ASPIRE Spring 09 - Aspire - The Concrete Bridge Magazine

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Tse, Pilarski, Amundson and Molnau 2007 NBC abutment and pier segments it is expected a heavy steel plate will serve as the tendon anchor in the event the future post-tensioning is installed. Figure 17: Future tendon path through abutment segment, deviator and pier segment. TRANSVERSE DESIGN Figure 18: Sectional view of future tendon path. Transverse tendons were designed as the primary reinforcement of the top slab. A transverse profile was generated for each deck width. The tendons are comprised of 4-0.6” dia., 270 ksi, strands in 4” x 1” corrugated plastic flat ducts. Negative moment at the root of the long overhangs for the widest roadway section governed the transverse design in tension at the top of the top slab. For the narrow roadway section, positive moment at mid span between the webs governs the design in tension at the bottom fiber of the top slab. For simplicity in forming and segment fabrication, the tendon size and spacing were held constant for all deck widths. Page 16 of 19
Tse, Pilarski, Amundson and Molnau 2007 NBC Figure 19: Typical transverse tendon plan. OWNER’S PERSPECTIVE Bridge Type Selection The decision to utilize precast, segmental, post-tension concrete box girder construction was based on a combination of factors. • The box girder geometry and balanced cantilever construction method offered a construction approach that better fit the confined work area. • The segments could be erected during brief night-time or weekend traffic closures. • Steel girder bridges were considered but deemed less desirable because clearance issues necessitated integral pier caps. Integral steel pier caps introduced fracture critical concerns Mn/DOT wished to avoid. Integral post tensioned concrete pier caps introduced vertical clearance problems with their falsework and the staged traffic lanes. Additionally there were long-term maintenance concerns. • With six bridges and over 450 segments required, MnDOT believed the volume was sufficient to offset the casting yard investment and provide an alternative that was more economical than other bridge types Considering long term maintenance, costs of future deck replacements, and future painting costs associated with steel girder type bridges, the precast segmental construction offered the most advantages and was the most attractive option. Consultant Selection The design of precast segmental bridges is highly specialized and requires expertise and prior experience. Since the MnDOT Bridge Office had not completed prior designs with precast segmental box girders, consultant services were required. Consultant selection was made from a list of pre-qualified firms with previous precast segmental design experience. Three firms were selected, each being awarded two bridge designs. Project magnitude, the time frame available to complete designs, and the desire to distribute consultant work when possible were the primary reasons for three selections. Page 17 of 19
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ASPIRE Spring 09 - Aspire - The Concrete Bridge Magazine

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