bulb tee girder possibilities

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Precast Concrete Association of New York, Inc. 706 Quaker Lane, Delanson, New York 12053 Tel: 518-895-8352 Facs: 518-895-2329 Email: [email protected] Web: www.pcany.org Carl Buchman, PE: Exec Director Mary Ellen Yankosky: Admin Director Edward Hourigan, PE: Tech Director Harold Nelson, PE: News Editor 1 Orange County bulb-tee bridge, latest in integral bridge design The new bridge currently under construc- tion over Black Meadow Creek in Orange County, NY is a single span, HPC, bulb-tee bridge using the latest in integral bridge de- sign. The bridge is being constructed on a relocated section of Route 94 in the Village of Chester near Goshen, NY. The bulb-tee girders span 28.18 m (92.45') from c/c of bearings. They are spaced 1.96 m (6.45') on center with an 8.5" composite deck. The overall width of the bridge is 15.68 m (51.44'). The girders bear directly on the top of HP 310 x 110 steel bearing piles which extend thru the abutment pile cap. The piles are oriented with the weak axis parallel with the center of roadway above. Integral bridge design eliminates expansion joints in a bridge, and relies on piling to flex with movement in the superstructure, that are created by creep, shrinkage and temperature. Note the photo above and story on page 3. The girders were cast with 10 ksi high performance concrete (HPC) and preten- sioned with 34 each 0.5" dia strand. They were cast at the Schuylkill Products plant in Cresonna, PA. The first cast was made on February 13th and the last on February 26th. All eight girders were delivered and erected in one day on March 19th. The girders were installed using erection slider beams (see photo) used for rolling one end of a girder across with cranes at each end of the bridge. The owner and engineer on the bridge is the New York State Department of Transpor- tation. B. Anthony Construction Co. is the contractor and performed the erection. First bulb-tee girder is installed on Black Meadow Creek Bridge. Note that girder bears directly on top of pile and will be fixed in the abutment. See details below. photo by Schuylkill Products Bulb-tee girder is lifted from special erection slider beams after being pulled across span to second crane. photo by Schuylkill Products DOT design of bulb-tees at ABCD seminar A seminar entitled "Design and Construc- tion of Bridge Superstructures with Pre- stressed Concrete Bulb-tees," will be pre- sented by ABCD on Tuesday, May 6th, at the Hilton Garden Inn at the Albany Airport, 800 Shaker Road in Albany. ABCD is the Eastern NY Chapter of the Association for Bridge Construction and Design. The presentation will be made by Matthew Royce and Harry White, both with the NYS- DOT Structures Division in Albany, and will include the following topics: History of prestressed concrete bridges in New York State. Design issues of bulb-tee girders, including spliced girders. NYSDOT detailing standards. Installation issues, including post-tension- ing procedures. Registration is scheduled for 8:00 AM with the last presentation ending at 12:00 noon. Reservations may be made with ABCD c/o Mark Olstad at Clough Harbour Associates at 518-453-3957. The cost is $15 per person including break. PRECAST CONCRETE ASSOCIATION OF NEW YORK, INC. May 2003 Volume 14, No 5

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Page 1: Bulb Tee Girder Possibilities

Precast Concrete Associationof New York, Inc. 706 Quaker Lane, Delanson, New York 12053 Tel: 518-895-8352 Facs: 518-895-2329 Email: [email protected] Web: www.pcany.org

Carl Buchman, PE: Exec DirectorMary Ellen Yankosky: Admin DirectorEdward Hourigan, PE: Tech DirectorHarold Nelson, PE: News Editor

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Orange County bulb-tee bridge,latest in integral bridge design

The new bridge currently under construc-tion over Black Meadow Creek in OrangeCounty, NY is a single span, HPC, bulb-teebridge using the latest in integral bridge de-sign. The bridge is being constructed on arelocated section of Route 94 in the Village ofChester near Goshen, NY.

The bulb-tee girders span 28.18 m (92.45')from c/c of bearings. They are spaced 1.96 m(6.45') on center with an 8.5" composite deck.The overall width of the bridge is 15.68 m(51.44'). The girders bear directly on the topof HP 310 x 110 steel bearing piles whichextend thru the abutment pile cap. The pilesare oriented with the weak axis parallel withthe center of roadway above. Integral bridgedesign eliminates expansion joints in a bridge,and relies on piling to flex with movement inthe superstructure, that are created by creep,shrinkage and temperature. Note the photoabove and story on page 3.

The girders were cast with 10 ksi highperformance concrete (HPC) and preten-

sioned with 34 each 0.5" dia strand. Theywere cast at the Schuylkill Products plant inCresonna, PA. The first cast was made onFebruary 13th and the last on February 26th.All eight girders were delivered and erected inone day on March 19th. The girders wereinstalled using erection slider beams (seephoto) used for rolling one end of a girderacross with cranes at each end of the bridge.

The owner and engineer on the bridge isthe New York State Department of Transpor-tation. B. Anthony Construction Co. is thecontractor and performed the erection. ❏

First bulb-tee girder is installed on Black Meadow Creek Bridge. Note that girder bears directly on topof pile and will be fixed in the abutment. See details below. photo by Schuylkill Products

Bulb-tee girder is lifted from special erectionslider beams after being pulled across span tosecond crane. photo by Schuylkill Products

DOT design ofbulb-tees atABCD seminar

A seminar entitled "Design and Construc-tion of Bridge Superstructures with Pre-stressed Concrete Bulb-tees," will be pre-sented by ABCD on Tuesday, May 6th, at theHilton Garden Inn at the Albany Airport, 800Shaker Road in Albany. ABCD is the EasternNY Chapter of the Association for BridgeConstruction and Design.

The presentation will be made by MatthewRoyce and Harry White, both with the NYS-DOT Structures Division in Albany, and willinclude the following topics:

• History of prestressed concrete bridges inNew York State.

• Design issues of bulb-tee girders, includingspliced girders.

• NYSDOT detailing standards.• Installation issues, including post-tension-

ing procedures.

Registration is scheduled for 8:00 AM withthe last presentation ending at 12:00 noon.Reservations may be made with ABCD c/oMark Olstad at Clough Harbour Associates at518-453-3957. The cost is $15 per personincluding break. ❏

PRECAST CONCRETE ASSOCIATION OF NEW YORK, INC. May 2003 Volume 14, No 5

Page 2: Bulb Tee Girder Possibilities

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PRECAST CONCRETE ASSOCIATION OF NEW YORK May 2003 MONTHLY NEWSLETTER Page 2

Bulb-tees and I-beams used with a cast-in-place composite deck slabs offer efficientdesigns and high performance for highwaybridges. With beams spaced 8' to 9' oncenter, the designs are most effective forspans in the 80' to 150' span range.

Some of the earliest prestressed bridgesin the Northeast were constructed with gird-ers and composite decks. Some of thesebridges have new decks on the originalbeams after 40 or more years of service.

Three basic sectionsThree basic sections are available from

precasters in the Northeast. They are theAASHTO Standard I-Beam, the PCI Bulb-Teeand the New England Bulb-Tee sections. Thechart above indicates the effective span rangesfor each section with HS-20 loading from theAASHTO Standard Specifications for High

Bulb-tees, I-beams & compositedecks offer efficient designs andhigh performance for bridges

Maximum simple-span lengths (ft) for prestressed I-beams and bulb-tees with composite deck slabsused for highway bridges. Note use of HPC beams extend the spans shown above.

from PCI Journal Nov-Dec 1997

way Bridges. Standard section properties,preliminary design charts and typical designexamples are available in the PCI BridgeDesign Manual. A chapter entitled "DesignTheory and Procedure" offers a review ofprestress design in accordance with theAASHTO Standard and LFRD Specifications.

Competitive with steelStandard AASHTO I-beam sections were

adopted by a joint committee of AASHTO andPCI in the late 50's. I-beam girders withcomposite decks have been used extensivelyin Pennsylvania for bridges in the 130' to 150'span range. They have proven competitivewith steel by value engineering.

Bulb-tee sections have evolved from the I-beam section. The overlay of an AASHTOType V beam, PCI Bulb-tee and a NE Bulb-tee indicates the common properties they

visit: www.pcany.orgFor information on

precast concrete productsand their application

precast concrete producersand links to their websites

precast concrete associationof New York

back issues of the newsletteror e-mail your inquiry to:

[email protected].

Overlay compares the physical properties andsimilarities of bulb-tee sections with the I-beam.Width of the NE bulb-tee bottom flange is ad-equate for 52 strand.

taken from PCI Journal Nov-Dec 1997

share. The flanges and web of both bulb-teesare optimized for low release strengths andspace for a greater number of strand. Ingeneral, the bulb-tee offers a greater momentof inertia and section modulus with a reduc-tion of 10% in cross sectional area. It offersgreater capacity with less concrete.

Use of HSC and 0.6" strandThe advantages of bulb-tees are further

enhanced with the use of high performancehigh strength concrete (HSC) and larger di-ameter 0.6" strand. The use of HSC allowsincreases in bottom flange compression andtop flange tension with corresponding in-creases in capacity for dead and live loads.The use of 0.6" strand allows a concentrationof prestressing at a lower elevation to takeadvantage of the concrete capacity with asimilar increase in service load capacity.

The 7" web of the NE Bulb-tee is sized fora 2.5" duct for longitudinal post-tensioning formulti-span continuity and integral bridges.The latest release of BD drawings from NYS-DOT includes extensive details for multi-spancontinuity. These include splice and endblock details for the post-tensioning tendons,and suggested erection procedures. Conti-nuity and integral design can be expected toimprove performance even more. ❏

Page 3: Bulb Tee Girder Possibilities

PRECAST CONCRETE ASSOCIATION OF NEW YORK May 2003 MONTHLY NEWSLETTER Page 3

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New report, precast/prestressed"state of the art" integral bridges

Figure 1.1 from PCI Report 1B-01

will expand and contract a total of approxi-mately 0.5" per 100' of bridge length withseasonal temperature variation. A steel su-perstructure will typically expand and contractapproximately 1.0" per 100' of bridge length.This phenomenon is reflected in the AASHTOcode which provides lower design tempera-ture variations for concrete than for steel.Only six states have used integral design forcurved bridges. Skew angles have beenlimited to 40 deg. in most states.

Flexible piles for abutmentsGenerally integral abutments are supported

by a single row of piles. Piles are drivenvertically, oriented with their weak axis paral-lel to centerline of the roadway, and none arebattered longitudinal to the bridge. The inte-gral bridge concept assumes that with flexibil-ity of the piles, thermal stresses are trans-ferred to the substructure by way of a rigidconnection at the abutment. This permits theabutment to move in a longitudinal directionunder temperature, creep and shrinkage ef-fects on the superstructure.

To insure flexure, NYSDOT requires a mini-mum depth of rock and pre-augured holesfilled with granular material at the top of piles.Other types of abutments without piling in-clude stub, rigid frame, cantilever and spillthrough. Semi-integral abutments may alsobe used to eliminate expansion and minimizedisplacement of the piles.

Analysis considerationsPiers for multi-span bridges can be flexible

bents, isolated rigid piers, semi-rigid piers orhinge-base piers. It is normally assumed thatany reduction of free superstructure move-ments due to pier stiffness is negligible. Sev-eral examples of analysis and design areincluded in the report.

Finally the report presents a summary ofcurrent practice of 38 states and provincesparticipating in a survey on integral bridges. Acomprehensive bibliography on integralbridges is also included. ❏

The Bi-monthlyHPC Bridge ViewsThe PCANY April newsletter reported oncoverage and availabilty of informationregarding high performance concrete inthe "HPC Bridge Views."

We incorrectly noted a web addresswhere back issues of the newsletter maybe read. The correct address is:

www.portcement.org/br/newsletters.asp

High strengthMMFX-2 steelresists corrosion

MMFX-2 Microcomposite Steel reinforcingbars are now available offering a number ofimproved properties for reinforced concreteparticularly for bridges and parking structuresexposed to de-icing chemicals. Some ofthese properties include the following:

1. Higher corrosion resistance, 10 times longerthan conventional A 615 rebar.

2. Higher yield strength with 100 ksi vs. 60 ksiwith conventional A 615 rebar.

3. Above standard ductility.4. High brittle fracture resistance.5. High fatigue resistance.

The steel is micro-structurally designed atthe atomic level to provide superior corrosionresistance and mechanical material proper-ties using a design concept known as "FustPrinciples." The corrosion resistance of MMFXsteel is the result of a patented and propri-etary microstructure that is formed duringproduction of the steel. This feature mini-mizes the formation of microgalvanic cells.

Winner of 2002 Pankow AwardMMFX was named the 2002 CERF Charles

Pankow Award for Innovation winner in April2002. The CERF Award recognizes thosewho are working collaboratively to move inno-vation into practice and noted the followingcollaborators: Federal Highway Administra-tion; Martin/Martin Consulting Engineers;MMFX Steel Corporation; Texas A & M Uni-versity of California-Berkeley and Universityof California-San Diego.

Howard Yarsalim from MMFX and DavidTrejo from Texas A & M presented at thePCANY Annual Meeting of February 2001and predicted the steel would sell for $0.23-0.35 per pound, since it was not an exoticmaterial or coating, and was not in productionat that time. MMFX steel maintains a websiteat <www.mmfxsteel.com> for more informa-tion on the material. Details of the 2002 CERFAward and other finalists can be viewed at theASCE website at <www.asce.org>. ❏

The overview of a new report on integralbridges published by PCI, notes that in addi-tion to reduced maintenance costs, other ad-vantages of this type of bridge include:

• Improved structural integrity, reliability andredundancy.

• Improved riding surface qualities.

• Reduced initial cost.

• Improved aesthetics, since staining andother damage caused by water intrusionare avoided.

Traditional bridge design makes use ofexpansion joints in conjunction with expan-sion bearings to accommodate superstruc-ture movement. Leaking expansion jointshowever, are a serious maintenance problemparticularly in the Northeast where deicingsalts are used.

Movement without jointsIntegral bridges accommodate superstruc-

ture movements without conventional expan-sion joints. The superstructure is rigidly orsemi-rigidly connected to the abutments. Theabutment pilings are flexible, allowing thesuperstructure to expand and contract. Ap-proach slabs, connected to the abutment ordeck slab with reinforcement, move with thesuperstructure. Movements in the super-structure due to creep, shrinkage and tem-perature changes are accommodated by flex-ure of the piling and relief joints in the ap-proach slab. Passive pressure behind theabutments provides stability for single-spanbridges. Piers provide stability for multiple-span bridges.

Limiting factors for designThe length and geometry of a bridge and

the type of foundation material are limitingfactors for design of integral bridges. Thereport notes many states limit lengths to 300'for steel and 600' for prestressed concretesuperstructures. The theory is that concretebridges are less sensitive to temperaturechange due to their thermal mass. In amoderate climate, a concrete superstructure

Page 4: Bulb Tee Girder Possibilities

May 2003 PCANY MONTHLY NEWSLETTER Page 4

Producer Member Companies:AFCO Precast, Middle Island, NY 11953A & R Conc Specialties, New Windsor, NY 12550Bayshore Conc Prod, Cape Charles, VA 23310Binghamton Precast Supply, Binghamton, NY 13901Blakeslee Prestress, Branford, CT 06405Carrara & Sons, Middlebury, VT 05753Coastal Pipeline Products, Calverton, NY 11933William E. Dailey, Shaftsbury, VT 05262The Fort Miller Co, Schuylerville, NY 12871Hanson Pipe and Products, Pottstown, PA 19464Jefferson Concrete, Watertown, NY 13601Kistner Conc Products, East Pembroke, NY 14056Oldcastle Precast, Manchester, NY 14504Oldcastle Precast, South Bethlehem, NY 12161Riefler Concrete Products, Hamburg, NY 14075Roman Stone Construction Co, Bay Shore, NY 11706Rotondo Precast, Avon, CT 06001Schuylkill Products, Cresona, PA 17929Unistress Corp., Pittsfield, MA 01201LC Whitford Co., Wellsville, NY 14895

Associate Member Companies:Advanced Testing, West Stockbridge, MA 01266A-Lok Products, Tullytown, PA 19007Amcrete Products, Newburgh, NY 12550Concrete Prod Solutions, Houston, TX 77084Concrete Sealants, Royersford, PA 19468Con/Span Bridge Systems, Dayton, OH 45420Cresset Chemical Co, Weston, OH 43569Dayton Richmond Corp, Collinsville, CT 06022Engineered Wire Prod, Upper Sandusky, OH 43351GNR Technology, Sauquoit, NY 13456W R Grace, Cambridge, MA 02140Hail Mary Rubber Co, Warrington, PA 18976Helser Industries, Tualatin, OR 97062Henry Co Sealants, Houston, TX 77020H & H Hulls, Hudson, NY 12534Insteel Wire Products, Blairstown, NJ 07825International Precast Supply, Haverill, MA 01838The James Co, Guilford, CT 06437JVI Inc, Pittsfield, MA 01201M A Industries, Peachtree City, GA 30269Master Builders-Preco, Lexington, KY 40509Mixer Systems, Pewaukee, WI 53072NPC Inc, Milford, NH 03055Parsons Diamond Prod, W Hartford, CT 06110A L Patterson, Fallsington, PA 19054Polylok Inc, Yalesville, CT 06492Press-Seal Gasket, Fort Wayne IN 46852Sika Chemical, Trenton, NJ 08619Spillman Company, Columbus, OH 43207Splice Sleeve N A, Bonita Springs, FL 34134Struc Reinf Products, Hazleton, PA 18201Syracuse Castings Sales Corp, Cicero, NY 13039USF Fabrication, Hialeah, FL 33018

Professional Member Firms:Abate Engineers, Buffalo, NY 14225Baker Engineering, Elmsford, NY 10523Barton & Loguidice, Syracuse, NY 13220Bergmann Associates, Rochester, NY 14614A L Blades, Hornell, NY 14843Clough Harbour & Assoc, Albany, NY 12205Consulting Engrs Group, Mt Prospect, IL 60056John S Deerkoski & Assoc, Warwick, NY 10990Delta Engineers, Binghamton, NY 13901DiDonato Associates, Buffalo, NY 14224Finley McNary Engineers, Essex, CT 06426FRA Engineering, Henrietta, NY 14467Goodkind & O'Dea, Rochester, NY 14604Harza Northeast, Utica, NY 13501Hunt Engineers & Archs, Horseheads, NY 14845Integrated Engineering, Bellingham, WA 98228LaBella Associates PC, Rochester, NY 14614LEAP Assoc International, Tampa, FL 16007Maser Consulting, West Nyack, NY 10994McFarland Johnson, Binghamton, NY 13902O'Neill Consulting, Spring Lake Hts, NJ 07762PCI-New England, Belmont, MA 02178Pratt & Huth, Williamsville, NY 14221Prymus Consulting, Bayport, NY 11705Ryan Biggs Associates, Troy, NY 12180A H Sample Engineers, Ottsville, PA 18942R Samsel Engineers, Henrietta, NY 14467Simpson Gumpertz & Heger, Arlington, MA 02174Spectra Engineering, Latham, NY 12110Edward Watts Engrs, Williamsville, NY 14221Wilbur Smith Assoc, Latham, NY 12110H Wilden Assoc, Allentown, PA 18106

PCANY Officers, Directors and StaffPresident: Jay Abbey, Binghamton PrecastSecretary: Scott Harrigan, The Fort Miller CoTreasurer: Rick Martel, Unistress CorpAssociate Director: Andy LaMothe, A L PattersonProf Director: Scott Chenet, Barton & LaGuidiceImmediate Past Pres: Tony Mazzeo, Oldcastle PrecastExecutive Director: Carl BuchmanAdministrative Director: Mary Ellen YankowskyTechnical Director: Ed HouriganNewsletter Editor: Harold Nelson

Precast Concrete Associationof New York, Inc.706 Quaker LaneDelanson, NY 12053

RETURN SERVICE REQUESTED

Belt, suspenders and a safety pinviews by the editor

This old Yankee maxim is good adviceeven for bridge designers we like to think,particularly in today's world of limited budgetsfor maintenance and new bridges. This monthwe have focused the newsletter on girdersand composite decks with articles on "State ofthe Art" integral design and corrosion resis-tant rebar. It's all out there now, and worthconsidering.

Girders and composite decks have an ex-emplary record of cost and performance forbridges in all span ranges. They have beenwidely accepted in all parts of the countryincluding neighboring Pennsylvania. A welldesigned single stem girder whether it be abulb-tee, I-beam or a rolled steel wide flangeoffers maximum structural efficiency.

Prestressed bulb-tees and I-beams castwith high performance concrete offer the ulti-mate in low maintenance and high durability.Integral bridges whether simple span or con-tinuous multi spans, (no joints) offer promiseof a 100 year service life. We know several

T-girder bridges built in the 60's where theonly problems are from leaking expansionjoints, frozen bearings and deteriorationaround the bearings. I-beams on Interstate93 in New Hampshire have been recycledwith new decks after 45 years service.

Now we have new standards for bulb-teeswith post-tensioning for continuity from NYS-DOT. Performance with these new standardswill be even higher. We even have DOTpresenting a seminar to implement the guide-lines and answer questions. While we maynot agree with all their details, this is a positivestep for everyone who designs a bridge andworries about a budget.

We would like to drop in 100 years fromnow when the Black Meadow bridge is re-cycled for a second time with a new compos-ite deck. Specify girders and a compositedeck, with the enhancements, on your nextbridge. It's a bargain that will pay off, and youdon't have to wear a belt, suspenders andsafety pin, to appreciate the benefits. ❏