Composite Pedestrian Bridge Constructed From Unbonded Prestressed LWAC

Gert Knig1, Michael Fischer2

SUMMARY The Karl-Heine-Pedestrian Bridge is an arched structure, which demonstrates the possibility to combine high-performance materials with a hybrid structure. The bridge crosses the Karl-Heine-Channel and connects a cycle track to the outlying areas of the EXPO 2000 Leipzig, den Wandel zeigen. Three different Lightweight Aggregate Concrete mixes were used in this project. The arch consists of a steel pipe filled with a pumpable LC 70/77, = 1,95 kg/dm. The lightweight aggregates were coated with a cement layer developed at the University of Karlsruhe. The same method was applied to achieve pumpability for the in-situ concrete LC 40/44, = 1,6 kg/dm of the substructure, whereas the ALWAC 40/44, = 1,45 kg/dm for the semiprecast units was produced using uncoated aggregates. Main dimensions of the bridge: arch span 28,00 m, arch rise 3,50 m. Start of bridge construction was on 1 October 1999 and the official opening date was the 4th of June 2000.

1 2

Institut fr Massivbau und Baustofftechnologie, Universitt Leipzig Knig und Heunisch, Beratende Ingenieure, Leipzig

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LACER No. 5, 2000 1 INTRODUCTION

The new and innovative bridge connects the pedestrian and cycle way along the Karl-Heine-Kanal in Leipzig and the central EXPO area to a landscape park and technology buildings. The structure is gently integrated into the landscape park and ensures a free pedestrian and cycle connection between the two channel sides with integration of the existing cycle track along the channel, see fig. 1.

Fig. 1: South-Eastern elevation of the bridge

At the southern end of the bridge there is a connection to a track line, which is used as way. The elevated box highly situated case abutment is founded on the one hand via trusses directly into the rock and on the other hand via the deeper impost abutments into the existing escarp without touching the track line.

BRIDGE DESIGN

The static system is an arch, which is restrained on both sides in the impost abutments. Rigidly connected pairs of V- struts support at points a continuous bridge deck. The span of the arch is 28.00 m and the rise of the arch approx. 3.50 m. Fig. 2 shows the 3D-bridge model, which was generated.

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Composite Pedestrian Bridge Constructed from Unbonded Prestressed LWAC

Abutment PT FE-plain bearing pres s ur e res is tant Abutment, bear ing

Fig. 2: The generated statical system

At the northern abutment the bridge deck is rigidly connected with the substructure whereas at the southern abutment the bridge deck is supported by elastomer bearings, which are movable in the longitudinal direction. The different inner spans of the bridge deck are between 6,71 m and 5,40 m, see fig. 3b.

Fig. 3a: Cross-section of the bridge

The bridge deck has a solid-slab cross-section, see fig. 3a. The height is 28 cm with a reduction to the sides to 10 cm. The slab consists of 10 cm thick semiprecasted elements and an in-situ filling of 18-cm. Additional formwork at the edges and in-situ formwork scaffolding is not necessary as a result of using this cross-section. The semiprecast elements are prefabricated in the grid of the single spans and are 33

LACER No. 5, 2000 put in place on longitudinal scaffolding for the construction state. The slab has an inclination of approx. 5,4 %.
South North

Fig. 3b: Longitudinal section of the bridge

3 3.1

MATERIALS, CONSTRUCTION AND TECHNOLOGY Bridge deck

3.1.1 Semiprecast elements As concrete for the semiprecast elements high-strength Lightweight Aggregate Concrete LC 40/44 with oven-dry density of t = 1,45 kg/dm was chosen. The low density was reached by using lightweight aggregates in all grain size ranges. Because of the reduced weight, compared to normal concrete, and a very high durability it can be characterised as high-performance concrete. This Lightweight Concrete was successfully used also for the precast elements of the Rudisleben bridge [1]. The mixture design and the characteristics of the hardened concrete are published in [1]. The precast elements had maximum sizes of 4,17 m x 6,80 m, d=10 cm. They were designed so that way, that all cross-sections remained in uncracked state I (fig. 4) in all transport and construction states conditions. All elements were supported by 4 special transport anchors, which are appropriate for thin elements. For the design for bending and punching a minimum compressive strength of 25 N/mm was required the load case in lifting from the formwork. This 34

Composite Pedestrian Bridge Constructed from Unbonded Prestressed LWAC compressive strength had to be proved.

Fig. 4: Cross-section of the precast elements

Special attention was paid to the curing of the filigree elements. Due to its high insulation properties (because of the lightweight aggregates) the concrete developes high temperatures during its hydration phase. To minimise internal stresses and the high risk of crack formation the elements were covered for 48 hours with insulating mats in addition to leaving them in the formwork. 3.1.2. In-situ concrete For the in-situ filling of the bridge deck with a thickness of 18 cm, high-strength Lightweight Concrete LC 40/44 with oven-dry density of t=1,60 kg/m was used. The mixture was developed in connection with investigations on the use of highstrength Lightweight Concrete in the field of prestressed concrete [2, 3]. The following table 1 gives an overview of the mixtures and the properties of the concrete.

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LACER No. 5, 2000

Table 1: Composition and concrete properties of the LWAC 40/44 (coated aggregates)

Composition

Cement Additives

w-c ratio w-b ratio Aggregates

Properties

Dry density Compressive strength Storage: DIN 1048 Modulus of elasticity

CEM I 42,5 R - HS Microsilica Super-Plasticizer Retarder 0,32 0,27 Natural sand, 0/2 mm LIAPOR K-light sand, 0/2 mm LIAPOR (coated) F6.5, 4/8 mm t = 1,60 kg/m fc, 7 = 46 N/mm (cube 150 mm) fc, 28 = 56 N/mm (cube 150 mm) fc, 28 = 54 N/mm (cyl. 150x300 mm) Elc = 17 700 N/mm

The bridge deck is post-tensioned in longitudinal direction with 150 mm monostrands without bond. In the transverse direction the deck is not prestressed. The mono-strands are located in the center of gravity of the net cross-section, following the distribution of the internal forces and moments of this supported slab point by point. The anchoring area is located at the northern, the span anchors at the southern abutment side. These areas constructed from C 40/50. Both areas have a length of approx. 50 cm.

Fig. 5: Placing of the semi precast units

Fig. 6: Conreting of the deck

Both concretes are poured fresh into the precast elements, as well as into the concrete filling. The prestress reduces the forces caused by to the inclination of the struts and the slab gets a higher stiffness, which is positive for the dynamic behaviour of the bridge. Fig. 5 and 6 show the placing of the precast units and the concreting of the deck. 36

Composite Pedestrian Bridge Constructed from Unbonded Prestressed LWAC 3.2 Struts

The pairs of struts support the bridge deck. The connections of the struts are rigid on both sides. All struts, head and base plates, as well as the other steel elements are made of S355J2GE (Fig. 7). The struts consist of tubes with a diameter of 168,3 mm with an overall wall thickness of 10 mm. They received head plates with a diameter of 500 mm, d = 40 mm with an inclination of 5,4 %, which is equal to the slope of the bridge deck. All connections are welded. The resulting forces caused by to the inclination of the struts (in longitudinal and transversal direction) are transferred into the slab via headed studs welded to the head plates. The resulting moments in this connection are transferred from the head plates into the slab via specially welded reinforcing elements. 3.3 Arch tube

The arch tube consists of a steel S355J2GE with a tubular cross-section 355.6 mm, filled with a high-strength lightweight concrete LC 70/77 (Fig. 7). The LC is made of new coated lightweight aggregates and has a density of = 2,0 kg/dm. The coating material is a cement layer. The following table 2 gives a survey of the mixture and the concrete properties.
Table 2: Composition and concrete properties of the LWAC 70/77

Composition

Cement Additives

CEM I 42,5 R - HS Microsilica Super-Plasticizer Retarder Natural sand, 0/2 mm Gravel 2/8 mm LIAPOR (coated) F8, 4/8 mm fc, 7 = 71 N/mm fc, 28 = 78 N/mm fc, 28 = 79,9 N/mm

w-b ratio Aggregates

450 kg/m 67,5 kg/m 27 kg/m 1,8 kg/m 0,31 1,428 kg/m t = 1,99 kg/m Cube 150x150mm Cube 150x150mm Cyl. 300x150mm Elc = 28 500 N/mm

Properties

Dry density Compressive strength Storage: DIN 1048 Modulus of elasticity

Filling of the tube with Lightweight Concrete requires the pumpability of the concrete, which is obtained by coating the aggregates. The result of the cooperation of both materials is a high load bearing capacity combined with 37

LACER No. 5, 2000 small dimensions. The thickness of the tube is 12,5 mm. The arch tube is prefabricated in two elements. The separation is in the top of the arch. The base plates with a diameter of 760 mm, d = 60 mm, with drilled holes for the anchoring bolts, are welded to the arch also in the workshop. For the filling the arch tube is seperated into 4 segments. These segments are seperated by transverse walls. Each segment has an opening DN 100 with a connection for the pump facilities and a closure at the lowest point. An opening of 50 mm at the highest point is used for deairing during concreting. The concrete is injected into the tube at the lowest points of the segments until the concrete comes out of the deairing openings (Fig. 8). The openings DN 100 were closed after pumping with rubber parts (Fig. 8). All openings are closed by welding afterwards, treated and coated.

Fig. 7: Placing of the arch

Fig. 8: Concrete filling at the arch

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Composite Pedestrian Bridge Constructed from Unbonded Prestressed LWAC 4 QUALITY MANAGMENT FOR THE CONCRETES

To ensure the quality of the two high-strength lightweight concretes LC 40/44 and LC 70/77 a quality management plan according to the guideline of the DAfStb (Deutscher Ausschu fr Stahlbeton) issued for high strength concrete was worked out. The plan was worked out already in the phase of invitation to tender and was enlarged to cover the specific properties of the lightweight concretes and lightweight aggregates. The plan consisted of a concreting test for checking the tube filling with LC 70/77 under in-situ conditions. At this concreting test a 4 m long steel tube with the same cross-sectional dimensions as the later arch tube was successfully filled. Afterwards test specimens were cut from this steel tube. The test specimens were used to determine the maximum load bearing capacity, the confinement effect, as well as the points of load application (Fig. 9). One of the test specimens collapsed when the force of 10,8 MN was reached (Fig. 10). The calculated ultimate force amounts to 9.4 MN. More detailed information appertaining to the load test is described in [4].
12000,00

max P = 10510kN

10000,00

8000,00

Last [kN]

6000,00

4000,00

2000,00

V-Rohr 1 0,00 0,00 5,00 10,00 15,00 20,00 25,00 30,00

Weg [mm]

Fig. 9: Load-deflection curve

Fig. 10:Collapsed test specimen

DYNAMIC ANALYSIS

A dynamic analysis was carried out for the pedestrian and cycle bridge. The results were evaluated according to Bachmann / Ammann [5]. For the design vertical eigenfrequencies in the range of 1,6 < fi < 2,4 Hz and 3,5 < fi < 4,5 Hz shall be avoided. The first natural mode is a vertical vibration with the natural frequency of f1 = 3,23 Hz and lies within the acceptable range. The load part of the first harmonic gives the main part (37% of the dead load). 39

LACER No. 5, 2000 The 3. natural mode is also a vertical vibration with the natural frequency of f3 = 4,59 Hz. This value is also in a range, where no resonance is expected. The 2. natural mode is a horizontal vibration with a natural frequency of f2 = 3,82 Hz. According to [5] horizontal eigenfrequencies in the range of 2,6 < fi < 3,4 Hz are to be avoided. This requirement is also met. All other harmonics lie in the range above 5 Hz. There fore, the bridge is not susceptible to vibrations. The following figures show the first three natural modes with their natural frequencies qualitatively and quantitatively (Fig. 11).
f(1) = 3.23912 Hz (calculation)

f(2)= 3.81989 Hz (calculation)

f(3) = 4.59283 Hz (calculation)

Fig. 11: Dynamic analysis of the system

REFERENCES [1] [2] [3] Knig, G., Novk, B.: Vorgespannte Betonstbe aus Hochleistungsbeton, Beton- und Stahlbetonbau (1999), H. 9, S. 348-361 Mller, H. S., Linsel, S.: Pumpbarer Hochleistungsleichtbeton, Leipziger Massivbau-Seminar, Band 10, Seiten IX/1ff. Dehn, F.: The influence of prestressing on the Shear and Flexural behaviour of prestressed LWAC, Proceedings of the Second International Symposium on Structural Lightweight Aggregate Concrete, Kristiansand, Norway 2000 40

Composite Pedestrian Bridge Constructed from Unbonded Prestressed LWAC [4] Knig, G., Novk, B., Fischer, M., Barthel, K.: Der Karl-Heine-Bogen in Leipzig, Hybride Brckenkonstruktion unter Verwendung von Hochleistungsleichtbetonen, Bautechnik (2000), H. 8, S. 523-535 H. Bachmann, W. Ammann: Schwingungsprobleme bei Bauwerken, Structural Engineering Documents, 3d

[5]

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