IDP 4

Plan

General Details Steeltype Steel protection system Cable protection system Cable Replacement Asphalt maintenance Concrete maintenance Inspection and maintenance Access Bearing Replacement

Arch Maintenance The future maintenance of the bridge needs to be kept to a minimum as large scale repair work will require the possession of the railway and increase in the running costs. The large quantity of steel in this design requires a cost effective solution for corrosion protection. The preliminary method of corrosion protection is to ensure the correct design and detailing of all joints and connections. Connections will be designed to allow air to circulate and adequate drainage paths are required to reduce the ability of water to sit on the steelwork. The connections of the arch box sections will be internally bolted to provide a smooth external surface and reduce the collection of water. The site location is assumed to have a mild environment making it suitable for the use of weathering steel. Over time the steel develops a protective rust layer that inhibits further corrosion. Due to the slow corrosion rate, unpainted weathering steel can achieve the required 100 year design life with minimal maintenance. The only required maintenance procedures needed to ensure the bridge continues to perform satisfactory is periodic inspections and cleaning. This minimal maintenance makes it ideal for the main structural components where access for future maintenance is difficult and the cost of railway possessions is high. Although the material cost is higher the cost savings achieved from the elimination of the protective paint scheme outweigh this increase. Savings are also made over the whole life of the bridge from the reduction of both the direct costs of maintenance operations, and the indirect costs of traffic delays or rail possessions. All steelwork will therefore be fabricated in weathering steel. All steelwork below deck level will have partial protection from the bridge deck and will therefore be left untreated. The external surface of all steelwork above deck level will be have a high performance epoxy based paint system to increase protection against the weathering and de-icing salts (see steelwork painting specification). The internal surface of large hollow sections will be left untreated due to the significant safety issues associated with applying paint within a confined space. Adequate protection of the structural cables is vital to ensure satisfactory performance. The wires that form the individual strands of the cables are to be hot-dip galvanised this will prevent internal corrosion as the zinc will act as a sacrificial layer and prolong the life of the wires. The galvanised layer will provide a tough, durable coat that is abrasion resistant and will therefore not be affected by the internal friction from the cable movement. Once each cable is formed it is then run through a protective sheath made from High Density Polyethylene (HDPE). The sheath is UV resistant and protects the cable from changing environmental conditions. It is important that an adequate and water tight connection of the cable is made as the ingress of water can travel up the cable by capillary action. BEARING MAINTENACE Maintenance of the bridge deck is important to ensure the performance of the structure under heavy traffic loads and weather conditions. The durability of the bridge deck depends of the quality of the waterproofing system used. Salt water or de-icing fluids must be prevented from coming into contact with the structural elements of the bridge to avoid corrosion or freeze thaw damage of the concrete and steel elements. In order to achieve the required performance, the surface is made up from four different layers: a primer layer, a waterproofing layer, a protecting layer and a final surface layer. The primer layer

allows for the bonding of the waterproofing and asphalt layers to the concrete slab. The waterproofing layer then prevents the ingress of water and de-icing agents while providing added adhesion between the deck and asphalt layers. The protective layer essential acts as a second waterproofing layer. The final surface or asphalt layer is the first line of defence and ensures protection against oil, water and minerals, while providing mechanical stability/ strength to resist traffic loads. Inspection to the underside of the bridge will be achieved via a mobile under-bridge inspection vehicle. The vehicle is a specialised platform bucket with three or more booms designed to reach under a bridge while positioned on the deck. This method will allow for close up inspection of the steelwork and connections to detect signs or failure or corrosion. Internal inspection of the arch hollow section is achieved through a series of access hatches located along the length of the section. An internal maintenance ladder will be fitted to the inside of the hollow section. A periodical inspection of the cables is essential, although failure within cables is hard to detect, damage to the protective sheathing and corrosion of the hangers should be immediately investigated. A degree of redundancy has been designed into the system to allow for the removal of a single cable from either side for maintenance purposes. General maintenance work Cable-Stayed Maintenance The future maintenance of the bridge needs to be kept to a minimum as large scale repair work will require the possession of the railway and increase in the running costs. The large quantity of steel in this design requires a cost effective solution for corrosion protection. The preliminary method of corrosion protection is to ensure the correct design and detailing of all joints and connections. Connections will be designed to allow air to circulate and adequate drainage paths are required to reduce the ability of water to sit on the steelwork. The connections of the arch box sections will be internally bolted to provide a smooth external surface and reduce the collection of water. The site location is assumed to have a mild environment making it suitable for the use of weathering steel. Over time the steel develops a protective rust layer that inhibits further corrosion. Due to the slow corrosion rate, unpainted weathering steel can achieve the required 100 year design life with minimal maintenance. The only required maintenance procedures needed to ensure the bridge continues to perform satisfactory is periodic inspections and cleaning. This minimal maintenance makes it ideal for the main structural components where access for future maintenance is difficult and the cost of railway possessions is high. Although the material cost is higher the cost savings achieved from the elimination of the protective paint scheme outweigh this increase. Savings are also made over the whole life of the bridge from the reduction of both the direct costs of maintenance operations, and the indirect costs of traffic delays or rail possessions. All steelwork will therefore be fabricated in weathering steel. All steelwork below deck level will have partial protection from the bridge deck and will therefore be left untreated. The external surface of all steelwork above deck level will be have a high performance epoxy based paint system to increase protection against the weathering and de-icing salts (see steelwork painting specification). The internal surface of large hollow sections will be left untreated due to the significant safety issues associated with applying paint within a confined space.

Adequate protection of the structural cables is vital to ensure satisfactory performance. The wires that form the individual strands of the cables are to be hot-dip galvanised this will prevent internal corrosion as the zinc will act as a sacrificial layer and prolong the life of the wires. The galvanised layer will provide a tough, durable coat that is abrasion resistant and will therefore not be affected by the internal friction from the cable movement. Once each cable is formed it is then run through a protective sheath made from High Density Polyethylene (HDPE). The sheath is UV resistant and protects the cable from changing environmental conditions. It is important that an adequate and water tight connection of the cable is made as the ingress of water can travel up the cable by capillary action. Maintenance of the bridge deck is important to ensure the performance of the structure under heavy traffic loads and weather conditions. The durability of the bridge deck depends of the quality of the waterproofing system used. Salt water or de-icing fluids must be prevented from coming into contact with the structural elements of the bridge to avoid corrosion or freeze thaw damage of the concrete and steel elements. In order to achieve the required performance, the surface is made up from four different layers: a primer layer, a waterproofing layer, a protecting layer and a final surface layer. The primer layer allows for the bonding of the waterproofing and asphalt layers to the concrete slab. The waterproofing layer then prevents the ingress of water and de-icing agents while providing added adhesion between the deck and asphalt layers. The protective layer essential acts as a second waterproofing layer. The final surface or asphalt layer is the first line of defence and ensures protection against oil, water and minerals, while providing mechanical stability/ strength to resist traffic loads. Inspection to the underside of the bridge will be achieved via a mobile under-bridge inspection vehicle. The vehicle is a specialised platform bucket with three or more booms designed to reach under a bridge while positioned on the deck. This method will allow for close up inspection of the steelwork and connections to detect signs or failure or corrosion. Internal inspection of the arch hollow section is achieved through a series of access hatches located along the length of the section. An internal maintenance ladder will be fitted to the inside of the hollow section. A periodical inspection of the cables is essential, although failure within cables is hard to detect, damage to the protective sheathing and corrosion of the hangers should be immediately investigated. A degree of redundancy has been designed into the system to allow for the removal of a single cable from either side for maintenance purposes.

Steelwork Painting Specification All painting and preparation will be done under controlled conditions within the workshop. All steelwork to be painted will require abrasive blast cleaning to SA.3 Grade [As specified in BS EN ISO 8501-1]. Steelwork must be maintained in dry conditions and the primer coat applied as soon as possible. The primer and intermediate coats are then applied to build up the total thickness of the system and reduce the permeability to oxygen and water. The finishing coat will provide the required appearance and surface resistance.

The paint is to be applied using the airless spray method in order to achieve the required high quality result. The airless spray is a high cost method of application however this is offset by the high quality finish, better control over film thickness, reduced wastage and higher application rate. The paint type will be a two-part epoxy as this can be applied to a wide range of materials and meets the required performance specification. To ensure the best compatibility and quality of finish, all paints are to be obtained from the same manufacturer and used in accordance with the manufactures recommendations. JOINT PAINTING

REF http://www.structuremag.org/article.aspx?articleID=783