SEGMENTAL BOX GIRDER

(SBG)

Ir. Wan Ikram Wajdee Wan Ahmad Kamal

1
 SEGMENTAL BOX GIRDER
(SBG)
1.0) Introduction
What is SBG?
❑ main beam comprise girder in the shape of a hollow box

❑ comprises either prestressed concrete, structural steel, or a composite of steel

and reinforced concrete

❑ The box is typically rectangular or trapezoidal in cross-section

❑ commonly used for highway flyover, modern elevated structures of light rail
transport,beam bridge and cable-stayed bridges
SEGMENTAL BOX GIRDER
(SBG)
SEGMENTAL BOX GIRDER
(SBG)

Trapezoidal Box Shape

 SBG CASTING SEQUENCES

Tying rebar in the dedicated Placement of reinforcement Concreting of SBG

reinforcement jig cage in the SBG mould using
overhead crane

SBG storage yard Completed SBG transported to Completed SBG segments

yard by Straddle Carrier
SEGMENTAL BOX GIRDER
(SBG)
1.1) Introduction and Overview of Segmental Construction

❑ Although the segmental construction concept is generally very simple,

the construction technology involved is in numerous ways more
demanding than that required for other types of bridge construction.

❑ The use of segmental concrete bridge construction has grown rapidly,

which has sometimes led to involvement of personnel with limited
experience with segmental technology in the construction process.

6
SEGMENTAL BOX GIRDER
(SBG)
1.2) Advantages of Segmental Construction

❑ Segmental concrete bridge construction offers the advantages of

industrialized, repetitive construction procedures, which contribute to
reductions in cost and construction time, as well as improved quality
control.
❑ Segmental bridge construction offers maximum protection to the
bridge environment, and provides for maintenance of highway and
railway traffic at the construction site.
❑ Segmental bridges are easily adaptable to curved highway aligument
and also provide aesthetic advantages.

7
SEGMENTAL BOX GIRDER
(SBG)

8
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.1 Precast Segmental Span-by-Span

❑ Precast segmental span-by-span bridges have normally been used for a

span range of 25 m to 60 m.

❑ Span-by-span bridges provide very high speed of construction, and can

be constructed over or parallel to existing highways with little or no
impact on traffic.

❑ Span-by-span bridges are most often constructed using an erection

truss under/over the segments.

9
SEGMENTAL BOX GIRDER
(SBG)
1.3.1 Precast Segmental Span-by-Span
Constant Depth :-

❑ When the main spans of a structure are less than 65/70 m long, bridge
decks of a constant depth are generally the most economical.

❑ because the savings made by simplifying the formwork tools for the
deck (form travelers or prefabrication units) and reinforcement for the
deck are much greater than any possible savings in materials.

❑ In this case, the depth of the deck (L/D ratio) is between 1/20 and 1/25
of the maximum span. However, a minimum of 2.20 m is required for
satisfactory movement inside the box girder.
10
SEGMENTAL BOX GIRDER
(SBG)

11
SEGMENTAL BOX GIRDER
(SBG)
1.3.1 Precast Segmental Span-by-Span
Parabolic variable depth :-

❑ In excess of 65 m/70 m, very large forces affect the cantilevers,

requiring a large deck depth at piers which seems very excessive at the
other sections of the span.

❑ It therefore becomes economically viable to build a deck of variable

depth.

❑ For these structures, the variation in depth between the crown and the
pier is generally parabolic in form. The cantilever must be symmetrical
in order to guarantee its stability during construction.

12
SEGMENTAL BOX GIRDER
(SBG)
1.3.1 Precast Segmental Span-by-Span
Parabolic variable depth :-

❑ The section of end span which is cast on falsework or built by over-

cantilevering is always of a constant depth (the same depth as the
crown).

❑ In standard cases, the depth at the pier hp is between 1/16 and 1/18
of the length of the span.

❑ The depth at the crown is generally between 1/30 and 1/35 of this
same distance, with a minimum of 2.20 m for ease of movement
within the box girder.

13
SEGMENTAL BOX GIRDER
(SBG)

14
SEGMENTAL BOX GIRDER
(SBG)

Typical span by span erection

15
SEGMENTAL BOX GIRDER
(SBG)

Interior span Post-Tensioning for Span-by-Span

Construction
16
SEGMENTAL BOX GIRDER
(SBG)

Expansion Joint Span Post Tensioning for Span-by-

Span Construction
17
SEGMENTAL BOX GIRDER
(SBG)

External/Internal tendon for Span-by-Span

Construction
18
SEGMENTAL BOX GIRDER
(SBG)

Launching Gantry System for Span-by-Span

Erection
19
SEGMENTAL BOX GIRDER
(SBG)

Typical erection for Span-by-Span Construction

20
SEGMENTAL BOX GIRDER
(SBG)
 SEGMENTAL BOX GIRDER
(SBG)
REAR SUPPORT FRONT SUPPORT
 SEGMENTAL BOX GIRDER
(SBG)
WINCH TROLLEY &
AUXILIARY SUPPORT SERVICE CRANE
TYPICAL OF SEGMENTS
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.2 Precast Segmental Balanced Cantilever Bridges

❑ Precast segmental balanced cantilever bridges are presently used in

the Malaysia for spans up to 70 m.

❑ The balanced cantilever construction process involves placing

segments progressively on alternate sides of a pier.

❑ As shown in diagram below, segments can be erected by land or

barge-mounted cranes, by deck-mounted lifting equipment, or by an
overhead gantry.

25
 SEGMENTAL BOX GIRDER
(SBG)
❑ Erection speed using cranes typically varies between 2 to 4 segments
per day per crane.

Form Traveler Erection for Cantilever Erection

26
SEGMENTAL BOX GIRDER
(SBG)

Form Traveler Erection for Cantilever Erection

27
SEGMENTAL BOX GIRDER
(SBG)

Example of Precast Cantilever Construction (NPE)

28
SEGMENTAL BOX GIRDER
(SBG)

Launching Gantry for Cantilever Erection

29
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.3 Precast Segmental Progressive Placement

❑ Precast segmental progressive placement may be used for spans

ranging from 30 m to 100 m.

❑ This method of construction has been applied or considered in

environmentally sensitive locations where construction access is
restricted to one or both ends of the bridge.

30
SEGMENTAL BOX GIRDER
(SBG)

31
SEGMENTAL BOX GIRDER
(SBG)

32
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

❑ Cast-in-place balanced cantilever bridges are used for spans ranging

from 100 m to 300 m, although spans in excess of 230 m are rare.

❑ Typical cast-in-place cantilever bridge construction is illustrated in

Figures below, the construction of cast-in-place cantilever bridges is
based on the use of form travelers which support the concrete for
segments that typically vary between 3.0 m and 5.5 m long, although
longer lengths are possible.

33
SEGMENTAL BOX GIRDER
(SBG)

34
SEGMENTAL BOX GIRDER
(SBG)

35
SEGMENTAL BOX GIRDER
(SBG)

36
SEGMENTAL BOX GIRDER
(SBG)

37
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

❑ An average form traveler, for a single-cell box girder weighs

approximately 40-80 tonnes. Extreme weights for large form travelers
can exceed 100 t.

❑ Typically, segments are constructed in each form traveler on a 7-days

per cycle.

❑ However, 2-, 3- and 4-day cycles per segment have been achieved in
some cases.

38
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

A . Preliminary Sizing
Span Configuration :

❑ Usually for the end span of balanced cantilever bridge which is having
the haunch depth, the minimum length shall be adopted is 0.55 of
main span length Lc if any constraint at site is imposed. However the
optimum length shall be taken in the range of 0.60 – 0.70 of main
span length, Lc. However

39
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

Box Depth :
❑ At pier/support : It was recommended by FHWA, the right depth for
box at pier is ranging of L/d = 16-20. For optimum depth, it is
suggested to adopt L/d =18.

❑ Meanwhile at midspan : L/d = 30-50. In our case, we adopted 9.0 m at

pier and 3.6 m at midspan.

40
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

41
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

42
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

Cross Section Dimension :

43
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

Cross Section Dimension :

L1/L2 ≥0.45 where both L1 and L2 are measured from the web center line.
Lhaunch/Lslab ~0.2 -0.3
T1/T2 is 1:1.5-2.0
T1 is minimum slab to be taken of 200 mm.
T2 ≥L1/ 7
T3 ≥ L2/25
T5 ≥L5/30
T4≥14’’ to facilitate concrete placement.

44
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

45
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

46
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

B. Longitudinal Analysis

1) Construction loadings

❑ During construction period, the most crucial part is to ensure a

cantilever pier is remained in a stable condition. In order to achieve
this objective, there are two majors approach could be utilized for the
stability condition.

47
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

B. Longitudinal Analysis

❑ They consisted of false work that is conventionally using temporary

prop and bracing system and another method is we can use a free
cantilever structure itself rested on pier monolithically.

48
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

B. Longitudinal Analysis

❑ In our study/discussion we opted to a second method construction due

to site constraint that is available at site area.

❑ This stability analysis has to be executed to verify the selected

substructure system and the robustness of pier itself.

49
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

B. Longitudinal Analysis

❑ Since all adverse loadings (unbalanced moment and vertical) due to

cantilever construction will be going down to concrete pier and
foundation, stringent analysis need to be verified thoroughly. This
stability analysis has to be executed to verify the selected substructure
system and the robustness of pier itself.

50
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.4 Cast-in-Place Segmental Balanced Cantilever Bridges

B. Longitudinal Analysis (Case 1)

❑ Among of the load cases need to be checked

i) In normal construction, out of balance :

1. One segment out of balance.

2. The traveler advanced onto newly cast leading segment.

51
SEGMENTAL BOX GIRDER
(SBG)
3. Construction loading of 0.5 kpa to be imposed on one side cantilever
and 0.25 kpa to be imposed on another side cantilever. This checking is
needed to be executed at half cantilever and full cantilever. At cantilever
tip, we assigned a point load of 40 kN value to represent a compressor,
stressing equipments, jack and laborers.

4. A tolerance on the weight of the deck, leading to an additional load of

2.5% of self weight on the side of leading cantilever.

52
SEGMENTAL BOX GIRDER
(SBG)
5. A tolerance on the weight of the deck, leading to an additional load of
2.5% of self weight on the side of leading cantilever.

6. Wind uplift effect where a 0.5 kpa area load to be imposed in upward
direction toward one side cantilever.

53
 SEGMENTAL BOX GIRDER
(SBG)
B. Longitudinal Analysis (Case 2)

❑ Among of the load cases need to be checked

ii) Disaster scenario :

1. The complete loss of a segment on either side.

2. The dynamic of this loss. The loss of a segment by failure of the

supporting shutter during casting is unlikely to be an impulse and upwards
dynamic force of 25 % of segment weight is suggested.

54
 SEGMENTAL BOX GIRDER
(SBG)
B. Longitudinal Analysis (Case 2)

3. The 2.5 percent of weight cast segment is also need to be considered

as above.

4. Construction loading of 0.5 kpa to be imposed on one side cantilever

and 0.25 kpa to be imposed on another side cantilever. This checking is
needed to be executed at half cantilever and full cantilever. At cantilever
tip, we assigned a point load of 40 kN value to represent a compressor,
stressing equipments, jack and laborers.

55
 SEGMENTAL BOX GIRDER
(SBG)
B. Longitudinal Analysis (Case 2)

5. Wind uplift effect where a 0.5 kpa area load to be imposed in upward
direction toward one side cantilever.

56
SEGMENTAL BOX GIRDER
(SBG)

57
SEGMENTAL BOX GIRDER
(SBG)

58
SEGMENTAL BOX GIRDER
(SBG)

59
SEGMENTAL BOX GIRDER
(SBG)

60
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.5 Cast-in-Place Segmental Incremental Launching

❑ Cast-in-place segmental incremental launching involves construction of

segments in a casting bed at one or both abutments, and pushing the
segments across the piers by means of hydraulic jacks.

❑ The principle of incremental launching is illustrated in Figure below.

61
SEGMENTAL BOX GIRDER
(SBG)

62
SEGMENTAL BOX GIRDER
(SBG)

63
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.5 Cast-in-Place Segmental Incremental Launching

❑ Usually, the deck is equipped with a steel launching nose to control the
cantilever bending moments.

❑ It is normally used for bridges with spans between 30 m and 55 m,

with a plan area in excess of 3,000 m2.

❑ Longer spans may be launched, but they require intermediate

falsework towers to cut down the launching span.

64
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.5 Cast-in-Place Segmental Incremental Launching

❑ Rates of construction are typically one 15–25 m segment per week.

However, there are large variations in the methods and rate of
construction.

❑ The major falsework required for the construction of a launched bridge

deck consists only of the casting area and the launching nose. Also
required are the launching jacks, the launch bearings and the jacking
arrangements at the head of each pier.

65
SEGMENTAL BOX GIRDER
(SBG)
1.3) Structure Types
1.3.5 Cast-in-Place Segmental Incremental Launching

❑ Conventional launched bridge decks require typically up to 20 per cent

more prestressing steel than bridges built by other methods, due to
the relative inefficiency of the first stage central prestress.

❑ The penalty in weight of prestress is limited if the span/depth ratio of

the deck is below 15, with 13 being approximately the optimum.

❑ If it is necessary to launch a shallower deck, it may be economical to

cut down the launching span by introducing temporary towers.

66