Documente Academic
Documente Profesional
Documente Cultură
Montreal, Canada
Marwan Nader, Senior Vice-Pres., T.Y.Lin International, San Francisco, California, USA; Zachary McGain, Principal,
International Bridge Technologies, Laval, Canada; Sevak Demirdjian, Vice-Pres., Roads and Bridges, SNC-Lavalin Inc., Montreal,
Canada; Jeff Rogerson, Technical Manager, Flatiron Construction Corp, Richmond, Canada. Contact: marwan.nader@tylin.com
DOI: 10.2749/101686617X14676303588878
W27 W25 W23 W21 W19 W17 W15 W13 W11 W09 W07 W05 W03 W01 E02 E04 E06 E08 E10
WA W26 W24 W22 W20 W18 W16 W14 W12 W10 W08 W06 W04 W02 MST E01 E03 E05 E07 E09 EA
Seaway
Navigation
Estacade
Channel
W27 W25 W23 W21 W19 W17 W15 W13 W11 W09 W07 W05 W03 W01 E02 E04 E06 E08 E10
WA W26 W24 W22 W20 W18 W16 W14 W12 W10 W08 W06 W04 W02 MST E01 E03 E05 E07 E09 EA
Scour
Scour depths and final scour eleva-
tions were computed for each pier. As
the design calls for all foundations to
be founded in the layer of competent
Fi g. 2: Rendering of the New Champlain Bridge
rock, the bridge is not vulnerable to
scour for 100 year floods stipulated by
selection process was undertaken with average wind speeds resulting from the design criteria.
three teams being shortlisted from six wind climate analysis. At the bridge
registered parties. The winning bid deck elevation, design wind speeds Vessel Collision
presented the lowest net present were derived for return periods repre-
value after meeting a set of manda- senting construction design and final The New Champlain Bridge is desig-
tory technical principles which design, based on site data corrected nated as a Class I critical bridge. The
addressed architectural, durability and for approach terrain and surface vessel collision study considers the
schedule criteria. roughness. 10-minutes (600-second) vessel types and sizes that navigate
averaged wind speed apply to aeroe- through and adjacent to the St. Law-
lastic stability during construction and rence River. The vessel collision anal-
Design Criteria final bridge. ysis determined the design demands
for a maximum annual frequency of
The bridge design was performed in Wind tunnel testing analysis on collapse of 1/10 000.
accordance with the principal standards sectional and full bridge models iden-
of CAN/CSA-S6-06 (R2013) Canadian tified any potential for vortex shed- Ice Loading
Highway Bridge Design Code1, Minis- ding induced vibration and onset of The bridge piers are designed to
tère des Transports du Québec (MTQ) flutter instability associated with the account for dynamic ice forces due to
Manuel de Conception des Structures, completed bridge and critical interme- collisions of moving ice floes, static ice
Volumes 1 and 22, MTQ Collection diate construction stages. forces caused by thermal movement
Normes – Ouvrages Routiers, Volumes
of continuously stationary ice sheets
I to VII3, and Eurocode (14, 25, and 36)
and ice adhesion forces. In addition,
with UK National Annexes. Additional
Seismic the pier concrete mix design accounts
design references for specific applica-
for ice abrasion effects due to ice
tions were stipulated by the Project The site is within the stable, yet seis- thicknesses of 0.9 m during the
Agreement. mically active continental interior of 125 year design life.
The local geological conditions, harsh the North American Plate. The sub-
climate and seismic hazards of this loca- surface conditions of the bridge con- Transit Corridor Loading
tion present unique challenges to the sist of artificial fill or native clay,
In addition to the highway corridors,
design and construction of the bridge. overlaying glacial tills and overlaying
the design takes into account two
Specialized studies on wind, seismicity, shale rock with various degree of
non-concurrent phases on the transit
scour potential, vessel collision and ice weathering.
corridor: (a) the RBL phase (reserved
loading were performed as technical Seismic analysis used the essentially bus lane) and (b) the SLR phase
inputs to the design criteria. Addres- elastic design approach assuming minor (light rail transit). Structures were
sing durability, the design adopts a inelastic behaviour, and considered designed in accordance with the
comprehensive approach to corrosion non-synchronous ground motions in Canadian Highway Bridge Design
protection of the bridge components, three dimensions due to wave passage Code’s1 load requirements and load
taking into account the environment, effects, site effects and incoherence. combinations for the RBL phase and
design detailing, materials selection, The analysis included time-history the load requirements of Eurocode4
construction quality and accessibility and geometrically non-linear response for the SLR phase.
for maintenance, inspection, repair and (P-delta effects).
replacement. The bridge is designed to
ensure 125 years of service life under The artificial fill along much of the Substructure
the site conditions addressed below. bridge alignment is susceptible to liq-
Foundations
uefaction when submerged. Accord-
ingly, the west abutment, main span The West Approach extends ~2000 m
Wind
tower (MST), Pier E01 and the east and spans across 25 spread footings
The design wind speed criteria are approach foundations have been bearing on rock. The East Approach
based on one-hour (3600-second) designed assuming liquefaction for the extends ~762 m and includes two
64 922 CL Bearing
12 968 6000 4975 5000 5000 4975 6000 12900 3880
Control joint Roadway
Pier cap
8 drilled shafts
C C
L L
17 045 10 870
4195 2500 2700 2500 4230 3335 2100 2100 3335
Barrier cast
integral Insitu Precast
w/ precast stitch deck
deck panels panel
3630
3620
3250
3150
2850 2850
7800 4400
Fi g. 6: Typical cross-sections of (a) highway and (b) transit corridor. (Units: [mm])
CL CL CL
Multi-use
path Shldr Lane Lane Lane Shldr Transit Transit Shldr Lane Lane Lane Shldr
lane lane
Crossbeam Crossbeam
Mainspan
tower
Trolley system
Segment
Delta frame
Bow-tie
Lower
crossbeam
Northbound
hwy
Transit
lanes
Southbound
hwy
F i g. 9 : Erection of first segments of the main span.