Anda di halaman 1dari 2

The Far Bridges, Denmark

Services:
Bid design
Detailed design and
construction supervision of
steel superstructures

Project period: 1980-1985

0233-1702-006e-00a

Client: Ministry of Public Works,


The Road Directorate

The old bridge across Storstrmmen


was completed in 1937. However,
due to heavy increases in road traffic
on highway E4, which connects
Scandinavia with continental Europe,
a new four-lane motorway bridge
connection has been built.
With a total length of 3322 m, this
bridge complex is one of the longest
in Europe. It consists of two bridges,
a northern bridge from Zealand to the
small island of Far and a southern
bridge from Far to Falster. The northern bridge has twenty 80 m spans
and a total length of 1596 m. The
southern bridge has a total length of
1726 m which includes a cablestayed bridge with a navigation span
of 290 m, side spans of 120 m and
80 m spans for the approaches.

Superstructure
The highway carried by the bridge is
designed as a 4-lane motorway with
emergency footways on either side
supported on cantilevered brackets.
The effective width between the crash
barriers is 9 m in each direction.
Basically, the cross-sections of the
two bridges are identical, except that
the central reserve on the Far-Falster
bridge is 1 m wider than on the Zealand-Far bridge to allow for the cables of the cable stayed bridge.
The cross-section of the bridge
girders consists of a single-cell box
composed of a few main elements
which, with few variations, are used
over the entire length of the bridge,
thereby allowing industrialized fabrication.

Box Fabrication
The girder structure is fabricated at a
shipyard in 80 m full span sections
and 16 m sections for the navigation
span of the cable-stayed bridge. A total of thirty-nine 80 m sections, twelve
16 m section, and two final 10 m sections have been constructed.

The main elements include:


orthotropic deck panels with trapezoidal stiffeners at intervals of about
0.6 m
bottom and side panels with trapezoidal stiffeners at intervals of 1.0 m
uniform transverse bulkheads at intervals of 4 m throughout the bridge
and special heavy bulkheads at the
piers.
Special attention has been paid to the
development of suitable connections
between exterior panels and bulkheads in order to simplify mass production and industrialized assembly
techniques.
Corrosion Protection
The exposed surface of the box girders is only 15% greater than the area
of the bridge deck and the smooth
painted outer sides are easy to inspect and maintain.
The inside surface which, with a total area of more than 300,000 m,
represents 80% of the total area of
the steel (excluding road surfacing
area) is not painted. Dehumidification
plants maintain the mean humidity
below about 40% RH, ensuring that
corrosion does not occur.
This method of corrosion protection
results in a net reduction in paint
costs corresponding to about 8-10%
of the construction cost of the superstructure and also results in very low
maintenance costs.
Cable-stayed Bridge
The girder is suspended in accordance with the multi-stay principle with
the individual cables closely spaced.
The small cable forces of this system
eliminate the need for large complicated transverse girder structures,
which do not normally permit rational
fabrication.
The 18 stays (per half-bridge) are
arranged symmetrically about the py-

Erection
The bridge girders are floated by
barge to the bridge site approximately
80 km from the shipyard in Nakskov.
After positioning of the barge between the piers - with the 600 t girder
segment positioned at a high level the girder is lowered onto temporary
supports by hydraulic jacks.
In the cable-stayed bridge, two 80
m segments are used for each 120 m
side span with 40 m cantilevered into
the main span from the pylon. The remaining 210 m of the main span are
erected by alternate erection and
welding of 16 m long bridge segments to each cantilever and erection
of cable-stays, until continuity is
achieved at midspan.

lon and are anchored in the bridge


girder at intervals of 16 m.
Aerodynamic stability of the bridge
has been tested using models in a
wind tunnel with several different
crash barrier types. Furthermore, critical erection phases have been tested.
The stays are parallel wire strands
(PWS) consisting of a number of 7
mm dia. wires, the ends of which are
anchored in special fatigue-resistant
Hi-Am anchor heads. The cable-stays
are protected by cement mortar
grouted UV resistant PE-ducts.
At the top of the pylons, the stays
are anchored in a steel anchoring element which is post-tensioned to the
concrete legs of the pylons.

Anda mungkin juga menyukai