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Decreasing a structure's mass and increasing its …....Increased confining reinforcement...
Transcript of Decreasing a structure's mass and increasing its …....Increased confining reinforcement...
REPRINTED WITH PERMISSIDN OF THE PUBLISHER OF
JUAN A. MURILLOSTEVE THOMANDENNIS SMITH
Decreasing a structure's mass and increasing its flexibility mean better seismic suroivability.
Lightweight concrete can help, and a design for the proposed 1.2 mi long Benicia-Martinez
Bridge across San Pablo Bay, Cali}: shows how. ;",
minimize the forces induced by seismic ex-
citation of the superstructure. Designershave ordinarily failed to take advantage of
this because lightweight concrete is usually
considered too expensive compared to
viable alternatives, such as steel or normal-
weight concrete.However, studies for the new bridge
show that lightweight concrete can be both
economical and advantageous for long spans
subject to strong seismic loadings. This is
particularly true if the design takes advan-
tage of the material's high strength and per-
formance characteristics.
A lightweight~oncrete box-girder bridge
was one of four different conceptual plansdeveloped in the preliminary phase of the
project The other three were a steel truss
bridge with a concrete deck, a steel box
girder bridge and a cable-stayed bridge.
Most would require about three years to put
together, except the cable-stayed bridge,
which would need four. However, the light-
weight~oncrete option cost approximately
$8 million-$42 million less than the others.
Structural lightweight concrete, also
known as structural lightweight aggregateconcrete, is defined as structural concrete
~at has a minimum compressive stren.l1;th
0885-7024-194-0005-0068
Iln the wake of the recent Northridge,
ICalif. earthquake, bridge engineers are
evaluating the pluses and minuses of struc-
tural designs produced after the 1989 Lorna
Prieta earthquake in the San Francisco Bay
area. One lesson learned is that the great-
est seismic damage to long-span bridges
comes from two phenomena: ground mo-
tions shaking the foundations of elevated
deck superstructures and out-of-phase os-
cillation of the superstructure. Fortunately,
DOth problems can be addressed with one
material: lightweight structural concrete.
With this in mind, lightweight concrete
was selected for the final design for the
new 1.2 mi, $93.1 million Benicia-Martinez
Bridge, which will carry the northbound half
of Interstate Highway 680 across San Pablo
Bay between the cities of Benicia and Mar-
tinez, Calif. The new bridge, which is also
likely to carry heavy-rail traffic, is designed
to remain in service after an earthquake on
the nearby Hayward fault measuring 7.3 on
the Richter scale, the area's maximum credi-
ble earthquake. Construction could begin as
soon as 1996.
Because it reduces the mass of the su-
oerstructure up to 2~ and is more flexible,
lightweight structural concrete can help
Copywrlght @ 1994, American Society of Civil Engineers
of 2,500 psi at 28 days with a corresponding
air-dry unit weight not exceeding 1151b/cu
ft, and consists of lightweight aggregatessuch as expanded clay, shale, slate or fur-
nace slags, or a combination of lightweight
and normal-weight aggregates.Structural lightweight concrete used in
bridge applications is chara~erized by two
requirements:.The material uses natural sand and light-
weight aggregate of rotary-kiln-expandedshale with a surface sealed by firing. !
.Coarse aggregate is not crushed after fir-
ing except a small amount of aggregate, 3~
in. diameter and smaller, which may be
crushed to produce proper grading.
Compared to normal-weight concrete,lightweight aggregate concrete offers
bridge designers a number of advantages,
including:.Better protection to reinforcing steel.
I. Comparable fatigue resistance.
.Superior abrasion resistance.
.Twice the thermal strain capacity.
.Lower initial modulus of elasticity.
.Ability to remain elastic to much greater
strain..Greater resistance to microcracking and
shrinkage cracks.
CIVIL ENGINEERING/MAY 1994
with 335 it spans at each end for a total su-
perstructure length of 5,422 it. Both plans
are based on an 83.5 it wide deck, a single-
cell box-girder cross section, a maximum
girder depth of 25 it and cantilever con-
struction with cast-in-place segments. The
width is likely to change, however, for a
planned mass-transit rail line.
The overall bridge structure, substruc-
ture and superstructure is developed as a
special moment-resisting frame that main-
tains its integrity and load-carrying ability af-
ter yielding to seismic stresses has been ex-
perienced in the piers, just under the super-
structure. The existence of quarter-point
span hinges to separate the continuous-span
modules is a good structural seismic config-
uration, as it creates the optimum condition
for superstructure flexural resistance to
column plastic moment under longitudinal
response.Normal-weight concrete is used in both
designs for the piers and foundations. The
primary differences between the normal-
weight- and lightweight-concrete options
are the minimum girder depth at midspan,
the prestressing requirements and the foun-
dation component sizes.
The proposed superstructure cross sec-
tion for both designs consists of a trape-
zoidal single-cell box girder with an 83.5 it
wide deck slab acting as the top flange.
The basic dimensioning of the box girder is
the same for the lightweight and normal-
weight-concrete alternatives, but the maxi-
mum top-slab and bottom-slab thicknesses
of the normal-weight alternative are slightly
greater, to provide the additional strength
I Further, because strengths of 5,000 psi
are easily achieved, the material is consid-
ered a high-strength concrete. Higher
strengths, like 7 ,000 psi, require high-quali-
ty aggregate, and strengths around 11,000
psi require special admixtures, such as sili-
ca fume and superplasticizers. Of course,
as always, the smaller the aggregate, the
ileavier and stronger the concrete.
However, compared to normal-weight
concrete, the material does have some dis-
advantages for bridge design, including:.Greater expense if high-quality manufac-
tured aggregate is used-
.More cement required to achieve high
strengths..Stricter control required of the moisture
content, mixing and placing.
.More susceptible to local crushing than
regular concrete.
.Increased confining reinforcement pre-
stressing required in the design.
ONE CONCEPf, lWO DESIGNS
The horizontal and vertical alignment of the
new bridge structure will be parallel to, and
120 it east of, the existing alignment. T.Y.
lin International, San Francisco, performed
two preliminary designs of concrete box
girder superstructures, one using normal-
weight concrete with a hard rock aggregate,
the other using lightweight concrete with
expanded shale coarse aggregate. The final
design is to be performed by a joint venture
of T.Y. Un International and cH2M Hill,
Sacramento, Calif.
Both alternative preliminary designs
consist of nine main spans, 528 it each,
required by the heavier structure.
The girder cross section for both de-
signs varies from maximum depth at the
face of the pier to minimum depth at
midspan. The higher modulus of elasticity
of normal-weight concrete permits a shal-
lower depth at midspan while meeting the
deflection criteria. However, lightweightconcrete can produce more than twice the
amount of deflection as regular concrete
because it is more flexible. Accordingly,
lightweight concrete requires more pre-
stressing. The box girder is prestressea !
longitudinally with cantilever tendons in
the top slab and continuity tendons in the
webs, transversely in the top slab, and ver-
tically in the webs.
The three-dimensional prestressing OI
the superstructure provides a relatively
crack-free structure with good serviceabili-
ty .The prestressing also creates a homo-
geneous material in keeping with the as-
sumptions of the service load, which in-
clude highway traffic and a heavy-railline
on the edge of the cantilever.
All of the mild steel reinforcement used
in the plans conforms to standard Caltrans
design requirements. The girder cross-sec-
tion reinforcement includes a grid of bars in
each direction on each face of each struc-
tural element. Vertical post-tensioning in
the webs consists of threaded bars at vari-
able spacing. This allows the anchorages to
be closer to the top and bottom of the gird-
er, enhancing the prestress's control 01
principal stresses at critical locations.
Expansion joints are found only at the
extreme ends of the structure and two in-
termediate points. The tall piers and deep
foundations provide enough flexibility to
accommodate the time-dependent strains
and temperature strains of the concrete, ac-
cumulated over the 2,112 ft long maximum
girder length between joints. In addition.
building the bridge with long girders ana
few expansion joints reduces the damages
caused by spans butting into each other
during a seismic event
All bridge piers are fixed to the girder
and footings with monolithic, moment-re-
sisting connections to provide maximum
pier fixity, for continued serviceability un-
der the required seismic excitation. The
maximum total relative movement capacity
required for the joints to accommodate
creep, shrinkage and temperature move-
ments is approximately 12 in. at the ends 01
the structure, and about 18 in. for the inter-
mediate joints.
00
AN ARTIST'S RENDERING DEPICTS THE SEGMENTAL CONCRETE DESIGN OF THE PROPOSED BENICIA-MAR-
TINEZ BRIDGE ACROSS THE CARQUINEZ STRAIT, SAN PABLO BAY, CALIF. THE CURRENT BRIDGE, WHICH
WILL CARRY SOUTHBOUND TRAFFIC, STANDS IN THE MIDDLE GROUND, AND A RAIL BRIDGE IS IN THE
BACK. CONSTRUcnON COULD BEGIN IN 1996. DRAWING COURTESY T.Y. LIN INTERNATIONAL
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