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General Guidelines for the Preliminary

Design For Segmental Concrete Box
Girder Superstructure
General Guidelines for the Preliminary Design For
Segmental Concrete Box Girder Superstructure [1]

Structural engineering [2]

The design of a segmental bridge commences with consideration of the function. The
most significant difference from other bridges is the emphasis given to the method of
construction, which provides segmental bridges the adaptability to many applications
and categorizes this type of bridge. The method of construction must be established
before proceeding with the design.

The segmental concrete bridge construction forms an inter-relationship of design and

construction knowledge. Given the impact of construction methods and construction
loads on the basic design of the system, a design for service load alone is
inappropriate, the engineer has to evaluate each progression stage of construction
and account for imposing loads. An engineer must evaluate the project as a whole
before deciding on the method of construction, span arrangement and cross section
to be used.

A feasible, cost effective and complete construction sequence and methodology

should be presented on the design drawings. Maximum leeway for contractor's
modifications with regard to construction technology should be provided in the
specifications, but the basic system should be clearly and concisely presented to
facilitate the receipt of accurate and responsive bids.

Given the changing structural system during construction of segmental bridges, the
designer is required to determine and check for all service and ultimate loads upon
completion of construction and after all long term losses (creep, shrinkage and steel
relaxation) has occurred. This is usually assumed at the 10th year of structure being in

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service. The construction method will be a major determinant in the dead load Stress
State. While temporary measures and /or details may be required, segmental
structures typically do not require additional permanent strengthening. Should a
design require additional strengthening, one should review the choice of construction
methodology in order to determine a method or sequence with no impact to the
permanent structure. Design should reference the AASHTO Guide Specifications
for Design and Construction of Segmental Concrete Bridges.

Construction Method
The structural design is dependent upon the construction method because it is
necessary to take into account all the intermediate construction stages including
changes in statical scheme, sequence of installing tendons, maturity of concrete at
loading and load effects from erection equipment.

The various types of segmental construction available today are:

a. Span by Span Method:

In span by span method the form traveler consists of steel superstructure

generally a span length and supported on piers, form traveler is moved from the
completed structure to the next span to be cast. The formwork is suspended
with steel rods during casting. After concrete placed and post tensioned, the
forms are released and moved forward. This type of construction usually
requires additional clearances due to the supporting truss. From a competitive
point of view, the capital investment in the equipment for this type of
construction is considerable.

b. Incrementally Launched:

Segments of the bridge superstructure are cast in place in lengths of 30 to 100 ft

in stationary forms located behind the abutments. Each unit is cast directly
against the previous unit. After sufficient concrete strength is reached, the new
unit is post-tensioned to the previous one. The assembly of units is pushed
forward in a stepwise manner to permit casting of structure succeeding
segments. Stringent dimensional control, however, is an absolute necessity at
the stationary casting site. Bridge alignment in this type of construction may be
either straight or curved; however, the curve must have a constant radius.

To allow the superstructure to move forward, special low-friction sliding bearing

are provided at the various piers with proper lateral guides.

c. Progressive Cantilever:

Progressive placement is similar to the span-by-span method. In progressive

placement the precast segments are placed from one end of the structure to the
other in successive cantilevers on the same side of the various piers rather than

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by balanced cantilever on each side of pier. Because of the lenght of cantilever

(one span) in relation to construction depth, a movable temporary stay
arrangement must be used to limit the cantilever stresses during construction to
a reasonable level.

d. Free Cantilever:

In cast-in-place construction the formwork is supported from a movable form

carrier. The form traveler moves forward on rails attached to the deck of the
completed structure and is anchored to the deck at rear. With the form traveler
in place, a new segment formed, cast, and stressed to the previously
constructed segment. Where a long viaduct is to be constructed of cast-in-place
segments, an auxiliary steel girder may be used to support the formwork. This
equipment may also be used to stabilize the free-standing pier by the anchoring
of the auxiliary steel girder to the completed portion of the structure.

e. Balanced Cantilever:

In the balanced cantilever construction, segments are placed in a symmetrical

fashion about a pier. The cantilever tendons are the principal reinforcement of
the structural system; they are located in the deck slab and are anchored at the
ends of the segment.

The midspan tendons, located in the bottom slab near the webs to resist the
positive moments in the middle third of the span and the continuity tendons are
used as reserve prestressing, designed on the basis of actual deformations
measured after closure.

f. Cable Stay:

When a span is beyond the reach of a conventional girder bridge, a logical step
is to suspend the deck by a system of pylons and stays. The cables are in a
harp arrangement rendering an aesthetically pleasing. The pier table, the first
segment of the deck at the pylon is built on falsework or supported from the pier.
Form traveler is installed on each side of the pier table. The superstructure can
be cast in place or precast elements and connected to the pylons via cables.

The appropriateness of the method of construction to be used depends on several

factors that include the horizontal and vertical clearances, alignment, geometry,
construction schedule, site constraints, environmental requirements, and aesthetics.

The options to use cast-in-place or precast segmental for the various methods of
construction will depend primarily on the project size, construction schedule, span
length, and access to the site.

Following are economical span ranges for various types of segmental construction.
For overlapping ranges, the site constraints will dictate the use of the segmental
construction technique.

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Construction Method Superstructure Economical Span

Depth (ft) Range (ft)
Span-by-span Precast Constant 6 up to 110
Precast Constant 6 to 8 110- 150
Precast/ Cast-in-place Constant 7 to 12 120- 160
Incremental Cast-in-place Constant 8 to 12 up to 240
Launch
Progressive Precast Constant 8 to 10 up to 200
Cantilever
Balanced Precast Constant 6 to 12 160 - 260
Cantilever
Precast Variable 6 to 20 200 - 450*
Cast-in-place Variable 6 to 40 260 - 750
Cable Stay Precast or Cast-in- Constant 6 to 15 500-1500
place by cantilever
erection

* The weight of the haunched segments near the pier diminishes the feasibility of
using precast segments in balanced cantilever much beyond the 400 feet range
unless the segment weight can be decreased by splitting the segment, using a
combination of precast and cast-in-place construction, or other means.

Cross Section:
The optimum selection of the proportions of the box section is generally a matter of
experience. The AASHTO, ASBI-PCI segmental box girder standards should be
referenced for most bridges. The various parameters that should be considered at the
start of a design are:

Constant vs. variable depth

Span to Depth ratio

Number of parallel box girders

Shape and dimensions of each box girder, including number of webs, vertical or
inclined webs, thickness of webs, top and bottom flanges.

Accessibility/ inspection of superstructure

All these factors are closely related to each other, and they also depend largely upon
construction requirements. Bays with clear height of less than 7 feet is uncomfortable
for the inspectors to inspect inside of the bridge.

Constant vs. variable depth:

Constant girder depth is the easiest choice and affords the best solution for short and

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moderate spans approximately 260 ft. However, constant depths have been used for
aesthetic reasons for spans up to 450 ft. such as Pine Valley Bridge in California.

When the span increases, the magnitude of dead load moments near the piers
normally requires a variation of structural depth and parabolic soffit; it also would be
more economical to vary the section.

Span-to-Depth Ratio:
Girder depth determined in accordance with the following criteria will generally provide
satisfactory for service, deflection and ultimate behavior:

A. Constant depth girder

1/15>h/L>1/30 Optimum 1/18 to 1/20

In the case of incrementally launched girders the girder depth should preferably
be within the following limits:

L=100' 1/15<h/L<1/12
L=200' 1/13.5<h/L<1/11.5
L=300' 1/12<h/L<1/11

B. Variable depth girder with straight haunches

At pier: 1/16>h1/L>1/20
Optimum 1/18
At center of span: 1/22>ho/L>1/28
Optimum 1/24

Straight haunches- this case must be examined to insure compatibility of the

local stresses induced by the abrupt angle of change of the bottom soffit at the
start of the haunch, where a full diaphragm is usually needed inside the box.

(Note: a diaphragm will be required at the point where the bottom flange
changes direction.)

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C. Variable depth girder with circular or parabolic haunches at pier:

1/16>h1/L>1/20
optimum 1/18
At center of span:
1/30>ho/L>1/50

Superstructure shape:
A single cell box should preferably be used when the top flange width is less than or
equal to 6 times the box depth. A 50 to 60 feet top slab width is the economical upper
limit for single cell box.

Web spacing is usually selected between 15 and 25 feet to reduce the number of
webs to a minimum, simplifying construction problems while keeping the transverse
bending moment in the top and bottom flanges within reasonable limits.

Large overhang cantilevers and a large span lengths between webs are accepted with
special provisions to carry the deck live load transversely. Transverse prestressing,
edge beams at the tip of the overhang and ribs to carry the load can accommodate
this.

Alternatively several boxes may be used side by side to make up a superstructure

with Joining deck between the two box section.

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The greatest ease of construction is achieved through the use of cross sections with
two webs. Two webs may nevertheless be insufficient in certain cases. Wide bridges
can have either one wide cell or parallel single box girders connected with longitudinal
in-situ pour.

The main disadvantage of single cell cross section is that the entire bridge must be
closed during major repairs or demolition.

Cross section dimensions:

L1 / L2>0.45 where L1 is measured from center of girder to the edge of deck.
L haunch / L slab~0.2 to 0.3
t1/ t2; 1:1.5 to 1:2 (typical min. depth t2 to anchor longitudinal
Cantilever tendons = 18 inches)

Top slab thickness = t3>L3/30

t5>L5/30
t1 > 9" if transverse P/S, otherwise 8 inches minimum.
t3 > 8" If L3 < 15' (Reinforced deck)
> 10" If L3 < 15' (Transverse prestressed deck)

Bottom Slab = t5 = 7" If L5 < 15'

= 8" If L5 < 15'

t4 > 14" to facilitate concrete placement

Transverse prestressing tendons shall be used for decks where the clear span
between webs or haunches L2 is 15 feet or greater. Dimension of t6 to be determined
through stress analysis to insure the allowable stresses are not exceeded.

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Additional deck thickness (½ to 1 inch) is usually provided for profile grinding of the
deck unless a separate overlay is to be provided. An integral overlay may be provided
by increasing the cover over the top reinforcing by the depth of the integral overlay.
(Additional overlay protection such as high performance concrete or polyester
concrete is recommended for corrosion protection of the superstructure).

Longitudinal Post -Tensioning:

Two types of longitudinal tendons are used in segmental construction. External
tendons (external to the concrete section) and internal tendons (internal to the
concrete section). Generally for span-by-span construction, external tendons are used
and for cantilever construction internal tendons are used. Cantilever construction
generally uses cantilever tendons located in top slab and positive moment tendons
located in the bottom slab. Continuity tendons when required are draped and usually
are external. In seismic zones all tendons has to be internal.

Physical and weight limitations

Precast segmental:
Trucking: Generally typical length between 8 to 10 feet and weight of 40-60 TONS,
assuming 155 pcf concrete and rebar can be transported. Lane width and bridge
clearances on trucking route can limit the size of the segments to be transported.
Shipping waterways: No limit
Erection: typical equipment 80 TON max.
With gantry 80-100 TON.
Typical length 8-12 feet.

Handling stresses: Lifting induces stresses, must be investigated.

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No structural limits due to length / weight.

Cast in place balance cantilever segmental:

No. of segments<150: usually more economical to rent traveler. To allow use of
rented traveler, keep segments under 15 feet and segment weights under 150
TONS.

No. of segments>150: it is justified to fabricate the traveler for the job. Therefore
length and weight of the segments can be tailored to the job.

Typical form traveler weight: Contact manufacturers and refer to AASHTO 25.4

Additional considerations for balance cantilever

construction:
Small portions of the superstructure at piers are constructed on falsework and are
usually designated as a "Pier table". On cast in place segmental bridges, the pier
table must be long enough to place two form travelers back to back (generally 30 to
40 feet long). The pier table usually constructed ½ segment length out of balance to
minimize the unbalanced effects during segment construction.

Designer should perform an initial hand (or spreadsheet) calculation of cantilever

construction with placement of last segment to determine approximate cantilever P/S
area required and check loads on pier section.

On larger structures twin wall piers may be advantageous to reduce lateral stiffness
for thermal and seismic forces while being very efficient to resist large segmental
construction moments.

On narrow structures with short overhangs deck drainage system may be difficult to
impossible to install due to conflict with cantilever tendons and drainage box and or
piping.

Minimize variations (special segment lengths). Standardization is the key to cost

effective segment design. Limit the size of cantilever tendons to one size for the entire
project.

For reduction in future maintenance, maximize the length of superstructure continuity

to minimize expansion joints and minimize use of bearings. If bearing used, plan for
future bearing replacement.

In balanced cantilever construction the end spans are usually 0.6L to 0.8L of the
adjacent span and often 0.5L to 0.6L is used.

When 0.5L end span is considered the bridge may require ballast to prevent uplift and

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where end span is over 0.5L, the end span usually constructed on cast in place
falsework and connected to the cantilever portion by cast in place closures.

It usually takes about 3-6 days to fabricate and cast a segment with post tensioning
followed the day after casting completed.

References:
1. AASHTO, Guide Specification for Design and Construction of Segmental
Concrete Bridges, second edition 1999.

2. Walter Podolny, Jr. and Jean M. Muller, " Construction and Design of
Prestressed Concrete Segmental Bridges.

3. Rafael Manzanarez, " Design and Construction of Segmental Concrete Bridges"

Caltrans Seminar Notes, July 1999.

4. AASHTO LRFD Bridge Design Specifications.

5. AASHTO LRFD Bridge Construction Specification.

6. ASBI Recommended Practice for Design and construction of Concrete

Segmental Bridges, 2001.

by Majid Madani

Related Content:
Dynamics of Structure and Foundation [3]
Scaling of structural strength [4]
Engineering Structural Welding [5]
Structural engineering

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