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The design of a segmental bridge commences with consideration of the function. The
most significant difference from other bridges is the emphasis given to the method of
construction, which provides segmental bridges the adaptability to many applications
and categorizes this type of bridge. The method of construction must be established
before proceeding with the design.
Given the changing structural system during construction of segmental bridges, the
designer is required to determine and check for all service and ultimate loads upon
completion of construction and after all long term losses (creep, shrinkage and steel
relaxation) has occurred. This is usually assumed at the 10th year of structure being in
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service. The construction method will be a major determinant in the dead load Stress
State. While temporary measures and /or details may be required, segmental
structures typically do not require additional permanent strengthening. Should a
design require additional strengthening, one should review the choice of construction
methodology in order to determine a method or sequence with no impact to the
permanent structure. Design should reference the AASHTO Guide Specifications
for Design and Construction of Segmental Concrete Bridges.
Construction Method
The structural design is dependent upon the construction method because it is
necessary to take into account all the intermediate construction stages including
changes in statical scheme, sequence of installing tendons, maturity of concrete at
loading and load effects from erection equipment.
b. Incrementally Launched:
c. Progressive Cantilever:
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d. Free Cantilever:
e. Balanced Cantilever:
The midspan tendons, located in the bottom slab near the webs to resist the
positive moments in the middle third of the span and the continuity tendons are
used as reserve prestressing, designed on the basis of actual deformations
measured after closure.
f. Cable Stay:
When a span is beyond the reach of a conventional girder bridge, a logical step
is to suspend the deck by a system of pylons and stays. The cables are in a
harp arrangement rendering an aesthetically pleasing. The pier table, the first
segment of the deck at the pylon is built on falsework or supported from the pier.
Form traveler is installed on each side of the pier table. The superstructure can
be cast in place or precast elements and connected to the pylons via cables.
The options to use cast-in-place or precast segmental for the various methods of
construction will depend primarily on the project size, construction schedule, span
length, and access to the site.
Following are economical span ranges for various types of segmental construction.
For overlapping ranges, the site constraints will dictate the use of the segmental
construction technique.
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* The weight of the haunched segments near the pier diminishes the feasibility of
using precast segments in balanced cantilever much beyond the 400 feet range
unless the segment weight can be decreased by splitting the segment, using a
combination of precast and cast-in-place construction, or other means.
Cross Section:
The optimum selection of the proportions of the box section is generally a matter of
experience. The AASHTO, ASBI-PCI segmental box girder standards should be
referenced for most bridges. The various parameters that should be considered at the
start of a design are:
All these factors are closely related to each other, and they also depend largely upon
construction requirements. Bays with clear height of less than 7 feet is uncomfortable
for the inspectors to inspect inside of the bridge.
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moderate spans approximately 260 ft. However, constant depths have been used for
aesthetic reasons for spans up to 450 ft. such as Pine Valley Bridge in California.
When the span increases, the magnitude of dead load moments near the piers
normally requires a variation of structural depth and parabolic soffit; it also would be
more economical to vary the section.
Span-to-Depth Ratio:
Girder depth determined in accordance with the following criteria will generally provide
satisfactory for service, deflection and ultimate behavior:
In the case of incrementally launched girders the girder depth should preferably
be within the following limits:
L=100' 1/15<h/L<1/12
L=200' 1/13.5<h/L<1/11.5
L=300' 1/12<h/L<1/11
At pier: 1/16>h1/L>1/20
Optimum 1/18
At center of span: 1/22>ho/L>1/28
Optimum 1/24
(Note: a diaphragm will be required at the point where the bottom flange
changes direction.)
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1/16>h1/L>1/20
optimum 1/18
At center of span:
1/30>ho/L>1/50
Superstructure shape:
A single cell box should preferably be used when the top flange width is less than or
equal to 6 times the box depth. A 50 to 60 feet top slab width is the economical upper
limit for single cell box.
Web spacing is usually selected between 15 and 25 feet to reduce the number of
webs to a minimum, simplifying construction problems while keeping the transverse
bending moment in the top and bottom flanges within reasonable limits.
Large overhang cantilevers and a large span lengths between webs are accepted with
special provisions to carry the deck live load transversely. Transverse prestressing,
edge beams at the tip of the overhang and ribs to carry the load can accommodate
this.
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The greatest ease of construction is achieved through the use of cross sections with
two webs. Two webs may nevertheless be insufficient in certain cases. Wide bridges
can have either one wide cell or parallel single box girders connected with longitudinal
in-situ pour.
The main disadvantage of single cell cross section is that the entire bridge must be
closed during major repairs or demolition.
Transverse prestressing tendons shall be used for decks where the clear span
between webs or haunches L2 is 15 feet or greater. Dimension of t6 to be determined
through stress analysis to insure the allowable stresses are not exceeded.
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Additional deck thickness (½ to 1 inch) is usually provided for profile grinding of the
deck unless a separate overlay is to be provided. An integral overlay may be provided
by increasing the cover over the top reinforcing by the depth of the integral overlay.
(Additional overlay protection such as high performance concrete or polyester
concrete is recommended for corrosion protection of the superstructure).
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No. of segments>150: it is justified to fabricate the traveler for the job. Therefore
length and weight of the segments can be tailored to the job.
Typical form traveler weight: Contact manufacturers and refer to AASHTO 25.4
On larger structures twin wall piers may be advantageous to reduce lateral stiffness
for thermal and seismic forces while being very efficient to resist large segmental
construction moments.
On narrow structures with short overhangs deck drainage system may be difficult to
impossible to install due to conflict with cantilever tendons and drainage box and or
piping.
In balanced cantilever construction the end spans are usually 0.6L to 0.8L of the
adjacent span and often 0.5L to 0.6L is used.
When 0.5L end span is considered the bridge may require ballast to prevent uplift and
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where end span is over 0.5L, the end span usually constructed on cast in place
falsework and connected to the cantilever portion by cast in place closures.
It usually takes about 3-6 days to fabricate and cast a segment with post tensioning
followed the day after casting completed.
References:
1. AASHTO, Guide Specification for Design and Construction of Segmental
Concrete Bridges, second edition 1999.
2. Walter Podolny, Jr. and Jean M. Muller, " Construction and Design of
Prestressed Concrete Segmental Bridges.
by Majid Madani
Related Content:
Dynamics of Structure and Foundation [3]
Scaling of structural strength [4]
Engineering Structural Welding [5]
Structural engineering
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[5] http://www.2doworld.com/content/engineering_structural_welding.html
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