Professional Documents
Culture Documents
ENGINEERING
CIVIL
JOINT HIGHWAY
RESEARCH PROJECT
FHWA/IN/JHRP-79/25
Wanders
Winslow
Douglas Sutton
PURDUE UNIVERSITY
INDIANA STATE HIGHWAY COMMISSION
Interim Report
STUDY OF THE SEGMENTAL BOX GIRDER BRIDGE AT TURKEY RUN:
L. Michael, Director
Joint Highway Research Project
TO:
H.
FROM:
C-36-56T
C.
File:
7-4-20
comment
Respectfully submitted,
C. Douglas Sutton
Research Engineer
CDS:ms
cc:
A.
W.
R.
G.
W.
M.
G.
G. Altschaeffl
L. Dolch
L. Eskew
D. Gibson
H. Goetz
J.
K.
Gutzwiller
Hallock
D. E.
K. R.
J. F.
R. D.
P. L.
G. T.
Hancher
Hoover
McLaughlin
Miles
Owens
Satterly
C.
K.
C.
H.
L.
E.
S.
F.
C.
A.
P.
E.
J.
R.
Scholer
Sinha
Venable
Wehrenberg
Wood
Yoder
Yoder
Interim Report
STUDY OF THE SEGMENTAL BOX GIRDER BRIDGE AT TURKEY RUN:
by
Stephen P. Wanders
David A. Winslow
Graduate Instructors in Research
C. Douglas Sutton
Research Associate
Project No.:
File No.:
C-36-56T
7-4-20
Conducted by
Joint Highway Research Project
Engineering Experiment Station
Purdue University
in cooperation with the
The contents of the report reflect the views of the authors who are responsible
for the facts and accuracy of the data presented herein.
The contents do not
necessarily reflect the official views or policies of the Federal Highway
Administration.
This report does not constitute a standard, specification, or
regulation.
Purdue University
West Lafayette, Indiana
December 17, 1979
of Transportation
http://www.archive.org/details/studyofsegmentalOOwand
Report No.
7.
3.
FHWA/IN/JHRP-79/25
4.
7.
5.
Report Data
6.
Author(s)
8.
Performing Organization
JHRP-79-25
12.
1 1
HPR-1(17) Part II
13.
10.
Interim Report
14.
Supplementary Notes
16.
17.
K.y word,
19.
Unclassified
Form
DOT
F 1700.7
(8-68)
20.
18.
Distribution Statement
No restrictions.
This document is
available to the public through the
National Technical Information Service,
Springfield, VA 22161.
Unclassified
21. No. of
Pages
175
22.
Price
ACKNOWLEDGEMENTS
R.
H.
this project.
with the Indiana State Highway Commission (ISHC) and the U.S. Department
of Transportation, Federal Highway Administration (FHWA).
Special thanks are extended to Steven J. Hull, ISHC, and Paul A.
TABLE OF CONTENTS
Pa^e
v
LIST OF TABLES
LIST OF FIGURES
vii
HIGHLIGHT SUMMARY
xiv
CHAPTER
INTRODUCTION
'.
General
Overall Scope of the Project
Scope of the Work Covered by this Report
CHAPTER
II
CONSTRUCTION
CHAPTER III
13
38
INSTRUMENTATION
38
38
39
46
53
59
59
53
68
68
76
General
83
TRANSVERSE BENDING
Introduction
Material Properties
Reinforcing Steel Tests
Concrete Cylinder Tests
Field Testing Scheme
Preliminary Test
Data Reduction
Comparison of Experimental and Analytical Results.
Comprehensive Test
83
84
84
86
91
95
104
....
116
IV
Page
CHAPTER V
THERMAL RESPO
119
',3E
119
120
126
Introduction
Tip Deflections During Construction.
Bridge Temperatures.
Temperature Induced Strains in the Completed
Structure
.
....
139
LONG-TERM DEFORMATIONS
152
Introduction,.
Long-Term Strain Measurement
Midspan Deflection Measurement
152
153
162
CHAPTER VI
CHAPTER VII
....
SUMMARY
.....
169
172
LIST OF REFERENCES
APPENDICES
Appendix
Appendix
Appendix
Appendix
Appendix
Appendix
Appendix
A:
B:
C:
D:
E:
F:
G:
Construction Details
Section Properties. ..
Instrumentation Data
Transverse Bending Strain Data
Finite Element Bending Moments
Bridge Temperatures
Long-Term Strain Data
175
176
179
189
192
208
219
LIST OF TABLES
Page
Table
4.1
85
4.2
88
4.3
Concrete Properties
89
4.4
Ill
4.5
112
4.6
114
4.7
115
Appendix
Table
CI
179
C2
180
C3
181
C4
182
C5
183
C6
184
C7
185
C8
186
El
192
E2
193
E3
E4
E5
196
E6
197
....
94
195
VI
Appendix
Table
Page
E7
198
E8
199
E9
200
E10
201
Ell
202
El 2
203
E13
204
E14
E15
206
E16
207
Gl
Strain Data
G2
Strai n Data
G3
Strai n Data
G4
Stra n Data
G5
Stra
G6
Strain Data
Data
_.....
205
220
221
222
223
224
225
vn
LIST OF FIGURES
Figure
Page
1.1
1.2
1.3
Two Spans at
6"
1.4
2.1
Formwork
14
2.2
14
2.3
14
2.4
Reinforcement Cage
15
2.5
Segment Formwork
15
2.6
Inside Formwork
17
2.7
Match-Casting
17
2.8
Stockpiled Segments
18
2.9
18
2.10
Casting Sequence
2.11
19
2.12
21
2.13
22
2.14
2.15
24
2.16
25
2.17
2.18
58'
19
.....
23
26
28
Vlll
Page
Figure
2.19
2.20
2.21
30
2.22
31
2.23
32
2.24
32
2.25
Initial Construction
34
2.26
34
2.27
35
2.28
Cast-In-Place Joint
35
2.29
36
2.30
Completed Structure
36
3.1
40
3.2
Section A Instrumentation
41
3.3
Section B Instrumentation
42
3.4
Section C Instrumentation
43
3.5
Section D Instrumentation
44
3.6
45
3.7
47
3.8
47
3.9
48
3.10
49
3.11
49
3.12
50
3.13
50
29
.
30
IX
I^Si
Figure
51
3.14
Void Patched
3.15
3.16
3.17
3.18
3.19
Clamping Assembly
3.20
3.21
3.22
3.23
3.24
3.25
Section
3.26
Section A
3.27
3.28
Thermistor Installation
3.29
3.30
3.31
Additional Thermal
3.32
3.33
Thermistor in Place
3.34
Grouting Hole
3.35
52
54
55
...
...
55
56
56
.....
57
........
57
58
....
.
60
50
60
61
....
61
62
62
.
64
Instrumentation
65
.
66
66
......
67
67
3.36
3.37
69
3.38
70
Page
Figure
3.39
3.40
3.41
72
3.42
72
3.43
Splice Completed
73
3.44
73
3.45
3.46
75
3.47
77
3.48
Instrumented Segment
77
3.49
78
3.50
79
3.51
Deflection Implant
80
3.52
3.53
4.1
87
4.2
87
4.3
90
4.4
92
4.5
93
4.6
94
4.7
Transverse Positions
and
96
4.8
Transverse Positions
and-4
97
4.9
Transverse Positions
and 6.
4.10
Transverse Positions
and 8
71
....
.....
74
71
80
81
98
99
XT
Figure
P.
a9e
4.11
on Bridge Deck.
100
4.12
101
4.13
4.14
4.15
Truck Scale
4.16
Transverse Position 8
1 5
4.17
Transverse Position
105
4.18
Transverse Position 4
1 6
4.19
Transverse Position 5
16
4.20
107
4.21
1 7
4.22
110
4.23
5.1
5.2
5.3
122
5.4
12 4
5.5
5.6
5.7
129
5.8
130
5.9
13'
'.
.....
102
103
103
'.
117
12 ^
I
.....
5.10
5.11
Bridge Temperatures
5.12
Bridge Temperatures
22
25
27
131
I
32
133
xn
Pa 9 e
Figure
134
5.13
Bridge Temperatures
5.14
Bridge Temperatures
5.15
Bridge Temperatures
5.16
Bridge Temperatures
5.17
Bridge Temperatures
5.18
140
5.19
142
5.20
143
5.21
144
5.22
145
5.23
5.24
147
5.25
Analytical Model
148
5.26
5.27
6.1
Whittemore Instrumentation,
6.2
Whittemore Implants
155
6.3
Whittemore Gage
155
6.4
Long-Term Strain.
156
6.5
Long-Term Strain
6.6
Long-Term Strain.
6.7
Long-Term Strain
6.8
Long-Term Strain
6.9
Long-Term Strain
161
6.10
Deflection Instrumentation
163
.......
135
135
137
138
146
149
150
.........
154
57
158
159
60
'
Xlll
Page
Figure
6.11
Backsight on Benchmr.k
6.12
165
.............
166
Appendix
Figure
Al
Construction Details
75
Bl
Section Properties
76
B2
Section Properties.
77
B3
Section Properties
78
CI
Thermistor Location
87
C2
Thermistor Circuits
88
Fl
Bridge Temperatures
209
F2
Bridge Temperatures
210
F3
Bridge Temperatures
21
F4
Bridge Temperatures
212
F5
Bridge Temperatures
213
F6
Bridge Temperatures
214
F7
Bridge Temperatures
F8
Bridge Temperatures
F9
Bridge Temperatures
e-
F10
Bridge Temperatures
<L,
.....
....
.....
............
......
........
215
216
XIV
HIGHLIGHT SUMMARY
Experi-
strains and midspan deflections and the daily and seasonal variations in
bridge temperatures.
CHAPTER
INTRODUCTION
General
The increasing popularity of precast prestressed segmental box gir-
der bridges in the United States has brougnt about the need for more
Current design
In
'
the bridge.
'.
cerned with the segmental concrete box girder test track bridge designed
under a previous project.
A theoretical
analysis
At Purdue University, Batla^ 3 ' developed two methods for the elastic
The development
PriestlyV 4
'
5 '6
'
ducted by Emerson^
'
'
'
'
'
Studies con-
surement of extreme values of bridge temperatures as well as the distribution of temperatures in bridges.
Symposium on Bridge
(1?)
5.
1977 v
'.
(13)'
bridge structures.
of the thermal
Emanuer
'
thermal effects are reviewed and grouped for continuity and clarity.
The
relationship of ambient temperature to bridge temperature and the relationship of both ambient and bridge temperatures to thermal stresses and
States and Germany in regard to thermal effects on bridges are also presented.
Some of the European research dealing with segmental bridges has been
bridge in France has shown that the final stresses in the completed
following construction
(15)
v
.
16
developed a
havior of two bridges which were built and designed in accordance with
quite different criteria.
puted curvatures and strains were found in the two cases for which experimental data were available.
A long-term study of this phenomenon is presently being conducted
by the Portland Cement Association^
In
laboratory study
of the concrete properties, and a comparison between measured and calculated values.
that can be used to improve the design and performance of future long
span bridges constructed by the cantilever method.
As a contribution to
tlie
manuar
on precast seg-
box girder bridges and the relative lack of experimental research infor-
carried out over the period between January 1976 and June 1977, an initial
R.
J.
over the Turkey Run Creek (see Figures 1.1 through 1.4).
It is made up
of a twin box cross-section and has two equal spans of 158 -6".
!
Erected
by the so-called cantilever method, the Turkey Run bridge is the first
Figure 1.1
Figure 1.2
Figure 1.3
^|~
Figure 1.4
instrumentation scheme.
2.
6.
analysis
10
bridge project.
This
11
Notes
Kashima, S. and Breen, J. E., "Construction and Load Tests of a Segmental Precast Box Girder Bridge Model", University of Texas at
Austin, February, 1975.
Haight, F. A., "An Experimental Segmental Bridge - A Research Continuation Proposal to the Pennsylvania Department of Transportation",
The Pennsylvania Transportation Institute, PTI 1777, The
Pennsylvania State University, May, 1977.
Priestly, M. J. N., "Thermal Gradients in Bridges - Some Design Considerations", New Zealand Enginee ring (Wellinaton), V. 27, No 7,
July, 1972, pp. 228-233.
"~
10
11
12
12
13
14
15
16
17
18
19
13
CHAPTER
II
CONSTRUCTION
covered by this initial phase of the project, some attention will be given
to the details of the construction procedure.
single set of adjustable metal forms in the same order in which they were
to be placed in the structure.
After al-
lowing sufficient time for curing, the preceding segment was taken away
and the new segment was shifted to the place of the preceding segment.
inside formwork was moved forward on rollers into its casting position
(see Figure 2.6).
14
O DURING CASTING
AFTER STRIPPING
OUT
^TURNSUCKLES
Figure 2.1
.Inside
Formwork
Bulkhead
Formwork
Soffit
J ft
iJiSSBK
Figure 2.2.
n
_JH
^--Carriage
fl,
OLD
2SOS3K
sbsssss;
fr.
Figure 2.3.
s rrzz
^^
"
,-/.AJSB
a**
15
Figure 2.4.
Reinforcement Cage
jSwP
Figure 2.5.
Segment Formwork
16
the form.
Final adjustments of the formwork were then made and the con-
match-casting were stockpiled until all segments for an entire girder were
completed (see Figure 2.8).
For this
reason creep and shrinkage effects were minimized, which is one advantage
of precast segmental construction.
Figure 2.10.
L.
Wilson Company of Bloomfield, Indiana, had begun work at the bridge site
on State Road 47 in Parke County.
arch bridge (see Figure 2.11) was under way by late February of 1977.
Deterioration of the concrete supporting arches was the reason for its
removal
After the site was cleared, work on the substructure was begun.
early June the abutments and central piers were completed.
Ey
Because the
segments were cast while the substructure work was being completed, a
net savings in on-site construction time was achieved.
This is a signi-
cantilever method.
17
Figure 2.6.
Inside Formwork
*>' $^*Z
Figure 2.7.
Match-Casting
18
Figure 2.8.
Stockpiled Segments
Figure 2.9.
19
158-6
158-6
Q
22ZZZ
22 ZZ ZZZZZ
zz
<D
ZZZZZZZZZ
ZZ zzs
ABUTMENT
Figure 2.11.
Vt'T E2 2Z 21 Z
EAST
PIER
/
Figure 2.10.
.'I
<>
"*WEST
CIP JOINT
zz: Z2Z 22
Casting Sequence
ABUTMENT-
20
The
first segment was lifted into place and anchored to the pier (see Figure
The second segment was then temporarily post-tensioned to the
2.12).
Segment 3
This procedure was repeated until the last segments were placed on the
abutments.
ground below was utilized to hoist the next segment to within a foot of
the segment to which it was to be attached.
After
the epoxy had cured, the block was knocked off with a hammer (see Figure
2.16).
In all cases failure occured in the concrete and not the epoxy.
With the
epoxy applied and the grouting tubes in place, the segment was then eased
21
Figure
J2.
22
Figure 2.13.
23
Figure 2.14.
24
Figure 2.15.
25
Figure 2.16.
26
Figure 2.17.
27
order to seat the segment properly and produce an adequate joint, the
value.
The crane was then lowered and the bottom post-tensioning bar
(see Figure 2.20) was jacked to develop its full specified force.
Finally,
then erected on the other end of the cantilever using the same procedure.
Permanent post-tensioning tendons, consisting of 12, 1/2 in. diameter, Grade 270 strands were then pulled through the appropriate ducts
using a wire mesh grip (see Figure 2.21).
The cable was then pulled by a bulldozer until the tendons were
in the
desired position.
A 450 kip capacity hydraulic jack was then used on either end of the
The
strands were anchored in the webs of the segment, the jack was removed,
and the excess strands were cut off (see Figure 2.24).
The working
platform was lifted from the segment just completed and mounted
segment to be erected next.
or
the
erecting segments on the north and south girders, until both spans were
completed.
28
Figure 2.18.
29
Figure 2.19.
30
Figure 2.20.
'
l*f
FA
Mil
Figure 2.21.
31
Figure 2.22.
32
..
Figure 2.23.
Figure 2.24.
33
At the
time this photograph was taken, work on the south girder was slightly
the girders extended a distance of about two thirds of the span length
dimension the segments more economically because of the reduction in required moment capacity.
By early September 1977, the last segments were erected (see Figure
2.27).
In
workmen brushed a mortar mix on the exterior surface of the bridge, thus
covering the joints and giving it
pleasing appearance.
A two inch
concrete overlay was poured on the top slab to provide a durable riding
surface.
Curbs were cast and guard rails were bolted in place to complete
the structure.
The Turkey Run bridge was opened to traffic on November 15, 1977 (see
Figure 2.30).
34
"
'-'-
r-
Figure 2.25.
"
df*y
Initial Construction
"J*
Figure 2.26.
35
Figure 2.27.
Figure 2.28.
Cast-In-Place Joint
36
Jt~rm$
Figure 2.29.
Figure 2.30.
Completed Structure
&w
37
NOTES
38
CHAPTER III
INSTRUMENTATION
General
Accordingly, a
(1
v
)
'
This
According to Holman'
',
maximum
supplied by the thickened bottom slab and the interior diaphragms near the
pier results in more pronounced transverse moments in the vicinity of the
pier.
39
D.
and
strain gage installations utilized and the means by which they were installed is described subsequently.
Appendix
C.
strain gages, one each affixed to the interior and exterior reinforcing
bars of the slab or web supplemented by ERS gage(s) cemented to the in-
and durability.
v
desensitization errors, as explained by Holman "
After the gages were tack welded to the machined surfaces of the bars 5
they were wired and then coated with three different types of protective
40
CD
CO
CU
</)
s-
>
1/1
s-
CU
C71
<D
oo
oa
CU
S-
CO
CU
05
rLl-
41
<
<*
CM
<
ifl
CM
<
00
CM
<
B
UJ
Q.
>
H-
Z
O
1
<.
_l
_J
<
11/5
a:
<
QQ
UJ
a.
>h-
UJ
z
o
1<
z
o
1<
_J
_l
<
Hco
a.
>
i-
_1
_1
<
1-
z
^
CO
UJ
UJ
Li-
<
u_
CE
z>
CO
<r
r>
CO
a
<
o
o
CO
cu
42
LjJ
0.
>
z
Q
<
_!
_l
t
CO
<
<
co
Zi
<
C/>
LaJ
UJ
a:
<
a:
tr
Z)
en
CO
CO
o
O
s-
to
O
r+-
(J
01
CO
as
43
CL
>
hQ_
>
g
<
Z
g
<
UJ
Q.
g
6
<
en
<
tcn
<
02
+->
E
0)
E
GO
o
o
o
o
a'
to
/
oo
0)
CT>
44
H
UJ
0.
>
UJ
Q.
>
7*
III
h-
>
1-
2
o
<
z
g
h<
Q
H
<
_l
_J
<
1-
<
_1
_J
oo
cr,
UJ
UJ
<
W00
_j
_i
i7*
o
<
u_
cc
cc
(Z
CO
00
<
m
<
u.
d
+J
(0
4->
C
a>
E
3
5-
o
CO
CVi
-(->
CVJ
J
\
to
(T>
to
O0
CO
ai
zn
45
Figure 3.6.
46
coatings.
sealer.
Examples
of web and slab installations are shown in Figures 3.9 and 3.10, respectively.
The lead wires were enclosed in a small length of conduit and protected by
Styrofoam
After the segments had cured, the lead wires were extracted and the
voids created by the Styrofoam were patched with a mortar mix (see Figures
3.13 and 3.14).
low longitudinal
instal-
gage axis.
The surface gages on the top and bottom slabs are located in
sensitivity.
In
order
t.o
47
WHITE
BLACK
WELDABLE STRAIN
/GAGE
lOLDf
MACHIN
Figure 3.7.
RE-BAR
AREA
Figure 3.8.
48
Figue 3.9.
49
Figure 3.10.
Figure 3.11.
50
Figure 3.12.
Figure 3.13.
51
Figure 3.14.
Void Patched
52
.-
.".
f '..*"./
Figure 3.15.
A,'
'.-..:
"',*.',
.;
*
*
;.*.' .*."./ -^i'/o
53
Figure 3.16).
'.
strain gages from Micro-Measurements were employed and wired with three-
wire leads.
applied, was sanded, cleaned and then sealed with an epcxy coating as
gage by means of the clamp assembly shown in Figure 3.19 until the epoxy
had cured.
series of waterproof-
T hermal
Instrumentation
The instrumentation used for collection of temperature data is located in the sections corresponding to A and D of Figure 3.24.
These
54
Figure 3.16.
II
55
SURFACE BONDABLE
WHITE
STRAIN ,6AGE
.
"RED
'
".
:\
*'.
V'-
'?
..'*
SOLDER TAB
Figure 3.17.
Figure 3.18.
4'.
.*
.
/.
CONCRETE
&
56
Figure 3.19.
Clamping Assembly
Figure 3.20.
57
Figure 3.21.
Figure 3.22.
58
Figure 3.23.
59
ature transducers.
(5)
v
'
While
The lead
After the forms were stripped, the Styrofoam plugs were removed giving
access to the thermistor lead wires from inside the box section.
The voids
were patched with a mortar mix and the instrumented segments were stockpiled until they were needed for erection.
Additional
Instrumentation
60
SECTION A
SECTION D
24A
1
II
III
259
*****
25A*^
24B
96-0
#*
96 -0
.WEST
Figure 3.24.
NORTH
Figure 3,25.
Section D
NORTH
Figure 3.26.
Section A
61
Figure 3.27.
YSI 701
.jiim ifw'jBK
#i/ ^* _*
3l.
Figure 3.28.
P&
JRU-<^w'^#^^
Thermistor Installation
62
Figure 3.29.
Figure 3.30.
63
samples from the top and bottom slabs of the instrumented segments.
In
'
tors were placed in the webs of one segment at each test section in order
to permit collection of more complete information regarding the tempera-
The
C,
Transducer Wiring
To facilitate the data collection procedure, all of the strain gage
and thermistor leads were spliced and extension wires were routed to
central junction box in the pier segment of the north girder.
From this
location, data acquisition systems are used to monitor strain and temperature response of the instrumented segments during the testing operations.
The lead wires are protected by a system of electrical junction boxes
and conduit.
In
order to prevent
the
junction boxes were bolted to the surface at only two points as Illustrated
in Figure 3.36.
64
^SECTION
section d
25a^
I
253
24B
96 -0
96-0
^WEST
NORTH
NORTH
Figure 3.31.
65
Figure 3.32.
66
Figure 3.33.
Thermistor in Place
Figure 3.34.
Grouting Hole
67
Figure 3.35.
.jdfcjMMkdt
Figure 3.36.
68
boxes, joining them to a common box as seen in Figures 3.37 and 3.38.
From the common box at each instrumented segment, thinwall conduit was
run to the central junction box (see Figure 3.39).
conduit extending between the girders so that the leads from the instrumentation in the south girder could be routed to the central junction box.
After the transducer leads were appropriately tagged (see Figure 3.41),
they were spliced to extension lead wires.
Figure 3.45, to permit easy attachment to the gage blocks of the data
soldered to the thermistor leads to make them compatible with the external
Long-Term Deformation
ns trumentation
Measurement
Whittemore Instrumentation
The instrumentation used for determining long-term longitudinal strains
is
plants were epoxied to the inside surface of the too and bottom slabs of
each instrumented segment.
69
Figure 3.37.
70
71
Figure 3.39.
Figure 3.40.
72
Figure 3.41.
Figure 3.42.
73
Figure 3.43.
Splice Completed
Figure 3.44.
74
Figure 3.45.
75
IA
20A
rr
in-
2IA
I
Jj
18
20B
IB
80-0
80 WEST
NORTH
NORTH
Fiaure 3.46.
Ml
76
the distance between the holes to the nearest ten thousandth of an inch.
Deflection Instrumentation
The instrumentation used to measure bridge deflections is located
at the sections corresponding to those of Figure 3.50.
Three implants
Implants are
reference
These im-
Elevation
Midspan deflections
77
.-........,
tut
l" x
l" x
1/8" DIA.
EPOXYs
1/8" PLATE
ALUMINUM
I.D.
10"
Figure 3.47.
Figure 3.48.
Instrumented Segment
TAG
78
Figure 3.49.
79
&}
vot?
UJ
ait-
<
LU
o
Z
O
CD
ro
UJ-to-
gpg
UJ--
VIS
-63-
UJ
+->
CU
or
o
Q.
VI
-GS-
^.
CD
CD
I
I
CD
o
o
4-
o
+J
Oi
-o
ro
CJ,
912 $-$-
cu
V02
t^
).
c
i-
o
scn
cu
s-
CD
5
035
CVJ
1TF
~?0F
80
-!"xl"xl/8"
WELD
PLATE
jr
1/4 -
20
NUT
Figure 3.51
Deflection Implant
*ME
V*H^7^\
?T^^
*5"5"
w^-v
*:>*"
Wtei
?*^
Figure 3.52.
>
""*";. 1
^%E>
81
Figure 3.53.
82
NOTES
Ibid.
Ibid.
Ibid.
pp.
pp.
pp.
73-74.
88-92.
83
CHAPTER IV
TRANSVERSE BENDING
Introduction
In conventional
system for a box section, it must be possible to predict transverse bending tractions with acceptable accuracy.
This chapter
is
(2)
v
'.
84
Bending trac-
tions determined from strain measurements are tabulated so that they may
be compared with the analytical
predictions.
Material Properties
In
Accordingly, extensive
specimen tested.
Nine, 24 in.
specimens were
were loaded in tension, during which time the applied load and strain in
the bar were monitored.
A linear regression analysis was performed for each specimen using
Table 4.1.
The mean value for the modulus of elasticity was found to be 29.63
x 10
psi
The
85
Table 4.1
SAMPLE
NUMBER
MODULUS OF
ELASTICITY, E s (psi)
29,520,000
29,560,000
29,260,000
29,920,000
29,890,000
29,470,000
30,060,000
29,580,000
29,430,000
AVERAGE
VALUE (psi)
29,630,000
STANDARD
DEVIATION
(psi)
315,000
COEF. OF
VARIATION (%)
1.1
86
linders were steam cured under the same conditions as the bridge segments.
The cylinders were then stored with the segments while they were stockpiled
in the prestressing yard.
site for erection the test specimens were moved to the structural
labora-
fications.
Once
extensive inelastic deformation was observed, the compressometer was removed and the specimen was loaded to failure (see Figure 4.2).
The modulus of elasticity and ultimate strength of each specimen were
divided into two groups because different mix designs were used.
The
cause the samples and/or tests were deficient were omitted from tne statistical
interpretation.
of variation for the modulus of elasticity and ultimate strength are given
in Table 4.3.
87
*#i~
m
i
Figure 4.1.
Figure 4.2.
88
Table 4.2
SPECIMEN
CAST FROM
SEGMENT
AGE OF
SPECIMEN
(MONTHS)
2B
16
4,294,000
7,500
?R
16
4,219,000
7,800
?R
16
4,064,000
7,090
3B
13
4,913,000
6,470
3B
13
3,877,000
6,100
2A
10
3,827,000
7,110
?A
12
4.559.000
6,470
3A
4,476.000
8,140
3A
10
3.298.000
5,700
3A
10
4,350,000
7,690
?RR
lfi
3,581,000
6,460
25B
15
4,317,000
6,520
24B
12
4,260,000
7,320
24B
12
4.118.000
6.760
24B
13
3,K75,nnn
7.120
25A
11
4,518,000
7,370
25A
11
3,816.000
7,680
25A
11
4,515,000
6,540
25A
11
4,004,000
6,280
?4A
10
4.052.000
6.510
24A
10
3,48n,nnn
6.670
24A
10
4.166.000
6,540
?4A
4,749.000
7,750
MODULUS OF
ELASTICITY, E
(psi)
ULTIMATE
STRENGTH,
f'c
(psi)
89
Table 4.3
Concrete Properties
MODULUS OF
ELASTICITY
MEAN
ULTIMATE STRENGTH
SEGMENTS
SEGMENTS
SEGMENTS
SEGMENTS
2 and 3
24 and 25
2 and 3
24 and 25
7010
6890
800
500
11.4
7.2
(psi)
4.188
10
4.112 x 10
STANDARD
DEVIATION
(psi)
0.450 x 10
0.370 x 10
COEF. OF
VARIATION (%)
10.7
9.0
90
+->
o
V)
o
</>
3
T3
O
to
>
4-
C7>
<L>
SI/O
s.
3>
0)
+->
s-
o
o
o
n
s-
!Sd
c oi
H19N3dlS U3Q!\inA0
CD
91
plotted.
The lower curve is that which appears in the ACI Building Code,
(3)
'
for determining
the mean values from both groups of cylinders lie between the two curves.
Since the mean values are so close to one another, a single average
value will be used in subsequent calculations.
psi.
The static loadings used for the transverse bending tests were pro-
A schematic drawing
of a typical test truck used for this purpose is shown in Figure 4.5.
The axle spacings and loads indicated hereon are identical to those which
were used in the analysis.
This
and
8.
At these locations
solution because of the curb and railing on the bridge deck and the
92
Figure 4.4
93
6-
3'
m
&
7.5
Bb
7.5
IT)
POSITIONING
POINT
7.5
CJ
im
30r
I
n"
7.5
ii
15*
15
I
(DKD
Figure 4,5
>
j_
IvT RIGHT
LEFT
POSITIONING
po,nt
94
MS
e-e
QvZ
V92
(Si
a!~)
o
.1
b"2.
vz
Ae
e- -
-1^
1_
+-
-s
*-
F-
to
VE
01
a.
o
i-
S-
>
-9
-e-8>
>
to
c
<$-
5-
BS?
i
o
c
13
2
O
en
%*
or
*
- 1_ > iK m 2 <t ">
h- --
=5.0.1-0.
to
T.
3-
-* -\s
<
o
95
for the analytical solutions were located at the outside edge of the canti-
levered top slab and over the outside web, corresponding to nodal coordinates of the finite element mesh.
Preliminary Test
A preliminary transverse bending test was conducted during the summer
of 1979.
The purpose of this study was to verify that the strain gages
were working properly, to measure the strain levels at several key locations on the structure and to identify and remedy any problems which might
pounds and
Indiana,
where the sand was obtained (see Figures 4.14 and 4.15).
During the test, the truck was sequentially placed in all eight trans-
Because the plow is somewhat wider than the truck, it was impossible
and 8 with-
out the guardrail interfering with the plow (see Figure 4.16).
However,
and 8
Figures 4.17
96
6-3"
i-o"
CD-I
TRANSVERSE
POSITION
NO.
_a
TRANSVERSE
Figure 4.7
Transverse Positions
POSITION
1
and 2
NO
97
6-3
en
TRANSVERSE
!5'-9"
i
CZL
6'-
NO.
3"
TRANSVERSE
Figure 4.8
POSITION
POSITION
-CD
NO.
98
22-0
6-3
xn
TRANSVERSE
POSITION
28-3
NO.
'-3"
Jc
^
-C3
TRANSVERSE
Figure 4.9
Transverse Positions
POSITION
5
and 6
NO.
99
34-6
,1,
6'-3"
,,
3'-
3"
X3
TRANSVERSE
POSITION
NO.
36 -9
6-3"
-k
-i
C=L
TRANSVERSE
Figure 4.10
Transverse Positions
POSITION
7
and 8
NO.
-0
TOO
ft
<$
*.
9-
Figure 4.11.
*"*8'
101
Figure 4.12.
102
Figure 4.13.
103
Figure 4.14.
Figure 4.15.
Truck Scale
104
through 4.19 show the test truck in various positions during the testing
operation.
Strains were measured in the top slab and both webs of segments 24A
and 3A, corresponding to stations 5, 6 and 8 of Tables 4.4 and 4.5.
Read-
ings were taken in segment 24A only when the truck was in longitudinal
position
tion 2.
(see
taken with no load on the structure so that the strain data could be
corrected for temperature effects and instrument drift during the data
reduction process.
high strain levels were retested to provide a check on the first set of
readings.
Data Reduction
factor specified for each strain gage by the manufacturer and corrected
for desensitization due to the long lead wire lengths.
Consequently,
strain levels were read directly from the digital strain indicator.
105
Figure 4.16.
Transverse Position 8
Figure 4.17.
Transverse Position
106
Figure 4.18.
Transverse Position 4
Figure 4.19.
Transverse Position
107
Figure 4.20.
Figure 4.21.
108
Accordingly, the
sensitivity effects.
'
Once the necessary adjustments had been made, the three strain values
at each instrumented section were plotted to scale to facilitate checking
found to be quite linear, despite the fact that most of the strain levels
It was
assumed that the sections were uncracked because of the relatively low
bending moments and thus the following analysis was used (see Figure 4.22).
<h
Tiri-T
s
S
2
d
2
+ [h
[h
(d-
+ dj)]
[d\
dp]
109
+ d
d
2
e
c
(dj
d
C]
[e
(d\
"
Sl
dj
ap
[e
dp
"
Sl
The forces in the steel and concrete were then calculated using the stress-
So
So
,/2
<
VV
[h<12)
'
c
"
'
VS"
The total axial force in each section was determined as the sum of the
individual forces.
= F
+ F
+ F
s
s-|
The bending moments were obtained by summing the moments of the internal
M " {F
s^~
$>
"
s/4"
dj) +
^(e^)
E
c
[h(12)-(A
A )](|)}l/12
Si+ S2
factor of .877 so that direct comparisons can be made between the experimental data and the moments determined by the finite element analysis.
This
scaling factor was determined as the ratio of the nominal loading used for
the initial analysis to the actual applied loading.
no
o
to
z
111
+
tU.
IU
O
to
Z
z
o
2 z
O o
to
z to
tu z
H
UJ
ui
lto
w
2
CO
a
z>
o
2
+
U.
s
w
sr
o
z
o
sr
w
o o
cc
K
o o
U.
II
o
to
z s
z 'o
su,
v.
to
U.
11
ft
eg
(SI
<
W
-
yi
<
U.
ce
(CO
(J
O
2 O
>-
2
o
1
X 40
CO
<
to _i
< W
u.
to
z o
o CO
0 3
T _1
3
s o
o
Q 2
III
CO
CO
UJ
Ul
KUl
i-ii
ii
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Ul
Ul
(CO
(.-J
if.
0.
UJ
in
Ul
2 z
9
O
+
UJ V)
to
z
o
z UJ n
UJ
9
U.
z Ul
to
o
5
to
+
1tUJ 2 3
u. 1- o
CO o
u.
55 i3 z
z
3 O 5
UJ
O Z tr
2
o < <
o IE
Ul
o IB (- UJ
u.
< to to
Ul
z -j -1 .J a
o j tu
o
z
Ul Ul z
Ul X K H o
ID < M (0 o
lil
vi
*-~
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ii
CJ -
fvl
DC
hC0
CO
SjJ
m u
W w
<
ii
u
ijj
<\i
c
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CJ
<
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9:
D^
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to
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to
yz
<
UJ
00
T3
S=
(C
c
*i
+->
(/I
CM
CM
CO
"3-
UJ
CO
tr
<
<
z
o
o
CO
to
CD
CD
scr>
Q.
111
Table 4.4
TRANSVERSE
BENDING
MOMENTS
(ft-lbs/ft)
+ TENSION ON
INSIDE
-TENSION ON OUTSIDE
STATION
8
60
80
2D.
140.
?1
180
2Q
J51
160
759
C/5
>o
f2
97a
439
tifloa
JlZ9_
8
t-
TRUCK
463
_Z2_
240
LONGITUDINAL
POSITION
NO.
READING LONGITUDINAL
POSITION
NO.
h-
STATION
LOCATION
SEGMENT
MO. 25B
+
SEGMENT
NQ.2M.
NORTH
399
H
112
Table 4.5
TRANSVERSE
BENDING
MOMENTS
(ft-lbs/ft)
-l-TENSION
ON INSIDE
-TENSION ON OUTSIDE
STATION
1
2
LU
>2
St
f2
21
42
42
41
42
85
9,9
61
4
5
+ 253
+ 169
6
+ 698 -
21
63
190
105
84
7
_+
677
8
+ 185
TRUCK
LONGITUDINAL
POSITION
NO.
READING LONGITUDINAL
POSITION
NO.
CD
h-
STATION
LOCATION
SEGMENT
SEGMENT
N0.3A_
N0..2L
NORTH
_L
113
A more complete
of this report.
bending
However,
it must be realized that the computed bending moments are very sensitive
to changes in strain, and thus less reliable, because the strain levels
are so low.
x 10
ations where the bending moments are relatively small are considered to
be quite inaccurate.
station
(top slab).
Although the results appear to reflect a general trend, further testing is necessary before any conclusions can be reached.
It
does appear
that, since the instrumentation is working properly and the strains are
generally reliable.
114
Table 4.6
TRANSVERSE
BENDING
MOMENTS
(ft-lbs/ft)
+ TENSION ON
INSIDE
-TENSION ON OUTSIDE
STATIC M
1
70 +
51
+ 366
7? +
47
+ 372
80 +
56
+ 419
in? +
7?
+ 717
15 -
21
+ 253
2
ID
>2
4
5
6
7
+2220
682
989
+220?
615
950
134 +1398
193
8
-
TRUCK
LONGITUDINAL
POSITION
NO.
READING LONGITUDINAL
POSITION
NO-
CD
STATION
LOCATION
SEGMENT
NO.
SEGMENT
25S
N0.24A
NORTH
115
Table 4.7
TRANSVERSE
(
BENDING
ft
MOMENTS
lbs/ft)
+ TENSION ON
INSIDE
-TENSION ON OUTSIDE
STATION
1
? +
12
2
o
an +
fin
+ 403
47 +
84
+ 365
VERSE
ON
4
5
POSITI
TRANS
6
7
8
+?f)QA - 433
478
+2092
403
TRUCK
493
117 +1109
+ 160
LONGITUDINAL
POSITION
NO.
READING LONGITUDINAL
POSITION
NO-
t-
STATION
LOCATION
SEGMENT
SEGMENT
N0.2B.
NO.-iiL
NORTH
116
Comprehensive Test
A comprehensive transverse bending test will be
conducted before the
The same
1)
adjust
bending tractions.
Bending moments from the finite element analysis are presented in
Appendix
tect strains in sections far removed from the loading, all of the loading
cases have been included for completeness.
The results from the preliminary test will be used to augment the
data from this test.
be evaluated.
'
117
j*" 1
,....!!...
..
..n.m,l
fl==^=^2giSSSSZiZ^^^3
-rr=rr=~rrk.
,Ll
H HHiiai
1 *
fc
ill
'
iiiiiiiiiiiiiiiiiiiiiiiiiiii
. 1 1
1. j
jaHi
aniuiiiiHiiiiiiiniBiii
|:|
11
<S
HH'i
'
'
v )
p3
r9
to
fai
^ a Jr a
* a
v i
^c "5* S"*
WmM''"-' '^^^^^.
|
4h hBH
Figure 4.23.
!!
**
,-t
^M-^-gg
r:
v3
-1
-.
m"\
el
HBQBjj
v
v
.*t-*
118
Notes
Chapter III.
Ibid.
119
CHAPTER V
THERMAL RESPONSE
Introduction
Temperature effects in concrete box girder bridges are quite significant and must be considered in the design of such structures.
Changes in temperature cause the total length of a structure to in-
crease or decrease.
Daily
120
Accordingly,
Deflections pro-
The
Photographs
taken during the data collection procedure are shown in Figures 5.2 and
5.3.
121
Figure 5.1
122
Figure 5.2
Figure 5.3
123
Negative
slope of -2.955 x 10
_3
coefficient of -0.81.
An approximate method of analysis for the effect of temperature is
'.
Expansion of the
Thus, the primary effect of the increase in temperature of the top slab
is a compressive force P acting at the centroid of the slab as illustrated
in Figure 5.5.
P'
P'
cross-section.
fixed
124
2
O
f^-
o
o
Q
CM
< <
m
1
CM CM
CM
m < <
m
CM
C\J
CD
CM
CL
s
UJ
H
A
a.
<30oGB
CD
iL
<
+ UJ
z^
4->
E
_!
2
Ilu
//
UJ
Jo
UJ
cr
<
"
K
Z
M-
UJ
K
Ul
u.
u.
o Q
Q.
CM
x y
UJ
cr
3
h<
1
<co
3UJZ
oulf
<
to
CM
1
UJU.UJ
CD
S<D
CCOCE
3"
sr
UJ
a.
2
Ul
H
if-
a
CD
Sa>
hai
>
c
o
+->
o
cu
ai
a.
o
+
o
o
CM
dn
fO
l"
(Id) NOI103nd3Q
t
o
1
<>
in
Q
i
'
CO
s-
CD
125
ezzzzzzzzzzzzzzzzzzzza a
Aw
A T0T =A S +A W
T+
8T
ASE a T 8
p' s
M=P'(y -e)
t
Figure 5.5
126
The yari-
able moment of inertia of the segments adjacent to the pier section has
been modeled by a single average value.
A =
502.0 (a
T)
(6
T ),
Using
6
this reduces to
ft/ft/F for a
value of 5.5 x 10"
T>
A =
3
2.761 x 10"
(6
This relationship has been plotted as a solid line on the graph of Figure
5.4.
L.
Bridge Temperatures
In order to provide data which would indicate times of
maximum and
127
EI AVG
El
El
DIAGRAM
DEFLECTED SHAPE
DUE TO EQUIVALENT
DIAGRAM
_M_
El
'!
BM
I
it
'
C-
CONJUGATE BEAM
LOADED WITH
M DIAGRAM
El
A
Figure 5.6
BM C0NJU6ATE BEAM
128
those thermistors located in the top and bottom slabs of the bridge
were
The purpose of
C.
An input voltage is
voltage reading.
A computer program has been developed to facilitate reduction
of the
Test results
from the days during which the most severe temperature differentials
existed are shown in Figures 5.11 through 5.17.
Temperature distributions
through the depth of the segments have also been plotted when such data
were available.
tions can be made between bridge temperatures and ambient weather conditions.
F.
In general, mini-
mum temperature differentials occur between 7:00 AM and 9:00 AM and maximum differentials occur between 5:00 PM and 7:00 PM.
129
SECTION A
^24A
25B
SECTION D
25A^
96'-0"
24B
96-0
^ NORTH
Figure 5.7
130
SECTION A
^"24A
iij
i
25B
hi
mm
II
SECTION D
25A
I
iitTT
24B
96'- 0"
96'- 0"
-WEST
p\ AT7 AT2
Figure 5.8
AT IO/S,
131
T**-S** ?Sf\*~.
Br
"T
| "Ik
-K
j
linii
.
Figure 5.9
Figure 5.10
HK
<
132
100 .0
90.0-
TBP SLAB
BflrraM SLAB
80.0-
70.0-
CO
LU
UJ
60.0-
Q.
CD
UJ
Q
50.0LU
Z3
CT
LU
40.0
LU
30.0-
20.0
10.0-
49F
16F
80%
5 mph
heavy fog
MIDNIGHT
I
.00
1.00
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TIME (HOURS)
Figure 5.11
Bridge Temperatures
16.00
20.00
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133
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TEMPERATURE
Figure 5.17
Bridge Temperatures
90.0
(F)
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139
tials often exist during periods of overcast skies and rain and in the
The
It is seen
The assump-
tion that the temperature of the top slab increases while the remainder
of the section maintains a constant temperature is often made when analyzing temperature effects in box girder bridges.
11
-hours.
Experimental
monitored hourly throughout the duration of the study (see Figure 5.18).
Each instrumented segment has three sets of implants in both the top and
140
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Figure 5.18
141
bottom slabs.
P'
pier section.
force
P'
M'
expansion of the
From the plots it appears that the behavior of the top slab agrees
more closely with the predicted behavior than that of the bottom slab.
In general,
analysis.
142
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151
NOTES
152
CHAPTER VI
LONG-TERM DEFORMATIONS
Introduction
stressing steel.
stressing forces, segmental concrete box girder bridges which are erected
in a different configuration than that which they assume during their
Consequently
following construction.
strain levels and elevations have been monitored continuously at key locations on the Turkey Run bridge.
Experi-
153
plants are monitored with a Whittemore strain gage as shown in Figure 6.2
Strain levels are determined by dividing the relative movement
and 6.3.
Plots of strain versus time are presented in Figures 6.4 through 6.9.
At each instrumented section, strain levels were determined as the average
Nevertheless, as
can be seen from the plots, the reduced strain data still appears to be
(2)
were cast and erected and when the bridge was completed are shown on the
time axis.
due to the increasing dead load as segments are cantilevered and due to
post-tensioning forces.
tions.
At the pier sections, it is seen that the strain in the top slab
Although the
154
20A
I
IA
I
218
2IA
20B
80'- 0"
80 WEST
J NORTH
^ NORTH
Figure 6.1
in
Whittemore Instrumentation
155
Figure 6.2
Figure 6.3
Whittemore Implants
Whittemore Gage
156
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162
compressive strains in both slabs continue to increase at the midspan sections, very little relative rotation occurs, indicating that sustained
dead load and post- tensioning forces contribute equally to creep deformations at these sections.
G.
The strains which have been monitored in the two years since the
dict the long-term strains caused by the prestressing forces and the dead
loads.
strain data to determine the net change in strain caused by the moment
redistribution.
3,
5,6 ^.
bench-
mark embedded in the west abutment wing wall, have been measured with a
Zeiss Ni-2 automatic level.
163
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164
Philadelphia rod.
The
Elevations are significantly affected by temperature fluctuations because of their influence on the expansion and contraction of the central
piers.
ferentials between the top and bottom slabs of the box girder.
This is
V.
D.
Bouvy and
V.
D.
creep and shrinkage of the concrete and relaxation and friction losses
in the prestressing steel, predict that a net camber of 0.016 ft will
develop over a period of 27 years from the time when service loads are
applied.
A total of 20 sets of data have been recorded over a period of 697
According to Pauw^
normally about
165
Figure 6.11
"^^^.
Backsight on Benchmark
166
Figure 6.12
167
In an
positive 16F temperature differential between the top and bottom slabs
was seen to produce a midspan camber of approximately 0.008 ft.
The
fact that temperature induced deflections are of the same magnitude as the
Missouri
(8)
v
;
.
five-
168
MOTES
740.
4
Subcommittee 5, ACI Committee 435, "Deflections of Prestressed Concrete Members", Journal of the American Concrete Institute , V. 60,
No. 12, December, 1963, pp. 1697-1728.
Thenoz, M.,
structed in
Congress of
York, 1974,
"Redistribution of Moments Due to Creep in Bridges ConCantilever", Contributions Techniques Francaises 7th
the Federation Internationale de la Precontrainte, New
,
pp.
25-27.
p.
142.
169
CHAPTER VII
SUMMARY
box
Thermistors have
been embedded in the concrete at several sections for measuring the daily
implants have been attached to the interior surface of the top and bottom
slabs at the pier and midspan segments for monitoring long-term strains.
Deflection implants have been secured to the surface of the bridge deck
at the midspan sections for measuring long-term deflections.
However,
more comprehensive testing during the next phase of the project will be
170
Although the
resolution of the readings was quite large in comparison to the magnitude of the deflections being measured, causing some scatter in the
observed values, the results generally agreed with the analytical prediction equation.
contractor,
J.
L.
From the temperature data collected thus far, several inferences can
be made.
In general,
7:00 AM and 9:00 AM and maximum differentials occur between 5:00 PM and
7:00 PM.
Negative
temperature differentials (bottom slab warmer than the top slab) often
exist during periods of overcast skies and rain and in the early morning
hours during the winter months.
tions on the Turkey Run bridge, strains and deflections have been moni-
and bottom slabs at the pier and midspan segments have been measured
with
171
redistribution
Deflection measurements have been made monthly at the midspan sections of the bridge.
after 23 months, i.e. all deflections have been less than the measurement
resolution, which is 0.005 ft.
concluded that the resolution of measurement attainable without expensive instrumentation does not permit meaningful experimental determination of long-term deflections for this bridge.
term deflections are very small as was anticipated by the initial design
calculations.
LIST OF REFERENCES
172
LIST OF REFERENCES
173
Priestly, M. J. N., "Thermal Gradients in Bridges - Some Design Considerations", New Zealand Engineering (Wellington), V. 27, No. 7, July, 1972,
pp. 228-233.
"Thermal Stresses and Movements in
Reynolds, J. C. and Emanuel, J. H.
Bridges", Proceedings of the American Society of Civil Engineers V. 100,
St. 1, January, 1974, pp. 63-78.
,
174
175
APPENDICES
Special Note
This copy of the Report does not contain the following Appendices
Pages
Appendix A:
Construction Details
175
Appendix
B:
Section Properties
176-178
Appendix
C:
Instrumentation Data
179-188
Appendix
D:
189-191
Appendix
E:
192-207
Appendix F:
Bridge Temperatures
208-218
Appendix G:
219-225
Appendices desired.
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