Precast Bridge Deck Research Articles

Design and Behavior of UHPFRC Field-Cast Transverse Connections between Precast Bridge Deck Elements

Design and Behavior of UHPFRC Field-Cast Transverse Connections between Precast Bridge Deck Elements

Structural behavior of precast concrete deck with ribbed loop joints in a composite bridge

This study is intended to propose a precast bridge deck system, which has ribbed loop joints between the decks and lacks internal tendons to improve the workability of existing precast deck system. A composite bridge deck specimen was fabricated using the proposed precast deck system, and static and fatigue load tests were conducted to evaluate the structural behavior and the crack pattern of the deck. Leakage test of the deck joints was also conducted and finite element analysis was carried out to compare with the test results.

유한요소해석에 의한 요철형 이음단면을 갖는 프리캐스트 바닥판의 휨성능 평가

Abstract: In this study, a non-linear FEM model is presented to predict the static flexural performance of precast bridge decks with ribb ed joint and is verified with previous experiment results through comparison. The several theory of material properties were applied to each mechanical properties in FEM model and FEM model’s input variables were determined through experiment result and parametric study. The FEM results showed good accuracy in predicting the structural performance of the specimens and FEM model’s average error rate was 5%. Also, each speci men’s cracking aspect and failure mode can be predicte d through FEM’s plastic strain dist ribution. Thus, this FEM model can be used effectively for p redicting the ultimate behavior and parametric study to development of design formula for joint.Keywords: Ribbed connection, Precast bridge decks, Flexural performance, FEM model 1 정회원, 대우건설기술연구원 선임연구원 2 정회원, 단국대학교 토목환경공학과 교수 3 정회원, 단국대학교 토목환경공학과 석사과정 4 정회원, 대우건설기술연구원 선임연구원 5 정회원 , 대우건설기술연구원 선임연구원교신저자*Corresponding author: dongho.shin@daewooenc.com∙본 논문에 대한 토의를 2016년 2월 1일까지 학회로 보내주시면 2016년 3월호에 토론결과를 게재하겠습니다.Copyright Ⓒ 2016 by The Korea Institute for Structural Maintenance and Inspection. This is an Open Access article distributed under the terms of the Creative Commons Attribution Non-Commercial License (http://creativecommons.org/licenses/by-nc/3.0)which permits unrestricted non-commercial use, distribution, and reproduction in any medium, provided the original work is properly cited.

Evaluation of structural performance in integrated precast decks Evaluation of structural performance in integrated precast decks

In this study we developed an integrated precast concrete decks for a rapid construction. The structural performance in the integrated precast bridge decks is evaluated by real-scale test bed and detailed finite element analyses. The numerical analysis results were compared with the experimental data from a real-scaled single-span precast/prestressed concrete bridge decks under truck loading. Parametric studies are focused on the various effects of external loads on the structural behavior for different locations and measuring points on the precast bridge decks. The assessment in this study indicates that the integrated precast bridge decks show an excellent structural performance as expected.

Ultra-High-Performance-Concrete Advancements and Industrialization—The Need for Standard Testing

Abstract This paper presents an historical perspective of the development and current testing procedures of ultra-high-performance concrete (UHPC) in North America, and explores the need for specific standardized tests for UHPC. A review of the applications utilizing the UHPC technology, projects completed over the past 20 years and promising applications, such as precast bridge deck elements, field-cast UHPC connections for accelerated bridge construction, underground utility systems, architectural building components, urban furniture, security, and others, are covered. The fundamentals of the technology, material properties of UHPC, design details, project profiles, and testing methods for UHPC are included. By utilizing the UHPC material’s unique combination of superior properties including strength, durability, ductility, workability, and aesthetics in conjunction with precast elements and field-cast methodologies, the built infrastructure performance is advanced, accelerated, and improved. Benefits include: simplified construction techniques, speed of construction, improved durability, reduced maintenance, reduced out-of-service, minimum interruption, reduced element size and complexity, extended usage life, and improved resiliency.

Effect of curing condition on shrinkage reducing property of self-consolidating concrete with different expansive admixtures

In accelerated bridge construction, self-consolidating concrete (SCC) shows great potential of application to fill the gap between the deck soffit and precast concrete girders with heavy reinforcement especially in precast construction . An experimental program was undertaken to evaluate the performance of SCC incorporating different expansive admixtures for filling distance between precast bridge deck panels and girders. The study aimed to investigate shrinkage reducing properties as well as wokability of proposed SCC mixture under different curing conditions (water, air-dry and sealed cure). A combination of tests including slump flow, J-ring, V-funnel flow time, L-box and static bleeding were also conducted to measure the workability as well as mechanical properties of developed SCC.

요철형 이음단면을 갖는 프리캐스트 교량 바닥판의 휨성능 평가

Due to the increasing number of deteriorated bridges worldwide, the importance of maintenance and replacement of existing bridges are being emphasized. Cast-in-place concrete deck which is mainly applied to deck replacement of existing bridges have problems such as deterioration concerns by initial crack, labor cost increase, difficulties of maintenance and replacement, construction time increase, and indirect cost increase by traffic congestion. On the contrary, a precast concrete deck is considered as an effective alternative because of its quality assurance and accelerated construction. The connection method ensuring the required strength and durability is especially important, because the connection part of the precast concrete deck is vulnerable to cracks and leakage. Therefore, this study proposes precast bridge decks with ribbed connection which are more improved than existing bridge deck joints, and flexural performance is verified through various parameter tests.

Strength of Loop Connections between Precast Bridge Decks Loaded in Combined Tension and Bending

The paper presents a study of the load-carrying capacity of loop connections subjected to combined tension and bending. For such connections, the main design challenge in practice is to obtain a load- carrying capacity that is governed by yielding of the looped reinforcing bars (i.e., the U-bars) and not by fracture of the joint concrete. Unfortunately, reliable design models serving this purpose have not yet been published. Therefore, in this paper, a design-oriented plasticity model is proposed for the calculation of the N–M interaction diagram accounting for both failure modes. The work is an extension of a model previously developed by the authors for the case of pure tension. In addition to the theoretical work, test results of connections subjected to combined tension and bending are also presented. Calculations according to the model have been compared with tests. Satisfactory agreements have been found.

Full-Scale Implementation and Testing of Full-Depth Precast Bridge Deck Panels

A bridge deck panel system using nonprestressed full-depth precast concrete bridge deck panels with continuous shear pockets was investigated. First, the research team performed conceptual improvement, design, detailing, and fabrication studies on a specific deck replacement system (System CD-2) previously proposed by NCHRP Project 12-65 researchers. Key improvements to the CD-2 deck panel system included modifications to the transverse joint coupler for ease of construction and the addition of a longitudinal staged-construction joint to expedite bridge deck replacement projects. Next, an experimental program was carried out to construct and perform service-level load testing on a full-size precast deck panel assemblage that incorporated the refinements. On the basis of static and cyclic loading test results, it was found that the modified CD-2 deck panel system as a whole performed satisfactorily with regard to AASHTO serviceability requirements.

Lifting of GFRP Precast Concrete Bridge Deck Panels

AbstractThe Beaver Creek Bridge on U.S. Highway 6 is a single-span bridge and a pilot project for glass fiber–reinforced polymer (GFRP) precast bridge decks in Utah using accelerated bridge construction (ABC). The Utah Department of Transportation decided to evaluate GFRP bars as an alternative to steel bars for reinforcing the bridge deck. The precast concrete panels were 12.62-m long, 2.08-m wide, and 235-mm thick and were reinforced entirely with GFRP bars. The bridge deck panels were lifted from the underside at four points using steel cables inside steel tubes or nylon straps instead of embedded steel anchors. Two of the 24 panels used to construct the bridge deck were instrumented with strain gauges. Experimental strain measurements showed that the panels exhibited acceptable levels of strain that were below concrete cracking limits. By comparison, similar laboratory panels with identical thickness and reinforcement that were lifted with four embedded anchors from the panel top experienced cracks on...

Diseño automático de tableros óptimos de puentes de carretera de vigas artesa prefabricadas mediante algoritmos meméticos híbridos

This paper deals with the minimum cost automatic design of precast bridge decks made of U-beams and an upper slab. It uses a hybrid memetic algorithm that combines the population search of solutions by genetic algorithms and a search by variable neighborhood. This algorithm is applied to a bridge made of two isostatic U-beams of 20-40m of span and a width of 12m. This example has 40 discrete variables. The evaluation module takes into account the service and ultimate limit states usually considered for these structures, i.e. flexure, shear, torsion, cracking, deflections, etc. The use of the memetic algorithm requires its previous calibration. Each of the heuristics is run 12 times, obtaining information about the minimum and average values, as well as the scatter. The parametric study showed a good correlation for the cost, the number of strands and the steel and concrete quantities with the span length. Savings have been found between 8 and 50% compared to other structures really executed. The presented procedure allows the practical application to the real design and its adaptation to the precast process.

Experimental Performance of AFRP Concrete Bridge Deck Slab with Full-Depth Precast Prestressed Panels

While application of full-depth precast bridge deck panels may be appealing because of an accelerated construction schedule and improved safety conditions, corrosion of steel reinforcement is a major factor affecting the structural durability of precast panels and overall serviceability of a bridge deck. Herein, the concept of using aramid fiber reinforced polymer (AFRP) bars as a substitute for conventional steel reinforcement to overcome corrosion issues is verified. For this purpose, a full-scale bridge deck slab consisting of full-depth precast panels reinforced and prestressed with AFRP bars is constructed and experimentally evaluated in terms of load capacity, deformation, crack pattern, and failure mode. The precast panels are reinforced and prestressed in parallel and perpendicular to the traffic directions, respectively, and supported by reinforced concrete beams. Realistic dimensions, boundary conditions, and structural details are physically modeled to represent an actual bridge deck condition, and different concentrated load configurations including wheel and tandem axle loads are applied on both the slab interior span and overhang. The experimental results show the average failure load of the interior spans and overhangs, respectively equal to 3.9 and 1.4 times the maximum factored wheel load, where the deflection serviceability criteria are met and satisfactory deformability performance is achieved.

New Methodology for Calculation of Required Prestressing Levels in Continuous Precast Bridge Decks

The calculation of minimum required prestressing levels in prestressed bridge deck girders is usually governed by serviceability requirements in terms of allowable stress levels. In the case of continuous structures, different quantities of prestressing steels have to be quantified for different critical locations and, owing to the structure hyperstaticity, the prestressing force required for a given critical cross section depends on the quantities of prestressing steels adopted in the remainder of the structure. This paper presents a feasible methodology for quantification of the minimum required prestress forces for different critical cross sections, avoiding the use of iterative procedures. A methodology for taking into account the variability of the structure response, owing to the uncertainty associated with the quantification of creep, shrinkage, and construction timings is also presented. Monte Carlo simulations, based on the Latin Hypercube sampling method, are used in the calculation of the statistical distribution of the long-term structure response. Two case studies are presented to show the relevance of the aforementioned variability and its consequences in terms of minimum required prestressing levels.

Lightweight Concrete Precast Bridge Deck Panels Reinforced with Glass Fiber-Reinforced Polymer Bars

Lightweight (LW) concrete results in bridge deck panels that are easier to lift, and its use reduces the bridge deck and substructure weight. Twenty panels constructed using LW and normal-weight (NW) concrete reinforced with glass fiber-reinforced polymer (GFRP) bars for flexure without any shear reinforcement were tested to failure. The variables investigated were concrete compressive strength, deck span, panel thickness and width, and reinforcement ratio. The experimental results showed that LW concrete panels performed similar to NW concrete panels; however, they experienced larger deflections under the same load and had a lower ultimate shear strength than NW concrete panels. The ultimate shear strength of LW concrete panels reinforced with GFRP bars is predicted using the ACI 440.1R-06 guidelines and the service-load deflection is compared to AASHTO requirements. A reduction factor is found to be necessary for predicting shear strength when LW concrete is used with GFRP bars.

Damage to concrete bridges due to reinforcement corrosion: Part I. Site investigations

Corrosion of reinforcement initiated by concrete carbonation and chloride contamination is the most common type of deterioration of concrete bridges. Based on the author's experience a number of cases is reported in which the corrosion of ordinary and prestressed reinforcement as well as the causes and consequences of deterioration observed are presented. Investigations have shown that the main reasons are: insufficient concrete cover, poor quality of concrete, and ingress of aggressive salts. The carbonation depth must be related to the histogram ofrebar cover depths and the probability of their coincidence can be predicted. The monitoring of tendon conditions in prestressed concrete precast post-tensioned segmental bridge decks shows that the voids and the water are often present in the ducts leading to the local rusting of tendons. The wires used in tendons are liable to fail in tension that was observed in some prestressed concrete bridges. Unfortunately, no reliable procedures of determining...

Under-Slung and Overhead Gantries for Span by Span Erection of Precast Segmental Bridge Decks

Decks that are made self-supporting span by span are by far the most common structural systems used for precast segmental viaducts. Unlike other systems the contractor has little choice than to use overhead or under-slung gantries when erecting such viaducts, unless it is possible to utilize ground-supported false work. Decks are activated span by span by stressing all segments of a span together with longitudinal prestressing cables, which run the full span length. Because such gantries need to be able to support the weight of an entire span, they are among the heaviest erection equipment used for bridge construction.The method by which segments are joined and activated to self-supporting spans has a direct impact on gantry’s performance criteria and configuration. The designer should understand the detail of how such bridges are built, as many design and detailing aspects are governed by construction considerations and not by in-service requirements. The contractor, when ordering a gantry, needs a good understanding of how the bridge, he/she has to build, works structurally to enable him/her to order the right erection equipment.This paper starts with a classification of the precast segmental bridge decks built span by span. It subsequently explains the main features of typical under-slung and overhead gantries and compares their application ranges. The interaction between erection equipment and permanent works is highlighted followed by comments about design/detailing of main girders, mechanization and work access, risks and cycle times. It concludes with remarks about reusability and guidelines for ordering such gantries.

Shear Testing of Precast Bridge Deck Panel Transverse Connections

Precast deck panels are increasingly being used to reduce construction times as part of a push for accelerated bridge construction by some state departments of transportation. Despite the short-term benefits, the connections between panels have a history of serviceability problems. To evaluate the service and ultimate behavior of current and newly proposed connections, 12 push-off tests were performed on precast bridge deck transverse connections for shear. These tests used an improved shear specimen geometry that allowed the connection to deform in more realistic shear. This new test setup included spaces that allowed diagonal cracks to form and reinforcement to pull out of the connection. The push-off tests established the cracking and ultimate shear strengths of each connection detail. These details included a welded connection, an unreinforced grouted connection, and a post-tensioned-type connection tested with and without an applied compression force. Results of each detail type are compared. The test results show that the post-tensioned connection outperformed the other connection details, with 2.1 times the shear capacity of a welded connection spaced at 45.7 cm (18 in.).

Flexural Testing of Precast Bridge Deck Panel Connections

Precast deck panels are increasingly being utilized to reduce construction times and traffic delays as many departments of transportation (DOTs) emphasize accelerated bridge construction. Despite the short-term benefits, the connections between panels have a history of service failure. This research focused on the evaluation of the service and ultimate capacities of five precast deck panel connections. Full-scale tests were developed to determine the cracking and ultimate flexural strengths of two welded connections, a conventionally posttensioned connection, and two newly proposed, posttensioned, curved bolt connections. The conventionally posttensioned specimens were shown to perform well with the highest cracking loads and 0.42 times the theoretical capacity of a continuously reinforced concrete deck panel. The proposed curved bolt connections were shown to be a promising connection detail with approximately 0.5 times the theoretical capacity of a continuously reinforced panel. Data from the welded specimens showed that some welded connection types perform significantly better than others. The experimental results also compared closely with values calculated on the basis of finite-element modeling, which can be used for future analytical studies.

Selection of Durable Closure Pour Materials for Accelerated Bridge Construction

With the public’s demands for reduced construction time and traveling delays, full-depth precast bridge decks or decked bulb tees are being more widely used. When these systems are used, precast elements are brought to the construction site ready to be set in place and quickly joined together. Then, a concrete closure pour (CP) completes the connection. The selection of CP materials is critical. The procedure and methods for selecting durable CP materials are discussed in this paper. The accelerated construction is quantified as two categories: overnight cure of CP materials and 7-day cure of CP materials. For both categories, candidate materials are selected first based on literature review of published data as well as tests of compressive strength and flow and workability. Then, the performance criteria for selecting durable CP materials for both categories are developed based on durability tests of selected candidate materials. These durability tests include freezing-and-thawing durability, shrinkage, bond, and permeability tests.

Strength Analysis of Precast Bridge Decks with Full-Depth Precast Overhang Panels

The use of full-depth precast overhang panels provides an alternative to modern bridge deck construction by eliminating the need to form a full-depth cast-in-place (CIP) overhang. Additional benefits from these precast panels include improving worker safety conditions during construction and accelerating construction. To validate the capacity of a full-depth precast bridge deck system compared with a conventionally constructed concrete bridge deck, the Texas Department of Transportation sponsored an experimental investigation. For both, the failure loads exceeded the maximum factored 2007 AASHTO load and resistance factor design for decks and deck overhangs. Observations suggest that there is an interaction between flexure and shear to estimate the capacity of full-depth concrete bridge deck overhangs or slabs constructed with stay-in-place (SIP) panels and a CIP topping. This paper shows how a modified yield line theory, which accounts for the development length of the mild steel reinforcing to reach yield strength, is used to analyze precast bridge decks with full-depth precast overhang panels. For the full-depth overhangs, the internal work equation is further modified to allow for the panel-to-panel seam that exists within the system. At the interior portions of the bridge deck, a compound shear–flexure mechanism is proposed. This is an additive model of a flexural yield line failure in the lower SIP precast panels and punching shear in the upper CIP portion of the deck. Therefore, a strength method of analysis is used to design the exterior portion (overhang) that incorporates the concurrent effects of flexure and shear in panelized precast deck systems.