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technologies

Article
Railway Continuous Prestressed Concrete Bridge
Design in Ballastless Track Turnout Zones
Wen-Kuei Hsu 1, *, Neng-Hao Shih 2,† and Yu-Lin Lee 3,†
1 Southern Region Engineering Office, Railway Reconstruction Bureau,
Ministry of Transportation and Communications, Kaohsiung 81354, Taiwan
2 Central Region Engineering Office, Railway Reconstruction Bureau,
Ministry of Transportation and Communications, Taichung 40143, Taiwan; mnhshin@rrbceo.gov.tw
3 Department of Civil Engineering, Chung Hua University, Hsinchu 30012, Taiwan; rosalee@chu.edu.tw
* Correspondence: mwk_hsu@rrbseo.gov.tw
† These authors contributed equally to this work.

Academic Editors: Frédéric Lebon, Raffaella Rizzoni and Manoj Gupta


Received: 31 December 2016; Accepted: 23 March 2017; Published: 30 March 2017

Abstract: Laying ballastless track on railway bridges has the advantages of reducing the train
noise problem, improving passenger comfort, and reducing track maintenance costs. Therefore,
railway bridges with ballastless track have gradually turned into a major trend in railway systems
all over the world. In Taiwan, railway bridges with ballastless track have been in use for many
years, with ballastless track turnouts also starting to be constructed in recent years. Where railway
bridges with ballastless track turnouts are located in urban areas, special consideration must be
given to the road crossings and the use of continuous bridges in the turnout zones. Accordingly,
there arise a number of difficulties related to the bridge configurations or the continuous length of
bridges being excessively long. Often, such situations necessitate the use of extremely large-sized
bridge piers in the bridge design, or create the risk of serious damage to the pier structure should
insufficient attention be given to any of the factors. This article will take a continuous prestressed
concrete bridge as an example. The prestressed concrete bridge must be absolutely continuous,
be able to include ballastless track turnout zones, and meet the needs of crossing roads. For this
example, the length of the continuous prestressed concrete bridge is over 300 m. This article will also
discuss the configuration of a continuous prestressed concrete bridge of railway, and—through the
analysis of track–bridge interaction and temperature detection—provides suggestions on the optimal
configuration model of the continuous prestressed concrete bridges, which should allow improper
configuration and possible structural damage to be avoided.

Keywords: railway bridge; continuous prestressed concrete bridge; ballastless track; turnout zone;
track buckling

1. Introduction
To effectively use urban land and address various urban transport problems, in recent years the
government of Taiwan has been promoting the use of elevated railway systems in urban areas, as shown
in Figure 1. Since most urban railways are located adjacent to densely-populated residential and
commercial areas, noise and vibration reduction becomes an important issue after the commencement
of railway viaduct operation. Laying ballastless track has become a basic need in railway viaduct
projects due to the importance of train noise reduction, improvement of passenger comfort, and the
need to minimize the track maintenance costs.

Technologies 2017, 5, 11; doi:10.3390/technologies5020011 www.mdpi.com/journal/technologies


Technologies 2017, 5, 11 2 of 9
Technologies 2017, 5, 11 2 of 9

Figure 1. Urban elevated railway project in Taiwan.


Figure 1. Urban elevated railway project in Taiwan.
An elevated urban railway system usually contains general railway bridges, elevated railway
An elevated
stations, andurban
turnoutrailway systematusually
zone bridges both ends contains
of the general
elevated railway bridges,
railway station. Aselevated railway
previously
mentioned, when configuring continuous prestressed concrete bridges, we must
stations, and turnout zone bridges at both ends of the elevated railway station. As previously consider crossing
roads and
mentioned, when adopting continuous
configuring bridge prestressed
continuous in the turnout zone. This
concrete oftenwe
bridges, leads
mustto consider
bridge span
crossing
configuration issues and problems related to the bridge length being too long. These situations
roads and adopting continuous bridge in the turnout zone. This often leads to bridge span
necessitate the use of very large-sized bridge piers in the railway bridge design, and create the risk
configuration issues and problems related to the bridge length being too long. These situations
of structural damage.
necessitateThis
the use of will
article verytherefore
large-sized bridge piers
recommend in theforrailway
solutions bridge
continuous design, and
prestressed create
concrete the risk of
bridge
structural
designdamage.
in turnout zones, and continuous length over 300 m. It will suggest the configuration
This articleofwill
essentials therefore
continuous recommend
prestressed solutions
concrete bridgefor continuous
design prestressed
in turnout concrete
zones through bridgeofdesign
an analysis
temperature
in turnout zones, changes and various
and continuous typesover
length of bridge load.
300 m. It The
willarticle willthe
suggest alsoconfiguration
discuss the structural
essentials of
characteristics of continuous bridges, the effects of various loading types on continuous
continuous prestressed concrete bridge design in turnout zones through an analysis of temperature bridges,
and will consider some important points on continuous bridge design which allow structure
changes and various types of bridge load. The article will also discuss the structural characteristics
damage problems to be minimized.
of continuous bridges, the effects of various loading types on continuous bridges, and will consider
some 2.
important
Ballastlesspoints on continuous
Track Turnout bridge design which allow structure damage problems to
Layout Theory
be minimized.
2.1. Turnouts and Bridge Configuration
2. Ballastless Track Turnout Layout Theory
As the train speed increases, the viaduct railway with a ballastless track becomes an
increasingly important factor in the safety and stability of railway operation, and the deformation
2.1. Turnouts and Bridge Configuration
requirements of ballastless track turnout structure become more and more stringent. Therefore,
there
As the are a number
train of strict rules
speed increases, theand restrictions
viaduct railwaywhen it comes
with to the configuration
a ballastless track becomesof an
ballastless
increasingly
track turnouts on the railway viaduct.
important factor in the safety and stability of railway operation, and the deformation requirements of
ballastless track turnout structure become more and more stringent. Therefore, there are a number
2.1.1. Avoid the Bridge Expansion Joint on Ballastless Track Turnout Zone
of strict rules and restrictions when it comes to the configuration of ballastless track turnouts on the
Bridge expansion joints should not be installed in the railway viaduct’s ballastless track
railway viaduct.
turnout zone, and continuous bridge configuration in the ballastless track turnout zone must
conducted. If the configuration
2.1.1. Avoid the Bridge Expansion cannot be Ballastless
Joint on performed for the continuous
Track Turnout Zonebridge, design of the bridge
expansion plate should contain a hinge at the bridge expansion joints in order to meet the
Bridge expansion
requirement joints
that the should
turnout zone not
mustbenot
installed
be set upinatthe
therailway viaduct’sjoints.
bridge expansion ballastless track turnout
In addition, the
zone, and continuous relative
bridge displacement
configuration inof a bridge
the expansion
ballastless track joint can cause
turnout zone track
mustdisplacement
conducted. If the
or turnout damage, so the bridge expansion joint with turnout switch blades
configuration cannot be performed for the continuous bridge, design of the bridge expansion must be kept at a plate
certain distance (denoted as “d” in Table 1 below). The d values are recommended in Table 1, in
should contain a hinge at the bridge expansion joints in order to meet the requirement that the turnout
which L indicates the expansion length of the bridge [1].
zone must not be set up at the bridge expansion joints.
In addition, the relative displacement of a bridge expansion joint can cause track displacement or
turnout damage, so the bridge expansion joint with turnout switch blades must be kept at a certain
distance (denoted as “d” in Table 1 below). The d values are recommended in Table 1, in which L
indicates the expansion length of the bridge [1].
Technologies 2017, 5, 11 3 of 9

Table 1. Relationship of bridge expansion length L and d values.


Technologies 2017, 5, 11 3 of 9
L ≤ 60 m d≥7m
Table 1. Relationship
60 m < of
L≤bridge
90 mexpansion
d ≥length
17 mL and d values.
dd≥≥7 27
90 m
mm L ≤<60
Lm
60 m < L ≤ 90 m d ≥ 17 m
For the bridge expansion length (L), 90
themfollowing
<L d larger
≥ 27 m values are required:

(1) Bridge
Forfixed pointexpansion
the bridge and movable
lengthsupport of simplelarger
(L), the following spanvalues
or multi-span bridge.
are required:
(2) The distance between two adjacent bridges of bridge fixed points.
(1) Bridge fixed point and movable support of simple span or multi-span bridge. In short, a complex bridge
type candistance
(2) The be simplified
betweento a simple
two adjacent beam
bridgesmodel to determine
of bridge fixed points.the bridge
In short, expansion
a complex length L.
bridge
type can be
The decision of simplified to a simple
a simple beam model beam model on
depends to determine the bridge
the main bridge expansion
structure length L.to axial
subjected
The decision
deformation of a simple beam
of temperature model
change. depends on
According to the mainaxial
bridge bridge structure subjected
deformation to axial
restraints, decide the
deformation of temperature change. According to bridge axial deformation restraints, decide
fixed bearing positions and movable bearing positions, shown in Figure 2.
the fixed bearing positions and movable bearing positions, shown in Figure 2.

L1 + L2 + L3 > 90m
Bridge expansion joint length
L1 L2 L3
Bridge span
7 Turnout Zone 27

FF M M MF

Bridge fixed point

L1 + L2 /2 < 60m L2 /2 + L3 < 60m


Bridge expansion joint length
L1 L2 L3
Bridge span
7 Turnout Zone 7

FM F F MF
Bridge fixed point

L1 + L2/2 < 60m L2/2 + L3 + L4 + L5/2 > 90m L5/2 + L6 < 60m
Bridge expansion joint length
L1 L2 L3 L4 L5 L6
Bridge span
7 Turnout Zone 27 27 Turnout Zone 7

FM F F MM F F M F
Bridge fixed point Bridge fixed point

Figure
Figure 2. Expansionlengths
2. Expansion lengths Calculation
Calculation ofofdifferent bridge
different configurations.
bridge configurations.

2.1.2. 2.1.2.
Avoid Avoid Configuring Continuous Long-Span Bridges
Configuring Continuous Long-Span Bridges
Usually, laying ballastless track is accompanied by the adoption of continuous welded rail. For
Usually, laying ballastless track is accompanied by the adoption of continuous welded rail.
continuous long-span bridges, it is easy to cause resistance to rail longitudinal accumulation force
For continuous
and exceed long-span bridges,
the allowable it is
limits of theeasy
rail.to
So,cause resistance
configured to raillong-span
continuous longitudinal accumulation
bridges should be force
and exceed
avoidedthein allowable
ballastless limits of the rail.
track turnout zone.So,Ifconfigured
these cannotcontinuous
be avoided,long-span
the rails bridges should be
under high
avoided in ballastless
temperature axial track turnout
force or zone. If
the fractured these cannot
openings at low be avoided, should
temperature the rails
beunder highand
reviewed, temperature
rail
expansion
axial force joints
or the must beopenings
fractured set if necessary
at low[2,3].
temperature should be reviewed, and rail expansion joints
must be set if necessary [2,3].
2.2. Effect of Temperature Difference between Bridge and Track System
2.2. Effect For
of Temperature
ballastless Difference between
track turnout on aBridge and Track
continuous System concrete bridge, it should be
prestressed
remembered that changes of temperature, rails, and bridges may be restricted by boundary
For ballastless track turnout on a continuous prestressed concrete bridge, it should be remembered
that changes of temperature, rails, and bridges may be restricted by boundary conditions. Due to the
Technologies 2017, 5, 11 4 of 9

difference in the coefficients of thermal expansion of rails and bridges, track longitudinal forces are
created between rails and bridges. For ballastless track, the strength of longitudinal force between
Technologies 2017, 5, 11 4 of 9
rails and bridges is determined by the rail fastening clip. In addition, bridges produce contraction by
temperature variation
conditions. Due to and the restraint
the difference in theofcoefficients
bridge supports.
of thermalThe interaction
expansion of railsbehavior between
and bridges, track rails
and bridges
longitudinal forces are created between rails and bridges. For ballastless track, the strengthcarefully
becomes complicated. It is important that tracks and bridge structures must be of
configured in order
longitudinal to properly
force control
between rails andrail axis forces
bridges along the
is determined by track’s
the rail longitudinal
fastening clip.direction
In addition,to avoid
bridges problems
rail buckling produce contraction
[4]. by temperature variation and the restraint of bridge supports. The
interaction behavior between
Accordingly, when laying ballastless rails and bridges
trackbecomes complicated.
on railway bridges,It isthe
important thatof
influence tracks and
track–bridge
bridge structures must be carefully configured in order to properly control rail axis forces along the
interaction must be carefully evaluated and reviewed, including the following aspects [5]:
track’s longitudinal direction to avoid rail buckling problems [4].
(1) ProperAccordingly, whenoflaying
configuration bridgeballastless
supportstrack
and on railway
bridge bridges, the influence of track–bridge
spans.
interaction must be carefully evaluated and reviewed, including the following aspects [5]:
(2) Inspection of fixed support of bridge while continuous welded rails produce maximum
(1) Proper configuration
longitudinal force. of bridge supports and bridge spans.
(3) (2) Inspection of fixed support
Inspection of track buckling stability of bridge while continuous
at maximum welded rails produce maximum
temperature.
longitudinal force.
(4) Inspection of track fractured opening at minimum temperature.
(3) Inspection of track buckling stability at maximum temperature.
(5) The
(4) setting up of
Inspection requirements
track fracturedofopening
rail expansion joints
at minimum or protective device.
temperature.
(5) The setting up requirements of rail expansion joints or protective device.
3. Continuous Prestressed Concrete Bridge Design in Ballastless Track Turnout Zone
3. Continuous Prestressed Concrete Bridge Design in Ballastless Track Turnout Zone
3.1. Configuration of the Continuous Prestressed Concrete Bridges
3.1. Configuration of the Continuous Prestressed Concrete Bridges
The article takes a continuous prestressed concrete bridge as an example. The bridge configuration
The article takes a continuous prestressed concrete bridge as an example. The bridge
satisfies both the requirements of having street-level road crossings and of adopting an absolutely
configuration satisfies both the requirements of having street-level road crossings and of adopting
continuous bridge in the turnout zone conditions. Figure 3 represents a common case of railway
an absolutely continuous bridge in the turnout zone conditions. Figure 3 represents a common case
viaductof on bothviaduct
railway ends ofonthe railway
both ends ofviaduct station.
the railway viaduct station.

Figure 3. The span configurations of continuous prestressed concrete bridges consider with the
3. The group
Figureturnout span configurations
and crossing theof continuous prestressed concrete bridges consider with the turnout
road.
group and crossing the road.
The plan of Figure 3 shows the turnout group installed continuously, the space is too close to
appropriately set bridge
The plan of Figure expansion
3 shows joints. Ingroup
the turnout addition, the profile
installed diagram shows
continuously, that the
the space is bridge
too close to
must step over the intersection road and configure a large-span bridge by demand. The above
appropriately set bridge expansion joints. In addition, the profile diagram shows that the bridge
factors make this section of prestressed concrete continuous bridge longer than 300 m, and it has an
must step over the intersection road and configure a large-span bridge by demand. The above factors
irregular configuration of bridge structures. For this configuration type of continuous prestressed
make this section of prestressed
concrete bridge, the followingconcrete
situationscontinuous bridge longer than 300 m, and it has an irregular
should be considered:
configuration of bridge structures. For this configuration type of continuous prestressed concrete
bridge, the following situations should be considered:
Technologies 2017, 5, 11 5 of 9

3.1.1. Bridge Expansion Joint Setting, the Turnout Layout Requirements


Technologies 2017, 5, 11 5 of 9
Because the train load is larger, the depth-to-span ratio of continuous prestressed concrete bridges
3.1.1.
is about Bridge
1/12. Expansionwith
Compared Joint the
Setting,
same thelong-span
Turnout Layout
highway Requirements
bridge, the depth of the railway bridge
beam is twice
Because as the
large.
trainBecause the railway
load is larger, viaduct goes
the depth-to-span through
ratio downtown
of continuous areas, concrete
prestressed to avoid the
bridge volume
bridges causing
is about 1/12.too much pressure,
Compared in addition
with the same long-span to the considerations
highway of crossing
bridge, the depth intersection
of the railway
roads, general
bridge beam bridge spans
is twice should
as large. be configured
Because in 25–35
the railway viaduct goesm.through
In addition
downtown to the reason
areas, that the
to avoid
the bridge volume causing too much pressure, in addition to the considerations
bridge superstructure size is large and the bridge section stiffness is relatively large. For the bridge of crossing
intersectionspecial
configurations, roads, general
attention bridge
needsspans should
to be paid beto configured
the following in 25–35
issues.m. (1)
In addition to the
The length reason
of continuous
that the bridge superstructure size is large and the bridge section stiffness is
bridges should not be too long, as it creates prestress losses and is difficult to design. (2) Withrelatively large. For the the
bridge configurations, special attention needs to be paid to the following issues. (1) The length of
influence of temperature (which causes great force to be applied to the pier), the pier design becomes
continuous bridges should not be too long, as it creates prestress losses and is difficult to design. (2)
especially difficult. Therefore, when the continuous length of the railway bridge is too long, it must be
With the influence of temperature (which causes great force to be applied to the pier), the pier design
divided into different
becomes especially bridge
difficult.units; thesewhen
Therefore, bridge
thedecks mustlength
continuous be connected at the
of the railway bridge’s
bridge is tooexpansion
long,
joints.it Our suggestions for the support of the continuous bridge configuration are
must be divided into different bridge units; these bridge decks must be connected at the bridge’s shown in Figure 2;
the suggestions are provided
expansion joints. in orderfortothe
Our suggestions match the of
support requirements
the continuous that turnout
bridge does not set
configuration are up a bridge
shown
expansion joint.
in Figure 2; the suggestions are provided in order to match the requirements that turnout does not
set up a bridge expansion joint.
3.1.2. Multi-Span Continuous Bridge Structural Design
3.1.2. Multi-Span Continuous Bridge Structural Design
This section will discuss the bridge configuration in Figure 3 as an example. The bridge structure
Thisthrough
is analyzed section awill discuss
variety the bridge
of bridge configuration
loads. in Figure
The discussion 3 asmechanical
of the an example.characteristics
The bridge of
structure is analyzed through a variety of bridge loads. The discussion of the mechanical
a continuous prestressed concrete bridge and a description of bridge design includes: (1) hinged
characteristics of a continuous prestressed concrete bridge and a description of bridge design
plate design of continuous prestressed concrete bridge; (2) supporting configuration of continuous
includes: (1) hinged plate design of continuous prestressed concrete bridge; (2) supporting
prestressed concrete
configuration of bridges in turnout
continuous zone;
prestressed (3) design
concrete of continuous
bridges prestressed
in turnout zone; concrete
(3) design bridge piers.
of continuous
prestressed
(1) Hinged plateconcrete
design bridge piers. prestressed concrete bridge
of continuous
(1) Hinged plate design of continuous prestressed concrete bridge
To design the hinged plate of continuous prestressed concrete bridges, the bridge structure of
To design
Figure 2 must the hingedfirst,
be analyzed plateand
of continuous
the requestedprestressed concrete bridges,
load specification mustthe be
bridge structure
applied. of the
Then,
Figureinternal
maximum 2 must be analyzed
forces of thefirst, and plates
hinged the requested
must beload specification must be applied. Then, the
calculated.
maximum
For hingedinternal
plates,forces of the hinged
temperature change plates
on amust be calculated.
hinged slab has the most significant axial force effects,
For hinged plates, temperature change on a hinged slab has the most significant axial force
followed by creep and shrinkage (maximum axial forces caused in about 3000 days after the bridge
effects, followed by creep and shrinkage (maximum axial forces caused in about 3000 days after the
construction was completed). The influences of temperature, creep, and shrinkage on the overall
bridge construction was completed). The influences of temperature, creep, and shrinkage on the
bridge structure
overall bridgeare indicated
structure in Figurein4.Figure
are indicated Figure4. 4Figure
shows that the
4 shows range
that of maximum
the range of maximum axial force is
axial
close force
to pier
is close to pier stiffness center or the bridge fixed point position. Hinged plate A is located in of
stiffness center or the bridge fixed point position. Hinged plate A is located in the range
maximum axialofforce.
the range It should
maximum axialbeforce.
designed to adopt
It should the maximum
be designed to adoptaxial
theforce. According
maximum axial to analysis
force.
results, the axialtoforces
According ofresults,
analysis hingedthe plate
axialB forces
are significantly smaller.
of hinged plate B are significantly smaller.

Temperature, creep and shrinkage Bridges maximum Temperature, creep and shrinkage
caused by contraction of the bridge axial force range caused by contraction of the bridge

hinged plate B hinged plate A

bridge fixed point

Pier stiffness center


P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11
Resistance to temperature, creep and shrinkage of contractions, pier on the bridge produces reaction forces
Temperature, creep and shrinkage of contractions pull, bridge pier generated force

Figure 4. Temperature,
Figure creep,
4. Temperature, creep,and
andshrinkage effectson
shrinkage effects onthe
theoverall
overall bridge
bridge structure.
structure.

For hinged plate A, structural analysis results of axial force are shown in Table 2. The total
For hinged plate A, structural analysis results of axial force are shown in Table 2. The total
maximum axial force is 622.66 t. A detailed design drawing of hinged plate A is shown in Figure 5.
maximum axial force is 622.66 t. A detailed design drawing of hinged plate A is shown in Figure 5.
Technologies 2017, 5, 11 6 of 9

Technologies 2017, 5, 11
According to the structure size and reinforcement quantity in the detailed design drawing, 6the of 9

calculation and evaluation of resistance axial force safety factor is as follows:


According to the structure size and reinforcement quantity in the detailed design drawing, the
calculation
Hinged and evaluation
plate of resistance
A size: 690 cm × 20 cmaxial force safety factor is as follows:
Hinged plate A size: 690 cm × 20 cm
Steel reinforcement configuration: 2-D19@12.5 cm
Steel
Steelreinforcement
reinforcementconfiguration: 2-D19@12.5 cm
quantity: 216 bars
Steel reinforcement quantity: 216 bars
Steel reinforcement allowed tension stress = As * 0.4 * Fv = 216 * 2.87 * 0.4 * 4.2 = 1041.46 t
Steel reinforcement allowed tension stress = As * 0.4 * Fv = 216 * 2.87 * 0.4 * 4.2 = 1041.46 t
Neglect concrete cracking tension.
Neglect concrete cracking tension.
Hinged plate A resistance axis force safety factor (SF) = 1041.47/622.66 = 1.67
Hinged plate A resistance axis force safety factor (SF) = 1041.47/622.66 = 1.67

Table 2. The axial force analysis of hinged plates by major bridges loading.
Table 2. The axial force analysis of hinged plates by major bridges loading.

Factors Affecting the 365 Days 365 Days


3000 Days 3000 Days Accumulated
Accumulated
Factors Affecting the Hinge Plate Main Load
Hinge Plate Main Load Axial Force (t) Axial Axial
ForceForce
(t) Axial
(t) Force (t) Force
Axial Axial(t)Force (t)
Temperature
Temperature 0.00 0.00 315.78 315.78 315.78 315.78
Creep Creep 0.00 0.00 174.75 174.75 174.75 174.75
Shrinkage
Shrinkage 0.00 0.00 132.13 132.13 132.13 132.13
Summation
Summation 622.66 622.66

Figure5.5.Hinged
Figure Hingedplate
plateAAdetailed
detaileddesign.
design.

(2) Supporting configuration of continuous prestressed concrete bridges in turnout zone


(2) Supporting configuration of continuous prestressed concrete bridges in turnout zone
As shown in Figure 3, for the continuous prestressed concrete bridge to satisfy the condition of
As shown in Figure 3, for the continuous prestressed concrete bridge to satisfy the condition of
not setting up bridge expansion joint in the turnout zone, as shown in Figure 6, it is recommended
not setting up bridge expansion joint in the turnout zone, as shown in Figure 6, it is recommended
that support configurations be such as indicated in Figure 2. Piers P2–P10 are configured with fixed
that support configurations be such as indicated in Figure 2. Piers P2–P10 are configured with fixed
support, and piers P1 and P10 are configured with movable support. At both ends of the continuous
support, and piers P1 and P10 are configured with movable support. At both ends of the continuous
prestressed concrete bridges of the adjacent bridge of the first support need to configure a fixed
prestressed concrete bridges of the adjacent bridge of the first support need to configure a fixed support.
support. In this configuration, the pier P1 in Figure 3, the bridge expansion length (L) formula is as
In this configuration, the pier P1 in Figure 3, the bridge expansion length (L) formula is as follows:
follows:
L =L 25 mm
= 25 + 25 mm
+ 25 + +2525mm+ +3030mm++3030mm++30
30m/2
m/2 == 150 m > 90 m
Thus,ititisissuggested
Thus, suggested that
that thethe turnout
turnout switchswitch
bladeblade distance
distance from from
bridgebridge pier
pier P1 P1 expansion
expansion joints
joints need to keep a distance of 27 m or more. The allowable bearing capacity of
need to keep a distance of 27 m or more. The allowable bearing capacity of the support design the support design
is
is recommended
recommended as as
thethe above
above configuration
configuration in in order
order totoexecute
executethe
theoverall
overallbridge
bridgestructure
structureanalysis
analysis
andcalculate
and calculatethethebearing
bearingcapacity
capacityof ofeach
eachsupport.
support. Finally,
Finally,the
thebridge
bridgesupports
supportsare
aredesigned
designedby
bythe
the
analysis results.
analysis results.
Technologies 2017, 5, 11 7 of 9
Technologies 2017, 5, 11
Technologies 2017, 5, 11
7 of 9
7 of 9

Figure 6. Cannot set up bridge expansion joint in the turnout zone.


Figure 6.
Figure Cannot set
6. Cannot set up
up bridge
bridge expansion
expansion joint
joint in
in the
the turnout
turnout zone.
zone.

(3) Design of continuous prestressed concrete bridge piers


(3) Design
Designofofcontinuous
continuousprestressed
prestressed concrete
concrete bridge
bridge piers
piers
Generally, in the structural design of the bridge, the pier design is controlled by the seismic
Generally,
force in the structural
of load combinations. When design of theofbridge,
the length the pier
a prestressed concrete is controlled
designcontinuous by is
bridge thelonger,
seismic
force of load combinations.
the structural stiffness of When When the length
the length
the bridge of a prestressed
of a prestressed
superstructure concrete
concrete
is greater than thecontinuous
continuous bridge
pier. Bothbridge is
ends isoflonger,
longer,
the
thecontinuous
structuralstiffness
structural stiffness
bridge of of
piers the
may
the bridge
be
bridge superstructure
controlled
superstructure is greater
by theis temperature
greater thethan
than of load the
Bothpier.
endsBoth
pier.combinations, ends
and
of the makeof athe
continuous
continuous
largerpiers
bridge bridge
lateral
may bepiers
force mayends
at both
controlled bebycontrolled
of
thethe by the
bridge
temperature temperature
piers. Therefore,
of load of
in load
pier combinations,
combinations, design,
and make andvisual
to achieve
a larger make a
lateral
larger
force atlateral
consistency force
of the
both ends ofat both
adjacent
the ends
piers,
bridge ofit the
piers. bridge piers.
isTherefore,
suggested that
in Therefore,
there
pier toin
can be
design, pier design,
configured
achieve to achieve
prestressed
visual consistency visual
tendons
of the
inside the
consistency
adjacent piers,
of
piers, it isasadjacent
the shown in
suggested Figures
piers, is7 suggested
thatitthere and
can8. be configured
that there prestressed
can be configured
tendonsprestressed tendons
inside the piers, as
inside the piers, as
shown in Figures 7 and 8. shown in Figures 7 and 8.

Figure 7. Considering visual consistency, the adjacent piers adopt prestressed tendons.

Figure
Figure 7.
7. Considering
Considering visual
visual consistency,
consistency, the adjacent piers adopt prestressed tendons.
Technologies 2017, 5, 11 8 of 9
Technologies 2017, 5, 11 8 of 9

Figure 8. Visual consistency of the adjacent piers.


Figure 8. Visual consistency of the adjacent piers.

4. Conclusions
4. Conclusions
To reduce train noise, improve passenger comfort, and reduce track maintenance costs, laying
To reduce train noise, improve passenger comfort, and reduce track maintenance costs, laying
ballastless track railway bridges and ballastless track turnout has become popular in Taiwan in
ballastless track railway bridges and ballastless track turnout has become popular in Taiwan in recent
recent years. Setting the bridge expansion joints in turnout zones is strictly prohibited in the design
years. Setting the bridge expansion joints in turnout zones is strictly prohibited in the design of railway
of railway bridges, which inevitably necessitates the configuration of multi-span continuous
bridges, which inevitably necessitates the configuration of multi-span continuous bridges. Multi-span
bridges. Multi-span prestressed concrete bridge design applies to railway viaducts. Problems such
prestressed concrete bridge design applies to railway viaducts. Problems such as bridge length being
as bridge length being too long and bridge prestressed loss being too large are often encountered,
too long and bridge prestressed loss being too large are often encountered, and piers suffer tremendous
and piers suffer tremendous force from temperature changes.
force from temperature changes.
This article proposes several design considerations to ensure that the arrangement of bridge
This article proposes several design considerations to ensure that the arrangement of bridge
expansion joints meets the turnout installment requirements, and suggests design guidelines for
expansion joints meets the turnout installment requirements, and suggests design guidelines for
multi-span continuous bridge structure, including: (1) hinged plate design for continuous
multi-span continuous bridge structure, including: (1) hinged plate design for continuous prestressed
prestressed concrete bridges, (2) supporting configuration of continuous prestressed concrete
concrete bridges, (2) supporting configuration of continuous prestressed concrete bridges in the turnout
bridges in the turnout zone, (3) design of continuous prestressed concrete bridge piers. To avoid
zone, (3) design of continuous prestressed concrete bridge piers. To avoid designing improper bridges
designing improper bridges and producing structural damage, this article provides its design
and producing structural damage, this article provides its design philosophy and considerations for
philosophy and considerations for the relevant construction projects.
the relevant construction projects.
Acknowledgments: The authors have been responsible for the Taiwan Railway Viaduct Construction Projects
Acknowledgments: The authors have been responsible for the Taiwan Railway Viaduct Construction Projects and
and have
have manymanyyearsyears of experience
of experience in the in the design
design and construction
and construction of ballastless
of ballastless track viaducts.
track railway railway viaducts. The
The purpose
purpose
of of this
this article article
is to is todesign
provide provide design recommendations
recommendations related to continuous
related to continuous prestressedprestressed concrete
concrete bridge bridge
laying with
ballastless
laying with track turnout. track
ballastless This article is part
turnout. Thisofarticle
the outcome
is partofof
thethe
Taiwan Railway
outcome Viaduct
of the Construction
Taiwan Projects
Railway Viaduct
and we are particularly grateful to other members of the design team for their contributions.
Construction Projects and we are particularly grateful to other members of the design team for their
contributions.
Author Contributions: The ballastless track turnout is used in Taiwan railway system first time by the Taichung
and Yunlin Elevated Railway Project. W.K. Hsu and N.H. Shih joined the analysis during the plane and design
AuthorBoth
stages. Contributions: The the
of them are also ballastless trackduring
supervisors turnout is used inY.L.
construction. Taiwan
Lee israilway systemoffirst
the consultant time
bridge by the
structure
Taichung and
and data analysis.Yunlin Elevated Railway Project. W.K. Hsu and N.H. Shih joined the analysis during the plane
and design stages. Both of them are also the supervisors during construction. Y.L. Lee is the consultant of
Conflicts of Interest: The authors declare no conflict of interest.
bridge structure and data analysis.

References
Conflicts of Interest: The authors declare no conflict of interest.

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© 2017 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access
article distributed under the terms and conditions of the Creative Commons Attribution
(CC BY) license (http://creativecommons.org/licenses/by/4.0/).

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