CABLE STAYED BRIDGE OVER VISTULA RIVER

IN PLOCK. DYNAMIC ANALYSIS AND SITE TEST

Krzysztof Zoltowski*, Tomasz Wask**
*PhD Eng. Gdansk University of Technology
Bridge Division

** MSc Eng. Transprojekt Gdansk.

Bridge Department

Key words: Road cable stayed bridge, FEM analysis, dynamics, test load

Abstract: The bridge over the Vistula River has just been finished. The main span of 375m
is constructed as a steel cable stayed system. The advanced FEM model was developed to
verify the structure. Static and dynamic site test was executed to study mechanic nature of
the structure. Dynamic load was implemented to the deck and response of superstructure
was measured. On the basis of advanced FEM model and site test results, the dynamic
response of spans and cables under the traffic load was developed.
1. GENERAL REVIEW OF STRUCTURE
1.1 Placement of the bridge and general data.

1.1 Placement of the bridge and general data.

A new bridge is the main part of a new bypass located in the south – eastern side of the city
of Plock .(fig.1).

Figure 1: Placement of the bridge

Total length of the bridge is 1200m. The main cable stayed part is 615 m long. The
approach part on the south side of the river is 585 m long (fig.2)

Figure 2: General view of the bridge

The main bridge is a steel structure with one surface of stays in the middle of a cross
section. The spans are constructed as a steel box girders divided into 3 parts. The middle
part is a stay anchor zone. Every 4 m a truss cross girders are placed. Under the piers and
over the pylons solid steel diaphragms are constructed. The pylons are made of steel as box
girders and they are rigidly connected with the span. All superstructure is placed on the
concrete piers on spherical and pot bearings. The side spans are additionally anchored to the
foundations. The approach part of the bridge is constructed as 10 span continuous beam.
The cross section of the approaches looks like in the main span but it is a composite
structure with steel girder and a concrete deck. The bridge was designed by N. Hajdin and
B. Stipanić [1] and constructed by Mosty Plock - Mosty Lodz consortium. General
structural data and the view of the main bridge are presented in fig.3 and fig.4.

Figure 3: General data of a cable stayed part of the bridge

Figure 4: General view of a cable stayed part of the bridge

2. FEM STRUCTURAL MODEL

2.1 Assumptions.
All presented investigations were conducted as the last stage of the bridge construction and
named as “Site tests and final control [2]. The main reason to do that is the verification of
the designed assumptions and constructing process. The main part of the site test is an
independent mechanic analysis and site load. Theoretical results compared with the
measured data provide basis to the final acceptance of the structure. During the test load
deflections, accelerations and stresses were measured.
2.2 FEM model prepared for static analysis.
To lift up the quality of the final control and to avoid many simplified assumptions made by
the designer an advanced FEM structural model was built. All the main elements of the
span and pylon were treated as shell structures. Secondary elements like stiffing ribs and
elements of the truss cross girders were treated as beams. The stays were treated as tension
elements. All data implemented to the FEM model were collected on the basis of the
workshop drawings. The interpretation of numerical model made in SOFiSTiK
environment and the most important details are presented in fig. 5.

Figure 5: FEM SOFiSTiK model. General view and details

σ9 = 31,5MPa σ10 = 57,2MPa σ13 = 57,2MPa σ14 = 31,5MPa

max. von Misses stress in pylon zone (live load)

Figure 6. Not uniform stress distribution in cross section near the pylon
Presented FEM model was used to develop internal forces in the structure and deflections
under the static load. Fig.6 shows the result of von Misses stress as a result of the test load.
Computation was successfully done on Pentium HT 3 MHz standard PC.
2.2 FEM model prepared for dynamic analysis
Dynamic analysis, which is a time consuming process, was done by using a simplified FEM
model based on 3D beam elements. The deck and pylons were treated as single beams.
Every stay was represented by 20 beam elements. The graphic interpretation of the
structural model is shown in fig. 7. A 3D beam model was calibrated by comparison with
the previous sophisticated one.

Figure 7. Simplified 3D beam FEM SOFiSTiK model

Several tests based on static and eigen form analysis were done to verify:
- stiffness (specially torsion)
- self weight and mass distribution.

3. DYNAMIC ANALYSIS
3.1 Jump from the ways-end.
This test was developed by Kozakiewicz and Wilde [3] as a tool for the bridge diagnostic.
The front axis of the lorry (TATRA S-815 - 280 kN total weight) is at the end of a ramp
(fig. 8). The test starts when the lorry suddenly moves forward and “jumps” down. This
gives a dynamic load which is presented in fig.9.
In the presented dynamic analysis the load developed from “jump test” was implemented to
FEM SOFiSTiK model. The analysis was done with ASE code using time step procedure
type Newmark-Wilson [4] with geometric nonlinear theory. Impact load was applied as a
discrete function composed from vertical force and torsion moment to simulate an excentric
load.
 Fig.8 Jump test

Figure 9. Dynamic test “Jump from the ways-end”. Measured impact dynamic load [3].

Figure 10. “Jump test”. FEM simulation and measured result below. In the centre of the
main span [2]
The main difference between the measured result and FEM simulation comes from the fact
that the lorry is starting rapidly to make a jump. This part of the load is not yet included in
the function (fig .9). Interaction between the lorry and a vibrating span is not included
either.

Figure 11. “Jump test”. FEM simulation and measured result below. The longest stay in the
main span (data in measurement point – 10m above the deck)

3.2 Heavy lorry (280kN) passing the bridge with the speed of 50 km/h.
“Jump test” is an incidental load and can be treated as a diagnostic test.

Figure 12. Lorry passing the bridge. FEM simulation and measured result below. The
longest stay in the main span (data in measurement point – 10m above deck)
Real vibrations of the bridge are coming from earthquake, wind, wind-rain and traffic load.
The presented paper focuses on the traffic load effect. Acceleration of the deck, pylon and
stays were measured on site during the test and the result was compared with theoretical
FEM dynamic analysis. The response of the longest stay is presented above (fig.12) as an
effect of a heavy lorry passing the bridge with the speed of 50 km/h. Several other tests and
results were worked out too as a part of the verification of the bridge before opening it to
service [2]

3. CONCLUSIONS.
Static and dynamic analysis of the bridge structure is a standard procedure in the designing
process. However, the main problem is how exact must be the theoretical model. FEM tool
gives us a unique chance to analyze a structure very precisely but our knowledge and
experience say that a very precise model in most cases is not necessary. Presented paper
shows that a dynamic simulation of stays and investigation of general response of the
bridge structure can be done with simple beam model forced in a good FEM code. The
biggest problem to do that is poor knowledge about dynamic loads and interaction between
a load and structure. However the interaction between basic vibrations of span and stays
induced by traffic can be eliminated in the designing stage. In presented bridge this
interaction was not observe.
Unfortunately the final design of the bridge type presented above needs a space shell –
beam model (especially in some cases). An alternative to that is a very conservative
detailed design which is generally very good for the bridge but not welcome by investors.

REFERENCES
[1] Hajdin N., Stipanić B., Krawczyk J., Wachalski K., 2004; The roadway bridge over
Vistula River in Plock (Poland). Design and Construction. Bridges in Danube Basin,
Proceedings of 5th International Conference on Bridges across the Danube 2004. Novi
Sad, 24-26 June 2004, Euro Gardi Group.
[2] Chrócielewski J., Malinowski M., Zoltowski K., Dudek M., Kzakiewicz A., Lupa B.,
Szafrański M., Mickiewicz M., Rutkowski R., Mederski P.,2005; Technical Raport,
Raport from final testing of the maim bridge bridge over Vistula River in Plock (in
polish). Gdansk University of Technology, Faculty of Civil and Environmental
Engineering, Bridge Division.
[3] Kozakiewicz A., Wilde K., 2003; Simulation of dynamic test „Jump from the ways-end
on the cable stayed bridge over Vistula River In Gdansk (in polish): Proceedings, XLIX
Conference, Resurge Topics in Civil Engineering, Krynica 2003. Warsaw University of
Technology, Faculty of Civil Engineering.
[4] Clough R. W., Penzien J., 1975; Dynamic of Structures. McGraw-Hill.