Beruflich Dokumente
Kultur Dokumente
Ravindranatha
Department of Civil Engineering, Manipal Institute of Technology, Manipal, India
Tanaji.Thite
Design Manager-Structures, C V Kand Consultants Pvt Ltd, Pune, India
ABSTRACT
Bridge is a structure which is usually built over several obstructions or depressions like rail
lines, water bodies, highways, pipelines, canals and also urban roads for decreasing the traffic
congestion and directing the traffic to desired destination. Cantilever construction is a method of
progressive construction of a cantilever in segments and stitching them to segments previously
casted by prestressing. Failure analysis of the bridge during construction phase is very essential,
in balanced cantilever construction of continuous bridge, Bending Moment in the bridge increases
with addition of the new segment during construction. Once the cantilever segments are added in
to both side of pier, the bending moment arise in the pier is negative and increases with the addition
of each new segment. When the key blocks are added, the bridge is converted from cantilever form
to a continuous form and the negative bending moments on the pier decreases and there arises a
positive moment.
If the design of the bridge is carried out using the final construction stage structural factors
only, it may fail during the intermediate stage. For this operation a bridge model is created and
analysed to observe the rate of change of bending moment, reactions and deflection at different
stages of construction including the time dependent effects in the construction sequence.
The final stage results of the Segmentally constructed bridge is compared with the results
obtained considering the bridge as a single structure neglecting the stage wise increments and the
difference is noted to prove the importance of Construction Stage Analysis in a Segmental
Cantilever Bridge .
Key words: Balanced Cantilever, Cast in-Situ, Construction Stage, Form Traveller, Segmental
Construction.
Cite this Article: Suhas S Vokunnaya, Ravindranatha and Tanaji.Thite, Construction Stage
Analysis of Segmental Cantilever Bridge. International Journal of Civil Engineering and
Technology, 8(2), 2017, pp. 373382.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=2
1. INTRODUCTION
Transportation facilities and related infrastructural developments play a key role in the overall progress of
a country. In a developing country like India, land transport especially-Road and Rail network play a major
role in this regard. Bridges are one of the most important engineering structures which are commonly used
for interplant and intercity transportation. Bridge is a structure which is usually built over several
obstructions or depressions like railways, rivers, highways, pipelines, canals and also urban roads for
decreasing the traffic jam and directing the traffic to desired destination. Main goal of constructing the
bridge refers to enhancing safety, ease of mobility, reducing time and cost, decreasing the traffic jam and
congestion that has significant impact on the environment as well as socio-economic situation of the society.
Strategic decision is to be made on the type of bridge to be constructed and is to be analysed for better
decision making in this field such as importance of the bridge, length of the bridge, span of the bridge, the
nature of the terrain, and the material used to make it, safety of drivers, pedestrians, traffic, quality of work,
user costs and impacts on the business and society.
2. PROJECT METHODOLOGY
2.1. Segmental Cantilever Bridge
The bridge analysed is segmentally constructed prestressed continuous box Girder Bridge consisting of
three spans with a total length of 200 m (55.5m+89m+55.5 m). The cross section height of the
superstructure is 5 m at the pier support and 3 m at the midspan section which varies following a second
order curve (Parabolically). The cantilever consist of 12 segment each 3 m long and where the two adjacent
cantilever meet they are joined with the key segments of 2 m length to close the structure and the end
segments are 2.5m long. Bridge width is 12m. The segments are constructed with the Form Traveller
(Gantry) at an interval of 14 days each. Grade of concrete used in construction of segments is M-50. In a
FCM bridge construction, the sections at the piers are deeper than those at the mid spans to resist high
moments and shear forces for cantilevers.
Prestressing cables are provided in the upper flange as they are necessary in the construction stage, the
cables in the bottom flange are post-tensioned after the completion of the superstructure when the centre
segment is cast. 15.2mm-7 ply strands are used throughout. Duct size of 0.15 m is provided. The RCC Pier
chosen is a solid rectangular one of dimension 2.5m x 7.5 m ,the Pier is constructed using M-40 concrete.
Each support has 2 rectangular piers at a spacing of 4.5m c/c of the pier.
15m
200m
Casting of concrete segments, curing and post tensioning of tendons (7 day duration)
On Completion of one span of casting, Form Traveller (gantry) is moved to another pier
Figure 6 Variation of Bending Moment with Construction stages and load cases
Fz (kN) My (kN-m)
Construction
Stage Erection Erection
Dead Load Summation Dead Load Summation
Load Load
CS-1 10926.8 500 11433.37 -800.515 -218.344 -919.55
CS-2 12087.63 500 12597.29 -1399.53 -298.377 -1508.8
CS-3 13216.71 500 13729.04 -2148.99 -376.782 -2189.5
CS-4 14321.49 500 14836.42 -3040.65 -453.966 -2947.4
CS-5 15405.41 500 15922.76 -4064.99 -529.928 -3813.8
CS-6 16475.67 500 16995.14 -5211.59 -604.82 -4817.6
CS-7 17531.21 500 18053.95 -6483.02 -678.944 -5685.3
CS-8 18590.68 500 19116.5 -7872.03 -751.613 -6675.1
CS-9 19645.52 500 20174.19 -9373.4 -823 -7781.8
CS-10 20699.16 500 21230.47 -10988.9 -893.249 -9001.5
CS-11 21755.04 500 22288.92 -12721.7 -962.477 -10298
CS-12 22826.34 500 23362 -14564.6 -1030.65 -11869
CS-13 25897.94 500 26454.74 -13424.5 -1098.33 -10515
CS-14 28544.68 2789.26 28332.25 -12638.7 874.3043 -8982.7
CS-15 26584.1 2789.26 25859.22 -14113.7 874.3043 -10618
CS-16 26909.44 3274.28 19003.57 -13901.6 613.6935 -29955
70000
60000
50000
40000
Fx(kN) Summation
30000 Fx(kN) Erection Load
20000 Fx(kN) Dead Load
10000
0
CS-1
CS-2
CS-3
CS-4
CS-5
CS-6
CS-7
CS-8
CS-9
CS-10
CS-11
CS-12
CS-13
CS-14
CS-15
CS-16
4. CONCLUSIONS
Large difference is observed between the results with and without the construction stages, a difference of
13071 kN-m (10 % deviation) . It can be stated that the analysis without construction stages cannot give the
reliable solutions.
The bending moment increases as the new segment is added till a key segment is constructed (CS-13).
The variation in the Reaction parameters offered by the pier (column) has to be considered and incorporated
in the design.
Maximum Bending moments occur on the Pier Table.
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