precast prertrerred

concrete

5HORT
)PP\N
BRI DOU
r.pam to 100 feet
Introduction

BRIDGE CLOSED! A sad sign for

any traveler. Do you have any such
signs in your part of the country?
There are more than 600,000
bridges on highways, roads, streets,
and railways in the United States and
Canada. Two-thirds of these are locat-
ed on county, secondary, municipal,
and rural roads. It has been estimated
that there are 133,000 structurally de-
ficient and functionally obsolete
bridges of which 117,000 are on roads
maintained by counties and other
local jurisdictions.
Precast prestressed concrete INTEGRAL DECK Precast concrete bridges can be installed during
COMPONENTS offer a unique solution for replac- all seasons and opened to traffic MORE RAPIDLY
ing or widening deficient existing bridges or con- than any other permanent type of bridge. In addi-
structing new ones. LOCALLY MANUFACTUR- tion, their low depth-to-span ratios and clean, at-
ED prestressed concrete efficiently combines very tractive lines, help bridge designers meet the most
high strength steel with high strength concrete to demanding environmental requirements.
produce a quality structural component at low
cost. The precast integral deck sections illustrated and
Prestressed concrete bridges have proven to be described in the following pages make good sense
low in first cost, low in maintenance, high in dur- for bridge construction anywhere. The purpose of
ability and fire resistance, and they have good rid- this booklet is to help in the selection of the best
ing characterisitics. solution to bridge problems for spans up to 100 ft.

WEIGHf LIMITS
ONTHIS BRIDGE
GROSS WEIGHT
SINGLE TRUCK TONS
TRUCK AND SEW-TRAILER - TONS
TRUCK AND TRAILER - TONS
0
Wide use and acceptance

Prior to 1950 there were no prestressed concrete

bridges in America. Thousands of prestressed
bridges have now been built and many more are
under construction in all parts of America. They
range in size from short span bridges to some of
the largest bridge projects in the world. The design
of prestressed concrete bridges is covered by
AASHTO and AREA specifications. Precast pre-
stressed concrete bridges have gained wide accep-
tance because of:

1. Proven economic factors:

a. low initial cost
b. minimum maintenance
c. fast easy construction
d. minimum traffic interruption

2. Sound engineering reasons:

a. simple design
b. minimum depth-span ratio
c. assured plant quality
d. durability

3. Desirable esthetics - precast prestressed bridges

can be designed to be very attractive.

_.. _,-__
_. . .a...
Low initial cost
Bridge designers are often surprised to learn that
precast prestressed bridges are usually lower in first
cost than other types of bridges. Coupled with sav-
ings in maintenance, precast bridges offer maxi-
mum economy.
An old bridge located on a main logging road in
Idaho was replaced with the prestressed concrete
bridge shown in the photo immediately below. The
bridge consists of integral deck beams on precast
concrete abutments and wing walls. The heavy
spring runoff dictated the need for a shallow super-
structure and the load capacity of the bridge had
to be sufficient to carry off-highway logging trucks
which weigh as much as 110 tons each.
The precast prestressed bridge system offered
two principal advantages: it was economical and it
provided minimum downtime for construction.
Project duration was three weeks including one
week lost due to bad weather.
In another case, the City of Tulsa saved money
by replacing a collapsed steel truss and wood deck
bridge with the prestressed concrete bridge shown
immediately below. The city engineer stated, The
total cost of this bridge was half the cost of replac-
ing it with a steel truss and wood deck bridge.
Similar cases can be cited at locations through-
out America, and the resulting bridges are econom-
ical as well as attractive as evidenced by the three
bridges shown below.
Minimum maintenance

On the Illinois Toll Highway, the superstructures

of 224 bridges are precast prestressed concrete
beams. These bridges, built during 1957 and 1958
have withstood heavy traffic and severe weathering
and yet require practically no maintenance. Other
projects in all parts of North America have exhibit-
ed similar experience - little or no maintenance
has been required on precast prestressed concrete
bridges.
The overall economy of a structure is measured
in terms of its life-cycle cost. This includes the
initial cost of the structure plus the total operating
cost. For bridges, the operating cost is the mainte-
nance cost. Precast prestressed concrete bridges de
signed and built in accordance with AASHTO or
AREA specifications should require very little, if
any, maintenance. Because of the high quality of
materials used, prestressed members are particu-
larly durable. Fatigue problems are minimal be-
cause of the minor stresses induced by traffic
loads.
Of course, no painting is needed. Some bridge
engineers estimate the life-cycle cost of re-painting
steel bridges to be 10 to 2096 of the initial cost.
Painting bridges over busy highways, overstreams,
or in rugged terrain is especially expensive.
One of the reasons for selecting integral deck
prestressed concrete for the two bridges shown be
low was low maintenance.

i
Fast easy construction

Precast prestressed concrete bridge components

are easy to erect, particularly when the tops of the
units form the entire deck slab (integral deck com-
ponent). Formwork of the superstructure is elim-
inated. Connections between the deck elements
and the substructure are simple. Connections be-
tween adjacent units often consist of welding
matching plates and grouting the keyway. Care-
fully planned details speed the construction pro-
cess and result in overall economy. An example:
August 13: A steel truss bridge south of Creston,
Washington, collapsed under the load of a harvest
truck.
August 74: The County Engineer decided to re-
place the bridge quickly with 60-ft precast prestres-
sed concrete integral deck components and precast
concrete abutments and wingwalls.
August 75: While plans were being prepared for the
new bridge, the old one was being removed.
August 20: Shop drawings were approved by the
County Engineer.
August 27: First deck unit was cast and prepara-
tions made for precasting the substructure units.
August 30: Precast abutments and wingwalls were
delivered to jobsite, placed on temporary footing
pads, and the footings were poured encasing the
reinforcement protruding from the precast units.
(Photo, upper right)

August 31: Precast deck units were set on the pre-

cast walls and fastened together. (Two center
photos)
September 6: On the 23rd calendar day after the
collapse, the new bridge (designed for HS20-44
loading) was opened to traffic.
Because precast concrete integral deck bridges
with precast abutments can be erected in cold
weather, as shown at the left, they can be opened
to traffic sooner. Note the open space in the abut-
ment to be used for future widening.
Minimum traffic interruption

Maintaining traffic and eliminating detours is a

difficult problem faced by bridge departments.
With precast concrete integral deck bridges, traffic
interruption can be minimized because of the avail-
ability of plant-produced sections and the speed of
erecting and completing the bridge. For instance,
consider this case study:

April 27: Flood waters undermined a bridge lo-

cated on U.S. Route 36 and Illinois Route 96. The
bridge was closed to traffic creating about 40 miles
of adverse detour.
April 24: The Illinois Department of Transporta-
tion concluded that the fastest way to replace the
two spans was to use precast, prestressed concrete.
April 25: Engineers in the Bridge and Traffic Sec-
tion began design of the deck units for the 46-ft
and 60-ft spans.
April 28: Design plans were completed.
May 3: The contract was awarded for 16 precast
prestressed concrete deck units.
May 30: Erection of the deck units was complete.
The steel truss shown in the photos at the right was
used as a runway to slide the units across the
stream.
May 31: The project was completed and the bridge
was back in service the next day.

In Ketchikan, Alaska, a bridge on the only high-

way to the north was washed out when an old dam
gave way on October 26. Integral deck girders were
selected for the 85-ft span. The 12 girders were
designed and precast in the state of Washington,
then shipped by rail and barge to Alaska. The gird-
ers were installed (left photo) and the bridge was
completed and opened to traffic on December 19
- less than eight weeks after the wash out - de-
spite the problems of design, remote location, great
distances, and adverse weather conditions!
Simple design

Replacement of substandard bridges can be eas-

ily accomplished with precast prestressed sections.
In some cases, existing abutments can be used, but
in others, it is easier and more economical to build
new ones as shown below, or to utilize precast
abutments and wing walls supported on cast-in-
place footings, as shown at the right.

The pedestrian overpass, below, exemplifies the

simplicity of precast prestressed bridges. The 7-ft
wide integral deck unit, supported on cast-in-place
piers, spans 81 ft. Erection of the superstructure
took two hours on a Sunday morning without in-
terruption of traffic. Thus a standard prestressed
concrete unit created a simple solution to the com-
plex problems of economy, aesthetics, traffic inter-
ruption, and low maintenance.
Minimum depth/span ratio

A common requirement of many bridges is that

the superstructure be as shallow as possible in
order to provide maximum clearance and minimum
approach grades. Through the technique of pre-
stressing, the designer can utilize the minimum pos-
sible depth-span ratio. Depth-span ratios as low as
1:32 can be achieved with solid slabs, voided slabs,
box beams, multi-stemmed units, or bulb-tee sec-
tions. Even though deeper sections will require less
prestressing steel, the overall economy of a project
may dictate the lowest possible depth-span ratio.
Precast prestressed concrete integral deck girders
were selected to provide a shallow superstructure
for a bridge in a scenic park in Colorado (upper left
photo). Even though the bridge must carry fre-
quent heavy truck traffic, the total depth of the
girders is only 3 ft., including the 3-in. wearing
surface, for a span of 80 ft.
\
The skewed deck on the bridge shown in the
center photo illustrates the low depth-span ratios
possible with integral deck prestressed concrete.
Two bridges with low depth-span ratios are
shown below, the one at the left is in the state of
Washington, and the one at the right is in Alberta,
Canada.
Assured plant quality

Precast prestressed concrete products are in-

spected and quality controlled at the precasting
plant. In fact, each operation in the manufacturing
process provides an opportunity for inspection and
control. During manufacture, portions of prestres-
sed concrete beams are subjected to some of the
highest stresses they will ever encounter as struc-
tural members. So, in a sense, prestressed members
are pre-tested during manufacture.
Prestressed concrete is economical because it
makes efficient use of high strength steel and high
strength concrete. To take advantage of this effi-
ciency, precasting plants have developed sophisti-
cated quality control programs which assure the
customer that the end product meets his exacting
demands. Suggested tolerances for dimensions,
tensioning procedures, material properties, and
other details for controlled plant operations are
given in the PCI Manual for Quality Control for
Plants and Production of Precast Prestressed Con-
crete Products.
Durability

Bridges are subjected to an assortment of hostile environments as well as

repeated impact loading. They must withstand not only the freezing and
thawing provided by nature but artificial cycles of weathering induced by
man through the use of de-icer chemicals. High strength prestressed concrete
has excellent freeze-thaw resistance, as demonstrated by the performance of
prestressed concrete piles.
Prestressed concrete bridges are not easily damaged by fire as evidenced
by the structural integrity of the bridge in Minneapolis shown below that
was exposed to the inferno caused by a burning gasoline truck beneath the
bridge. Note that the fire was hot enough to consume the metal bridge rail,
yet only cosmetic repairs were needed to restore the bridge to its original
condition.
Attractive

Prestressed concrete bridges offer an attractive

view from above, below, and from the side because
of the simple clean shapes of the members used.
Strong, tough, durable, yet graceful bridges result
from the low depth-span ratios possible through
the use of prestressing. The late eminent structural
engineering educator, Professor Hardy Cross once
said, Any bridge that is not beautiful is a dis-
grace. It is unfortunate that Professor Cross did
not live to see the thousands of attractive prestress-
ed concrete bridges like the one below.
Citizens in Lake Forest, Illinois, were dismayed
when they learned that a landfill and culvert was
being proposed to replace a dilapidated bridge. The
landfill proposal was slightly less in first cost than a
prestressed bridge but much less desirable aestheti-
cally. The bridge at the upper right shows how the
natural beauty of a wooded ravine was preserved
by a handsome prestressed bridge.
The two prestressed bridges at the left blend
harmoniously with their park-like surroundings.
 General information
@for designers

The advantages of prestressed concrete for short span bridges have been
shown on the preceding pages. The pages that follow show a variety of
precast prestressed sections available for short span bridges in the United
States and Canada. Also shown are typical bridge layouts, details of deck
member shear connections, bearings, end diaphragms, curbs, and guard rails.
Helpful suggestions for specifications and methods of reducing costs are
included.

In addition to the types of sections shown on these pages, many other

sections are available. The sections described have integral decks unless
otherwise noted. Precasting plants in your geographical area will be pleased
to furnish you with information on the sections they are equipped to make
most economically. In the tabulated data, the weights are based on concrete
weighing 150 lb per cu ft. These weights should be modified if lightweight
concrete or concretes heavier than 150 lb per cu ft are used. In general, the
spans are based on the application of a future wearing surface of 20 psf and
on camber-deflection limitations to assure proper riding characteristics.
Amount and detailing of reinforcement shown are only diagramatic; each
concrete section must be designed individually.

The many details shown on the following pages will assist you in planning
bridge layouts. Many variations of these details are available. Most precasting
plants have standardized on the details shown in this booklet or have devel-
oped others which they are best equipped to supply. They will furnish
information on these details on request.

Many bridge engineers have found it advantageous to specify precast con-

crete for the substructure as well as for the superstructure. The substructure
can consist of prestressed concrete piles with precast pile caps or precast
abutments, wingwalls, and piers. Design information and suggestions on de-
tails are included for prestressed piles and other substructure components.
Solid slabs

Solid slabs for bridges are available in

nearly all locations in the United States
and Canada. They are often economical
for spans of less than 30 ft. The former
AASHO-PCI standards include the 12-in.
deep sections, in widths of 3 ft and 4 ft.

TYPICAL SECT 3N PROPERTIES

m
-!iFTTK
3 10 375 360 3,000 600
3 12 450 432 5,184 864
3 14 525 504 8,232 1176

4 10 500 480 4,000 800

4 12 600 576 6,912 1152
4 14 700 672 10,976 1568

$* 1 ii 1 ii;
l Railway trestle slab

-I l/r

Ii

4 1 ,,

0 10 20 30 40 B

TYPICAL KEYWAY DETAILS

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING
 .

Voided slabs
Voided slabs are similar to solid slabs except
8
that they are cast with cylindrical voids to
reduce dead load. The sections tabulated be
low are the former AASHO-PCI standards
which can span up to 50 ft for HS20 loadings.
Sections with widths and depths other than
those tabulated are available from some pre-
casting plants.

1/2"
-I--
b
P 11 ,
4
I
TYPICAL KEYWAY
3
DETAILS TYPICAL LONGITUDINAL SECTION

TYPICAL SECTION PROPERTIES

Void Dia. Net

Width Depth No. of in. Weight Arm
ft in. Voids DI 02 Ibift in.2
3 15 2 8 - 457 439
3 18 2 10 - 511 491
3 21 2 12 - 552 530
4 15 3 8 8 593 569 12,897 1720
4 18 3 10 10 654 628 21,855 2428
4 21 3 12 10 733 703 34,517 3287

25

5
0 10 20 30 40 50
APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING
Box beams
The box beams shown are the former
AASHO-PCI standard sections. They
can be used either as adjacent units
with or without an added wearing sur-
face or spaced apart in which case the
deck slab is cast-in-place. Box beams
for railway loadings have been stan- 7
dardized by AREA. Width

I,
FL------
II
F7
1 L----j
TYPICAL LONGITUDINAL SECTION
TYPICAL SECTION PROPERTIES

Net
Width Depth Weight Area Ix yb Sb St
Tape ft in. Iblft in.2 in.4 in. in.3 in.3
B l-36 3 27 584 561 50,334 13.35 3770 3687
B II-36 3 33 647 621 85,153 16.29 5227 5096
B Ill-36 3 39 709 681 131,145 19.25 6813 6640
B IV-36 3 42 740 711 158,644 20.73 7653 7459

8 l-48 4 27 722 693 65,941 13.37 4932 4838

B II-48 4 33 784 753 110,499 16.33 6767 6629
B III-48 4 39 847 813 168,367 19.29 8728 8542
B IV-48 4 42 878 843 203,088 20.78 9773 9571

TYPICAL KEYWAY DETAIL

45

25

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

Single stemmed bridge sections
Width

Single stemmed bridge sections are

available in depths of 24 to 51 in. and
widths of 4 to 6 ft for spans up to
about 120 ft carrying HS20 loading.

TYPICAL SECTION PROPE ITIES

Width Depth Weight Area yb sb
x s,
ft in. Ib/ft in.2 in.4 in. I in.3 I in.3
4 24 448 430 18,555 16.98 1094 2634
4 38 548 528 81,058 24.76 2466 5434
4 48 648 822 139,038 32.01 4344 8695
5 24 531 510 19,788 17.53 1129 3059
5 38 831 608 85,873 25.80 2545 6440
5 48 731 702 150,543 33.45 4504 10,353
8 24 820 595 20,782 17.94 1158 3431
8 38 720 891 89,323 26.62 2604 7388
8 48 820 787 180,146 34.64 4623 11,987

--
20 40 60 80 100

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

 Single stemmed bridge sections
(Cast-in-place deck)
a f.,i+~f>j~Ti;i:.i$l ?I
Width

Single stemmed bridge sections are

widely available throughout the A
United States and Canada. With a thin
flange, these units serve as formwork
for cast-in-place deck slabs which act 6
compositely with the precast sections. St
P
Overall depths range between 24 and
48 in. and widths between 4 and 6 ft.
Prestressing plants will furnish dimen- 1
sions and properties of the sections
made locally.

TYPICAL SECTION PROPERTIES (PRECAST SECTION ONLY)

Stem T Slab -r
Width Depth C A B weight Arm yb sb
x St
ft in. in. in. in. Iblft in.2 in.4 in. in. 3 in.3
4 24 8 2 3 317 304 17,106 15.86 1079 2101
4 30 12 2 3 481 462 41,501 17.97 2309 3450
4 36 8 1.5 2.74 402 386 51,325 22.20 2312 3720
4 36 12 2 3 556 534 69,108 21.14 3269 4651
4 42 12 2 3 631 606 106,304 24.27 4379 5997
4 48 8 1.5 2.74 502 482 113,616 28.58 3975 5851
4 48 12 2 3 706 678 154,350 27.38 5637 7485
5 36 8 1.5 3.18 442 424 56,470 23.30 2424 4445
5 48 8 1.5 3.18 542 520 124,791 29.88 4176 6888
6 36 8 1.5 3.62 486 467 61,124 24.30 2516 5223
6 40 8 1.5 3.62 520 499 81,881 26.60 3078 6110
6 44 8 1.5 3.62 553 531 106,548 28.89 3688 7051
6 48 8 1.5 3.62 586 563 135,384 31.13 4349 8025

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

 Channel sections
a

Many precasting plants manufacture

prestressed concrete channel sections
for use in 20 to 60-f-t span bridges.
These plants will furnish you with in-
formation on the sections thev _ pro-
.
duce.

TYPICAL SECTION PROPERTIES

Slab Stems
Width Depth T A C Weight Arm x yb sb s,
in. in. in. in. i n . Iblft in.2 in.4 in. in.3 in. 3

40 21 5 3.25 6 30 362 348 11,495 14.37 800 1734

42 25 5 3.5 6 30 417 400 20,105 16.98 1184 2507
46 23 5 4.62 6 36 438 421 18,507 15.46 1197 2453
60 27 5 3.75 5.75 48 530 509 28,886 19.27 1499 3739

36 20 5.5 7 28 358 344 12,283 12.37 993 1610

48 20 6 7.5 40.5 461 443 14,663 13.05 1123 2110
48 27 4.5 8 36 536 515 31,216 17.85 1748 3410
60 35 4 8 48 688 660 67,648 23.86 2835 6074

36 24 7 9.25 27 488 469 24,24 1 14.00 1731 2425

66 21 7.75 9.75 48 640 614 22,051 13.90 1586 3106
66 27 7 9.75 48 730 701 43,738 17.82 2454 4764
66 35 6 9.75 48 844 810 87,469 22.96 3810 7265

35

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

 Channel sections
Width
(Cast-in-place deck)
l
Precast channel sections can be placed
side by side and serve as formwork for AZ
s
a cast-in-place concrete deck slab. 6
Spans of 20 to 70 ft can be achieved
with precast sections 14 to 36 in. deep
and 30 to 66 in. wide.

TYPICAL SECTION PROPERTIES (PRECAST SECTION ONLY)

5
E Width Depth Arm x vb sb s,
I in. in. in.2 in.4 in. in.3 in.3
32 14 2 3.25 5.25 24 173 166 2,900 8.99 322 579
F:: 40 20 2 3.5 4.5 30 233 224 8,659 12.81 676 1205
: 54 24 2 4 6 48 342 328 17,986 15.44 1165 2102
60 24 2 3.75 5.75 48 343 329 17,943 15.87 1131 2207

60 36 2 6 9 48 656 630 76,151 21.35 3567 5197

r 66 18 2 7.75 9.75 48 429 412 12,774 11.99 1152 1849
z 501 27,399 14.61 1876 2917
; 66 66 24 30 2 2.5 67 9.75 8 48 54 522 573 550 47,952 18.71 2563 4247
66 32 2 6 9.75 48 630 605 57,441 19.42 2957 4568

36

24

18

12
20 30 40 50 60 70

APPROXIMATE MAXIMUM SPAN, FEET - HSZO LOADING

Double stemmed bridge sections
Width

integral deck double stemmed bridge

sections are available in depths of 18
to 36 inches and widths of 5 to 8 ft.
Heavy sections can span 60 ft and
more with HS20 loading while lighter
sections can be used for shorter spans.

TYPICAL SECTION PROPERTIES

Slab Stems
g
F Width Depth T A C E Weight Area x yb sb St
ti
v) in. in. in. in.2 in.4 in.3 in.3
ft in. in. Iblft in.
5 27 5 4.50 8 36 599 575 33,740 18.60 1812 4020
t 6 23 5 4.50 6.50 36 582 558 21,366 16.61 1286 3345
5 6 27 5 4.50 8.00 36 662 635 35,758 19.15 1866 4560
3
: 8 27 5 3.75 5.75 48 718 689 32,888 20.64 1593 5171
8 35 5 3.75 6.50 48 820 787 72,421 26.20 2764 8230
5 36 6 6 8 30 812 780 90,286 23.69 3811 7334
6 35 5 6 9.75 48 876 840 90,164 23.30 3870 7706
7 35 5 6 9.75 48 938 900 95,028 23.91 3974 8569
k 8 35 5 6 9.75 48 1001 960 99,299 24.45 4061 9412
z 6 27 5 7 9.75 48 761 731 45,084 18.09 2492 5060
; 7 27 5 7 9.75 48 824 791 47,486 18.58 2556 5640
8 27 5 7 9.75 48 886 851 49,566 19.00 2609 6196
6 21 5 7.75 9.75 48 671 644 22,720 14.11 1610 3298
7 21 5 7.75 9.75 48 733 704 23,903 14.48 1651 3666
8 21 5 7.75 9.75 48 796 764 24,920 14.80 1684 4019

15
20 30 40 50 60 70

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

Double stemmed bridge sections
(Cast-in-place deck) Width

With a cast-in-place deck slab, double

stemmed precast sections eliminate
the need for deck formwork. A vari-
ety of double-stemmed precast sec-
tions are available throughout the Uni-
ted States and Canada. Prestressing
plants in your area can provide you
E
with the dimensions and properties of I
the double stemmed units they pro-
duce most economically.

TYPICAL SECTION PROPERTIES (PRECAST SECTION ONLY)

Slab Stems
B
F Width Depth T A C Weight Area
F x yb sb St
P ft in. in. in. in. in. lb/h in.2 in.4 in. in.3 in.3
F 8 24 2 3.75 5.75 48 418 401 20,985 17.15 1224 3064
5 8 24 2 4.25 6.25 48 441 423 22,661 16.83 1347 3160
F 8 32 2 4.5 8 48 591 567 54,522 21.34 2554 5117
5 24 2 4.5 8 36 411 395 20,902 15.36 1361 2419
5 6 24 2 4.5 8 36 436 419 22,230 15.80 1407 2710
E 6 32 2 4.5 8 48 541 519 49,616 20.45 2426 4296
; 7 32 2 4.5 8 48 566 543 52,177 20.92 2494 4708
8 18 2 5.87 8 48 431 414 12,363 12.39 998 2205
8 24 2 4.87 8 48 495 475 25,389 16.38 1550 3331
6 18 2 7.75 9.75 48 442 424 13,185 11.26 1171 1956
6 24 2 7 9.75 48 534 513 28,229 14.80 1907 3070
6
5 7 32 18 22 6 7.75 9.75 9.75 48 48 467 643 448 617 59,021 13,942 19.65 11.57 3004 1205 4779 2167
,4 7 24 2 7 9.75 48 559 537 29,776 15.17 1963 3373
I 7 32 2 6 9.75 48 668 641 62,005 20.07 3089 5200
8 18 2 7.75 9.75 48 492 472 14,623 11.84 1235 2374
8 24 2 7 9.75 48 584 560 31,192 15.51 2011 3674
8 32 2 6 9.75 48 692 664 64,775 20.47 3164 5618

25

20

15
20 30 40 50 60 70
APPROXIMATE MAXlMUMSPAN,FEET - HS20 LOADING
 Multi-stemmed sections
a. Multi-stemmed bridge sections are especially suitable for spans of 25 to 55 ft
for HS20 loading. The sections shown here are available in some areas; other
sections are available elsewhere. Designers wishing to take advantage of the
low depth-span ratios possible with multi-stemmed sections should deter-
mine if these sections are available locally.

TYPICAL SECTION PROPERTIES

Depth Weight Area X yb Sb St

in. Iblft in.2 in.4 in. in.3 in.3
16 438 420 8,751 9.94 880 1445
18 538 516 12,674 11.26 1126 1879
23 606 582 25,699 14.21 2922

24

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

Bulb tees

integral deck bulb tee bridge sections are efficient

and economical for spans of 60 ft or more. T h e
sections shown here are available only in some
parts of the United States and Canada. Designers
wishing to use bulb tee sections should determine
if they are available within an economical hauling
range. In some areas, depths of 53, 65, and 77 in.
are available for spans up to about 180 ft.
Because of the high section modulus to weight
ratio (particularly when lightweight concrete is
used for the top flange) the use of bulb tees for
bridge construction is gaining wide acceptance.
Thin-flange bulb tees are also highly efficient for
use with cast-in-place concrete decks.

TYPICAL SECTION PROPERTIES+

Width Depth C Weight Area x yb Sb s,

ft in. in. Iblft in.2 in.4 in. in.3 in.3
4 34 0 627 602 68,310 20.38 4340 6,480
5 29 1 708 680 64,110 18.48 3470 6,093
5 34 0 690 662 95,180 21.39 4450 7,548
5 41 1 771 740 157,840 26.18 6029 10,652
6 29 1 771 740 67,790 19.13 3544 6,866
6 34 0 752 722 100,600 22.25 4520 8,550
6 41 1 833 800 166,390 27.11 6139 11,975
7 29 1 833 800 70,930 19.68 3604 7,611
7 41 1 896 860 173,760 27.90 6228 13,265
l These sections are sometimes made with normal weight concrete web and bottom flange and light-
weight concrete deck, in which case the weight and section properties differ from those shown.

44

40
i
.
$ 36

32

28
60 70 80 90 100

APPROXIMATE MAXIMUM SPAN, FEET - HS20 LOADING

 l-Girders - PCI Standards
(Cast-in-place deck)
a

Thousands of bridges have been built utilizing the

former standard AASHO-PCI l-Girders shown here.
The cast-in-place deck provides composite action
with the girders. Many states have developed addi-
tional l-girder sections. Producers of prestressed
concrete will be glad to furnish you with the di-
mensions and properties of the sections made local-
ly. Stay-in-place prestressed concrete soffit slabs
which span between girders are available for use
with l-girders. They serve both as formwork for the
cast-in-place slab concrete and as transverse posi-
tive moment reinforcement.

SECTION DIMENSIONS (INCHES)

91

GIRDER SECTION PROPERTIES

Depth Weight Area Ix yb =b =t
Type in. Ib/ft in.2 in.4 in. in.3 in.3
II 36 384 369 50,980 15.83 3220 2528
III 45 583 560 125,390 20.27 6186 5070
IV 54 822 789 260,730 24.73 10543 8908

Type II

Type III

40 50 60 70 80 90 loo

APPROXIMATE SPAN RANGE, FEET - HS20 LOADING

Piling

Wire
Spiral* -

Prestressing
SQUARE SQUARE OCTAGONAL
Strandf
SOLID HOLLOW SOLID OR HOLLOW

*Wire spiral varies with pile size. TYPICAL ELEVATION

+ Strand pattern may be circular or square.

Allowable Conan-
SECTION PROPERTIES I tric *vita Load,
Tonr(2) for f; of
Core Moment of Section Radius POr-
Size Dia. Araa Weight Inertia Modulus of Gyra- imetar 5ooo 5ooo
in. in. i n .2 Iblft in.4 i n .3 tion in. ft mi pri

SQUAREE PILES

i I
10 Solid 100 104 833 3.33 73 89
12 Solid 144 150 1,728 4.00 105 129
14 Solid 196 204 3,201 4.67 143 175
16 Solid 256 267 5,461 5.33 187 229
18 Solid 324 338 8,748 6.00 236 290
20 Solid 400 417 13,333 6.67 292 358
20 11 305 318 12,615 6.67 222 273
24 Solid 576 600 27,648 8.00 420 515
24 12 463 482 26,630 8.00 338 414
24 14 422 439 25,762 8.00 308 377
2 4 15 3 9 9 4 1 5 25,163 800
L 291 357
OCTAGONAL PILES

I I
10 Solid 83 85 555 111 2.59 2.76 60 74
12 Solid 119 125 1,134 189 3.09 3.31 86 106
14 Solid 162 169 2,105 301 3.60 3.87 118 145
16 Solid 212 220 3,592 449 4.12 4.42 154 189
18 Solid 268 280 5,705 639 4.61 4.97 195 240
20 Solid 331 345 8,770 877 5.15 5.52 241 296
20 11 236 245 8,050 805 5.84 5.52 172 211
22 Solid 401 420 12,837 1167 5.66 6.08 292 359
22 13 268 280 11,440 1040 6.53 6.08 195 240
24 Solid 477 495 18,180 1515 6.17 6.63 348 427
24 15 300 315 15,696 1308 7.23 6 . 6 3 219 268

(1) Form dimensions may vary with producers, with corresponding variations in section properties.
(2) Allowable point bearing loads based on N=Ac(0.33fk - 0.27fpe); fge = 700 psi. Check local producer for available
concrete strengths. See Sec. 1.4.4 (E) of AASHTO Standard Specifications for Highway Bridges for ground
capacities of piles unless subsoil investigations are conducted.
Sheet pile abutments

Prestressed concrete sheet piling can serve as abutments and wingwalls,

as shown above. Sheet piles are available in various sizes ranging up to four
feet in width and two feet in thickness, but most are about 30 in. wide and 8
to 12 in. thick. Sheet piles are usually made with tongue-and-groove sides.
In addition, the foot of the pile is beveled on one side so that the tip is
forced against the adjacent pile during driving or jetting. The bridge shown
above consists of the following components:

1. Prestressed concrete sheet pile abutments and wingwalls.

2. Prestressed concrete piling pier.
3. Reinforced concrete abutment and wingwall caps.
4. Precast or cast-in-place concrete pile cap.
5. Precast concrete curb unit.
6. Prestressed concrete deck unit.
7. Precast concrete guard posts.
Precast abutments and whgwalls
On-site labor can be substantially reduc-
ed by using precast bridge abutments
and wingwalls. In addition, the bridge
can be completed on schedule by minl-
mizing delays due to bad weather. Illus-
trated at the left is one such precast
abutment and wingwall system which
goes together in the following sequence.

1. Concrete erection pads are cast in place to

proper elevation and location.
2. Deedmen footings are cast in place with
steel dowel rods projecting from the dead-
men to facilitate welding of the braces.
3. Formwork for the cast-in-place footing is
positioned.
4. Precast abutment and wingwall panels are
set in place by crane.
5. Steel shims are used as required to set the
top elevation of the abutment and wing-
walls.
6. Erection braces are attached to the dead-
men and panels after each piece is erected.
7. After auxilliary horizontal reinforcement is
positioned the footings are cast. When the
footing concrete has attained strength, the
abutment acts as a cantilever retaining wall
and is no longer dependent on the tie back
braces.

NOTES:
A. Abutments and wingwall panels are dapped
2 in. and the reinforcing bars protrude
from the panels into the footing.
B. Weld plates anchored into the panels pro-
vide for joining of adjacent panels and
welding of erection braces.
C. Dowel sleeves, 3-in. diameter, provide for
anchorage of the precast concrete bridge
deck members which offer additional strut
support to the abutment walls.

Abutment and wingwall panels are usual-

ly 8, 10, or 12 in. thick depending on
the wall height. They are generally cast
in four sections as shown but can be as
large as permitted by locally available
equipment.

Many other types of precast abutment

and wingwall systems are available. Pre-
casting plants will be pleased to furnish
you with information on the types that
are most suitable for your area.
Deck member shear connections

RECESSED CONNECTIONS - NO TOPPING REQUIRED

Flat bar 314 f th.*

Flat bar 314 f th.*

grout. Cover for Cover for curing

curing

SECTION - FLANGED MEMBERS SECTION - SLAB MEMBERS

*See plan views

NON-RECESSED CONNECTIONS - REQUIRES WEARING SURFACE

Flat bar 314 f th.*

Flat bar 314 * th.*- /-

Fill with f th.+

L
-- approved
grout. Cover
L 3/S f th.* for curing

SECTION - FLANGED MEMBERS SECTION - SLAB MEMBERS

*Sea plan views

PLAN VIEW - RECESSED AND NON-RECESSED CONNECTIONS

Rebar anchors
lapped or welded
,i
hl/t- Deformed --
L-1-w
k-\\
bar anchor
or headed
Lit --
a- a

& 4&J1
1 \\., anchor stud
1111
Q
III II anchor stud
or deformed
bar anchor
I Slab width
*

PLAN
PLAN PLAN RECESSED OR
RECESSED CONNECTION NON-RECESSED CONNECTION NON-RECESSED CONNECTION
Bearing and diaphragm details

Fill sleeves with grout

Poured
joint filler Fill sleeves with grout
-I at fixed end and
bitumen at expansion end
Poured joint filler

joint fil er *m

grouted in sleeve

ABUTMENT PIER

This bearing detail for slab or box units employs smooth bar
dowels to retain the deck members transversely.

- Creosoted plank
or precast slab

eric

&double nuts
.yq.jg~lastomeric
. . ..
Pad

ABUTMENT SECTION THRU ABUTMENT SECTION THRU

DECK MEMBER DECK MEMBER

Double bolt connection for stemmed members,
bulb tees or l-beams. Connections may be used
on all beams or on exterior beams only, and can
be fixed or expansion. An expansion bearing
may consist of a tetrafluorethylene (TFE) plate
between an elastomeric pad and a stainless steel
face plate. Slotted holes are required with ex-
pansion bearings.
This connection differs from the bolted type at
the left in that keeper bars rather than bolts
retain the member. A bearing plate is cast into
the cap. The plate over the pad is welded to the
plate cast in the deck member. Keeper bars are
welded at the site. This connection is used
where uplift forces need not be resisted.
Bearing and diaphragm details Poured Bond-

:...;..:.. . ..*.(... _ . .:: . . . . r . ..-I? :::.:.t.:

. ...1. .
m.
._ . . _. ..: :
f.7
*:-< :.-::. - -7
i,! ;.i.:;; 1 !
F-f-

joint filler L

ABUTMENT SECTION THRU DECK MEMBER SECTION THRU PIER

This bearing employs only elastomeric pads. The deck members are retained transversely
by steps cast at the ends of the abutments and piers. The end diaphragm shown may be
either cast onto the deck member in the precasting plant or field poured.

- Approach slab 7 Premolded joint filler

\ Channel nosing L 3/8 k th.
-/
/-
/-Z

- Precast end diaphragm

Plate cast in deck unit

Precast concrete end diaphragms are attached through weld plates. Diaphragms can be
attached to each bridge member at the precasting plant or at the bridge site.

Intermediate diaphragms can be added to bridge members at the precasting plant, in

which case matching weld plates are needed. Concrete is cast through holes formed in the
top flange. As an alternate, intermediate diaphragms made of steel angles can be bolted or
welded to plates embedded in the bridga members.
Guard rail and post details
Structural tube
Guard rail welded
to plates which are w railings
bolted to posts

Wide flange
post 7 Structural tube post
- Precast curb
acing
S
r

structural tube

This concept allows an easily Corrugated metal rails are functional Above is a simple method for
drained curb without cutting and economical. Steel can be galva- attaching side mounted railing
down on the roadway width. nized, painted, or weathering type. to stemmed deck members.

SIDE MOUNTED POSTS

Square or
3 7 rectangular
L rp
ITI
i; 4
r
concrete rail
Aluminum or I
steel rails tf
Square or

I&- 1 rectangular
Steel or
:I concrete post
aluminum I
post
Jk 1 I
I 1 \
Ii 4 II II I
c- -
b
L
t
Low profile aluminum or steel pipe Three-rail design. Rails may be Reinforced concrete rails
railing mounted on high curb. Curb oval, round, rectangular tubes, can be developed in a
may be added in plant or at site. or channels. variety of designs.

POSTS MOUNTED ON CURBS

Structural
-/- tube railina Structural
tube -f Wide
Structural -flange
- tube post Wide flange Block out during post
Post casting of
bridge member

Inset
deck

Bolts may be stud welded to anchor

plate. Assembly should be retained washer Corbel form is attached after
in slab with U shaped reinforcing bar. bridge member has been removed
from form. Concreting is
then completed.
MISCELLANEOUS POST MOUNTING METHODS
Curb details
Construction joint

Wl - For top mounted railings

minimum width is 12 in.
For side mounted railings
Top of precast
unit or topping width may be 10 in.

Ht - Normally 6 to 12 in.

FOR USE WITH HIGH TOP OR SIDE MOUNTED RAILINGS

w2- For non-sidewalk curbs

minimum width is 12 in.;
normally 18 in. to 24 in.
For sidewalk curbs
H2 minimum width is 36 in.;
normally 36 to 66.

1. -1 /- Construction I H2 - 18 in. minimum for low

profile railings.
- Top of precast
unit or topping
HI
/

FOR USE WITH LOW PROFILE TOP MOUNTED RAILINGS O R SIDEWALKS

Outside curb optional

depending on railing detail

Top of precast
unit or topping

O.. . . .;. 0..O* *-.& . ...

. , * .
0 . :,_* .--
e .- . . . . . . . . . _ _ ,
0 . . : . . .

SAFETY CURB FOR SIDEWALKS AT ROADWAY LEVEL

NOTE: Curbs may be cast on deck members in plant or at the jobsite; plans should specify.
Contact precasting plant for information on local practice.
 Precast curb and guard barriers
l

Front face contour

is the shape of a
standard median
barrier. No guard
rail is required

L 80lt or insert

In addition to
the sections shown,
,-- Grout pocket flush
prestressed concrete
piles (cast with risers
for drainage) in a
horizontal position
Insert for
have been used as
rail posts
low-cost curbs.
 Precast abutment caps and pier caps

-8- -8-
-

.
b
4 i j;7Tk As reqd by pile size rll c
t
1-7: 12 (min.) I ; I. I : 1
1: _I:&+ b
I
Abut. pile spacing Abut. pile spacing
*
ELEVATION
PRECAST ABUTMENT CAP

Width as reqd
L

-rjk 8

:
8
it-

t 9
fFTr 12 (min.) i-y-i Ic-3
I I h( I-T-,
I ; , L
4 Pier pile spacing I

Q
t- -t- -i
ELEVATION
PRECAST PIER CAP

NOTE: Dimensions on this page are approximate.

t--=-i
concrete after setting

.h
---
-7 \ b&i;b &:&?to ----
m Ir-7\
kll Lay wood or
steel form on Reinforcing
END VIEW END VIEW yoke prior to
ABUTMENT CAP PIER CAP we
setting cap-

Caps shown are intended for use with square pretensioned - hestressed
piling. Piles must be carefully driven to design locations. pile cut off
Prestressed piles can be cut to proper elevation with a pneu- as required
matic hammer. After placing cap on piles and leveling with
shims or wedges, sockets are dry-packed from below with a
rich concrete mix. Precast caps can also be designed with Channel yoke bolted
sockets extending to top of cap. Cap can be placed on steel to proper soffit elevation
channel yokes bolted to piles at correct elevation (see illus-
tration at right). Sockets can then be concreted from above. ALTERNATE CAP - PILL CONNECT(ON
Suggested specification provisions

GENERAL:
These specifications cover materials, fabrication, transportation, and erection
of all precast concrete bridge components as shown on the plans.

MATERIALS:
It is recommended that materials conform to the following requirements.
Where ASTM specifications are cited, the latest edition is applicable unless
otherwise indicated.

Prestressing strands, 270 ksi, seven-wire . . . - ASTM A416

Reinforcing bars . . . . . . . . . . . . . . . . . . . . . - ASTM A615
Welded wire fabric . . . . . . . . . . . . . . . . . . . -ASTM Al85
Normal weight aggregate . . . . . . . . . . . . . . . . - ASTM C33
Lightweight aggregate. . . . . . . . . . . . . . . . . . - ASTM C330
Portland cement, Type I, I I, or I I I . . . . . . . . - ASTM Cl50

Concrete compressive strength of at least 3500 psi at transfer of prestress

and 5000 psi at 28 days is recommended. Concrete exposed to freezing and
thawing while wet, such as bridge decks, piling, and abutments, should have
an air content of 4% * l%%.

DESIGN:
The bridge should be designed in accordance with AASHTO Standard Speci-
fications for Highway Bridges for HS20-44 loading. It is recommended that
the design provide for a future wearing surface of 20 psf unless otherwise
noted.

FABRICATION OF PRECAST CONCRETE UNITS:

It is recommended that bridge members be fabricated in plants in accordance
with the Manual for Quality Control for Plants and Production of Precast
Prestressed Concrete Products, PCI Publication MNL 116-70. Except for
precast abutments, diaphragms, wingwalls, and pile caps, the use of steel
forms founded on concrete casting beds is recommended. Voids may be
formed by any approved material, must be securely held in place during
casting, and should be vented during casting and curing. Box-beam voids
should be fitted with bottom drain tubes. All exposed corners should be
chamfered or rounded preferably % in. Dimensional tolerances should con-
form to those suggested in PCI MNL 11670. Chairs, spacers, or bar supports
in contact with forms should be plastic tipped or made of plastic. The top
surface of precast sections that will receive cast-in-place topping are to be
roughened with a stiff bristle broom. A wood float finish or a light broom
finish at right angles to the length of the section is recommended for the top
surface of precast integral deck units.

TRANSPORTATION AND ERECTION:

During handling, flexural members must be maintained in an essentially
upright position at all times and picked up only by means of approved
devices at locations indicated on the plans. During transport, the members
should be supported only at locations near the pick-up points.
Suggestions for reducing costs

PLANNING:
1. Use locally available precast concrete mem- 9. Use integral deck girders to eliminate the need
bers. The hauling distance for precast con- for cast-in-place concrete deck slabs and to
crete bridge members is generally limited to speed construction.
about 200 miles except under unusual circum-
stances. Precasting plants are equipped to fur-
nish certain types of members. For short span
DETAILING:
bridges, designs utilizing available types of
members will result in lower bid prices than 1. Eliminate projections from the sides of the
unique designs. girders. Most precast prestressed concrete
members are cast in precision made steel
2. Make precast members identical. Economy in
forms. Projections can be accommodated only
precasting results from the production of
by modifying the forms. It is better practice
identical sections. As an example, if a bridge
to utilize details that permit attachment by
consists of different span lengths, it may be
use of threaded inserts, weld plates, or
better to design all of the precast units with
through bolts, as shown in other parts of this
the same cross section rather than to design
booklet.
each span for an optimum depth-span ratio.
2. Use standard details recommended by local
3. Work closely with local prestress manufac-
prestress manufacturers. Those are the details
turers throughout the planning stages. Ask for
that can be made most economically.
cost estimates as soon as sufficient data or
plans are available so that cost savings can be 3. To save considerable field labor and time, use
incorporated well before bids are taken. precast concrete diaphragms which are made
integral with the bridge member at the pre
4. Set up bridge replacement programs to group
casting plant. Steel diaphragm systems have
several bridges into single contracts for opti-
proven to be economical in some areas.
mum savings in fabrication, hauling, erection,
and supervision. 4. Minimize the amount of reinforcing steel in
prestressed concrete members. There is a
5. Utilize county or municipal work forces and
tendency to add more reinforcing bars and
equipment, when available, to perform most
welded wire fabric than is needed just to be
of the site work on small bridges.
safe. Often the added reinforcement merely
6. For prestressed concrete bridges with cast-in- creates congestion making consolidation of
place deck slabs, use diaphragms only if re- the concrete difficult without contributing to
quired for erection purposes. Recent studies* the structural strength or behavior.
have shown that diaphragms contribute very
little to the distribution of static or dynamic 5. Use elastomeric pads instead of metal bearing
loads. End diaphragms, i.e., those over sup assemblies. Elastomeric pads, properly design-
ports, are useful in stiffening the slab edge. ed and installed, require no maintenance and
will permit movements (due to temperature,
7. Avoid skews wherever possible. If a skew is shrinkage, and loads) to occur without dis-
necessary, limit the skew to 30 or less. It tress.
may be less costly to lengthen the bridge
slightly than to use an extreme skew angle in
order to fit the bridge site exactly.
l Wong, A.Y.C., and Gamble, W.L., Effects of Diaphragms in Con-
8. Use prestressed piles to double as foundations tinuous Slab and Girder Highway Bridges, Civil Engineering
Studies. Structural Research Series NO . 391, University of Illinois,
and piers. If pile foundations are warranted,
Urbana, Illinois. May, 1973.
prestressed concrete piles can .serve as piers
Sengupta. S., and Breen, J.E., The Effect of Diaphragms in Prim-
and abutments, thereby reducing the amount strB)sBd Concrete Girder and Slab Bridges, Reseerch Report
of on-site forming and concreting. 15*1F. Center for Highway Reseerch, The University of Tom l t
AuCin, Oct., 1973.
 126 Tvo.

-------

------

----------- d---B
-----
---a-------

BRIDGE PLAN

\ i0 0 v>
v

Precast
abutment .___cI I

SECTION A-A

C8x 11.5x
O-8 w/4 - ll2fp.
x 1.-O weld studs

PRECAST SECTION
 Grout

Flat bar 2 x 314 x 3-l 14

x 2 x 318 x O - 4
/ w/2 - 1 l2d1 x 8 weld
4-A SECTION C-C studs (flair at 30)

NOTES:

1. Concrete for precast sections shall have a

compressive strength of at least 3500 psi at
transfer of prestress and 5000 psi at 28
days. Air content of the concrete shall be
4%% f 1X%.
2. Prestressing steel shall be /-in. diam. 270 ksi
seven-wire strand and shall conform to
ASTM A416.
314 threaded inser 3. Grouting between precast concrete sections
shall be done when air temperature is above
40F and no traffic shall be permitted on
the bridge until the grout has cured for 3
days.
SECTION D-D 4. Design and construction shall be in accord-
GUARD RAIL POST ance with AASHTO Standard Specifications
for Highway Bridges for HS20-44 loading.
5. Deck surface of the precast sections shall be
given a light broom finish transverse to the
Nosing length of the sections.
angle
6. Dimensional tolerances of precast sections
,Dowel and shall be in accordance with Manual for
sleeve Quality Control for Plants and Productions
SECTION E-E i ! 1 of Precast Prestressed Concrete Products,
PCI Publication MNL 116- 70. Adjacent
units shall be brought to the same elevation
prior to welding.
C 8 x 11.5 x O-8
WI4 - 112 l$ x l-0
weld studs

thick Flat bar 3/8

One-span skewed
aphragm end diaphragm .x 3 x O-8
each face

bridge
SECTION B-B
L 5118 bp

318 to l/2 joint clearance

PRECAST PRESTRESSED SINGLE
STEMMED MEMBERS
with
DIAPHRAGM CONNECTION I PRECAST ABUTMENTS AND WlNollyALLS
/
 Abutment and wingwalls

I
L-----JL----,_:~
r - - - - - - 7 - - - ---II
I i I i
L-----AL------J1
c---~,

----r--- ----
r--- 1 I
L----,-I-L-- -----:
t - - - - - - i t - - - - - - - I I

I I 1 I
-- --d - -----

Precast box beams

BRIDGE PLAN

recast concrete pier cap

Prestressed concrete

Precast concrete
sheet pile abutment
and wingwalls

ELEVATION

3 rj~ dowel sleeves

fill with grout at fixed (

L 2-112 x 2

II boxbeam
x4wM- l/:
x 6 weld stud
(flair at 30)

SECTION A-A

SECTION B-B
connections

NOTES:
Concrete - Normal weight for
prestressed members,
fhi = 3500 psi @ transfer
fk = 5000 psi @ 28 days
for reinforced concrete,
f;: = 4000 psi @ 28 days
Strand - l/2 t#~ 270 ksi,
7-wire, ASTM A416.

Loading - HS20-44
urb and metal rail

Nosing angles
-7

3 #dowel sler
x 3-1 f4 1 4 dowel

I I SECTION D-D

Bar

ti I
I
WELDING DETAIL Three-span bridge
ADJACENT PRECAST PRESTRESSED
CONCRETE BOX BEAMS
SECTION C-C
with
PRECAST PRESTRESSED PILE ABUTMENTS
WINGWALLS AND PIERS