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16.28: High speed railway bridge – Copenhagen and Ringsted – TP 30: The longest composite railway girder bridge in Denmark
Author(s) -
Thomsen Kjeld,
Petersen Christian Riis
Publication year - 2017
Publication title -
ce/papers
Language(s) - English
Resource type - Journals
ISSN - 2509-7075
DOI - 10.1002/cepa.485
Subject(s) - bridge (graph theory) , structural engineering , engineering , beam bridge , girder , span (engineering) , box girder , composite number , welding , mechanical engineering , materials science , composite material , medicine
ABSTRACT ISC Consulting Engineers A/S as consulting engineers won the contract for the TP30 bridge in a turnkey competition. The total length of the bridge is 512 m split with one expansion joint in the center of the bridge. The spans for the bridge vary between 36 and 21 m at the outer spans. The two sections of the bridge with at length of approximately 256 meter are anchored in the abutments. The bridge crosses the motorway near Vallensbæk in a very small angle and this cause for an innovative design solution for establishing the supports in a comprehensive way without disturbing the traffic. The design is outstanding compared to earlier structures in Denmark for bridges as this is a composite box girder carrying the two rails which gives at total width of the bridge of 15 meters. Full composite action is established by means of welded dowels on the top flanges of the box girder. It is the first time this type of structure is built in Denmark for a railway bridge carrying high speed trains with a max speed of 250 km/h. The construction principle has been chosen in order to create as little disturbance to the motor roads as possible. Therefor the composite system was chosen and the steel bridge can be erected in full spans transported along the motor road and lifted into place with cranes. After finishing the construction of the steel bridge a movable scaffolding system is arranged on top of the steel bridge and applied for casting of the concrete step by step in the spans starting in the center of the spans and on the way back above the abutments. In this way pre‐stressing can be omitted in the concrete deck as the two moments above the supports are minimized. The design started in spring 2014 the construction took place in 2015–2016.