Concrete Bridges

155 2011 Ernst & Sohn Verlag fr Architektur und technische Wissenschaften GmbH & Co. KG, Berlin Structural Concrete 12 (2011), No. 3

It is proposed to build concrete bridges with tendons fully encap-sulated in plastic ducts and without the use of reinforcing steel.In this case the durability of the proposed bridge depends only onthe durability of the concrete because corrosion is no longer adetermining factor regarding the lifetime of the structure. The re-quirements of the serviceability and ultimate limit states are ful-filled by providing post-tensioned tendons with strands fully en-capsulated in plastic ducts and watertight anchorages. Since theproposed bridge does not contain any steel, which would beendangered by material-related corrosion, there is no need forinsulation to the deck. Consequently, there is also no need forpavement and edge beams. This concept of building bridges rep-resents a breakthrough with regard to sustainability and durabili-ty of concrete bridges and is applicable to small and medium-sized bridges. The method has already been implemented for thedesign of the Egg-Graben Bridge in the Groarl valley in theprovince of Salzburg, Austria. Prior to the actual construction ofthe bridge, large-scale tests were performed to obtain practicalvalues for the serviceability, ductility and loadbearing capacity ofthis structural system.

Keywords: durability, prestressing, large-scale tests, concrete bridge,electrically isolated tendon, plastic duct

1 Introduction

Frequently, the serviceability of the conventional sealingof concrete bridges turns out to be unsatisfactory in prac-tice. Imperfect sealing leads to chloride infiltration intothe structure due to cracks. If a road passes under abridge, there is the risk of chloride ingress caused by saltspray spread over the surface of the bridge. In addition tothe sealings liability for repairs, the pavement requiresregular repair work. This periodic maintenance workcauses high costs and affects the traffic flow. The aim ofthe project presented in this paper is to develop a tech-nology that increases the life expectancy of concretebridges and thus at the same time reduces the frequencyof repair work.

2 Research programme

The research project Prestressed concrete bridges with-out reinforcing steel, sealing and pavement was initiatedin order to improve the durability of concrete bridges. Toachieve more durable concrete bridges, it is suggested thatconcrete bridges should be built with the following char-acteristics: The bridge is prestressed and has no mild steel rein-

forcement. The prestressing steel is arranged in plastic ducts and is

also fully encapsulated in plastic at the anchorages. There is no longer a need for sealing because there is no

reinforcement in the structure that is endangered bycorrosion.

There is no longer a need for a pavement to protect themembrane. It is proposed to build the pavement withhigh-quality concrete in a composite form with thestructure as the upper part of the bridge.

The edge beam is an integral part of the structure. Bridges with short spans can also be designed as integral

bridges.

During construction, the economic advantage of the pro-ject consists of savings with regard to construction materi-als, i.e. neither reinforcing steel nor insulation, expansionjoints or edge beams are needed. Considering the futuresavings in operation and maintenance, as well as the un-limited lifetime, the bridge will show a superior economicperformance compared to conventional bridge structures.

2.1 Large-scale tests

Large-scale tests were performed to obtain practical val-ues for the serviceability, ductility and loadbearing capaci-ty of this structural system, see Fig. 1. The design of thespecimens was inspired by the Egg-Graben Bridge. The di-mensions were 15.3 0.63 0.5 m (L W D) and the ef-fective span of the continuous beam was 7.5 m. Forceswere applied at distances of 2.5 m from the intermediatesupport. For prestressing, a post-tensioning system withplastic ducts and fully encapsulated anchorages was used.Each tendon consisted of 7 strands of 150 mm2, grade1570/1770. The specimen was concentrically prestressedwith straight tendon guidance and was deviated over thefinal 1.5 m. The reinforcing bars were arranged to prevent

Articles

An innovative design concept for improving the durability of concrete bridges

Johannes Berger*Sebastian Bruschetini-AmbroJohann Kollegger

DOI: 10.1002/suco.201100022

* Corresponding author: [email protected]

Submitted for review: 21 April 2011Revised: 07 June 2011Accepted for publication: 26 June 2011

splitting tensile stress in the anchorage area of the ten-dons. Grade C30/37concrete was used.

The company that later carried out the prestressingwork for the bridge was also involved in the production ofthe specimens in order to gain experience at a very earlystage of the project with regard to the constructionprocess and the installation of a measuring system (elec-trically isolated tendons) for monitoring the corrosion pro-tection. A detailed description of the tests and test resultscan be found in [1].

2.1.1 Load-deflection relationship

The load (displacement-controlled) was gradually appliedin order to record the development of cracks. The crack-ing moment, calculated with the mean value of the con-cretes tensile strength (C30/37, fctm = 2.9 N/mm2) was302 kNm. The first cracks appeared over the intermediatesupport at a moment of Mcrack,support = 448 kNm and inthe span at Mcrack,span = 363 kNm. Of great interest wasthe structural behaviour in the cracked state. The load wasincreased until the first cracks became visible, which ap-peared at the intermediate support at a force of 285 kN.Up to this point, a linear relationship between load anddeformation was visible, see Fig. 2. Starting from the firstcrack in the intermediate support area, a linear relation-ship is still recognizable, but with a slightly shallower

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J. Berger/S. Bruschetini-Ambro/J. Kollegger An innovative design concept for improving the durability of concrete bridges

Structural Concrete 12 (2011), No. 3

slope due to the redistribution of the internal forces be-cause of the cracked section at the intermediate supportarea. The load was then increased until the first crackswere visible in the span area, which took place at a forceof 420 kN. After that, the load-deflection relationship wasnot linear any more because of the cracks, and a greaterincrease in deformation occurred. The last load levelreached was F = 656 kN, with a maximum deflection ofumax = 21 mm, which corresponds to a ratio of l/357.

The achievement of the ultimate capacity was an-nounced by the appearance of cracks (bending shearcracks), spalling in the concrete compression zone and bythe rapid growth in deformations for an insignificant in-crease in load.

2.1.2 Crack pattern

The first cracks (intermediate support area) that occurredhad a crack width of 0.05 mm and a length of 0.10 m. Af-ter a further increase in the load (from 285 kN to 420 kN),cracks also appeared in the span area, the crack width atthe intermediate support was already 0.5 mm and thecrack length 0.30 m. The cracks that appeared in the spanhad a width of 0.05 mm and a length of 0.10 m.

Ultimate capacity was reached at a load of 656 kN,with a maximum crack width of 2 mm and a maximumcrack length of 0.37 m. Upon reaching the ultimate load,

Structural Concrete 03/2011:Nr. 022

Fig. 1. Experimental setup

Fig. 2. Loaddeflection relationship

Structural System

F FSpan 1

700

600

500

400

300

200

100

00 5 10 15 20 25

Span 2Displacement [mm]

Span 1

1st CrackSpan

1st CrackIntermediate support

Load

[kN]

Span 2

0.08

0.08

0.34

0.50

0.315 0.315

C30/37

0.63m

2.5m7.5m 7.5m

2.5m

Cross Section

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the average crack spacing was 0.35 m, the maximum0.40 m and the minimum 0.22 m, see Fig. 3. Spalling wasclearly visible in the concrete compression zone.

2.1.3 Strains in concrete and tendons

For the determination of the strain and curvature relation-ships, the strains due to post-tensioning and dead load

were calculated with a modulus of elasticity of33000 N/mm2. The measured strains in the concrete incompression and the tendons are shown in Fig. 4, whichalso provides information about the strains in the con-crete and tendons under ultimate load. At the intermedi-ate support in the compression range, the curve is linearup to a moment of 448 kNm (c = 0.73 ). Thus a non-linear curve is the result, in which the maximum compres-

Fig. 3. Crack pattern at ultimate load

Fig. 4. Momentstrain diagram

Fig. 5. Moment-curvature relationship

2.50m

Span 1

800

6 1 2 0 2 1 6 8 10 12

MRm = 673 kNmMRm = 673 kNm

Strain []

Curvature [m1]Span 1 Intermediate support Span 2

Mom

ent [

kNm]

Mom

ent [

kNm]

Span 1: Concrete-CSpan 1: Tendon-CSpan 1: Tendon-T

Span 2: Concrete-CSpan 2: Tendon-CSpan 2: Tendon-T

Int. Support: Concrete-CInt. Support: Tendon-CInt. Support: Tendon-T

MRm = 673 kNmMRm = 673 kNm

MRm = 673 kNm

MRm = 673 kNm

elastic relationship

elastic relationship




1st Crack span

1st Crack span

1st Crack span

600

100

200

0

200

100

600

800

800

0.020 0.015 0.010 0.005 0.000 0.005 0.010 0.015 0.020

600

100

200

0

200

400

600

800

Span 2

2.50m

sion of the concrete amounts to c,u = 4.21 . Due topost-tensioning, the strain in the tendon was p,0 = 6.10 and the maximum strain reached during the test wasp,u = 10.19 .

In the span, the strain was measured at the points ofload application. The compression in the concrete com-pressive edge is the same in both spans, linear up to a mo-ment of 363 kNm with a compression c = 0.67 . Themaximum compression, c,u = 2.29 , was reached at amoment of 640 kNm. The strain in the tendon on the ten-sion side behaves differently. Compared to span 2, agreater increase in the strain can be seen in span 1 up tothe first crack. After cracking, the opposite behaviour isnoticeable. The maximum elongation was p,u = 10.27 .Strain curves for the tendon in compression are shown aswell.

2.1.4 Moment-curvature

The moment-curvature relationship is shown in Fig. 5,and knowledge of the stiffness can be gained from this re-lationship. The curvature of the cross-section at the inter-mediate support progressed linearly until the first crackappeared and corresponds well with the calculated elasticmoment curvature = M/EI (Ec = 33000 N/mm2). Afterthe appearance of the first crack, a significant drop instiffness is noticeable. Again, in the fully cracked state, anearly constant stiffness EI(II) can be observed; however, itamounts to just 1/9 of the stiffness of the uncracked cross-section. The maximum curvature is max;support =0.0195 m1. The relationship in the two spans is not com-pletely identical. In the uncracked state, span 2 shows agreater curvature than span 1. After the first cracks haveoccurred, a contrasting behaviour can be observed.

2.2 Results of experimental investigations

The construction of crack-free concrete bridges with cor-rosion-resistant reinforcement can be accomplished ac-cording to the system described. The omission of reinforc-ing steel is regulated by standards such as EC2 [2, 3], andthe requirements of this structure regarding serviceability,ductility and loadbearing capacity could be demonstratedexperimentally. It was also shown that by using prestress-ing only without further reinforcement, ductile behaviourat the ultimate limit state can be achieved. The announce-ment of the failure by deformations, large crack widthsand, finally, through spalling of the concrete in the com-pression zone as required in the design of reinforced con-crete structures, was sufficiently demonstrated by the tests.The comparison of the ultimate load reached experimen-tally with the calculated ultimate load show that the calcu-lations with mean values of material strengths are in goodaccordance with the experimental values.

3 Egg-Graben Bridge

The Egg-Graben Bridge is the first bridge in Austria forwhich the method of prestressing without using reinforc-ing steel for the superstructure was used. The bridge wasbuilt for the upgrade to the L109-Groarler state roadand is located in the Groarl valley the province of

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Salzburg, Austria. The partners involved in the project arelisted in Tables 1 and 2.

3.1 Bridge design

Due to the heterogeneity of the rock (geological fault zonein the area of the bridge, different rock properties betweenthe two abutments and partially within the contact area ofone abutment) and the steepness of the terrain, a structur-al system was required that would span the valley withoutany support. It was decided to build an arch bridge be-cause under the present conditions, the demands on thesupporting structure could be best met with an arch. Inchoosing the shape of the arch, it was observed that due tothe different heights of the arch base points, an asymmet-ric deformation of the structure occurred under deadloads. To solve the problem, a polygonal arch form waschosen. It was not possible to comply with the request ofthe Bridge Department of the province of Salzburg, i.e. todesign an integral bridge. The initial calculations showedthat the additional stresses due to temperature variationand shrinkage caused large restraint forces. For this pro-ject it was decided to install elastomeric bearings to sepa-rate the superstructure from the abutment walls. The de-sign of the bridge was also inspired by SchwandbachBridge (1933), Switzerland [4]. That bridge, designed byRobert Maillart, is a very slender bridge, curved on plan,with an arch of 0.2 m thickness and a span of 37.4 m, andhas been protected as a historic monument since 1984.

3.2 Construction

The abutments are rotated through 30 to the road axisand are founded fully in the unweathered rock. The tran-sition of the superstructure to the soil behind the abut-ment was achieved with drag plates attached to the struc-ture with stainless steel reinforcement. The Egg-GrabenBridge was designed as a polygonal arch bridge, see Fig. 6.

Table 1. Project participants

Client: Province of Salzburg

Contractor: ALPINE Bau GmbH

Tensioning: Grund- Pfahl- und Sonderbau GmbH

Research: Vienna University of Technology

Table 2. Project information

Concept:Dipl.-Ing. Franz BrandauerProf. Dr.-Ing. Johann Kollegger

Structural Institute for Structural Planning calculations: Engineering,team Vienna University of Technology

Construction BauCon ZT GmbH, Zell am See

design:

Project dataDuration: Sept 2007 Dec 2009Bridge length: 50.68 m

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Following the design of the Schwandbach Bridge,the layout of the arch on the mountain side is straight andon the downhill side it follows the curvature of the deck.The arch has a thickness of 0.50 m at the bearing and ta-pers along the first 3.50 m to a thickness of 0.40 m, thenremains constant over the entire arc length. The two archpiers are 3.25 and 3.70 m high, with a thickness of 0.16 m.The front of the piers overhangs on the downhill side,which emphasizes the curvature of the bridge on plan. Acontinuous prestressed concrete slab was chosen for thesuperstructure, which is curved on plan with a radius of50 m. This slab is supported by two pier walls as well asthe intersection with the arch in the middle. The resultingfive-span superstructure with two cantilevers on the bear-ing axis has a total length L = 2.37 + 7.97 + 7.97 + 14.03 +7.97 + 7.95 + 2.42 = 50.68 m on the bridge axis. Fig. 7shows a cross-section, a slab 9.50 m wide and 0.50 m deep.

3.3 Analysis [5]

The design of the bridge was carried out with the loads ac-cording to Eurocode, taking into consideration the indi-vidual effects of dead load, wind load, temperature effects,unusual effects and traffic loads on bridges, as regulatedby the Austrian Standard NORM EN 1991-2 [6]. The rel-evant forces for the design of the bridge resulted fromvarying effects with regard to road traffic. Load model 1(LM1) was used as the traffic load. Loading due to specialvehicles was not considered.

Due to the complex geometry, the forces were calcu-lated using a finite element program in a 3D model. The3D model corresponds to the actual geometry of thebridge, only the transverse gradient was neglected. To ver-ify the results, a 1 m strip of the bridge was analysed witha program for the design of frame structures. Determina-

Fig. 6. Longitudinal section along bridge axis

Fig. 7. Standard section through bridge superstructure

tion of the forces was accomplished with a linear elasticmaterial model.

3.3.1 Superstructure reinforcement

To ensure structural safety and serviceability, the slab wasprestressed in the longitudinal and transverse directions.Essentially, there is no further steel reinforcement, exceptin the edge and the local anchorage zone (splitting ten-sile). Stainless steel reinforcement (1.4571, BSt 500) wasused for these two applications. For the longitudinal andtransverse directions, 07-150 tendons (Ap = 1050 mm2) insteel grade St 1570/1770 were used. The tendons are fittedin plastic ducts. They were sealed with a permanent plas-tic anchor cap and the plastic ducts were grouted with ce-ment mortar. The number of tendons was chosen in sucha way that the analysis of decompression for the frequentcombination of actions would be met at each point of thebridge. Several alternatives were studied in order to findan optimum tendon profile. Ultimately, a central tension-ing in both directions of the bridge was chosen. In the lon-gitudinal direction, two tendons were arranged one abovethe other. A total of 15 tendons was required, which result-ed in a spacing of 0.63 m. The spacing of the 94 transversetendons is 0.50 m on the mountain side and 0.54 m on thedownhill side.

The analysis for the limitation of crack widths at theserviceability limit state was performed as follows. Ac-cording to NORM EN 1992-1-1 7.3.2 (4) [2], NORMEN 1992-2 [3] and NORM EN 1992-1-1 [2], no minimumreinforcement is required for structural elements made ofprestressed concrete if under the characteristic combina-tion of actions and the characteristic prestress the con-crete remains in compression or the absolute value of thetensile stress in the concrete is less than ct,p. The valuefor ct,p can be found in the National Annex. For the con-crete used, the recommended value is fct,eff = fctm =2.9 N/mm2 (Austria). To prevent tension from indirect ef-fects (restraint forces), the bearing of the structure waschosen in such a way that no restraint forces from thermalstress or shrinkage would occur. Since the analysis couldbe performed for the relevant position, the superstructuredoes not need minimum reinforcing steel. Three differentload combinations were considered for the analysis at theultimate limit state: Permanent and temporary design situations Exceptional design situation Earthquake

The bridge is located in earthquake zone 1 and the refer-ence ground acceleration for the site is 0.41 m/s2. The re-sults of the calculations show that the load combinationfor the seismic design is not the decisive design situationfor the bridge. The relevant forces for the design of thebridge were the result of the basic combination. The bend-ing analysis showed that the moment of resistance MRd ofthe superstructure is greater than the effective momentMEd due to the relevant load combination. The ultimatelimit state analysis is guaranteed only by prestressing, sono further reinforcing steel is used.

The analysis of the shear resistance was carried outby comparing the effective shear force VEd and shear force

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resistance VRd in the relevant section. Since the designvalue for the shear force resistance VRd,c is higher than theeffective shear force VEd, transverse reinforcement (shearlinks) in the structure has been omitted.

3.4 Construction work on site

Construction work for the substructure began in the au-tumn of 2008. The unweathered rock was found 8 m be-low ground level and so extensive excavation work was re-quired. The foundation consisted of a reinforced concreteslab (L W D = 15.0 /5.0 2.0 m) on the rock. Thework for the falsework of the arch began the followingspring. During the concreting of the arch, the regionwhere the intersection of the arch with the superstructuretakes place was omitted. The intersection was cast simul-taneously with the superstructure. In the steep region ofthe arc, from the foundation to the rising wall, a wall form-work was used and filled with self-compacting concrete.

With regard to the assembly, particular attention wasnecessary when the reinforcement for the arch was laidbecause the starter bars for the pier walls were made ofstainless steel (1.4571, BST 500). To avoid galvanic corro-sion [7], contact between normal reinforcing steel andstainless steel reinforcement had to be ruled out. Conven-tional reinforcing steel was used for the arch because nodirect penetration of water contaminated with chloridewas expected and the geometry of the arch was designedin such a way that no tensile stresses occurred under deadload. Further, the material costs were much lower com-pared with those of stainless steel. Self-compacting con-crete was also used for the pier walls reinforced with stain-less steel. Due to the very thin cross-sectional dimensionsof the arch, which were possible only because of the spe-cial geometry of the arch, an accuracy of 10 mm wasspecified for the construction.

After completing the formwork for the superstruc-ture, the anchor pockets, which had been produced at thefactory, were mounted. For the anchorage of the longitudi-nal tendons, placed in the structure area above each other,it was necessary to deviate them at both abutments in or-der to accommodate the anchor heads. The plastic ductsections 5 m long were connected by mirror welding. Thesensitivity of the plastic ducts with regard to the thermalexpansion behaviour needed special attention. The ther-mal expansion of the ducts could be controlled as soon asan orthogonal grid of tendons was formed and the strandswere inserted. For the location and the installation of thetendons at the proper level, supports made of fibre-cementblocks (cut lengths) were arranged at each intersection be-tween longitudinal and transverse tendon, see Fig. 8.

The maximum distance between the supports for theducts was 0.80 m according to the approval [8]. Since thedistance between longitudinal tendons was 0.63 m, and0.50 m between transverse tendons, it proved to be advan-tageous to support every intersection between tendons. Toensure a flat contact area between fibre-cement block andduct, plastic half-shells were clipped to the ribbed duct.The fibre-cement blocks were attached by plastic cableties. The cross-connection of the ducts formed a stablemesh, see Fig. 9.

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Threading of the strands was carried out prior toconcreting. The weight of the strands corresponded to thebuoyancy force resulting from the volume of the duct inthe concrete. Therefore, the ducts were not securedagainst floating. The reinforcement content of the struc-ture amounted to 85 kg of prestressing steel per cubic me-tre of concrete. Steel reinforcement (stainless steel) was in-stalled only in the side areas and the local anchorage zoneto resist the tensile forces, see Fig. 10.

The following actions were taken in order to reducerestraint due to hydration before tensioning: To keep thetemperature development low, concrete C30/37(56)/BS1C/GK22/F45 was used. This RRS concrete (radicallyreduced shrinkage, according to NORM B 4710 [9])reaches its design strength after 56 days. The slower set-ting process leads to a lower temperature development.The shortening of the superstructure due to loss of hydra-tion heat and early shrinkage did not result in restraintstresses because of the favourable bearing conditions withthe fixed point at the intersection of arch and superstruc-ture in the middle of the bridge. The autumnal weatherconditions also had a beneficial effect.

The concreting of the superstructure with the inte-grated edge beams began on 15 September 2009 at 6.45a.m. and lasted 12 hours. The weather turned out to be

favourable and the air temperature ranged between 5 C inthe morning and 20 C at noon. A temporary timber con-struction was built for concreting the superstructure, seeFig. 11. The surface treatment was carried out by sprayingan evaporative protection.

Two days after concreting, the tensioning was carriedout with 25 % of the full prestressing force. The full pre-stressing force was applied 13 days after concreting. Thetensioning process always started with the transverse ten-dons. After completing the stressing operations, the grout-ing of the ducts was carried out with cement mortar. Theconcentric compressive stress applied in the longitudinaldirection amounted to 8.0 N/mm2, and 5.0 N/mm2 inthe transverse direction.

Striking of the bridge formwork began one month af-ter concreting had finished. The deformation of the struc-ture due to self-weight amounted to 4.0 mm in the centre,

Fig. 8. Detail of tendon support

Fig. 9. Tendons in superstructure

Fig. 10. Stainless steel reinforcement to control tensile splitting in anchor-age zones

Fig. 11. Concreting the superstructure

and thus complied with the calculated deformation. Thecompleted bridge is shown in Figs. 12 and 13. The cost ofthe bridge amounted to 1,063,304.00 incl. 20 % VAT.This represents a price of 2,209/m2 bridge superstruc-ture.

3.5 Electrically isolated tendons

The post-tensioning kit used allowed the longitudinal ten-dons to be run electrically isolated. Using a system withcompatible plastic ducts and an anchor with plastic ductsprovides an opportunity for non-destructive monitoring ofcorrosion protection of tendons by measuring the electri-cal resistance [10]. The use of electrically isolated tendonspermits checking of the electrical insulation and the tight-ness of plastic ducts, and thus facilitates measurementswith regard to the condition of a tendon during its entireservice life.

A decrease in the resistance indicates the ingress ofmoisture into the duct. This therefore amounts to moni-toring the corrosion protection of the prestressing steel.

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The impedance between the strands and the steel rein-forcing bars is measured. As there is no reinforcing steellocated in the structure, an additional stainless steel rein-forcing bar was installed to take measurements. For theEgg-Graben Bridge, five measurements have been carriedout so far. On average, the length-normalized electricalresistance amounts to Rl,mean = 7500 km (Rl,min =6800 km, Rl,max = 10000 km). Fluctuations in the re-sults are due to changing environmental conditions suchas humidity, rainfall, temperature or season. The value re-quested by the client was set at Rl,reqd > 300 km (= highelectrical insulation). The very high values measured aredue to the tightness of the plastic ducts. An EIT measuringbox has been installed so that it is possible to carry out fur-ther measurements in the future.

4 Conclusion

Prestressed concrete bridges without steel reinforcementare well in accord with the requirements with regard toserviceability and ultimate limit states. The durability ofthe bridge depends only on the durability of the concretewhen corrosion of the reinforcement is prevented. Noadditional steel reinforcement is necessary for prestressedbridges with bonded tendons completely encapsulated inplastic ducts. The tendons are well protected and there-fore not susceptible to corrosion. This idea is a newperspective regarding the construction of durable bridgesand is applicable for small and medium-sized bridges. Ittook several years of research work at the Institute forStructural Engineering, Vienna University of Technology,with the aim of improving the durability of concretestructures. The approach of building concrete structureswithout reinforcing steel susceptible to corrosion hasbeen found in the course of the research project and hasproved effective. The feasibility of the technology wasproved in extensive experimental studies and numericalsimulations. Together with a client interested in innova-tion, the method could be applied for the first time for theconstruction of the Egg-Graben Bridge.

Acknowledgments

The field tests were performed within a research projectwhich is funded by: sterreichische Forschungsfrderungsgesellschaft mbH

(FFG) Vereinigung der sterreichischen Zementindustrie

(VZ) Bundesministerium fr Verkehr, Innovation und Tech-

nologie (BMVIT) Land Salzburg, Abteilung 6, Landesbaudirektion, 6/23

Brckenbau Autobahnen- und Schnellstrassen-Finanzierungs-Ak-

tiengesellschaft (ASFINAG) BB Infrastruktur Bau AG, ES-Brckenbau und kon-

struktiver Ingenieurbau ALPINE Bau GmbH STRABAG AG, Sparte Hoch- und Ingenieurbau Holcim (Wien) GmbH

Their support is gratefully acknowledged.

Fig. 12. View of underside of bridge Pez Hejduk: www.pezhejduk.at

Fig. 13. View of finished bridge Pez Hejduk: www.pezhejduk.at

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7. Nrnberger, U.: Korrosion und Korrosionsschutz im Bau-wesen. Wiesbaden, Bau-Verlag, ISBN 3-7625-3199-4.

8. European Technical Approval ETA 06/0006.: VSL Post-Ten-sioning System, Post-Tensioning Kits for Prestressing ofStructures, Jul 2006.

9. NORM B 4710.: Beton Teil 1: Festlegung, Herstellung,Verwendung und Konformittsnachweis (Regeln zur Umset-zung der NORM EN 206-1), Oct 2007.

10. Elsener, B.: Monitoring of electrically isolated post-tension-ing tendons, Tailor-Made Concrete Structures Walraven &Stoelhorst, Taylor & Francis Group, London, 2008.

Johann Kollegger, O. Univ. Prof., Dipl.-Ing., Dr.-Ing., M.Eng.Vienna University of Technology, Institute for Structural EngineeringKarlsplatz 13/212-21040 ViennaTel.: +43-1-58801/21202Fax: +43-1-58801/[email protected]

Sebastian Zoran Bruschetini-Ambro, Dipl.-Ing. Dr.techn.formerly:Vienna University of Technology, Institute for Structural EngineeringKarlsplatz 13/212-21040 Viennacurrently: Strabag AG, [email protected]

Johannes Berger, Dipl.-Ing.Vienna University of Technology, Institute for Structural EngineeringKarlsplatz 13/212-21040 ViennaTel.: +43-1-58801/21256Fax: +43-1-58801/[email protected]

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