Precast Bridge Deck Design Systems - PCI Journal... · 2018-11-01 · Existing Deck Fig. 4. Full depth precast panel application. deck systems can be economically used to replace

Special Report

Precast Bridge DeckDesign Systems

by

Mrinmay BiswasAssociate Professor of Civil Engineering, and

Director, Transportation and InfrastructureResearch CenterDuke University

Durham, North Carolina

The use of precast concrete for newbridge construction and for the reha-

bilitation of deteriorated bridges is eco-nomically and structurally amenable totoday's systems engineering con-cepts. 1.2•3 Precast elements can be usedfor pedestrian, highway and railwaybridges. They can be adapted to alltypes of structures having short,medium and long spans.

Precast products can be used for someor most of the components of a bridge'ssuperstructure and/or substructure.Durability, ease and speed of construc-tion together with reduced need formaintenance are all advantages in usingprecast concrete.

Depending on the span length andtype of application, a precast elementcan be prestressed or nonprestressed,The largest precast elements used inbridges are prestressed box girder seg-ments. Precast prestressed segmentalconstruction started in Europe in 1948as an efficient and economical means ofreplacing the bridges destroyed duringWorld War 11.

Segmental construction with its manyramifications was introduced to North

America in the early seventies and dur-ing the last decade the technologygained from the numerous applicationsof the method has grown enormously.Spans ranging from 150 to 800 ft (46 to244 m) can be efficiently built usingsegmental construction. When com-bined with a cable-stay system, the eco-nomical span can extend to at least 130011 (396 in).

The evolution of prestressed seg-mental bridge construction throughoutthe world is well documented'-' 2 Thiswide application has also motivated re-search and development. Results ofsome of the tests and a review of specificdesign problems have recently been re-ported.' 14

The AASHTO-PCI standard I girdersections are some of the largest precastelements used in bridge construction.Spans up to 150 ft (46 in) can be readilydesigned using these sections. Theirintroduction in the fifties sparked effortsto standardize design.

Based on these early sections, severalstates have developed their own stan-dards. Subsequent modifications tothese standards continue to be devel-

40

This report describes applications of full depth,precast concrete panels for the rehabilitation ofdeteriorated bridge decks and the construction of newbridges. Emphasis is placed on systems ofconstruction and the economy derived in using precastconcrete for bridge construction.The report presents design systems, details of jointsand joint material used for a number of highway andrailway bridges. The advantages and a few of thedifficulties involved in this construction method arediscussed including some pertinent research work.

oped.' ,15 The current availability of highstrength concrete provides further in-centive for modifications. In some cases,these standard sections can be stretchedto accommodate special long span ap-plications.'

Precast I girders are used in conjunc-tion with cast-in-place deck, stay-in-place metal forms, or stay-in-place pre-cast concrete deck panels. Concretestay-in-place deck panels are a signifi-cant precast element in bridge super-structures. Concrete deck panels canalso be used with steel girders orstringers. In this capacity they are usedfor both new bridge construction andbridge deck rehabilitation.

The introduction of deck panels fol-lowed extensive research both in thelaboratory and in the field. The currentAASHTO Bridge Specifications cover theanalysis, design and fabrication of deckpanels." The results from research andsuccessful applications of deck panels arewell documented.

Integrally constructed girder cued deckcomponents are another type of impor-tant precast prestressed concrete ele-ment for bridge construction. Typical

sections are shown in Fig. 1. These sec-tions are suited for short span highwaybridges because of their low cost andrapid erection?s-"

Solid and voided slabs can be used forspans of 35 and 50 ft (11 and 15 m), re-spectively.

Channel or multiple stemmed sec-tions with cast-in-place decks can beused to span up to about 70 ft (21 m).

Single-stemmed sections and boxbeams can be used to span up to about120 ft (37 m). The box beams may beused either as adjacent units or spacedapart.

Bulb tees, which incorporate featuresof the AASHTO-PCI I girders andsingle-stemmed sections can bedesigned to span up to about 180 ft(59 m).

The integral sections, especially thesingle and double box beam and thedouble-stemmed sections are particu-larly suitable for railway applications.These sections have been used to re-place old timber trestles with speed andeconomy.

Full span, stay-in-place deck formsare another element with growing ap-

PCI JOURNALJMarch-April 1986 41

plications in bridge construction. Re-search results of laboratory tests on suchsystems are given in Ref. 29.

A need to rehabilitate the nation's in-frastructure system is now widely rec-ognized. An enormous number ofbridges are either functionally obsoleteor structurally deficient. The deck por-tion of a bridge superstructure is par-ticularly vulnerable to deterioration.Traffic, weather, and chemicals used forice control" all work to destroy a bridge,

Extensive deck deterioration is com-mon in many bridges over 25 years old.Even in many newer structures deckdeterioration is becoming increasinglyevident.

Local patching and overlaying can beused as short-term repair methods dur-

ing the early phases of deterioration.Eventually, total replacement of thedeck is required. This is illustrated inFig. 2.

Cast-in-place concrete deck is oftenused as a replacement deck. Thismethod of construction, however, isvery slow and labor intensive. Incle-ment weather and other on-site prob-lems make quality control of concreteand other operations difficult. The en-suing result can be either a substandardrepair job or a delay in completing theproject.

A combined precast panel subdeckand cast-in-place top deck has becomeincreasingly common today. The mate-rials and methods used in this type ofconstruction are similar to those of con-

BOX Optional C.i.PTopping (TYP)

CHANNEL

SINGLE TEE

oo^ 000 oao 000-VOIDED SLAB

Fig. 1. Typical integral precast deck sections.

42

o y^DECK REPLACEMENT

m

rru-

—PROTECTION, REPAIR,AND MAINTENANCE

QU

25%

% OF BRIDGE DECK DETERIORATION

Fig. 2. Economics of bridge deck repair and rehabilitation

ventional concrete construction (seeFig. 3) except that the cost of formworkis eliminated.

NEED FORPRECAST CONCRETE

With urban expansion, traffic densityon and around most bridges has in-creased dramatically. One very impor-

tant criterion in selecting a deck rehabil-itation system is that it must minimizeinterference with local traffic. Rapidconstruction using modular full depth,precast deck elements is particularlysuitable in meeting such a requirement.Fig. 4 schematically illustrates a methodwhere old cast-in-place deck is seg-mentally removed and replaced by fulldepth deck elements.

For short span structures, integral

CAST-IN- PLACEREINFORCED CONCRETE

PRECAST CONCRETEPANEL

Fig. 3. Partial depth precast panel subdeck.

PCI JOURNAL/March -April 1986 43

New Full -depthPrecast Panels

ExistingStringers

DeterioratedExisting Deck

Fig. 4. Full depth precast panel application.

deck systems can be economically usedto replace both deck and stringers sim-ultaneously. For bridges where the decksupporting structure, i.e., the stringersor girders, are in good condition, onlythe deck portion may need to be re-placed by precast elements.

Precast elements can provide an ad-ditional advantage of greater durabilityover cast-in-place concrete. Better qual-ity control of material in a precast plantcan result in higher strength concrete.One important point to remember is thatprecast concrete becomes increasinglyeconomical with repetitive elements.However, certain special constraintsrelated to the use of precast concreteshould be recognized. The examplebelow illustrates such a case.

Fig. 5 shows the plan, elevation andcross section of a bridge which is not

level and square. The roadway is onboth a vertical and horizontal curve. Thespans have superelevation and skew.The old stringers may have partiallength riveted cover plates. When a pre-cast system is chosen, special fabricationand construction procedures should befollowed to ensure that the precast ele-ments achieve proper fit.

When an existing structure is com-posite, the replacement structure mustalso be composite. Even when an exist-ing structure is not composite, becauseof greater load carrying capacity re-quirements and larger roadway widthrequirements of many rehabilitationprojects, the replacement structures areoften required to be composite.

Fig. 6 shows the basic load transferrequirements for a composite structureusing precast elements. Figs. 6(a) and

44

0.

PLAN

ELEVATION

40 Ft

TRANSVERSE SECTION

Fig. 5. Plan, elevation and transverse section of a complex steelI girder bridge.

6(b) show the vertical load transfer andhorizontal shear transfer, respectively,at the interface of the deck slab andstringer. Figs. 6(c) and 6(d) show thehorizontal in-plane forces and verticalshear transfer at the interface of adjacentdeck slab panels.

A proper design must adequately ad-dress the following three criteria: (1)

tactical requirements related toschedule and traffic interference, (2)geometric fitup problems and (3) loadtransfer, strength and serviceability re-quirements. The design, of course, mustalso meet the project's overall economicconstraints.

in modular construction, the per-formance of joints is especially critical

PCI JOURNALJMarch -April 1986 45

Vertical Normcl Forces(a)

Deck Slab

(c)

Fig. 6. Load transfer mechanisms of composite deck.

Horizontal Shear Forces(b)

.

a

Vertical Deflection(d)

Horizontal Normal Forces

rn

for the integrity of a structural system.The geometric configuration of a joint,in addition to the selection of an appro-priate interface material contribute tothe proper short-term and long-termperformance of the structure.

With these criteria and requirementsin mind, this report examines the detailsof structural systems, precast elements,joint configurations and joint materialsfor full depth, precast concrete paneldecks and a number of bridge rehabili-tation projects.

APPLICATIONSPRIOR TO 1973

Several bridge decks were con-structed using fill depth, precast panelsprior to 1973. 1 ' The construction of thetwo-lane Pintala Creek Bridge in Mont-gomery County, Alabama, is one of theearliest examples of full depth precastconcrete panels used for bridge deckconstruction. This bridge is composed offour 34 ft (10 m) long spans.

Full depth and full width precastpanels 6'/2 in. (165 mm) thick, 7 ft (2 m)long and 26 ft (8 m) wide, complete withcurbs, were placed uniformly over thestringers. A I ft 6 in. (0.46 m) space wasleft between adjacent panels. Theinter-panel space was filled with cast-in-place concrete (see Fig. 7).

When the Kosciuszko Bridge, Brook-lyn-Queens Expressway, New York, wasunder reconstruction in 1971, full depth,full width precast panels were used tobuild a temporary trestle to detour theexpressway traffic which includedheavy trucks. The details of this con-struction are shown in Fig. 8. The com-bined curb and railings used in thisproject were also precast modules,bolted to the deck slab.

Based on research performed at Pur-due University,n2 in 1970 the IndianaState Highway Commission sponsoredtwo projects in order to utilize full depthprecast panels. One involved new con-

struction and the other a rehabilitationjob. Superior quality control and the re-sulting excellent durability of precastconcrete were the primary motivationsfor these projects."

The newly constructed structure wasthe Big Blue River Bridge over IndianaState Road 140 near Knightstown. The200 ft (61 m) long structure had steel Ibeam girders at 6 ft (1.8 m) on centers,continuous over three spans, 70, 60, and70 ft (21, 18 and 21 m) long, respec-tively. Full width panels were typically4ft(1.2 in) long and 39ft(12m)wide.Panels were transversely pretensionedand the deck was nominally post-tensioned in the longitudinal direction.

A similar method was used to replacethe deteriorated decks of the then 30-year-old Bean Blossom Creek Bridge onIndiana State Road 37, near Blooming-ton. The existing structure was aneight-panel through type Pony truss,each about 125 ft (38 m) long. In bothstructures, no overlay was used, and thetop of the precast slabs served as theriding surface. The structures were in-strumented and their performance wasmonitored. Scholer recently reportedtheir periormance to be quite satisfac-tory.33

Applications of full depth precastpanels in bridge deck construction priorto 1973 can he summarized as follows.The deck-stringer systems were primar-ily noncomposite, although incidentaldevelopment of composite action wasreported. The spans did not have anyskew or superelevation. More projectsinvolved new construction rather thanrehabilitation, Fewer geometric fitupproblems were experienced with newconstructions than with replacementdecks. The method was used for bothpermanent and temporary construction.Those structures in general have per-formed very well. Minor problems weremainly due to the partial failure of joints,especially at slab-to-slab interfaces.

Two structures merit separate men-tion. These are: (1) the Hannover

PCI JOURNAUMarch-April 1986 47

34-0 cont.

Cast in Place7L O"(Typ E -6 (Typ J ,--Precast

LONGITUDINAL SECTION

Iii S Cast in PlaceConcrete

1/2110 Salt

TRANSVERSE SECTION

Fig. 7. Pintala Creek Bridge, Montgomery County Commission, Alabama.

W 21x

Curved Viaduct Ramp (Fig. 9); and (2)the Emil-Schulz Bridge (Fig. 10). Thesewere major spans, both built in Ger-many, using precast decks on steel boxgirders, They were both composite.Epoxy mortar was used as the joint ma-terial along with high strength bolts asshear connectors.34

The designs used and the experience

gained in the applications prior to 1973provided the knowledge base for futuredevelopments.

1973 AND AFTERSignificant advances have been made

since 1973 with the construction ofmajor bridges, some over 1000 ft (305 m)

48

Varies

Max. /4II(Typ.) Precast-0' Min.


'/4 ' ( T} RichmondI ' @ Pier Precast Slab Insert

4 ' iir

l a

Beni I -. ^s/B x 6x I 3/41` BOIL

TRANSVERSE SECTION

Fig. 8. Kosciuszko Bridge, Brooklyn-Queens Expressway, New York.

long. Many of the spans are compositewhile some are continuous. A fewof the designs involved complex geom-etries.

The details of the interfaces are thekey to precast slab stringer design. Spe-cifically, there are three locations of in-terface: (1) the bedding plane at the slabto stringer; (2) the shear connectorpocket area; and (3) the slab-to-slab

joint. The major emphasis of this reportis in addressing these interface details ofbridges completed since 1973.

The details used in a bridge designdepend mainly on the respective trans-portation agency and the consulting en-gineer involved. Such details reflecttheir standard practice, previous experi-ence and design philosophy. The fol-lowing information is presented in a

PCI JOURNAL/March-April 1986 49

Box Girder

Precast Deck65

TRANSVERSE SECTION

iIs-. .. . .-. . III II .

Epoxy 'Mortar)

High Strength Bolts

Box Girder Flange

DETAIL AT A

Fig. 9. Hannover Viaduct, Germany.

16.7'

fairly chronological order, groupedunder the headings of specific trans-portation agenices.

New York State ThruwayAuthority (NYSTA)

In 1973, NYSTA initiated a researchand development program which in-cluded construction of a prototypebridge at the Harriman Interchange.This structure has all the complex attri-butes of the bridge shown in F'ig. 5.

With this concept in mind, a feasibil-ity study was undertaken of the bridgewith emphasis on design details and

construction procedures related to theslab-on-steel stringer system 3 i•ss," To-date, three bridges have been renovatedusing these methods.

Some of the features common toall three bridges are as follows: Thebridges have a composite deck systemcarrying HS20-44 type loading. Re-placement precast deck panels wereconventionally reinforced. Low mod-ulus 100 percent solids epoxy mixedwith bag sand was used as mortar. Typi-cally, one part epoxy to two parts sandprovided a flowable mix for use at thepanel joints. Proportions of 1:2.5 gave atrowellable mix which was placed at the

iQ Symm

TRANSVERSE SECTION

Shear Studsand Spirals

Box SectionFlange FP I

SFC'TIfN

/f_-Opening in Precast Slab

I! rPrecost Deck o p o

0 0 0

PLAN

DETAIL AT A

Fig. 10. Emil-Schulz Bridge, Germany.

top of the steel stringers and at the shearpockets.

Fig. 11 shows the configuration of thepanel-to-panel joints. An oblong funnelwas needed to place flowable epoxymortar in the joint. The use of adhesivetape at the bottom opening of the jointwas not effective in containing theepoxy mortar. The opening subse-quently had to be blocked by additionalformwork. Existing composite deck andspiral shear connectors had to be re-moved which proved to he a laborious

and time consuming task.Some of the distinctive features of

each of the NYSTA projects are de-scribed below:

Amsterdam Interchange Bridge(1973)—Fig. 12 shows a view of thetwo-lane bridge consisting of four sim-ple spans: 33, 59, 66 and 60 ft (1O 18, 20and 18 m) long, respectively. Thisbridge was designed to carry about 2000AADT over the mainline Thruway. Thedeteriorated deck of one-half of the 66 ft(20.1 m) span was replaced by using


precast panels on an experimental basis.Fabrication of the precast panels and

all other construction work was doneentirely by the NYSTA maintenancedepartment personnel. No contract waslet to any outside agency.

A staged construction sequence was

used to maintain at least one lane oftraffic open although very brief inter-ruptions of traffic were allowed duringthe actual placement of each precastelement.

The overall width of the deck is 45 ft(13.7 m). Full depth panels measured 8

JointDeck Slab II Epoxy Mortar

N G • ,

L_/Adhesive TapeBacked by Lumber

Fig. 11. Transverse joint between precast slabs, New York State ThruwayAuthority (NYSTA).

ri

Fig. 12. Amsterdam Interchange Bridge (NYSTA).

52

4 1 - 0°—Oil 21O1 1101

7 1I YL}

Stringer

kE x AE:±±fiETemporary I L4Spring Clip

PLANEpoxy MortarDeck Slab C5x 9

4. • .. 6 <' Joint Type F-F'^' sa: d a.' 6 Epoxy Mortar

Stringer —' I Epoxy Mortar

Fig. 13. Plan and section of welded channel shear connection (NYSTA).

in. (203 mm) x 4 x 22 ft (1.2 x 6.7 m). partment personnel without difficulty.

They were designed to cover one-half A "dry" system detail using long highthe width of the bridge, strength bolts was also used on a few

Cast-in-place concrete was used down panels on the same span. Field applica-the centerline of the bridge which has a tion of torque for these large high6 ft (1.8 m) wide flush median mall. Figs. strength bolts was difficult. Plan and13 and 14 show the details of the bed- section diagrams of these bolted con-ding area and the shear pockets. Fig. 15 nections are shown in Figs. 16 arid 17.shows the casting of epoxy mortar in the The gap between the bottom of the pre-shear pockets. Field welded standard cast slab and the top of the stringer re-channel sections were used as shear quired shims. Achievement of full ten-connectors. These were installed by de- sion in the bolts could not be fully


Asphalt Wearing Surface --'I /- Epoxy Mortar r C 5

S.

IF

J/ IK ^ b

Deck SlabShim Washers

Temporary As Req'd. (Typ.)Spring Clip

Epoxy Mortar

C Stringer

SECTION B-B

Fig. 14. Detail of welded channel in shear pocket (NYSTA)_

Fig. 15. Casting of epoxy mortar in shear pocket (NYSTA).

54

ascertained, Possible breakage of slabsbecause of excessive motion due to ten-sioning was also feared. For these rea-sons, bolted connections were not usedin subsequent NYSTA projects.

NYSTA protective system of a sheetmembrane overlaid with asphalt con-crete was applied on the rehabilitateddeck.

Because of the attached importance ofthe Amsterdam Interchange Bridge re-habilitation scheme, the construction

was highly supervised by professionaland management level personnel fromthe NYSTA, the consulting engineersand the epoxy supplier. The bridge hasperformed very well over the periodsince rehabilitation. Close field inspec-tion resulting in better quality controlmay be credited as an important ingre-dient for this success.

Krum Kill Road Bridge (1977)—Thisis a 50 ft (15 m) long single span, six-lanemainline throughway bridge carrying

3/4 ' l 9

H.S.B4

TempeSpring

â

r LP4 N

nark Clrth

ringer

s

Strir sherfired

Fig. 16. Plan and section of bolted connection (NYSTA).


Asphalt Wearing Surface ^ s 1/2 11 x 3 '' x 9 ' I

Deck Slab —-_I E.S.

iitr^ adtt!IP,

Epoxy MortarLevelling Grout

Field Drilled HolesFor 3/a" H.S. Bolts(Interference—Body)

Shim WasherAs Required

Q Stringer

SECTION B-B

Fig. 17, Detail of bolted connection (NYSTA).

Asphalt WearWaterproof Mere

ds

Fig. 18. Detail of welded studs in shear pocket (NYSTA).

56

AADT 22000 over Krum Kill Road nearAlbany. Figs. 18 and 19 show the planand section details of the joints. Thesedetails are similar to the AmsterdamInterchange Bridge, except that stan-dard welded shear studs were used in-stead of channel sections.

The precast slab panel work includingdelivery and installation, was con-tracted. The balance of the work wascompleted by the NYSTA. The spans are

slightly skewed but level. There are twostructurally separate spans supported oncommon abutments. Each structure car-ries two active traffic lanes and one in-active lane for future use. The latter wasused effectively to detour traffic duringconstruction.

Precast panels, 7V2 in. (190 mm) thickand 5 ft 2 in. (1.6 m) long, of two differ-ent widths were used. For each struc-ture, 42 ft (13 in) wide panels were

ringer

PLAN

Epoxy Mortar lie K 6" Stud

Deck Slob 5w f* - - is .i:- iEpoxy Mortar

SECTION A-A

Fig. 19. Plan and section of welded stud connection (NYSTA).

PCI JOURNALIMarch-April 1986 57

Fig. 20. Placement of 42 ft (13 m) wide panel, Krum Kill Road Bridge, NYSTA.

Fig. 21, Placement of 21 It (6 m) wide panel, and longitudinal joint, Krum Kill RoadBridge.

58

Fig. 22. Harriman Interchange Ramp Bridge, NYSTA.

placed over six stringers and 21 ft (6.5 m)wide panels were placed over threestringers. A 3 11 (0.91 m) wide longitudi-nal joint at the crown line was cast inplace over continuity reinforcing barsextending from two adjacent panels.Fig. 20 shows the placement of 42 II (13m) wide panels. Fig. 21 shows theplacement of 21 ft (6.4 m) wide panelsand the longitudinal joint.

During construction, cracks over thereinforcing bars were detected in theprecast panels. The cracks were treatedwith a penetrating epoxy sealer. Dur-ability of the deck has not been affectedany further 3 7 The performance of thebridge has been satisfactory althoughseveral joints have shown signs of leak-age where construction debris wasfound in the keyway. This problem in-dicates the need for a thorough inspec-tion of all joints prior to placing epoxymortar.

Harriman Interchange Ramp(1979)—This is a three-span, two-lane

ramp carrying AADT 9000. Each span is75 ft (23 m) long. The roadway is on an800 ft (244 m) radius horizontal curve.The roadway is also on a vertical curveand is superelevated. Individual spansare markedly skewed. Fig. 22 shows aview of the bridge. The NYSTA let acontract on the complete rehabilitationof this bridge. The connection details ofthis structure are similar to those shownin Figs. 18 and 19.

Based on available drawings of theexisting structure and an actual fieldsurvey, a computer program was writ-ten to generate numerical tables of eachprecast concrete slab panel and plotout their geometries for verification.This information was incorporated inthe contract drawings and the slabpanels were fabricated accordingly.

Full width panels, 8 in. (203 mm)thick by 4 x 54 ft (1.2 x 16.5 m) coveredabout 9000 sq ft (840 ml ) of deck area.Traffic was maintained using a detourramp.


Although NYSTA had similar con-stniction experience behind it, this wasthe first such project for the contractor.Perhaps for this reason, the epoxy mor-tar was found to be of unsatisfactoryquality at some places with evidence ofimproper proportioning. Structuralweakness of the spans is not suspected

but cracking and some leakage throughthe panel joints has been detected.37

The design and construction of thisbridge were admittedly very complex.The problems encountered emphasizethe need for careful inspection of mate-rials and components in this type of con-struction.

Fig. 23. Clark Summit Bridge, Pennsylvania Turnpike Commission.

Fig. 24. Placement of new precast panel deck and deteriorated condition of old deck(Clark Summit Bridge).

60

Pennsylvania TurnpikeCommission

Clark Summit Bridge (1980)—This1627 ft (496 in) long bridge consists oftwo parallel structures carrying twolanes each way.35 -40 Its peak point isabout 140 ft (43 m) high.

Fig. 23 shows a view of the bridge.Fig. 24 shows placement of panels atone of the structures while two-waytraffic was maintained using the parallelstructure. The figure also shows the se-verely deteriorated condition of thedeck at the time of rehabilitation_

Typically, 6% in. (171 mm) thick slabpanels were 7 ft (2.1 m) long with a fullroadway width of 29 ft (8.8 m) weighing18,000 Ibs (8165 kg) each.

Elastomeric strips and epoxy mortargrout were used for bedding over exist-ing stringers. Non-shrink cement groutwas placed at the transverse joints andnominal longitudinal post-tensioningwas used. Fig. 25 shows manual longi-tudinal tensioning. The deck structurewas noncomposite.

Similar details were used in the re-decking of another bridge which is de-

scribed next.Quakertown Interchange Bridge

(1981)—Fig. 26 shows the two-lane di-vided interchange overpass and Fig. 27(top) shows a schematic elevation of thestructure. This is a suspended cantileversystem with composite deck in the sus-pended span and noncomposite deck inthe cantilever span.

Precast panels, 6'/a in. (165 mm) thickwith varying haunch thickness, are 7 ft71/4 in. (2.3 rn) long and 17 ft 6 in. (5.3 m)wide (see Fig. 27 (bottom) I and coverone-half the width of the structure. Acast-in-place concrete median barrierwas installed between two half-widthprecast panels. Figs. 27 (bottom) and 28show the slab panel sizes and connec-tion detail, respectively.

Existing bulb angle shear connectorswere left in place as the old slab wasremoved. The slab panels with shearpockets were cast with sufficient preci-sion that the precast slab fitted wellwhen set in place. EIastomeric stripswere glued to the top of the flanges tocontain the epoxy mortar which pro-vided uniform bedding of the precastpanels.

Fig. 25. Longitudinal post-tensioning (Clark Summit Bridge).

PCI JOURNALMarch-April 1986 61

UF.T.

Bridge

F

_____

Fig. 26. Quakertown Interchange Bridge, Pennsylvania Turnpike Commission.

1nfl

Composite with Shear Connections

99-O

SCHEMATIC ELEVATI

F.-

17'-6"

PLAN OF SLAB PANELS

Fig. 27. Schematic elevation and panel dimensions, Quakertown Interchange Bridge.

62

Bridge Tie Anchor

HOLD DOWN DETAIL

Latex Concret(

1 X 1 3/8 Elastomer

Epoxy Morter Bed

Cover Plate

Existing Bulb Angle

Latex Concrete Grout —^ 7Longifudino

For Post Tension

Conduit

Latex ConcreteOverlay

I"x 1 3/8 1 Elostome Epoxy MorterBedding

SHEAR CONNECTOR DETAIL

Fig. 28. Connection details, Quakertown Interchange Bridge.

This method allowed the precastpanels to ride over the existing coverplates in the negative bending momentregion. Latex modified concrete wasused in both the shear pockets andtransverse panel joints. The transversejoints were pulled together by usingnominal longitudinal post-tensioning.Latex modified concrete was also usedas the riding surface overlay.

In addition to providing rapid erec-tion, the construction of the two bridgesdescribed above has proven to be costeffective compared to conventional deckreplacement methods. These twobridges have also performed extremelywell.

Massachusetts TurnpikeAuthority

Connecticut River Bridge betweenWest Springfield and Chicopee—Fig. 29shows an overview of this 1224 ft (373 m)long, four-lane divided highway. A typi-cal interior span is 224 ft (68 m) long.Figs. 30(a) and 30(b) show the elevationof a typical span together with the crosssection of the bridge.

Separate twin east and west boundroadway decks are supported on corn-mon floor beams. Traffic was main-tained by restricting construction to oneside of the bridge which allowed two-way traffic on the other side. The reha-


Fig. 29. Connecticut River Bridge, Massachusetts Turnpike Authority.

Typical Interior Span 224'-O° (Max.)Total Bridge Length 1224 `-0 Overall

(a) TYPICAL INTERIOR SPAN

Eastbound Westbound

4-0"

(b) TYPICAL CRASS SECTION

Fig. 30. Schematic elevation and section of typical span, ConnecticutRiver Bridge.

64

. w.

I/2 3/4

bilitation of the east bound roadway was pretensioned and longitudinally post-completed and opened to traffic before tensioned. To reduce the dead load,the target date. The west hound road- lightweight aggregate concrete [115 lb/way was completed in 1982. ft (1842 kg/m') ] withf, = 5000 psi (34.5

The precast slabs were transversely MPa) was used for the precast concrete

ti - runve rC• U' :9

5-270 K Strandsfor Pre Tension 1' 5- '-I ½ 8'-1 1/2 !=8(!2 Total)---- I

f II +ftt11a Threaded

t Sncket farOblong Holes for Conduit for Post' Stringer (Typ) LevelingShear Studs Tension (t9 Total)

PLAN OF TYPICAL PRECAST

PRESTRESSED LIGHTWEIGHT CONCRETE SLAB PANEL

Waterproof MembraneBituminous Overlay

\ J..:

rNor—Shrink Grout

0U,

U

I-C)

0

ti01

uC)

a-

6 x 6 —W4n W4 WeldedWire Fabric

En

m

1/8 I/2" Dia - ETHAFOAM Backer Rod

TRANSVERSE JOINT SECTION

Fig. 31. Typical panel dimensions and transverse joint detail, Connecticut River Bridge.

PCI JOURNAL/March -April 1986 65

ai

4- Existing Stringer

VERTICAL ADJUSTING DETAILS

'ead

OVU,

TYPICAL SLAB-STRINGER CONNECTION

Fig. 32. Slab and stringer connection details, Connecticut River Bridge.

200' - - ---- 100 -- - f- - - 200,

Fig. 33. Bridge No. 1 over Rondout Creek, New York State Department of Transportation(NYSDOT).

66

III !'ft2 0 4

Prestressed l" ConduitStrand for 2 " d Tie Rod®l-IO.0 tot ea. Stringer Line (TYP)

P a a

. 6 a

F r '

HÎI

211X6 1 'x8'3 11 4 x4 2 long

Elast. Pads Stud bolton Strinaers.

Stringer

Floor Beam

Fig. 34. Connection details, Rondout Creek Bridge.

slabs and the cast-in-place parapets.Fig. 31 shows the plan of a typical full

roadway width slab panel and the de-tails of the transverse slab joints. Fordrainage purposes, the cross slope of theroadway was provided by detaching theexisting stringers and resetting themwith varying elevations. Precast panelswere set in proper elevation by using asystem of leveling bolts.

Non-shrink cement grout was used asbedding, in the stud pockets, and inthe transverse joints. The deck wasnot composite. Welded studs ingrouted pockets were used to holddown the slab to prevent bucklingduring post-tensioning. Fig. 32shows details of the leveling boltsand stud connectors.

The protective system of a membraneoverlaid with asphalt concrete was em-ployed. Epoxy mortar was used for set-ting granite curbs which are tradition-ally used in Massachusetts highwaybridges.

Chicopee River Bridge betweenLudlow and Wilbraham—Encouragedby the success of the Connecticut RiverBridge deck rehabilitation project, theTurnpike Authority proceeded to re-habilitate this bridge by using essen-tially the same technique.

The bridge is on the same four-lane,divided highway and has twin separateeast and west bound roadway structures.Each has five spans resulting in a totallength of 837 ft (255 m).

The superstructure consists of con-crete deck on stringers supported byfloor beams and welded plate deckgirders of uniform depth. Precastdeck slabs covered the full widthof each of the roadways. To expediteconstruction, the stringers were notreset. The cross slope of the road-way was obtained by integrally pre-casting haunches at the bottom of theprecast deck panels.

The east bound roadway was com-pleted in 1983 and the west bound


Fig, 35. Bridge No. 6 over Delaware River, NYSDOT.

2 3 6'-6" 6`-6" _6" 6-6' 2, 9

TYPICAL CROSS SECTION

Blockout for StudsStringerKeyway 4"x4, Top

(Typ.) /– 3"x 3° Bottom

Ir

0 13-10 V215, 4"

TYPICAL SLAB PANEL PLANS

Fig. 36. Typical bridge section and panel dimensions, Bridge No. 6, NYSDOT.

68

roadway was finished by the target dateof July 4, 1984. To further expedite re-habilitation of the west hound roadway,precast parapets were used. These werebolted down to the precast deck panels.Traditionally used granite curbs werepreset in the precast parapets.

The Turnpike Authority engineersbelieve that besides allowing rapid re-habilitation of an existing bridge undertraffic, superior quality decks have beeninstalled with cost effectiveness usingprecast concrete.

New York State Department ofTransportation (NYSDOT)

NYSDOT probably enjoys the distinc-tion of having built the largest numberof bridges as well as the most differenttypes of bridges using full depth precastconcrete deck panels. At least fourbridges have been built over a period of8 years. During this time the NYSDOThas developed different details to suitthe needs of specific projects. Signifi-cant details are described in the fol-

Membrane Non-Shrink Grout

Asphalt Concrete r 6" Stud

N ` ,

cast Slab

Non-Shrink Grout

Stringer

TYPICAL CROSS SECTION

Epoxy

—^ a o

N

N a e

—Non-Shrink Grout

..1.

TRANSVERSE SLAB KEY WAY (LONG. SIMILAR)

Fig. 37. Connection details, Bridge No. 6, NYSDOT.


Longitudinal HJoint F Roadway7••

5! x5Z ,I e 0 End Welded

Block41 i Threaded stud,14° long

O 6 S •^ .4 4 • 4

2x2x4 LS -4x8"X18' -0"

3'-0 4e Long

onr

set to develop

Cel 6/FtAlt. Side

Non-Shrink Cross SlopeGrout 4 -Z' . Thick

Added I0 10" ^ ExistingStringer Stringer

®C'8"O.C.

Fig. 38. Connection details, Southwestern Boulevard Bridge over CattaraugusCreek, NYSDOT.

lowing projects.Bridge No. 1 over Rondout Creek,

Kingston (1974)—This is a nearly 1100 ft(335 m) long, two-lane suspensionbridge with a 700 ft (213 m) long mainsuspended span. Fig. 33 shows an ele-vation of the bridge.

Typically, about 9 ft (2.7 m) longpanels have full roadway widths ofabout 24 ft (7.3 m). Panel thickness var-ies from 7 in. (178 mm) at the crown to 6in. (152 mm) at the edges. In addition toallowing rapid construction, the use ofprecast panels was chosen to controldead weight effects by selective se-quential placement. The slab panelswere transversely prestressed to ac-commodate handling stresses.

Reinforced Vee-groove transversejoints and longitudinal tie rods acrossthe joints were used." A 1/2 in. (12 mm)thick elastomeric bearing pad was usedat the interface between the bottom ofthe slab and top of the stringer. Thesedetails are shown in Fig. 34.

Bridge No. 6 Over Delaware River

(1978)—This is a three-span, two-lanetruss bridge with a total length of 675 ft(206 m)_ Fig. 35 shows an overview ofthe bridge.

Typically, 7' in. (190 mm) thickpanels are 7 ft 6 in. (2.3 m) long andabout half of the roadway width, result-ing in a longitudinal joint. Fig. 36 showsa typical cross section and plan of slabpanels. Fig_ 37 shows the details of aslab stringer connection, and details ofslab transverse and longitudinal joints.

Epoxy mortar grout was used in thetransverse and longitudinal joints of ad-jacent slab panels. Non-shrink cementgrout was used as the bedding betweenslab and stringer and in the stud pocket.Welded stud shear connectors wereused. Traffic was maintained by way ofstaged construction.

Reflected cracks appeared alongthe longitudinal joint and were laterpatched. This was of no structural sig-nificance. The bridge has reportedlyperformed well otherwise.

Southwestern Blvd. Bridge Over Cat-

70

rr

Fig. 39. Batchellerville Bridge, NYSDOT.

150. -0"

Fig. 40. Schematic Elevation, Batchellerville Bridge.

taraugus Creek (1979)—This is a two-lane, 550 ft (168 m) long, three-spantruss bridge, with span lengths of 180 ft(55 m) each. The spans have a skew ofabout 22 deg.

Typically, T/s in. (190 mm) thick, 8 ft

(2.4 m) long panels are about 21 ft (6.4m) wide. Trapezoidal slab panels areused to accommodate the skewed spanends. The transverse and longitudinalslab joints are similar to those used forBridge No. 6. The detail of the slab

PCI JOURNAVMarch-April 1986 71

13'-0" 1 13-0° .I

2 Asphalt Concrete

5 Spaces at 4'-0" — 3/4 Dio. Stud Shear Connectors

Ne w W16x45 Floor Beam

3" Parabolic Crown\I Y 'r I /2 (Top 8r Bottom)ElostometricMaterial 13'-6" Trusses Existing

TRANSVERSE SECTION

W 18x45

12'-6° (T .) 8 I/t2 PrecastSlob


Fig. 41. Typical sections, Batchellerville Bridge.

stringer connection, however, is differ-ent and is shown in Fig. 38.

Batchellerville Bridge (1982)—Thegeneral view of the bridge is shown inFig. 39 and Fig. 40 shows a schematicelevation. This bridge is significant inmany ways. It is a very long bridge witha span of 3075 ft (938 m). The roadwayprovides the only direct route to a re-mote community.

The user community was given theoption of a staged construction with along total construction time or closingthe bridge completely for 6 months. Thecommunity opted for the 6-monthbridge closing, with a provision for ferryservice during this time.

The contract provided for a field con-struction schedule of 6 months from

April 15 through October 15, 1982. Op-tions for cast-in-place as well as precastslab were given. The successful lowbidder opted for precast construction.This was unique because the selectionof precast slab was the contractor'schoice and not required by the owner.

Fig. 41 shows the cross section andthe longitudinal section of the rehabili-tated structure. The roadway was wid-ened. The design called for full widthprecast panels placed over newly in-stalled floor beams. The crown of theroadway was built into the panels byusing curved panels.

Transverse slab joints were locatedover the floor beams, and the panellength varied from about 11 ft 8 in, to 13ft (3.6 to 4.0 m) depending on the spac-

72

4d x6°Stud

V_(i

1Nm a —IN —1^ e

4x4 Pocket at studLocation

22 I Sp. between sic

: d 4

T -^Cementgrout

I5oft rubbergrout seal

Floor beam Hard rubbershim

(a) SHEAR STUD AT TRANSVERSE JOINT

Recess4--x* 55'

d 334

a'.

Conn. F£3x 16 x9 2

° Weld R- a 4x Sx^^

0 8 x 6u° u Stud

Cementgrout

Floor beam

(b) CONNECTION AT TRANSVERSE JOINT

Fig. 42. Transverse joint connection details, Batchellerville Bridge.

ing of the floor beams. Fig. 42 showsdetails of connections at the transversejoints. Cement-based grout and weldedstud shear connectors were used alongwith elastomeric pads to dam the groutflow.

The contractor had most of the panelsprecast during the previous warm con-struction season. The panels werestored in a covered area under insulatedconditions for the winter and thentransported to the site during con-struction as needed (see Fig. 43).

PRECASTING STACKING

TRANSPORTATIONti3 t— TO SITE

Fig. 43. Casting, storage andtransportation of crowned precastpanels, Batchellerville Bridge.


Due to an extended winter, the actualbridge closing and construction startedon April 30, 1982. Whole sections ofslabs were removed, along with the old,short floor beams. Installation of new,longer floor beams, and precast slabsprogressed rapidly. Traffic wasreopened on October 8, 1982, a weekahead of schedule.

This project demonstrated the com-bined cost and time effectiveness whichis achievable through the application ofprecast concrete slabs in large scalebridge deck replacement.

California Department ofTransportation

CA-17 High Street Overhead, Oak-land (1978)—The nearly 1750 ft (534 m)long structure consists of twin (left andright) bridges on an extremely busyurban freeway (AADT 170,000).89 -42

Fig. 44 shows the structure.Precast concrete panels were used to

rehabilitate only the outside southbound lane of the "left bridge." Byusing precast panels, it was possible tomaintain full peak period traffic duringthe evening rush hours. The structurehad 32 spans with lengths ranging from

30 to 76 ft (9.1 to 23.2 m). Portions of theroadways were on horizontal curve, andsome of the spans had pronouncedskew.

The conventionally reinforced con-crete panels were precast near the siteand included concrete barriers. Typi-cally, 6 ► in. (164 mm) thick slabs were30 to 40 ft (9.1 to 12.2 m) long and about14 ft 2 in. (4.3 m) wide, spanning overtwo steel I-beam girders 8 ft (2.4 m) oncenter, with 3 ft (0.91 m) overhangs onboth sides.

The levels of slabs had to be main-tained precisely. Fig. 45 shows details oftwo-headed bolts and threaded insertswhich were used to adjust the precastpanels. Leveling devices were placedon girder lines at 8 ft (2.4 m) maximumspacing.

Fig. 46 shows the panel dimensionsand details of shear connections con-sisting of four 7/e in. (23 mm) diameter 6in. (152 mm) long welded studs placedin 4 in. (102 mm) long and 12 in. (305mm) wide oblong shear pockets. Thepockets were located at 2 ft (0.61 m) oncenter. Fast hardening, high strengthand sulphate resistant, calcium alumi-nate cement mortar and concrete wereused at the joints.

Fig. 44, CA-17 High Street Overhead, California Department of Transportation(CALTRAN).

74

High Aluminacement concrete

l"Ox 10 Bolt with nut 4x4- W4xW4WWFa 8 ! - 0" max.

Hex nut I Grout after 4_r,, in 0 studssleeve removing/vw bolt

.•- I- 7

. t ! . . .

I' !1

High AluminaCement Mortar

Existing WF Girder

Fig. 45. Details of temporary support and levelling (CALTRAN).

Maryland State HighwayAdministration and FederalHighway Administration

Woodrow Wilson Memorial Bridge,Washington, D.C. (1983)—This is a 5900ft (1800 m) long bridge over the PotomacRiver. It comprises a girder, floor beamand stringer deck support system.43Typically, 8 to 10 ft (2.4 to 3 m) longlightweight precast concrete panelswere about 47 ft (14 m) wide and 8 in.(203 mm) thick. An additional 5 in. (127mm) haunch over the fascia girders wasused to accommodate negative bendingmoment due to overhang required bywidening of the roadway.

The panels were post-tensioned bothtransversely and longitudinally, so thatsliding bearing surfaces had to be pro-vided. Methylmethacrylate polymerconcrete and mortar were used at thejoints. Welded stud shear connectorswere used- Fig. 47 shows details of the

deck panels and Fig. 48 shows details ofthe connections.

Rehabilitation of the project was com-pleted 8 months ahead of schedule, $6million under budget, and without dis-rupting the flow of traffic.''

Delaware River Joint Toll BridgeCommission

Milford-Montague Toll Bridge(1982)----This is a 1150 ft (351 m) long,four-span, continuous deck truss two-lane bridge." ' Fig. 49 shows an aerialview of the structure. The four spanlengths are 275, 300, 300, and 275 ft (84,91, 91, and 84 m).

The existing 24 ft (7.3 m) wide "cart-way" was widened to a 27 ft 6 in. (8.4 m)roadway between parapets. This re-quired the addition of a new stringerand relocation of four existing stringers,changing the stringer spacing from 7 ft 4in. to 6 ft 3 in. (2.2 to 1.9 m).

?CI JOURNAL/March-April 1986 75

C) 14' -2" Wide Precast RehabilitationExisting

8 1_ 0" 2'-II Lu CIP Deck

112', Shear Pocket

4T r Leveling and oLA 0 Temporary •-^Suppart a A

rL BentIntegrally PLANPL

Precast High pie ar x6 in StudsParapet Alumina 4 ea. shear pocketCement

Concretea '6y2 Fill

p . oq 6 ^1 v 6 p

High-Alumina 7*CementMortar SECTION A-ABedding

Fig. 46. Panel dimensions and shear connection details (CALTRAN).

Traffic was maintained during con-struction by staged construction of one-half of the bridge and allowing alternateone-way traffic on the other half, Typi-cally, 7' in, (190 mm) thick precastslabs were 12 ft 6 in. (3.8 m) long andabout 15 ft (4,5 in) wide. Panels coveredone-half the width of the new roadway,and resulted in a construction jointdown the longitudinal centerline andcrown of the roadway.

The bare top surface of the precastslab was designed to be used as a ridingsurface, without the benefit of anyoverlay. Hence, the panels were set onthe stringers to precise finish gradeusing temporary leveling bolts andthreaded inserts. Next to it, a hold-downbolt through a sleeve insert was used.Fig. 50 shows the leveling and hold-down bolt details.

Polypropylene tubes were placed as

L Bridge andLongitudinalJoint

46'-7'4' Wide Lightweight Precast Concrete(Non-prestressed re-bars not shown )

Transverse ILongitudinalPost- tensioning Post - tensioningShop Applied Field Applied

8

5

(a) HALF SECTION

'0 StrandsLong!. Duct for

0.5 &Bott. 4 -060 StrandsTop

Pairs a 12^ô.c. Total 13 Ducts

II per Slab Panel

- .1/— -

QgQ $ II FAQ 4r o-eO

O&oaceo aii

a O^^ II OeO QUO

IIII

Transverse LlGrout Pour Hole LHold downJoint 13 per Stringer Block out (Typ.)

(b) SLAB PANEL PLAN

Fig. 47. Panel dimensions, Woodrow Wilson Memorial Bridge, Maryland StateHighway Administration and Federal Highway Administration.


Asphalt Overlay Temporary Sand-Epoxy OverlayTransverse Longitudinal0.5 in 0 Strands 0.6 in ef StrandsTop ^ Bott. 4 per duct= (W12 0.c- Polymer Concrete—^N

— ° a ° G o a

oa A-----

Cty r^ 4

a V 4.^.Epoxy Coated I "Rebars T.&B. 4 j" Calkingea. way II a

(a) TRANSVERSE JOINT SECTION

Pour- hole Hold-Down Block-outFilled with Poly. Grout

^n p a 4 ` '

v°.^ ^, o j: v ^, Co

Shear Stud Polymer MortarBearing i.

Bearing PadRetainer 4-.Stringer

Hold-downbolts

(b) SLAB BEARING PAD & HOLD-DOWN DETAIL

Fig. 48. Joint details, Woodrow Wilson Memorial Bridge.

seals and flowable epoxy mortar wasused to fill the space between the top ofstringers and the bottom of slabs. Theleveling bolts were later removed andreplaced by a second set of hold-downbolts. The holes on top of the bolts werefilled with epoxy mortar. Fig. 51 shows

the detail which was designed to pro-vide a tight transverse joint.

Slab panels were match cast in series,13 units at a time, and were longitudi-nally pretensioned using threaded rods.Reverse threaded couplings wereplaced in the blockouts at the slab in-

78

Fig. 49. Milford -Montague Toll Bridge, Delaware River Joint Toll Bridge Commission.

terfaces at the time of pretensioning.The couplings were removed prior toremoval of the slabs from the castingbeds and transportation to the site. Thesame couplings were used to post-tension the transverse joint after theslabs were installed in place.

This method provided positive com-pressive stress at the transverse jointsand in the slab, and eliminated the needfor any post-tensioning ducts or grout-ing. The slabs were "buttered" withneat epoxy at the transverse butt jointinterface prior to post-tensioning.

Pennsylvania Department ofTransportation

Freemont Street Bridge, Bellevue(1984)—This is a four-lane, 300 ft (92 m)long reinforced concrete supportedbridge on twin concrete arches spanniig180 ft (55 in)_ Smyers has described thesignificant design and construction fea-

tures for the rehabilitation of this struc-ture.4'

Steel, cast-in-place concrete, and pre-cast prestressed concrete competed aspossible replacement structural compo-nents. After careful evaluation, precastprestressed concrete was selected as themost suitable material for this project.

Slab panels were typically 10 in. (254mm) thick, 6 ft 8½ in. (2.0 m) wide, and30 ft (9.1 in) long spanning over twospans between floor beams at 15 ft (4.6m). No stringers were used.

Ten slab panels, placed side by side,constituted the full deck width. Thelongitudinal joints between slabs werefilled with polymer mortar and trans-versely post-tensioned. Combinations ofleveling bolts, neoprene pads, flexibletubing grout barriers, dowel rods, andpolymer mortar were used between theslabs and floor beams,

The replacement floor beams alsowere precast elements. Traffic was

PCI JOURNALMarch-April 1986 79

-s.2Ir

x3'x81I 5Top&Botti? _ I ^__^_^

2 110

Recess

11 L _11I 0 Threaded ! I° I.D. Pipe

SleeveSLeeve 2 Sleevea) PLAN

I$ Threaded bolt usedfor leveling slab

Polymer Mortar fill7 .1

g Bolt with slottedHex Head 8€ Washer

nO

–Inj I k

* c11 p

4^ 4 LI IIRemove 1 4 leveling bolt

(after mortar has set upDrill top fig. for 0 Bolt

6 • U .' •

G p 1U^^ ° s a

. b Qis

n fl

liU j°o

Q U PolypropyleneTubing Seal

H ° yMortar

Stringer

(b) SECTION

Fig. 50. Levelling and hold-down bolt details, Milford-Montague Toll Bridge.

maintained on this bridge by way ofphased construction of one-half of thebridge at a time. This required a two-piece set for each floor beam element.Epoxy adhesive was used at the shear-keyed butt joint of the two pieces whichwere post-tensioned. Post-tensioningwas also used as a connection betweenthe floor beams and the cast-in-placeconcrete arch columns.

Illinois Department ofTransportation

US-24 Mississippi River Bridge,Quincy—This structure is a two-lane,nearly 2200 ft (671 m) long, cable-stayedbridge. Fig. 52 shows an elevation of thestructure." A 900 ft (275 m) main span isflanked by 440 ft (134 m) side spans oneach end, which in turn are flanked by

80

_____ 4 Hex. SleeveCoupling

Prestressed

( Transverse PLANJoint

Filled withPolymer Modified

No Overlay ConcreteUsed Torqued to

- //

50 ft. lbs.

Prestressed Rod with° q ° left 8, right threads

y e ° ° p L

SECTION

Fig. 51. Transverse joint details, Milford-Montague Toll Bridge.

Fig. 52. US-24 Mississippi River Bridge, Quincy, Illinois Department of Transportation.

200 ft (61 m) transition spans. There are girders. Fig. 53 shows a section of theseveral thousand feet of approach spans, precast deck. The curb-to-curb roadway

Full width, full depth, precast deck width is 32 ft (9.8 m) and the full widthpanels are supported on a system of of the panel is 46 ft 6 in. (14.2 m). Thesteel stringers, floor beams and welded lengths of the panels varied from 9 to 11

PCI JOURNAUMarch -April 1986 81

32'-0" ROADWAY

rL CABLESPRECAST CONCRETE PARAPET

POLYMER' 0 T —9"S GROUT

a o a o o o o 0;. o; 0 0 0 0 0 0 0 o a o a o a

POSTTENSIONING

t. GIRDER STRINGER 3

Fig. 53. Precast deck section, US-24 Mississippi River Bridge.

ft (2.7 to 3.4 m).The panels are designed to take com-

pressive forces by composite action.Three to five panels are post-tensionedto form a group. Each group is sub-sequently connected to the adjacentgroup by splicing the post-tensioningtendons and grouting the interveningspace. Placement of individual panels issequenced to control dead load bendingmoments.

Vertical location of panel is controlledby using a leveling device. Compositeaction is achieved by the use of weldedstuds placed in shear pockets in thepanels. The shear pockets and the spacebetween the top of the steel and under-side of the stab is filled with polymergrout.

RAILWAY APPLICATIONSSeveral railway companies in North

America have used precast concretedeck panels for the rehabilitation ofbridges. Canadian Pacific rehabilitateda 400 ft (122 m) long bridge. Amtrakused precast decks with monolithicballast curb to rehabilitate an existingsingle-track, concrete deck bridge."Santa Fe initiated an experimental pro-ject in 1974 and its success has led tothe rehabilitation of a number of theirbridges. The Santa Fe experience is de-scribed here in further detail. 4 °

Rehabilitation programs have beencarried out on bridges on mainline,double-track sections, and also single-track sections. In the case of double-track sections, traffic was maintained bytaking one track out of service at a timefor a few days, and replacing up to 48 ft(15 m) length of track per day. In thecase of the single-track section, trafficwas rescheduled, and the track wastaken out of service only a few hours at atime, replacing about 30 ft (9 m) lengthof track per day. In all cases, traffic wasmaintained without interruption.

The Atchison, Topeka and SantaFe Railway Company

Precast prestressed panels have beensuccessfully used to rehabilitate oldtimber-ballasted decks over steel deck-girder spans. Many of these bridgeswere originally built about 90 years agowith open decks. Later, the bridgeswere converted to timber-ballasteddecks. Typically, the steel girders haveriveted flange and cover plates and lat-eral bracing systems.

Over the years, the tops of the girdertop flange and cover plates, and the lat-eral bracing systems have severely cor-roded away, resulting in significant lossof sections. Deck replacement was im-perative. Inconvenient and expensiveflange plate and bracing replacement

82

Fig. 54. A Santa Fe Railway Bridge.

Fig. 55. Deteriorated condition of bridge girder top flange, Santa Fe Railway.

and/or strengthening would be requiredif the use of the timber deck was con-tinued_

Fig. 54 shows a typical Santa FeBridge, one without walkways and rail-

ings. Fig. 55 shows a typical deterio-rated condition of the top flange. Thetop flange was sand blasted to whitemetal prior to the placement of precastpanels. Fig, 56 shows a section of a deck,


and Fig. 57 shows a detail at the inter-face of the slab panel and girder.

Typically, 8 in. (203 mm) thick panelsare 14 ft (4.2 m) wide and 8 ft (2.4 m)long. In addition, 5 and 6 ft (1.5 and 1.8m) panels are used as needed.

Panels are transversely prestressedwith thirty-two '/2 in. (12 mm) diameter,270 K strands. Nonprestressed rein-forcement is used in both longitudinaland transverse directions. The use oftransverse prestressing provided a rela-tively thin and watertight slab. Fig. 58shows typical slab dimensions and re-

inforcement details.Plywood strips, % in. (16 mm) thick

and ^ in. (19 min) wide, were bonded atboth sides of the top flange by usingepoxy paste. The top flange was thentopped with trowellable epoxy mortarcovering the rivet heads. The level ofexpoxy was slightly higher than the topof the plywood screed, to ensure com-plete contact with the bottom of the pre-cast panels.

Fig. 59 shows a typical slab placementoperation. The transverse joints be-tween the slabs were tight at the bottom

13'- 10" Wide 0 too slab

Timber Curb Prestressed GalvanizedConcrete slab Boiled Angles,8 ft. long (TYP)

three per paneleach side

6 n , a C n 8 .. .. • . ^ o

ir Existin Ri t d

L-GirderCover

q ve awith

Plates

Spring Cliplateral stay,two per paneleach side

Fig. 56. Typical deck section, Santa Fe Railway.

Epoxy Mortar

Bedding

ê o i^ l u d • ^ o

a] pQ A 1 •

• p 1 1 a ,

Epoxy PasteAdhesive

;wide X% high

Plywood Strip

Fig. 57. Slab and girder connection detail, Santa Fe Railway.

84

and open by '/4 in. (6 mm) at the top. Thebottom and sides of the transverse jointwere first sealed by epoxy gel and laterfilled with pourable epoxy mortar. Allepoxy used was water-compatible andsilica sand was used as the aggregate.

Composite action develops due to ad-hesion of the epoxy mortar and due tomechanical action of the existing rivet

heads. The development of compositeaction was verified by instrumentationand testing. Strength reduction due tothe loss of flange plate thickness wasaugmented by the development of com-positc action. However, composite ac-tion was not used to increase the loadrating of the bridges.

It was not necessary to replace the top

3 holes forcurb angles

l'D

—+—-j -+

2 holes forspring clips

Under-sideGrooved andGroomed

C

U)Or

U)NN

rn

& Bridge

PLAN

8 ft. nominal Jed

+ + + + +++ + + +++ + +

+ +++ ++++ ++++ +; .f

Pattern ( Straight)

32 - ''2 0 , 270 ksi

Mild Steel Reinf.

Fig. 58. Typical slab dimensions and details, Santa Fe Railway.


part of the lateral bracings because ofthe lateral stiffness provided by the con-crete slab. The spring clips shown inFig. 57 provide lateral restraint shouldthe epoxy bond ever fail.

The prestressed slab with epoxied

joints resulted in a watertight deck. Thisprotects the steel girders and therebysubstantially increases the time periodof the painting and maintenance cycle.The concrete deck also has resulted inbetter riding quality,

Fig. 59. Precast slab placement, Santa Fe Railway.

Fig. 60. Setup for one-third scale model tests.

86

The system has been used for deckswith or without walkways and handrails.In recent applications, new ties andballast are preplaced on the panel andtreated timber ballast curbs, steel walksand handrails are prefastened. Withthese techniques, along with use of fastsetting epoxy, even greater speed ofconstruction has been achieved.

The actual material cost of a precastconcrete system is about 25 percenthigher when compared to in-kind-re-placement of timber-ballast deck. Othercosts being equal and considering allthe other values gained, the precast con-crete system is deemed more cost effec-tive in the long run.

Santa Fe has also successfully usedtwin-box sections and inverted-channelsections for the rehabilitation of manyshort span trestles.

RESEARCHThe responsibility of the bridge engi-

neer in providing public safety and inobtaining the best value for the expen-diture dictates that new technology be

assured by prior research and investiga-tion. An excellent example of this is thecurrent application of partial depth pre-cast panels, which was developed byseveral laboratory and field investiga-tions 2°

Because of the urgency and realitiesof bridge deck rehabilitation, the appli-cation of full depth precast deck had togo ahead of research. In effect, thebridge engineers have taken their exper-iments directly to the field.

With the application of this technol-ogy a number of uncertainties have beenidentified. These concern the structuralsystems, components and materials.Several research projects have recentlyattempted to address some of the issues.

Kao and Ballinger reported on staticand fatigue load tests on precast ribbedbridge deck panels s' The panels werepolymer-impregnated and post-tensioned. The test model used full-sized components, and up to three pre-cast panels were used together. The testresults confirmed the excellent behaviorof the modular system, the transversejoints and the shear pocket joints.

Biswas et al., reported on design and

Fig. 61. Setup for repeated load tests on epoxy mortar sandwich specimen.


wa=D 50Jaw0I-

40Jaaw> 30ivff

O

0 20U-0

[Li 10

Z

L0 30 60 90 120 150

TEMPERATURE t•F)

Fig. 62. Resistance of epoxy mortar to repeated loads at differenttemperatures.

test results of one-third scale model of a60 ft (18 m) span bridge of modular con-struction using precast concretepanels 52 Fig. 60 shows the setup of theone-third scale model at the TexasTransportation Institute. Test resultsconfirm the predicted behavior of thecomposite deck structure. Subsequenttests on the same model have demon-strated satisfactory performance underfatigue loads.

Polymer-based structural mortars areoften used as the joint material for pre-cast elements. Satisfactory short-termand long-term performance of this mate-rial is a key to the success of modular

construction. Biswas, et al., recently re-ported on the strength and durability ofa typical polymer mortar (silica-sandepoxy) 53

Fig. 61 shows the setup for repeatedload test on a sandwich specimen. Fig.62 indicates the varying resistance of thematerial at different temperatures. Fig.63 shows specimens for freeze-thawtesting with varying amounts of mois-ture in the silica sand, Fig. 64 depictsthe degradation of material propertywith increasing moisture content. Re-sults indicate that the resistance of suchmaterial may be affected by severe re-peated loads, extreme temperature cy-

88

Fig. 63. Freeze-thaw test specimens of epoxy mortar with different moisture content.

^•

LI Lj 8C-LaJ JE

x J 6Cw QJLL i-t' z 4 C

z

0 `r 2C

C

0 60 120

NUMBER OF FREEZE- THAW CYCLES

Fig. 64, Degradation of epoxy mortar with freeze-thaw cycles.

ties and the presence of moisture in itscomponents.

Currently, several investigations arebeing conducted on the behavior andpractical aspects of precast decks atDuke University, Transportation andInfrastructure Research Centre, theFHWA and Texas Transportation Insti-tute, and other research laboratories.

Most applications of full depth precastdeck have been on steel girder bridges

because this type of construction wasprevalent for the older bridges whichnow need rehabilitation. Recently,however, the feasibility of using precastpanels for replacing decks built withAASHTO-PCI standard prestressedconcrete I girders has been discussed.Some of these earlier bridges are ap-proaching ages when they may needdeck replacement. In 1983, Martin re-ported on designs and results of labora-

PCI JOURNAL'March-April 1986 89

tory tests on connections for modularconcrete bridge decks 91

Recent studies of Berger42 andKempf- have shown the structural andcost effectiveness of using full depthprecast concrete decks. The ever-in-creasing demand for new bridges andbridge deck rehabilitation will makethis construction method even more im-portant in the future.

CONCLUDING COMMENTSFull depth precast concrete decks

have been used for rehabilitation andconstruction of numerous bridges sincethe late sixties. This constructionmethod has been used successfully forboth highway and railway bridges. Alltypes of bridge superstructure, e.g.,common deck over girder bridges, trussbridges, steel box girder bridges, sus-pensions bridges and cable-stayedbridges, have been built using precastdecks. Designs have included skew, su-perelevation and crowned profile.

The primary objective in the use offull depth precast concrete deck panelshas been rapid construction, especiallyfor the rehabilitation of bridges situatedin heavily congested areas. The purposeof some of the earlier projects was todetermine the feasibility of using thisconstruction method. Subsequently, anumber of major bridges were success-fully completed within very restrictiveschedules and under severe operationalconstraints. In many of the projects,traffic was maintained without inter-ruption on the bridge during construc-tion. The system has also proved to becost competitive compared to alterna-tive construction methods,

In practice, short term and/or longterm cost effectiveness has beenachieved in major bridge rehabilitationprojects by several transportation orga-nizations, e.g., the Pennsylvania Turn-pike Commission, New York State De-partment of Transportation, and the

Atchison, Topeka and Santa Fe RailwayCompany.

One engineer at NYSDOT stated that"The Department would not hesitate touse the system in the future even if timeand maintenance considerations werenot critical."

Another engineer at the PennsylvaniaTurnpike Commission reported that"The Commission is very pleased withthe performance and costs of theirbridge decks. Plans are complete for an-other precast slab bridge deck, and it iscertain that the Commission will usemore precast slab bridge redecking inthe future."

The use of full depth precast panelsexpedites the installation of a new deckwhereas the removal of the old deck anddeteriorated shear connectors, prepara-tion of the top flange plus other proce-dures are extremely time consumingoperations. Appropriate material andapplication methods for riding surfaceoverlays, and types of ancillary struc-tures, i.e., median barriers, curbs, rail-ings and parapets should be chosen tofully capitalize on the construction timegained by using precast panels.

Mortars used at various joints in mod-ular construction are critical compo-nents of the complete system. In theircapacity as interface media in precastconstruction, they are subject to the sameset of load effects as the principal con-crete and steel structural components,and should be considered as structuralmaterials.

Fast-setting non-shrink cement in ad-dition to various polymer componentssuch as epoxies, acrylics and latexeshave been used as binders for the mor-tar. Occasionally, cement has been mod-ified, i.e., combined with a polymer, formortar. These materials are commonlyconsidered as grout, filler or patchingmaterial. Data on quality control proce-dures and long term material strengthand durability properties that are avail-able for conventional structural mate-rials are not usually available for these

90

materials.Both pretensioning and post-ten-

sioning are often used in conjunctionwith the application of precast slabs.Under some circumstances, however,reinforced concrete precast slabs may beused without any prestressing.

The application of full depth precastconcrete deck for the construction ofnew bridges in addition to the rehahili-tation of deteriorated bridge structureshas progressed steadily. The practicalexperience gained from such applica-tions combined with the knowledgebeing learned from ongoing researchwill undoubtedly give this constructionmethod a promising future.

ACKNOWLEDGMENTSThe work reported herein was par-

tially supported by the New York StateThruway Authority, and by the TexasTransportation Institute of Texas A & M

University. Much of the informationpresented here is based on physical siteinspection of the bridges, reviews ofdrawings and specifications, and per-sonal discussions with engineers repre-senting the owners. Many of the draw-ings and photographs of bridges shownin this report were provided by the re-spective transportation agencies.

The author extends sincere thanksto the following gentlemen: Rob-ert C. Donnaruma, Leonard J. Dc-Prima and Howard J. Meinekar of NewYork State Thruway Authority; ThomasJ. Moon and David B. Beal of New YorkState Department of Transportation;John N. Grim of Massachusetts Turn-pike Authority; Neal E. Wood of Penn-sylvania Turnpike Commission; D. R.Higgins of California Department ofTransportation; Paul C. Peterson ofDelaware River Joint Toll Bridge Com-mission; and C. E. Gilley and PeterHaven of the Atchison, Topeka andSanta Fe Railway Company.

NOTE: Discussion of this report is invited. Please submit yourcomments to PCI Headquarters by November 1, 1986.

PCI JOURNALIMarch-April 1986 91

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Precast Bridge Deck Design Systems - PCI Journal... · 2018-11-01 · Existing Deck Fig. 4. Full depth precast panel application. deck systems can be economically used to replace