Stress Ribbon Bridges

Seminar report 2016
Stress Ribbon Bridges
STRESS RIBBON BRIDGES

ABSTRACT
A stress ribbon bridge is a tension structure, similar in many ways to a simple suspension bridge.
The stress ribbon design is rare. Few people including bridge engineers are familiar with this
form and fewer than 50 have been built worldwide. The suspension cables are embedded in the
deck which follows a catenary arc between supports. Unlike the simple span the ribbon is
stressed in compression which adds to the stiffness of the structure. Such bridges are typically
made from concrete reinforced by steel tensioning cables. They are used mainly for pedestrian
and cycling traffic. Stress ribbon bridges are very economical, aesthetic and almost maintenance
free structure. They require minimal quantity of materials. At present studies, on combining
stress ribbon bridges with cables or arches, to build most economical stress ribbon bridges. It
makes the study of features of these particular bridges as an important one.
Department of civil engineering
Matha College of Technology
Seminar report 2016

ACKNOWLEDGEMENT
Many people had inspired, helped and supported me to present this seminar in a successful
manner. I would like to express my gratitude to all of the here. I am extremely happy and
thankful to our director Dr. P.R Radhakrishnan and our principal Dr. K.Prasadh for this valuable
support through this seminar work. I would like to thank my guide Mr. Udhayan (Lecturer in
Civil Engineering). Next I express my sincere gratitude to our Dean Mr. Divakaran.M.R and
Head of the Department Ms. Jitha.K.Wilson her insight, expertise and energy contributed greatly
to this work. Last I would like to thank all my friends for the inspirations and encouragement
from their part.
Seminar report 2016

CONTENTS
1. INTRODUCTION
2. FINSTERWALDERS STRESS RIBBON BRIDGE THEORY
3. FORM OF A STRESS RIBBON BRIDGE
4. COMPARISON WITH A SIMPLE SUSPENSION BRIDGE
5. CONSTRUCTION TECHNIQUES
6. STRUCTURAL SYSTEM
7. MODEL TESTS
8. ADVANTAGES AND APPLICATIONS
9. MODIFIED STRESS RIBBON BRIDGES
10. A CASE STUDY
11. STRESS RIBBON BRIDGES AROUND THE GLOBE
12. CONCLUSION
13. REFERENCES
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FIGURE LIST
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.
xi.
Fig 1 Ulrich Finsterwalder

Fig 2 Bodie Creek Suspension Bridge , Falkland Islands
Fig 3 Maldonado Stress Ribbon Bridge, Uruguay
Fig 4 Construction Technique
Fig 5 Structural System
Fig 7 Static model cross section
Fig 8 Static model
Fig 9 Static model ultimate load
Fig 10 Wind tunnel test
Fig 11 Prague-Troja Bridge - load test
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TABLE LIST
i.
Table .1 Stress Ribbon Bridges
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INTRODUCTION
A stressed ribbon bridge (also stress-ribbon Bridge) is a tension structure (similar in many ways
to a simple suspension bridge). The suspension cables are embedded in the deck which follows a
catenary arc between supports. Unlike the simple span the ribbon is stressed in compression,
which adds to the stiffness of the structure (simple suspension spans tend to sway and bounce).
The supports in turn support upward thrusting arcs that allow the grade to be changed between
spans (where multiple spans are used). Such bridges are typically made from concrete reinforced
by steel tensioning cables. Where such bridges carry vehicle traffic a certain degree of stiffness is
required to prevent excessive flexure of the structure, obtained by stressing the concrete in
compression.
Stress Ribbon Bridges Philosophers, thinkers, intellectuals all appeal, please build bridges and
not walls between different communities, nationalities, countries, languages etc, to achieve
universal brotherhood. This can be achieved by constructing stress ribbon bridges.
Stress ribbon bridges are very economical, aesthetic and almost maintenance free structure.
They require minimal quantity of materials. They are erected independently from the existing
terrain and therefore they have minimum impact upon the environment during construction.
Stress ribbon bridge is the term used to describe structures formed by a very slender concrete
deck in the shape of a catenary. They can be designed with one or more spans and are
characterized by successive and complementary smooth curves. These curves blend in to natural
environment and their forms, the most simple and basic of structural solutions. The stress ribbon
bridge can be erected without undue pressure on the environment.
Stress ribbon bridges looks at how slender concrete deck are used in the design of suspension
and cable stayed structures. It looks at their characteristic feature; their rigidity, which is mainly
given by the tension stiffness of prestressed concrete decking so much so that movement caused
by pedestrians or wind does not register as discomfort by users. As opposed to suspension
bridges, where the cables carry the load, in stress ribbon, by tensioning the cables and the deck
between the abutments, the deck shares the axial tension forces. Anchorage forces are unusually
large since the structure is tightly tensioned.
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2.
FINSTERWALDERS STRESS RIBBON BRIDGE THEORY
Stress Ribbon Bridge uses the theory of a catenary transmitting loads via tension in the deck to
abutments which are anchored to the ground. This concept was first introduced by a German
engineer Ulrich Finsterwalder. The first stress ribbon bridge was constructed in Switzerland in
the 1960s. The new bridge at Lake Hodges is the sixth ribbon bridge in North America, with
three equal spans of 330 feet is the longest of this type.
The stress ribbon bridge combines a suspended concave span and a supported convex span. The
concave span utilizes a radius of about 8200 ft while the convex span, depending on the design
speed of the bridge, utilizes an approximate radius of 9800 ft (1965).
The stress ribbon itself is a reinforced concrete slab with a thickness of about 10 inches
(25.4cm). This reinforcement consists of three to four layers of 1 inch (2.5cm) to 1 inch
(1.2cm) diameter, high strength steel. The layers are spaced so that the prestressing pipe sleeve
couplings can be used as spacers both vertically and horizontally. To resist bending moments
from traffic, the slab is heavily reinforced at the top and bottom in the transverse direction.
The high strength steel tendons are stressed piece by piece during erection to produce the
desired upward deflection radius of 8200 feet (2500m) under dead load of the superstructure
plus the pavement. A temporary catwalk is provided to stress the first tendons. The formwork for
the bridge is hung from the tendons and then removed once the concrete is cured. Concrete is
placed from the middle of the freely hanging 63 suspended concave part and continues without
interruption to the supports (Finsterwalder 1965).
Fig 1 Ulrich Finsterwalder
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3. FORM OF A STRESS RIBBON BRIDGE

3.1 Superstructure
A typical stress ribbon bridge deck consists of precast concrete planks with bearing tendons to
support them during construction and separate prestressing tendons which are tensioned to create
the final designed geometric form. The joints between the planks are most often sealed with insitu concrete before stressing the deck. The prestressing tendons transfer horizontal forces in to
the abutments and then to the ground most often using ground anchors. The tendons are encased
in ducts which are generally grouted after tensioning in order to lock in the stress and protect
them from corrosion. Since the bending in the deck is low, the depth can be minimized and
results in reduction in dead load and horizontal forces in abutments.
3.2 Substructure
The abutments are designed to transfer the horizontal forces from the deck cables into the ground
via ground anchors. Pedestrians, wind and temperature loads can cause large changes in the
bending moments in the deck close to the abutments and accordingly crack widths and fatigue in
reinforcement must be considered. The ground anchors are normally tensioned in 2 stages, the
first step is tensioned before the deck is erected and the rest, after the deck is complete. If
stressed in one stage only, there will be a large out of balance force to be resisted by the
abutments in the temporary case. The soil pressure, overturning and sliding has to be checked for
construction as well as permanent condition.
3.3 Ground Conditions
The ideal ground condition for resisting large horizontal forces from the ribbon is a rock base.
This occurs rarely but suitable foundations can be devised even if competent soils are only found
at some depth below the abutments. In some cases where soil conditions do not permit the use of
anchors, piles can also be used. Horizontal deformations can be significant and are considered in
the design. It is also possible to use a combination of anchors and drilled shafts. Battered
micropiling is another alternative which can resist the load from the ribbon because of its
compression and tension capacity.
4. COMPARISON WITH A SIMPLE SUSPENSION BRIDGE

A stress ribbon bridge is a tension structure similar in many ways to a simple suspension bridge.
The suspension cables are embedded in the deck which follows a catenary arc between the
supports. As opposed to suspension bridges, where the cables carry the load, in stress ribbon, by
tensioning the cables and the deck between abutments, the deck shares axial tension forces.
Unlike the simple span the ribbon is stressed in compression, which adds to the stiffness of the
structure. A simple suspension span tends to sway and bounce. The supports in turn support
upward thrusting arcs that allow the grade to be changed between spans, where multiple spans
are used.
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Such bridges are typically made from concrete reinforced by steel tensioning cables. Where such
bridges carry vehicle traffic a certain degree of stiffness is required to prevent excessive flexure
of the structure, obtained by stressing the concrete in compression. Anchorage forces are
unusually large since the structure is tightly tensioned.
Fig 2 Bodie Creek Suspension Bridge, Falkland Islands
Fig 3 Maldonado Stress Ribbon Bridge, Uruguay
5. CONSTRUCTION TECHNIQUES
The construction of the bridge is relatively straight forward. The abutments and piers are built
first. Next the bearing cables were stretched from abutment to abutment and draped over steel
saddles that rested atop the piers. The bearing tendons generally support the structure during
construction, and only rarely is additional false work used. Once the bearing cables were
tensioned to the specified design force, precast panels were suspended via support rods located at
the four corners of each panel. At this point the bridge sagged into its catenary shape.
The next step was to place post tensioning ducts in the bridge. The ducts were placed directly
above the bearing cables and support rods, which are all located in two longitudinal troughs that
run the length of the bridge. After the ducts were in place, the cast-in place concrete was placed
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in the longitudinal troughs in small transverse closure joints. Concrete is poured in the joints
between the planks and allowed to harden before the final tensioning is carried out. Retarding
admixtures may be used in the concrete mix to allow all the concrete to be placed before
hardening occurs. Once the final tension has been jacked into the tendons and the deflected shape
is verified, the ducts containing the tendons are grouted.
After allowing the cast in place concrete to cure and achieve its full strength, the bridge was post
tensioned. The post tensioning lifts each span, closes the gap between the panels, puts the entire
bridge in to compression and transforms the bridge in to continuous ribbon of prestressed
concrete.
Fig 4 Construction Technique
6. STRUCTURAL SYSTEM
The development of the self-anchored stress-ribbon structure supported by an arch is evident
from Fig. 1. It is clear that the intermediate support of a multi-span stress-ribbon can also have
the shape of an arch (Figure 1a). The arch serves as a saddle from which the stress-ribbon spans
can rise during post-tensioning and during temperature drop, and where the center "band" can
rest during a temperature rise.
In the initial stage, the stress-ribbon behaves as a two-span cable supported by the saddle that is
fixed to the end abutments (Figure 1b). The arch is loaded by its self-weight, the weight of the
saddle segments and the radial forces caused by the bearing tendons (Figure 1c). After posttensioning the stress-ribbon with the prestressing tendons, the stress-ribbon and arch behave as
one structure.
The shape and initial stresses in the stress-ribbon and in the arch can be chosen such that the
horizontal forces in the stress-ribbon HSR and in the arch HA are the same. It is then possible to
connect the stress-ribbon and arch footings with inclined compression struts that balance the
horizontal forces. The moment created by horizontal forces HSR.h is then resisted by the V.LP.
In this way a self-anchored system with only vertical reactions is created (Figure 1d).
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It is also obvious that the stress-ribbon can be suspended from the arch. It is then possible to
develop several self-anchored systems. Figure 2 presents some concepts using such systems.
Figure 2a shows an arch fixed at the anchor blocks of the slender prestressed concrete deck. The
arch is loaded not only by its self-weight and that of the stress-ribbon, but also with the radial
forces of the prestressing tendons. Figure 2b shows a structure that has a similar static behavior
as the structure presented in Figure 1d. To reduce the tension force at the stress-ribbon anchor
blocks, it is possible to connect the stress-ribbon and arch footings by inclined compression
struts that fully or partially balance the stress-ribbon horizontal forces. Figure 2c shows a similar
structure in which the slender prestressed concrete band has increased bending stiffness in the
portion
of
the
structure
not
suspended
from
the
arch.
7. MODEL TESTS
7.1 MODEL TESTS
The authors believe that a structural system made up of a stress-ribbon supported by an arch
increases the potential application of stress-ribbon structures. Several analyses were under taken
to verify this. The structures were checked not only with detailed static and dynamic analysis, but
also on static and full aero elastic models. The tests verified the design assumptions and behavior
of the structure under wind loading that determined the ultimate capacity of the full system.
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Fig 7 Static model
The model tests were done for a proposed pedestrian bridge across the Radbuza River in Plzen,
Czech Republic. This structure was designed to combine a steel pipe arch having a span length of
77 m and the deck assembled of precast segments. The static physical model was done in a 1:10
scale. The shape is shown in Figures 3 and 4. Dimensions of the model and cross-section, loads,
and prestressing forces were determined according to rules of similarity. The stress-ribbon was
assembled with precast segments of 18 mm depth and the cast-in-place haunches were anchored
in anchor blocks made with steel channel sections. The arch consisted of two steel pipes, and the
end struts consisted of two steel boxes fabricated from channel sections. The saddle was made by
two steel angles supported on longitudinal plates strengthened with vertical stiffeners. The
footings common to the arch and inclined struts were assembled from steel boxes fabricated with
two channel sections. They were supported by steel columns consisting of two I sections. The
end ties consisted of four rectangular tubes. The steel columns and the ties were supported by a
longitudinal steel beam that was anchored to the test floor.
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Fig 8 Static model ultimate load
Fig 9 Wind tunnel test
The stress-ribbon before casting of the joints. During erection of the segments, casting of the
joints and post-tensioning of the structure, the deformations of the arch and the deck where the
precast segments were made from micro-concrete of 50 MPa characteristic strength. The stressribbon was supported and post-tensioned by 2 monostrands situated outside the section. Their
position was determined by two angles embedded in the segments. The loads, determined
according to the rules of similarity, consisted of steel circular bars suspended on the transverse
diaphragms and on the arch. The number of bars was modified according to desired load. The
erection of the model corresponded to the erection of the actual structure. After the assembly of
the arch and end struts, the monostrands were stranded. Then the segments were placed on the
monostrands and the loads were applied. Next, the joints between the segments and the haunches
were cast. When the concrete reached the minimum prescribed strength, the monostrands were
tensioned to the design force. Before erection of the segments, strain gauges were attached to the
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steel members and the initial stresses in the structure were measured. The strain gauges were
attached at critical points of carefully monitored and the forces in the monostrands were
measured by dynamometers placed at their anchors (Figure 4). The model was tested for the 5
positions of live load. At the end of the tests the ultimate capacity of the overall structure was
determined. It was clear that the capacity of the structure was not given by the capacity of the
stress-ribbon since, after the opening of the joints, the whole load would be resisted by the
tension capacity of the monostrands. Since the capacity of the structure would be given by the
buckling strength of the arch, the model was tested for a load situated on one side of the structure
(Figure 5). The structure was tested for an increased dead load (1.3 G) applied using the
additional suspended steel rods, and then for a gradually increasing live load P applied with force
control using a hydraulic jack reacting against a loading frame. The structure failed by buckling
of the arch at a load 1.87 times higher than the required ultimate load Qu = 1.3 G + 2.2 P. The
stress-ribbon itself was damaged only locally by cracks that closed after the overloads were
removed. The structure also proved to be very stiff in the transverse direction. The buckling
capacity of the structure was also calculated with a nonlinear analysis in which the structure was
analyzed for a gradually increasing load. The failure of the structure was taken at the point when
the analytic solution did not converge. Analysis was performed for the arch with and without
fabrication imperfections. The imperfections were introduced as a sinus-shaped curve with nodes
at arch springs and at the crown. Maximum agreement between the analytical solution and the
model was achieved for the structure with a maximum value of imperfection of 10 mm. This
value is very close to the fabrication tolerance. The test has proven that the analytical model can
accurately describe the static function of the structure both at service and at ultimate load. The
dynamic behavior of the proposed structure was also verified by dynamic
STATIC AND DYNAMIC LOADING TESTS
The design assumptions and quality of workmanship of the author's first stress ribbon structure
built in the Czech Republic and of the first stress ribbon bridge built in United States were
checked by measuring the deformations of the superstructure at the time of prestressing and
during loading tests. Dynamic tests were also performed on these structures. Only a few key
results of a typical structure are given here. Since the shape of a stress ribbon structure is
extremely sensitive to temperature change, the
temperature of the bridge was carefully recorded at all times.
Fig 10 Prague-Troja Bridge - load test
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The pedestrian bridge in Prague-Troja was tested by 38 vehicles weighing between 2.8 and 8.4
tons see Fig.4.7.1. First, the vehicles were placed along the entire length of the structure, and
then they were placed on each span. During the test only the deformations in the middle of the
spans and the horizontal displacements of all supports were measured
8. ADVANTAGES AND APPLICATIONS
8.1 Advantages
Stress ribbon pedestrian bridges are very economical, aesthetical and almost
maintenance free structures.
They require minimal quantity of materials.
They are erected independently from existing terrain and therefore they have a
minimum impact upon the environment during construction.
They are quick and convenient to construct if given appropriate conditions, without
false work.
A stress ribbon bridge allows for long spans with a minimum number of piers and
the piers can be shorter than those required for cable stayed or suspension bridges.
8.2 Applications of stress ribbon principle
Eco duct: A tunnel which was built as part of a large network of motorways outside Brno. The
theory is the same as a self-anchored arch but the geometry is much more complex. It is 50m
wide and spans 70m a finite element programme was used in its design.
Stuttgart trade fair hall roof: The suspended asymmetric roof comprises a regular repetition of
stressed trusses with individual I-beam ribbons of steel between them. The trusses function as
strut and tie A-frames based on concrete strip foundations and are tied back to the ground with
anchors. The stresses in the ribbons and weight of its green roof were used to resist wind uplift.
9. MODIFIED STRESS RIBBON BRIDGES

One disadvantage of the traditional stress ribbon type bridges is the need to resist very large
horizontal forces at the abutments. Another characteristic feature of the stress ribbon type
structures, in addition to their very slender concrete decks, is that the stiffness and stability are
given by the whole structural system using predominantly the geometric stiffness of the deck. At
present research on the development of new structures combining classical stress-ribbon deck
with arches or cables is being carried out.
9.1 Stress stiffened by arches ribbon bridges
The stress ribbon deck is fixed in the side strut. Both the arches and struts are founded on the
same footings. Due to the dead load the horizontal force both in the arch and in the stress ribbon
have the same magnitude, but they act in opposite directions. Therefore the foundation is loaded
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only by vertical reactions. This self-anchoring system allows a reduction in the cost of the
substructure.
The arches serves as a saddle from which the stress ribbon can rise during post tensioning and
during temperature drop, and where the bond can rest during a temperature rise. In the initial
stage the stress ribbon behaves as a two span cable supported by the saddle that is fixed to end
abutments. After post tensioning the stress ribbon with the prestressing tendons, the stress ribbon
and arch behaves as one structure.
9.2 Stress ribbon bridges stiffened by cables
The second type of studied structure is a suspension structure formed by a straight or arched
stress ribbon fixed at the abutments. External bearing cables stiffen the structure both in the
vertical and horizontal directions. Horizontal movements caused by live load are eliminated by
stoppers, which only allow horizontal movement due to temperature change and shrinkage of
concrete.
Support of the deck in a horizontal direction provided by a stopper was designed and analyzed
during the study and development of this structural type. This device allows horizontal
movement due to the creep and shrinkage of concrete. At the same time the devices stops
horizontal movement due to short term loads like a live load, wind load or earthquake. Deck
deflections and bending moments are reduced to zero or very small horizontal movement.
Natural frequencies and mode shapes were also determined during dynamic analysis. The
influence of the aforementioned structural arrangements on frequencies and mode shapes were
studied. The structure allows one to place an observation platform at midspan. But dynamic
behavior is influenced by platform positioning, weight and area. For this reason the aerodynamic
stability of the structure was checked in a wind tunnel.
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10. A CASE STUDY

Location: Over Lake Hodges, San Diego, USA
Length: 3 spans of 330 feet
This is the worlds longest stress ribbon bridge. Earlier, there was only a 9 mile road connecting
the north and south sides of the lake. Bicyclists and pedestrians had to use the shoulder for
travelling to and fro from work. Now this elegant structure keeps pedestrians and bicyclists of
the freeway without exacting a toll on the environment or visual landscape.
The firm behind this evaluated a broad range of bridge types that might be viable for this
location. They included the pre-fabricated steel truss design, various concrete girder alternatives,
a laminated timber bridge in which glue is used for lamination (glulam) and such long-span
alternatives as cable-stayed and suspension bridges. The steel ribbon concept was also
considered. Steel truss, concrete and glulam have bulky super structure and long span concepts
were avoided due to the very high towers. It was quite clear that the chosen bridge type had to
have the following features: Minimal environmental effects.
A long span with a minimum number of piers in the lake.
An ability to be constructed above water without false-work.
A visual effect so minimal that the structure would blend into the landscape.
The design should work well in both dry and wet conditions.
After considering the above options, aesthetically and functionally stress ribbon design was the
perfect choice.
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11. STRESS RIBBON BRIDGES AROUND THE GLOBE
Table .1 Stress Ribbon Bridges
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12. CONCLUSION
Stress ribbon bridges are a versatile form of bridge, the adaptable form of structure is applicable
to a variety of requirements. The slender decks are visually pleasing and have a visual impact on
surroundings giving a light aesthetic impression. Post tensioned concrete minimizes cracking and
assures durability. Bearings and expansion joints are rarely required minimizing maintenance and
inspections. There are also advantages in construction method, since erection using pre-cast
segments does not depend on particular site condition and permits labour saving erection and a
short time to delivery. Using bearing tendons can eliminate the need for site form work and large
plant, contributing to fast construction programmes and preservation of the environments. There
is a wide range of different topographies and soil conditions found and a number of areas which
require aesthetic yet cost effective pedestrian bridges to be built: Stress ribbon bridges could
provide elegant solutions to these challenges.
REFERENCES
Seminar report 2016

v Strasky, J (2005) Stress Ribbon and Cable-Supported Pedestrian Bridges. London:

Thomas Telford.
v Strasky, J (1987) Precast stress ribbon pedestrian bridges in Czechoslovakia. PCI JOURNAL,
May-June 1987.

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