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Precast Segmental Seismic Retrofit for the San Mateo - Hayward Bridge

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Precast Segmental Seismic Retrofit for the San Mateo - Hayward Bridge HARRY H. EDWARDS AWARD WINNER Precast Segmental Seismic Retrofit for the San Mateo - Hayward Bridge James K. Iverson, Ph.D., S.E. The retrofit of the San Mateo - Hayward Bay Project Manager Carter & Burgess, In c. Bridge is part of the California Department of Oakland, Ca liforn ia Transportation's (Ca ltrans) effort to retrofit the toll bridges in the state of California. As part of this program, the use of precast segmental construction techniques in the San Mateo- Hayward Bay Bridge retrofit project resulted in a constructable and durable retrofit for the rectangular foundations. Th e $102 million construction package included the seism ic retrofit of 20 of these rectangular piers. This article provides an overview of the project design Carlos Banchik, P.E. and construction phases. Precasting of the frames Project Manager Carter & Burgess, Inc. was performed on barges that were towed to the Las Vegas, Nevada site and the frames were assembled and placed around the footings. Arms on the frames reached out to 8 to 72ft (2.4 to 3.6 m) diameter piles driven through the bay mud to firmer soils so the system Robert Brantley, P.E. limited the excessive transverse deflections that Structures Group M anage r Carter & Burgess, Inc. would occur in a severe earthquake. Phoeni x, Arizona he San Mateo - Hayward Bridge across the San Francisco Bay in California is a 7 mile ( 11 .3 km) T long structure heavily uti li zed by local traffic (see Fig. 1). It connects the city of San Mateo on the San Fran­ cisco Penin sula with the city of Hayward in the East Bay area. The structure consists of three sections, i.e., a 400 ft (122 m) concrete approach structure on the west end, a 2 mile (3.2 km) long main span structure that spans the John Sage, P.E. shipping channel, and a 5 mile (8.1 km) long concrete tres­ Plant Manager tle structure that ties to the east bank of the bay. The bridge Pomeroy Corporation structures were reviewed in 1993 and fou nd to require Peta luma, Ca lifornia retrofit for safety against collapse in a major earthquake. 28 PCI JOURNAL Fig. 1. Panoramic view of th e San Mateo-Hayward Bridge. 1_:1 o I 1 -· 1 81111"-.lllln •••n-n ........&II RETROFIT REFERENCE NUMBERS 1 - Bearing reinforcement 5 -Steel plate reinforcement of steel columns 2 -Concrete encasement of spandrel and spandrels 3 - Concrete encasement of column 6 - Reinforcement of stee l column bearings 4 - Concrete overlay and encasement frames 7- Steel encasement of base of bell foundations and steel piles at concrete footings and concrete stubs at Piers 19 and 20 Fi g. 2. Various pi er types of main span bridge. November-December 1999 29 w 0 \ To San Mateo 0 N " • ~ • ~ • N N N N N N N N 0 10 16 20 36 40 46 60 66 80 86 70 76 80 Fiahing pier Begin Construction State Route 92 STA 4+ 23.31 End Construction ST A 97+ 01.61 PLAN ":.~rrr.r ·r · rrrr rtJ rr r r r I iIi I iJ 1111r r u r·r~"~~ IIIII III IIIII I : ";~;; . , - ~ *' -~ I, __, ll: I ! ! ! ! I.L.LLI ! ! ! ! l! ! ! ! ! ! ! ! I ~ "'J I !7-"' !c."?'-· --~ - "! I ~ J". q ! :r '* ! J 0 HINGE RETROFIT ~ 0 c ELEVATION JJ z 'f::. Fi g. 3. Plan and elevation of main span bridge. CIDH PILE 0 PIERS 2 AND .3 CISS PILE (TYP.) •c• LINE 42'-7"± 42'-7"± C.I.P. CLOSURE i tE:ISTING BATTERED PILE POUR TO BE FIELD LOCATED ( TYP.) EXISTING RADIALLY BATTERED PILE . •I b N <i. CISS PILE PRECAST PRESTRESSED CISS PILE CONCRETE FOUNOA TION <i. <i. CIOH PILE FRAME 48'-0" (TYP.) 48'-0" (TYP.) EDGE OF ~ PRECAST PRESTRESSED EXISTING SEAL c!"ONCRETE FOUNDATION FRAME PLAN ,.., TYPICAL PRECAST FRAME •c• LINE 42'-7"± l 42'-7"± 2'-7"± 18'-0"± <t COLUM2~'-0"± 1 22'-0"± <t COL~~['I-0.± 2'-7"± w w z z ::::; ::::; ,-t----UPPER CONCRETE SPANDREL BEAM RETROFIT NEW PRECAST FRAME CISS r--It---A-+ --ft-- -fl---A---A- - -A---fl-- fl- -l PILE ~-A---{\- -k--- H- ~:- +l-- 4i--- H-- -H---H-- 4i-- +~ ~~- H-- -'~- J _) It 11 !I! II II II II II II II !I! II '0 EXISTING 0 U 'f' U U U U U U U 'f' U FOOTING TYPICAL TRANSVERSE SECTION Fi g. 4. Typica l rectangular foundation retrofit plan and elevation. November-December 1999 31 The structure is located almost mid­ with an orthotropic deck and is be­ perstructure. A typical pier and deck way between the San Andreas and lieved to be the first bridge with twin section along with the typical retrofit Hayward Faults, both of which are steel box girders constructed in Cali­ are shown in Fig. 4. only a few miles away. The retrofit fornia, if not the entire Unites States. In deeper waters exceeding 25 ft design project for the approach and At the time of its construction in 1967, (7 .6 m), precast bell foundation sub­ main spans was advertised by the state the 750 ft (228 m) shipping channel structure units were used, which are of California in 1995, along with sev­ span was the longest span for a super­ shown in Fig. 2. These units were eral other bridge retrofits in the major structure with an orthotropic deck. composed of precast concrete parts. A traffic areas of the state. Carter and There are different types of sub­ precast flatplate template was placed Burgess and its design team were cho­ structures supporting the superstruc­ on driven timber piles on the bay floor sen by the California Department of ture and these are outlined in Fig. 2. that had precast holes delineating the Transportation (Caltrans) to perform The type of substructure used de­ pile pattern to be used. Depending on the retrofit design for the approach pended on the depth of the bay water the location, up to 120 steel H piles and main span portions of the struc­ at each pier location. For water depths were driven through the template and ture. The state of California performed up to about 25 ft (7.6 m), conventional left with about a 12 ft (3.6 m) exten­ the design of the trestle retrofit and rectangular reinforced concrete foun­ sion above the template. construction has been completed on dations were used. These were de­ Next, a circular, hollow precast bell­ both the trestle and approach projects. signed as a pile cap for up to 84 steel shaped section was placed over the The 2 mile (3.2 km) long main span H piles, which were typically 14 BP pile extensions and onto the template. structure of the bridge consists of 37 88 sections. Each pier had two of these founda­ spans of steel box girder construction The H piles were driven through the tions, which were linked with a pre­ with spans varying from 208 to 750 ft very soft bay mud in the upper layer cast strut that aligned the two bells (63 to 228 m) in length, with the of soil and into deeper firm stratums. during placement. The two piers at the longest span over the shipping lane. A Driven lengths of up to approximately channel span had four similar bells. plan and elevation of the main span 200 ft (61 m) were used. The tops of Then, a precast circular column was are shown in Fig. 3. The western ap­ the H piles were embedded 6 in. (150 placed on each bell and these were proach structure consists of four spans mm) into the rectangular foundations. linked at the top with a precast span­ of concrete construction and the east­ Rectangular concrete towers con­ drel. The bells and columns were then ern approach, or trestle structure, is nected by concrete cast-in-place span­ filled with concrete. composed of precast piles and deck drels, in either a portal frame configu­ The precast components incorpo­ members with standard spans of 30 ft ration (single spandrel beam) or a rated water seals, which enabled the (9.14 m). Gerber frame configuration (dual concreting to be performed in a dewa­ The main span superstructure con­ spandrel beams), extend from the rect­ tered condition. A rectangular steel sists of twin welded steel box girders angular foundations to the bridge su- column section was placed on the top of each column and these were joined by steel spandrels at the bottom of the superstructure. 6'-0" The retrofit of the main span and ap­ proach was bid in two construction GROUT PRIOR TO LOWERING -i\ 0 packages. Package 1 consisted of the FRAME IN SERVICE POSITION · I \ ! approach structure and the abutment of the approach and main span, which NEW ~ -r-PIN was a building with paint and mainte­ PRECAST iii HOLDER J nance shops and offices in it. Package FRAME :~: Ol i .. i :J1r--NEOPRENE PAD 2, the subject of this article, consisted ~ 5'-2,. X lQ'-0,. 'f of the main span portion of the bridge . ...---->-r_="iJii~~.: i = ~ N These two projects were the first of r; =:: = F' !-----' = :. :11£-==::;;;j;.-{1----------ol,. the San Francisco Bay Toll Bridge _j :=:~::= _j seismic retrofits, mentioned earlier, to LL ow begin construction. _I t:J The 28-month design phase of the (j')(r ~u project incorporated several mile­ z I "~" I :::GE CI~I~HOR 0 stones. Preliminary performance crite­ u ~ f- ANCHOR PILE ria were developed initially and analy­ RODS sis and design methods were proposed and carefully evaluated by Caltrans and its "Peer Review" consultants.
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