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CONTENTS
Page
. Introduction . 94
Structural Details 95
. Distress Singnals 97
3 Work Strategy 98
. Diagnostic Tests 98
Q\U\-\UJt.\)|- Assessment of Root Causes, Extent of 102
Damage and Options of Repair
. Load Test 106
00\l . . Rehabilitation Scheme 108
9. Trafc Management 111
10. Problems in Execution 111
1 1. Quality Control 114
12. Some Relevant Lessons 115
SYNOPSIS
@ Written comments on this 15'aper are invited and will be received upto 15th December,
1999. ~
* Chief Engineer (VVest), I\/Iinistry of Surface Transpoit, New Delhi
** Engineer-in-Chief, Karnataka P.W.D., Bangalore
+ Vice-President, STUP Consultants Limited, Mumbai
++ Principal Executive, FPCC, Mumbai .
94 l3AI\llUlEE, SO.\.1ASl-lKll/\l<AllA, _iO(3l,I'-LK.l\l'< l\/l.-"~_|\'.llil'<li ow
The alternative options for short term and long term ruliabililation are mentioned
giving details of nally chosen options. The actual cxlveliencc of carrying out repairs and
work methods used are presented
The bridge is on the coastal belt and is exposed to hostile marine atmosphere. The
methods described will be helpful in rehabilitation of many similar structures in the coastal
ZIFOHS.
1. INTRODUCTION
yd
The deck carries standard two lane road oi? 7.32m (24 ft.) with 1.53 rn
(5 ft.) footpath on either side.
2.1. Superstructure
The deck consisted of compression anges of main girders and gap slab;
cast between two anges and cross-prcstressed. The hamnier-head portion
similarlv has ve main prestressed concrete girders and four cross girders, all
cast~in-situ integrally with the RCC pier.
On the top of the deck, a wearing coat of reinforced concrete was laid over
the hammer-head portion while on suspended span bituminous concrete was laid.
The RCC wearing coat was not part of the original design, but was added at a
later date.
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of l>.(l n1. Over the wells. r: cap is provided 0124.11 Ill. dla and l).<..il m. thick
tfelli1lt1r1;>iers 01' l >62) Ill. rlia. and >%l'.7 lll witle are ct:-n:st1'ucter.l on ilicse rzapg
Tin.-re are tour intci-11'|<:t'liatc tfclls v.ith '\~.T2lll l\llLl~Tllt.<.>-1 cl <'}=2fi lll. llie well
foundation and pier sections are as shown in Fig. 2.
Cast steel segmental Roller and Rocker Bearings were provided below each
web at articulation points.
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3. DISTRESS SIGNALS
It was observed that expansion joints were not properly functioning and
ere not leak-tight. l3unctioning of some of the bearings was also suspected
orrosion of reinforcing steel. could be seen in patches. The first span on
onnavar side exhibited one or two corroded and snapped prestressing wires, and
lis span was provided with temporary supports. These devel.op.m.ents gave an
arming signal, especially in background of distress and failure that had taken
ace elsewhere short time before.
98 ll-\.\'l~.t~:n<:r.. {S<"t\1.=e;t;kimt<,u>1>,\_ .l1J(-'l}EKAl< l\1\'\"Jl l<l-. or;
/\ systeniatic and diagnositc testing was needed to check the condition oi"
\rzu'ious ct>1npt>ncnt;\" oi the britlge, (Xitistillztrlcy oltci'.\ were iiivitcd in 1991 anti
STUP Consultants Liinitetl working in association with /\(.'.I*;R (_.Ol'lSlllLLllltS Ltd
(U.K.), S'lA'1S Ltd. (Il_K,) and Transport Research Laboratories (U.K.) were
appointed to cary out inspection and forensic tests and to evolve suitable;
rehabilitation plan.
4. VVORK ST'RA'lIGY
The following eld tests were conducted with spceic purpose as men-
tioned, yielding data for evaluation of root causes of distress, leading to
appropriate repair methods and for carrying out analytical studies.
5.1. Field Tests
(a) Dimensional Survey: This was carried out to establish as-built span
lengths and sectional details for structural analysis and to check if
any settlements or tilting of foundation is noticed.
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1.
From ticld 21 large number of dust samples from various depths o1I'tlif1erent
elements were collected. I,umpsamplcs zmtl c<>re-samples were also taken. Tltese
were used in the following tests:
(21) Cores for Strength: From number of cores taken from different parts
of the structure, cylindrical test samples having different I/d ratios
were tested and results converted to equivalent cube strength values.
This data was used in conjunction with the Schmidt Hammer Test
Results. Without going into details, it can be stated that the cores,
in general, have limited use and evaluation of the strength of
structural elements and acceptability in the present conclition calls for
considerable experitise and experience.
' "*'?'rft\*
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(1) The alignment of the bridge and levels did not indicate any abnormal
movement or settlement in construction.
rw
(2) lhe environment is typical marine and aggressive. The chloride
penetration is atmospheric in original, and reduces its intensity from
the surface to inside.
(3) The Chloride contents high. More than 60 per cent samples have
shown results in excess of 0.3 per cent uorides, and the loss of
cement values as high as 3 per cent were noted in the test results.
(4) The depth of carbonation, generally lies between 20 to 30 mm from
surface. In slabs and in poorly compacted area, depths of peneti-atio'ri
upto 130 mm were measured.
(5) Half Cell Potential studies indicated that in different elements of
structure corrosion was vigorous in 5 per cent to 10 per cent areas
and in 30 to 40 per cent areas the results indicated comparatively
slower, but active rates of corrosion.
(6) The corrosion in general was of intermittent nature, vigorous in wet
season and dormant in dry season. Because of high level of Chlorides
and long wet season, it is not possible to eliminate corrosion activity
in a practical and economical way. As a result, the life of the structure
is adversely affected. It was difcult to make quantitative assessment
of remaining life of the structure, although it was possible to make
intelligent guess. i
The hand rails were in steel, xed in concrete pillars. The concrete pillars
were damaged and needed to be replaced.
6.3. Footpaths
The structural cantilevered supports, edge beam and pre-cast slabs were
damaged beyond repair and were required to be removed and replaced.
RI-Ill/\l3ll.Tl.1\|'lOl or Sli./\R./=.\/.=\l'lll BRll)(l~.' /\'l ll<1.\x/tv"\i~;. lsl./a1<>1/x;i AH Ix. it);
The gap slabs and wearing coat were dainaged over suspended spans,
although top anges of main girders were of acceptable quality. The wearing coat
over hammer-head portion had been replaced by structural concrete during earlier
repairs and was found to be in a good condition. The gap slabs were of poor
quality, and the cross prestressing ineffective. Hence this could not be relied upon
to carry longitudinal stresses as well as impact of vehicles. It was decided to retain
the gap slab and use it as shuttering for casting of new RCC deck slab. The new
RCC deck slab was extended on either side of the external girders to constitute
footpath at the same level as deck slab.
Expansion joints had been damaged, and also not waterproof. They needed
replacement.
ret|11ircmcnt oi
This decision led to the l'Ct]1lll'(?l"llClll of lull
full scale load test as described in
conteniplatcd tor
Para 7, which was not originally conteniplzited for this purpose.
Diaphragnis
6.7. Main Girders/Intermedlate I)i::pl11agn1s
/
llence
The quality and strength of concrete in main girders was acceptable. Hence
it was decided. to continue use of it element. acting in
main structural element,
conjunction with newly laid RCC deck slab. It was necessary to retroi_"1ttl1e
ret.roi_it the design
as a composite section and provide shear connectors between top anges flanges and
check was also carried out to calculate stress levels in case when
RCC slab. A cheek
shear connectors become ineffective.
The main prestressing cables in girders were examined visually at a number ~r_
of places by exposing them, and where possible, endoscopic examination was
oi"
carried out. "Hie extent of corrosion was mostly nominal and observed at location
of absence of grout or inadequate grout. However, severe corrosion damage was
The sheathing itself had started corrosion in places, but
also noted in some cases. 'Ihe
'lhus, in an overall sense prestressing was
was generally in acceptable condition. Thus,
effective, but in local patches of reduced magnitude due to loss of section by
corrosion.
Also, further loss of effective prestress was suspected based upon the
general observation in prestressing eld that the long temi relaxation loss is
higher (almost double) of relaxation loss accounted for in the original design
based on practices followed in sixties. Since no definite level of effective prestress
could be ascertained, nor assumed, for the girder, it was necessary to carry out _
. -Q
a sensitivity analysis assuming different levels of losses. The different levels were
based upon the observation of extent of corrosion and the extra relaxation loss.
The external prestressing force was proposed on the basis of these evaluations
and the requirement to carry extra dead load arising from new RCC deck.
The effect of external prestress was also checked assuming that that. initial.
effective. In
design level of prestress is fully eitccti\/e. ln this evaluation, the actual strength
of concretein girders and variability in the same had also to be kept in mind.
C2'ilL')Lll2ll,lOIlS are extensive and produce large data on stress levels which
All these calculations
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is required to be assessed as a whole, and an engineering judgement formed about
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or Sit.-@.r<-~.\:.~.t1t1
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S I'.
Sr Stress MP:1
N O.
No. Load With Corrosion Without Corrosion
Loss
Lo ss I_,oss
Lo ss
Oh UR Or. 0'
61l
6.9. Substructure
7. LOAD TEST
7. 1. General
overcome and locally made zero at the crack locations, Table 2. During the
loading and unloading cycle, the deection of the hammerheads was also
measured, which enabled calculation of the stiffness of the harnmerheads. In order
to obtain Il121XiIIll1I1'l information about the behaviour of the superstructure, the
following additional observations were made:
(=1) Electric Resistance Strain gauges (ERS) of 120 rnrn length were
externally tted on concret.e surface to measure strains during
loading, unloading, and diurnal thermal cycle of the deck in unloaded
condition.
(b) The girders are prestressed by cable of 1207mm wire Freyssinet
System. Ten number of wires from two cables each in ve girders
were exposed and made for instrumenting with ERS gauges as well
as mechanical strain measurements during load. testing. The exposed
length was 1500 mm.
(C) After the tests, the above wires were cut to measure loss of strain
due to cutting, from which also residual prestressing force could be
calculated.
lilo B.-'\;\I?.ltll-11>, Sow-.\iiJ<ti.-i1<-at-1>.@,. Jon: |>t<.-we <5; M mu l<i~.
(ti; The sli]>;>age of cut end of the v.ii<:;\, Ill thr: l\(ttlli _\icltle.d
itiforinatioii about the qtiality of gi"o11t1n;.=,,
(cl /Xlso [ITS of wires was establishetil in lab.-oiuIt*>i'ies.
(I') The temperature effects were corrected by measuring actual tempera-
ture of concrete near cables and near top of girders.
(a) Residual pres tress in the bridge where corrosion has not ztffcctorl rm;
steel area was still more than the design level after 25 years than
that envisaged in the original design. The extra expected loss due to
relaxation, if anv, was not apparent, possibly due to extra level of
prestress imparted originally during construction. Information about
the same was not available. The UTS of wires and its elongation were
satisfactory.
(b) The grouting was not fully effective and cables were more-or-less
unbonded than bonded. This was revealed by large amount of
slip-in of cut cables in ducts.
(c) stiffness of concrete harruner-head was confirmed. These tests
permitted designers to nalise the level of external. prestressing and
extent of load-transfer of (DL&I..L) from concrete hammcrheacl
to steel brackets with a larger degree of condence.
8. REHABILITATION S CHEIVIE
After carrying out various studies discussed above, the consultants had
come out with several options of rehabilitation categorising them basically l[l two
groups of short term and long term repairs. These options were submitted to
Karnataka P.\V.D. and MOST together with cost. estimates for the same. After
d etai'l e d examinations and discussions, the MOST had selected a mixture of short
term and long term approaches in such a way as to ensure availability of the bridge
for a period of another 20 to 30 years (an estimate based on the engineering
judgement) which also was technically suitable and nancially affordable. While
itaking
' ' " " ' was" k ep t in
the tlecision,1t. ' mind that proposal for
. new bridge on Sharavathi
for carrying NH-17 trafc was under scrutiny, and was likely to come up in
foreseeable future due to increased trafc. Some of the repair measures such as
removal and replacement of footpaths were coiiinion to all Solutions. However,
the width of the footpath was minirnised to meet the functional needs without
r .1 3 .'
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- I --amen PROOF
_ ME HERA NE OF
s r1'\m.OF Mt-STIC
A s PHALT
Fig. 5. Details of new deck R.C.C> slab over existing PSC girders
a i
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STRENGTHENING
DEVIATOR BLOCK
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-- -TEMP 1STEEL _ _ _
JACKINC BRACKET or
PIER JACKET
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OF PIER
10,- Proi/iding and fixing drainspouts at pier and susperideg span locations.
11. Providing waterproong over reinforced concrete overlay.
12. Providing bitumen concrete wearing coat over waterproofing layer.
13 Providing and xing of handrails in steel.
Riali.~.i:i1..rr/\'11<>N oi- llAl</~.V/\l'lll liizimiiz .-~41 ll<ir\\.r\\=v~ii~:, i\l<.\'.-t\l.-\l<A 1 11
Sharavathi Bridge being an important link, it was not possible to close the
traffic entirely on this bridge. There was no diversion available nearby. It \vas
therefore, decided to allow light vehicles while repair work was in progress and
heavy vehicles were taken by ferries, operating near to the bridge site on the
downstream side.
On either end of the bridge, barriers were erected to prevent entry of heavy
vehicles. On 5 kms at either end of the bridge, boards were displayed to enable
heavy trafc to reach the ferry location without touching the bridge. Number of
speed breakers were provided t.o restrict and maintain the speed at 10 km per hour.
Usual precautions were taken to provide signals and traffic police at the ends.
To begin with, a width of about 3.1 m., was tackled (above 2 girders)
leaving half of the deck to carry traffic. The vehicles had to pass carefully through
the restricted width.
Planning for execution was done on the basis of data and drawings
available. However, as it happens normally in rehabilitation projects. there were
number of different situations and difficulties encountered during execution.
Some of the interesting cases are described below:
In case of Pier No. 13, the well had shifted towards upstream side. It was
not therefore, possible to fix reinforcement in well cap and shuttering for pier on
the downstream side. Concrete corbel was constructed to solve the problem as
shown in Photo 4. "
l 1? 1% =~._\'1:t<u_a1;. i~;<:-\1 \\.l.-.i-iil/\l<.=\}'l.-'~., Jo; ($1 i\'l\_\l!12~;.l- ow
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Photo 4. Corbel to Well Cap
Tidal variation in water levels was of the order of 2.5 m. to 3 n1. Concreting
by using barges was not therefore, feasible This was handled from the deck and
special chute was made to get the concrete below deck level.
With traffic plying, extremely limited space was available for men,
materials and machinery. Inspite of precautions and contro-ls, vehicles used to
tread on rebars and sometimes on green concrete. During night time, prohibited
category of vehicles used to ply. Strengthening of barricading and increasing
guards eased the situation.
l-.) he tianitigerl and hotieyconibed. In all these cases, the stirt'ace had to be nittde
regular, compatible witli the bracket for proper distribution oi the load.
At the end of the bracket, jacking Stool was provided. In certain cases, this
stool had to be removed and re-positioned to suit the placement of the jack for
load transfer.
Brackets were xed to the pier wall by 36mm dia cornrnon studs of 2.2M
length made of alloy steel. For xing the studs, holes were drilled through the
pier wall. Where drilling could not be done perfectly the holes had to be suitably
treated by epoxy mortar to get proper bearing.
In case of Pier No. 19. downstream girder was found shifted transversely.
Consequently, inclined member could not be connected to the common anchor
plate xed to the pier wall by anchor fasteners. An extension member in between
the anchor plate and inclined member could solve the problem.
Fixing of anchor plate for end brackets was complicated in some cases due
to fouling of cross cables while drilling holes in pier wall for fasteners. The
congestion of reinforcement in this area compounded the problem. The plate
location had therefore, to be modied.
Inclined member of the bracket was connected to the studs in the pier
through 16 mm plates. During some of the initial load transfers, it was observed
that the local bending caused distortion of the end portion and local stiffcners
were required to control the sznne- Since majority of the brackets was erected,
the stiffeners had to be welded insitu. This was found to be very cumbersome
and time consuming job-
lid ' Ii-."r1"+1 i-i'*~v-1tut-i*~l~i~a |(lt>ll,l\.<'\l-1 3\..' I ti ~
l 1. QUALITY CONTROI.,
On this rehabilitation job, many conveiitioiial and niaiiy new i1l(i[Cfl,1l.5 anti
methods were used. All of these were subjected to rigorous quality tests and S()ll1tt
of the important ones are given below:
Structural Steel: All Slnlctural steel was sourced from SAIL and
conforming to IS:2062. Steel from every lot was tested for tensile
strength, bending, E value and shear. Every lot was tested.
For welding, penetration test was done for brackets, deviator blocks
and anchor plates regularly. Additional tests were done at site on
alloy steel. Studs were used for connecting two brackets.
/1
The Authors are very much grateful to the engineers in Ministry of Surface
Transport, Authorities in Karnataka PWD, engineers from M/s.- STUP Consult-
ants Limited and FPCC for preparation of this Paper and successful execution
of the work. The contribution from Hyder Consulting Limited (formerly ACER
Consultants Limited) U.K., and their associates is acknowledged.
@
*1