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Integrity Procedia 00 (2017) 000–000
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Structural Integrity Procedia 00 (2017) 000–000
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Procedia Structural
Structural Integrity 00
Integrity Procedia 5 (2017)
(2016)48–54
000–000
www.elsevier.com/locate/procedia

2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal,
Madeira, Portugal
2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal,
Madeira, Portugal
Tagus
XV Portuguese river centenarian
Conference on Fracture, PCFsteel bridges’
2016, 10-12 rehabilitation
February 2016, Paço de Arcos, Portugal
Tagus river centenarian steelb bridges’ rehabilitation
Thermo-mechanical modeling
Mafalda Monteiro a
ofBrito
, Vítor a high , Tiagopressure turbine
Mendonça c
* blade of an
Mafalda airplane
Monteiro a
, gas turbine
VítorLda,
BETAR Consultores Brito b
engine
Lisboa,, PortugalB
Tiago Mendonça *
a,b,c c

a,b,c
BETAR Consultores Lda, Lisboa, PortugalB
P. Brandãoa, V. Infanteb, A.M. Deusc*
a
AbstractDepartment of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
Portugal
b
IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
Abstract
This paper refers to the rehabilitation design projects and undertaken Portugal works of three centenarian steel/ iron bridges executed in
Portugal
c
CeFEMA, and belonging
Departmentto of the road network,
nationalEngineering,
Mechanical namely
Instituto Abrantes’
Superior Técnico, Bridge, Belver’s
Universidade de Bridge
Lisboa, and Chamusca’s
Av. Rovisco Pais, 1,Bridge
1049-001theLisboa,
three
ofThis
thempapercrossingrefersthetoTagus
the rehabilitation
river. design projects and undertaken Portugal works of three centenarian steel/ iron bridges executed in
Portugal
Their typologyand belonging
is basically to athe national
steel road network,
deck executed namely
in steel Abrantes’
or iron elements Bridge, Belver’s
with rivets thatBridge and Chamusca’s
are connected in trusses. Bridge
Thesethe three
three
of them crossing the Tagus
examples cover upper and lower decks. river.
Their
Abstract
The typology
original is basically
platforms a steel deck
were generally madeexecuted
of wood and in steel
latelyorwere
iron changed
elementstowith rivets that
reinforced are connected
concrete slabs to meet in trusses. These three
traffic necessities.
examples
The decks are cover upper and
supported lowerand
by piers decks.
abutments made of masonry as well as wing walls when existing.
InThe
thisoriginal
During papertheir platforms
each bridgewere
operation, generally
ismodern
analysed inmade
aircraft ofhighlighting
woodcomponents
engine
detail, and lately were
its main changed
areanomalies
subjected towhich
reinforced
to increasinglyconcrete
distinguish slabs to meet
demanding
it situation traffic
operating
from necessities.
conditions,
the other ones
especially
The decks the
are high pressure
supported by turbine
piers and (HPT) blades.
abutments made
and the purpose of the repair and the reinforcement works that were prescribed. Such of conditions
masonry ascause
well these
as wingparts to
walls undergo
when different
existing. types of time-dependent
degradation,
In
The this one
eachofbridge
papersituation
existing which
beforeisisanalysed
creep.
the Ainmodel
intervention using
detail, the finiteits
is highlighting
characterized element method
bridge (FEM)
main anomalies
through whichwas
inspections developed,
distinguish in order
andto
it situation
both principals frombe the
ableother
special to predict
and ones
also
the the
and creep behaviour
purpose of the of HPTand
repair blades.
the Flight data works
reinforcement recordsthat (FDR)
were for a specific aircraft, provided by a commercial aviation
prescribed.
through the main conclusions obtained from laboratory tests over samples extracted from precise points of the structures.
company,
The existing were used tobefore
situation obtainthe thermal and mechanical
intervention data for
is characterized three different
through flight cycles.bothInprincipals
order to create the 3D model
The hypotheses for the intervention in order to upgrade each structure to bridge inspections
actual regulatory actions are discussedand special
in termsand also
of (i)
needed for
through the the FEM
main analysis,obtained
conclusions a HPTfrom bladelaboratory
scrap was scanned,
tests over and itsextracted
samples chemicalfrom composition
precise and of
points material
the properties were
structures.
present
obtained. restraints,
The data (ii) that
difficulties of execution
was gathered was feddueinto tothe
theFEMlack of resistance of existing materialswere(for run,
instance non-weldable iron)
orThe hypotheses
particular geometryfor the of intervention
the elements inororder
complexto upgrade eachmodel
connections
and different
structure
involving actual simulations
tocomposite regulatory
members actions
and are first
rivets
with ain
discussed
or even
simplified
terms of 3D
(iii) aesthetics (i)
rectangular
present block
restraints, shape, in order
(ii) difficulties to better establish the model, and then with the real 3D mesh obtained
of execution due to the lack of resistance of existing materials (for instance non-weldable iron) from the blade scrap. The
issues regarding patrimonial heritage.
overall expected behaviour in terms of displacement was observed, in particular at the trailing edge of the blade. Therefore such a
or particular
Important factorsgeometry of the elements orduring
and curiosities complex theirconnections involving composite members and rivets orNamelyeven (iii)theaesthetics
model can be useful in the goal observed
of predicting turbine rehabilitation
blade life, given design
a set ofand works
FDR data.are also summarized. case of
issues regarding patrimonial heritage.
global reinforcement of a structure achieved with the reformulation of the external pre-stress and the elimination of joints in the
Important
upper slabThe factors
and also theandcasecuriosities observed during
of reinforcement their rehabilitation design and works are also summarized. Namely the case of
© 2016 Authors. Published by Elsevierof B.V.a non-ductile structure to the seismic action.
global
The paper reinforcement
ends with a of a conclusion
brief structure achieved
about thewith
major theproblems
reformulationthat of thethis
affect external
kind ofpre-stress
structures and the elimination
though of joints in
their long existence: thethe
Peer-review under responsibility of the Scientific Committee of PCF 2016.
upper slab and also the case of reinforcement of a non-ductile structure to the seismic
nature of their constitution, the original conceptual design and the influence of its assumptions in the global behaviour of the action.
The paper High
structures,
Keywords:the
ends with a brief
difficulty
PressuretoTurbine
conclusion
estimate aboutFinite
quantities
Blade; Creep; of
the
repairmajor problems
in the
Element
that
early stages
Method;
affect this kind of structures
of theSimulation.
3D Model; intervention thoughtime)
(during project theirwhere
long existence:
no picklingthe
nature of their constitution, the original conceptual design and the influence of its assumptions in the global behaviour of the
© structures,
2017 The Authors. Published
the difficulty by Elsevier
to estimate B.V.
quantities of repair in the early stages of the intervention (during project time) where no pickling
Peer-review under responsibility of the Scientific Committee of ICSI 2017

* Corresponding author. Tel.: +351 21 782 61 10.

E-mail address: Consultores@betar.pt
* Corresponding author. Tel.: +351 21 782 61 10.
E-mail
2452-3216 ©address:
2017 TheConsultores@betar.pt
Authors. Published by Elsevier B.V.
Peer-review underauthor.
* Corresponding responsibility
Tel.: +351of the Scientific Committee of ICSI 2017.
218419991.
2452-3216 © 2017 The
E-mail address: Authors. Published by Elsevier B.V.
amd@tecnico.ulisboa.pt
Peer-review under responsibility of the Scientific Committee of ICSI 2017.
2452-3216 © 2016 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of PCF 2016.
2452-3216  2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017
10.1016/j.prostr.2017.07.061
 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54 49
2 Mafalda Monteiro et al. / Structural Integrity Procedia 00 (2017) 000–000

process has yet started and real deficiencies are covered with paint, the thorough work necessary to add the compulsory resistance
preserving its aesthetic and heritage, among other remarks.
© 2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017.

Keywords: Old steel bridges, spacial steel truss, masonry piers

1. Introduction

The bridges of Abrantes, Chamusca and Belver on the Tagus River have great importance in the daily life of the
neighboring populations, since they ensure vital communications between the settlements located on its banks. These
structures are crossed intensely and daily in successive pendulum movements since their construction.
These centennial bridges were designed for other use that the one currently required whether under load and
horizontal actions or frequency of passage. Initially they were designed for smaller platforms and executed in wood.
Due to the degradation of this material wood platforms were modified to concrete but weightier. These structures
exhibit global wear, chemical changes of materials, and damages on elements, non-genuine repair interventions and
local reinforcements. To ensure the high flow of traffic of heavy vehicles over long-lasting bridges it is desirable to
know its state of conservation and to evaluate its structural capacity.
The rehabilitation process of each bridge has comprised several phases. Particular conditions and design concepts
of each structure are developed in the following document. The peculiar structural solutions that were executed are
also reported.

2. Brief description of bridges’ structures and damages

2.1. Centennial steel bridges main characteristics

The Abrantes Bridge was designed and built by the company Jean François Cail & Cie and the Compagnie de
Fives-Lilles. The construction dates from 1870. It has a trussed deck with upper platform that defines a continuous
box-girder with 7 spans. It is supported on masonry piers.
In the 60's the wooden platform was replaced by another one made of reinforced concrete. This new platform had
sliding characteristics and was much heavier than the original one. So, Professor Edgar Cardoso has designed a
reinforcement-type with independent external pre-stress cables that were placed on the steel truss (Fig. 1).

Fig. 1. Abrantes bridge over Tagus river.

50 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54
Mafalda Monteiro et al./ Structural Integrity Procedia 00 (2017) 000–000 3

The Belver Bridge was built by Empreza Industrial Portugueza and dates back to 1905. As the previous bridge,
this one is also an upper platform supported on a steel continuous box-girder truss. It has 4 spans. Supports are rigged
masonry piers and abutments. On the left bank the deck transposes Beira Baixa railway.
The bridge of Chamusca was made by the Compagnie de Fives-Lilles and dates from 1909. It consists of a spatial
steel box-girder truss with a lower platform that is divided in 111 spans and is supported over rigged masonry piers.

Fig. 2. a) Belver bridge b) Chamusca bridge, both over Tagus river.

These bridges constitute local traffic restrictions in the roadways where they are inserted. Platforms’ width is
reduced and causes transversal strangulation. The crossing of oncoming vehicles is very difficult and is one of the
challenges to solve in the rehabilitation.

2.2. Methodology and tasks performed for bridge rehabilitation design project

The Methodology adopted by Betar comprised several phases of study.

At an early stage Detail and Topographic surveys of the structure were done and considered essential for a previous
structure’s characterization and of its constraints. Tests plans were also elaborated.
The next stage comprised Main Inspections (visual), Underwater Inspections, Mapping of Anomalies and Special
Inspections with Materials Tests. One may highlight the following:
 Concrete characterization tests (coating measurements, carbonation depth and chloride content, electric
potential of the reinforcement, concrete resistivity and moisture content, compressive strength, ultrasound
integrity, petrographic tests);
 Tests for steel characterization (chemical composition, tensile strength, ductility, Charpy and fatigue
resilience)
In the subsequent stage, those results were considered in the structural assessment of each structure (Table 1).
Different scenarios of intervention were considered throughout a sensitive analysis of the main resistant parameters.
Each one engaged a strengthening solution that was developed at a conceptual design level and quantified. The optimal
solution for each bridge that fitted the technical and economic criteria was then obtained from comparison.
Finally, the elected solution was developed for detailed design. This stage included the assessment of structures’
response to the regulatory actions. The strengthening solutions and structural changes were accurately evaluated and
designed adjusting them to the existing constraints. The detailed design project encompassed all the necessary
specifications for its correct implementation on site and the complementary studies (eg hydraulic studies).
BETAR has also accomplished technical assistance during construction stage.
 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54 51
4 Mafalda Monteiro et al. / Structural Integrity Procedia 00 (2017) 000–000

Table 1. Medium mechanical characteristics of steel.

Bridge Steel Yielding Charpy Ductility Chemical analysis Fatigue
stress
[J]
[MPa]
Abrante (1870)s 235 15 (24ºC) Low Non-welded puddled Occasionally, specimens’ rupture
iron with residual slags occurred before 2M cycles
Belver (1905) 280 71 (20ºC) Good Weldable mild steel In general without rupture for
stress range values and
Chamusca (1909) 260 19 (24ºC) good Weldable mild steel regulatory number of cycles

2.3. Methodology and tasks performed for bridge rehabilitation design project

The main anomalies identified in the preliminary phase of bridge inspection and materials’ characterization are
illustrated and summarized below (Table 2).

Table 2. Main anomalies detected in the visual inspections.

Bridge Extension Specific in this bridge Common problems
[m]
Abrante (1870)s 368m - incorrect operation of external pre-stress - Corrosion and damages of steel elements;
(max span - excessive number of expansion joints - Damages due to collision of vehicles
50m) - Carbonation and chloride attack of concrete
Belver (1905) 180m - Very narrow platform platforms
(max span - high corrosion level of steel over railway - single pillar fixation for horizontal actions
50m) due to contact line proximity - Cracks in masonry and detachment of mortar
Chamusca (1909) 756m - buckling of elements in piers and abutments
(max span - rupture of original rivets and joints due - Misalignment of moving support devices and
71m) to corrosion lack of cleaning and lubrication
- differential settlements - general corrosion of steel plates and elements
- non-operative drainage system and non-
watertight expansion joints
- dirt, accumulation od debris
- non-operative illumination system
- slide of slopes and fall of masonry blocks
from abutments and wing walls
- bad condition of surfacing, with cracking,
roughness and exposure of aggregates

Among the anomalies that most affect the structural steel elements of the deck there is a marked corrosion in some
cases with completely loss of its section. However the real affected area and its depth were only correctly measured
during the construction stage after the completion of the pickling process. At concrete elements, typical anomalies are
related to either the lower quality of the applied concrete or the very thin layer of concrete cover.
In the masonry support elements reasonable storage conditions were observed, with some cracks in the masonry
but maintaining the cohesion among granite blocks. Nevertheless, regarding the structural scheme point of view a few
specific piers do not comply with their function. As the design practices at that time, and internationally adopted for
this type of bridges, solved the problem of the enormous rigidity of the masonry piers and their poor ductility facing
thermal actions with only one fixed point. This support was strategically selected to control the deformation inherent
to those actions – normally a pier next to the zero stiffness theoretical point. But from the seismic action point of view,
this option is unaffordable for that masonry pier to restraint the total inertial force of the structure.
52 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54
Mafalda Monteiro et al./ Structural Integrity Procedia 00 (2017) 000–000 5

The anomalies and structural deficiencies of these bridges were of such a magnitude that the strengthening and the
repair works temporarily conditioned and interdicted road and pedestrian traffic.

Fig. 3. Main anomalies observed in the 3 bridges: a) corrosion in joints b) buckling of flanges c) rust bags between rivets d) loss of section due to
corrosion e) sliding of lead plates in external pre-stress cells, f) collision of vehicles and objects g) corrosion and misalignment of bearings h)
carbonation of concrete and fall of the covering layer exposing corroded reinforcement i) expansion joint non-watertight, i) inoperative utilities,
k) cracks on masonry elements.
 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54 53
6 Mafalda Monteiro et al. / Structural Integrity Procedia 00 (2017) 000–000

3. Repair and strengthening solutions

The main constraints to the rehabilitation of these bridges, that are very restrictive for the solutions to be applied,
are their geometry and aesthetics and the materials used, namely, non-weldable rotary iron, the riveted sections, which
require a thorough intervention, and the foundations of masonry, whose integrity is only guaranteed with the friction
between its blocks.
The principal objective of each solution of rehabilitation was the requalification of the road crossing and the
correction of the anomalies of the bridge to extend even more its lifespan.
Repair works included the following tasks:
 Restorations and straighten of steel elements and connection joints, sometimes requiring the addition of new
compatible material, and application of protective coating to suite environmental aggressiveness;
 Pickling, in some cases substitution, of cover plates, inner plates, gussets and other connection plates;
 Sealing of gaps with mastic and epoxy resins (Fig. 4);
 Replacement of rivets and changing bastard screws with new rivets to respect aesthetics and original design;
 Lubrication and repositioning of support devices and bearings, among others;
 Sealing of slits in masonry walls with appropriate mortar or with injection of compatible slurry cement;
 Reconstruction of reinforced concrete sections;
 Protection of the river bed with rock fill layers around piers and abutments;

Fig. 4. Repair works: a) correction of flange buckling and rust bags, b) .substitution or addition of rivets, c) addition of new material to replace
damaged sections.

Strengthening works were defined through structural analysis – 3D models of finite elements of beam and slab (Fig.
5). The global models were calibrated with the results of material tests and other information obtained from
complementary studies (eg geotechnical survey). Beam sections of the model were reduced taking into account the
loss due to corrosion. Security design checks were performed for regulatory actions in accordance with current
Portuguese standards and European codes.
In general, deck structural problems are due to buckling of elements as their high slenderness is insufficient to the
level of compression installed. As the section itself has the necessary quantity of material to resist stresses the solution
is to either reduce buckling length or reduce slenderness by adding material. In Abrantes Bridge the external pre-stress
system had to be replaced. The same solution was adopted in Belver Bridge to deal with the increase of permanent
loads of the new platform. These bridges are still waiting for works to start.
None of the three bridges had resistance to seismic action. Masonry piers have stiffness far superior to its resistance.
The seismic response of the pier itself is far higher than the one exclusively due to the deck mass. This means that
masonry sections along pier could decompress, might drop and the structure collapse.
Where differential settlements or insufficient supporting soil capacity were detected the solution was to execute
micro-piles or jet-grouting columns with inner reinforcement. The resistance of piers was in some cases improved
with encasing solutions with reinforcement. The seismic force was distributed among all the piers with high dynamic
rubber bearing - HDRB type (damping devices). This devices permit to lower the structure response without restraints
54 Tiago Mendonça et al. / Procedia Structural Integrity 5 (2017) 48–54
Mafalda Monteiro et al./ Structural Integrity Procedia 00 (2017) 000–000 7

to thermal actions. However, where their use was still insufficient to control the displacements over expansion joints
and abutments the solution also included hydraulic dumpers.

Fig. 5. Examples of 3D models for global analysis, local analysis of pre-stress cells and design check, respectively

4. Construction stage

Some of the interventions are reported in the following pictures (Fig. 6).

Fig. 6. Upper line: Repair of local rust bags with hydraulic jack and temporary screws and rivets, addition of new material to reduce slenderness.
Lower line: introduction of HDRB devices at each pier and hydraulic dumpers at selected abutments, encasing of foundations.

5. Conclusions

The main problems and challenges in rehabilitation design projects of old steel bridges were detailed in this article.
The aim of the projects herein described was to provide the structures of the necessary strength to regulatory and actual
standards by satisfying their original aesthetics and introducing strengthening elements in a harmonious way to
preserve and enhance the architectural heritage. By providing the structures with the proper use it is possible to raise
their response to actions and increase their lifespan, even in centenarian structures.