Railway Bridges on the Iron Ore Line in Northern Sweden – from Axle Loads of 14 to 32,5 Ton

IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

Railway Bridges on the Iron Ore Line in Northern Sweden – From Axle Loads of 14 to 32,5 ton

Ibrahim Coric, Trafikverket, Luleå, Sweden

Björn Täljsten, Thomas Blanksvärd, Gabriel Sas, Ulf Ohlsson, Lennart Elfgren Luleå University of Technology, Luleå, Sweden

Contact: [email protected]

Abstract The Iron Ore Railway Line was built around 1900 and has more than 100 bridges. It has a length of ca 500 km and runs from Kiruna and Malmberget in northern Sweden to the ice-free harbour in Narvik in Norway on the Atlantic and to Luleå in Sweden on the Baltic. The original axle load was 14 ton. The axle load has gradually been increased to 25 ton in 1955, to 30 ton in 1998 and to 32,5 ton in 2017. The increases in axle loads have been preceded by monitoring and assessment studies of the bridges. The capacity and need for strengthening or replacement of the bridges have been evaluated. Many of the bridges could carry a higher load than what it was designed for. Experiences from studies before the axle load increases in 1998 and 2017 are presented and discussed. Keywords: Railway bridges, foundations, steel, reinforced and prestressed concrete. Assessment, Strengthening, Fatigue

about 25 million ton and the southern route 1 Introduction (Kiruna – Luleå) about 10 million ton. The Iron Ore Railway Line was built 1883-1904 The original axle load was 14 ton (140 kN). and has a length of ca 500 km. The line runs The axle load has gradually been increased to from Kiruna and Malmberget in northern 25 ton (250 kN) in 1955, to 30 ton (300 kN) in Sweden to the ice free harbour in Narvik, 1998 and to 32,5 ton (325 kN) in 2017. Norway, on the Atlantic and to Luleå on the Baltic in Sweden, see Figure 1. There are 144 The increases in axle loads have been bridges (20 long concrete, 72 short concrete, preceded by monitoring and assessment 12 steel, 2 composite and 8 rock tunnels). studies of the bridges. The capacity and need There has been a steady increase of the for strengthening or replacement of the amount of iron ore to be transported. In 2017 bridges have been evaluated. the northern route (Kiruna –Narvik) carried

1 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

2 Axle Load 14 ton in 1900 4 Axle Load 30 ton in 1998 The soil conditions were in some places 4.1 Investigations problematic with peat, bogs and mosses [1]. Up- side down tree stumps with roots were The demands continued to grow and an sometimes used to carry the track. Stone investigation was carried out on how to increase foundations where used for most of the bridges, the axle load to 300 kN, Paulsson & Töyrä [2], [3], see Figure 6. and some of them are still in use, see Figure 2. Four bridges were monitored and a Figure 7. decommissioned 7m long concrete trough bridge from Lautajokk, close to the Arctic Circle, was transported to Luleå University of Technology and tested for fatigue, Figures 3-4. According to the codes, the fatigue capacity of the slabs was too low in many of the bridges on the line, Paulsson et al. [4], Thun et al. [5].

4.2 Fatigue Test The bridge was loaded with 6 million cycles with an axle load of 1.2×300 = 360 kN (including a code dynamic load factor of 20%). The mid-point deflection is given in Figure 5. The increase with time is mostly due to creep in the concrete. No notable damages were observed and only hair line cracks appeared in the bottom of the slab. Finally the bridge was loaded to the maximum capacity of the jacks, 875 kN. A beginning of yielding in the reinforcement was noted but the ultimate load capacity was probably slightly higher due to strain hardening in the reinforcement.

Figure 1. Map of the Iron Ore Line between the harbours in Narvik in Norway and Luleå in Sweden.

3 Axle Load 25 ton in 1955 The track was successively strengthened and many bridges were changed and in 1955 the allowable axle load could be raised to 250 kN [1].

Figure 3. Full scale fatigue test of a 29 year old

railway trough bridge at Luleå University of Figure 2. An ore train passes a concrete bridge. Technology, Paulsson et al. [4], Thun et al.[5].

2 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

The design concrete compressive strength was 40 4.3 Assessment versus test results MPa. However, due to coarse grinding of the The tests showed that the fatigue capacity of the cement the concrete strength increased over bridge was much higher than what was predicted time. 16 concrete cores were drilled out, tested by the codes, Thun et al. [5]. Critical was the shear and found to have a compressive strength f = cc capacity in the connection of the slab to the 72.6 MPa (mean of 6 tests) in the slab and f = cc longitudinal beams with no shear reinforcement in 81.2 MPa (2 tests) in the beams and a tensile the slab. According to the fib Model Code[6] the splitting strength (4 cylinders) f = 4.4 MPa and a cspl number of possible shear stress cycles, N, can be uniaxial tension strength (4 cylinders) f = 2.9 ct written as a function of the ratio of the maximum MPa. shear force Vmax (under relevant representative values of permanent loads including prestressing and maximum cyclic loading) and the design shear

resistance attributed to the concrete Vref = VRd,c as:

Log N = 10 (1 - Vmax/Vref) Eq. (1) 5 For Vmax / Vref = 0.5 we get N = 10 load cycles and 7 for Vmax / Vref = 0.3 we obtain N = 10 load cycles. Monitoring has given that a bridge of this type experiences four axles (two bogies) as one load cycle. During a year with 8 trains per day, 68 wagons (each with 2 bogies) per train and 365 days we obtain 198,560 cycles ≈ 200 kc.

The shear load effect VE = Vmax at the support of the slab consists of dead load VEg and train load VEq with values VE =VEg+ VEq = 34 + 113 = 147 kN/m. For a concrete with a compressive strength of 40 Figure 4. Cross section A-A (top) and elevations B- MPa, we obtained with the Swedish code BBK94, B and C-C (bottom) of a tested railway trough Thun [5], a shear resistance of V ≈ 215 kN/m and bridge [4], [5]. In the slab there is no vertical ref V / V = 147/215 = 0.68 which gives N = 103.2 = reinforcement so the shear transfer to the beams max ref 1.5 kc. If the concrete capacity is increased to 80 has to be taken by the concrete. A feared – but not MPa, we obtain V / V = 147/292 ≈ 0.5 and N = materialized - shear crack is indicated in red close max ref 105 = 100 kc which corresponds to about half a to the right support of the slab in section A-A. year of traffic. The value of Vref varies in different codes depending on traditions and amount of longitudinal reinforcement. The test showed that the bridge could stand more than 6,000 kc without other than hairline cracks. A fatigue shear crack that might be detrimental is indicated at the right support of the slab in Figure 4 (top). The crack did not materialize. Probably, the longitudinal reinforcement had a positive influence by dowel action and by keeping the section tight together. The fatigue capacity of concrete is often estimated in a rather conservative way, while the reinforcement is more Figure 5. Mid-point deflection. At 0 and 250 kN prone to fail in fatigue and is also modelled with 6 load for 6·10 load cycles with a maximum better accuracy; see further discussion in Thun et deflection of 4,8 mm [5]. al. [7] and Elfgren [8].

3 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

4.4 Further investigations and summary 5 Axle Load 32,5 ton in 2017 Further investigations with monitoring and probabilistic methods where made on a bridge 5.1 General over Luossajokk close to Kiruna, Enochsson et al. All bridges have again been assessed-for the [8], Figure 6. They showed that the bridge could increased axle load. Bridges with problems have carry the higher load. been further investigated and some of them are followed by monitoring. The original stone foundations are checked for movements and settlements (Number of different kind of bridges, age and span lengths, Capacity, Assessments, Tests)

5.2 South Rautasjokk Bridge Figure 6. Luossajokk - Continuous RC single-trough The steel truss railway bridge at Rautasjokk, about railway bridge with spans of 10.2 m and 6.3 m. 20 km NE of Kiruna, was built in 1962 on an old Built in 1965 and tested in 2001, Enochsson et al. stone foundation from 1902, see Figure 7. It is the [8]. twin to a bridge over Åby River some 45 km west of the city of Piteå, see Figure 8. Both bridges have

a length of 33 m and were built in the transition In general it can be said that the static load time from riveted to welded bridges. The Åby carrying capacity of the bridges was surpassed in Bridge was monitored and then moved and placed some local sections in many bridges when the axle on new foundations beside the railway line and load is increased to 300 kN. This applied mostly to tested to failure, Häggström [11]. An extensive the transverse direction capacities in trough monitoring program was carried out including bridges, bottom slabs and bearing constructions of some 140 sensors for loads, displacements, steel bridges. Main beams of steel or concrete in strains, temperatures and accelerations. At the the longitudinal direction often showed enough loading to failure two hydraulic jacks was used capacity to handle the increased loads. with cables anchored in the bed rock. In order to estimate the ultimate capacity a detailed FEM Foundations showed enough load capacity for 30 model was developed with the Abaqus software. tons with some exceptions. The model consisted of shell elements considering all connections as rigid. In summery it was found that about one half of the 144 bridges could carry the increased axle load 300 kN in their existing states after a standard assessment. The other half had to go through an extended assessment process. Out of them, 60 bridges were cleared, 10 bridges were strengthened, and only 11 bridges had to be replaced. Figure 7. South Rautasjokk Bridge built in1962 on The results from the investigations were also used a foundation from 1902, Häggström [11] to check the load-carrying capacity on a parallel Finnish railway line, Elfgren et al. [10]

4 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

behavior recorded during the tests was not accurately described by FEM calculations. Since the load added to the bridge only corresponded to one wagon, the load level for a whole train set is compared for a certain number of points. The loading is compared for the normal observed from a train set F46 (which is the train set it was designed for) and the loading according to current standards (Eurocode) for new bridges along the line subjected to the heaviest axle loads in Sweden (Load model 71 with =1,6). Safety or dynamic amplification factors are disregarded. The

comparison shows that the bridge could withstand Figure 8. The Åby Bridge, a twin to the Rautasjokk loading that substantially exceeds both the load it bridge in Figure 7, placed beside the rail track for was designed for as well as the load the model in testing to failure after being moved from its use today before failing. original position, Häggström [11]. The influence of damages to the bridge has been 5.3 Åby bridge test results studied in the EU-project MAINLINE [12]-[14] At the final testing non-linear deformations 6 Conclusions started at about 8 MN and continued up to 11 MN when the top cord buckled, see Figure 9. The gradual increase of the load on a railway line has been presented. Assessment, monitoring and Initially the FEM was carried out using design tests have been carried out in order to check values as input for the material properties. Later weather existing bridges could carry increased on the input was updated and a new analysis was loads. performed. The real behavior of the structure fits somewhere in between the two FE models. The FEM-results with updated material parameters have approximately the same peak load as the one from the tests. Nevertheless the non-linear

Figure 9. Force-deflection diagram with inserted modeled and real deformations for the buckling of the top cord, Häggström [11].

5 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

Numerical tools are proven to be reliable 3.0 Infrastruktur - Broar och Geoteknik instruments for assessment especially when (Bridges and Geotechnology. Summary combined with material testing and monitoring to Report), 34 pp calibrate the models. The tested structures had a 3.1 Inventering broar (Inventory of Bridges), considerable “hidden” capacity which is little 22 pp + 8 app. reflected during ordinary assessment processes 3.2 Beräkningar och konsekvenser – broar (Bridges – Calculations), 48 pp + 10 app. and which is accounted for neither in standards 3.3 Forsknings- och utvecklingsprojekt nor in design guidelines [14]. Perhaps some of avseende betongbroars bärighet (Research these differences arise from redistribution of Project on Bridges), 51 pp + 5 app. loads during the testing in the statically 3.4 Geoteknisk inventering (Geotechnical indeterminate structures. Another reason is the Inventory), 53 pp + 14 app. high safety factors that are used both for loads 3.5 Stabilitetsutredning (Stability of Embank- ments), 19 pp + 5 app. and materials. Methods to strengthen structures 3.6 FoU Beräkningsmodell för grund- with insufficient capacity are given and discussed läggning på torv (Foundations on Peat), 53 in e.g. [11]-[14]. pp + 11 app. 3.7 Geotekniska åtgärder (Geotechnical 7 Acknowledgements Actions) 50 pp + 5 app. [3] Paulsson, Björn (1998): Assessing the track The authors gratefully acknowledge financial costs of 30 tonne axle loads. Railway support from the European Union, Trafikverket, Gazette International, Vol 154, No 11, pp LKAB/HLRC, SBUF and LTU. They also thank 785-788. colleagues and collaborators who have worked in [4] Paulsson, Björn, Töyrä, B., Elfgren, L., the projects Sustainable Bridges and Mainline, and Ohlsson, U., Danielsson, G., Johansson, H., the Swedish Universities of the Built Environment and Åström, L. (1996): 30 ton på The experimental work and monitoring campaigns Malmbanan. Rapport 3.3 Infrastruktur. were carried out in cooperation with staff of the Forsknings- och utvecklings-projekt Mining and Civil Engineering (MCE) Laboratory avseende betongbroars bärighet. (Static (formerly Complab) at LTU. field tests on four trough bridges and a laboratory fatigue test on one trough 8 References bridge. In Swedish), Banverket & Luleå tekniska universitet, 51 pp + 5 App. [1] Persson, E. Bertil and Sten, Rolf (2003): Available at http://ltu.diva-portal.org/ Malmbanan Luleå – Riksgränsen – (Narvik), (The Iron Ore Line. In Swedish). [5] Thun, Håkan, Ohlsson, U., Elfgren, L. (2000). http://www.historiskt.nu/normalsp/staten/ Fatigue Capacity of Small Railway Concrete malmbanan/malmbanan_main.html Bridges: Prevision of the Results of Swedish Full-scale Tests. Comparison and Analyses. [2] Paulsson, Björn and Töyrä, Björn, project Final Report to the European Rail Research leaders (1996): 30 ton på Malmbanan. (30 Institute, ERRI D216, Structural Engineering, ton on the Iron Ore Line. In Swedish). In the Luleå University of Technology, 99pp. project several studies were carried out http://ltu.diva-portal.org/ regarding different parts of the infrastructure. The studies are presented in a [6] fib Model Code 2010 (2013): International Federation of Structural Concrete. summary report and in seven detailed Hardcover Ed. 2013, 434 pp,, ISBN 978-3- reports. A similar study was carried out by 433-03061-5. Jernbaneverket in Norway for the line Riksgränsen – Narvik. [7] Thun, Håkan, Ohlsson, U., Elfgren, L. (2011): A deformation criterion for fatigue of concrete in tension. Structural Concrete, Journal of fib, Vol 12, Issue 3, pp 187-197.

6 IABSE Conference 2018 – Engineering the Past, to Meet the Needs of the Future June 25-27 2018, Copenhagen, Denmark

[8] Elfgren, Lennart (2015): Fatigue Capacity of Challenges in Design and Construction… Concrete Structures: Assessment of Railway Zürich, 2016, pp. 2570 – 2578. ISBN 978-3- Bridges. Research Report, Luleå University 85748-144-4. Available at http://ltu.diva- of Technology, 103 pp. Available at portal.org/ http://ltu.diva-portal.org/ [9] Enochsson, Ola; Hejll, A; Nilsson, M; Thun, H; Olofsson, T; Elfgren, L. 2002. Bro över Luossajokk. Beräkning med säkerhetsindexmetod (Luossajokk Bridge. Probability modelling. In Swedish). Luleå University of Technology, Report 2002:06, 93 pp, http://ltu.diva-portal.org/ [10] Elfgren, Lennart, Enochsson, O., Puurula, A., Nilimaa, J., Töyrä, B. (2009): Preliminary Assessment of Finnish Railway Bridges. Railway Infrastructure Upgrading with Increase of Axle loads from 25 to 30 tonnes on the Line Tornio - Kolari. A Comparison with the Swedish Railway Bridges on the lines Luleå – Narvik and Haparanda – Boden. Luleå University of Technology, 40 pp. Available at http://ltu.diva-portal.org/ [11] Häggström, Jens (2016). Evaluation of the Load Carrying Capacity of a Steel Truss Railway Bridge: Testing, Theory and Evaluation. Licentiate Thesis, Luleå University of Technology, 2016, 142 pp. ISBN: 978-91-7583-740-6, see http://ltu.diva-portal.org/ [12] MAINLINE (2014). MAINtenance, renewal and Improvement of rail transport Infra- structure to reduce Economic and environmental impacts. A European FP7 Research Project during 2011-2014. Some 20 reports are available, see e.g. D1.2 at http://www.mainline-project.eu/ [13] Sustainable Bridges (2007). Assessment for Future Traffic Demands and Longer Lives. A European FP 6 Integrated Research Project during 2003-2007. Four guidelines and 35 background documents are available at www.sustainablebridges.net [14] Paulsson, Björn, Bell, B., Schewe, B., Jensen, J. S., Carolin, A., and Elfgren, L. (2016). Results and Experiences from European Research Projects on Railway Bridges. 19th IABSE Congr. Stockholm, 21-23 Sept. 2016: