Prefabricated Steel Bridge Design

Prefabricated Steel Roadway Bridges
Conference: Bridges Southeast Asia

03-04.08. 2010
Design, Construction and Maintenance

of Prefabricated Steel Roadway Bridges
in Indonesia
Dipl.-Ing. Zdenek Fukar
1
Prefabricated Steel Roadway Bridges Content
Requirements for Prefabricated Bridges
Influence factors for structure type selection
Prefabricated steel bridges in Indonesia
Indonesian standards for loads, safety factors
Selected topics of truss design
Concrete deck, damages and their prevention
Erection and quality inspection
Regular inspection and maintenance
2
3
predefined roadway cross section, span variation

and increment by roadway authority
optimized requirement for storage space
easy transport and handling without heavy
equipment
robust against damages
easy part identification
erection with unskilled workers without heavy
equipment
4
modular bridge system concept

with interchangeable members between the spans
optimized number of elements keeping bridge

economical
optimized space requirement for storage and
transport
clear identification and easy logistic
5
modular bridge system concept

with interchangeable members between the spans
erection might not be done by bridge supplier
must be safe against wrong erection
interchangeable members must be safe against

wrong erection (one beam size=one bolt group)
supplied with comprehensive erection and
maintenance manual
6
7
typical and standardized road section

land topography
geology and foundation methods
environmental loads (earthquake sensitive zone)
erection method and available erection
equipment
8
Land topography
majority of bridges over rivers with big water level
fluctuation (flood), less over railway or other
roads, majority in low land
required small constructions height =>

structures with bottom roadway deck
9
Geology and foundation methods

majority soils with low bearing capacity
pile foundation methods
bridge systems causing vertical support forces
no arched structures
no frame structures
10
Environmental loads (earthquake sensitive zone)

Indonesia is divided in 6 zones with coefficient for static
lateral loads from 0.23 to 0.07 (zone 1-6)
multiplied with importance factor 1.0 or 1.2
11
Environmental loads (earthquake sensitive zone)

steel bridges are much lighter than concrete
bridges
light superstructure minimize the longitudinal
and lateral forces on abutments due to the
earthquake
saving cost in the pier and the pile foundation
In total cost steel bridges are economic even for

shorter spans
12
Erection method and available erection equipment

no heavy erection equipment available
limited lifting capacity with manual derrick
cranes, limited mobile crane availability 20-40ton
light bridge members
no welding on site
HSFG bolted connection on site
13
Erection method and available erection equipment

structure shall be suitable for:
cantilever erection method using the same
structure as counter span
cantilever erection method with temporary support
erection with temporary support
14
15
Typical roadway sections (Standard Bina Marga)

A - type : 1m + 7m + 1m national roads
1.0m 7.0m 1.0m
2% A-TYPE 2%
B - type : 0.5m + 6m + 0.5m regional roads

0.5m 6.0m 0.5m
B-Type
2% 2%
16
Short span (15m) 20m 30m (40)m:

composite bridges (span increment 5m)
Medium span (30m) 40m 60m (100)m:

truss bridges (span increment 5m)
17
composite bridges span (15m) - 20m - 30m - (40m)
18
Composite bridges (15m) 20m 30m (40)m

concrete roadway deck as structural element
=> economical solution
quality control of reinforcement quantity and

layout and of concrete grade are essential for
proper function
not suitable for rural areas
19
Composite bridges
use of 5 girders (B-type) and 6 girders (A-type)
=> possible deck repair with division of roadway
reinforcement grade BTJ400 fy=400MPa
concrete deck on formwork
concrete mix usually on site
concrete grade: cube 30MPa
design without temporary support even temporary
supports are used for steel erection because they
are without proper foundation which settles under
the concrete load loosing the support effect
20
Truss bridges (30m) 40m 60m (100)m

most common type of bridge
21
22

most common type of bridge
fulfilling most criteria for prefabricated bridges
modularity
indentical roadway members in all spans
interchangeable truss members though spans
light single bridge parts => easy handling
easy erection with bolted connections on site
23
Indonesian standard for loads, safety factors
24
Indonesian standard (SNI) for load:

Truck: 50ton/lane * 1.3 impact
D-lane load: variable UDL 9-5kN/m2
KEL 49.0 kN/m
The variability of UDL represents the dynamic
impact
KEL is multiplied by impact 1.4 (L<=50m)
1.3 (L>=90m)
25
Indonesian standard: Truck 50.0 ton
AASHTO HS25-44: 40.5 ton
26
UDL load: comparison SNI AASHTO HS25-44

18
UDL: comparison SNI <=> AASHTO HS25+44
SNI-UDL [kN/m2]
16 AASHTO HS25-44 - UDL*Impact
ULS=1.8*SNI-UDL [kN/m2]
14
UDL load [kN/m2]
ULS=2.17*AASHTO HS25-44 -
UDL*Impact
12
10
4
0 10 20 30 40 50 L[m] 60
Span 70 80 90 100
27
KEL load: comparison SNI AASHTO HS25-44

Nominal values (SLS)
80
70
60
load [kN/m]
SNI KEL*impact [kN/m]

50
AASHTO HS25-44 - KEL [kN/m]
40
30
20
0 10 20 30 40 50 60 70 80 90 100
span L [m]
28
Decisive design combination

AASHTO
SNI
16th edit.
dead load steel 1.1 1.3
concrete asphalt 1.3 1.3
asphalt resurfacing 2.0 1.3
live load 1.8 2.17
wind load 1.0 -
29
30
A. gusset plate design - method of sections

B. interaction of truss and deck
31
A. Gusset plate design - method of sections

1. check strength of GP at the end of each member
(conventional method of strength in tension, compression,
shear)
32
V1-2+V3-4+V2-3>Pd
V1-2+V3-4 = shear strength
Pd
30 V3-4 = tension/compression
V1-2 strenght (using L` for Fcr )
30
V2-3
V3-4
V5-6 > Pd
L` V5-6 = tension/compression
strenght (using L` for Fcr )
V5-6
check section 5-6 check section

tension/compression 1-2 + 3-4 in shear +
2-3 in tension/compression
33
A. Gusset plate GP design - method of sections

1. check strength of GP for each member
shear)
2. check shear of GP in section A-A near chord
34
1. A-A through last

row of bolts
2. VA-A > Pd,i,x + Pd,i+1,x
Pd,i,x Pd,i+1,x
VA-A = shear strenght using
VA-A
A A
LA-A * GP thickness
LA-A
check section A-A in

shear
xy
35
A. Gusset plate GP design - method of sections

1. check strength of GP for each member
shear)
2. check shear of GP in section A-A near chord
3. check compression stress in section A-A
4. check equivalent stress in section A-A
36
1. LA-A , eL , er
NA-A
2. MA-A= Pd,i,z*eL+ Pd,i+1,z*er
3. NA-A from cross girder or
Pd,i,z Pd,i+1,z vertical
4. z = NA-A/AA-A+MA-A/WA-A
eL er b <= cr , cr compression
A strength for b/r
A
slenderness of
check section A-A LA-A unsupported length b if
for N+M with stiffening angle use
12*t of GP for r
5. slenderness b/r <= 120
z + 6. e=(z+3*xy2)0.5 <= fy
37
B. interaction of truss and deck

Major characteristic of Deck in Modular Bridges:
concrete deck on steel grid made of stringers and cross girders
concrete pouring using CSD- corrugated steel deck
CSD
STRINGER
CROSS GIRDER
38
39
Primary effect of the deck => local load:

to transfer the vehicular wheel loads to the stringers, cross
girders and to the main truss
design for bending moments in longitudinal and cross

direction
design for shear
check for punching under the wheel load
40
Secondary effect of the deck:

interaction with the main girder
Bottom chord
elongation
deck under tension
41
Secondary effect of the deck => global load:

due to the interaction with the main girder
in case of truss is the concrete deck situated near bottom
chord and therefore under tension
design check for crack limitation (less than 0.2mm)

deck is carrying lateral (wind) loads
additional longitudinal reinforcement might be required
42
43
Concrete Deck Damages Deck Types
Deck Types
1. Structural concrete with reinforcement for hogging
moment and CSD h=100x4.5mm for sagging moment
a) Cross girder as non composite beam
b) Cross girder as composite beam
2. Structural concrete for hogging and sagging bending
moments, CSD h=30 t=1mm as lost/permanent formwork
(latest design)
44
1. Structural concrete with reinforcement for

hogging moment and CSD for sagging moment
Additional reinforcement to cover
hogging moment over cross girder
LONGITUDINAL
LONGITUDINAL
REINFORCEMENT
CROSS
REINFORCEMENT
CROSS GIRDER Example
IN CROSS DIRECTION
STRINGER
45
2. Structural concrete for hogging and sagging

bending moments, CSD as permanent formwork
Additional reinforcement to cover

LONGITUDINAL
hogging moment over cross girder
LONGITUDINAL
REINFORCEMENT
2 Layer
reinforcement
REINFORCEMENT
CROSS CROSS GIRDER
IN CROSS DIRECTION
Example
STRINGER
46
Concrete Deck DamagesCrack factors
cracks appear often right after construction

cracks accelerate corrosion of reinforcing steel
damages on concrete deck

deterioration of the deck
maintenance costs increase

deck service life is shortened
47
Concrete Deck DamagesDeck damages
Typical Crack Development
48
Concrete Deck DamagesDeck Damages
49
1. Drying shrinkage and thermal shrinkage

2. Concrete Mix Design
3. Temperature
4. Waterproof wearing surface
5. Roadway elevation
50

due to rise of temperature during hydration and
subsequent cooling
thermal stresses due to temperature changes
appropriate concrete mix design

implementing good construction procedures
application of pouring brakes
start pouring at location of max positive bending
moment
51

Provision of pouring brakes
each panel shall not be longer than 2x deck width
Pouring of the brakes after Pour brake at

hardening of the surrounding reinforcement joint
concrete applying bonding agents
52
2. Concrete Mix Design

There is tendency that:
Decks with lower cement content are less
cracked
Decks with lower water content are less cracked
Recommendation 0.36-0.38
53
3. Temperature
There is tendency that:
Deck cast in high temperatures is more likely to
be cracked
due to the high temperature in Indonesia is cooling

treatment during concrete hardening important
to lower the surface evaporation rates lay wet
blankets early 15-20min after concrete finishing
pouring shall start early morning or at night
54
4. Why waterproof wearing surface?

concrete is porous with unavoidable hair cracks
this allows penetration of water and CO2 and
attack the reinforcement bars
the resulting reinforcement corrosion expands
and destroys surrounding concrete
Objective
stop the water and CO2 penetration by
waterproofing membrane
increased life time expectancy
55
5. Roadway elevation
The road elevation must be smooth without sudden
changes in the slope
between the approach ramp and the bridge
between the each bridge in multi span bridges
Objective: optimized impact factor

and the load on the concrete deck
increased life time expectancy
56
Smooth elevation of multi span bridge
57
The specification for bridges on National Roadways

requires remaining camber on bridges in range:
min L/600 max L/300
roadway elevation must be planed anticipating

remaining camber of the bridge (L300 - L/600)
e.g. remain camber = L/500, span L=50m
h= 4*L/500 => h=0.4m
s= 8/500 => 1.6%
1 ,6 %
58
Smooth roadway elevation
Not correct Bridge remaining camber
Approach ramp
Angle difference
Smooth elevation
Correct
59
Roadway elevation with approach ramp settlement
Wheel load
+
impact
wheel
load
Movement
bridge deck
ramp
60
Height difference between approach road and bridge
61
62
Crane lifting of preasembled sections to temporary supports
Pre-assembly of first 10m- Lifting in of second 10m-module by

module crane and connect with bottom chords
Lifting in of the last 5m Third 10m-module lifted in and
module connected with bottom chords
63
Cantilever Erection with temporary supports
Part of Truss System as

Main Span Bridge Being Erected Counterweight Bridge
64
Cantilever Erection with temporary supports
Cantilevered + Temporary support

Cantilevered + Temporary support Cantilevered + Temporary support
Final Erection (Multi Span Steel Truss Bridge)
65
Launching method (supports under nodes only!)

Launching Track and Launching of the
Rollers first bridge section
66
Bolt installation and pretension

only HSFG (friction grip) bolts must be used in bridges
force is carried by friction not by bearing (no slip of the
bolts)
correct pretension of the bolts on site is important to
achieve correct function of the bolts
pretension is applied using calibrated torque wrench with
torque moment limiter
Pt Pt
F/2
F/2
Pt Pt
67
Calibration of torque
moment to achieve correct
pretension force on site
(Wilhelm Skidmore device)
68
Use correct bolt length according drawings
wrong bolt length

bolt too short
corect bolt length thread in shear
bolt 2 threads plane
over nut
wrong bolt length

bolt too long
pretension might
not be possible
69
Correct bolt tightening sequence => correct camber
use centering drift

pins
70
Correct bolt tightening sequence
71
Bearing installation
bottom chord elongates / nodes rotate due to the load
Movement Movement
+ rotation + rotation
install main bearings after

concreting of deck to avoid
excessive bearing deformation
resulting in quick damage of the
bearing
72
Quality inspection
Check of steel structure:
all components are correctly installed
all bolts are installed with correct length
all bolt are pre-tensioned by specified force
and torque moment
document initial camber before concreting
free longitudinal expansion before concreting
73
Quality inspection
Check of reinforcement:
quality (grade, mill certificates)
quantity
correct placement min concrete cover
sufficient fixation of the reinforcement
Issue permit to start concrete pouring
74
Quality inspection
Check of concrete:
control of concrete mix, recording of concrete
mixture for each batch
10 Slump tests per one mixture
min 3 core sample test per each mixture
proper concrete consolidation using vibrators
check of concrete treatment during hardening
specification of Bina Marga standard applicable
to the structure
75
76
Purpose of Inspection and Maintenance

technical supervision of the bridge
determination of the actual degree of
serviceability, durability and structural safety
to describe possible repair methods
77
Inspection and Maintenance Program

three different levels, depending on the intervals
and extent of the investigation:
1.Continuous Observation
2.Regular Control
3.Detailed Investigation
RVS 13.71 (Guidelines and Instructions for Road construction, Austria)

Monitoring, Inspection and Examination of Civil Engineering
Structures Road Bridges
78
1. Continuous Observation:
ca. every 4 Months while walking across the bridge
covers damages, which can easily be recognized visually
unusual deflections, cracks, loose parts, damages
from vehicle impact
cracks and deformation in the deck, asphalt,
expansion joint
clean debris collected on truss members and around the
bearings
settlement of abutments and piers, shear failure of soil
bearings condition, check possibility of free thermal
expansion
79
2. Regular control:
ca. every 2 years
to determine, to report and to assess the state, condition
and serviceability of all structural elements of the bridge in
a more detailed way than Continuous Observation
visually inspected by experienced engineers
Report has to include:
new faults/damages since the last inspection
immediately necessary measures to fulfill safety and
serviceability requirements
measures to repair the damages
report about the state and condition of the structure,
compared to the report of the last inspection
80
3. Detailed Investigation:
every 6 -10 years
aims to determine, to report and to assess the state,
condition and serviceability of all structural elements of the
bridge and possible changes in a very detailed way
by an engineer, who is experienced in bridge assessment,
who knows about the static situation and who is able to
judge about static consequences of damages to safety,
durability and serviceability of the structure.
81
3. Detailed Investigation:
Position and height control of the structure
Movements and deformations of piers, abutments and walls
Effects of water
Shear failure of soil, settlement of surface
Corrosion damages and corrosion protection
Bolts (loose bolts, pretension in truss and below deck)
Check visually, and if necessary with magnifying glass and
MT welds, especially those ones with high fatigue stresses
free movement of bearings, expansion joints
82
3. Detailed Investigation Report:

made by the engineer who did the inspection
serviceability and load bearing capacity of the structure
new faults/damages since the last Investigation
report about the state and condition of the structure,
compared to the report of the last Detailed Investigation.
immediately necessary measures to fulfill safety,
serviceability, durability requirements and time schedule
for the measures
measures to repair the damages
special orders for the next Regular Control
necessary Special Investigations
year of the next Detailed Investigation
83
Credits and Literature
Credits and Literature:

Mr. Herry Vaza, Subdit Teknik Jembatan, Bina Marga
John M. Kulicki, Ph.D., P.E., Joseph E. Prickett, P.E. ,
David H. LeRoy, P.E.: Structural Steel Designer's
HandBook: AISC, AASHTO, AISI, ASTM, AREMA, and
ASCE-07 Design Standards, Fourth Edition
Homepage of Ohio Department of Transportation
National Centre for Transportation and Industrial
Productivity
Mr. Jun Murakoshi Structure and Bridge Department
Asahi, Japan
84
Thank you for your attention
PT. Waagner Biro Indonesia

Talavera Office Park 11th Floor | Jl. Let. Jend. T.B. Simatupang Kav. 22-26, Jakarta 12430, Indonesia
Phone +62 21 7592 4355 | Fax +62 21 7592 4358 | sellmebridges@ptwbi.co.id | www.waagner-biro.co.id
85

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Prefabricated Steel Roadway Bridges

Conference: Bridges Southeast Asia

Design, Construction and Maintenance

predefined roadway cross section, span variation

modular bridge system concept

optimized number of elements keeping bridge

modular bridge system concept

must be safe against wrong erection

interchangeable members must be safe against

typical and standardized road section

required small constructions height =>

Geology and foundation methods

bridge systems causing vertical support forces

Environmental loads (earthquake sensitive zone)

Environmental loads (earthquake sensitive zone)

In total cost steel bridges are economic even for

Erection method and available erection equipment

light bridge members

HSFG bolted connection on site

Erection method and available erection equipment

Typical roadway sections (Standard Bina Marga)

B - type : 0.5m + 6m + 0.5m regional roads

Short span (15m) 20m 30m (40)m:

Medium span (30m) 40m 60m (100)m:

composite bridges span (15m) - 20m - 30m - (40m)

Composite bridges (15m) 20m 30m (40)m

quality control of reinforcement quantity and

not suitable for rural areas

Truss bridges (30m) 40m 60m (100)m

Truss bridges (30m) 40m 60m (100)m

Truss bridges (30m) 40m 60m (100)m

Indonesian standard (SNI) for load:

Indonesian standard: Truck 50.0 ton

AASHTO HS25-44: 40.5 ton

UDL load: comparison SNI AASHTO HS25-44

16 AASHTO HS25-44 - UDL*Impact

KEL load: comparison SNI AASHTO HS25-44

SNI KEL*impact [kN/m]

Decisive design combination

dead load steel 1.1 1.3

concrete asphalt 1.3 1.3

asphalt resurfacing 2.0 1.3

live load 1.8 2.17

wind load 1.0 -

A. gusset plate design - method of sections

A. Gusset plate design - method of sections

check section 5-6 check section

A. Gusset plate GP design - method of sections

1. A-A through last

check section A-A in

A. Gusset plate GP design - method of sections

B. interaction of truss and deck

Primary effect of the deck => local load:

design for bending moments in longitudinal and cross

Secondary effect of the deck:

deck under tension

Secondary effect of the deck => global load:

design check for crack limitation (less than 0.2mm)

1. Structural concrete with reinforcement for

2. Structural concrete for hogging and sagging

Additional reinforcement to cover

cracks appear often right after construction