ArcelorMittal Europe - Long Products

Sections and Merchant Bars

Bridges
With rolled sections
 Ravine Petit-Etang,
Ile de la Runion

Advanced Solutions for

Rolled Beams in Bridge
Construction
Contents

1.
Bridges with Rolled Sections 2

2.
ArcelorMittal Commercial Sections 4

3.
Steel and Composite Bridges 6

4.
Design and Appearance 8

5.
Composite Bridges 12

6.
Filler Beam Decks 20

7.
PreCoBeam Bridges 28

8.
Prestressed Composite Girders 29

9.
Half-through Girder Railway Bridges 31

10.
Truss Girder Bridges 35

11.
Footbridges and Cycle Track Bridges 37

12.
Finishing Work at ArcelorMittal Commercial Sections 42

13.
Pre-design Software ACOBRI 45

14. Sustainable Bridges with the Use of Rolled Sections 46

Technical Advisory & Finishing 48

Your Partners 49

1
1. Bridges with Rolled Sections

Footbridge at Bettembourg, Luxembourg

Single span bridge with a span of 37.5 m
and a precambering radius of 150 m.
Roadbridge in Differdingen, Luxembourg Bridge with a strong bending over the weak axis (see erection of two main girders on page 7).

There are numerous partners involved This brochure outlines how ArcelorMittal Various methods for constructing short and
when planning the construction of Commercial Sections (as a steel producer) medium span bridges are presented in this
a new bridge. These include: can work with you during the early phases of brochure. These cover footbridges and cycle
planning the construction of a bridge. It provides track bridges, as well as road and railway bridges.
s the decision-making bodies, precise suggestions and alternatives to put
s the residents affected by the construction, forward at an early stage which contribute to The basic element shared by all the construction
s the bridge owner; the architects and the optimisation of a construction project. methods illustrated below is the use of
the engineers commissioned by him. rolled steel sections, in which ArcelorMittal
Commercial Sections is the market leader.
These partners all contribute their
own particular experience and ideas
to the planning of a bridge.

Footbridge over the Haken in

Hamburg, Germany Slender
bridge with 4 spans of 25 m.

3
2. ArcelorMittal Commercial Sections

Rolling of a Histar beam in the rolling mill of Differdingen, Luxembourg

ArcelorMittal Commercial Sections, one of ArcelorMittal Commercial Sections rolls I-beams, The largest standard section of ArcelorMittal
the 5 business units of ARCELOR-ITTAL%UROPE channels, angles and sheet piles. The product has a beam height of 1118 mm with a
,ong 0RODUCTS, with plants in Spain, range covers all sizes in the European standard flange thickness of 45 mm. In addition,
Poland, Czech rep, Romania, France, Italy series and a large number from the British, ArcelorMittal Commercial Sections also produces
and Luxembourg, is the largest European American and Japanese standard series. proprietary sized and tailor made sections.
manufacturer of hot-rolled sections and has
a wealth of experience on a world-wide scale
in the production and use of these products.
Road bridge over the
A16 motorway, France

5
3. Steel and Composite Bridges

The planning and construction of bridges recognition to their creators, whilst others to this construction. In addition to the spectacular
has continually exercised a strong influence day bear silent witness to their achievement. constructions, there are also innumerable
on the development of the construction short and medium span bridges which attest
industry. Numerous iron and steel bridges Nowadays, long span suspension bridges, to these continuous developments and
are milestones in this development. Some of cablestayed bridges, truss girder and composite highlight the fact that steel is the best choice
these constructions have brought world-wide bridges figure among the high points of bridge of material in the construction of bridges.

Multiple span viaduct at Ditgesbaach, Luxembourg

 
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Advantages of Steel and

Composite Bridges

Experience shows again and again that, in

comparison with other solutions, steel bridges
and composite bridges offer significant benefits:
s they are economical, from the point of view
of construction and operation, in addition to
being well suited for easy, environmentally
friendly, demolition and recycling;
s they offer numerous possibilities in
terms of architectural design;
s they result in shorter construction times;
s they are also suited to restricted
construction depths;
s they enable the approach ramps to be
shortened, resulting in cost savings;
s they help reduce construction costs, because
the reduced weight of the bridges enables
the use of smaller supports and foundations;
s they can be easily adapted to the Road bridge in Differdingen, Luxembourg - Erection of two main girders of a composite bridge by crane. The rolled
replacement of older superstructures and, girders are curved along both cross-sectional axes in order to adapt them to the geometry of the road.
on account of their reduced weight, enable
the reuse of existing abutments, etc.;
s they enable the industrial fabrication of s they are flexible because they can be s industrial production in the form
construction components under strict adapted at any time and at low cost to of high-quality standard products,
quality control conditions in workshops changes in requirements (for example, offering superior availability;
sheltered from bad weather; the widening of traffic lanes or the s cost savings due to minimal fabrication costs;
s they seldom disrupt traffic circulation strengthening of the structure). s high fatigue resistance of the
because the delivery and erection of hot-rolled products;
the pre-fabricated steel parts can be s availability of long pieces, reducing
carried out during off-peak hours; Advantages of rolled girders in the number of site jointing;
s they do not obstruct traffic because they do the construction of bridges s possibility of carrying out finishing work
not require scaffolding or temporary supports; in the rolling mill and consequently of
s they are easy to maintain, because the Rolled girders, used in the construction delivering ready-to-install components
structural components are readily accessible of steel bridges and composite bridges, to the construction site operations.
for inspection and maintenance work; offer the following distinct advantages:

7
4. Design and Appearance
Footbridge in Saint-Quentin-en-
Yvelines, France - Sophistically
designed cable-stayed bridge.
 4. Design and Appearance

Road bridge in Calais,

France - The abutments,
bearing piles, load bearing
structure, facing plates
and guard rails form
a harmonised enrity
plates which lends to the
aesthetic quality of the
construction work.

With bridges, as with any construction project, the choice of Aesthetics

construction materials is influenced or even decided on during
the preliminary project phase. It is therefore essential at this stage In recent years, increasing demands have been made with respect
to take into account the possibilities offered by the use of rolled to the aesthetics of bridges. This trend has also been seen with
sections, in order to reap the full benefits of construction using small construction works which do not come under the category
this method. Experience shows that the subsequent elaboration of prestigious projects. A bridge should now be attractive to look
of counterproposals rarely leads to optimised solutions. at as well as functional. However, there is no standard solution for
satisfying this requirement. Careful design must lie at the heart of
During the preliminary planning phase, the specifications every construction work and each project has its own parameters,
and the conditions which will have a decisive effect within which the designer can exercise his creative freedom.
on the design of the bridge become clear:
s high traffic loads must be safely and reliably carried The solution sought can be highly diverse, for example:
over the whole service life of the bridge; s fitting the new construction to the surrounding
s constraints, such as the geometry of the traffic lanes, environment, so that it does not dominate visually;
the clearances, the construction depth, the angle of s design of an architecturally uniform work, of
crossing, etc. demand suitably adapted solutions; which the bridge forms an integral part;
s requirements with respect to the aesthetics of the s expression of the stand-alone quality of the bridge;
construction work demand careful design; s harmonisation of the structure with a given living space;
s the bridge must often be constructed under difficult s possibility of adapting the work to future developments.
conditions, within very tight deadlines and, as far as
possible, without disrupting existing traffic circulation; With rolled sections, the designer has at his disposal a very
s all forms of environmental pollution must be avoided; powerful tool. By making use of their basic properties - in
s the overall profitability of the project must be ensured, while particular high strength coupled with cost effectiveness
taking into account not only the cost of the construction - he can also include these in a visual statement.
itself but also the indirect costs, such as maintenance costs
and the cost of demolition at the end of its service life.

The planning and design of a construction project constitutes

a complex process and demands the full collaboration of all
the partners involved, as well as calling upon their professional
competence, In particular, there must be a good mutual
understanding between engineers and architects.

The purely technical and economical aspects are not dealt

with here. They will be tackled in the following chapters
where the different construction methods are presented.

9
 4. Design and Appearance

Rolled sections have a simple linear form and feature even By bending the beams, it is possible to adapt them to the desired
surfaces. They lend a clean and precise form to the structure, line. Moreover, the designer can make use of the possibilities to
which is enhanced by the fine aesthetic nuances of the different construct more pronounced curves, notably for footbridges.
surfaces. Stiffeners, which are often seen as disruptive to the
aesthetic harmony of a work, are in general not required due Structures built using rolled sections are visible and easy
to the excellent static properties of these rolled sections. to decipher . The observer unconsciously visualises how
the loads are carried by the structure and appreciates
Bridges constructed using rolled sections are distinguished by both the functionality and aesthetics of the work.
their lightness. As the ratio of span to apparent deck depth is high,
the bridges have a slender profile and the resulting impression of The general form of a bridge is essentially conditioned by the form of its
transparency plays a major role in the overall aesthetics of the work. components and its proportions, in terms of span, construction depth,
height of opening, and pier and abutment volumes.

Footbridge near
Schifflange, Luxembourg
Principle beams with an
extreme curvature.
 4. Design and Appearance

Composite bridge with concrete

crossbeams at Bentwisch, Germany
Design combining steel and colour.

The characteristics of rolled sections offers great flexibility, which The visual impact of a construction work is often influenced to a large
opens up numerous possibilities with respect to spans, slenderness, extent by the choice of colours used. In this field, endless possibilities
choice of line and reduced dead weight of the load bearing structure. for making an aesthetic statement are opened up by painting the
metal. Following the development of new types of paint, this use
The load bearing structure and other bridge parts should work of visual expression is today being used more and more often. The
in harmony. On account of their form and the visual quality of final result depends both on the choice of colours for the different
their surface, steel sections harmonise perfectly with guard components and on their harmonisation with each other and with
rails, safety barriers, acoustic screens and face plates. the surrounding environment. Furthermore, if the bridge is repainted
during the course of maintenance work, new colours can be used in
order to give it an appearance which is at once new and different.

Footbridge over the A13

motorway at Soleuvre,
Luxembourg Design
combining steel and colour.

11
5. Composite Bridges

Road bridge over the A16

motorway, France -
Composite deck with
two main girders in high
strength steel S 460 M.

Principle Applications

Composite deck construction consists of steel girders which support Composite deck construction is recommended wherever construction
a reinforced concrete slab. Composite action is achieved by connecting depth is not, or only slightly, restricted. Feasible spans for
both materials by shear studs. Transverse bracing over supports provides road bridges range up to about 35m for simply supported
lateral restraint. spans and up to about 40 m for continuous spans.
 5. Composite Bridges

prefabricated reinforced
concrete slab

Cross section
HL 1100 R
S 420 M

half cross-section over support half cross-section within span

For a narrow deck, two main girders are half cross-section over pier half cross-section within span

required. When the deck is wider or when

construction depth is restricted, more Example of a 6 girder arrangement (cross section
Example of twin girder arrangement (cross section
than two girders will be needed. of A16 overbridge) of roadbridge, by-pass for the town of Luxembourg)

If an extraordinary torsional stiffness of

the main beams is needed box sections
can be used as alternative to single beams.
These box sections are built from two
parallel rolled girders joined longitudinal
with a weld between the flanges or by a
concrete infill in the chambers of the beam.

Bridge link with two

spans of 23.9 m to La
Sarre, Luxembourg The
composite bridge is a
twin-girder bridge with
box sections of two
longitudinally welded
rolled beams.

Bridge link to La Sarre,

Luxembourg - The large
cantilevers have been
designed to support the
prefabricated concrete
elements during construction
without any scaffolding,
the box sections have
been designed to resist the
resulting torsional moment.

13
Gosnat bridge in Vitry, France

Statical system of main girders An alternative method consists in connecting The use of S 460 high-strength steel in place of
the beams to a concrete cross girder the more traditional S 355 results in a substantial
Girders of single span bridges are simply through end plates and additional slab reduction in weight and corresponding savings
supported on the abutments. Multiple span reinforcement (see page 15 Transverse in material costs. Fabrication costs are also
bridges are designed either as successive bracing ensuring continuity). lower, with a full butt joint, for example,
simply supported or as continuous structures. the weld volume is considerably reduced.
Cambering and bending of main girders
Continuous girders are statically better Steel subgrades
suited: bending moments are lower and Girders are cambered to compensate
deflections are smaller. In addition they for deflections under permanent loads. The use of fine grain structural steel is
offer a major constructional advantage: Additional bending may be required to form particularly advantageous: for example, grade S
the number of bearings and expansion the girders to the shape of the longitudinal 355 M/ML or grade S 460 M/ML in accordance
joints, which cause high costs by the need profile. If the bridge is horizontally curved with EN 10025-4 and HISTAR Trademark Steels.
for regular maintenance, is reduced. bending along the weak axis may be More information on HISTAR can be found on
necessary. Both cambering and bending are our website: SECTIONS.arcelormittal.com
Continuity carried out in the rolling mill on a press.
Shapes made from these low alloy fine-grained
Depending on the overall bridge length and Steel grades steel are produced using a thermo-mechanical
transport conditions the beams may be rolling process with an increased cooling rate
erected as unspliced pieces (delivered ex Steel with a yield strength of and subsequent self-tempering. These grades
works in lengths up to 34 m or in exceptional 355 N/mm2 (S 355) and more recently of demonstrate excellent toughness at low
cases up to 45 m) or site splicing will be 460 N/mm2 (S 460) are used primarily. temperatures and are characterised by their
necessary. In the latter case both splicing by With the latter type, special attention should outstanding weldability. Due to the low carbon
be paid to the stiffness requirements. equivalent value, pre-heating is not required before
butt welding and by bolting (high strength
flame cutting and welding. Also steels for low
friction grip bolts) have proved successful.
temperatures and weathering steels are available.
VDN bridge in Dakar, Senegal
 5. Composite Bridges

Transverse bracing at supports

Structural steel weight (kg/m2)

At supports, bracing is required to transfer
horizontal loads to the bearings and to provide
lateral and torsional restraint to the girders.
Bracing is often designed to carry additional
jacking loads in case of replacement of bearings.

Bracing consists of:

s either steel beams which are

moment - connected to the main
girders by bolting or welding
s or reinforced concrete cross beams,
where the reinforcing steel passes through
drilled holes in the web of the longitudinal
girders. Concrete cross beams are used Mean span Lm (m)
with direct or indirect support.
Composite road bridges. Structural steel weight per square metre of deck area.

Road bridge in Bremgarten, Germany - With concrete Railway bridge over the A23 motorway in Fretin, France - Four-span bridge with spans of 16.9 - 21.9 - 23.0 -
cross beams and indirect support. 17.8 meters. The two continuous main girders and the bracings within spans are rolled beams; the cross beams at
supports are made of reinforced concrete.

longitudinal reinforcement Transverse bracing ensuring continuity concrete are carried by simply supported beams.
After the concrete has hardened, moment
Reinforced concrete bracing over resistance is provided at splices and subsequent
shear studs
intermediate supports of multiple span loads are supported by continuous girders.
main girder end plate
bridges may be designed as splices of Thus hogging bending is produced at supports
load distribution plate
longitudinal girders. This construction method only by super-imposed dead loads and variable
combines the following advantages: actions. Forces are transmitted as follows:

bearing
s the longitudinal girders are erected The compressive force is directed through
as single span girders; the end plate from the lower flange to the
Concrete connection of main girders - Cross section s there is no need for welded or bolted splices. concrete. The tensile force flows from the upper
through bracing (schematic) beam flange through the shear studs into the
Continuity is achieved by the use of vertical longitudinal slab reinforcement. Studs welded to
end plates and additional reinforcing bars in the the vertical end plates transfer the shear force
deck slab. During concreting loads due to the from the steel beams to the concrete bracing.
dead weight of steel girders, formwork and wet

Bridge in Schwedt, Germany - Concrete connection

of main girders.

15
Intermediate transverse bracing concrete, the slab takes over this stabilizing
action and bracing may be removed. With
Vertical loads are laterally distributed by the continuous girders, lateral buckling of the
means of the deck slab. Bracing within the lower compression flange in hogging moment
span is needed to stabilise the girders, but regions must be avoided. This is achieved using
does not participate in load distribution. the bracing at the supports and, if needed,
additional intermediate permanent bracing.
During construction, bracing prevents girders
from lateral torsional buckling in sagging
moment regions. After hardening of the

New public transport system in Oberhausen,

Germany - Crossing the DB railway line.

Composite bridge over busy railway line

in Choisy, France A pair of ready-to-
erect girders are transported to the
construction by rail.

Deck slab These operations can be carried out at the

rolling mills finishing department in a both
The deck consists of a non prestressed cost effective and time-saving process.
concrete slab with longitudinal and transverse Alternatively the work can also be carried out
reinforcement. Longitudinal reinforcement fully or partially in a steel fabricators workshop.
of continuous decks must be specially
designed for crack width control. The ready-to-erect girders are transported
to the construction site by rail or by lorry.
Hogging moments of two and three span bridges The single components are relatively
may be reduced by lowering the structure at light and therefore only low capacity
intermediate supports after concrete hardening. lifting equipment is required on site.

The girders are often pre-assembled in pairs

Bearings and supports in order to get erection units with increased
stability. The girders or pairs of girders are
In general, simple elastomeric bearing pads are lifted into final position by mobile cranes.
used with composite bridges. The advantage Alternatively elements are assembled in a
of the low construction weight of composite nearly area and subsequently launched.
construction results in smaller dimensions
for the sub-structure, including abutments, The low masses of steel components enable
piers and foundations (in particular, rapid assembly of the structure. In most cases,
pile foundations). The resulting savings there is no need for temporary supports. When
in construction costs are characteristic the routes crossed are in service, disruption to
for this construction method. traffic can be kept to a minimum, especially if
works are scheduled during off-peak hours.
Fabrication, transport and erection

Fabrication consists of the finishing of the rolled

beams, i.e. cutting to length, drilling, cambering Composite bridge in Choisy, France
or bending about the strong axis and, if required, Lifting in of two pre-assembled girders
early in the morning.
about the weak axis, welding of shear studs
and bearing plates, surface preparation and
application of a corrosion protection system.

Railway bridge over the A23 motorway

in Fretin, France - Launching of the steel
structure and assembled formwork.
The Horlofftalbridge in Hungen, Germany

17
 5. Composite Bridges

Precast reinforced concrete panels used for permanent formwork. Example of formwork support for cantilever part of slab.

In-situ Concrete Slab Prefabricated Slab The prefabricated elements are placed in
a mortar bedding on the girder flanges.
The concrete slab can be cast in situ either As an alternative to in-site concreting, Alternatively support may be designed
on reusable formwork, or on precast precast deck elements can be used. The main with a small gap between flange and
concrete planks or profiled steel sheeting. advantage of this method consists in the slab which is later filled in with grout.
reduction of the number of site operations and
If certain conditions relating to construction a substantial saving in the construction time. Consequently transverse joints and
and reinforcement are complied with, pockets are filled with concrete to connect
the precast planks contribute to carrying With twin girder - type bridges, the the slab to the steel structure.
loads in the transverse direction, together precast elements span the full width of
with in situ concrete. For cantilever parts, the bridge as a single component. To allow Hogging moments in continuous span girders can
traditional formwork is generally used, with connection with steel girders, slab elements be reduced by lowering (jacking) the structure
supports attached to the edge beams. may have pockets for shear studs. or intermediate supports after hardening of the
concrete. The slab is prestressed longitudinally.

Overlapping bars
C 30/37
C 40/50 in-situ concrete
Concrete element

Wire mesh
Sealant

Prefabricated slab. Example of transverse joint detailing. Prefabricated slab erection of a precast concrete
element.
 5. Composite Bridges

The Horlofftalbridge in Hungen (Germany) with eight spans constructed in 2006. For five spans partially prefabricated concrete beams with heavy rolled
beams in S460 have been used.

Prefabricated composite beams s Braces not needed for casting of concrete, Thus the quality of the structure increases
s Scaffolding not necessary, substantially. The elements can still be lifted and
Short construction time is essential if s Stiffeners usually not required. placed with a light-weight crane (compared
disturbance to existing traffic should to the heavy weight of pre-stressed concrete
be minimized. This requirement is met Further benefits for this type of construction are: girders). The overall construction is extremely
through prefabrication of composite s Steel contractor on-site superfluous, efficient and the construction time is optimized.
elements which are light, and therefore s Manufactured in workshop conditions,
easy to handle and to transport. s Composite actions already in
construction period.
The main advantages of the prefabricated
concrete flange hereby are:
s Stabilizes beam (transport and construction),

The Horlofftalbridge in Hungen, Germany - Lifting in of a partially prefabricated beam.

19
6. Filler Beam Decks

Bridge at
Ste-Frontignan,
France
 
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Principle

A filler beam deck consists of a concrete

slab with stiff longitudinal reinforcement
made of rolled beams and transverse
reinforcement of steel bars.

Closely spaced steel beams and concrete

act compositely. Specific mechanical shear
connection is not required provided that
beams are cleaned to remove mill scale
and that certain, mainly mill geometrical Multiple track railway bridge in Nienburg, Germany - Construction of a filler beam railway bridge as part
The longitudinal profile of the road and the tracks of the Puymorens road tunnel link between France
requirements, are met (refer to codes). greatly restrict the available construction depth. and Spain.

Applications

Originally developed only for railway bridges,

over the last few decades filler beam decks
have also been widely and effectively used
for road bridges. It offers a robust, simple and
durable construction which does not require
any highly specialised labour. Due to their high
load carrying capacity, there are now a large
number of decks of this type still in use even
where the service conditions have changed.

Filler beam construction is recommended:

s for bridge decks with restricted
or very shallow depths;
s for bridges crossing roads with high traffic
Formwork Transverse reinforcement density: erection is both quick and easy;
temporary supports and falsework are
not required, so that disruption of traffic
can be avoided to a large extent;
s when replacing decks in existing structures:
the shallow slab thickness facilitates
adaptation to the geometrical constraints.
Typical cross-section of a single track railway bridge.
Furthermore, the monolithic construction is
also well suited to erection by launching.

The span covered by filler beam decks range

s up to 40 (50) meters for road bridges;
s up to 30 (35) meters for railway bridges;
(figures in brackets apply for
continuous multiple span bridges).

Multiple span filler beam bridge for the approach

viaducts to the crossing of the high speed railway line
LGV Est over the Moselle river.

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Overbridge at motorway Interchange in Fameck, France -

Beams are bent horizontal to match road curvature.
Filler beam deck bridge in Esch-sur-Alzette, Luxembourg - 19 m span; 0.65 m deck depth.
For aesthetic reasons the edge beams are not encased in concrete on the outer side.

Design Beams need to be cambered for two reasons: Connections may be carried out as bolted cover
to compensate for dead load deflection plate splices or as butt-welded splices. Usually
Considering the bridge deck in the longitudinal and to allow the deck shape to follow the they are located within spans at a section with
direction, a composite structure is assumed longitudinal profile of the road or track. In low bending moment, and they are staggered.
for the design. In the transverse direction case of a curved deck supplementary bending
the deck behaves as a reinforced slab. about the weak axis may be required. Both In order to maintain beams in position during
For ultimate limit state, plastic moment cambering and bending may be carried out concreting, spacers (for example threaded rods)
resistance may generally be considered with at the rolling mills finishing department. should be provided. Stability against lateral
concrete in tension being neglected. For torsional buckling under dead load (of steel and
the calculation of the deflections due to With multiple span bridges, structural continuity wet concrete) must be checked. Concreting
superimposed dead loads and live loads, a partial is generally preferred to simply supported may be carried out in more than one stage and/
contribution of concrete in tension to flexural decks. For this purpose beams are either: or transverse and plan bracing may be needed.
stiffness is taken into account. Fatigue strength s delivered to site and erected in full
of non-welded parts need not to be checked. length, if allowed for by production,
transport and erection possibilities;
Steel grades S 235, S 275 and S 355 are s or spliced on site.
commonly used. For long spans, vertical
deflection under traffic loads usually does not
Lower side of a filler beam deck - Only the bottom flanges of beams are visible.
govern the design. Hence high strength grades
S 420 and S 460 provide cost advantages.

Beams

Longitudinal reinforcement of the slab consists

of rolled I-beams. The web spacing does not
exceed 75 cm. A clear distance of at least 15
cm between flanges is needed to allow pouring
of concrete. The upper flange is encased in
concrete with a cover of 7 to 15 cm, but
not exceeding 1/3 of the nominal section
depth. After completion of the deck, only the
soffit of the lower flanges remains visible.

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Reinforcement

In transverse direction non-prestressed

reinforcing bars contribute to carry the loads.

The lower bars are threaded through holes

in the steel webs whereas the upper bars
pass over the beams. Both reinforcements
are anchored beyond the outer beams.
Stirrups and reinforcing bars in longitudinal
direction are added according to the statical
requirement or for the control of cracking.

Filler beam deck bridge in

Amsterdam (Dutch State
Railway Company).

Bridge for the high-speed

track of the LGV Ouest,
France
 
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Pont de Cyrnos in Senegal -

Detail of the support.

Bearings Fabrication, transport and erection Beams are delivered to site ready for erection.
Beam length may reach commonly 34 m.
Simple elastic bearing pads are provided for Fabrication consists in finishing of beams in a In exceptional cases they can be supplied
each beam. The number of bearings may be few simple operations which may all be carried (by rail) in lengths of up to 45 m. Due to low
reduced by the use of an integrated cross beam out at the rolling mills finishing department: unit weight, only small cranes are needed.
which requires additional reinforcement bars. cutting to length, drilling of holes, cambering,
welding of bearing plates (if any) and application
of corrosion protection on lower flange.

Pont de Cyrnos in Senegal - Bottom view on the filler beam deck and support.

25
Railway bridge at Berchem, Luxembourg

There are various proven methods for

the construction of the bridge decks.
These include the following:

s lifting of beams into final position and

assembling of spacers and bracing;
s assembling of beams on an area
located behind the abutment
and subsequent launching;
s erection of beams alongside final location
on temporary supports, concreting of the
deck and finally sliding into position.

The last method is often used for

the replacement of old decks.

All these methods cause only minimal

Construction of an overbridge of A104 motorway, France Falsework is not required.
disruption to existing traffic. Disruption of motorway traffic is minimal.

Railway bridge of the TGV Atlantique high speed line in Formwork and concrete The space between beams is entirely filled
Massy, France Launching of the beams over the A10 up with concrete and the upper flanges are
motorway interchange.
The formwork consists of prefabricated encased with a minimum cover of 7 cm.
fibrecement or concrete planks which are
placed on the lower flanges of the beams. A With deeper beams concreting is carried
sealing mortar bed or rubber strip is used at the out in two or more steps with a first layer
support. For the slab edges traditional formwork of at least 15 cm thickness. This helps
is attached to temporary supports. Prefabricated to prevent beams from lateral torsional
permanent formwork units may also be used. buckling. Temporary props are not needed
and construction can be completed without
disturbing traffic under the bridge.
 6. Filler Beam Decks

Railway bridge at Ste-Frontignan, France -

Lifting in of a pre-assembled part over
an existing railway line.

Full moment rotation joint with botted cover plates.

View on support. Assembled first span over the existing railway line.

Railway bridge at Ste-Frontignan, France

27
 7. PreCoBeam Bridges

Cross Section alternative of the PreCoBeam designed by Oxycutting of a rolled beam (HD 400x421 in S460) Separation of a PreCoBeam in the finishing shop of
SSF Ingenieure, Munich. with the shark fin shape for the PreCoBeam bridge at ArcelorMittal.
Vigaun, Austria.

The PreCoBeam (Prefabricated Composite After cutting, corrosion protection on the to the design requirements. As a result, the
Beam) solution is a new bridge construction profiles on the parts exposed to the atmosphere PreCoBeam, with the use of state-of-the-art
method invented in the beginning of the in the final stage. In the next step reinforcement continous shear connectors and integrating
new millennium. It is again an example for bars are placed through the cutting shape the advantages of prefabricated element
economic bridge solutions with rolled beams and a concrete top chord is concreted in bridges, meet the following targets for
and a high degree of prefabrication. This the shop to produce a prefabricated bridge competitive and sustainable construction:
method is based on a rolled steel beam, oxy- element. Subsequently the prefabricated s high safety standard for vehicle
cut longitudinally in two T-sections with a bridge elements are transported to the site, impact, especially for bridges with
special shape. This shape works as a continuous placed on the abutments and, finally, the only two girders (shock),
shear connector which allows for the shear residual concrete chord is added on-site. s reduction of coating surface,
connection between profile and slab without s elementary steel construction
the use of studs, and thus without any welding. The method is a very flexible solution offering nearly without any welding,
various cross section possibilities according s sparse maintenance and easy monitoring.

PreCoBeam used for the bridge at Vigaun, Austria. Lifting-in of a PreCoBeam for the bridge at Vigaun, The Vigaun bridge made of PreCoBeams with three
Austria. spans of 26.15 m and a slenderness ratio of 1/23.
8. Prestressed Composite Girders

Single span bridge in Kerpen Horrem, Germany - 41.25 m long HE 1000 A beams used for prestressed composite girders of Preflex type.

Principle After erection on-site the other flange is Applications

connected to the concrete slab. By this
When a rolled beam is bent the tension procedure double composite action is given. Prestressed composite girders have:
flange is elastically stressed. In this state it s a very high moment capacity; they are suited
is encased in concrete. Shear connections A two-fold aim is achieved: to the construction of bridges carrying
are provided for composite action. s the concrete slab increases the bending heavy loads, in particular railway bridges;
capacity and stiffness of the girder; s a very high stiffness; deflections
After hardening of the concrete, bending s under service load pre-compression stress in under service loading are small.
is released. The concrete part is thus the concrete of the lower flange is reduced,
compressed - it is prestressed. but not totally. Thus no cracking occurs; Due to these properties, prestressed girders
concrete of the lower flange increases the are particularly suited to structures when
flexural stiffness and reduces deflection. the available construction depth is highly
restricted. The slenderness ratio value
(ratio of the span divided by the structural
depth) may reach 45 for road bridges.

29
 8. Prestressed Composite Girders

cambered beam

elastic bending

lower flange is encased in concrete

after hardening concrete is prestressed

by releasing of bending load

on site slab is cast and steel web

is encased in concrete

Fabrication of prestressed composite girder.

Fabrication and Erection Most prestressed composite girders are simply If particularly high loads are to be carried (for
supported beams. Sometimes girders are example railway loads) prestressed composite
Beams are cambered at the rolling mill. spliced at supports for continuous action. girders may be arranged side by side. No
formwork is needed. By encasing in concrete
At the fabrication shop shear connectors and After erection of the prefabricated girders girders are integrated into a massive slab.
additional cover plates (if any) are welded to formwork elements are placed on the lower
the flanges. Then elastic bending, encasing of flanges. They are specially shaped for casting
lower flange with concrete and prestressing of the slab and simultaneous encasing of
are carried out as described above. the steel webs. Thus a protective treatment
against corrosion is not necessary.
9. Half-through Girder Railway Bridges

Half-through girder
railway bridge at Orgon, France

31
 9. Half-through Girder Railway Bridges

Railway bridge over the Emile Mark street in Differdange, Luxembourg - The Reconstruction of the railway bridge over EmileMark street in Differdange,
replacement of an old deck with direct track fastening by a ballasted track bridge Luxembourg - Because of the very restricted construction depth, two single track
required a structural system with minimized construction depth. A half-through half-through type bridges were implemented.
girder deck solved the problem. The picture shows the assembled steel framework
before concreting.

Principle

Main girders are arranged on both sides of the track. Their

lower flanges support a floor with a ballasted track.

Applications

Half-through construction is appropriate if available construction depth

is very small. Rolled beams used as main girders cover single spans
up to about 16 m for standard track. For multiple track lines separate
decks may be built without a need for increasing the track spacing.

This construction method is suited for both the construction

of new bridges and the replacement of existing decks. Also old
decks with direct fastening of the track can be replaced in decks
of modern form with ballasted track. Single span decks may Renovation of the platform in the main station in Zrich - The new
5-span decks for ballasted track are of half through girder type
be completely prefabricated and brought into position during with rolled beams and a reinforced concrete slab supported on lower
temporary possession with minimal disruption to trains. flanges. Available time and space dictated the erection procedure.
The 69 m long beams were lifted into position with portal cranes.

This example shows a bow-string bridge for the Mediterranean high speed railway line over the French highway A7 near Avignon (F). A filler beam deck has been used to span
transversally to the bridge axis.
 9. Half-through Girder Railway Bridges

LGV Est bridge, France

Design and construction

Main girders of short span are rolled beams. For longer

spans built-up sections have to be used.

The floor between the girders is of filler beam type. Rolled beams
are arranged as cross girders in a close spacing and are encased in
concrete. Only the lower flanges that carry the permanent formwork
are left exposed. This method minimizes the construction depth of
the floor which transfers the loads to the main girders. Filler beam
floors are therefore well suited also for double track bridges.

The inner side of the web of the main girder web is also encased
in concrete. The resulting concrete trough maintains the ballasted
track. For lateral stability of main girders, part of the cross beams
are rigidly connected to the main girders to form U-frames.
A half-through girder deck during launching. It carries the new Mediterranean High
Speed Railway Line which was opened to traffic in 2002. The exposed flanges of the
The floor may also be a common reinforced concrete slab. A few cross transverse filler beams can be seen at the bottom side. The blue coloured part is the
launching nose.
beams and bracing are then required for stability during construction.

The prestressing method described may be applied to the main girders and the encasing slab in order to
reload the concrete (SNCB-NMBS system). The resulting structure is extremely stiff.

Concrete
Rolled beam bent
(2nd stage)
for prestressing

Ballasted track

Tension cable
Concrete (1st stage)

Extension of the Brussels - South Station for the Eurostar trains - A launching gantry Typical cross-section of a half-through prestressed composite deck - This system
is used for fast erection of prefabricated prestressed composite decks. of prefabricated deck has been developed by the National Belgian Railway Company
(SNCB-NMBS).

33
La Savoureuse bridge, France
10. Truss Girder Bridges

Reconstruction of the bridges over the Muota river,

Gotthard -line of the Swiss Federal Railway Company -
Diagonals and upper chords are made of rolled beams
(HD and HE shapes). Thermomechanically rolled steel
was used for enhanced weldability.

Steel truss girders are particularly well suited to the construction Design and construction
of medium span bridges, offering high strength and stiffness
combined with low dead weight. They consist of slender elements The easiest arrangement of the deck is at top chord level. The concrete
opening up a wide range of possibilities in terms of overall deck slab, if connected to the steel girders, acts compositely.
shape and resulting in a light and transparent structure.
If available construction depth is limited, through
Steel trusses have also proved effective and economic or half-through arrangements are chosen.
in the construction of short span bridges in remote
sites which are not readily accessible. The low weight of Nowadays, parallel chord trusses are often preferred. Typically diagonals
components greatly facilitates transport and erection. are inclined at the same angle. There are no verticals. Connections
are standardised as far as possible for cost-effective fabrication.

An alternative method to traditional design of truss member

connections arises from the geometric properties of rolled beams.

35
 10. Truss Girder Bridges

Chord and diagonal sections with different sectional areas but

the same inner depth between flanges are arranged in a way to
allow butt welding of flanges without requiring gusset plates.

Rolled beams are most appropriate for chords and diagonals:

they are produced industrially with a high quality standard and
are available at low cost and in a wide range of sizes. As a hot
rolled product they have a good fatigue resistance. They may
easily be hot dip galvanized for corrosion protection.

The open shape of rolled beams facilitates connections. The wide

flange beams, and especially the HD 360 and HD 400 shapes,
have a high buckling resistance which is particularly required for
compression members. Available flange thicknesses of these
shapes range from 18 to 125 mm. All rolled sections can be
delivered in high quality steel grades with high yield strength,
good toughness properties and excellent weldability.

Costa Martina road bridge, Spain - Rolled beam truss girders, continuous over 3 span
of 60.6 - 121.2 - 60.6 m. The picture shows the bridge before the erection of the
precast slab elements on the upper chords.
Bridge over the Alzette river in Cruchten, Luxembourg Transparent
truss structure in composite action without gusset plates S460
rolled steel sections have been used as truss members.
11. Footbridges and Cycle Track Bridges

Footbridge over the

expressway at Soleuvre,
Luxembourg

37
Pedestrian crossing of
Kirchberg, Luxembourg

Conceptual design of footbridges and

cycle track bridges is often governed by
requirements which are not purely functional
such as span and intended use. Integration
to the environment, alignment to existing
footpaths or cycle tracks, arrangement of
access ramps, possible adding of a roof are
all factors which can exercise a determining
influence on the choice of the structure type.
Hence the wide range of requirements with
respect to design and aesthetics results in a
number of possible forms of construction.

The floor may be arranged at the top level of

the structure or at lower level if the structure
is of the through or half-through type.
Main girders may be straight or curved.

Bottom view on the footbridge at

Soleuvre, Luxembourg Sheet piles
are used for the abutments.
 11. Footbridges and Cycle Track Bridges

Footbridge for the visitors of a leisure park in Wavre, Belgium - Through type bridge with thematic enclosure.

Footbridge over the national road at Wasserbillig, Luxembourg

Floor at top level Design and detailing are similar to those

for road bridges. Girder dimensions are
Most frequently the floor slab is comparatively smaller and the span range
supported by two main girders. covered with rolled beams is wider.

Wooden decks have proved successful with

small spacing of girders. Steel cross beams and
bracings are then required. A reinforced concrete
floor offers the advantages of composite
construction if connected structurally to the
steel girders. For narrow decks precasting
of slab units speeds up construction.

Bottom view on the twin-girder, composite footbridge

at Wasserbillig, Luxembourg

39
Access footbridge to the building of the Court of Justice of the European Communities, Luxembourg - Architectural design based on lattice girders.

Half-through construction Transport and erection Equipment

Half-through cross sections with the floor at Main girders, cross beams and bracing are Footbridges are looked at from both short
bottom level are often used because the shallow usually transported to site as individual and long distances. Therefore the design for
construction depth provides the shortest lengths components. Long beams are site spliced. appearance of equipment, such as parapets,
of ramps. Main girders may also act as a parapet. lighting, etc. are particularly important.
The bridge may be erected in final position
Cross beams are rigidly connected to or alternatively be completely assembled Footbridges built to interconnect buildings
main girders for lateral stabilization next to the final site and then lifted or are mostly of the covered type. A lattice
through U-frame action. launched into position in one unit. The girder form with the roof attached to
last method requires heavier equipment the top chords is then suitable.
The cross beams carry the floor made of but permits very fast erection with
wooden or steel planks, precast concrete units or minimal disruption to existing traffic.
in-situ concrete cast on permanent formwork. Other construction types
Horizontal bracing is located underneath.
For different reasons other construction types
may be used: suspended, cable stayed, truss,
arch, etc. For all types the wide range of rolled
sections offers a variety of design possibilities.

Conclusion

The use of rolled beams in the construction

of footbridges and cycle track bridges
offers a number of advantages: simple
design, low fabrication costs, fast
erection, minimized disruption to existing
traffic, attractive forms and colours.

Erection of half-through type

structure - Pre-assembled
framework including permanent
steel shuttering is lifted into
position by crane.
Footbridge over the Sre at Steinheim, Luxembourg

View on the wooden walkway of the half-through bridge with Bottom view on the stiffening elements
rolled sections in Steinheim, Luxembourg of the bridge in Steinheim, Luxembourg

41
12. Finishing Work at ArcelorMittal
Commercial Sections

Cutting of PreCoBeams
with the full-automatic
oxy-cutting process in the
finishing workshop.
 12. Finishing Work at ArcelorMittal Commercial Sections

Finishing workshop - Cambering of bridge girders on Finishing workshop - Welding of shear stud connectors. Automatic surface treatment equipment - Shot blasting
the press. and protective coating of beams.

The finishing workshop at ArcelorMittal plates, and the drilling of the web and flanges. In this way, steel components can be
Commercial Sections is equipped to fabricate Longitudinal cutting, notching, machining delivered directly from the rolling mill to
long lengths, heavy rolled beams, and in and welding work can also be carried out. the site, resulting in reduced costs and
particular for operations required in the improved construction deadlines.
manufacture of bridge girders. These including Surface treatment by shot blast cleaning and metal
sawing, bending about one or both main axes, spraying or the application of partial or full paint
the welding of shear stud connectors and end systems can also be carried out in the factory.

43
 12. Finishing Work at ArcelorMittal Commercial Sections

Surface Treatment

In addition to the significant aesthetic function (see chapter Design and Appearance)
surface treatment has to provide an effective protection against corrosion.

The following are conditions for a durable protection:

s careful surface preparation
s controlled application of the protective coating
s regular inspection during the life of the bridge and immediate repair of any damage.
Filler beam bridge built over a heavy traffic railway line -
High quality coating provides durable protection to
Over the last few years, much progress has been made with respect to paint formulations, lower flanges.
their application, their durability and their environmental friendliness. In general,
modern coating systems last for at least 20 years before major maintenance.

A number of aspects have to be considered

for the choice of the appropriate system: type
and expected life of the bridge, local climate
and other environmental site conditions,
constraints relating to maintenance, possibilities
of surface preparation and painting, metal
Surface preparation
spraying or galvanizing at workshop, and
feasibility of applying the final coating on site.
Blast clean SA 3

Steel components which are encased in

Coatings
concrete do not require coating. However
transition zones must be carefully designed.

It is recommended to carry out as much

Primer and intermediate coat to be applied in the workshop, top coat on site, of the surface treatment as possible in the
after completion of deck slab. controlled environment of a workshop.
Usually only the finishing coat is applied after
erection on site. Here, rolled beams can offer
the advantage of already being coated with
Example of protective treatment for composite decks. the required systems in the rolling mill.

Protective coating systems

Surface preparation
The choice of a suitable system and
Whole surface of beam: blast clean SA 2 1/2
the correct application are essential
Lower flange: blast clean SA 3
for effectiveness and durability.

Coating of lower flange

The available protective systems
include the following:

s painting
s metal spraying
s hot-dip galvanizing
s galvanizing + painting (duplex system)
Primer and intermediate coats to be applied in the workshops,
top coat on site after concreting

Example of protective treatment for filler beam decks.

13. Pre-design Software ACOBRI

ACOBRI (ArcelorMittal Composite Bridges)

is a pre-design software for composite
bridges with a superstructure based on rolled
sections. ACOBRI applies to road-, railway-
and footbridges with single as well as multiple
spans. Various alternatives of cross-section
types like conventional deck, deck with
prefabricated composite beams, box girder
deck, concrete-filled box girder and filler-
beam deck are included. The pre-design is
carried out according to the French, German
or Eurocode (EN) regulations. The software is
available as French, English and German version.

Please check our website for download

and recent updates of our software:
SECTIONS.arcelormittal.com

45
14. Sustainable Bridges with
the Use of Rolled Sections

Sustainable bridges with the existing bridges must carry the increased traffic; Bridges using rolled sections are maintenance-
use of rolled sections considering all bridges, short span bridges are friendly structures, easy in deconstruction
the most frequent category. Therein, the use and excellent to preserve the resources for
The preservation of natural resources in our of rolled sections can play a significant role. recycling at the end-of-life. The recovery rate
industrialized societies has become priority of rolled sections in bridges is 99%. Also, steel
in creation of built environment. As a result, Sustainable bridges using rolled steel elements can be re-used after dismantling.
construction concepts have to comply with sections provide the opportunity to give Due to their low weight, the possibility to
changing economical parameters like the an answer to the infrastructural demand use detachable connections and fast erection
incorporation of life cycle analyses in the design while being fully consistent with the schemes e.g. mobile bridge designs have been
of structures as well as with technological various aspects of sustainability goals. developed with the use of rolled beams.
changes in considering sustainability goals in
respect to the environment and society.
Ecological aspects of sustainability Economical aspects of sustainability
These sustainability goals are in nature:
s ecological, The main ecological goals aim at using Besides being interested in the reduction of
s economical, construction materials that are safe from health investment costs, investors are also concerned
s socio-cultural, and environmental points of view, reducing about the optimization of operational
s technical oriented, waste when dismantling the structure at the end costs and the achievement of the longest
s process oriented. of their service life, and at preserving as best possible service life in combination with
possible the energy content in the construction high flexibility in use of the structure.
They are interdependent as well as materials, thus maintaining their ideal efficiency.
ambivalent, providing a coherent response Here, structural steels offer high material Rolled sections in bridge construction allow
to complex questions and ensuring future efficiency and rolled sections constitute the architects and designers to easily fulfill the
generations a pleasant environment. most recycled construction material in the world. requirements of investors by combining
In the modern electric arc furnace (EAF) route, high quality, functionality, aesthetics, low
Bridges are of vital importance to the transport steel is produced using 100% scrap as a raw weight and short construction times.
infrastructure of societies. Growth in traffic material (upcycling). In addition, EAF technology
density during recent decades has been allows for significant reductions of noise, particle Slender superstructures can be designed which
tremendous. As a consequence, numerous new and CO2-emissions as well as water and primary decrease construction height and earthworks
roads and railway lines were built or are planned energy consumption in the production mills. leading to a further decrease of material,
to be realized in the near future. Meanwhile, fabrication, transport and construction costs.
Reconstruction of bridge over the Nahe near Bad Mnster am Stein, Germany - This bridge is located in a nature reserve.
A composite deck was constructed on the existing piers.

Short construction times and therefore sections lead to transparent and lean structures Process aspects of sustainability
reduced traffic disturbance save user costs combined with robustness and safety. Local
during construction, enabling public savings inhabitants and their social environment Steel construction offers many advantages
to be achieved. Tenders including the life remain clean in uncontaminated surroundings through its flexibility, lightness and cost
cycle costs prove the competitiveness and as steel in structures does not release any effectiveness. In composite construction for
sustainability of composite construction for harmful substances into the environment. short and medium span bridges, rolled beams
bridges with short and medium spans. are used as primary bearing elements. They
are industrially produced to a high quality,
In addition to economic constructional Technical aspects of sustainability offer good availability in a full range of sizes
costs, steel and composite bridges are and steel grades, including the high strength
also operationally economical. They are Composite bridges with rolled beams have the grades (e.g Histar). With long lengths possible
easy to maintain, because the structural advantage of being able to resist high level the end product is accordingly delivered to
components are readily accessible for utilization and are adaptable to changes in site ready for erection. Quality control has
inspection and maintenance work. Inspecting use. These robust construction solutions are already been carried out at the producing
composite bridges is simple and reliable. capable of coping well with variations in use rolling mill. Smaller construction sites and
during service life without damage or loss of plant equipment are therefore needed whilst
Bridges using rolled sections can be repaired. functionality. Especially for the refurbishment minimal noise and dust disturbance on site
Composite bridges are a flexible and low of bridges, intelligent solutions are required. are characteristics for steel construction.
cost method in adapting to changes in On the one hand the public economy has
requirements e.g. the widening of traffic to be satisfied to a certain extent; The bridge solutions using hot rolled sections
lanes or the strengthening of the structure. on the other hand technical, economic and can reduce erection times. Hence, cost for
political boundaries have to be respected. traffic control measures are saved as well as
In this regard, composite construction is accident potential is reduced. These bridges are
Socio-cultural aspects of sustainability providing the potential with the possibility to designed to be constructed without essential
use cost-effective construction techniques and interference to the traffic under the bridge
Bridge design has also to take into account advanced construction procedures providing as well as to incorporate minimized traffic
aesthetic demands with the social expectations adaptability of the available bridge systems. disturbance throughout their maintenance.
of its surrounding environment, either by
design of an architecturally uniform work
or structures which do not over-dominate
visually. Bridges with the use of rolled steel

47
Technical
Advisory
& Finishing

Technical advisory Finishing #ONSTRUCTION

We are happy to provide free technical advice to As a complement to the technical capacities !COMPLETERANGEOFPRODUCTSAND
optimise the use of our products and solutions of our partners, we are equipped with SOLUTIONSDEDICATEDTOCONSTRUCTIONINALL
in your projects and to answer your questions high-performance finishing tools and ITSFORMSSTRUCTURESFAADESROOFING
about the use of sections and merchant bars. offer a wide range of services, such as: ETCISAVAILABLEFROMTHEWEBSITE
This technical advice covers the design of
structural elements, construction details, surface drilling
protection, fire safety, metallurgy and welding. flame cutting
T cut-outs WWWCONSTRUCTALIACOM
notching
Our specialists are ready to support your
cambering
initiatives anywhere in the world.
curving
straightening
Contact: [email protected] cold sawing to exact length
welding and fitting of studs
To facilitate the design of your projects, we also shot and sand blasting
offer software and technical documentation that surface treatment
you can consult or download from our website:

SECTIONS.arcelormittal.com

Photos:
SNCF, Nederlandse Spoorwegen, Christmann & Pfeifer, TUC RAIL, Fietz, Carlo Hommel, Oliver Hechler, Jean-Pierre Jacqueton,
Andreas Girkes, Falk Satzger, Claudine Bosseler, URSSA, Paul Wurth, IMW, SSF Ingenieure, Milestone Consulting Engineers
Your Partners

ArcelorMittal
Commercial Sections
66, rue de Luxembourg
L-4221 Esch-sur-Alzette
Luxembourg
Tel: +352 5313 301
Fax: +352 5313 

SECTIONS.arcelormittal.com

We operate in more than 60 countries

on all five continents. Please have a look
at our website under About us to find
our local agency in your country.

Although every care has been taken during the production of this brochure, we regret
that we cannot accept any liability in respect of any incorrect information it may contain
or any damages which may arise through the misinterpretation of its contents.
ArcelorMittal

huvlrq
Commercial Sections

66, rue de Luxembourg

L-4221 Esch-sur-Alzette
LUXEMBOURG
Tel.: + 352 5313 301
Fax: + 352 5313 

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