Escolar Documentos
Profissional Documentos
Cultura Documentos
Introduction
The proposed Aberdeen Channel Ap Lei Chau Island side the line will
Bridge (Figure 1) is a 225m long run directly into a tunnel on leaving
post tensioned concrete box girder the bridge, under the rocky outcrop
bridge forming part of the South and existing tower blocks.
Island Line (East) Mass Transit Railway
The detailed design of the bridge
(MTR) extension in Hong Kong. The
was undertaken by Atkins as part of
new MTR line is approximately 7km
a traditional contract covering the
long and will link South Horizons
bridge, sections of viaduct works
on Ap Lei Chau Island to the south
and certain stations for the Client,
with Admiralty station on the north
MTR Corporation. The construction
side of Hong Kong Island. The line
contract was put out to tender in
extension comprises a mix of tunnels
summer 2010 with construction of
and viaducts. The railway will cross
the bridge programmed to begin in
Aberdeen Channel onto Ap Lei Chau
2011.
Island to the south adjacent to the
existing Ap Lei Chau highway bridge
Form of bridge
Structures
Deck design
Design standards
The bridge was designed to MTR’s
in-house design standards1. These
standards are based on the Structures
Design Manual for Highways and Figure 5. Balanced cantilever construction prior to stitching to adjacent deck sections
Railways (SDMHR) published by the
Hong Kong Highways Department2. installed (Figure 5). At this point In the final design the uplift at the
The SDMHR is largely based on the wind loading can generate large north abutment was eliminated
BS 54003 but with modifications transverse forces at the piers and any and uplift bearings do not need
appropriate to local conditions in out of balance construction loading to be provided here. At the south
Hong Kong. For some aspects of the can generate large moments in the abutment where the side span is
design, reference was also made to piers. The out of balance construction shorter due to the need to link into
the new Eurocode BS EN 1992-2 loading considered was a Uniformly the adjacent tunnel, uplift could
Design of Concrete Bridges4. Distributed Load (UDL) on one side not be eliminated and special uplift
of the deck representing either the bearings will need to be provided. At
Global analysis concrete pours out of balance or both locations the transverse loads
The global analysis of the bridge was the temporary formwork out of from the wind at the deck ends can
carried out using a 3-D space frame balance, but not both. Other out of become very high and so a separate
line beam model. A separate shear balance effects such as unintentional longitudinal guide bearing is provided
flexible grillage model was used to deviation of concrete thicknesses to resist these loads (Figure 4).
determine the distribution of load and construction surcharges/storage
effects between the two webs. The loads were also considered. Such Diaphragm design
space frame model allowed the considerations are now more formally The deck diaphragms at the piers and
construction sequence and tendon given in BS EN 1992-2, although abutments are required to transfer
stressing operations to be taken into this was not specifically used for the the loading from the box section
account and automated the creep, design of Aberdeen Channel Bridge. into bearings at the abutments or
shrinkage and loss calculations for into the piers. These elements were
the post tensioned box.
Uplift
designed using strut and tie analysis.
The short side spans meant that The checks of the compression
The train live loading on the bridge
under some loading conditions, struts, ties and nodes were carried
followed the requirements set out
uplift was generated at the bearings. out in accordance with the guidance
in the MTR design standards, which
The transverse wind loading on given in BS EN 1992-2. Limits on
are based on BS 5400 loading with
the noise barrier also generated a compressive stresses and tension at
modifications for the specific MTR
twisting at the deck end which gave ULS are given in this code. At the
trains. One of the most critical
more uplift on one side. A number Serviceability Limit State (SLS) the
load effects on the bridge was
of options to eliminate this uplift tension stress in the bars was limited
the wind loading. The Hong Kong
were investigated. Increasing the to 200MPa to ensure strains under
region is affected by typhoons and
mass of the deck at the side spans service loads and thus cracking was
the SDMHR makes allowance for
by increasing the wall thicknesses limited. “Suspension reinforcement”
this by specifying high Ultimate
and extending the solid diaphragm to transfer the shear forces from
Limit State (ULS) factors for wind
section was considered. However the box webs into the top of the
loading. The overall effect of the
this did not provide sufficient diaphragms was provided based
high wind loads was also increased
additional mass to fully eliminate the on the guidance by Leonhardt5.
by the requirement to allow for the
uplift. The uplift generated by the Separate models were developed for
presence of the noise barrier in the
eccentric transverse wind loading the maximum torsion and maximum
design. The barrier presents a greatly
was minimised by widening the shear load cases.
increased total wind area, more than
Structures
76
128 Design of Aberdeen Channel Bridge, Hong Kong
Serviceability design of piers open and close quickly under peak durability of the piers, especially with
service loading will have little time their inherent difficult access.
Initial crack width calculations for
to affect durability. A crack which
the piers indicated that design crack An impressed current cathodic
is permanently open however does
widths may exceed the simple limits protection system was therefore
provide a sustained path to the
specified in BS5400. This could chosen as the preferred option for
reinforcement.
have been solved by providing the piers on the Aberdeen Channel
extra reinforcement in the face of The limit on crack width for Bridge. This system can be installed at
the piers. However the piers were appearance reasons are based the time of original construction and
already heavily reinforced and on studies that have shown that consists of ribbon anodes installed
there was a concern that additional members of the public are generally on top of the reinforcement cages in
reinforcement, although allowing unaware of crack widths of 0.3mm the piers and pilecaps using isolating
the design to meet the code and below, but start to notice larger clips. Cabling for a data monitoring
requirements, would actually reduce cracks. This is based on a viewing system and power supply system
the durability of the structure due to distance of 3 metres. A value of will also be installed in the piers
the adverse effect such congestion 0.3mm has therefore been taken as with junction boxes in the hollow
may have on placing the concrete, the upper bound to acceptable crack box girder deck at the pier locations.
with perhaps a reduced quality of widths where the concrete surface Data about the condition of the
concrete and cover. is visible, irrespective of durability reinforcement will be collected and
requirements. monitored, using a suitable interface
The new Eurocodes take a
system to detect the onset of
different approach to BS5400 in It is recognised that additional
corrosion at an early stage. The low
the consideration of crack widths measures such as special coatings
powered current supply to the ribbon
in design. Larger peak crack or cathodic protection need to be
anodes would then be switched on
widths under short-term loading taken to enhance durability for some
to actively prevent corrosion of the
are permitted, even in aggressive situations. Horizontal surfaces subject
reinforcement. This system has a
environments and crack width to de-icing salts is a clear example
design life of 120 years, and when
limits are considered only under and vertical surfaces subject to salt
installed at the construction phase
quasi-permanent loads (i.e. the water spray such as the piers on
of a structure, does not significantly
time-based average bridge loading). Aberdeen Channel Bridge close to
increase overall costs as it is relatively
There are a number of reasons for the tidal splash zone also require
easy to install.
these differences. Crack widths are further consideration. In conjunction
limited in structures for three main with the Client, it was decided Additionally, marine grade concrete
reasons: to prevent corrosion of that cathodic protection should be was specified for the piers to further
reinforcement, to prevent unsightly provided for the piers to enhance improve the long-term durability
appearance and to prevent loss of their long term durability, despite of the structure and minimise
service, e.g. by leakage in a liquid not being strictly necessary to BS EN maintenance requirements in the
containing structure. 1992-2. difficult location.
For the piers on this bridge only the Cathodic protection system Foundations
first two of these requirements apply.
Initially, a sacrificial anode system The pier foundations are both formed
BS EN 1992-2 permits wider crack
submerged below sea level and of 4 no. 2.0m diameter piles, with
widths as research into durability
attached to the pier foundations was a rectangular pile cap. The piles are
has found that below 0.3mm the
considered. However the beneficial founded in 2.0m deep rock sockets.
width of cracks has little influence
effects would be limited by the The pile cap within the sea channel
on the durability of the structure.
height of influence above sea-level will be fitted with a fender system to
The quality of the concrete cover
that could be achieved and which protect it from ship impact and will
has the greatest influence on overall
would be limited to approximately be cast above highest water level to
durability. Eurocode 2 bases its crack
2m. Another solution was to embed ensure it is visible from sea channel
width requirements on the quasi-
sacrificial anodes in the concrete vessels. The bridge was designed
permanent load combination as they
piers. However their effective life is to resist ship impact, however the
Structures
Acknowledgements
This paper is submitted with the approval of the Hong Kong MTR Corporation. The authors would also like to thank
Atkins’ design management team led by Douglas Simmons and Bruce Gillespie for their crucial role in coordinating
all aspects of the detailed design, including Client liaison, architectural input and interfaces with other third party
consultants and stakeholders.
This paper was first published in Proceedings fib Symposium Prague 2011.
References
1. MTR Corporation Limited, New Works Design Standards Manual – Section 4 Civil Engineering, MTR
Corporation Limited, Hong Kong, April 2009.
2. The Government of the Hong Kong Special Administrative Region, Structures Design Manual for Highways and
Railways, 3rd Edition, HKSAR, Hong Kong, August 2006.
3. British Standards Institution. Steel, Concrete and Composite Bridges, Part 4 – Code of practice for design of
concrete bridges. BSI, London, 1990, BS5400.
4. British Standards Institution. Eurocode 2: Design of Concrete Structures – Part 2-2: Concrete bridges – Design
and detailing rules. BSI, London, 2005, BS EN 1992-2.
5. Leonhardt, F, Koch, R and Rostasy, F.S, Suspension reinforcement for indirect load application to prestressed
concrete beams: test report and recommendations, Beton und Stahlbetonbau, 1971, Vol. 66, Issue 10, pp.
233-241.
80