On the Torsional Behavior of the Longitudinal Bridge Girders Used in the LT-Bridge Construction Method

Abstract

A new bridge construction method, combining semi-precast elements and in situ concrete, has been developed at TU Wien, with the aim of decreasing erection time. In the course of construction using this new method, structural conditions arise that render a more detailed investigation necessary. By connecting a precast, thin-walled box girder to a bridge segment located on a pier by means of post-tensioning, a joint is created. By casting in situ concrete on the bottom and top slabs, the joint can be bridged with longitudinal reinforcement; however, the unreinforced vertical joints in the webs remain. This detail is a specific characteristic of the LT-bridge construction method and needs to be further investigated and assessed, as the question arises as to how this circumstance affects the torsional bearing behavior of the bridge superstructure. Torsion tests described in the literature consider ordinary box girders with longitudinal reinforcement or post-tensioned segmental bridges without longitudinal reinforcement at the joints. Therefore, the new reinforcement layout at the joints had to be investigated experimentally. Two large-scale thin-walled box girders—one without joints in the webs and the other with unreinforced joints in the webs—were tested, allowing for a direct comparison of conventionally manufactured bridges and those erected with the new bridge construction method. Furthermore, we investigated whether the results of common calculation methods corresponded to the experimental findings.

Zur Querkrafttragfähigkeit von dünnwandigen Hohlkästen mit unbewehrten Fugen in den Stegen

“…Eine Weiterentwicklung hin zu dünnwandigen Hohlkästen beschreibt die Halbfertigteil-Segmentbauweise [4]. Die neueste Methode, welche sich die Vorteile von dünnwandigen Betonfertigteilen zu eigen macht, wird LT-Brückenbauverfahren genannt [5][6]. Da-bei werden dünnwandige Hohlkästen, welche in Längsrichtung (L) der Brücke zur Lage kommen, mit speziell für dieses Verfahren entwickelten Fahrbahnplattenelementen, welche in die transversale Richtung (T) orientiert sind, kombiniert.…”