аЯрЁБс>ўџ MOўџџџLџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџџьЅСG П’0bjbjŽйŽй *^ьГьГ‹%џџџџџџ]ttttttt8Thd!R(((((((IL<ˆ<Ф$sєgЄш9t(((((шltt((lll(Јt(t(ˆJвJtttt(ll‚ Њs|tt(Ь4@&}PrОаœя DESIGN AND CONSTRUCTION OF THE MASLENICA HIGHWAY BRIDGE Session: Concrete structures in European Transition Countries Vinko andrli, Prof.Dr., Jure Radi, Prof.Dr., Zlatko `avor, M.Sc., Lecturer University of Zagreb, Ka ieva 26, 10000 Zagreb, Croatia Summary The new Maslenica highway bridge is a concrete arch of 200 metres span and 65 metres rise, fixed to the abutments. The arch cross – section is box type, double cell with depth to width ratio of 4.0 / 9.0 metres. The arch was constructed by free cantilevering on travelling formwork carriages in 5.26 m long segments. The superstructure comprises eight simple-span precast prestressed girders made continuous over intermediate supports and interconnected by concrete deck slab cast in situ. Construction works started in March 1993, and the bridge was opened to traffic in April 1997. Introduction As the direct consequence of the last war, more than fifty bridges on main roads suffered severe damage or were completely destroyed, causing the disruption of traffic flow on major road routes. The major blow was the destruction of the steel-arch bridge across the Maslenica strait, which severed the most important road link between the North and the South of Croatia. After detailed investigations, the Croatian Road authority decided to build a new bridge, not far from the original location, to improve horizontal and vertical alignment. The new bridge is the first major structure built on the planned new Adriatic motorway. 2. Structural design The bridge lies horizontally in straight line and the grade line is in an upward curvature of R=17500 metres, approximately 90,0 metres above the sea level. The overall width of the roadway is 20.4 metres, with four traffic lanes (1(, (2(. The main structure is a concrete arch with span of 200 metres, and rise of 65 metres, with the rise to span ratio f/L=1/3.08. The arch is fixed of double cell box cross-section with constant outer dimensions. The criteria for choosing the arch line has been the minimization of bending moments due to permanent loads (5(. The overall width of the arch is 9.0 metres and the overall depth is 4 metres. Diaphragms under spandrel columns are vertical (Fig. 1). The superstructure is continuous over twelve spans L=26+10*30+24 metres, with the overall length of 350 metres. It consists of eight simple-span precast prestressed girders made continuous over intermediate supports and interconnected by concrete deck slab cast in situ. This solution was adopted because cost estimates showed it to be the most economical, compared to a continuous prestressed single cell box girder and a continuous composite steel plate girder. The number of structural joints has been reduced to a minimum, with expansion joints provided at the abutments only. The superstructure is supported by longitudinally movable bearings at both abutments and at the piers nearest to the abutments and by fixed bearings at the two piers near the arch crown. All other piers are fixed to the superstructure. Expansion joints allow longitudinal displacements of (20 centimetres, governed mainly by seismic considerations. Bridge piers, varying in height from 3.6 - 67.9 metres, consist of two individual columns connected at the top by a head-beam. All piers are of box-type cross-section. The outer proportions of all piers are 2.0*2.5 metres with only the piers at the two arch abutments stronger with 2.5*2.5 metres. Fig.1. Longitudinal layout and the cross – section of the bridge. The bridge is founded on rock. Combined footings are utilized with allowable rock stress of 1.5 MPa. Two structural solutions prevail in contemporary design of concrete arch bridges, structural systems with rigid arches and the flexible superstructure (standard design solution of most large arch bridges) and structural systems with flexible polygonal arches and the rigid superstructure (Maillart). On the Maslenica bridge a wide superstructure is supported on a much narrower arch, resulting in the structural system of the rigid arch and the rigid superstructure (4(. The bridge is designed on the basis of German DIN standards because an adequate complete system of Croatian structural codes does not exist at the moment. Structural material quantities for the Maslenica bridge are given in Table 1. Table 1. Structural material quantities Structural partConcrete GradeConcrete (m3)Reinforc. (t)Tendons (t)FoundationsB 252.840185AbutmentsB 3578078PiersB 353.550635ArchB 353.570700Precast T-girdersB 45Deck slabB 35Deck structure (girders + slab)4.680765143Total15.4202.363143 Special measures have been taken to provide for the proper functioning of the bridge situated in an aggressive maritime environment, till the end of its service life set at hundred years. Structural dimensions have been chosen adequately, in general much bigger than on any existing Croatian bridge on the Adriatic coast. With the help of concrete materials engineers a low permeability concrete has been designed, with water-cement ratio w/c less than 0.40. The minimum concrete cover for all the bridge structural elements was set at 5.0 cm and for the arch foundations nearest to the sea at 10.0 cm (3(. 3. Construction The preliminary construction works started in March 1993. After the constructing of access roads to bridge piers location all foundations were cast. There followed the installation of temporary rock anchors for the free cantilevering erection of the arch. Seventy-four anchors were constructed approximately 25 metres long. The installed oscillatory cable-crane of 500 metres span and 6.0 tons capacity was utilized for the transport on the site. The construction of the arch by free cantilevering was the most demanding. The arch was constructed on travelling formwork carriages with the weight of 55 tons each, in 5.26 m long segments, starting symmetrically from the arch abutments. Piers at the arch abutments were extended by auxiliary steel staying pylons 23 metres high to facilitate successive cantilevering. The arch was supported during construction by stays radiating from two levels of the arch abutment piers and from tops of auxiliary staying pylons, where they were equilibrated by anchor stays, connected to rock anchors (Fig. 2 and 3). The arch construction was speeded-up by the omission of the crown diaphragm and subsequent stress regulation via hydraulic jacks, which was performed on some other Croatian arch bridges. The arch axis was designed and constructed in elevated position (13.7 cm maximal raise in the crown) so that the designed arch shape shall form after long-term creep and shrinkage deformations. Fig.2. Wiew to a building site prior to arch closure. With careful planning, based on 24 hours working days, the arch construction was finished in eleven months. The actual duration of the arch construction was only nine months, because high winds forced work stoppages for the two months period. All erection phases, as actually executed, were numerically calculated on the site by the Designer. Precast prestressed girders were cast near the bridge during the construction of the arch. Spandrel piers and the superstructure above the arch were constructed after both halves of the arch have been closed at the crown in a strictly prescribed order. The climbing formwork was used for the construction of piers. Piers were cast in segments, 5.0 metres long. Lower parts of pier hammerheads were cast on scaffolding and the upper, partially prestressed parts were cast together with the deck slab after the placing of all precast girders by the launching truss. Just prior to the arch closure there occurred a relatively strong earthquake with the epicentre very close to the bridge site with no consequences for the bridge structure. Fig. 3 Layout of stays during the arch construction period Final remarks Construction works in dificult conditions proceeded without casulties or severe injuries to workers on site. The bridge was opened to traffic in April 1997. PARTIES INVOLVED CLIENT: Croatian Road Authority Project manager: Zvonimir Nagy Engineer-in-charge: Ton i Ljubeti CONTRACTOR: KONSTRUKTOR, Split Project manager: }eljko }deri Site manager: Mladen `komrlj Technical manager: Marsel Friedl SUBCONTRACTOR: GEOTEHNIKA, Zagreb, with BBR and CEPAS PLAN AG, Zuerich and Conex, Zagreb Engineers: Predrag Defar, Damir orko DESIGN: Structural Department of the Zagreb Faculty of Civil Engineering Designers: Vinko andrli, Jure Radi, Zlatko `avor Fig.4 Opening ceremony. References: 1. andrli, V.; Radi, J.; `avor, Z.: New Maslenica Highway Bridge. FIP 94 Congress, Washington D.C. 1994., Croatian National Report, p. 161 - 166 2. andrli, V.; Radi, J.; `avor, Z., Friedl, M.; }deri, }.: Design and Construction of the Maslenica Highway Bridge. XIII FIP Congress, Amsterdam 1998., Croatian National Report, p. 3  16 3. Bjegovi, D., Mikuli, D., Krsti. V., Radi, J., Pu~, G.; Corrosion Limit State Design for Concrete Bridges, FIB Symposium, Prague 1999. (in preparation) 4. andrli, V.; Krsti, V.; Novkovi, Z.: Slo~eni sklop betonskog mosta (Complex assembly of a concrete arch bridge), Graevinar 44 (1992.) 5, 325-332 (in Croatian) 5. andrli, V.: Odreivanje optimalnog oblika osi luka svoenih mostova (Determining Optimum Axis Shape of Arch Bridges). Naae Graevinarstvo 35 (1981) 3, 397-404 (in Croatian) PAGE 2 PAGE 1 rђ*>Vn Wdн ђ й к л м о п р с ! 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