a construction period of 6 month, this sums up to supplementary
costs of 0.9 million Euros which have to be added to the pure
construction costs.
Similar problems occur for bridge construction of highly frequent-
ed motorways and highways. Speed and lane limitations lead to
time delays and dangerous traffc congestions which also are to
be economically evaluated and lead to hindrance costs of around
10,000 Euros per day.
During replacements if existing bridges, highways in extra-urban
areas are often relived by parallel deviation routes with makeshift
bridges. The efforts for these deviations are enormous and reach
sometimes almost the construction costs of the new bridge.
In densely built urban area, this kind of measure is impossible
anyhow because of the confned space. In general, the erection
of a new bridge at the same site as the old bridge is carried out
underneath makeshift bridges.
During several close-off periods, the sheet piling and soldier piles
walls are built for the pit of the new substructures (abutments,
piers), which also serve as foundation and supporting structure
for the makeshift bridge. During following close-off periods, to
temporary bridge the construction pits, so called makeshift bridg-
es are placed on the piles. The rail is then operable with reduced
speed. The substructures foundations and vertical elements
can be built underneath these pit sheetings and the makeshift
bridge on top. The demolition of old substructures is often car-
ried out underneath these sheetings and makeshift bridges, too.
New superstructures made of steel, completely prefabricated, are
mounted during close-off periods. Solid superstructures are gen-
erally constructed in-situ next to the line then launched. Founda-
tion works are, if necessary, accomplished from the existing track
during the frst close-off.
1 Construction of bridge parts on both sides of the railway line
2 weekend close-off of the frst track, removal of track, excavation, placing of
prefabricated elements of foundation, launching of frst bridge half, backfll,
commissioning of track
3 weekend close-off of the second track, removal of track, excavation,
placing of prefabricated elements of foundation, launching of second bridge
half, backfll, commissioning of track
4 fnal stage
1 3 2 4
Ballast
Formation protection layer Ev=120MN/m
Protecting sands Ev=80MN/m
Superstructure strengthening Superstructure strengthening
Pre-excavation for
stiffener installation
2.Construction joint
1. Construction joint
Groundwater level
Demounting of
bottomstiffeners
Lean concrete, seal
fabrication
Demolition of vault in the 2nd construction section
Ballast
Formation protection layer Ev=120MN/m
Protecting sands Ev=80MN/m
Existing structure
Road
Newabutment
Stiffeners HEB300
Taping HEB300
Erection of a new bridge carried out underneath makeshift bridges
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Disadvantages of this construction method are, in addition to the
many close-offs, the reduced speed on the makeshift bridge dur-
ing the whole construction time and the hindrances to production
of the new constructional elements in confned and covered pits.
This has regularly negative effects on the construction time and
thus on the whole operation of railway traffc.
General problem solving
To reduce infuences of bridge construction on railway traffc
routes, two possibilities are probable:
- Reduction of the overall construction time by round-the-clock
site operation.
Disadvantage: There are limits to a three-shift operation due
to the hardening time of concrete, so that no extensive advan-
tages for the construction time are deduced. Financial resources,
that are applied for a round-the-clock site operation, make the
construction more expensive. Moreover, experience shows that
round-the-clock construction leads to quality problems.
- Construction of the structure or large parts of it next to the rail-
way line, launching and completion during as few close-off pe-
riods as possible.
Solutions developed by SSF Ingenieure
Launching of integral frame bridges
The answer that SSF Ingenieure found to the necessity of eco-
nomically effcient optimization of interference into railway traffc,
is the concept of integral, joint-less and bearing-less frame struc-
tures, completely built next to railway line and then launched into
their fnal position during a line close-off.
The main advantage compared to other construction methods
is the minimization of construction time for the substructures
and the resulting reduction of hindrances to railway operation.
Already in 1989, in cooperation with the company Komm, SSF
Ingenieure had a procedure patented. This construction method,
according to which already around 300 bridges have been built,
allows the launching of bridges with dimensions up to 70 x 40 m
and weights of 7,500 tons.
Procedure
With a speed of around 10 meters per hour, hydraulic jacks move
the bridge, pre-built beforehand next to the railway line, on spe-
cially designed launching tracks into its fnal position.
The Tefon coated bearings, gliding plates or air cushions with
hydraulic fuid technology reduce friction so that the horizon-
tal launching force reaches only 3 to 5 percent of the structures
weight. The bridges can be moved with exactness in height and po-
sition by the utilized hydraulic jacks which are individually movable.
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1 Structure 235 over motorway A9 near Coswig
2 Construction of the new bridge next to the existing line
3 Bridge launching construction method whilst maintaining traffc
4 Pulling Procedure patented by SSF/with prefabricated foundation
and height-adjustable launching bearings
5 Completed structure after a close-off period of 110 hours
Concrete grout in fnal position
Foundation of launching track Foundation of launching track Foundation of launching track
Old centre pier
Old motorway
New motorway after completion
Old abutment
Old abutment
New integral framing structure
to Horka to Rolau
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1 Sheeting and bored piles near the tracks construction of
temporary bridges
2 Excavation and extension of launching tracks
3 Launching of prefabricated superstructure
4 Construction of pile caps/framing corner
5 Demounting of temporary bridges backfll construction of regular
superstructure construction of under passing road P
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Advantages of this construction method are evident: The bridge
is already completed at the moment of launching as pre-stressed
concrete frame that is with wings, sealing and railings as well
as the superstructures equipment. Until this moment there are
nearly no infuences on railway traffc. During a relatively short
close-off period of 60 to 100 hours, the old bridge is demolished,
the launching track built and the new bridge launched into its
fnal position and backflled. Then the tracks are connected and
all railway relevant works are completed. Double-tracked railway
traffc can be led over one track under protection of temporary
walls along the tracks. In the case of multi-tracked railway lines,
the same procedure is repeated for the other tracks. In principle,
bridges with two or more tracks can also be launched in one
piece. In addition to single-span frame bridges, multi-span struc-
tures can also be launched. Bridges with large individual span
widths, with steel truss or steel tied-arch superstructures on solid
abutments, can also be produced completely next to the line and
then be launched.
Impact on railway and road traffc is clearly minimized, costs are
reduced considerably compared to other construction methods.
Moreover, the concept of frame structures allows slender well-
proportioned superstructures with small rotation angle of the fnal
tangent, and diminishes maintenance costs on a large scale due
to its lack of bearings, bridge and expansion joints.

above: Pushing Launching on HEB girders and height-adjustable
launching bearings
below Floating Launching on steel launching tracks and sliding bearings
(e.g. Hydraulic Fluid Technique)
Railway bridge over federal road B39 near Neidenfels, extremely oblique
crossing angle
Existing track installations
Bored pile
Makeshift bridge unilaterally placed on superstructure
Superstructure constructed in lateral position in fnal position
Monolithic composite of bored pile and
superstructure above framing corner
Reinforced concrete construction for
groundwater trough
Makeshift bridges Sheet pile and bearing
of makeshift bridge
Sheet pile for launching track
1 Initial situation
2 Sheeting and bored piles in track area 1
3 Sheeting and bored piles in track area 2
4 Construction of superstructure in lateral concreting direction on launching
tracks assembly of temporary bridges (during close-off period of one track)
demounting and extension of launching tracks
5 Launching of prefabricated superstructure 1 into fnal position integration
of temporary bridges commissioning
6 Launching of prefabricated superstructure 2 into fnal position integration
of temporary bridges commissioning
7 Construction of pile cap/framing corner of superstructure and temporary
bridges (concreting during close-off of one track)
8 Demounting of temporary bridge backfll construction of regular super-
structure construction of under passing road
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Railway bridge Siemensstrae in Frankfurt Construction of bored piles in
track area
Top down construction
A further development of the construction underneath makeshift
bridges is the top down construction method for railway bridges.
The technique developed by SSF Ingenieure meets all require-
ments in terms of construction effciency and minimization of
interferences.
At the basis of top down construction is the concept of integral
frame structures, constructed as monolithic frame in two separat-
ed sections frame stanchions (abutment/foundation) and frame
transom (superstructure).
Procedure
During nightly line close-offs, bored piles are assembled in the
area of the rails, which, in the fnal state, form the bridges foun-
dation and at the same time the frame stanchions. Simultane-
ously, before and behind the bored piles, sheet piles are inserted
to secure the small construction pits and to support the makeshift
Existing track installations Sheet pile/pit sheeting Bored piles
Existing track installations
Superstructure constructed
in lateral position
New under crossed
traffc route
Makeshift bridge
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1 Longitudinal section of railway bridge Siemensstrasse in Frankfurt
2 Cross-section of railway bridge Siemensstrasse in Frankfurt
3 Railway bridge Siemensstrasse in Frankfurt construction of bored piles
in track area
4 Railway bridge Siemensstrasse in Frankfurt launching of prefabricated
superstructure
5 Railway bridge in Dieburg prefabricated superstructure in fnal position
6 Railway bridge at Schleifenstrasse in Augsburg structure with temporary
bridge before launching
7 Railway bridge Siemensstrasse in Frankfurt Completed structure
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22.52
19.90 1.25 1.37
42 3 95 95 11.68
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12.63
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13.45 13.45
25.00 1.90
Gttingen Frankfurt
1.90
bridges. Until now the construction process corresponds nearly
exactly to the habitual construction underneath makeshift
bridges. The now following construction of two short makeshift
bridges entails close-off of one track as well as reduced traffc
speed, however, only taking a few weeks because of the small
excavation and simple elongation of the launching track. Then,
without infuencing railway traffc, the superstructures, separated
by track (generally double-tracked lines), are constructed off line
in pre-stressed concrete method on falseworks/launching tracks.
To launch the frst superstructure (track 1) into the fnal position,
including erection and demounting of the makeshift bridges, only
a short close-off is required. Immediately after positioning of the
superstructure supported on one side of the newly launched
superstructure the makeshift bridges are re-erected to create
operability.
Construction and launching processes are repeated for the su-
perstructure with the second track. Once the superstructures of
track 1 and 2 are in fnal position, framing corners or monolithic
connections between large bored piles and superstructures are
constructed underneath the makeshift bridges. Concreting the
framing corner necessitates once again a short line close-off. Af-
ter setting of the framing corners concrete, the makeshift bridges
are removed and the structure is backflled. The regular super-
structure and railway installations are completed.
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Comparison of construction methods
Criteria Top down construction Construction underneath
makeshift bridges
Bridge launching
structure concept integral frame construction traditional construction integral frame construction
bearings, joints no yes no
construction type
substructures
large bored piles as frame stanchions, construc-
tion in track area
traditional construction with joints and bearings,
construction in track area within pit sheeting and
under makeshift bridges
traditional construction, monolithic
joints, construction off track on laun-
ching tracks underneath foundations
type of foundation foundations footings/foundations footings
construction type
superstructure
off track, transverse launching into fnal position,
construction of framing corner (connection super-
structure substructure) as individual work step
off track, transverse launching into fnal position;
alternatively prefabrication of steel bridge with
complete lifting
off track together with substructures,
transverse launching into fnal position
makeshift bridges number reduced to the small pit areas of large
bored piles, use reduced to a few weeks, short
use of makeshift bridges, short period with
reduced speed
makeshift bridges in the area of new substructures
(abutments, piers), series of makeshift bridges with
temporary supports, construction time of substructu-
res underneath makeshift bridges from 6 to 8 month
relevant to railway operation, long-time employment
of makeshift bridges, long period with reduced speed
in general no makeshift bridges required,
no periods with reduced speed
close-off periods reduced to construction of large bored piles
and sheeting measures in the piles area, for
erection and demounting of makeshift bridges,
for bridge completion
many close-off periods due to large pits and sheeting
area as well as anchor or stiffener assembly; on some
projects for construction of temporary supports and
multi-part makeshift bridges, close-off for launching
close-offs only for pit sheeting and
bridge launching, generally, one week-
end per track
pits/sheeting/
excavation quantity
minimized pits only in the area of large bored
piles, low pit depth, small pits, small sheeting
areas and excavation quantities, few ancho-
ring works for pit securing
large and deep pits acc. to abutment size and foun-
dations, large sheeting area, many anchoring works
for pit securing, large excavation quantities
large and deep pits acc. to abutment
size and foundations
high groundwater level construction above groundwater level,
no water-tight pit sheeting, no groundwater
drainage, small pits, small sheeting areas,
small space required
construction within groundwater, water-tight pit
sheeting, groundwater drainage, interference into the
groundwater, deep pits, many anchoring/stiffening
measures
construction within groundwater,
water-tight pit sheeting, groundwater
drainage, interference into the ground-
water, deep pits, large pit sheeting
area , many anchoring works
limited construction
feld/construction within
existing strucutres
small space required as small pit dimensions large space required as deep pits for foundation
construction
large space required as deep pits
through foundation construction
ground unsuitable
for footings
unproblematic as foundation constructed from
the track, support of abutments by superstruc-
ture in front of backfll
high effort for soil exchange, diffcult bored pile const-
ruction, working height for special engineering works
limited by makeshift bridges , backfll of abutment
problematic without support by superstructure
problematic due to settlement risk
during launching and in fnal position,
high effort for soil exchange
Construction method
Criteria Top down construction Construction underneath
makeshift bridges
Bridge launching
crossing angle unproblematic as frame structure (no rectangu-
lar superstructure connection required), span
width minimization and slender superstructure
diffcult as orthogonal superstructure connection
required, leading to larger span widths thus higher
superstructures, diffcult abutments and large pits
required, diffcult sheeting and large makeshift
bridges or series of makeshift bridges with temporary
supports, diffcult joints and bearings
unproblematic as frame structure
(see top down method)
fowing water advantageous as no pits underneath ground-
water level, new abutments built underneath
old ones, small quantity of sheeting and
excavation, no water-tight sheeting, no
groundwater drainage
diffcult as construction underneath groundwater
level, frst demolition of old abutment and installation
of water-tight sheeting during close-offs, removal of
existing superstructure at the beginning and repla-
cement by makeshift bridges or series of makeshift
bridges
diffcult as construction underneath
groundwater level, frst demolition of
old abutment and installation of water-
tight sheeting during close-offs, large
quantity of excavation
heavy traffc on
crossed road
no deep construction pits along undercrossed
traffc routes (roads), new construction under
shelter of the old abutments, small interfe-
rence in urban traffc, construction without
infuence on existing cables/pipings etc.
pits parallel to the road with large infuences on traf-
fc, hindrances by cables and ducts (in the pits), old
abutments to be demolished before new construction
deep construction pit along under-
crossed road with interference into the
traffc; hindrances by cables and ducts
(in the pits), existing abutments to be
demolished during launching
highly frequented
railway line
hindrance to operation very minimized super-
structure construction completely off line, after
launching of superstructure railway technical
installations in only 7 to 10 weeks
high interference in railway operation, time for
construction of substructures underneath makeshift
bridges between
6 to 8 month
hindrance to operation very minimized,
superstructure construction completely
off line, sheeting and launching works
within weekend close-offs (60 to 100
hours)
Top down construction is especially suitable under the
following boundary conditions:
- High groundwater level
- Limited construction feld (construction within existing
structures densely built areas)
- Unsuitable ground for footings
- Extremely oblique crossing angle
- Crossing of fowing water
- Heavy traffc on the crossed roads
- Highly frequented railway lines with short close-off periods
and high speed
Advantages of the construction method:
- Robust reinforced concrete frame structure
- No maintenance-intensive transverse and longitudinal joints
- Superstructure slender but deformation-low due to framing
effect
- Rotation angle of fnal tangent negligibly small due to traffc
- No interference into the groundwater during construction

Economic advantage:
- Short construction time on the whole
- Minimized interference into rail traffc
- Shorter periods of reduced speed due to short use of makeshift
bridges
- Savings in the provision of makeshift bridges
- Savings in superstructure maintenance
- Cost savings in site securing measures (safety attendants)
- Savings in construction supervision
A selection of SSF projects constructed using the top down construction
1993 Railway bridge Coswitzanger Schmlln on the line Grlitz Gera
1994 Railway bridge over a road on the line Stuttgart Bad Cannstadt
(interurban train)
1995 Railway bridge Sandreuthstr. in Nuremberg on the line Treuchtlingen
Nuremberg
1996 Railway bridge over the federal road B26 in Laufach on the line Wrzburg
Frankfurt
1997 Railway bridge over the federal road B260 in Bad Ems on the line Wetzlar
Koblenz
1998 Railway bridge over the federal road B39 in Neidenfels on the line
Homburg - Ludwigshafen
1999 2 Railway bridges for a newly built groundwater trough in Schwandorf
2000 Railway bridge Siemensstrae in Frankfurt on the Main, on the line
Frankfurt Gttingen and Frankfurt Wrzburg
2000 Railway bridge over the bypass Rote-Tor in Augsburg on the line Munich
Augsburg
2002 Removal of a railroad crossing in Flrsheim on the line Frankfurt
Wiesbaden
2003 Railway bridge over the federal road B 236 n on the line Dortmund Soest
2007 Railway bridge Schtzenstrae in Werl on the line 2103 Dortmund Kassel
2009 Railway bridge in Dieburg, on the line 3557 Darmstadt Aschaffenburg
A selection of SSF projects constructed using the launching method
1990 RailwaybridgeNeustadt WeinstraeonthelineMannheimSaarbrcken
1992 Railway bridge over a federal road near Frstenfeldbruck
1994 Railway bridge over the federal road B 101 near Berlin
1996 Railway bridge on the track Wrzburg Aschaffenburg over the federal
road B 26
2000 Railway bridge Rotherstrae on the track Nuremberg Roth
2002 Railway bridge on the line Rolau Wittenberg over the highway
BAB A9 near Coswig
2002 Railway bridge on the line Schweinfurt Meiningen over the highway
BAB A71 near Kronungen
2010 Railway bridge on the line Pilsen Furth im Wald over the federal road
dB 20 near Furth im Wald
2010 Railway bridge on the line ABS 38 Mhldorf Ampfng
2010 Railway bridge on the line Munich Mittenwald near Uffng
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