Analysis of Full Depth Precast
Concrete Bridge Deck Panels
Mohsen A. lssa, Ph.D., P.E.
Associate Professor of Civil Engineering
Department of Civil and Materials Engineering
University of illinois at Chicago
Chicago, Illinois
Alfred A. Yousif
Graduate Research Assistant
Department of Civil and
Materials Engineering
University of Illinois at Chicago
Chicago, Illinois
Mahmoud A. lssa, Ph.D.
Research Associate
Department of Civi l and
Materials Engineering
University of Illinois at Chicago
Chicago, illinois
lraj I. Kaspar, P.E.
Engineer of Bridge Design
illinois Department of Transportation
Bureau of Bridges and Structures
Springfield, Illinois
Salah Y. Khayyat, P.E.
Bridge Standard and Specifications Engineer
illinois Department of Transportation
Bureau of Bridges and Structures
Springfield, Illinois
74
Several researchers have
reported on the use of full depth
precast concrete bridge deck
panels for the replacement and
rehabilitation of deteriorated
bridge decks. They presented the
advantages of the system and
generally recommended viable
alternatives to many aspects of
the system. However, a critical
aspect of the system in terms of
design is the consideration of the
longitudinal post-tensioning.
This paper presents the analysis
of selected simply supported and
continuous bridges using finite
element modeling of the
structural system. The objective
of this analytical study was to
determine the amou nt of post-
tensioning needed in the
longitudinal direction to secure
the tightness of the adjacent
transverse joints and to keep
them in compression. Results of
the study indicate that the
minimum prestress level is 200
psi (1.4 MPa) for simply
supported bridges, while a
prestress level of 450 psi (3. 1
MPa) is needed over the interior
supports for continuous bridges.
PCI JOURNAL
 he overall objective of this re-
T habilitation study was to evalu-
ate the durability, performance,
and cost effectiveness of full depth
precast concrete bridge decks in order
to formulate an optimum bridge deck
system for the Illinois Department of
Transportation and nationwide. These
panels can be installed on steel
stringers as well as precast, pre-
stressed concrete girders . This opti-
mum design can help in further estab-
lishing the effectiveness of precast and
prestressed concrete components in
the design and construction of the na-
tion ' s bridges and highway systems .
The investigation of cracking, stiffness
degradation, and deterioration prob-
lems is vital in determining what part
of the system is inappropriate and
needs to be replaced or modified.
A major advantage in using a pre-
cast system is the minimal interference
with traffic resulting from a reduction
in construction time. In most cases ,
traffic is maintained in both directions
during the rehabilitation process by ei-
ther employing a two-phase construc-
tion plan or weekend and/or night clo-
sures of the replacement bridge.
The authors have previously pre-
sented a comprehensive literature re-
view and field investigation on full
depth precast/prestressed bridge deck
panels for bridge rehabilitation. '·•
These publications described the appli-
cation and performance of these sys-
tems in two-stage replacement projects
and new construction of bridge decks .
All components of the bridge deck sys-
tem were investigated in the field and
the most appropriate features of the
system were selected and recom-
mended as a result of the initial study.
The most effective joint configuration
(female-to-female type) was deter-
mined as a result of the survey and
inspection.
Very few states use longitudi nal
post-tensioning for tightening deck
joints; hence, debonding of the trans-
verse joint was evident, which
prompted the finite element analysis
presented in this paper. The previous
investigation also provided an indica-
tion of the most effective materials
used in this type of construction. Fi-
nite element modeling was performed
on several bridges to verify the con-
January-February 1998
elusions drawn from the previous
work presented in those earlier papers.
The main objective of the present ana-
lytical study was to determine the
amount of longitudinal post-tensioning
needed to secure the tightness of the
transverse joints and to keep these
joints in compression.
The structural performance of the
entire system is of much importance.
The analysis phase of the study facili-
tates the investigation of the joints be-
tween adjacent precast panels as well
as the connection between the slab and
its supporting system (shear pockets).
It is essential to determine the perfor-
mance of these joints under load and
the materials included within, such as
grout, shear stud connectors and other
components.
CONSTRUCTION
PROCEDURES
The first phase of construction for
replacing a deteriorated bridge deck
using this system is to close half of
the bridge and maintain the other
half for normal two-way traffic to
accommodate motorists. The exist-
ing slabs are saw cut to approxi-
mately 1/2 in . (12.7 mm) from the
edge of the top flanges of the beams.
The top flanges of the beams are
then cleaned prior to the placement
of the precast panels. A minimum
haunch of 1 in. (25 mm) is provided
to account for any dimensional mis-
alignment or expansion.
The precast panels are then set in
proper sequence on the supporting
system. As each panel is placed, it is
adjusted with the use of leveling
screws to precisely align the slab units
Parapet
Fig. 1. Typica l tra nsverse section of bridge model.
adjacent to one another. A set of post-
tensioning tendons are then run
through the sheath ducts from the live
end to the dead end. After the ducts at
the joints are properly connected and
secured, the transverse joints between
the precast panels are grouted using
polymer grout to achieve a minimum
strength of 4500 psi (31 MPa) in one
hour.
Strength and material requirements
are dependent on the practice of the
state department of transportation .
Details pertaining to these construc-
tion procedures are given in Refs . 3
and 4.
Headed shear studs are then
welded to the top flanges of the
steel. Mild steel reinforcement is
placed in the closure pours at both
ends of the span where cast-in-place
concrete is required . One hour after
the grouting of the shear keys (trans-
verse joints), the slab units are post-
tensioned longitudinally to secure
the tightness in the joints. After
post-tensioning, the sheath ducts are
grouted. The shear connector pock-
ets and girder haunches are then
grouted with -a non-shrink grout.
High early strength concrete is then
placed in the closure pours.
FINITE ELEMENT
MODELING
The finite element method is an ef-
fective tool in terms of predicting the
behavior of structures such as bridges
and their components. ' -6 Several
bridges were modeled in order to de-
termine the optimum amount of post-
tensioning required to keep the trans-
verse joints in compression and to
75
prevent any leakage. However, for the
purpose of this paper, the finite ele-
ment analysis results presented consist
of modeling two selected bridges from
the previous findings . The two bridge
types were the simply supported and
three- span continuous bridge type s.
The finite element package, ALGOR,'
was used to perform the analysis on
these bridges. Details of the models as
well as the results obtained from each
analysis are described below.
The Young's moduli of elasticity for
the reinforcing steel, normal concrete
and polymer concrete were 30 x 106 ,
4 .03 x 106 and 5.1 x 10 6 psi (206.7,
27.8 and 35 .1 GPa), respecti vely. The
Poisson's ratios for the steel and con-
crete were 0.3 and 0.18, respectively,
while the coefficients of thermal ex-
pansion were 6.5 x 10·6 per °F (2.2 x
!Q-4 per 0 C) for the steel and 5.5 x 10·6
per °F (1.9 X lQ-4 per 0 C) for the con-
crete. The applied AASHTO tru ck
loading was HS20-44. Fig. 2. Isometric view of simply supported bridge model.
Ten different component model s
were prepared and combined to simu-
late the bridge geometry and materi- • Brick Elements: Six-noded or eight- concrete compressive strength used
als. The ten models consisted of: noded elements in three-dimensional for the precast panel s was 5000 psi
1. Beams and diaphragms space with only three translational (34 .5 MPa).
2. Precast panels degrees of freedom per node. Shear connecting pockets -
3. Grout material for pockets • Plate Elements: Four-noded ele- Eight-noded brick elements were used
4. Transverse joints ments in three-dimen sional space to model the grout material for the
5. Closure pours with five degrees of freedom de- pockets. Fig. 2 show s an isometric
6. Parapets fined, three translations and two ro- view of a bridge model with the pock-
7. Shear connecting studs tations, which produce out-of-plane ets. The concrete compressive strength
8. Mild steel reinforcement for pre- bending. The rotation normal to the used for the pockets was 5000 psi
cast panels plane of the plate is not defined. (34.5 MPa). The strength of the grout
9. Mild steel reinforcement for clo- • Truss Elements: Two-noded ele- material used depends on the practice
sure pours ments in three-dimen sional space of the state DOT.
10. Post-tensioning tendons with a maximum of three tran sla- Transverse joints - Eight-noded
tional degrees of freedom defined. brick elements were used to model the
Modeling Beams and diaphragms - Four- grout material for the transverse joints.
Types of elements - Several types noded plate elements were used to Fig. 3 shows a close-up view of an
of elements are available in the finite model the supporting steel stringers isometric section of the joint. The con-
element package ALGOR. ' The se (flanges and web) and diaphragms. crete compressive strength used for
types of elements can be selected to Fig . 1 shows a cross section of a the transverse joints between adjacent
correspond to the types of structural bridge model showing the s teel precast panels was 8000 p si (55. 1
components as well as the types of stringers and diaphragms. MPa). Other materials that meet the
stresses desired . Four types of ele- Precast panels - Six-noded and desired strength criteria can be used
ments were used to perform the finite eight -nod ed brick elements were depending on the state DOT practice.
element analysis for the two selected u sed to model the precast concrete Closure pours - Eight-noded
bridges. The following is a brief de- panels . Fig . 2 shows an isometric brick elements were used to model
scription of these elements: view of a bridge model with the pre- the concrete closure pour at the end.
• Beam Elements: Two-noded ele- cast panels. Four layers of brick ele- Fig. 2 shows an isometric view of a
ments in three-dimen sional space ments were considered to a llow bridge model with the closure pour.
with a maximum of six degrees of pl ac ement of the top and bottom The concrete compressive strength
freedom defined per node , three mild steel reinforcement as well as used for the closure pours was 5000
tran slations and three rotations. the po st-ten s ioning tendons . The psi (34.5 MPa) .

76 PCI JOURNAL

Fig. 3. Isometric v iew of typical transverse joint section.
Parapets - Eight-noded brick ele-
ments were used to model the concrete
parapets. Fig . 2 shows an isometric
view of a bridge model with the para-
pets. The concrete compressive
Mild steel reinforcement
for closure pour
Fig. 4. Typi ca l stee l layout for bridge model.
January-February 1998
stre ngth u sed for the parapets was
5000 psi (34.5 MPa).
Reinforcement for precast panels
- Truss elements were used to model
the mild steel reinforcement for the
precast panels . Fig. 4 shows an iso-
metric view of a typical steel layout
for a bridge model with the mild steel
fo r the precast deck.
Reinforcement for closure pours
- Truss elements were used to model
the mild steel reinforcement for the
closure pour at the end. Fig. 4 shows
an isometric view of a typical steel
layout for a bridge model with the
mild steel for the closure pour.
Shear connecting studs - Beam
elements were used to model the shear
conn ecti ng studs in order to obtain
their actual behavior, i.e. , to obtain
both shear and moment. Fig. 5 shows
a close-up view of the section showing
the location of the studs on the steel
stri ngers.
Post-tensioning tendons - Truss
elements were used to model the post-
tensioning tendons. The post-tension-
ing was imposed using the concept of
temperature change on the truss ele-
ments. The concrete tributary area was
calculated based on the full width of
the panel in order to obtain the re-
quired strain, while the coefficient of
temperature for the steel was taken as
6.5 X 10·6 per °F (2.2 X 10·4 per 0 C).
As a result, the temperature change,
!J.T, was determined by dividing the
Shear studs
Top flange
Web
Bottom flange
Beam
Fig. 5 . Sectio n with stee l stringer and
shea r studs .
77
calculated strain with the coefficient Tab le 1. Element and node details for simply supported bridge.
of temperature. Care was taken to en- Model Number of elements Number of nodes
sure that the effective applied stress in Beams and diaphragms 141 2 1589
the tendons after all losses did not ex- - -
Precast panels 3480 5067
ceed the effective prestress, i.e., 0.6fr,u·
Fig. 4 shows an isometric view of a Grout for pockets 1440 2610
--- ·-

typical steel layout of a bridge model Transverse joints 360 882

-- -
with the longitudinal post-tensioning Closure pour 340 567
---
tendons. Parapet 123 352
Shear connecting studs 432 582
DESCRIPTION OF Reinfo rcement for precast panels 1146 984
-
BRIDGE MODELS Reinforcement for closure pour 384 168
- -
The following section provides a de- Post-tensioning 195 200
tailed description of the two selected
bridges with respect to modeling tech-
niques and material properties. The moments and shears were su perim- ments and nodes for each of the ten
discussion also provides the number of posed on the centerline of the bridge to combined models.
elements used in each model based on accurately simulate the actual loading. Five separate analyses were made to
the description of the previously men- The bridge was analyzed using account for dead loads, live loads, and
tioned elements. a structural analysis program, three different levels of post-tension-
PCBRIDGE, 8 in order to obtain the ing. The analysis accounting for the
Culpeper Bridge necessary moments and shears at the live loads included two separate load
bridge centerline. As a result, only a cases, i.e., strategically locating the
This bridge is simply supported,
quarter of the bridge structure was trucks in order to obtain the maximum
54.5 ft (16.6 m) in length and 30 ft
considered in the analysis. The mo- shear and maximum positive moment
(9.1 m) wide. The existing steel rolled
ments and shears were distributed for the simply supported bridges.
beams were 6.25 ft (1.9 m) center to
along the centerline of the bridge in The structural program PCBRIDGE8
center. This structure is maintained by
accordance with the equivalent mo- was used to obtain truck locations
the Virginia Department of Trans-
ment of inertia for the steel and con- prior to superimposing the loading on
portation . The two exterior beams,
crete. The simply supported model the model structure. Three different
spaced 3 ft (0.91 m) from the end, are
consisted of ten models with a total post-tensioning prestress levels were
W33x125 while the interior beams are
of 9312 elements and 8351 node s. implemented, namely, 200, 300 and
W33x 132. The joints between adja-
Table 1 presents the number of ele- 400 psi (1.38, 2.07 and 2.76 MPa), in
cent panels are the female-to -female
type. The connection system between
the slab and the beams consists of 4 in.
(102 mm) , 7/s in . (22 mm) diameter
shear studs. Every structural aspect of
the bridge was incorporated into the
model, including the diaphragms and
parapets . Fig. 2 shows an isometric
view of the simply supported bridge
model.
In all bridges considered, symmetry
was imposed in the transverse direc-
tion to reduce the number of elements
and nodes for the finite element solu-
tion. This procedure provided a faster
and more efficient means of perform-
ing the analysis. However, symmetry
in the longitudinal direction depends
on several parameters such as materi-
als, geometry, and, most significantly,
the type of applied loading. In some
cases, symmetry in the longitudinal di-
rection was considered because the
loading was symmetrically located on
the structure. However, when the load-
ing was not symmetric, predetermined Fi g. 6. Isometric view of three-span continuous bridge model.

78 PCI JOURNAL
Table 2. Element and node details for three-span bridge.
Model
Beams
Precast panels
Grout for pockets
Transverse joints
- -
Closure pour
Parapet
Shear connecting studs
Rei nforcement for precast panels
Reinforcement for closure pour
Post-tensioning
order to distinguish the effect of post-
tensioning on the transverse joint and
to satisfy the main objective of the
study, i.e. , to establish the necessary
effective prestress level for keeping
the joint in compression.
Weiland River Bridge
The 18-span Weiland River Bridge,
carrying two southbound lanes near
the City of Niagara Falls, was selected
for redecking. This structure is main-
tained by the Ontario Ministry of
Transportation. The structure was non-
composite prior to the rehabilitation.
For comparison purposes, four of the
five units were rehabilitated using
cast-in-place concrete decks and only
Fig. 7. Typical precast panel.
January-February 1998
longitudinally and #5 at 9 in. (15 at
Number of elements Number of nodes 230 mm) transversely, with a 13.4 in.
(340 mm) spacing at the openings for
2772 3048
- stud connectors. The tendons con-
10,244 14,813
sisted of 11 [four 0.6 in. (16 mm) di-
1232 2330 ameter strands] tendons in the panels
1248 3024 near the ends to 20 [four 0.6 in. (16
780 11 34 mm) diameter strands] tendons over
404 990 the piers and center span. The strands
468 630
had a strength of 58.4 kips (260 kN).
All the structural elements of the
4694 38 12
bridge were modeled as discussed for
562 324 the previous simply supported bridge.
408 412 Fig. 6 shows an isometric view of the
three-span continuous bridge model;
Fig. 7 shows a close-up view of a typi-
one unit of three spans at the south cal precast panel. Symmetry was once
end with precast concrete decks. again imposed in both transverse and
These three spans were 48 ft (14.6 m) longitudinal directions in order to re-
long each and 43.5 ft (13.3 m) wide, duce the number of elements and
while the panel depth was 8.85 in. nodes for the finite element solution.
(225 mm). This was accomplished by considering
The deck supporting system con- only one and a half spans of the
sisted of four lines of steel girders bridge.
with sizes of 33WF125 for the exterior The three-span continuous model
girders and 33WF150 for the interior consisted of ten models and a total of
girders. The full depth precast panels 22,812 elements and 19,528 nodes.
measured 43.5 x 7.9 ft (13.26 x 2.42 Table 2 lists the number of elements
m). Eight to twelve 7/s in. (22 mm) di- and nodes for each of the ten com-
ameter shear studs were placed in each bined models. As before, the loading
pocket, depending on location. Non- was not symmetric. As a result, the
prestressed steel was used as rein- moments and shears were predeter-
forcement for the panels. The steel mined and superimposed on the cen-
sizes were #5 at 10 in. (15 at 250 mm) terline of the bridge to accurately sim-
ulate the actual loading. However,
because this structure was continuous,
the maximum negative moment was
also considered.
Fig . 8 shows the location of the
AASHTO truck loading to produce the
maximum negative moment. The re-
maining portion of the axles was su-
perimposed as boundary conditions to
impose longitudinal symmetry . The
analyses were similar to those of the
previous bridge; however, additional
analysis was necessary to account for
the maximum negative moment condi-
tion. Otherwise, all other modeling
procedures were similar.
DISCUSSION OF RESULTS
The main purpose of the results ob-
tained from the finite element analysis
was to determine the stresses in the
transverse joints and precast panels
.under service loading conditions, and
to determine the ideal level of post-
79
 Portion ofHS-20 truck

Moments & shear

simulating live load truck loading

Fig. 8. Layout of AASHTO truck loading.

tensioning to keep the joints in com-

press ion. Therefore, analysis of the
results was concentrated on these
transverse joints.
The areas of consideration for the
joints were at the locations where ten-
sion stresses were significant. As ex-
pected, tension was more pronounced
at the bottom of the transverse joints
in the simply supported bridges. The
joints in the continuous bridges would
behave similarly at midspan. How-
ever, as expected, the behavior of the
joints would be reversed at the sup-
ports, i.e., there is more tension at the
top of the joint.

Culpeper Bridge
Initially, the transverse joints were
inspected in regard to the normal
stress distribution along the bridge.
Fig. 9 prese nts a three-dimensional
plot showing the stress variations in
both directions in the plane of the slab
deck. This figure considers only the
stresses in the transverse joints, i.e.,
only one panel between two points
longitudinally and all nodes trans- Fig. 9. Simply supported bridge. Variation of stresses in transverse joints.

80 PCI JOURNAL
 versely. The stresses along the trans-
Distance Along Half Bridge Length (mm) verse joint vary within ±50 psi (±345
-1000 0 1000 2000 3000 4000 5000 7000 8000 kPa), while the fluctuations would be
1~·~~~~~~~~~~rn~r.n~~~~~~~ 1000
reduced if the data were collected
away from the stress concentrations
: : 7~
100 ............,.............. j.......... ..... !.. due to the AASHTO truck loading .
500 -;;;- Fig. 10 shows the normal stresses
~ along the length of the slab deck at a
2~ 0 typical location away from the stress
d' concentrations . The results obtained
0
0 -~ from individual analyses correspond-
a'il ing to live load due to maximum
-250
s"
'i3 shear, live load due to maximum mo-
-500
'Sb ment, and various post-tensioning lev-
3
.s
els were superimposed to compare the
stresses in the bridge deck. Because
-750 5
D the panels rested on the supporting
"'
-1000 ] system prior to post-tensioning, the ef-
-- LL
z0 fect of dead load was neglected in su-
-12~ perimposing the loads.
- LL + 200 psi post-tensioning
-200 ---. LL + 300 psi post-tensioning The finite element analysis already
-1 500
--- LL + 400 psi post-tensioning accounted for impact during the initial
analyses. Inspection of the results re-
0 50 100 1~ 200 2~ 300 3~ vealed that the deck is only in tension
Distance Along Half Bridge Length (in.) at locations where the magnitude is
almost negligible, i.e. , approximately
Fig. 10. Simply supported bridge. Stresses along bridge length. 100 psi (0.689 MPa) (see Fig . 10).

Fig. 11 . Typical stress distribution at top surface of bridge deck.

January-February 1998 81
Fig. 12. Stresses at top su rface of three-span bridge.

However, a minimum 200 psi (1.38

Distance Along Half Bridge Length (nun)
MPa) prestress level is necessary to
secure the tightness of the transverse -5000 15000 20000 25000
400
joints and to account for all the resid-
ual stresses in the concrete including 2000
the effect of creep and shrinkage. Fig.
200
11 shows typical stress distribution
o utput for the top s urface of the
bridge deck.

Weiland River Bridge

The results obtained for this three-
span continuous bridge revealed a dif-
ferent behavior because negative mo-
ments are introduced into the structure
as a result of the continuous nature of
the structure. As expected, the critical
location for achieving compression in --LL
the transverse joints is at the central -4000
- - LL + 200 psi post-tensioning
supports. The stress distributions were - - - LL + 300 psi post-tensioning
- - LL + 400 psi post-tensioning
obtai ned along a line spanning the - - - LL + 600 psi post-tensioning -5000
bridge half length in the location of
the applied AASHTO truck loading. 0 200 400 600 BOO 1()()()
These stresses were obtained at the top Distance Along Half Bridge Length (in.)
and bottom surfaces of the bridge deck
(see Fig. 12). Fig. 13. Th ree-span bridge. Stresses in top layer of bridge deck.

82 PCI JOURNAL
 The stresses were then plotted as a
Distance Along Half Bridge Length (mm) function of the longitudinal distance
-5000 15000 20000 25000 to obtain the stress levels in the con-
400
crete bridge deck at the top and bot-
2000 tom surfaces, as shown in Figs . 13
and 14, respectively. The critical
200 stresses were located at the top sur-
'i face of the deck in the vicinity of the
s
~:r central supports. Inspection of the
g 0 ............... . graphs reveals that the 400 psi (2.76
-~ MPa) post-tensioning stress was not
i5 adequate to eliminate tension in the
!
a-200
joint near the central support of this
·eo particular bridge.
.§ Several continuous bridges were
.s
modeled in order to obtain the re-
!-400
rl) quired prestress level. As a result, ad-
Oi
ditional analysis was necessary using a
~ -4000
prestress level of 600 psi (4.13 MPa)
to achieve the desired goals (see Fig.
13). The curve denoting the 600 psi
-5000 (4.13 MPa) effective prestress level
~LL~~~~~~~~~~~~~~~~~~~ appears short of the zero tension
-200 0 200 400 600 600 1000
plateau. However, because the effect
Distance Along Half Bridge Length (in.) of post-tensioning is linear with re-
spect to a specific point on the bridge,
Fig. 14. Three-span bridge . Stresses in bottom layer of bridge deck. the necessary minimum post-tension-
ing stress level can be interpolated at
450 psi (3.1 MPa). This stress would
be utilized in the vicinity of the central
supports.
The effect of post-tensioning can
clearly be seen in Figs. 15 and 16. Fig.
15 shows the stress distribution in a
typical transverse joint due to
AASHTO truck loading only, while
Fig. 16 corresponds to the stresses in
the same section of the joint due to a
400 psi (2.76 MPa) post-tensioning
stress. The stress distribution can
clearly be seen across the depth of the
joint (see Figs 15 and 16).
In the meantime, the remaining re-
gions spanning the bridge require only
the minimum post-tensioning stress
level of 200 psi (1.38 MPa), as in the
simply supported case. The maximum
direct effective prestress level that can
be applied to the concrete bridge deck
is approximately 800 psi (5 .51 MPa)
for these panels. Therefore, this stress
cannot be exceeded. The short kinks
that are distributed in the curves sig-
nify the locations of the transverse
joints between the precast panels. The
magnitude of the compression stresses
in the joints is more than those in the
deck panels because the material used
Fig. 15. Stress distribution in typical transverse joint under AASHTO truck loading. to model these joints is more stiff, i.e.,
January-February 1998 83
its strength is almost double that of the
precast panels.
The AASHTO truck loading im-
posed on the structure yielded stress
concentrations at the point of applica-
tion. As a result, another perspective
view was considered along the bridge
to reduce the effect of the stress con-
centrations from the wheel loads. Fig.
17 shows the post-tensioning stress
levels along a line located near the
centerline of the bridge. Hence, the
curve is observed to be free of fluctua-
tions due to stress concentrations, ex-
cept for the kinks denoting the loca-
tions of the transverse joints .
However, the conclusions drawn from
Figs. 13 and 14 regarding the neces-
sary post-tensioning levels were con-
firmed. Additional analyses were car-
ried out on other bridges including a
four-span bridge, which indicated that
the stress distribution follows the same
trend as the three-span bridge as
shown in Fig. 13.

APPLICATION
EXAMPLES
The Illinois Department of Trans- Fig. 16. Stress distribution for typical transverse joint subjected to 400 psi (2.76 MPa)
portation has implemented the design post-tensioning.
recommendations and construction
procedures provided by this study, as
well as previous studies, in at least
Distance Along Half Bridge Length (mm)
five bridge deck replacement projects
0 5000 10000 15000 20000 25000
throughout the state. These projects 400
include a bridge rehabilitation over
I-74 in Knox County and another over 2000
Interstate I-57 in Williamson and 200 ................. ··························
Champaign Counties. ~
·;;
1000
-;;;-
These application bridges imple- ,e. ~
mented all aspects of design and ~:r 0 ..... 0 t,-
construction including the female-to- ~f ~f
·~ ·~
female type transverse joints, shear -1000
i5 -200 ............ i5
connectjon blockouts and studs, as 01
c 01
c
well as all material-related features
of the system. The following is a
"'
B
'lib
-2000
"'B
'lib
.§ -400 ---····
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general description of two selected
bridges. .
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Structure No. 1 00-0039
-+-LL
-5000
This structure is a four-span bridge - - LL + 200 psi post-tensioning
-800 __._ LL + 300 psi post-tensioning
over I-57 in Williamson County. Two-
__._ LL + 400 psi post-tensioning .0000
stage construction was implemented -+- LL + 600 psi post-tensioning
during the rehabilitation of the struc- -1000
ture, as shown in Fig. 18. The two end 0 200 400 600 800 1000
spans are 40.5 ft (12.345 m) long Distance Along Half Bridge Length (in.)
while the middle spans are 83 .2 ft
(25.35 m) wide. The panel depth is Fig. 1 7. Three-span bridge. Stresses in top layer of bridge deck.

84 PCI JOURNAL
7.67 in. (195 mm) while the bridge
width is 38.7 ft (11.8 m). The deck
supporting system consists of six lines
of steel girders with sizes of W33 or
6.2 m !>;II Co~tc.

W36.
The full depth precast panels were
of a length of 32 - 7.35 x 18.2 ft (2.24
x 5.55 m). The shear connection ·.-: . ,;:,. c~!; in place Clo~~;e Pour
blackouts were 15.75 x 5.1 in. (400 x
130 mm) at 22 in. (560 mm) distances,
Fig. 18. Two-stage construction for bridge over 1-57 in Williamson County.
center to center. Non-prestressed steel
was used as reinforcement for the pan-
els. The eight lines of tendons used
Number indicates the alternating sequence of stressing
consist of four 1iz in. (12.7 mm) diam-
eter, 270 ksi (1860 MPa) strands (see
Fig. 19). Hence, two lines of post-
tensioning are provided between every
two beams.

Structure No. 048-0059 Post-tensioning tendons

This structure is a four-span bridge

over I-74 in Knox County. Two-
stage construction was also imple-
mented during the rehabilitation of
this structure. The two end spans are
43.3 ft (13.2 m) long while the mid-
dle spans are 67.6 ft (20.6 m) wide.
The panel depth is 7.67 in. (195 mm)
while the bridge width is 33.1 ft
(10.1 m). The deck supporting sys-
tem consists of six lines of W30x 118
steel girders.
The full depth precast panels are of
a length of 7.35 x 18.2 ft (2.24 x 5.55
m). The shear connection blackouts
are 15.75 x 5.1 in. (400 x 130 mm).
Non-prestressed steel is used as rein-
forcement for the panels. The tendons
consist of four 1iz in. (12.7 mm) diam-
eter, 270 ksi (1860 MPa) strands (see
Fig. 19).
CONCLUSIONS
Based on the finite element analysis
for several selected bridges, including
the two bridges presented in this
paper, the following conclusions can
be drawn relative to the amount of
post-tensioning required to keep the
transverse joints in compression:
1. A minimum post-tensioning
stress level of 200 psi (1.38 MPa) is
needed longitudinally to secure the
tightness of the transverse joints for
simply supported bridges.
2. A post-tensioning stress level of
approximately 450 psi (3.1 MPa) is re-
End plates
Fig. 19. Post-tensioning tendons.
quired to keep the transverse joint at
the interior support (negative moment
region) in compression for continuous
bridges.
3. A minimum stress level of ap-
proximately 200 psi (1.38 MPa) is
needed at midspan (positive moment
region) for continuous bridges.
REFERENCES
1. Issa, M. A., Yousif, A. A. , Issa, M. A.,
Kaspar, I. I., and Khayyat, S. Y., "Field
Performance of Full Depth Precast Pan-
els in Bridge Deck Reconstruction," PCI
JOURNAL, V. 40 , No. 3, May-June
1995, pp. 82-108.
2. Issa, M. A., Idriss, A. T., Kaspar, I. I.,
and Khayyat, S. Y., "Full Depth Precast
and Precast, Prestressed Concrete
Bridge Deck Panels," PCI JOURNAL,
V. 40, No. 1, January-February 1995,
pp. 59-80.
3. Issa, M. A., Yousif, A. A., and Issa,
M . A., "Construction Procedures for
Rapid Replacement of Bridge Decks,"
Concrete International, V. 17, No. 2,
February 1995, pp. 49-52.
4. Issa, M . A ., Yousif, A. A. , and Issa,
M. A., "Structural Behavior of Full Depth
4. As a result of this study, the Illi-
nois Department of Transportation has
implemented these design recommen-
dations and construction procedures
on several bridges, including bridges
over I-74 in Knox County and bridges
over Interstate I-57 in Williamson and
Champaign Counties.
Precast Prestressed Concrete Bridge Deck
Replacement," Final Report submitted to
Illinois Department of Transportation,
Springfield, IL, October 1995.
5. Saadeghvaziri, M. A., "Finite Element
Analysis of Highway Bridge Subjected
to Moving Loads," Computer and Struc-
tures, V. 49, No. 5, September-October
1993, pp. 837-842.
6. Marzouk, H. M., and Chen, Z., "Finite
Element Analysis of High-Strength
Concrete Slabs," ACI Structural Jour-
nal, V. 90, No. 5, September-October
1993, pp. 505-513.
7. ALGOR Linear Stress and Vibration
Analysis Processor Reference Manual,
ALGOR, Inc., Pittsburgh, PA, 1993.
8. PCBRIDGE, PCLinks, Inc. , Gold River,
CA, 1992.

January-February 1998 85