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Koserow Pier

Heinz Büchner, b&o; Engineers

1. General information

The pier in the seaside resort of Koserow, built in 1992, is currently closed from the 8th foundation pile onwards because its load-bearing capacity can no longer be guaranteed. The defective connection of the reinforced concrete cross beams to the steel piles at foundation piles 1 to 8 has been repaired, so that the bridge can remain open up to foundation pile eight.

The earmarking of state funding will expire in 2017. The bridge is then to be renovated, primarily with a view to ensuring barrier-free use throughout. The seaside resort of Koserow intends to make the entire town barrier-free. The roads within the town have already been completely redesigned to be barrier-free. However, there is still no barrier-free access for passenger shipping.

2. Design principles

2.1 Basic principles

Piers on the Baltic Sea are well received if they are designed to be inviting and allow unhindered access to the Baltic Sea. They are both promenades and extended walkways. The pier is particularly important in the seaside resort of Koserow because there is no long, wide promenade with an unobstructed view of the Baltic Sea.

The pier is also to serve as a landing stage for passenger shipping and, as the first landing stage on the Baltic Sea, provide barrier-free access to the boats of the Adler shipping company.

The pier must primarily meet the following three criteria:

1. Sufficient length for the required draught of passenger ships.
2. Sufficient height to prevent damage even during high tides and storms.
3. Sufficient width to enable a pleasant and safe stay on the pier.

2.2 Bridge length

The pier is to be equipped with a landing stage for passenger ships, which requires a water depth of 3.50 m. The planned pier, with a length of approx. 290 m, is to reach this water depth.

This means that it is sufficient to place the landing stage in the same location again.

2.3 Height of the walkway

The walking surface should remain above the significant wave height even during storms and high tides. The decisive value is determined by the combination of wind surge during high tides and wave height during storms. In the Baltic Sea, there is no correlation between high tides and storm events, i.e. both events occur independently of each other.

2.3.1 Design wave

The maximum significant wave heights are H_s100 = 3.80 m and H_s50 = 3.65 m. Even with more frequent events, the maximum values for H_s decrease only slightly. H_s100 = 3.80 m is therefore selected as the design wave.

Natural storm waves can no longer be described using the linear wave theory according to Airy/Laplace, but must be calculated using higher-order wave theories. The wave crest and trough are then no longer the same height, but the crest is significantly higher than the trough, namely approx. 75% crest and 25% trough.

2.3.2 Design water level

The design flood for coastal protection in Koserow is BHW = 2.90 MNHN. This value is the highest expected water level for this section of the coast and represents a correspondingly rare event, comparable to the once-in-a-century event for wave height.

Two such rare events do not occur together, i.e. the extreme wave does not have to be combined with the design flood. A more frequent flood is approximately 1.50 mNHN.

The crest of the significant wave is combined from H_s100 = 3.80 m and water level +1.50 mNHN: OK _wave = BHW + wave crest = +1.50 mNHN + 0.75∙3.80 m = 4.35 mNHN.

The elevation must therefore be set to at least +4.50 mNHN or higher to ensure that no damage occurs even in the event of a storm surge. The supporting structure of the pier has a minimum height of 0.65 m. If the wave crests are not to touch the supporting structure, the elevation must be at least 4.35 mNHN+0.65 m=5.00 NHN. The minimum elevation is set at +5.0 mNHN.

2.4 Width of the pier

A pier is one of the main attractions of a seaside resort and is also frequented by the public. In order to enable smooth two-way traffic between wheelchairs and children and families even during peak hours, a minimum width of 3.50 m is required. According to DIN 18040-3, 1.80 m must be provided for two-way traffic between wheelchairs.

Fig. 1: Required width for wheelchairs according to DIN 18024-1

This leaves a width of 1.70 m for other people, including prams and children playing. Additional lounge areas are also required to ensure appropriate use and a comfortable stay on the pier.

3. Planned new construction

3.1 Basic principles

The planned new construction of the Koserow pier will provide a minimum width of 3.50 m along its entire length. In addition, an additional recreation area approximately 13 m long and 2.50 m wide will be provided for every 100 m of pier length. The walking level of the pier is at +5.00 m above sea level and connects to the land side at a height of +5.90 m above sea level.

The bridge will be divided into three sections with an axis radius of R=120 m, which will be visible from the shore and from each other, in order to alleviate any apprehension about a long bridge and to break up the route to the bridgehead into manageable sections. This will make it easier for people with limited mobility to use the pier.

The bridgehead offers ample opportunities for rest and can also be used for events. It is divided into a public area and a commercial area, which is used for retail outlets (see section 3.1.4).

3.1.1 Bridgehead

The existing flood protection dune is directly adjacent to the pier forecourt. It consists of three elements (viewed from sea to land): wear part, reserve part and protective part. The central reserve part forms the actual protective element in the event of extreme storm surges, while the wear part serves as a buffer for the reserve part during more frequent storm surge events. The pier forecourt forms the land-side protection zone for the reserve part.

The total width for the reserve part and the wear part at the pier location is 35 m. The existing flood protection dune can only fulfil its protective function if it is planted with suitable vegetation (beach grass suitable for the location), i.e. if it is stabilised. Interventions in this area must be kept to an absolute minimum and the vegetation must be adequately protected and maintained.

3.2 Design

3.2.1 Land connection

Like the existing pier, the planned pier connects directly to the pier forecourt. In the access area, it widens from 3.50 m wide to approx. 5.5 m wide over a length of approx. 10 m. The land-side foundation is formed by a concrete abutment.

Fig. 2: Land connection

A steel staircase will be installed in the beach area, leading down to approx. 1 m below the existing beach, so that the beach can still be reached safely even if the beach profile changes. This staircase will be supported on a cross girder of the pier and on a pile driven into the beach. The staircase can be completely dismantled for maintenance work on the flood protection dune.

3.2.2 Widenings

Three widenings will be installed along the pier, providing areas for visitors to linger, which can be equipped with seating steps or seating furniture, thus creating attractive recreational areas. At the end is the bridgehead, which is approximately 40 m long and 25 m wide.

3.2.3 Jetty

Fig. 3: Planned landing stage

The landing stage will have two levels as access areas to the passenger ship at +2.80 mNHN and +2.00 mNHN. The +2.80 mNHN access allows barrier-free access to the upper deck of the Mönchgut passenger ship operated by the Adler shipping company. The lower access is intended for normal public use with direct access to the main deck.

Fig. 4: View of the jetty

The upper access point is connected to the pier via an approx. 50 m long ramp, which is located next to the pier and is separately founded on piles. It is connected to the bridgehead by a staircase and to the low-lying jetty by another staircase.

From a height of approx. +3.10 m above sea level, the access ramp is designed to be movable so that it can be raised to +3.10 m above sea level outside the season to protect it from wave action.

3.2.4 Bridgehead

The municipality has received a commitment from an investor who would like to operate a retail space of approx. 400 m² on the bridgehead and also finance this area of the pier, approx. 500 m². The total area of the bridgehead is approx. 900 m², with the public area measuring approx. 400 m².

Fig. 5: Possible sales facility with roof terrace Site plan

In principle, the use of the bridgehead as a pier and as a retail facility can be easily combined. The roof area of the retail facility is open to the public and can be used as a viewing platform. It will be equipped with seating steps and relaxation areas. In addition, a very simple catering facility in the form of a simple snack bar offering hot and cold drinks and pastries is possible. More extensive offerings, such as hot meals, are not planned. An elevator within the sales facility is planned to provide barrier-free access to the roof area. Publicly accessible sanitary facilities can be accommodated in the sales facility and operated all year round. This means that the Koserow pier can be used in its entirety, including access to the passenger ship and bridgehead with viewing platform, even by people with limited mobility.

Fig. 6: Possible sales facility with roof terrace, east view

3.2.5 Public area

The entire bridge up to the bridgehead is a publicly accessible area. The bridgehead is divided into a public and a private section. The public area comprises three sub-areas:

1. The bridgehead at the end of the bridge at +5.00 mNHN
2. Access to the passenger ship pier
3. The publicly accessible roof terrace, which is privately maintained but made available to the public via a lift and staircase.

There is also a publicly accessible toilet facility in the building.

3.2.6 Supply and disposal lines

Supply and disposal pipes are required for the planned use of the bridgehead. The exact number and the required cross-sections still need to be determined in consultation with the operator. They will be laid in empty conduits below the level of the pier. Empty conduits are required for:

• Water
• Waste water
• Telecommunications
• Data lines
• Electricity
• Energy (gas)

3.2.7 Equipment

The pier will be equipped with rescue equipment (lifebuoy with rope) at intervals of approx. 60 m; poles will not be used due to the large distance to the water surface. In addition, waste bins with seagull-proof covers will be provided. A DN 100 empty conduit will be provided for each medium.

A nameplate that is clearly legible from land and sea will be attached to the bridgehead.

Braille signs will be affixed under the handrails and guide strips and attention fields in accordance with DIN 32984 will be affixed to the walking surface to mark the way to the pier.

3.2.8 Lighting

The pier will be illuminated by LED light strips, which will ensure a basic illumination of at least 3 and at most 5 lux on the walking surface. The lighting will be designed in accordance with DIN EN 13201-1, lighting situation E1, in line with the requirements for parks, green spaces and footpaths.

The lighting is arranged in such a way that it does not dazzle shipping. Individual high light points (light poles) are provided at specific locations. Additional light strips that illuminate the walking surface are arranged on individual objects, such as the seating steps or for illuminating the water surface under the longitudinal beams.

3.3 Quality and durability

The pier will be constructed from three different materials:

• steel as the supporting element,
• wood for the walkway surface and handrails, and
• reinforced concrete for the land-side foundation and the landing stage.

The load-bearing components of the pier are designed for a service life of >50 years. This service life cannot be achieved for wood that is exposed to the elements. In this case, a service life of >20 years is assumed.

3.3.1 General

The bridge is designed in such a way that the cross-sections for permanent load cases are not utilised to more than 80%, thus providing safety margins for deformation and stress. For very rare extreme load cases, such as ice pressure, utilisation up to the yield point is permitted in order to avoid uneconomical designs.

As far as possible, all components are manufactured as prefabricated parts in assembly halls, which allows for significantly better quality and control than when working on site. Rework, such as drilling or welding on site, is not planned.

The choice of building materials and designs is made in accordance with the relevant DIN standards and, in addition, in accordance with the recommendations of the "Ufereinfassungen" (shore enclosures) working committee Ports and Waterways (EAU), the specifications of the Additional Technical Contract Conditions and Guidelines for Engineering Structures (ZTV-ING) of the Federal Highway Research Institute, and the Additional Technical Contract Conditions (ZTV) for Hydraulic Engineering of the Federal Waterways Engineering and Research Institute.

3.3.2 Steel

Importance is attached to steel grades that are good and easy to process. As a rule, S355 JO steel should be used for the supporting structure. The foundation pipes are made of S235 JRH steel.

Rectangular hollow sections (RHP) and, in some cases, rolled sections are used for the load-bearing components. RHPs have the advantage that they have no sharp edges and less dirt can accumulate on them than on rolled sections; they are also more visually appealing. Hot-dip galvanised fittings in accordance with DIN EN ISO 10684 "Fasteners – Hot-dip galvanising" are specified for screw connections. The number of screw connections required is reduced to the minimum necessary. Where possible, complete components are manufactured in the factory and then transported to the construction site.

3.3.3 Reinforced concrete

Reinforced concrete parts are always manufactured as prefabricated parts because significantly better quality can be achieved in the factory. In addition, post-treatment can be controlled and formwork removal times can be documented and monitored.

Only steel with high ductility B500B is used as reinforcing steel, the crack width is limited to 0.15 mm by appropriate basic reinforcement, and the concrete cover for precast elements is set at c_nom=5.5 cm.

3.3.4 Wood

FSC-certified tropical hardwood is specified for the wooden components. The handrail is made of bilinga (Nauclea diderrichii) and the decking of bongossi (Lophira alata). Both types of wood are suitable for use in seawater environments and are among the most durable woods, with a service life of well over 20 years.

Stainless steel material 1.4401 is used for screw connections.

3.4 Corrosion protection

Steel can be protected against corrosion mechanically by coatings or cathodically by a zinc coating.

DIN EN ISO 9223 "Corrosion of metals and alloys – Atmospheric corrosivity – Classification, determination and estimation (ISO 9223:2012)" defines six corrosivity categories for atmospheric environments and defines the corrosion rates after the first year of exposure for these corrosivity categories [GALVASWISS, 2014, p. 29].

Table 1: Description of typical atmospheric environments with estimation of corrosivity categories DIN EN ISO 9223

Table 2: Corrosion rates after one year of exposure DIN EN ISO 9223

3.4.1 Coatings

Coatings are applied in accordance with DIN EN ISO 12944 "Corrosion protection by coatings and coverings", taking into account ZTV-ING, ZTV-KOR or ZTV-Wasserbau. As this is a structure on the Baltic Sea, ZTV-W 218 for corrosion protection in steel hydraulic engineering (performance range 2018) must be taken into account.

The standards of the DIN EN ISO 12944 series apply to the initial protection and repair of corrosion protection for steel structures made of unalloyed or low-alloy steel with a steel thickness of more than 3 mm, for which a structural safety certificate is required.

DIN EN ISO 12944 is divided into 8 parts

Part 1 General introduction

Part 2 Classification of environmental conditions

Part 3 Basic rules of design

Part 4 Types of surfaces and surface preparation

Part 5 Coating systems

Part 6 Laboratory tests for evaluating coating systems

Part 7 Execution and monitoring of corrosion protection work

Part 8 Development of specifications for initial protection and repair

Part 2 provides information on service life and loads depending on the location. The information on service life (rusting) complies with DIN EN ISO 9223. Classes for the duration of protection are also defined.

Table 3: Protection duration for coating systems according to DIN EN ISO 12944-1 and 5

The planned revision will probably still contain a very long 25 years.

The protection period for coatings is specified in DIN EN ISO 12944-6 according to the type of material used, depending on the corrosivity category.

The highest requirement of DIN EN ISO 12944 corresponds to a marine climate with a long service life of C5-M-High, i.e. longer than 15 years. In reality, carefully executed and correctly designed coatings can achieve service lives of 20 to 25 years. However, a service life of more than 30 years cannot be assumed. The service life is defined as exceeded when rust grade 3 according to DIN EN ISO 4628-3 is reached [EMEAI valspar, 2012, p. 1], 10% rust-covered area.

Fig. 7: Example of the degree of rust on coatings according to DIN EN ISO 4628-3

3.4.2 Hot-dip galvanising

Hot-dip galvanising of steel is governed by DIN EN ISO 1461 "Zinc coatings applied to steel by hot-dip galvanising (piece galvanising)". DIN EN ISO 14713, Parts 1-2 "Zinc coatings – Guidelines and recommendations for the protection of iron and steel structures against corrosion" supplements this standard with additional information on the expected service life, possible applications and also design information on hot-dip galvanising.

DASt Guideline 022 "Hot-dip galvanising of load-bearing steel components" supplements the DIN EN ISO 1461 standard and, in part, the DIN EN ISO 14713 standard.

DASt Guideline 022 was developed by the German Committee for Steel Construction (DASt) and is binding in Germany in the area regulated by building authorities. The guideline describes overarching aspects of the planning, design, manufacture and hot-dip galvanising of load-bearing steel components in order to better integrate the necessary safety requirements for construction products into the regulations.

Hot-dip galvanising is a complex process consisting of nine individual steps [GALVASWISS, 2014, p. 21].

Fig. 8: Hot-dip galvanising process

After undergoing various cleaning processes, the material to be galvanised is heated to the zinc bath temperature of approx. 450 °C while being immersed in the zinc bath. Iron-zinc alloy layers form through the reciprocal diffusion of zinc and iron. When the material is removed from the bath, the alloy layers are usually coated with a shiny layer of pure zinc [GALVASWISS, 2014, p. 25].

Fig. 9: Cross-section of the structure of an 85 μm galvanised coating

During the galvanising process, several alloy layers of zinc and steel are formed. The hardness of these alloy layers is considerably higher than that of structural steel. Zinc coatings therefore ensure reliable protection against mechanical stress during transport, handling and assembly during the construction phase [GALVASWISS, 2014, p. 31].

Fig. 10: Relative hardness Fe/Fe+Zn/Zn

The individual crystals of the iron-zinc alloy layers grow perpendicular to the steel surface. At corners and edges, the alloy layers therefore open up in a fan shape and the spaces between them are filled with pure zinc. Zinc coatings in batch galvanising are therefore usually at least as thick at edges and corners as in the adjacent areas – the edge escape that occurs with other corrosion protection systems does not occur here [GALVASWISS, 2014, p. 27].

Fig. 11: Course of zinc formation at edges

Hot-dip galvanised steels can be used at temperatures of up to 200°C.

In damp conditions, oak, chestnut, red cedar and Douglas fir release significant amounts of acetic acid. This can cause problems when in direct contact with hot-dip galvanised steel. The tannic acid contained in the wood can cause the zinc to turn reddish-brown. This can be remedied by using spacers or an organic coating to separate the two materials.

In terms of mechanical resistance, hot-dip galvanising is superior to coatings [GALVASWISS, 2014, p. 31].

Fig. 12: Comparison of mechanical stress hot-dip galvanising/coating

With thicker wall thicknesses and steels with increased silicon and phosphorus content, the alloy layer grows through to the surface, giving it a matt grey appearance [GALVASWISS, 2014, p. 39].

Fig. 13: Influence of silicon and phosphorus in steel on the appearance of the zinc layer

DIN EN ISO 12944 defines long (high) as >15 years; a longer service life is not yet considered. Depending on the load, hot-dip galvanising can achieve considerably longer service lives, far exceeding 15 years, because the service life of the galvanising can be easily extended by increasing the layer thickness.

3.4.3 Design of corrosion protection

Ideally, the service life of the corrosion protection corresponds to that of the structure. Pier bridges are designed for a service life of ≥50 years. This is more than three times the protection period of class long according to DIN EN ISO 12944.

These periods cannot be achieved with coatings.

DIN EN ISO 1461 specifies the minimum coating thicknesses for hot-dip galvanising [GALVASWISS, 2014, p. 25].

Table 4: Minimum coating thicknesses for hot-dip galvanising according to DIN EN ISO 1461

In heavy steel construction, wall thicknesses of 6 mm are always achieved, so that a minimum coating thickness of 85 μm can be assumed.

Long-term studies conducted by the Federal Environment Agency throughout Germany have shown that galvanising with a coating thickness of 85 μm lasts more than 50 years without further measures, with the exception of the North Sea islands and a few sections of the North Sea coast, see Figure 14 [BAST, 2015, p. 10]. This corresponds to a rusting rate of 1.7 μm/year or corrosivity category C3, see Table 2. In most areas, the service life is even 100 years.

Fig. 14: Zinc corrosion map from the Federal Environment Agency

The values apply under normal atmospheric conditions, but not for areas subject to water exchange and splash water or other exposed areas. In these cases, an additional coating in accordance with ZTV-W 218 Corrosion Protection in Steel Hydraulic Structures (duplex process) is required. This extends the service life by up to 2.5 times.

It is difficult to predict the exact duration of protection. The figures given are therefore to be understood as estimates.

With a calculated rusting rate of 2.0 μm/year, a layer thickness of 200 μm is required to achieve a service life of 100 years. This rusting corresponds to the upper limit of corrosivity category C3.

Additional influencing factors can include local microclimates and special stresses. In the case of the pier, additional local stress from chlorides cannot be ruled out, which can increase the corrosion rate, at least locally.

On the other hand, it is known that the loss of thickness is higher in the first year than in subsequent years [CORROSION SCIENCE, 2001, p. 681].

Table 5: Temporal progression of the rusting rate of zinc in Switzerland

According to ISO 9224, the corrosion rate of metals and alloys stored outdoors in natural atmospheres

outdoors is not constant over the course of the exposure period. In the case of zinc, it decreases with the duration of exposure due to the accumulation of corrosion products on the surface of the exposed metal [WORKING AID HOT-DIP GALVANISING, 2014, p. 1].

Fig. 15: Principle progression of zinc corrosion loss over time

According to studies conducted in Switzerland, the loss of thickness decreases by approx. 25% in the second year and by approx. 40% in the fourth year compared to the first year, see Table 5. Taking this progression over time into account, the protective period can double. This effect compensates for the additional uncertainties caused by processing defects and locally increased loads, so that, to be on the safe side, a service life of 100 years can be assumed for corrosion protection with a layer thickness of 200 μm. The exact zinc coating thickness depends on the varying silicon content in the steel, but also on the immersion time. For example, in reactive steels (increased growth of the zinc alloy layer occurs in the range of approx. 0.03-0.12 % or above approx. 0.30 % silicon), the iron-zinc interaction can be particularly strong. Depending on the design, this effect can be intensified by increasing the immersion time of the object in the zinc bath. This results in a thick coating with a higher than normal proportion of iron-zinc alloy layers. In extreme cases, the entire zinc coating may consist of iron-zinc alloy layers [BAST, 2015, p. 22].

Fig. 16: Zinc coating thickness as a function of the Si and P content of the steels and the zinc melting temperature for an immersion time of 10 minutes

In order to achieve the required coating thickness of 200 μm while at the same time preventing uncontrolled coating growth, only steels in accordance with DIN EN 10025-2, Section 7.4.3 Suitability for hot-dip galvanising with the following specification for silicon and phosphorus content: 0.14≤ Si ≤0.35 and P≤ 0.035 weight percent.

In heavy steel construction, such as bridge construction, the Si content is usually high (0.20% and above). Due to the large component thicknesses and the long immersion times in the zinc bath that this requires, the zinc coating thickness is usually always above 200 μm.

Even significantly higher zinc coating thicknesses (> 350 μm) allow for large (plastic) deformations of the steel before the outer zinc layers start to flake off. Therefore, there is no problem with excessive zinc coating thicknesses.

3.5 Construction of the pier

3.5.1 Foundation

The pier is founded on a total of 56 steel piles, which are driven into the ground by vibration ramming. The foundation piles are 711 mm in diameter and 813 mm in the area of the bridge head, with lengths between 8 m and 18 m and wall thicknesses between 12.5 mm and 25.0 mm. Yoke beams made of RHP 400/200/16 are connected to the foundation piles with grout in a force-fit connection. They are protected against corrosion in accordance with ZTV-W 218.

3.5.2 Supporting structure

The supporting structure is made of steel rectangular hollow sections. It consists of two longitudinal girders RHP 400/200/16 mm, two centre girders RHP 300/200/12.5 mm and cross girders RHP 180/100/12.5 mm. The standard construction consists of an approx. 10 m long element that spans exactly the pile spacing and is loosely supported as a beam on two supports on the yoke beams. The individual elements are therefore statically determined, free of constraints and simply supported. Neoprene bearings are provided as bearing elements.

The components are designed to be suitable for galvanisation. The length of the individual elements is less than 10 m, the maximum width is 2.5 m, with the preferred standard width being only approx. 2 m.

3.5.3 Walking surface

The decking, made of 14.5/5 cm bongossi planks with anti-slip grooves, is screwed onto 12/14 cm bongossi longitudinal timbers, which rest on the cross beams and are secured with steel brackets.

3.5.4 Railing

The railing consists of vertical round bars 25 mm made of S355 J0 steel at a distance of approx. 12.5 cm with a handrail made of bilinga. The handrail is designed as a backrest railing with dimensions of 18/9 cm and a backrest surface with an inclination of approx. 15°. LED light strips are integrated into the handrail along its entire length. The railings are manufactured entirely in the workshop in 5 m long individual sections and bolted to the supporting structure. As a design element, discs are attached to the 25 mm round bars at different heights to form a complete wave over a length of 10 m.

3.5.5 Landing

The landing stage, made of reinforced concrete frames with grating, is 2.5 m wide and 15 m long. Of this, 5.8 m is at +2.80 m above sea level and 8 m is at +2.0 m above sea level. The upper area is accessible via a 48 m long steel ramp and a 4 m long staircase. It is protected by 1016×20 mm mooring dolphins.

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