Forum SubscriptionsSubscriptions DigestDigest Preferences   FAQFAQ   SearchSearch   MemberlistMemberlist   UsergroupsUsergroups  RegisterRegister FAQSecurity Tips FAQDonate
 ProfileProfile   Log in to check your private messagesLog in to check your private messages   Log in to websiteLog in to websiteLog in to websiteLog in to forum 
Warning: Make sure you scan the downloaded attachment with updated antivirus tools  before opening them. They may contain viruses.
Use online scanners
here and here to upload downloaded attachment to check for safety.

Another Innovative Bridge Design by M/s Schlaich Bergermann Partner, Germany

Post new topicReply to topic Thank Post    www.sefindia.org Forum Index -> Engineering Marvels
View previous topic :: View next topic  
Author Message
Dr. N. Subramanian
General Sponsor
General Sponsor

Joined: 21 Feb 2008
Posts: 5430
Location: Gaithersburg, MD, U.S.A.

PostPosted: Fri Jul 17, 2020 6:17 pm    Post subject: Another Innovative Bridge Design by M/s Schlaich Bergermann Partner, Germany Reply with quote

Another Innovative Bridge Design by M/s Schlaich Bergermann Partner, Germany

On May 3, a 127-meter-long railway bridge was pushed over the A8 motorway near Stuttgart, Germany its 72 suspension cables consisting entirely of carbon fiber-reinforced polymer (CFRP). This ultra-light yet extremely stable material was developed largely at Empa and has since been used in more and more structures. Commissioned by the public transport operating company Stuttgarter Straßenbahnen AG (SSB), the bridge will enable the city’s light rail line U6 to be extended to the airport and the trade fair grounds. To minimize traffic restrictions during construction, the bridge arch and the deck have been constructed directly next to the motorway in recent months.

The filigree network arch bridge consists of two parallel steel arches and the concrete deck suspended from carbon hangers from Switzerland. Though the bridge weighs around 1400 tons, the 72 carbon hangers produced by the company Carbo-Link AG in Fehraltorf (a spin-off of Swiss Federal Laboratories for Materials Science and Technology, called in German as Eidgenössische Materialprüfungs- und Forschungsanstalt or EMPA- https://www.empa.ch/), which weigh only 1675 kg in total, contributing very little to the mass of the bridge.
The integral, three-span Innovative network arch bridge was designed by M/s Schlaich Bergermann partner. Besides its extraordinary light design, the most captivating aspect of the bridge is the first time use of carbon tension members as hangers of a network arch – providing for an aesthetic and at the same time efficient structural system.

The main span is 80 m long and will span the highway without intermediate supports.  It was cast last autumn on an auxiliary scaffold and at the final height of about 5 m above ground. Thanks to the great commitment of the construction company Adam Hörnig, the temporary supports for the bridge deck were dismantled last Easter. Self-propelled modular transporters (SPMT) was used to lift the 1400 tons arch segment and push it into its final position. The differences in level between the individual carriageways was evened out in advance by gravel fillings. Temporarily, about 200 truckloads of gravel was spread and compacted on the motorway – and removed again after the bridge was successfully moved into its position.

Last January, auxiliary towers were put in place to support the arches. Delivered to the site in three partial segments, both arches were lifted into place by a mobile crane. This was followed by the enclosure to be able to carry out the welding joints and corrosion protection. After the removal of the temporary supports, for a few days the free-standing arches made for a spectacular sight.

During last week, the installation of the carbon hanger cables took place on site. Due to their low weight, this step was conducted manually by only three persons. By Within a few days, all cables were installed, so that geometric measurements could take place the next morning before sunset. On this basis, within one day all hangers were hydraulically pretensioned. After the supporting structure of the network arch was fully activated, the removing of the scaffolding under the deck slab started. FThen the arches received their final top coat, a white aluminium finish. In May, the bridge was moved across the highway using self-propelling mobile trailers.

In contrast to numerous subsidized applications of carbon in construction in the context of research projects, this is possibly the first commercial application of this kind in bridge construction. The carbon tensile members used here are characterized by high tensile strength, even under fatigue loads, and have demonstrated that handling during assembly is particularly convenient and easy.

The Storey of this Rare Bridge

The project began as early as 2012, when the engineering office Schlaich Bergermann Partner (SBP) from Stuttgart won the competition for the motorway crossing of the U6 light rail line with its elegant network arch bridge. In contrast to a classic tied arch bridge with vertical hangers, the diagonally arranged hangers cross each other, creating the impression of a fine cable net.

A network arch bridge has the static effect of a truss girder, it is stiffer compared to tied arch bridges with vertical hangers. This means that the deflection under traffic load is lower. This is particularly important for railway bridges: If the deflections under the load of a train are too large, the rails bend and the train derails.

Despite this advantage, only a few bridges of this type have been realized so far, because there were various problems with the steel hangers, especially regarding fatigue. The competition design of sbp also initially included steel cables as hangers. But the client hesitated with the construction. They appreciated the elegance of the bridge and especially the column-free crossing of the eight motorway lanes. However, they considered the costs to be too high.

The solution: Hangers made of CFRP

In the end, the decisive factor was an idea by Er. Lorenz Haspel from the SBP team to replace the steel cables with pre-stressed carbon hangers, or, to put it correctly from a material science point of view: hangers made of carbon fibre reinforced polymers (CFRP). To the astonishment of everyone, the costs could even be reduced as a result. But unlike steel cables, CFRP hangers were not yet a mass product.

So who would be able to supply the 72 CFRP hangers required? In an earlier project, Er. Haspel had worked with Andreas Winistörfer, the founder and CEO of the EMPA spin-off Carbo-Link, which has been producing CFRP backstay rods for construction cranes for around 20 years. It was these rods that gave Er. Haspel the idea of using CFRP hangers in the first place.

In Germany, new construction products require a building authority approval. Obtaining one, especially for a completely new product, as CFRP hangers undoubtedly were, is usually time-consuming and expensive. However, neither money nor time was available for the Stuttgart light rail bridge.

An "approval on a case-by-case basis" was the only chance, and the responsible approval authority in Baden-Württemberg agreed to try this approach. In autumn 2016, SSB therefore commissioned Winistörfer to produce three prototypes - and the EMPA team led by Dr Masoud Motavalli and Er. Robert Widmann to carry out the necessary experiments. The subject was not new to the EMPA researchers, as they had been working intensively on the development of CFRP tension members for bridge construction since the 1980s.

Simulating 100 years in a few months

Carbo-Link delivered the prototypes at the end of September 2016, and in October Dr Motavalli's team began mechanical testing. The most important task was to simulate 100 years of railway operation on the CFRP hangers - within a few months. This corresponds to a stress of more than 11 million crossings.

The high oscillation frequency of 4.2 Hz, which was chosen for time and cost reasons, initially led to dangerous overheating at the contact surfaces between the CFRP and the titanium thimbles. The project threatened to fail until it was decided to reduce the load amplitude, which had been greatly exceeded out of ambition, to a realistic level. In the end, the two hangers examined survived the approximately 11 million load cycles without any problems.

CFRP hangers in the Carbo-Link workshop. Photo: EMPA

The task of EMPA experts Prof. Urs Meier - a pioneer in CFRP research - and Dr Peter Richner, now Deputy Director of EMPA, was to analyze and evaluate the extensive data. In addition to the fatigue properties, they also had to consider issues such as weathering resistance, lightning, fire, the influence of electrical and magnetic fields, and vandalism.

In May 2017, Prof Meier and Dr Richner sent their report to Stuttgart after just over seven months. All had worked under high tension and enormous time pressure. And then ... nothing happened. Months went by, and both Carbo-Link CEO Mr Winistörfer and Prof Meier and Dr Richner came to the conclusion: "A waste of time and effort".

They had already written off the project when, on April 10, 2018, a letter suddenly arrived from the licensing authority in Baden-Württemberg, which allowed the use of CFRP hangers in the construction of the bridge over the A8 motorway under certain conditions. Among other things, EMPA's expert opinion and the requirements it contained had to be included in the tender documents for the project.

Only one offer was received in response to the subsequent invitation to tender for the project; at the time, the construction industry in Germany was experiencing overheating. As the costs in the bid were significantly higher than the planned budget, things looked bleak again in autumn 2018 for the network arch bridge with CFRP hangers. The project was in danger of finally failing for cost reasons. However, shortly before Christmas, those responsible surprisingly decided in favour of the future-oriented technology.

Economy of this bridge construction

The lower initial investment costs for the CFRP variant in comparison with the steel variant came as a particular surprise to the experts, because in previous bridge projects which were not supported by research funding, CFRP tension members did not stand a commercial chance against steel. But the demanding requirement profile for hangers of network arch bridges is as if tailor-made for the material CFRP. The cross-sectional area of the CFRP hangers is only a quarter of what would be required for hangers made of steel - an important reason for the economic efficiency of the new material. The 72 CFRP hangers were installed in mid-April. Due to their low weight, this could be carried out without a crane and with only three construction workers.

Sustainability of CFRP Bridge

The CFRP bridge also scores points in terms of sustainability. Since the EMPA report did not yet address the issue of sustainability of CFRP hangers, the parties involved were initially doubtful about this. EMPA researchers were recently able to close this "gap" in a further project for an even larger railway network arch bridge over the Oder between Küstrin-Kietz in Germany and Kostrzyn in Poland. The results clearly speak in favour of the CFRP variant. For example, the CO2 emissions for the steel variant are about three times higher and the energy consumption more than twice as high.

Küstrin-Kietz Oder River Rail Bridge(Knight Architects (c))

Innovation is the Key

The CFRP hangers of the Stuttgart light rail bridge are likely to be groundbreaking for future network arch bridges. There are likely to be further niches for CFRP hangers in which they will be competitive with steel not only technically but also commercially. One example is the enormously long cables of wide-span cable-stayed bridges in Asia.

However, this fast money cannot be earned with innovative materials in the construction sector, as it has taken around 40 years of intensive research and enormous perseverance - above all by Prof. Urs Meier and his team - to help CFRP achieve a breakthrough in the construction industry. "That is almost absurdly long," says Dr Peter Richner. "This is precisely why we launched our NEST demonstration platform a few years ago, in order to put innovations in the construction and energy sectors into practice much faster than that".

Nevertheless, there is still no reason for the steel industry to be concerned; the volume - not the mass - of the steel currently being converted is 5500 times that of CFRP.

Back to top
View user's profile Send private message
Thankful People
1 user(s) is/are thankful for this post.
SEFI Member
SEFI Member

Joined: 28 Jul 2020
Posts: 1

PostPosted: Tue Jul 28, 2020 10:32 am    Post subject: Reply with quote

Thanks for sharing such an excellent information. Keep up!

Best Angular JS Certification
Back to top
View user's profile Send private message
Display posts from previous:   
Post new topicReply to topic Thank Post    www.sefindia.org Forum Index -> Engineering Marvels All times are GMT
Page 1 of 1


Jump to:  
You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum

© 2003, 2008 SEFINDIA, Indian Domain Registration
Publishing or acceptance of an advertisement is neither a guarantee nor endorsement of the advertiser's product or service. advertisement policy