1915 Çanakkale Bridge A world record span suspension bridge · 1915 Çanakkale Bridge - Meeting...
Transcript of 1915 Çanakkale Bridge A world record span suspension bridge · 1915 Çanakkale Bridge - Meeting...
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1915 Çanakkale BridgeA world record span suspension bridge
Inger B. Kroon, COWI
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1915 Çanakkale Bridge - Meeting the challenge
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› Introduction to the bridge
› Location
› Layout
› Setup and time schedule
› Analysis model
› Technical challenges and constraints
› Insight to the design process
› Bridge design – how and why
› Status
› Design status
› Construction status
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Introduction – Location
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› Western end of the Sea of Marmara (200km from Istanbul)
› Part of the Çanakkale-Tekirdağ-Kınalı-Balıkesir highway project
› Other major bridge references by COWI in the same area
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Introduction - The project
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Introduction - Bridge layout
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› Main span 2023 m (World record)
› Side spans 770 m
› Approach bridges 365 m + 680 m
› Total length 4608 m
› Tower height 318 m
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Introduction – Project setup
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› Owner - KGM (Turkish Ministry of Traffic)
› Owners consultant - TTJV (Tekfen + T-Engineering)
› Concessionaire - ÇOK A.Ş
› Contractor - DLSY JV (Daelim, Limak, SK & Yapi Merkezi)
› Designer COWI with sub consultant PEC
› Independent Design Verifier (IDV) - Arup with sub consultant Aas Jacobsen
› Financing by 24 different banks and financial institutions from 10 different countries
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Introduction – Design schedule
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2017 2018 2019 2020 2021 2022JA
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INITIAL DESIGN
DETAILED DESIGN
BRIDGE OPENING
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Introduction – Construction schedule
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Integrated Bridge Design & Analysis System (IBDAS)
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› Global Analysis Model created in the structural design and analysis system IBDAS developed by COWI
› Creation of a parametric IBDAS model, using a combination of beam, shell and solid elements
› Local models have direct interface to global model and are activated inside global model obtaining easy loading and correct boundary conditions
IBDAS Global
Analysis model
Local Caisson models
Local AnchorBlock
models
Local Deck
models
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IBDAS Global Analysis Model with local models
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IBDAS Global Analysis Model with local models
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Local fatigue model in IBDAS
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Detailed FE-modelGlobal FE-model
Semi local shell model within the global model
Fine mesh size for fatigue verificationLocal model
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Technical Challenges
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› Ground conditions
› Seismic activity
› Live loads
› Ship impact
› Wind climate
› Schedule
› Design schedule
› Construction schedule
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Weak soil at European and Asian shorelines
Ground conditions – Anchor blocks
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Rock outcrop
Increase side spans to utilize Miocene rock
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Concept – increased side span » tie-down system
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Ground conditions – Tower foundation
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EUROPEAN: Up to 25 m of soft Holocene clay deposits at 37 m water depth
ASIAN: Up to 14 m of Holocene sand and Pleistocene clay deposits at 45 m water depth
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Seismic time history analyses
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Input 1 Input 2 Input 3 Input 4 Input 5 Input 6
› 3 seismic events – FEE (125 year), SEE (975 year), NCE (2475 year)
› Individual input for 6 locations in 3 directions
› 7 sets of time series – see graph at tower for NCE
› Nonlinear element behaviour
› Hydraulic buffers at the towers
› Soil-structure interaction
› Wind bearings
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Live load – Design criteria
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› Loaded lengths < 200 m UDL = 81.8 kN/m
› Eurocode 1991-2 load model 1, 2 and 3
› Loaded lengths > 200 m UDL = 58.8 kN/m
› EN 1991-2 SE-NA (TRVK Bro 11 - taking effect of long loaded length into account)
Influence on normal force in hanger
Influence on normal force in main cable
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Ship Collision Risk Analysis
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Acceptance criteria of 10-4 per year
Design ship with static equivalent ship impact load of 370MN according to Ship Collision Risk Analysis
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Ship impact dynamic analysis in global model
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Ship impact – Towers
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› Impact zone up to +29.5 m
› Semi-local and local impact governs tower design up to +29.5 m
› Skin plate thickness increased
› Horizontal stiffeners added to increase local bending resistance of skin plates
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Tower foundations - Ship impact
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› Global transverse ship impact force of 370 MN
› Strict design criteria introduced to achieve minimal damage of non-accessible parts of foundations under accidental loads
› Resulted in design challenges and detailing of reinforcement, e.g. diagonal bars in some walls and slabs
Asian caisson
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Tower foundations - Ground improvement
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› Tower caisson is placed on a 3 m thick gravel bed
› Ground improvement by Ø 2.5 m open ended steel inclusion piles socket into Miocene mudstone
› 192 piles below the European tower with lengths up to 46 m
› 165 piles below the Asian tower with lengths of 21 m
› Special ring structure and shear keys for load transfer from gravel into piles
› Piles reduce tower settlement and increase the lateral resistance
Miocene mudstone
Gravel
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Aerodynamics – Wind climate & wind tunnel testing
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› Analysis of wind data resulted in a basis wind speed of
Vb=29 m/s, giving V=46 m/s at deck level (+86.0)
› Wind tunnel tests located in:
› Canada (BLWTL)
› Deck section model, 1:60
› Deck section model, 1:30
› Denmark (FORCE)
› Tower section model, 1:80
› Full tower model, 1:225
› Tower erection stages in 1:225
› China (RCWE)
› Full bridge model in 1:190
› Full bridge erection stages in 1:190
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Aerodynamics – Twin box girder
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› Test of section models to optimize girder shape, gap width and wind screen
› Flutter stability is dependent on mean twist angle of bridge girder due to mean wind loading
› Critical wind speed 63/69/63 m/s must be secured:
› The girder section shape must be designed securing nose-up angles of 3-5° at wind speeds of about 70 m/s
Deck no Deck configuration a [] Vcr [m/s] Comment
A1 9m gap, inner web 14m wind screens
-1.50.0
+1.5
5366
>71
Failed
B3 9m gap, inner web 25m wind screens
-1.50.0
+1.5
64>78>69
OK
C3 9m gap, inner web 34m wind screens
-1.50.0
+1.5
65>77>69
OK -preferred
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Aerodynamic – Full bridge model wind tunnel testing
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› Aerodynamic stability was verified (with additionally damping of the towers) through wind tunnel tests of a 1:190 scale full aeroelastic model of the bridge.
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Articulation
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› Long span bridges giving large movements for in-service loads (traffic, temperature, wind) and seismic actions
› Hydraulic buffers at towers:
› restrain bridge deck for transient loads of passing trucks, buffeting wind
› reduction of movements giving extended lifetime of sliding elements
› allow free movement of deck for temperature and static traffic loads giving reduced reaction forces in the structures
› viscous damping during seismic events dissipating energy and controlling movements and forces
› Hydraulic end stops at towers:
› limit the expansion joint movements to a manageable level
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Construction time – Towers
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› Steel towers for fast erection
› Horizontal block joints with welded skin plates and bolted splice connections of longitudinal stiffeners
› Method enables fast construction with the possibility to erect new block before finalizing welding works
Osmangazi Bridge
Osmangazi Bridge
Osmangazi Bridge
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Construction status – Tower foundation/Tower
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Construction status – Anchor block/Approach
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THANKS!