pedestrian bridge at Lake Vranov, ;.Iroc. Instn Ciu.

E m ,
:iu Engzg,
1995,
Czech Republic 1.os,Aug.,111-122
.. ..- . . . *

J. Strasky, PE

The award-winning pedestrian footbridge across Swiss Bay on LakeVranov

on the Austrian border of the Czech Republic is one of the most slender
bridges in the world. Completed in 1993,the structure hasa remarkable
span-depth ratio of 630. Physical and environmentalconstraints combined
with a harsh winter climate resulted in an innovative design which combines
the inherentdurability of precast concrete with stateof-theart cablestay
and post-tensioning technology.The efficiency of the design is such that all
parts of the structure contribute to its aerodynamic stability.Furthermore,
the structurewas builtin just 12 months and cost only E700000.

In recent years concrete long-span bridges have example of the latter (Figs 1and 2). Jin Smky is a p m &
been designed predominantly as cantilever or The bridge is located in a beautiful, wooded sol at tke Tecknicul
cablestayed structures. For long-span bridges recreation area where Lake Vranov was created University of Brno in
to be used only bypedestrians or bicyclists, two by a damin the 1930s Fig. 3). The structure the Czeck Republic and
other structuraltypes, derived from the oldest replaced a ferry service carrying people a partner ofengineering
between a publicbeach on one side of Swiss comltancy Stmsky,
structural type of bridge, are especially suitable. Husty and Partners
These are stress-ribbon and suspension Bay and accommodation, restaurants and shops based inBrno and Mill
structures.’” The Swiss Bay pedestrian bridge on the other. The structure was also designed to Valley, Califbnrio
at Lake Vranov inthe Czech Republicis an carry water and gas pipelines.

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 l

of about 250 m betweensupports. As the struc-

ture had to provide sufficient navigational head-
room for sailing boats, the alignment of the deck
is in avertical curve.
Four types of structure were studied as possi-
ble solutions for the bridging of Swiss Bay. A can-
Fig. 2. Architectural tilever structure would have been much too
design: (a) (top) heavy Fig. 4) and a steel tied arch too dominant.
elevation; 6)Oelow In the stay cable solutions the pylons towered
t@) plan; (c) (above) above the trees. A suspension bridge produced
anchor block eleva- the right proportions for the setting Fig. 5) and
tion; (d) (right) pylon at the Same time proved economical toconstruct
elevation and sections
Longitudinal arrangement
One possible problem identified early in the
concept evaluationstage was the large effect that
wind has on suspension bridges. Problemsof
vibration and overturningof light pedestrian sus-
pension structures arewell documented! The
classical solutionto overcome this problem is the
deck formed byan open stiffeningsteel truss of
Development of the structural type sufficient torsional and bendingstiffness (Fig.
The pedestrian bridge hadto join the existing 6(a)).S However, such a systemwas deemed to
roads used bypedestrians and bicyclists which be too heavy andinappropriate for the setting.
lead on oneside from the village to the shoreof
the bay and, on the opposite side, from the beach
into the wooded hills. The level of the water at
the shorelines makes it difficult and expensiveto
construct piers within the lake on which tosup
port a bridgestructure. To avoid erecting piers
required a main spanwith a horizontalclearance

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 S
W IS BAY
S
PEDESTRIAN BRIDGE,
CZECH REPUBLIC
~

Fig. 4 (above).
Structural type study:
cantilever bridge

Fig. 5 (l&).
Structural type study:
arch, cabledayed and
suspension bri&m

A deck of streamlined steel box girder often

used in modern highway suspension bridges
(Fig. 6@)),6 usually connected to the main cable
at themiddle of the main span to eliminate
deformation and the use of stoppers at theends,
was found too expensive for a pedestrian bridge.
Another approach to providingstiffness is to
construct a slender concrete deck and stiffen
the structure by a system of inclined hangers
(Fig. 6(c)). This approach has been successfully
developed and erected in designs by Professor
Schlaich fromStuttgart, Germany? However,
the maintenance of so many hangers is not an
easy task.
Making the deck more slender could be com-
bined withtechniques often used to stabilize
utility bridges. In such cases. the concrete deck
is stiffened bythe post-tensioning of external
cables with an opposite curvature to that of the
main suspension cables (Eg. 6(d)).
Mer studying all four systems, by combining
the salient features of each and adapting them
to critical constraints imposed bythe setting
and the alignment of the bridge, a new struc-
tural system was developed.
The deck had to have only one span in vertical
arch alignment. There was also little space for
the back cables beyond the abutments. At first
glance these conditions called forthe sh-ucture
to be formed by an arched deck fixed at theabut-
ii
ments and partly suspended on tension cables
anchored into the anchor blocks by back cables.
By mutually connecting the abutments and
anchor blocks, these two basic static systems-
arch and the suspension cable--could create a

A
selfanchored system characterized by purely
vertical reactions at their supports Fig. 7(a)).

Fig. 6. Four systems for stabilizing the bridge: (a)

hrss deck; (8) streamline box deck; (c) inclined
suspenders; (d) cable of the opposite curvature

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 tension from the suspension cables partially
post-tensions the deck and creates a system
whereby compression stresses in the deck stiff-
en the whole structure.
For live load,temperature changes and the
effects of wind, the structure forms a closed
system where the load is resisted both by the
compression capacity of the concrete deck and
by the tension capacity of the suspension cables.
As the expansion tartan joints have a non-linear
behaviour, the portion of the load resisted by
the deck and the cables depends on the temper-
ature and the age of the structure.
The test of the bridge done by the contractor
proved the excellent characteristic of the tartan
plates. They allow large deformations without
significant changes of the stresses.As they are
always under compression they are also water-
proof and can serve both as a flexiblemember
and as an expansion joint
Fig. Z Longitudinal
awangment:
(a) self-anchmed Transverse stiffening
The required 3.40 m width betweenthe rail-
system; (3) suspensimr
ings given bythe Czech standard and service
system; (c) partly
self-anchored system;
requirements results in a very narrow deck for
(d) erection ofjlm'ble
such a longspan. Checks made todetermine the
stresses on the bridge due to wind indicated that
mmber-compression
these stresseswere very large, and that it might
of the bridge deck; (e)
stresses in thejlezible Lt: mm be necessary to stiffen the structurein the hori-
zontal direction.There seemed to be three feasi-
member--expansion
ble ways to accomplish such stiffening.
joint
One solution was to suspend the deck on
cables supported on open V-shapedpylons. In
To construct this system, however, the dead load plan the cables would produce stiffening against
would have to be supported on scaffolding, horizontal movement (Fig. 8(a)). A second pos-
which, of course, could notbe done. Further, the sibility wasto suspend the deck on cables
deck arch would shorten dueto creep and anchored from the top of triangular-shaped sup
shrinkage of concrete and temperature drop; like ports and stiffenit by two additional cables that
wise the cables would shorten under tempera- were led in two inclined planes of the opposite
ture drop. ?his would create tension stresses in curvature (Fig. S@)). These cables would be
the deck which the concrete could not handle. connected with the deck by additional hangers
Therefore, a partly self-anchored system in and anchored at thebottoms of both Wlons. A
which the arched deck is suspended on the third possibility was to widen the deck from its
cables and is flexibly connected with the abut- midspan towards the pylons, which would
ments, that in turn are mutually connected with increase the bending stiffness of the deck in the
the anchorblocks by prestressed concrete tie transverse direction (Fig. 8(c)). This widen-
rods, was developed (Fig. 7(c)). For this sys- ing-compared with the widening of the deck to
tem, it was necessary first to build the cables its midspan-brings only insignificant increas
and then to suspend the deck on them (Fig. ing of the loading.
7@)). The flexible members (expansion joints) A V-shaped pylon withmass concentrated at
were formed by tartan plates which were the top seemed to be unnatural for the setting.
pressed against the already erected structure, However, an A-shaped pylon would naturally
with an erection segment and jacks Wig.7(d)). reduce massfrom the bottom to the top and
After compression had been created. the space create the feeling of safetyfor users. Increasing
between the abutment and the erection segment stiffness also reduces the number of cable-deck
was filled withconcrete and the segment was connections. An A-shaped wlon, together with a
connected to the abutment. The value of com- widened deck, was therefore adopted forthe
pression was determined in such a way that, final design.
under the maximum shortening of the deck due
to creep and shrinkage of concrete and tempera- Architectural and structural solution
ture drop, a minimumcompression of 0.5 MPa The structural solution of the deck, its widen-
remains in the joint (Fig.7(e)). In this way the ing and the shapeof the pylon create natural,

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 SWISS BAY
PEDESIWAN BRIDGE,
CZECH REPUBLIC

Fig. 8. Tmnrvme
stimingof m e :
(a) deck suspended on
vshaged filons: m
deck stiffened by add&
fional cables: 0 deck
sfifiened by bending
ifijjhess

simple curves thatblend into the surroundings. It was also felt that thewater and gas
Aesthetic unity with the countryside was also pipelines suspended on the deck could not onIy
emphasized by allhangers and pylons being damage the architecture of the bridge, but also
made perpendicular to the curvedbridge axis. would complicate maintenance (Fig. 12(a)). The
A very slender deck of only 0.4 m depth is designer thus proposed to divide each pipeline
suspended on two inclined suspension cables of into two smaller pipelines, whichenabled them
three spans: 30 m, 252 m and 30 m. The cables to be placed on the outer cantilevers on the
are deviated in steel saddles situated at the edges of the slender deck beyond the railings.
diaphragms of the concrete pylons and The lines were covered by steel plates to create
anchored in anchor blocks (Figs 9 and 10). The an aerodynamically stable structure (Fig. 13).
pull from the cables is transferred into the The deck is suspended at itsouter edges on
ground by rock anchors. The anchor blocks and 3.00 m hangers that areperpendicular to the
the abutments are mutually connected by pre- longitudinal axis. The deck is supported at both
stressed concrete ties. It was considered impor- ends by two multidirectional pot bearings situ-
tant that the curveof the plan wideningand the ated on the pylon diaphragms. The horizontal
vertical curvature combined to create simple force due to wind is transferred by steel shear
smooth curves. It was decided to use the sim- keys.
plest curve-the circle (Fii. 11). The outer The two main cables are each formed from
edges of the deck form two circles situated in 108 strands 15.5 mm in diameter,grouted in
two inclined planes, such that theirvertical and steel tubes. The solution was derivedfrom the
horizontal projections are ellipses. The vertical designer‘s experience with previous cable-
and horizontal curvatures allow the structure to stayed on which the
steel
tubes and
be stabilized bythe use of stiffening cables with- cement mortar groutwere prestressed during
in the edges of the deck. These cables pass construction to transfer the stay tension due to
across theexpansion joints and are anchored at live load and temperature changes. The strands pig, 9. ~ m c g i h u i ~ [
the end abutments. The function of these cables were tensioned before grouting was done and, offb b,j&,,
is similar to that shown in Figs 6(d) and a@). when the cement mortar reached 50% of its showinggroundworks

18 m
\

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 L

SECTION A-A E
I
oi
E
9

: ! ! ! : ! ! ! :
j ! ! ! j ! ! ! j
I I I I
; v v , , ! ! ! ;

SECTION D D

SECTION C-C
I-T T-
l

e 1.Om 1.0m 1.12 m 9.75 m

--f

1.l2m
r 2.1 m 9.6m 2.1m
1
Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 SWISS BAY
PEDESTRIAN BRIDGE.
CZECH REPUBLIC

strength and the closing joint of the steel tubes

had been welded,the tension in the whole stay
cable was released. The prestressing force was
so high that, when it was released. there was no
residual tension in the mortar, even under full
live load.This arrangementnot only increases
the stiffness of the bridges butalso reduces the
fatigue stresses on the strands. Thestays were
carefully tested not onlyfor loading by axial
force, but also for loading by a local bending
moment.
For the suspension cables of the Swiss Bay
pedestrian bridge, a similar arrangement was
used. The increased tension inthe strandswas
created by temporary loading of the already
erected structure.Before the joints between the
segments were cast, the deckwas loaded by
radial forces caused by the tension of the exter-
nal and internal cables temporarily anchored at
the abutments. Aftergrouting the suspension
cables. the closure joints between the steel
tubes were welded andthe tension of the post-
tensioning cables was released. In this way com-
pression stresses in the cement mortarand long segments have avariable width carre- Fig. 10 (focing page).
steel tubeswere created. sponding to the variable width of the bridge py[on, abutment and
The cables are connected withthe deck at its deck. The two end segments are solid. Steel gas anchor blocks, show-
midspan. The hangers are formed from solid andwaterpipeswereplaced on the outer, but inggmundworks
steel rods30 mm in diameter andare pin- notmutuallyconnected.overhangs. Thedeck (dimensions in metres)
connected to the deck and main suspension was post-tensioned by four inter& tendons and
cables. stiffened by two external tendons. The internal Fig. I1 (above).
The inclined pylons havean A-shape with cables of 12 strands of 15.5 mm in diameter pass Geometry of the deck
curved legs connected by top and bottom through the whole deck andare anchored at the
diaphragms. The legs of the pylon were post- end segments. The solid end segments were
tensioned by drapedcables to balance the bend- also post-tensioned by prestressing rods. The
ing stresses induced by their curvature.During external cablesare formed from 18 strands
the erection of the structure, thepylons were 15.5 mm in diametergrouted in high-density
supported by pins. Aftererection, the pylons polyethylene tubes.
were cast in the footings. The anchor blocks Fig. 12. Transvme
protruding above the grade were post-tensioned Static and dynamic analysis stiffening of bridge
with prestressing rods tothe anchor foundation The bridge was analysedfor both the static study: (a) deck
slabs, which were secured with rock anchors. and dynamic loadsas a geometrically non-linear stiffened by bending
The deck was assembled from precastseg- structure. For erection, the bridge was analysed stiffness; (b) deck
ments of double-T cross-section.stiffened by as a three-span perfectly flexible cable. Under stiffened by additimal
diaphragms at the joints (Fig. 13).The 3.00 m service loads, it was analysedas a geometrically cables

NPlCAL SECTION
3.4 m -
3.4 6.6 m

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 l.+ + k L 3.M-6.84m

-
6.5 9.7 m
t

LONGITUDINAL SECTIONON THE BRIDGE AXIS

%-.? *
3.0m 3.0 m 3.0 m
Fk.13. Deck details

F&. 14. Fimt uwtical, non-linear threedimensional frame structure,

horirontal and tor- with the deck modelled by thetwo edge girders,
sional natuml modes and transverse diaphragms, the suspension
andfrequencies cables, hangers and external cables by bars.
The calculation modelexpressed the real
boundary conditions and stiffening of the struc-
ture by external cables.
The dynamic response of the structure due
to movement of people anddue to wind was
carefully studied. Fig. 14 shows the first verti-
cal, horizontal and torsional natural modes and
frequencies. Because of the low frequencies
(the first 12 natural frequencies corresponding
to vertical modes are under the walking fre-
quency of 2 Hz) the bridge proved to be insensi-
tive to pedestrian loading. Even the loading
imposed by agroup of people deliberately try-
ing to make the bridge vibrate in an eigenmode
caused negligible effects, with an amplitude of
only several millimetres.
The dynamic response to maximum wind
-
load (at U 37 m/s) reaches an amplitude of
40.7 mm in the horizontal planeat the thud
mode with afrequency of 0.431 Hz. Peak accel-
eration is 0.35 m/sZ, which is lessthan the per-
missible acceleration of 0.50 m/s2 for this
speed. However, as it is nearly impossible to use
the bridge in such a severe wind, the limit has
only theoretical value. When the wind speed is
about 10 m/s, the acceleration is 0.018 m/s2-
again much less than the limit of 0.25 m/s2 con-
sidered for this speed.
The aerodynamic stability of the structure
was also studied carefully. 'The structure proved
to bestable from the point of view ofvortex
shedding and galloping. The aerodynamicflut-

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 SWISS BAY
PEDE- BRIDGE,
CZECH REPUBLIC

ter susceptibilitywas checked by using pub- towards both abutments. At first, an erected
lished approximate As the calcu- segment was suspended on the erection gantry
lated criticalwind velocities were relatively that was moving on twotemporary cables
low-from 23.5 to 45-5m/s-the stability of the anchored at the abutments. Using the tension
bridge was checked in a wind tunnel using a full pull of the erection cables, the gantry with the
aeroelastic model built toa scale of 1:130. segment was moved to the final design position
Measurements from these tests confirmed the ( F i g . 18), where the segment was pinconnected
aerodynamic stability of the structure.12 to the already erected structure and hung on to
the main suspension cables. During the erection
Process of construction of the first segment, the temporary cables were
The erection technology was developed by the suspended on the main suspension cables at the
contractor. The most important phases were the midspan. During the erection of all the other
construction of the pylons, the erection of the segments thetemporary cables were supported
suspension cables and the assembly of the deck. by low movable towers situated at the face of
Construction began with casting of the erected structure. Theshape of the deck was
anchor blocks and end abutments, followed by continually changing from concave to the con-
the installation of ground anchors. Some of the vex design curve in accordance with the defor-
rock anchors and prestressing rodsof the mation of the main suspension cables and the
anchor blocks were tensioned. length of the hangers (Figs 19 and 20).
The pylons were cast in the horizontal posi- During the erection of the segments, the
tion and then raised to the design upright posi- remaining prestressing rods of the anchor
tion in two stages. In the first stage the pylons blocks and the ground anchors were post-
were raised to a partially upright position bythe tensioned to balance the pull of the main sus-
tension pull of the short vertical cables pension cables-which increased during the
anchored at thetops of the pylons and tempo- erection of the bridge. After the segmentshad
rary towers (Figs 15(a) and 16).The cables been placed and connected, both the internal
were pulled by hydraulic jacks supported by and external tendons were tensioned V; = 0.7fJ
steel anchor members situated on the steel gir- and temporarily anchored into the abutments
ders, transferring the load to the towers. As the (Fig. 150). The steel tubesof the main cable
pylons were being raised, the tops of the pylons were then welded and grouted. Compression
moved in an arc and the steel anchor members stresses were generated on the cement mortar
had to move inthe horizontal direction. Teflon and steel tubes when the tension of the internal
pads were thus placed between these steel and external tendons was released. The internal
members and the girders. cables were then cut and their anchors were
In the second stage the pylons were raised transferred to the end segments. Finally, the
into their final design position by the tension pull joints between the segmentswere cast and the
of the cables anchored at their tops (Figs 15@) deck was post-tensionedby internal cables and
and 15(c)). The erection cables spanning the bay rods anchored at the end segments. The tartan
were pulled by hydraulicjacks. At first, the expansion joints were placed betweenthe end
cables were tensioned in such a way that tension segments and the special abutment segments.
in the cables balanced the dead load of the par- Compression was created in the tartanjoints
tially upright pylons. Then the temporary towers using hydraulic jacks to press theabutment seg-
were removed andthe first pylon had been ments against the tartan members and the
raised into the final positionby the tension pull already erected structure. When design com-
caused by the jacks at the second pylon. When pression was reached, the abutment segments
the position of the first pylon had been secured were connected with the abutments. The exter-
by the temporary cables, the second pylon was nal cables were then tensioned again (ft = 0.3fJ
raised by the tension pull caused by the jacks at and anchored at the end abutments.
the first pylon. Its position wasthen secured. The completed structure was checked by
The cables used for raising the pylons were detailed static (Fig. 21) and dynamic tests that
also used to erect the steel tubes through which proved good workmanship anddesign assump-
the strandsfor the main suspension cables were tions.
pushed. The tubes with hangers were suspend- The construction of the bridge was started in
ed on the erection cables and moved along them spring 1991 and finished inspring 1993. Due to
to their final design positions (see Figs 15(d) the recreation season from June to mid-
and 17). The main suspension cables were September and severe winter conditions, con-
assembled from six cables of 18 strands 15.5 struction work couldbe done only in spring and
mm in diameter that were pushed through the autumn. The cost of the bridge was E700 000.
tubes thewhole length of 300 m by equipment In 1994 the structure received the
specially developed forthat purpose. Outstanding Structure Award at the 12th con-
The deck was assembled segment by seg- gress of the FedCration Internationale de la
ment in sets of 15 segments from the midspan PrCcontrainte in Washington.

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 .: _
.
- Fig. 15 (above). Constructionsequences: (a) rais-
using tempom?y towers;
ing the fint stage pylon
' 2 W and (c) raising the second stage pyh;(d)
~' erecting the main suspnrcion cable tubes; (e) erect-
! ing the deck segments; 69 deck tendons stmed
~- mouting strands of main suspmhn cables
; before

Fig. 16 (l&). Raising a pylon

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 SWISS BAY
PEDESIRlAN BRIDGE,
CZECH REPUBLIC

F&. I 7 fjbr l@).

Erecting the main sus-
pension cables

Fig. 18 (below l&).

Moving a segment
into the design posi-
tion

Fig. 19 (l&).
Structure during the
erection of the deck

Fig. 20 (boortom).
Structure during the
erection of the deck

l
Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.
 Fig. 21. Loading test

Project team 5. ENDOT.et al. Development of suspension

Design: Rofessor DrJ. Strasky, PE, Technical bridges-Japanese experience with emphasis on
the Akashi Kaiko bridge. Proceedings ofconference
University of Brno. and Strasky,Husty and
on cablestayed and suspension bridges, Deauuille.
Partners, Consulting Engineers, Ltd. 1994,vol. 1, pp 55-56.
Construction management I. Husty, Strasky, 6. OSIFNFELDKH. From Little Beltto Great Belt.
Husty and Partners, Consulting Engineers, Ltd. Proceedings ofconferenceon cable-stayed and sus-
Construction documentation:J. Jordan and pension bridges, Deauuille,1994,vol. 1, pp 67-78.
M. Spudil, Dopravni Stavby& Mosty, Olomouc. 7.SHWCH J. and S ~ H O B E RH. A suspended pedeshi-
Checking: Dr M. Studnickova. KloknerInstitute, an bridge crossing the Neckar river near Stuttgart.
C W , Prague. Proceedings of conference on cablestayed andsus-
Wind tunnel test: Rofessor Dr M. Pirner, pension bridges, Deauuille,1994,vol. 1, pp 143-153.
Prague. 8. S w w J. et al. The cable stayed bridge across the
Contractor: Dopravni Stavby& Mosty, Olomouc. river Elbe near Podebrady. Industria Ital. Cem.,
1990,6o,NO. 649,93agm.
References 9.S w w J. Design and construction of cablestayed
1. S m w J. Ribbon footbridges. Conm Quart., 1988, bridges in the Czech Republic. PCIJ.. 1993,38,
156, Jan.-Mar., M. Nov.-Dec. 24-43.
2. REDFIELD C. and S w m J. Sacrament0 ribbon 10.Proposed British Design Rules. In Bridge aero-'
Conc: Quart., 1992,Autumn, 22-24. dynamics, 3-20. Thomas Telford. London. 1981.
3. SlaASwJ. Stress-ribbon and suspension pedestrian It K L ~ P P E LK. and THIELE P.Modellversuche im
bridges. Proceedings ofsymposium on modern pre- Windkanal bur Bemusing von BrHcken gegen die
stressing techniques and their application,
vol. 2, pp Gefahr winderregter khingungen. Staklbau, 1967,
117S1182.Kyoto, 1993. 12.35M65.
4. PODOLNY W.and Scwl J. B. Conshvction and 12.RRNER M. Stress-ribbon pedestrian bridge spanning
design of cablestayed bridges.Wiley, New York, 252 m. Proceedings of symposium on straight cross-
1976. ings 94, Alesund, 1994,299-306.

Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved.