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Transport and Main Roads Structures Drafting Manual Prestressed Concrete Girders
Transport and Main Roads Structures Drafting Manual Prestressed Concrete Girders
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Chapter 14
Prestressed
Concrete Girders
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Transport and Main Roads Chapter 14
Structures Drafting Manual Prestressed Concrete Girders
TRADEMARKS ACKNOWLEDGEMENT
Terms mentioned in this document that are known or understood to be trademarks, whether
registered or not, have been identified. Where trademarks have been confirmed as registered in
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14 Australia, this has been indicated by the addition of the ® symbol, otherwise the ™ symbol is
used. While all care has been taken to identify trademarks, users should rely on their own
inquiries to determine trademark ownership. Use of a term in this document as a trademark
should not be regarded as affecting the validity of any trademark.
IMPORTANT INFORMATION
The requirements of this document represent Technical Policy of the department and contain
Technical Standards. Compliance with the department’s Technical Standards is mandatory for
all applications for the design, construction, maintenance and operation of road transport
infrastructure in Queensland by or on behalf of the State of Queensland.
This document will be reviewed from time to time as the need arises and in response to
improvement suggestions by users. Please send your comments and suggestions to the
feedback email given below.
FEEDBACK
Your feedback is welcomed. Please send to mr.techdocs@tmr.qld.gov.au.
DISCLAIMER
This publication has been created for use in the design, construction, maintenance and
operation of road transport infrastructure in Queensland by or on behalf of the State of
Queensland.
Where the publication is used in other than the department’s infrastructure projects, the State of
Queensland and the department gives no warranties as to the completeness, accuracy or
adequacy of the publication or any parts of it and accepts no responsibility or liability upon any
basis whatever for anything contained in or omitted from the publication or for the
consequences of the use or misuse of the publication or any parts of it.
If the publication or any part of it forms part of a written contract between the State of
Queensland and a contractor, this disclaimer applies subject to the express terms of that
contract.
COPYRIGHT
Copyright protects this publication. Except for the purposes permitted by and subject to the
conditions prescribed under the Copyright Act, reproduction by any means (including electronic,
mechanical, photocopying, microcopying or otherwise) is prohibited without the prior written
permission of the department. Enquiries regarding such permission should be directed to the
Contracts and Technical Capability Branch, Queensland Department of Transport and Main
Roads.
http://creativecommons.org/licences/by-nc-nd/2.5/au
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Manual Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
Notes Prestressed Concrete Deck Units
Chapter 6 Chapter 16
Welding Piles and Footings
Chapter 7 Chapter 17
Deck Wearing Surface Cast Insitu Kerbs and Decks
Chapter 18
Chapter 8
Expansion Joints and
Bridge Widening
Miscellaneous Details
Chapter 9 Chapter 19
Bridge Deck Types Bridge Barriers
Chapter 10 Chapter 20
Bridge Geometry Electronic Project Model (EPM)
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Table of Contents
14.1 Glossary of Terms 1
14.2 Figures and Examples shown in this Manual 1
14.3 General 1
14.4 Standard Design Details 2
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14 14.5
14.6
Girder Profiles
Miscellaneous Girder Components 10
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Table of Appendix
Appendix A - Super T-girder Design Sketches 25
Appendix B - Example Super T-girder Drawings 28
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Chapter 14
Prestressed
Concrete Girders
14.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
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14.2 Figures and Examples shown in this Manual
The figures and examples shown in this manual are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
14.3 General
This chapter discusses the typical arrangement of PSC super T-girders; these are currently the
girders preferred by TMR. The girders shall have an open top flange rather than a closed top
flange. Girders with a closed top flange are prone to having their voids lift upwards or move
sideways during casting, and consequently cover to the reinforcement may be compromised.
Once the void formers have been removed from open top flange girders they can be inspected to
check that concrete has flowed around the voids. This can not be done with closed top flange
girders.
PSC girders are typically used for spans greater than 25m long as they become more economical
to use than PSC deck units. Refer example drawings in Appendix B - Example Super T-girder
Drawings.
Super T-girders supersede the previous standard, the PSC I-girders. Refer Figure 14.3-1 Girder
Types.
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Super T-girders with a cut out at the end of the girder (commonly referred to as half joint
girders), are not allowed in TMR bridges because of the difficulties in fitting the required
amount of reinforcing steel into both ends of the girder. Refer Figure 14.3-2 Girder Joints.
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Flange Widths
The outer profile of a girder must comply with AS 5100.5. Casting yards built their forms to this
profile. The width of the girder flanges varies to suit the width of the bridge deck.
Whenever possible, the flanges on outer girders are to be made the same width as those on the
internal girders to keep the number of girder types to a minimum.
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An example of where this is not usually possible is when a drain pipe hangs below the outer
flange and this flange needs to be wider to accommodate the pipe and its expansion joints.
Standard widths of girder flanges may vary from 1226mm minimum to 2500mm maximum.
Wider flanges may be possible after negotiation with the Design Engineer.
On bridges with a horizontal curve the outer flange on the outer girders are to be curved to
match the road alignment.
Voids
Girders contain voids to reduce their weight and cost of manufacture. Voids shall be made from
standard 5m long forms. They are separated from each other by a diaphragm of 150mm wide 14
concrete containing one set of steel reinforcement. The solid end block at each end of the girder
will increase or decrease in size to accommodate the standard void lengths.
An end block length is measured along the centerline of the girder. On square or slightly skewed
girders the end blocks may vary in length nominally from 2m up to 3m to avoid having a non-
standard void length. For example, refer to the 24.95m girder in Table 14.5-1 Typical Void
Arrangements.
When the girder length is such that the end blocks would be more than 3m long, one non-
standard void length may be placed in or near the middle of the girder. The end blocks can then
be kept at 2m lengths (for example, refer to the 26.95m girder in Table 14.5-1 Typical Void
Arrangements). Girders on a large skew may require end blocks longer than 3m.
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Some casting yards may have void forms that are not 5m long. To give them an opportunity to
use their forms the following note is placed on the girder drawings 'VOIDS are based on a
length of 5m maximum. Alternative void arrangements may be submitted for approval.'
Wall Thickness
The walls of the girder vary from 100mm up to 150mm thick (typically 100mm) dependant on
the structural requirements of the girder. Skewed girders require additional wall thickness at the
voids adjacent to an end block due to the amount of reinforcement extending from the end block
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Void Drainage
30mm dia drain holes are needed between the voids and at the ends of the voided section to
drain rain water that may fall into the girder voids before a concrete deck is placed above them.
If the bridge is subject to flooding, 100mm dia drain holes are required at the base and top of
the voids to allow the voids to fill with river water to prevent the bridge from potentially
floating away. The 30mm dia drain holes at the bottom of the girders will ensure that all of this
water can drain away once the flood subsides.
The prestressing strands positioned either side of the 30mm dia drain pipe at the ends of the
voided section must be debonded from the end of the girder to at least 100mm past the drain
hole to help minimise cracking around the pipe.
Span Lengths
Because of the variations of skew and the position of bearings at the ends of the girder, it is
difficult to nominate exact end span lengths during the planning stage. Consequently end spans
are often nominated as even meter distances, the same as intermediate spans.
The length of the span will determine the depth of the girder required. For instance, a 1500mm
deep girder can be designed to span up to approximately 28m. An 1800mm deep girder would
be required for a longer span. Many factors determine how long a girder can span. These
include the width of the bridge, and the vehicle loading for which it has been designed.
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Ideally, every girder would have ends that are vertical to ensure a 50mm gap between all girders
and between girders and the ballast walls. This is easy to accomplish on a level bridge by
specifying that the end of the girders must be vertical (100 days after casting). The girder end is
not cast vertical because by the time it has finished hogging (nominally at 100 days after
casting) it would no longer be vertical.
A bridge on a grade has additional complications. The gap between the top of the girder and the
ballast wall will reduce at the low end of the bridge, for example 32mm for an 1800mm girder
on a 1% grade, and increase at the high end of the bridge, for example, 68mm for an 1800mm
girder on a 1% grade. These gaps are at the limit of what is acceptable, therefore, 1% is the
steepest grade with which the girders ends can be made vertical (at 100 days after casting). 14
For grades greater than 1%, each end of the girder needs to be inclined by a different amount to
ensure that the ends will be vertical when the girder is bearing on the headstock.
For bridges on a vertical curve the end incline may vary on both ends of the girders on every
span. These inclined dimensions may be rationalised to the nearest 5mm to reduce the amount
of variations. Refer Figure 14.5-2 Girder End Incline Guidelines (1) and Figure 14.5-3 Girder
End Incline Guidelines (2).
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Figure 14.5-3 Girder End Incline Guidelines (2)
When end incline dimensions are shown on a drawing, three sets of distances are required.
These are the distances at transfer, at 30 days, and at 100 days after casting. The transfer figure
tells the casting yard what offset the girder end must have immediately after it has been cast and
is leaving the form.
The casting yard will calculate and make an allowance for the amount of incline required in the
form to achieve the designed incline at transfer.
About 30 days after casting, the girder may leave the casting yard, therefore an incline distance
is provided to let the precast inspector check that the girder is hogging as designed. The incline
distance at 100 days is the amount that the girder end is inclined when it is erected on the
bridge. Refer Figure 14.5-4 Girder End incline Details.
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Headstock Fitment
On skewed and horizontally curved bridges it is often advantageous to draw the interaction of
the girder, bearing, restraint angles and headstock before engineering design begins. This will
determine where the bearing needs to be located beneath the girder and the width of the
headstock needed to fit the bearing and restraint angles.
Items to check are:-
• Bearing to be placed above the piles and on the abutment centerline
•
•
Clearance between girder restraint angles and the ballast wall
Clearance between girder restraint angles and the front of headstock 14
• Clearance between anchor bolts and main reinforcement
Refer Chapter 12 - Abutments and Piers, 12.8 Girder Bridge Headstock Layout.
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Skew
Girders should not be skewed more than 45º. When the road and bridge geometry is being
designed, every effort should be made to avoid skews larger than this. Due to constraints, skews
larger than 45º are sometimes unavoidable. TMR does not have a policy or standard details on
how girders/decks skewed more than 45º are to be designed. One possible option is to increase
the gap between girders of adjacent spans and cover the gap with a reinforced concrete deck.
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14 Refer Figure 14.5-6 Bridges skewed > 45º.
Fasteners
Fasteners are cast into the girder to allow cross girder reinforcement to be attached. These
fasteners must be galvanised even though they are encased with cross girder concrete. This is to
prevent corrosion caused by steam curing before the cross girders are cast.
Girders located on elastomeric bearings require galvanised fasteners to be cast in at each end of
the girder to allow the girder to be bolted to restraint angles. The restraint angles anchor the
girder to the headstock. These fasteners and restraint angles are not required if the girder is
located on pot bearings, however, TMR policy is to avoid using pot bearings as there have been
some durability problems associated with these bearings. To prevent the fasteners being hidden
beneath the surface of the concrete a note on the Girder drawings shall read “Fasteners shall be
exposed prior to delivery to site”. For an example of the details required on the Girder drawings,
refer Figure 14.5-7 Girder Fasteners.
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Figure 14.5-7 Girder Fasteners
A detailed view (minimum scale of 1:10 on an A1 drawing) shall show how the fasteners, top
attachment plate and reinforcing steel fit together in the end block.
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Restraint Angles
Girders located on elastomeric bearings are bolted to restraint angles via a fastener cast into the
14 bottom of the girder. The restraint angles anchor the girder to the headstock. If the bearing is
14 designed for expansion, the restraint angle shall have a horizontal slot to guide the girder. If the
bearing is designed to be fixed/continuous, the slot shall be vertical to prevent the girder from
sliding. Note 7 of the Construction Sequence in Figure 14.7-1 Girder Anchorage Details
explains the method of calculating the height of the Restraint Angles. For an example of the
required details refer Figure 14.6-1 Restraint Angles.
These details shall not be shown on the Girder drawings because the casting yard manufacturing
the girders will not be fabricating the steelwork. Rather, the details shall be shown on the
Miscellaneous Details drawing, refer Chapter 18 - Expansion Joints and Miscellaneous Details.
The thickness and size of plates must be designed checked to ensure they are adequate for the
bridge in question.
If a bridge has different types of restraint angles, a layout diagram is required to show the
location of the angles, for an example, refer Figure 14.6-2 Layout Diagram for Restraint
Angles. For the current TMR standard details refer Chapter 17 - Cast Insitu Kerbs and Decks,
Appendix A - Deck Design Sketches - Sheet 8.
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14.8 Reinforcement
Most reinforcing details have been standardised and are shown on the standard design sheets.
The Design Engineer should use these details and only calculate the reinforcement set spacing
and wall thickness of the girders.
Along the voided section of 1200 and 1500mm deep girders where the walls are 100mm thick,
the 16VE and 16V bars are located side by side to maintain cover to the void. Refer Figure
14.8-2 Girder Reinforcement Sections (2).
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Because the walls of 1800mm deep girders are 120mm thick, maintaining cover is not a
problem. Therefore the 16V bars shall be placed inside the 16VE bars. Refer Figure 14.8-3
Girder Reinforcement Sections (3).
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Skewed Girders
Some casting yards prefer to tack weld the fasteners into the form and lower the prefabricated
reinforcement cage into the form.
To enable them to do this the reinforcement must be parallel to the fastener at the bottom of the
cage.
Refer Figure 14.8-4 Girder Reinforcement around Fastener (1) and Figure 14.8-5 Girder
Reinforcement around Fastener (2) for an example of how the reinforcing steel may be set out.
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Fanned Reinforcement
In skewed girders the reinforcement is fanned about the voids at each end of the girders. Refer
Figure 14.8-6 Variable Bars.
Because the reinforcing sets in the end block encroach into the wall of the girder at the adjacent
void, the wall thickness of this void must be at least 125mm thick to maintain cover to the 12A
bars.
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The drain pipe is supported by a steel drain bracket which passes through 20mm diameter holes
in the girder flange. Refer Figure 14.11-1 Plan View of Hole Layout and Figure 14.11-3 20mm
Diameter Holes in Girder Flange Drain Bracket.
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To reduce the chance of cracking around the 200mm diameter holes, four trimmer bars shall be
placed around each hole. Refer Figure 14.11-4 Trimmer Reinforcement Bars.
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