&1 Parag S. Nimse PhD, PE Former PhD Student, Department of Civil Engineering, University of Toledo, Toledo, Ohio, USA &2 Douglas K. Nims PhD Associate Professor, Department of Civil Engineering, University of Toledo, Toledo, Ohio, USA & 3 Arthur Helmicki PhD Professor, School of Electronic and Computing Systems, University of Cincinnati Infrastructure Institute, University of Cincinnati, Cincinnati, Ohio, USA &4 Victor J. Hunt PhD Research Associate Professor, School of Electronic and Computing Systems, University of Cincinnati Infrastructure Institute, University of Cincinnati, Cincinnati, Ohio, USA 1 2 3 4 The accuracy of a finite-element model depends on the assumptions made during modelling. A combined experimental and analytical approach which uses a minimum of expensive instrumentation and construction loading to verify the modelling assumptions and validate the mathematical model was used to study a delta frame on the Veterans9 Glass City Skyway (VGCS). The VGCS is a twin segmental box girder cable-stayed bridge with three lanes in each direction located in Toledo, Ohio. The delta frame is a complex and critical element of the bridge that transfers loads from the box girders to the stay cables. It was instrumented with a sparse array of strain gauges. A small number of strain gauges were placed in regions of expected high strain. The model was calibrated using the prestressing loads and was used to investigate potential cracking during construction of the delta frame and was incorporated in a larger model of the entire bridge. The accuracy of the work was confirmed by inspection for cracking and strain measurements on the completed bridge. Notation A cross-sectional area (transformed) of the bottom chord I y , I z of inertia about y and z axis M y , M z moment about y and z axis P axial force in the member Y y , Y z distance from y and z axis respectively s normal stress at the gauge location 1. Introduction The Veterans9 Glass City Skyway (VGCS) (see Figure 1) is a cable-stayed bridge on the eastern edge of downtown Toledo, Ohio that spans the Maumee River. It carries six lanes of interstate I 280. The bridge has a single plane of fanned stays. It has several unique features. It is the first bridge in the USA to have a stay cable cradle in pylon. At the time it was built, it had the largest cable stays ever used. It is the only bridge in the USA with stainless steel stay cable sheathing. It is the first bridge in the world with glass panels in the pylon internally lit by programmable light emitting diodes. It also employs delta frames: a fairly new approach for attaching the single plane of stays to the roadway box beams. A research project was developed to study the construction and service life response of the bridge. The objective was to use instrumentation and continuous monitoring to collect mea- surements from a limited number of critical locations on the structure to understand the overall bridge performance. Delta frames are critical elements in the structure of the Veterans9 Glass City Skyway (VGCS) cable-stayed bridge. Delta frames are triangular elements contained within the concrete deck which carry live and dead loads from the twin box segments (see Figure 2) to the stay cables. The owner was concerned that the lower chords of the delta frames would crack during post- tensioning, handling and erection. These cracks would close later when the stays were tensioned. However, it was feared Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt Proceedings of the Institution of Civil Engineers Bridge Engineering 166 March 2013 Issue BE1 Pages 515 http://dx.doi.org/10.1680/bren.10.00023 Paper 1000023 Received 29/06/2010 Accepted 27/07/2011 Published online 22/11/2012 Keywords: bridges/cables & tendons ice | proceedings ICE Publishing: All rights reserved 5 that the hairline cracks would provide a path for water ingress during the 100 year design life of the bridge. Thus, cracks during construction could result in future maintenance problems and shorten the service life of the delta frames. During design, the delta frames had been modelled with two- dimensional elements. To confirm there was no cracking, the present study was performed on one of the first delta frames cast. Although this study was performed concurrently with the rest of the bridge instrumentation project, the objectives of the present study were specific to the delta frames. During this study a more detailed three-dimensional (3D) model of the delta frame calibrated by measuring the strains at critical locations was developed. The calibrated model was then used to predict surface cracking. The model predictions were verified by strain measurement and inspection during the post-tensioning of the delta frame. The VGCS delta frames are difficult to model because of their geometry, the boundary conditions associated with various construction stages and heavy post-tensioning. The slender legs and the massive stay anchor block and tendon anchor blocks make it difficult accurately to determine the relative stiffnesses of the components. With insight from a priori two-dimensional (2D) model, a sparse instrument array was designed and a 3D model calibrated to better estimate the actual state of the structure. This is less expensive than a full blown instrument suite while decreasing the uncertainty in the assumptions. An accurate model is important because the delta frame model will be used in a larger calibrated model of the entire bridge. A 2D design model is generally conservative and accurate enough to proceed with the construction of the bridge, but a calibrated model is necessary to assess the state of the bridge at the end of construction and to assist with future maintenance. Delta frames are an innovation that simplify construction of the main span by supporting the twin box segments with a single plane of stays (Figures 2 and 3). Delta frames have been used in the Varina-Enon Bridge over James River and the Chesapeake and Delaware Canal Bridge (Goni et al., 1999; Pate, 2000). On the VGCS, there are 42 delta frames, one at each end of the 20 stay cables, and two delta frames next to the pylon that have no stays. Each delta frame weighs approxi- mately 900 kN (100 tons). These delta frames are the largest and most heavily loaded yet designed. The VGCS Bridge was constructed using two methods. The backspan (Figure 3) south of the pylon was built in five spans, using temporary piers. The main span north of the pylon was built using the cantilever method to avoid obstructing the navigation channel. The loading of the delta frame changes completely from construction to service. The major construction events in the life of the delta frame are casting, initial post-tensioning, erecting the delta frame into final position on the bridge, final post-tensioning and the stressing of the stay. The initial post- tensioning was done in a storage yard with tendons DF2, DF3 and DF1 being tensioned (Figures 4 and 5). Final post- tensioning was done with tendon DF4 when the delta frame was in its final position on the bridge (Figure 6). From the initial post-tensioning until the stay is tensioned, the bottom Figure 1. Cantilever construction in progress, VGCS cable-stayed bridge Shoulder lane Southbound lanes Bottom chord Northbound lanes tendon anchor block Main span cross section at stay anchorages (looking upstation) Shoulder Girder centre line Tendoncarrying arm Stay anchor block Centre line survey and construction VGCS Grinder centre line Delta frame Anchor keys and segment keyways Lane Lane 3 . 05 m 8 . 64 m 3 . 05 m 3 . 66 m 3 . 66 m 3 . 66 m 10 . 87 m Figure 2. Typical arrangement of a delta frame and segments at stay anchor locations Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 6 chord of the delta frame has some regions where the concrete may experience tensile stresses. When the stay is tensioned, the entire bottom chord goes into compression, thus eliminating any tensile stresses. As the entire VGCS is instrumented for long-term monitoring, the calibrated delta frame model will be incorporated into the analytical model of the full bridge and serve the broader purpose of supporting the maintenance of the bridge throughout its life. Since both stages of post-tensioning induced tension in regions of the bottom chord (Figure 2), cracking remained a possibility. A finite-element model of an individual delta frame was developed and calibrated against the measured short-term response for the first stage of post-tensioning, after which the strain levels at this stage were checked against cracking. This calibrated model was then used as a component of a more complex model of the cross-section. Agreement between the short-term strains calculated using the cross-section model and the measured strains during the DF4 stressing confirmed the calibration of the delta frame model. The cross-section model was then used to check the strain level at potential cracking locations. At this stage, the long-termstrain levels (the combined strain levels owing to initial post-tensioning, self-weight with delta frame in its final position and final post-tensioning) were checked against cracking. The following sections present descriptions of the instrumen- tation, data collection and data processing, and discussion of the observations. The model calibration and strain verifi- cation process for both stages of post-tensioning is then discussed. 2. Instrumentation The instrumentation system was designed to collect strain data for selected loading conditions in the critical regions of the delta frames in a form that could be used to validate the analysis. The critical event that causes significant tension in the bottom chord of the delta frame was tensioning of the tendons. Tensioning of the tendons was a relatively slow event (taking about an hour for three tendons) and the conditions of interest were the state of strain in the bottom chord before and after the tensioning of tendons. Therefore, a sampling rate of 15 min was used to capture the effects of interest. To reduce the instrumentation costs, the delta frame instrumentation was compatible with the data acquisition systems used for the instrumentation on the rest of the bridge. Pier 26 nb and sb centre line Pier 29 nb and sb centre line Pier 30 nb and sb centre line Pier 27 nb and sb centre line Stay cable 20b Stay cable 20a Cantilever span north of the pylon Stay 18b anchorage point location of delta frame 18b Typical stay anchor point Stay cable 1b Stay cable 1a Pier 28 (pylon) centre line Back span south of the pylon Figure 3. Main span of Veterans9 Glass City Skyway Bridge Girder centre line Girder centre line Transverse tendons Tendon DF2 Tendon DF4 Tendon DF4 Tendon DF3 Tendon DF1 Median slab Stay cable sheath Inside parapet Stay anchor block Delta frame bottom chord Delta frame tendon anchor block Delta frame and segment key ways looking area Centre line survey and construction-VGCS Tendon DF4 anchor block Figure 4. Delta frame in final position with tendons shown Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 7 Since it was among the first to be cast, delta frame no.18B (the delta frame anchoring the eighteenth stay on the back span, Figure 3) was chosen to be instrumented. A preliminary 2D model of the delta frame was used to identify regions of anticipated high tensile strains in the bottom chord. The 2D model developed simulated the DF2, DF3 and DF1 post- tensioning. The tensioning of each tendon induces bending in the bottom chord. The deflected shape corresponding to these tensioning events can be seen in Figure 7. Since the long-term goal was to monitor the delta frame through all the important construction events up to and including the stressing of the stay cables, the design of the instrumentation took into account the projected behaviour of delta frame when in its final in-built position on the bridge and subjected to the tensioning of DF4. The gauges were located near the regions predicted to have high tensile stresses and aligned along the length of the bottom chord of the delta frame. The gauge configuration was sensitive to both bending and axial deformations and the measured strains are the sum of bending and axial strains at the gauge location. The gauges used were vibrating wire gauges 4200 (embedment) and model 4911 (sister bar) manufactured by Geokon (Geokon, 1997). Both gauge types come equipped with built- in thermistors for temperature monitoring and thermal correction. The vibrating wire gauge operates on the principle that the resonant frequency of a stretched wire changes when the tension in the wire changes. In practice, the gauge contains a wire stretched between two end blocks. Owing to deforma- tion of the concrete in which the gauge is embedded, the end blocks move relative to each other changing the tension in the wire. Changes in frequency are measured by plucking the wire and measuring the frequency with an electromagnetic coil. The embedment gauge has a short gauge length (153 mm) and is anchored by small plates at the end of the gauge. Cracks within the gauge length or in the region of the end plate could invalidate the readings. The sister bar has a longer gauge length (1384 mm) and is anchored by a piece of reinforcing bar which can span across local cracks. Therefore, cracking will not invalidate the average strain reading of the sister bar gauges. The short gauge length allows more accurate capture of peak strains while the longer gauge length allows meaningful readings in the event of cracking. Four embedment and four sister bar gauges were used as shown in Figure 8. The gauge locations are given in Table 1. The gauge output includes the effects of both axial forces and moments about the z and y axes. A pair of gauges, consisting of one gauge of each type, was put at each elevation at each gauged section. The redundancy of two gauges at the same vertical location increased the probability that the tensile strains of interest were captured. However, since both gauges were at the same elevation, the gauges cannot capture both the axial and bending force at a section. Therefore, the finite- element model must be used to find the internal forces and overall behaviour. Thus, the gauge configuration selected is a sparse economic array that captures the desired strains, has sufficient redundancy and can be used to verify the finite- element model while having a low cost. 3. Data collection Data were continuously collected at 15 min intervals using a datalogger beginning the day when the delta frame was cast. The only time it was interrupted was during the transfer of the delta frame from the casting bed to the storage yard. The strain data were collected at 15 min intervals during the initial post- tensioning and at one-minute intervals during the final post- tensioning. The collected data were transferred to the laptop during periodic visits to the casting yard. Delta frame 18B was cast on 26 September 2003, moved to storage on the 30 September 2003; initial post-tensioning was performed on 16 October 2003 and final post-tensioning completed on 9 June 2006. Projection of DF4 on bottom chord Projection of DF2 on bottom chord Projection of DF3 on bottom chord Projection of DF1 on bottom chord North bound side South bound side 18BVNTO 18BSNTO 18BSNBI z axis x axis 18BVNBI 18BVNBI 18BBSSBI 18BVSTO 18BSSTO Figure 5. Projected view of delta frame bottom chord with gauge and tendon locations Figure 6. Delta frame on the bridge in its final position supported with temporary beams Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 8 4. Support conditions The support conditions for initial and final post-tensioning differ. During initial post-tensioning, the delta frame was stored in the casting yard in a horizontal position. Figure 9 shows the stored position and supports. For final post- tensioning (DF4), the delta fame is supported so that it stands vertically (Figure 6) in its final position on the bridge with temporary supports. The two keys (Figures 4 and 6) at the junction of the bottom chord and the tendon-carrying arms on both ends of the delta frame fit into the keyways in the segments. At the top, the delta frame is connected to the segments through the cast-in-place median slab, Figure 4. Seven transverse tendons run through the top flange of the segments from the left end of the southbound segment to the right end of the northbound segment (see Figure 4, transverse tendons), and they go through the conduits placed inside the stay anchor block of the delta frame. The delta frame installation construction sequence begins with the lifting and supporting of the delta frame into its final position, followed by the pouring of median slab and area around the keys, then the stressing of the transverse tendons going through stay anchor block and ends with the tensioning of DF4. 5. Data processing 5.1 Initial post-tensioning (DF2-DF3-DF1 stressing) During the initial post-tensioning, tendon DF2 was tensioned, then tendon DF3 was tensioned and, finally, DF1 was tensioned. Typical support locations (symmetric about y axis) Typical strain gauge location on lower face of lower chord y x Typical strain gauge location on upper face of lower chord Figure 7. Delta frame preliminary deformed shape (from Chamaria, 2004) 0 . 38 m 0 . 99 m Stay anchor block 4 . 58 m 0 . 43 m 0 . 32 m 0 . 85 m 0 . 34 m 0 . 12 m 0 . 36 m 0 . 15 m 0 . 39 m 0 . 43 m 1 . 37 m 1 . 37 m Plan 1 . 12 m 1 . 02 m 1 . 32 m 1 . 52 m 8 . 22 m 0 . 32 m 0 . 61 m 18BSNTO 18BSNTO 18BSNBI 18BSNBIi 18BSSBI 18BSSBI 18BSSTO 18BSSTO 18BVNTO 18BVNTO 18BVNBI Elevation 18BVNB 18BVSBI 18BVSBI 18BVSTO 18BVSTO 0 . 26 m Tendon anchor block Figure 8. Delta frame elevation and plan view Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 9 A datum was set corresponding to strain levels at 11:00 am on the day of initial post-tensioning. During the initial post- tensioning, tendon DF2 (started at about 1:45 pmand completed around 2:00 pm) was tensioned first followed by tendon DF3 (completed by 2:30 pm) and finally DF1 (completed by 2:45 pm). The datum strains were deducted from values at 2:15 pm, 2:30 pm and 2:45 pm. Thus, the strains being studied are the short- term elastic strains solely owing to the initial post-tensioning. Table 2 shows the final strains (micro strain) at the end of each 15 min time step, starting from 1:45 pm to 2:45 pm. Figure 10 graphically illustrates the change in strains through time for all the gauges, starting at 11:00 am of October 21, 2003 to 6:00 pm of the same day. Gauge 18BVNBI failed and its response is not reported. 5.2 Final post-tensioning (DF4 stressing) The stressing of DF4 took place when the delta frame was installed on the bridge. On 9 June 2006 post-tensioning started at 4:30 pm and ended at 4:45 pm. As for the initial post- tensioning, a datum level was set to a time corresponding to the start of post-tensioning. Figure 11 illustrates the short-term change in strain levels corresponding to tensioning. Here the data collection interval was set to 1 min. Table 3 gives the change in strain level for each gauge as a result of this activity. Since the time difference between the datum and the final reading for both initial and final post-tensioning was very small, the time-dependent effects such as creep, shrinkage, and relaxation are negligible. Gauge Gauge co-ordinates inches (25?4 mm ) X Y Z 18BVNTO 2219?31 8?38 6?75 18BSNTO 2223?63 8?75 210?25 18BVNBI 247?00 29?13 211?50 18BSNBI 244?56 28?50 8?00 18BVSTO 230?31 8?50 210?50 18BSSTO 228?06 8?25 7?50 18BVSBI 46?75 29?00 6?00 18BSSBI 44?69 29?00 211?00 Table 1. Gauge locations (see Figure 7 for orientation of the co- ordinate axes) Figure 9. Delta frame in storage yard in the horizontal post- tensioning position 1:45 PM a 2:15 PM a 2:30 PM a 2:45PM a Gauge DF2 (2:00PM) b DF3 (2:26PM) b DF1 (2:42PM) b 18BVNTO 5?8 20?1 246?6 213?9 18BSNTO 20?1 21?9 42?7 216?8 18BSNBI 2?2 23?0 34?6 91?5 18BVSTO 21?5 273?0 227?5 230?0 18BSSTO 4?9 53?6 24?5 211?5 18BVSBI 20?2 55?8 52?5 74?3 18BSSBI 23?9 225?0 70?2 60?8 All readings in micro strain reported at gauge locations a Time readings recorded b Time tensioning completed Sign convention: (2) compression; (+) tension Table 2. Strain measurements during the post-tensioning sequence DF2-DF3-DF1 95 VNTO VSTO VSBI SNTO SNBI SSTO SSBI 75 55 35 15 5 25 45 Time Hrs: min 65 85 1100 1200 1300 1400 1500 1600 M i c r o
s t r a i n Figure 10. Change in strain owing to DF2-DF3-DF1 post- tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 10 6. Discussion The following observations were made after processing the data to isolate the responses of each of the post-tensioning stages (Chamaria, 2004). Figure 5 shows that DF2 lies in the same vertical plane as gauges 18BSNTO, 18BVSTO and 18BSSBI (average z coordinate 5 210?58 in (2270 mm)) so, when DF2 is tensioned, these gauges go in compression owing to the moment about the vertical axis (Myy) whereas the gauges on the positive z-axis are in tension owing to moment Myy (see Table 2). Since DF2 is in the arm on the south side of the delta frame, similar effects can be seen in the north arm, the difference being that the change in strain is smaller on the north side. Thus, DF2 tensioning creates an unsymmetric stress field. When DF3, which runs through both the north and south arms and lies on positive side of the z-axis (Figure 5), is tensioned, it has similar effects. Even after DF3 is tensioned, the delta frame is still unsymmetrically post-tensioned. Since DF3 goes from one tendon anchor block to the other, it also pushes the stay anchor block (Figure 4) down, thus transferring the load through the V-strut to the central part of the bottom chord bending it downwards. As a result, the four gauges near the V- strut show tension, and the gauges at the tendon anchor blocks show compression (Table 2). The tensioning of DF1 leads to symmetry in stress field owing to post-tensioning. All four gauges at the tendon anchor blocks are in compression, and all four gauges in the centre are in tension. After DF3, DF2 and DF1 were tensioned, the delta frame remained on its side in the casting yard for 18 months. At the end of the storage period, delta frame 18B was shipped to the site and moved into final position where DF4 was tightened. DF4 (Figure 5) lies on the centreline in the xz plane, so tensioning of DF4 has an effect similar to tensioning DF3. DF4 compresses the tendon-carrying arms, moving the stay anchor block down relative to the tendon anchor blocks, inducing additional tension in the critical regions of the bottom chord. The deformation of delta frame 18B when DF4 is stressed is constrained by the construction supports. At the deck level, the stay anchor block is prevented from moving freely because the median slab is in place and the transverse tendons are stressed (Figures 4 and 6). At the bottom of the delta frame, tendon anchor blocks are locked into the segments on both sides by pouring concrete into the gaps in the keyways, making them part of the segment webs on both sides. Thus, the stiffness of the entire cross-section comes into play and the movement of the delta frame is restricted. Despite these constraints, as expected, the tension in all the gauges increases (Table 3). The final deflected shaped is as shown in Figure 7. 7. Model The finite-element model of the delta frame was calibrated against both the initial and final post-tensioning measurements. The finite-element analysis package Larsa 4D (Larsa, 2006) was used to simulate the staged post-tensioning DF3-DF2-DF1 as well as the construction sequence and subsequent final DF4 tensioning. 3D beam elements were used for these models since Larsa can incorporate tendons only with beam elements. The structural information, including geometry, section properties, material properties for both concrete and non-prestressed and post-tensioning steel, and tendon geometry including eccentri- cities, was taken from the as-built construction drawings. Larsa models the tendons as forces with lines of action defined relative to the centreline of the beam. When the tendon is stressed in Larsa, a load case of equivalent forces that the tendon would exert on the members is generated. Where the tendons curve, the working points and radius of curvature are input. The construction event timing came from the post-tensioning logs 30 VNTO VSTO SNTO SSTO SNBI SSBI VSBI 25 15 M i c r o
s t r a i n 5 Time hrs: min 0 5 1525 1530 1535 1540 1545 1550 10 20 Figure 11. Change in strain owing to DF4 POST-tensioning only Gauge Measured strains 4:45 PM Analytical strains 18BVNTO 10?2 3?8 18BSNTO 11?2 6?6 18BSNBI 23?1 27?0 18BVSTO 11?6 10?7 18BSSTO 9?1 8?9 18BVSBI 24?1 26?6 18BSSBI 25?1 27?6 All readings in micro strain reported at gauge locations. Table 3. Measured against analytic strain immediately after DF4 post-tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 11 and information provided by the contractor. Table 4 shows the tendon tensioning log as provided by the contractor. Since the short-term elastic strains used for calibration reflect only the change in response of the delta frame for individual post-tensioning events, only member stiffnesses were involved in the analysis; member mass and long-term effects had no influence. For the initial post-tensioning, analytical constraints were applied at the field support locations in the storage yard. Figure 12 shows the model developed for the initial post- tensioning phase. During initial post-tensioning, the delta frame was horizontal and separate from the overall structure. The supports were provided at the three locations, two on the bottom chord beam elements (y, z translation constrained) and one at the topmost point (x translation constrained). Although the actual delta frame was stored at five degrees to the horizontal, it was not necessary to simulate this in the model as all the beam members contributed only stiffness, not weight. Each of the post-tensioning stages from DF2 to DF3 to DF1 was set as a construction stage in Larsa, and a staged construction analysis was conducted. The effects of parameters such as the stiffness of the members used to simulate the stay anchor block and the tendon anchor block were observed. These particular elements of the delta frame are critical to simulating observed response, since the load from post-tensioning goes to bottom chord through these elements. The star shape arrangement representing the stay anchor block shown in Figure 12 was found to be very sensitive. Some minor adjustments were made to simulate the loads applied due to stressing of the tendons. The top node in the arrangement is not the top-most point of the delta frame; rather it is the point where the tendons DF1 and DF2 cross each other (Figure 4). The only vertical element in the delta frame carries this load down to the centre node of the arrangement. The centre node is connected to the two tendon- carrying arms with slightly curved elements. Since the tendon path has to follow the element profile, the elements are curved such that their radii match exactly that of the radii of tendon DF3. The other adjustment is that these members are thicker so that they can accommodate the radius of DF4. It was also found that very stiff beam elements with dimensions summing up to that of the 3D block geometry (Figure 12) accurately simulated the measured response. In its storage position, the delta frame was supported at three locations (Figure 9); since the points of contact were wooden blocks, accurately representing the support conditions in the model was difficult. One of the support locations was the stay anchor block and other two supports were on the bottom chord, one about 5?18 m (17 feet) to the left from the centre line and the other about 5?49 m (18 feet) to the right from the centre line. As a result, the stay anchor blocks were cantilevered from the supports. Within reasonable, physical bounds, the analytical support conditions were varied to optimise the fit between the analytical and measured response to determine the final analytical support conditions. It was found that the model output, although sensitive to support degrees of freedom, was not sensitive to exact location. The position and the support conditions for the final post- tensioning of DF4 are different. For this second model, to simulate DF4 tensioning, the delta frame was integrated into the bridge transverse section. The delta frame model becomes part of a larger model of the entire bridge cross-section including additional elements, including the northbound and southbound segments, the median slab and the additional top Tendon No. of 0?6 inch (15?2 mm) strands Jacking force kips (4?44 kN) DF1 19 868 DF2 19 868 DF3 19 868 DF4 27 1266 Table 4. Tendon forces at the end of post-tensioning Nodes representing temporary support locations while stored in casting yard Stay anchor block element arrangement Additional location 1 Additional location 2 Figure 12. Delta frame model for initial post-tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 12 transverse tendons (Figure 4). On site, the delta frame was raised between the segmentally constructed southbound and northbound back span (Figure 6), followed by pouring of the median slab and tensioning of top transverse tendons (Figure 4) before DF4 was tensioned. All these construction events were modelled as different stages of construction occurring on the same day since they happened quickly and the time dependent effects are negligible. When the delta frame was positioned such that the anchor keys were placed in the keyways (Figure 6) and DF4 tensioned, the delta frame became a part of the entire cross-section in the back span. The parameters varied in this case were the boundary conditions. Uncertainty in the support condition stemmed from the fact that the cross-section model (Figure 13) is a separate stand-alone model simulating the behaviour of the cross-section when the cross-section will really be part of the entire bridge model. The elements representing the DF4 anchor block simulated the stiffness of the physical DF4 anchor block. 8. Model calibration and strain level verification The finite-element model was calibrated by varying the stiffnesses of the anchor and tendon blocks as well as the support conditions. These parameters were varied to obtain the best fit between the measured and analytic strains. In correlating the analytical output from the models with the recorded data, the following assumptions are made. (a) The strains are recorded at the gauge location (Table 1) which is measured at the centre of the gauge. Because the sister bar and vibrating wire gauges integrate the strain over their lengths, this assumption is strictly valid only as long as the bending moment diagram is linear over the length of the gauge. Acceptable linearity was verified by the finite-element model. (b) The contribution of time-dependent effects in concrete such as creep, shrinkage, and relaxation over the durations of post-tensioning of DF2-DF3-DF1 and DF4 are negligible. (c) Plane sections remain plane before and after the post- tensioning. (d) Concrete is homogeneous The short-term normal stresses were found by 1. s ~ P A + M y y z I y + M z y y I z The stresses obtained from the Larsa model were converted to strains and were compared with the measured data. The initial and final post-tensioning were considered separately. For initial post-tensioning, the datum was selected as a strain level just before the DF2 post-tensioning was started, and the final reading corresponded to a strain level when DF1 stressing was completed. Therefore, the isolated strain values capture the cumulative effect of DF2 to DF1 stressing. Then parametric changes, such as member stiffness and support conditions, were made in the model to obtain a better fit between the actual and analytical strains. Once an acceptable match was obtained, this model was made a part of the second phase model with other bridge elements and only the modulus of elasticity was adjusted for time and the support conditions varied. Table 5 shows the correlation between measured strains and analytical strains from the calibrated model after the initial post-tensioning. Table 3 shows the correlation after DF4 is tensioned when the delta frame was installed in the bridge. The forces at critical sections in the calibrated model were used to calculate the surface strains for both stages of post-tensioning. Although there are some differences between the measured and analytical strains, the calibrated model gave improved insight into the potential for cracking. The calculated strains based on the original design models had estimated that the bottom chord of the delta frame could crack under the proposed post- tensioning regime. Note that the differences are reduced when the delta frame model was incorporated into the cross-section model and results compared as can be seen in Table 3. This verifies that the calibrated model had captured the critical behaviour with sufficient accuracy. Dead load surface strains for both construction events, when the delta frame was lying flat in the storage yard and when it was vertical during DF4 tensioning, were also calculated from the model. Since total strain levels were required to check Curved element for DF4 tendon path DF4 anchor blocks Figure 13. Delta frame model for final post-tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 13 against cracking, corresponding dead load strains were added to both the end of initial post-tensioning and the final post- tensioning strains. Samples of concrete were taken while the delta frame was being cast (Chamaria, 2004). The average compressive strength was found to be 53?83 MPa (7813 psi) and modulus of rupture 5?53 MPa (802 psi). The compressive strength was used to calculate the modulus of elasticity as 34?89 GPa (5061?44 ksi) for the initial post-tensioning. For final post-tensioning, the modulus was calculated based on CEB-FIP90 (CEB, 1993) code equations. The initial post- tensioning occurred soon after the 28 day strength test so the test results could be used directly to calculate the modulus. This anchors the modulus to a physical measurement. The DF4 tensioning occurred several months later so an estimate of the modulus corrected for time is more reasonable. Tables 3 and 5 show the strain level verification for initial and final post-tensioning events at the gauge locations. Tables 6 and 7 show surface strains from the calibrated model owing to combined effect of post-tensioning and self-weight. Table 7 also shows surface strains from the calibrated model for two additional locations below the centre V shaped struts which are more critical because they are subjected to higher tensile strains than locations directly above or below the strain gauges locations. The theoretical cracking strain values in Tables 6 and 7 are calculated using the modulus of rupture and modulus of elasticity. The delta frame was also inspected in the field after the initial post-tensioning and after the second post- tensioning; no cracks were found. 9. Conclusion This paper presents an example which demonstrates that a combined analytical and sparse instrument array approach can resolve modelling uncertainty at a moderate cost. A sparse array of instrumentation was used to resolve uncertainties in the modelling of the delta frame, a complex element, of a cable- stayed bridge. The delta frame has massive and thin parts. Estimating the relative stiffnesses of the parts is difficult and the owner was very averse to cracking at any stage of the life of the delta frame. Therefore, a trial delta frame was sparsely instrumented and calibrated against two different loading and boundary Gauges Measured strains Analytical strains DF2 DF3 DF1 DF2 DF3 DF1 18BVNTO 2?9 245?0 212?2 3?5 260?6 227?4 18BSNTO 21?3 44?1 215?3 24?4 48?2 230?1 18BSNBI 14?1 38?0 95?2 26?2 16?1 58?7 18BVSTO 245?2 226?5 228?8 278?0 233?0 227?8 18BSSTO 23?7 22?4 29?1 37?0 216?6 221?6 18BVSBI 28?0 55?7 77?8 35?8 37?3 61?6 18BSSBI 213?1 73?8 64?7 217?7 65?9 64?5 All readings are in micro strain reported at gauge locations. Table 5. Comparison of measured to analytical strains for initial post-tensioning Gauge Dead load strains Strains owing to initial post-tensioning Total strains Theoretical cracking strain Required additional strain to crack bottom chord concrete 18BVNTO 210?6 237?1 247?7 155?0 202?7 18BSNTO 13?5 240?8 227?4 155?0 182?4 18BSNBI 2?4 84?5 86?9 155?0 68?1 18BVSTO 12?7 236?3 223?6 155?0 178?6 18BSSTO 210?0 230?9 241?0 155?0 196?0 18BVSBI 2?5 83?6 86?0 155?0 69?0 18BSSBI 24?4 86?6 82?2 155?0 72?8 Table 6. Combined effect of self-weight and initial post-tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 14 conditions. This resulted in a verified model with acceptable accuracy. After calibration, this model was used to check surface strain levels against cracking at both initial and final post-tensioning. The prediction of no cracking on the trial delta frame was visually confirmed when the delta frame was post-tensioned. As the entire VGCS is instrumented for long-term monitoring, the calibrated model of the delta frame was used as a component of the full bridge model. Thus, the present work will also contribute to long-term maintenance of the VGCS. Acknowledgements The research was supported by Ohio Department of Trans- portation (ODOT). The authors gratefully acknowledge the financial support. The authors would like to thank Jeff Baker, Mike Meier and David Geckle of ODOT for their support with project development and the construction monitoring. The authors would also like to thank Manuel Carballo (FIGG Bridge Engineers, Inc.) for his technical guidance. The enthu- siastic support from the contractor, Bilfinger Berger Civil, Inc., particularly, Dan Kleinhenz, was deeply appreciated. The Department of Civil Engineering, The University of Toledo is also gratefully acknowledged. REFERENCES Chamaria BS (2004) Validation of Numerical Analysis with Experimental Results for a Delta Frame used in Maumee River Crossing. Masters Thesis, The University of Toledo, USA. CEB (Comite Euro-International du Be ton) (1993) CEB FIP Model Code 1990. Thomas Telford, London, USA. Geokon (1997) http://www.geokon.com/. Geokon Inc., Lebanon, New Hampshire, USA (accessed 29/03/2012). Goni JJ, Moreton AJ and Pate WD (1999) Pylon design for concrete cable-stayed bridges, USA. Structural Engineering International 9(1): 6366. Larsa (2006) Larsa 4D. Larsa, New York, USA. See http:// www.larsa4d.com/products/4D.aspx (accessed 20/03/2012) Pate DW (2000) Innovative design and construction of Chesapeake and Delaware canal bridge. Proceedings of Fifth International Bridge Engineering Conference, Transportation Research Record, issue number 1696, pp. 4448. WHAT DO YOU THINK? To discuss this paper, please email up to 500 words to the editor at journals@ice.org.uk. Your contribution will be forwarded to the author(s) for a reply and, if considered appropriate by the editorial panel, will be published as discussion in a future issue of the journal. Proceedings journals rely entirely on contributions sent in by civil engineering professionals, academics and stu- dents. Papers should be 20005000 words long (briefing papers should be 10002000 words long), with adequate illustrations and references. You can submit your paper online via www.icevirtuallibrary.com/content/journals, where you will also find detailed author guidelines. Gauge Self-weight strains Strains owing to initial + final post-tensioning Total strains 5 self-weight + initial+final post-tensioning Theoretical cracking strain Required additional strain to crack bottom chord concrete 18BVNTO 5?45 223?56 218?11 155?00 173?11 18BSNTO 7?17 224?80 217?63 155?00 172?63 18BSNBI 7?84 132?63 140?47 155?00 14?53 18BVSTO 5?38 212?77 27?39 155?00 162?39 18BSSTO 4?59 28?77 24?18 155?00 159?18 18BVSBI 12?18 127?91 140?09 155?00 14?91 18BSSBI 11?68 132?14 143?82 155?00 11?18 Location 1 23?10 147?98 144?88 155?00 10?12 Location 2 2763 156?10 148?47 155?00 6?53 All readings in micro strain reported at the surface of bottom chord. Table 7. Combined effect of self-weight, initial post-tensioning and final post-tensioning Bridge Engineering Volume 166 Issue BE1 Experimental verification of a stay cable delta frame model Nimse, Nims, Helmicki and Hunt 15
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