For bridges in seismically active zones, it is vitally important that their expansion joints continue to facilitate traffic after an earthquake, given the critical function of bridges in such scenarios as lifeline structures. But since the expansion joints of large bridges are typically concreted or welded to the bridge’s superstructure, any exceeding of their movement capacity during an earthquake is likely to cause great damage to the joint and the connecting superstructure, leaving the bridge unpassable until major repairs have been planned and carried out. Rather than designing the expansion joint with enough movement capacity to facilitate even the largest potential earthquake, it may be far more economical to simply introduce a Fuse-Element into its design, which will fail in a controlled manner when non-seismic movements are exceeded. This will enable serious damage to the expansion joint and the connecting superstructure to be avoided, making repair works far easier (without the need for a replacement expansion joint to be designed and supplied), and probably even accommodating emergency traffic in advance of any such repair work. The Fuse-Element feature is presented, along with an example of its application in Turkey.

The European Assessment Documents (EAD) introduced in 2020 by the European Organization for Technical Assessment (EOTA) to govern the technical assessment of expansion joints for road bridges represent a strong development from the corresponding European Technical Approval Guideline from 2013, ETAG 032. The EADs’ requirements, which may be used by manufacturers to obtain a European Technical Assessment (ETA), significantly exceed those of any other common national specification for expansion joints in Europe or on an international level, especially in relation to the very demanding field and laboratory testing specified. This improved basis for the assessment of expansion joint performance can be expected to result in expansion joints that are far more robust and durable than those that are designed to comply with any other widely used standard.

This paper about bridge expansion joints of the modular type includes an introduction to the development of this type of expansion joint since its invention almost six decades ago. It also provides an insight into the current state-of-the-art technology in this field, including such innovations as the option of pre-equipping the joints with sensors for easy integration in a bridge’s automated monitoring system – thereby making the joints “smart” – and the option of designing the joints to be easily replaceable when the need arises – thereby minimising the associated costs and disruption to traffic. Considering the huge contribution of maintenance and replacement works to the life-cycle costs of a bridge’s expansion joints, the use of such options – combined with the design optimisations resulting from these decades of ongoing development work – enables the long- term costs associated with a bridge’s expansion joints to be greatly reduced.

Chapter 8 Brückenlager nach Europäischer Norm Dr.-Ing. Christiane Butz, Search for more papers by this authorDr. Simon Hoffmann, Search for more papers by this authorDipl.-Ing. Lutz Gerlach, Search for more papers by this authorDr.-Ing. Torsten Ebert, Search for more papers by this authorDipl.-Ing. Tobias Schulze, Search for more papers by this author Dr.-Ing. Christiane Butz, Search for more papers by this authorDr. Simon Hoffmann, Search for more papers by this authorDipl.-Ing. Lutz Gerlach, Search for more papers by this authorDr.-Ing. Torsten Ebert, Search for more papers by this authorDipl.-Ing. Tobias Schulze, Search for more papers by this author Book Editor(s):Prof. Dr.-Ing. Ulrike Kuhlmann, Universität Stuttgart, Institut für Konstruktion und Entwurf, Pfaffenwaldring 7, 70569 StuttgartSearch for more papers by this author First published: 14 April 2021 https://doi.org/10.1002/9783433610503.ch8 AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onEmailFacebookTwitterLinked InRedditWechat Summary Der Beitrag aus dem Stahlbau-Kalender 2012 wird hiermit fortgesetzt und beginnt mit der Vorstellung gängiger Lagerarten. Da Brückenlager häufig eine CE-Kennzeichnung basierend auf einer ETA erhalten, wird das EU-Bauproduktenrecht und das Konzept der EU-BauPVO sowie beide Wege zur CE-Kennzeichnung, der Nachweis der Konformität mit EN-Produktnormen und die Europäische Technische Bewertung (ETA) anhand eines Europäischen Bewertungsdokuments (EAD), erläutert. Es werden die aktuellen ETAs für Brückenlager vorgestellt und auf die Umsetzung europäischer Vorgaben auf nationaler Ebene in den D-A-CH-Ländern eingegangen. Im Hinblick auf aktuelle Regeln für die Bemessung und Konstruktion wird detailliert die Verankerung von Brückenlagern beschrieben. Wesentliche Aspekte für langlebige Brückenlager wie die Eigenschaften der Gleitpartner, des Korrosionsschutzes und der fachmännische Einbau sowie die Inspektion werden beleuchtet. Aktuelle Forschungsergebnisse und einige Sonderlager runden den Beitrag ab. Stahlbau Kalender 2021: Brücken Neue Eurocode‐Generation, 23. Jahrgang RelatedInformation

Chapter 9 Fahrbahnübergänge mit europäischer technischer Bewertung Dr. Simon Hoffmann, Search for more papers by this authorDr.-Ing. Christiane Butz, Search for more papers by this authorDipl.-Ing. Winfried Neumann, Search for more papers by this authorDr.-Ing. Arnold Hemmert-Halswick, Search for more papers by this authorDipl.-Ing. Volker Kessler, Search for more papers by this authorDr.-Ing. Torsten Ebert, Search for more papers by this authorDipl.-Ing. Thomas Mayer, Search for more papers by this author Dr. Simon Hoffmann, Search for more papers by this authorDr.-Ing. Christiane Butz, Search for more papers by this authorDipl.-Ing. Winfried Neumann, Search for more papers by this authorDr.-Ing. Arnold Hemmert-Halswick, Search for more papers by this authorDipl.-Ing. Volker Kessler, Search for more papers by this authorDr.-Ing. Torsten Ebert, Search for more papers by this authorDipl.-Ing. Thomas Mayer, Search for more papers by this author Book Editor(s):Prof. Dr.-Ing. Ulrike Kuhlmann, Universität Stuttgart, Institut für Konstruktion und Entwurf, Pfaffenwaldring 7, 70569 StuttgartSearch for more papers by this author First published: 14 April 2021 https://doi.org/10.1002/9783433610503.ch9 AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onEmailFacebookTwitterLinked InRedditWechat Summary Stand Herbst 2020 liegen 16 Europäisch Technische Bewertungen (englisch: European Technical Assessment "ETA") zu Fahrbahnübergängen auf Basis der Europäischen Technischen Zulassungsleitlinie ETAG 032 vor. Ferner wurden Ende Oktober 2020 Teile der ETAG 032 in Europäische Bewertungsdokumente (englisch: European Assessment Documents "EAD") überführt, welches nun erlaubt, Fahrbahnübergänge gänzlich konsistent nach einer harmonisierten Europäischen Spezifikation im Sinne der Bauproduktenverordnung zu bewerten. Um allen im deutschsprachigen Raum den Einstieg in dieses Thema zu vereinfachen, werden diese Dokumente sowie ergänzende nationale Regelungen erläutert und die Bewertung von Fahrbahnübergängen dargelegt. Berichtet wird über aktuelle Forschungsergebnisse und Entwicklungen zu Fahrbahnübergängen im Allgemeinen. Dehnfugen für Bahnbrücken werden dabei lediglich kurz behandelt, da sich die im Fokus behandelten EADs ausdrücklich auf Fahrbahnübergänge für Straßenbrücken beziehen. Stahlbau Kalender 2021: Brücken Neue Eurocode‐Generation, 23. Jahrgang RelatedInformation

Expansion joints and structural bearings are especially for bridges, as key elements of our infrastructure, of special importance. Since late 1950s IMB/MPA Karlsruhe assigns a unique role in the development and assessment of these complex construction products. In particular by harmonized European Standards and European Technical Assessments this role has gained further weight and influence. By means of various examples for component testing this paper will demonstrate, how by the support of IMB/MPA Karlsruhe high performance solutions for structural bearings and expansion joints have been developed and regarding the assessment new methods have been elaborated, as well as applied. Whereby it is possible to provide an outlook in the application of future European specifications and allow an insight to newest developments in the field of structural bearings and expansion joints.

Fahrbahnübergänge und Lager sind insbesondere für Brücken als Kernelemente unserer Infrastruktur von besonderer Bedeutung. Dem IMB/MPA Karlsruhe fällt seit den späten 1950er Jahren in der Entwicklung und Bewertung dieser komplexen Bauprodukte eine einzigartige Rolle zu. Insbesondere durch harmonisierte Europäische Normen und Europäische Technische Bewertungen hat diese Rolle weiter an Gewicht und Einfluss gewonnen. Anhand verschiedener Beispiele von Bauteilversuchen wird im Beitrag aufgezeigt, wie mit Unterstützung des IMB/MPA Karlsruhe leistungsfähige Lösungen zu Lagern und Fahrbahnübergängen entwickelt wurden und bzgl. der Bewertung der Leistungsfähigkeit neue Methoden erarbeitet sowie angewendet wurden. Dabei gelingt es, bereits einen Ausblick in die Anwendung zukünftiger Europäischer Spezifikationen zu geben und einen Einblick in neueste Entwicklungen zu Lagern und Fahrbahnübergängen zu gewähren.

Bridge bearings and expansion joints, being engineered components that accommodate movements and rotations, are typically the parts of a bridge that are subjected to the greatest demands although being far less robust than the main structure. As a result, they generally cannot offer a service life that approaches that of the bridge as a whole. Therefore, the durability of the bearings and expansion joints selected for use in a structure is an important factor to consider in maximizing life-cycle performance. Most bearings and expansion joints that facilitate significant superstructure movements have sliding interfaces, which provide much of the flexibility required by the main structure’s design. These sliding interfaces generally involve the use of non- ferrous materials such as PTFE, which are subjected to friction and abrasion with every movement, and are therefore the component parts that are subjected to the highest demands. Therefore, the performance of the sliding materials used in a bridge’s bearings and expansion joints has considerable influence on the structure’s long-term performance. This paper discusses this subject, with a special focus on the state-of-the-art UHMWPE alternative to the PTFE sliding material traditionally used in main sliding interfaces.

A bridge’s bearings, arguably its most critical components, perform a vital function throughout the bridge’s service life, but the bearings used can also have a significant impact on the bridge construction process. Suitably designed adjustable bearings are an integral part of the incremental launch method of bridge construction, for instance, which can be a very efficient construction method. Adjustable bearings may also support other bridge construction methods, such as segmental bridge construction, where fixities/freedoms that applied during the construction phase require to be changed before the bridge enters service. Lifting bearings, the height of which can be increased, may enable a lack of precision in the structure to be tolerated, and measuring bearings may enable load distribution during bridge construction to be verified, where this is required by the construction method. Design features of otherwise standard bearings that support quick and high-quality installation can also contribute towards the efficiency of the overall bridge construction process, as can the use of bearing designs which minimize bearing size. Bearing solutions and features that facilitate bearing installation and bridge construction in ways such as these are described.

A bridge’s expansion joints will almost certainly have to be replaced several times during the course of the bridge’s life, often causing great disruption to traffic and significant expense to the owner – impacts which should, of course, be minimised. The choice of expansion joint selected to replace an old joint strongly influences the expense and disruption caused by replacement works, not only for the current replacement project but also for the next one in the future. Therefore, the way in which joint replacement works are to be carried out, and in particular the type of joint to be used, warrants careful consideration by the responsible engineers. This paper presents a range of solutions, covering single gap joints, sliding finger joints and modular joints, which minimise the amount of an existing structure that requires to be broken out when replacing an expansion joint.

Roadway expansion joints for bridges are highly dynamically loaded structural elements due to their position. Expansion joints are renewable structural components according to Eurocode 0 and should therefore be designed for a service life of 10 to 25 and more years. Regardless of the design life there is a need to minimize effort of conservation of such expansion joints. The research project "Development of wear-resistant expansion joints for bridges" (EVAF) therefore has the objective on the basis of a comprehensive damage surveys, literature studies and numerical stress analysis to determine the causes of early damage patterns and to develop innovative solutions to reduce the maintenance effort and further to avoid the damage with respect to the individual types of expansion joints for bridges. The investigations have been carried out by intense interaction between the customer bmvit, ASFINAG and OBB as well as the industrial partner Mageba and the research partners AIT (Austrian Institute of Technology) and University of Natural Resources and Life Sciences Vienna within the research initiative vif2012.

There are two main general bearing arrangements that are applied where transverse horizontal loads on a bridge deck must be resisted, which are discussed in this paper: a guided-sliding and a free- sliding bearing, paired up on one axis (the standard bearing setup for bridges); and a pair of free- sliding bearings designed for vertical loads, and a second pair of free-sliding bearings designed for horizontal loads on a so-called shear key (or wind shoe), or directly on a pylon. Their respective applicabilities, advantages, and limitations are discussed, with special emphasis on cable-supported bridges. For a shear key setup, restraint becomes a central design issue, affecting the installation, exchange and life-cycle cost of the bearings. Causes of restraint loads on such bearings, and solutions such as preloading systems, are discussed. Two case studies, from current major projects, are presented.

Fahrbahnübergangskonstruktionen an Brücken sind aufgrund ihrer Position hochdynamisch belastete Strukturelemente. Fahrbahnübergänge zählen nach Eurocode 0 zu den erneuerbaren strukturellen Komponenten und sollten somit für eine Lebensdauer von zehn bis 25 Jahren und mehr ausgelegt werden. Unabhängig von der Entwurfslebensdauer besteht ein Bedarf, den Erhaltungsaufwand von Fahrbahnübergängen zu minimieren. Das Forschungsprojekt “Entwicklung verschleißarmer Fahrbahnübergangskonstruktionen” (EVAF) hat daher die Zielsetzung, auf Basis umfangreicher Schadenserhebungen, Literaturstudien und numerischer Beanspruchungsanalysen die Ursachen für frühzeitige Schäden zu ermitteln und in Folge für einzelne Typen von Fahrbahnübergangskonstruktionen innovative Lösungen zur Verringerung des Erhaltungsaufwandes und zur Schadensvermeidung zu entwickeln. Es sollen robuste, wartungsarme und mit geringem Aufwand instand zu setzende Fahrbahnübergangskonstruktionen (FÜK) entwickelt werden. Dieser Beitrag zeigt die Erkenntnisse, welche in den beiden ersten Arbeitspaketen (AP1 und AP2) aus den Erhebungen und numerischen Analysen, welche durch das intensive Zusammenwirken der Auftraggeber BMViT, ASFINAG, ÖBB, dem industriellen Partner Mageba und den Forschungspartnern AIT (Austrian Institute of Technology) und der Universität für Bodenkultur im Zuge der Forschungsinitiative vif2012 gewonnen werden konnten. Development of low‐wear road expansion joints – Research project EVAF Roadway expansion joints for bridges are highly dynamically loaded structural elements due to their position. Expansion joints are renewable structural components according to Eurocode 0 and should therefore be designed for a service life of ten to 25 and more years. Regardless of the design life there is a need to minimize effort of conservation of such expansion joints. The research project “Development of wear‐resistant expansion joints for bridges” (EVAF) therefore has the objective on the basis of a comprehensive damage surveys, literature studies and numerical stress analysis to determine the causes of early damage patterns and to develop innovative solutions to reduce the maintenance effort and further to avoid the damage with respect to the individual types of expansion joints for bridges. Thereby robust, low‐maintenance, with low cost serviced expansion joints for bridges should be developed. This paper shows the outcomes of the first two work packages from the surveys and numerical analyzes which have been carried out due to the intense interaction between the customer bmvit, ASFINAG and ÖBB as well as the industrial partner Mageba and the research partners AIT (Austrian Institute of Technology) and University of Natural Resources and Life Sciences Vienna within the research initiative vif2012.

Road expansion joints on motorway bridges are heavily loaded structural elements. Due to ageing of infrastructure, rising traffic loads and structural deficits of older expansion joints, many joints are subject to regular maintenance and do not reach their design service life. The project EVAF (“Development of wear-resistant expansion joints for bridges”) was set up to develop robust and low-maintenance designs of expansion joints, based on investigations on motorway bridges in Austria. This paper presents results from the first part of the project, where an inspection survey was carried out using manual inspection and data from a routine monitoring device. Expansion joints were assessed based on a damage catalogue, and common damage types were identified. A numerical analysis based on idealized as well as on measured road surface levels shows the dynamic load amplification occurring on expansion joints to give general rules on installation with respect to level differences in the road surface.

In structural bridge engineering, maintenance strategies and thus budgetary demands are highly influenced by construction type and quality of design. Nowadays bridge owners and planners tend to include life-cycle cost analyses in their decision processes regarding the overall design trying to optimize structural reliability and durability within financial constraints. However, efforts to reduce maintenance costs over the expected lifetime by adopting well established design principles lead to unknown risks concerning for instance boundary conditions. Smart permanent and short term monitoring concepts can reduce the associated risk of new design concepts by observing the performance of structural components during prescribed time periods. The objectives of this paper are the discussion of concepts for the effective incorporation of monitoring data in model updating procedures by means of the influence line and the model correct factor concept The proposed methodology will be applied to an integrative monitoring system applied on an existing three-span joint less bridge structure..

In bridge engineering maintenance strategies are highly influenced by construction type and quality of design. Nowadays bridge designer and owner tend to include life-cycle cost analyses in their decision processes regarding the overall design by considering structural safety and durability within financial constraints. However, efforts to reduce maintenance costs over the expected lifetime by adopting new design approaches lead to unknown risks. Monitoring solutions can reduce the associated risk of new designs by constant observation of performance of structural components during prescribed time periods. They provide essential information regarding the long-term development of time dependent processes such as creep, shrinkage, temperature earth pressure and especially boundary conditions which have high influence on the overall structural performance.

In einer vorausgegangenen Veroeffentlichung der Autoren wurden verschiedene Methoden und Verfahren der Systemidentifikation von Stahlbetonbruecken mittels der Steifigkeitsverteilung ueber das Bauwerk anhand von Laborversuchen im Rahmen des Forschungsvorhabens AIFIT-Anwendungsorientierte Identifikation von Ingenieurtragwerken auf ihre Eignung untersucht. Der vorliegende Beitrag ergaenzt die bisherigen Untersuchungen um die Ermittlung der Leistungsfaehigkeit der potenziell geeigneten Methoden der Systemidentifikation in einem Feldversuch am Ueberbau einer Stahlbetonbruecke. Grundlage der Systemidentifikation an diesem Bauwerk war die Ermittlung des dynamischen Verhaltens beziehungsweise der Einflusslinien und Eigenformen des Tragwerks mit direkten Messungen. Um definierte Auflagerkraefte des Systems zu erhalten, war es erforderlich, den Ueberbau an den Auflagern mit Pressen anzuheben und die Auflagerdruecke mittels der Anzeigen an den Pressen zu bestimmen. Die Versuchsdurchfuehrung wird im Einzelnen beschrieben. Zur Messung des dynamischen Verhaltens wurde der Ueberbau mittels des Schwingungsgenerators VibroScan, einem kompakten Fahrzeugs mit 21 t Gesamtgewicht, zu Schwingungen angeregt. Der Schwingungsgenerator wurde fuer je eine vollstaendige Aufnahme der Messwerte jeweils in die Mitte der drei vorhandenen Felder gestellt. Anhand der gemessenen Werte erfolgte zunaechst die Ermittlung der ersten drei Eigenfrequenzen des Gesamtsystems. Danach wurden detailliert die Eigenformen des Tragsystems durch Messungen ermittelt. Anhand der Untersuchungsergebnisse laesst sich zeigen, dass die untersuchten Methoden zur Systemidentifikation nur im Zusammenhang mit den verwendeten Messverfahren und dem Verfahren zur Anregung des Bauwerks beziehungsweise dem Belastungsverfahren beurteilt werden koennen. Zwei der untersuchten Verfahren sind vielversprechend, da es mittels der identifizierten Steifigkeitsverteilung ueber das Bauwerk gelang, plausible und im festgestellten Rissbild bestaetigte Schadensbereiche zu lokalisieren. ABSTRACT IN ENGLISH: A first contribution outlined different methods for system identification, which have been analysed regarding their capability for the assessment of stiffness distributions. This second contribution describes the study concerning the application of these methods to a real structure, following the claim of the project for user oriented identification methods. For this purpose the experiences gained in the laboratory have been realised in the field while considering a practical as possible application. For this a representative structure was analysed and its dynamic and quasi static behaviour recorded. In this way obtained information about the stiffness distribution of the structure shall finally provide a support for the inspection and maintenance planning of the bridge structure. (A)

Anhand von bereits in einem ersten Beitrag beschriebenen Laborversuchen wurden verschiedene Methoden zur Systemidentifikation in ihrer Leistungsfähigkeit hinsichtlich der Bestimmung von Steifigkeitsverteilungen untersucht. Um darüber hinaus dem Anspruch des Projekts AIFIT anwenderorientierte Identifikationsverfahren bereit zu stellen, gerecht zu werden, gilt es nun, den realistischen Einsatz dieser Verfahren näher zu untersuchen. Zu diesem Zweck wurden die im Labor gewonnen Erfahrungen unter Berücksichtigung einer möglichst zweckmäßigen Anwendung in einem Feldversuch umgesetzt. Hierzu wurde ein repräsentatives Bauwerk untersucht und dessen dynamisches und quasi statisches Verhalten aufgenommen. Die mittels dieser Informationen gewonnen Erkenntnisse über die Steifigkeitsverteilung im Bauwerk sollen letztendlich eine Hilfestellung in der Inspektion und Erhaltungsplanung von Brückenbauwerken bieten.