arup presentation iqpc warschau 03112010
DESCRIPTION
Presentation given during the IQPC Bridge Symposium in Warsaw at the 4th of November 2010 about the Managing Contractor project Steel Bridge Renovation in the NetherlandsTRANSCRIPT
1
Sander den Blanken
Managing Contractor (MC): Renovation of 8 bridges (NL)
Bridge renovation to provide extended life of minimum 30 years to 8 orthotropic deck steel bridges with minimum traffic hindrance
2
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future developments
Content
31. The Project
4
Experience RWS:• Until 2000 own engineering department• 2 Pilot projects: Moerdijk & Hagestein• Preferred solution: HSC overlay• Phd Study: HSC solution• Lessons Learned document• Several laboratorium tests• Reference Plan MC
1. The project
5
The Project:• Incentives contract for engineering firms: Managing Contractor• EPIC - Engineering, Procurement, Construction (traditional) • Asset Management: 8 major steel highways bridges 1960-1990• Whole life cost assessment• Extending the life of existing assets > 30 Years• Orthotropic steel decks: Fatigue cracks & static strength issues• Local & global strengthening• Renovation in 6 years (2009-2015)• Incentive contract for 3 combinations for construction
1. The project
6
Main requirements:
• Further 30 years life without significantly increased maintenance
• Renovation with minimum/no traffic disruption
• Implement high strength concrete overlay to improve deck fatigue performance
1. The project
7
Responsibility of Managing Contractor:• Delegated Client position• Project & contract management• Traffic & Environmental management• Project administration/project control• Technical Management:
• Inspection 8 structures• Assessment 8 bridges, existing & strengthened condition • Design and engineer enhancement measures• Preparing tender documents
• Management and supervision of the contractors
1. The project
8
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future developments
Content
9
Contract: Costs Plus Incentive Fee (1)• Framework contract MC - RWS: 17 part orders (2 per bridge + 1)• Payments:
• Costs: 2.8 x Gross Year Salary/2080 < SAL +OHC• Hours: approx 25.000 per bridge• Plus: Fixed Fee after finishing each part orders• Incentive Fee: Bonuses
• Framework contract RWS/MC – Contractors (3):• Mini-tender per bridge• Same incentives as MC, and therefore same as RWS
2. The contract
10
Reference plan vs. Incentives MC• Reference plan made by Client based on own experience• Bonuses:
1. Minimise Traffic Hindrance: availability of lanes2. Minimise Building Costs3. Safety: no safety incidents + no shortcomings4. Customer Evaluation: increase public opinion5. Mobility
2. The contract
11
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future situation
Content
12
General approach:
MC Renovatie Bruggen – BrIM strategie
• JV Royal Haskoning & Arup, Greisch
• Get the best of each JV partner and cooperate
• Working in the same office as Client with complete team
• BrIM solutions to facilitate teams • Development MC along the project duration
• Product & process development with contractors
3. MC approach: General
13
BrIM: Bringing pieces together
MC Renovatie Bruggen – BrIM strategie
•3D modelling of complex geometry• Creating of 2D drawings• Structural analysis• Document control• Availability of information
3. MC approach: BrIM
14
Project Wise• Working at same documents
remotely• Document control• Storage of documents• QA system:
• Control is automated• Notifications send for checking
and approval • Documents only issued when
trial is followed
MC Renovatie Bruggen – BrIM strategie3. MC approach: BrIM
15MC Renovatie Bruggen – BrIM strategie
http://mcportal.arup.com/
3. MC approach: BrIM
16MC Renovatie Bruggen – BrIM strategie3. MC approach: BrIM
17
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future developments
Content
18
Phased technical approach:1. Initial global assessment: are the bridges
adequate for strength with current lane layout
2. Detailed global strength and fatigue assessment & Detailed local fatigue assessment
3. Concept, scheme and detailed design of global and local strengthening
3. MC approach: Technical
19
Local fatigue assessment (1)
• NEN-EN 1993-1-9:2006 - Eurocode 3: Design of steel structures – Part 1-9• Load Model 5:
• Weight in motion study (completed on Moerdijk bridge)• Trend factor to give vehicle numbers and axle loads
• Current use and current layout• Convoy loading included • Influence of two lorries side-by-side included
3. MC approach: Technical
20
Local fatigue assessment (2)
Important parameters influence on the estimation of fatigue damage:• Lane positions of lanes in relation to the main supporting structure• The lateral deviation of the trucks from lane centre (weave)• Influence of asphalt stiffness variation with temperature• Historical positions of the lanes• The distribution of traffic between on/off, slow and 1st fast lanes• Cracked / uncracked concrete
3. MC approach: Technical
21
Classification fatigue details:
Detail category information taken from:•Kolstein’s Fatigue Classification of Welded Joints in Orthotropic Steel Bridge Decks•Eurocode 3, Part 1-9
3. MC approach: Technical
22
Local FEM for fatigue analysis of deck structure
3. MC approach: Technical
23
Validation• Compare with previous FE models (left)• Compare with strains measured on bridges (right)• Mean SN curves and mean stresses with actual damage
3. MC approach: Technical
24
Truck position• Position of vehicle compared to main structure• Variation of lateral position (Weave)
3. MC approach: Technical
25
Damage calculation
VBA programme combines inputs from: - FE analysis - Loading regime (historic & future) - Weld characteristics - EC3 fatigue damage assessment
3. MC approach: Technical
26
Deck fatigue results
Trough to deck plate joint:
crack in weld
Trough splice joints
Trough to crossbeam joints
(on trough)
Trough to crossbeam
joints(on web)
Trough, deck plate
and crossbeam
joint
Crossbeam to deck plate
Deck plate butt
welds
Detail Category 50 36 124 71 125 100 36
Fatigue Detail 2 3 4 4a 5 6 7
Predicted Damage in 2010PD-2010
10.90 26.55 0.13 0.01 1.23 0.00 0.04Predicted damage 2040 Cracked-HSB, no steelwork repairs 2010
PD-2040-C
10.90 26.55 0.13 0.01 1.23 0.00 0.04Predicted damage 2040
Cracked-HSB, submerged Arc steelwork repairs 2010
PD-2040-SA-C- - - - 0.36 - -
Predicted damage 2040 Cracked-HSB, zero damage set at 2010
PD-2040-Z-C
0.90 9.39 0.00 0.00 0.16 0.00 0.00Predicted damage – 2040 Cracked-HSB, Repair threshold limit of 0.66
damage set at 2010 - - - - 0.82 - -
3. MC approach: Technical
27
Deck fatigue solutions
3. MC approach: Technical
28
HSB Overlay
•C90/105 Concrete•Closely spaced reinforcement•Minimal cover •tight tolerances
HSB
4. Current situation: Muider
29
Edge Details HSB
• Formed from angle sections and plates.• Designed for prefabrication.• Welded or epoxy fixed to deck plate.•Slotted holes for flexibility.• Starterbars welded to strip.
Welded to deckplate
StripStarter barsAngle
Weld
Bolted connection
4. Current situation: Muider
30
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future developments
Content
31
What’s happening now:
• 2 bridges on-site• 1 bridge being tendered• 1 bridge at phase 3 assessment• 2 bridges beginning phase 2
4. Current situation
32
1) Muider Bridge (special)• Under construction• Built in 1969• Total length of 305m length, three spans• Two identical but structurally independent
bridges each with a 18 m with. • Main load-bearing structure consists of 3
box-type main girders• Work currently in progress for local and
global reinforcements supporting the bridge centrally with a free-standing suspended structure
• Construction ends 1 Dec 2010
Project: Managing Contractor Project4. Current situation: Muiderbrug
56
2) Arch Beek Bridge• Built in 1967• Spans a 4 tracks railway and a local road• 117 m long and 35 m of width • Steel tied arched bridge with free-standing arches• Construction starts September 2010• Construction starteded on site
4. Current situation: Beek
57
Global Strengthening Measures – Beneath Structure
• New plates• Several stiffeners• Additional flanges cross girders• Corner plates • Full penetration weld
4. Current situation: Beek
58
Global Strengthening Measures – Beneath Structure
• Interaction with railways
= 26 repairs
2 repairs
4. Current situation: Beek
594. Current situation: Beek
604. Current situation: Beek
61
Global Strengthening Measures – Above Deck
• Strengthening Rivetted Connections Arch• Strengthening above arch• Overplate deck next to arch ends
4. Current situation: Beek
62
HSB Overlay
4. Current situation: Beek
63
Edge Details HSB
4. Current situation: Beek
64
3) Scharberg Bridge• Being tendered• Built in 1972• Spans both the Maas river and the
Juliana Canal.• Total length of steel part is 301 m
over 4 spans• Twin beam and slab bridge • Construction starts April 2011
4. Current situation: Scharberg
65
Deck Plate Repair & HSB Overlay
4. Current situation: Scharberg
66
Global Strengthening Measures• Either End Bearing Stiffeners - Additional stiffeners added• Full Height Stiffeners• Panel 1 Stiffeners• Type 6 Splice Plates• Bottom flange
4. Current situation: Scharberg
67
• Widening needed due to future traffic increase: option study
• Construction starts June 2012• Phase 3 just started
4) Galecopper Bridge• Built in 1975• Canal span consists of
two separate grid suspension bridges
• Total length both bridges 320 m, width 34.6 m.
• Pylons and suspension surface
4. Current situation: Galecopper
68
5) Suurhoff Bridge• Built in 1972• 2x2 traffic lanes and one parallel road
opened for cyclists, pedestrians and agricultural traffic.
• 3 main parts: – 40 m solid abutment – Bascule bridge with a facing tail– Main 2 spans of 95 and 55.7
meters• Construction starts on May 2012• Phase 2 just started
4. Current situation: Suurhof
69
• Opened for traffic in 1976, after a construction time of almost 4 years.• A50 between Ewijk and Valburg junctions at Nijmegen • Spans the Waal and the flood plains of the Waal. • 2x2 traffic lanes, a hard shoulder and 2 parallel roads on both sides• Construction starts January 2014, phase 2 just started
6) 1st bridge at Ewijk
4. Current situation: Ewijk
70
Content:1. The project (history & start)2. The contract: Cost Plus Incentive Fee Contract 3. MC approach: BrIM & Technical4. Current situation5. Future developments
Content
71
7) Kreekrak Bridge• Opened for traffic in 1974 after a construction time of 4 years. • River span consists of two separate bridges with identical steel structure
constructed from steel plate girders. • Total length is 240 m with four support points: two pillars and two abutments.• Partial overstresses are 50, 140 and 50 meters.
• Each bridge with vehicle deck space for 2x2 traffic lanes and a hard shoulder.
Project: Managing Contractor Project5. Future: Kreekrak
72
• 2nd arch built in 1990 in order to double the lanes into twelve
• Spanning the river Maas as two fixed bridges with a steel main span and a moveable part = already replaced
• Western arch bridge 300 m span• The arch is connected by diagonal steel
tension cables to steel main girders 3.90 m in height that carry the road deck.
• Construction starts in April 2015
8) 2nd Van Brienenoord Bridge
5. Future: van Brienenoord
73
Other developments:1. Local strengthening with glued steel plates (8-20 mm) on slow lane2. HSB without reinforcement3. Standardisation: repair methods, edge details, hsb overlay4. Product development with contractors
5. Local strengthening with FRP (less stiffness, high strength)6. Global replacement by combination of steel and FRP
5. Future developments
74
Questions?
Next IQPC Bridge Symposium Frankfurt 27th of January 2010:• More results HSB & sensitivity analysis• Tests results HSB• New alternative: glued plate
5. Future developments