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Bridge Engineering

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COWI A/S, founded in 1930, is a privately
owned company and completely independent
of any manufacturer, supplier or contractor.
The COWI Foundation is the majority share-
holder and supports research and development
in the various felds of consultancy activity.
The head offce is located in Lyngby, a sub-
urb about 12 km north of Denmarks capital
Copenhagen.
COWI is an independent consulting com-
pany which delivers state-of-the-art services
within the felds of engineering, environmental
science and economics. COWI has a total of
3400 employees, of which 2000 are based in
Denmark and 1400 in subsidiaries and project
offces around the world.
COWIs staff includes engineers, planners,
sociologists, biologists, agronomists, econo-
mists and other academic specialists. The net
capital and annual turnover are at present 55
and 320 Million Euro, respectively. More than
50% of the turnover comes from international
projects.
Transportation
COWI has more than 70 years of experience in
transportation covering all phases of infra-
structure projects from initial planning and
feasibility studies to maintenance management
and training. More than 8000 km of roads
and 3000 bridges of all types and sizes have
Fields of Consulting Services by COWI
Economics and Management
Environmental economics and regulation, regional and
transport economics, traffc planning, public transport,
traffc management and environment
Development Planning
Water sector development, urban development, agricul-
ture and natural resources, rural development, social and
institutional development and land information
Water and Environment
Environment and nature, environment & occupation
health and safety, soil and groundwater, sewerage
and drainage, wastewater treatment, environmental
management, environmental projects, environment &
noise abatement
Geographical Information & IT
Mapping, international map sales, informatics &
management, cadastre, geographical information & IT
Roads and Airports
Urban roads, highways, airports, pavements, operation
and maintenance
Rail, Metro and Tunnel
Railway planning, infrastructure design, bored tunnels,
immersed tunnels, cut-and-cover tunnels, stations,
project and construction management, upgrading and
maintenance, infrastructure management
Bridges, Marine and Foundation Engineering
Major bridges, bridges, geotechnics, coastal protection,
marine engineering, management systems, operation
and maintenance, risk analysis, aerodynamics, safety
assessment, structural monitoring
Building and Operation
Civil buildings, urban development, operation and
maintenance, owner and tenant consultancy services,
project development
Industry & Energy
Industry, energy, oil and gas.
COWI A/S
Klaus H Ostenfeld
Managing Director
and CEO
been constructed according to COWIs designs.
Infrastructure projects are the main feld of
services for three divisions in COWI, actively
supported by specialist assistance from other
divisions.
Bridge Engineering
COWI has become an international market
leader in bridge engineering. Highly profes-
sional staff with a broad international expe-
rience have reached this position through a
continuous commitment to work of the highest
professional standards and a constant search
for effcient and innovative solutions.
COWI is proud to present its outstanding
capabilities and achievements in bridge engi-
neering.
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3 Bridge Engineering
Anton Petersen
Director, Bridges,
Marine and Foundation
Engineering Division
+45 4597 2888
ape@cowi.dk
Working with Bridges
Bridge design has for a long time been a core
activity for COWI. We have been responsible
for preliminary studies, detailed design, and
supervision of the majority of Danish bridges
across waterways. Among these are the world
class suspension bridge, the East Bridge, across
the Great Belt with a free span of 1624 m and
the combined rail- and roadway cable stayed
bridge for the resund link between Denmark
and Sweden with a main span of 490 m.
Bridge Projects
COWI has been involved in bridge projects
covering all type of bridges as presented in the
following pages.
Services
COWIs services cover the whole project life cy-
cle from the early ideas to the operation phase
and rehabilitation or decommissioning.
COWI works for both contractors (BOT and
design-build projects) and for bridge owners.
COWI advocates a close dialogue with the
contractors in order to optimize the design and
construction. This knowledge is then reused,
when we design for bridge owners.
Expertises
We are actively participating in research and
development of materials, new technology
and methods of analysis in order to develop
our core competencies. The state-of-the-art
knowledge thus acquired is used for developing
innovative concepts in design such as corro-
sion protection of steel girders by dehumidifed
air and tuned mass dampers. Our in-house
Integrated Bridge Design and Analysis System,
IBDAS, which is based on 3D parametric mod-
elling, enables COWI to make state-of-the-art
structural analysis and documentation.
Market Areas
COWI is an international market leader in de-
sign of major bridges. We have been in charge
of major projects in Scandinavia, Europe,
Middle East, Africa, Latin America and Asia. In
North America the COWI Group is represented
by our subsidiaries Buckland & Taylor Ltd. and
Ben C. Gerwick, Inc.
Quality Management
COWIs Bridge division is ISO 9001 certifed.
All design activities in COWI are performed
according to a project quality plan tailored to
meet the special project requirements.
At Your Service
We have endeavoured to present COWIs com-
prehensive services within bridge engineering in
this brochure. Please do not hesitate to contact
us for further information.
Services
Design
Design check
Construction engineering
Project implementation
Feasibility studies
Construction management
Site supervision
Operation and management
Re-evaluation
Rehabilitation
Inspection & monitoring
Maintenance
Expertises
Wind engineering
Design tools - IBDAS
Comfort analyses
Structural monitoring
Soil structure interaction
Scour protection
Prefabrication and erection
Construction materials
Service life design
Risk management, design
Risk management,
construction
Bridge Projects
Cable stayed bridges
Suspension bridges
Causeways
Arch bridges
Under- & overpasses
Bascule bridges
Segmental bridges
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State-of-the-Art Knowledge
The frst cable supported bridges were designed
by COWI back in the 1950s. COWI is today
recognised for its state-of-the-art knowledge on
design of major bridges.
Innovations
Todays innovations are often tomorrows best
practices. This is the case with dehumidifca-
tion of the interior of box girders for corrosion
protection, frst introduced by COWI on the
Little Belt Bridge, Denmark in 1970. Applica-
tion of numerical models for aerodynamic
analysis of structures is another example.
Resources and Tools for Design
A continuous fow of major bridge projects
ensures a large core team of bridge engi-
neers dedicated to major bridge design work.
This ensures a highly fexible and up-to date
resource base, and at the same time keeps us
competitive in terms of rational design ap-
proach. Our Integrated Bridge Design and
Analysis Software (IBDAS) facilitates a high
quality fast track design with consistency be-
tween analysis and project deliverables.
Design Basis
COWI develops the design basis for major
projects according to functional requirements
and the codes and standards selected, including
risk analysis and reliability based calibration of
safety factors.
Construction Aspects
Construction and erection engineering form
a natural part of our services to contractors.
A competitive market requires cost effective
designs. Bid designs by COWI prepared for
contractors are always developed in close co-
operation to reach the winner position.
Design
Far Bridge, Denmark.
Life Cycle
COWI is also heavily involved in maintenance
and rehabilitation works on major bridges. The
experience gained from working with the exist-
ing bridges is extremely important in develop-
ing tomorrows design concepts for enhanced
durability.
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The selection of construction methods is of
crucial importance for the economical and
timely completion of bridge projects.
Our engineers possess an extensive expertise in
construction and erection engineering and we
can provide the required assistance throughout
the construction process from initial planning
of the project to supervision during erection.
Erection Schemes
Depending on the constraints of each project
location and the time available for the con-
struction process the methods used have an im-
portant infuence on the success of the project.
Within COWI we have accumulated know-
how concerning construction and erection
methods which have been used for construc-
tion of major bridges.
The right combination of methods is one of
the main keys to a successful bridge project.
Logistics
The logistics of prefabrication and erection is
another important issue during the construc-
tion phase for major bridges.
We can provide know-how concerning the
lay-out and construction methods for prefab-
rication yards as well as the overall logistical
planning of the construction process.
Temporary Structures
Construction of bridges calls for interim
structures to support the bridge elements dur-
ing the erections stages and very often custom
made erection equipment for the installation
of the bridge elements.
We can provide conceptual and detailed de-
sign of a variety of temporary structures and
equipment including:
Temporary support structures
Cranes and hoists
Girder connection and fxation systems
Erection equipment for cable installation
Form travellers
Erection gantries
Skidding systems
Erection
During the erection of a bridge each step of
the erection needs to be controlled carefully to
obtain the required distribution of forces and
geometry.
With our in-house developed computer
programme IBDAS, COWI can provide Step-
by-Step calculations for the erection of bridges
and all necessary follow-up services.
The effects of cast-in stresses and deforma-
tions, creep and shrinkage of concrete and
construction tolerances are included and as-
sessed with the programme.
Construction Engineering
The Normandy Bridge, France.
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Span length
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200
400
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1985 1990 1995 2000 2005
Roadway bridges
Roadway and railway bridges
2010
COWI has a track record comprising many
world class cable stayed bridges for both road
traffc and railway traffc and is involved in de-
tailed design and design check of world record
cable stayed bridge projects.
The maximum span of cable stayed bridges
have increased signifcantly over the years and
COWI has been involved in most of the record
breaking cable stayed bridges. Back in 1986
COWIs subsidiary in North America, Buckland
& Taylor Ltd., designed the 465 m main span
Cable Stayed Bridges
Alex Fraser Bridge in Vancouver, Canada. This
record was broken in 1991 by the Skarnsundet
Bridge in Norway, designed by COWIs Nor-
wegian subsidiary Johs. Holt. COWI was later
on involved in the design of the record break-
ing Normandy Bridge in France and presently
COWI is involved in the design of both the
Stonecutters Bridge in Hong Kong, the SuTong
Bridge in China and the Sungai Johore Bridge
in Malaysia. These bridges will have a main
span of more than 1000 m.
The Normandy Bridge,
France.
The Helgeland Bridge,
Norway. Completed in
1991 with a span of 425 m.
It held the world record for
a few months.
References
Sungai Johor, Malaysia
SuTong Bridge, China
Stonecutters Bridge,
Hong Kong
Busan - Geoje, Korea
resund Bridge,
Sweden - Denmark
Normandy Bridge,
France
2nd Panama Bridge,
Panama
2nd Orinoco Bridge,
Venezuela
Zrate-Brazo Largo
Bridges, Argentina
Naini Bridge, India
Nelson Mandela
Bridge, South Africa
Skarnsundet Bridge,
Norway
Helgeland Bridge,
Norway
Grenland Bridge,
Norway
Far Bridge, Denmark
Paranaiba Bridge,
Brazil
Seo-Hae Grand Bridge,
Korea
The longest spanning cable
stayed bridges in the world.
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Bridge girder.
Services
Evaluation of feasibility of a cable-
stayed option
Organise design competition
Detailed design of main bridge
Project Period
1999 - 2008
Parties
Authorities: Highways Department, HK
COWIs client:
Ove Arup & partners, HK Ltd.
Designer for main bridge: COWI
Stonecutters Bridge, Hong Kong
Stonecutters Bridge across the Rambler Chan-
nel is part of the Route 9 project in Hong
Kong, an east-west expressway linking Hong
Kong International Airport, Chek Lap Kok at
Lantau and the urban areas of the Kowloon
peninsula. COWI assisted Highways Depart-
ment with a detailed feasibility study with spe-
cial attention to the aerodynamic response and
stability of a long span cable-supported bridge.
Unlike the other major bridges of Hong
Kong, Stonecutters Bridge will be clearly vis-
ible from the populated areas of west Kowloon
and Hong Kong Island. Highways Department
of Hong Kong realised the potential of the site,
with the dramatic setting for a world record
cable-stayed span in one of the busiest har-
bours in the World, and decided to procure the
design concept through an international design
competition.
Design Competition
COWI and Ove Arup and Partners in Hong
Kong worked jointly to organise the design
competition for the Stonecutters Bridge. An
independent technical evaluation of Stage 2
submissions was performed by COWI includ-
ing: Structural and aerodynamic adequacy
check of girders, stay cables and towers by
means of IBDAS and DVMFLOW.
Detailed Design
The winning project of the design competition
was a cable-stayed bridge with a record main
span of 1,018 m. The main span is supported
from two single central towers both placed on
land providing a clear entrance to the container
port with a vertical clearance of minimum
73.5 m. The 53.5 m wide bridge deck consists
of twin box girders connected by cross girders.
The stay cables connect to the outside edges of
the deck only. The deck is in steel in the main
span and 50 m into the frst back span while
the rest of the back spans are in concrete.
COWI together with Arup, won the pres-
tigious contract of detailed design and con-
struction supervision of the bridge. COWI is
responsible for design of towers, steel super-
structure and stay cables. Furthermore, COWI
has carried out the global analyses and supervi-
sion of the extensive program for wind tunnel
testing including interpretation of the results.
COWI has designed bridge equipment and the
structural monitoring system.
The detailed design of the bridge has been
particularly challenging:
it is the frst detailed design of a cable-stayed
bridge with a span over 1 km
the site is exposed to typhoon winds
the busy harbour puts severe restrictions on
construction operations
the scope for structural modifcations was
limited as the overall appearance of the win-
ning project of the design competition had to
be maintained.
The construction of the bridge will be com-
pleted towards the beginning of 2008.
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The 7,844 m long bridge between Sweden and
Denmark includes the worlds longest cable-
stayed bridge span for combined motorway
and railway traffc.
The bridge crosses the international naviga-
tion route with a main span of 490 m and two
side spans of 160 m and 141 m on each side of
the main span, and a height of 57 m above the
sea. The approach bridges towards Sweden and
Denmark are 3,739 m and 3,013 m, respectively.
Superstructure
The girder for the cable-stayed bridge is a com-
posite truss in steel and concrete. The concrete
top deck carries a dual two lane motorway
with emergency lanes and the lower deck of the
steel truss carries a two-track railway.
The approach bridges with 140 m spans
have a two-level composite superstructure with
a steel truss incorporating an upper concrete
roadway deck and lower steel cross beams with
a concrete railway containment.
Pylons & Piers
The concrete pylons are 203.5 m high and are
founded on limestone. Prefabricated caissons
are placed at a foundation depth of approxi-
mately 15 m, and the pylon shafts are cast in
place. Artifcial islands are established around
the pylons and near-by piers to protect against
ship impact.
resund Bridge, Sweden Denmark
All caissons, piers and pier shafts are prefabri-
cated onshore and assembled offshore.
Design & Construct
The contract was a design & construct
contract which means that the contractor is
responsible for both design and construction.
The Skanska-lead consortium Sundlink
Contractors HB entrusted the bid design, the
basic and detailed design and endorsement of
the construction work to the CV Joint Venture
COWI and Sweco of Sweden with COWI as
lead partner.
The bridge was opened for traffc in July
2000.
Services
Bid design
Basic design
Detailed design
Endorsement of the construction works
Project Period
1994-2000
Parties
Bridge authority: resundskonsortiet
Contractor: Sundlink Contractors HB:
Skanska AB (S)
Hochtief AG (D)
Hjgaard & Schultz A/S (DK)
Monberg & Thorsen A/S (DK)
Designer: CV Joint Venture:
COWI A/S (DK)
Sweco AB (S)
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COWI is recognized worldwide for its state-
of-the-art knowledge on suspension bridges
acquired through our involvement in numerous
suspension bridge projects.
New Concepts
Closed box steel bridge girders, aerodynami-
cally shaped, were introduced by COWI in
the New Little Belt Bridge in Denmark at the
same time as in the Severn Bridge in UK. An
innovative approach with dehumidifcation of
the air inside the closed box girder was also
introduced to avoid corrosion of the interior
surfaces.
The High Coast Bridge in Sweden has been
designed to minimize the risk of snow and ice
accumulation, particularly close to the railings,
which will alter the aerodynamic behaviour of
the bridge.
COWI has designed maximum expansion
lengths to reduce maintenance and hydraulic
buffers to limit bridge girder expansions.
A new concept has been developed for dehu-
midifcation of suspension bridge main cables.
Dehumidifcation systems have so far been
installed on the Aquitaine Bridge in France and
the New Little Belt Bridge in Denmark. COWI
is presently designing dehumidifcation for the
High Coast Bridge in Sweden.
Extreme Conditions
Twin deck and closed elliptical bridge girder
shapes have been investigated for extreme
suspension spans in the range from 3,500 to
5,000 m for a bridge crossing of the Strait of
Gibraltar between Spain and Morocco. Bridge
piers and construction methods for foundation
at water depths of 300-500 m utilizing tech-
nologies and concepts for deep water gravity
platforms and steel jackets from the off-shore
oil industry were also developed.
Long Span Bridges
The knowledge gained from these projects have
been utilized in the Chacao Channel crossing
in Chile and the world-class East Bridge across
Great Belt as described in the following pages.
Wind Engineering
Vortex induced oscillations in girders have
been suppressed by Tuned Mass Dampers and
application of wind vanes.
Rehabilitation Design
A complete replacement design of main cables
and hangers of the Aquitaine Bridge in France
has been made, enabling a widening from 5 to
6 lanes. Temporary ancillary cables supported
the structure during construction which was
made with full traffc on the bridge.
Suspension Bridges
Aquitaine Bridge, France. High Coast Bridge, Sweden.
References
Great Belt Bridge,
Denmark
Chacao Bridge, Chile
High Coast Bridge,
Sweden
Aquitaine Bridge,
France
Viaduc du Chavanon,
France
lvsborg Bridge,
Sweden
YongJong Bridge,
Korea
Trekantsambandet,
Norway
Gibraltar Strait
Crossing, Spain -
Marocco
Little Belt Bridge,
Denmark
2nd Bosporus, Turkey
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The high level motorway bridge is one out of
the three major components in the 4 Billion
Euro Great Belt Link. Being the landmark of
the link the East Bridge spans the international
shipping route between the Baltic Sea and the
North Sea allowing a clearance of 65 m below
the bridge girder. The bridge carries a dual lane
motorway with emergency lanes.
With a main span of 1,624 m the East Bridge
has the second longest suspended span in the
world. The side spans are 535 m each and the
approach bridges are 2,544 m and 1,552 m
long, respectively. The substructures including
pylons, are constructed of concrete and the
superstructure is of steel.
Superstructure
The superstructure is an aerodynamically
shaped fully welded closed box girder and
continuous over the full length of 2,694 m
between the two anchor blocks. The traditional
expansion joints at the tower positions are thus
avoided. In addition, hydraulic buffers between
the anchor blocks and the girder are installed
to restrain longitudinal short term movements.
Compared to a traditional system with joints at
the pylons, the continuous system in combina-
tion with the hydraulic buffers improves the
overall stiffness and stability of the bridge and
leads to low maintenance costs.
The box girder is suitable for rationalised
repetitive fabrication. The interior surfaces,
which comprise about 80 percent of the total
The Great Belt Link, East Bridge, Denmark
steel surface, are unpainted and are protected
by dehumidifcation of the inside air volume.
Cables
The length of the main cables is approximately
3,000 m with an outer diameter of 0.82 m. The
cables were installed by aerial spinning.
Pylons
Rising 254 m above sea level, the pylon has
slightly tapered legs with a rectangular, hollow
cross section. The lower part around the water
line is designed as a monolithic structure with
heavily reinforced 1.2 m thick walls to resist
impact loads of 670 MN from a 250,000 DWT
tanker.
The pylons are supported by large founda-
tion caissons placed on a gravel bed at a water
depth of approximately 20 m. The cellular
78 x 35 m caissons, 20 m high and weighing
30,000 tonnes, were cast in a dry dock and
towed about 30 nautical miles to the bridge
site.
Anchor Blocks
Located at a water depth of approximately 10
m, the anchor blocks shall resist cable forces of
600 MN. Excavation to 25 m below sea level
was necessary to construct a wedge-shaped
foundation base suitable for large horizontal
loading. Each anchor block caisson covers
6,100 m and weighed 50,000 tonnes in the
transportation stage from the dry dock.
Services
Conceptual design
Tender design
Tender evaluation assistance
Detailed design
General supervision during construction
Inspection and maintenance of steel struc-
tures, equipment and mechanical installations
Implementation of IT management system
Specialist studies, incl. ship collision.
Project Period
1986-1998
O&M ongoing
Parties
Client: A/S Storebltsforbindelsen
(Great Belt A.S.)
Designer: CBR Joint Venture with
COWI as leading partner.
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16 17 Chacao Bridge, Chile
When completed the Chacao Bridge will form
an important part of the Chilean infrastruc-
ture, connecting the mainland with the Chilo
Island some 1,000 km south of Santiago.
Replacing todays car ferries with a dual car-
riageway fxed link, the bridge will enhance
future development in the sparsely populated
southern regions of Chile.
Feasibility Study & Tender Documents
COWI-ICUATRO Joint Venture carried out
the feasibility study and prepared tender
documents for the construction of the Chacao
Bridge.
Cable Supported Solutions
At the proposed crossing, the channel is 2.4
km wide and 80 to 100 metres deep except for
a tiny shoal, Roca Remolinos, in the middle
of the strait. This situation requires cable-sup-
ported bridges with towers standing close to
the shores and on the shoal.
The solution developed as a reference for the
tender is a continuous four-span suspension
bridge with one A-framed central tower, with
main spans of 1,100 m and 1,050 m, respec-
tively.
Earthquakes
The area is highly seismically active. The
Valdivia earthquake of May 22, 1960 (8.5 on
Services
Feasibility study and scheme
design
Preparation of design basis
Preparation of tender documents
Project Period
1999 2001
Parties
Client: Ministerio de Obras
Pblicas, Chile
Designer:
COWI ICUATRO Joint Venture:
COWI A/S
Ingenieria Cuatro Ltda.,
Consultores
the Richter scale) is the worlds largest ever re-
corded earthquake and had its epicentre just a
few hundred kilometres away from the bridge
site. Even though suspension bridges are fairly
resistant to earthquakes, the seismic activity of
the region is one of the major challenges for
the project to meet.
The bridge design is verifed by 3D time-his-
tory analyses of the seismic design events using
IBDAS.
Wind
Wind forces and aeroelastic stability limit of
the structure are derived from computerised
fow simulations and eventually verifed by
wind tunnel tests.
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Economy, Financing and Organisation
COWI provides policy planning and advice as
well as management consulting in relation to
both project decision and project implementa-
tion.
Services
We provide:
assessment of demand impacts of service
changes and users willingness to pay for serv-
ices based on advanced customised market
research.
strategic demand modelling to establish
overall demand for the infrastructure and the
effects of different service and toll levels.
economic and fnancial project analysis of
project alternatives to assist in the process to
select the optimal project type and alignment
within the frame of project goals defned by
the customer.
independent assessment of decision basis,
budget assumptions and risk management
for large infrastructure projects.
Project Delivery
We advice on:
project fnance and organisational set-up for
large projects including the various ways of
fnancing infrastructure projects.
assessing the potential of public private
partnerships for specifc projects considering
project risks and revenue potentials.
Organisational setup for public private
partnership project.
Project Implementation
Tolling booths, Denmark.
Photo: Scanpix/Lars Bahl
18 19
The feasibility study for a fxed link will
typically result in a selection of:
Alignment
Structural concept
Project delivery strategy
Challenge
The main challenges of the feasibility study
are thus to establish a well founded basis for
the decisions, which takes into account and
integrates technical, environmental, social,
economical and fnancial aspects.
Expertise
COWI offers in-house expertise for all general
aspects related to fxed links:
Management capabilities for the integration
of many complex disciplines
A multidisciplinary expertise
Extensive experiences with causeway links
worldwide
Multidisciplinary Services
For the feasibility study of a fxed link, COWI
can offer a comprehensive range of services in:
Surveys: Topography, bathymetry, traffc,
stated preferences
Site investigations: Soil conditions, geology,
geophysics, meteorology & hydrography,
ecology & environment
Studies: Navigation, construction, operation
& maintenance, fnancing, project delivery
methods, procurement strategies
Modelling: Traffc, hydraulic, aerodynamics
Sketch and conceptual design: Bridges, tun-
nels, marine works, border facilities, me-
chanical & electrical systems, railways and
roads
Assessment: Safety & risk, design basis,
environmental impact, cost estimation
Management support: Support to client, risk
management, reporting, presentation
Selection of solutions: Selection process,
decision modelling, sensitivity studies, work-
shops.
Feasibility Studies for Fixed Links
Mapping of sea grass,
Qatar - Bahrain Causeway.
Integrated numerical
modelling of global
regional and local
hydraulic conditions.
Qatar - Bahrain Causeway.
Proposed Fehmarn Belt Bridge,
Denmark - Germany.
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20 21
The experience from 40 years of construction
management on a world wide basis is accumu-
lated in COWI, including disciplines like:
Contract Management
Throughout the contract period, the construc-
tion management organisation will have a need
for an in-depth knowledge of the contract as to
legal and commercial aspects.
Progress
Monitoring the progress of the project in all
aspects is of major importance for the con-
struction management. Progress analyses are a
prerequisite for decisions on actions to mitigate
threats against milestones and budget.
Cost Control
Monitoring the economical development
related to the works progress is essential for
decision on possible mitigations against over-
run of the budget. This includes agreed budget
changes as well as recorded claims.
Risk Management
Construction of an infrastructure project of a
certain magnitude implies considerable risks
for i.e. environment, third parties, time sched-
ule and economy. Risk assessment during the
construction period is an important tool for
the construction management giving part of
the basis for mitigating actions against major
accidents as well as delays in production. An
overall risk assessment includes construction
risks, time and economy.
Authorities
The objective of the authority management is
to ensure timely and correct communication re-
garding applications, permissions and approval
of use.
Third Parties
The objective of the third parties management
is to ensure that all parties infuenced by the
Construction Management
project, but not directly included in the man-
agement hereof, are well informed and able to
make them heard.
Technical Follow-up
The objective of the technical follow up
management is to ensure that the construction
management forms a consistent estimate of the
optimal handling of a technical problem being
the responsibility of the management.
SuTong Bridge, China.
20 21
The experience of site supervision on a world
wide basis is accumulated in COWI, including
disciplines like:
Preconstruction Tasks
Project review with the contractor
Review of performance security
Review of the contractors insurance polices
Review of the contractors work and payment
plan
Review of the contractors quality, environ-
mental, health and safety plan
Review of the contractors method state-
ments, work procedures and control plans
Safety issues
Tasks During Construction
Site meetings
Variations to the contract
Non-conformances
Works contract accounts
Payment certifcates
Progress reports
Taking over parts of the work
Suspension of works
Site instructions to the contractor
Tasks at Project Completion
The contractors application
for taking-over
Tests on completion
As-build documentation
Taking-over certifcate
Tasks after Project Completion
Statement on completion submitted by
the contractor
Completion payment certifcate
Defects notifcation period
Performance certifcate
Final payment certifcate
Site Supervision
Documentation
Upon completion of the construction works,
the site supervision has delivered a comprehen-
sive documentation of the quality of the project
including possible changes agreed during the
period of construction.
O&M
This documentation is an important part of the
basis for the following operation and mainte-
nance management of the project.
Naini Bridge,
Allahabad , India.
22 23 Operation & Management
Major public assets as roads and bridges need
effcient management, administration and
operation in order to utilize resources in an
economic and technical optimal manner.
COWI has over a period of more than 20
years developed an asset management approach
based on practical experience from planning,
budgeting and handling of both short and long
term operation and maintenance and rehabili-
tation works.
Concept
Operation management normally comprises:
Administration with a description of organi-
sational responsibility for operation and
maintenance, and relations to external parties.
Inventory with a systematic fling system for
all inventory data.
Management tools including systems devel-
oped for fulflling the need for information
to the:
- Public.
- Management
- Bodies engaged in the operation and
maintenance.
- Managing of tasks including time, econ-
omy, quality, safety and environmental
matters.
Traffc and technical operation consultancy
in preparing procedures and instructions for
the daily operation.
COWI has extensive experience in designing
maintenance works to be carried out during
traffc fow in urban environments and traf-
fc near the capacity limit. This requires new
and innovative solutions for maintaining the
structures.
Inspection and maintenance activities aiming
at maintaining the structures by preventive
maintenance with a minimum of correc-
tive maintenance. The daily maintenance
comprises principal and special inspections,
preventive and corrective maintenance, and
monitoring.
Equipment and materials including advise on
necessary maintenance equipment and tools
with instructions for use and servicing.
COWI has been involved in designing equip-
ment for inspection of bridge girders, main
cables and pylons.
Maintenance Management Systems
Effcient computerized systems are needed in
order to support the management concept and
to optimize the use of allocated funds amongst
all the components of infrastructure elements.
COWI has more than 20 years of experience
in implementing both management concepts
and computer tools e.g. in Singapore, China,
Thailand, Spain, Denmark and Uruguay.
Repair of expansion joint
on Little Belt Suspension
Bridge, Denmark.
Replacement of
pavement on Little
Belt Suspension
Bridge, Denmark.
22 23
Bridge Condition
During the lifetime of a bridge the use may
change, e.g. the loads acting on the bridge may
increase, or the bridge may be subject to dete-
rioration, e.g. corrosion, infuencing the ability
to fulfl its purpose with suffcient safety.
Re-evaluation, in many cases, justifes the
continued use of the bridge and thus ensures
the owner a signifcant increase in return of
investment.
Experience
COWI has many years of experiences perform-
ing re-evaluation of bridges at different levels
of complexity ranging from investigations of
the initial design to involving modern reliabil-
ity based methods.
Reliability Based Re-evaluation
For deteriorated major bridges COWI has
experience in re-evaluation based on a rehabili-
tation design basis uniquely developed for the
considered bridge. This involves actual loading
conditions, calibration of partial safety factors
and updating using inspection results. Such an
approach facilitates a very fexible rehabilita-
tion project by minimising traffc interruptions
and inspection needs.
Competencies
Selected competencies related to re-evaluation:
Deterioration modelling
Testing of materials
Service lifetime assessment
Inspection using state of the art inspection
techniques
Optimal plans for inspection, maintenance
and repair needs
Structural reliability
Calibration of bridge specifc loads
Calibration of safety factors
Reliability updating based on inspection
or test results
Advanced numerical analysis
Development of national guideline for
probability-based assessment of bridges
Chloride induced corrosion
Re-evaluation & Rehabilitation
Rehabilitation of Luangwa Bridge, Zambia.
Reliability based re-evaluation of the Zrate-Brazo
Largo Bridges, Argentina.
Corroded cable from the Zrate-
Brazo Largo Bridges, Argentina.
Chloride induced corrosion of pier,
Sortland Bridge, Norway.
Reliability based upgrading of
pile capacity, Karlstrup Mose
piledeck, Denmark.
24 25
Aerodynamics and wind engineering is of
central importance in the design of fexible
structures such as bridges, towers and gantry
structures. Wind loads and aerodynamics
often becomes a governing factor for design
and operation of such structures.
Wind Engineering
Capabilities
COWI maintains front line expertise within
the following felds:
Wind climate
- Design and supervision of feld wind
measuring systems
- Extreme wind and turbulence analysis,
- Drafting of design specifcations
Wind tunnel testing
- Design, planning and supervision
- Terrain model tests
- Section model tests
- Full aeroelastic model tests
- High Reynolds Number tests
Computer simulation - DVMFLOW
- Wind loading
- Aeroelastic stability
- Vortex shedding action
Design
- Bridges
- Wind breaks and shelters
Mitigation measures
- Cable vibrations
- Aerodynamic instability and
- Vortex shedding excitation
- Guide vanes
- Tuned mass dampers
Full scale measurement
- Structural dynamics and
- Wind response.
Large scale section model, high
reynolds number tests,
Stonecutters Bridge, Hong Kong.
Terrain model test,
Hong Kong.
Numerical Methods
The COWI aerodynamics group has revo-
lutionized the feld of bridge aerodynamics
through introduction of numerical methods.
Our simulation code DVMFLOW, intro-
duced almost 10 years ago, has set new
standards for design stage wind engineer-
ing of bridges, and has been applied in the
design and check of more than 20 cable
supported bridges world wide.
DVMFLOW has been calibrated against
numerous wind tunnel tests.
COWI aerodynamics has played
a major role in the design of
landmark bridges such as:
Storeblt East Bridge,
Denmark
High Coast Bridge, Sweden
resund Bridge, Denmark-
Sweden
Normandy Bridge, France
Gibraltar Fixed Link study,
Spain
Chacao Bridge, Chile
Stonecutters Bridge, Hong
Kong
SuTong Bridge, China
Large scale vortex structure responsible for torsion futter of plate girder
sections. Visualization in DVMFLOW (left) and in model test (right).
24 25
Advanced bridge design calls for highly special-
ised analysis tools to meet todays requirement
of high quality, fast tracking of design and not
least of being competitive on a highly special-
ised market.
COWI began development of specialised in-
house software for bridge design and analysis
in 1987. IBDAS is an integrated design and
analysis system, which is optimal for design of
new bridges, analysis of existing bridges and
analysis of construction processes.
Know-How & Expertise
COWI has experience from working in bridge
engineering since 1930 and now the valuable
technical experience and know-how from nu-
merous international bridge projects are used
in the development and are hence accumulated
in the IBDAS-system.
Advanced Technology & Methods
IBDAS is a state of the art FEM-programme
and CAE-tool, which has been designed exclu-
sively for analysis and design of bridges, and it
is continuously being updated with new state-
of-the-art facilities.
IBDAS, Integrated Bridge Design and Analysis System
Flexibility
Parametric facilities and integration of lo-
cal models in global structural bridge models
provide an extensive fexibility in the design
and analysis work, enabling designers to work
effciently and to tight time schedules.
Adaptation
The in-house IBDAS development team is
always at hand to develop project specifc
facilities in accordance with the design basis,
maintaining full control of the process.
Consistency
IBDAS is a genuine CAE-tool, generating
CAD drawings from the same database as the
geometric and structural analysis. The draw-
ing production can therefore be carried out
in an automated process at high speed late in
the design process, maintaining consistency
between design basis, analysis, post processing
and drawings.
Sheikh Zayed Bridge, Emirates of Abu Dhabi, UAE.
IBDAS Model of
Sheikh Zayed Bridge.
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26 27
Analysis of passenger comfort is important for
major bridge structures especially in case of
simultaneous passage of freight trains.
Train-Structure Interaction
The structural model of the bridge can be sub-
jected to moving train confgurations represent-
ing mass and stiffness etc. of each individual
bogie, leading automatically to the results of
the dynamic train-structure interaction. The
analyses include the combined effects from
train speed, thermal defection of bridge deck,
wind, track irregularities and expansion joints.
Criteria
The comfort analyses are used to verify in the
design process of high speed railway bridges
that the actual predicted accelerations experi-
enced by passengers are within comfort levels
derived from ISO 2631 weighted acceleration
limits. The maximum vertical peak accelera-
tion can be determined for several high speed
trains crossing each other at any speed at any
position on the bridge.
Comfort Analyses
Tool
Comfort assessments for accelerations felt by
train passengers are carried out using a com-
fort calculation tool that COWI has developed
and implemented in the Integrated Bridge
Design and Analysis System, IBDAS.
Comfort assessments have been performed
by COWI for the West Bridge, the resund
Bridge and the Nanjing Yangtze River Bridge
of the Jin-Hu high speed railway in China.
resund Bridge, Sweden Denmark.
IBDAS Model of Nanjing
Yangtze River Bridge, China.
Photo: Miklos Szabo
26 27
The overall aims for structural monitoring
systems are to:
Ensure safe structures
Obtain rational and economic maintenance
planning
Attain safe & economic operation
Identify causes for unacceptable responses
In short this can be described by the applica-
tion areas mentioned below.
Design Verifcation
Structural monitoring systems can acquire data
on loads and structural responses over long
measurement periods to verify stochastic load
parameters and structural response in com-
parison with calculated response. Short time
monitoring can include forced loading on a
structure.
Maintenance Planning
Monitoring of structures can provide quanti-
fcation of degradation rates and wear which
are essential to a regular updating of infor-
mation on structural states. This in turn can
Structural Monitoring
be used in rational planning of inspection,
maintenance activities and calibration of life
time models.
Safety Provisions
Structural integrity of critical elements may be
crucial to the operational safety of structural
systems. Continuous surveillance of such ele-
ments can provide information or warnings to
intervene before severe consequences emerge.
Trouble Shooting
Seldom and insuffciently understood responses
of structures and associated load parameters
(often wind) can be documented through
automated measuring campaigns - often of
extended duration.
Monitoring Systems
Advances in sensor and data acquisition
technology have enhanced the economical
and technical feasibility of remotely control-
led environmental and structural monitoring
programs.
Structural monitoring systems working fully
automatically with sensors in a distributed
data acquisition network have be designed on
the Great Belt Bridge, Naini Bridge, Stonecut-
ters Bridge and SuTong Bridge. Wireless remote
control and data control by internet browser is
an integrated part of these systems.
Measuring forces in hangers, lvsborg Bridge, Sweden.
Cable inspection and installation of sensors,
Great Belt East Bridge, Denmark.
28 29 Soil-Structure Interaction
Interaction
Soil-structure interaction is important, when
foundation displacements cause differential
movements between various parts of a struc-
ture, thus causing extra internal forces in the
structure.
Interfaces
Differential movements are mainly governed
by the loads and the properties of the structure
and the supporting ground. Interfaces between
structure and supporting ground may, however,
also play an important role. This is typically
the case, when foundations transfer lateral
loads to the supporting ground, through inter-
faces of limited shear capacity.
Advanced Computational Methods
For large bridge projects, COWI generally
make extensive use of advanced computational
methods for the analysis of soil structure
interaction. These methods may comprise in-
house or commercial fnite element packages,
such as IBDAS or ABAQUS and PLAXIS, or
specialised pile and pile group software, such
as LPILE, GROUP and MPILE. These analyses
serve a number of purposes:
Calculation of internal forces and moments
Verifcation of bearing capacity
Verifcation of interface load transfer capacity
Verifcation of overall stability
Prediction of foundation movements
Prediction of ultimate capacity
Accumulation of Experience
Back calculations, e.g. based on earlier moni-
toring of structural behaviour, or based on
physical models, are as important as the ad-
vanced numerical models.
Back calculations represent the gathering of
experience from numerous projects, including
a variety of soil conditions, types of structures
Prediction of ultimate capacity of piled
caisson exposed to ship impact.
New Little Belt Bridge, Denmark.
and construction methods. In planning and
design of new structures and in predicting their
behaviour, COWI generally make use of expe-
rience from such empirically calibrated models.
Soil-structure interaction becomes particularly
complex, when elasto-plastic behaviour needs
to be considered in both the supporting ground
and the structure itself, as for example in deter-
mining the ultimate capacity of laterally loaded
piled foundations.
Modelling of failure of pylon
foundation due to ship collision,
resund Bridge, Denmark.
Prediction of ultimate
capacity of piled foundation
exposed to ship impact.
Far Bridges, Denmark.
28 29 Scour Protection
Many larger bridges crosses major water-
ways, i.e. rivers, estuaries, fjords etc. and have
pylons and bridge piers founded in the water.
In many cases the water is subject to current
and wave and the bed is erodible. Under such
circumstances the introduction of the bridge
structures changes the fow conditions, causing
an increase in the local sediment transport
capacity and thus lead to scour.
Scour is a very important aspect in bridge
engineering. Bridges over rivers have collapsed
due to insuffcient scour protection, because
the scour hole became so severe that it resulted
in failure of the bridge pier(s).
Design Approach
COWI uses state-of-the-art methods in assess-
ment and design of scour protection for major
bridges with the following tasks:
Assessment of existing situation including
bathymetry, hydraulic and soil/geotechnical
conditions
Assessment of future situation including
impact of bridges and estimates of scour
Conceptual design of scour protection
Detailed design of scour protection. COWI
use numerical (MIKE21, in house) and physi-
cal modelling.
Design Considerations
For many bridges it is required to study the
hydraulic, geotechnical and structural condi-
tions of the situation with and without scour
protection. It is important for a project that the
costs for the possible scour protection pays off
in terms of overall economical feasibility.
Examples of Designs
On the resund Link between Denmark and
Sweden the scour protection consists of quarry
stones, two layers on a quarry run flter.
For the SuTong Bridge in the Yangtze River
where the scour potential is in the order of
30 m for the main pylons, a different approach
was developed. The protection primarily con-
sists of quarry stones. The scour protection is
separated into three areas, central area, outer
area and falling apron area. In the central area
a temporary protection using large sand bags
in approx. 3 layers was placed prior to start-
ing the piling for the foundation of the main
pylons. The piling takes place through the sand
bags forming pre-protection to control scour.
Example of bridge collapse due to scour, Bolivia. Scour protection,
SuTong Bridge, China.
30 31
Prefabrication of large bridge components in
construction yards, followed by transporta-
tion and installation on site may imply several
advantages:
Complicated construction work in narrow
and costly cofferdams may be avoided
Productivity is better due to dedicated pro-
duction lines with specialized equipment and
staff
Enhanced quality due to a better controlled
environment
Transport logistics for materials and person-
nel are simplifed
Weather sensitivity is reduced
Prefabrication has a signifcant advantage for
long bridges with a signifcant repetition in
layout.
The installation of large construction elements
requires heavy transport equipment and lifting
gear either at the yard or on site. Prefabrication
of large elements will normally require that sea
transport is possible - either as foated elements
or by barge.
COWI has gained valuable experience in
designing bridge structures that are suited for
industrialized prefabrication and posses the
skills to combine the requirements to structural
layout, construction yard capacities, transpor-
tation- and construction methods into durable
and competitive designs.
Great Belt Link, East Bridge, Denmark
The caissons for all piers, anchor blocks and
pylons were built in a dry dock 40-50 km from
the site, and foated, towed and sunk to fnal
position on a stone bed thus minimizing the
offshore work.
All approach span piers were of the same
shape which simplifed the work at the produc-
tion line at the prefabrication yard.
The complete 192 m approach bridge girder
elements were prefabricated and lifted into
fnal position.
The 48 m long bridge girder sections for the
suspension bridge were all prefabricated.
Far Bridges, Denmark
Details of the orthotropic steel bridge girder
were developed to suit automated welding and
Prefabrication and Erection of Large Bridge Components
Anchor block caisson, East Bridge, Denmark. Far Bridges, Denmark.
30 31
simple assembly of panels and bulkheads in the
workshops.
The complete girder sections were trans-
ported to the site on barges at the fnal level to
avoid cranes on site.
High Coast Bridge, Sweden
Side spans over land were lifted from a barge
and onto a scaffolding and skid into fnal posi-
tion. This method allowed early erection of
side spans, before the main cable was ready to
support the girder.
High Coast
Bridge, Sweden
Approach spans,
resund Bridge,
Denmark
resund Bridges, Sweden-Denmark
Concrete troughs for the railway track sub-
structure were placed on the bridge girders
before transport to the site in order to simplify
the construction activities off-shore.
Long girder segments for the cable stayed
bridge were prefabricated and placed on tem-
porary supports in order to simplify assembly
work on site.
Proposed Qatar-Bahrain Causeway
A generic pier shape was developed for all piers
along the 18 km of low level bridges to be well
suited for industrialized mass production.
The same bridge girder cross section was
applied in both low level, approach- and cable
stayed bridges to simplify prefabrication and
achieve a harmonious appearance.
32 33
Fibre Composites & Stainless Steel
The Herning Pedestrian bridge push the limits
of the state-of-the-art within application of
fbre-reinforced polymers. This project is the
result of a research and development project
initiated by the Danish Road Directorate.
The cable stayed bridge has a central steel
pylon and two 40 m side spans with a width
of 4 m. All 16 cable stays are made of carbon
fbre-reinforced polymer (CFRP) cables, as are
the six non-bonded post-tensioning cables in
the bridge deck.
The reinforcement in half of the bridge deck
consists of CFRP bars and stirrups. The rein-
forcement in the other half of the bridge deck
is a combination of stainless steel and conven-
tional reinforcement steel.
The cross section is over reinforced and the
compression zones are confned by means of
stirrups. The result is a fexural failure gov-
erned by ductile concrete crushing due to the
high ultimate compression strain of confned
concrete.
Stainless Structural Steel
For the Stonecutters Bridge in Hong Kong the
pylon tops have been designed with a stain-
less steel surface in order to minimize future
maintenance on the outside of the pylons
and also for aesthetic reasons. Repainting of
ordinary block steel would involve extensive
works above the bridge deck being both costly,
diffcult and restrictions on traffc during repair
works would be required.
Environmentally Friendly Concrete
A Danish research project entitled Green
Concrete has the objective to create new
knowledge about environmentally friendly
types of concrete, and to develop technological
solutions aimed at promoting the use of this
type of concrete.
The project developed the following strategies:
Cements that requires less energy under
production using e.g. 18% renewable fuels
instead of coal
Reduction in CO
2
emissions by using large
amounts of fy ash (>> 20%)
Bridge decks without surface protection
(asphalt or moisture barrier)
Combine stainless steel and black reinforce-
ment to relax requirements to concrete
The strategies help to reduce the impact on
the environment throughout the service life of
construction.
The suggested strategies were tested in a mo-
torway bridge (2002) built by the Danish Road
Directorate. The bridge stands as tangible
proof of the applicability of environmentally
friendly concrete.
Construction Materials
Pedestrian bridge, Herning, Denmark.
32 33 Service Life Design
Durability
The DuraCrete design methodology represents
an intelligent use of modern durability technol-
ogy for concrete structures and can provide
any required design service life for concrete
bridges. The level of reliability of the design
life can be selected and can be adjusted to an
accepted detailing of foreseen maintenance.
Design Options
The Mexican pier shown in the picture is an
eminent example of a very durable design - but
developed 70 years ago. Placed in the Mexican
Gulf, one of the most corrosive environments,
it has performed perfectly without any main-
tenance whatsoever during all that time. The
selected arch form required very little rein-
forcement, and the reinforcement needed over
the piers was chosen as stainless steel reinforce-
ment. The 70 years ideal performance until
today will therefore easily reach also 100 years
or more if so required.
Refned Design
Much more refned combinations of structural
layout, materials selection, quality of execu-
tion, adopted maintenance strategy and level
of reliability chosen to counteract the identifed
aggressivity of the environment are utilised
today to fnd an optimal bridge design to the
satisfaction of our clients.
Durable and Reliable Repairs
Also for the residual service life of repaired
structures such advanced design methodologies
can be used - or the simple method of avoidance
of the primary deterioration mechanisms can
be adopted, also using stainless steel reinforce-
ment.
Identify Environments
A key issue is identifying the aggressivity of
the environment. Mechanism understanding
provides the rational basis to do this.
Replacement of ordinary reinforcement
with stainless steel.
70 year old pier into the Mexican Gulf.
Concrete exposed to harsh marine environment.
34 35
The safety related to the operation of bridges
can be rationally managed in a process that runs
in parallel with the initial investigations, design
basis development and conceptual studies.
Risk Policy
The process involves formulation of safety
goals, including a screening of potential risks,
selection of the main types of risk of concern
and a formulation of the corresponding accept-
ance criteria.
Risk Analysis
A preliminary identifcation and qualitative
screening and ranking of the risks can be used
to select the main risks to be quantitatively
assessed.
The process involves means of achieving
the safety goals, including quantitative risk
analysis of accidents, their spectrum of con-
sequences, the corresponding probabilities of
occurrence, and the selection of design criteria.
Examples are arrangement of navigation chan-
nel and navigation span such that ship collision
to bridges will not occur frequently, but only
as extreme events as a result of failures and
errors.
Risk Mitigation
In the case that the risk acceptance criteria are
not initially met, risk reducing measures are
identifed and their risk reducing effects are
assessed.
Risk Management in Design
Risk Allocation
In this way it is possible for the Client/Owner
to select the most suitable concept and cor-
responding design basis in the sense that the
protection against accidents is based on his
preferred balance of costs and risks.
General Hazards
Road accidents
Rail accidents
Ship collision to bridges crossing
waterways
Earthquake
Scour
Fire and explosions
Extreme environmental impact such
as ice impact, high waters, large
waves and typhons
Consequences
Loss of bridge structure
Injuries and loss of lives
Disruption of bridge traffc until
remedial work has been made
Tjrn Bridge, Sweden. Ship impact catastrophe, 1980.
Photo: Aksel G Frandsen
34 35
Bridge construction works impose risks on
those parties directly involved as well as third
parties.
Risk Policy
For each type of risk, specifc minimum risk
objectives may be defned in addition to gen-
eral risk objectives.
For example, the general public should be
exposed only to a small additional risk from
construction of the bridge; compared to the
risk they are normally exposed to.
Risk Analysis
Systematic construction risk management
techniques can be used throughout the bridge
project development.
The use of construction risk management
from the early stages of a project may infuence
the selection of construction methods aiming at
the reduction of the inherent risks.
Risk Mitigation
Potential problems can be clearly identifed and
assessed such that appropriate risk mitigation
measures can be developed and implemented
in a timely manner and construction methods
and supervision procedures can be selected to
minimise risks.
Risk Allocation
The evaluation of the risks may also be used
to allocate the available resources in a optimal
manner.
Risk Management in Construction
General Hazards
Contractual disputes
Insolvency and institutional
problems
Authorities interference
Third party interference
Labour disputes
Helgeland Bridge, Norway.
Specifc Hazards
Accidents occurrences
Unforeseen adverse conditions
Inadequate designs, specifcations
and programmes
Failure of major equipment
Substandard, slow or out of
tolerance works
Consequences
Incidents and injuries to staff
Incident and injuries to third parties
Damage to neighbouring facilities
Environmental pollution and
damage
Financial losses
Unplanned costs
Delays
Bad reputation
36 37 Selected References
2nd bridge across the Panama
Canal
Total length: 1.05 km
Main span: 420 m
Vertical clearance: approx. 80 m
To be completed: 2004
Client: Ministry of Public works (MOP),
panama
Services by COWI: Project management,
design review and site inspection.
Viaduc du Chavanon, France
Total length: 350 m
Main span: 300 m
Completed: 2000
Client: Scetauroute, France
Services by COWI: Design review
and ad-hoc construction engineering
assistance.
Golden Horn Bridge, Istanbul,
Turkey
Total length: 850 m
Main span: 140 m
Completed: 1974
Widening and rehabilitation
completed: 1999
Client: KGM, General Directorate of
Highways, Ankara, Turkey
Services by COWI: Design check and
construction supervision of civil works
in joint venture with Temat.
High Coast Bridge, Sweden
Total length: 1.8 km
Main span: 1.21 km
Completed: 1997
Client: Swedish National Road
Administration
Services by COWI: Tender design,
detailed design and wind engineering.
Trekantsambandet, Norway
Total length: 2 km
Main span: 677 and 577 m
Completed: 2001
Client: Norwegian Public Road
Administration, Hordoland
Services by COWI: Review of detailed
design and construction requirement for
cable structure, site assistance during
construction of cable works.
lvsborg Bridge, Gothenburg,
Sweden
Total length: 930 m
Main span: 418 m
Completed: 1966
Client: Vegverket, Gothenburg, Sweden
Services by COWI: Condition assessment
of suspension hangers and planning for
further inspection and rehabilitation
works.
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36 37
SuTong Bridge, China
Total length: 6 km
Main span: 1088 m
To be completed: 2008
Client: Jiangsu Province SuTong Bridge
Construction Commanding Department,
China
Services by COWI: Design assistance,
general consultancy, design check,
construction management assistance.
Far Bridges, Denmark
Total length: 3.3 km
Main span: 290 m
Completed: 1985
Client: Ministry of Public Works, the
Road Directorate, Denmark
Services by COWI: Alternative bid
design for the contractor, detailed
design and construction supervision
for the client. General inspection and
maintenance works.
Seo-Hae Grand Bridge, Korea
Total length: 7.4 km
Main span: 470 m
Completed: 2000
Client: Korean Highway Corporation
Services by COWI: Construction
supervision and training.
YongJong Grand Bridge, Korea
Total length: 4.4 km
Main span: 300 m
Completed: 2002
Client: Samsung Engineering and
Construction Company Ltd.
Services by COWI: Design check of
detailed design of suspension
bridge superstructure, conceptual
design for dehumidifcation system.
Naini/Allahabad Bridge, India
Total length: 1.6 km
Main span: 260 m
To be completed: 2004
Client: The Ministry of Surface
Transport (MOST), India and
National Highways Authority of India
(NHAI)
Services by COWI: Feasibility study,
detailed design and construction
supervision.
Songkhla Bridges, Thailand
Total length: 2.65 km
Main span: 40 m
Completed: 1986
Client: The Department of Highways,
Ministry of Communication, Thailand
Services by COWI: Review and design
revisions and construction
supervision.
38 39
Nelson Mandela Bridge, South Africa
Total length: 284 m
Main span: 176 m
Completed: 2003
Client: SANRAL (south African National
Roads Agency Limited, department of
transport)
Services by COWI: Conceptual design,
tender design, tender assistanc, detailed
design, ad hoc assistance during
construction.
2nd Orinoco Bridge, Venezuela
Total length: 3.12 km
Main span: 300 m
To be completed: 2005
Client: Constructora Norberto
Odebrecht S.A.
Services by COWI: Independent design
review of the cable stayed main bridge,
independent design review of the
superstructure for the approach bridge and
ad-hoc assistance to the contractor during
construction of the bridge.
Qatar - Bahrain Causeway
Total length: 42 km
Main spans: 250 m
Client: Ministry of Municipal Affairs
and Agriculture, Qatar
Services by COWI: Preliminary
environmental and engineering
investigations, incl. site investigations.
Busan-Geoje Fixed Link, Korea
Total length: 4 km
Main span: 475 m
To be completed: 2009
Client: Daewoo Engineering &
Construction Co. Ltd.
Services by COWI: Basic design,
detailed design and construction
follow-up.
Zrate-Brazo Largo Bridges,
Argentina
Total length: 15 km
Main span: 330 m
Completed: 1977
Client: Direccin Nacional de Vialidad,
Argentina
Services by COWI: Inspection, testing
and rehabilitation design.
Normandy Bridge, France
Total length: 2 km
Main span: 856 m
Completed: 1995
Client: Monberg & Thorsen A/S
Services by COWI: Review of tender
design, general studies and detailed
design of main span.
38 39
Danube Clearance Project,
Yugoslavia
COWIs assignment involved removing
the remains of 3 large cable supported
bridges across the Donau river, which
were destroyed when NATO bombarded
Jugoslavia in 1999.
To be completed: 2005
Client: EU commission
Services by COWI: Planning, project
engineering, preparation of tender
document, tendering, contract
management, supervision and
preparation of fnal documentation after
completion of the project.
Gibraltar Strait Crossing,
Spain Morocco
Total length: 14 km or 27 km
Main spans: 2 x 5,000 m or 3 x 3,500 m
Client: SECEGSA, Madrid, Spain and
Socit Nationale dEtudes du Dtroit,
Rabat, Morocco.
Services by COWI: Pier concepts, ship
protection systems, superstructure designs
and preliminary design.
Architect: Dissing + Weitling.
Grenland Bridge, Norway
Total length: 608 m
Main span: 305 m
Completed: 1996
Client: The Norwegian Directorate of
Public Works
Services by COWI: Design check of
tender and detailed design.
Sheikh Zayed Bridge, Abu Dhabi,
United Arabic Emirates
Total length: 842 m
Main span: 234 m
To be completed: 2005
Client: Works Department, Emirate of
Abu Dhabi
Services by COWI: Independent design
check.
rsta Bridge, Sweden
Total length: 880 m
Main span: 78 m
To be completed: 2005
Client: Banverket, Stockholm
Services by COWI: Tender and detailed
design.
Fehmarn Belt, Denmark -
Germany
Total length: 20 km
Main span: 724 m
Client: Danish and German Traffc
Ministries
Services by COWI: Feasibility study,
basic design for bridge and tunnel
solutions.





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COWI A/S
Parallelvej 2
DK-2800 Kongens Lyngby
Denmark
Tel. +45 45 97 22 11
Fax +45 45 97 22 12
www.cowi.com
COWI Group
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