PRECAST CONCRETE ASSOCIATION OF NEW YORK, INC.

May 2003

Volume 14, No 5

DOT design of bulb-tees at ABCD seminar

A seminar entitled "Design and Construction of Bridge Superstructures with Prestressed Concrete Bulb-tees," will be presented 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 NYSDOT 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-tensioning 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. t

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

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

The new bridge currently under construction over Black Meadow Creek in Orange County, NY is a single span, HPC, bulb-tee bridge using the latest in integral bridge design. 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 preten1 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 Transportation. B. Anthony Construction Co. is the contractor and performed the erection. t

Precast Concrete Association of New York, Inc.

706 Quaker Lane, Delanson, New York 12053 Tel: 518-895-8352 Facs: 518-895-2329 Email: pcany@aol.com Web: www.pcany.org Carl Buchman, PE: Exec Director Mary Ellen Yankosky: Admin Director Edward Hourigan, PE: Tech Director Harold Nelson, PE: News Editor

Bulb-tee girder is lifted from special erection slider beams after being pulled across span to second crane. photo by Schuylkill Products

PRECAST CONCRETE ASSOCIATION OF NEW YORK

May 2003

MONTHLY NEWSLETTER

Page 2

visit: www.pcany.org
For information on

precast concrete products

and their application

precast concrete producers

and links to their websites

precast concrete association

of New York

back issues of the newsletter

or e-mail your inquiry to:

pcany@aol.com.

share. The flanges and web of both bulb-tees are optimized for low release strengths and space for a greater number of strand. In general, the bulb-tee offers a greater moment of inertia and section modulus with a reduction of 10% in cross sectional area. It offers greater capacity with less concrete.

Use of HSC and 0.6" strand

The advantages of bulb-tees are further enhanced with the use of high performance high strength concrete (HSC) and larger diameter 0.6" strand. The use of HSC allows increases in bottom flange compression and top flange tension with corresponding increases in capacity for dead and live loads. The use of 0.6" strand allows a concentration of prestressing at a lower elevation to take advantage of the concrete capacity with a similar increase in service load capacity.
Maximum simple-span lengths (ft) for prestressed I-beams and bulb-tees with composite deck slabs used for highway bridges. Note use of HPC beams extend the spans shown above. from PCI Journal Nov-Dec 1997

Bulb-tees, I-beams & composite decks offer efficient designs and high performance for bridges
Bulb-tees and I-beams used with a cast-inplace composite deck slabs offer efficient designs and high performance for highway bridges. With beams spaced 8' to 9' on center, the designs are most effective for spans in the 80' to 150' span range. Some of the earliest prestressed bridges in the Northeast were constructed with girders and composite decks. Some of these bridges have new decks on the original beams after 40 or more years of service. way Bridges. Standard section properties, preliminary design charts and typical design examples are available in the PCI Bridge Design Manual. A chapter entitled "Design Theory and Procedure" offers a review of prestress design in accordance with the AASHTO Standard and LFRD Specifications.

The 7" web of the NE Bulb-tee is sized for a 2.5" duct for longitudinal post-tensioning for multi-span continuity and integral bridges. The latest release of BD drawings from NYSDOT includes extensive details for multi-span continuity. These include splice and end block details for the post-tensioning tendons, and suggested erection procedures. Continuity and integral design can be expected to improve performance even more. t

Competitive with steel

Standard AASHTO I-beam sections were adopted by a joint committee of AASHTO and PCI in the late 50's. I-beam girders with composite decks have been used extensively in Pennsylvania for bridges in the 130' to 150' span range. They have proven competitive with steel by value engineering. Bulb-tee sections have evolved from the Ibeam section. The overlay of an AASHTO Type V beam, PCI Bulb-tee and a NE Bulbtee indicates the common properties they
Overlay compares the physical properties and similarities of bulb-tee sections with the I-beam. Width of the NE bulb-tee bottom flange is adequate for 52 strand. taken from PCI Journal Nov-Dec 1997

Three basic sections

Three basic sections are available from precasters in the Northeast. They are the AASHTO Standard I-Beam, the PCI Bulb-Tee and the New England Bulb-Tee sections. The chart above indicates the effective span ranges for each section with HS-20 loading from the AASHTO Standard Specifications for High

PRECAST CONCRETE ASSOCIATION OF NEW YORK

May 2003

MONTHLY NEWSLETTER

Page 3

High strength MMFX-2 steel resists corrosion

MMFX-2 Microcomposite Steel reinforcing bars are now available offering a number of improved properties for reinforced concrete particularly for bridges and parking structures exposed to de-icing chemicals. Some of these properties include the following:
Figure 1.1 from PCI Report 1B-01 1. Higher corrosion resistance, 10 times longer than conventional A 615 rebar. 2. Higher yield strength with 100 ksi vs. 60 ksi with conventional A 615 rebar. 3. Above standard ductility. 4. High brittle fracture resistance. 5. High fatigue resistance.

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

The overview of a new report on integral bridges published by PCI, notes that in addition to reduced maintenance costs, other advantages of this type of bridge include:
Improved structural integrity, reliability and redundancy. Improved riding surface qualities. Reduced initial cost. Improved aesthetics, since staining and other damage caused by water intrusion are avoided.

will expand and contract a total of approximately 0.5" per 100' of bridge length with seasonal temperature variation. A steel superstructure will typically expand and contract approximately 1.0" per 100' of bridge length. This phenomenon is reflected in the AASHTO code which provides lower design temperature variations for concrete than for steel. Only six states have used integral design for curved bridges. Skew angles have been limited to 40 deg. in most states.

The steel is micro-structurally designed at the atomic level to provide superior corrosion resistance and mechanical material properties using a design concept known as "Fust Principles." The corrosion resistance of MMFX steel is the result of a patented and proprietary microstructure that is formed during production of the steel. This feature minimizes the formation of microgalvanic cells.

Winner of 2002 Pankow Award

MMFX was named the 2002 CERF Charles Pankow Award for Innovation winner in April 2002. The CERF Award recognizes those who are working collaboratively to move innovation into practice and noted the following collaborators: Federal Highway Administration; Martin/Martin Consulting Engineers; MMFX Steel Corporation; Texas A & M University of California-Berkeley and University of California-San Diego. Howard Yarsalim from MMFX and David Trejo from Texas A & M presented at the PCANY Annual Meeting of February 2001 and predicted the steel would sell for $0.230.35 per pound, since it was not an exotic material or coating, and was not in production at that time. MMFX steel maintains a website at <www.mmfxsteel.com> for more information on the material. Details of the 2002 CERF Award and other finalists can be viewed at the ASCE website at <www.asce.org>. t

Traditional bridge design makes use of expansion joints in conjunction with expansion bearings to accommodate superstructure movement. Leaking expansion joints however, are a serious maintenance problem particularly in the Northeast where deicing salts are used.

Flexible piles for abutments

Generally integral abutments are supported by a single row of piles. Piles are driven vertically, oriented with their weak axis parallel to centerline of the roadway, and none are battered longitudinal to the bridge. The integral bridge concept assumes that with flexibility of the piles, thermal stresses are transferred to the substructure by way of a rigid connection at the abutment. This permits the abutment to move in a longitudinal direction under temperature, creep and shrinkage effects on the superstructure. To insure flexure, NYSDOT requires a minimum depth of rock and pre-augured holes filled with granular material at the top of piles. Other types of abutments without piling include stub, rigid frame, cantilever and spill through. Semi-integral abutments may also be used to eliminate expansion and minimize displacement of the piles.

Movement without joints

Integral bridges accommodate superstructure movements without conventional expansion joints. The superstructure is rigidly or semi-rigidly connected to the abutments. The abutment pilings are flexible, allowing the superstructure to expand and contract. Approach slabs, connected to the abutment or deck slab with reinforcement, move with the superstructure. Movements in the superstructure due to creep, shrinkage and temperature changes are accommodated by flexure of the piling and relief joints in the approach slab. Passive pressure behind the abutments provides stability for single-span bridges. Piers provide stability for multiplespan bridges.

Analysis considerations
Piers for multi-span bridges can be flexible bents, isolated rigid piers, semi-rigid piers or hinge-base piers. It is normally assumed that any reduction of free superstructure movements due to pier stiffness is negligible. Several examples of analysis and design are included in the report. Finally the report presents a summary of current practice of 38 states and provinces participating in a survey on integral bridges. A comprehensive bibliography on integral bridges is also included. t

Limiting factors for design

The length and geometry of a bridge and the type of foundation material are limiting factors for design of integral bridges. The report notes many states limit lengths to 300' for steel and 600' for prestressed concrete superstructures. The theory is that concrete bridges are less sensitive to temperature change due to their thermal mass. In a moderate climate, a concrete superstructure

The Bi-monthly HPC Bridge Views

The PCANY April newsletter reported on coverage and availabilty of information regarding high performance concrete in the "HPC Bridge Views." We incorrectly noted a web address where back issues of the newsletter may be read. The correct address is: www.portcement.org/br/newsletters.asp

Producer Member Companies:

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

Precast Concrete Association of New York, Inc. 706 Quaker Lane Delanson, NY 12053 RETURN SERVICE REQUESTED

Associate Member Companies:

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

Professional Member Firms:

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

May 2003

PCANY MONTHLY NEWSLETTER

Page 4

Belt, suspenders and a safety pin

views by the editor

This old Yankee maxim is good advice even for bridge designers we like to think, particularly in today's world of limited budgets for maintenance and new bridges. This month we have focused the newsletter on girders and composite decks with articles on "State of the Art" integral design and corrosion resistant rebar. It's all out there now, and worth considering. Girders and composite decks have an exemplary record of cost and performance for bridges in all span ranges. They have been widely accepted in all parts of the country including neighboring Pennsylvania. A well designed single stem girder whether it be a bulb-tee, I-beam or a rolled steel wide flange offers maximum structural efficiency. Prestressed bulb-tees and I-beams cast with high performance concrete offer the ultimate in low maintenance and high durability. Integral bridges whether simple span or continuous multi spans, (no joints) offer promise of a 100 year service life. We know several

T-girder bridges built in the 60's where the only problems are from leaking expansion joints, frozen bearings and deterioration around the bearings. I-beams on Interstate 93 in New Hampshire have been recycled with new decks after 45 years service. Now we have new standards for bulb-tees with post-tensioning for continuity from NYSDOT. Performance with these new standards will be even higher. We even have DOT presenting a seminar to implement the guidelines and answer questions. While we may not agree with all their details, this is a positive step for everyone who designs a bridge and worries about a budget. We would like to drop in 100 years from now when the Black Meadow bridge is recycled for a second time with a new composite deck. Specify girders and a composite deck, with the enhancements, on your next bridge. It's a bargain that will pay off, and you don't have to wear a belt, suspenders and safety pin, to appreciate the benefits. t

PCANY Officers, Directors and Staff

President: Jay Abbey, Binghamton Precast Secretary: Scott Harrigan, The Fort Miller Co Treasurer: Rick Martel, Unistress Corp Associate Director: Andy LaMothe, A L Patterson Prof Director: Scott Chenet, Barton & LaGuidice Immediate Past Pres: Tony Mazzeo, Oldcastle Precast Executive Director: Carl Buchman Administrative Director: Mary Ellen Yankowsky Technical Director: Ed Hourigan Newsletter Editor: Harold Nelson