Beruflich Dokumente
Kultur Dokumente
Antonio A. Mireles
Highway Construction Engineer (FHWA)
MPW Project Engineer-Bubiyan
Ministry of Public Works
State of Kuwait
68
Bubiyan Bridge during construction.
70
Table 1. Tabulation of offers for Bubiyan Bridge project.
Firm 1 2 3 4
Concept* 1 2 3 4a 4bt 4c 5 6
Total length, m(ft) 2175 2175 2783 2080 1925 2300 2098 2098
(7136) (7136) (9131) (6824) (6316) (7546) (6883) (6883)
Time to complete, days 1290 1250 1095 517 496 § 700 700
Fixed ceiling costl 27.9 28.2 19.0 12.3 ' 11.8 13.2 11.0. 12.9
(2.54) (2.56) (1.73) (1.11) (1.07) (1.20) (1.00) (1.17)
* All concepts included a two lane paved approach road to existing Jahra-Subiya road.
t Required additional causeway embankment of 155 m (509 ft).
I Cost given in million Kuwait Dinars (KD), figures in parentheses are relative to successful concept.
§ No time given.
Description of Concepts
1. Precast prestressed concrete segmental box girder main span. Double-T girder
approach spans (cast-in-place). Precast concrete piers on cast-in-place concrete piles.
2. Structural steel — six steel girders with composite concrete deck simple and
continuous spans. Precast piers on cast-in-place concrete piles.
3. Precast prestressed concrete segmental box girder spans. Each pier consisted of
laterally braced extensions of four concrete cast-in-place piles.
4. All three offers include a superstructure of prestressed precast monolith I-girders and
deck spans. Piers consisted of precast prestressed concrete cylinder piles with precast
caps.
5. Precast concrete segmental 3-D truss space frame, externally post-tensioned. Each pier
consists of two hollow cone shapes projecting upward from two solid cylindrical piles
cast-in-place below high water elevation.
6. Conventional prestressed precast segmental box girder spans. Pier and foundation are
the same as Concept 5 above.
W4
Fig. 2. Elevations of Bubiyan Bridge (prepared by Bouygues).
Fig. 3. Artist's sketch of Bubiyan Bridge (prepared by Bouygues).
74
Fig. 4. Construction stage model of Bubiyan Bridge.
Fig. 5. Model of typical segment with top flange removed (Bubiyan Bridge).
Note external post-tensioning tendons.
1{p'L +2.60
0.00 3%
SI40.16 40.16 40.167 40.174 ^ 40.172 ; 40.1'1 40.160 40.166 40.161 40.154 40.144
IT,
Brag, f80(1k
spoo
40.132 ! 40.134 tl 40.138 1 40.140! 40.144 1 40.145 4 40.147 1 53.822 ! 40.147 4 40.145
I = 3.2800 ft
Fig. 6. Elevation of Bubiyan Bridge showing span arrangement. See Fig. 34 for final
design modifications to structure for Bubiyan Island ramp.
76
Table 2. Tabulation of spans, Bubiyan Bridge, m (ft).
Unit Span dimensions in unit Unit length
Note: See Table 4 for final design modifications to structure for Bubiyan Island ramp.
18.2
I cm = 0.3937 in.
1m= 3.2808 ft
(a) three-dimensional (scheme 5)
9.20
4.60 4.6 2
4.30 2.30 `10 1.50 30
40
1 cm = 0.3937 in
1 m = 3.2808 ft
(b) box-girder (scheme 6)
HWL +2.60
LA'L –1
ri
Sandstone : -i-
--
1.792 dia.
it
1 mm = 0.0394 in. I(
1m=3.2808ft
6.872
78
Fig. 9. Typical twin pier shafts (courtesy of Bouygues).
HALF SECTION 1 21
II
9. 2.152 3^
^ O
ti
ci N
IJ \\ ■^
^' 16 m
PRECAST `'6
1 cm = 0.3937 in
TRIANGULAR \
j 1 m = 3.2808 ft
TRUSS
ELEMENTS Q^
34 3
SECTION 4
Fig. 11. Details of a typical segment showing various sections.
C)
C-
0
C
z
CD
CD
ii
CD
Q
C
CD
W )37 in
i m = 3.D08 ft
HALF SECTION
14 80 90 9 0 80 14
TTTTTT
82
0
70 \
ca ,n
^ 1
Section 5 Section 6 Section 7 Section 8
1 cm = 0.3937 in
Fig. 13. Tendon profile in a typical span showing various section details.
Max. reaction at top of pier, T (kips) 780 (1720) 930 (2050) + 19.2
Max. moment at top of high piers, T-m (k-ft) 730 (5280) 903 (6529) +23.7
Deck displacement from seismic load, cm (in.) 11 (4.33) 14 (5.51) +27.3
Max. reaction in sandstone, T (kips) 930 (2050) 1080 (2381) +16.1
Max. moment in piles at sandstone level, T-m (k-ft) 390 (2821) 480 (3472) +23.1
* With space frame as base.
84
3D model
- -- -- —tee
Element Check
propernes the 2D properties
for ' model for 2D
ID model validity model
1D model
II.,I V
I r11Iker1,,
Diagonal
Reinforcement
Justification
I I Stress
Justification I
Sliding friction
equilibrium
sideration of a future utilities loading of count the structure period and depth to
500 kg/m (336 lb per ft). rock (AASHTO Section 1.2.20), a re-
Seismic investigations indicated that sponse coefficient of 0.06 was assumed.
a Uniform Building Code (UBC) Zone 1 Design for creep, shrinkage and tem-
classification, equivalent to a maximum perature effects were based on the
horizontal acceleration of 0.10g, was French Prestress Code IP2 which is in
appropriate for the site. Taking into ac- conformity with International Recom-
86
Fig. 15. Fabrication of triangle reinforcement cage.
Precast Triangles
Reinforcement is prefabricated into
cages (see Fig. 15) which are trans-
ported to the casting area and stored
vertically on racks. The triangles are
cast in a vertical position in metal forms
(Fig. 16), which are supported on three
supports. Twenty-six triangles are cast
simultaneously with concrete being
delivered by a tower crane.
A plasticizing additive is utilized in
the concrete to insure proper workabil-
ity and filling of the form. In addition,
external form vibrators as well as in-
ternal needle type vibrators are used to
enhance the concrete placement. After
concreting, the tops of the forms are
covered with a few centimeters of water
to avoid drying out. The triangles are
stripped after 16 hours and stored verti-
cally on framework racks (see Fig. 17).
During the first 2 days of storage the Fig. 16. Triangles are cast vertically in
triangles are protected from the sun by metal forms. They are then stripped after
tarpaulin covers. Triangles are cured for 16 hours and stored vertically.
88
a
17
wosmg of iurms Concreting and initial
16 hours curing
^i ^iiiiili^ •
90
A
B
^^^^^w viii ^/^\^.••^^^^I ^^
n B
J
(c) Place bottom flange reinforcement (d) Position precast diagonals in half segment A
in half segment A
A B
(e) Transfer of web and top (f) Place top flange reinforcement (g) Concreting
CD flange soffit forms
Typical Segments jigs (see Fig. 24) which are then posi-
tioned in the casting bed prior to cast-
Typical segments are fabricated on
ing the bottom flange (Fig. 25). After
three separate long-line beds,'' which
casting and initial curing of the bottom
are of sufficient length to cast all seg-
flange, the bottom flange soffit form is
ments required for a span. The fabrica-
transferred forward for the next seg-
tion beds are straight and horizontal.
ment; precast triangles are positioned
The longitudinal curved profile is ob-
and the bottom flange is cast for the
tained by means of a polygonal en-
new segment at the same time the top
velope, with breaks distributed on both
flange of the previous segment is cast.
sides of the pier segment, i.e., each
A casting cycle is illustrated in Fig. 26
span is a straight line chord of the pro-
and described as follows:
file. The geometry is obtained by ad-
justing the inclination of the pier seg- Day 1 1. Adjustment of Pier Segment
ments at each end of the bed. A.
Soffit forms for the four longitudinal 2. Forming bottom flange sof-
ribs are continuous for the entire span fit, Segment 1.
length bed. The form for the tendon 3. Placing bottom flange rein-
trough at the bottom of the four ribs and forcement cage, Segment 1.
those for the tendon outlets are mobile 4. Positioning of precast trian-
and relocate with the casting sequence gles with longitudinal rib
(Fig. 23). Top and bottom flange soffit forms.
forms are of segment length and relo- 5. Installation of lower bulk-
cate in accordance with the casting se- head form.
quence. 6. Removal of Segments 6 and
Precast triangles are positioned on 7 to storage.
92
Fig. 23. Longitudinal rib soffit forms (courtesy of Bouygues).
94
.. III-
eI.1
u u u
-• ^t^' ^e 7-iii
I. UI.P!i
^ '^- ^11`
-^^ ......_.
-;....-.-. ..,... __
-,3111 111111 II ^ "111111111
II II
98
Fig. 29. Erection of first span of bridge. Note that embankment under the first span is
temporary and used only as a precautionary measure.
segments without colliding with the for 24 hours before transferring the re-
pier segment. action from the temporary jacks to the
Similarly, the same gap is maintained permanent bearings.
between segments during transfer of Since the navigation span is three
load from the launching gantry trolley segments longer, a modification of the
to the primary hanger. The gap is then above procedure is required. The first
closed up by the horizontal braces be- three segments are erected by the con-
fore post-tensioning. The primary ventional cantilever method from the
hanger is equipped with a pressure preceding span rather than being sus-
regulator to limit the transfer of load pended from the launching girder. In
between hangers during the post-ten- order to preclude imbalance of the
sioning operations. launching girder, a forward support is
Post-tensioning is accomplished by provided for the launching girder at the
stressing the tendons in pairs. The su- forward pier. The balance of the seg-
perstructure load is gradually trans- ments comprising the navigation span
ferred to the temporary supporting jacks are then erected following the proce-
by adjusting the stress in the rear sup- dure outlined for a typical span.
port of the launching girder. The jacks Figs. 29 and 30 show the erection of
are coupled together so as to balance the first span. The embankment under
the support reaction. Upon completion the first span is temporary and was used
of prestressing operations, the clear- by the contractor as a precautionary
ance between neoprene bearings and measure during "debugging" of the
the pier segments is grouted with a launching girder and adjustment of the
non-shrink grout and allowed to cure stays.
100
Fig. 31. Overall view of test model (courtesy of Bouygues).
L 1
MOD
Fig. 32. Comparison of test model and Bubiyan Bridge cross section.
y 1983
PCI JOURNAUJanuary-Februar 101
Fig. 33. Isometric of test model showing location of tensioning bars.
structure (Fig. 33). The location of the value of 0.3 used for the design of the
live load inducing tension bars also al- Bubiyan Bridge.
lowed the introduction of transverse No slippage was observed in the
symmetrical and unsymmetrical load- match-cast segment dry joints.
ing. The above data are based upon a
The longitudinal prestressing of the partial evaluation of data from the
model consists of four tendons, two per short-term loading tests. Analysis of the
longitudinal bottom rib, consisting of 24 remaining data is continuing. Upon
T 15 tendons (24 strands of 0.6 in. di- completion a determination will be
ameter). The prestressing force in the made as to any additional testing that
model is approximately 10 percent less may be required.
than that of the prototype such that the Anticipated future testing includes
ratio of unit prestress force to shear (1) long-term testing of from 3 to 4
stress is representative of that in the months with data acquisition and visual
prototype to determine slip in the dry inspection at approximately 2-week
segment joints. intervals, (2) vibration testing whereby
Preliminary and partial evaluation of a vibrator will be mounted at various
short-term loading indicates good points on the deck and thus provide
agreement with design. Vertical de- data regarding the period of vibration in
flections of the model confirm design the diagonals, (3) temperature effects to
values. Cracking was observed only in be gathered continuously over a 2-day
tension diagonals with the order of oc- period of substantial sun exposure, and
currence complying with design as- (4) test to failure.
sumptions. Cracks were regularly
spaced and essentially corresponded to
the spacing of tie reinforcement [20 to MODIFICATIONS TO
40 cm (8 to 15 in.)]. Crack width was a STRUCTURE FOR BUBIYAN
maximum of 0.15 mm (0.006 in.) and a ISLAND RAMP
mean of 0.07 mm (0.0028 in.) at 100
percent loading. Loading for this case It was recognized during the design
was in increments of 10 percent with stage that a serious soils consolidation
the load being taken to zero between problem existed on Bubiyan Island. To
loading steps. Behavior of the diagonal avoid the anticipated long period of
node points was unaffected by the significant and unacceptable settlement
cracking and all cracks closed when the of the embankment ramp approach to
elements returned to a compression the bridge on the Island, which would
state from a tension state. have resulted in future high mainte-
Measured friction coefficient in the nance costs, it was decided to add sand
tendons was 0.24 as compared to a drains to achieve rapid consolidation of
102
C.) IIWL +2,60
C-
NOTE: 0,00
0 For units V1 through V3 see Fig. 6 LWL -1.60 3_%_
C
m
rr
1(10(1
VO
Bridge I'rofiIe__,____..... _..-
Navigation
Span
------ =.-=- =- -
the ramp structure. This solution then Fig. 35. Longitudinal view of underside of
allowed a reduction in structure length superstructure. At this stage bridge is
(from that indicated in Fig. 6 and Table about two-thirds complete.
2) by three spans on Bubiyan Island,
which therefore allowed an economic
trade-off resulting in no additional cost
to the project (see Fig. 34 and Table 4).
To minimize the impact of this revi-
sion on the overall bridge profile, the
location of the main span for the navi-
gation channel was relocated approxi-
mately 200 m (660 ft) closer to the
mainland without seriously affecting
navigation.
Although pier construction and seg-
ment casting were already underway,
the above revisions were implemented
before they had any impact upon work
already completed, and without any
delay to the progress of the project.
ERECTION
Erection of the superstructure has
proceeded smoothly and according to
schedule. Figs. 35 through 37 show
various stages of erection of the super-
structure.
104
Fig. 36. Longitudinal view of superstructure during erection.
Fig. 37. Typical precast truss element being lifted into position.
CLOSING REMARKS
The Bubiyan Bridge project repre- sents an important and significant ac-
sents a significant step forward in the complishment in the transportation
state-of-the-art of bridge construction network of Kuwait, but more impor-
and particularly in precast prestressed tantly a new and higher level in the
segmental bridge construction. In this technology and art of constructing
paper the authors have attempted to bridges.
bring to the attention of the profession The innovative design and construc-
the significant aspects of the design, tion procedures expressed in the
model testing, fabrication and con- Bubiyan Bridge are such that not only
struction of the Bubiyan Bridge with Bouygues and others associated with
the intent of encouraging and the project, but the entire fraternity of
stimulating others to consider the con- those concerned with bridge design
cept of three-dimensional space frame and construction world wide, can justifi-
bridge structures. ably take a great deal of pride and sense
The Bubiyan Bridge not only repre- of accomplishment.
REFERENCES
1. Harris, J. D., and Smith, I. C., Basic De- Concrete Segmental Bridges, John Wiley
sign and Construction in Prestressed and Sons, Inc., New York, 1982.
Concrete,. Chatto and Windus, London, 5. Wheen, Robert J., "Australia's Rip Bridge
England, 1963. is Stitched Together," Concrete (Lon-
2. Martynowicz, A., and McMillan, C. B., don), V. 13, No. 3, March 1979.
"Large Precast Prestressed Vierendeel 6. Wheen, Robert J., "The Rip Bridge — A
Trusses Highlight Multistory Building," Unique Australian Structure," Concrete
PCI JOURNAL, V. 20, No. 6, Nov.-Dec. International, V. 1, No. 11, November
1975, pp. 50-65. 1979.
3. Ballinger, C. A., Podolny, W. Jr., and Ab- 7. Gallaway, Thomas M., "Design Features
rahams, M. J., "A Report on the Design and Prestressing Aspects of Long Key
and Construction of Segmental Pre- Bridge," PCI JOURNAL, V. 25, No. 6,
stressed Concrete Bridges in Western Nov.-Dec. 1980, pp. 84-96.
Europe — 1977," International Road 8. Muller, Jean M., "Construction of Long
Federation, Washington, D.C., June 1978. Key Bridge," PCI JOURNAL, V. 25, No.
(Also available from Federal Highway 6, Nov.-Dec. 1980, pp. 97-111.
Administration, Office of Research and 9. Joint PCI-PTI Committee on Segmental
Development, Washington, D.C., Report Construction, "Recommended Practice
No. FHWA-RD-78-44.) for Precast Post-Tensioned Segmental
4. Podolny, W. Jr. and Muller, Jean M., Construction," PCI JOURNAL, V. 27, No.
Construction and Design of Prestressed 1, Jan.-Feb. 1982, pp. 14-61.
106
ACKNOWLEDGMENTS
Obviously, a structure of the mag- participation and cooperation in the su-
nitude and complexity of the Bubiyan perstructure model tests: Service
Bridge requires the talents and input of d'Etudes Techniques des Routes et
many individuals to reach a successful Autoroutes (SETRA), (Roads and
conclusion. It is impossible to acknowl- Highways Technical Studies Depart-
edge all who participated and contrib- ment), Division of Major Concrete
uted to the undertaking of this project; Bridge Works; Laboratoire Central des
however, the following organizations Pouts et Chaussees (LCPC), (Central
and key personnel are recognized for Laboratory for Roads and Bridges), Di-
their significant contributions. vision of Engineering Structures; and
Bouygues, the designers and con- Direction Regionale de 1'Equipment
structors of this project, whose effi- (DRE), (Regional Infrastructure De-
ciency and organizational talents obvi- partment), Control of Works and Test-
ously were vital to success. Key per- ing.
sonnel were: Pierre Richard, vice Terry Jones, resident engineer for the
president Director Scientifique, in MPW Consultant (DeLeuw Cather In-
whose fertile mind the structural con- ternational) and his staff at the project
cept of the Bubiyan Bridge was born; site, who provided technical advice and
Roger A. Martin, head , of International management assistance to the Ministry
Operations Civil Works Department of Public Works Project Engineer.
and Michel Toneti, manager attached to
The Hayat Trading and Contracting
the General Management, both of
Corporation, the local Kuwait agent for
whom represented Bouygues during
Bouygues, for their contributions in the
the negotiations of the contract with the
negotiation and construction stages.
Ministry of Public Works; Arnaud De
La Chaise, Ingenieur E.P.U.L., project Joseph DeMarco, who was the
engineer, Paris Office; Bernard Ras- FHWA Division Administrator-Kuwait
paud, design manager, Paris Office; and later became chief, Foreign Proj-
Francois Hanus, manager, Design and ects Division, Washington, D.C. and
Methods Section, Public Works De- J. A. Richard the current Division Ad-
partment, Paris Office; C. Millerioux, ministrator-Kuwait, for their guidance
resident engineer for the construction and assistance.
supervision staff on site; and Albert Ali A. Al-Abdullah, MPW Chief En-
Bernardo, contractors project manager gineer, Roads, and the many other offi-
at the site, responsible for the organi- cials of the Ministry of Public Works
zation and coordination of all site ac- regarding legal and technical matters
tivities. during development of the turnkey
The following organizations of the Bubiyan Bridge contract and Project
French Ministry of Transport for their Administration.