Professional Documents
Culture Documents
96 PCI JOURNAL
en
Q)
Q
'a 40
.:
m
-...
Q)
Q)
CJ
c
0
0 30
'a
Q)
en
en
-...
Q)
en
-
!
a.
0
fie
20
10
om-~~~~----~~~~9------9----==~=-----~----~
50-54 55-59 60-64 65-69 70-74 75-79 80-84 85-89
Year Built
-Stringer/multi-beam or girder __._Box beam or girders - multiple
---tr-Siab ~Tee beam
""""*--Continuous stringer/multi-beam or girder ~Box beam or girders - single or spread
-...-Continuous box beam or girders - multiple ~Continuous box beam or girders - single or spread
Fig. 1. Percentages of prestressed concrete bridge types bui lt during 1950 to 1989 (Ref.1 ).
Compared with other types of pre- category of prestressed concrete grouted shear keys and, in some states,
stressed concrete highway bridges, tee bridge. 1 are provided with a nominal amount of
and single/spread box structures have In adjacent box girder bridges, full-width transverse post-tensioning as
the highest deficiency percentages . boxes are placed butted against each shown in Fig. 2. In most applications,
However, since their introduction, no other as shown in Fig. 2. Adjacent box a 2 in. (50.8 mm) non-structural wear-
major structural improvements have girder bridges are widely used in most ing surface is added. In a few cases,
been made to the system. Therefore, parts of the United States for spans up however, a 5 to 6 in. (127 to 152 mm)
there is definitely good reason to im- to 100 ft (30.5 m) due to ease of erec- structurally composite concrete over-
prove these bridge types and thus con- tion, shallow superstructure depth, and lay is used.
tinue and let grow the already excel- aesthetic appeal. The girders are gen- R ecent s urveys of adjacent box
lent reputation and performance of this erally connected at their interfaces by girder bridges have revealed frequent
July-August 1996 97
~
Girder length: 81' - 6" :
Elevation
~
I
"" "" I
~-- ------ ---- ---- --- ----------- --- - - - - -- --- --J
r- -- - ..,
I I
Girder center - -r- - - - - - - - - - - - --
I
-- - -- -
I
- - --- -- -- -- ----------------------------------
- -- - --,~
Transv:rse J
Plan post-tensioning
Fig. 2. Elevation, plan and typ ica l cross section of precast box girder bridges in the United States. Note: 1 ft = 0.305 m;
1 in . = 25.4 mm.
longitudinal cracking in the grout keys ment corrosion. This is particularly cient consi derati on of the structural
and reflective cracking in the overlay prevalent in bridges without relatively behavior of a bridge. 2 Both shear and
over these keys. In some cases, water thick composite concrete overlays or bending must be transferred at the
and deicing chemicals have penetrated inadequate transverse post-tensioning. transverse j oi nt betwee n girders in
through the cracks, causing concrete Martin and Osborn related the prob- order to control both translational and
staining and spalling and rei nforce- lem of reflective cracki ng to insuffi- rotational deformation.
98 PCI JOURNAL
20 Girder length: 17 600 20
. lr
l~ Tran~verse post-tensioning
t_A
4 300 4200
17 ()()() 300
Elevation
11200
Curb (CIP)
Wearing surface
(50-80mm)
Transverse post-tensioning
Cast-in-place concrete I (at diaphragm location)
I I
13 = 10 140
A-A B- B
Cross Section
Fig. 3. Precast, pretensioned concrete box girder bridge system for simple short span. Note: 1 m = 3.28 ft; 100 mm = 3.94 in .
A few state DOTs, e.g., Michigan, are similar to those in the United combines the performance require-
use a combination of heavy struc- States, except for size and shape of the ments for a Japanese bridge with the
turally composite topping and a large longitudinal joint between the girders simplicity of American construction
amount of transverse post-tensioning. and the amount of transverse post-ten- practices. The proposed design in-
Composite topping is not a structurally sioning.3 Cast-in-place (CIP) concrete volves provision of post-tensioned
efficient solution because it does not is placed in relatively wide and deep transverse diaphragms at quarter
control differential rotation of the box, joints between girders, as shown in points of the bridge span.
nor is it an economical solution be- Figs. 3 and 4, as opposed to narrow The diaphragms would be made
cause a composite concrete topping mortar-grouted joints in the United continuous in the space between the
costs about four times as much as a States. Higher levels of post-tension- boxes through deep blockouts filled
thin layer of bituminous concrete. ing are used in Japan than is the gen- with grout. Post-tensioning is provided
In reviewing the practices in other eral practice in the United States. based on bridge width and loading, as-
countries, it was found that cases of In the following sections, various suming the bridge consists of an as-
longitudinal cracking are seldom re- design approaches of typical precast, sembly of rigidly connected stringers
ported in Japanese adjacent box girder prestressed concrete box girder and diaphragms. A preliminary design
bridges . Cross-sectional shapes and bridges are discussed. A proposed de- chart has been developed for simple
design criteria for box girders in Japan sign is also presented . The design span bridges of common width and
July-August 1996 99
170 560
Transverse
post-tensioning c GlB
100 180 180
m A
- 100
A - A B - B
Cross Section
Transverse post-tensioning
Detail C
Fi g. 4 . Tran sverse post-tensioning arrangement for Japanese box girder bridges . Dimens ions are in mi ll imeters.
Note: 100 mm = 3.94 in.
40
~
......'"
""'"
.5
'S
E!
(!)
E
u'"
.
.5
ii
Cl)
c
~
adequate grout installation and trans- a ~c
verse tie force. The ties used for the :::>
failed joints were 1 in. (25.4 rom) di- Item Considered
ameter A36 rods spaced at the third
points along the span with an approxi- Fig. 5. Survey summary.
mately 400 ft-lb (542.3 N-m) torque.
As a result of this investigation, the
West Virginia DOT changed its prac- 12
tice as follows: Number ofTr , sverse Ties
1. A pourable epoxy is used instead I --None '_ - - Three I
10 +-- - - - - - t - --------i---1 _ -Four
of a non-shrink grout in the shear key.
2. The surfaces to be grouted are
sand-blasted. ......"'
~
~
8
..... ...... ...... ~ . . .............. . .
00
3. Post-tensioned high strength ties .... . . ...... ::-. ,.~~
are used. ...= 6
I ,
"' "'
~
In Oregon, the practice for adjacent .Q ....
box beams is to begin erection at ei- e::s 4
........ ....
ther one of the exterior beams or at the z
center of the bridge. After the first .' ................. .. .,.
2 .... ........
! ....
two adjacent beams are in place, the
transverse tie rods are installed and the
0
_.. -- . . +- .. :
nuts are tightened. The sequence con-
20 20- 40 40-60 60-80 80- 100
tinues by placing a beam, installing
the appropriate number of tie rods, and Span (ft)
tightening the nuts each time.
After all the beams in a span are in- Fig. 6. Number of transverse ties. N ote: 1 ft = 0.305 m.
stalled, the bottoms of the shear keys
are sealed with a backer rod and the
keys are filled with grout. The keys sium ammonium phosphate grouted the transverse shear force to be re-
are sandblasted in the precasting plant specimens displayed an exceptionally sisted by the joint for the appropriate
to remove laitance and enhance bond. higher failure load than the non-shrink values of span and {3, where f3 is given
The area around the shear keys should grout specimens. This result encour- by the following formula:
be kept moist for 24 hours prior to in- aged the use of magnes ium ammo-
stalling the grout. The grout should be nium phosphate for keyway grouting
kept moist for a minimum of 72 hours applications to eliminate some of the
following the installation. problems encountered with keyways .67
Gulyas, Wirthlin, and Champa un- The Ontario Bridge Design Code as- in which
dertook a labor~ory study to compare sumes that the transfer of load from b = half width of bridge
non-shrink grouts and magnesium am- one beam to another takes place L = span of bridge
monium phosphate mortars.6 Compos- mainly through transverse shear and Dx = longitudinal flexural rigidity per
ite grouted keyway specimens were that the transverse flexural rigidity is unit width
tested in vertical shear, longitudinal equal to zero.'8 Charts such as those Dxy =longitudinal torsional rigidity
shear, and direct tension. The magne- shown in Fig. 7 are used to determine per unit width
~
_.I\
' \
~ L . ~ = 1.0
/ /
'\
\I\
'I/ 1/
V /
~~
_,-~
= 1.0_ -
-
For spans up to 100 ft (30. 5 m), by
usi ng five diaphragms, two at the ends
! 200 ~ = 1.5
1\ lv 'v / r ~ ~ 1.5 -
..,'V\ /
\ and three at quarter points, differential
~
i
I\ K '\ rl3 = 2.0 ' v' .\
~\ ~ IX..
= 2.0-
I
-
deflection is limited to less than 0.02
CD
"'~ l' ./
1\ ,\..
"" .......
IX \\
\~
)\
!\..
'- !
!
in. (0.5 mm), which is an acceptable
amount. The use of three diaphragms,
- --
"'c: 100
~ 1'..1...... ........ ~ ......
"""
'-i '-J.....
two at the ends and one at the middle,
~
0
" ~
'
...... ~ :""'o
I
- """'
....... .,.._
r- I
~ ........... :---.. -.i..
f"""o" ~--
I
I
requires Jess transverse post-tension-
ing than a five-diaphragm arrange-
ment. However, the corresponding dif-
ferential deflection may becom e
0 10 20 30 40 50 10 20 30 40 50 unacceptable, which defeats the main
Span (m) Span (m) purpose of transverse post-tensioning.
Alth ough the proposed five-
Fig. 7. Ontario Code design cha rt (Ref. 4). Note: 1 kN/ m = 0.0685 kips per ft; diaphragm system provides a good
1 m = 3.28 ft. balance be tween performance an d
eco nomy , an additional parametric
study may produce a more optimum
The Ontario Code also requires that The amount and location of post- so lution. Parameters to be considered
adjacent box beam bridges be pro- tensioning for the diaphragms are de- should include speed of construction,
vided with a reinforced concrete struc- termined by the flexural design. The tolerance to differential deflection be-
tural slab of at least 5.9 in. (150 mm) design is primarily based on the work- tween girders , and maximum accept-
thi ckness capable of providing the in g stress method with the flexural able post-tensioning force.
shear transfer between the units. Be- strength checked. A shear check is
cause of this provision, the bridges do usually waived in standard design. Precast Section Modification
not have to rely on a grouted shear key Fig. 4 shows a typical transverse post-
to transfer loads. tensioning arrangement for a Japanese A minor change in concrete dimen-
box girder bridge. sions is recommended to allow for the
placement of grout between girders at
JAPANESE PRACTICE the diaphragm locations. The modified
PROPOSED DESIGN precast section is shown in Fig. 9. The
Four to seve n equally spaced di-
I in. (25 mm) side pockets are pro-
aphragms, including end diaphragms , Prior to describing the details of the
vided with internal blackouts on the
are commonly provided for box girder proposed design , the design methodol-
forms, as shown in Figs . 9 and A 1.
bridges in Japan.9 About 6.7 in. (170 ogy is discussed. The proposed change thus does not re-
mm) of clear spacing in the longitudi-
quire any modification of existing
nal joint between girders is used in
Design Methodology steel forms .
Japan to provide for adequate toler-
ance of differential camber between The proposed design involves provi-
girders. Box girders and diaphragms sion of rigid post-tensioned transverse Member Force Analysis
are integrated by cast-in-place con- diaphragms . The diaphragms serve as Grid analysis is used to determine
crete between adjacent girders and the primary wheel load transfer mecha- the member forces. The bridge deck is
post-tensioning. All highway bridge nism between adjacent boxes. Without modeled as a series of beam elements,
decks in Japan are covered with a 2 to diaphragms, each box must be designed representi ng the girders, connected
3 in . (50 to 80 mm) concrete or as- to carry a full set of wheel loads with- with another series of crossing beam
phaltic concrete wearing surface. out contribution from adjacent boxes. elements, representing the diaphragms.
Because of the built-in integrity, su- As a result, large differe ntial deflec- The joints between elements allow fo r
perimposed dead and live loads are dis- tions between girders will take place tran smi ssion of shear, bending, and
tributed over the entire bridge system in and reflective cracking could be ex- torsion.
both the longitudinal and transverse di- pected [see Fig. 8(a)]. However, if the It is important to se lect reali stic
rections. The member forces in the box box girders are fully connected, the properties of the girder elements to ob-
girders and the diaphragms are com- load is distributed over the entire bridge tain valid results. For example, it may
puted by modeling the bridge deck as a width and the deflected shape becomes be important to consider shear defor-
slab or a gridwork of beam elements. a smooth curve [see Fig. 8(b)]. mations if the girders are relatively
--
D a!
---------- i----------
I I
I
' '
v
II I
II I
II I
,_---------_I,_---------_:
Wheel load
force for the quarter-point diaphragms continuously supported over the abut- (1.72 MPa), applied to the diaphragm
as for the midspan diaphragm. The end ments. For the end diaphragms, it is cross-sectional area, in order to main-
diaphragms, however, have almost no recommended to use a minimum ef- tain adequate stiffness at the ends of
bending moments because they are fective post-tensioning stress of 250 psi the bridge.
. II
1" 46" 1"
steel rods secured by nuts should not
be considered sufficient to achieve full
transverse flexural continuity unless
ll. 2" dia. duct-
. --
----
180
--g
160
_,., . ;:_ --
.. -.
-
~ 10 .. / ----- -
rl>
c.
...=
I:JI
8 ./
V / - , .. : ;..:
.,. ,-"'
.... "
. . ...,.,.-.r--
. .. "" ...;..:. *""' ..
140
120
, ....,.... -;-
,..""
.....
rl>
/<
rl>
41
. -;- 100
"" -: --. :;,
rl>
Box Depth ( n.)
41
,.. ,........
6
~ /
.. -; - - 27
..
41
-~
u
/ ""
,.. v ..:;. .
"" ..:""
,. - - - 33
.. . - .- 39
80
~ 4 ---- 60
f;l;l "" - - - -42
40
2
20
0 0
20 30 40 50 60 70 80
Width (ft)
(898 kN) per diaphragm . The design sions ' 2 has been di scussed previously. of a very large grout key filled with
chart in Fig. 10 shows that the applied Step-by-step numerical calculations cast-in-place concrete, and a heavy
post-tensioning force depends also on are provided in Appendix A. concentration of transverse post-ten-
the bridge width. The bridge has a simple span of sioning. Cases of longitudinal crack-
The above figures show that the rec- 80ft (24.38 m), a width of 52ft (15 .85 ing are seldom reported in bridges
ommendation given by AASHTO m) and is assumed to be subjected to with heavy full-depth tran sverse post-
LRFD is not precise. The authors sug- HS-25 truck loading. As the appendix tensioning.
gest that the LRFD Specification indi- calculations show, the post-tensioning This paper provides a methodology
cates that the bridge deck be designed req uired per diaphragm con sists of for the transverse design of precast
as a rigid assembly of gridwork and two 11/ 4 in. (32 mm) diameter 150 ksi concrete box girders without compos-
that post-ten sioning acting on t he ( I 034 MPa) post-tensioning bars, one ite topping. It is shown that the tran s-
transverse members of that grid , i.e. , near the top and another near the bot- verse pos t-tensioning needed is al-
the diaphragm lines , be designed for tom of the box. most constant per unit length of the
not less than 250 psi (1.72 MPa). bridge span, and varies significantly
with the bridge width. A design chart
CONCLUDING REMARKS is offered for a preliminary determina-
DESIGN EXAMPLE This paper discusses the current de- tion of the post-tensioning required
The proposed design is ill ustrated sign practices of precast concrete ad- for standard girder depths and com-
through a numerical example of a sin- jacent box girder bridges in the trans- mon bridge widths. For situations
gle span bridge. A general view of the verse direction. Most state DOTs in where there is a large skew and where
bridge is shown in Fig. A I (Appendix the United States use relatively small accurate results are required, the de-
A). The loading arrangement and flex- grout keys and little or no transverse tai led grid ana lysis s hown in thi s
ural design criteria are consistent with post-tensioning. Some states use large paper is recommended.
the provisions of the AASHTO Stan- transverse post-tensioning, without The construction procedure dictates
dard Specifications for Highway any theoretical justification. Japanese that post-tensioning be applied after,
Bridges. '3 A discussion of the applica- practice, on the other hand, requires a not before, the shear keys are grouted.
bility of the AASHTO LRFD provi- detailed analysis of each bridge, use Another important feature of the pro-
<f.
Girder length: 81'- 6" :
9~~r------------------~s=~=n:~8~o~-O~"--~i __:
Elevation
11: r - -~-----E~~:-------~f-~~~:~~---------2
Il l' ____________________ *
-- - - -
Girdercenter- !1 ~ - - - - - - - -
~
:-- ----- -1 r
_____________________
~: ~
-- --
- - :1
1
1 ~
_ r - - --- --- -r _r - - - - -- -- - -- r
~ "" j ., I "" I
Transverse post-tensioning I
Plan
52'- 2"
1'-2" 24'- 11 .. 24'- 11 ..
I I
I I
Fig. A 1. General view of bridge for proposed design. Note: 1 in . == 25.4 mm ; 1 ft == 0.3 05 m .
I I
r-------~--------~------~------~~
~
r-------~------~--------+-------~
~
~
r-------~------~--------+-------~~
b
r-------~~-------4--------~--------~. ~
Oo
r--------r--------~------~------~~
'<:t
II
r-------+-------+-------~------~~
00
'<:t
r-------~------~--------+-------~~
@> r---------~------~---------+--------1, ~
....
N
r-------~~-------4--------~--------;.~
k------------r----------~~----------~----------~~~
k-----------~----------~-----------+----------~~~
r--------;--------~--------+-------~~
k-----------~----------~~----------4-----------~~ ~
The calculations below follow the the diaphragm is equal to the depth of Live load: Lane live loads and truck
AASHTO Standard Specifications for the box, in this example 42 in. (1067 loads were applied separately and the
Highway Bridges. 13 All provisions and mm), while the width is 8 in. (203 mm). larger moments produced were used
equations referenced below corre- Thus, the properties of the diaphragm for design.
spond to the AASHTO Specifications. are as follows : Truck loading: Truck loads were im-
The general view of the bridge is A = 336 sq in. (217 x 103 mm 2) posed according to AASHTO Specifi-
shown in Fig. AI. I = 49,392 in.4 (206 X 108 mm4 ) cations. The truck loading positions
1 = 6279 in. 4 (261 x 107 mm 4) that produce maximum moments in
Design Description the midspan diaphragm are shown in
Span: 80ft (24.38 m) Fig. A3. Point loads that are not lo-
Grid Analysis
cated at girder centerlines are con-
Total width: 52ft (15 .85 m) The grid analysis was performed to verted to equivalent point loads at the
Live load: HS-25 compute bending moments in the di- girder centers through straight-line
Girder spacing: 48 in. (1219 mm) aphragms. Fig. A2 shows the struc- proportions as shown in Figs. A3(b)
Concrete strength: tural model for the bridge. Horizontal and A3(c). For example, referring to
J: precast= 7500 psi (52 MPa) lines represent box girders and vertical Fig. A3(b), the first point load is as-
J: grout= 7500 psi (52 MPa) lines represent diaphragms. sumed to act entirely on Girder G5
Impact: while the second point load is equally
50 loadings divided between Girders G6 and G7.
I= =0.244 For the case of positive moment, the
80+ 125 Dead load: Assume solid concrete
cases of loading one lane and three
curb and railing:
lanes were also checked.
Section Properties w = 0.48 kips per ft (7 kN/m)
Lane loading: The equivalent lane
Box girder: 14
Only a concrete rail weight was ap- loading positions that pro~uce maxi-
A = 842.5 sq in. (544 x 103 mm 2 ) plied to Girders G 1 and G 13 as super- mum moments are similar to those for
I = 203,088 in.4 (845 x 108 mm 4 ) imposed dead load because the almost truck loading. Lane loading consists of
1 = 366,849 in.4 (153 x 109 mm4) uniformly distributed wearing surface a distributed load of 0.08 kips per sq ft
Diaphragm: The cross section of the does not produce significant bending (3.83 kN/m 2) and a line load of 2.25
diaphragm is rectangular. The depth of moments in the diaphragms. kips per ft (32.83 kN/m), over a lane
I 14'-0"
_.,......__14'-0"I
20 kips 20 kips
52' - 2"
52' - 2"
Fig. A3. Load ing positions for truck load ing. Note: 1 ft = 0.305 m; 1 in . = 25.4 mm.
width of 10 ft (30.5 m). Each girder is G9 receive equal shares of the two- percent of the lane load each, while
assumed to carry the part of the load lane load for positive moments, i.e. , Girders G2 and G 12 receive 40 per-
that lies within a width equal to half each girder receives 40 percent of the cent of the lane load each and Girders
the spacing between girders on each lane load. Similarly, for negative mo- G3 and Gil receive 31 percent of the
side. Accordingly, Girders G5 through ments, Girders G 1 and G 13 receive 29 lane load, for a total of two lanes.
Dead load
N
"<t
oO
"<t
t-:
.,.... (kip-ft)
--.t:
00
"<t -.:!"
,....; I I I
-
0
a\
!"'-
-.:!"
I
I
.... _, I
""!
(kip-ft)
0\ ~ .,...
0\
M
~ r-.:
-.:!"
!"'-
-.:!"
C"i
~
~
-.:!"
Member Force Analysis Working Stress Design 7500 = 4500 psi (31 MPa) according
Moments of the span center di- Concrete stresses at prestress trans- to AASHTO Specifications , 1995
aphragm are used for design . In this fer are satisfactory, because the pre- Interim.
example, the truck loading rather than stress eccentricity is zero and no mo- Tension is not allowed as explained
the equivalent lane loading controlled ment exists at that time. Allowable earlier. Design calculations show that
the design . The resulting bending mo- compressive stress due to effective two 1 1/ 4 in. (32 rnm) diameter, 150 ksi
ment diagrams are shown in Fig. A4. prestress plus maximum load is 0.6 x (1034 MPa) post-tensioning bars are
2" 8"
- Grout
~----
I
I
i
- - 7~"
:
I I
42"
I I
I
I
I
27"
I I
I I
I
I
I
i I I
I
--- _, ,_
--
I
I L '-- Transverse post-tensioning
~in. diameter threaded bars (150 ksi)
2 in. diameter ducts in girders
APPENDIX B- NOTATION
a, a 1 = concrete dimensions defined fs' = ultimate strength of prestress- Mn = nominal moment strength of a
in Table l(a) ing steel section
A = area of concrete section J:u = stress in prestressing steel at Mrot = total moment due to service
Aps = area of prestressed tension re- ultimate load load
inforcement hop = concrete stress at extreme top Mu = factored moment at section
fiber
b = half width of bridge Pe = effective prestressing force
h, h 1 = concrete dimensions defined
d = distance from extreme com- Ytop = distance from centroidal axis
in Table 1(a)
pression fiber to centroid of of section to top fiber
tension reinforcement I = impact fraction
Ybot = distance from centroidal axis
I =moment of inertia about cen-
Dx = longitudinal flexural rigidity of section to bottom fiber
per unit width troid of cross section
J = torsional inertia w = uniform load
Dry = longitudinal torsional rigidity
k, k 1 =torsional parameters {3 1 = factor for concrete strength
per unit width
L = span of bridge 1jJ = strength reduction factor
!bot = concrete stress at extreme bot-
tom fiber MD = moment due to dead load p = tension reinforcement ratio
J: = specified compressive strength ML+I =moment due to live load in- y = factor for type of prestressing
of concrete cluding impact steel