DOCSLIB.ORG

Bridge Engineering

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Bridge Engineering PND Engineers, Inc., founded in 1979, is a full-service consulting engineering firm that provides civil, marine, geotechnical, structural, surveying, and construction inspection services for a wide range of projects. Tanana River Bridge Work Trestle | Tok, Alaska Koloa Bridge | Tyonek, Alaska HHIGHWAYIGHWAY PEDESTRIAN RECRECRR RRAILROADAILROAD PIPELINE FLOATFLOATII TTEMPORARYEMPORARY PRE-STRESSED C SSTEELTEEL TRUSSBRIDGE CONCRETE SLA Chief Joseph Dam Bridge | Bridgeport, Washington BOX-GIRDERENGINEERING SSTEELT EEL I-GIRDEI-GIRDERR GLULAMPLANNING, TIMBER DESIGN & PERMITTING TRUSS COCOVV Bridge Engineering Capabilities Design Expertise: Highway Bridges Site Selection TTIMBERIMBER WORK ACCESS TRESTRESTT High-Capacity Bridges Geotechnical Analysis Railroad Bridges Hydrology & Hydraulics HHIGHWAYIGHWAY PEDESTRIAN RECRECRR Pipeline Bridges Structural Design & Modeling Pedestrian & Multi-Use Bridges Permitting & Environmental Floating Bridges Seismic Conditions RRAILROADAILROAD PIPELINE FLOATFLOATII Construction/Temporary Bridges Construction Inspection Existing Bridge Evaluations TTEMPORARYEMPORARY PRE-STRESSED C SSTEELTEEL TRUSS CONCRETE SLA P Headquarters: N D Anchorage Office Juneau Office Seattle Office BOX-GIRDER SSTEELT EEL I-GIRDEI-GIRDERR E NGINEERS, I NC. 1506 West 36th Avenue 9360 Glacier Highway, Suite 100 811 First Avenue, Suite 570 Anchorage, Alaska 99503 Juneau, Alaska 99801 Seattle, Washington 98104 GLULAM TIMBER TRUSS COCOVV Phone: 907.561.1011 Phone: 907.586.2093 Phone: 206.624.1387 Fax: 907.563.4220 Fax: 907.586.2099 Fax: 206.624.1388 TTIMBERIMBER HIGHWAY PEDESTRPEDESTRII For additional information please visit our website. www.pndengineers.com RRECREATIONALECREATIONAL RAILROAD P FFLOATINGLOATING TEMPORARYPND PREPRE-- c Copyright 2012, PND Engineers, Inc. CONCRECONCRETET E STEELST EEL TRUSSTE NGINEERS,RUSS I NC. CO P N D HIGHWAY BRIDGES Bridge engineering requires an understanding of not only structural design and analysis but also of the environmental conditions ENGINEERS, INC. affecting the structure, geotechnical engineering, river morphology, hydraulics, traffic staging planning, constructability issues, and the environmental permitting process. From concept and feasibility planning to fabrication and construction, PND is an expert in the production of unique, site-specific, cost-effective, and durable structures. More than 30 years of bridge engineering and structural design: PND Engineers, Inc., (PND) was formed in 1979 in Anchorage, Alaska, by engineers with extensive bridge design experience in Montana, Washington, and Alaska. Today, PND has offices in Anchorage, Juneau, and Seattle and employs more than 100 employees, including more than 50 registered professional engineers with marine, structural and bridge experience. We have produced nearly 300 bridge designs of many sizes and types, including: cable stayed, arch, plate girder, box girder, orthotropic, pre-stressed and post-tension concrete, trusses, and specialty bridges, including moveable and floating bridges. Our engineers have designed some of the world’s strongest bridges to carry oil field modules weighing several thousand tons for projects on Alaska’s North Slope. PND specializes in structural and foundations design for some of the world’s more inhospitable conditions such as extreme cold, permafrost, river and Platte River Bridge | Cheyenne, Wyoming ocean ice, up to 40-foot tides, severe earthquakes, and a wide variety of soils. PND was responsible for the design of this WYDOT bridge over the North Platte River. The bridge replaced We have received numerous awards in recognition of our structural and bridge a multi-span bridge with a new long-span bridge that design work, including awards from the American Institute of Steel Construction, removed many of the piers from the main channel flow the Steel Bridge Alliance and others, and we continue to research and develop new Gravina Island Highway Bridges | Ketchikan, Alaska and re-established river flow for the Blue Ribbon trout bridge types and foundations. PND designed two bridges for this fast-track, design-build fishing in the river. The bridge is 285 feet long by 38 feet project for the completion of over three miles of new wide; the main span is 135 feet. The piers and deck are roadway on Gravina Island in Ketchikan. In 2009 our cast-in-place concrete and the girders are fabricated design-build team was honored with the American Road & steel I-girders. Our bridge experience encompasses: Transportation Builders Association’s “Globe Award.” Highway Bridges Concrete Slab Bridges High-Capacity Bridges Pre-stressed Concrete Bridges Railroad Bridges Steel Truss Bridges Pipeline Bridges Steel Box-Girder Bridge Pedestrian & Multi-Use Bridges Steel I-Girder Bridge Floating Bridges Timber Glulam Bridge Construction/Temporary Bridges Timber Truss Bridge Bridge design expertise: Site Selection Permitting & Environmental Geotechnical Analysis Seismic Conditions Hydrology & Hydraulics Construction Inspection Structural Design & Modeling Existing Bridge Evaluations Kalama River Bridge | Kalama, Washington Goldenview Covered Bridge | Anchorage, Alaska PND designed a 380-foot bridge over the Kalama River The only covered vehicular/pedestrian bridge in Alaska to link two industrial facilities. PND’s design work spans Little Rabbit Creek and is part of a scenic entrance to included surveys, hydrology, geotechnical, foundation the Goldenview Park Subdivision. Special attention was given and structural design, permitting support, and civil to accommodate highway vehicular and pedestrian access, as design. The bridge design selected was a structural steel well as to conceal utilities over a beautiful stream setting. I-girder superstructure with a concrete deck and driven steel piles, each with a safe bearing load of 250 tons. “We build too many walls and not enough bridges” - Isaac Newton P N D HIGHWAY BRIDGES Bridge engineering requires an understanding of not only structural design and analysis but also of the environmental conditions ENGINEERS, INC. affecting the structure, geotechnical engineering, river morphology, hydraulics, traffic staging planning, constructability issues, and the environmental permitting process. From concept and feasibility planning to fabrication and construction, PND is an expert in the production of unique, site-specific, cost-effective, and durable structures. More than 30 years of bridge engineering and structural design: PND Engineers, Inc., (PND) was formed in 1979 in Anchorage, Alaska, by engineers with extensive bridge design experience in Montana, Washington, and Alaska. Today, PND has offices in Anchorage, Juneau, and Seattle and employs more than 100 employees, including more than 50 registered professional engineers with marine, structural and bridge experience. We have produced nearly 300 bridge designs of many sizes and types, including: cable stayed, arch, plate girder, box girder, orthotropic, pre-stressed and post-tension concrete, trusses, and specialty bridges, including moveable and floating bridges. Our engineers have designed some of the world’s strongest bridges to carry oil field modules weighing several thousand tons for projects on Alaska’s North Slope. PND specializes in structural and foundations design for some of the world’s more inhospitable conditions such as extreme cold, permafrost, river and Platte River Bridge | Cheyenne, Wyoming ocean ice, up to 40-foot tides, severe earthquakes, and a wide variety of soils. PND was responsible for the design of this WYDOT bridge over the North Platte River. The bridge replaced We have received numerous awards in recognition of our structural and bridge a multi-span bridge with a new long-span bridge that design work, including awards from the American Institute of Steel Construction, removed many of the piers from the main channel flow the Steel Bridge Alliance and others, and we continue to research and develop new Gravina Island Highway Bridges | Ketchikan, Alaska and re-established river flow for the Blue Ribbon trout bridge types and foundations. PND designed two bridges for this fast-track, design-build fishing in the river. The bridge is 285 feet long by 38 feet project for the completion of over three miles of new wide; the main span is 135 feet. The piers and deck are roadway on Gravina Island in Ketchikan. In 2009 our cast-in-place concrete and the girders are fabricated design-build team was honored with the American Road & steel I-girders. Our bridge experience encompasses: Transportation Builders Association’s “Globe Award.” Highway Bridges Concrete Slab Bridges High-Capacity Bridges Pre-stressed Concrete Bridges Railroad Bridges Steel Truss Bridges Pipeline Bridges Steel Box-Girder Bridge Pedestrian & Multi-Use Bridges Steel I-Girder Bridge Floating Bridges Timber Glulam Bridge Construction/Temporary Bridges Timber Truss Bridge Bridge design expertise: Site Selection Permitting & Environmental Geotechnical Analysis Seismic Conditions Hydrology & Hydraulics Construction Inspection Structural Design & Modeling Existing Bridge Evaluations Kalama River Bridge | Kalama, Washington Goldenview Covered Bridge | Anchorage, Alaska PND designed a 380-foot bridge over the Kalama River The only covered vehicular/pedestrian bridge in Alaska to link two industrial facilities. PND’s design work spans Little Rabbit Creek and is part of a scenic entrance to included surveys, hydrology, geotechnical, foundation the Goldenview Park Subdivision. Special attention was given and structural design, permitting support,
Load more

Recommended publications
  • Evaluation of a High Performance Concrete Box Girder Bridge
    Evaluation of a High Performance Concrete Box Girder Bridge Andreas Greuel T. Michael Baseheart, Ph. D. Graduate Research Assistant Associate Professor of Civil University of Cincinnati Engineering Cincinnati, Ohio University of Cincinnati Cincinnati, Ohio Bradley T. Rogers Engineer LJB, Inc. As part of the FHWA (Federal Highway Admin- Dayton, Ohio istration) High Performance Concrete Bridge Program, two full-scale truckload tests of Bridge GUE-22-6.57 were carried out. The main ob- jectives of these tests were to investigate the static and dynamic response of the high perfor- Richard A. Miller, Ph. D. mance concrete (HPC) structure. A secondary Associate Professor of Civil Engineering objective was to investigate the load transfer University of Cincinnati between the box girders through experimental Cincinnati, Ohio middepth shear keys. The structure was loaded using standard Ohio Department of Transporta- tion (ODOT) dump trucks. A model test of the bridge was conducted as well. It was found that the bridge behavior is well predicted using sim- ple models. The bridge behaves as a single unit and all girders share the load almost equally. Bahram M. Shahrooz, Ph. D. The dynamic behavior of the bridge is typical Associate Professor of Civil for comparable structures. Engineering University of Cincinnati Cincinnati, Ohio 60 PCI JOURNAL he use of high performance con- located on US Route 22, a heavily in that the Ohio box girder has only a crete (HPC) can lead to more traveled two-lane highway near Cam- 5 in. (127 mm ) thick bottom flange Teconomical bridge designs be- bridge, Ohio. rather than the 5.5 in.
    [Show full text]
  • Review on Applicability of Box Girder for Balanced Cantilever Bridge Sneha Redkar1, Prof
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 05 | May-2016 www.irjet.net p-ISSN: 2395-0072 Review on applicability of Box Girder for Balanced Cantilever Bridge Sneha Redkar1, Prof. P. J. Salunke2 1Student, Dept. of Civil Engineering, MGMCET, Maharashtra, India 2Head, Assistant Professor, Dept. of Civil Engineering, MGMCET, Maharashtra, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - This paper gives a brief introduction to the 1874. Use of steel led to the development of cantilever cantilever bridges and its evolution. Further in cantilever bridges. The world’s longest span cantilever bridge was built bridges it focuses on system and construction of balanced in 1917 at Quebec over St. Lawrence River with main span of cantilever bridges. The superstructure forms the dynamic 549 m. India can boast of one such long bridge, the Howrah element as a load carrying capacity. As box girders are widely bridge, over river Hooghly with main span of 457 m which is used in forming the superstructure of balanced cantilever fourth largest of its kind. bridges, its advantages are discussed and a detailed review is carried out. Concrete cantilever construction was first introduced in Europe in early 1950’s and it has since been broadly used in design and construction of several bridges. Unlike various Key Words: Bridge, Balanced Cantilever, Superstructure, bridges built in Germany using cast-in-situ method, Box Girder, Pre-stressing cantilever construction in France took a different direction, emphasizing the use of precast segments. The various advantages of precast segments over cast-in-situ are: 1. INTRODUCTION i. Precast segment construction method is a faster method compared to cast-in-situ construction method.
    [Show full text]
  • Bridges for Planes, Trains, but Not Automobiles by David A
    bridges for Planes, Trains, buT noT auTomobiles By David A. Burrows, P.E., LEED AP BD+C ® British Airways 747 crossing beneath the Taxiway “R” bridge, June, 2012. Courtesy of City of Phoenix Aviation Department. Copyright s described in the August edition of STRUCTURE® maga- zine, Phoenix Sky Harbor International Airport opened the first stage of their automated transit system, PHX Sky Train™, on April 8, 2013. Thousands of passengers have already boarded the Sky Train and experienced the comfortable five A th minute ride from the 44 Street Station through the East Economy Lot Station, over Taxiway “R” (more than 100 feet above Sky Harbor Blvd.), ending at Terminal 4. The next phase, known as Stage 1A, is currently under con- struction and continues Sky Train’s route from Terminal 4 to Terminal 3. Scheduled to be open in early 2015, Stagemagazine 1A, similar to the Stage 1 construction,S faces theT task ofR crossing U an active C T U R E taxiway. Unlike the first Stage’s crossing above Taxiway “R”, the current phase of construction crosses beneath Taxiways “S” and “T”. Both Stages’ taxiway crossings presented several design and construction challenges. A US Airways jet passes beneath the Taxiway R crossing with the PHX Sky Train overhead. Courtesy of City of Phoenix Aviation Department. The World’s First In addition to the challenging geometry was the schedule constraint On Oct. 10, 2010, a celebration to mark the re-opening of Taxiway for constructing the bridge. Because the construction required the “R” was held by the City of Phoenix with members of the City’s taxiway to be closed, a limited shutdown period of six months was Aviation Department, designers, contractors and media watching possible due to airport operations.
    [Show full text]
  • Field Testing and Structural Analysis of Burr Arch Covered Bridges in Pennsylvania
    Field Testing and Structural Analysis of Burr Arch Covered Bridges in Pennsylvania Douglas Rammer1, James Wacker2, Travis Hosteng3, Justin Dahlberg4 and Yaohua Deng5 ABSTRACT: The Federal Highway Administration sponsored a comprehensive research program on Historic Covered Timber Bridges in the USA. This national program's main purpose is to develop improved methods to preserve, rehabilitate, and restore timber bridge trusses that were developed during the early 1800s and, in many cases, are still in service today. One of the many ongoing research studies is aimed at establishing a procedure for safely and reliably load- rating historic covered bridges though physical testing and improved structural modelling. This paper focuses on recent field work and analysis of four Burr Arch through-truss-type covered bridges located in Lancaster County, Pennsylvania. An overview of field evaluation methods, loading testing, and structural modelling procedures are included along with a comparison of field measurements and structural model prediction of bridge behaviour. KEYWORDS: loading rating, structural analysis, covered bridges, historical landmark, burr arch 1 INTRODUCTION 123 established for historic covered bridges. Given the historic nature and unusual geometric features of these The Federal Highway Administration (FHWA), in structures, a procedure needs to be established detailing partnership with the USDA Forest Products Laboratory how to safely and reliably determine load ratings for and the National Park Service (NPS), sponsored a historic covered timber bridges through physical testing. comprehensive national research program on Historic Covered Timber Bridges in the USA. The main purpose Similarly, the complex behavior and unique details of is to develop improved methods to preserve, rehabilitate, covered bridges make structural modeling a daunting task and restore timber bridge trusses that were first developed for the typical bridge engineer.
    [Show full text]
  • Historic Bridges of Somerset County Pennsylvania
    HISTORIC BRIDGES OF SOMERSET COUNTY PENNSYLVANIA Scott D. Heberling Pennsylvania Department of Transportation Federal Highway Administration HISTORIC BRIDGES OF SOMERSET COUNTY PENNSYLVANIA Scott D. Heberling Photographs by Scott D. Heberling and Stephen Simpson except as noted Layout and design by Christopher Yohn This publication was produced by Heberling Associates, Inc. for the Pennsylvania Department of Transportation and the Federal Highway Administration © 2010 Pennsylvania Department of Transportation ISBN-10: 0-89271-126-4 ISBN-13: 978-0-89271-126-0 CONTENTS 1 Somerset County’s Historic Bridges 3 Bridge Building in Pennsylvania 6 Stone Arch Bridges 10 Wooden Covered Bridges 21 Metal Truss Bridges 35 Concrete Bridges 43 Bridge Location Map 44 Sources Glessner Bridge Salisbury Viaduct Somerset County’s Historic Bridges Somerset County, high in the Laurel Highlands of southwestern Pennsylvania, is renowned for its stunning natural beauty and expansive rural landscapes. It is also rich in history. The county’s many historic farms, villages, and winding country roads contribute to a strong “sense of place” that appeals to residents and visitors alike. The people who have called Somerset County home for thousands of years have created a unique cultural environment unlike any other. From the ancient settlements in the “Turkeyfoot” region of the south, to the rolling farm country of Brothers Valley in the center, to the coal patch towns of the north, history is everywhere in Somerset County. Something interesting always seems to lie just around the next bend in the road. The county’s development was shaped by its hydrology and rugged topography. Although its forested hills hid immeasurable mineral wealth just below the surface they also limited the areas suitable for settlement and agriculture.
    [Show full text]
  • Single-Span Cast-In-Place Post-Tensioned Concrete
    LRFD Example 1 1-Span CIPPTCBGB 1-Span Cast-in-Place Cast-in-place post-tensioned concrete box girder bridge. The bridge has a 160 Post-Tensioned feet span with a 15 degree skew. Standard ADOT 32-inch f-shape barriers will Concrete Box Girder be used resulting in a bridge configuration of 1’-5” barrier, 12’-0” outside [CIPPTCBGB] shoulder, two 12’-0” lanes, a 6’-0” inside shoulder and a 1’-5” barrier. The Bridge Example overall out-to-out width of the bridge is 44’-10”. A plan view and typical section of the bridge are shown in Figures 1 and 2. The following legend is used for the references shown in the left-hand column: [2.2.2] AASHTO LRFD Specification Article Number [2.2.2-1] AASHTOLRFD Specification Table or Equation Number [C2.2.2] AASHTO LRFD Specification Commentary [A2.2.2] AASHTO LRFD Specification Appendix [BDG] ADOT LRFD Bridge Design Guidelines Bridge Geometry Bridge length 160.00 ft Bridge width 44.83 ft Roadway width 42.00 ft Superstructure depth 7.50 ft Web spacing 9.25 ft Web thickness 12.00 in Top slab thickness 8.50 in Bottom slab thickness 6.00 in Deck overhang 3.33 ft Minimum Requirements The minimum span to depth ratio for a single span bridge should be taken as 0.045 resulting in a minimum depth of 7.20 feet. Use 7’-6” [Table 2.5.2.6.3-1] The minimum top slab thickness shall be as shown in the LRFD Bridge Design Guidelines. For a centerline spacing of 9.25 feet, the effective length is 8.25 feet resulting in a minimum thickness of 8.50 inches.
    [Show full text]
  • Recent Technology of Prestressed Concrete Bridges in Japan
    IABSE-JSCE Joint Conference on Advances in Bridge Engineering-II, August 8-10, 2010, Dhaka, Bangladesh. ISBN: 978-984-33-1893-0 Amin, Okui, Bhuiyan (eds.) www.iabse-bd.org Recent technology of prestressed concrete bridges in Japan Hiroshi Mutsuyoshi & Nguyen Duc Hai Department of Civil and Environmental Engineering, Saitama University, Saitama 338-8570, Japan Akio Kasuga Sumitomo Mitsui Construction Co., Ltd., Tokyo 104-0051, Japan ABSTRACT: Prestressed concrete (PC) technology is being used all over the world in the construction of a wide range of bridge structures. However, many PC bridges have been deteriorating even before the end of their design service-life due to corrosion and other environmental effects. In view of this, a number of innova- tive technologies have been developed in Japan to increase not only the structural performance of PC bridges, but also their long-term durability. These include the development of novel structural systems and the ad- vancement in construction materials. This paper presents an overview of such innovative technologies on PC bridges on their development and applications in actual construction projects. Some noteworthy structures, which represent the state-of-the-art technologies in the construction of PC bridges in Japan, are also pre- sented. 1 INTRODUCTION Prestressed concrete (PC) technology is widely being used all over the world in construction of wide range of structures, particularly bridge structures. In Japan, the application of prestressed concrete was first introduced in the 1950s, and since then, the construction of PC bridges has grown dramatically. The increased interest in the construction of PC bridges can be attributed to the fact that the initial and life-cycle cost of PC bridges, including repair and maintenance, are much lower than those of steel bridges.
    [Show full text]
  • Framework for Improving Resilience of Bridge Design
    U.S. Department of Transportation Federal Highway Administration Framework for Improving Resilience of Bridge Design Publication No. FHWA-IF-11-016 January 2011 Notice This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for use of the information contained in this document. This report does not constitute a standard, specification, or regulation. Quality Assurance Statement The Federal Highway Administration provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. Framework for Improving Resilience of Bridge Design Report No. FHWA-IF-11-016 January 2011 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-IF-11-016 4. Title and Subtitle 5. Report Date Framework for Improving Resilience of Bridge Design January 2011 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Brandon W. Chavel and John M. Yadlosky 9. Performing Organization Name and Address 10. Work Unit No. HDR Engineering, Inc. 11 Stanwix Street, Suite 800 11. Contract or Grant No. Pittsburgh, Pennsylvania 15222 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Office of Bridge Technology Technical Report Federal Highway Administration September 2007 – January 2011 1200 New Jersey Avenue, SE Washington, D.C. 20590 14.
    [Show full text]
  • Bridge Summary
    BRIDGE SUMMARY KEY PBB Prestressed Butted Boxes PIB Prestressed I-Beams Each bridge has data listed on three lines, the top line being structure specific PSB Prestressed Spread Boxes information, the second line being comments and roadway specific information. PSC Prestressed Concrete The third line being the condition of major elements of the bridge. PSS Prestressed Solid Slabs PTB Prestressed Tee Beams The Top line consists of PVS Prestressed Voided Slabs SA Steel Arch Bridge Coordinate Number SRF Steel Rigid Frame Facility Carried by the Structure SWING Swing Bridge Feature Crossed TB Timber Bridge Date of most recent Inspection TB-C Covered Bridge Federal Sufficiency Rating (%) TB-CS Timber Bridge Conc. Slab Owner of the bridge TPG Thru Plate Girder Type of Bridge: TS Timber Slab BAIB Bailey or similar bridge TS-P Prestressed Timber Slab BAS Bascule Span BGB Beam Girder Bridge Width of the bridge CA Concrete Arch Some buried structures are coded with Zero Width CACUL Concrete Arch Culvert Length of the bridge CAR Concrete Arch Rib Number of bridge spans CB Concrete Box A flag indicating that the structure meets the federal definition of a CB-P Concrete Box-Precast bridge CP Concrete Pipe Recommended Weight limit Posting: CRF Concrete Rigid Frame CRF-P Concrete Rigid Frame-Precast E1, E2, C1, C2 & C3 - Restrictions for Certified Vehicles. CS Concrete Slab CPP Corrugated Polymer Pipe NOTE: The NHDOT has taken the position that the Town or City is CTB Concrete Tee Beam responsible for the evaluation of their bridges. Until evaluated, we CTC Concrete Timber Composite recommend all Town and City owned bridges be Posted "E-2".
    [Show full text]
  • Strengthening of a Long Span Prestressed Segmental Box Girder Bridge
    Strengthening of a Long Span Prestressed Segmental Box Girder Bridge Bruno Massicotte The Grand-Mere Bridge in the province of Ph.D., P.Eng. Quebec, Canada, is a 285 m (935 ft) long, Associate Professor cast-in-place, segmental box girder bridge that Department of Civil Engineering Ecole Polytechnique de Montreal experienced several problems which resulted Montreal , Quebec, Canada in distress characterized by an increasing de­ Formerly, Bridge Design Engineer at the Quebec Ministry of Transportation flection combined with localized cracking. These defects were due mainly to insufficient prestressing causing high tensile stresses in the deck and possible corrosion of the pre­ stressing steel. To remedy this situation, the Quebec Ministry of Transportation strength­ ened the bridge by adding external prestress­ Andre Picard ing equivalent to 30 percent of the remaining Ph.D., P.Eng. internal prestressing. The paper describes the Professor Department of Civil Engineering causes of the distress and focuses on the as­ Universite Laval sumptions adopted in the analyses to deter­ Quebec City, Quebec, Canada mine the current state of the bridge. The tech­ Yvon Gaumond, P.Eng. nique and design criteria used in strengthening Bridge Design Chief Engineer the Grand-Mere Bridge are described. Also, Bridge Department the construction aspects and the various prob­ Quebec Ministry of Transportation lems met during the external prestressing op­ Quebec City, Quebec, Canada eration are discussed. The new technology and experience gained in strengthening this structure can be applied to both pretensioned and post-tensioned concrete bridges. he Grand-Mere Bridge, a 285 m (935 ft) long, cast-in­ Claude Ouellet, P.Eng.
    [Show full text]
  • Bridge Engineering Handbook
    Sauvageot, G. “Segmental Concrete Bridges.” Bridge Engineering Handbook. Ed. Wai-Fah Chen and Lian Duan Boca Raton: CRC Press, 2000 11 Segmental Concrete Bridges 11.1 Introduction 11.2 Balanced Cantilever Girder Bridges Overview • Span Arrangement and Typical Cross Sections • Cast-in-Place Balanced Cantilever Bridges • Precast Balanced Cantilever Bridges • Loads on Substructure • Typical Post-Tensioning Layout • Articulation and Hinges 11.3 Progressive and Span-by-Span Constructed Bridges Overview • Progressive Construction • Span-by-Span Construction 11.4 Incrementally Launched Bridges Overview • Special Requirements • Typical Post-Tensioning Layout • Techniques for Reducing Launching Moments • Casting Bed and Launching Methods 11.5 Arches, Rigid Frames, and Truss Bridges Arch Bridges • Rigid Frames • Segmental Trusses 11.6 Segmental Cable-Stayed Bridges Overview • Cantilever Construction • In-Stage Construction • Push-Out Construction 11.7 Design Considerations Overview • Span Arrangement • Cross-Section Dimensions • Temperature Gradients • Deflection • Post-Tensioning Layout 11.8 Seismic Considerations Design Aspects and Design Codes • Deck/Superstructure Connection 11.9 Casting and Erection Casting • Erection 11.10 Future of Segmental Bridges The Challenge • Concepts • New Developments • Environmental Impact • Industrial Production of Gerard Sauvageot Structures • The Assembly of Structures • J. Muller International Prospective © 2000 by CRC Press LLC 11.1 Introduction Before the advent of segmental construction, concrete bridges would often be made of several precast girders placed side by side, with joints between girders being parallel to the longitudinal axis of the bridge. With the modern segmental concept, the segments are slices of a structural element between joints which are perpendicular to the longitudinal axis of the structure. When segmental construction first appeared in the early 1950s, it was either cast in place as used in Germany by Finsterwalder et al., or precast as used in France by Eugène Freyssinet and Jean Muller.
    [Show full text]
  • G 13.1 Guidelines for Steel Girder Bridge Analysis.Pdf
    G13.1 Guidelines for Steel Girder Bridge Analysis 2nd Edition American Association of State Highway Transportation Officials National Steel Bridge Alliance AASHTO/NSBA Steel Bridge Collaboration Copyright © 2014 by the AASHTO/NSBA Steel Bridge Collaboration All rights reserved. ii G13.1 Guidelines for Steel Girder Bridge Analysis PREFACE This document is a standard developed by the AASHTO/NSBA Steel Bridge Collaboration. The primary goal of the Collaboration is to achieve steel bridge design and construction of the highest quality and value through standardization of the design, fabrication, and erection processes. Each standard represents the consensus of a diverse group of professionals. It is intended that Owners adopt and implement Collaboration standards in their entirety to facilitate the achievement of standardization. It is understood, however, that local statutes or preferences may prevent full adoption of the document. In such cases Owners should adopt these documents with the exceptions they feel are necessary. Cover graphics courtesy of HDR Engineering. DISCLAIMER The information presented in this publication has been prepared in accordance with recognized engineering principles and is for general information only. While it is believed to be accurate, this information should not be used or relied upon for any specific application without competent professional examination and verification of its accuracy, suitability, and applicability by a licensed professional engineer, designer, or architect. The publication of the material contained herein is not intended as a representation or warranty of the part of the American Association of State Highway and Transportation Officials (AASHTO) or the National Steel Bridge Alliance (NSBA) or of any other person named herein, that this information is suitable for any general or particular use or of freedom from infringement of any patent or patents.
    [Show full text]