New trends in Steel Bridge Design and Construction in France

Dr Wasoodev HOORPAH
Civil Engineer
Head of Bridges Dept.
OTUA, Paris, FRANCE
Summary
Steel has gradually made a come-back in the deck structure of medium and long span bridges in
France in the last twenty-five years. This trend started in the road bridges first and has now
reached the maximum share in the bridges for the new high-speed railway lines. Along with
economical structures like the twin girder decks, steel has kept on being used in innovative and
technically challenging design. This paper shows the recent trends and the new markets in bridge
design with steel taking place now in France.

Keywords: Steel, composite, aesthetics, high-speed railways, twin girder, tied arch, double box
section, construction, launching.

1. Introduction
Nowadays in France, above 80 % of bridges in the medium and long span range have a composite
steel concrete deck. This trend started in the 1980’s in the road bridges. Before that in the 1970’s
the development of prestressed concrete bridges in France had totally excluded steel from the
bridge market.
About ten years later, the same phenomenon was observed in the rail bridges for the high-speed
lines. The first two lines in the 1990’s had only pre-stressed concrete viaducts, but the share of
steel has gradually been increasing since that time.
The comeback started with the twin girder composite decks and gradually gave birth to other types
of structures. The new trends with steel can now be observed in all span ranges.

2. The come back of steel in bridges

Steel for bridges is not an important market in France, the annual structural steel weight in this
construction branch bridges varies between 30 and 40 thousand tonnes. Bridges however provide
a highly mediatic image for steel and the steel industry is keen to promote this image. Although the
total weight remains nearly the same, the percentage of deck surface in the medium and large
bridges has been constantly rising since the 1970’s. In these lest years, major bridge projects are
being built with steel both for motorways and high-speed railways.
This comeback is due to the special research and development efforts of all the professionals
involved in the steel bridges: owners, designers, builders, steel fabricators. The most important of
these relate to the design of uncomplicated structures, the use of modern calculation rules based
on the limit states concept and the availability of high quality thick steel plates.
The French Steel Bridges Committee has also played an important role in the development of the
steel bridge market. Since the early 1980s, for large and medium bridges a double tender has
been made as often as possible, with two alternatives: prestressed concrete and steel-concrete
composite deck. Professional training programmes have also been organised regularly to
familiarise the design engineers with steel and composite bridges.
Statistics of road bridges shows that a single type of structure accounts for the success of steel
bridges: the twin girder composite bridge. This structural type accounts for over 80 % of new
bridges. The economic advantage of the twin girder deck was first demonstrated in the motorway
bridges. For this reason the French Railways with the help of the steel bridges constructors and
the steel fabricators carried research programs and proved the competitiveness of these decks for
the new railway bridges.
 100
90 %
80
70
60
50
40
30
20
10 m
0
0 20 40 60 80 100

Fig. 1 : Market share of composite bridges with span length

3. Road bridges

3.1 Twin girder deck

The most common type of structure is the twin girder composite deck which consists of a
reinforced concrete slab which is connected to two steel beams. The typical roadway widths
correspond to two or three lanes. The main beams are cross braced by -I girders every 6 or 8
metres ( figure 1).
These cross girders are welded to T-shaped vertical stiffeners. These structures are usually
entirely welded by fillet welds, with the exception of the temporary wind bracing which is used
during construction before the concrete slab is placed and which is assembled using bolts.
The slab is generally connected by four rows of studs. Welded segments of angles have
occasionally been used.

Fig. 2 : Common twin girder composite deck

This basic form has undergone different variations : For very wide decks the slab is also supported
by the composite cross girders whose upper flanges are welded to the upper surface of the main
girders and these cross-girders sometimes extend under the cantilever parts of the deck as well.

Though this structure appears simple, it nevertheless incorporates the latest developpments from
the steel manufacturers :
- very thick plates reaching 150 mm, thus without flanges consisting of plates welded on
top of each other;
- longitudinally profiled plates, which alllows an optimal tailoring to the bending moment
diagram; ( Fig. 3)
- thermomechanical steel with a better weldability, not requiring preheating on site.
 maximum variation in thickness (in maximum slope
type
mm) (in mm per metre)
55 8

55 8

40 8
Fig. 3 : Examples of longitudinally profiled plates

To enhance the aesthetic of the bridge, it is quite common to have girders of variable depth,
especially for long spans reaching 100 meters. The launching of such decks is possible, though a
bit more complicated than the constant depth girders.

3.2 Box sections

For geometrically complicated bridges: curved or skew for example, it is usual to have a box
section necessary to resist torsional effects. The most common shape is a trapezoidal form. In
some cases the upper flange provides the closed section, but the open box with two upper narrow
flanges is cheaper to fabricate and the slab concreting can be also easier.

The aesthetics of these sections are highly appreciated by bridge owners; for this reason they
have been chosen even for medium span crossings where the twin girders could have been
economical.

For large decks, up to now the cantilever on the outside was supported by crossbeams in the
alignment of the diaphragms. The recent examples of Verrières and Valence viaducts have
introduced diagonal tubular bracings which can also be inclined longitudinally. ( Fig.4)

Fig. 4 : Box sections with tubular brackets

3.3 Special composite bridges

Concrete bridge designers often find it interesting to use steel webs, for lightness and specially
for construction ease. For the 240 m. span Bras de la Plaine bridge opened in 2002 in Réunion
island, the deck consists of two prestressed concrete flanges connected to vertical tubes. These
were essential for the cantilever construction of the deck. Additional external prestressing cables
are also present .
 Fig. 5 : Viaduct of Bras de la Plaine in Réunion

In the Meaux viaduct near Paris, the box section has the upper and lower flanges in prestressed
concrete and two ‘plano-tubular webs’ with additional tubular brackets. This 31 m wide bridge also
has the signal span prestressed with underside cables. ( Fig. 6) This design benefited from a
special innovation financing.

Fig. 6 : Meaux Viaduct

4. High speed railway bridges

This comeback took place in the new TGV railway bridges only after 1990. The first high speed
railways in the eighties: South East and Atlantic lines had only pre-stressed concrete viaducts
while the North TGV line from Paris to Lille included some fifteen steel and composite bridges for a
total weight of 20000 tons.
This trend was confirmed in the new Mediterranean TGV with 44000 tons of steel in 23 bridges,
counting for nearly two thirds of the total large crossings. This exceeds the current annual steel
consumption in French bridges which reaches about 30 000 tons.

4.1 The structural design

Steel has played an essential role by enabling the high speed crossing of spans ranging from 25 m
to over 100 m. For the longest spans above 63 meters, a warren truss girder was chosen in the
TGV Nord line and tied-arch bridges for the TGV Méditérranée line; for the shorter spans plate
girders decks were chosen: composite two or four beams, twin boxes or lateral girders. Table 2
shows the structural types with the total length and the steel quantities used.
In the TGV Mediterranean line, the eight largest viaducts were designed with an architectural
competition; among these five had a steel structure : tied arch bridges of La Garde Adhémar,
Mornas, Mondragon, Bonpas and a special tubular truss at Viaduc de l’Arc.
The conceptual design of steel bridges has evolved from the classical twin girder composite deck
to more aesthetic tied arches. This was due of course to the increase in span length, but also to
the aesthetic demands in the TGV Méditerranée crossings.

DECK TYPE TGV NORD INTER. IdF & LYON TGV MED
1993 - 1996 1994 - 1996 1997 -1999
Twin girder 2697 m 8000 t 1607 m 5115 t 7190 m 24959 t
Multi Girder 234 m 573 t 121 m 700 t 992 m 3554 t
RAPL 581 m 3350 t 300 m 2000 t 245 m 2040 t
Warren Truss 91 m 1000 t 0 0 0 0
Twin box section 0 0 0 0 290 m 1022 t
Tied arch 0 0 0 0 730 m 12900 t
Special tubular 0 0 0 0 300 m 1270 t
truss
Table 1 : Structural types of HSR steel bridges : total length and steel weight

The twin girder composite deck proved its highly competitive and economic value throughout all
the lines.The largest span built up to now is 63 m. at Viaduc d’Orgon; span of 75 m. will be seen in
the new TGV Est at Viaduc sur La Moselle. Its design has been optimised through easy to
fabricate structural details especially for the lower bracing. In some bridges this bracing is replaced
with concrete slabs, which are even more economical.
The conceptual design was carried with special attention to the dynamic behaviour of the deck
which had to be guaranteed under the high speed train. This is one of the main reason why the
high speed railway steel bridges systematically incorporate a concrete slab which takes part in the
global and local resistance as part of the composite deck structure. It also carries the ballast. The
concrete also brings supplementary mass and damping, thus decreasing the noise emission under
the TGV passing. High speed requires the steel deck to be very stiff and sufficiently heavy to limit
dynamic phenomena, which have to be mastered in order to ensure the safety and comfort of the
train passengers. The railway works regulations impose severe and precise criteria for these
points. This also has some important consequences on the detailed design regarding the fatigue
resistance.
In all these bridges, particular attention was given to the integration of architectural and structural
values in the engineer's work through a constant dialogue with the architect. This gave birth to the
spectacular steel superstructures in the large tied-arch viaducts with complex fabrication details
Mornas and Mondragon, La Garde Ahémar, South Avignon toll. And of course the Arc Viaduct
with its particular tubular truss girders.
In the new TGV Est line under construction, the lateral girder composite decks have been chosen
for skewed crossings over the A4 motorway. For the large viaducts like the Jaulny viaduct, a
composite deck on a double box sections with the outer web inclined has been chosen. This last
kind of deck had been introduced in fact in the TGV Méditerranée line for short skewed crossings.

5. Cable stayed bridges - The Millau Viaduct

5.1 Preliminary design
The Millau viaduct under construction now will lead to the opening of an alternative to the North -
South crossing of France by the A6 and A7 in the Rhone Valley. The by-pass of the town of Millau
in progress now in Aveyron department has required the construction of the impressive world
record high Millau Viaduct over the Tarn valley.

The crossing of the Tarn valley represents a difficult obstacle for all crossings designed around
Millau. Lengthy studies carried since fifteen years ago had first analysed the gross itineraries in
order not to cut of the town from this new route, then the possible crossings of the Tarn Valley, with
all the bridges and tunnels required by each route chosen. Geological conditions excluded some
possibilities, also did the too steep alignments outside the motorway standards. ( Table 2)

March 1988 First survey of possible routes

June 1989 Choice of « median » route
October 1991 Choice of the ‘’high’’ alternative
July 1993 Approval of preliminary design (APS)
November 1993 Preliminary detailed project with 8 engineer and 8 architect teams
November 1994 Competition with 5 engineer-architect teams.
January 1995 Official Public Interest Declaration (DUP) of Millau by-pass.
July 1996 Choice of multi-span cable stayed bridge by team: FOSTER -
SOGELERG -SERF - EEG .
January 1998 Government decision for concession of the viaduct
October 1999 DUP of the concession
February 2000 Call for bids
July 2000 The 4 candidates are accepted for the competition
December 2000 Return of the bid offer by 3 candidates
February 2001 Choice of Eiffage group with the steel deck solution
April 2001 End of preparatory works on site
September 2001 Official government decree approving the concession
Table 2 : Preliminary design phases of the Millau Viaduct
The valley is here about 2 500m large between two high points: Puech d'Ausset in the North and
Puechass at the South. The deepest part, about 700m wide is over the river Tarn and is followed
by the almost flat Plateau de France towards the North.
As shown on Table 2, the French Government called for the competence of the French bridge
engineering community to analyse all possible structural solutions for this crossing. The design
teams - architects and engineers - studied various structural alternatives. For the final design
phase there were six bridge types proposed : deck of constant or variable depth in steel and
concrete, a large concrete arch, under-stressed truss girder and multi-span cable stayed viaduct.
(Fig. 7)
Constant depth deck viaduct Variable depth deck viaduct

Understressed deck viaduct

Central arch bridge

Multi-span cable stayed bridge

Fig. 7 : The different types of bridges in the initial design ( Source AIOA )
For the final phase of these preliminary design steps, the following alternatives were proposed :
•Pre-stressed concrete deck with spans of 175m
•Steel box with orthotropic deck in 200m span
•Concrete arch viaduct 500m wide.
•Steel lattice deck with steel piers in 350m span
•Multi-span cable stayed viaduct with pre-stressed concrete deck in current span of 350m

From these proposals, an international jury led by the Road Director chose the cable-stayed
bridge.

5.2 Cable stayed viaduct

This solution is a 2450 m long viaduct with 6 equal spans of 342m and end span of 204m. The
particular mountainous configuration of the crossing imposed the pier implementations and the
span distribution. A large signal span over the Tarn was not justified technically or architecturally,
because this span would have been at one end of the viaduct without a global equilibrium and
certainly unstable to wind loads. Besides this span would not seem logical from the different
viewpoints as the Tarn crossing is never completely visible
In this powerful landscape, the viaduct could not remain discreet; it had to mark its presence while
at the same time remaining slim and elegant. The regular span distribution has a particular
aesthetic aspect.

Fig. 8: Photomontage of final design

( Design team FOSTER-SOGELERG-EEG-SERF) ( Source AIOA)
The Millau viaduct will the latest example of the new cable stayed bridge concept. Such multi span
cable-stayed bridges provide an elegant solution for large valleys or strait crossing. The design of
such bridges requires careful studies: an intermediate span loading causes uplift in the two
adjacent spans. As there are no retaining cables from a pier on a back span or abutment, an
internal stiffness must be provided within the bridge itself. This is achieved by the double pier tops
and the pylon legs, which provide a rigid intermediate support. ( Fig. 9)

Fig. 9 : Pier-deck-pylon junction ( Source N.FOSTER)

5.3 The steel deck
The initial design was proposed with a pre-stressed concrete deck. The steel alternative had also
been proposed by the client, but the unorthodox nature of the proposed construction method, led
many professionals to give little chance to the steel against the concrete deck. As the in service
behaviour of the two types of deck are nearly identical, the benefits of steel in the long term was
put forward, for maintenance and repair, the greater speed and reliability that industrial steel
fabrication would offer, and the safety and ecological benefits of launching a fully constructed deck
from the two abutments as opposed to concrete works at such a tall height finally gave an
advantage to this solution

Fig. 10 : Cross-section of orthotropic steel deck ( Source AIOA)

The all steel deck consists of a 4m by 4.2m rectangular main box which forms the central spine of
the 32m deck and whose primary function is to anchor the stay cables. The whole deck is a
aerodynamic box section designed to resist the buffeting wind effects which are particularly strong
at this height over the mountain valley. The upper flange of the deck is an orthotropic plate with the
trapezoidal stiffeners designed to withstand also the axle loads of cars and heavy trucks on the
asphalt. The corrosion protection of the inside of the box section will be obtained by the use of a
drying system, which is more economical than a coating system. However the external surface of
the steel deck will be protected by a classical multi layer painting system which will also give the
final colour.

The Millau Viaduct also demonstrates that steel pylons can be economical by reducing the work
duration. The two pylons on the Tarn span will be used to retain the overhanging nose of the deck
during launching, while the other pylons will be slid on the deck and upraised directly over the
piers.

The steel deck of Millau Viaduct will be fabricated with high performance weldable steel. Many of
the steel elements such as the inner webs will have to resist complex stresses under the very high
reactions during launching or the pylons and the stay cable anchorages in service. For these
reasons most of the steel elements will be in S460 TM grade. On site welding of this grade can be
done without pre-heating. This steel grade was first used in France in 1994 at the Remoulins
Viaduct, and the Millau viaduct will be the first large scale utilisation : about 12000 tons on the total
of 36000 tons. The other steel grade mainly used will be S 355.

5.4 The construction method

The Millau Viaduct has been for the specialist design teams, one of the bridges whose construction
method proved to be really tough to imagine. This mountainous site rendered any construction
method from the valley below quite impossible without a ballet of heavily loaded trucks hindering
the local traffic. Besides the local authorities and the bridge owner were committed under the
environment protection measures to limit the works nuisance. The construction method thus
logically follows: the deck could only be constructed by launching the completely fabricated box
section from either side of the large valley. Temporary steel lattice piers are being built between the
definite concrete piers in order to cut the launching distance to half the final span, except over the
deepest part of the crossing, just over the river Tarn, where the two parts will join together. (
Fig.10). The deck stability, against aerodynamic wind forces is naturally obtained with the profiled
shape of the steel box.
To control the end deformation of the deck during launching, this end is supported by the stay
cables anchored on the end pylons. The deck will be pushed on special launching equipments
called translators. It will be lifted on each support with vertical jacks, then pushed with horizontal
jacks, thus translating the whole deck forward by 60cm steps. These operations carried out
simultaneously on all the supports will be synchronised by computer control. In this system,
contrary to a classical sliding method on neoprene pads, no longitudinal forces are injected on the
pier tops. The launching will take place from one pier to the next one without intermediate stop,
the deck end will thus be fixed during the stopping required to weld the deck sections at the back.

As for the steel pylons reaching 90m over the deck, they will be completely assembled in the
construction halls on the work platforms behind the abutments and slid horizontally on the
launched deck by a special carrier on multiple wheels, then raised at their final position over the
piers. For this raising, the steel contractor has designed a special rotating crane that will lift the
upper end of the pylon with jacks and cables. ( Fig. 11)
.
Fig 11: Construction sequences ( Source : OTUA)
Fig. 12 : Some construction sequences in April 2003
5.5 Fabrication

The foundation works have started at the beginning of 2002 on site. The steel fabrication has
started at nearly the same period in the steel contractor, EIFFEL’s shops at Lauterbourg. The
36000 tons of steel which will be mounted for this viaduct represents a year’s consumption of steel
in bridges in France. The inner box has web plates in thickness ranging from 40 to 90mm. The
lateral parts consists of 12 and 14 mm plates with stiffeners in 6 and 8 mm cold formed trapezoidal
section. The sections with an average length of 22m and breadth of 3.50m are fabricated with
automatic welding machines and a welding robot. ( Fig. 12- Fig. 13)

Fig.1 3 : Automatic welding machine ( Source

Fig. 14 : Welding platform ( Source EIFFEL CM

6. Conclusion
7. References
[1] G. LEBAILLY, B. PLU : Les ouvrages d’Art Métalliques sur LGV – JIS Dec. 2002
[2] Ph. RAMONDENC : The design of the steel and composite bridges of the TGV
Méditerranée. IABSE Conference, Madrid 12-14 June 2002
[3] OTUA : Ponts du TGV Méditerranée - Bulletin Ponts Métalliques N° 19 - 1999
[4] OTUA : Ponts du TGV Nord - Bulletin Ponts Métalliques N° 16 – 1996
[5] J. RAOUL : The design of common composite road bridges in France – ECCS Steel
Bridges Symposium - Barcelona March 2003