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    Integral Bridges Skew Effects

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    Surya
    This document provides an overview of the design of integral bridges for the Dingley Bypass project in Victoria, Australia. It discusses why integral bridges were selected, code requirements, and the design philosophy. The design philosophy focuses on issues like lateral earth pressure, plan rotation in skewed bridges, braking effects, and longitudinal resistance. It also summarizes the structural modeling conducted for the Mordialloc Settlement Drain Bridge, focusing on modeling the integral abutment, piles, and applying the K* earth pressure load case. Finally, it outlines some of the critical elements designed, such as the piles, integral connection, fender wall, deck slab, and approach pavement.

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    Integral Bridges Skew Effects

    Uploaded by

    Surya
    332 views32 pages
    This document provides an overview of the design of integral bridges for the Dingley Bypass project in Victoria, Australia. It discusses why integral bridges were selected, code requirements, and the design philosophy. The design philosophy focuses on issues like lateral earth pressure, plan rotation in skewed bridges, braking effects, and longitudinal resistance. It also summarizes the structural modeling conducted for the Mordialloc Settlement Drain Bridge, focusing on modeling the integral abutment, piles, and applying the K* earth pressure load case. Finally, it outlines some of the critical elements designed, such as the piles, integral connection, fender wall, deck slab, and approach pavement.

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    Skew effects on integral bridges

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    This document provides an overview of the design of integral bridges for the Dingley Bypass project in Victoria, Australia. It discusses why integral bridges were selected, code requirements, and the design philosophy. The design philosophy focuses on issues like lateral earth pressure, plan rotation in skewed bridges, braking effects, and longitudinal resistance. It also summarizes the structural modeling conducted for the Mordialloc Settlement Drain Bridge, focusing on modeling the integral abutment, piles, and applying the K* earth pressure load case. Finally, it outlines some of the critical elements designed, such as the piles, integral connection, fender wall, deck slab, and approach pavement.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    332 views32 pages

    Integral Bridges Skew Effects

    Uploaded by

    Surya
    This document provides an overview of the design of integral bridges for the Dingley Bypass project in Victoria, Australia. It discusses why integral bridges were selected, code requirements, and the design philosophy. The design philosophy focuses on issues like lateral earth pressure, plan rotation in skewed bridges, braking effects, and longitudinal resistance. It also summarizes the structural modeling conducted for the Mordialloc Settlement Drain Bridge, focusing on modeling the integral abutment, piles, and applying the K* earth pressure load case. Finally, it outlines some of the critical elements designed, such as the piles, integral connection, fender wall, deck slab, and approach pavement.

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    You are on page 1of 32

    Design of Dingley Bypass

    Integral Bridges
    Dr. Kabir Patoary | Principal Engineer Bridges | GHD

    Elder St South Underpass Tekla Model

    Presentation Outline
    1. Overview of Dingley Bypass
    2. Design of Integral Bridges
    Why Integral Bridges?
    Code Requirements & Literature
    Design Philosophy
    3. Developing a Structural Model
    Mordialloc Settlement Drain Bridge
    4. Design of Critical Elements
    5. Conclusion

    Presentation Title

    1. Overview of Dingley Bypass

    Location
    Client
    D&C Contractor
    D&C Consultant
    Contract Value
    Contract Period

    : Warrigal Rd to Westall Rd
    : VicRoads
    : Thiess/Leighton Contractors
    : GHD, Coffey, URS
    : Approx. $85 mil
    : Two Years expected to complete
    Presentation Title
    end 2016

    1. Overview of Dingley Bypass

    Elder St South Underpass

    Mordialloc Settlement Drain Bridge


    Presentation Title

    2. Design of Integral Bridges


    Why Integral Bridges?
    VicRoads D&C Contract

    Long Term Benefits

    Improved structural reliability and redundancy


    Improved ride-quality and noise reduction
    Potential for reduced initial cost
    Reduced maintenance requirement
    Reduced traffic disruption
    Lower whole-of-life cost and
    Improvement of bridge appearance

    Presentation Title

    2. Design of Integral Bridges


    Code Requirements & Literature
    Location

    Code / Design Guide

    Australia
    Victoria

    AS5100 (no guidance)


    VicRoads BTN 2012/003 (references BA 42/96)

    UK

    BA 42/96 (prior to 2011)


    PD 6694-1:2011 Section 9 (2011 onwards)

    USA

    Varies State to State

    PD 6694 updates the UK recommendations in BA 42/96 to:


    Align with Eurocodes
    Address known issues with BA 42/96
    Embrace latest research in the field
    Presentation Title

    2. Design of Integral Bridges


    Code Requirements & Literature

    Presentation Title

    2. Design of Integral Bridges


    Code Requirements & Literature
    Consistent approach to use of integral bridges in:
    VicRoads BTN 2012/003
    BA 42/96
    PD 6694
    Restrictions on the use of integral bridges:
    Maximum bridge length = 60-70 m
    Maximum thermal movement = 20 mm (at each
    abutment)
    Skew 30
    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy
    1. Integral Abutment Fill
    2. Strain Ratcheting
    3. Lateral Earth Pressure K*
    4. Plan Rotation
    5. Wing wall Effects
    6. Braking Effects
    7. Surcharge Effects
    8. Longitudinal Resistance

    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Integral Abutment Fill
    Integral Abutment Fill Requirements:
    Minimise earth pressure during thermal expansion
    Minimise settlement (remain dimensionally stable)
    Minimise strain ratcheting effect (tolerate cyclic movements)
    Backfill material should be:
    Free-draining
    Granular

    Design for the range of friction angles specified!!


    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Strain Ratcheting
    Cyclic thermal expansion causes changes to the lateral earth pressure applied
    by the integral abutment fill material.
    Strain ratcheting:
    1.
    2.
    3.
    4.

    Thermal contraction gap develops between fill material and abutment back wall
    Fill material falls into gap due to vibration/impact of vehicles and surface water runoff
    Thermal expansion increased soil density >> increased stiffness >> increased earth pressure
    Process continues over many years due to seasonal effects - pressure coefficient approaches K*

    Design for K* to account for strain ratcheting.


    K* calculated based on the total movement of the bridge from the max
    contraction position to the max expansion position.

    = ( )
    2

    dd = design movement
    = coefficient of thermal expansion of the bridge deck
    L = bridge length
    Tmax = Maximum average bridge temperature
    Tmin = Minimum average bridge temperature
    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Lateral Earth Pressure
    K* depends on:
    Friction angle () of the integral abutment fill to calculate Ko and Kp
    Design movement denoted dd
    Retained height of the abutment, denoted H
    Mode of movement of the bridge towards the backfill
    PD 6694 provides formulas for K* based on the most recent research.

    = 0 +

    40 0.4

    Translation

    = 0 +

    0.6

    Rotation/Flexure

    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Plan Rotation
    Skewed Bridges Plan Rotation

    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Plan Rotation
    Skewed Bridges Resistance to Plan Rotation

    Hierarchy of resistance to plan rotation:


    1. Interface friction between abutment backwall and integral abutment fill
    2. Lateral earth pressure acting on wingwalls
    3. Bending of the piles
    Note: Piles should be sufficiently flexible to allow movement to occur

    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Plan Rotation
    Skewed Bridges Resistance to Plan Rotation

    PP
    PR

    PR
    L

    PP

    Equilibrium: PP Lsin = PR Lcos


    If PR is insufficient for equilibrium, small
    movement may occur and wingwalls will engage
    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Plan Rotation
    Skewed Bridges Resistance to Plan Rotation

    PP

    LW

    PW

    PR
    PL

    PL

    PR
    PW
    L

    PP

    Equilibrium: PP Lsin = PR Lcos + PW LW


    If Pr and Pw are still insufficient, piles will resist a
    greater portion of plan rotation in bending
    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Braking Effects
    Braking Effects

    BA 42/96 provides no guidance on braking effects


    PD 6694 provides guidance on considering braking for
    longitudinal resistance (discussed later)
    calculating K* (determine additional movement dd due to braking at abutments)

    Recommended approach:
    1. Determine the total longitudinal braking load acting on the bridge
    2. Determine the longitudinal movement required to engage resistance equal to the
    longitudinal braking force
    3. Determine the increase in K* and PL due to braking
    4. Resolve the longitudinal loads orthogonal to the abutment backwall
    5. Apply PP and PR earth pressure loads to resist braking

    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Surcharge Effects
    Surcharge Effects

    BA 42/96 provides the following guidance:


    Live load surcharge on backfill should be ignored when calculating the passive
    earth pressure mobilised by thermal expansion of the deck
    Earth pressures under live load surcharge in the short term should be checked
    at at rest earth pressure conditions
    PD 6694 provides the following guidance:
    Traffic surcharge loading need not be applied in conjunction with K* pressure
    Denton et al explain that this statement has been included due to:
    Past design practice (pragmatic reasons)
    Some physical justification expansion of the bridge deck necessary to
    develop K* pressures gives rise to friction effects in the opposite direction
    from those that tend to arise from traffic surcharge As a result traffic
    surcharge effects and K* pressures are not wholly additive

    Agreement between PD 6694 and BA 42/96: Surcharge should not be combined with
    K* earth pressures due to thermal expansion
    Presentation Title

    2. Design of Integral Bridges


    Design Philosophy Longitudinal Resistance
    Longitudinal Resistance at SLS

    Check the movement of the abutment backwall to engage sufficient resistance


    Apply a reduction factor (RF) of 0.5 (recommended by Nicolson)
    Use engineering judgement to determine if the movement is acceptable

    Braking + Surcharge + Active Earth Pressure RF x Passive Earth Pressure


    The braking force
    should be resolved
    orthogonal to the
    abutment

    These forces should be calculated using


    the maximum value of Ka from the range
    of friction angles specified (eg. 35-45)

    1. Determine K* for required


    resistance force
    2. Determine the value of dd
    based on the relevant K*
    equation

    = 0 +

    40 0.4

    = 0 +

    0.6

    What movement is
    required to provide
    this resistance?

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)

    Grillage model for superstructure


    23.7 skew modelled
    Skewed mesh adopted to match orientation of
    reinforcement

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)
    Grillage modelled at
    centroid of composite
    beam

    Sleeved piles
    (no spring applied)

    Grillage modelled to
    represent fender wall.

    Presentation Title

    3. Developing a Structural Model


    Mordialloc Settlement Drain Bridge (Integral)
    K* Earth Pressure Load Case
    Bending Moment Diagram

    Notes:
    Piles modelled with cracked stiffness
    Plan rotation causes bending in piles
    Maximum moment occurs in piles at obtuse corners
    (these piles have the largest displacement due to plan rotation)
    Presentation Title

    4. Design of Critical Elements

    Critical Elements
    Piles
    Integral Connection
    Fender Wall
    Deck Slab
    Abutment Sill
    Approach Pavement

    Presentation Title

    4. Design of Critical Elements


    Pile Design

    Presentation Title

    4. Design of Critical Elements


    Integral Connection Design
    Design of Integral Connection
    Fender Wall
    Strands from beam continue into fender wall
    Fender wall forms abutment backwall
    Acts as diaphragm between adjacent beams
    Designed for:
    Hogging moment transferred from
    superstructure
    Braking force at top of fender wall
    K* earth pressure
    Deck Slab
    Composite with beam
    Designed for:
    Hogging moment transferred from
    superstructure

    Presentation Title

    4. Design of Critical Elements


    Approach Pavement

    Presentation Title

    5. Conclusion
    Design Philosophy

    Design integral bridges in accordance with PD 6694 (this supersedes BA


    42/96)
    Determine K* based on the range of friction angles in the integral
    abutment fill specification
    If possible, resist plan rotation entirely by interface friction to reduce pile
    bending moments
    If bridge is working too hard to be designed as fully integral, consider
    semi-integral solution to relieve hogging moments at abutments
    Design of Critical Elements

    Piles to be sleeved to provide flexibility to movement


    Account for staging effects: locked in moments in piles due to eccentric
    DL Beam + DL Slab
    Reinforce approach pavements with geotextiles to reduce likelihood of
    surface cracking
    Presentation Title

    Questions?

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