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Strongly Dosed Unique Design Makes for More Durable Span in Minn

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Strongly Dosed Unique Design Makes for More Durable Span in Minn BRIDGE DESIGN By Preston D. Vineyard, P.E., and Paul J. Towell, P.E. Contributing Authors Strongly dosed Unique design makes for more durable span in Minn. ecause of longstanding congestion effect on the St. Croix River, which is a part of the National Wild and Scenic River System. and safety issues in both Minnesota Formal efforts to revive the river crossing Band Wisconsin, a new river crossing began once again in 2002, with a focus on the project’s context, including the visual to replace the aging lift bridge near Stillwater, appearance of the St. Croix River Crossing and Minn., had been discussed for decades. the setting of the bridge within the Wild and Scenic Riverway. During the development of The area of eastern Minnesota and western the supplemental final environmental impact Wisconsin served by the bridge is a growing statement (SFEIS), the stakeholders, including region that is within 25 miles of the Twin local, state and federal government agencies, Cities of St. Paul and Minneapolis. The initial as well as local and national citizen organiza- planning process began back in 1985, but it tions, selected the extradosed bridge type for was not until 1995, when the Federal Highway the main river crossing. Administration (FHWA) approved the fi nal In parallel with the SFEIS process, a Visual environmental impact statement, that fi nal Quality Manual (VQM) was developed to out- design began. No sooner had fi nal design been line the aesthetic values for the project. A Visual completed when the project was stopped due Quality Review Committee (VQRC), with to a determination by the National Park Service member participation from the stakeholder that the proposed bridge would have an adverse groups, was a key part of the visual-quality 32 November 2010 • ROADS&BRIDGES process. In addition, the VQM process The new St. Croix River Crossing is as traditionally done in girder bridges. included a public open house to gather characterized by three key features. The Mathivat referred to these external ten- input for the aesthetic development of first feature is the extradosed bridge type, dons as “extradosed” prestressing based the bridge. These efforts culminated in which is new to the U.S. In fact, upon on the French phrase “extra dos,” which the approval of the SFEIS in 2006. With completion, the crossing will be only the means “out of the back.” However, the approved SFEIS in place, and a record second extradosed bridge constructed Mathivat’s design was not constructed. of decision by the FHWA, the concept in the U.S. The second feature is the Officially the first extradosed bridge to design phase was finally under way. The use of only two expansion joints in the be constructed was the Odawara Blueway bridge owner agencies, the Minnesota long, continuous length of structure to Bridge in Japan, which was designed and Department of Transportation (Mn/ accommodate thermal and long-term built by Sumitomo Mitsui Construction DOT) and Wisconsin Department of creep and shrinkage movements of the Co. Ltd. in 1994. Since then, more than Transportation (WisDOT), retained the superstructure. Finally, the third feature 40 extradosed bridges have been built services of Parsons Brinckerhoff (PB) to is the emphasis on the bridge aesthetics, around the world, with the majority of conduct the concept engineering for the with particular attention paid to creating the bridges built in Japan. new crossing. a structure with an “organic” appearance In general, the extradosed bridge is a The overall design objective is a new to complement the scenic river setting. hybrid structure that combines a post- river crossing structure of segmental tensioned concrete box-girder bridge concrete construction, including 3,460 Something extra with a cable-stayed bridge. An extradosed ft of extradosed spans (six 480-ft spans The extradosed bridge design concept bridge typically has much shorter towers and two 290-ft end spans). The bridge was first proposed in 1988 for the (height-to-span ratio around 1:8) will provide 40-ft-wide roadways in each new Arret-Darre Viaduct in France by compared with a traditional cable-stayed direction and a 12-ft-wide pedestrian the French engineer Jacques Mathivat. bridge (height-to-span ratio around 1:4), trail. The superstructure will be integrally Mathivat proposed a structure in which resulting in shallower cable angles. These connected to the substructure at every shallow external tendons extended above flatter cables result in higher horizontal pier. Both a double- and a single-box the bridge deck, rather than maintaining forces, which act more to compress the girder cross section are considered viable. their alignment within the superstructure superstructure rather than supporting it The overall design objective is a new river crossing structure of segmental concrete construction, including 3,460 ft of extradosed spans (six 480-ft spans and two 290-ft spans). The bridge will provide 40-ft-wide roadways in each direction. ROADSBRIDGES.com 33 For the St. Croix River Crossing, the structural arrangement conforms to a balanced cantilever construction sequence. The substructure, consisting of the foundation and pier, is built first followed by construction of the super- structure girder. Segments of the girder are either cast using a form traveler for cast-in-place construction or erected using a deck-mounted lifting system or land/water-based crane for precast construction. As each segment is cast, or in the case of precast as each pair of segments is erected, cantilever post- tensioning tendons in the top flange are installed and stressed. In addition, for the extradosed structure, the cables are installed and stressed as cantilever construction progresses. After balanced cantilever construc- tion is completed, a closure segment is cast between the two sections of girder, The challenges of the new St. Croix River Crossing, such as its long continuous length and the strong commitment to the bridge’s aesthetics, have been successfully met by careful and continuity post-tensioning tendons consideration of the details and effective teamwork. in the bottom flange are installed and stressed to make the span continuous. vertically as the cables do in a cable- horizontal plane varies from 14° to 22°. The time-dependent effects due to stayed bridge. In other words, the stay The extradosed stay cables were initially increasing concrete strength, concrete cables of an extradosed bridge act as sized assuming that they would resist creep and shrinkage, and post-tension- prestressing on the superstructure and approximately 60% of the dead-load ing steel relaxation are considered in the partially reduce the dead-load moment moment. Following this initial sizing, the design of the segmental structure. to the girder. The additional support average cable tension was selected to be from the stay cables allows an extradosed applied to each cable upon installation. Double jointed bridge to have a shallower superstructure According to the Cable Stay Recom- To reduce future maintenance and compared with a typical post-tensioned mendations of the French Interministerial improve long-term performance on the concrete-box girder bridge. Commission of Pre-stressing, stay cables bridge, it is best to minimize the number The typical span-to-depth ratio of a with a change in stress caused by live load of expansion joints and bearings required post-tensioned concrete-box girder bridge of less than 7.2 ksi are considered extra- for the structure. The new St. Croix River is 20:25, whereas a typical extradosed dosed. The standard limits the extradosed Crossing extradosed spans have been bridge has a ratio of 30:35. Because of cable tension to 60% of the guaranteed designed with only two expansion joints: the relatively stiff box girder, the majority ultimate tensile strength (GUTS), that is, one at the Wisconsin abutment and one of the live-load forces are resisted by the 0.6 fPU, under the effects of maximum at the Minnesota transition pier. The box girder rather than the stay cables, service loading. When the stress range is extradosed portion of the bridge has been which results in a low live-load stress above 7.2 ksi, the maximum allowable made continuous over all eight spans, range on the stay cables. The relatively stress is reduced nonlinearly until a limit which results in 3,460 ft between expan- low stress range on the extradosed bridge of 0.45 fPU is reached, which is the limit sion joints. And since the superstructure stay cables permits allowable cable for a traditional cable-stayed bridge. has been made integral with the piers, the stresses to be higher than that of a typical It has been determined that the stress only bearings required on the bridge are cable-stayed bridge, which leads to the variation caused by live load (HL-93 with located at the two expansion joints. economy of fewer strands in the cables. no pedestrian load) for the St. Croix River The key component to accommodate The extradosed stay cables for the St. Crossing is approximately 4 ksi, which the deformations caused by temperature Croix River Crossing are arranged in two defines the cables as extradosed. Utilizing variation, long-term creep and shrinkage planes and anchor to individual anchor the maximum allowable tension limit of is providing adequate flexibility in the pods along the exterior edge of each 0.6 fPU for design, all cables comprise 37 substructure. Fortunately, the topog- box girder, with typical spacing of 20 ft 0.6-in.-diam. strands. raphy at the proposed bridge location between cables. There are a total of 252 The design of a segmental extradosed requires relatively tall piers. Of the seven cables, with 36 cables anchored at each bridge is dependent on the construc- bridge piers, six are located in the river pier.
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