New Methodology for Calculation of Required Prestressing Levels in Continuous Precast Bridge Decks
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Abstract:
The calculation of minimum required prestressing levels in prestressed bridge deck girders is usually governed by serviceability requirements in terms of allowable stress levels. In the case of continuous structures, different quantities of prestressing steels have to be quantified for different critical locations and, owing to the structure hyperstaticity, the prestressing force required for a given critical cross section depends on the quantities of prestressing steels adopted in the remainder of the structure. This paper presents a feasible methodology for quantification of the minimum required prestress forces for different critical cross sections, avoiding the use of iterative procedures. A methodology for taking into account the variability of the structure response, owing to the uncertainty associated with the quantification of creep, shrinkage, and construction timings is also presented. Monte Carlo simulations, based on the Latin Hypercube sampling method, are used in the calculation of the statistical distribution of the long-term structure response. Two case studies are presented to show the relevance of the aforementioned variability and its consequences in terms of minimum required prestressing levels.Keywords:
Serviceability (structure)
Precast concrete
Prestressed concrete
Latin Hypercube Sampling
Shrinkage
Shakedown
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THE WIDESPREAD USE OF PRECAST PRESTRESSED CONCRETE ELEMENTS IN THE CONSTRUCTION OF BUILDINGS AND BRIDGES IS AMPLE EVIDENCE OF THE ECONOMY WHICH CAN OFTEN BE GAINED BY THIS TYPE OF CONSTRUCTION. THIS PAPER IS CONCERNED WITH THE DEVELOPMENT OF CONTINUITY BETWEEN PRECAST PRESTRESSED BEAMS, WHICH CAN LEAD TO FURTHER ECONOMY IN MANY CASES. THIS CONTINUITY CAN BE DEVELOPED IN SEVERAL WAYS TO PRODUCE SERVICEABLE MEMBERS. THE USE OF PRECAST PRESTRESSED CONCRETE RODS AS REINFORCEMENT APPEARS TO HOLD SOME ADVANTAGE AS FAR AS CRACK CONTROL IS CONCERNED. NO POST TENSIONING IS REQUIRED FOR DETAILS USING THESE RODS. BEAMS WITH SOME POSTTENSIONED STRANDS COMBINED WITH PRETENSIONED AND UNSTRESSED REINFORCEMENT ALSO GIVES VERY SATISFACTORY RESULTS. /AUTHOR/
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Nearly 40 years have elapsed since precast, prestressed concrete was first introduced to the Japanese construction industry. During this period, precast, prestressed members have been utilized mainly in bridge systems. The need for prefabricated bridges has resulted from field labor shortages in Japan. The high quality of precast, prestressed concrete makes it the material of choice for short to medium span bridges. The objective of this paper is to present the Japanese state-of-the-art of design and construction using precast, prestressed concrete girders for bridges with spans ranging from 5 to 40 m (16 to 131 ft). Four national standard girders and one regional standard girder are presented. Also included are details of diaphragms, deck bearing, bearing devices, and seismic resistant systems. Comparisons are made between Japanese and equivalent American systems relative to such factors as weight of precast members, amount of cast-in-place concrete, unit cost and design load capacity.
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Part 1 N o single event was more instru mental in launching the pre stressed and precast concrete in dustry in North America than the construction of the Walnut Lane Bridge in Philadelphia in 1950 (see articles in Sept.-Oct.1976 PCI JOURNAL 1 ).*More than anything else, how ever, it was the charisma, dy namism, and engineering talent displayed by the man who designed the Walnut Lane Bridge, namely Professor Gustave Magnel of Bel gium, that gave the impetus neces Whatsoever a man soweth, that shall he also reap (Galatians 6:7) sary for the acceptance and de velopment of prestressed concrete in the United States.On the other hand, very few know how this came about, how the Belgian-American Educational Foundation, an American-sponsored organization founded in 1920 as an aftermath of World War I, was to be instrumental in bringing Professor Magnel to the United States in 1946.Nor is it known how many appar ently unconnected events and coin cidences which took place during that period, led to the construction of the Walnut Lane Bridge.This is an extraordinary and fas cinating story which I believe should be recorded for posterity.'I gLL 0" a -,',i '-C--/.i2'-2i7Io 3,, ,,r,/.,I tLJ7, -4<))-,c L ,c, CSai 4' //o & fig.9. Portion of an original calculation sheet in Magnel's own handwriting.Prestressed Concrete in America L Colt, a consulting engineer in New York, had developed.as consultant to John A. Roebling & Sons company, a pre' stressed concrete box girder of variable depth for a Walnut Lane Bridge using cables made up of galvanized strands provided with sockets and swage terminal for anchorages, and bridge saddles over transverse ctlaptrragms, similar to the cables used in suspension bridges.
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Details and procedures of the construction of two of the largest precast, prestressed concrete tanks in the US—located at Warwick, R.I.—are described by the author, whose firm prepared the designs and specifications and observed the construction.
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Both roof and bearing walls for an industrial building in Honduras were made of precast, prestressed concrete folded plates, some with window and skylight openings. Using design and construction methods developed in China, the precast flat plates and V-sections were assembled with joints formed and cast in place to unify the stucture. This paper presents the design concept showing how W-shape sections were made by combining the flat and V-shape panels. Details of panel production and erection and joint construction are presented.
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