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20 THE ARUP JOURNAL 3/2000

Introduc tion
The resund B ridge opened on 1 July 2000.
Q ueen M argrethe II of D enm ark and K ing C arl
G ustav XVI of Sw eden travelled by train from their
respective countries to its centre, together w ith
their Prim e M inisters and other dignitaries.
H ere the trains w ere linked before bringing the
party to the opening cerem ony at Lernacken on
the Sw edish side.
For the first tim e ever, Sw eden is joined perm anently
to the m ainland of Europe. U p to now the link has
been know n as just that - the resund Link: 8km
of bridge and 4km of im m ersed tunnel, joined by a
4km long artificial island - but its recent renam ing
as the resund B ridge reflects the visual im pact of
w hat now stands in the w aters betw een Sw eden
and D enm ark. A nd its cultural and econom ic
effects are even m ore far-reaching. It reduces
the journey tim e betw een the tw o countries to a
10-m inute drive or train journey, in effect joining
the capital city of D enm ark, C openhagen, w ith
Sw eden's third city, M alm . The resulting region
has 3.2M people, a G ross N ational Product w hich
places it eighth in Europe, and the sixth largest
European air traffic hub. The resund R egion is
set to becom e a strong grow th area, capable of
attracting investm ent and com peting w ith other
m ajor European regional centres.
The opening m arked the end of eight years of
planning and im plem entation by the O w ner of
the link, resundskonsortiet (now resundsbro
K onsortiet), a 50:50 joint venture betw een the
tw o governm ents that has been responsible for
financing, planning, designing, and building the
link, and is now operating it. resundskonsortiet
set up a special process for im plem enting the
project that relied to a large extent on co-operation,
trust, openness, and transparency, and w hich w as
a m ajor contributor to the success of the project.
A rup's involvem ent goes back to D ecem ber 1992,
w hen the firm responded to a call for prequalification
of consultants to take part in a com petition for the
bridge's design. A rup then form ed the A SO G roup
w ith SETEC (France), G im sing & M adsen and ISC
(both D enm ark), Tyrns (Sw eden), and w ith G eorg
R otne (D enm ark) as architect to the G roup. A SO
w as invited to take part in the com petition in January
1993, together w ith five other international groups.
The design com petition took place over tw o m onths
early in 1993 and the result w as announced in July
that year. Tw o distinctly different bridge concepts
w ere chosen by the O w ner for further developm ent
before m aking a final choice: A SO 's tw o-level,
m ainly steel, structure, w ith the m otorw ay placed
above the railw ay; and a single-level, m ainly
concrete, bridge, w ith the m otorw ay betw een
the tw o railw ay tracks, developed by the LC
consortium .B oth had a cable-stayed m ain span.
Follow ing the aw ards, schem e designs w ere
prepared to confirm the concepts developed
during the short com petition period, and the
consultants w orked w ith the O w ner to develop the
project and prepare for the construction phase.
A ctivities included consultations w ith authorities to
obtain their approval, establishing a design basis
and a contract strategy, setting up adm inistrative
procedures, developing the design in som e detail,
and preparing tender docum ents. A SO 's strong
and robust design concept w as safely carried
through this w hole design process w ith only very
few and m inor m odifications.
(A fuller description of the background to the
project and the design of the bridge w as given in
The A rup Journal50th A nniversary Issue
1
.)
The O w ner had early decided to let the contracts
as design-and-construct contracts, but m odified so
as to safeguard the conceptual designs that had
been prepared. In essence the contracts w ere for
detailed design and construction. Tender docum ents
w ere issued for both proposals in D ecem ber 1994,
for tw o contracts for each: one for the approach
spans, and the other for the cable-stayed spans.
The tenders w ere returned in June 1995, and
follow ing evaluation of them , a single contract
w as signed w ith Sundlink C ontractors in N ovem ber
1995 for the w hole of A SO G roup's tw o-level design
for the bridge.
The other tw o m ain contracts - one for D redging
and R eclam ation and one for the Tunnel - had been
let during the sum m er, and several coast-to-coast
contracts w ere let during 1997-98 for the railw ay
and for various installations such as SC A D A / traffic
control, com m unications, toll system and the
term inal area.
Contrac t doc uments
The principles behind the O w ner's contract
strategy w ere:
detailed design-and-build
a 100 years' service life
application of w ell-know n technology
control and docum entation of quality
division of risks attributable to ground and
w eather conditions and obtaining perm its.
The contract docum ents w ere w ritten expressly
for the project, and defined the O w ner's
requirem ents regarding function, aesthetics, safety,
and environm ental protection. Everything required
to fulfil those requirem ents w as included in the
C ontractor's scope of w ork, w ith only specified
duties on the O w ner. The C ontractor w as
responsible for the detailed design as w ell as
for the construction of the w ork, and w as given
considerable freedom regarding the m eans and
m ethods of doing his w ork. In essence the O w ner
specified w hat the C ontractor should achieve,
and the C ontractor determ ined how to achieve it.
The C ontractor w as responsible for supervising his
ow n w ork and for providing docum entary evidence
that he had done so and that the quality of the w ork
he had done w as of the standard required by the
C ontract. The O w ner m onitored the C ontractor's
perform ance but this did not relieve the C ontractor
of his obligations under the contract. This contract
strategy led to several special docum ents being
included in the tender docum ents issued to the
bidders, in particular definition draw ings, an
illustrative design, reference conditions, and
quality system requirem ents.
The definition draw ings described the design
features, geom etry, and m aterials that should be
retained in the C ontractor's design, and at the sam e
tim e defined the lim its w ithin w hich he had the
freedom to choose. The illustrative design show ed
the bidders, for inform ation only, a com prehensive
design that fulfilled the O w ner's requirem ents.
1.
The resund Bridge:
View w est tow ards D enm ark.
K laus Falbe-H ansen Jrgen N issen The resund Bridge completion
21 THE ARUP JOURNAL 3/2000
The reference conditions defined benchm ark
values for ground and w eather conditions, outside
w hich the C ontractor w as entitled to com pensation,
w hilst the quality system requirem ents described
the O w ner's requirem ents to the C ontractor's
quality system . The C ontractor w as required to
establish, m aintain and adhere to a project quality
program m e, specifically adapted to the C ontract.
A quality m anual - including general procedures -
and several quality plans w ere to support the
project quality program m e.
The quality m anual and the general procedures set
out the overall system s and principles governing all
activities under the C ontract.
The quality plans, w ith m ethod statem ents and
w ork procedures, w ould be the contractor's
operative instrum ents for planning, executing,
and controlling the num erous w ork activities.
U nder the C ontract, the C ontractor had full
responsibility for quality control of the w orks.
The O w ner m onitored the C ontractor's adherence
to his quality plans and procedures. A SO G roup
w as responsible for technical m onitoring and
audits of the C ontractor's detailed design and
construction w ork, w orking closely w ith the O w ner's
staff. To do so, A SO approved the basic design,
review ed w orking draw ings, approved the quality
system docum entation, review ed construction
m ethod statem ents, m onitored construction
activities, and participated in and carried out audits.
2.
The fabrication yard at
M alm N orth H arbour.
3.
Pier shafts w ere cast at the M alm yard.
4.
C aissons w ere cast at the M alm yard.
WINNER
British Construc tion Industry
2000 Award for an
International Projec t
THE ARUP JOURNAL 3/2000 22
5.
C aissons for the pylons w ere cast in M alm in dry dock.
6.
C om pleted
caissons ready for
transport to site.
Risk studies
C harles M illoy
In addition to A rup's w ork on the bridge, the firm
w as involved w ith developing the O perational R isk
A ssessm ent of the entire resund link. The O w ner
com m issioned resund Link C onsultants to carry
out the risk assessm ent but felt that the process
w ould benefit from the contribution of external
review ers, so Professor Tendrup Pedersen from
the D anish Technical U niversity w as appointed to
review the m arine aspects and A rup to review the
rem ainder. To our know ledge, it is the first tim e such
a com prehensive risk analysis has been undertaken
during the design of a m ajor fixed link.
A fully quantified risk assessm ent of the hum an
safety and traffic delay risks w as carried out for a
com prehensive list of hazards:
fire explosion train collisions and derailm ents
road accidents ship collisions and groundings
aircraft collisions toxic spillages
environm ental loads beyond design basis.
Initially, the assessm ent attem pted solely to
identity the risks beyond those of typical stretches
of m otorw ay and railw ay on m ainland D enm ark or
Sw eden. H ow ever, it soon becam e clear that this
approach could be im proved by considering total
risks and being able to com pare the Link's risks
w ith international risk acceptance criteria. The risk
assessm ent w as carried out concurrent w ith the
design process and influenced several design
decisions, the m ost significant being the size of the
bridge pier foundations to w ithstand ship im pact, the
realignm ent of the m ain shipping channel to reduce
groundings, and the provision of passive fire
protection on the tunnel w alls and ceilings.
The m ain part of this article concerns the design
of the bridge and A rup's involvem ent in that
process. H ow ever, a series of issues needed
to be dealt w ith for the tunnel and bridge in
com bination. resundskonsortiet asked A rup
to help, through the firm 's specialist groups
show n in the panels below and overleaf.
23 THE ARUP JOURNAL 3/2000
11.
M ain span girders
w ere fabricated
in K arlskrona.
7.
The fabrication
yard at C diz.
9.
A pproach girders
on barge en route
for M alm .
8.
Tw o com pleted
girders are ready for
being transferred to
ocean-going barge.
10 below :
The low er deck in
the approach girders
w as com pleted
in the M alm yard.
24 THE ARUP JOURNAL 3/2000
Construc tion of the bridge
A fundam ental principle adopted in developing
the conceptual design w as that it should allow for
econom ical construction, resulting in the m inim um
possible adverse environm ental im pact.
The objectives the design team set them selves
w ere to dem onstrate that the design w as practical,
that it could be built w ithin the im plem entation
program m e set by the O w ner, and that it w ould
allow com petitive tendering for the proposed
design- and-construct contracts. This w as
achieved by incorporating scope for factory-type
prefabrication of large sections of each elem ent, for
large-scale erection operations for w hich tenderers
w ould be able to utilise existing plant, and for
repetition of detail design and construction details.
The selected C ontractor to a high degree based his
tender on these assum ptions, and the m ajor partof
the bridge w as fabricated on-shore. Production of
caissons to support the piers for the 49 approach
spans started in late 1996 at the fabrication yard in
M alm N orth H arbour, from w here the heavy lift
vessel 'Svanen' collected the caissons and the pier
shafts for transportation and placing in the bridge
line. A t load-out these caissons w eighed betw een
2500 and 4700 tonnes. The pier shafts varied from
13m to 51m in height and from 900 to 3300 tonnes
in load-out w eight. The 19 000 tonne caissons for
the tw o pylons w ere too heavy for 'Svanen', w hich
has a m axim um lifting capacity of 9500 tonnes,
so they w ere constructed in a nearby dry dock in
M alm C entral H arbour. A purpose-built catam aran
w as used to lift, transport and place them .
Seabed levels at pier positions vary from -3m
to -9m and foundation levels from -8.5m to -18m .
A ll pier and pylon caissons w ere placed on three
pre-positioned concrete pads. The narrow space
rem aining betw een the lim estone seabed and
the underside of the caisson w as grouted and the
caissons ballasted. B ackfilling up to seabed level
and scour protection com pleted the foundation.
The pylons w ere the only m ajor elem ent of the
bridge to be constructed in situ. A traditional
clim bing form , each lift being 4m , w as used.
The 140m long approach span deck girders w ere
prefabricated in C diz in southern Spain. Fully
painted, these girders w ere transported in pairs
on ocean-going barges from C diz to the yard in
M alm N orth H arbour w here the prefabricated
low er railw ay troughs w ere installed. Erection in
the bridge line w as once again by 'Svanen'.
A t final load-out the deck elem ents w eighed
betw een 5500 and 6900 tonnes, close to the lifting
capacity of 'Svanen', considering its purpose-built
1800 tonnes lifting gear. The cable-stayed deck
girder, how ever, w as produced in K arlskrona,
Sw eden, som e 200km from the site. Steel sections
140m long w ere transported on barges to M alm
N orth H arbour w here the upper roadw ay deck w as
cast before the girders w ere installed by 'Svanen'.
The shallow ness of the resund w aters, com bined
w ith the fact that the Flintrnnan navigation channel
is being realigned as part of the im plem entation of
the link, gave a special advantage for erecting the
cable-stayed bridge. The 490m m ain span w as
erected in four sections, w hich w ere able to be
supported by tem porary tow ers founded on the
seabed at level -8 to -10m . A fter com pletion of the
m ain span the shipping traffic w as m oved to its
new position.
Corrosion protection
G raham G edge
The design team and client rightly recognised,
early in the design process, that corrosion
protection of the bridges' steel girders w as a
potentially significant issue, and during the
original design A rup R esearch & D evelopm ent
w as com m issioned by the client to develop a
corrosion protection specification for all the
externally exposed steel.
The brief required A rup to:
consider specifications based on both
conventional and em erging coating technology
optim ise the life to m aintenance of the
specification
consider specifications that m inim ised
both health and safety risks and
environm ental im pact.
Specifications considered included glass
flake epoxies, solvent-free polyurethane, and
conventional epoxies using a zinc-rich prim er.
The chosen specification is show n in Table 1.
A t first sight this is a conventional specification,
but it has been optim ised to provide the m axim um
possible thickness of barrier coats over a prim er
that is sensitive to the thickness of top coats.
The specification w as applied to surfaces
blast-cleaned to Sa 2 1/2 of ISO 8501-1 and all
coats w ere shop-applied.
Table 1 Coating spec ific ation
C oating M aterial Thickness (m )
Prim er Zinc rich epoxy 40
B arrier 1 Epoxy m icaceous iron oxide 150
B arrier 2 Epoxy m icaceous iron oxide 150
Finish Polyurethane 50
D uring the detailed design A rup review ed
the contractor's steelw ork design and m ade
recom m endations for changes to elim inate
w ater retention on the structure:
by ensuring free run off at node points.
by highlighting fabrication details that
could act as w ater traps.
A lso during this phase A rup undertook a
detailed review of the contractor's quality
assurance and quality control procedures to
ensure that these w ere adequate to provide
confidence in the quality of the finished product.
D uring fabrication and erection A rup had a
continued role:
advising on rem edial w orks specification
helping the contractor resolve the technical
problem s that inevitably arise on such
a large project
m onitoring the contractor's testing
procedures and records as w ork progressed
advising the client on the possible
consequences of changes to both the
specification and / or the quality plan.
D uring fabrication and erection, A R & D
representatives regularly visited both the
bridge site and the fabrication yards in Sw eden
and Spain, and A rup involvem ent continued up
to com pletion of the bridges w ith detailed visual
inspections of the steel.These w ere needed
to identify areas requiring rem edial w orks and
advise on how to deal on site w ith issues such
as over-spray that w ere detrim ental to the
appearance of the structure and could also
have an im pact on the long-term durability of
the corrosion protection.
12 above,
and 13 below :
The m ain pylons w ere cast in situ.
THE ARUP JOURNAL 3/2000 25
15 below :
Svanen placing pier shaft.
16 below :
A pproach girder being
transported to bridge line by Svanen.
14.
Svanen lifting caisson at the M alm yard.
18.
C om pleting the railw ay deck
in approach bridge.
19.
The last girder is placed.
17 right:
Svanen placing
approach girder.
M ore overleaf M
22 left:
The original
navigation
channel w as
used until
m ain span
w as com pleted.
21 above:
The m ain span
nearing com pletion.
23 right:
Surfacing and
w aterproofing
w as carried out
under large tent.
20.
The m ain span
w as erected in four
sections supported
by tem porary tow ers.
T
H
E

A
R
U
P

J
O
U
R
N
A
L
3
/
2
0
0
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26
THE ARUP JOURNAL 3/2000 27
28.
The cable anchorages extend beyond the bridge deck.
Fire engineering
C hris B arber
It is a key factor in high investm ent / regional
developm ent projects that risk of failure is
understood and anticipated in the design.
U nderstanding fire risk is an obvious part of this
assessm ent process. For resund there w as a
good deal of sensitivity to fire issues, follow ing
the tunnel construction fire in the Storeb lt link
and later the C hannel Tunnel fire.
A rup Fire studied and reported on the possible
fire scenarios that could result from rail and road
traffic accidents.
W hilst life safety checks form ed part of the
w ork, the principal objective becam e the under-
standing of continuity of operation follow ing a
fire and the need or otherw ise for additional fire
protection m aterial. Initial studies w ere based
on qualitative risk assessm ent using fire events
referenced or derived from elsew here.
U sing param eters related to cost efficiency,
m aintenance, and w eight (in the case of the
bridge) som e of the larger, m ore aggressive
scenarios fell outside the boundaries envisaged
by the designs.
Through an iterative study process w ith the risk
engineers, the w orst fires w ere show n to be
outside credible probability lim its and therefore
elim inated from the design process. The refined
quantified risk assessm ent, in com bination w ith
fire engineering, took account of variables in
Link traffic and its type, together w ith the total
sequence of events needing to occur before a
severe fire could develop.
Conc lusion
B earing in m ind the m assive budget and tim e
overruns on previous com parably-scaled
infrastructure projects, the O w ner quite
deliberately devised a special - even unique -
process for im plem enting the resund link.
In practice, the m odified design-and-construct
contract w orked w ell.
The C ontractor w as responsible for delivering a
quality assured product in accordance w ith the
O w ner's requirem ents. B y giving the C ontractor the
responsibility for the detailed design, the design
could be refined and optim ised to suit his precise
preferred construction m ethod as long as the design
requirem ents and the definition draw ings w ere
adhered to. B y including com prehensive definition
draw ings as part of the contract docum ents, the
O w ner ensured he w ould receive a project that not
only fulfilled his quality requirem ents on m aterials
and w orkm anship, but also has the appearance he
envisaged before he signed the C ontract.
Prefabrication w as used extensively, to safely
give quality, speed, and efficient construction.
W ith the m odified design-and-construct approach,
an integrated design process could be used.
Production and w ork could be organised w ith the
aim of sim plicity and efficiency, as the detailed
design could be developed concurrently w ith the
construction m ethods.
The resund B ridge is now com plete. The O w ner's
strategy of co-operation, trust, and openness has
been a success. The C ontract w as on tim e and on
budget. The quality of the perm anent w orks is to
the O w ner's satisfaction.
There w ere no disputes and no significant claim s
against the O w ner. This is not usual for a project of
this size and com plexity and can to a large degree
be attributed to the spirit of partnership w hich
developed in this truly international project linking
D enm ark and Sw eden. The tunnel is the longest
im m ersed concrete tunnel in the w orld. W ith its
m ain span of 490m , the bridge ranks as joint ninth
am ong cable-stayed bridges around the w orld.
H ow ever, it includes the longest free span of any
cable-stayed bridge carrying both road and rail
traffic, it is the longest double-deck bridge for
road and rail traffic, and it has by far the highest
freestanding pylons in the w orld.
Referenc e
(1) N ISSEN , J. The resund Link. The A rup Journal, 31(2),
pp37-41, 2/1996. [This article included a statistical
sum m ary and credits list for the project.]
Credits
Illustrations:
1, 9, 13, 27, 28:Jrgen N issen
10, 20, 22, 25:K laus Falbe-H ansen
2 to 8,11, 15 to 19, 23, 24, 26:Pierre M ens
12: resundsbro K onsortiet
27 below :
The C openhagen-M alm Express in the B ridge.
24 above:
Placing the m ain cables.
25 below :
C able anchorage.
26 left:
Testing the railw ay.

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