Feuerverzinken im Brückenbau

Abstract

In dem hier vorgestellten Forschungsprojekt wurden durch die TU Dortmund, die MPA Darmstadt und das Institut für Korrosionsschutz Dresden GmbH der wissenschaftliche und technische Nachweis eines sicheren Einsatzes der Feuerverzinkung im Stahl‐ und Verbundbrückenbau erbracht. Die Verwendung der Feuerverzinkung ermöglicht einen langlebigen, wartungsfreien und robusten Korrosionsschutz und bietet ökologische und ökonomische Vorteile gegenüber den aktuell eingesetzten Korrosionsschutzsystemen. Der Einsatz im Brückenbau mit zyklischen Belastungen war bislang – aufgrund fehlender wissenschaftlicher Untersuchungen zum Ermüdungsverhalten feuerverzinkten Stahls – nicht möglich. Die Ergebnisse dieses Forschungsprojekts ermöglichen den Nachweis des feuerverzinkten Stahls gegen Werkstoffermüdung nach EC 3‐1‐9 und weisen den sicheren Einsatz der Feuerverzinkung als Korrosionsschutzsystem nach.Hot‐dip galvanizing in bridge construction – Part 1: Using hot‐dip galvanized mild steel for cyclic loaded structures. In the here presented research project the scientific and technical evidence for the safe use of hot‐dip galvanizing for steel and composite bridges were provided by TU Dortmund, MPA Darmstadt and Institut für Korrosionsschutz Dresden GmbH. The use of hot dip galvanizing offers a durable, maintenance‐free and robust corrosion protection and provides environmental and economic advantages over the corrosion protection systems currently in use. The use in bridge construction with cyclic loading was previously not possible – due to a lack of scientific studies on the fatigue behavior of hot‐dip galvanized steel. The results of this research allow the proof of hot‐dip galvanized steel against fatigue according to EC 3‐1‐9 and demonstrate the safe use of hot dip galvanizing as corrosion protection system.

Hot‐dip galvanized composite dowel strips

“…In order to enable the use of hot-dip galvanizing in bridge construction with cyclic loads, in research project FOSTA P835 [3] the fatigue behaviour of typically used bridge details was investigated and statistically evaluated according to the design concept of EN 1993 [7]. Large and small-scale tests of non-galvanized and hot-dip galvanized components were carried out at TU Dortmund University and MPA Darmstadt.…”

“…Fig. These thicknesses ensure a theoretical corrosion protection period of >100 years (see [3]). Cross-section with two PreCoBeams and in-situ concrete (© SSF Ingenieure AG) [16] The rolled sections (HD320x300, steel grade S355ML), cut into halves with composite dowel shape, are used as an external reinforcement of the T-beams (see Fig.…”

“…The halved beams were subsequently cambered by cold forming with a pitch of 1.08 m, which could still be measured without changing after galvanization. According to the procedure [3], which was developed for site joints of galvanized bridge components, at first residues of the lacquer at the beam ends were removed, subsequently the joints were welded and the weld seams ground flush. For transport reasons, the approximately 20.4 m long halved beams were divided into 2 beams each.…”

“…Due to their simple fabrication and high bearing capacity the innovative solution of composite dowel strips increases the efficiency of composite bridges with small and medium spans compared to other construction types. With the results of the recently finished research project P835 [3], now these economic and ecological advantages can be applied for steel and composite bridge constructions and significant cost savings can be obtained. Steel components in steel and composite bridge constructions are usually protected against corrosion by organic coatings.…”

“…Comparison of non-galvanized (detail category 125) to hot-dip galvanized small component specimens[3],[10] …”