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Publishedfor and on behalf of the Concrete Bridge Development Group by The Concrete Society Riverside House 4 Meadows Business Park Station Approach Blackwater, Camberley Surrey GU17 9AB Tel:+44(0)1276607140 Fax:+44 (0)1276607141 E-mail: enquiries@concrete.org.u k Website: www.concrete.org.uk All rights reserved. Except as permitted under current legislation no part ofthis work may be photocopied, stored in a retrieval system, published, performed in public, adapted, broadcast, transmitted, recorded or reproduced in any form or by any means, without the prior permission of the copyright owner. Enquiries should be addressed to the Concrete Bridge Development Group.
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CONTENTS
1.
......................................... 5 ..............................................................................................
Aesthetics................................................................................................................... Bridge decks................................................................................... Loading...................................................................
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3. 4.
5.
6.
...................................................................
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7.
8.
9.
10.
Material selection....
.................................................................
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Precast concrete in bridge construction................................................................ 18 History of pre-tensioned concrete be Durability and detailing................................ Construction planning........ Inspection and maintenance......................................................................................... Health and safety......................................................................... Future t r ~ n d....................................................... s Further r
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11.
12. 13. 14.
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15.
16. 17.
.......
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2 8
Acknowledgement
This publication was kindly supported by The Concrete Centre. Please visit them a t www.concretecentre.com for further information
1. INTRODUCTION
Concrete will be found somewhere in all bridges- in thefoundations, abutments, piers, retaining walls and deck. For a bridge deck's main supporting members, there may be a choice berween in-situ or precast concrete, structural steel beams or a combination ofthe two materials - known as composite construction. Concrete isversatile.ltcan be cast toany shapesodifficultgeometrical requirements, such as a bridge with pronounced can be easily satisfied. Concrete bridges can be d span/depth ratios, so shallow decks are
2. BRIDGETYPES
There are several basic bridge types that are usually adopted for the construction of concrete bridges with various combinations of layout used for the superstructure (deck) and substructure (supports and foundations).
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Figure 1: Slab bridge on A30, Bagshot, Surrey Figure 2: Beam and slab bridge at Oyster Creek, Gambia
between the precast beams filled with in-situconcrete.The deck may be supported by elastomeric bearings at the piers, and longitudinal movements are resisted by dowels or anchors. Alternatively the beams may be cast into the pier structure.This arrangement, without any movement joints, has typically been used for bridge structures with overall lengths of up to loom, although longer lengths are possible. It has become popular because of the problems caused by the penetration of water and de-icing salts through movement joints in other forms of construction.
will affect the substructures and vice versa, so a full appreciation of their interactive behaviour needs to be understood. Continuity is the structural connection of adjacent spans of a bridge to eiiminate joints in the deck between spans. Continuity is usually provided to carry imposed loads more efficiently and to avoid maintenance problems associated with expansionjoints. All spans of a bridge - not only at intermediate supports but also betweendecks and aburments - are thus connected together longitudinally.
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3. AESTHETICS
Bridge appearance is as important as economical and efficient design. Concrete is a very versatile material that can be moulded and finished in a variety of forms to give the desired effect. Bridges are often designed to last 100 years or more, so it is essential that they are integrated into the environment in a manner that complements and enhances the surroundings. Overall appearance can be subjective but general advice is available in documents such as BD41 The Design and Appearance ofBridges published by the Highways Agency, which encourages designers to aim for slender decks in relation to the headroom, balanced span openings and minimisingthe bulk of the end supports. Even with standard prestressed bridge beams, there is ample opportunity for the designer to influence the appearance of bridges utilising precast concrete components. Individualitycan be expressed in the deck support structure (bankseats, abutments, piers and crossheads), the edge of deck treatment and in the combined overall effect of structure with landscape. Visual effects can be created, contrasting deck edges with shadow lines or by varying the ratio of deck-edge cantilever or string-course depth to overall deck thickness. Continuous decks can be designed with shallower elevations that are pleasing to the eye. Special concrete finishes and textures are also possible, especiallywhere the public will pass close to the structure.
4. BRIDGE DECKS
In the great majority of modern bridges a concrete deck slab provides the structural support for the asphalt running surface. The thickness of the concrete slab will vary, depending upon the form of bridge deck that supports it.The deck is defined as that part of the superstructure that spans longitudinallybetween supports.
Voided slab
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Straight or curved bridges of single radius and of constant crosssection may be built in short lengths from one end and incrementally launched. Completed sections are pushed off the casting bed, with the whole deck travelling forward and propelling the leading face towards the next support. Cable-stayed bridges are normally built using a form of precast segmental cantilever construction, successively building out from the support towers.
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Figure 10 Incremental launch - Ceirog Viaduct, N o r t h Wales
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Figure 11: Incremental launch Pushing ram, Medway Bridge
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IN SITU
Span by span
(Supported on scaffolding)
PRECAST
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50
100
150
200
250
300
350
400
- Definite range
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5. LOADING
Whether the bridge is carrying a road, railway, waterway or just pedestrians the deck will be subjected to various types of load:
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rn Traffic rn Accidental loads, e.g. impact rn Temporary loads, e.g. during construction or maintenance.
Bridges in the UK are generally designed in accordance with British Standard BS 5400, which gives details of the load combinations to be used for various bridge applications. Additional standards are published by the HighwaysAgency and Network Rail to supplement British Standards Many of these standards are being upgraded to Eurocodes and in time these will state the basic requirements for bridges in the UK and other European member states. Specific requirements will be incorporated into a National Annex.
6. ANALYSIS
The analysis of a bridge should be undertaken by a designer who has received sufficient training and experience. The method of analysis selected should be appropriate to the type of bridge being considered. On many concrete bridges the bending moments and shears resulting from the application of traffic load on a bridge deck are not necessarily carried by just the portion of bridge deck immediately under the load. When the affected area deflects, the deck bends transversely and twists, thereby spreading load to either side.The assessment of load that is shared in this way and the extent to which it is spread across the deck depends on the bending, torsion and shear stiffness of the deck in both longitudinal and transverse directions. Computer methods are generally used to analyse the load effects.The most versatile of these is the grillage analysis, which treats the deck as a two-dimensional series of beam elements in both the longitudinal and transverse directions.This method can be used for slab, beam and slab-and-voidedslab decks where the cross-sectional area of voids does not exceed 60% of the area of the deck. Box girders are now generally designed as one or two cells without any transverse diaphragms.These are usually quite stiff torsionally but can distort under load giving rise to distortionaland warping stresses in the walls and slabs of the box. It is then necessary to use threedimensional analytical methods such as 3D space frame, folded plate (for decks of uniform cross-section)or a 3D finite element method.
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IL
A bridge is supported a t the ends on abutments and may have intermediate piers. Both abutments and piers are usually constructed
from reinforced concrete. The positions of the supports and the lengthsofthe spansaredetermined bythe topographyoftheground and the need to ensure unimpeded traffic under the bridge. Piers and abutments carry high loads, and their foundations may require piling. The design and method of construction of the foundation will depend upon the ground and groundwater conditions. The substructure of a bridge is particularly a t risk from damage caused by flooding, overflows from blocked drains, freezing and thawing weather conditions, and exposure to de-icing salts from sprayed or leaking water.The concrete in the substructure must be capable of resisting all forms of attack. Design for durability is vital. The design of the substructure and foundation requires an understanding of the interaction between the substructure and the ground on which it is to be built and the structure to be supported. A thorough site investigationshould be carried out. However, it may not be possible to obtain precise information about the soil conditions, in which case the designer must make sound judgements based on the data that can be obtained. The cost of the substructure is often greater than that of the superstructure, and it is important to carry out the bridge design as a whole rather than allow the design of the deck to impose unnecessary restraints on the design of the substructure. Many bridges are designed to be continuous structures that are integral with the abutments: for such bridges the deck and the substructure have to be designed together.
7.1 Thesite
On restricted sites the choice of substructure is often controlled by the space available and the plant that can be used. In particular, large-bored piles and raking piles require a considerable amount of space. Overhead power lines can seriously restrict the use of plant. The interaction of construction with existing traffic is an essential factor in the design of the work. If it is possible to acquire additional land for construction, this may be cheaper than the cost of delay caused by extending the programme.
Groundwater conditions will affect the design: for example, it may not be possible to lower the water table due to the effect it might have on the stability of neighbouring structures. In this case it will be necessary to construct the foundation under water, and this may require the design to be in mass concrete rather than reinforced concrete.
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be designed as a whole. Abutments are usually constructed of reinforced concrete but, in suitable circumstances, mass concrete without reinforcement may provide a simple and durable form of construction.
If the deck is constructed before the main excavation is carried out, contiguous bored piles or diaphragm walling can be used to form an abutment wall.The cost of this type of wall construction is high, but can be offset against savings in the amount of land required, the construction time, the cost of temporary works and by minimising the disruption to traffic. A facing of in-situ or precast concrete or blockwork will normally be required after exca earth construction may be suitable where there is an embankment behindthe abutment,and here precastconcrete facing is often used. Replacement of the ties during the life of the structure is difficult so the selection of appropriate ties and fixings is very important. Where a bridge is constructed over a cutting it is usually possible to form a bankseat abutment on firm undisturbedground.Alternatively, bankseats may be constructed on piledfoundations. However,where bridges over motorwaysare designed to allow for future widening of the carriageway, the abutment may be taken down t that it can be exposed at a later date when the widening is carried out.
7.3 Foundations
The choice of foundation for an abutment or a pier is normally between a spread footing and piling. Where ground conditions permit, the spread footing will provide a simple and economic solution. Excavations for foundations should be left open for as short a time as possible before the concrete is placed in order to limit ground disturbance. Piling will be needed where the ground conditions are poor and cannot be improved, the bridge is over a river or estuary, the water table is high or site restrictions prevent the construction of a spread footing. It is sometimes possible to improve the ground by consolidating, grouting or applying a surcharge by constructingthe embankments well in advance of the bridge structure. Differential settlement of foundations needs to be controlled, and the construction sequence will have an effect on settlements. In the early stages of construction, abutments may settle more than piers but piers will settle later when the deck is constructed.
Figure 16: Skelton Bridge 12A, Cleveland, showing abutments and wingwalls
7.5 Wingwalls
The design of wingwalls is determined by the topography of the site and can have a major effect on the appearance of the bridge. Wingwalls are often taken back at an angle from the face of the abutment for both economy and appearance. On integral bridges wingwalls should be aligned parallel with the span direction and this has the benefit of minimisingsoil pressures. In-situ concrete is normally used, but precast concrete retaining wall units are available from precast concrete manufacturers. Concrete crib walling is also used for the construction of wingwalls and its appearance makes it particularly suitable for rural situations. Filling ted carefully to ensure that it does not flow out, and the fill must be properly drained.
It is important to limit the differential settlement between the abutment and the wingwalls. This problem can be overcome by cantilevering wingwalls from the abutment or by supporting the whole structure on one foundation. If movement joints are selected then detailing should either include some form of shear connection or incorporate some means of disguising relative movement.
7.4 Abutments
The overall appearance ofa bridgestructure is very much dependent on the abutments and piers. The structural design of the abutments is closely related to that of the bridge deck, and for an integral bridge the structure must
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7.6 Piers
The simplest and most economic bridge pier is a vertical member or group of members with a uniform cross-section Sections can be recrangular, square, circular or elliptical The shaping of piers hetically pleasing but complex shapes will increase the cost unless considerable re-use of forms is possible Standardisation of shapes and sizes for several bridges in the same contract leads to economy The durability of concrete in the piers will be helped if the design is simple, the detailing good and the deck overhangs the pier Raking piers and abutments may help to reduce the span for high ges but they do require expensive temporary propping and support structures This complicates the construction pro considerably increases costs
must be used If fill is to be compacted behind the abutment then due allowance must be made for the pressure due to compaction Traffic loading and vibration caused by traffic must also be taken into account If bankseat abutments are used, their stability against slipping must be checked carefully The calculated resistance in front of the toe of a wall should be ignored if there i s a possibility of excavation in this area for drainage or utilities Creep, shrinkage and temperature movements in the bridge superstructure can create for the abutments, and these must be determined Differential s ent is a factor to be considered Piers and, to a lesser extent, abutments are vulnerable to impact loads from vehicles or shipping and must be designed ro resist impact or be protected from it Substructuresof bridges over rivers and estuaries are subjected to scour and lateral forces due to water flow, unless properly protected
It is difficult to accurately predict bridge settlement by calculation and any predictions uld be compared with a study of case histories of structures on similar ground The design of a bridge to control differential settlement may the foundations being larger than those required solely for
The durability of the substructure will be improved by proper considerationbeing given to all aspects of its design and construction Careful selection of materials and mixes for the concrete, the design and detailing of the structure to prevent damage due to water and de-icing salts, and supervision and control of the qualrty of the work are all essential for durability
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8. MATERIAL SELECTION
8.1 Ready-mixed concrete
Concrete has been a major construction material since Roman times and remains so today Originally,all the ingredients (cement,fine and coarse aggregates and water) were mixed on the building site In the 193Os, however, the idea of mixing a t a dedicated off-site plant and delivering to local sites was first originated It was the birth of an industry that developed rapidly and soon became recognised throughout the world Established in the UK since the 19505, the ready mixed concrete industry offers nationwide coverage from approximately 1,200 batching plants All major suppliers are certified with organisations such as the Quality Scheme for Ready Mixed Concrete (QSRMC),an independent assessment organisation approved by the National Accreditation for Certification Bodies (NACB) This ensures that the customer will receive a consistent, quality product that will meet the specification and be fit for the purpose intended, providing that it is placed, compacted, cured and protected to the required standards
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Figure 19: Modern ready-mixed concrete plant tigure LU: lypical ready-mixed concrete delivery truck
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Foundations
Figure 21: Diagram of main bridge components
of paramount importance. The high compressive strength, the resistance to fire and impact, the adaptability to meet various structural and environmental demands by using specialist materials and mix designs, are all typical examples of h contribute tothe longevity ofa bridge structure.Th can also be used to good effect, when necessary, in the repair and maintenance of a bridge over its lifetime.
concrete type
HIGH STRENGTH b6ONIMM) Significantly increased span-to-depthratio allowing thinner beam I sections I SELF-COMPACTING To provide increasedflowcharacteristics to ease placement in areas of dense reinforcement or difficult access, e.g. voided deck-slab, whilst producing dense uniform concrete without any need for compaction
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LIGHTWEIGHT The use of lighter fly-ash aggregates for superstructure concrete produces less loadina. and therefore smaller foundation are needed
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LOW DENSITY E.G. FOAMED, Free-flowing concrete for non-structural uses, e.g.backfill for abutments and HIGHLY AIR-ENTRAINED retailing walls MASS Normally low cement-content for large foundations and bases or backfill PUMPED Designed mix normally with increased fines to allow concrete to be placed by a specialist pump
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8.5 Grouts
Specially designed grouts are used within ducts in post-tensioned bridges to protect the steel strand from corrosion. These should comply with The Concrete Society Technical Report 47 (see Further Reading). The use of pre-measured and mixed materials should be the first choice for quality, but this does not exclude combinations of controlled materials on the basis that the quality of the end product is the important factor to ensure adequate protection of prestressing tendons.
8.6 Admixtures
A variety of chemical admixtures can be included in concrete mixes to provide buildability benefits and to meet specific demands, for example: Air-entraining agent - increased frost resistance Plasticiser - improved flow characteristics(easier placement) W Accelerator - early high strength (to counter time constraints) Colouring pigments and special aggregatescan be used for aesthetic purposes
Figure 23: Reinforcement River Leen Bridge, Nottingham
8.7 Reinforcement
Most structural concrete is reinforced, normally with steel bars or fabric It is essential to ensure that such reinforcement is adequately protected by a minimum cover of good quality concrete to counter the varied climatic conditions experienced in the UK
A new generation of non-ferrous products is becoming available to replace steel with the aim of increasing the durability of concrete structures Because of their exposure to climate and de-icing salts, bridge design and construction is a t the forefront of such technology
Without adequate protection, steel in bridges may corrode, particularly in countries like the UK where de-icing salts are used during the winter months Hence, careful consideration must be given to the protection of reinforcement and prestressing tendons The type of concrete must be correctly selected and the degree of exposure may demand the use of stainless steel reinforcement, especiallyon parapetedge beamsor in thevicinityofdeck movement joints Prestressing tendons may be galvanised in addition to other layers of corrosion protection
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Stage 1 -Concrete cast with tendons in duct Staae 1 -Tendons are tensioned and anchored
Stage 3
x
Prestressing using post-tensioned internal tendons
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MY BEAMS
I M BEAMS
s, demand for longer-span bridges over two- and threelane carriageways, spanning 15m-26m and 26m-35n-1, respectively, led to the introduction of I-beams and box sections. There were technical deficiencies with these and a clear need was identified for a standard beam for use in the 15m-29m span range. In 1969, following work by the C K A and the Ministry of Transport, the Mbeam was born and it e the flagship for the next 20 years. M-beams were often U 1.0m centres in either pseudo box constructionor, more simply, in beam-and-slab construction.
U
UM
Further developments in rhe mid 197Os,saw the introduction of the U-beam, which was especiallysuitable for skew decks, the UM beam, ge beam on M-beam decks, and the wide box beam. These new beams catered for the increasing demand through to the Between 1965 and 1982, nearly 7,000 road bridges of which were in e and more than half of the benefits of economy and ease-of-use of standard precast beams.
At the end of the 198 reinforcement in the re beams due to ingress of (PCA), an association addressed this problem and, in 1991, unveiled the Y beam. Not only did it cater for the same span range (15m-29m) but it also proved in modern integral, or jointless, bridges.The YE beam o serve as an edge beam for Y-beam bridge decks.
TEE
BEAMS
Y BEAMS
1 U
U BEAMS
Development continuedwith the SY beam cateringforthe motorway widening programme in the 199Os, which required spans of over 35m in some cases. The TY replaced the invertedT beam as it offered technical advantages such as improved shear capacity and thicker concrete cover to the reinforcement.
Figure 3 0 Typical beam sections
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Provision of chamfers, fillets, drips in overhangs and chases for tucking in waterproofing Use of standard details wherever possible, particularly in precast beams Use for bonded tendons of air-tight, non-metallic ducts; anchorage protection with end caps and provision for grouting anchorage recesses Provision of abutment chambers for inspection Provision for easy access into and along large and long box girders
Figure 32: Bearings on pier - Mollington Footbridge, M40
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steel plate and a band of rubberised bitumen flexible binder to replace part of the surfacing. This type of joint is known as an 'asphaltic plug:
require a flexible sealing element supported by beams. Mechanical joints based on interlocking can be used for very large movements. Drainage must be provided for such joints.
is used, it is likely to interrupt the Whatever type of expa surface and give rise t design for long lengt joints a t frequent intervals. Longer lengths will result in larger movements at the joints, but will preserve riding quality and reduce maintenance. Integral bridges - constructed with joint-free decks - have been referred to earlier.
Road sutfacing
Flexible material
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1
Waterproofing and protection layer Abutment Monolithic concrete plinths NEW W O W Nominal resin nosine Description REFURBISHMENT Full depth resin nosings
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Base course
n
Wearing course Nosing material Basecourse
In-situ rdsins or modified cementitious misturns placed either side of the bridge deck air gap to pmduce f r edges and protect the surfacing. Complete with watertight extended compmsion seal or sealant. im
Movemtntr
Up to 50mm with pdormed seals Up to 12mm with poured sealant to Bs5212
Thia drawing is indicative only and does not rppresent in MY way any partkYLrdedgn nor can It be used fora design of permanent works. It is copyright of the Bridge Joint Association and can only be mpresented with theirwritten pemidon
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A joint prefabricated t exact widths and lengths, comprising of rubber surrounding metal elements, o bearing plates and reinforcement. Placed onto flat beds with resin transition strips either side as pmtection and t provide a smoth running surface. Bolted directly to the structural concrete. o
Movement Range Up to 3SOmm. Different widths of carpet impose limitations on movement accommodation. Consult supplier.
This drawing i indicative only and does not represent i any s n way any particulardes@ nor can it be used for a design of permanent w o r k It i copyright of the Bridge Joint A d h n s and can only be represented with their written permission
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Figure 34b Typical section of mechanicaljoint
Exposed surfaces, such as deck soffits, fascias, concrete parapets and parapet plinths may be contaminated with salt water carried by wind or from traffic spray. Impregnation, when new, with silane or a similar product can give protection for a limited period. However, factorymade precast pre-tensioned beams have an excellent durability record even without any such treatment.
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Inthepast,masticasphaIthasbeenusedextensivelyforwaterproofing bridge decks, but it requiresgood weather conditions if it is to be laid satisfactorily, so is rarely used now. Preformed bituminous sheeting is less sensitive to laying conditions, but moisture trapped below the sheeting may cause subsequent lifting.
Some bridges have relied upon the use of a dense, high-quality concrete to resist the penetration of water without an applied waterproofing layer. It can be advantageousto include silica fume or other veryfine powdered addition in the concrete.
Hot-bonded heavy-duty reinforced sheet membranes, if properly laid, provide a completely watertight layer. These sheets are made in thicknesses of 3-4mm and have good puncture resistance, so it is not necessary to protect the sheet membrane from asphalt laid on top. Sprayed acrylic and polyurethane waterproofing membranes are also used. These bond to the concrete deck surface with little or no risk of blowing or lifting. A tack coat must be applied over the membrane, and a protective asphalt layer is laid before the final surfacing is carried out.
BS 8500 requires that the cover to reinforcement be increased by 15mm for cast in-situ reinforced concrete members to give the desired durability for 120 years. Precast prestressed beams also need extra cover but only 5mm.
Small barrows or skips invariably mean longer discharge times and possible disruption to deliveries
important when structural elements such as piers constructed as 'cold'joints would not be acceptable in such components. Routes for the ready-mixed trucks to the Site and the provision of safe, sound on should be cleared with the appropriate authorities and site management.
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Freshly placed concrete must be given adequate protection from rapid surface drying or temperature variations for as long as possible to maximise its performance and appearance. This is an important factor in achieving the high standards of durability required for a bridge.
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16. FUTURETRENDS
Todays requirements for durable, continuous, integral bridges will lead to increased use of precast concrete in bridge structures. The bridge deck is one area that may be exploited by incorporating a new range of prestressed concreteT or even double-T beams in the design.With such decks, in-situ concrete would be required only as a toppingto stitch the beams together. The trend towards private Design Build Finance and Operate (DBFO) road contracts with pay-back periods of up to 25 years, underlines the requirements for low-maintenance bridges. An examination of the likely costs over the lifespan of a bridge (whole-life costing) is now considered an essential part of the overall equation. The use of precast concrete elements, with their advantages of quality, speed and efficient construction, will have a considerable beneficial imDact
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WELTMAN, A.J. & HEAD, J.M. Site lnvestigation Manual. ClRlA Special Publication 25. CIRIA, London, 1983,144 pp. BRITISH STANDARDS INSTITUTION. BS 6031: 1981. Code of Practice for Earthworks. BSI, London, 1981,86 pp. BRITISH STANDARDS INSTITUTION. BS 5400. Steel, Concrete and Composite Bridges. Part 1: General Statement, Part 2: Specification for Loads, Part 4 Code of Practice for Design of Concrete Bridges, Part 5: Code offractice for Design of CompositeBridges. BSI, London, 1978-1990. BRITISH STANDARDS INSTITUTION. BS 8500. Concrete Complementary British Standard to BS E 206-1, Part 1: Method of N Specifying and Guidance for the Specifier, Part 2: Specification for ConstituentMaterials and Concrete.BSI, London, 2002. DEPARTMENT OF TRANSPORT. Manual of Contract Documents for Highway Works. Volume 1. Specification for Highway Works. Volume 2. Notes for Guidance on the Specification for Highway Works. Volume 4. Bills of Quantities for Highway Works.DOT, London. HIGHWAYS AGENCY. Design Manual for Roads and Bridges. Volume 1. Highway Structures- ApprovalProceduresand General Design.
BA 41, TheDesign and Appearance of Bridges.
BA 42, TheDesign of Integral Bridges.
TECHNICAL GUIDES published by Concrete Bridge Development Group TGI: lntegral Bridges (1997), TG2: Guide to Testing and Monitoring TheDurability of Concrete Structures (2002), TG3:TheUse of fibre Composites in Concrete Bridges (ZOOO), TG4: TheAesthetics of Concrete Bridges (2001), TGS: fast Construction of Concrete Bridges (ZOOS), TG6: Guide to the Use of High Strength Concrete in Bridges (ZOOS), TG7: Guide to the Use ofself-Compacting Concrete in Bridges (2005), TG8: Guide to the Use of Lightweight Concrete in Bridges (2006) Further tec hnicaI guides in preparation TG9:Assessment of Concrete Bridges (2) (due 2006), TGIO: Design Example of Integral Bridges to fC2 (due 2006) CONCRETE SOCIETYKONCRETE BRIDGE DEVELOPMENT GROUP Durable Post-tensioned Concrete Bridges, Technical Report 47 (Second Edition),The Concrete Society, Camberley, 2002,69 pp The Construction (Design and Management) Regulations, SI 1994/3247,HMSO, London, 1994 HAMBLY, E C Bridge Deck Behaviour,2nd edn E & F Spon, London, 1991,313~~ HAMBLY, E C Bridge foundations and Substructures.HMSO, London, 1979,93 pp HAMBLY, E C & NICHOLSON, B Prestressed Beam lntegral Bridges. Prestressed Concrete Association, Leicester, 1991,29 pp
BD 24, The Design of Concrete Highway Bridges. Use of BS 5400: Part 4: 1990. BD 57, Design for Durability.
LEE, D J & RICHMOND, B Bridges. Civilfngineers ReferenceBook,Ed L S Blake Chapter 18 Newnes-Butterworth,London, 1988,71 pp
LIEBENBERG, A C Bridges. Handbook of Structural Concrete, Eds F K Kong et al Chapter 36 Pitman, London, 1983,168 pp PRESTRESSED CONCRETE ASSOCIATION Precast Bridge Beams - Product Information Sheets PRITCHARD, B Bridge Design for Economy and Durability. Thomas Telford, London, 1992, 192 pp READY-MIXED CONCRETE BUREAU The Essential Ingredient British Cement Association, Camberley, 1993-1 997 SOUBRY, MA ClRlA Report C543. Bridge Detailing Guide CIRIA, London, 2001 TOMLINSON, M J foundation Design and Construction. Pitman Publishing Limited, London, 1980,793 pp
Many construction activities are potentially dangerous so care is needed a t all times. Current legislation requires all persons to consider the effects of their actions or lack of action on the health and safety of themselvesand others. Advice on safety legislation may be obtained from any of the area offices of the Health and Safety Executive. All advice or information from the Concrete Bridge Development Group is intended for those who will evaluate the significance and limitations of its contents and take responsibility for its use and application. No liability (including that for negligence) for any loss resulting from such advice or information is accepted. Readers should note that all publications are subject to revision from time to time and should, therefore, ensure that they are in possession of the latest version.
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It's Int e g rat io n that Differentiates SAM"
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Section and beam design modules are used as input for the analysis progam, which in turn supplies results lhat enables Ihe Influence surface technology is used to determine optimum loading patterns for thc appmpriote d d g n code.
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Case Study: How simple design tools from SAM save money in the field.
Vhat are the factors that affect the cost of precast re-tensioned bridge beams, and how easy is it to .esign according to an optimised cost criteria? Two xamples are presented here which demonstrate hat the answers are not always what they may seem. Example 2 Which of the following 2 beams costs less, the Y4 beam in Example 1 , or the Y4 beam shown next?
Again both beams are designed for the same 20m I 1 1 7 1 I span. Both are Y4 beams, but :xample 1 'I I the tirst has 25 tendons, and Vhich of the following two beams costs less? the second has 27 tendons. \ I The second is clearly more I expensive. The difference between the two beams /'.:.:.:*.:.&:I * however is that the first \ requires a concrete strength at transfer 10N/mm? higher-than the second. The two I 1 additional tendons could therefore enable a much lower occupancy time of the precasting bed, and consequent : *. 1i.: . . : . . . : improved efficiency in manufacture.
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'he natural instinct of most bridge engineers would be 1 design for the minimum beam size. Both beams were esigned for a typical 20m span bridge with 30 units of [B load allowed. The Y3 beam has 29 tendons, and the '4 beam has 25 tendons with an additional 0.715m' of oncrete. Vith no other considerations such as overall depth onstraints, the Y4 beam is likely to be more cost ffective.
The tendon optimisation algorithm in SAM was used to generate and investigate both these examples in less than an hour. Such is the effectiveness that can be achieved with the new simple and yet sophisticated concrete bridge design tools within SAM.
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