Precast Deck Research Articles

Rapid Replacement of Four GDOT Bridge Decks

The objectives of the research reported in this paper were to monitor and document the rapid bridge deck replacement work of the Georgia Department of Transportation (GDOT) on two bridges in Gainesville, Ga., and two bridges in Atlanta. Documentation of the GDOT work included a time sequence, deck replacement square footage per work period, total construction time, typical work period construction tasks, and photographic display/discussion of the deck replacement work. The precast exodermic deck panel system used by the GDOT provided an excellent means for rapid bridge deck replacement while under staged construction/concurrent traffic conditions. The GDOT work was completed within the imposed time limits while maintaining minimum traffic interruption.

Full-Scale Testing of Prefabricated Full-Depth Precast Concrete Bridge Deck Panel System

The implementation of a prefabricated full-depth precast concrete deck system is an innovative technique that accelerates the rehabilitation process of a bridge deck extending its service life for the purpose of reducing user delays, and community disruptions and lowering its life-cycle costs. A full-scale, two-span continuous prototype bridge 82 ft (25 m) long and 18 ft (5.5 m) wide was designed, constructed, and tested for service load, overload, and ultimate load to study the constructibility and structural performance of the prefabricated full-depth precast concrete bridge deck system. The bridge superstructure is composed of 11 prefabricated full-depth precast concrete panels placed on three steel beams (W18 x 86) and made fully composite with shear connector pockets and shear studs. The experience gained from the sequence of construction events such as fabrication, handling and erection, grouting of transverse joints, longitudinal post-tensioning, and grouting of haunches and shear connector pockets in addition to the results derived from testing a full-scale prototype bridge indicated that a prefabricated, post-tensioned deck system is workable and constructible. Finite element analysis and experimental test results also indicated that a full composite action was maintained between the post-tensioned precast concrete panels and the supporting system; also, no cracks were observed in the transverse joints at the negative moment regions.

Wisconsin’s Use of Full-Depth Precast Concrete Deck Panels Keeps Interstate 90 Open to Traffic

The Wisconsin Department of Transportation (WisDOT) is facing future demands for highway bridge deck replacements on heavily used portions of its interstate highway system, particularly in the Milwaukee area. Typical bridge rehabilitation projects cause safety concerns and disruptions to traffic, and bridge closures have an adverse impact on the regional economy. WisDOT is focusing on prefabricated bridge systems for its highway bridge rehabilitation projects. The University of Wisconsin-Madison worked with WisDOT and Alfred Benesch & Co. to develop and design a prefabricated, full-depth concrete deck system for a major highway where minimal disruption to traffic flow is a requirement. In this article, the authors describe the research proposals, teamwork, design challenges, and construction of an innovative bridge redecking and widening project on westbound Interstate 90 over Door Creek in Wisconsin. The unique advantages of this hybrid prestressed, post-tensioned deck panel system are the result of an innovative design that essentially ties all the precast concrete deck panels together to minimize cracking, uses a novel longitudinal joint and unique strand coupling across the joint, and minimizes traffic disruption in a rapid erection scheme.

Simulation study on construction process of FRP bridge deck panels

In order to further enhance the application of fiber-reinforced composites in infrastructure renewal, it will be important to determine the productivity, man–hour requirements, and system bottlenecks that are important for understanding their construction process. Process modeling and simulation study were used to determine the productivity and cost per hour of installation in both FRP bridge deck panel and partial-depth precast concrete deck construction. The simulated results are applied to an example situation to compare two systems for rehabilitating bridge decks. Based on the simulation study, the productivity of FRP bridge deck panels is approximately four times higher than that of precast concrete decks. However, in comparison with the cost per hour including initial material cost of both systems, the cost per hour of partial-depth precast concrete decks is approximately four times cheaper than that of FRP bridge deck panels. The results show that the FRP bridge deck panels, as of now, are not cost-effective option for rehabilitating highway bridge decks unless it is expected to reduce the higher initial materials costs.

Flange-to-Flange Moment Connections for Precast Concrete Deck Bulb-Tee Bridge Girders

This paper reports findings on new flange-to-flange moment connections for precast concrete deck bulb-tee (DBT) bridge girders. In bridge systems made of precast concrete DBT girders, the concrete deck slab is cast with the prestressed, precast concrete girders at the production facility and then shipped to the bridge site. To make the deck continuous and allow for live load distribution, a concrete closure strip is placed between the precast concrete DBT girders. The objectives of this study are to develop a moment connection for DBT bridge girders and provide experimental data on the ultimate strength of the connection system. Study parameters include identifying crack formation and propagation patterns, failure modes, and ultimate load-carrying capacities. Four moment connections were designed and six full-sized bridge panels were fabricated and loaded to failure to test the developed connections. Effects of steel reinforcement, joint width, and location of the simulated wheel load on the connection designs are discussed. A joint design is considered successful if, prior to failure, the experimental wheel load satisfies North American bridge code requirements. Data show that most of the connection designs satisfy the wheel load specifications. Results indicate that the location of the wheel load on the deck slab affects the ultimate load-carrying capacity of the developed connections. Connections typically failed due to flexure.

Development of in situ joints for pre-cast bridge deck units

This paper, which extends research described in a previous paper, describes and discusses tests carried out to develop in situ joints suitable for pre-cast reinforced concrete deck units, for the decks of steel concrete composite bridges, in negative moment areas. The results of 18 tests of symmetric and non-symmetric arrangements of straight and looped bars are given together with comparisons to the theoretical strengths. The behaviour of the joints at serviceability and ultimate loads and beyond, are discussed. The tests show that the failure loads of joints containing looped bars can be accurately predicted based on the ultimate strength of the reinforcement provided there are adequate transverse lacer bars. Crack widths were measured in a number of specimens and it was concluded that they would be unlikely to impose a limitation at the serviceability limit state.

Crack control of a steel and concrete composite plate girder with prefabricated slabs under hogging moments

In this research, an experimental test on a full-scale model of a steel and concrete composite plate girder with prefabricated slabs under hogging moments was cautiously conducted and observed in order to study crack control. Details of prefabricated slab transverse joints were determined from previous research. The test specimen was an overhanging simple support beam, in total 28 m long. Through the four-point flexural test, the behaviour of the composite girder under hogging moments was observed. From the test results, crack development, crack widths and strain of the composite section before and after cracking were observed. Initial cracking load and crack spacing were viewed and the relations between crack spacing and transverse reinforcement spacing were studied. Moreover, the composite section behaviour of the precast deck with loop joints was confirmed. Test results were analyzed by design equations in each code for crack control. The flexural stiffness of the composite section after cracking is compared with that of the proposals in EUROCODE 4-2 and discussed.

Behavior of Horizontal Shear Connections for Full-Depth Precast Concrete Bridge Decks on Prestressed I-Girders

This article reports on a study of the horizontal shear resistance of the connection between full-depth precast concrete bridge deck panels and prestressed concrete girders. This connection consists of isolated shear connectors extending from the precast I-girder into a block-out pocket in the precast deck panel. The blockouts and the haunch between the panel and the beam are grouted. In the study, 36 push-off tests were performed to investigate the strength and behavior of the connections. The factors investigated included type of grout, haunch height, and area of reinforcing steel crossing the interface. In addition, several alternate shear connector details were tested. Results showed that there was no significant difference in peak shear stress between specimens with 1, 2, and 3 in. haunch heights. The extended stirrups must be detailed to have a minimum of 5 in. embedment into the deck panel. The alternate shear connectors in this study are viable for use with the precast panel system. Proper embedment and spacing of connectors will ensure yielding of the steel and ductile behavior of the interface. The authors conclude that, of currently known horizontal shear resistance equations, the one presented in the AASHTO LRFD Bridge Design Specifications is the best predictor of the strength of the specimens.

Strength of shear connection in composite bridges with precast decks using high performance concrete and shear-keys

In this paper, a connection between precast beam and precast slabl to be used in decks of precast composite bridges is studied. The difference between this connection and the common connection used in bridge construction is that in this paper the steel connector is associated with a shear-key which is formed on the top face of the precast beam, and a high, performance concrete is used to fill out the shear pockets. The connector is formed by steel bars bent in a hoop form, which are inserted in pockets of the precast slab. The connection is made filling out the shear pockets with steel fiber reinforced concrete. Push-out tests were carried out to evaluate the strength of the shear connection. From these tests expressions based on a shear-friction model are proposed to evaluate the strength of the shear connection taking into account the compressive strength of the concrete cast in the pocket, the diameter of the connector and the addition of steel fibers to cast-in-place concrete. These expressions were shown to be appropriate to evaluate the strength of a shear connection, since the failure of precast concrete is avoided near the connection.

Strength of shear connection in composite bridges with precast decks using high performance concrete and shear-keys

Strength of shear connection in composite bridges with precast decks using high performance concrete and shear-keys

Part 3: Bridges and Structures: Design and Construction of a Full-Width, Full-Depth Precast Concrete Deck Slab on Steel Girder Bridge

The West Sandusky Street Bridge over I-75 in Findlay, Ohio, consisted of a single 170-ft-span hybrid steel plate girder bridge with a concrete deck. To minimize closure times on West Sandusky Street and reduce traffic delays on I-75 during the bridge's replacement, full-width, full-depth precast concrete deck panels were proposed for the bridge deck construction. The precast deck panels are posttensioned both longitudinally and transversely to minimize cracking and improve durability and are constructed with shear stud pockets to allow for the installation of shear studs after erection and posttensioning. During detail design, a finite element analysis of the bridge deck was carried out to determine the required level of prestress in the deck. A time-dependent analysis was subsequently completed to determine the long-term creep effects and posttensioning losses, including the effects of restraint from the steel girders. A sensitivity analysis determined the optimum curing time required before stressing the longitudinal posttensioning tendons and grouting the shear pockets. The steel plate girders were designed for the long-term creep effects due to the posttensioning of the deck, which imposed additional axial loads and moments on the steel girders. The replacement deck panels were fabricated before bridge demolition and road closure. Bridge construction was completed in fall 2004.

Design and Construction of a Full-Width, Full-Depth Precast Concrete Deck Slab on Steel Girder Bridge

The West Sandusky Street Bridge over I-75 in Findlay, Ohio, consisted of a single 170-ft-span hybrid steel plate girder bridge with a concrete deck. To minimize closure times on West Sandusky Street and reduce traffic delays on I-75 during the bridge's replacement, full-width, full-depth precast concrete deck panels were proposed for the bridge deck construction. The precast deck panels are posttensioned both longitudinally and transversely to minimize cracking and improve durability and are constructed with shear stud pockets to allow for the installation of shear studs after erection and posttensioning. During detail design, a finite element analysis of the bridge deck was carried out to determine the required level of prestress in the deck. A time-dependent analysis was subsequently completed to determine the long-term creep effects and posttensioning losses, including the effects of restraint from the steel girders. A sensitivity analysis determined the optimum curing time required before stressing the longitudinal posttensioning tendons and grouting the shear pockets. The steel plate girders were designed for the long-term creep effects due to the posttensioning of the deck, which imposed additional axial loads and moments on the steel girders. The replacement deck panels were fabricated before bridge demolition and road closure. Bridge construction was completed in fall 2004.

Prefabricated Bridge Elements and Systems in Japan and Europe

In April 2004, a scanning tour of Japan, the Netherlands, Belgium, Germany, and France was made to obtain information about bridge construction methods being used to minimize traffic disruption, improve work zone safety, minimize environmental impact, improve constructibility, increase quality, and lower life-cycle costs. From information obtained from the tour, 10 technologies were identified for further consideration and possible implementation into U.S. practices. These included two technologies that allow bridges to be built off site and then moved to their final location in a short time, three superstructure systems and four deck systems that facilitate faster and safer construction, and one substructure system. The two technologies for moving bridges were self-propelled modular transporters and other moving systems, including skidding or sliding, incremental launching, floating, rotating, and lifting of bridges into place. The superstructure systems included a precast concrete deck system known as the Poutre Dalle system, the use of partial-depth concrete decks prefabricated on steel or concrete beams, and U-shaped precast concrete segments with transverse ribs. The deck systems involved full-depth prefabricated concrete decks, special cast-in-place closure joint details, hybrid steel–concrete deck systems, and a multiple-level corrosion protection system. The substructure system consisted of stay-in-place precast concrete panels that serve as both formwork and structural elements for solid and hollow bridge piers.

Part 3: Concrete Bridges: Prefabricated Bridge Elements and Systems in Japan and Europe

In April 2004, a scanning tour of Japan, the Netherlands, Belgium, Germany, and France was made to obtain information about bridge construction methods being used to minimize traffic disruption, improve work zone safety, minimize environmental impact, improve constructibility, increase quality, and lower life-cycle costs. From information obtained from the tour, 10 technologies were identified for further consideration and possible implementation into U.S. practices. These included two technologies that allow bridges to be built off site and then moved to their final location in a short time, three superstructure systems and four deck systems that facilitate faster and safer construction, and one substructure system. The two technologies for moving bridges were self-propelled modular transporters and other moving systems, including skidding or sliding, incremental launching, floating, rotating, and lifting of bridges into place. The superstructure systems included a precast concrete deck system known as t...

Use of Precast Concrete Members for Accelerated Bridge Construction in Washington State

Innovative methods are presented for using precast concrete members in bridge construction; summaries include the essentials of design, detailing, and construction of precast, pretensioned girders; posttensioned spliced girders; and precast deck panels used for bridge structures. The key aspects of using precast members in seismic regions are discussed, with an emphasis on suitable connections that meet ductility requirements. Precast bridges consisting of pretensioned girders, posttensioned spliced girders, trapezoidal open-box girders, and other types of superstructure members have been gaining popularity in recent years. These types of bridges have the advantages of minimizing traffic disruption, accelerating construction, and solving constructability issues in traffic-congested areas and in other specific cases. Handling and shipping limitations often control the span capability of pretensioned girders. Spliced girder design has provided a solution where a one-piece pretensioned girder could not other...

Ultimate strength of continuous composite box-girder bridges with precast decks

In order to apply precast decks to continuous composite bridges, several experiments and analytical studies were performed. From many previous studies, design criteria for crack controls in transverse joints of prefabricated slabs were confirmed. These considerations were needed for serviceability. The bridges which satisfy service limit states, also, should be evaluated for ultimate strengths to define limit states. In this paper, experimental and analytical studies of two-span continuous composite bridges with open box girder section were conducted. Cracking, yielding and ultimate loads were evaluated and compared with the test results for design of continuous composite bridges with precast decks. To evaluate yielding loads of continuous bridges, an uncracked section method considering moment redistribution which is defined in EUROCODE 4, was considered. In calculation of ultimate strengths, full or partial shear connection and sectional classes which were defined in EUROCODE or AASHTO LRFD specifications were considered. Also, through numerical analysis considering material nonlinearities, moment–curvature relationship and moment redistributions were estimated.

Static behavior of large stud shear connectors

For the simplification of details in steel bridges, more convenient placing of concrete slab, and the proper distribution of shear pockets for precast decks, large diameter studs can be an excellent alternative. Specifically, in the case of precast deck bridges, it is favorable to design shear pockets for studs to have a uniform distribution and have small space in the decks. In order to satisfy the design requirements in terms of strength and fatigue in the region of high horizontal shear in precast deck bridges, shear connectors having higher capacity can provide uniform distribution of shear pockets. Through the push-out tests on large stud shear connectors, beyond the limitation of current design codes, static behavior was investigated and comparisons with design equations were performed. Shear stiffness of the connectors in an elastic range and tri-linear load–slip curves were proposed from shear tests on 25, 27, and 30 mm studs. Ultimate slip capacity and strength for large studs were evaluated and the test results show clearly the conservative values of design shear strength in Eurocode 4.

Testing a composite box-girder bridge with precast decks

In order to design continuous composite bridges with full-depth precast decks, several factors should be considered, and confirmed through experiments: details of connections, serviceability of cracking and inelastic behaviour. After reviewing previous experiments, an experiment was executed with a steel box-girder bridge model having two spans of 10 m each. Because there is no reinforcement at the transverse joints except prestressing tendons, a design criterion for the prevention of cracking at the joints is not to allow tension at the joints under service loadings. In this paper, a major interest is in the behaviour of a composite section in a negative moment region. Therefore the elastic and inelastic behaviour of the model was carefully observed to provide proper design bases. In particular, cracking load, crack width and moment curvature of composite sections were investigated. The validity of the stiffness of the concrete slab in the negative moment region is discussed in terms of serviceability and ultimate limit states. After cracking at the joints, the flexural behaviour of a beam was observed carefully to estimate tension stiffening effects of the tendon and moment redistribution. Test results showed that uncracked section analysis for the concrete slab in a negative moment region could be used for serviceability, and a cracked section for ultimate limit states.

Testing a composite box-girder bridge with precast decks

In order to design continuous composite bridges with full-depth precast decks, several factors should be considered, and confirmed through experiments: details of connections, serviceability of cracking and inelastic behaviour. After reviewing previous experiments, an experiment was executed with a steel box-girder bridge model having two spans of 10 m each. Because there is no reinforcement at the transverse joints except prestressing tendons, a design criterion for the prevention of cracking at the joints is not to allow tension at the joints under service loadings. In this paper, a major interest is in the behaviour of a composite section in a negative moment region. Therefore the elastic and inelastic behaviour of the model was carefully observed to provide proper design bases. In particular, cracking load, crack width and moment curvature of composite sections were investigated. The validity of the stiffness of the concrete slab in the negative moment region is discussed in terms of serviceability and ultimate limit states. After cracking at the joints, the flexural behaviour of a beam was observed carefully to estimate tension stiffening effects of the tendon and moment redistribution. Test results showed that uncracked section analysis for the concrete slab in a negative moment region could be used for serviceability, and a cracked section for ultimate limit states.

Experiments on limit state design of large stud shear connectors

For the design of shear connection in high shear areas of steel-concrete composite bridges, large shear studs can be an excellent alternative. Large studs can provide the convenience of removing concrete slab and the proper distribution of shear pockets for precast decks. Through the push-out tests on large stud shear connectors up to 30 mm, which are beyond the limitation of current limit state design codes, static and fatigue behaviors were investigated and comparisons with design equations were performed. Ultimate strength of the shear connection showed that the design shear strength in Eurocode-4 gives conservative values for large studs. Fatigue endurance obtained from the tests was slightly lower than the current S-N curve in Eurocode-4.