recent integral bridges

8/21/2019 Recent Integral Bridges

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PROF MAHESH TANDONMANAGING DIRECTOR

TANDON CONSULTANTS PVT LTDDISTINGUISHED VISITING PROFESSOR IIT KANPUR, IIT ROORKEE

PRESIDENT, Ind ian Concrete Inst i tute

BY

INTERNATIONAL WORKSHOP ON INNOVATIVE BRIDGE DECK TECHNOLOGIES,

WINNIPEG, CANADA

14 15 APRIL 2005


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WHAT IS AN INTEGRAL BRIDGE?WHAT IS AN INTEGRAL BRIDGE?

A CONCRETE BRIDGE IN WHICH

BEARINGS ARE ELIMINATED

EXPANSION JOINTS ARE EITHER ELIMINATED OR

PROVIDED AT LONG DISTANCES

THE SUB-STRUCTURE AND SUPERSTRUCTURE ARE

MADE MONOLITHIC !!


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WHY AN INTEGRAL BRIDGE?WHY AN INTEGRAL BRIDGE?(ADVANTAGES)

DURABILITY

BEARINGS AND EXPANSION JOINTS ARE WEAKEST

LINK IN THE CHAIN OF DURABILITY AND

MAINTENANCE.

ENHANCED SEISMIC PERFORMANCE

BEARINGSARE FRAGILE AND BRITTLE ELEMENTS OF THE

BRIDGE. THEIR FAILURE CAN RESULT IN UNSEATING OFTHE SUPERSTRUCTURE.

EXPANSION JOINTSINVARIABLY GET DAMAGED DURING

SIGNIFICANT GROUND SHAKING.


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SURAJBARI OLD BRIDGE:

METTALIC BEARINGS DESTROYED


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SURAJBARI NEW BRIDGE SUPERSTRUCTURE SHIFTEDIN THE TRANSVERSE DIRECTION


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SURAJBARI NEW BRIDGE

EXPANSION JOINT

DAMAGED DUE TOEXCESSIVE MOVEMENT


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PADSHAHI BAGH

PADSHAHI BAGH (J & K) : DAMAGED PIER CAP,BEARINGS & SUPERSTRUCTURE

TERRORIST ACTI ON


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GIRDER SHIFTED IN THE LONG DIRECTION WITH LOSS OF CONTACT DURING SHAKING.

SUBSTRUCTURE & FOUNDN GOT SAVED BECAUSE ELASLOMERIC BEARING ACTED AS

A CRUDE SIESMIC ISOLATION DEVICE.


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DOUBTS&

WORRIES

(LACK

OF

UNDE

RSTA

NDING

!)

WHY FEW

INTEGRAL BRIDGES?

WHY FEW

INTEGRAL BRIDGES?


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WHY SUCH FEW INTEGRAL BRIDGES?WHY SUCH FEW INTEGRAL BRIDGES?

THE DOUBTS & WORRIESSUPERSTRUCTURE LENGTH CHANGES DUE TO:

-AMBIENT TEMPERATURE VARIATION

-SHRINKAGE OF CONCRETE

WHAT IS REQUIRED

LOGICAL OUTCOME-CRACKS !!! THEY ARE NOBODYS FAVOURITE

CONSTRUCTION SEQUENCE & METHODOLOGY

CAN OBVIATE PART OF PROBLEM

-FLEXIBILITY OF PIER-FOUNDATION SYSTEM IN

LONGITUDINAL DIRECTION

-TALL OR TWIN LEAF PIERS SHOULD BE POSSIBLEIN MANY CASES

PRESENT STATUS

INTEGRAL BRIDGES ARE NOW BEING ADOPTED MORE OFTENFOR SHORT HEIGHT PIERS ALSO


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CREEP EFFECTSCONCRETE STRAINS

VERSUS AGE & DURATIONOF LOADING.

NOTE THAT STRAIN IS GIVEN AS A

DIMENSIONLESS RATIO BETWEEN

THE ACTUAL STRAIN AND THE

REFERENCE STRAIN OF A 28-DAY

OLD CONCRETE SUBJECTED TOSHORT TERM LOAD


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DODAN NALAH BRIDGE (H.P.) : FRONTAL VIEWLARGE EARTH PRESSURES ON HIGH EMBANKMENTS


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KLIA STRAIGHT BOTTOM VIEW

K.L. INTERNATIONAL AIRPORTWIDE DECK WITH FLAT SOFFIT ON SINGLE COLUMN

PIER INTEGRAL WITH

DECK


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K.L. INTERNATIONAL AIRPORT BRIDGES :WIDE DECK WITH FLAT SOFFIT ON SINGLE COLUMN

(TYPICAL SPAN 25.0m)

PIER INTEGRAL WITH DECK


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KLIA CURVED BOTTOM VIEW

K.L. INTERNATIONAL AIRPORTCURVED BRIDGE

PIER INTEGRAL WITH

DECK

ABUTMENT WALL

INTEGRAL WITH DECK


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WELL DESIGNED STRUCTURES DISSIPATE SEISMICENERGY BY INELASTIC DEFORMATIONS IN LOCALISED

ZONES OF SELECTED MEMBERS

Potential location of plastic hinges


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PRELIMINARY DESIGN PARAMETERS

USED FOR

INTEGRAL BRIDGE IN DELHI:

1. Temperature variation 35deg C2. Shrinkage..15deg C (equiv)

3. Stiffness based on Cracked moment of inertia 0.7 Igross

4. Concrete Modulus...0.5 Eci5. Flexibility at foundation.soil-structure interaction


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EXPANSION JOINT EXPANSION JOINT

WING

WALL

FOR DELHI METRO. THE CURVED FLYOVER HAS 70SKEW AND HAS NO BEARINGS OR EXPANSION JOINTS

ON PIERS / ABUTMENTS .

LENGTH : 115m

FLYOVER USING INTEGRAL BRIDGE CONCEPT


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DELHI METRO:

GT ROAD FLYOVER

Length 115 m

DECK IS INTERGRAL WITH

ABUTMENTS & PIERS

DOWELS TO

SUPERSTRUCTURE

ABUTMENT

PIER


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DELHI METRO: GT ROAD FLYOVER

STRUCTURAL IDEALISATION IN PLAN


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ISOMETRIC VIEW OF STRUCTURAL IDEALISATION


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KALKAIJI FLYOVER: INTEGRAL CONSTRUCTIONHIGH DURABILITY, LOW MAINTENANCE,

INCREASED SAFETY


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Length between exp jts ~ 150m

KALKAIJI FLYOVER: INTEGRAL CONSTRUCTION

HIGH DURABILITY, LOW MAINTENANCEINCREASED SAFETY

MODEL FOR LONGITUDINAL ANALYSIS


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LONGITUDINAL MEMBER REPRESENTING DECK SLAB

PIERS

KmKv

KhFOR TEMP, SHRINK.,

DIFF. SETTLEM

FOR OTHER

ACTIONSKh= Horizontal Spring Constant 14993 t/m 17699 t/m

Kv= Vertical Spring Constant 92160 t/m 156500 t/m

Km= Rotational Spring Constant 13316 t/m degree 18939 tm/deg

Ec =Modulus of Elasticity 1.675 x106 t/m2 3.35 x106 t/m2

Icr= Cracked Moment of Inertia 0.7 Ig m4

Ig =Gross moment of inertia 0.7 Ig m4


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MOMENT DIAGRAM

DEFLECTION DIAGRAM

LINE OF SYMMETRY OF STRUCTURE & LOADING

20. 0 m 22. 5 m 30. 0 m 40. 0 m 20. 0 m22. 5 m30. 0 m

Max defl= 21 mm

Max moment = - 3284 tm

TOTAL LENGTH OF BRIDGE = 190 m

DEAD LOAD EFFECTS


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LIVE LOAD EFFECTS

LOAD POSITIONS

MOMENT DIAGRAM

70 R Wheeled

7 AXLES7 AXLES7 AXLES



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MOMENT DIAGRAM

DEFLECTION DIAGRAM

SEISMIC FORCE


Max defl= 5 mm

Feq=0.05*1.0*1. 5 g=0. 075g ( IRC : 6)

SEISMIC EFFECTS IN LONGITUDINAL DIRECTION


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TEMPERATURE (FALL) & SHRINKAGE EFFECTS30 deg C sh strain= 2*10^-4 equiv 17.1deg

DEFLECTION DIAGRAM

MOMENT DIAGRAM

NEUTRAL POINT / LINE OFSYMMETRY OF STRUCTURE


Max defl= 48 mm


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MOMENT DIAGRAM

DEFLECTION DIAGRAM


Max defl= 1 mm

20% of 1st train 70 R Wheeled = 20 t

10% of 2nd,3rd,4th train = 40 tt o t a l =60 t ~ 0. 316 t/m

BRAKING EFFECTSapplied as udl = 0.316 t/m


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DIFFERENTIAL SETTLEMENT EFFECTS

MOMENT DIAGRAM

DEFLECTION DIAGRAM

Max moment = 146 tm

Forced defl = 8 mm


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INTEGRAL BRIDGE WITH PRECAST

PRETENSIONED GIRDER (UNDER DEVELOPMENT)


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INTEGRAL BRIDGE WITH

PRECAST PRETENSIONED

GIRDER (UNDER DEVELOPMENT)


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5000(CLEAR

HEAD

ROOM)

5000(CLEAR

HEAD

ROOM)

4000

700

4000

20502050

600300

600

300

4000

1200

600

2000

2050

4000

600300300

100

2050

600

1200

700

2000

100

3200

4550

3200

2050

500

3200

2050

900

3200

2050

4550

2050

500

900

SECTION NEAR PIER RUNNING SECTION


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EXPANSION

JOINT EXPANSION

JOINTDECK

PIERRAFT

FOUNDN

SPRINGS REPRESENTING COMPACTED SOIL

STRUCTURAL IDEALISATION FOR ANALYSIS(80m LENGTH BETWEEN EXPNASION JOINTS)


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MOMENT DIAGRAM

DEFLECTION DIAGRAM

DEAD LOAD EFFECTS


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POSITION OF AXLES MODERN ROLLING STOCK

MOMENT DIAGRAM

DEFLECTION DIAGRAM

LIVE LOAD EFFECTS


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MOMENT DIAGRAM

DEFLECTION DIAGRAM

SEISMIC EFFECTS IN LONGITUDINAL DIRECTION


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MOMENT DIAGRAM

DEFLECTION DIAGRAM

TEMPERATURE & SHRINKAGE EFFECTS

(80m LENGTH BETWEEN EXPNASION JOINTS)

CONCLUSIONSCONCLUSIONSINTEGRAL BRIDGE CONCEPT PROPOSED FOR


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INTEGRAL BRIDGE CONCEPT PROPOSED FOR

RITHALA -BARWALA VIADUCT

1. IMPROVED DURABILITY

2. REDUCED DIFFERENTIAL SETTLEMENT EFFECTS

3. REDUCED INSPECTION AND MAINTENANCE

4. ENHANCED SEISMIC PERFORMANCE

UNSEATING OF SUPERSTRUCTURE AVOIDED

HIGH DUCTILITY INTRODUCED HIGH REDUNDANCY INTRODUCED

5. REDUCED COSTS


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THIS IS THE END(NOT OF THE WORLD, HOPEFULLY !)


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OLD SURAJBARI BRIDGE:

STILL OUT OF COMMISSION


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MACCHU BRIDGE SUPERSTRUCTURE HASPOUNDED THE DIRT WALL

Courtesy NICEE


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BRIDGE BETWEEN SURAJBARI & BHACHAU - VIOLENT

SHAKING HAS RESULTED IN PIER HEAD BEING DAMAGEDDUE TO POUNDING OF DECK SHOWN ON LEFT SIDE


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SURAJBARI NEWBRIDGE

TYPICAL

SUPERSTRUCTUREDAMAGE, THE TWO

ADJOINING SPANS

HAVE COLLIDED


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PERMANENT SHEAR DEFORMATION IN EARINGS IN LONGITUDINAL DIRECTION.IRC 83 (PART II) DOES NOT CATER TO REQMTS OF SEISMIC ISOLATION DEVICES


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DELHI METRO RAIL CORPORATIONRITHALA BARWALA ELEVATED VIADUCT


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PIER DOWELS TO

SUPERSTRUCTUREABUTMENT

DOWELS TOSUPERSTRUCTURE

SHUTTERING FORSUPERSTRUCTURE


Length 115 m

DECK IS INTEGRAL WITH ABUTMENTS & PIERS


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ANALYSIS OF BRIDGE - MOTI NAGAR / KLIA

MODEL FOR TRANSVERSE ANALYSIS


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LONGITUDINAL MEMBERREPRESENTING DECK SLAB

PIERS

CROSS DIAPHRAGM

OVER PIERS

Km Kh

Kv

Kh= Horizontal Spring Constant (9747 t/m)

Kv= Vertical Spring Constant (78250 t/m)

Km= Rotational Spring Constant (11500 t/m)

Ec =Modulus of Elasticity (3.35x106 t/m2

Icr= Cracked Moment of Inertia (m4)

= 0.7 times the gross moment of inertia


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DODAN NALLAH ARCH BRIDGE


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GAD OF FLYOVER AT MOTI NAGAR INTERSECTION

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