Professional Documents
Culture Documents
Precast Bridge Deck Design Systems
Precast Bridge Deck Design Systems
Mrinmay Biswas
Associate Professor of Civil Engineering, and
Director, Transportation and Infrastructure
Research Center
Duke University
Durham, North Carolina
he use of precast concrete for new America in the early seventies and dur-
Tbridge construction and for the reha- ing the last decade the technology
bilitation of deteriorated bridges is eco- gained from the numerous applications
nomically and structurally amenable to of the method has grown enormously.
today's systems engineering con- Spans ranging from 150 to 800 ft (46 to
cepts. 1.2•3 Precast elements can be used 244 m) can be efficiently built using
for pedestrian, highway and railway segmental construction. When com-
bridges. They can be adapted to all bined with a cable-stay system, the eco-
types of structures having short, nomical span can extend to at least 1300
medium and long spans. 11 (396 in).
Precast products can be used for some The evolution of prestressed seg-
or most of the components of a bridge's mental bridge construction throughout
superstructure and/or substructure. the world is well documented'-' 2 This
Durability, ease and speed of construc- wide application has also motivated re-
tion together with reduced need for search and development. Results of
maintenance are all advantages in using some of the tests and a review of specific
precast concrete. design problems have recently been re-
Depending on the span length and ported.' 14
40
This report describes applications of full depth,
precast concrete panels for the rehabilitation of
deteriorated bridge decks and the construction of new
bridges. Emphasis is placed on systems of
construction and the economy derived in using precast
concrete for bridge construction.
The report presents design systems, details of joints
and joint material used for a number of highway and
railway bridges. The advantages and a few of the
difficulties involved in this construction method are
discussed including some pertinent research work.
oped.',15 The current availability of high sections are shown in Fig. 1. These sec-
strength concrete provides further in- tions are suited for short span highway
centive for modifications. In some cases, bridges because of their low cost and
these standard sections can be stretched rapid erection?s-"
to accommodate special long span ap- Solid and voided slabs can be used for
plications.' spans of 35 and 50 ft (11 and 15 m), re-
Precast I girders are used in conjunc- spectively.
tion with cast-in-place deck, stay-in- Channel or multiple stemmed sec-
place metal forms, or stay-in-place pre- tions with cast-in-place decks can be
cast concrete deck panels. Concrete used to span up to about 70 ft (21 m).
stay-in-place deck panels are a signifi- Single-stemmed sections and box
cant precast element in bridge super- beams can be used to span up to about
structures. Concrete deck panels can 120 ft (37 m). The box beams may be
also be used with steel girders or used either as adjacent units or spaced
stringers. In this capacity they are used apart.
for both new bridge construction and Bulb tees, which incorporate features
bridge deck rehabilitation. of the AASHTO-PCI I girders and
The introduction of deck panels fol- single-stemmed sections can be
lowed extensive research both in the designed to span up to about 180 ft
laboratory and in the field. The current (59 m).
AASHTO Bridge Specifications cover the The integral sections, especially the
analysis, design and fabrication of deck single and double box beam and the
panels." The results from research and double-stemmed sections are particu-
successful applications of deck panels are larly suitable for railway applications.
well documented. These sections have been used to re-
Integrally constructed girder cued deck place old timber trestles with speed and
components are another type of impor- economy.
tant precast prestressed concrete ele- Full span, stay-in-place deck forms
ment for bridge construction. Typical are another element with growing ap-
CHANNEL
SINGLE TEE
42
o y^DECK REPLACEMENT
rr
u-
—PROTECTION, REPAIR,
AND MAINTENANCE
Q
U
25%
% OF BRIDGE DECK DETERIORATION
CAST-IN- PLACE
REINFORCED CONCRETE
PRECAST CONCRETE
PANEL
Existing
Stringers
Deteriorated
Existing Deck
deck systems can be economically used level and square. The roadway is on
to replace both deck and stringers sim- both a vertical and horizontal curve. The
ultaneously. For bridges where the deck spans have superelevation and skew.
supporting structure, i.e., the stringers The old stringers may have partial
or girders, are in good condition, only length riveted cover plates. When a pre-
the deck portion may need to be re- cast system is chosen, special fabrication
placed by precast elements. and construction procedures should be
Precast elements can provide an ad- followed to ensure that the precast ele-
ditional advantage of greater durability ments achieve proper fit.
over cast-in-place concrete. Better qual- When an existing structure is com-
ity control of material in a precast plant posite, the replacement structure must
can result in higher strength concrete. also be composite. Even when an exist-
One important point to remember is that ing structure is not composite, because
precast concrete becomes increasingly of greater load carrying capacity re-
economical with repetitive elements. quirements and larger roadway width
However, certain special constraints requirements of many rehabilitation
related to the use of precast concrete projects, the replacement structures are
should be recognized. The example often required to be composite.
below illustrates such a case. Fig. 6 shows the basic load transfer
Fig. 5 shows the plan, elevation and requirements for a composite structure
cross section of a bridge which is not using precast elements. Figs. 6(a) and
44
0.
PLAN
ELEVATION
40 Ft
TRANSVERSE SECTION
6(b) show the vertical load transfer and tactical requirements related to
horizontal shear transfer, respectively, schedule and traffic interference, (2)
at the interface of the deck slab and geometric fitup problems and (3) load
stringer. Figs. 6(c) and 6(d) show the transfer, strength and serviceability re-
horizontal in-plane forces and vertical quirements. The design, of course, must
shear transfer at the interface of adjacent also meet the project's overall economic
deck slab panels. constraints.
A proper design must adequately ad- in modular construction, the per-
dress the following three criteria: (1) formance of joints is especially critical
7L O"(Typ E -6 (Typ J
Cast in Place
,--Precast
LONGITUDINAL SECTION
1/2110 Salt
W 21x
TRANSVERSE SECTION
Curved Viaduct Ramp (Fig. 9); and (2) gained in the applications prior to 1973
the Emil-Schulz Bridge (Fig. 10). These provided the knowledge base for future
were major spans, both built in Ger- developments.
many, using precast decks on steel box
girders, They were both composite.
Epoxy mortar was used as the joint ma- 1973 AND AFTER
terial along with high strength bolts as Significant advances have been made
shear connectors.34 since 1973 with the construction of
The designs used and the experience major bridges, some over 1000 ft (305 m)
48
Varies
LONGITUDINAL SECTION
4 ' l a i
ir
Beni I -. ^s
/B x 6x I 3/41` BOIL
TRANSVERSE SECTION
long. Many of the spans are composite joint. The major emphasis of this report
while some are continuous. A few is in addressing these interface details of
of the designs involved complex geom- bridges completed since 1973.
etries. The details used in a bridge design
The details of the interfaces are the depend mainly on the respective trans-
key to precast slab stringer design. Spe- portation agency and the consulting en-
cifically, there are three locations of in- gineer involved. Such details reflect
terface: (1) the bedding plane at the slab their standard practice, previous experi-
to stringer; (2) the shear connector ence and design philosophy. The fol-
pocket area; and (3) the slab-to-slab lowing information is presented in a
Box Girder
Precast Deck
65
TRANSVERSE SECTION
iIs
-. .. . .-. . III II .
DETAIL AT A
TRANSVERSE SECTION
Shear Studs
and Spirals I! rPrecost Deck opo
000
Box Section
Flange FP I
SFC'TIfN PLAN
DETAIL AT A
top of the steel stringers and at the shear and time consuming task.
pockets. Some of the distinctive features of
Fig. 11 shows the configuration of the each of the NYSTA projects are de-
panel-to-panel joints. An oblong funnel scribed below:
was needed to place flowable epoxy Amsterdam Interchange Bridge
mortar in the joint. The use of adhesive (1973)—Fig. 12 shows a view of the
tape at the bottom opening of the joint two-lane bridge consisting of four sim-
was not effective in containing the ple spans: 33, 59, 66 and 60 ft (1O 18, 20
epoxy mortar. The opening subse- and 18 m) long, respectively. This
quently had to be blocked by additional bridge was designed to carry about 2000
formwork. Existing composite deck and AADT over the mainline Thruway. The
spiral shear connectors had to be re- deteriorated deck of one-half of the 66 ft
moved which proved to he a laborious (20.1 m) span was replaced by using
Joint
Deck Slab II Epoxy Mortar
N G •,
Adhesive Tape
L_/Backed by Lumber
Fig. 11. Transverse joint between precast slabs, New York State Thruway
Authority (NYSTA).
ri
52
0°
41 -
—Oil 21O1 1101
E
7 1I }
YL
Stringer
k
E:±±fiE x A
Temporary I L4
Spring Clip
PLAN
Epoxy Mortar
Deck Slab C5x 9
4. • .. 6 <'
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 high
the 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 high
6 ft (1.8 m) wide flush median mall. Figs. strength bolts was difficult. Plan and
13 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
S.
IF
J/ IK ^ b
C Stringer
SECTION B-B
54
ascertained, Possible breakage of slabs was highly supervised by professional
because of excessive motion due to ten- and management level personnel from
sioning was also feared. For these rea- the NYSTA, the consulting engineers
sons, bolted connections were not used and the epoxy supplier. The bridge has
in subsequent NYSTA projects. performed very well over the period
NYSTA protective system of a sheet since rehabilitation. Close field inspec-
membrane overlaid with asphalt con- tion resulting in better quality control
crete was applied on the rehabilitated may be credited as an important ingre-
deck. dient for this success.
Because of the attached importance of Krum Kill Road Bridge (1977)—This
the Amsterdam Interchange Bridge re- is a 50 ft (15 m) long single span, six-lane
habilitation scheme, the construction mainline throughway bridge carrying
^a
3/4 ' l 9
H.S.B4
ringer
Tempe
Spring r LP4 N
nark Clrth
Strir sher
fired
Deck Slab —
-_I E.S.
iitr^ adtt!IP,
Epoxy Mortar
Levelling Grout
Shim Washer
Field Drilled Holes As Required
For 3/a" H.S. Bolts
(Interference—Body)
Q Stringer
SECTION B-B
Asphalt Wear ds
Waterproof Mere
56
AADT 22000 over Krum Kill Road near slightly skewed but level. There are two
Albany. Figs. 18 and 19 show the plan structurally separate spans supported on
and section details of the joints. These common abutments. Each structure car-
details are similar to the Amsterdam ries two active traffic lanes and one in-
Interchange Bridge, except that stan- active lane for future use. The latter was
dard welded shear studs were used in- used effectively to detour traffic during
stead of channel sections. construction.
The precast slab panel work including Precast panels, 7V2 in. (190 mm) thick
delivery and installation, was con- and 5 ft 2 in. (1.6 m) long, of two differ-
tracted. The balance of the work was ent widths were used. For each struc-
completed by the NYSTA. The spans are ture, 42 ft (13 in) wide panels were
ringer
PLAN
Epoxy Mortar
Deck Slob
* - - i .i:
-
f is
5w
lie K 6" Stud
Epoxy Mortar
SECTION A-A
Fig. 21, Placement of 21 It (6 m) wide panel, and longitudinal joint, Krum Kill Road
Bridge.
58
Fig. 22. Harriman Interchange Ramp Bridge, NYSTA.
placed over six stringers and 21 ft (6.5 m) ramp carrying AADT 9000. Each span is
wide panels were placed over three 75 ft (23 m) long. The roadway is on an
stringers. A 3 11 (0.91 m) wide longitudi- 800 ft (244 m) radius horizontal curve.
nal joint at the crown line was cast in The roadway is also on a vertical curve
place over continuity reinforcing bars and is superelevated. Individual spans
extending from two adjacent panels. are markedly skewed. Fig. 22 shows a
Fig. 20 shows the placement of 42 II (13 view of the bridge. The NYSTA let a
m) wide panels. Fig. 21 shows the contract on the complete rehabilitation
placement of 21 ft (6.4 m) wide panels of this bridge. The connection details of
and the longitudinal joint. this structure are similar to those shown
During construction, cracks over the in Figs. 18 and 19.
reinforcing bars were detected in the Based on available drawings of the
precast panels. The cracks were treated existing structure and an actual field
with a penetrating epoxy sealer. Dur- survey, a computer program was writ-
ability of the deck has not been affected ten to generate numerical tables of each
any further 3 7 The performance of the precast concrete slab panel and plot
bridge has been satisfactory although out their geometries for verification.
several joints have shown signs of leak- This information was incorporated in
age where construction debris was the contract drawings and the slab
found in the keyway. This problem in- panels were fabricated accordingly.
dicates the need for a thorough inspec- Full width panels, 8 in. (203 mm)
tion of all joints prior to placing epoxy thick by 4 x 54 ft (1.2 x 16.5 m) covered
mortar. about 9000 sq ft (840 m l ) of deck area.
Harriman Interchange Ramp Traffic was maintained using a detour
(1979)—This is a three-span, two-lane ramp.
Fig. 24. Placement of new precast panel deck and deteriorated condition of old deck
(Clark Summit Bridge).
60
Pennsylvania Turnpike scribed next.
Commission Quakertown Interchange Bridge
(1981)—Fig. 26 shows the two-lane di-
Clark Summit Bridge (1980)—This vided interchange overpass and Fig. 27
1627 ft (496 in) long bridge consists of (top) shows a schematic elevation of the
two parallel structures carrying two structure. This is a suspended cantilever
lanes each way.35 -40 Its peak point is system with composite deck in the sus-
about 140 ft (43 m) high. pended span and noncomposite deck in
Fig. 23 shows a view of the bridge. the cantilever span.
Fig. 24 shows placement of panels at Precast panels, 6'/a in. (165 mm) thick
one of the structures while two-way with varying haunch thickness, are 7 ft
traffic was maintained using the parallel 71/4 in. (2.3 rn) long and 17 ft 6 in. (5.3 m)
structure. The figure also shows the se- wide (see Fig. 27 (bottom) I and cover
verely deteriorated condition of the one-half the width of the structure. A
deck at the time of rehabilitation_ cast-in-place concrete median barrier
Typically, 6% in. (171 mm) thick slab was installed between two half-width
panels were 7 ft (2.1 m) long with a full precast panels. Figs. 27 (bottom) and 28
roadway width of 29 ft (8.8 m) weighing show the slab panel sizes and connec-
18,000 Ibs (8165 kg) each. tion detail, respectively.
Elastomeric strips and epoxy mortar Existing bulb angle shear connectors
grout were used for bedding over exist- were left in place as the old slab was
ing stringers. Non-shrink cement grout removed. The slab panels with shear
was placed at the transverse joints and pockets were cast with sufficient preci-
nominal longitudinal post-tensioning sion that the precast slab fitted well
was used. Fig. 25 shows manual longi- when set in place. EIastomeric strips
tudinal tensioning. The deck structure were glued to the top of the flanges to
was noncomposite. contain the epoxy mortar which pro-
Similar details were used in the re- vided uniform bedding of the precast
decking of another bridge which is de- panels.
1nfl
99-O
SCHEMATIC ELEVATI
Bridge
F.-
_____ 17'-6"
Fig. 27. Schematic elevation and panel dimensions, Quakertown Interchange Bridge.
62
Latex Concrete Grout —^
Existing Bulb Angle
7 Conduit For
Longifudino Post Tension
Latex Concrete
Overlay
Latex Concret(
1 X 1 3/8 Elastomer
Cover Plate
HOLD DOWN DETAIL
Eastbound Westbound
4-0"
64
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
+ftt
ti - runve rC• U' :9
5-270 K Strands
for Pre Tension 1' 5- '-I ½ 8'-1 1/2 !=8
(!2 Total)---- I
f II
11
a Threaded
t Sncket far
Oblong Holes for Conduit for Post' Stringer (Typ) Leveling
Shear Studs Tension (t9 Total)
PLAN OF TYPICAL PRECAST
PRESTRESSED LIGHTWEIGHT CONCRETE SLAB PANEL
Waterproof Membrane
Bituminous Overlay rNor—Shrink Grout
\ J..:
0
U,
. w.
U
I-
C) I/2 3/4
0
En
ti
01
u
C)
a-
Fig. 31. Typical panel dimensions and transverse joint detail, Connecticut River Bridge.
4- Existing Stringer
'ead
O
V
U,
Fig. 32. Slab and stringer connection details, Connecticut River Bridge.
Fig. 33. Bridge No. 1 over Rondout Creek, New York State Department of Transportation
(NYSDOT).
66
III !'ft
20 4
Prestressed l" Conduit
Strand for 2 " d Tie Rod
®l -IO.0 tot ea. Stringer Line (TYP)
P a a
. 6 a
F r '
^II
211 X6 1 'x8'3 11 H 4 x4 2 long
Elast. Pads Stud bolt
on Strinaers.
Stringer
Floor Beam
2, 9
23 6'-6" 6`-6" _6" 6-6'
Ir
15, 4"
0 13-10 V2
Fig. 36. Typical bridge section and panel dimensions, Bridge No. 6, NYSDOT.
68
roadway was finished by the target date New York State Department of
of July 4, 1984. To further expedite re- Transportation (NYSDOT)
habilitation of the west hound roadway,
precast parapets were used. These were NYSDOT probably enjoys the distinc-
bolted down to the precast deck panels. tion of having built the largest number
Traditionally used granite curbs were of bridges as well as the most different
preset in the precast parapets. types of bridges using full depth precast
The Turnpike Authority engineers concrete deck panels. At least four
believe that besides allowing rapid re- bridges have been built over a period of
habilitation of an existing bridge under 8 years. During this time the NYSDOT
traffic, superior quality decks have been has developed different details to suit
installed with cost effectiveness using the needs of specific projects. Signifi-
precast concrete. cant details are described in the fol-
N ` ,
cast Slab
Non-Shrink Grout
Stringer
..
—^ a o 1.
N a e
Longitudinal
Joint
H F Roadway
7••
5! x 5 Z ,I e 0 End Welded
1
Block4 i
Threaded stud,
14° long
O 6 S •^ .4 4 • 4
70
rr
150. -0"
taraugus Creek (1979)—This is a two- (2.4 m) long panels are about 21 ft (6.4
lane, 550 ft (168 m) long, three-span m) wide. Trapezoidal slab panels are
truss bridge, with span lengths of 180 ft used to accommodate the skewed span
(55 m) each. The spans have a skew of ends. The transverse and longitudinal
about 22 deg. slab joints are similar to those used for
Typically, T/s in. (190 mm) thick, 8 ft Bridge No. 6. The detail of the slab
2 Asphalt Concrete
5 Spaces at 4'-0" — 3/4 Dio. Stud Shear Connectors
TRANSVERSE SECTION
W 18x45
LONGITUDINAL SECTION
stringer connection, however, is differ- April 15 through October 15, 1982. Op-
ent and is shown in Fig. 38. tions for cast-in-place as well as precast
Batchellerville Bridge (1982)—The slab were given. The successful low
general view of the bridge is shown in bidder opted for precast construction.
Fig. 39 and Fig. 40 shows a schematic This was unique because the selection
elevation. This bridge is significant in of precast slab was the contractor's
many ways. It is a very long bridge with choice and not required by the owner.
a span of 3075 ft (938 m). The roadway Fig. 41 shows the cross section and
provides the only direct route to a re- the longitudinal section of the rehabili-
mote community. tated structure. The roadway was wid-
The user community was given the ened. The design called for full width
option of a staged construction with a precast panels placed over newly in-
long total construction time or closing stalled floor beams. The crown of the
the bridge completely for 6 months. The roadway was built into the panels by
community opted for the 6-month using curved panels.
bridge closing, with a provision for ferry Transverse slab joints were located
service during this time. over the floor beams, and the panel
The contract provided for a field con- length varied from about 11 ft 8 in, to 13
struction schedule of 6 months from ft (3.6 to 4.0 m) depending on the spac-
72
V
_(i
I
1N
m a —IN — 1^ e
5oft rubber
T -^ grout seal
Cement Floor beam Hard rubber
grout shim
Conn. F£
Recess 6
3x 1 x9 2
4--x * 55'
d 3
3
4 ° Weld R
- a 4x Sx^^
a'.
0 8 x 6u
° u Stud
Cement
grout
Floor beam
74
High Alumina
cement concrete
l"Ox 10 Bolt with nut 4x4- W4xW4WWF
a 8 ! - 0" max.
.•-
- I 7
. t ! . . .
I' ! 1
High Alumina
Cement Mortar
Existing WF Girder
1
12', Shear Pocket
4T r Leveling and
L
o
A 0 Temporary •-
^Suppart a A
PL
PLAN rL Bent
Integrally
Precast High pie ar x6
in Studs
Parapet Alumina 4 ea. shear pocket
Cement
Concrete
a '6y2 Fill
q
p. o
^1 v 6 p
6
High-
Alumina 7*
Cement
Mortar SECTION A-A
Bedding
Fig. 46. Panel dimensions and shear connection details (CALTRAN).
Traffic was maintained during con- The bare top surface of the precast
struction by staged construction of one- slab was designed to be used as a riding
half of the bridge and allowing alternate surface, without the benefit of any
one-way traffic on the other half, Typi- overlay. Hence, the panels were set on
cally, 7' in, (190 mm) thick precast the stringers to precise finish grade
slabs were 12 ft 6 in. (3.8 m) long and using temporary leveling bolts and
about 15 ft (4,5 in) wide. Panels covered threaded inserts. Next to it, a hold-down
one-half the width of the new roadway, bolt through a sleeve insert was used.
and resulted in a construction joint Fig. 50 shows the leveling and hold-
down the longitudinal centerline and down bolt details.
crown of the roadway. Polypropylene tubes were placed as
L Bridge and
Longitudinal
Joint
46'-7'4' Wide Lightweight Precast Concrete
(Non-prestressed re-bars not shown )
Transverse ILongitudinal
Post- tensioning Post - tensioning
Shop Applied Field Applied
8
5
O&oaceo a
ii
II
II
Fig. 47. Panel dimensions, Woodrow Wilson Memorial Bridge, Maryland State
Highway Administration and Federal Highway Administration.
oa A-----
Cty r^ 4
a V 4.^.
Epoxy Coated I "
Rebars T.&B. 4 j" Calking
ea. way II a
^n p a 4 ` '
v°.^ ^,
o o j: v ^, C
seals and flowable epoxy mortar was the detail which was designed to pro-
used to fill the space between the top of vide a tight transverse joint.
stringers and the bottom of slabs. The Slab panels were match cast in series,
leveling bolts were later removed and 13 units at a time, and were longitudi-
replaced by a second set of hold-down nally pretensioned using threaded rods.
bolts. The holes on top of the bolts were Reverse threaded couplings were
filled with epoxy mortar. Fig. 51 shows placed 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. tures for the rehabilitation of this struc-
The couplings were removed prior to ture.4'
removal of the slabs from the casting Steel, cast-in-place concrete, and pre-
beds and transportation to the site. The cast prestressed concrete competed as
same couplings were used to post- possible replacement structural compo-
tension the transverse joint after the nents. After careful evaluation, precast
slabs were installed in place. prestressed concrete was selected as the
This method provided positive com- most suitable material for this project.
pressive stress at the transverse joints Slab panels were typically 10 in. (254
and in the slab, and eliminated the need mm) thick, 6 ft 8½ in. (2.0 m) wide, and
for any post- tensioning ducts or grout- 30 ft (9.1 in) long spanning over two
ing. The slabs were "buttered" with spans between floor beams at 15 ft (4.6
neat epoxy at the transverse butt joint m). No stringers were used.
interface prior to post-tensioning. Ten slab panels, placed side by side,
constituted the full deck width. The
longitudinal joints between slabs were
Pennsylvania Department of filled with polymer mortar and trans-
Transportation versely post-tensioned. Combinations of
Freemont Street Bridge, Bellevue leveling bolts, neoprene pads, flexible
(1984)—This is a four-lane, 300 ft (92 m) tubing grout barriers, dowel rods, and
long reinforced concrete supported polymer mortar were used between the
bridge on twin concrete arches spanniig slabs and floor beams,
180 ft (55 in)_ Smyers has described the The replacement floor beams also
significant design and construction fea- were precast elements. Traffic was
11 L _ 11
I 0 Threaded ! I° I.D. Pipe
Sleeve
SLeeve 2 Sleeve
a) PLAN
1
6 • U .' •
G p
U^^ ° s a
n . b Q
O
is
–Inj I k
n fl
o
* c liU j°
11 p
4^ 4 L
Remove 1
I
4
II
leveling bolt Q U Polypropylene
(after mortar has set up
Drill top fig. for 0 Bolt
° y
H Mortar
Tubing Seal
Stringer
(b) SECTION
Fig. 50. Levelling and hold-down bolt details, Milford-Montague Toll Bridge.
80
( Transverse PLAN
Joint
Filled with
Polymer Modified
No Overlay Concrete
Used 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 the
several 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 width
panels are supported on a system of of the panel is 46 ft 6 in. (14.2 m). The
steel stringers, floor beams and welded lengths of the panels varied from 9 to 11
rL CABLES
PRECAST CONCRETE PARAPET
POLYMER
'0 T —9"S GROUT
a o a o o o o 0;. o; 0 0 0 0 000oa o a o a
POST
TENSIONING
t. GIRDER
STRINGER 3
82
Fig. 54. A Santa Fe Railway Bridge.
Fig. 55. Deteriorated condition of bridge girder top flange, Santa Fe Railway.
6 n , a C n 8 .. .. • . ^ o
ir
Existin q Ri veta d
Spring Clip
Girder with
L- Cover Plates lateral stay,
two per panel
each side
Epoxy Mortar
Bedding
^e o i^ l u d • ^ o
a] p
Q A 1 •
• p 1 1a ,
Epoxy Paste
Adhesive
;wide X% high
Plywood Strip
84
and open by '/4 in. (6 mm) at the top. The heads. The development of composite
bottom and sides of the transverse joint action was verified by instrumentation
were first sealed by epoxy gel and later and testing. Strength reduction due to
filled with pourable epoxy mortar. All the loss of flange plate thickness was
epoxy used was water-compatible and augmented by the development of com-
silica sand was used as the aggregate. positc action. However, composite ac-
Composite action develops due to ad- tion was not used to increase the load
hesion of the epoxy mortar and due to rating of the bridges.
mechanical action of the existing rivet It was not necessary to replace the top
3 holes for
curb angles
—+—-j -+
2 holes for
spring clips
C
U)
Or
l'D
U)
N
Under-side N
Grooved and rn
Groomed
& Bridge
8 ft. nominal
PLAN
Jed
Pattern ( Straight)
32 - ''2 0, 270 ksi
86
The system has been used for decks assured by prior research and investiga-
with or without walkways and handrails. tion. An excellent example of this is the
In recent applications, new ties and current application of partial depth pre-
ballast are preplaced on the panel and cast panels, which was developed by
treated timber ballast curbs, steel walks several laboratory and field investiga-
and handrails are prefastened. With tions 2°
these techniques, along with use of fast Because of the urgency and realities
setting epoxy, even greater speed of of bridge deck rehabilitation, the appli-
construction has been achieved. cation of full depth precast deck had to
The actual material cost of a precast go ahead of research. In effect, the
concrete system is about 25 percent bridge engineers have taken their exper-
higher when compared to in-kind-re- iments directly to the field.
placement of timber-ballast deck. Other With the application of this technol-
costs being equal and considering all ogy a number of uncertainties have been
the other values gained, the precast con- identified. These concern the structural
crete system is deemed more cost effec- systems, components and materials.
tive in the long run. Several research projects have recently
Santa Fe has also successfully used attempted to address some of the issues.
twin-box sections and inverted-channel Kao and Ballinger reported on static
sections for the rehabilitation of many and fatigue load tests on precast ribbed
short span trestles. bridge deck panels s' The panels were
polymer-impregnated and post-
tensioned. The test model used full-
RESEARCH sized components, and up to three pre-
cast panels were used together. The test
The responsibility of the bridge engi- results confirmed the excellent behavior
neer in providing public safety and in of the modular system, the transverse
obtaining the best value for the expen- joints and the shear pocket joints.
diture dictates that new technology be Biswas et al., reported on design and
Fig. 61. Setup for repeated load tests on epoxy mortar sandwich specimen.
O
0 20
U-
0
[Li
10
L
0 30 60 90 120 150
TEMPERATURE t•F)
test results of one-third scale model of a construction. Biswas, et al., recently re-
60 ft (18 m) span bridge of modular con- ported on the strength and durability of
struction using precast concrete a typical polymer mortar (silica-sand
panels 52 Fig. 60 shows the setup of the epoxy) 53
one-third scale model at the Texas Fig. 61 shows the setup for repeated
Transportation Institute. Test results load test on a sandwich specimen. Fig.
confirm the predicted behavior of the 62 indicates the varying resistance of the
composite deck structure. Subsequent material at different temperatures. Fig.
tests on the same model have demon- 63 shows specimens for freeze-thaw
strated satisfactory performance under testing with varying amounts of mois-
fatigue loads. ture in the silica sand, Fig. 64 depicts
Polymer-based structural mortars are the degradation of material property
often used as the joint material for pre- with increasing moisture content. Re-
cast elements. Satisfactory short-term sults indicate that the resistance of such
and long-term performance of this mate- material may be affected by severe re-
rial is a key to the success of modular peated loads, extreme temperature cy-
88
Fig. 63. Freeze-thaw test specimens of epoxy mortar with different moisture content.
^•
LI Lj 8C
-
LaJ J
E
x J 6C
w Q
J
LL i-
t' z 4C
z
0 `r 2C
0 60 120
NUMBER OF FREEZE- THAW CYCLES
ties and the presence of moisture in its because this type of construction was
components. prevalent for the older bridges which
Currently, several investigations are now need rehabilitation. Recently,
being conducted on the behavior and however, the feasibility of using precast
practical aspects of precast decks at panels for replacing decks built with
Duke University, Transportation and AASHTO-PCI standard prestressed
Infrastructure Research Centre, the concrete I girders has been discussed.
FHWA and Texas Transportation Insti- Some of these earlier bridges are ap-
tute, and other research laboratories. proaching ages when they may need
Most applications of full depth precast deck replacement. In 1983, Martin re-
deck have been on steel girder bridges ported on designs and results of labora-
90
materials. University. Much of the information
Both pretensioning and post-ten- presented here is based on physical site
sioning are often used in conjunction inspection of the bridges, reviews of
with the application of precast slabs. drawings and specifications, and per-
Under some circumstances, however, sonal discussions with engineers repre-
reinforced concrete precast slabs may be senting the owners. Many of the draw-
used without any prestressing. ings and photographs of bridges shown
The application of full depth precast in this report were provided by the re-
concrete deck for the construction of spective transportation agencies.
new bridges in addition to the rehahili- The author extends sincere thanks
tation of deteriorated bridge structures to the following gentlemen: Rob-
has progressed steadily. The practical ert C. Donnaruma, Leonard J. Dc-
experience gained from such applica- Prima and Howard J. Meinekar of New
tions combined with the knowledge York State Thruway Authority; Thomas
being learned from ongoing research J. Moon and David B. Beal of New York
will undoubtedly give this construction State Department of Transportation;
method a promising future. John N. Grim of Massachusetts Turn-
pike Authority; Neal E. Wood of Penn-
sylvania Turnpike Commission; D. R.
ACKNOWLEDGMENTS Higgins of California Department of
Transportation; Paul C. Peterson of
The work reported herein was par- Delaware River Joint Toll Bridge Com-
tially supported by the New York State mission; and C. E. Gilley and Peter
Thruway Authority, and by the Texas Haven of the Atchison, Topeka and
Transportation Institute of Texas A & M Santa Fe Railway Company.
92
21. Barker, J. M., and McCabe, J. M., Jr., Research Board, Washington, D.C.,
Disc. of "Interacting Pretensioned Con- 1971, pp. 30-41.
crete Form Panels for Bridge Decks," by 33. Scholer, C. F., "Eleven-Year Perfor-
Kluge and Sawyer; and closure, PCI mance of Two Precast, Prestressed Con-
JOURNAL, V. 21, No, 1, January- crete Bridge Decks," Transportation Re-
February 1976, pp. 90-92. search Record 871, Segmental and S ys-
22. Sawyer, H. A., Disc. of"Research, Appli- tems Bridge Construction; Concrete Box
cation and Experience With Precast Pre- Girder and Steel Design, Transportation
stressed Bridge Deck Panels," by Barker; Research Board, Washington, D.C.,
and closure, PCI JOURNAL, V. 21, No. 1982, pp. 34-37.
4, July-August 1976, pp. 112-113, 34. Kavanagh, T. C., "Box Girder Bridge De-
23. Barnoff, R. M., et al., "Full Scale Test of a sign," Engineering journal, American
Prestressed Bridge With Precast Deck Institute of Steel Construction, V. 4, No.
Planks," PCI JOURNAL, V. 22, No. 5, 3, July 1967, pp. 100-106.
September-October 1977, pp. 66-83. 35. Biswas, M., Iffland, J.S.B., Schofield,
24. Kelly, J. B., "Applications of Stay-in- R. E., and Gregory, A. E., "Precast
Place Prestressed Bridge Deck Panels," Bridge Deck Replacement Appli-
PCI JOURNAL, V. 24, No. 6, Novem- cations,' TRB Special Report I48, Inno-
ber-December 1979, pp. 20-26. vations in Construction and Mainte-
25. Tokerud R., "Precast Prestressed Con- nance of Transportation Facilities,
crete Bridges for Low-Volume Roads," Transportation Research Board,
PCI JOURNAL, V. 24, No. 4, July-Au- Washington, D.C., 1974, pp. 136-148.
gust 1979, pp. 42-56. 36. Donnaruma, R. C., "A Review of the De-
26. Tokerud, R., "Economical Structures for velopment of Systems for Precast Deck
Low-Volume Roads," Transportation Replacement for Composite I-Beam
Research Record 665, Bridge Engineer- Bridges," Report presented to the Re-
ing, V. 2, Transportation Research Board, search Committee, International Bridge,
Washington, D.C., 1972, pp. 214-221. Tunnel and Turnpike Association,
27. Precast Prestressed Concrete Short Span Chicago, Illinois, August 1974, 20 pp.
Bridges, Prestressed Concrete Institute, 37. Donnaruma, R. C., ''Performance of Pre-
Chicago, Illinois, 1980, 47 pp. cast Concrete Bridge Deck Panels on the
28. Design Supplement to; Precast Pre- New York Thruway," Report presented
stressed Concrete Short Span Bridges, at Session 187, 62nd Annual Meeting,
Prestressed Concrete Institute, Chicago Transportation Research Board,
Illinois, 1984, 74 pp. Washington, D.C., January, 1983, 6 pp.
29. Hays, C. 0., and Lybas, J. M., "Full-Span 38. Knudsen, C. V., "Re-decking of a Bridge
Form Panels for Highway Bridges," With Precast Concrete," Civil En-
Transportation Research Record 87I, gineering, American Society of Civil En-
Segmental and Systems Bridge Con- gineers, New York, V. 50, No. 4, April
struction, Concrete Box Girder and Steel 1980, pp. 75-77.
Design, Transportation Research Board, 39. Slavis, C., "Precast Concrete Deck Mod-
Washington, D.C., 1982, pp. 23-29. ules for Bridge Deck Reconstruction,"
30. NCHRP Synthesis of Highway Practice Transportation Research Record 871,
57, Durability of Concrete Bridge Decks, Segmental and System Bridge Con-
Transportation Research Board, struction; Concrete Box Girder and Steel
Washington, D.C., 1979, 61 pp. Design, Transportation Research Board,
31. URS/Madigan Praeger, Inc., Feasibility Washington, D.C., 1982, pp. 30-33.
Study to Replace a Deteriorated Bridge 40. Slavis, C., "Precast Concrete Deck Mod-
Deck With Precast Concrete Deck, New ules for Bridge Deck Reconstruction,"
York State Thruway Authority, Albany, PCI JOURNAL, V. 28, No. 4., July-
N.Y., 1973, 67 pp. August 1983, pp. 120-135.
32. Gutzwiller, M. J., Lee, R. H., and 41. Martin, L. D., et al., Connections for
Seholer, C. F,, "Precast, Prestressed Modular Concrete Bridge Decks,
Concrete for Bridge Decks," HRB Spe- FHWA/RD-821106, NTIS document
cial Report 116, Improving Pavement PB84-118058, Consulting Engineers
and Bridge Deck Performance, Highway Group, Inc., Glenview, Illinois, August
94