EP0685018A1 - Bridge structure - Google Patents

Bridge structure

Info

Publication number
EP0685018A1
EP0685018A1 EP94907749A EP94907749A EP0685018A1 EP 0685018 A1 EP0685018 A1 EP 0685018A1 EP 94907749 A EP94907749 A EP 94907749A EP 94907749 A EP94907749 A EP 94907749A EP 0685018 A1 EP0685018 A1 EP 0685018A1
Authority
EP
European Patent Office
Prior art keywords
girders
slab
bridge structure
bridge
concrete
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94907749A
Other languages
German (de)
French (fr)
Other versions
EP0685018B1 (en
Inventor
Anders GRANSTRÖM
Nils-Gustav Svensson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GRANSTROEM, ANDERS
SVENSSON, NILS-GUSTAV
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0685018A1 publication Critical patent/EP0685018A1/en
Application granted granted Critical
Publication of EP0685018B1 publication Critical patent/EP0685018B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
    • E01D19/125—Grating or flooring for bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced
    • E01D2101/268—Composite concrete-metal

Definitions

  • a bridge small, average or great, is usually composed of two parallel main girders, made of steel or concrete, extended from one abutment to another, directly or via a number of intermediate supports.
  • the girders carry a bridge deck for the relevant traffic, its load being transmitted to ground via the girders and the bridge supports.
  • the bridge deck, connected to the bridge girders consists of structures made of timber, steel or concrete or a combination of these materials, and it is usually covered by a surfacing of bitumen or concrete.
  • the bridge girders are also connected to each other by means of cross beams or other transverse connections, spaced accordingly.
  • girder bridges One traditional way of making girder bridges is to design the bridge slab with reinforcement that rigidly connects the slab to massive concrete girders. Another common way is to use steel girders, e.g. l-girders where the top flange is connected to a flexible web below.
  • steel girders e.g. l-girders where the top flange is connected to a flexible web below.
  • the former construction is complicated and cost consuming to build. The latter leads to extensive temperature movements at non-consistent weather conditions, and requires bracing and care at execution.
  • a concrete slab on top of main steel girders is usually made on a scaffolding, which is put directly on to the girders. It may be prefabricated or made in situ. Usually traditional scaffolding is used for small and average bridges, and prefabricated scaffoldings for large bridges. The scaffolding may either extend along the entire bridge, or be built for every new section of the bridge slab that should be made. Before the casting reinforcement has to be fixed accurately to the bottom and the top of the mould, and around the welded studs on the girders as well. Hence the concrete slab can bear bending moments, which in some cases generate tension and a risk of cracking at the bottom or top of the slab, contributing to the later detonation of the concrete and the reinforcing bars.
  • the slab is terminated on both sides of the bridge by reinforced edge beams with a complicated formwork, into which balusters are to be cast. This design makes production steps cost consuming, time consuming, and dangerous, and makes the construction sensible to deficiencies in material and execution.
  • a concrete slab on concrete main girders is usually made in a similar way, except for the fact that scaffolding is required for the girders as well.
  • the girders and the slab are connected with moment- and shear resistant reinforcement.
  • Working with scaffolding, formwork, reinforcement, and removal of the formwork are time consuming and dangerous construction steps.
  • the slab may be depressed between the main girders, making the bridge through-shaped.
  • the slab In order to prevent the bottom from falling down, the slab is rigidly connected to the girders by reinforcement. Even in this case there is a risk of cracking of the slab, both at the top and at the bottom, and a consequent risk of deterioration of the concrete and the reinforcement.
  • the traditional way of carrying the load to the main girders is to let reinforcing bars in the concrete slab carry the tensile forces of the bending moment.
  • the slab is generally too thin to allow shear reinforcement to be used. In order to carry transverse forces from wheel loads and other loads, it must therefore be made extensively thick.
  • An alternative way of carrying tensile forces from bending moments is to use lost scaffolding made of corrugated steel sheet, with intrusions or extrusions supposed to grip to the bottom surface of the concrete slab. This method is not generally accepted, and is not used for road bridges.
  • the aim of the invention is to provide an overall solution to the actual problem.
  • the invention is a new way to combine known structural elements with purely new designed elements in order to avoid the disadvantages mentioned above. With the invention, speed, economi, and safety in execution of the job are achieved.
  • the bridge is composed of preferably two main girders with a closed cross section and a depth greater than the width, preferably filled with plain concrete.
  • a self-supporting and remaining steel deck extends from one girder to the other, and carries the load of a concrete slab which is cast on top of it.
  • the deck preferably consists of steel case profiles in composite action with the concrete, and with crossbars placed in notches in the case profiles, according to Swedish patent application 9203192-1.
  • the deck is connected to each girder, preferably to the bottom flange, and the slab is cast against the slab, in order to generate neglible restraint moments from the girders when loading the slab, whereas moments of the opposite sign can be transmitted from one girder to the other by bending of the slab.
  • Transverse force from the deck is transmitted to the girders by the steel deck without need for reinforcing bars.
  • the bottom of the slab is protected by the remaining steel deck, which is preferably hot dip galvanized. Possible cracking is concentrated to the surface between deck and girder. Leakage at this point is preferably prevented by making the edge of the deck elevated and closed by an elastic sealant.
  • the capacity of the deck to transfer bending moment from one girder to another reduces the torsion in the girders at the supports.
  • the invention also includes a method to produce permanent compressive stress at the top of the slab, for increased protection against water penetration.
  • the steel bottom is simultaneously exposed to tension; in this area however the concrete is protected by the preferably hot dip galvanized case profiles.
  • the state of strain is achieved by pressing the case profiles, which are connected to the main girders, upwards before casting by means of a temporary beam, intermediate and parallel to the girders.
  • the latter is, in its turn, connected to cross beams, preferably connected to the outside of the girders, which will consequently twist slightly outwards when applying the press power.
  • the method is particularly suitable for road bridges with a great width, since the steel deck is continuously supported by the temporary beam during casting.
  • the bridge may be cable stayed where spans are greater.
  • the girders are preferably designed with an inclined exterior side, onto which exterior plates are directly welded, suitable for connection of the cables.
  • the attachment plates and the cables form a plan, substancially parallel to and eccentric to the torsion centre line of the girder.
  • the girders are, at least at some points, supported by columns or cross beams, capable to resist the residual torsion from load on the slab or eccentric cables.
  • the columns are preferably made of prepainted steel tubes, inclined in pairs with a foundation in common, from that extending upwards and outwards in such a way that they directly carry their own girders. By this means an aesthetic aspect is obtained, and disturbing drainage pipes from the slab may be hidden in the columns.
  • the columns and part of the slab or a cross beam form a closed V- shape, suitable to carry relevant forces.
  • the columns are preferably filled with pure concrete in order to resist collision.
  • the invention with or without concrete filling, is also suitable for temporary bridges or fly-overs.
  • the permanent slab is then substituted by a number of deck elements, locked up between the girders and fixings at the bridge ends.
  • the main girders are connected rigidly by at least two cross beams, which need not to be located at the ends of the bridge.
  • the advantage with this construction is that the bridge deck is situated at the ground level, making both excavation and embankment up to the level of the deck unnecessary.
  • the girders form natural collision barriers, which makes temporary safety fences excessive as well. Transverse force between the deck elements may be transmitted by support plates welded to the bottom of the elements with a specific gap, and arranged in such a way that the support plates on one element is active when loading the adjacent ones.
  • the load carrying function of the safety fence is with the invention substituted by the concrete-filled girders.
  • the finishing railing may therefore be designed unspliced and aesthetic.
  • Figure 1 shows the composition of a bridge deck with two main girders and with inclined colmn supports without a cross beam.
  • Figure 2 shows a detail of a girder with deck slab and cable connections.
  • Figure 3 shows a bridge deck with girders and temporary beams during the press operation.
  • Figure 4 shows the composition of a temporary bridge during assembly.
  • FIG. 5 shows two adjacent deck elements in detail, where the right one is loaded. Description of applications
  • a cross section of a bridge may look like Fig 1 and Fig 2.
  • the bridge girders (1) are put on steel columns (14) filled with concrete, and the columns are rigidly connected to the ground (15).
  • the steel columns (14) and the steel deck (3) or a separate tension member (16) form a closed V-shape. Drainage pipes (17) are hidden in the steel columns (14).
  • the case profile (3) is made of steel plate in the thickness range 4 to 7 mm.
  • the case profile is hot dip galvanized.
  • the girders (1) are 700 to 1500 mm deep.
  • the column section is circular with a diameter of 500 mm. Girders, railings, and columns are painted in matching colors.
  • Fig 3 shows a method to produce permanent compression in the entire top area of the slab.
  • the steel deck (3) connected (5) to the to the bottom flanges (4) of the girders, is before casting pressed upwards by means of a temporary longitudinal beam (18), which is supported by temporary cross beams (19), which are being raised by turning nuts on threaded bars (20).
  • a temporary longitudinal beam (18) which is supported by temporary cross beams (19), which are being raised by turning nuts on threaded bars (20).
  • threaded bars (20) are loosened and the slab will deflect elastically to a level of equilibrium, characterized by a slightly excessed bottom (21) of the slab and a top (22) with compression in the concrete.
  • Fig 4 shows the invention used as a temporary bridge
  • Fig 5 shows a detail of the load transmission between the deck elements.
  • the main girders (1) are connected rigidly to cross beams (23). Between the girders(1), and on top of their bottom flanges (4), deck elements (24-25) are put, the deck elements being furnished with support plates (26-27), welded to the botom (29) of the elements with a specific gap (28).
  • the plates (26-27) are arranged in such a way that the plates (26) are active when loading element (25) and the plates (27) are active when loading element (24).

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Rod-Shaped Construction Members (AREA)

Abstract

This invention is a new type of bridge structure with a short erection time. The invention eliminates temporary supports and scaffoldings, and generates an aesthetical final product with the advantages of both a concrete bridge and a steel bridge. The invention may be used for car-, railroad-, bicycle- and pedestrian bridges or similar structures. The invention may also be used for temporary bridges, possible to disassemble. Between the main girders of the bridge (1), which are filled with concrete (2), a steel deck (3) is supported and connected to the bottom flanges (4) of the girders. On top of the steel deck a concrete slab (7) is cast. On top of the girder (1), which acts as a safety fence against collision in composite action with the concrete (2), an inclined railing (10) is connected, including a hand rail (11) that may be unspliced.

Description

Bridge Structure
Technical field
A bridge, small, average or great, is usually composed of two parallel main girders, made of steel or concrete, extended from one abutment to another, directly or via a number of intermediate supports. The girders carry a bridge deck for the relevant traffic, its load being transmitted to ground via the girders and the bridge supports. The bridge deck, connected to the bridge girders, consists of structures made of timber, steel or concrete or a combination of these materials, and it is usually covered by a surfacing of bitumen or concrete. The bridge girders are also connected to each other by means of cross beams or other transverse connections, spaced accordingly.
State of the art
One traditional way of making girder bridges is to design the bridge slab with reinforcement that rigidly connects the slab to massive concrete girders. Another common way is to use steel girders, e.g. l-girders where the top flange is connected to a flexible web below. The former construction is complicated and cost consuming to build. The latter leads to extensive temperature movements at non-consistent weather conditions, and requires bracing and care at execution.
A concrete slab on top of main steel girders is usually made on a scaffolding, which is put directly on to the girders. It may be prefabricated or made in situ. Usually traditional scaffolding is used for small and average bridges, and prefabricated scaffoldings for large bridges. The scaffolding may either extend along the entire bridge, or be built for every new section of the bridge slab that should be made. Before the casting reinforcement has to be fixed accurately to the bottom and the top of the mould, and around the welded studs on the girders as well. Hence the concrete slab can bear bending moments, which in some cases generate tension and a risk of cracking at the bottom or top of the slab, contributing to the later detonation of the concrete and the reinforcing bars. The slab is terminated on both sides of the bridge by reinforced edge beams with a complicated formwork, into which balusters are to be cast. This design makes production steps cost consuming, time consuming, and dangerous, and makes the construction sensible to deficiencies in material and execution.
A concrete slab on concrete main girders is usually made in a similar way, except for the fact that scaffolding is required for the girders as well. In order to prevent the slab from separating in cracking from the torsion-resistant girders, when load is applied to the bridge, the girders and the slab are connected with moment- and shear resistant reinforcement. Working with scaffolding, formwork, reinforcement, and removal of the formwork are time consuming and dangerous construction steps.
It is also well known that the slab may be depressed between the main girders, making the bridge through-shaped. In order to prevent the bottom from falling down, the slab is rigidly connected to the girders by reinforcement. Even in this case there is a risk of cracking of the slab, both at the top and at the bottom, and a consequent risk of deterioration of the concrete and the reinforcement.
The traditional way of carrying the load to the main girders is to let reinforcing bars in the concrete slab carry the tensile forces of the bending moment. The slab is generally too thin to allow shear reinforcement to be used. In order to carry transverse forces from wheel loads and other loads, it must therefore be made extensively thick. An alternative way of carrying tensile forces from bending moments is to use lost scaffolding made of corrugated steel sheet, with intrusions or extrusions supposed to grip to the bottom surface of the concrete slab. This method is not generally accepted, and is not used for road bridges.
The aim and most important characteristics of the invention
The aim of the invention is to provide an overall solution to the actual problem. The invention is a new way to combine known structural elements with purely new designed elements in order to avoid the disadvantages mentioned above. With the invention, speed, economi, and safety in execution of the job are achieved.
The bridge is composed of preferably two main girders with a closed cross section and a depth greater than the width, preferably filled with plain concrete. A self-supporting and remaining steel deck extends from one girder to the other, and carries the load of a concrete slab which is cast on top of it. The deck preferably consists of steel case profiles in composite action with the concrete, and with crossbars placed in notches in the case profiles, according to Swedish patent application 9203192-1.
At its bottom the deck is connected to each girder, preferably to the bottom flange, and the slab is cast against the slab, in order to generate neglible restraint moments from the girders when loading the slab, whereas moments of the opposite sign can be transmitted from one girder to the other by bending of the slab. Transverse force from the deck is transmitted to the girders by the steel deck without need for reinforcing bars. Hence both cracking at the top of the slab and damage to the deck-to-girder connectors are avoided. The bottom of the slab is protected by the remaining steel deck, which is preferably hot dip galvanized. Possible cracking is concentrated to the surface between deck and girder. Leakage at this point is preferably prevented by making the edge of the deck elevated and closed by an elastic sealant. The capacity of the deck to transfer bending moment from one girder to another reduces the torsion in the girders at the supports.
The invention also includes a method to produce permanent compressive stress at the top of the slab, for increased protection against water penetration. The steel bottom is simultaneously exposed to tension; in this area however the concrete is protected by the preferably hot dip galvanized case profiles. The state of strain is achieved by pressing the case profiles, which are connected to the main girders, upwards before casting by means of a temporary beam, intermediate and parallel to the girders. The latter is, in its turn, connected to cross beams, preferably connected to the outside of the girders, which will consequently twist slightly outwards when applying the press power. As the beams are released after casting and hardening the girders will twist back and the slab will descend slightly in the centre of the bay and get the desired state of strain with compression in the entire top area. The method is particularly suitable for road bridges with a great width, since the steel deck is continuously supported by the temporary beam during casting.
The bridge may be cable stayed where spans are greater. In this case the girders are preferably designed with an inclined exterior side, onto which exterior plates are directly welded, suitable for connection of the cables. Hence the attachment plates and the cables form a plan, substancially parallel to and eccentric to the torsion centre line of the girder.
The girders are, at least at some points, supported by columns or cross beams, capable to resist the residual torsion from load on the slab or eccentric cables. The columns are preferably made of prepainted steel tubes, inclined in pairs with a foundation in common, from that extending upwards and outwards in such a way that they directly carry their own girders. By this means an aesthetic aspect is obtained, and disturbing drainage pipes from the slab may be hidden in the columns. The columns and part of the slab or a cross beam form a closed V- shape, suitable to carry relevant forces. The columns are preferably filled with pure concrete in order to resist collision.
The invention, with or without concrete filling, is also suitable for temporary bridges or fly-overs. The permanent slab is then substituted by a number of deck elements, locked up between the girders and fixings at the bridge ends. The main girders are connected rigidly by at least two cross beams, which need not to be located at the ends of the bridge. The advantage with this construction is that the bridge deck is situated at the ground level, making both excavation and embankment up to the level of the deck unnecessary. The girders form natural collision barriers, which makes temporary safety fences excessive as well. Transverse force between the deck elements may be transmitted by support plates welded to the bottom of the elements with a specific gap, and arranged in such a way that the support plates on one element is active when loading the adjacent ones. The load carrying function of the safety fence is with the invention substituted by the concrete-filled girders. The finishing railing may therefore be designed unspliced and aesthetic.
Due to the absence of edge beams and the fact that concrete and fasteners in the slab are protected by the hermetical bottom and the impermeable sealing layer on top of the slab, the concrete, steel, and reinforcement are well protected from all sides against thawing salt, soaking, carbonating and corrosion.
Where concrete-filled girders with two adjacent webs, according to the invention, are being used, the advantage of the concrete-beam-bridge to compensate temperature changes is obtained, which often leads to simpler and cheaper abutments, bearings and joints. At the same time a construction with good torsion resistance and stability is obtained, especially with concrete filling. The advantages of the steel-girder-bridge; low weight and a high level of prefabrication are also obtained, further improved since the girders are separate complete units including railing that needs not to be spliced and since all scaffolding and demolition of the formwork is substituted by permanent structures.
List of illustrations
Figure 1 shows the composition of a bridge deck with two main girders and with inclined colmn supports without a cross beam.
Figure 2 shows a detail of a girder with deck slab and cable connections.
Figure 3 shows a bridge deck with girders and temporary beams during the press operation.
Figure 4 shows the composition of a temporary bridge during assembly.
Figure 5 shows two adjacent deck elements in detail, where the right one is loaded. Description of applications
A cross section of a bridge may look like Fig 1 and Fig 2. The bridge girders (1) are put on steel columns (14) filled with concrete, and the columns are rigidly connected to the ground (15). The steel columns (14) and the steel deck (3) or a separate tension member (16) form a closed V-shape. Drainage pipes (17) are hidden in the steel columns (14).
Without restrictions, a few suggestions concerning material and dimensions should also be mentioned. The case profile (3) is made of steel plate in the thickness range 4 to 7 mm. The case profile is hot dip galvanized. The girders (1) are 700 to 1500 mm deep. The column section is circular with a diameter of 500 mm. Girders, railings, and columns are painted in matching colors.
Fig 3 shows a method to produce permanent compression in the entire top area of the slab. The steel deck (3), connected (5) to the to the bottom flanges (4) of the girders, is before casting pressed upwards by means of a temporary longitudinal beam (18), which is supported by temporary cross beams (19), which are being raised by turning nuts on threaded bars (20). When the concrete is hardened the threaded bars (20) are loosened and the slab will deflect elastically to a level of equilibrium, characterized by a slightly excessed bottom (21) of the slab and a top (22) with compression in the concrete.
Fig 4 shows the invention used as a temporary bridge, and Fig 5 shows a detail of the load transmission between the deck elements. The main girders (1) are connected rigidly to cross beams (23). Between the girders(1), and on top of their bottom flanges (4), deck elements (24-25) are put, the deck elements being furnished with support plates (26-27), welded to the botom (29) of the elements with a specific gap (28). The plates (26-27) are arranged in such a way that the plates (26) are active when loading element (25) and the plates (27) are active when loading element (24).

Claims

WHAT IS CLAIMED IS:
1. Bridge structure with main girders (1) and an intermediate slab, characterized in that the cross section of the girders is closed and that its depth is greater than its width, and that the bottom (5) of the slab is connected to the bottom flanges (4) of the girders in such a way that a load on the slab will generate neglible restraint moments in the girders.
2. Bridge structure according to claim 1, characterized in that the steel girders are designed with an inclined exterior side (1) extending upwards and inwards.
3. Bridge structure according to claim 1 or 2, characterized in that the girders are filled with plain concrete.
4. Bridge structure according to claim 3, characterized in that the slab is cast on a steel deck (3), connected (5) to the girders (4) in such a way that bending moments can be transmitted from girder to slab by a tensile force at the connection (5) and a corresponding compressive force at the top of the slab (8) against the concrete-filled girder (2).
5. Bridge structure according to claim 1 , 2, or 3, characterized in that the girders (1) are rigidly connected to at least two cross beams (23) and that the bridge deck consists of temporary elements (24-25), locked up between the girders (1) and fixings at the bridge ends.
6. Bridge structure according to claim 5, characterized in that the deck elements (24-25) are furnished with support plates (26-27) welded to the bottom (29) of the elements with a specific gap (28), and arranged in such a way that the plates (26) of one element are active when loading the adjacent ones (25) and that the plates (27) of these are active when loading the first element (24).
7. Bridge structure according to any of the former claims, characterized in that the girders are finished by an inclined railing (10) including a hand rail (11) that may be unspliced.
8. Bridge structure according to any of the former claims, characterized in that attachment plates (12) for cables (13) are welded directly to the exterior side of the girders (1), eccentric to the torsion centre of the girders.
9. Bridge structure according to any of the former claims, characterized in that it is put on steel columns (14) filled with plain concrete, and the columns are rigidly connected to the ground (15).
10. Bridge structure according to claim 9, characterized in that the columns and the steel deck (3) or a separate tension member (16) form a closed V- shape.
11. Method according to any of the claims 1 to 4 or 7 to 10 to produce permanent pressure in the entire top of the slab, characterized in that the steel deck (3), which is connected to the bottom flanges (4) of the girders, before casting is pressed upwards by means of a longitudinal beam (18) connected to cross beams (19), which are eccentrically connected (20) to the exterior side of the main girders, and that the press power is released after hardening of the concrete.
EP94907749A 1993-02-16 1994-02-09 Bridge structure Expired - Lifetime EP0685018B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE9300502A SE502338C2 (en) 1993-02-16 1993-02-16 Bridge construction and method of achieving such bridge construction
SE9300502 1993-02-16
PCT/SE1994/000101 WO1994019543A1 (en) 1993-02-16 1994-02-09 Bridge structure

Publications (2)

Publication Number Publication Date
EP0685018A1 true EP0685018A1 (en) 1995-12-06
EP0685018B1 EP0685018B1 (en) 1998-10-14

Family

ID=20388909

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94907749A Expired - Lifetime EP0685018B1 (en) 1993-02-16 1994-02-09 Bridge structure

Country Status (9)

Country Link
EP (1) EP0685018B1 (en)
AT (1) ATE172263T1 (en)
DE (1) DE69413950T2 (en)
DK (1) DK0685018T3 (en)
ES (1) ES2125439T3 (en)
FI (1) FI953847A (en)
NO (1) NO304801B1 (en)
SE (1) SE502338C2 (en)
WO (1) WO1994019543A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103485271B (en) * 2013-09-23 2015-11-04 浙江省交通规划设计研究院 A kind of mountainous rural area People's Bank of China prestressed cable-truss bridge
CN104499415A (en) * 2014-08-15 2015-04-08 上海市政工程设计研究总院（集团）有限公司 Main girder structure system of double-layer bridge deck cable-stayed bridge
DE102016114855A1 (en) * 2016-08-10 2018-02-15 Max Bögl Stiftung & Co. Kg Trough-shaped superstructure for a bridge, bridge, precast concrete part for a trough of a bridge and method for the construction of a bridge

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Publication number Priority date Publication date Assignee Title
DE914258C (en) * 1940-08-29 1954-06-28 Kurt Prange Dr Bridge
CH507417A (en) * 1969-10-03 1971-05-15 Vevey Atel Const Mec Bridge
SE374940C (en) * 1972-02-29 1984-07-09 Plymoth Garageplattor Ab VIEW TO MAKE A CONCRETE ROOF LAYER WITH HIGH RESISTANCE TO TENSION CRACKS IN THE SURFACE AND AGAINST WATER POWER TRANSFER
US4007507A (en) * 1975-11-11 1977-02-15 Hansen Carl E Bridge composed of individual sections assembled by means of an assembling unit
DE2928513A1 (en) * 1979-07-14 1981-01-29 Peter Dipl Ing Dr Techn Wagner Demountable steel flyover bridge superstructure - comprises triangular main roadway girder, side border and possibly footpath carriers

Non-Patent Citations (1)

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Title
See references of WO9419543A1 *

Also Published As

Publication number Publication date
DK0685018T3 (en) 1999-06-23
SE9300502D0 (en) 1993-02-16
ATE172263T1 (en) 1998-10-15
NO953152D0 (en) 1995-08-10
NO304801B1 (en) 1999-02-15
DE69413950T2 (en) 2000-07-20
SE9300502L (en) 1994-08-17
SE502338C2 (en) 1995-10-02
FI953847A0 (en) 1995-08-15
NO953152L (en) 1995-08-15
ES2125439T3 (en) 1999-03-01
DE69413950D1 (en) 1998-11-19
FI953847A (en) 1995-08-15
EP0685018B1 (en) 1998-10-14
WO1994019543A1 (en) 1994-09-01

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