REPRINTED WITH PERMISSIDN OF THE PUBLISHER OF

JUAN A. MURILLOSTEVE THOMANDENNIS SMITH

Decreasing a structure's mass and increasing its flexibility mean better seismic suroivability.

Lightweight concrete can help, and a design for the proposed 1.2 mi long Benicia-Martinez

Bridge across San Pablo Bay, Cali}: shows how. ;",

minimize the forces induced by seismic ex-

citation of the superstructure. Designershave ordinarily failed to take advantage of

this because lightweight concrete is usually

considered too expensive compared to

viable alternatives, such as steel or normal-

weight concrete.However, studies for the new bridge

show that lightweight concrete can be both

economical and advantageous for long spans

subject to strong seismic loadings. This is

particularly true if the design takes advan-

tage of the material's high strength and per-

formance characteristics.

A lightweight~oncrete box-girder bridge

was one of four different conceptual plansdeveloped in the preliminary phase of the

project The other three were a steel truss

bridge with a concrete deck, a steel box

girder bridge and a cable-stayed bridge.

Most would require about three years to put

together, except the cable-stayed bridge,

which would need four. However, the light-

weight~oncrete option cost approximately

$8 million-$42 million less than the others.

Structural lightweight concrete, also

known as structural lightweight aggregateconcrete, is defined as structural concrete

~at has a minimum compressive stren.l1;th

0885-7024-194-0005-0068

Iln the wake of the recent Northridge,

ICalif. earthquake, bridge engineers are

evaluating the pluses and minuses of struc-

tural designs produced after the 1989 Lorna

Prieta earthquake in the San Francisco Bay

area. One lesson learned is that the great-

est seismic damage to long-span bridges

comes from two phenomena: ground mo-

tions shaking the foundations of elevated

deck superstructures and out-of-phase os-

cillation of the superstructure. Fortunately,

DOth problems can be addressed with one

material: lightweight structural concrete.

With this in mind, lightweight concrete

was selected for the final design for the

new 1.2 mi, $93.1 million Benicia-Martinez

Bridge, which will carry the northbound half

of Interstate Highway 680 across San Pablo

Bay between the cities of Benicia and Mar-

tinez, Calif. The new bridge, which is also

likely to carry heavy-rail traffic, is designed

to remain in service after an earthquake on

the nearby Hayward fault measuring 7.3 on

the Richter scale, the area's maximum credi-

ble earthquake. Construction could begin as

soon as 1996.

Because it reduces the mass of the su-

oerstructure up to 2~ and is more flexible,

lightweight structural concrete can help

Copywrlght @ 1994, American Society of Civil Engineers

of 2,500 psi at 28 days with a corresponding

air-dry unit weight not exceeding 1151b/cu

ft, and consists of lightweight aggregatessuch as expanded clay, shale, slate or fur-

nace slags, or a combination of lightweight

and normal-weight aggregates.Structural lightweight concrete used in

bridge applications is chara~erized by two

requirements:.The material uses natural sand and light-

weight aggregate of rotary-kiln-expandedshale with a surface sealed by firing. !

.Coarse aggregate is not crushed after fir-

ing except a small amount of aggregate, 3~

in. diameter and smaller, which may be

crushed to produce proper grading.

Compared to normal-weight concrete,lightweight aggregate concrete offers

bridge designers a number of advantages,

including:.Better protection to reinforcing steel.

I. Comparable fatigue resistance.

.Superior abrasion resistance.

.Twice the thermal strain capacity.

.Lower initial modulus of elasticity.

.Ability to remain elastic to much greater

strain..Greater resistance to microcracking and

shrinkage cracks.

CIVIL ENGINEERING/MAY 1994

with 335 it spans at each end for a total su-

perstructure length of 5,422 it. Both plans

are based on an 83.5 it wide deck, a single-

cell box-girder cross section, a maximum

girder depth of 25 it and cantilever con-

struction with cast-in-place segments. The

width is likely to change, however, for a

planned mass-transit rail line.

The overall bridge structure, substruc-

ture and superstructure is developed as a

special moment-resisting frame that main-

tains its integrity and load-carrying ability af-

ter yielding to seismic stresses has been ex-

perienced in the piers, just under the super-

structure. The existence of quarter-point

span hinges to separate the continuous-span

modules is a good structural seismic config-

uration, as it creates the optimum condition

for superstructure flexural resistance to

column plastic moment under longitudinal

response.Normal-weight concrete is used in both

designs for the piers and foundations. The

primary differences between the normal-

weight- and lightweight-concrete options

are the minimum girder depth at midspan,

the prestressing requirements and the foun-

dation component sizes.

The proposed superstructure cross sec-

tion for both designs consists of a trape-

zoidal single-cell box girder with an 83.5 it

wide deck slab acting as the top flange.

The basic dimensioning of the box girder is

the same for the lightweight and normal-

weight-concrete alternatives, but the maxi-

mum top-slab and bottom-slab thicknesses

of the normal-weight alternative are slightly

greater, to provide the additional strength

I Further, because strengths of 5,000 psi

are easily achieved, the material is consid-

ered a high-strength concrete. Higher

strengths, like 7 ,000 psi, require high-quali-

ty aggregate, and strengths around 11,000

psi require special admixtures, such as sili-

ca fume and superplasticizers. Of course,

as always, the smaller the aggregate, the

ileavier and stronger the concrete.

However, compared to normal-weight

concrete, the material does have some dis-

advantages for bridge design, including:.Greater expense if high-quality manufac-

tured aggregate is used-

.More cement required to achieve high

strengths..Stricter control required of the moisture

content, mixing and placing.

.More susceptible to local crushing than

regular concrete.

.Increased confining reinforcement pre-

stressing required in the design.

ONE CONCEPf, lWO DESIGNS

The horizontal and vertical alignment of the

new bridge structure will be parallel to, and

120 it east of, the existing alignment. T.Y.

lin International, San Francisco, performed

two preliminary designs of concrete box

girder superstructures, one using normal-

weight concrete with a hard rock aggregate,

the other using lightweight concrete with

expanded shale coarse aggregate. The final

design is to be performed by a joint venture

of T.Y. Un International and cH2M Hill,

Sacramento, Calif.

Both alternative preliminary designs

consist of nine main spans, 528 it each,

required by the heavier structure.

The girder cross section for both de-

signs varies from maximum depth at the

face of the pier to minimum depth at

midspan. The higher modulus of elasticity

of normal-weight concrete permits a shal-

lower depth at midspan while meeting the

deflection criteria. However, lightweightconcrete can produce more than twice the

amount of deflection as regular concrete

because it is more flexible. Accordingly,

lightweight concrete requires more pre-

stressing. The box girder is prestressea !

longitudinally with cantilever tendons in

the top slab and continuity tendons in the

webs, transversely in the top slab, and ver-

tically in the webs.

The three-dimensional prestressing OI

the superstructure provides a relatively

crack-free structure with good serviceabili-

ty .The prestressing also creates a homo-

geneous material in keeping with the as-

sumptions of the service load, which in-

clude highway traffic and a heavy-railline

on the edge of the cantilever.

All of the mild steel reinforcement used

in the plans conforms to standard Caltrans

design requirements. The girder cross-sec-

tion reinforcement includes a grid of bars in

each direction on each face of each struc-

tural element. Vertical post-tensioning in

the webs consists of threaded bars at vari-

able spacing. This allows the anchorages to

be closer to the top and bottom of the gird-

er, enhancing the prestress's control 01

principal stresses at critical locations.

Expansion joints are found only at the

extreme ends of the structure and two in-

termediate points. The tall piers and deep

foundations provide enough flexibility to

accommodate the time-dependent strains

and temperature strains of the concrete, ac-

cumulated over the 2,112 ft long maximum

girder length between joints. In addition.

building the bridge with long girders ana

few expansion joints reduces the damages

caused by spans butting into each other

during a seismic event

All bridge piers are fixed to the girder

and footings with monolithic, moment-re-

sisting connections to provide maximum

pier fixity, for continued serviceability un-

der the required seismic excitation. The

maximum total relative movement capacity

required for the joints to accommodate

creep, shrinkage and temperature move-

ments is approximately 12 in. at the ends 01

the structure, and about 18 in. for the inter-

mediate joints.

00

AN ARTIST'S RENDERING DEPICTS THE SEGMENTAL CONCRETE DESIGN OF THE PROPOSED BENICIA-MAR-

TINEZ BRIDGE ACROSS THE CARQUINEZ STRAIT, SAN PABLO BAY, CALIF. THE CURRENT BRIDGE, WHICH

WILL CARRY SOUTHBOUND TRAFFIC, STANDS IN THE MIDDLE GROUND, AND A RAIL BRIDGE IS IN THE

BACK. CONSTRUcnON COULD BEGIN IN 1996. DRAWING COURTESY T.Y. LIN INTERNATIONAL

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