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The bridge is a 3-span overpass, with spans 23.50 + 35.50 + 23.5 m and total length of 82.5 m. The deck is
a post tensioned cast in situ concrete voided slab. The piers consist of single cylindrical columns with
diameter D=1.2 m, monolithic with the deck. The pier heights are 8 m for M1 and 8.5 m for M2. The
bridge is simply supported on the abutments through a pair of bearings allowing free sliding and rotation in
every horizontal direction. The piers and the abutments are supported on piles. The concrete grade is
C30/37. The configuration of the bridge and cross sections of the deck and the piers are shown in Figs 7.1
to 7.3.
M2
M1
A1
A2
A1
M2
M1
(a)
(b)
Fig.7.3 Cross sections of (a) the piers and (b) the deck
A2
a uniform temperature difference, TN,ext = +52.5oC of the maximum uniform bridge temperature
component, Te,max, from the initial temperature T0 = 10 oC at the time the deck is erected;
a uniform temperature difference TN,con = -45oC of the minimum uniform bridge temperature
component, Te,min, from the initial temperature, T0, at the time of deck is erection.
No vertical temperature difference component, TM, between the decks top and bottom surfaces is
considered.
Creep and Shrinkage (CS):
A total strain of -32.0 x 10-5 is considered. It is of relevance only for the bearings displacements.
The total load applied on the bridge deck in the seismic design situation is then:
WE = 14903 kN + (43.65+9.04) kN/m x 82.5m = 19250 kN
Axial force at the pier base from the quasi-permanent actions for the seismic design situation
From the analysis of the bridge as a 3-span continuous beam under the total load of 19250 kN applied as a
uniform load on the bridge deck of 19250/82.5= 233.33 kN/m, and adding the weight of the taller pier as
25kN/m3 x 1.13m2 x 8.5m = 240 kN, the axial force at its base comes out equal to NEd = 7600 kN.
Then k = NEd/Ac.fck = 7600/(1.13 x 30) = 0.22 < 0.3.
For the longitudinal direction (taken as horizontal direction X), assuming the piers to be fully fixed
to the foundation and to the deck and for the shortest pier M1: Ls = 8.0/2 = 4.0 m and Ls/h = 4.0/1.2
= 3.33 > 3.0; therefore: qX = 3.50.
For the transverse direction (taken as horizontal direction Y), assuming the piers to be fully fixed to
the foundation and free to move and rotate to the deck and for the shortest pier M1: Ls = 8.0 m and
Ls/h = 8.0/1.2 = 6.67 > 3.0, allowing qY = 3.50.
Stiffness of elements
Piers
The value of the effective stiffness of the piers for the seismic analysis is estimated initially and checked
after dimensioning the vertical reinforcement of the piers. For both piers the stiffness is assumed to be 40%
of the uncracked gross section flexural stiffness.
Deck
The full uncracked flexural stiffness of the gross section.of the prestressed concrete deck is taken. Taking
the voided section as closed, the torsional stiffness is 50% that of the uncracked gross section.
0.821
0.800
0.767
0.700
Sd(T) / ag
velocity
acceleration
displacement
0.600
0.500
0.400
0.300
0.200
0.100
0.000
0.00
TB
TC
0.50
TD
1.00
1.50
2.00
2.50
3.00
Period, T (s)
Fig. 7.4 Design response spectrum (normalised to the design peak ground acceleration, ag).
T 2
M
19250/9.81
2
1.16s
K
57800
T 2
M
19250/9.81
2
2.32s
K
14400
Longitudinal direction
Transverse direction
1.16 s
2.32 s
M1
713 kN
356.5 kN
M2
596 kN
298 kN
M1
2852kNm/ 2852kNm
0/2852 kNm
M2
2533kNm/ 2533kNm
0/2533 kNm
Fundamental period T1
Seismic shear, Vz
Seismic moment, My (top/bottom)
Table 7.3 Design action effects and required reinforcement at the bottom section of pier M1
Combination
N (kN)
My (kNm)
Mz (kNm)
SRSS My -Mz
As (mm2)
EX+0.3EY
-7245
2852
856
2978
19870
EY+0.3EX
-7245
856
2852
2978
19870
Table 7.4 Design action effects and required reinforcement at the bottom section of pier M2
Combination
N (kN)
My (kNm)
Mz (kNm)
SRSS My -Mz
As (mm2)
EX+0.3EY
-7328
2533
760
2645
16800
EY+0.3EX
-7328
760
2533
2645
16800
The required reinforcement at the bottom section of Pier M2, which is critical, is 16800 mm2. The
reinforcement selected is 2132 (16880 mm2) as shown in Fig. 7.9. Fig. 7.10 shows the Moment Axial
force interaction diagram for the bottom section of Pier M2 for all design combinations.
dG
is the long term displacement due to the permanent actions (including prestressing after losses,
shrinkage and creep);
dT
is the displacement due to the design thermal actions and 2 = 0.5 the combination factor of thermal
actions in the seismic design situation.
dEd,T = 0.16 m
The bridge is simply supported on the abutments through a pair of bearings allowing free sliding and
rotation for both horizontal axes. Plan and side views of a bearing are depicted in Fig. 7.20.
Fig. 7.21 Minimum reaction forces in the bearings in the seismic design situation (kN)
Fig. 7.22 Maximum reaction forces in the bearings in the seismic design situation (kN)
Uplifting of the bearings is checked. The minimum vertical reaction forces in the bearings are shown in
Fig. 7.21, with a minimum resultant value of 17.8 kN (compressive, there is no uplifting). The maximum
vertical reactions are shown in Fig. 7.22, with a maximum value 2447 kN.
Overlapping length
The minimum overlapping (seating) length at moveable joints is given by:
min lov lm + dEd
dEd,L = 0.102 m
dEd,T = 0.16 m
Therefore:
Roadway joints
The clearance between the deck structure and the abutment or its back-wall should accommodate the
longitudinal displacement dE+dG+2dT.
The width of a roadway joint between the top deck slab and the top of the abutments back-wall should be
dG
dT
dE
dEd,J (joint)
dEd (structure)
opening
13
8.5
80
53.5
101.5
closure
-11
-80
-43
-91
160
64.0
160
Transverse
Clearance of
roadway joint
Approach slab
Structure
clearance