Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00350031 on Town Highway 35 crossing Mill Brook, Jericho, Vermont (figures 1– 8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 15.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream left overbank is pasture. The downstream right overbank is brushland. In the study area, the Mill Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 117 ft and an average bank height of 11 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 81.1 mm (0.266 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 3, 1996, indicated that the reach was laterally unstable. The Town Highway 35 crossing of the Mill Brook is a 53-ft-long, one-lane bridge consisting of a 50-foot steel-beam span with a wooden deck (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 48 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left. On the right, the abutment and wingwalls

Level II scour analysis for Bridge 13 (LINCTH00010013) on Town Highway 1, crossing Cota Brook, Lincoln, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00010013 on Town Highway 1 crossing Cota Brook, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 3.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest along the upstream right bank and brushland along the upstream left bank. Downstream of the bridge, the surface cover is pasture along the left and right banks. In the study area, Cota Brook has an sinuous channel with a slope of approximately 0.01 ft/ ft, an average channel top width of 30 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 34.7 mm (0.114 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was laterally unstable due to cut-banks and wide, vegetated point bars upstream and downstream of the bridge. The Town Highway 1 crossing of Cota Brook is a 38-ft-long, two-lane bridge consisting of a 36-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 34.4 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while

Integral abutment bridges under thermal loading : field monitoring and analysis.

Science.gov (United States)

2017-08-01

Integral abutment bridges (IABs) have gained popularity throughout the United States due to their low construction and maintenance costs. Previous research on IABs has been heavily focused on substructure performance, leaving a need for better unders...

Level II scour analysis for Bridge 37 (DUXBTH00120037) on Town Highway 12, crossing Ridley Brook, Duxbury, Vermont

Science.gov (United States)

Wild, Emily C.; Ivanhoff, Michael A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DUXBTH00120037 on Town Highway 12 crossing Ridley Brook, Duxbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 10.1-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Ridley Brook has an incised, straight channel with a slope of approximately 0.04 ft/ft, an average channel top width of 67 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 123 mm (0.404 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was stable. The Town Highway 12 crossing of Ridley Brook is a 33-ft-long, two-lane bridge consisting of five 30-ft steel rolled beams (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 30 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the measured opening-skew-to-roadway is 20 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed along the right abutment and downstream

Investigating the effect of curved shape of bridge abutment provided with collar on local scour, experimentally and numerically

Directory of Open Access Journals (Sweden)

Y. Abdallah Mohamed

2015-06-01

Full Text Available Scour around bridge supports such as abutments can result in structural collapse and loss of life and property, so there is a need to control and minimize the local scour depth. In this paper, numerical and experimental studies were carried out to investigate the effect of different relative radii of the bridge abutment provided with collar on local scour depth. A 3-D numerical model is developed to simulate the scour at bridge abutment using SSIIM program. This model solves 3-D Navier–Stokes equations and a bed load conservation equation. The k–ε turbulence model is used to solve the Reynolds-stress term. It was found the curvature shape of bridge abutment provided with collar could share to reduce the local scour depth by more 95%. In addition, the results of simulation models agree well with the experimental data.

Level II scour analysis for Bridge 30 (NEWHTH00050030) on Town Highway 5, crossing the New Haven River, New Haven, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

bridge is supported by vertical, concrete abutments with stone fill spill-through embankments and three concrete piers. The channel is skewed approximately 15 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees.A scour hole 4.5 ft deeper than the mean thalweg depth was observed along the downstream left bank during the Level I assessment. Also observed was a scour hole 1.5 ft deeper than the mean thalweg depth at the upstream end of the middle pier. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) in front of the left and right abutments creating spill through slopes. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.7 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.8 to 8.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.2 to 14.0 ft. The worst-case right abutment scour occurred at the 500-year discharge. Pier scour ranged from 12.9 to 19.3 ft. The worst-case pier scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled �

Level II scour analysis for Bridge 5 (WOLCTH00150005) on Town Highway 15, crossing the Wild Branch Lamoille River, Wolcott, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure WOLCTH00150005 on Town Highway 15 crossing the Wild Branch Lamoille River, Wolcott, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.During the August 1995 and July 1997 flood events, the left roadway was overtopped. Although there was loss of stone fill along the right abutment, the structure withstood both events.The site is in the Green Mountain section of the New England physiographic province in north- central Vermont. The 38.3-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge, while the immediate banks have dense woody vegetation.In the study area, the Wild Branch Lamoille River has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 98 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 89.1 mm (0.292 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 17, 1996, indicated that the reach was stable.The Town Highway 15 crossing of the Wild Branch Lamoille River is a 46-ft-long, two-lane bridge consisting of a 43-foot prestressed concrete box-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face

Level II scour analysis for Bridge 63 (MTH0TH00120063) on Town Highway 12, crossing Russell Brook, Mount Holly, Vermont

Science.gov (United States)

Wild, Emily C.; Severance, Timothy

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120063 on Town Highway 12 crossing Russell Brook, Mount Holly, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 3.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Russell Brook has an incised, sinuous channel with a slope of approximately 0.0263 ft/ft, an average channel top width of 29 ft and an average bank height of 3 ft. The channel bed material ranges from cobbles to boulders with a median grain size (D50) of 97.1 mm (0.318 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 4, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Russell Brook is a 29-ft-long, one-lane bridge consisting of a 26-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 21, 1995). The opening length of the structure parallel to the bridge face is 23.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-to-roadway is 35 degrees. During the Level I assessment, it was observed that the upstream left wingwall footing was exposed 0.2 ft, in reference to

Level II scour analysis for Bridge 32 (TUNBTH00600032) on Town Highway 60, crossing First Branch White River, Tunbridge, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure TUNBTH00600032 on Town Highway 60 crossing the First Branch White River, Tunbridge, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 92.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge, while woody vegetation sparsely covers the immediate banks. In the study area, the First Branch White River has a sinuous channel with a slope of approximately 0.001 ft/ft, an average channel top width of 82 ft and an average bank height of 7 ft. The channel bed material ranges from sand to gravel with a median grain size (D50) of 24.4 mm (0.08 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1995, indicated that the reach was laterally unstable, as a result of block failure of moderately eroded banks. The Town Highway 60 crossing of the First Branch White River is a 74-ft-long, one-lane bridge consisting of a 71-foot timber thru-truss span (Vermont Agency of Transportation, written communication, August 24, 1994). The opening length of the structure parallel to the bridge face is 64 ft.The bridge is supported by vertical, laid-up stone abutments with upstream wingwalls. The channel is not skewed to the opening

Level II scour analysis for Bridge 29 (DORSTH00100029) on Town Highway 10, crossing the Mettawee River, Dorset, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DORSTH00100029 on Town Highway 10 crossing the Mettawee River, Dorset, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Taconic section of the New England physiographic province in southwestern Vermont. The 9.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream left overbank and the upstream and downstream right overbanks. The downstream left overbank is pasture and brushland. In the study area, the Mettawee River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 66 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 79.0 mm (0.259 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 5, 1996, indicated that the reach was stable. The Town Highway 10 crossing of the Mettawee River is a 26-ft-long, two-lane bridge consisting of a 24-ft steel-stringer span (Vermont Agency of Transportation, written communication, September 28, 1995). The opening length of the structure parallel to the bridge face is 24.1 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. At the

Level II scour analysis for Bridge 23 (WOLCTH00130023) on Town Highway 13, crossing the Wild Branch of the Lamoille River, Wolcott, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

vertical, concrete abutments. The right abutment has concrete wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the channel during the Level I assessment. Scour countermeasures at the site includes type-2 stone fill (less than 3 feet diameter) along the banks, the right wingwalls, the right abutment and the road embankments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.0 to 2.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 9.1 to 13.2 ft. Right abutment scour ranged from 15.7 to 22.3 ft. The worst-case abutment scour occurred at the 500- year discharge for both abutments. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. During the August 1995 flood, the Wild Branch Lamoille

Thermal response of integral abutment bridges with mechanically stabilized earth walls.

Science.gov (United States)

2013-03-01

The advantages of integral abutment bridges (IABs) include reduced maintenance costs and increased useful life spans. : However, improved procedures are necessary to account for the impacts of cyclic thermal displacements on IAB components, : includi...

Level II scour analysis for Bridge 17 (LYNDTH00020017) on Town Highway 2, crossing Hawkins Brook, Lyndon, Vermont

Science.gov (United States)

Wild, Emily C.; Medalie, Laura

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LYNDTH00020017 on Town Highway 2 crossing Hawkins Brook, Lyndon, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in northeastern Vermont. The 7.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the left and right upstream overbanks. The downstream left and right overbanks are brushland.In the study area, Hawkins Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 78 ft and an average bank height of 7.3 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 46.6 mm (0.153 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 4, 1995, indicated that the reach was laterally unstable with the presence of point bars and side bars.The Town Highway 2 crossing of Hawkins Brook is a 49-ft-long, two-lane bridge consisting of a 46-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 43 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the computed opening-skew-to-roadway is zero

Level II scour analysis for Bridge 28 (ROCHTH00370028) on Town Highway 37, crossing Brandon Brook, Rochester, Vermont

Science.gov (United States)

Wild, Emily C.; Weber, Matthew A.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00370028 on Town Highway 37 crossing Brandon Brook, Rochester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 8.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the upstream left overbank although the immediate banks have dense woody vegetation. The upstream right overbank and downstream left and right overbanks are forested. In the study area, the Brandon Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 44 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to cobbles with a median grain size (D50) of 84.2 mm (0.276 ft). The geomorphic assessment at the time of the Level I site visit on April 12, 1995 and Level II site visit on July 8, 1996, indicated that the reach was stable. The Town Highway 37 crossing of the Brandon Brook is a 33-ft-long, one-lane bridge consisting of a 31-foot timber-stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 29.6 ft. The bridge is supported by vertical, timber log cribbing abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the computed opening-skew-to-roadway is zero

Level II scour analysis for Bridge 67 (MTHOTH00120067) on Town Highway 12, crossing Freeman Brook, Mount Holly, Vermont

Science.gov (United States)

Wild, Emily C.; Severance, Timothy

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120067 on Town Highway 12 crossing Freeman Brook, Mount Holly, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 11.4-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forested. In the study area, Freeman Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 51 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulders with a median grain size (D50) of 55.7 mm (0.183 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 5, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Freeman Brook is a 34-ft-long, two-lane bridge consisting of a 30-foot prestressed concrete-slab span (Vermont Agency of Transportation, written communication, March 15, 1995). The opening length of the structure parallel to the bridge face is 29.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 15 degrees. Along the upstream right wingwall, the right abutment and the downstream right wingwall, a scour hole approximately 1.0 to 2.0 ft deeper than the mean thalweg

Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00210034 on Town Highway 21 crossing the White River, Rochester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, obtained from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 74.8-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is suburban on the upstream and downstream left overbanks, though brush prevails along the immediate banks. On the upstream and downstream right overbanks, the surface cover is pasture with brush and trees along the immediate banks.In the study area, the White River has an incised, straight channel with a slope of approximately 0.002 ft/ft, an average channel top width of 102 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 74.4 mm (0.244 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 23, 1996, indicated that the reach was stable.The Town Highway 21 crossing of the White River is a 72-ft-long, two-lane bridge consisting of 70-foot steel stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 67.0 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15

Level II scour analysis for Bridge 18 (SHEFTH00410018) on Town Highway 41, crossing Millers Run, Sheffield, Vermont

Science.gov (United States)

Wild, Emily C.; Boehmler, Erick M.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure SHEFTH00410018 on Town Highway 41 crossing Millers Run, Sheffield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the White Mountain section of the New England physiographic province in northeastern Vermont. The 16.2-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, Millers Run has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 50 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 50.9 mm (0.167 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1995, indicated that the reach was laterally unstable, which is evident in the moderate to severe fluvial erosion in the upstream reach. The Town Highway 41 crossing of the Millers Run is a 30-ft-long, one-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 28, 1995). The opening length of the structure parallel to the bridge face is 22.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening. The computed

Level II scour analysis for Bridge 15 (BOLTTH00150015) on Town Highway 15, crossing Joiner Brook, Bolton, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BOLTTH00150015 on Town Highway 15 crossing Joiner Brook, Bolton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 9.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture (lawn) downstream of the bridge and on the upstream right bank. The surface cover on the upstream left bank is shrub and brushland. In the study area, Joiner Brook has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 61 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to cobble with a median grain size (D50) of 43.6 mm (0.143 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 27, 1996, indicated that the reach was stable. The Town Highway 15 crossing of Joiner Brook is a 39-ft-long, two-lane bridge consisting of one 36-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, November 3, 1995). The opening length of the structure parallel to the bridge face is 34.6 ft. The bridge is supported by nearly vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 1.5 ft deeper than the

Thermal behavior of IDOT integral abutment bridges and proposed design modifications.

Science.gov (United States)

2013-05-01

The Illinois Department of Transportation (IDOT) has increasingly constructed integral abutment bridges (IABs) : over the past few decades, similar to those in many other states. Because the length and skew limitations : currently employed by IDOT ha...

[Dynamic analysis of the rigid fixed bridge and related tissue after intrusion of abutment with micro screw implant].

Science.gov (United States)

Zhu, Lin; Xu, Pei-cheng; Lu, Liu-lei

2013-08-01

To study the variety of mechanical behavior of fixed bridge after abutments being intruded by micro screw implant and to provide theoretical principles for clinical practice of teeth preparation after intrusion of abutments under dynamic loads. Two-dimensional images of maxilla, teeth and supporting tissues of healthy people were scanned by spiral CT and were synthesized by Mimics10.01, Ansys13.0, etc. The three-dimensional finite element mathematical model of rigid fixed bridge repairing on double end of maxillary molar was developed. Under the condition of 10% simulative abutment alveolar absorption, vertical and oblique dynamic forces were applied in a circle of mastication(0.875 s) to build mathematical model after the abutment had been intruded for 0.5, 1.0, 1.5 and 2.0 mm. Stress variety of prosthesis, teeth, periodontal ligaments and supporting tissues were compared before and after intrusion of abutments. Stress variety of the prosthesis occurred, which had close relationship with the structure of prosthesis and teeth, the areas of periodontal ligaments increased, stress on the whole decreased along with the increase of the length of intrusion. With time accumulating, the stress value in prosthesis, teeth, periodontal ligaments and supporting tissues increased gradually and loads in oblique direction induced peak value stress in a masticatory cycle. Some residual stress left after unloading. By preparing the fixed bridge after abutment intrusion by micro screw implant, the service life of abutment and fixed bridge prosthesis can be reduced. The abutment and its related tissue have time-dependent mechanical behaviors during one mastication. The influence of oblique force on stress was greater than vertical force. There is some residual stress left after one mastication period. With the increase of the intrusion on abutment, residual stress reduced.

Integral abutment bridge for Louisiana's soft and stiff soils : Tech summary.

Science.gov (United States)

2016-03-01

In this project, fi eld-instrumentation, monitoring, and analyzing the design and : construction of full integral abutment bridges for Louisianas fi ne sand and silty sand : deposit and clay soil conditions were conducted. Comparison of results wa...

Level II scour analysis for Bridge 29 (ROYATH00920029) on Town Highway 92, crossing the First Branch White River, Royalton, Vermont

Science.gov (United States)

Wild, Emily C.; Hammond, Robert E.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROYATH00920029 on Town Highway 92 crossing the First Branch White River, Royalton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 101-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the First Branch White River has an incised, sinuous channel with a slope of approximately 0.001 ft/ft, an average channel top width of 81 ft and an average bank height of 9 ft. The channel bed material ranges from sand to bedrock with a median grain size (D50) of 1.18 mm (0.00347 ft). The geomorphic assessment at the time of the Level I site visit on July 23, 1996 and Level II site visit on June 2, 1995, indicated that the reach was stable. The Town Highway 92 crossing of the First Branch White River is a 59-ft-long, one-lane bridge consisting of a 57-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 52.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 4.0 ft deeper than the

Level II scour analysis for Bridge 36 (DUXBTH00040036) on Town Highway 4, crossing Crossett Brook, Duxbury, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DUXBTH00040036 on Town Highway 4 crossing the Crossett Brook, Duxbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in north-central Vermont. The 4.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover on the upstream left overbank is pasture. The upstream and downstream right overbanks are forested. The downstream left overbank is brushland, while the immediate banks have dense woody vegetation.In the study area, the Crossett Brook has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 55 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 51.6 mm (0.169 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was stable.The Town Highway 4 crossing of the Crossett Brook is a 29-ft-long, two-lane bridge consisting of a 26-foot concrete slab span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 26 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while

Autonomous measurements of bridge pier and abutment scour using motion-sensing radio transmitters : technical transfer summary.

Science.gov (United States)

2010-01-01

Scour around the foundations (piers and abutments) of a bridge due to river flow is often referred to as bridge scour. Bridge scour is a problem of national scope that has dramatic impacts on economics and safety of the traveling public. Bridge...

Level II scour analysis for Bridge 44 (LINCTH00330044) on Town Highway 33, crossing the New Haven River, Lincoln, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00330044 on Town Highway 33 crossing the New Haven River, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 6.3-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest.In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 56 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 101.9 mm (0.334 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was stable.The Town Highway 33 crossing of the New Haven River is a 33-ft-long, one-lane bridge consisting of one 31-foot timber-beam span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 29.3 ft. The bridge is supported by vertical, wood-beam crib abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is zero degrees.A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The

Level II scour analysis for Bridge 34 (WWINTH00370034) on Town Highway 37, crossing Mill Brook, West Windsor, Vermont

Science.gov (United States)

Boehmler, Erick M.; Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure WWINTH00370034 on Town Highway 37 crossing Mill Brook, West Windsor, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 16.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture except for the upstream left bank where there is mostly shrubs and brush. In the study area, Mill Brook has a sinuous channel with a slope of approximately 0.003 ft/ ft, an average channel top width of 52 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobbles with a median grain size (D50) of 43.4 mm (0.142 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 5, 1996, indicated that the reach was laterally unstable. Point bars were observed upstream and downstream of this site. Furthermore, slip failure of the bank material was noted downstream at a cut-bank on the left side of the channel across from a point bar. The Town Highway 37 crossing of Mill Brook is a 37-ft-long, one-lane covered bridge consisting of one 32-foot wood thru-truss span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 29.6 ft. The bridge is supported by vertical, laid-up stone abutment walls with

Level II scour analysis for Bridge 28 (STRATH00020028) on Town Highway 2, crossing the West Branch Ompompanoosuc River, Strafford, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure STRATH00020028 on Town Highway 2 crossing the West Branch Ompompanoosuc River, Strafford, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 25.4-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the West Branch Ompompanoosuc River has a sinuous channel with a slope of approximately 0.002 ft/ft, an average channel top width of 34 ft and an average bank height of 6 ft. The channel bed material ranges from silt and clay to cobbles with a median grain size (D50) of 20.4 mm (0.0669 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 24, 1996, indicated that the reach was laterally unstable, because of moderate fluvial erosion. The Town Highway 2 crossing of the West Branch Ompompanoosuc River is a 31-ft-long, twolane bridge consisting of a 26-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, October 23, 1995). The opening length of the structure parallel to the bridge face is 24.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A scour hole 3

Study of displacements of a bridge abutment using FEM

Science.gov (United States)

Wymysłowski, Michał; Kurałowicz, Zygmunt

2016-06-01

Steel sheet piles are often used to support excavations for bridge foundations. When they are left in place in the permanent works, they have the potential to increase foundation bearing capacity and reduce displacements; but their presence is not usually taken into account in foundation design. In this article, the results of finite element analysis of a typical abutment foundation, with and without cover of sheet piles, are presented to demonstrate these effects. The structure described is located over the Więceminka river in the town of Kołobrzeg, Poland. It is a single-span road bridge with reinforced concrete slab.

Level II scour analysis for Bridge 33 (TUNBTH00450033) on Town Highway 45, crossing the First Branch White River, Tunbridge, Vermont

Science.gov (United States)

Wild, E.C.; Severance, Timothy

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure TUNBTH00450033 on Town Highway 45 crossing the First Branch White River, Tunbridge, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 86.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge, while woody vegetation sparsely covers the immediate banks. In the study area, the First Branch White River has an incised, sinuous channel with a slope of approximately 0.003 ft/ft, an average channel top width of 68 ft and an average bank height of 7 ft. The channel bed material ranges from sand to gravel with a median grain size (D50) of 27.1 mm (0.089 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1995, indicated that the reach was laterally unstable due to a cut-bank present on the upstream right bank and a wide channel bar in the upstream reach. The Town Highway 45 crossing of the First Branch White River is a 67-ft-long, one-lane bridge consisting of one 54-foot timber thru-truss span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 53.5 ft. The bridge is supported on the right by a vertical, concrete abutment

Level II scour analysis for Bridge 38 (JERITH0020038) on Town Highway 20, crossing the Lee River, Jericho, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00200038 on Town Highway 20 crossing the Lee River, Jericho, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, obtained from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 12.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover on the upstream and downstream right overbank is pasture while the immediate banks have dense woody vegetation. The surface cover on the upstream and downstream left overbank is forested. In the study area, the Lee River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 89 ft and an average bank height of 14 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 45.9 mm (0.151 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 2, 1996, indicated that the reach was stable. The Town Highway 20 crossing of the Lee River is a 49-ft-long, one-lane bridge consisting of a steel through truss span (Vermont Agency of Transportation, written communication, December 12, 1995). The opening length of the structure parallel to the bridge face is 44 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is

Energy harvesting on highway bridges.

Science.gov (United States)

2011-01-01

A concept for harvesting energy from the traffic-induced loadings on a highway bridge using piezoelectric : materials to generate electricity was explored through the prototype stage. A total of sixteen lead-zirconate : titanate (PZT) Type 5A piezoel...

Level II scour analysis for Bridge 7H (HUNTTH0001007H) on Town Highway 1, crossing Cobb Brook, Huntington, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH001007H on Town Highway 1 crossing the Cobb Brook, Huntington, Vermont (figures 1–10). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.In August 1976, Hurricane Belle caused flooding at this site which resulted in road and bridge damage (figures 7-8). This was approximately a 25-year flood event (U.S. Department of Housing and Urban Development, 1978). The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 4.20-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. Downstream of the bridge is brushland and pasture.In the study area, the Cobb Brook has an incised, straight channel with a slope of approximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulders with a median grain size (D50) of 65.5 mm (0.215 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 24, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Cobb Brook is a 23-ft-long, two-lane bridge consisting of one 20-foot concrete slab span (Vermont Agency of Transportation, written communication, June 21, 1996). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees

Level II scour analysis for Bridge 46 (LINCTH00060046) on Town Highway 6, crossing the New Haven River, Lincoln, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00060046 on Town Highway 6 crossing the New Haven River, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 45.9-mi2 drainage area is in a predominantly suburban and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream right overbank near the bridge is suburban with buildings, homes, lawns, and pavement (less than fifty percent). The downstream left overbank is brushland while the immediate banks have dense woody vegetation. In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 95 ft and an average bank height of 7 ft. The channel bed material ranges from sand to bedrock with a median grain size (D50) of 120.7 mm (0.396 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 13, 1996, indicated that the reach was stable. The Town Highway 34 crossing of the New Haven River is a 85-ft-long, two-lane bridge consisting of an 80-foot steel arch truss (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 69 feet. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed

Study of displacements of a bridge abutment using FEM

Directory of Open Access Journals (Sweden)

Wymysłowski Michał

2016-06-01

Full Text Available Steel sheet piles are often used to support excavations for bridge foundations. When they are left in place in the permanent works, they have the potential to increase foundation bearing capacity and reduce displacements; but their presence is not usually taken into account in foundation design. In this article, the results of finite element analysis of a typical abutment foundation, with and without cover of sheet piles, are presented to demonstrate these effects. The structure described is located over the Więceminka river in the town of Kołobrzeg, Poland. It is a single-span road bridge with reinforced concrete slab.

Flexibility-based damage detection for in-service highway bridge

Science.gov (United States)

Dahal, Sushil; Jang, Shinae; Mensah-Bonsu, Priscilla

2012-04-01

Highway bridges are the backbones of a country's road network infrastructure. In order to efficiently maintain these important structures, structural health monitoring (SHM) can be implemented to impart a more deterministic management procedure. To date, many damage detection strategies have been developed and implemented on lab-scale or simple bridge structures however, damage detection research has rarely been conducted taking full scale in-service structures into account with ambient vibration. Among the different approaches modal flexibility method is one of the sensitive tools for damage detection which has been widely used over the last two decades. This paper presents a damage detection based on the stochastic damage locating vector (SDLV) method for an in-service highway bridge using ambient vibration data from long-term SHM. The target bridge was equipped with a long-term SHM system as a part of a research project of the University of Connecticut. The ambient vibration data during 2001 and 2005 are used to identify the damage on the highway bridge. Finally, the potential damage locations are determined using the SDLV method with the limited number of sensors.

Application of the multi-dimensional surface water modeling system at Bridge 339, Copper River Highway, Alaska

Science.gov (United States)

Brabets, Timothy P.; Conaway, Jeffrey S.

2009-01-01

The Copper River Basin, the sixth largest watershed in Alaska, drains an area of 24,200 square miles. This large, glacier-fed river flows across a wide alluvial fan before it enters the Gulf of Alaska. Bridges along the Copper River Highway, which traverses the alluvial fan, have been impacted by channel migration. Due to a major channel change in 2001, Bridge 339 at Mile 36 of the highway has undergone excessive scour, resulting in damage to its abutments and approaches. During the snow- and ice-melt runoff season, which typically extends from mid-May to September, the design discharge for the bridge often is exceeded. The approach channel shifts continuously, and during our study it has shifted back and forth from the left bank to a course along the right bank nearly parallel to the road.Maintenance at Bridge 339 has been costly and will continue to be so if no action is taken. Possible solutions to the scour and erosion problem include (1) constructing a guide bank to redirect flow, (2) dredging approximately 1,000 feet of channel above the bridge to align flow perpendicular to the bridge, and (3) extending the bridge. The USGS Multi-Dimensional Surface Water Modeling System (MD_SWMS) was used to assess these possible solutions. The major limitation of modeling these scenarios was the inability to predict ongoing channel migration. We used a hybrid dataset of surveyed and synthetic bathymetry in the approach channel, which provided the best approximation of this dynamic system. Under existing conditions and at the highest measured discharge and stage of 32,500 ft3/s and 51.08 ft, respectively, the velocities and shear stresses simulated by MD_SWMS indicate scour and erosion will continue. Construction of a 250-foot-long guide bank would not improve conditions because it is not long enough. Dredging a channel upstream of Bridge 339 would help align the flow perpendicular to Bridge 339, but because of the mobility of the channel bed, the dredged channel would

Laboratory and field testing of an accelerated bridge construction demonstration bridge : US Highway 6 bridge over Keg Creek.

Science.gov (United States)

2013-04-01

The US Highway 6 Bridge over Keg Creek outside of Council Bluffs, Iowa is a demonstration bridge site chosen to put into practice : newly-developed Accelerated Bridge Construction (ABC) concepts. One of these new concepts is the use of prefabricated ...

Level II scour analysis for Bridge 32 (FERRTH00190032) on Town Highway 19, crossing the South Slang Little Otter Creek, Ferrisburgh, Vermont

Science.gov (United States)

Ivanoff, Michael A.; Wild, Emily C.

1998-01-01

is 41.8 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the upstream channel. Also a scour hole 2.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures at the site are type-1 stone fill (less than 12 inches diameter) around the left and right abutments, along the upstream and downstream road embankments, and across the entire upstream and downstream bridge face. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 14.0 to 20.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.2 to 8.3 ft. The worst-case abutment scour occurred at the 500-year discharge. The predicted scour is well above the pile bottom elevations. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the

Level II scour analysis for Bridge 52 (CHESTH00100052) on Town Highway 10, crossing the South branch Williams River, Chester, Vermont

Science.gov (United States)

Wild, Emily C.; Ivanoff, Michael A.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure CHESTH00100052 on Town Highway 10 crossing the South Branch Williams River, Chester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in southeastern Vermont. The 4.05-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, the South Branch Williams River has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 35 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 82.1 mm (0.269 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 21, 1996, indicated that the reach was unstable, as a result of the moderate bank erosion. The Town Highway 10 crossing of the South Branch Williams River is a 32-ft-long, one-lane bridge consisting of a 29-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 31, 1995). The opening length of the structure parallel to the bridge face is 27.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 20 degrees. A scour hole 1.0 ft deeper than the

Optimum Maintenance Strategies for Highway Bridges

DEFF Research Database (Denmark)

Frangopol, Dan M.; Thoft-Christensen, Palle; Das, Parag C.

As bridges become older and maintenance costs become higher, transportation agencies are facing challenges related to implementation of optimal bridge management programs based on life cycle cost considerations. A reliability-based approach is necessary to find optimal solutions based on minimum...... expected life-cycle costs or maximum life-cycle benefits. This is because many maintenance activities can be associated with significant costs, but their effects on bridge safety can be minor. In this paper, the program of an investigation on optimum maintenance strategies for different bridge types...... is described. The end result of this investigation will be a general reliability-based framework to be used by the UK Highways Agency in order to plan optimal strategies for the maintenance of its bridge network so as to optimize whole-life costs....

Post and core build-ups in crown and bridge abutments: Bio-mechanical advantages and disadvantages.

Science.gov (United States)

Mamoun, John

2017-06-01

Dentists often place post and core buildups on endodontically treated abutments for crown and bridge restorations. This article analyzes the bio-mechanical purposes, advantages and disadvantages of placing a core or a post and core in an endodontically treated tooth and reviews literature on post and core biomechanics. The author assesses the scientific rationale of the claim that the main purpose of a post is to retain a core, or the claim that posts weaken teeth. More likely, the main function of a post is to help prevent the abutment, on which a crown is cemented, from fracturing such that the abutment separates from the tooth root, at a fracture plane that is located approximately and theoretically at the level of the crown (or ferrule) margin. A post essentially improves the ferrule effect that is provided by the partial fixed denture prosthesis. This paper also explores the difference between bio-mechanical failures of crowns caused by lack of retention or excess taper, versus failures due to a sub-optimal ferrule effect in crown and bridge prostheses.

Heavy Vehicles on Minor Highway Bridges

DEFF Research Database (Denmark)

Kirkegaard, Poul Henning; Nielsen, Søren R. K.; Enevoldsen, I.

of heavier trucks moving at larger speeds, and partly because the authorities want to permit transportation of special heavy goods at a larger part of the road net. These needs will in many cases cause the strengthening of the bridges becomes necessary. In order to keep the expenses of such strengthening...... the results obtained using the numerical models given in details in "Heavy Vehicles on Minor Highway Bridges : dynamic modelling of vehicles and bridges". The models are established using a ordinary vehicle which consists of a 48 t Scania with a 3 axle tractor and a 3 axle trailer, joined in a flexible hinge...

Live-Load Testing Application Using a Wireless Sensor System and Finite-Element Model Analysis of an Integral Abutment Concrete Girder Bridge

Directory of Open Access Journals (Sweden)

Robert W. Fausett

2014-01-01

Full Text Available As part of an investigation on the performance of integral abutment bridges, a single-span, integral abutment, prestressed concrete girder bridge near Perry, Utah was instrumented for live-load testing. The live-load test included driving trucks at 2.24 m/s (5 mph along predetermined load paths and measuring the corresponding strain and deflection. The measured data was used to validate a finite-element model (FEM of the bridge. The model showed that the integral abutments were behaving as 94% of a fixed-fixed support. Live-load distribution factors were obtained using this validated model and compared to those calculated in accordance to recommended procedures provided in the AASHTO LRFD Bridge Design Specifications (2010. The results indicated that if the bridge was considered simply supported, the AASHTO LRFD Specification distribution factors were conservative (in comparison to the FEM results. These conservative distribution factors, along with the initial simply supported design assumption resulted in a very conservative bridge design. In addition, a parametric study was conducted by modifying various bridge properties of the validated bridge model, one at a time, in order to investigate the influence that individual changes in span length, deck thickness, edge distance, skew, and fixity had on live-load distribution. The results showed that the bridge properties with the largest influence on bridge live-load distribution were fixity, skew, and changes in edge distance.

The Damage Effects in Steel Bridges under Highway Random Loading

DEFF Research Database (Denmark)

Agerskov, Henning; Nielsen, Jette Andkjær

1996-01-01

In the present investigation, fatigue damage accumulation in steel bridges under highway random loading is studied. In the experimental part of the investigation, fatigue test series on welded plate test specimens have been carried through. The fatigue tests have been carried out using load histo...... indicate that the linear fatigue damage accumulation formula, which is normally used in the design against fatigue in steel bridges, may give results, which are unconservative.......In the present investigation, fatigue damage accumulation in steel bridges under highway random loading is studied. In the experimental part of the investigation, fatigue test series on welded plate test specimens have been carried through. The fatigue tests have been carried out using load...

Economical bridge solutions based on innovative composite dowels and integrated abutments ecobridge

CERN Document Server

Băncilă, Radu

2015-01-01

This book is an outcome of the research project “ECOBRIDGE – Demonstration of ECOnomical BRIDGE solutions based on innovative composite dowels and integrated abutments – RFCS – CT 2010-00024”, which has been co-funded by the Research Fund for Coal and Steel (R.F.C.S.) of the European Community. The main topics of the book are the following: design of integral bridges, innovative composite dowels for the shear transmission, construction of bridges, structural analysis of bridges and monitoring. The book joins the technical experience and the contributions of the involved research partners. The technical content of all the papers is present-day in the field of the design, construction and monitoring of innovative composite bridges. The efficient design and construction improve and consolidate the market position of steel construction and steel producing industry. In addition, the advanced forms of construction are contributing to savings in material and energy consumption for the structure during prod...

Long-term remote sensing system for bridge piers and abutments.

Science.gov (United States)

2010-03-01

Scour and other natural hazards have the potential to undermine the stability of piers in highway bridges. This has led to brid : collapse in the past, and significant efforts have been undertaken to address the potential danger of scour and other ha...

Smart timber bridge on geosynthetic reinforced soil (GRS) abutments

Science.gov (United States)

Adam Senalik; James P. Wacker; Travis K. Hosteng; John Hermanson

2017-01-01

Recently, Buchanan County, Iowa, has cooperated with the U.S. Federal Highway Administration (FHWA), USDA Forest Service, Forest Products Laboratory (FPL), and Iowa State University’s Bridge Engineering Center (ISU–BEC) to initiate a project involving the construction and monitoring of a glued-laminated (glulam) timber superstructure on geosynthetic reinforced soil (...

Fracture Mechanics Prediction of Fatigue Life of Aluminum Highway Bridges

DEFF Research Database (Denmark)

Rom, Søren; Agerskov, Henning

2015-01-01

Fracture mechanics prediction of the fatigue life of aluminum highway bridges under random loading is studied. The fatigue life of welded joints has been determined from fracture mechanics analyses and the results obtained have been compared with results from experimental investigations. The fati......Fracture mechanics prediction of the fatigue life of aluminum highway bridges under random loading is studied. The fatigue life of welded joints has been determined from fracture mechanics analyses and the results obtained have been compared with results from experimental investigations...... against fatigue in aluminum bridges, may give results which are unconservative. Furthermore, it was in both investigations found that the validity of the results obtained from Miner's rule will depend on the distribution of the load history in tension and compression....

Reduction of lateral loads in abutments using ground anchors

OpenAIRE

Laefer, Debra F.; Truong-Hong, Linh; Le, Khanh Ba

2013-01-01

In bridge design, economically addressing large, lateral earth pressures on bridge abutments is a major challenge. Traditional approaches employ enlargement of the abutment components to resist these pressures. This approach results in higher construction costs. As an alternative, a formal approach using ground anchors to resist lateral soil pressure on bridge abutments is proposed herein. The ground anchors are designed to minimise lateral forces at the pile cap base. Design examples for hig...

Comparison of Ferry Boat and Highway Bridge Energy Use

Directory of Open Access Journals (Sweden)

Wayne D. Cottrell

2011-01-01

Full Text Available Passenger ferries serve a variety of transport needs in the U.S., such as providing vital links across bodies of water, and supplementing highway bridges. In some cases in which there is a ferry connection but no bridge, a bridge would be impractical; in other cases, a bridge might be feasible. The paper compares the energy consumption of ferries and motor vehicles on bridges, to determine which link is more fuel efficient. One finding is that limited data are available on ferry boat fuel consumption: despite there being 208 ferry boat operators in the U.S. as of 2008, only eight were providing energy use data to the National Transit Database. Examinations of three of the systems found that the passenger-MPG of the ferries ranged from 2.61 to 14.00 (1.11 to 5.95 km/L, while that of the motor vehicles on adjacent highway bridge connections ranged from 25.34 to 32.45 (10.77 to 13.79 km/L. Data from the eight systems are used to develop a ferry MPG model. The model is used to show that the Ryer Island and Charles Hall Ferries are less fuel efficient than hypothetical bridges in those locations. The fuel efficiencies and consumptions of the ferries would equal those of motor vehicles on the bridges, however, if smaller vessels were used, and if the frequency of service was reduced.

23 CFR 661.49 - Can IRRBP funds be spent on Interstate, State Highway, and Toll Road IRR bridges?

Science.gov (United States)

2010-04-01

..., and Toll Road IRR bridges? 661.49 Section 661.49 Highways FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION ENGINEERING AND TRAFFIC OPERATIONS INDIAN RESERVATION ROAD BRIDGE PROGRAM § 661.49 Can IRRBP funds be spent on Interstate, State Highway, and Toll Road IRR bridges? Yes. Interstate...

Evaluation of seismic damage to bridges and highway systems in Shelby County, Tennessee

Science.gov (United States)

Jernigan, John Bailey

Past earthquakes have demonstrated that bridges are one of the most vulnerable components of highway transportation systems. In addition to bridges, roadways may also be subject to damage, particularly in an area prone to earthquake-induced liquefaction. As a consequence, the highway transportation systems after an earthquake might be impaired and the post-earthquake emergency response might be compromised. Furthermore, the impact on the regional economy might be very significant from the damage to highway systems. Since highway transportation systems are critical lifelines for people living in an urban area, it is important to evaluate the vulnerability of bridges and highway systems in earthquake-prone regions. Memphis and Shelby County, Tennessee are located close to the southwestern segment of the New Madrid seismic zone (NMSZ). This zone produced three of the largest earthquakes in North America in 1811--1812. Presently, the NMSZ is still active and is considered by engineers, seismologists, and public officials as the most hazardous seismic zone in the central and eastern United States. Bridges in the Memphis area were generally not designed for seismic resistance until 1990. Therefore, the majority of existing bridges might suffer damage from earthquakes occurring in the NMSZ. The overall objective of this study is to evaluate the expected damage to bridges and roadways on the major routes in Memphis and Shelby County resulting from New Madrid earthquakes with the aid of geographic information system (GIS) technology. The road network selected for this study includes all the Interstate highway system, all the primary and secondary routes maintained by the state, and most of the major arterial routes. There are 452 bridges on the selected roadway systems and data pertinent to these bridges and roadway systems were collected and implemented as a GIS database. The bridges in the Memphis area were classified into several types and damage states were determined

Performance of stress-laminated timber highway bridges in cold climates

Science.gov (United States)

James P. Wacker

2009-01-01

This paper summarizes recent laboratory and field data studies on thermal performance of stress-laminated timber highway bridges. Concerns about the reliability of stress-laminated deck bridges when exposed to sub-freezing temperatures triggered several investigations. Two laboratory studies were conducted to study the effects of wood species, preservative, moisture...

Superhydrophobic engineered cementitious composites for highway bridge applications : technology transfer and implementation.

Science.gov (United States)

2013-09-01

The strength and durability of highway bridges are two of the key components in maintaining a : high level of freight transportation capacity on the nations highways. Superhydrophobic : engineered cementitious composite (SECC) is a new advanced con...

Fatigue in Aluminum Highway Bridges under Random Loading

DEFF Research Database (Denmark)

Rom, Søren; Agerskov, Henning

2014-01-01

Fatigue damage accumulation in aluminum highway bridges under random loading is studied. The fatigue life of welded joints has been determined both experimentally and from a fracture mechanics analysis. In the experimental part of the investigation, fatigue test series on welded plate test...... is normally used in the design against fatigue in aluminum bridges, may give results which are unconservative. The validity of the results obtained from Miner’s rule will depend on the distribution of the load history in tension and compression....

Polynomial friction pendulum isolators (PFPIs) for seismic performance control of benchmark highway bridge

Science.gov (United States)

Saha, Arijit; Saha, Purnachandra; Patro, Sanjaya Kumar

2017-10-01

The seismic response of a benchmark highway bridge isolated with passive polynomial friction pendulum isolators (PFPIs) is investigated and subjected to six bidirectional ground motion records. The benchmark study is based on a lumped mass finite-element model of the 91/5 highway overcrossing located in Southern California. The PFPI system possesses two important parameters; one is horizontal flexibility and the other is energy absorbing capacity through friction. The evaluation criteria of the benchmark bridge are analyzed considering two parameters, time period of the isolator and coefficient of friction of the isolation surface. The results of the numerical study are compared with those obtained from the traditional friction pendulum system (FPS). Dual design performance of the PFPI system suppressed the displacement and acceleration response of the benchmark highway bridge. The dual design hysteresis loop of the PFPI system is the main advantage over the linear hysteresis loop of the FPS. The numerical result indicates that the seismic performance of the PFPI system is better than that of the traditional FPS isolated system. Further, it is observed that variations of the isolation time period and coefficient of friction of the FPS and PFPI systems have a significant effect on the peak responses of the benchmark highway bridge.

Fatigue analysis and life prediction of composite highway bridge decks under traffic loading

Directory of Open Access Journals (Sweden)

Fernando N. Leitão

Full Text Available Steel and composite (steel-concrete highway bridges are currently subjected to dynamic actions of variable magnitude due to convoy of vehicles crossing on the deck pavement. These dynamic actions can generate the nucleation of fractures or even their propagation on the bridge deck structure. Proper consideration of all of the aspects mentioned pointed our team to develop an analysis methodology with emphasis to evaluate the stresses through a dynamic analysis of highway bridge decks including the action of vehicles. The design codes recommend the application of the curves S-N associated to the Miner's damage rule to evaluate the fatigue and service life of steel and composite (steel-concrete bridges. In this work, the developed computational model adopted the usual mesh refinement techniques present in finite element method simulations implemented in the ANSYS program. The investigated highway bridge is constituted by four longitudinal composite girders and a concrete deck, spanning 40.0m by 13.5m. The analysis methodology and procedures presented in the design codes were applied to evaluate the fatigue of the bridge determining the service life of the structure. The main conclusions of this investigation focused on alerting structural engineers to the possible distortions, associated to the steel and composite bridge's service life when subjected to vehicle's dynamic actions.

On-the-spot damage detection methodology for highway bridges.

Science.gov (United States)

2010-07-01

Vibration-based damage identification (VBDI) techniques have been developed in part to address the problems associated with an aging civil infrastructure. To assess the potential of VBDI as it applies to highway bridges in Iowa, three applications of...

Ground-water problems in highway construction and maintenance

Science.gov (United States)

Rasmussen, W.C.; Haigler, L.B.

1953-01-01

This report discusses the occurrence of ground water in relation to certain problems in highway construction and maintenance. These problems are: the subdrainage of roads; quicksand; the arrest of soil creep in road cuts; the construction of lower and larger culverts necessitated by the farm-drainage program; the prevention of failure of bridge abutments and retaining walls; and the water-cement ratio of sub-water-table concrete. Although the highway problems and suggested solutions are of general interest, they are considered with special reference to the State of Delaware, in relation to the geology of that State. The new technique of soil stabilization by electroosmosis is reviewed in the hope that it might find application here in road work and pile setting, field application by the Germans and Russians is reviewed.

Real-time stress monitoring of highway bridges with a secured wireless sensor network.

Science.gov (United States)

2011-12-01

"This collaborative research aims to develop a real-time stress monitoring system for highway bridges with a secured wireless sensor network. The near term goal is to collect wireless sensor data under different traffic patterns from local highway br...

Service life assessment of timber highway bridges in USA climate zones

Science.gov (United States)

James P. Wacker; Brian K. Brashaw; Thomas G. Williamson; P. David Jones; Matthew S. Smith; Travis K. Hosteng; David L. Strahl; Lola E. Coombe; V.J. Gopu

2014-01-01

As engineers begin to estimate life-cycle costs and sustainable design approaches for timber bridges, there is a need for more reliable data about their durability and expected service life. This paper summarizes a comprehensive effort to assess the current condition of more than one hundred timber highway bridge superstructures throughout the United States. This...

Stress distribution and displacement of abutment of middle implant-natural teeth fixed bridge under different loading

International Nuclear Information System (INIS)

Chen Erjun; Zhou Yanmin; Ma Chenchun; Cong Zhiqiang; Jiang Yonghua

2004-01-01

Objective: To study stress distribution and displacement of abutment of middle implant-natural teeth fixed bridge under different loading. Methods: The stress distribution and displacement of abutment were studied and analyzed by means of three-dimensional finite element when different loading was applied. Results: The biggest stress of middle implant was 4-5 times as big as that of natural teeth. Under concentrated vertical loading, the biggest stress of implant was about 2 times higher than that under dispersed vertical loading. There was no significant difference of biggest stress on the implant between concentrated oblique loading and dispersed oblique loading. The biggest stress of implant under oblique loading was 3 times as big as that under dispersed vertical loading. The biggest stress of natural teeth under dispersed loading was lower than that under concentrated loading. The maximum displacement of implant in occlusal-gum direction was great lower than that of natural teeth. Both in buccal-lingual direction and medial-distal direction, the displacement of implant were about equal to that of natural teeth. Conclusion: The oblique loading is the main force to destroy the middle implant-natural teeth fixed bridge. The lean of cusp should be reduced. The abnormally high occlusal points should be deleted. The bite points should be well distributed. The fixed bridge is feasible. (authors)

Scour around vertical wall abutment in cohesionless sediment bed

Science.gov (United States)

Pandey, M.; Sharma, P. K.; Ahmad, Z.

2017-12-01

At the time of floods, failure of bridges is the biggest disaster and mainly sub-structure (bridge abutments and piers) are responsible for this failure of bridges. It is very risky if these sub structures are not constructed after proper designing and analysis. Scour is a natural phenomenon in rivers or streams caused by the erosive action of the flowing water on the bed and banks. The abutment undermines due to river-bed erosion and scouring, which generally recognized as the main cause of abutment failure. Most of the previous studies conducted on scour around abutment have concerned with the prediction of the maximum scour depth (Lim, 1994; Melvill, 1992, 1997 and Dey and Barbhuiya, 2005). Dey and Barbhuiya (2005) proposed a relationship for computing maximum scour depth near an abutment, based on laboratory experiments, for computing maximum scour depth around vertical wall abutment, which was confined to their experimental data only. However, this relationship needs to be also verified by the other researchers data in order to support the reliability to the relationship and its wider applicability. In this study, controlled experimentations have been carried out on the scour near a vertical wall abutment. The collected data in this study along with data of the previous investigators have been carried out on the scour near vertical wall abutment. The collected data in this study along with data of the previous have been used to check the validity of the existing equation (Lim, 1994; Melvill, 1992, 1997 and Dey and Barbhuiya, 2005) of maximum scour depth around the vertical wall abutment. A new relationship is proposed to estimate the maximum scour depth around vertical wall abutment, it gives better results all relationships.

Discussion on runoff purification technology of highway bridge deck based on water quality safety

Science.gov (United States)

Tan, Sheng-guang; Liu, Xue-xin; Zou, Guo-ping; Xiong, Xin-zhu; Tao, Shuang-cheng

2018-06-01

Aiming at the actual problems existing, including a poor purification effect of highway bridge runoff collection and treatment system across sensitive water and necessary manual emergency operation, three kinds of technology, three pools system of bridge runoff purification, the integral pool of bridge runoff purification and ecological planting tank, are put forward by optimizing the structure of purification unit and system setting. At the same time, we come up with an emergency strategy for hazardous material leakage basing on automatic identification and remote control of traffic accidents. On the basis of combining these with the optimized pool structure, sensitive water safety can be guaranteed and water pollution, from directly discharging of bridge runoff, can be decreased. For making up for the shortages of green highway construction technology, the technique has important reference value.

Design and construction of Chiburiko Bridge (stress ribbon bridge). Chiburiko bashi (tsurishoban kyo) no sekkei to seko

Energy Technology Data Exchange (ETDEWEB)

Kamisakoda, K; Tokuyama, S; Sano, K; Onuma, K [Kashima Corp., Tokyo (Japan)

1992-07-30

Chiburiko Bridge lies across Chiburiko which is a lake for agricultural water, and is used by people, carts and cars for administration. It is a stressed-ribbon bridge with the road surface made with concrete covered bands of cables stretched between abutments, and is the first highway bridge in Japan. A report is made on the plan and construction of the bridge. Integration of the precast slab with the cast-in-place concrete as well as mutual integration of the precast slabs are validated by the use of a reproduced model of a part of the bridge. Floor slabs are suspended by cables, and can be constructed with no form nor support by integrating cast-in-place concrete with the precast slabs on mutually joined precast slabs. It has been said that the stressed-ribbon bridge has a structure suitable for long span bridges because it has a simple structure. Studies, however, seems to be necessary on the impact caused by running of vehicles and on the wind resisting stability. 3 refs., 17 figs., 2 tabs.

Local scour at abutments: A review

Indian Academy of Sciences (India)

R. Narasimhan (Krishtel eMaging) 1461 1996 Oct 15 13:05:22

On the other hand, live-bed scour occurs when the scour hole is ... The primary vortex is elliptical in shape, with an inner core region being a .... The primary vortex is strong upstream of the abutment (see sections A–C) ...... Cardoso A H, Bettess R 1999 Effects of time and channel geometry on scour at bridge abutments. J.

Comparison and calibration of numerical models from monitoring data of a reinforced concrete highway bridge

Directory of Open Access Journals (Sweden)

R. G. M. de Andrade

Full Text Available The last four decades were important for the Brazilian highway system. Financial investments were made so it could expand and many structural solutions for bridges and viaducts were developed. In parallel, there was a significant raise of pathologies in these structures, due to lack of maintenance procedures. Thus, this paper main purpose is to create a short-term monitoring plan in order to check the structural behavior of a curved highway concrete bridge in current use. A bridge was chosen as a case study. A hierarchy of six numerical models is shown, so it can validate the bridge's structural behaviour. The acquired data from the monitoring was compared with the finest models so a calibration could be made.

Trends of Abutment-Scour Prediction Equations Applied to 144 Field Sites in South Carolina

Science.gov (United States)

Benedict, Stephen T.; Deshpande, Nikhil; Aziz, Nadim M.; Conrads, Paul

2006-01-01

The U.S. Geological Survey conducted a study in cooperation with the Federal Highway Administration in which predicted abutment-scour depths computed with selected predictive equations were compared with field measurements of abutment-scour depth made at 144 bridges in South Carolina. The assessment used five equations published in the Fourth Edition of 'Evaluating Scour at Bridges,' (Hydraulic Engineering Circular 18), including the original Froehlich, the modified Froehlich, the Sturm, the Maryland, and the HIRE equations. An additional unpublished equation also was assessed. Comparisons between predicted and observed scour depths are intended to illustrate general trends and order-of-magnitude differences for the prediction equations. Field measurements were taken during non-flood conditions when the hydraulic conditions that caused the scour generally are unknown. The predicted scour depths are based on hydraulic conditions associated with the 100-year flow at all sites and the flood of record for 35 sites. Comparisons showed that predicted scour depths frequently overpredict observed scour and at times were excessive. The comparison also showed that underprediction occurred, but with less frequency. The performance of these equations indicates that they are poor predictors of abutment-scour depth in South Carolina, and it is probable that poor performance will occur when the equations are applied in other geographic regions. Extensive data and graphs used to compare predicted and observed scour depths in this study were compiled into spreadsheets and are included in digital format with this report. In addition to the equation-comparison data, Water-Surface Profile Model tube-velocity data, soil-boring data, and selected abutment-scour data are included in digital format with this report. The digital database was developed as a resource for future researchers and is especially valuable for evaluating the reasonableness of future equations that may be developed.

Hydrology and modeling of flow conditions at Bridge 339 and Mile 38-43, Copper River Highway, Alaska

Science.gov (United States)

Brabets, Timothy P.

2012-01-01

The Copper River basin, the sixth largest watershed in Alaska, drains an area of 24,200 square miles in south-central Alaska. This large, glacier-fed river flows across a wide alluvial fan before it enters the Gulf of Alaska. The Copper River Highway, which traverses the alluvial fan, has been affected by channel planform reconfiguration. Currently (2012), two areas of the Copper River Highway are at risk: at Mile 38-43, the road grade is too low and the highway could be flooded by high flows of the Copper River, and at Mile 36, the main channel of the Copper River has migrated directly toward Bridge 339. Because Bridge 339 was not designed and built to convey the main flow of the Copper River, as much as 50 feet of scour occurred at the piers in 2011. The piers can no longer absorb the lateral or vertical loads, resulting in closure of the bridge and the Copper River Highway. The U.S. Geological Survey Flow and Sediment Transport with Morphologic Evolution of Channels (FaSTMECH) model was used to simulate the flow of the Copper River and produce simulations of depth, water-surface elevation, and velocity. At the Mile 38-43 area, FaSTMECH was used to analyze the effects of raising the road grade 5 feet, and at Mile 36, FaSTMECH was used to analyze the effects of constructing a channel to divert flow away from Bridge 339. Results from FaSTMECH indicate that if raising the road grade 5 feet in the Mile 38-43 area, a flood with an annual exceedance probability of 2 percent (400,000 cubic feet per second) would not overtop the highway. In the Bridge 339 area, results from FaSTMECH indicate that a design channel could divert flows as much as 100,000 cubic feet per second away from Bridge 339.

Large-scale laboratory observations of wave forces on a highway bridge superstructure.

Science.gov (United States)

2011-10-01

The experimental setup and data are presented for a laboratory experiment conducted to examine realistic wave forcing on a highway bridge : superstructure. The experiments measure wave conditions along with the resulting forces, pressures, and struct...

Modal Identification and Damage Detection on a Concrete Highway Bridge by Frequency Domain Decomposition

DEFF Research Database (Denmark)

Brincker, Rune; Andersen, P.; Zhang, L.

2002-01-01

As a part of a research project co-founded by the European Community, a series of 15 damage tests were performed on a prestressed concrete highway bridge in Switzerland. The ambient response of the bridge was recorded for each damage case. A dense array of instruments allowed the identification...

Modal Identification and Damage Detection on a Concrete Highway Bridge by Frequency Domain Decomposition

DEFF Research Database (Denmark)

Brincker, Rune; Andersen, Palle; Zhang, Lingmi

2007-01-01

As a part of a research project co-founded by the European Community, a series of 15 damage tests were performed on a prestressed concrete highway bridge in Switzerland. The ambient response of the bridge was recorded for each damage case. A dense array of instruments allowed the identification...

Accelerated bridge construction utilizing precast pier caps on state highway 69 over Turkey Creek, Huerfano County, CO.

Science.gov (United States)

2014-07-01

The purpose of this report is to document Accelerated Bridge Construction (ABC) techniques on IBRD : (Innovative Bridge Research and Development) project 102470 for the construction of Bridge N-16-Q : on State Highway 69 over Turkey Creek. The constr...

Evaluation of abutment scour prediction equations with field data

Science.gov (United States)

Benedict, S.T.; Deshpande, N.; Aziz, N.M.

2007-01-01

The U.S. Geological Survey, in cooperation with FHWA, compared predicted abutment scour depths, computed with selected predictive equations, with field observations collected at 144 bridges in South Carolina and at eight bridges from the National Bridge Scour Database. Predictive equations published in the 4th edition of Evaluating Scour at Bridges (Hydraulic Engineering Circular 18) were used in this comparison, including the original Froehlich, the modified Froehlich, the Sturm, the Maryland, and the HIRE equations. The comparisons showed that most equations tended to provide conservative estimates of scour that at times were excessive (as large as 158 ft). Equations also produced underpredictions of scour, but with less frequency. Although the equations provide an important resource for evaluating abutment scour at bridges, the results of this investigation show the importance of using engineering judgment in conjunction with these equations.

A Simplified Technique for Implant-Abutment Level Impression after Soft Tissue Adaptation around Provisional Restoration

Science.gov (United States)

Kutkut, Ahmad; Abu-Hammad, Osama; Frazer, Robert

2016-01-01

Impression techniques for implant restorations can be implant level or abutment level impressions with open tray or closed tray techniques. Conventional implant-abutment level impression techniques are predictable for maximizing esthetic outcomes. Restoration of the implant traditionally requires the use of the metal or plastic impression copings, analogs, and laboratory components. Simplifying the dental implant restoration by reducing armamentarium through incorporating conventional techniques used daily for crowns and bridges will allow more general dentists to restore implants in their practices. The demonstrated technique is useful when modifications to implant abutments are required to correct the angulation of malpositioned implants. This technique utilizes conventional crown and bridge impression techniques. As an added benefit, it reduces costs by utilizing techniques used daily for crowns and bridges. The aim of this report is to describe a simplified conventional impression technique for custom abutments and modified prefabricated solid abutments for definitive restorations. PMID:29563457

A Simplified Technique for Implant-Abutment Level Impression after Soft Tissue Adaptation around Provisional Restoration

Directory of Open Access Journals (Sweden)

Ahmad Kutkut

2016-05-01

Full Text Available Impression techniques for implant restorations can be implant level or abutment level impressions with open tray or closed tray techniques. Conventional implant-abutment level impression techniques are predictable for maximizing esthetic outcomes. Restoration of the implant traditionally requires the use of the metal or plastic impression copings, analogs, and laboratory components. Simplifying the dental implant restoration by reducing armamentarium through incorporating conventional techniques used daily for crowns and bridges will allow more general dentists to restore implants in their practices. The demonstrated technique is useful when modifications to implant abutments are required to correct the angulation of malpositioned implants. This technique utilizes conventional crown and bridge impression techniques. As an added benefit, it reduces costs by utilizing techniques used daily for crowns and bridges. The aim of this report is to describe a simplified conventional impression technique for custom abutments and modified prefabricated solid abutments for definitive restorations.

Fatigue in Steel Highway Bridges under Random Loading

DEFF Research Database (Denmark)

Agerskov, Henning; Nielsen, J.A.; Vejrum, Tina

1997-01-01

on welded plate test specimens have been carried through. The materials that have been used are either conventional structural steel with a yield stress of ~ 400-410 MPa or high-strength steel with a yield stress of ~ 810-840 MPa.The fatigue tests have been carried out using load histories, which correspond......In the present investigation, fatigue damage accumulation in steel highway bridges under random loading is studied. The fatigue life of welded joints has been determined both experimentally and from a fracture mechanics analysis.In the experimental part of the investigation, fatigue test series...... to one week's traffic loading, determined by means of strain gage measurements on the orthotropic steel deck structure of the Farø Bridges in Denmark.The test series which have been carried through show a significant difference between constant amplitude and variable amplitude fatigue test results. Both...

Fatigue in Steel Highway Bridges under Random Loading

DEFF Research Database (Denmark)

Agerskov, Henning; Nielsen, Jette Andkjær

1999-01-01

have been carried through. The materials that have been used are either conventional structural steel with a yield stress of f(y) similar to 400-410 MPa or high-strength steel with a yield stress of f(y) similar to 810-840 MPa. The fatigue tests have been carried out using load histories, which......Fatigue damage accumulation in steel highway bridges under random loading is studied. The fatigue life of welded joints has been determined both experimentally and from a fracture mechanics analysis. In the experimental part of the investigation, fatigue test series on welded plate test specimens...... correspond to one week's traffic loading, determined by means of strain gauge measurements on the orthotropic steel deck structure of the Faro Bridges in Denmark. The test series carried through show a significant difference between constant amplitude and variable amplitude fatigue test results. Both...

Assessment of bridge abutment scour and sediment transport under various flow conditions

Science.gov (United States)

Gilja, Gordon; Valyrakis, Manousos; Michalis, Panagiotis; Bekić, Damir; Kuspilić, Neven; McKeogh, Eamon

2017-04-01

Safety of bridges over watercourses can be compromised by flow characteristics and bridge hydraulics. Scour process around bridge foundations can develop rapidly during low-recurrence interval floods when structural elements are exposed to increased flows. Variations in riverbed geometry, as a result of sediment removal and deposition processes, can increase flood-induced hazard at bridge sites with catastrophic failures and destructive consequences for civil infrastructure. The quantification of flood induced hazard on bridge safety generally involves coupled hydrodynamic and sediment transport models (i.e. 2D numerical or physical models) for a range of hydrological events covering both high and low flows. Modelled boundary conditions are usually estimated for their probability of occurrence using frequency analysis of long-term recordings at gauging stations. At smaller rivers gauging station records are scarce, especially in upper courses of rivers where weirs, drops and rapids are common elements of river bathymetry. As a result, boundary conditions that accurately represent flow patterns on modelled river reach cannot be often reliably acquired. Sediment transport process is also more complicated to describe due to its complexity and dependence to local flow field making scour hazard assessment a particularly challenging issue. This study investigates the influence of flow characteristics to the development of scour and sedimentation processes around bridge abutments of a single span masonry arch bridge in south Ireland. The impact of downstream weirs on bridge hydraulics through variation of downstream model domain type is also considered in this study. The numerical model is established based on detailed bathymetry data surveyed along a rectangular grid of 50cm spacing. Acquired data also consist of riverbed morphology and water level variations which are monitored continuously on bridge site. The obtained data are then used to compare and calibrate

Evaluation of bridge decks using non-destructive evaluation (NDE) at near highway speeds for effective asset management.

Science.gov (United States)

2015-06-01

Remote sensing technologies allow for the condition evaluation of bridge decks at near highway speed. : Data collection at near highway speed for assessment of the top of the concrete deck and proof of : concept testing for the underside of the deck ...

Combination of natural teeth and osseointegrated implants as prosthesis abutments in a posterior cantilever bridge

Directory of Open Access Journals (Sweden)

Michael Josef Kridanto Kamadjaja

2008-06-01

Full Text Available Dental implants have been used for several decades. Patients of all ages have chosen dental implants to replace a single tooth or several teeth or to support partial or full dentures. This paper reports two cases of patients treated with dental implant as alternative to replace the missing teeth and connected with natural tooth as abutments in a fixed restoration with distal cantilever bridge. The underlining reasons that we decided to make such kind fixed prostheses are because of clinically imposible to put the implant on certain area and the patients asked for prostheses as optimum as possible, so the mastication function could return to the homeostasis condition. The benefit of these treatments are that prostheses could be made as optimum as possible with a more economic price, so the patients feel quite satisfied. The result shows that a few years after the treatments finished there is no any disadvantageous effect of connecting teeth to implants as abutments in fixed partial dentures and there is no sign of a harmful effect to the opposing teeth either.

Influence of Abutment Design on Clinical Status of Peri-Implant Tissues

OpenAIRE

Taiyeb-Ali, T. B.; Toh, C. G.; Siar, C. H.; Seiz, D.; Ong, S. T.

2017-01-01

Objective: To compare the clinical soft tissue responses around implant tooth-supported 3-unit bridges using tapered abutments with those using butt-joint abutments. Methods: In a split-mouth design study, 8 mm Ankylos (Dentsply Friadent, Germany) implants were placed in the second mandibular molar region of 8 adult Macaca fascicularis monkeys about I month after extraction of all mandibular molars. After 3 months of submerged healing, 3-unit metal bridges were constructed. Clinical data was ...

Identification and Level 1 Damage Detection of the Z24 Highway Bridge by Frequency Domain Decomposition

DEFF Research Database (Denmark)

Brincker, Rune; Andersen, P.; Cantieni, R.

2001-01-01

A series of 15 progressive damage tests were performed on a prestressed concrete highway bridge in Switzerland. The ambient response of the bridge was recorded for each damage case with a relatively large number of sensors. Changes in frequencies, damping ratios and MAC values were determined...

Assessment of the NCHRP abutment scour prediction equations with laboratory and field data

Science.gov (United States)

Benedict, Stephen T.

2014-01-01

The U.S. Geological Survey, in coopeation with nthe National Cooperative Highway Research Program (NCHRP) is assessing the performance of several abutment-scour predcition equations developed in NCHRP Project 24-15(2) and NCHRP Project 24-20. To accomplish this assssment, 516 laboratory and 329 fiels measurements of abutment scor were complied from selected sources and applied tto the new equations. Results will be used to identify stregths, weaknesses, and limitations of the NCHRP abutment scour equations, providing practical insights for applying the equations. This paper presents some prelimiray findings from the investigation.

Evaluation of Maryland abutment scour equation through selected threshold velocity methods

Science.gov (United States)

Benedict, S.T.

2010-01-01

The U.S. Geological Survey, in cooperation with the Maryland State Highway Administration, used field measurements of scour to evaluate the sensitivity of the Maryland abutment scour equation to the critical (or threshold) velocity variable. Four selected methods for estimating threshold velocity were applied to the Maryland abutment scour equation, and the predicted scour to the field measurements were compared. Results indicated that performance of the Maryland abutment scour equation was sensitive to the threshold velocity with some threshold velocity methods producing better estimates of predicted scour than did others. In addition, results indicated that regional stream characteristics can affect the performance of the Maryland abutment scour equation with moderate-gradient streams performing differently from low-gradient streams. On the basis of the findings of the investigation, guidance for selecting threshold velocity methods for application to the Maryland abutment scour equation are provided, and limitations are noted.

Investigation on the performance of bridge approach slab

Directory of Open Access Journals (Sweden)

Abdelrahman Amr

2018-01-01

Full Text Available In Egypt, where highway bridges are to be constructed on soft cohesive soils, the bridge abutments are usually founded on rigid piles, whereas the earth embankments for the bridge approaches are directly founded on the natural soft ground. Consequently, excessive differential settlement frequently occurs between the bridge deck and the bridge approaches resulting in a “bump” at both ends of the bridge deck. Such a bump not only creates a rough and uncomfortable ride but also represents a hazardous condition to traffic. One effective technique to cope with the bump problem is to use a reinforced concrete approach slab to provide a smooth grade transition between the bridge deck and the approach pavement. Investigating the geotechnical and structural performance of approach slabs and revealing the fundamental affecting factors have become mandatory. In this paper, a 2-D finite element model is employed to investigate the performance of approach slabs. Moreover, an extensive parametric study is carried out to appraise the relatively optimum geometries of approach slab, i.e. slab length, thickness, embedded depth and slope, that can yield permissible bumps. Different geo-mechanical conditions of the cohesive foundation soil and the fill material of the bridge embankment are examined.

36 CFR 261.77 - Prohibitions in Region 8, Southern Region.

Science.gov (United States)

2010-07-01

... Service Registration Stations abutting the Chattooga River located at Highway 28, Low-Water Bridge, Earl's Ford, Sandy Ford, Highway 76, Woodall Shoals, or Overflow Bridge or unless authorized under special use... this section is prohibited. (d) Entering, going, riding, or floating upon any portion or segment of the...

Force-based and displacement-based reliability assessment approaches for highway bridges under multiple hazard actions

Directory of Open Access Journals (Sweden)

Chao Huang

2015-08-01

Full Text Available The strength limit state of American Association of State Highway and Transportation Officials (AASHTO Load and Resistance Factor Design (LRFD Bridge Design Specifications is developed based on the failure probabilities of the combination of non-extreme loads. The proposed design limit state equation (DLSE has been fully calibrated for dead load and live load by using the reliability-based approach. On the other hand, most of DLSEs in other limit states, including the extreme events Ⅰ and Ⅱ, have not been developed and calibrated though taking certain probability-based concepts into account. This paper presents an assessment procedure of highway bridge reliabilities under the limit state of extreme event Ⅰ, i. e., the combination of dead load, live load and earthquake load. A force-based approach and a displacement-based approach are proposed and implemented on a set of nine simplified bridge models. Results show that the displacement-based approach comes up with more convergent and accurate reliabilities for selected models, which can be applied to other hazards.

Assessment of impact of mass movements on the upper Tayyah valley's bridge along Shear escarpment highway, Asir region (Saudi Arabia) using remote sensing data and field investigation

Science.gov (United States)

Youssef, A. M.; Al-Kathery, M.; Pradhan, B.

2015-01-01

Escarpment highways, roads and mountainous areas in Saudi Arabia are facing landslide hazards that are frequently occurring from time to time causing considerable damage to these areas. Shear escarpment highway is located in the north of the Abha city. It is the most important escarpment highway in the area, where all the light and heavy trucks and vehicle used it as the only corridor that connects the coastal areas in the western part of the Saudi Arabia with the Asir and Najran Regions. More than 10 000 heavy trucks and vehicles use this highway every day. In the upper portion of Tayyah valley of Shear escarpment highway, there are several landslide and erosion potential zones that affect the bridges between tunnel 7 and 8 along the Shear escarpment Highway. In this study, different types of landslides and erosion problems were considered to access their impacts on the upper Tayyah valley's bridge along Shear escarpment highway using remote sensing data and field investigation. These landslides and erosion problems have a negative impact on this section of the highway. Results indicate that the areas above the highway and bridge level between bridge 7 and 8 have different landslides including planar, circular, rockfall failures and debris flows. In addition, running water through the gullies cause different erosional (scour) features between and surrounding the bridge piles and culverts. A detailed landslides and erosion features map was created based on intensive field investigation (geological, geomorphological, and structural analysis), and interpretation of Landsat image 15 m and high resolution satellite image (QuickBird 0.61 m), shuttle radar topography mission (SRTM 90 m), geological and topographic maps. The landslides and erosion problems could exhibit serious problems that affect the stability of the bridge. Different mitigation and remediation strategies have been suggested to these critical sites to minimize and/or avoid these problems in the future.

Level II scour analysis for Bridge 8 (BARTTH00020008) on Town Highway 2, crossing Roaring Brook, Barton, Vermont

Science.gov (United States)

Boehmler, Erick M.; Ivanoff, Michael A.

1996-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BARTTH00020008 on town highway 2 crossing Roaring Brook, Barton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the New England Upland section of the New England physiographic province of North-central Vermont in the town of Barton. The 9.89-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the downstream left bank, which has a few trees and grass and brush coverage. In the study area, Roaring Brook has an incised, sinuous channel with a slope of approximately 0.019 ft/ft, an average channel top width of 35 ft and an average channel depth of 3 ft. The predominant channel bed material is gravel/cobble (D50 is 49.1 mm or 0.161 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1994 indicated that the reach was laterally unstable. A cut-bank on the downstream right bank and overall channel configuration in the valley are indications of the lateral instability at this site. The town highway 2 crossing of Roaring Brook is a 30-ft-long, two-lane bridge consisting of one 26-foot span concrete T-beam type superstructure (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is

A Retro-Analysis of I-40 Bridge Collapse on Freight Movement in the U.S. Highway Network using GIS and Assignment Models

Directory of Open Access Journals (Sweden)

Saniye Gizem Aydin, Ph.D.

2012-12-01

Full Text Available Bridges are critical but vulnerable elements of a highway transportation system. A bridge collapse not only affects the freight movement on the bridge but also the flow in the entire network, posing negative impacts on local, regional, and national economy. This study examines the spatial and economic impact of the 2002 I-40 Bridge collapse in Oklahoma on freight flow movement in the U.S. highway network. Freight Analysis Framework (FAF databases, TransCADTM software, and two assignment models (All-or-Nothing and User Equilibrium are used to analyze the freight flow changes before and after the bridge collapse along with two different freight assignment approaches. The first approach assigns the origin-destination freight flow to the network with the collapsed bridge removed. The second involves two successive assignments - first by excluding the pre-hazard freight flow on the bridge and assigning the rest of the flow to the post-disaster network, and second, by assigning the freight flow on the bridge in pre-disaster conditions to the post-disaster-network. The research showed that the bridge collapse did not only impact the freight flows on nearby highway network links, but also affected flows on links further away from the bridge. This finding casts doubts on the conventional models relying on gravity-based spatial distance decay effects, which often overestimate the nearby but underestimate the further-out freight flow changes in the network.

On the spot damage detection methodology for highway bridges during natural crises : tech transfer summary.

Science.gov (United States)

2010-07-01

The objective of this work was to develop a : low-cost portable damage detection tool to : assess and predict damage areas in highway : bridges. : The proposed tool was based on standard : vibration-based damage identification (VBDI) : techniques but...

Evaluation on Impact Interaction between Abutment and Steel Girder Subjected to Nonuniform Seismic Excitation

Directory of Open Access Journals (Sweden)

Yue Zheng

2015-01-01

Full Text Available This paper aims to evaluate the impact interaction between the abutment and the girder subjected to nonuniform seismic excitation. An impact model based on tests is presented by taking material properties of the backfill of the abutment into consideration. The conditional simulation is performed to investigate the spatial variation of earthquake ground motions. A two-span continuous steel box girder bridge is taken as the example to analyze and assess the pounding interaction between the abutment and the girder. The detailed nonlinear finite element (FE model is established and the steel girder and the reinforced concrete piers are modeled by nonlinear fiber elements. The pounding element of the abutment is simulated by using a trilinear compression gap element. The elastic-perfectly plastic element is used to model the nonlinear rubber bearings. The comparisons of the pounding forces, the shear forces of the nonlinear bearings, the moments of reinforced concrete piers, and the axial pounding stresses of the steel girder are studied. The made observations indicate that the nonuniform excitation for multisupport bridge is imperative in the analysis and evaluation of the pounding effects of the bridges.

Technical Specifications of Structural Health Monitoring for Highway Bridges: New Chinese Structural Health Monitoring Code

Directory of Open Access Journals (Sweden)

Fernando Moreu

2018-03-01

Full Text Available Governments and professional groups related to civil engineering write and publish standards and codes to protect the safety of critical infrastructure. In recent decades, countries have developed codes and standards for structural health monitoring (SHM. During this same period, rapid growth in the Chinese economy has led to massive development of civil engineering infrastructure design and construction projects. In 2016, the Ministry of Transportation of the People’s Republic of China published a new design code for SHM systems for large highway bridges. This document is the first technical SHM code by a national government that enforces sensor installation on highway bridges. This paper summarizes the existing international technical SHM codes for various countries and compares them with the new SHM code required by the Chinese Ministry of Transportation. This paper outlines the contents of the new Chinese SHM code and explains its relevance for the safety and management of large bridges in China, introducing key definitions of the Chinese–United States SHM vocabulary and their technical significance. Finally, this paper discusses the implications for the design and implementation of a future SHM codes, with suggestions for similar efforts in United States and other countries.

A prospective, split-mouth study comparing tilted implants with angulated connection versus conventional implants with angulated abutment.

Science.gov (United States)

Van Weehaeghe, Manú; De Bruyn, Hugo; Vandeweghe, Stefan

2017-12-01

An angulation of the implant connection could overcome the problems related to angulated abutments. This study compares conventional implants with angulated abutment to tilted implants with an angulated connection. Twenty patients were treated in the edentulous mandible. In the posterior jaw locations, one conventional tilted implant with angulated abutment and one angulated implant without abutment were placed. In the anterior jaw, two conventional implants were placed, one with and one without abutment. Implants were immediately loaded and 3 months later, the final bridge (PFM or monolithic zirconia) was placed. After a follow-up of 48 months, 17 patients were available for clinical examination. The mean overall marginal bone loss (MBL) was 1.26 mm. No significant differences in implant survival, MBL, periodontal indices, patients' satisfaction, or complications was found between implants restored on abutment or implant level, between the posteriorly located angulated implant nor angulated abutment, and between both anterior implants with or without abutment. The posterior implants demonstrated less MBL compared to the anterior implants (P abutment were replaced and four loose bridge screws connected to the angulated abutments had to be tightened. Patients were overall satisfied (4.74/5). An implant with angulated connection may results in a stronger connection but does not affect the marginal bone loss. No difference in MBL was seen between implants restored on abutment or implant level. Zirconia seems to reduce the amount of plaque. © 2017 Wiley Periodicals, Inc.

Road Bridges and Culverts, MDTA Culverts, Culverts on John F. Kennedy Highway (I95), Baltimore Harbor Tunnel Throughway, Francis Scott Key Bridge, Bay bridge, Nice Bridge, Published in 2010, 1:1200 (1in=100ft) scale, Maryland Transportation Authority.

Data.gov (United States)

NSGIC State | GIS Inventory — Road Bridges and Culverts dataset current as of 2010. MDTA Culverts, Culverts on John F. Kennedy Highway (I95), Baltimore Harbor Tunnel Throughway, Francis Scott Key...

23 CFR 650.809 - Movable span bridges.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Movable span bridges. 650.809 Section 650.809 Highways FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION ENGINEERING AND TRAFFIC OPERATIONS BRIDGES, STRUCTURES, AND HYDRAULICS Navigational Clearances for Bridges § 650.809 Movable span bridges. A fixed bridge...

Proposal for monitoring concrete painting as a preventive maintenance tool (Abutments and pier caps).

Science.gov (United States)

2017-07-01

One of the growing number of preventive bridge maintenance activities conducted by the Kentucky Transportation Cabinet (KYTC) is washing and applying thin film protective coatings to bridge abutments and piers. Previous work conducted by Kentucky Tra...

Effect of abutment height on interproximal implant bone level in the early healing: A randomized clinical trial.

Science.gov (United States)

Blanco, Juan; Pico, Alexandre; Caneiro, Leticia; Nóvoa, Lourdes; Batalla, Pilar; Martín-Lancharro, Pablo

2018-01-01

The aim of this randomized clinical trial was to compare the effect on the interproximal implant bone loss (IBL) of two different heights (1 and 3 mm) of definitive abutments placed at bone level implants with a platform switched design. Twenty-two patients received forty-four implants (6.5-10 mm length and 3.5-4 mm diameter) to replace at least two adjacent missing teeth, one bridge set to each patient-two implants per bridge. Patients were randomly allocated, and two different abutment heights, 1 and 3 mm using only one abutment height per bridge, were used. Clinical and radiological measurements were performed at 3 and 6 months after surgery. Interproximal bone level changes were compared between treatment groups. The association between IBL and categorical variables (history of periodontitis, smoking, implant location, implant diameter, implant length, insertion torque, width of keratinized mucosa, bone density, gingival biotype and antagonist) was also performed. At 3 months, implants with a 1-mm abutment had significantly greater IBL (0.83 ± 0.19 mm) compared to implants with a 3-mm abutment (0.14 ± 0.08 mm). At 6 months, a greater IBL was observed at implants with 1-mm abutments compared to implants with 3-mm abutments (0.91 ± 0.19 vs. 0.11 ± 0.09 mm). The analysis of the relation between patient characteristics and clinical variables with IBL revealed no significant differences at any moment except for smoking. Abutment height is an important factor to maintain interproximal implant bone level in early healing. Short abutments led to a greater interproximal bone loss in comparison with long abutments after 6 months. Other variables except smoking showed no relation with interproximal bone loss in early healing. © 2017 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Repeated multibeam echosounder hydrographic surveys of 15 selected bridge crossings along the Missouri River from Niobrara to Rulo, Nebraska, during the flood of 2011

Science.gov (United States)

Dietsch, Benjamin J.; Densmore, Brenda K.; Strauch, Kellan R.

2014-01-01

In 2011, unprecedented flooding in the Missouri River prompted transportation agencies to increase the frequency of monitoring riverbed elevations near bridges that cross the Missouri River. Hydrographic surveys were completed in cooperation with the Nebraska Department of Roads, using a multibeam echosounder at 15 highway bridges spanning the Missouri River from Niobrara to Rulo, Nebraska during and after the extreme 2011 flood. Evidence of bed elevation change near bridge piers was documented. The greatest amount of bed elevation change during the 2011 flood documented for this study occurred at the Burt County Missouri River Bridge at Decatur, Nebraska, where scour of about 45 feet, from before flooding, occurred between a bridge abutment and pier. Of the remaining sites, highway bridges where bed elevation change near piers appeared to have exceeded 10 feet include the Abraham Lincoln Memorial Bridge at Blair, Nebr., Bellevue Bridge at Bellevue, Nebr., and Nebraska City Bridge at Nebraska City, Nebr. Hydrographic surveys at 14 of the 15 sites were completed in mid-July and again in early October or late-November 2011. Near three of the bridges, the bed elevation of locations surveyed in July increased by more than 10 feet, on average, by late October or early November 2011. Bed elevations increased between 1 and 10 feet, on average, near six bridges. Near the remaining four bridges, bed elevations decreased between 1 and 4 feet, on average, from July to late October or early November.

Deterioration of J-bar reinforcement in abutments and piers.

Science.gov (United States)

2011-12-31

Deterioration and necking of J-bars has been reportedly observed at the interface of the footing and stem wall during the demolition : of older retaining walls and bridge abutments. Similar deterioration has been reportedly observed between the pier ...

Consideration of time-evolving capacity distributions and improved degradation models for seismic fragility assessment of aging highway bridges

International Nuclear Information System (INIS)

Ghosh, Jayadipta; Sood, Piyush

2016-01-01

This paper presents a methodology to develop seismic fragility curves for deteriorating highway bridges by uniquely accounting for realistic pitting corrosion deterioration and time-dependent capacity distributions for reinforced concrete columns under chloride attacks. The proposed framework offers distinct improvements over state-of-the-art procedures for fragility assessment of degrading bridges which typically assume simplified uniform corrosion deterioration model and pristine limit state capacities. Depending on the time in service life and deterioration mechanism, this study finds that capacity limit states for deteriorating bridge columns follow either lognormal distribution or generalized extreme value distributions (particularly for pitting corrosion). Impact of column degradation mechanism on seismic response and fragility of bridge components and system is assessed using nonlinear time history analysis of three-dimensional finite element bridge models reflecting the uncertainties across structural modeling parameters, deterioration parameters and ground motion. Comparisons are drawn between the proposed methodology and traditional approaches to develop aging bridge fragility curves. Results indicate considerable underestimations of system level fragility across different damage states using the traditional approach compared to the proposed realistic pitting model for chloride induced corrosion. Time-dependent predictive functions are provided to interpolate logistic regression coefficients for continuous seismic reliability evaluation along the service life with reasonable accuracy. - Highlights: • Realistic modeling of chloride induced corrosion deterioration in the form of pitting. • Time-evolving capacity distribution for aging bridge columns under chloride attacks. • Time-dependent seismic fragility estimation of highway bridges at component and system level. • Mathematical functions for continuous tracking of seismic fragility along service

Performance assessment of MSE abutment walls in Indiana : final report.

Science.gov (United States)

2017-05-01

This report presents a numerical investigation of the behavior of steel strip-reinforced mechanically stabilized earth (MSE) direct bridge abutments under static loading. Finite element simulations were performed using an advanced two-surface boundin...

Case study: highly loaded MSE bridge supporting structure, Syncrude NMAPS conveyor overpasses

Energy Technology Data Exchange (ETDEWEB)

Scherger, B.; Brockbank, B. [Reinforced Earth Company Ltd., Edmonton, AB (Canada); Mimura, W. [Syncrude Canada Ltd., Edmonton, AB (Canada)

2005-07-01

A crusher and conveyor system was constructed at the Mildred Lake Oil Sands Mine near Fort McMurray, Alberta in order to facilitate ore delivery from Syncrude's North Mine. As part of this North Mine Auxiliary Production System (NMAPS), Syncrude Canada and their consultant Cosyn Technology identified the need for 3 overpasses over conveyors in the North Mine in order to provide unrestricted crossing over the operating conveyor system for the heavy hauler trucks and light vehicle mine traffic. The overpasses were designed to support the dead load of the granular fill and the live load of two loaded heavy hauler trucks, with a design load for each loaded hauler of 670 900 kg. This paper reviewed various aspects of the design from planning, structure selection, and overall stability and bearing capacity considerations. The different designs in the 3 new overpasses accommodated foundation and loading requirements. The designs ranged from the use of precast one-piece reinforced concrete arches, Mechanically Stabilized Earth (MSE) bridge abutment technology, and a combination of the two. The MSE retaining walls directly supported the bridge superstructure without the use of piles or other deep structural foundations. The design was challenging because of the significant vertical stresses transferred onto the wall. All 3 overpasses also used MSE walls for the supporting end wing walls. The main focus of this paper was on the heavily loaded MSE walls supporting the bridge abutment style overpasses. This structure has illustrated the capability of properly designed MSE wall structures with steel soil reinforcement and reinforced precast concrete face panels to successfully carry bridge footing pressure loadings up to 545 kPa. It was concluded that this case has good potential for use in future bridge projects in both the industrial and highway sectors. 2 refs., 7 figs.

Bridge scour monitoring technologies : development of evaluation and selection protocols for application on river bridges in Minnesota.

Science.gov (United States)

2010-03-01

Bridge failure or loss of structural integrity can result from scour of riverbed sediment near bridge abutments or : piers during high-flow events in rivers. In the past 20 years, several methods of monitoring bridge scour have been : developed spann...

Monitoring bridge scour using fiber optic sensors.

Science.gov (United States)

2015-04-01

The scouring process excavates and carries away materials from the bed and banks of streams, and from : around the piers and abutments of bridges. Scour undermines bridges and may cause bridge failures due to : structural instability. In the last 30 ...

Field dynamic testing on a Cyprus concrete highway bridge using Wireless Sensor Network (WSN)

Science.gov (United States)

Votsis, Renos A.; Kyriakides, Nicholas; Tantele, Elia A.; Chrysostomou, Christis Z.; Onoufriou, Toula

2014-08-01

The aims of the bridge management authorities are to ensure that bridges fulfil their purpose and functionality during their design life. So, it is important to identify and quantify the deterioration of the structural condition early so that a timely application of an intervention will avoid more serious problems and increased costs at a later stage. A measure to enhance the effectiveness of the existing structural evaluation by visual inspection is instrumental monitoring using sensors. The activities performed in this process belong to the field of Structural Health Monitoring (SHM). The SHM offers opportunities for continuous or periodic monitoring on bridges and technological advances allow nowadays the employment of wireless sensors networks (WSN) for this task. A SHM application using WSN was implemented on a multi-span reinforced concrete (RC) highway bridge in Limassol with the objective to study its dynamic characteristics and performance. Part of the specific bridge will be replaced and this offered a unique opportunity for measurements before and after construction so that apparent changes in the dynamic characteristics of the bridge will be identified after the repairing work. The measurements provided indications on the frequencies and mode shapes of the bridge and the response amplitude during the passing of traffic. The latter enabled the investigation of the dependency of the bridge's structural damping to the amplitude of vibration induced by the passing of traffic. The results showed that as the excitation increases the magnitude of modal damping increases as well.

Temporal variation of clear-water scour at compound Abutments

Directory of Open Access Journals (Sweden)

Aminuddin Ab. Ghani

2016-12-01

Full Text Available Most of actual abutments in rivers are built on foundation, while there is limited number of study available on the effects of the foundation on the local scour. In this study, temporal variation of local scour around compound abutment was investigated experimentally under clear-water conditions. The results showed that a suitable level of foundation is able to decrease the scour depth and increase scour time during the flood events. The trend of temporal scour depth at compound pier and abutment is similar. The scour depth develops to top of foundation quickly, and then the foundation postpones the scour development (lag–time. Duration of lag–time depends on the foundation level, velocity ratio (U/Uc and foundation dimension. This study highlights that proper design of foundation level increases duration of scouring and provides enough time to treat bridge foundation after the flood events.

Prosthetic rehabilitation using adhesive bridge and fixed-fixed bridge on the maxilla and telescopic crown overdenture on mandible

Directory of Open Access Journals (Sweden)

Indah Sulistiawaty

2016-12-01

Full Text Available Prosthetic rehabilitation is the rehabilitation process of masticatory and esthetics function for patients missing teeth and alveolar bone by means of manufacture and installation of dentures. The prosthetic rehabilitation commonly used include denture adhesive bridge, fixed-fixed bridge, as well as telescopic overdenture. Adhesive bridge is bridge denture consisting of single pontic and two retainer wings attached to the abutment using cement or resin. Fixed-fixed bridge is a bridge denture with rigid connectors on both ends of the pontics, whereas the telescopic crown Overdenture is a removable denture that uses linked precision on the original tooth in the form of primary coping on abutment and secondary coping on the denture. To expose the procedures of prosthetic rehabilitation using adhesive bridge and fixed-fixed bridge on the maxilla and telescopic crown Overdenture on mandible. Male patients aged 32 years came with complaints of difficulty to chew food because he had lost some teeth behind. In the maxilla, teeth are lost in the region of 15 and 16 performed by making the fixed-fixed bridge with abutment teeth 14 and 17. Loss of teeth in the region of 26, performed the manufacture of adhesive bridge with a box preparation on the occlusal 25 and 27. In the mandible, tooth loss in the region of 36,37,46, and 47 performed manufacture of telescopic crown Overdenture with primer coping on the teeth 35.38, 45, and 48 and the secondary coping on a metal frame. Prosthetic rehabilitation especially in the case of loss of back teeth is very important because with the denture patients can chew properly and maintain the stomatognathic system.

Level II scour analysis for Bridge 35, (ANDOVT00110035) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOVT00110035 on State Route 11 crossing the Middle Branch Williams River, Andover, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (Federal Highway Administration, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 4.65-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the left bank and small trees and brush on the right bank upstream and downstream of the bridge. In the study area, the Middle Branch Williams River has an incised, meandering channel with a slope of approximately 0.02 ft/ft, an average channel top width of 57 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 31.4 mm (0.103 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 28, 1996, indicated that the reach was laterally unstable. There are cut-banks upstream and downstream of the bridge and an island in the channel upstream. The State Route 11 crossing of the Middle Branch Williams River is a 28-ft-long, two-lane bridge consisting of one 24-ft concrete tee-beam span (Vermont Agency of Transportation, written communication, March 28, 1995). The opening length of the structure parallel to the bridge face is 23.6 ft. The bridge is supported by vertical, concrete abutments with

Bathymetric surveys at highway bridges crossing the Missouri and Mississippi Rivers near St. Louis, Missouri, 2010

Science.gov (United States)

Huizinga, Richard J.

2011-01-01

Bathymetric surveys were conducted by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, on the Missouri and Mississippi Rivers in the vicinity of 12 bridges at 7 highway crossings near St. Louis, Missouri, in October 2010. A multibeam echo sounder mapping system was used to obtain channel-bed elevations for river reaches ranging from 3,280 to 4,590 feet long and extending across the active channel of the Missouri and Mississippi Rivers. These bathymetric scans provide a snapshot of the channel conditions at the time of the surveys and provide characteristics of scour holes that may be useful in the development of predictive guidelines or equations for scour holes. These data also may be used by the Missouri Department of Transportation to assess the bridges for stability and integrity issues with respect to bridge scour.

Carbon film coating of abutment surfaces: effect on the abutment screw removal torque.

Science.gov (United States)

Corazza, Pedro Henrique; de Moura Silva, Alecsandro; Cavalcanti Queiroz, José Renato; Salazar Marocho, Susana María; Bottino, Marco Antonia; Massi, Marcos; de Assunção e Souza, Rodrigo Othávio

2014-08-01

To evaluate the effect of diamond-like carbon (DLC) coating of prefabricated implant abutment on screw removal torque (RT) before and after mechanical cycling (MC). Fifty-four abutments for external-hex implants were divided among 6 groups (n = 9): S, straight abutment (control); SC, straight coated abutment; SCy, straight abutment and MC; SCCy, straight coated abutment and MC; ACy, angled abutment and MC; and ACCy, angled coated abutment and MC. The abutments were attached to the implants by a titanium screw. RT values were measured and registered. Data (in Newton centimeter) were analyzed with analysis of variance and Dunnet test (α = 0.05). RT values were significantly affected by MC (P = 0.001) and the interaction between DLC coating and MC (P = 0.038). SCy and ACy showed the lowest RT values, statistically different from the control. The abutment coated groups had no statistical difference compared with the control. Scanning electron microscopy analysis showed DLC film with a thickness of 3 μm uniformly coating the hexagonal abutment. DLC film deposited on the abutment can be used as an alternative procedure to reduce abutment screw loosening.

Translations on Eastern Europe, Political, Sociological and Military Affairs, Number 1579

Science.gov (United States)

1978-08-23

front of the bridge abutments . The weight-volume ratio was so selected that the rail girders and the road- way or track plates would float in the...respect to the required posi- tion. 2-3 Abutment with Highway Connection ThP abutment , in its silkiest form, consists of a railroad tie stack; but...it c£ Sso be built up of massive prefabricated parts or locally prepared concrete. A portion of the start-up approach/ and braking forces is di

[Clinical study of the effect of preventing dentine hypersensitiveness by using Fluor Protector and Green Or on the prepared vital pulp abutment teeth].

Science.gov (United States)

Qin, Jia-nan; Lu, Yu-miao; Zhou, Xiao-yan

2005-04-01

To study and evaluate the effect preventing dentine hypersensitiveness by using Fluor Protector or Green Or on the prepared vital pulp abutment teeth of PFM bridges. 118 cases, 246 prepared vital pulp abutment teeth, were randomly divided into three groups: Experimental Group A--treated with the Fluor Protector and temporary crown; Experimental Group B--treated with the Green Or and temporary crown, and Control Group--only using temporary crown. The results of desensitization in 3 groups were evaluated. F test was used for analysis (DSPV6.01). Significant differences were found between experimental Group A, B and the control group after 1 week (when cementing the PFM bridges); and also after 1 month (P0.05). The effect of preventing dental hypersensitiveness by using Fluor Protector or Green Or on the prepared vital pulp abutment teeth of PFM bridges is ideal. It is easy to use and worth being widely applied.

Effects of ambient temperature changes on integral bridges.

Science.gov (United States)

2008-09-01

Integral bridges (IBs) are jointless bridges whereby the deck is continuous and monolithic with abutment walls. IBs are outperforming their non-integral counterparts in economy and safety. Their principal advantages are derived from the absence of ex...

Does Abutment Collar Length Affect Abutment Screw Loosening After Cyclic Loading?

Science.gov (United States)

Siadat, Hakimeh; Pirmoazen, Salma; Beyabanaki, Elaheh; Alikhasi, Marzieh

2015-07-01

A significant vertical space that is corrected with vertical ridge augmentation may necessitate selection of longer abutments, which would lead to an increased vertical cantilever. This study investigated the influence of different abutment collar heights on single-unit dental implant screw-loosening after cyclic loading. Fifteen implant-abutment assemblies each consisted of an internal hexagonal implant were randomly assigned to 3 groups: Group1, consisting of 5 abutments with 1.5 mm gingival height (GH); Group2, 5 abutments with 3.5 mm GH; and Group3, 5 abutments with 5.5 mm GH. Each specimen was mounted in transparent auto-polymerizing acrylic resin block, and the abutment screw was tightened to 35 Ncm with an electric torque wrench. After 5 minutes, initial torque loss (ITL) was recorded for all specimens. Metal crowns were fabricated with 45° occlusal surface and were placed on the abutments. A cyclic load of 75 N and frequency of 1 Hz were applied perpendicular to the long axis of each specimen. After 500 000 cycles, secondary torque loss (STL) was recorded. One-way ANOVA analysis was used to evaluate the effects of abutment collar height before and after cyclic loading. One-way ANOVA showed that ITL among the groups was not significantly different (P = .52), while STL was significantly different among the groups (P = .008). Post-hoc Tukey HSD tests showed that STL values were significantly different between the abutments with 1.5 mm GH (Group1) and with 5.5 mm GH (Group3) (P = .007). A paired comparison t-test showed that cyclic loading significantly influenced the STL in comparison with the ITL in each group. Within the limitations of this study, it can be concluded that increase in height of the abutment collar could adversely affect the torque loss of the abutment screw.

Algorithms for highway-speed acoustic impact-echo evaluation of concrete bridge decks

Science.gov (United States)

Mazzeo, Brian A.; Guthrie, W. Spencer

2018-04-01

A new acoustic impact-echo testing device has been developed for detecting and mapping delaminations in concrete bridge decks at highway speeds. The apparatus produces nearly continuous acoustic excitation of concrete bridge decks through rolling mats of chains that are placed around six wheels mounted to a hinged trailer. The wheels approximately span the width of a traffic lane, and the ability to remotely lower and raise the apparatus using a winch system allows continuous data collection without stationary traffic control or exposure of personnel to traffic. Microphones near the wheels are used to record the acoustic response of the bridge deck during testing. In conjunction with the development of this new apparatus, advances in the algorithms required for data analysis were needed. This paper describes the general framework of the algorithms developed for converting differential global positioning system data and multi-channel audio data into maps that can be used in support of engineering decisions about bridge deck maintenance, rehabilitation, and replacement (MR&R). Acquisition of position and audio data is coordinated on a laptop computer through a custom graphical user interface. All of the streams of data are synchronized with the universal computer time so that audio data can be associated with interpolated position information through data post-processing. The audio segments are individually processed according to particular detection algorithms that can adapt to variations in microphone sensitivity or particular chain excitations. Features that are greater than a predetermined threshold, which is held constant throughout the analysis, are then subjected to further analysis and included in a map that shows the results of the testing. Maps of data collected on a bridge deck using the new acoustic impact-echo testing device at different speeds ranging from approximately 10 km/h to 55 km/h indicate that the collected data are reasonably repeatable. Use

Evaluation of torque loss value of MAD/MAM zirconia abutments with prefabricated titanium abutments

Directory of Open Access Journals (Sweden)

Marzieh Alikhasi

2013-04-01

Full Text Available Background and Aims: In response to esthetic demand of patients, ceramic abutments have been developed. Despite esthetic of zirconia abutments, machining accuracy of these abutments has always been a question. Any misfit in the abutment-implant interface connection can lead to detorque and screw loosening. The aim of this study was to compare torque loss value of manually aided design/manually aided manufacture (MAD/MAM zirconia abutments with prefabricated titanium abutments. Materials and Methods: Seven titanium abutments (Branemark RP, Easy abutment and seven copy milled abutments which were duplicated from the prefabricated Zirkonzhan (ZirkonZahn, Sand in Taufers, Italy were prepared. After sintering process of zirconia abutment, all abutments were fastened with a torque screw under 35 Ncm. Detorque measurements were performed per group pushing the reverse button of the Torque controller soon after screw tightening with values registered. The mean torque loss were calculated and compared using Student's t test. Results: The mean of torque loss was 12.71 Ncm with standard deviation of 1.70 for prefabricated titanium abutments and 15.50 Ncm with standard deviation of 4.67 for MAD-MAM abutments. The difference between the two groups was not statistically significant (P=0.23. Conclusion: Within the limitation of this study, MAD-MAM ceramic abutments could maintain the applied torque comparing to the prefabricated abutments.

Final Environmental Assessment, Horse Creek Bridge Replacement

Science.gov (United States)

2010-10-01

existing bridge pipes that have failed and replace the failed structure with a new, prefabricated pedestrian bridge within the original bridge footprint...vehicles, nor designed for support of standard passenger vehicle loads. The bridge would be a single prefabricated unit consisting of a steel grate...placed on new concrete abutments built on the existing foundations on the creek banks, and put in place by a crane operating from the vehicle parking

Hydraulic analysis, Mad River at State Highway 41, Springfield, Ohio

Science.gov (United States)

Mayo, Ronald I.

1977-01-01

A hydraulic analysis of the lad River in a reach at Springfield, Ohio was made to determine the effects of relocating State Highway 41 in 1S76. The main channel was cleaned by dredging in the vicinity cf the new highway bridge and at the Detroit, Toledo and Ironton Railway bridge upstream. The new highway was placed on a high fill with relief structures for flood plain drainage consisting of a 12-foot corrugated metal pipe culvert and a bridge opening to accommodate the Detroit, Toledo and Ironton Railway and a property access road. The effect of the new highway embankment on drainage from the flood plain was requested. Also requested was the effect that might be expected on the elevation of flood waters above the new highway embankment if the access road through the new highway embankment were raised.The study indicates that the improvement in the capacity of the main channel to carry water was such that, up to a discharge equivalent to a 25-year frequency flood, the water-surface elevation in the reach upstream from the Detroit, Toledo and Ironton Railway bridge would be about 0.6 foot lower than under conditions prior to the construction on State Highway 41. Diversion through the Mad River left bank levee break above the Detroit, Toledo and Ironton Railway bridge to the flood Flain would be decreased about one-half in terms of rate of discharge in cubic feet per second. The maximum difference in elevation cf the flood water between the upstream and downstream side of the new State Highway 41 embankment would be about 0.2 foot, with an additional 0.4 foot to be expected if the access road were raised 1.5 feet.

A Hierarchical Analysis of Bridge Decision Makers ... The Role of New Technology Adoption in the Timber Bridge Market: Special Project

Science.gov (United States)

Robert L. Smith; Robert J. Bush; Daniel L. Schmoldt

1995-01-01

Bridge design engineers and local highway officials make bridge replacement decisions across the United States. The Analytical Hierarchy Process was used to characterize the bridge material selection decision of these individuals. State Department of Transportation engineers, private consulting engineers, and local highway officials were personally interviewed in...

Scalloped Implant-Abutment Connection Compared to Conventional Flat Implant-Abutment Connection

DEFF Research Database (Denmark)

Starch-Jensen, Thomas; Christensen, Ann-Eva; Lorenzen, Henning

2017-01-01

OBJECTIVES: The objective was to test the hypothesis of no difference in implant treatment outcome after installation of implants with a scalloped implant-abutment connection compared to a flat implant-abutment connection. MATERIAL AND METHODS: A MEDLINE (PubMed), Embase and Cochrane library search......-abutment connection. There were no significant differences between the two treatment modalities regarding professional or patient-reported outcome measures. Meta-analysis disclosed a mean difference of peri-implant marginal bone loss of 1.56 mm (confidence interval: 0.87 to 2.25), indicating significant more bone...... loss around implants with a scalloped implant-abutment connection. CONCLUSIONS: A scalloped implant-abutment connection seems to be associated with higher peri-implant marginal bone loss compared to a flat implant-abutment connection. Therefore, the hypothesis of the present systematic review must...

Scalloped Implant-Abutment Connection Compared to Conventional Flat Implant-Abutment Connection

DEFF Research Database (Denmark)

Starch-Jensen, Thomas; Christensen, Ann-Eva; Lorenzen, Henning

2017-01-01

OBJECTIVES: The objective was to test the hypothesis of no difference in implant treatment outcome after installation of implants with a scalloped implant-abutment connection compared to a flat implant-abutment connection. MATERIAL AND METHODS: A MEDLINE (PubMed), Embase and Cochrane library search...... of suprastructures has never been compared within the same study. High implant survival rate was reported in all the included studies. Significantly more peri-implant marginal bone loss, higher probing depth score, bleeding score and gingival score was observed around implants with a scalloped implant-abutment...... loss around implants with a scalloped implant-abutment connection. CONCLUSIONS: A scalloped implant-abutment connection seems to be associated with higher peri-implant marginal bone loss compared to a flat implant-abutment connection. Therefore, the hypothesis of the present systematic review must...

Guide for In-Place Treatment of Covered and Timber Bridges

Science.gov (United States)

Stan Lebow; Grant Kirker; Robert White; Terry Amburgey; H. Michael Barnes; Michael Sanders; Jeff Morrell

2012-01-01

Historic covered bridges and current timber bridges can be vulnerable to damage from biodeterioration or fire. This guide describes procedures for selecting and applying in-place treatments to prevent or arrest these forms of degradation. Vulnerable areas for biodeterioration in covered bridges include members contacting abutments, members near the ends of bridges...

23 CFR 650.407 - Application for bridge replacement or rehabilitation.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Application for bridge replacement or rehabilitation... ENGINEERING AND TRAFFIC OPERATIONS BRIDGES, STRUCTURES, AND HYDRAULICS Highway Bridge Replacement and Rehabilitation Program § 650.407 Application for bridge replacement or rehabilitation. (a) Agencies participate...

Measurement of the rotational misfit and implant-abutment gap of all-ceramic abutments.

Science.gov (United States)

Garine, Wael N; Funkenbusch, Paul D; Ercoli, Carlo; Wodenscheck, Joseph; Murphy, William C

2007-01-01

The specific aims of this study were to measure the implant and abutment hexagonal dimensions, to measure the rotational misfit between implant and abutments, and to correlate the dimension of the gap present between the abutment and implant hexagons with the rotational misfit of 5 abutment-implant combinations from 2 manufacturers. Twenty new externally hexed implants (n = 10 for Nobel Biocare; n = 10 for Biomet/3i) and 50 new abutments were used (n = 10; Procera Zirconia; Procera Alumina; Esthetic Ceramic Abutment; ZiReal; and GingiHue post ZR Zero Rotation abutments). The mating surfaces of all implants and abutments were imaged with a scanning electron microscope before and after rotational misfit measurements. The distances between the corners and center of the implant and abutment hexagon were calculated by entering their x and y coordinates, measured on a measuring microscope, into Pythagoras' theorem. The dimensional difference between abutment and implant hexagons was calculated and correlated with the rotational misfit, which was recorded using a precision optical encoder. Each abutment was rotated (3 times/session) clockwise and counterclockwise until binding. Analysis of variance and Student-Newman-Keuls tests were used to compare rotational misfit among groups (alpha = .05). With respect to rotational misfit, the abutment groups were significantly different from one another (P < .001), with the exception of the Procera Zirconia and Esthetic Ceramic groups (P = .4). The mean rotational misfits in degrees were 4.13 +/- 0.68 for the Procera Zirconia group, 3.92 +/- 0.62 for the Procera Alumina group, 4.10 +/- 0.67 for the Esthetic Ceramic group, 3.48 +/- 0.40 for the ZiReal group, and 1.61 +/- 0.24 for the GingiHue post ZR group. There was no correlation between the mean implant-abutment gap and rotational misfit. Within the limits of this study, machining inconsistencies of the hexagons were found for all implants and abutments tested. The GingiHue Post

Bridge maintenance to enhance corrosion resistance and performance of steel girder bridges

Science.gov (United States)

Moran Yanez, Luis M.

The integrity and efficiency of any national highway system relies on the condition of the various components. Bridges are fundamental elements of a highway system, representing an important investment and a strategic link that facilitates the transport of persons and goods. The cost to rehabilitate or replace a highway bridge represents an important expenditure to the owner, who needs to evaluate the correct time to assume that cost. Among the several factors that affect the condition of steel highway bridges, corrosion is identified as the main problem. In the USA corrosion is the primary cause of structurally deficient steel bridges. The benefit of regular high-pressure superstructure washing and spot painting were evaluated as effective maintenance activities to reduce the corrosion process. The effectiveness of steel girder washing was assessed by developing models of corrosion deterioration of composite steel girders and analyzing steel coupons at the laboratory under atmospheric corrosion for two alternatives: when high-pressure washing was performed and when washing was not considered. The effectiveness of spot painting was assessed by analyzing the corrosion on steel coupons, with small damages, unprotected and protected by spot painting. A parametric analysis of corroded steel girder bridges was considered. The emphasis was focused on the parametric analyses of corroded steel girder bridges under two alternatives: (a) when steel bridge girder washing is performed according to a particular frequency, and (b) when no bridge washing is performed to the girders. The reduction of structural capacity was observed for both alternatives along the structure service life, estimated at 100 years. An economic analysis, using the Life-Cycle Cost Analysis method, demonstrated that it is more cost-effective to perform steel girder washing as a scheduled maintenance activity in contrast to the no washing alternative.

Evaluation of torque loss value of MAD/MAM zirconia abutments with prefabricated titanium abutments

OpenAIRE

Marzieh Alikhasi; Roshanak Baghaie; Nasim khosronejad

2013-01-01

Background and Aims: In response to esthetic demand of patients, ceramic abutments have been developed. Despite esthetic of zirconia abutments, machining accuracy of these abutments has always been a question. Any misfit in the abutment-implant interface connection can lead to detorque and screw loosening. The aim of this study was to compare torque loss value of manually aided design/manually aided manufacture (MAD/MAM) zirconia abutments with prefabricated titanium abutments. Materials and ...

Placement of implant bridge anterior maxilla post autograft (Serial case

Directory of Open Access Journals (Sweden)

Rifaat Nurrahma

2016-06-01

Full Text Available An advanced technology with implants based has now been developed in recent years.Implant with the bridge superstructure method is employed after variety of considerations where it is expected to meet its function, aesthetics, and comfortability.The alveolar bone existed is one reason for the process of adding bone (bonegraft.This case report proposes to determine the successful insertion of a superstructure anterior implant bridge post autograft.Two female patients were asked to use dental implant anterior with bridge system.The first case, the autograft application is made for a 20-year-old woman with edentulous teeth 11, 21, 22. One year later it was then inserted in the area of dental implant fixture 11 and 22. After 9 months, the healing abutments and the superstructure were inserted too.2 weeks after, the abutments of bridge and crowns of teeth 11, 21 and 22 with a pontic in the teeth 21 had been inserted. The second case, a 46-year-old woman with edentulous 11,12,21,22.They want to change the denture because they did not feel comfortable with the removable denture acrylic.Fixture placement was done a year after autograft.Insertion of healing abutments and the superstructure printing can be done after 6 months.A month later implant abutments and crowns could be inserted.Labial fullness is corrected; an implant-retained in the region of 12 and 21, 12, and 22 used the pontic.Prosthodontic rehabilitation with a fixed denture using the implant bridge after autograft anterior maxilla is an alternative fixed denture placement with satisfactory results, aesthetic correction and comfortably.

Fracture Resistance of Implant Abutments Following Abutment Alterations by Milling the Margins: An In Vitro Study.

Science.gov (United States)

Patankar, Anuya; Kheur, Mohit; Kheur, Supriya; Lakha, Tabrez; Burhanpurwala, Murtuza

2016-12-01

This in vitro study evaluated the effect of different levels of preparation of an implant abutment on its fracture resistance. The study evaluated abutments that incorporated a platform switch (Myriad Plus Abutments, Morse Taper Connection) and Standard abutments (BioHorizons Standard Abutment, BioHorizons Inc). Each abutment was connected to an appropriate implant and mounted in a self-cured resin base. Based on the abutment preparation depths, 3 groups were created for each abutment type: as manufactured, abutment prepared 1 mm apical to the original margin, and abutment prepared 1.5 mm to the original margin. All the abutments were prepared in a standardized manner to incorporate a 0.5 mm chamfer margin uniformly. All the abutments were torqued to 30 Ncm on their respective implants. They were then subjected to loading until failure in a universal testing machine. Abutments with no preparation showed the maximum resistance to fracture for both groups. As the preparation depth increased, the fracture resistance decreased. The fracture resistance of implant abutment junction decreases as the preparation depth increases.

National Bridge Inventory (NBI) Bridges

Data.gov (United States)

Department of Homeland Security — The NBI is a collection of information (database) describing the more than 600,000 of the Nation's bridges located on public roads, including Interstate Highways,...

Finite element model updating of a prestressed concrete box girder bridge using subproblem approximation

Science.gov (United States)

Chen, G. W.; Omenzetter, P.

2016-04-01

This paper presents the implementation of an updating procedure for the finite element model (FEM) of a prestressed concrete continuous box-girder highway off-ramp bridge. Ambient vibration testing was conducted to excite the bridge, assisted by linear chirp sweepings induced by two small electrodynamic shakes deployed to enhance the excitation levels, since the bridge was closed to traffic. The data-driven stochastic subspace identification method was executed to recover the modal properties from measurement data. An initial FEM was developed and correlation between the experimental modal results and their analytical counterparts was studied. Modelling of the pier and abutment bearings was carefully adjusted to reflect the real operational conditions of the bridge. The subproblem approximation method was subsequently utilized to automatically update the FEM. For this purpose, the influences of bearing stiffness, and mass density and Young's modulus of materials were examined as uncertain parameters using sensitivity analysis. The updating objective function was defined based on a summation of squared values of relative errors of natural frequencies between the FEM and experimentation. All the identified modes were used as the target responses with the purpose of putting more constrains for the optimization process and decreasing the number of potentially feasible combinations for parameter changes. The updated FEM of the bridge was able to produce sufficient improvements in natural frequencies in most modes of interest, and can serve for a more precise dynamic response prediction or future investigation of the bridge health.

23 CFR 650.411 - Procedures for bridge replacement and rehabilitation projects.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Procedures for bridge replacement and rehabilitation... ENGINEERING AND TRAFFIC OPERATIONS BRIDGES, STRUCTURES, AND HYDRAULICS Highway Bridge Replacement and Rehabilitation Program § 650.411 Procedures for bridge replacement and rehabilitation projects. (a) Consideration...

[Dental implant restoration abutment selection].

Science.gov (United States)

Bin, Shi; Hao, Zeng

2017-04-01

An increasing number of implant restoration abutment types are produced with the rapid development of dental implantology. Although various abutments can meet different clinical demands, the selection of the appropriate abutment is both difficult and confusing. This article aims to help clinicians select the appropriate abutment by describing abutment design, types, and selection criteria.

Increased of the capacity integral bridge with reinforced concrete beams for single span

Science.gov (United States)

Setiati, N. Retno

2017-11-01

Sinapeul Bridge that was built in 2012 in Sumedang is a bridge type using a full integral system. The prototype of integral bridge with reinforced concrete girder and single span 20 meters until this year had decreased capacity. The bridge was conducted monitoring of strain that occurs in the abutment in 2014. Monitoring results show that based on the data recorded, the maximum strain occurs at the abutment on the location of the integration of the girder of 10.59 x 10-6 tensile stress of 0.25 MPa (smaller than 150 x 10-6) with 3 MPa tensile stress as limit the occurrence of cracks in concrete. Sinapeul bridge abutment with integral system is still in the intact condition. Deflection of the bridge at the time of load test is 1.31 mm. But this time the bridge has decreased exceeded permission deflection (deflection occurred by 40 mm). Besides that, the slab also suffered destruction. One cause of the destruction of the bridge slab is the load factor. It is necessary for required effort to increase the capacity of the integral bridge with retrofitting. Retrofitting method also aims to restore the capacity of the bridge structure due to deterioration. Retrofitting can be done by shortening of the span or using Fibre Reinforced Polymer (FRC). Based on the results obtained by analysis of that method of retrofitting with Fibre Reinforced Polymer (FRC) is more simple and effective. Retrofitting with FRP can increase the capacity of the shear and bending moment becomes 41% of the existing bridge. Retrofitting with FRP method does not change the integral system on the bridge Sinapeul become conventional bridges.

Remote monitoring as a tool in condition assessment of a highway bridge

Science.gov (United States)

Tantele, Elia A.; Votsis, Renos A.; Onoufriou, Toula; Milis, Marios; Kareklas, George

2016-08-01

The deterioration of civil infrastructure and their subsequent maintenance is a significant problem for the responsible managing authorities. The ideal scenario is to detect deterioration and/or structural problems at early stages so that the maintenance cost is kept low and the safety of the infrastructure remains undisputed. The current inspection regimes implemented mostly via visual inspection are planned at specific intervals but are not always executed on time due to shortcomings in expert personnel and finance. However the introduction of technological advances in the assessment of infrastructures provides the tools to alleviate this problem. This study describes the assessment of a highway RC bridge's structural condition using remote structural health monitoring. A monitoring plan is implemented focusing on strain measurements; as strain is a parameter influenced by the environmental conditions supplementary data are provided from temperature and wind sensors. The data are acquired using wired sensors (deployed at specific locations) which are connected to a wireless sensor unit installed at the bridge. This WSN application enables the transmission of the raw data from the field to the office for processing and evaluation. The processed data are then used to assess the condition of the bridge. This case study, which is part of an undergoing RPF research project, illustrates that remote monitoring can alleviate the problem of missing structural inspections. Additionally, shows its potential to be the main part of a fully automated smart procedure of obtaining structural data, processed them and trigger an alarm when certain undesirable conditions are met.

A comparative study on microgap of premade abutments and abutments cast in base metal alloys.

Science.gov (United States)

Lalithamma, Jaini Jaini; Mallan, Sreekanth Anantha; Murukan, Pazhani Appan; Zarina, Rita

2014-06-01

The study compared the marginal accuracy of premade and cast abutments. Premade titanium, stainless steel, and gold abutments formed the control groups. Plastic abutments were cast in nickel-chromium, cobalt-chromium and grade IV titanium. The abutment/implant interface was analyzed. Analysis of variance and Duncan's multiple range test revealed no significant difference in mean marginal microgap between premade gold and titanium abutments and between premade stainless steel and cast titanium abutments. Statistically significant differences (P < .001) were found among all other groups.

Wear at the Implant-Abutment Interface of Zirconia Abutments Manufactured by Three CAD/CAM Systems.

Science.gov (United States)

Pinheiro Tannure, Ana Luiza; Cunha, Alfredo Gonçalves; Borges Junior, Luiz Antônio; da Silva Concílio, Laís Regiane; Claro Neves, Ana Christina

To evaluate the changes in the external-hexagon surface of the titanium (Ti) implant before and after mechanical cycling, when coupled with zirconia (Zr) abutments (A) manufactured by three computer-aided design/computer-aided manufacturing (CAD/CAM) systems (Neodent Digital, Zirkonzahn, and AmannGirrbach) and the ZrTi abutment manufactured by Neodent. Four groups were formed (n = 6): titanium implant with Zr AmannGirrbach abutment (AZrAG), with Zr Zirkonzahn abutment (AZrZ), with Zr Neodent abutment (AZrN), and with Zr abutment with infrastructure in Ti Neodent (AZrTiN). Standardized abutments were made from three identical abutments milled in wax. Images of the surface of each side of the hexagons of the implant were obtained by scanning electron microscopy, before and after mechanical cycling, to evaluate the parameters: (1) scratches in the hexagon face; (2) hexagon superior shoulder kneading; (3) hexagon shoulder wear; (4) alterations on the hexagon base; and (5) scratches on the hexagon top. The abutments were coupled with the implants, and Cr-Co crowns were cemented. The implant/abutment/crown assemblies were submitted to mechanical cycling (400 N, 8.0 Hz) for 1 million cycles. The observed changes were classified as follows: absence (0), mild (1), moderate (2), and severe (3). The results were analyzed using the Mann-Whitney, Kruskal-Wallis, and Dunn tests (P abutments, the AZrN group had shown more surface alterations. Among the Zr groups, AZrZ samples had shown the most altered surfaces, suggesting that alterations on the implant/Zr abutment hexagon surfaces are related to the abutment milled hexagon shape.

23 CFR 661.21 - When is a bridge eligible for rehabilitation?

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false When is a bridge eligible for rehabilitation? 661.21 Section 661.21 Highways FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION ENGINEERING AND... rehabilitation? To be eligible for rehabilitation, the bridge must be considered structurally deficient or...

Comparative effect of implant-abutment connections, abutment angulations, and screw lengths on preloaded abutment screw using three-dimensional finite element analysis: An in vitro study

OpenAIRE

Krishna Chaitanya Kanneganti; Dileep Nag Vinnakota; Srinivas Rao Pottem; Mahesh Pulagam

2018-01-01

Purpose: The purpose of this study is to compare the effect of implant-abutment connections, abutment angulations, and screw lengths on screw loosening (SL) of preloaded abutment using three dimensional (3D) finite element analysis. Materials and Methods: 3D models of implants (conical connection with hex/trilobed connections), abutments (straight/angulated), abutment screws (short/long), and crown and bone were designed using software Parametric Technology Corporation Creo and assembled t...

Precast concrete elements for accelerated bridge construction : laboratory testing, field testing, evaluation of a precast concrete bridge, Madison County bridge.

Science.gov (United States)

2009-01-01

The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa : DOT Office of Bridges and Structures. Recognizing this a two-lane single-span precast box girder bridge was constructed ...

Comparative effect of implant-abutment connections, abutment angulations, and screw lengths on preloaded abutment screw using three-dimensional finite element analysis: An in vitro study.

Science.gov (United States)

Kanneganti, Krishna Chaitanya; Vinnakota, Dileep Nag; Pottem, Srinivas Rao; Pulagam, Mahesh

2018-01-01

The purpose of this study is to compare the effect of implant-abutment connections, abutment angulations, and screw lengths on screw loosening (SL) of preloaded abutment using three dimensional (3D) finite element analysis. 3D models of implants (conical connection with hex/trilobed connections), abutments (straight/angulated), abutment screws (short/long), and crown and bone were designed using software Parametric Technology Corporation Creo and assembled to form 8 simulations. After discretization, the contact stresses developed for 150 N vertical and 100 N oblique load applications were analyzed, using ABAQUS. By assessing damage initiation and shortest fatigue load on screw threads, the SL for 2.5, 5, and 10 lakh cyclic loads were estimated, using fe-safe program. The obtained values were compared for influence of connection design, abutment angulation, and screw length. In straight abutment models, conical connection showed more damage (14.3%-72.3%) when compared to trilobe (10.1%-65.73%) at 2.5, 5, and 10 lakh cycles for both vertical and oblique loads, whereas in angulated abutments, trilobe (16.1%-76.9%) demonstrated more damage compared to conical (13.5%-70%). Irrespective of the connection type and abutment angulation, short screws showed more percentage of damage compared to long screws. The present study suggests selecting appropriate implant-abutment connection based on the abutment angulation, as well as preferring long screws with more number of threads for effective preload retention by the screws.

The influence of removable partial dentures on the periodontal health of abutment and non-abutment teeth.

Science.gov (United States)

Dula, Linda J; Shala, Kujtim Sh; Pustina-Krasniqi, Teuta; Bicaj, Teuta; Ahmedi, Enis F

2015-01-01

The aim of this study was to evaluate the influence of removable partial dentures (RPD) on the periodontal health of abutment and non-abutment teeth. A total 107 patients with RPD participated in this study. It was examined 138 RPD, they were 87 with clasp-retained and 51 were RPD with attachments. The following periodontal parameters were evaluated for abutment and non-abutment teeth, plaque index (PLI), calculus index (CI), bleeding on probing (BOP), probing depth (PD) (mm) and tooth mobility (TM) index. These clinical measurements were taken immediately before insertion the RPD, then one and 3 months after insertion. The level of significance was set at (P abutment teeth and non-abutment teeth were no statistically significant at the time of insertion of RPD. After 1-month, PLI was statistically significant (0.57 ± 0.55 for abutment and 0.30 ± 0.46 for non-abutment teeth). After 3 months, there were significant differences between abutment and non-abutment teeth with regard to the BOP (1.53 ± 0.50 and 1.76 ± 0.43 respectively), PD (0.28 ± 0.45 and 0.12 ± 0.33 respectively) and PLI (1.20 ± 0.46 and 0.75 ± 0.64 respectively). No significant mean difference in TM and CI was found between the abutment and non-abutment teeth (P > 0.05). With carefully planned prosthetic treatment and adequate maintenance of the oral and denture hygiene, we can prevent the periodontal diseases.

Research notes : listening to bridges.

Science.gov (United States)

2008-09-01

The Federal Highway Administration requires owners of structurally deficient bridges to repair, replace, restrict truck loads, or conduct analysis and testing to maintain a safe highway system. Past experiments on reinforced concrete beams showed aco...

[Effect of zirconia abutment angulation on stress distribution in the abutment and the bone around implant: a finite element study].

Science.gov (United States)

Yang, Yan-zhong; Tian, Xiao-hua; Zhou, Yan-min

2015-08-01

To investigate the effect of three different zirconia angular abutments on the stress distribution in bone and abutment using three-dimensional finite element analysis, and provide instruction for clinical application. Finite element analysis (FEA) was applied to analyze the stress distribution of three different zirconia/titanium angular abutments and bone around implant. The maximum Von Minses stress that existed in abutment, bolt and bone of the angular abutment model was significantly higher than that existed in the straight abutment model. The maximum Von Minses stress that existed in abutment, bolt and bone of the 20 ° angular abutment model was significantly higher than that existed in 15 ° angular abutment model. There was no significant difference between zirconia abutment model and titanium abutment model. The abutment angulation has a significant influence on the stress distribution in the abutment, bolt and bone, and exacerbates as the angulation increases, which suggest that we should take more attention to the implant orientation and use straight abutment or little angular abutment. The zirconia abutment can be used safely, and there is no noticeable difference between zirconia abutment and titanium abutment on stress distribution.

U.S. Geological Survey - Virginia Department of Transportation: Bridge scour pilot study

Science.gov (United States)

Austin, Samuel H.

2018-02-27

BackgroundCost effective and safe highway bridge designs are required to ensure the long-term sustainability of Virginia’s road systems. The streamflows that, over time, scour streambed sediments from bridge piers inherently affect bridge safety and design costs. To ensure safety, bridge design must anticipate streambed scour at bridge piers over the lifespan of a bridge. Until recently Federal Highway Administration (FHWA) guidance provided only for scour estimates of granular, noncohesive, highly erosive material yielding overestimates of scour potential in instances when streambed materials offer some resistance to scour. This study seeks to estimate stream power and streambed scour for these more resistive sites, with bridge piers potentially established in cohesive soil or erodible rock. This new knowledge may provide significant construction cost savings while ensuring design and construction of safe highway bridges.

LTBP bridge performance primer.

Science.gov (United States)

2013-12-01

"The performance of bridges is critical to the overall performance of the highway transportation system in the United States. However, many critical aspects of bridge performance are not well understood. The reasons for this include the extreme diver...

Comparing Structural Identification Methodologies for Fatigue Life Prediction of a Highway Bridge

Directory of Open Access Journals (Sweden)

Sai G. S. Pai

2018-01-01

Full Text Available Accurate measurement-data interpretation leads to increased understanding of structural behavior and enhanced asset-management decision making. In this paper, four data-interpretation methodologies, residual minimization, traditional Bayesian model updating, modified Bayesian model updating (with an L∞-norm-based Gaussian likelihood function, and error-domain model falsification (EDMF, a method that rejects models that have unlikely differences between predictions and measurements, are compared. In the modified Bayesian model updating methodology, a correction is used in the likelihood function to account for the effect of a finite number of measurements on posterior probability–density functions. The application of these data-interpretation methodologies for condition assessment and fatigue life prediction is illustrated on a highway steel–concrete composite bridge having four spans with a total length of 219 m. A detailed 3D finite-element plate and beam model of the bridge and weigh-in-motion data are used to obtain the time–stress response at a fatigue critical location along the bridge span. The time–stress response, presented as a histogram, is compared to measured strain responses either to update prior knowledge of model parameters using residual minimization and Bayesian methodologies or to obtain candidate model instances using the EDMF methodology. It is concluded that the EDMF and modified Bayesian model updating methodologies provide robust prediction of fatigue life compared with residual minimization and traditional Bayesian model updating in the presence of correlated non-Gaussian uncertainty. EDMF has additional advantages due to ease of understanding and applicability for practicing engineers, thus enabling incremental asset-management decision making over long service lives. Finally, parallel implementations of EDMF using grid sampling have lower computations times than implementations using adaptive sampling.

Transportation Infrastructure: Managing the Costs of Large-Dollar Highway Projects

Science.gov (United States)

1997-02-01

The General Accounting Office (GAO) was requested to assess the effectiveness of the Federal Highway Administration's (FHWA's) oversight of the costs of large-dollar highway and bridge projects (those with a total estimated cost of over $100 million)...

Influence of abutment materials on the implant-abutment joint stability in internal conical connection type implant systems.

Science.gov (United States)

Jo, Jae-Young; Yang, Dong-Seok; Huh, Jung-Bo; Heo, Jae-Chan; Yun, Mi-Jung; Jeong, Chang-Mo

2014-12-01

This study evaluated the influence of abutment materials on the stability of the implant-abutment joint in internal conical connection type implant systems. Internal conical connection type implants, cement-retained abutments, and tungsten carbide-coated abutment screws were used. The abutments were fabricated with commercially pure grade 3 titanium (group T3), commercially pure grade 4 titanium (group T4), or Ti-6Al-4V (group TA) (n=5, each). In order to assess the amount of settlement after abutment fixation, a 30-Ncm tightening torque was applied, then the change in length before and after tightening the abutment screw was measured, and the preload exerted was recorded. The compressive bending strength was measured under the ISO14801 conditions. In order to determine whether there were significant changes in settlement, preload, and compressive bending strength before and after abutment fixation depending on abutment materials, one-way ANOVA and Tukey's HSD post-hoc test was performed. Group TA exhibited the smallest mean change in the combined length of the implant and abutment before and after fixation, and no difference was observed between groups T3 and T4 (P>.05). Group TA exhibited the highest preload and compressive bending strength values, followed by T4, then T3 (Pabutment material can influence the stability of the interface in internal conical connection type implant systems. The strength of the abutment material was inversely correlated with settlement, and positively correlated with compressive bending strength. Preload was inversely proportional to the frictional coefficient of the abutment material.

Effect of Ground Motion Directionality on Fragility Characteristics of a Highway Bridge

Directory of Open Access Journals (Sweden)

Swagata Banerjee Basu

2011-01-01

Full Text Available It is difficult to incorporate multidimensional effect of the ground motion in the design and response analysis of structures. The motion trajectory in the corresponding multi-dimensional space results in time variant principal axes of the motion and defies any meaningful definition of directionality of the motion. However, it is desirable to consider the directionality of the ground motion in assessing the seismic damageability of bridges which are one of the most vulnerable components of highway transportation systems. This paper presents a practice-oriented procedure in which the structure can be designed to ensure the safety under single or a pair of independent orthogonal ground motions traveling horizontally with an arbitrary direction to structural axis. This procedure uses nonlinear time history analysis and accounts for the effect of directionality in the form of fragility curves. The word directionality used here is different from “directivity” used in seismology to mean a specific characteristic of seismic fault movement.

The Influence of Torque Tightening on the Position Stability of the Abutment in Conical Implant-Abutment Connections.

Science.gov (United States)

Hogg, Wiebke Semper; Zulauf, Kris; Mehrhof, Jürgen; Nelson, Katja

2015-01-01

The influence of repeated system-specific torque tightening on the position stability of the abutment after de- and reassembly of the implant components was evaluated in six dental implant systems with a conical implant-abutment connection. An established experimental setup was used in this study. Rotation, vertical displacement, and canting moments of the abutment were observed; they depended on the implant system (P = .001, P abutment screw does not eliminate changes in position of the abutment.

Influence of abutment materials on the implant-abutment joint stability in internal conical connection type implant systems

OpenAIRE

Jo, Jae-Young; Yang, Dong-Seok; Huh, Jung-Bo; Heo, Jae-Chan; Yun, Mi-Jung; Jeong, Chang-Mo

2014-01-01

PURPOSE This study evaluated the influence of abutment materials on the stability of the implant-abutment joint in internal conical connection type implant systems. MATERIALS AND METHODS Internal conical connection type implants, cement-retained abutments, and tungsten carbide-coated abutment screws were used. The abutments were fabricated with commercially pure grade 3 titanium (group T3), commercially pure grade 4 titanium (group T4), or Ti-6Al-4V (group TA) (n=5, each). In order to assess ...

Rapid bridge construction technology : precast elements for substructures.

Science.gov (United States)

2011-06-01

The goal of this research was to propose an alternate system of precast bridge substructures which can : substitute for conventional cast in place systems in Wisconsin to achieve accelerated construction. : Three types of abutment modules (hollow wal...

Bathymetric and velocimetric surveys at highway bridges crossing the Missouri River near Kansas City, Missouri, June 2–4, 2015

Science.gov (United States)

Huizinga, Richard J.

2016-06-22

Bathymetric and velocimetric data were collected by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, near 8 bridges at 7 highway crossings of the Missouri River in Kansas City, Missouri, from June 2 to 4, 2015. A multibeam echosounder mapping system was used to obtain channel-bed elevations for river reaches ranging from 1,640 to 1,660 feet longitudinally and extending laterally across the active channel from bank to bank during low to moderate flood flow conditions. These bathymetric surveys indicate the channel conditions at the time of the surveys and provide characteristics of scour holes that may be useful in the development of predictive guidelines or equations for scour holes. These data also may be useful to the Missouri Department of Transportation as a low to moderate flood flow comparison to help assess the bridges for stability and integrity issues with respect to bridge scour during floods.

Bathymetric and velocimetric surveys at highway bridges crossing the Missouri and Mississippi Rivers on the periphery of Missouri, June 2014

Science.gov (United States)

Huizinga, Richard J.

2015-01-01

Bathymetric and velocimetric data were collected by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, in the vicinity of 8 bridges at 7 highway crossings of the Missouri and Mississippi Rivers on the periphery of Missouri from June 3 to 11, 2014. A multibeam echosounder mapping system was used to obtain channel-bed elevations for river reaches ranging from 1,525 to 1,640 feet longitudinally, and extending laterally across the active channel from bank to bank during low- to moderate-flow conditions. These bathymetric surveys indicate the channel conditions at the time of the surveys and provide characteristics of scour holes that may be useful in the development of predictive guidelines or equations for scour holes. These data also may be useful to the Missouri Department of Transportation as a low- to moderate-flow comparison to help assess the bridges for stability and integrity issues with respect to bridge scour during floods.

23 CFR 973.210 - Indian lands bridge management system (BMS).

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Indian lands bridge management system (BMS). 973.210... HIGHWAYS MANAGEMENT SYSTEMS PERTAINING TO THE BUREAU OF INDIAN AFFAIRS AND THE INDIAN RESERVATION ROADS PROGRAM Bureau of Indian Affairs Management Systems § 973.210 Indian lands bridge management system (BMS...

Risk Mitigation for Highway and Railway Bridges

Science.gov (United States)

2009-02-01

Performance of the transportation network strongly depends on the performance of bridges. Bridges constitute a vital part of the transportation infrastructure system and they are vulnerable to extreme events such as natural disasters (i.e., hurricane...

Assuring bridge safety and serviceability in Europe

Science.gov (United States)

2010-08-01

U.S. engineers need advanced tools and protocols to better assess and assure safety and serviceability of bridges. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highwa...

Support Ratio Between Abutment and Soft Tissue Under Overdentures: A Comparison Between Use of Two and Four Abutments.

Science.gov (United States)

Abe, Manami; Yang, Tsung-Chieh; Maeda, Yoshionobu; Ando, Takanori; Wada, Masahiro

The purpose of this preliminary in vivo study was to compare force distribution on abutments (tooth or implant) and tissues supporting overdentures with two or four abutments. A convenience sample of five subjects with tooth and/or implant-supported overdentures was enrolled. Recordings were completed on each subject using a force-measuring system mounted on a metal framework with four anteroposterior spread abutments (A), four abutments with denture bases (B), and on two anterior abutments with denture bases (C). The tissue-support ratio (TSR) was calculated as (A-B)/A or (A-C)/A. TSR values changed 1.5 to 2 times when the number of abutments was reduced from four to two. The amount of tissue strain on the posterior residual ridge increased when the number of abutments was reduced.

The influence of removable partial dentures on the periodontal health of abutment and non-abutment teeth

OpenAIRE

Dula, Linda J.; Shala, Kujtim Sh.; Pustina–Krasniqi, Teuta; Bicaj, Teuta; Ahmedi, Enis F.

2015-01-01

Objective: The aim of this study was to evaluate the influence of removable partial dentures (RPD) on the periodontal health of abutment and non-abutment teeth. Materials and Methods: A total 107 patients with RPD participated in this study. It was examined 138 RPD, they were 87 with clasp-retained and 51 were RPD with attachments. The following periodontal parameters were evaluated for abutment and non-abutment teeth, plaque index (PLI), calculus index (CI), bleeding on probing (BOP), probin...

75 FR 62181 - Annual Materials Report on New Bridge Construction and Bridge Rehabilitation

Science.gov (United States)

2010-10-07

... INFORMATION CONTACT: Ms. Ann Shemaka, Office of Bridge Technology, HIBT-30, (202) 366-1575, or Mr. Thomas Everett, Office of Bridge Technology, HIBT-30, (202) 366-4675, Federal Highway Administration, 1200 New... is categorized by the following material types, which are identified in the NBI: steel, concrete, pre...

76 FR 55160 - Annual Materials Report on New Bridge Construction and Bridge Rehabilitation

Science.gov (United States)

2011-09-06

... INFORMATION CONTACT: Ms. Ann Shemaka, Office of Bridge Technology, HIBT-30, (202) 366-1575, or Mr. Thomas Everett, Office of Bridge Technology, HIBT-30, (202) 366-4675, Federal Highway Administration, 1200 New... is categorized by the following material types, which are identified in the NBI: steel, concrete, pre...

Influence of abutment type and esthetic veneering on preload maintenance of abutment screw of implant-supported crowns.

Science.gov (United States)

Delben, Juliana Aparecida; Barão, Valentim Adelino Ricardo; Dos Santos, Paulo Henrique; Assunção, Wirley Gonçalves

2014-02-01

The effect of veneering materials on screw joint stability remains inconclusive. Thus, this study evaluated the preload maintenance of abutment screws of single crowns fabricated with different abutments and veneering materials. Sixty crowns were divided into five groups (n = 12): UCLA abutment in gold alloy with ceramic (group GC) and resin (group GR) veneering, UCLA abutment in titanium with ceramic (group TiC) and resin (group TiR) veneering, and zirconia abutment with ceramic veneering (group ZiC). Abutment screws made of gold were used with a 35 Ncm insertion torque. Detorque measurements were obtained initially and after mechanical cycling. Data were analyzed by ANOVA and Fisher's exact test at a significance level of 5%. For the initial detorque means (in Ncm), group TiC (21.4 ± 1.78) exhibited statistically lower torque maintenance than groups GC (23.9 ± 0.91), GR (24.1 ± 1.34), and TiR (23.2 ± 1.33) (p abutment type and veneering material. More irregular surfaces in the hexagon area of the castable abutments were observed. The superiority of any veneering material concerning preload maintenance was not established. © 2013 by the American College of Prosthodontists.

Microbiological and clinical assessment of the abutment and non-abutment teeth of partial removable denture wearers.

Science.gov (United States)

Costa, Luciana; do Nascimento, Cássio; de Souza, Valéria Oliveira Pagnano; Pedrazzi, Vinícius

2017-03-01

The aim of this study was assessing the changes in both clinical and microbiological parameters of healthy individuals after rehabilitation with removable partial denture (RPD). 11 women received unilateral or bilateral free-end saddle RPD in the mandibular arch. Clinical and microbiological parameters of abutment, non-abutment, and antagonist teeth were assessed at baseline (RPD installation) and after 7, 30, 90, and 180days of function. The Checkerboard DNA-DNA hybridization technique was used to identify and quantify up to 43 different microbial species from subgingival biofilm samples. Probing depth, gingival recession, and bleeding on probing were also investigated over time. The total and individual microbial genome counts were shown significantly increased after 180days with no significant differences between abutment, non-abutment, or antagonist teeth. Streptococcus spp., Aggregatibacter actinomycetemcomitans, and other species associated to periodontitis (Peptostreptococcus anaerobius, Prevotella nigrescens, and Tannerella forsythia), as well as opportunistic Candida spp., were recovered in moderate counts. Abutment teeth presented higher values of gingival recession when compared with non-abutment or antagonist teeth, irrespectively time of sampling (pabutment and non-abutment teeth with no significant differences regarding the microbial profile over time. Bleeding on probing and probing depth showed no significant difference between groups over time whereas gingival recession increased in the abutment teeth. Copyright © 2016 Elsevier Ltd. All rights reserved.

Settling of abutments into implants and changes in removal torque in five different implant-abutment connections. Part 1: Cyclic loading.

Science.gov (United States)

Kim, Ki-Seong; Han, Jung-Suk; Lim, Young-Jun

2014-01-01

The aim of this study was to evaluate and compare the settling of abutments into implants and the removal torque values (RTVs) before and after cyclic loading. Five different implant-abutment connections were tested: Ext = external butt joint + two-piece abutment; Int-H2 = internal hexagon + two-piece abutment; Int-H1 = internal hexagon + one-piece abutment; Int-O2 = internal octagon + two-piece abutment; and Int-O1 = internal octagon + one-piece abutment. Ten abutments from each group were secured to their corresponding implants (total n = 50). All samples were tested in a universal testing machine with a vertical load of 250 N for 100,000 cycles of 14 Hz. The amount of settling of the abutment into the implant was calculated from the change in the total length of the implant-abutment sample before and after loading, as measured with an electronic digital micrometer. The RTV after cyclic loading was compared to the initial RTV with a digital torque gauge. Statistical analysis was performed at a 5% significance level. A multiple-comparison test showed specific significant differences in settling values in each group after 250 N cyclic loading (Int-H1, Ext abutment type and related to the design characteristics of the implant-abutment connection.

Hierarchical analysis of bridge decision makers : the role of new technology adoption in the timber bridge market : special project fiscal year 1992

Science.gov (United States)

1995-08-01

Bridge design engineers and local highway officials make bridge replacement decisions across the : United States. The Analytical Hierarchy Process was used to characterize the bridge material selection : decision of these individuals. State Departmen...

Characterization of bridge foundations workshop report.

Science.gov (United States)

2013-11-01

"In 2013, the Federal Highway Administration proposed a new research program for the characterization of bridge foundations. To narrow the focus and develop a research roadmap for the program, a workshop on Characterization of Bridge Foundations...

23 CFR 650.409 - Evaluation of bridge inventory.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Evaluation of bridge inventory. 650.409 Section 650.409... Evaluation of bridge inventory. (a) Sufficiency rating of bridges. Upon receipt and evaluation of the bridge inventory, a sufficiency rating will be assigned to each bridge by the Secretary in accordance with the...

Revised Rules for Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle; Jensen, F. M.; Middleton, C.

This paper is based on research performed for the Highway Agency, London, UK under the project DPU/9/44 "Revision of Bridge Assessment Rules Based on Whole Life Performance: Concrete Bridges" It contains details of a methodology which can be used to generate Whole Life (WL) reliability profiles....... These WL reliability profiles may be used to establish revised rules for Concrete Bridges....

Periodontal Conditions of Abutments and Non-Abutments in Removable Partial Dentures over 7 Years of Use.

Science.gov (United States)

da Fonte Porto Carreiro, Adriana; de Carvalho Dias, Kássia; Correia Lopes, Ana Lílian; Bastos Machado Resende, Camila Maria; Luz de Aquino Martins, Ana Rafaela

2017-12-01

To evaluate the periodontal conditions and integrity of abutment and non-abutment teeth of patients evaluated 7 years after insertion of the removable partial denture (RPD). Twenty-two patients (17 women, 5 men) were assessed at the moment of denture insertion and 7 years later. The following items were verified in each assessment: bleeding on probing (BP), probing depth (PD), gingival recession (GR), and mobility (M), comparing direct and indirect abutment teeth, and the teeth not involved in the denture design. Tooth integrity was also evaluated and classified as intact when no caries or fractures were observed. The Kruskal-Wallis test was used to reveal statistical significance between the groups (p = 0.05) as well as the Bonferrroni-corrected Mann-Whitney test for post hoc comparison. The Wilcoxon test was used for evaluation within the group over time. Fisher's exact test was applied to cross data about abutment integrity. Statistically significant differences were found for GR (baseline, p < 0.001; 7 years, p < 0.001) and PD (baseline, p = 0.001; 7 years = 0.004) between the three groups at baseline and after 7 years of follow-up. Mean BP and M values increased from initial assessment to after 7 years of RPD use in every group, but no statistically significant difference was found between the groups. For abutment integrity, a statistically significant difference (p = 0.028) was observed, and the direct abutment exhibited more (33.3%) caries and fractures. RPDs generated more periodontal damage to direct abutments, since higher gingival recession probing depth indexes, and presence of caries and fractures were observed in comparison to indirect abutments and non-abutments. © 2016 by the American College of Prosthodontists.

Optimal Retrofit Scheme for Highway Network under Seismic Hazards

Directory of Open Access Journals (Sweden)

Yongxi Huang

2014-06-01

Full Text Available Many older highway bridges in the United States (US are inadequate for seismic loads and could be severely damaged or collapsed in a relatively small earthquake. According to the most recent American Society of Civil Engineers’ infrastructure report card, one-third of the bridges in the US are rated as structurally deficient and many of these structurally deficient bridges are located in seismic zones. To improve this situation, at-risk bridges must be identified and evaluated and effective retrofitting programs should be in place to reduce their seismic vulnerabilities. In this study, a new retrofit strategy decision scheme for highway bridges under seismic hazards is developed and seamlessly integrate the scenario-based seismic analysis of bridges and the traffic network into the proposed optimization modeling framework. A full spectrum of bridge retrofit strategies is considered based on explicit structural assessment for each seismic damage state. As an empirical case study, the proposed retrofit strategy decision scheme is utilized to evaluate the bridge network in one of the active seismic zones in the US, Charleston, South Carolina. The developed modeling framework, on average, will help increase network throughput traffic capacity by 45% with a cost increase of only $15million for the Mw 5.5 event and increase the capacity fourfold with a cost of only $32m for the Mw 7.0 event.

Structural damage detection for in-service highway bridge under operational and environmental variability

Science.gov (United States)

Jin, Chenhao; Li, Jingcheng; Jang, Shinae; Sun, Xiaorong; Christenson, Richard

2015-03-01

Structural health monitoring has drawn significant attention in the past decades with numerous methodologies and applications for civil structural systems. Although many researchers have developed analytical and experimental damage detection algorithms through vibration-based methods, these methods are not widely accepted for practical structural systems because of their sensitivity to uncertain environmental and operational conditions. The primary environmental factor that influences the structural modal properties is temperature. The goal of this article is to analyze the natural frequency-temperature relationships and detect structural damage in the presence of operational and environmental variations using modal-based method. For this purpose, correlations between natural frequency and temperature are analyzed to select proper independent variables and inputs for the multiple linear regression model and neural network model. In order to capture the changes of natural frequency, confidence intervals to detect the damages for both models are generated. A long-term structural health monitoring system was installed on an in-service highway bridge located in Meriden, Connecticut to obtain vibration and environmental data. Experimental testing results show that the variability of measured natural frequencies due to temperature is captured, and the temperature-induced changes in natural frequencies have been considered prior to the establishment of the threshold in the damage warning system. This novel approach is applicable for structural health monitoring system and helpful to assess the performance of the structure for bridge management and maintenance.

23 CFR 650.705 - Application for discretionary bridge funds.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Application for discretionary bridge funds. 650.705... TRAFFIC OPERATIONS BRIDGES, STRUCTURES, AND HYDRAULICS Discretionary Bridge Candidate Rating Factor § 650.705 Application for discretionary bridge funds. Each year through its field offices, the FHWA will...

Level II scour analysis for Bridge 24 (MANCUS00070024) on U.S. Route 7, crossing Lye Brook, Manchester, Vermont

Science.gov (United States)

Olson, Scott A.

1997-01-01

28, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is 55 degrees. At the time of construction, the downstream channel was relocated (written communication, Dan Landry, VTAOT, January 2, 1997). A levee on the downstream right bank was also constructed and is protected by type-4 stone-fill (less than 60 inches diameter) extending from the bridge to more than 300 feet downstream. Type-2 stone fill (less than 36 inches diameter) covers the downstream right bank from the bridge to more than 300 feet downstream. Type-2 stone-fill also extends from the bridge to 220 feet upstream on both upstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.0 to 1.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour computations for the left abutment ranged from 14.5 to 16.1 ft. with the worst-case occurring at the 100-year discharge. Abutment scour computations for the right abutment ranged from 6.9 to 10.4 ft. with

Development and validation of deterioration models for concrete bridge decks - phase 1 : artificial intelligence models and bridge management system.

Science.gov (United States)

2013-06-01

This research documents the development and evaluation of artificial neural network (ANN) models to predict the condition ratings of concrete highway bridge decks in Michigan. Historical condition assessments chronicled in the national bridge invento...

Wireless Smart Sensor Network System Using SmartBridge Sensor Nodes for Structural Health Monitoring of Existing Concrete Bridges

Science.gov (United States)

Gaviña, J. R.; Uy, F. A.; Carreon, J. D.

2017-06-01

There are over 8000 bridges in the Philippines today according to the Department of Public Works and Highways (DPWH). Currently, visual inspection is the most common practice in monitoring the structural integrity of bridges. However, visual inspections have proven to be insufficient in determining the actual health or condition of a bridge. Structural Health Monitoring (SHM) aims to give, in real-time, a diagnosis of the actual condition of the bridge. In this study, SmartBridge Sensor Nodes were installed on an existing concrete bridge with American Association of State Highway and Transportation Officials (AASHTO) Type IV Girders to gather vibration of the elements of the bridge. Also, standards on the effective installation of SmartBridge Sensor Nodes, such as location and orientation was determined. Acceleration readings from the sensor were then uploaded to a server, wherein they are monitored against certain thresholds, from which, the health of the bridge will be derived. Final output will be a portal or webpage wherein the information, health, and acceleration readings of the bridge will be available for viewing. With levels of access set for different types of users, the main users will have access to download data and reports. Data transmission and webpage access are available online, making the SHM system wireless.

Results of repeat bathymetric and velocimetric surveys at the Amelia Earhart Bridge on U.S. Highway 59 over the Missouri River at Atchison, Kansas, 2009-2013

Science.gov (United States)

Huizinga, Richard J.

2013-01-01

Bathymetric and velocimetric data were collected six times by the U.S. Geological Survey, in cooperation with the Kansas Department of Transportation, in the vicinity of Amelia Earhart Bridge on U.S. Highway 59 over the Missouri River at Atchison, Kansas. A multibeam echosounder mapping system and an acoustic Doppler current meter were used to obtain channel-bed elevations and depth-averaged velocities for a river reach approximately 2,300 feet long and extending across the active channel of the Missouri River. The bathymetric and velocimetric surveys provide a “snapshot” of the channel conditions at the time of each survey, and document changes to the channel-bed elevations and velocities during the course of construction of a new bridge for U.S. Highway 59 downstream from the Amelia Earhart Bridge. The baseline survey in June 2009 revealed substantial scour holes existed at the railroad bridge piers upstream from and at pier 10 of the Amelia Earhart Bridge, with mostly uniform flow and velocities throughout the study reach. After the construction of a trestle and cofferdam on the left (eastern) bank downstream from the Amelia Earhart Bridge, a survey on June 2, 2010, revealed scour holes with similar size and shape as the baseline for similar flow conditions, with slightly higher velocities and a more substantial contraction of flow near the bridges than the baseline. Subsequent surveys during flooding conditions in June 2010 and July 2011 revealed substantial scour near the bridges compared to the baseline survey caused by the contraction of flow; however, the larger flood in July 2011 resulted in less scour than in June 2010, partly because the removal of the cofferdam for pier 5 of the new bridge in March 2011 diminished the contraction near the bridges. Generally, the downstream part of the study reach exhibited varying amounts of scour in all of the surveys except the last when compared to the baseline. During the final survey, velocities throughout the

23 CFR 661.51 - Can IRRBP funds be used for the approach roadway to a bridge?

Science.gov (United States)

2010-04-01

... bridge? 661.51 Section 661.51 Highways FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION ENGINEERING AND TRAFFIC OPERATIONS INDIAN RESERVATION ROAD BRIDGE PROGRAM § 661.51 Can IRRBP funds be used for the approach roadway to a bridge? (a) Yes, costs associated with approach roadway work, as defined in...

Streamflow and streambed scour in 2010 at bridge 339, Copper River, Alaska

Science.gov (United States)

Conaway, Jeffrey S.; Brabets, Timothy P.

2011-01-01

The Copper River Highway traverses a dynamic and complex network of braided and readily erodible channels that constitute the Copper River Delta, Alaska, by way of 11 bridges. Over the past decade, several of these bridges and the highway have sustained serious damage from both high and low flows and channel instability. This investigation studying the impact of channel migration on the highway incorporates data from scour monitoring, lidar surveys, bathymetry, hydrology, and time-lapse photography.

Impact of Plastic Hinge Properties on Capacity Curve of Reinforced Concrete Bridges

Directory of Open Access Journals (Sweden)

Nasim Shatarat

2017-01-01

Full Text Available Pushover analysis is becoming recently the most practical tool for nonlinear analysis of regular and irregular highway bridges. The nonlinear behaviour of structural elements in this type of analysis can be modeled through automated-hinge or user-defined hinge models. The nonlinear properties of the user-defined hinge model for existing highway bridges can be determined in accordance with the recommendations of the Seismic Retrofit Manual by the Federal Highway Administration (FHWA-SRM. Finite element software such as the software SAP2000 offers a simpler and easier approach to determine the nonlinear hinge properties through the automated-hinge model which are determined automatically from the member material and cross section properties. However, the uncertainties in using the automated-hinge model in place of user-defined hinge model have never been addressed, especially for existing and widened bridges. In response to this need, pushover analysis was carried out for four old highway bridges, of which two were widened using the same superstructure but with more attention to seismic detailing requirements. The results of the analyses showed noticeable differences in the capacity curves obtained utilizing the user-defined and automated-hinge models. The study recommends that bridge design manuals clearly ask bridge designers to evaluate the deformation capacities of existing bridges and widened bridges using user-defined hinge model that is determined in accordance with the provisions of the FHWA-SRM.

A Case Study of the Activity Gravitational Deformation Slate Slope on One Newly Rebuild Highway Bridge in Taitung Longitudinal Valley of Taiwan

Science.gov (United States)

Hsieh, Pei-Chen; Weng, Cheng-Hsueh; Lu, An; Lin, Ming-Lang

2017-04-01

There are many landslide hazards induced by typhoon and earthquake in Taiwan because Taiwan is located in active orogen zone, where the Taitung Longitudinal Valley is the plate boundary, and also many typhoons hit Taiwan and bring much precipitation. In Japan, where also is located in orogen zone, the 2016 Kumamoto Earthquake caused a large landslide which destroyed the Great Aso Bridge. It shows that landslides might have huge influence on the safety of bridges. In Sep. 2016, Typhoon No.14 (Meranti) hit Taiwan and caused a slate slope failure which located in Taitung Longitudinal Valley. It cut the approach road of a highway bridge called Songfeng Bridge and the maximum displacement is about 2 meters. The landslide body might include the bridge, and if this landslide continued move the bridge structure might be destroyed. The attitude of cleavage and joints measured in site investigation are complex and confused, it imply that this landslide event is not only controlled by gravitational deformation, but also affected by release joint and river erosion because the site is located on confluence of two river. The target of site investigation in this research includes finding the border of failure surface and the measurement of cleavage and joints. In this research, we compare the result of site investigation and numerical model to find the mechanism of failure, and try to analysis the possible influence on the bridge structure.

Post-Earthquake Traffic Capacity of Modern Bridges in California

Science.gov (United States)

2010-03-01

Evaluation of the capacity of a bridge to carry self-weight and traffic loads after an earthquake is essential for a : safe and timely re-opening of the bridge. In California, modern highway bridges designed using the Caltrans : Seismic Design Criter...

Abutment Coating With Diamond-Like Carbon Films to Reduce Implant-Abutment Bacterial Leakage.

Science.gov (United States)

Cardoso, Mayra; Sangalli, Jorgiana; Koga-Ito, Cristiane Yumi; Ferreira, Leandro Lameirão; da Silva Sobrinho, Argemiro Soares; Nogueira, Lafayette

2016-02-01

The influence of diamond-like carbon (DLC) films on bacterial leakage through the interface between abutments and dental implants of external hexagon (EH) and internal hexagon (IH) designs was evaluated. Film deposition was performed by plasma-enhanced chemical vapor deposition. Sets of implants and abutments (n = 30 per group, sets of 180 implants) were divided according to connection design and treatment of the abutment base: 1) no treatment (control); 2) DLC film deposition; and 3) Ag-DLC film deposition. Under sterile conditions, 1 μL Enterococcus faecalis was inoculated inside the implants, and abutments were tightened. The sets were tested for immediate external contamination, suspended in test tubes containing sterile culture broth, and followed for 5 days. Turbidity of the broth indicated bacterial leakage. At the end of the period, the abutments were removed and the internal content of the implants was collected with paper points and plated in Petri dishes. After 24-hour incubation, they were assessed for bacterial viability and colony-forming unit counting. Bacterial leakage was analyzed by χ(2) and Fisher exact tests (α = 5%). The percentage of bacterial leakage was 16.09% for EH implants and 80.71% for IH implants (P DLC and Ag-DLC films do not significantly reduce the frequency of bacterial leakage and bacteria load inside the implants.

Evaluating shallow-flow rock structures as scour countermeasures at bridges.

Science.gov (United States)

2009-12-01

A study to determine whether or not shallow-flow rock structures could reliably be used at bridge abutments in place of riprap. Research was conducted in a two-phase effort beginning with numerical modeling and ending with field verification of model...

Comparative effect of implant-abutment connections, abutment angulations, and screw lengths on preloaded abutment screw using three-dimensional finite element analysis: An in vitro study

Directory of Open Access Journals (Sweden)

Krishna Chaitanya Kanneganti

2018-01-01

Conclusions: The present study suggests selecting appropriate implant-abutment connection based on the abutment angulation, as well as preferring long screws with more number of threads for effective preload retention by the screws.

23 CFR 650.805 - Bridges not requiring a USCG permit.

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Bridges not requiring a USCG permit. 650.805 Section 650... OPERATIONS BRIDGES, STRUCTURES, AND HYDRAULICS Navigational Clearances for Bridges § 650.805 Bridges not... permit is not required for bridge construction. This determination shall be made at an early stage of...

Physicochemical and microscopic characterization of implant-abutment joints.

Science.gov (United States)

Lopes, Patricia A; Carreiro, Adriana F P; Nascimento, Rubens M; Vahey, Brendan R; Henriques, Bruno; Souza, Júlio C M

2018-01-01

The purpose of this study was to investigate Morse taper implant-abutment joints by chemical, mechanical, and microscopic analysis. Surfaces of 10 Morse taper implants and the correlated abutments were inspected by field emission gun-scanning electron microscopy (FEG-SEM) before connection. The implant-abutment connections were tightened at 32 Ncm. For microgap evaluation by FEG-SEM, the systems were embedded in epoxy resin and cross-sectioned at a perpendicular plane of the implant-abutment joint. Furthermore, nanoindentation tests and chemical analysis were performed at the implant-abutment joints. Results were statistically analyzed via one-way analysis of variance, with a significance level of P abutment surfaces. The minimum and maximum size of microgaps ranged from 0.5 μm up to 5.6 μm. Furthermore, defects were detected throughout the implant-abutment joint that can, ultimately, affect the microgap size after connection. Nanoindentation tests revealed a higher hardness (4.2 ± 0.4 GPa) for abutment composed of Ti6Al4V alloy when compared to implant composed of commercially pure Grade 4 titanium (3.2 ± 0.4 GPa). Surface defects produced during the machining of both implants and abutments can increase the size of microgaps and promote a misfit of implant-abutment joints. In addition, the mismatch in mechanical properties between abutment and implant can promote the wear of surfaces, affecting the size of microgaps and consequently the performance of the joints during mastication.

Physicochemical and microscopic characterization of implant–abutment joints

Science.gov (United States)

Lopes, Patricia A.; Carreiro, Adriana F. P.; Nascimento, Rubens M.; Vahey, Brendan R.; Henriques, Bruno; Souza, Júlio C. M.

2018-01-01

Objective: The purpose of this study was to investigate Morse taper implant–abutment joints by chemical, mechanical, and microscopic analysis. Materials and Methods: Surfaces of 10 Morse taper implants and the correlated abutments were inspected by field emission gun-scanning electron microscopy (FEG-SEM) before connection. The implant–abutment connections were tightened at 32 Ncm. For microgap evaluation by FEG-SEM, the systems were embedded in epoxy resin and cross-sectioned at a perpendicular plane of the implant–abutment joint. Furthermore, nanoindentation tests and chemical analysis were performed at the implant–abutment joints. Statistics: Results were statistically analyzed via one-way analysis of variance, with a significance level of P abutment surfaces. The minimum and maximum size of microgaps ranged from 0.5 μm up to 5.6 μm. Furthermore, defects were detected throughout the implant–abutment joint that can, ultimately, affect the microgap size after connection. Nanoindentation tests revealed a higher hardness (4.2 ± 0.4 GPa) for abutment composed of Ti6Al4V alloy when compared to implant composed of commercially pure Grade 4 titanium (3.2 ± 0.4 GPa). Conclusions: Surface defects produced during the machining of both implants and abutments can increase the size of microgaps and promote a misfit of implant–abutment joints. In addition, the mismatch in mechanical properties between abutment and implant can promote the wear of surfaces, affecting the size of microgaps and consequently the performance of the joints during mastication. PMID:29657532

Analytical and experimental position stability of the abutment in different dental implant systems with a conical implant?abutment connection

OpenAIRE

Semper-Hogg, Wiebke; Kraft, Silvan; Stiller, Sebastian; Mehrhof, Juergen; Nelson, Katja

2012-01-01

Objectives Position stability of the abutment should be investigated in four implant systems with a conical implant?abutment connection. Materials and methods Previously developed formulas and an established experimental setup were used to determine the position stability of the abutment in the four implant systems with a conical implant?abutment connection and different positional index designs: The theoretical rotational freedom was calculated by using the dimensions of one randomly selecte...

An introduction to single implant abutments.

LENUS (Irish Health Repository)

Warreth, Abdulhadi

2013-01-01

This article is an introduction to single implant abutments and aims to provide basic information about abutments which are essential for all dental personnel who are involved in dental implantology. Clinical Relevance: This article provides a basic knowledge of implants and implant abutments which are of paramount importance, as replacement of missing teeth with oral implants has become a well-established clinical procedure.

Comparison of implant-abutment interface misfits after casting and soldering procedures.

Science.gov (United States)

Neves, Flávio Domingues das; Elias, Gisele Araújo; da Silva-Neto, João Paulo; de Medeiros Dantas, Lucas Costa; da Mota, Adérito Soares; Neto, Alfredo Júlio Fernandes

2014-04-01

The aim of this study was to compare vertical and horizontal adjustments of castable abutments after conducting casting and soldering procedures. Twelve external hexagonal implants (3.75 × 10 mm) and their UCLA abutments were divided according their manufacturer and abutment type: PUN (plastic UCLA, Neodent), PUC (plastic UCLA, Conexão), PU3i (plastic UCLA, Biomet 3i), and PUTN (plastic UCLA with Tilite milled base, Neodent). Three infrastructures of a fixed partial implant-supported bridge with 3 elements were produced for each group. The measurements of vertical (VM) and horizontal (HM) misfits were obtained via scanning electron microscopy after completion of casting and soldering. The corresponding values were determined to be biomechanically acceptable to the system, and the results were rated as a percentage. Statistical analysis establishes differences between groups by chi-square after procedures, and McNeman's test was applied to analyze the influence of soldering over casting (α ≤ .05). For the values of VM and HM, respectively, when the casting process was complete, it was observed that 83.25% and 100% (PUTN), 33.3% and 27.75% (PUN), 33.3% and 88.8% (PUC), 33.3% and 94.35% (PU3i) represented acceptable values. After completing the requisite soldering, acceptable values were 50% and 94.35% (PUTN), 16.6% and 77.7% (PUN), 38.55% and 77.7% (PUC), and 27.75% and 94.35% (PU3i). Within the limitations of this study, it can be concluded that the premachined abutments presented more acceptable VM values. The HM values were within acceptable limits before and after the soldering procedure for most groups. Further, the soldering procedure resulted in an increase of VM in all groups.

Fracture strength of zirconia implant abutments on narrow diameter implants with internal and external implant abutment connections: A study on the titanium resin base concept.

Science.gov (United States)

Sailer, Irena; Asgeirsson, Asgeir G; Thoma, Daniel S; Fehmer, Vincent; Aspelund, Thor; Özcan, Mutlu; Pjetursson, Bjarni E

2018-04-01

There is limited knowledge regarding the strength of zirconia abutments with internal and external implant abutment connections and zirconia abutments supported by a titanium resin base (Variobase, Straumann) for narrow diameter implants. To compare the fracture strength of narrow diameter abutments with different types of implant abutment connections after chewing simulation. Hundred and twenty identical customized abutments with different materials and implant abutment connections were fabricated for five groups: 1-piece zirconia abutment with internal connection (T1, Cares-abutment-Straumann BL-NC implant, Straumann Switzerland), 1-piece zirconia abutment with external hex connection (T2, Procera abutment-Branemark NP implant, Nobel Biocare, Sweden), 2-piece zirconia abutments with metallic insert for internal connection (T3, Procera abutment-Replace NP implant, Nobel Biocare), 2-piece zirconia abutment on titanium resin base (T4, LavaPlus abutment-VarioBase-Straumann BL-NC implant, 3M ESPE, Germany) and 1-piece titanium abutment with internal connection (C, Cares-abutment-Straumann BL-NC implant, Straumann, Switzerland). All implants had a narrow diameter ranging from 3.3 to 3.5 mm. Sixty un-restored abutments and 60 abutments restored with glass-ceramic crowns were tested. Mean bending moments were compared using ANOVA with p-values adjusted for multiple comparisons using Tukey's procedure. The mean bending moments were 521 ± 33 Ncm (T4), 404 ± 36 Ncm (C), 311 ± 106 Ncm (T1) 265 ± 22 Ncm (T3) and 225 ± 29 (T2) for un-restored abutments and 278 ± 84 Ncm (T4), 302 ± 170 Ncm (C), 190 ± 55 Ncm (T1) 80 ± 102 Ncm (T3) and 125 ± 57 (T2) for restored abutments. For un-restored abutments, C and T4 had similar mean bending moments, significantly higher than those of the three other groups (p internal connection had higher bending moments than zirconia abutments with external connection (T2) (p internal connected zirconia

Mechanical properties of resin glass fiber-reinforced abutment in comparison to titanium abutment

Science.gov (United States)

Andreasi Bassi, Mirko; Bedini, Rossella; Pecci, Raffella; Ioppolo, Pietro; Lauritano, Dorina; Carinci, Francesco

2015-01-01

Purpose: So far, definitive implant abutments have been performed with high elastic modulus materials, which prevented any type of shock absorption of the chewing loads and as a consequence, the protection of the bone-fixture interface. This is particularly the case when the esthetic restorative material chosen is ceramic rather than composite resin. The adoption of an anisotropic abutment, characterized by an elastic deformability, could allow decreasing the impulse of chewing forces transmitted to the crestal bone. Materials and Methods: According to research protocol, the mechanical resistance to cyclical load was evaluated in a tooth-colored fiber-reinforced abutment (TCFRA) prototype and compared to that of a titanium abutment (TA), thus eight TCFRAs and eight TAs were adhesively cemented on as many titanium implants. The swinging that the two types of abutments showed during the application of sinusoidal load was also analyzed. Results: In the TA group, both fracture and deformation occurred in 12.5% of samples while debonding 62.5%. In the TCFRA group, only debonding was present in 37.5% of samples. In comparison to the TAs, the TCFRAs exhibited a greater swinging during the application of sinusoidal load. In the TA group, the extrusion prevailed, whereas in the TCFRA group, the intrusion was more frequent. Conclusion: The greater elasticity of TCFRA to the flexural load allows absorbing part of the transversal load applied on the fixture during the chewing function, thus reducing the stress on the bone-implant interface. PMID:26229266

Bridge scour countermeasure assessments at select bridges in the United States, 2014–16

Science.gov (United States)

Dudunake, Taylor J.; Huizinga, Richard J.; Fosness, Ryan L.

2017-05-23

In 2009, the Federal Highway Administration published Hydraulic Engineering Circular No. 23 (HEC-23) to provide specific design and implementation guidelines for bridge scour and stream instability countermeasures. However, the effectiveness of countermeasures implemented over the past decade following those guidelines has not been evaluated. Therefore, in 2013, the U.S. Geological Survey, in cooperation with the Federal Highway Administration, began a study to assess the current condition of bridge-scour countermeasures at selected sites to evaluate their effectiveness. Bridge-scour countermeasures were assessed during 2014-2016. Site assessments included reviewing countermeasure design plans, summarizing the peak and daily streamflow history, and assessments at each site. Each site survey included a photo log summary, field form, and topographic and bathymetric geospatial data and metadata. This report documents the study area and site-selection criteria, explains the survey methods used to evaluate the condition of countermeasures, and presents the complete documentation for each countermeasure assessment.

Flood Control Minnesota River, Minnesota, Mankato-North Mankato-Le Hillier. Design Memorandum Number 8. Part I. Location Study and Draft Supplement II to the Final Environmental Impact Statement for Bridge Relocations. Main Street, Trunk Highways 60 Bridge over the Minnesota River between Mankato and North Mankato.

Science.gov (United States)

1981-06-01

topography or in rugged terrain, majur road overcrossings may be attainable only by a forced alinement and rolling gradeline. Where there otherwise...Wisconsin PCB Interagency Task Force in 1976 indicated that the game fish in the Minnesota River near Mankato have higher polychlorinated biphenyl (PCB...Highway River Structures Job Sum 5,920,000.00 TOTAL BRIDGES $6,875,000.00 TOTAL ROADWAY AND BRIDGES $11,674,000.00 Force Accounts CNW T. Co. Track Removal

Evaluation of fleet management techniques for timber highway bridges

Science.gov (United States)

Brent M. Phares; Travis K. Hosteng; Justin Dahlberg; Michael A. Ritter

2011-01-01

The general condition of the nation's bridges presents a complex management issue when considering cost, safety, and time. Consequently, the management of those bridges can become an overwhelming task. The need for a management system that is specific to rural systems may help to improve the management of this significant number of bridges. Although individual...

Level II scour analysis for Bridge 37 (TOWNTH00290037) on Town Highway 29, crossing Mill Brook, Townshend, Vermont

Science.gov (United States)

Burns, R.L.; Medalie, Laura

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure TOWNTH00290037 on Town Highway 29 crossing Mill Brook, Townshend, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D.

Level II scour analysis for Bridge 8, (MANCTH00060008) on Town Highway 6, crossing Bourn Brook, Manchester, Vermont

Science.gov (United States)

Burns, Ronda L.; Hammond, Robert E.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MANCTH00060008 on Town Highway 6 crossing Bourn Brook, Manchester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Level II scour analysis for Bridge 30, (HUNTTH00220030), on Town Highway 22, crossing Brush Brook, Huntington, Vermont

Science.gov (United States)

Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00220030 on Town Highway 22 crossing Brush Brook, Huntington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Level II scour analysis for Bridge 8 (ATHETH00090008) on Town Highway 9, crossing Bull Creek, Athens, Vermont

Science.gov (United States)

Boehmler, Erick M.; Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ATHETH00090008 on Town Highway 9 crossing Bull Creek in Athens, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Level II scour analysis for Bridge 16, (NEWBTH00500016) on Town Highway 50, crossing Halls Brook, Newbury, Vermont

Science.gov (United States)

Burns, Ronda L.; Degnan, James R.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500016 on Town Highway 50 crossing Halls Brook, Newbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Evaluation Criteria and Results of Full Scale Testing of Bridge Abutment Made from Reinforced Soil

Science.gov (United States)

Hildebrand, Maciej; Rybak, Jarosław

2017-10-01

Structures made of reinforced soil can be evaluated for their safety based on a load testing. Measurement results are essentially evaluated by displacements of surcharge (mainly in vertical direction) and facing elements (mainly in horizontal direction). Displacements are within several tenths to several millimetres and they can be taken by common geodetic equipment. Due to slow soil consolidation (progress of displacements) under constant load, observations should be made over several days or even weeks or months. A standard procedure of heating of geotextiles, used in laboratory conditions to simulate long term behaviour cannot be used in a natural scale. When the load is removed, the soil unloading occurs. Both the progress of displacements and soil unloading after unloading of the structure are the key presumptions for evaluating its safety (stability). Assessment of measuring results must be preceded by assuming even the simplest model of the structure, so as it could be possible to estimate the expected displacements under controlled load. In view of clearly random nature of soil parameters of retaining structure composed of reinforced soil and due to specific erection technology of reinforced soil structure, the assessment of its condition is largely based on expert’s judgment. It is an essential and difficult task to interpret very small displacements which are often enough disturbed by numerous factors like temperature, insolation, precipitation, vehicles, etc. In the presented paper, the authors tried to establish and juxtapose some criteria for a load test of a bridge abutment and evaluate their suitability for decision making. Final remarks are based on authors experience from a real full scale load test.

Precast concrete elements for accelerated bridge construction : laboratory testing, field testing, and evaluation of a precast concrete bridge, Black Hawk County.

Science.gov (United States)

2009-01-01

The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa : DOT Office of Bridges and Structures. Black Hawk County (BHC) has developed a precast modified beam-in-slab bridge (PMBI...

Does Ferrule Effect Affect Implant-Abutment Stability?

Science.gov (United States)

Mohajerfar, Maryam; Beyabanaki, Elaheh; Geramy, Allahyar; Siadat, Hakimeh; Alikhasi, Marzieh

2016-12-01

This study investigated the influence of placing implant-supported crowns on the torque loss of the abutment screw before and after loading. Twenty implant-abutment assemblies were randomly assigned to two groups. The first group was consisted of abutments with abutment-level finishing line (abutment-level), and in the second group the crown margin was placed on the implant shoulder (implant-level). Initial torque loss was recorded for all specimens. After 500000 cyclic load of 75 N and frequency of 2 Hz, post loading torque loss was recorded. Finite element model of each group was also modeled and screw energy, and stress were analyzed and compared between two groups. ANOVA for repeated measurements showed that the torque loss did not change significantly after cyclic loading (P=0.73). Crown margin also had no significant effect on the torque loss (P=0.56). However, the energy and stress of screw in abutment-level model (4.49 mJ and 22.74 MPa) was higher than implant-level model (3.52 mJ and 20.81 MPa). Although embracing the implant with crown produced less stress and energy in the abutment-implant screw, it did not have any significant influence on the torque loss of the screw. Copyright© 2016 Dennis Barber Ltd

Scalloped Implant-Abutment Connection Compared to Conventional Flat Implant-Abutment Connection: a Systematic Review and Meta-Analysis.

Science.gov (United States)

Starch-Jensen, Thomas; Christensen, Ann-Eva; Lorenzen, Henning

2017-01-01

The objective was to test the hypothesis of no difference in implant treatment outcome after installation of implants with a scalloped implant-abutment connection compared to a flat implant-abutment connection. A MEDLINE (PubMed), Embase and Cochrane library search in combination with a hand-search of relevant journals was conducted. No language or year of publication restriction was applied. The search provided 298 titles. Three studies fulfilled the inclusion criteria. The included studies were characterized by low or moderate risk of bias. Survival of suprastructures has never been compared within the same study. High implant survival rate was reported in all the included studies. Significantly more peri-implant marginal bone loss, higher probing depth score, bleeding score and gingival score was observed around implants with a scalloped implant-abutment connection. There were no significant differences between the two treatment modalities regarding professional or patient-reported outcome measures. Meta-analysis disclosed a mean difference of peri-implant marginal bone loss of 1.56 mm (confidence interval: 0.87 to 2.25), indicating significant more bone loss around implants with a scalloped implant-abutment connection. A scalloped implant-abutment connection seems to be associated with higher peri-implant marginal bone loss compared to a flat implant-abutment connection. Therefore, the hypothesis of the present systematic review must be rejected. However, further long-term randomized controlled trials assessing implant treatment outcome with the two treatment modalities are needed before definite conclusions can be provided about the beneficial use of implants with a scalloped implant-abutment connection on preservation of the peri-implant marginal bone level.

76 FR 1663 - Notice of Final Federal Agency Actions on Proposed Highway in North Carolina

Science.gov (United States)

2011-01-11

..., Bonner Bridge Replacement Project along NC 12, from Rodanthe to Bodie Island in Dare County, North... Bonner Bridge Replacement Project along Highway NC 12, from Rodanthe to Bodie Island, in Dare County...

Overview of the National Timber Bridge Inspection Study

Science.gov (United States)

James P. Wacker; Brian K. Brashaw; Frank Jalinoos

2013-01-01

As many engineers begin to implement life cycle cost analyses within the preliminary bridge design phase, there is a significant need for more reliable data on the expected service life of highway bridges. Many claims are being made about the expected longevity of concrete and steel bridges, but few are based on actual performance data. Because engineers are least...

Level II scour analysis for Bridge 46 (CHESVT00110046) on Vermont State Route 11, crossing the Middle Branch Williams River, Chester, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is 50 degrees.A scour hole 2 ft deeper than the mean thalweg depth was observed 128 feet downstream during the Level I assessment. Type-1 (less than 1 foot) stone fill protects the downstream right wingwall. Type-2 (less than 3 ft diameter) stone fill protects the upstream right wingwall, the left and right abutments, the upstream left and right road embankments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.There was no computed contraction scour for any modelled flows. Abutment scour ranged from 7.0 to 10.3 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are

Heavy Vehicles on Minor Highway Bridges

DEFF Research Database (Denmark)

Nielsen, Søren R. K.; Kirkegaard, Poul Henning; Enevoldsen, I.

The present paper worked out as a part of a research project on "Dynamic amplification factor of vehicle loadings on smaller bridges" establishes a two-dimensional spectral description of the road roughness surface based on measurements from a Danish road using so-called Profilograph used by Dani...

Streambed scour evaluations and conditions at selected bridge sites in Alaska, 2013–15

Science.gov (United States)

Beebee, Robin A.; Dworsky, Karenth L.; Knopp, Schyler J.

2017-12-27

Streambed scour potential was evaluated at 52 river- and stream-spanning bridges in Alaska that lack a quantitative scour analysis or have unknown foundation details. All sites were evaluated for stream stability and long-term scour potential. Contraction scour and abutment scour were calculated for 52 bridges, and pier scour was calculated for 11 bridges that had piers. Vertical contraction (pressure flow) scour was calculated for sites where the modeled water surface was higher than the superstructure of the bridge. In most cases, hydraulic models of the 1- and 0.2-percent annual exceedance probability floods (also known as the 100- and 500-year floods, respectively) were used to derive hydraulic variables for the scour calculations. Alternate flood values were used in scour calculations for sites where smaller floods overtopped a bridge or where standard flood-frequency estimation techniques did not apply. Scour also was calculated for large recorded floods at 13 sites.Channel instability at 11 sites was related to human activities (in-channel mining, dredging, and channel relocation). Eight of the dredged sites are located on active unstable alluvial fans and were graded to protect infrastructure. The trend toward aggradation during major floods at these sites reduces confidence in scour estimates.Vertical contraction and pressure flow occurred during the 0.2-percent or smaller annual exceedance probability floods at eight sites. Contraction scour exceeded 5 feet (ft) at four sites, and total scour at piers (pier scour plus contraction scour) exceeded 5 ft at four sites. Debris accumulation increased calculated pier scour at six sites by an average of 2.4 ft. Total scour at abutments exceeded 5 ft at 10 sites. Scour estimates seemed excessive at two piers where equations did not account for channel armoring, and at four abutments where failure of the embankment and attendant channel widening would reduce scour.

Clinical Characteristics of Abutment Teeth with Gingival Discoloration.

Science.gov (United States)

Ristic, Ljubisa; Dakovic, Dragana; Postic, Srdjan; Lazic, Zoran; Bacevic, Miljana; Vucevic, Dragana

2017-04-06

The grey-bluish discoloration of gingiva (known as "amalgam tattoo") does not appear only in the presence of amalgam restorations. It may also be seen in cases of teeth restored with cast dowels and porcelain-fused-to-metal (PFM) restorations. The aim of this article was to determine the clinical characteristics of abutment teeth with gingival discoloration. This research was conducted on 25 patients referred for cast dowel and PFM restorations. These restorations were manufactured from Ni-Cr alloys. Ninety days after cementing the fixed prosthodontic restorations, the abutment teeth (n = 61) were divided into a group with gingival discoloration (GD) (n = 25) and without gingival discoloration (NGD) (n = 36). The control group (CG) comprised the contralateral teeth (n = 61). Plaque index, gingival index, clinical attachment level, and probing depth were assessed before fabrication and also 90 days after cementation of the PFM restorations. The gingival index, clinical attachment level, and probing depths of the abutment teeth that had GD were statistically higher before restoration, in comparison with the abutment teeth in the NGD and control groups. Ninety days after cementation, the abutment teeth with GD had significantly lower gingival indexes and probing depths, compared to the abutment teeth in the NGD group. Both abutment teeth groups (GD and NGD) had significantly higher values of clinical attachment levels when compared to the control group. There were no statistically significant differences in plaque index values between the study groups. The results of this study indicated that impairment of periodontal status of abutment teeth seemed to be related to the presence of gingival discolorations. Therefore, fabrication of fixed prosthodontic restorations requires careful planning and abutment teeth preparation to minimize the occurrence of gingival discolorations. With careful preparation of abutment teeth for cast dowels and crown restorations it may be

Reliability Assessment of Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle; Middleton, C. R.

This paper is partly based on research performed for the Highways Agency, London, UK under the project DPU/9/44 "Revision of Bridge Assessment Rules Based on Whole Life Performance: concrete bridges". It contains the details of a methodology which can be used to generate Whole Life (WL) reliability...... profiles. These WL reliability profiles may be used to establish revised rules for concrete bridges. This paper is to some extend based on Thoft-Christensen et. al. [1996], Thoft-Christensen [1996] et. al. and Thoft-Christensen [1996]....

21 CFR 872.3630 - Endosseous dental implant abutment.

Science.gov (United States)

2010-04-01

... 21 Food and Drugs 8 2010-04-01 2010-04-01 false Endosseous dental implant abutment. 872.3630... (CONTINUED) MEDICAL DEVICES DENTAL DEVICES Prosthetic Devices § 872.3630 Endosseous dental implant abutment. (a) Identification. An endosseous dental implant abutment is a premanufactured prosthetic component...

Estimation of potential scour at bridges on local government roads in South Dakota, 2009-12

Science.gov (United States)

Thompson, Ryan F.; Wattier, Chelsea M.; Liggett, Richard R.; Truax, Ryan A.

2014-01-01

In 2009, the U.S. Geological Survey and South Dakota Department of Transportation (SDDOT) began a study to estimate potential scour at selected bridges on local government (county, township, and municipal) roads in South Dakota. A rapid scour-estimation method (level-1.5) and a more detailed method (level-2) were used to develop estimates of contraction, abutment, and pier scour. Data from 41 level-2 analyses completed for this study were combined with data from level-2 analyses completed in previous studies to develop new South Dakota-specific regression equations: four regional equations for main-channel velocity at the bridge contraction to account for the widely varying stream conditions within South Dakota, and one equation for head change. Velocity data from streamgages also were used in the regression for average velocity through the bridge contraction. Using these new regression equations, scour analyses were completed using the level-1.5 method on 361 bridges on local government roads. Typically, level-1.5 analyses are completed at flows estimated to have annual exceedance probabilities of 1 percent (100-year flood) and 0.2 percent (500-year flood); however, at some sites the bridge would not pass these flows. A level-1.5 analysis was then completed at the flow expected to produce the maximum scour. Data presented for level-1.5 scour analyses at the 361 bridges include contraction, abutment, and pier scour. Estimates of potential contraction scour ranged from 0 to 32.5 feet for the various flows evaluated. Estimated potential abutment scour ranged from 0 to 40.9 feet for left abutments, and from 0 to 37.7 feet for right abutments. Pier scour values ranged from 2.7 to 31.6 feet. The scour depth estimates provided in this report can be used by the SDDOT to compare with foundation depths at each bridge to determine if abutments or piers are at risk of being undermined by scour at the flows evaluated. Replicate analyses were completed at 24 of the 361 bridges

Heavy Vehicles on Minor Highway Bridges

DEFF Research Database (Denmark)

Kirkegaard, Poul Henning; Nielsen, Søren R. K.; Enevoldsen, I.

of heavier trucks moving at larger speeds, and partly because the authorities want to permit transportation of special heavy goods at a larger part of the road net. These needs will in many cases cause the strengthening of the bridges becomes necessary. In order to keep the expenses of such strengthening...

Level II scour analysis for Bridge 16 (GROTTH00170016) on Town Highway 17, crossing the Wells River, Groton, Vermont

Science.gov (United States)

Striker, L.K.; Ivanoff, M.A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure GROTTH00170016 on Town Highway 17 crossing the Wells River, Groton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Level II scour analysis for Bridge 37, (BRNETH00740037) on Town Highway 74, crossing South Peacham Brook, Barnet, Vermont

Science.gov (United States)

Burns, Ronda L.; Severance, Timothy

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BRNETH00740037 on Town Highway 74 crossing South Peacham Brook, Barnet, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

A Study on Assessment Method of Traffic Load Effect of Bridge in Service

Science.gov (United States)

Ling, Pan; Dajian, Han

2010-05-01

Because of overloading usually occur in highway in China today, it is found that the traffic load and the load effects given by Specification for Inspection and Evaluation of Load-bearing Capacity of Highway Bridge[1] cannot be adequately estimated. Especially, the extreme values in a service period can not be predicted. In this paper, a model is first developed for a better estimation of the actual traffic flow, as well as the service load effect level of a bridge. Based on a five-day collection data of the vehicle samples passing through the exit of Guangyuan to Shahe of the North-Ring Highway in Guangzhou, The Qiaole Bridge of the highway is taken as an example to illustrate the assessment model. Then, a threshold model is applied to estimate the tail distribution of the maximum load effect of a fleet. And threshold point process is used to infer the maximum value distribution for prediction of the load effect level of the bridge in a future time period. Finally, a 0.95 quantile is obtained to compare with the result given by specification[1]. The results show that the assessment method proposed in this paper is valid and feasible.

A sensor network system for the health monitoring of the Parkview bridge deck.

Science.gov (United States)

2010-01-31

Bridges are a critical component of the transportation infrastructure. There are approximately 600,000 bridges in : the United State according to the Federal Highway Administration. Four billion vehicles traverse these bridges daily. : Regular inspec...

An overheight vehicle bridge collision monitoring system using piezoelectric transducers

Science.gov (United States)

Song, G.; Olmi, C.; Gu, H.

2007-04-01

With increasing traffic volume follows an increase in the number of overheight truck collisions with highway bridges. The detection of collision impact and evaluation of the impact level is a critical issue in the maintenance of a concrete bridge. In this paper, an overheight collision detection and evaluation system is developed for concrete bridge girders using piezoelectric transducers. An electric circuit is designed to detect the impact and to activate a digital camera to take photos of the offending truck. Impact tests and a health monitoring test were conducted on a model concrete bridge girder by using three piezoelectric transducers embedded before casting. From the experimental data of the impact test, it can be seen that there is a linear relation between the output of sensor energy and the impact energy. The health monitoring results show that the proposed damage index indicates the level of damage inside the model concrete bridge girder. The proposed overheight truck-bridge collision detection and evaluation system has the potential to be applied to the safety monitoring of highway bridges.

Longer Lasting Bridge Deck Overlays

Science.gov (United States)

2018-04-01

The objective of this report is to determine the most effective method for bridge deck overlay construction and repair by assessing current practices; examining new products and technologies; and reviewing NCHRP (National Cooperative Highway Research...

Torque loss of different abutment sizes before and after cyclic loading.

Science.gov (United States)

Moris, Izabela Cristina; Faria, Adriana Cláudia; Ribeiro, Ricardo Faria; Rodrigues, Renata Cristina

2015-01-01

The aim of this study was to compare 3.8- and 4.8-mm abutments submitted to simulations of masticatory cycles to examine whether abutment diameter and cemented vs screw-retained crowns affect torque loss of the abutments and crowns. Forty implant/abutment sets were divided into the following groups (n = 10 in each group): (1) G4.8S included 4.8-mm abutment with screw-retained crown; (2) G4.8C included 4.8-mm abutment with cemented crown; (3) G3.8S included 3.8-mm abutment with screw-retained crown; and (4) G3.8C included 3.8-mm abutment with cemented crown. All abutments were tightened with torque values of 20 Ncm, and 10 Ncm for screw-retained crowns. Torque loss was measured before and after cycling loading (300,000 cycles). Torque loss of screw-retained crowns significantly increased after cycling in abutments of groups G3.8S (P ≤ .05) and G4.8S (P = .001). No difference was noted between the abutments before cycling (P = .735), but G3.8S abutments presented greater torque loss than the other groups after cycling (P = .008). Significant differences were noted in the abutment torque loss before and after cycling loading only for the G3.8C group (P ≤ .05). The abutment diameter affects torque loss of screw-retained crowns and leads to failure during the test; mechanical cycling increases torque loss of abutment screw and screw-retained crowns.

Structural Performance Evaluation of Tsing MA Bridge Deck Using Long-Term Monitoring Data

Science.gov (United States)

Ni, Y. Q.; Xia, H. W.; Ko, J. M.

The Tsing Ma Bridge in Hong Kong is suspension bridge with a main span of 1377 m carrying both highway and railway traffic. After completing its construction in 1997, the bridge was instrumented by the Hong Kong SAR Government Highways Department with a long-term structural health monitoring system comprising about 300 sensors permanently installed on the bridge. As part of this monitoring system, a total of 110 strain gauges have been installed to measure strain at the deck cross-sections and bearings. In this study, a method for real-time structural performance evaluation of the stiffening deck system making use of long-term strain measurement data is proposed and verified using the strain monitoring data from a typical deck cross-section of the Tsing Ma Bridge.

Risk-based asset management methodology for highway infrastructure systems.

Science.gov (United States)

2004-01-01

Maintaining the infrastructure of roads, highways, and bridges is paramount to ensuring that these assets will remain safe and reliable in the future. If maintenance costs remain the same or continue to escalate, and additional funding is not made av...

Assessment of the Reliability of Concrete Slab Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle; Jensen, F. M.; Middleton, C. R.

This paper is based on research performed for the Highways Agency, London, UK under the project DPU/9/44 "Revision of Bridge Assessment Rules Based on Whole Life Performance: Concrete Bridges". It contains details of a methodology which can be used to generate Whole Life (WL) reliability profiles....

Sinking and fit of abutment of locking taper implant system

Science.gov (United States)

Moon, Seung-Jin; Kim, Hee-Jung; Son, Mee-Kyoung

2009-01-01

STATEMENT OF PROBLEM Unlike screw-retention type, fixture-abutment retention in Locking taper connection depends on frictional force so it has possibility of abutment to sink. PURPOSE In this study, Bicon® Implant System, one of the conical internal connection implant system, was used with applying loading force to the abutments connected to the fixture. Then the amount of sinking was measured. MATERIAL AND METHODS 10 Bicon® implant fixtures were used. First, the abutment was connected to the fixture with finger force. Then it was tapped with a mallet for 3 times and loads of 20 kg corresponding to masticatory force using loading application instrument were applied successively. The abutment state, slightly connected to the fixture without pressure was considered as a reference length, and every new abutment length was measured after each load's step was added. The amount of abutment sinking (mm) was gained by subtracting the length of abutment-fixture under each loading condition from reference length. RESULTS It was evident, that the amount of abutment sinking in Bicon® Implant System increased as loads were added. When loads of 20 kg were applied more than 5 - 7 times, sinking stopped at 0.45 ± 0.09 mm. CONCLUSION Even though locking taper connection type implant shows good adaption to occlusal force, it has potential for abutment sinking as loads are given. When locking taper connection type implant is used, satisfactory loads are recommended for precise abutment location. PMID:21165262

Analysis of Static Load Test of a Masonry Arch Bridge

Science.gov (United States)

Shi, Jing-xian; Fang, Tian-tian; Luo, Sheng

2018-03-01

In order to know whether the carrying capacity of the masonry arch bridge built in the 1980s on the shipping channel entering and coming out of the factory of a cement company can meet the current requirements of Level II Load of highway, through the equivalent load distribution of the test vehicle according to the current design specifications, this paper conducted the load test, evaluated the bearing capacity of the in-service stone arch bridge, and made theoretical analysis combined with Midas Civil. The results showed that under the most unfavorable load conditions the measured strain and deflection of the test sections were less than the calculated values, the bridge was in the elastic stage under the design load; the structural strength and stiffness of the bridge had a certain degree of prosperity, and under the in the current conditions of Level II load of highway, the bridge structure was in a safe state.

Level II scour analysis for Bridge 37 (BARTTH00080037) on Town Highway 8, crossing Willoughby River, Barton, Vermont

Science.gov (United States)

Ayotte, Joseph D.; Boehmler, Erick M.

1996-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BARTTH00080037 on town highway 8 crossing the Willoughby River, Barton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province

Comparison of System Identification Methods using Ambient Bridge Test Data

DEFF Research Database (Denmark)

Andersen, P.; Brincker, Rune; Peeters, B.

1999-01-01

In this paper the performance of four different system identification methods is compared using operational data obtained from an ambient vibration test of the Swiss Z24 highway bridge. The four methods are the frequency domain based peak-picking methods, the polyreference LSCE method, the stocha......In this paper the performance of four different system identification methods is compared using operational data obtained from an ambient vibration test of the Swiss Z24 highway bridge. The four methods are the frequency domain based peak-picking methods, the polyreference LSCE method...

In vitro analysis of post-fatigue reverse-torque values at the dental abutment/implant interface for a unitarian abutment design.

Science.gov (United States)

Cashman, Paul M; Schneider, Robert L; Schneider, Galen B; Stanford, Clark M; Clancy, James M; Qian, Fang

2011-10-01

This study analyzed baseline and post-fatigue reverse-torque values (RTVs) for a specific brand control abutment relative to a third party compatible abutment. The purpose of this study was to compare the abutments' fatigue resistance to simulated function, using RTVs as an indication of residual preload at the implant/abutment interface. Forty Straumann tissue-level implants were mounted in resin and divided into four groups (n = 10). Forty abutments were seated, 20 control and 20 third-party abutments, according to manufacturer guidelines. Ten abutments from each manufacturer were evaluated for RTV without fatigue loading, using a calibrated digital torque gauge to provide a baseline RTVs. Fatigue loading was carried out on the remaining ten specimens from each manufacturer according to ISO 14801 guidelines. A moving-magnet linear motor was used to load one specimen per sequence, alternating from 10 to 200 N at 15 Hz for 5×10(6) cycles. RTV was recorded post-fatigue loading. The results were subjected to two-sample t-testing and two-way ANOVA. Scanning electron microphotography was carried out on three specimens from both manufacturers at baseline and post-fatigue cycling to visualize thread geometry and the abutment/implant interface. The data indicated that mean post-fatigue RTV observed for the control group was significantly higher than the third-party group (RTV 42.65 ± 6.70 N vs. 36.25 ± 2.63 N, p= 0.0161). Visual differences at the macro/microscopic level were also apparent for thread geometry, with third-party abutments demonstrating considerably greater variation in geometrical architecture than control specimens. Within the limitations of this in vitro model, the effect of component manufacturer resulted in a significantly higher RTV in the control group (two-way ANOVA, p= 0.0032) indicating greater residual preload; however, there was no significant decrease in post-fatigue RTV for either manufacturer compared to baseline. © 2011 by The American

THE USE OF A CODED HEALING ABUTMENT AS AN IMPRESSION COPING TO DESIGN AND MILL AN INDIVIDUALIZED ANATOMIC ABUTMENT : A CLINICAL REPORT

NARCIS (Netherlands)

Telleman, Gerdien; Raghoebar, Gerry M.; Vissink, Arjan; Meijer, Henny J. A.

A coded implant healing abutment makes an impression at the implant level no longer necessary. An impression is made of the healing abutment, which is placed onto the implant directly after implant placement. The codes embedded in the occlusal surface of the healing abutment provide essential

Probabilistic seismic hazard assessment for the effect of vertical ground motions on seismic response of highway bridges

Science.gov (United States)

Yilmaz, Zeynep

earthquakes. Findings from this study will contribute to the development of revised guidelines to address vertical ground motion effects, particularly in the near fault regions, in the seismic design of highway bridges.

Segmented abutting fields irradiation using multileaf collimators

International Nuclear Information System (INIS)

Nishimura, Tetsuo

1998-01-01

The object of this study is to evaluate the clinical feasibility of segmented abutting fields irradiation (SAFI) using multileaf collimators (MLCs), in which the target volume is divided into several segments to create complex irregular field without use of alloy blocks. A linear accelerator with 26 pairs of roundly ended MLCs of 1 cm in width was tested in this study. In SAFI, radiation leakage occurs at the abutment sites with these MLCs. Film dosimetry was used to determine the optimal length of the MLC overlap to minimize dose profile variation in abutting fields. A mantle field was investigated as a clinical application. Without overlapping the MLCs, radiation leakage at the abutments appeared as a peak of the dose profile. With more overlapping, the profile exhibited a minimized variation with a two-peak pattern. With excessive overlapping, the peak was reversed due to decreased dose. Variation of the profile was minimized with an overlap of 2.0-2.2 mm. The level of variation and the optimal length of overlap were found to be independent of the sites of measurement. Reproducibility was confirmed by repeated measurements. With the mantle field, SAFI using MLCs revealed an profile equivalent to use of alloy blocking fields in all respects other than the variations at the abutting sites. If the length of the MLC abutment overlap differs by site, clinical application of SAFI using MLCs would be quite complicated. The optimal length of the overlap was found to be 2.0 mm and to be independent of the sites of abutment. Therefore, we conclude that SAFI using MLCs of 1 cm in width is feasible for clinical use. (author)

Fracture load of different crown systems on zirconia implant abutments.

Science.gov (United States)

Albrecht, T; Kirsten, A; Kappert, H F; Fischer, H

2011-03-01

The purpose of this study was to evaluate the fracture load of single zirconia abutment restorations using different veneering techniques and materials. The abutment restorations were divided into 6 groups with 20 samples each: test abutments (control group A), lithium disilicate ceramic crowns bonded on incisor abutments (group B), leucite ceramic crowns bonded on incisor abutments (group C), premolar abutments directly veneered with a fluor apatite ceramic (group D (layered) and group E (pressed)) and premolar abutments bonded with lithium disilicate ceramic crowns (group F). The fracture load of the restorations was evaluated using a universal testing machine. Half of each group was artificially aged (chewing simulation and thermocycling) before evaluating the fracture load with the exception of the test abutments. The fracture load of the test abutments was 705 ± 43N. Incisor abutments bonded with lithium disilicate or leucite ceramic crowns (groups B and C) showed fracture loads of about 580N. Premolar restorations directly veneered with fluor apatite ceramic (groups D and E) showed fracture loads of about 850N. Premolar restorations bonded with lithium disilicate ceramic crowns (group F) showed fracture loads of about 1850N. The artificial ageing showed no significant influence on the strength of the examined restorations. All ceramic crowns made of lithium disilicate glass-ceramic, adhesively bonded to premolar abutments showed the highest fracture loads in this study. However, all tested groups can withstand physiological bite forces. Copyright © 2010 Academy of Dental Materials. Published by Elsevier Ltd. All rights reserved.

Bridge scour conference shares knowledge and innovations : Tech Transfer Spotlight

Science.gov (United States)

2018-01-01

The National Cooperative Highway Research Programs Domestic Scan (NCHRP Project 20-68A) on bridge scour risk management brought more than 30 national bridge scour experts together for a week in July 2016 to examine ways to prevent and remediate br...

Custom-made laser-welded titanium implant prosthetic abutment.

Science.gov (United States)

Iglesia-Puig, Miguel A

2005-10-01

A technique to create an individually modified implant prosthetic abutment is described. An overcasting is waxed onto a machined titanium abutment, cast in titanium, and joined to it with laser welding. With the proposed technique, a custom-made titanium implant prosthetic abutment is created with adequate volume and contour of metal to support a screw-retained, metal-ceramic implant-supported crown.

Level II scour analysis for Bridge 81 (MARSUS00020081) on U.S. Highway 2, crossing the Winooski River, Marshfield, Vermont

Science.gov (United States)

Ivanoff, Michael A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MARSUS00020081 on U.S. Highway 2 crossing the Winooski River, Marshfield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.

Simplified Analytical Model of a Covered Burr-Arch-Truss Timber Bridge

Science.gov (United States)

F. Fanous; D. Rammer; T. Wipf

2013-01-01

Due to the importance of historical timber covered bridges throughout history, their preservation is necessary. However, conducting an accurate structural evaluation of these types of bridges has always caused difficulties to bridge engineers. This paper summarizes an investigation that was sponsored by the Federal Highway Administration and the USDA Forest Products...

78 FR 10249 - Notice of Final Federal Agency Actions on Proposed Highway in California

Science.gov (United States)

2013-02-13

... relate to a proposed highway project on Georgia Street Bridge over University Avenue in the City of San... San Diego and the bridge spans University Avenue. The federal aide project number is BRLO-5004(009... amended. 19. Executive Order 12898, Federal Actions to Address Environmental Justice and Low-Income...

Accuracy combining different brands of implants and abutments.

Science.gov (United States)

Solá-Ruíz, María-Fernanda; Selva-Otaolaurruchi, Eduardo; Senent-Vicente, Gisela; González-de-Cossio, Inés; Amigó-Borrás, Vicente

2013-03-01

To evaluate the vertical misfit between different brands of dental implants and prosthetic abutments, with or without mechanical torque, and to study their possible combination. Five different brands of implant were used in the study: Biofit (Castemaggiore, Italy), Bioner S.A. (Barcelona, Spain), 3i Biomet (Palm Beach, U.S.A.), BTI (Alava, Spain) and Nobel Biocare (Göteborg, Sweden), with standard 4.1 mm heads and external hexagons, and their respective machined prosthetic abutments. The implant-to-abutment fit/misfit was evaluated at four points (vestibular, lingual/palatine, mesial and distal) between implants and abutments of the same brand and different brands, with or without mechanical torque, using SEM micrographs at 5000X. Image analysis was performed using NIS-Elements software (Nikon Instruments Europe B.V.). Before applying torque, vertical misfit (microgaps) of the different combinations tested varied between 1.6 and 5.4 microns and after applying torque, between 0.9 and 5.9 microns, an overall average of 3.46 ± 2.96 microns. For manual assembly without the use of mechanical torque, the best results were obtained with the combination of the 3i implant and the BTI abutment. The Nobel implant and Nobel abutment, 3i-3i and BTI-BTI and the combination of 3i implant with BTI or Nobel abutment provided the best vertical fit when mechanical torque was applied. The vertical fits obtained were within the limits considered clinically acceptable. The application of mechanical torque improved outcomes. There is compatibility between implants and abutments of different brand and so their combination is a clinical possibility.

Upper bound of abutment scour in laboratory and field data

Science.gov (United States)

Benedict, Stephen

2016-01-01

The U.S. Geological Survey, in cooperation with the South Carolina Department of Transportation, conducted a field investigation of abutment scour in South Carolina and used those data to develop envelope curves that define the upper bound of abutment scour. To expand on this previous work, an additional cooperative investigation was initiated to combine the South Carolina data with abutment scour data from other sources and evaluate upper bound patterns with this larger data set. To facilitate this analysis, 446 laboratory and 331 field measurements of abutment scour were compiled into a digital database. This extensive database was used to evaluate the South Carolina abutment scour envelope curves and to develop additional envelope curves that reflected the upper bound of abutment scour depth for the laboratory and field data. The envelope curves provide simple but useful supplementary tools for assessing the potential maximum abutment scour depth in the field setting.

Post-earthquake bridge inspection guidelines.

Science.gov (United States)

2010-10-01

This report presents a course of action that can be used by New York States Department of Transportation : (NYSDOT) to respond to an earthquake that may have damaged bridges, so that the highway system can be : assessed for safety and functionalit...

Critical traffic loading for the design of prestressed concrete bridge

International Nuclear Information System (INIS)

Hassan, M.I.U.

2009-01-01

A study has been carried out to determine critical traffic loadings for the design of bridge superstructures. The prestressed concrete girder bridge already constructed in Lahore is selected for the analysis as an example. Standard traffic loadings according to AASHTO (American Association of State Highway and Transportation Officials) and Pakistan Highway Standards are used for this purpose. These include (1) HL-93 Truck, (2) Lane and (3) Tandem Loadings in addition to (4) Military tank loading, (5) Class-A, (6) Class-B and (7) Class-AA loading, (8) NLC (National Logistic Cell) and (9) Volvo truck loadings. Bridge superstructure including transom beam is analyzed Using ASD and LRFD (Load and Resistance Factor Design) provisions of AASHTO specifications. For the analysis, two longer and shorter spans are selected. This includes the analysis of bridge deck; interior and exterior girder; a typical transom beam and a pier. Dead and live loading determination is carried out using both computer aided and manual calculations. Evaluation of traffic loadings is done for all the bridge components to find out the critical loading. HL-93 loading comes out to be the most critical loading and where this loading is not critical in case of bridge decks; a factor of 1.15 is introduced to make it equivalent with HL-93 -Ioading. SAP-2000 (Structural Engineering Services of Pakistan) and MS-Excel is employed for analysis of bridge superstructure subjected to this loading. Internal forces are obtained for the structural elements of the bridge for all traffic loadings mentioned. It is concluded that HL-93 loading can be used for the design of prestressed concrete girder bridge. Bridge design authorities like NHA (National Highway Authority) and different cities development authorities are using different standard traffic loadings. A number of suggestions are made from the results of the research work related to traffic loadings and method of design. These recommendations may be

Efficient field testing for load rating railroad bridges

Science.gov (United States)

Schulz, Jeffrey L.; Brett C., Commander

1995-06-01

As the condition of our infrastructure continues to deteriorate, and the loads carried by our bridges continue to increase, an ever growing number of railroad and highway bridges require load limits. With safety and transportation costs at both ends of the spectrum. the need for accurate load rating is paramount. This paper describes a method that has been developed for efficient load testing and evaluation of short- and medium-span bridges. Through the use of a specially-designed structural testing system and efficient load test procedures, a typical bridge can be instrumented and tested at 64 points in less than one working day and with minimum impact on rail traffic. Various techniques are available to evaluate structural properties and obtain a realistic model. With field data, a simple finite element model is 'calibrated' and its accuracy is verified. Appropriate design and rating loads are applied to the resulting model and stress predictions are made. This technique has been performed on numerous structures to address specific problems and to provide accurate load ratings. The merits and limitations of this approach are discussed in the context of actual examples of both rail and highway bridges that were tested and evaluated.

23 CFR 661.19 - When is a bridge eligible for replacement?

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false When is a bridge eligible for replacement? 661.19... replacement? To be eligible for replacement, the bridge must be considered structurally deficient or functionally obsolete and must be in accordance with 23 CFR part 650.409(a) for bridge replacement. After an...

A technical report on structural evaluation of the Meade County reinforced concrete bridge : research [summary].

Science.gov (United States)

2009-01-01

Meade County Bridge is a two-lane highway reinforced concrete bridge with two girders each with 20 continuous spans. The bridge was built in 1965. It has been reported that in early years of the bridge service period, a considerable amount of cracks ...

Recessed floating pier caps for highway bridges.

Science.gov (United States)

1973-01-01

Presented are alternate designs for two existing bridges in Virginia - one with steel beams and the other with prestressed concrete beams - whereby the pier caps are recessed within the depth of the longitudinal beams. The purpose of this recession i...

FEA and microstructure characterization of a one-piece Y-TZP abutment.

Science.gov (United States)

da Silva, Lucas Hian; Ribeiro, Sebastião; Borges, Alexandre Luís Souto; Cesar, Paulo Francisco; Tango, Rubens Nisie

2014-11-01

The most important drawback of dental implant/abutment assemblies is the need for a fixing screw. This study aimed to develop an esthetic one-piece Y-TZP abutment to suppress the use of the screw. Material characterization was performed using a bar-shaped specimen obtained by slip-casting to validate the method prior to prototype abutment fabrication by the same process. The mechanical behavior of the prototype abutment was verified and compared with a conventional abutment by finite element analysis (FEA). The abutment was evaluated by micro-CT analysis and its density was measured. FEA showed stress concentration at the first thread pitch during installation and in the cervical region during oblique loading for both abutments. However, stress concentration was observed at the base of the screw head and stem in the conventional abutment. The relative density for the fabricated abutment was 95.68%. Micro-CT analysis revealed the presence of elongated cracks with sharp edges over the surface and porosity in the central region. In the light of these findings, the behavior of a one-piece abutment is expected to be better than that of the conventional model. New studies should be conducted to clarify the performance and longevity of this one-piece Y-TZP abutment. Copyright © 2014 Academy of Dental Materials. Published by Elsevier Ltd. All rights reserved.

Implant-abutment connections on single crowns: a systematic review.

Science.gov (United States)

Ceruso, F M; Barnaba, P; Mazzoleni, S; Ottria, L; Gargari, M; Zuccon, A; Bruno, G; DI Fiore, A

2017-01-01

Different implant-abutment connections have been developed in the effort of reducing mechanical and biological failure. The most frequent complications are screw loosening, abutment or implant fracture and marginal bone loss due to overload and bacterial micro-leakage. Ideal connection should work as a one-piece implant avoiding the formation of a micro-gap at the implant-abutment interface. Different in vitro and in vivo researches have been published to compare the implant-abutment connections actually available: external hexagon, internal hexagon and conical finding different amount of micro-gap, micro-leakage and marginal bone loss. The aim of this article is to describe, according to the most recent literature, different kind of fixture-abutment connections and their clinical and mechanical advantages or disadvantages.

Marginal bone and soft tissue behavior following platform switching abutment connection/disconnection--a dog model study.

Science.gov (United States)

Alves, Célia C; Muñoz, Fernando; Cantalapiedra, António; Ramos, Isabel; Neves, Manuel; Blanco, Juan

2015-09-01

The effect on the marginal peri-implant tissues following repeated platform switching abutment removal and subsequent reconnection was studied. Six adult female Beagle dogs were selected, and Pm3 and Pm4 teeth, both left and right sides, were extracted and the sites healed for 3 months. At this time, 24 bone level (BL) (Straumann, Basel, Switzerland) Ø 3.3/8 mm implants were placed, 2 in each side on Pm3 and Pm4 regions. In one side (control group), 12 bone level conical Ø 3.6 mm healing abutments and, on the other side (test group), 12 Narrow CrossFit (NC) multibase abutments (Straumann) , Basel, Switzerland) were connected at time of implant surgery. On test group, all prosthetic procedures were carried out direct to multibase abutment without disconnecting it, where in the control group, the multibase abutment was connected/disconnected five times (at 6/8/10/12/14 weeks) during prosthetic procedures. Twelve fixed metal bridges were delivered 14 weeks after implant placement. A cleaning/control appointment was scheduled 6 months after implant placement. The animals were sacrificed at 9 months of the study. Clinical parameters and peri-apical x-rays were registered in every visit. Histomorphometric analysis was carried out for the 24 implants. The distance from multibase abutment shoulder to the first bone implant contact (S-BIC) was defined as the primary histomorphometric parameter. Wilcoxon comparison paired test (n = 6) found no statistically significant differences (buccal P = 0.917; Lingual P = 0.463) between test and control groups both lingually and buccally for S-BIC distance. Only Pm3 buccal aBE-BC (distance from the apical end of the barrier epithelium to the first bone implant contact) (P = 0.046) parameter presented statistically significant differences between test and control groups. Control group presented 0.57 mm more recession than test group, being this difference statistically significant between the two groups (P < 0.001). It can be conclude

Modal analysis of cable-stayed UHPC bridge

Directory of Open Access Journals (Sweden)

Tej Petr

2017-01-01

Full Text Available This paper deals with the dynamic analysis of cable-stayed UHPC bridge over the Vltava river near town Melnik in Czech Republic, Europe. Bridge serves for pedestrians and cyclists. This work aims to familiarize the reader with dynamic calculations carried out and the results obtained, describing the dynamic properties of proposed bridge. The construction of bridge is designed as a cable-stayed structure with prestressed bridge deck consisting of prefabricated UHPC panels and reversed “V” shaped steel pylon with height of approximately 40 meters. The deck is anchored using 24 steel hangers in one row in a steel pylon - 17 ropes in the main span and 7 cables on the other side. Range of the main span is 99.18 meters and the secondary span is 31.9 m. Deck width is 4.5 meters with 3.0 meters passing space. The bridge is designed for the possibility of passage of vehicles weighting up to 3.5 tonnes. Deck panels are made of UHPC with reinforcement. At the edge of the bridge on the side of the shorter span the bridge deck is firmly connected with abutment and on the other deck it is stored using a pair of sliding bearings.

Reliability and Failure Modes of a Hybrid Ceramic Abutment Prototype.

Science.gov (United States)

Silva, Nelson Rfa; Teixeira, Hellen S; Silveira, Lucas M; Bonfante, Estevam A; Coelho, Paulo G; Thompson, Van P

2018-01-01

A ceramic and metal abutment prototype was fatigue tested to determine the probability of survival at various loads. Lithium disilicate CAD-milled abutments (n = 24) were cemented to titanium sleeve inserts and then screw attached to titanium fixtures. The assembly was then embedded at a 30° angle in polymethylmethacrylate. Each (n = 24) was restored with a resin-cemented machined lithium disilicate all-ceramic central incisor crown. Single load (lingual-incisal contact) to failure was determined for three specimens. Fatigue testing (n = 21) was conducted employing the step-stress method with lingual mouth motion loading. Failures were recorded, and reliability calculations were performed using proprietary software. Probability Weibull curves were calculated with 90% confidence bounds. Fracture modes were classified with a stereomicroscope, and representative samples imaged with scanning electron microscopy. Fatigue results indicated that the limiting factor in the current design is the fatigue strength of the abutment screw, where screw fracture often leads to failure of the abutment metal sleeve and/or cracking in the implant fixture. Reliability for completion of a mission at 200 N load for 50K cycles was 0.38 (0.52% to 0.25 90% CI) and for 100K cycles was only 0.12 (0.26 to 0.05)-only 12% predicted to survive. These results are similar to those from previous studies on metal to metal abutment/fixture systems where screw failure is a limitation. No ceramic crown or ceramic abutment initiated fractures occurred, supporting the research hypothesis. The limiting factor in performance was the screw failure in the metal-to-metal connection between the prototyped abutment and the fixture, indicating that this configuration should function clinically with no abutment ceramic complications. The combined ceramic with titanium sleeve abutment prototype performance was limited by the fatigue degradation of the abutment screw. In fatigue, no ceramic crown or ceramic

A Hierarchical Model and Analysis of Factors Affecting the Adoption of Timber as a Bridge

Science.gov (United States)

Robert L. Smith; Robert J. Bush; Daniel L. Schmoldt

1995-01-01

The Analytical Hierarchy Process was used to characterize the bridge material selection decisions of highway engineers and local highway officials across the United States. State Department of Transportation engineers, private consulting engineers, and local highway officials were personally interviewed in Mississippi, Virginia, Washington, and Wisconsin to identify...

Level II scour analysis for Bridge 41 (ANDOVT00110041) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

Science.gov (United States)

Wild, Emily C.; Hammond, Robert E.

1997-01-01

the structure parallel to the bridge face is 42 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the opening-skew-toroadway is zero degrees. A scour hole 0.8 ft deeper than the mean thalweg depth was observed along the downstream end of the left abutment and downstream left wingwall during the Level I assessment. Type- 2 stone fill (less than 36 inches diameter) protects the upstream end of the upstream left wingwall, the downstream ends of the downstream left and right wingwalls and the downstream right road embankment. Type-3 stone fill protects the upstream end of the upstream right wingwall and the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 11.1 to 18.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based

23 CFR 661.55 - How are BIA and Tribal owned IRR bridges inspected?

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false How are BIA and Tribal owned IRR bridges inspected? 661... AND TRAFFIC OPERATIONS INDIAN RESERVATION ROAD BRIDGE PROGRAM § 661.55 How are BIA and Tribal owned IRR bridges inspected? BIA and Tribally owned IRR bridges are inspected in accordance with 25 CFR part...

Abutments with reduced diameter for both cement and screw retentions: analysis of failure modes and misfit of abutment-crown-connections after cyclic loading.

Science.gov (United States)

Moris, Izabela Cristina Maurício; Faria, Adriana Cláudia Lapria; Ribeiro, Ricardo Faria; Rodrigues, Renata Cristina Silveira

2017-04-01

The aim of this study was to analyze failure modes and misfit of abutments with reduced diameter for both cement and screw retentions after cyclic loading. Forty morse-taper abutment/implant sets of titanium were divided into four groups (N = 10): G4.8S-4.8 abutment with screw-retained crown; G4.8C-4.8 abutment with cemented crown; G3.8S-3.8 abutment with screw-retained crown; and G3.8C-3.8 abutment with cemented crown. Copings were waxed on castable cylinders and cast by oxygen gas flame and injected by centrifugation. After, esthetic veneering ceramic was pressed on these copings for obtaining metalloceramic crowns of upper canine. Cemented crowns were cemented on abutments with provisional cement (Temp Bond NE), and screw-retained crowns were tightened to their abutments with torque recommended by manufacturer (10 N cm). The misfit was measured using a stereomicroscope in a 10× magnification before and after cyclic loading (300,000 cycles). Tests were visually monitored, and failures (decementation, screw loosening and fractures) were registered. Misfit was analyzed by mixed linear model while failure modes by chi-square test (α = 0.05). Cyclic loading affected misfit of 3.8C (P ≤ 0.0001), 3.8S (P = 0.0055) and 4.8C (P = 0.0318), but not of 4.8S (P = 0.1243). No differences were noted between 3.8S with 4.8S before (P = 0.1550) and after (P = 0.9861) cyclic loading, but 3.8C was different from 4.8C only after (P = 0.0015) loading. Comparing different types of retentions at the same diameter abutment, significant difference was noted before and after cyclic loading for 3.8 and 4.8 abutments. Analyzing failure modes, retrievable failures were present at 3.8S and 3.8C groups, while irretrievable were only present at 3.8S. The cyclic loading decreased misfit of cemented and screw-retained crowns on reduced diameter abutments, and misfit of cemented crowns is greater than screw-retained ones. Abutments of reduced diameter failed more than

International Contribution to the Highway Agency's Bridge Related Research

DEFF Research Database (Denmark)

Nowak, A. S.; Thoft-Christensen, Palle

and prediction of the remaining life. However, the parameters, which are involved in the evaluation process, are random variable. Therefore, a considerable research effort has been directed at the development of probability-based methodology. The research projects considered in the paper include the development...... of reliability models for analysis of bridges subjected to corrosion and fatigue, and reliability-based optimization of maintenance strategies for bridges....

Analytical investigation of bidirectional ductile diaphragms in multi-span bridges

Science.gov (United States)

Wei, Xiaone; Bruneau, Michel

2018-04-01

In the AASHTO Guide Specifications for Seismic Bridge Design Provisions, ductile diaphragms are identified as Permissible Earthquake-Resisting Elements (EREs), designed to help resist seismic loads applied in the transverse direction of bridges. When adding longitudinal ductile diaphragms, a bidirectional ductile diaphragm system is created that can address seismic excitations acting along both the bridge's longitudinal and transverse axes. This paper investigates bidirectional ductile diaphragms with Buckling Restrained Braces (BRBs) in straight multi-span bridge with simply supported floating spans. The flexibility of the substructures in the transverse and longitudinal direction of the bridge is considered. Design procedures for the bidirectional ductile diaphragms are first proposed. An analytical model of the example bridge with bidirectional ductile diaphragms, designed based on the proposed methodology, is then built in SAP2000. Pushover and nonlinear time history analyses are performed on the bridge model, and corresponding results are presented. The effect of changing the longitudinal stiffness of the bidirectional ductile diaphragms in the end spans connecting to the abutment is also investigated, in order to better understand the impact on the bridge's dynamic performance.

Comparative durability of timber bridges in the USA

Science.gov (United States)

James P. Wacker; Brian K. Brashaw

2017-01-01

As engineers begin to utilize life-cycle-cost design approaches for timber bridges, there is a necessity for more reliable data about their durability and expected service life. This paper summarizes a comprehensive effort to assess the current condition of more than one hundred timber highway bridge superstructures throughout the United States. This national study was...

Cost and Ecological Feasibility of using UHPC in Highway Bridges

Science.gov (United States)

2017-11-15

There is a growing interest in expanding the use of Ultra-high performance concrete (UHPC) from bridge deck joints for accelerated bridge construction to complex architectural and advanced structural applications. The high costs currently associated ...

Implant Fixture Heat Transfer During Abutment Preparation.

Science.gov (United States)

Aleisa, Khalil; Alkeraidis, Abdullah; Al-Dwairi, Ziad Nawaf; Altahawi, Hamdi; Lynch, Edward

2015-06-01

The purpose of the study was to evaluate the effect of water flow rate on the heat transmission in implants during abutment preparation using a diamond bur in a high-speed dental turbine. Titanium-alloy abutments (n = 32) were connected to a titanium-alloy implant embedded in an acrylic resin within a water bath at a controlled temperature of 37°C. The specimens were equally distributed into 2 groups (16 each) according to the water flow rate used during the preparation phase. Group 1 had a water flow rate of 24 mL/min, and group 2 had a water flow rate of 40 mL/min. Each abutment was prepared in the axial plane for 1 minute and in the occlusal plane for 1 minute with a coarse tapered diamond bur using a high-speed dental handpiece. Thermocouples embedded at the cervix of the implant surface were used to record the temperature of heat transmission from the abutment preparation. Heat generation was measured at 3 distinct times (immediately and 30 seconds and 60 seconds after the end of preparation). Statistical analyses were carried out using 2-way analysis of variance and the Student t test. Water flow rates (24 mL vs 40 mL) and time interval had no statistically significant effect on the implant's temperature change during the abutment preparation stage (P = .431 and P = .064, respectively). Increasing the water flow rate from 24 to 40 mL/min had no influence on the temperature of the implant fixture recorded during preparation of the abutment.

Comparison Study of Percutaneous Osseointegrated Bone Conduction Device Complications When Using the 9 mm Abutment Versus 6 mm Abutment at Initial Implantation.

Science.gov (United States)

Wise, Sean R; LaRouere, Jacqueline S; Bojrab, Dennis I; LaRouere, Michael J

2018-04-01

To assess differences in the incidence, type, and management of complications encountered with implantation of percutaneous osseointegrated bone conduction devices when using a 9 mm abutment versus 6 mm abutment at initial implantation. Retrospective cohort study. One hundred thirty consecutive patients between January 2010 and December 2011 underwent single-stage percutaneous osseointegrated bone conduction device implantation using a 9 or 6 mm abutment. Clinical outcomes assessed for the two groups included the incidence, type, and management of postoperative complications. Abutment size, age, sex, indication for surgery, implant device type, duration of follow-up, and patient comorbidities were evaluated as potential factors affecting outcomes. Average duration of follow-up was 16 months (range 6-29 mo). Postoperative complications occurred in 38 (29.2%) patients. Twenty-four (18.4%) patients experienced minor complications requiring simple, local care; eight (6.1%) patients required in-office procedural intervention; and six (4.6%) patients required revision surgery in the operating room. Implant extrusion occurred in three (2.3%) patients. Eleven (8.5%) patients required placement of a longer abutment. Patients receiving the 6 mm abutment at initial surgery were significantly more likely to encounter a complication requiring in-office procedural intervention or revision surgery (p = 0.001). Minor complications after implantation of percutaneous osseointegrated bone conduction devices are common. The vast majority of these complications are due to localized skin reactions, most of which are readily addressed through local care. Patients receiving the 9 mm abutment during initial implantation are significantly less likely to require in-office procedural intervention or revision surgery postoperatively as compared with those receiving the shorter, 6 mm abutment.

76 FR 29290 - Environmental Impact Statement: Interstate 64 Hampton Roads Bridge Tunnel Corridor, Virginia

Science.gov (United States)

2011-05-20

...: Interstate 64 Hampton Roads Bridge Tunnel Corridor, Virginia AGENCY: Federal Highway Administration (FHWA... Interstate 64 Hampton Roads Bridge Tunnel (HRBT) corridor in Virginia. FOR FURTHER INFORMATION CONTACT... Interstate 64 Hampton Roads Bridge Tunnel (HRBT) corridor in Virginia. The approximate limits of the study...

Fracture strength and failure mode of maxillary implant-supported provisional single crowns: a comparison of composite resin crowns fabricated directly over PEEK abutments and solid titanium abutments.

Science.gov (United States)

Santing, Hendrik Jacob; Meijer, Henny J A; Raghoebar, Gerry M; Özcan, Mutlu

2012-12-01

Polyetheretherketone (PEEK) temporary abutments have been recently introduced for making implant-supported provisional single crowns. Little information is available in the dental literature on the durability of provisional implant-supported restorations. The objectives of this study were to evaluate the fracture strength of implant-supported composite resin crowns on PEEK and solid titanium temporary abutments, and to analyze the failure types. Three types of provisional abutments, RN synOcta Temporary Meso Abutment (PEEK; Straumann), RN synOcta Titanium Post for Temporary Restorations (Straumann), and Temporary Abutment Engaging NobRplRP (Nobel Biocare) were used, and provisional screw-retained crowns using composite resin (Solidex) were fabricated for four different locations in the maxilla. The specimens were tested in a universal testing machine at a crosshead speed of 1 mm/minute until fracture occurred. The failure types were analyzed and further categorized as irreparable (Type 1) or reparable (Type 2). No significant difference was found between different abutment types. Only for the position of the maxillary central incisor, composite resin crowns on PEEK temporary abutments showed significantly lower (p Provisional crowns on PEEK abutments showed similar fracture strength as titanium temporary abutments except for central incisors. Maxillary right central incisor composite resin crowns on PEEK temporary abutments fractured below the mean anterior masticatory loading forces reported to be approximately 206 N. © 2010 Wiley Periodicals, Inc.

PARAMETRIC STUDY OF SKEW ANGLE ON BOX GIRDER BRIDGE DECK

OpenAIRE

Shrikant D. Bobade *, Dr. Valsson Varghese

2016-01-01

Box girder bridge deck, is the most common type of bridges in world and India, it consists of several Slab or girders. The span in the direction of the roadway and connected across their tops and bottoms by a thin continuous structural stab, the longitudinal box girders can be made of steel or concrete. The Simple supported single span concrete bridge deck is presented in present study. Skewed bridges are suitable in highway design when the geometry of straight bridges is not possible. The sk...

Effect of Cyclic Loading on Micromotion at the Implant-Abutment Interface.

Science.gov (United States)

Karl, Matthias; Taylor, Thomas D

2016-01-01

Cyclic loading may cause settling of abutments mounted on dental implants, potentially affecting screw joint stability and implant-abutment micromotion. It was the goal of this in vitro study to compare micromotion of implant-abutment assemblies before and after masticatory simulation. Six groups of abutments (n = 5) for a specific tissue-level implant system with an internal octagon were subject to micromotion measurements. The implant-abutment assemblies were loaded in a universal testing machine, and an apparatus and extensometers were used to record displacement. This was done twice, in the condition in which they were received from the abutment manufacturer and after simulated loading (100,000 cycles; 100 N). Statistical analysis was based on analysis of variance, two-sample t tests (Welch tests), and Pearson product moment correlation (α = .05). The mean values for micromotion ranged from 33.15 to 63.41 μm and from 30.03 to 42.40 μm before and after load cycling. The general trend toward reduced micromotion following load cycling was statistically significant only for CAD/CAM zirconia abutments (P = .036) and for one type of clone abutment (P = .012), with no significant correlation between values measured before and after cyclic loading (Pearson product moment correlation; P = .104). While significant differences in micromotion were found prior to load cycling, no significant difference among any of the abutment types tested could be observed afterward (P > .05 in all cases). A quantifiable settling effect at the implant-abutment interface seems to result from cyclic loading, leading to a decrease in micromotion. This effect seems to be more pronounced in low-quality abutments. For the implant system tested in this study, retightening of abutment screws is recommended after an initial period of clinical use.

Life cycle costs for Alaska bridges.

Science.gov (United States)

2014-08-01

A study was implemented to assist the Alaska Department of Transportation and Public Facilities (ADOT&PF) with life cycle costs for : the Alaska Highway Bridge Inventory. The study consisted of two parts. Part 1 involved working with regional offices...

Non-destructive inspection protocol for reinforced concrete barriers and bridge railings

Energy Technology Data Exchange (ETDEWEB)

Chintakunta, Satish R. [Engineering and Software Consultants, Inc., 14123 Robert Paris Ct., Chantilly, VA 20151 (United States); Boone, Shane D. [Federal Highway Administration, Turner Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, VA 22101 (United States)

2014-02-18

Reinforced concrete highway barriers and bridge railings serve to prevent errant vehicles from departing the travel way at grade separations. Despite the important role that they play in maintaining safety and their ubiquitous nature, barrier inspection rarely moves beyond visual inspection. In August 2008, a tractor-trailer fatally departed William Preston Lane, Jr. Memorial Bridge after it dislodged a section of the bridge barrier. Investigations following the accident identified significant corrosion of the anchor bolts attaching the bridge railing to the bridge deck. As a result of the information gathered during its investigation of the accident, the National Transportation Safety Board (NTSB) made recommendations to the Federal Highway Administration concerning Non-Destructive Evaluation (NDE) of concrete bridge railings. The Center for nondestructive evaluation (NDE) at Turner Fairbank Highway Research Center in McLean, VA is currently evaluating feasibility of using four technologies - ground penetrating radar (GPR), ultrasonic pulse-echo, digital radiography and infrared thermal imaging methods to develop bridge inspection methods that augment visual inspections, offer reliable measurement techniques, and are practical, both in terms of time and cost, for field inspection work. Controlled samples containing predefined corrosion levels in reinforcing steel were embedded at barrier connection points for laboratory testing. All four NDE techniques were used in the initial phase I testing. An inspection protocol for detecting and measuring the corrosion of reinforced steel embedded in the anchorage system will be developed as part of phase II research. The identified technologies shall be further developed for field testing utilizing a structure with a barrier in good condition and a structure with a barrier in poor condition.

Non-destructive inspection protocol for reinforced concrete barriers and bridge railings

Science.gov (United States)

Chintakunta, Satish R.; Boone, Shane D.

2014-02-01

Reinforced concrete highway barriers and bridge railings serve to prevent errant vehicles from departing the travel way at grade separations. Despite the important role that they play in maintaining safety and their ubiquitous nature, barrier inspection rarely moves beyond visual inspection. In August 2008, a tractor-trailer fatally departed William Preston Lane, Jr. Memorial Bridge after it dislodged a section of the bridge barrier. Investigations following the accident identified significant corrosion of the anchor bolts attaching the bridge railing to the bridge deck. As a result of the information gathered during its investigation of the accident, the National Transportation Safety Board (NTSB) made recommendations to the Federal Highway Administration concerning Non-Destructive Evaluation (NDE) of concrete bridge railings. The Center for nondestructive evaluation (NDE) at Turner Fairbank Highway Research Center in McLean, VA is currently evaluating feasibility of using four technologies - ground penetrating radar (GPR), ultrasonic pulse-echo, digital radiography and infrared thermal imaging methods to develop bridge inspection methods that augment visual inspections, offer reliable measurement techniques, and are practical, both in terms of time and cost, for field inspection work. Controlled samples containing predefined corrosion levels in reinforcing steel were embedded at barrier connection points for laboratory testing. All four NDE techniques were used in the initial phase I testing. An inspection protocol for detecting and measuring the corrosion of reinforced steel embedded in the anchorage system will be developed as part of phase II research. The identified technologies shall be further developed for field testing utilizing a structure with a barrier in good condition and a structure with a barrier in poor condition.

Fracture resistance of zirconia-based implant abutments after artificial long-term aging.

Science.gov (United States)

Alsahhaf, Abdulaziz; Spies, Benedikt Christopher; Vach, Kirstin; Kohal, Ralf-Joachim

2017-02-01

To investigate the survival rate, fracture strength, bending moments, loading to fracture and fracture modes of different designs of zirconia abutments after dynamic loading with thermocycling, and compare these values to titanium abutments. A total of 80 abutment samples were divided into 5 test groups of 16 samples in each group. The study included the following groups, "Group 1" CAD/CAM produced all-zirconia abutments, "Group 2" titanium abutments, "Group 3" zirconia-abutments adhesively luted to a titanium base, "Group 4" prefabricated all-zirconia abutments and "Group 5" zirconia-abutments glass soldered to a titanium base. Half the number of samples in each group was exposed to 1.2 million loading cycles (5-years simulation) in the chewing simulator. The samples that survived the artificial aging were later tested for fracture strength in a universal testing machine. The remaining 8 samples of the group were directly tested for fracture strength. All samples exposed to the 5-years artificial aging survived except of six samples in one group (Group 1). The surviving samples were later fracture tested in the universal testing machine. The bending moments (Ncm) values were as follow: Exposed groups: "Group 1" 94.5Ncm; "Group 2" 599.2Ncm; "Group 3" 477.5Ncm; "Group 4" 314.4Ncm; "Group 5" 509.4Ncm. Non-exposed groups: "Group 1" 269.3Ncm; "Group 2" 474.2Ncm; "Group 3" 377.6Ncm; "Group 4" 265.4Ncm; "Group 5" 372.4Ncm. Except in Group 1, the values were higher in the exposed groups, although, statistically there was no difference (p>0.05). The one-piece ZrO2-abutment group (Group 1 and Group 4) exhibited lower values, while the two-piece ZrO2-abutment groups (Group 3 and Group 5) showed similar values and fracture modes like the titanium abutment group. The titanium abutment group showed the highest values of bending moments among all groups. The implant-abutment connection area appeared to influence the bending moment value and the fracture mode of the tested

Fracture Strength of Titanium based Lithium Disilicate and Zirconia Abutment Crowns

Science.gov (United States)

2017-06-12

zirconia abutment/lithium-disilicate crown. INTRODUCTION Dental implants and the use of esthetic abutments are widely practiced procedures for dentists...first implant abutments were fabricated from metals of mostly gold or titanium alloy. The downside of these materials, especially in esthetic areas...abutments presented esthetic complications. Because dentists and patients desire more naturally appearing restorations, the dental manufacturers

Shipping container response to severe highway and railway accident conditions: Appendices

International Nuclear Information System (INIS)

Fischer, L.E.; Chou, C.K.; Gerhard, M.A.; Kimura, C.Y.; Martin, R.W.; Mensing, R.W.; Mount, M.E.; Witte, M.C.

1987-02-01

Volume 2 contains the following appendices: Severe accident data; truck accident data; railroad accident data; highway survey data and bridge column properties; structural analysis; thermal analysis; probability estimation techniques; and benchmarking for computer codes used in impact analysis. (LN)

Fabrication of a Customized Ball Abutment to Correct a Nonparallel Implant Abutment for a Mandibular Implant-Supported Removable Partial Prosthesis: A Case Report

Directory of Open Access Journals (Sweden)

Hossein Dasht

2017-12-01

Full Text Available Introduction: While using an implant-supported removable partial prosthesis, the implant abutments should be parallel to one another along the path of insertion. If the implants and their attachments are placed vertically on a similar occlusal plane, not only is the retention improved, the prosthesis will also be maintained for a longer period. Case Report: A 65-year-old male patient referred to the School of Dentistry in Mashhad, Iran with complaints of discomfort with the removable partial dentures for his lower mandible. Due to the lack of parallelism in the supporting implants, prefabricated ball abutment could not be used. As a result, a customized ball abutment was fabricated in order to correct the non-parallelism of the implants. Conclusion: Using UCLA abutments could be a cost-efficient approach for the correction of misaligned implant abutments in implant-supported overdentures.

A comparative study of gold UCLA-type and CAD/CAM titanium implant abutments

Science.gov (United States)

Park, Ji-Man; Lee, Jai-Bong; Heo, Seong-Joo

2014-01-01

PURPOSE The aim of this study was to evaluate the interface accuracy of computer-assisted designed and manufactured (CAD/CAM) titanium abutments and implant fixture compared to gold-cast UCLA abutments. MATERIALS AND METHODS An external connection implant system (Mark III, n=10) and an internal connection implant system (Replace Select, n=10) were used, 5 of each group were connected to milled titanium abutment and the rest were connected to the gold-cast UCLA abutments. The implant fixture and abutment were tightened to torque of 35 Ncm using a digital torque gauge, and initial detorque values were measured 10 minutes after tightening. To mimic the mastication, a cyclic loading was applied at 14 Hz for one million cycles, with the stress amplitude range being within 0 N to 100 N. After the cyclic loading, detorque values were measured again. The fixture-abutment gaps were measured under a microscope and recorded with an accuracy of ±0.1 µm at 50 points. RESULTS Initial detorque values of milled abutment were significantly higher than those of cast abutment (P.05). After cyclic loading, detorque values of cast abutment increased, but those of milled abutment decreased (Pabutment group and the cast abutment group after cyclic loading. CONCLUSION In conclusion, CAD/CAM milled titanium abutment can be fabricated with sufficient accuracy to permit screw joint stability between abutment and fixture comparable to that of the traditional gold cast UCLA abutment. PMID:24605206

77 FR 37953 - Final Federal Agency Actions on Proposed Bridge Replacement in Massachusetts

Science.gov (United States)

2012-06-25

... Massachusetts Division Office, 55 Broadway, 10th Floor, Cambridge, MA 02142, 617-494-2419, [email protected]dot.gov . For Massachusetts Department of Transportation Highway Division (MassDOT): Michael Furlong, Project... Proposed Bridge Replacement in Massachusetts AGENCY: Federal Highway Administration (FHWA), DOT. ACTION...

USING TERRESTRIAL LASER SCANNERS TO CALCULATE AND MAP VERTICAL BRIDGE CLEARANCE

OpenAIRE

C. Zhang; D. Arditi; Z. Chen

2013-01-01

The vertical clearance of a bridge over a highway is important in preventing oversized vehicles from hitting the bridge. The vertical clearance of a bridge is traditionally measured by using surveying equipment such as leveling rods and total stations. Typically, measurements are taken at multiple locations in order to determine the minimum vertical clearance under the bridge. This process is time and labor consuming. Also, these measurements may not be accurate because of the traffi...

Influence of abutment screw preload on stress distribution in marginal bone.

Science.gov (United States)

Khraisat, Ameen

2012-01-01

Changes in an implant assembly after abutment connection might possibly cause deformation in the implant/abutment joint and even in the marginal bone. The aim of this study was to evaluate the influence of abutment screw preload through the implant collar on marginal bone stress without external load application. Models of three implant parts made of titanium (implant, abutment, and abutment screw) and cortical bone were built and positioned with computer-aided design software. Meshing and generation of boundary conditions, loads, and interactions were performed. Each part was meshed independently. The sole load applied to the model was a torque of 32 Ncm on the abutment screw about its axis of rotation. The implant collar was deformed axially after the screw was tightened (3 μm). This deformation resulted in 60 MPa of stress in the marginal bone. Moreover, pressure on the marginal bone in a radial direction was observed. It can be concluded that, without any external load application, abutment screw preload exerts stresses on the implant collar and the marginal bone. These findings should help guide the development of new implant/abutment joint designs that exert less stress on the marginal bone.

23 CFR 661.57 - How is a list of deficient bridges to be generated?

Science.gov (United States)

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false How is a list of deficient bridges to be generated? 661... AND TRAFFIC OPERATIONS INDIAN RESERVATION ROAD BRIDGE PROGRAM § 661.57 How is a list of deficient bridges to be generated? (a) In consultation with the BIA, a list of deficient BIA IRR bridges will be...

Clinical evaluation of isolated abutment teeth in removable partial dentures

Directory of Open Access Journals (Sweden)

Zarrati S

2011-02-01

Full Text Available "nBackground and Aims: Nowadays, removable partial dentures are applied to patients who are not able to use dental implants or fixed prosthesis. Although based on the studies the users of removable partial dentures are in the risk of plaque accumulation and unacceptable changes such as gingivitis, periodontitis and mobility in abutment tooth. It is not clear whether the negative effects of removable partial dentures are more on the isolated teeth which are a kind of abutment adjacent to endentulous area in both sides. The purpose of this study was to investigate the clinical condition of isolated abutment teeth without splinting in comparison to control abutment from the aspects of B.O.P (bleeding on probing, mobility, pocket depth and gingivitis."nMaterials and Methods: In this cross-sectional study, the prepared questionnaires were filled out by 50 patients who received removable partial dentures in department of removable prosthodontics of dental school of Tehran University of Medical Sciences. The patients had isolated abutment tooth and did not have any systemic disease. The obtained data were analyzed. Using Wilcoxon, exact Fisher and Kruskal-Wallis test."nResults: B.O.P (P=0.004, pocket depth (P=0.035, and mobility (P<0.001 in isolated abutments were more than those in control abutments, but there were not significant differences in the degree of caries (P=0.083 and gingivitis (P=0.07."nConclusion: This study showed that clinical condition of isolated abutments is worse than that of control abutments. More attention should be paid to healthiness of isolated teeth without splinting and periodic follow ups should be done in these cases.

Live-load performance evaluation of historic covered timber bridges in the United States

Science.gov (United States)

Junwon Seo; Travis K. Hosteng; Brent M. Phares; James P. Wacker

2015-01-01

The National Historic Covered Bridge Preservation Program (NHCBP), sponsored by the Federal Highway Administration (FHWA), was established to preserve the covered timber bridge structures that were constructed in the early 1800s. Today, many of the approximately 880 covered timber bridges still in existence in the United States are closed to vehicular traffic;...

The applicability of PEEK-based abutment screws.

Science.gov (United States)

Schwitalla, Andreas Dominik; Abou-Emara, Mohamed; Zimmermann, Tycho; Spintig, Tobias; Beuer, Florian; Lackmann, Justus; Müller, Wolf-Dieter

2016-10-01

The high-performance polymer PEEK (poly-ether-ether-ketone) is more and more being used in the field of dentistry, mainly for removable and fixed prostheses. In cases of screw-retained implant-supported reconstructions of PEEK, an abutment screw made of PEEK might be advantageous over a conventional metal screw due to its similar elasticity. Also in case of abutment screw fracture, a screw of PEEK could be removed more easily. M1.6-abutment screws of four different PEEK compounds were subjected to tensile tests to set their maximum tensile strengths in relation to an equivalent stress of 186MPa, which is aused by a tightening torque of 15Ncm. Two screw types were manufactured via injection molding and contained 15% short carbon fibers (sCF-15) and 40% (sCF-40), respectively. Two screw types were manufactured via milling and contained 20% TiO2 powder (TiO2-20) and >50% parallel orientated, continuous carbon fibers (cCF-50). A conventional abutments screw of Ti6Al4V (Ti; CAMLOG(®) abutment screw, CAMLOG, Wimsheim, Germany) served as control. The maximum tensile strength was 76.08±5.50MPa for TiO2-20, 152.67±15.83MPa for sCF-15, 157.29±20.11MPa for sCF-40 and 191.69±36.33MPa for cCF-50. The maximum tensile strength of the Ti-screws amounted 1196.29±21.4MPa. The results of the TiO2-20 and the Ti screws were significantly different from the results of the other samples, respectively. For the manufacturing of PEEK abutment screws, PEEK reinforced by >50% continuous carbon fibers would be the material of choice. Copyright © 2016 Elsevier Ltd. All rights reserved.

Effect of mining thickness on abutment pressure of working face

Energy Technology Data Exchange (ETDEWEB)

Xie Guang-xiang; Wang Lei [Anhui University of Science and Technology, Huainan (China). Academy of Energy Sources and Security

2008-04-15

The distribution of the abutment pressure on the advancing front and on side of the working face was analyzed. Results show that the distribution of abutment pressure correlates with the thickness of the coal seam. The size of the abutment pressure peak is inversely proportional to the first mining thickness and the distance between peak and working face is proportional to the first mining thickness; that is to say the peak intensity falls as soon as the distribution range spreads. The distribution of side abutment pressure correlates somewhat with time. 6 refs.

Effect of intentional abutment disconnection on the micro-movements of the implant-abutment assembly: a 3D digital image correlation analysis.

Science.gov (United States)

Messias, Ana; Rocha, Salomão; Calha, Nuno; Neto, Maria Augusta; Nicolau, Pedro; Guerra, Fernando

2017-01-01

Implant-abutment assembly stability is critical for the success of implant-supported rehabilitation. The intentional removal of the prosthetic components may hamper the achievement of the essential stability due to preload reduction in the screw joint and implant-screw mating surface changes. To evaluate the effect of intentional abutment disconnection and reconnection in the stability of internal locking hex implants and corresponding abutments using the method of 3D digital image correlation. Ten conical shape and internal hexagon connection implants were embedded in acrylic resin and assembled to prosthetic abutments with 30 Ncm torque and assigned to two groups: group 1 - tested for static load-bearing capacity at 30° off-axis for two times and group 2 - underwent intentional disconnection and reconnection between tests. Micro-movements were captured with two high-speed photographic cameras and analyzed with video correlation system in three spacial axes U, V and W. Screw abutment and internal implant thread morphology was observed with a field-emission scanning electron microscopy. After the intentional disconnection of the abutment, group 2 showed generally higher maximum displacements for U and V directions. Under 50N load, mean difference was 24.7 μm (P = 0.008) for U direction and -7.7 μm (P = 0.008) for V direction. No significant differences were found for maximum and minimum displacements in the W direction. Mean displacement of the speckle surface presented was statistically different in the two groups (P = 0.016). SEM revealed non-homogenous screw surfaces with scoring on group 2 plus striations and debris in the implant threads. Micro-movements were higher for the group submitted to intentional disconnection and reconnection of the abutment, particularly under average bite forces. © 2015 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Plans for crash-tested wood bridge railings for concrete decks

Science.gov (United States)

Michael A. Ritter; Ronald K. Faller; Barry T. Rosson; Paula D. Hilbrich Lee; Sheila Rimal. Duwadi

1998-01-01

As part of a continuing cooperative research between the Midwest Roadside Safety Facility (MwRSF); the USDA Forest Service, Forest Products Laboratory (FPL); and the Federal Highway Administration (FHWA), several crashworthy wood bridge railings and approach railing transitions have been adapted for use on concrete bridge decks. These railings meet testing and...

Investigation regarding bridge expansion joints deterioration in pakistan and its remedial measures

International Nuclear Information System (INIS)

Ajwad, A.

2014-01-01

The Concrete bridges are a vital part of highway infrastructure in Pakistan. The main problem that exists is the deterioration of most of them over the past 20 years or so. The main reason for this is the deviation from specified construction procedures and the negligence of the maintenance departments due to several reasons. At the moment National Highway Authority (NHA) owns about 5000 bridges in number across the country and according to a survey, about 30 percent of them are either not up to the mark or are out of service. The fund that NHA reserves every year for the maintenance purposes ranges from PKR 500 to 600 million which is very limited when it comes across the scope of the work. It means that expensive testing and retrofitting techniques that need to be implemented can never be achieved practically. This research is focused on case studies involving deterioration of bridge expansion joints only. All the deficiencies with their root causes and remedial measures are discussed in detail. The research is based upon wide experience of authors and will prove to be a cherished standard and beneficial reference article for working engineers engaged in fresh construction as well as renovation and repairs of concrete highway bridges. (author)

Two Different Percutaneous Bone-Anchored Hearing Aid Abutment Systems: Comparative Clinical Study.

Science.gov (United States)

Polat, Beldan; İşeri, Mete; Orhan, Kadir Serkan; Yılmazer, Ayça Başkadem; Enver, Necati; Ceylan, Didem; Kara, Ahmet; Güldiken, Yahya; Çomoğlu, Şenol

2016-04-01

To compare two different percutaneous bone-anchored hearing aid (BAHA) abutment systems regarding operation time, scar healing, quality of life, implant stability, audiologic results, and complications. The study involves a prospective multi-center clinical evaluation. Thirty-two consecutive patients who had undergone BAHA surgery from January 2011 to January 2013 in two tertiary centers were included in the study. The Glasgow Inventory Benefit Score was used to assess the patients at least 6 months after surgery. The operation time and complications were recorded. Implant stability quotient (ISQ) values were recorded using resonance frequency analysis. Holger's classification was used to evaluate skin reactions. The mean length of the operation was 39.2±4 min for standard abutment and 18.3±5.7 min for hydroxyapatite-coated abutment. ISQ scores were significantly better for standard abutment in all tests. The mean total Glasgow Inventory Benefit Score was 39.3±19 for the standard abutment and 46.3±24.5 for the hydroxyapatite-coated abutment groups, but there was no statistical significance between the two groups. There was no difference in audiological improvement between the two groups after surgery. Hydroxyapatite-coated abutment provided a shorter operation time that was significantly different from standard abutment. There were no significant differences between standard abutment and hydroxyapatite-coated abutment regarding audiologic improvement, quality of life, loading time, and complications.

Mechanical resistance of zirconium implant abutments: A review of the literature

Science.gov (United States)

Vaquero-Aguilar, Cristina; Torres-Lagares, Daniel; Jiménez-Melendo, Manuel; Gutiérrez-Pérez, José L.

2012-01-01

The increase of aesthetic demands, together with the successful outcome of current implants, has renewed interest in the search for new materials with enough mechanical properties and better aesthetic qualities than the materials customarily used in implanto-prosthetic rehabilitation. Among these materials, zirconium has been used in different types of implants, including prosthetic abutments. The aim of the present review is to analyse current scientific evidence supporting the use of this material for the above mentioned purposes. We carried out the review of the literature published in the last ten years (2000 through 2010) of in vitro trials of dynamic and static loading of zirconium abutments found in the databases of Medline and Cochrane using the key words zirconium abutment, fracture resistance, fracture strength, cyclic loading. Although we have found a wide variability of values among the different studies, abutments show favourable clinical behaviour for the rehabilitation of single implants in the anterior area. Such variability may be explained by the difficulty to simulate daily mastication under in vitro conditions. The clinical evidence, as found in our study, does not recommend the use of implanto-prosthetic zirconium abutments in the molar area. Key words: Zirconium abutment, zirconium implant abutment, zirconia abutment, fracture resistance, fracture strength, cyclic loading. PMID:22143702

Determination of barge impact probabilities for bridge design.

Science.gov (United States)

2016-04-01

Waterway bridges in the United States are designed to resist vessel collision loads according to design provisions released by the American Association of State : Highway and Transportation Officials (AASHTO). These provisions provide detailed proced...

Custom anatomic healing abutments

Directory of Open Access Journals (Sweden)

Vinayak S Gowda

2016-01-01

Full Text Available Dental implants with their increasing success rates and predictability of final outcome are fast becoming the treatment of choice for replacing missing teeth. Considering the success of immediate implant placement in reducing tissue loss and achieving good esthetic results, is making it a more popular treatment modality in implant dentistry. Understanding the management of gingival tissues in relation to implants to obtain maximum esthetics is of utmost importance. The use of provisional abutments and immediate temporization has a proven track record of their ability to produce optimal esthetics and to guide the tissue response during the healing phase. With careful patient selection and execution, customized healing abutments can provide an effective method to enhance the esthetic and emergence profile for anterior implant restorations.

Influence of the implant abutment types and the dynamic loading on initial screw loosening

Science.gov (United States)

Kim, Eun-Sook

2013-01-01

PURPOSE This study examined the effects of the abutment types and dynamic loading on the stability of implant prostheses with three types of implant abutments prepared using different fabrication methods by measuring removal torque both before and after dynamic loading. MATERIALS AND METHODS Three groups of abutments were produced using different types of fabrication methods; stock abutment, gold cast abutment, and CAD/CAM custom abutment. A customized jig was fabricated to apply the load at 30° to the long axis. The implant fixtures were fixed to the jig, and connected to the abutments with a 30 Ncm tightening torque. A sine curved dynamic load was applied for 105 cycles between 25 and 250 N at 14 Hz. Removal torque before loading and after loading were evaluated. The SPSS was used for statistical analysis of the results. A Kruskal-Wallis test was performed to compare screw loosening between the abutment systems. A Wilcoxon signed-rank test was performed to compare screw loosening between before and after loading in each group (α=0.05). RESULTS Removal torque value before loading and after loading was the highest in stock abutment, which was then followed by gold cast abutment and CAD/CAM custom abutment, but there were no significant differences. CONCLUSION The abutment types did not have a significant influence on short term screw loosening. On the other hand, after 105 cycles dynamic loading, CAD/CAM custom abutment affected the initial screw loosening, but stock abutment and gold cast abutment did not. PMID:23509006

INSAR For Early Warning Of Possible Highway Instability Over Undermined Area Of Ostrava

Science.gov (United States)

Lazecky, Milan; Kacmarik, Michal; Rapant, Petr

2012-01-01

A part of czech highway D1 connecting Ostrava with Prague and Poland, is built over an undermined area of Ostrava-Svinov. Since the end of 2010, this part of the highway is fully operational. Because of undermining, a subsidence can be expected, however with a very slow rate since the mines are no more active in this area. Several TerraSAR-X images from 2011 are investigated interferometrically in order to estimate a precise deformation model. Subjects of interest are movements of newly built highway bridges, banks and close neighbourhood. Existing C-band multitemporal InSAR processing results of ERS and Envisat are available from an earlier period that reveil a slow trend of residual subsidence. In this project, InSAR will be investigated as a tool for an early warning for highway stability.

Field investigations of historic covered timber bridges in the USA

Science.gov (United States)

James Wacker; Travis Hosteng; Brent. Phares

2012-01-01

The Federal Highway Administration is sponsoring a comprehensive research program on Historic Covered Timber Bridges in the USA. This national program's main purpose is to develop improved methods to preserve, rehabililate, and restore the timber bridge trusses that were developed during the early 1800s, and in many cases are still in service today. The overall...

Continuity diaphragm for skewed continuous span precast prestressed concrete girder bridges : technical summary report.

Science.gov (United States)

2004-03-01

Most highway bridges are built as cast-in-place : reinforced concrete slabs and prestressed concrete : girders. The shear connectors on the top of the girders : assure composite action between the slabs and : girders. The design guidelines for bridge...

Temporal variation of clear-water scour at compound Abutments

OpenAIRE

Aminuddin Ab. Ghani; Reza Mohammadpour

2016-01-01

Most of actual abutments in rivers are built on foundation, while there is limited number of study available on the effects of the foundation on the local scour. In this study, temporal variation of local scour around compound abutment was investigated experimentally under clear-water conditions. The results showed that a suitable level of foundation is able to decrease the scour depth and increase scour time during the flood events. The trend of temporal scour depth at compound pier and abut...

Influence of the implant abutment types and the dynamic loading on initial screw loosening

OpenAIRE

Kim, Eun-Sook; Shin, Soo-Yeon

2013-01-01

PURPOSE This study examined the effects of the abutment types and dynamic loading on the stability of implant prostheses with three types of implant abutments prepared using different fabrication methods by measuring removal torque both before and after dynamic loading. MATERIALS AND METHODS Three groups of abutments were produced using different types of fabrication methods; stock abutment, gold cast abutment, and CAD/CAM custom abutment. A customized jig was fabricated to apply the load at ...

The fracture strength by a torsion test at the implant-abutment interface.

Science.gov (United States)

Watanabe, Fumihiko; Hiroyasu, Kazuhiko; Ueda, Kazuhiko

2015-12-01

Fractured connections between implants and implant abutments or abutment screws are frequently encountered in a clinical setting. The purpose of this study was to investigate fracture strength using a torsion test at the interface between the implant and the abutment. Thirty screw-type implant with diameters of 3.3, 3.8, 4.3, 5.0, and 6.0 mm were submitted to a torsion test. Implants of each size were connected to abutments with abutment screws tightened to 20 N · cm. Mechanical stress was applied with a rotational speed of 3.6 °/min until fracture occurred, and maximum torque (fracture torque) and torsional yield strength were measured. The mean values were calculated and then compared using Tukey's test. The abutments were then removed, and the implant-abutment interfaces were examined using a scanning electron microscope (SEM). No significant differences in mean fracture torque were found among 3.3, 3.8, and 4.3 mm-diameter implants, but significant differences were found between these sizes and 5.0 and 6.0 mm-diameter implants (p abutment corresponding to the internal notches of the implant body had been destroyed. Smaller diameter implants demonstrated lower fracture torque and torsional yield strength than implants with larger diameters. In internal tube-in-tube connections, three abutment projections corresponding to rotation-prevention notches were destroyed in each implant.

Experimental conical-head abutment screws on the microbial leakage through the implant-abutment interface: an in vitro analysis using target-specific DNA probes.

Science.gov (United States)

Pita, Murillo S; do Nascimento, Cássio; Dos Santos, Carla G P; Pires, Isabela M; Pedrazzi, Vinícius

2017-07-01

The aim of this in vitro study was to identify and quantify up to 38 microbial species from human saliva penetrating through the implant-abutment interface in two different implant connections, external hexagon and tri-channel internal connection, both with conventional flat-head or experimental conical-head abutment screws. Forty-eight two-part implants with external hexagon (EH; n = 24) or tri-channel internal (TI; n = 24) connections were investigated. Abutments were attached to implants with conventional flat-head or experimental conical-head screws. After saliva incubation, Checkerboard DNA-DNA hybridization was used to identify and quantify up to 38 bacterial colonizing the internal parts of the implants. Kruskal-Wallis test followed by Bonferroni's post-tests for multiple comparisons was used for statistical analysis. Twenty-four of thirty-eight species, including putative periodontal pathogens, were found colonizing the inner surfaces of both EH and TI implants. Peptostreptococcus anaerobios (P = 0.003), Prevotella melaninogenica (P abutment screws have impacted the microbial leakage through the implant-abutment interface. Implants attached with experimental conical-head abutment screws showed lower counts of microorganisms when compared with conventional flat-head screws. © 2016 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Prosthetic management of malpositioned implant using custom cast abutment

Science.gov (United States)

Chatterjee, Aishwarya; Ragher, Mallikarjuna; Patil, Sanket; Chatterjee, Debopriya; Dandekeri, Savita; Prabhu, Vishnu

2015-01-01

Two cases are reported with malpositioned implants. Both the implants were placed 6–7 months back. They had osseointegrated well with the surrounding bone. However, they presented severe facial inclination. Case I was restored with custom cast abutment with an auto polymerizing acrylic gingival veneer. Case II was restored with custom cast UCLA type plastic implant abutment. Ceramic was directly fired on the custom cast abutments. The dual treatment strategy resulted in functional and esthetic restorations despite facial malposition of the implants. PMID:26538957

Application of reverse engineering in the production of individual dental abutments.

Science.gov (United States)

Yunusov, A. V.; Kashapov, R. N.; Kashapov, L. N.; Statsenko, E. O.

2017-09-01

The purpose of the research is to develop a method of manufacturing individual dental abutments for a variety of dental implants. System of industrial X-ray microtomography Phoenix V|tome|X S 240 has been applied for creation of highly accurate model of the dental abutment. Scanning of dental abutment and the optimization of model was produced. The program of milling the individual abutment with a standard conical neck of hexagon was produced for the five-axis milling machine imes - icore 450i from the materials titanium and zirconium oxide.

Evaluation of a highway bridge constructed using high strength lightweight concrete bridge girders.

Science.gov (United States)

2011-04-01

The use of high performance concretes to provide longer bridge spans has been limited due to the capacity of existing infrastructure to handle the load of the girders during transportation. The use of High Strength Lightweight Concrete (HSLW) can pro...

Mechanism Research of Arch Dam Abutment Forces during Overload

Directory of Open Access Journals (Sweden)

Yu Xia

2015-01-01

Full Text Available This paper presents research on the abutment forces of a double-curvature arch dam during overload based on numerical calculation results obtained through finite element method by Ansys. Results show that, with an increase in elevation, the abutment forces and bending moment of the arch dam increase first and then decrease from the bottom to the top of the dam. Abutment forces and bending moment reach their maximum at the middle or middle-down portion of the dam. The distributions of abutment forces and moment do not change during overload. The magnitude of each arch layer’s forces and moment increases linearly during overload. This result indicates that each arch layer transmits bearing loads to the rocks of the left and right banks steadily. This research explains the operating mechanism of an arch dam under normal and overload conditions. It provides a simple method to calculate the distribution of forces Fx and Fy and a new method to calculate the overload factor of an arch dam through the estimation of arch layers based on the redistribution characteristic of arch abutment forces.

Smart FRP Composite Sandwich Bridge Decks in Cold Regions

Science.gov (United States)

2011-07-01

In this study, new and integrated Smart honeycomb Fiber-Reinforced Polymer (S-FRP) : sandwich materials for various transportation construction applications, with particular emphasis : on highway bridge decks in cold regions, were developed and teste...

Simplified Analytical Model for a Queen-Post Covered Timber Bridge

Science.gov (United States)

F Fanous; D. Rammer; T. Wipf

2013-01-01

During the 19th century, the economic material to build bridges was timber due to its abundant availability, cost, and ease of construction. Many of the well-known timber bridge types are the Burr arch, Town lattice, Howe, Queen and King type of trusses. This paper summarizes an investigation that was sponsored by the Federal Highway Administration and the USDA Forest...

Comparison of the impact of scaler material composition on polished titanium implant abutment surfaces.

Science.gov (United States)

Hasturk, Hatice; Nguyen, Daniel Huy; Sherzai, Homa; Song, Xiaoping; Soukos, Nikos; Bidlack, Felicitas B; Van Dyke, Thomas E

2013-08-01

The purpose of this study was to compare the impact of the removal of biofilm with hand scalers of different material composition on the surface of implant abutments by assessing the surface topography and residual plaque after scaling using scanning electron microscopy (SEM). Titanium implant analogs from 3 manufacturers (Straumann USA LLC, Andover, Maine, Nobel BioCare USA LLC, Yorba Linda, Cali, Astra Tech Implant Systems, Dentsply, Mölndal, Sweden) were mounted in stone in plastic vials individually with authentic prosthetic abutments. Plaque samples were collected from a healthy volunteer, inoculated into growth medium and incubated with the abutments anaerobically for 1 week. A blinded, calibrated hygienist performed scaling to remove the biofilm using 6 implant scalers (in triplicate), 1 scaler for 1 abutment. The abutments were mounted on an imaging stand and processed for SEM. Images were captured in 3 randomly designated areas of interest on each abutment. Analysis of the implant polished abutment surface and plaque area measurements were performed using ImageJ image analysis software. Surface alterations were characterized by the number, length, depth and the width of the scratches observed. Glass filled resin scalers resulted in significantly more and longer scratches on all 3 abutment types compared to other scalers, while unfilled resin scalers resulted in the least surface change (p abutments with regard to plaque removal. The impact of scalers on implant abutment surfaces varies between abutment types presumably due to different surface characteristics with no apparent advantage of one abutment type over the other with regard to resistance to surface damage. Unfilled resin was found consistently to be the least damaging to abutment surfaces, although all scalers of all compositions caused detectable surface changes to polished surfaces of implant abutments.

Three-Dimensional Finite Element Analysis on Stress Distribution of Internal Implant-Abutment Engagement Features.

Science.gov (United States)

Cho, Sung-Yong; Huh, Yun-Hyuk; Park, Chan-Jin; Cho, Lee-Ra

To investigate the stress distribution in an implant-abutment complex with a preloaded abutment screw by comparing implant-abutment engagement features using three-dimensional finite element analysis (FEA). For FEA modeling, two implants-one with a single (S) engagement system and the other with a double (D) engagement system-were placed in the human mandibular molar region. Two types of abutments (hexagonal, conical) were connected to the implants. Different implant models (a single implant, two parallel implants, and mesial and tilted distal implants with 1-mm bone loss) were assumed. A static axial force and a 45-degree oblique force of 200 N were applied as the sum of vectors to the top of the prosthetic occlusal surface with a preload of 30 Ncm in the abutment screw. The von Mises stresses at the implant-abutment and abutment-screw interfaces were measured. In the single implant model, the S-conical abutment type exhibited broader stress distribution than the S-hexagonal abutment. In the double engagement system, the stress concentration was high in the lower contact area of the implant-abutment engagement. In the tilted implant model, the stress concentration point was different from that in the parallel implant model because of the difference in the bone level. The double engagement system demonstrated a high stress concentration at the lower contact area of the implant-abutment interface. To decrease the stress concentration, the type of engagement features of the implant-abutment connection should be carefully considered.

Non-rigid connector: The wand to allay the stresses on abutment

OpenAIRE

Banerjee, Saurav; Khongshei, Arlingstone; Gupta, Tapas; Banerjee, Ardhendu

2011-01-01

The use of rigid connectors in 5-unit fixed dental prosthesis with a pier abutment can result in failure of weaker retainer in the long run as the pier abutment acts as a fulcrum. Non-rigid connector placed on the distal aspect of pier seems to reduce potentially excess stress concentration on the pier abutment.

Effect of cyclic load on vertical misfit of prefabricated and cast implant single abutment

Science.gov (United States)

DE JESUS TAVAREZ, Rudys Rodolfo; BONACHELA, Wellington Cardoso; XIBLE, Anuar Antônio

2011-01-01

Objective The purpose of this in vitro study was to evaluate misfit alterations at the implant/abutment interface of external and internal connection implant systems when subjected to cyclic loading. Material and Methods Standard metal crowns were fabricated for 5 groups (n=10) of implant/abutment assemblies: Group 1, external hexagon implant and UCLA cast-on premachined abutment; Group 2, internal hexagon implant and premachined abutment; Group 3, internal octagon implant and prefabricated abutment; Group 4, external hexagon implant and UCLA cast-on premachined abutment; and Group 5, external hexagon implant and Ceraone abutment. For groups 1, 2, 3 and 5, the crowns were cemented on the abutments and in group 4 crowns were screwed directly on the implant. The specimens were subjected to 500,000 cycles at 19.1 Hz of frequency and non-axial load of 133 N in a MTS 810 machine. The vertical misfit (μm) at the implant/abutment interface was evaluated before (B) and after (A) application of the cyclic loading. Data were analyzed statistically by using two-away ANOVA and Tukey’s post-hoc test (pabutment connection may develop a role on the vertical misfit at the implant/abutment interface. PMID:21437464

Performance of conical abutment (Morse Taper) connection implants: a systematic review.

Science.gov (United States)

Schmitt, Christian M; Nogueira-Filho, Getulio; Tenenbaum, Howard C; Lai, Jim Yuan; Brito, Carlos; Döring, Hendrik; Nonhoff, Jörg

2014-02-01

In this systematic review, we aimed to compare conical versus nonconical implant-abutment connection systems in terms of their in vitro and in vivo performances. An electronic search was performed using PubMed, Embase, and Medline databases with the logical operators: "dental implant" AND "dental abutment" AND ("conical" OR "taper" OR "cone"). Names of the most common conical implant-abutment connection systems were used as additional key words to detect further data. The search was limited to articles published up to November 2012. Recent publications were also searched manually in order to find any relevant studies that might have been missed using the search criteria noted above. Fifty-two studies met the inclusion criteria and were included in this systematic review. As the data and methods, as well as types of implants used was so heterogeneous, this mitigated against the performance of meta-analysis. In vitro studies indicated that conical and nonconical abutments showed sufficient resistance to maximal bending forces and fatigue loading. However, conical abutments showed superiority in terms of seal performance, microgap formation, torque maintenance, and abutment stability. In vivo studies (human and animal) indicated that conical and nonconical systems are comparable in terms of implant success and survival rates with less marginal bone loss around conical connection implants in most cases. This review indicates that implant systems using a conical implant-abutment connection, provides better results in terms of abutment fit, stability, and seal performance. These design features could lead to improvements over time versus nonconical connection systems. © 2013 Wiley Periodicals, Inc.

Implementation of Bridge Management System on Interurban Bridge in Maluku Province

Directory of Open Access Journals (Sweden)

Erwin Marasabessy

2015-05-01

Full Text Available Bridges as transport infrastructures play a vital role in smoothing traffic flows. The success of a bridge in playing its role and serving its function depends on its management. The Directorate General of Highways of the Ministry of Public Work has used a system to manage bridges known as the Bridge Management System (BMS. The system allows a systematic plan and provides a uniform procedure for all bridge operation activities on the national and provincial level. Data from Implementation Agency of National Inter-Urban Roads of Area IX, Northern Maluku in 2011 indicates that the total length of national roads in Maluku Province is 15,238.01 M, with a total of 562 bridges. In Ambon Island, especially, there are 52 bridges totaling 1,176.25 m in length. The study was conducted at several inter-urban bridges in Maluku Province of Ambon Island: Wai Batu Merah, Wai Ruhu, Wai Lawa, Wai Yari and Wai Tua bridges. Assessment of bridge structure conditions was conducted visually to determine the conditions of the existing bridges comprehensively by referring to the Bridge Management System (BMS complemented with a computer-based Bridge Management Information System (BMIS. Condition scores for the five bridges—Wai Batu Merah, Wai Ruhu, Wai Lawa, Wai Yari, and Wai Tua, according to Bridge Management System, are 2, 1, 2, 1, and 2 respectively. The scores of the five bridges indicate that their physical condition can be categorized as good or with minor defects. Based on technical screening, the proposed treatment for Wai Batu Merah, Wai Ruhu, Wai Lawa, dan Wai Tua bridges is the rehabilitation of their sub-elements. As for the Wai Yari Bridge, the treatment will be maintained regularly. The defect repair costs are IDR 149,138,238.00, IDR 81,048,000.00, IDR 174,579,106.10, IDR 79,233,324.01 and IDR 238,323,258.60 for Wai Batu, Wai Ruhu, Wai Lawa, Wai Yari, and Wai Tua Bridges, respectively.

Velocity and turbulence at a wing-wall abutment

Indian Academy of Sciences (India)

Experimental investigation of the 3D turbulent flow field around a 45° wing-wall abutment, resting on a rough rigid bed, is reported. The experiment was conducted ... The shear stresses acting on the bed around the abutment are estimated from the Reynolds stresses and velocity gradients. The data presented in this study ...

The I-35W bridge Project Website

DEFF Research Database (Denmark)

Kampf, Constance

How can websites be used to rebuild trust?  In August 2007, the Interstate Highway 35-W bridge in Minneapolis, MN collapsed during rush hour.  Although many people were rescued and casualties were as limited as could be expected due to quick and effective intervention, the image of a major bridge...... collapsing during rush hour damaged the Minnesota Department of Transportation's reputation and resulted in the loss of public trust for the organization.  The ensuing bridge reconstruction project included a project website intended to rebuild this trust through transparency, community involvement......, and the use of multimodal features.  This paper looks at the I35-W bridge reconstruction project in Minneapolis through web-based communication by the Minnesota Department of Transportation (MnDOT) about the project. The MnDOT bridge reconstruction website will be examined using a combination of 1). Weick...

Abutment Material Effect on Peri-implant Soft Tissue Color and Perceived Esthetics.

Science.gov (United States)

Kim, Aram; Campbell, Stephen D; Viana, Marlos A G; Knoernschild, Kent L

2016-12-01

The purpose of this study was to evaluate the effect of implant abutment material on peri-implant soft tissue color using intraoral spectrophotometric analysis and to compare the clinical outcomes with patient and clinician perception and satisfaction. Thirty patients and four prosthodontic faculty members participated. Abutments were zirconia, gold-hued titanium, and titanium. Peri-implant mucosa color of a single anterior implant restoration was compared to the patient's control tooth. Spectrophotometric analysis using SpectroShade TM Micro data determined the color difference (ΔE, ΔL*, Δa*, Δb*) between the midfacial peri-implant soft tissue for each abutment material and the marginal gingiva of the control tooth. Color difference values of the abutment groups were compared using ANOVA (α = 0.05). Patient and clinician satisfaction surveys were also conducted using a color-correcting light source. The results of each patient and clinician survey question were compared using chi-square analysis (α = 0.05). Pearson correlation analyses identified the relationship between the total color difference (ΔE) and the patient/clinician perception and satisfaction, as well as between ΔE and tissue thickness. Zirconia abutments displayed significantly smaller spectrophotometric gingival color difference (ΔE) compared to titanium and gold-hued titanium abutments (respectively, 3.98 ± 0.99; 7.22 ± 3.31; 5.65 ± 2.11; p abutment materials, and no correlation between ΔE and the patient and clinician satisfaction. Patient satisfaction was significantly higher than clinician, and patient-perceived differences were lower than clinicians' (p abutments demonstrated significantly lower mean color difference compared to titanium or gold-hued titanium abutments as measured spectrophotometrically; however, no statistical difference in patient or clinician perception/satisfaction among abutment materials was demonstrated. Patients were significantly more satisfied than

Effects of Repeated Screw Tightening on Implant Abutment Interfaces in Terms of Bacterial and Yeast Leakage in Vitro: One-Time Abutment Versus the Multiscrewing Technique.

Science.gov (United States)

Calcaterra, Roberta; Di Girolamo, Michele; Mirisola, Concetta; Baggi, Luigi

2016-01-01

Screw loosening can damage the interfaces of implant components, resulting in susceptibility to contamination of the internal parts by microorganisms. The aim of this study was to investigate the impact of abutment screw retightening on the leakage of two different types of bacteria, Streptococcus sanguinis and Fusobacterium nucleatum, and of the yeast Candida albicans. Two types of implant-abutment systems with tube-in-tube interfaces were tested. Groups A and B each used a different type of system that consisted of 20 different pieces that were assembled according to the manufacturer's torque recommendations; four samples in each group were closed just one time, four samples three times, four samples five times, four samples seven times, and four samples nine times. The implants of groups A and B were contaminated with 0.1 μL of microbial solution just before being assembled for the last time to minimize the possibility of contamination. Results showed a direct correlation between the number of colony-forming units grown in the plates and the closing/opening cycles of the implant-abutment systems. Within the limitations of this study, the results indicate the possibility that repeated closing/opening cycles of the implant-abutment unit may influence bacterial/yeast leakage, most likely as a consequence of decreased precision of the coupling between the abutment and the internal part of the dental implant. These findings suggest that a one-time abutment technique may avoid microbiologic leakage in cases of implant-abutment systems with tube-in-tube interfaces.

Fatigue induced changes in conical implant-abutment connections.

Science.gov (United States)

Blum, Kai; Wiest, Wolfram; Fella, Christian; Balles, Andreas; Dittmann, Jonas; Rack, Alexander; Maier, Dominik; Thomann, Ralf; Spies, Benedikt Christopher; Kohal, Ralf Joachim; Zabler, Simon; Nelson, Katja

2015-11-01

Based on the current lack of data and understanding of the wear behavior of dental two-piece implants, this study aims for evaluating the microgap formation and wear pattern of different implants in the course of cyclic loading. Several implant systems with different conical implant-abutment interfaces were purchased. The implants were first evaluated using synchrotron X-ray high-resolution radiography (SRX) and scanning electron microscopy (SEM). The implant-abutment assemblies were then subjected to cyclic loading at 98N and their microgap was evaluated after 100,000, 200,000 and 1 million cycles using SRX, synchrotron micro-tomography (μCT). Wear mechanisms of the implant-abutment connection (IAC) after 200,000 cycles and 1 million cycles were further characterized using SEM. All implants exhibit a microgap between the implant and abutment prior to loading. The gap size increased with cyclic loading with its changes being significantly higher within the first 200,000 cycles. Wear was seen in all implants regardless of their interface design. The wear pattern comprised adhesive wear and fretting. Wear behavior changed when a different mounting medium was used (brass vs. polymer). A micromotion of the abutment during cyclic loading can induce wear and wear particles in conical dental implant systems. This feature accompanied with the formation of a microgap at the IAC is highly relevant for the longevity of the implants. Copyright © 2015 Academy of Dental Materials. Published by Elsevier Ltd. All rights reserved.

Performance of a Press-Lam bridge : a 5-year load-testing and monitoring program

Science.gov (United States)

D. S. Gromala; R. C. Moody; M. M. Sprinkel

1985-01-01

This paper summarizes the results of load tests on an experimental highway bridge erected and put into service on the George Washington National Forest in Virginia in 1977. The bridge, made entirely of Press-Lam, a laminated veneer lumber (LVL) product, was load tested 1 month, 1 year, and 5 years after erection. The bridge continues to perform quite well and,...

A bridge network maintenance framework for Pareto optimization of stakeholders/users costs

International Nuclear Information System (INIS)

Orcesi, Andre D.; Cremona, Christian F.

2010-01-01

For managing highway bridges, stakeholders require efficient and practical decision making techniques. In a context of limited bridge management budget, it is crucial to determine the most effective breakdown of financial resources over the different structures of a bridge network. Bridge management systems (BMSs) have been developed for such a purpose. However, they generally rely on an individual approach. The influence of the position of bridges in the transportation network, the consequences of inadequate service for the network users, due to maintenance actions or bridge failure, are not taken into consideration. Therefore, maintenance strategies obtained with current BMSs do not necessarily lead to an optimal level of service (LOS) of the bridge network for the users of the transportation network. Besides, the assessment of the structural performance of highway bridges usually requires the access to the geometrical and mechanical properties of its components. Such information might not be available for all structures in a bridge network for which managers try to schedule and prioritize maintenance strategies. On the contrary, visual inspections are performed regularly and information is generally available for all structures of the bridge network. The objective of this paper is threefold (i) propose an advanced network-level bridge management system considering the position of each bridge in the transportation network, (ii) use information obtained at visual inspections to assess the performance of bridges, and (iii) compare optimal maintenance strategies, obtained with a genetic algorithm, when considering interests of users and bridge owner either separately as conflicting criteria, or simultaneously as a common interest for the whole community. In each case, safety and serviceability aspects are taken into account in the model when determining optimal strategies. The theoretical and numerical developments are applied on a French bridge network.

Hydraulic survey and scour assessment of Bridge 524, Tanana River at Big Delta, Alaska

Science.gov (United States)

Heinrichs, Thomas A.; Langley, Dustin E.; Burrows, Robert L.; Conaway, Jeffrey S.

2007-01-01

Bathymetric and hydraulic data were collected August 26–28, 1996, on the Tanana River at Big Delta, Alaska, at the Richardson Highway bridge and Trans-Alaska Pipeline crossing. Erosion along the right (north) bank of the river between the bridge and the pipeline crossing prompted the data collection. A water-surface profile hydraulic model for the 100- and 500-year recurrence-interval floods was developed using surveyed information. The Delta River enters the Tanana immediately downstream of the highway bridge, causing backwater that extends upstream of the bridge. Four scenarios were considered to simulate the influence of the backwater on flow through the bridge. Contraction and pier scour were computed from model results. Computed values of pier scour were large, but the scour during a flood may actually be less because of mitigating factors. No bank erosion was observed at the time of the survey, a low-flow period. Erosion is likely to occur during intermediate or high flows, but the actual erosion processes are unknown at this time.

Three-Dimensional Displacement of Nine Different Abutments for an Implant with an Internal Hexagon Platform.

Science.gov (United States)

Gilbert, Andy B; Yilmaz, Burak; Seidt, Jeremy D; McGlumphy, Edwin A; Clelland, Nancy L; Chien, Hua-Hong

2015-01-01

Clinicians need to know whether there are any differences among the many abutment options available for restoring a particular implant. This study aims to compare nine abutments for one implant system for positional changes between hand tightening and torqueing. Nine Tapered Screw-Vent (TSV) implants were placed into a resin block. Five specimens of nine different abutments (n = 45) were tried in one of the nine implants. Initially, the abutments were torqued to 20 Ncm to represent hand tightening. Abutments were tightened to 30 Ncm using a torque driver as recommended by the manufacturer for final seating. Images were recorded in 12-second intervals for approximately 10 minutes after the torque was applied. The spatial relationship of the abutments to the resin block was determined using three-dimensional digital image correlation. Commercial image correlation software was used to analyze the displacements. Mean displacements for the nine different abutments were calculated in all three dimensions and for overall displacement in space. A t test with a step-down Bonferroni correction was used for a pairwise comparison of each abutment's mean displacements to the other abutments to determine statistical differences (α = .05). The Atlantis titanium, Inclusive titanium, and Legacy zirconia abutments showed mean displacements that were statistically significantly higher than other abutments in the horizontal direction. The overall three-dimensional displacement of the Atlantis titanium abutment after an applied 30-Ncm torque was significantly higher than that of six of the other eight abutments (P displacement between hand tightening and torqueing than the Atlantis titanium or Inclusive titanium abutments when used to restore a TSV implant.

Effect of Abutment Modification and Cement Type on Retention of Cement-Retained Implant Supported Crowns

Science.gov (United States)

Farzin, Mitra; Torabi, Kianoosh; Ahangari, Ahmad Hasan; Derafshi, Reza

2014-01-01

Objective: Provisional cements are commonly used to facilitate retrievability of cement-retained fixed implant restorations; but compromised abutment preparation may affect the retention of implant-retained crowns.The purpose of this study was to investigate the effect of abutment design and type of luting agent on the retentive strength of cement-retained implant restorations. Materials and Method: Two prefabricated abutments were attached to their corresponding analogs and embedded in an acrylic resin block. The first abutment (control group) was left intact without any modifications. The screw access channel for the first abutment was completely filled with composite resin. In the second abutment, (test group) the axial wall was partially removed to form an abutment with 3 walls. Wax models were made by CAD/CAM. Ten cast copings were fabricated for each abutment. The prepared copings were cemented on the abutments by Temp Bond luting agent under standardized conditions (n=20). The assemblies were stored in 100% humidity for one day at 37°C prior to testing. The cast crown was removed from the abutment using an Instron machine, and the peak removal force was recorded. Coping/abutment specimens were cleaned after testing, and the testing procedure was repeated for Dycal luting agent (n=20). Data were analyzed with two- way ANOVA (α=0.05). Results: There was no significant difference in the mean transformed retention (Ln-R) between intact abutments (4.90±0.37) and the abutments with 3 walls (4.83±0.25) using Dycal luting agent. However, in TempBond group, the mean transformed retention (Ln-R) was significantly lower in the intact abutment (3.9±0.23) compared to the abutment with 3 walls (4.13±0.33, P=0.027). Conclusion: The retention of cement-retained implant restoration can be improved by the type of temporary cement used. The retention of cast crowns cemented to implant abutments with TempBond is influenced by the wall removal. PMID:25628660

Effect of abutment modification and cement type on retention of cement-retained implant supported crowns.

Directory of Open Access Journals (Sweden)

Mitra Farzin

2014-06-01

Full Text Available Provisional cements are commonly used to facilitate retrievability of cement-retained fixed implant restorations; but compromised abutment preparation may affect the retention of implant-retained crowns.The purpose of this study was to investigate the effect of abutment design and type of luting agent on the retentive strength of cement-retained implant restorations.Two prefabricated abutments were attached to their corresponding analogs and embedded in an acrylic resin block. The first abutment (control group was left intact without any modifications. The screw access channel for the first abutment was completely filled with composite resin. In the second abutment, (test group the axial wall was partially removed to form an abutment with 3 walls. Wax models were made by CAD/CAM. Ten cast copings were fabricated for each abutment. The prepared copings were cemented on the abutments by Temp Bond luting agent under standardized conditions (n=20. The assemblies were stored in 100% humidity for one day at 37°C prior to testing. The cast crown was removed from the abutment using an Instron machine, and the peak removal force was recorded. Coping/abutment specimens were cleaned after testing, and the testing procedure was repeated for Dycal luting agent (n=20. Data were analyzed with two- way ANOVA (α=0.05.There was no significant difference in the mean transformed retention (Ln-R between intact abutments (4.90±0.37 and the abutments with 3 walls (4.83±0.25 using Dycal luting agent. However, in TempBond group, the mean transformed retention (Ln-R was significantly lower in the intact abutment (3.9±0.23 compared to the abutment with 3 walls (4.13±0.33, P=0.027.The retention of cement-retained implant restoration can be improved by the type of temporary cement used. The retention of cast crowns cemented to implant abutments with TempBond is influenced by the wall removal.

[Fracture of implant abutment screws and removal of a remaining screw piece

NARCIS (Netherlands)

Broeke, S.M. van den; Baat, C. de

2008-01-01

Fracture of the implant abutment screws is a complication which can render an implant useless. The prevalence of abutment screw fracture does not exceed 2.5% after 10 years. Causes are loosening of implant abutment screw, too few, too short or too narrow implants, implants not inserted perpendicular

Three-Dimensional Finite Element Analysis of the Stress Distribution at the Internal Implant-Abutment Connection.

Science.gov (United States)

Cho, Sung-Yong; Huh, Yoon-Hyuk; Park, Chan-Jin; Cho, Lee-Ra

2016-01-01

This study investigated stress distribution in four different implant-abutment interface conditions in the internal tapered connection implant system. Four different implant diameters (3.5 mm, 4.0 mm, 4.5 mm, and 5.0 mm) and two abutment types (hexagonal and conical) were simulated. Four unique implant-abutment interface conditions were assumed based on wall thickness, mating surface length, distance to the vertical stop, and abutment shape. Axial and oblique loading was applied during abutment screw preload, and the Von Mises stresses were measured at the implant-abutment and abutment-screw interfaces. The implant-abutment interface stress decreased as the wall thickness increased. As the mating surface increased, the stress distribution trended downward, and when the distance to the implant vertical stop was 0 μm, the Von Mises stress was extremely high at the vertical stop. Despite their different shapes, the abutments showed similar stress distributions. However, the maximum Von Mises stress was higher in the conical connection than in the hexagonal connection, particularly at the contralateral side to loading. To decrease the stress distribution at the implant-abutment interface, the implant wall thickness, mating surface contact length, distance to the vertical stop, and abutment shape should be carefully considered.

Bathymetric surveys at highway bridges crossing the Missouri River in Kansas City, Missouri, using a multibeam echo sounder, 2010

Science.gov (United States)

Huizinga, Richard J.

2010-01-01

Bathymetric surveys were conducted by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, on the Missouri River in the vicinity of nine bridges at seven highway crossings in Kansas City, Missouri, in March 2010. A multibeam echo sounder mapping system was used to obtain channel-bed elevations for river reaches that ranged from 1,640 to 1,800 feet long and extending from bank to bank in the main channel of the Missouri River. These bathymetric scans will be used by the Missouri Department of Transportation to assess the condition of the bridges for stability and integrity with respect to bridge scour. Bathymetric data were collected around every pier that was in water, except those at the edge of the water or in extremely shallow water, and one pier that was surrounded by a large debris raft. A scour hole was present at every pier for which bathymetric data could be obtained. The scour hole at a given pier varied in depth relative to the upstream channel bed, depending on the presence and proximity of other piers or structures upstream from the pier in question. The surveyed channel bed at the bottom of the scour hole was between 5 and 50 feet above bedrock. At bridges with drilled shaft foundations, generally there was exposure of the upstream end of the seal course and the seal course often was undermined to some extent. At one site, the minimum elevation of the scour hole at the main channel pier was about 10 feet below the bottom of the seal course, and the sides of the drilled shafts were evident in a point cloud visualization of the data at that pier. However, drilled shafts generally penetrated 20 feet into bedrock. Undermining of the seal course was evident as a sonic 'shadow' in the point cloud visualization of several of the piers. Large dune features were present in the channel at nearly all of the surveyed sites, as were numerous smaller dunes and many ripples. Several of the sites are on or near bends in the river

The bacterial sealing capacity of morse taper implant-abutment systems in vitro.

Science.gov (United States)

Ranieri, Rogerio; Ferreira, Andreia; Souza, Emmanuel; Arcoverde, Joao; Dametto, Fabio; Gade-Neto, Cicero; Seabra, Flavio; Sarmento, Carlos

2015-05-01

The use of Morse taper systems in dental implantology has been associated widely with a more precise adaptation between implants and their respective abutments. This may lead to an increase in the stability of the implant system and may also prevent microbial invasion through the implant-abutment interface. The aim of this study was to investigate in vitro the ability of four commercially available Morse taper system units to impede bacterial penetration through their implant-abutment interfaces. Abutments were screwed onto the implants, and the units were subsequently immersed in Streptococcus sanguinis bacterial broth (1 × 10(8) colony forming units/mL) for 48 hours. The units were examined by scanning electron microscopy (SEM) under three conditions: 1) with the implant-abutment components assembled as units to investigate for both the existence of microgaps and the presence of bacteria; 2) with the implants and abutments separated for examination of internal surfaces; and 3) with the implant-abutment components again assembled as units to measure any microgaps detected. The mean size of the microgaps in each unit was determined by measuring, under SEM, their width in four equidistant points. Microgaps were detected in all units with no significant differences in dimension (Kruskal-Wallis test, P >0.05). Within all units, the presence of bacteria was also observed. The seals provided by the interfaces of the commercially available Morse taper implant-abutment units tested were not sufficiently small to shield the implant from bacterial penetration.

The influence of implant-abutment connection on the screw loosening and microleakage.

Science.gov (United States)

Tsuruta, Katsuhiro; Ayukawa, Yasunori; Matsuzaki, Tatsuya; Kihara, Masafumi; Koyano, Kiyoshi

2018-04-09

There are some spaces between abutment and implant body which can be a reservoir of toxic substance, and they can penetrate into subgingival space from microgap at the implant-abutment interface. This penetration may cause periimplantitis which is known to be one of the most important factors associated with late failure. In the present study, three kinds of abutment connection system, external parallel connection (EP), internal parallel connection (IP), and internal conical connection (CC), were studied from the viewpoint of microleakage from the gap between the implant and the abutment and in connection with the loosening of abutment screw. We observed dye leakage from abutment screw hole to outside through microgap under the excessive compressive and tensile load and evaluated the anti-leakage characteristics of these connection systems. During the experiment, one abutment screw for EP and two screws for IP, out of seven samples in each group, were fractured. After the 2000 cycles of compressive tensile loadings, removal torque value (RTV) of abutment screw represented no statistical differences among three groups. Standard deviation was largest in the RTV of EP and smallest in that of CC. The results of microleakage of toluidine blue from implant-abutment connection indicated that microleakage generally increased as loading procedure progressed. The amount of microleakage was almost plateau at 2000 cycles in CC, but still increasing in other two groups. The value of microleakage greatly scattered in EP, but the deviation of that in CC is significantly smaller. At 500 cycles of loading, there were no significant differences in the amount of microleakage among the groups, but at 1000, 1500, and 2000 cycles of loading, the amount of microleakage in CC was significantly smaller than that in IP. Throughout the experiment, the amount of microleakage in EP was largest, but no statistical difference was indicated due to the high standard deviation. Within the

Field testing and structural analysis of Burr arch covered bridges in Pennsylvania

Science.gov (United States)

Douglas Rammer; James Wacker; Travis Hosteng; Justin Dahlberg; Yaohua Deng

2016-01-01

The Federal Highway Administration sponsored a comprehensive research program on Historic Covered Timber Bridges in the USA. This national program's main purpose is to develop improved methods to preserve, rehabilitate, and restore timber bridge trusses that were developed during the early 1800s and, in many cases, are still in service today. One of the many...

Shear in high strength concrete bridge girders : technical report.

Science.gov (United States)

2013-04-01

Prestressed Concrete (PC) I-girders are used extensively as the primary superstructure components in Texas highway bridges. : A simple semi-empirical equation was developed at the University of Houston (UH) to predict the shear strength of PC I-girde...

The upper bound of abutment scour defined by selected laboratory and field data

Science.gov (United States)

Benedict, Stephen; Caldwell, Andral W.

2015-01-01

The U.S. Geological Survey, in cooperation with the South Carolina Department of Transportation, conducted a field investigation of abutment scour in South Carolina and used that data to develop envelope curves defining the upper bound of abutment scour. To expand upon this previous work, an additional cooperative investigation was initiated to combine the South Carolina data with abutment-scour data from other sources and evaluate the upper bound of abutment scour with the larger data set. To facilitate this analysis, a literature review was made to identify potential sources of published abutment-scour data, and selected data, consisting of 446 laboratory and 331 field measurements, were compiled for the analysis. These data encompassed a wide range of laboratory and field conditions and represent field data from 6 states within the United States. The data set was used to evaluate the South Carolina abutment-scour envelope curves. Additionally, the data were used to evaluate a dimensionless abutment-scour envelope curve developed by Melville (1992), highlighting the distinct difference in the upper bound for laboratory and field data. The envelope curves evaluated in this investigation provide simple but useful tools for assessing the potential maximum abutment-scour depth in the field setting.

Best Practices for Construction and Repair of Bridge Approaches and Departures

Science.gov (United States)

2018-03-01

Florida Department of Transportation (FDOT) has experienced frequent distresses in bridge approach/departure asphalt pavements in its highway system. Commonly observed distresses include alligator cracking and rutting, which reduce roadway smoothness...

Monitoring bridge scour using fiber optic sensors : research project capsule.

Science.gov (United States)

2009-03-01

The interstate highway network is an : important national asset. Bridges : constituting critical nodes within : transportation networks are the : backbone of the transportation : infrastructure. It is well known that : scour is one of the major cours...

Microleakage at the Different Implant Abutment Interface: A Systematic Review

Science.gov (United States)

Chowdhary, Ramesh; Kumari, Shail

2017-01-01

Introduction Presence of gap at the implant-abutment interface, leads to microleakage and accumulation of bacteria which can affect the success of dental implants. Aim To evaluate the sealing capability of different implant connections against microleakage. Materials and Methods In January 2017 an electronic search of literature was performed, in Medline, EBSCO host and Pubmed data base. The search was focused on ability of different implant connections in preventing microleakage. The related titles and abstracts available in English were screened, and the articles that fulfilled the inclusion criteria were selected for full text reading. Results In this systematic review, literature search initially resulted in 78 articles among which 30 articles only fulfilled the criteria for inclusion and were finally included in the review. Almost all the studies showed that there was some amount of microleakage at abutment implant interface. Microleakage was very less in Morse taper implants in comparison to other implant connections. Majority of studies showed less microleakage in static loading conditions and microleakage increases in dynamic loading conditions. Conclusion In this systematic review maximum studies showed that there was some amount of microleakage at abutment implant interface. External hexagon implants failed completely to prevent microleakage in both static and dynamic loading conditions of implants. Internal hexagon implants mainly internal conical (Morse taper) implants are very promising in case of static loading and also showed less microleakage in dynamic loading conditions. Torque recommended by manufacturer should be followed strictly to get a better seal at abutment implant interface. Zirconia abutments are more to microleakage than Titanium abutments and there use should be discouraged. Zirconia abutments should be only restricted to cases where there was very high demand of aesthetics. PMID:28764310

APPLICATION OF INFORMATION TECHNOLOGY FOR MONITORING OF BRIDGES CONSTRUCTIONS

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L. V. Hulytska

2010-04-01

Full Text Available The article is dealt with а variant of usage of database technologies in the transport communication sphere, particularly for introduction of integrated methodology of evaluation of technical-and-operational condition of bridge structures on highways of general use.

77 FR 6622 - Notice of Final Federal Agency Action on Proposed Bridge Replacement in Massachusetts

Science.gov (United States)

2012-02-08

..., [email protected]dot.gov . For Massachusetts Department of Transportation (MassDOT) Highway Division: James Cerbone, Project Manager, MassDOT Highway Division, 10 Park Plaza, Room 4260, Boston, MA 02116, 9 a.m. to 5 p.m... be undertaken by MassDOT under the Commonwealth's $3 billion Accelerated Bridge Program. The project...

Caisson disease during the construction of the Eads and Brooklyn Bridges: A review.

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Butler, W P

2004-01-01

The Eads Bridge (St. Louis) and the Brooklyn Bridge (New York City) were testing grounds for caisson construction. These caissons were enormous compressed air boxes used to build riverine piers and abutments anchoring the bridges. Caisson meant faster and cheaper construction, but there was a hidden cost---caisson disease (decompression sickness). Within caissons, workers labored at pressures as high as 55 psig and caisson disease was common. This discourse is a brief history of the caisson, a brief discussion of the illness as viewed in the mid 1800's, and an abbreviated history of the Eads and Brooklyn Bridges. It also provides a detailed description and evaluation of the observations, countermeasures, and recommendations of Dr. Alphonse Jaminet, the Eads Bridge physician, and Dr. Andrew Smith, the Brooklyn Bridge physician, who published reports of their experience in 1871 and 1873, respectively. These and other primary sources permit a detailed examination of early caisson disease and Jaminet's and Smith's thinking also serve as good examples from which to study and learn.

Evaluation of stability of interface between CCM (Co-Cr-Mo) UCLA abutment and external hex implant.

Science.gov (United States)

Yoon, Ki-Joon; Park, Young-Bum; Choi, Hyunmin; Cho, Youngsung; Lee, Jae-Hoon; Lee, Keun-Woo

2016-12-01

The purpose of this study is to evaluate the stability of interface between Co-Cr-Mo (CCM) UCLA abutment and external hex implant. Sixteen external hex implant fixtures were assigned to two groups (CCM and Gold group) and were embedded in molds using clear acrylic resin. Screw-retained prostheses were constructed using CCM UCLA abutment and Gold UCLA abutment. The external implant fixture and screw-retained prostheses were connected using abutment screws. After the abutments were tightened to 30 Ncm torque, 5 kg thermocyclic functional loading was applied by chewing simulator. A target of 1.0 × 10 6 cycles was applied. After cyclic loading, removal torque values were recorded using a driving torque tester, and the interface between implant fixture and abutment was evaluated by scanning electronic microscope (SEM). The means and standard deviations (SD) between the CCM and Gold groups were analyzed with independent t-test at the significance level of 0.05. Fractures of crowns, abutments, abutment screws, and fixtures and loosening of abutment screws were not observed after thermocyclic loading. There were no statistically significant differences at the recorded removal torque values between CCM and Gold groups ( P >.05). SEM analysis revealed that remarkable wear patterns were observed at the abutment interface only for Gold UCLA abutments. Those patterns were not observed for other specimens. Within the limit of this study, CCM UCLA abutment has no statistically significant difference in the stability of interface with external hex implant, compared with Gold UCLA abutment.

23 CFR 661.35 - What percentage of IRRBP funding is available for use on BIA and Tribally owned IRR bridges, and...

Science.gov (United States)

2010-04-01

... BIA and Tribally owned IRR bridges, and non-BIA owned IRR bridges? 661.35 Section 661.35 Highways... RESERVATION ROAD BRIDGE PROGRAM § 661.35 What percentage of IRRBP funding is available for use on BIA and Tribally owned IRR bridges, and non-BIA owned IRR bridges? (a) Up to 80 percent of the available funding...

A finite element analysis of novel vented dental abutment geometries for cement-retained crown restorations.

Science.gov (United States)

Rodriguez, Lucas C; Saba, Juliana N; Meyer, Clark A; Chung, Kwok-Hung; Wadhwani, Chandur; Rodrigues, Danieli C

2016-11-01

Recent literature indicates that the long-term success of dental implants is, in part, attributed to how dental crowns are attached to their associated implants. The commonly utilized method for crown attachment - cementation, has been criticized because of recent links between residual cement and peri-implant disease. Residual cement extrusion from crown-abutment margins post-crown seating is a growing concern. This study aimed at (1) identifying key abutment features, which would improve dental cement flow characteristics, and (2) understanding how these features would impact the mechanical stability of the abutment under functional loads. Computational fluid dynamic modeling was used to evaluate cement flow in novel abutment geometries. These models were then evaluated using 3D-printed surrogate models. Finite element analysis also provided an understanding of how the mechanical stability of these abutments was altered after key features were incorporated into the geometry. The findings demonstrated that the key features involved in improved venting of the abutment during crown seating were (1) addition of vents, (2) diameter of the vents, (3) location of the vents, (4) addition of a plastic screw insert, and (5) thickness of the abutment wall. This study culminated in a novel design for a vented abutment consisting of 8 vents located radially around the abutment neck-margin plus a plastic insert to guide the cement during seating and provide retrievability to the abutment system.Venting of the dental abutment has been shown to decrease the risk of undetected residual dental cement post-cement-retained crown seating. This article will utilize a finite element analysis approach toward optimizing dental abutment designs for improved dental cement venting. Features investigated include (1) addition of vents, (2) diameter of vents, (3) location of vents, (4) addition of plastic screw insert, and (5) thickness of abutment wall.

A finite element analysis of novel vented dental abutment geometries for cement‐retained crown restorations

Science.gov (United States)

Rodriguez, Lucas C.; Saba, Juliana N.; Meyer, Clark A.; Chung, Kwok‐Hung; Wadhwani, Chandur

2016-01-01

Abstract Recent literature indicates that the long‐term success of dental implants is, in part, attributed to how dental crowns are attached to their associated implants. The commonly utilized method for crown attachment – cementation, has been criticized because of recent links between residual cement and peri‐implant disease. Residual cement extrusion from crown‐abutment margins post‐crown seating is a growing concern. This study aimed at (1) identifying key abutment features, which would improve dental cement flow characteristics, and (2) understanding how these features would impact the mechanical stability of the abutment under functional loads. Computational fluid dynamic modeling was used to evaluate cement flow in novel abutment geometries. These models were then evaluated using 3D‐printed surrogate models. Finite element analysis also provided an understanding of how the mechanical stability of these abutments was altered after key features were incorporated into the geometry. The findings demonstrated that the key features involved in improved venting of the abutment during crown seating were (1) addition of vents, (2) diameter of the vents, (3) location of the vents, (4) addition of a plastic screw insert, and (5) thickness of the abutment wall. This study culminated in a novel design for a vented abutment consisting of 8 vents located radially around the abutment neck‐margin plus a plastic insert to guide the cement during seating and provide retrievability to the abutment system.Venting of the dental abutment has been shown to decrease the risk of undetected residual dental cement post‐cement‐retained crown seating. This article will utilize a finite element analysis approach toward optimizing dental abutment designs for improved dental cement venting. Features investigated include (1) addition of vents, (2) diameter of vents, (3) location of vents, (4) addition of plastic screw insert, and (5) thickness of abutment wall. PMID

Study on bridge checking evaluation based on deformation-Stress data

Science.gov (United States)

Shi, Jing Xian; Cheng, Ying Jie

2018-06-01

Bridge structure plays a very important role in human traffic. The evaluation of bridge structure after a certain period of operation has always been the focus of the bridge. Based on the data collected from the health inspection system of a continuous rigid frame bridge on a highway in Yunnan, China, it is found that there is a certain linear relationship between the deformation and stress of the bridge structure. In view of a specific section of the structure, the stress value of this section can be derived according to its deformation value. The coefficient K can be calculated by comparing the estimated value to the actual measured value. According to the range of the K value, the structural state of the bridge can be evaluated to a certain extent.

Evaluation of bond strength between grooved titanium alloy implant abutments and provisional veneering materials after surface treatment of the abutments: An in vitro study

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Gowtham Venkat

2017-01-01

Full Text Available Introduction: Titanium has become the material of choice with greater applications in dental implants. The success of the dental implant does not only depend on the integration of the implant to the bone but also on the function and longevity of the superstructure. The clinical condition that demands long-term interim prosthesis is challenging owing to the decreased bond between the abutment and the veneering material. Hence, various surface treatments are done on the abutments to increase the bond strength. Aim: This study aimed to evaluate the bond strength between the abutment and the provisional veneering materials by surface treatments such as acid etching, laser etching, and sand blasting of the abutment. Materials and Methods: Forty titanium alloy abutments of 3 mm diameter and 11 mm height were grouped into four groups with ten samples. Groups A, B, C, and D are untreated abutments, sand blasted with 110 μm aluminum particles, etched with 1% hydrofluoric acid and 30% nitric acid, and laser etched with Nd: YAG laser, respectively. Provisional crowns were fabricated with bis-acrylic resin and cemented with noneugenol temporary luting cement. The shear bond strength was measured in universal testing machine using modified Shell–Nielsen shear test after the cemented samples were stored in water at 25°C for 24 h. Load was applied at a constant cross head speed of 5 mm/min until a sudden decrease in resistance indicative of bond failure was observed. The corresponding force values were recorded, and statistical analysis was done using one-way ANOVA and Newman–Keuls post hoc test. Results: The laser-etched samples showed higher bond strength. Conclusion: Among the three surface treatments, laser etching showed the highest bond strength between titanium alloy implant abutment and provisional restorations. The sand-blasted surfaces demonstrated a significant difference in bond strength compared to laser-etched surfaces. The results of this

Evaluation of Bond Strength between Grooved Titanium Alloy Implant Abutments and Provisional Veneering Materials after Surface Treatment of the Abutments: An In vitro Study.

Science.gov (United States)

Venkat, Gowtham; Krishnan, Murugesan; Srinivasan, Suganya; Balasubramanian, Muthukumar

2017-01-01

Titanium has become the material of choice with greater applications in dental implants. The success of the dental implant does not only depend on the integration of the implant to the bone but also on the function and longevity of the superstructure. The clinical condition that demands long-term interim prosthesis is challenging owing to the decreased bond between the abutment and the veneering material. Hence, various surface treatments are done on the abutments to increase the bond strength. This study aimed to evaluate the bond strength between the abutment and the provisional veneering materials by surface treatments such as acid etching, laser etching, and sand blasting of the abutment. Forty titanium alloy abutments of 3 mm diameter and 11 mm height were grouped into four groups with ten samples. Groups A, B, C, and D are untreated abutments, sand blasted with 110 μm aluminum particles, etched with 1% hydrofluoric acid and 30% nitric acid, and laser etched with Nd: YAG laser, respectively. Provisional crowns were fabricated with bis-acrylic resin and cemented with noneugenol temporary luting cement. The shear bond strength was measured in universal testing machine using modified Shell-Nielsen shear test after the cemented samples were stored in water at 25°C for 24 h. Load was applied at a constant cross head speed of 5 mm/min until a sudden decrease in resistance indicative of bond failure was observed. The corresponding force values were recorded, and statistical analysis was done using one-way ANOVA and Newman-Keuls post hoc test. The laser-etched samples showed higher bond strength. Among the three surface treatments, laser etching showed the highest bond strength between titanium alloy implant abutment and provisional restorations. The sand-blasted surfaces demonstrated a significant difference in bond strength compared to laser-etched surfaces. The results of this study confirmed that a combination of surface treatments and bond agents enhances the

Streambed scour evaluations and conditions at selected bridge sites in Alaska, 2012

Science.gov (United States)

Beebee, Robin A.; Schauer, Paul V.

2015-11-19

Streambed scour potential was evaluated at 18 river- and stream-spanning bridges in Alaska that have unknown foundation details or a lack of existing scour analysis. All sites were evaluated for stream stability and long-term scour potential. Contraction scour and abutment scour were calculated for 17 bridges, and pier scour was calculated for 7 bridges that had piers. Vertical contraction (pressure flow) scour was calculated for sites with overtopping floods (where the modeled water surface was higher than the superstructure of the bridge). In most cases, hydraulic models of the 1- and 0.2-percent annual exceedance probability floods (also known as the 100- and 500-year floods, respectively) were used to derive hydraulic variables for the scour calculations. Alternate flood values were used in scour calculations for sites where smaller floods overtopped a bridge or where standard flood-frequency estimation techniques did not apply. Scour was also calculated for large recorded floods at several sites. Equations for scour in cohesive soils were used for sites where streambed sediment was silt-sized or smaller.

A static analysis method for barge-impact design of bridges with consideration of dynamic amplification : final report, November 2009.

Science.gov (United States)

2009-11-01

Current practice with regard to designing bridge structures to resist impact loads associated with barge collisions relies upon the : use of the American Association of State Highway and Transportation Officials (AASHTO) bridge design specifications....

Design and construction of superstructure in prestressed concrete cable-stayed bridge. ; Aomori Bay Bridge. PC shachokyo jobuko no sekkei to seko. ; Aomori Bay Bridge

Energy Technology Data Exchange (ETDEWEB)

Ishibashi, T.; Fujimori, S.; Oba, M.; Tsuyoshi, T. (East Japan Railway Co., Tokyo (Japan))

1991-12-01

Aomori Bay Bridge is a 1,219m long elevated bridge, a part of No.2 Bay Highway of 1,993m in total length crossing over Aomori railway station which was planned in ordecr to integrate the port facilities of Aomori Harbor and expedite cargo traffic smoothly. Of this Bay Bridge, its main bridge portion crossing over Aomori railway station and the sea area was planned as a continuous prestressed concrete cable-stayed bridge of 498m in total length and consisting of three portions including the central portion in which the main span between the central bridge piers was 240m. It is scheduled to open in the summer of 1992. With regard to the design of this bridge, special care for the view of the bridge has been taken covering from the structure style to the accessories. For this bridge, a large scale underground continuous wall solid base with a box-shaped section consisting of 6 chambers was adopted for the base of a main tower. It has the cantilever suspension structure of the wide girder with the inverted Y-shaped pylons. For its stav cable, was adopted a large capacity stay cable with standard tensile strength of 1,942 fabricated on the site and for its covering tube, a FRP tube was adopted. In this article, the construction of the main girder and stay cables, and the construction control during their installation by projection are reported. 7 refs., 14 figs., 9 tabs.

Cracking Behavior of a Concrete Arch Dam with Weak Upper Abutment

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Lei Xu

2017-01-01

Full Text Available The cracking behavior and failure mode of a 78 m high concrete double-curvature arch dam with weak upper abutment are investigated through performing cracking analysis. The mechanical behavior of concrete is simulated using a smeared crack model, in which a combination of the compression yield surface and the crack detection surface with a damaged elasticity concept is employed to describe the failure of concrete. The arch dam with practical mechanical properties of the upper and lower abutments is firstly studied with emphasis on its cracking behavior during overloading. Then, a comprehensive sensitivity analysis is carried out to investigate the influence of the ratio of the mechanical properties of upper abutment to those of lower abutment on dam failure with prime attention placed on the failure mode. Simulation results indicate the adopted smeared crack model is well-suited to the crack analysis of concrete arch dam. It is shown that cracking is localized around the interface between upper and lower abutments, which leads to a fast crack growth in the through-thickness direction of dam and finally causes the dam failure. Furthermore, the sensitivity analysis presents three types of failure modes corresponding to different ratio value, wherein Modes II and III should be avoided since the weak upper abutment plays a predominant role in the cracking and failure of concrete arch dam.

Torque Removal Evaluation of Screw in One-Piece and Two-Piece Abutments Tightened with a Handheld screwdriver

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Jalil Ghanbarzadeh

2013-12-01

Full Text Available Introduction: Some clinicians use a handheld screw driver instead of a torque wrench to definitively tighten abutment screws. The aim of this study was to compare the removal torque of one-piece and two-piece abutments tightened with a handheld driver and a torque control ratchet. Methods: 40 ITI implants were placed in acrylic blocks and divided into 4 groups. In groups one and two, 10 ITI one-piece abutments (Solid® and in groups three and four, 10 ITI two-piece abutments (Synocta® were placed on the implants. In groups one and three abutments were tightened by 5 experienced males and 5 experienced females using a handheld driver. In groups two and four abutments were tightened using a torque wrench with torque values of 10, 20 and 35 N.cm. Insertion torque and removal torque values of the abutments were measured with a digital torque meter. Results: The insertion torque values (ITVs of males in both abutments were significantly higher than those of females. ITVs in both Solid® and Synocta® abutments tightened with a handheld screwdriver were similar to the torque of 20 N.cm in the torque wrench. Removal torque values (RTVs of solid® abutments were higher than those of synocta® abutments. Conclusion: The one- piece abutments (solid® showed higher RTVs than the two-piece abutments (synocta®. Hand driver does not produce sufficient preload force for the final tightening of the abutment

Hollow Abutment Screw Design for Easy Retrieval in Case of Screw Fracture in Dental Implant System.

Science.gov (United States)

Sim, Bo Kyun; Kim, Bongju; Kim, Min Jeong; Jeong, Guk Hyun; Ju, Kyung Won; Shin, Yoo Jin; Kim, Man Yong; Lee, Jong-Ho

2017-01-01

The prosthetic component of dental implant is attached on the abutment which is connected to the fixture with an abutment screw. The abutment screw fracture is not frequent; however, the retrieval of the fractured screw is not easy, and it poses complications. A retrieval kit was developed which utilizes screw removal drills to make a hole on the fractured screw that provides an engaging drill to unscrew it. To minimize this process, the abutment screw is modified with a prefabricated access hole for easy retrieval. This study aimed to introduce this modified design of the abutment screw, the concept of easy retrieval, and to compare the mechanical strengths of the conventional and hollow abutment screws by finite element analysis (FEA) and mechanical test. In the FEA results, both types of abutment screws showed similar stress distribution in the single artificial tooth system. A maximum load difference of about 2% occurred in the vertical load by a mechanical test. This study showed that the hollow abutment screw may be an alternative to the conventional abutment screws because this is designed for easy retrieval and that both abutment screws showed no significant difference in the mechanical tests and in the FEA.

Abutment-to-fixture load transfer and peri-implant bone stress

NARCIS (Netherlands)

van Oers, R.F.; Feilzer, A.J.

2015-01-01

Purpose: To uncover design principles for the abutment-fixture complex that reduce the stress concentration on the bone. Methods: A 3-dimensional finite element model was used to vary shape, elasticity, and connectivity of the abutment-fixture complex. We compared peri-implant bone stress of these

Removal Torque and Biofilm Accumulation at Two Dental Implant-Abutment Joints After Fatigue.

Science.gov (United States)

Pereira, Jorge; Morsch, Carolina S; Henriques, Bruno; Nascimento, Rubens M; Benfatti, Cesar Am; Silva, Filipe S; López-López, José; Souza, Júlio Cm

2016-01-01

The aim of this study was to evaluate the removal torque and in vitro biofilm penetration at Morse taper and hexagonal implant-abutment joints after fatigue tests. Sixty dental implants were divided into two groups: (1) Morse taper and (2) external hexagon implant-abutment systems. Fatigue tests on the implant-abutment assemblies were performed at a normal force (FN) of 50 N at 1.2 Hz for 500,000 cycles in growth medium containing human saliva for 72 hours. Removal torque mean values (n = 10) were measured after fatigue tests. Abutments were then immersed in 1% protease solution in order to detach the biofilms for optical density and colony-forming unit (CFU/cm²) analyses. Groups of implant-abutment assemblies (n = 8) were cross-sectioned at 90 degrees relative to the plane of the implant-abutment joints for the microgap measurement by field-emission guns scanning electron microscopy. Mean values of removal torque on abutments were significantly lower for both Morse taper (22.1 ± 0.5 μm) and external hexagon (21.1 ± 0.7 μm) abutments after fatigue tests than those recorded without fatigue tests (respectively, 24 ± 0.5 μm and 24.8 ± 0.6 μm) in biofilm medium for 72 hours (P = .04). Mean values of microgap size for the Morse taper joints were statistically signicantly lower without fatigue tests (1.7 ± 0.4 μm) than those recorded after fatigue tests (3.2 ± 0.8 μm). Also, mean values of microgap size for external hexagon joints free of fatigue were statistically signicantly lower (1.5 ± 0.4 μm) than those recorded after fatigue tests (8.1 ± 1.7 μm) (P abutments (Abs630nm at 0.06 and 2.9 × 10⁴ CFU/cm²) than that on external hexagon abutments (Abs630nm at 0.08 and 4.5 × 10⁴ CFU/cm²) (P = .01). The mean values of removal torque, microgap size, and biofilm density recorded at Morse taper joints were lower in comparison to those recorded at external hexagon implant-abutment joints after fatigue tests in a simulated oral environment for 72 hours.

Fracture resistance of abutment screws made of titanium, polyetheretherketone, and carbon fiber-reinforced polyetheretherketone

Directory of Open Access Journals (Sweden)

Eduardo Aloisio Fleck NEUMANN

2014-08-01

Full Text Available Fractured abutment screws may be replaced; however, sometimes, the screw cannot be removed and the entire implant must be surgically removed and replaced. The aim of this study was to compare the fracture resistance of abutment retention screws made of titanium, polyetheretherketone (PEEK and 30% carbon fiber-reinforced PEEK, using an external hexagonal implant/UCLA-type abutment interface assembly. UCLA-type abutments were fixed to implants using titanium screws (Group 1, polyetheretherketone (PEEK screws (Group 2, and 30% carbon fiber-reinforced PEEK screws (Group 3. The assemblies were placed on a stainless steel holding apparatus to allow for loading at 45o off-axis, in a universal testing machine. A 200 N load (static load was applied at the central point of the abutment extremity, at a crosshead speed of 5 mm/minute, until failure. Data was analyzed by ANOVA and Tukey’s range test. The titanium screws had higher fracture resistance, compared with PEEK and 30% carbon fiber-reinforced PEEK screws (p 0.05. Finally, visual analysis of the fractions revealed that 100% of them occurred at the neck of the abutment screw, suggesting that this is the weakest point of this unit. PEEK abutment screws have lower fracture resistance, in comparison with titanium abutment screws.

Fracture resistance of abutment screws made of titanium, polyetheretherketone, and carbon fiber-reinforced polyetheretherketone.

Science.gov (United States)

Neumann, Eduardo Aloisio Fleck; Villar, Cristina Cunha; França, Fabiana Mantovani Gomes

2014-01-01

Fractured abutment screws may be replaced; however, sometimes, the screw cannot be removed and the entire implant must be surgically removed and replaced. The aim of this study was to compare the fracture resistance of abutment retention screws made of titanium, polyetheretherketone (PEEK) and 30% carbon fiber-reinforced PEEK, using an external hexagonal implant/UCLA-type abutment interface assembly. UCLA-type abutments were fixed to implants using titanium screws (Group 1), polyetheretherketone (PEEK) screws (Group 2), and 30% carbon fiber-reinforced PEEK screws (Group 3). The assemblies were placed on a stainless steel holding apparatus to allow for loading at 45o off-axis, in a universal testing machine. A 200 N load (static load) was applied at the central point of the abutment extremity, at a crosshead speed of 5 mm/minute, until failure. Data was analyzed by ANOVA and Tukey's range test. The titanium screws had higher fracture resistance, compared with PEEK and 30% carbon fiber-reinforced PEEK screws (p 0.05). Finally, visual analysis of the fractions revealed that 100% of them occurred at the neck of the abutment screw, suggesting that this is the weakest point of this unit. PEEK abutment screws have lower fracture resistance, in comparison with titanium abutment screws.

Damage identification method for continuous girder bridges based on spatially-distributed long-gauge strain sensing under moving loads

Science.gov (United States)

Wu, Bitao; Wu, Gang; Yang, Caiqian; He, Yi

2018-05-01

A novel damage identification method for concrete continuous girder bridges based on spatially-distributed long-gauge strain sensing is presented in this paper. First, the variation regularity of the long-gauge strain influence line of continuous girder bridges which changes with the location of vehicles on the bridge is studied. According to this variation regularity, a calculation method for the distribution regularity of the area of long-gauge strain history is investigated. Second, a numerical simulation of damage identification based on the distribution regularity of the area of long-gauge strain history is conducted, and the results indicate that this method is effective for identifying damage and is not affected by the speed, axle number and weight of vehicles. Finally, a real bridge test on a highway is conducted, and the experimental results also show that this method is very effective for identifying damage in continuous girder bridges, and the local element stiffness distribution regularity can be revealed at the same time. This identified information is useful for maintaining of continuous girder bridges on highways.

A Generalized Mathematical Model for the Fracture Problem of the Suspended Highway

Directory of Open Access Journals (Sweden)

Zhao Ying

2017-01-01

Full Text Available In order to answer dangling fracture problems of highway, the suspended pavement equivalent for non - suspended pavement, through the special boundary conditions has been suspended highway stress field of expression, in accordance with the 3D fracture model of crack formation, and establish a vacant, a general mathematics model for fracture problems of highway and analysis in highway suspended segment weight and vehicle load limit of highway capacity of Pu For overturning road inPu is less than the force of carrying more than compared to the work and fruit Bridge Hydropower Station Road engineering examples to verify suspended highway should force field expressions for the correctness and applicability. The results show that: when the hanging ratio R 0. 243177 limits of Pu design axle load 100kN. When the vertical crack in the vacant in the direction of length greater than 0. 1, the ultimate bearing capacity is less than the design axle load 100kN; when the hanging ratio R is less than 0. 5, the road to local fracture, the ultimate bearing capacity of suspended stress field expressions in solution; when the hanging ratio is greater than or equal to 0. 5, the road does not reach the limit bearing capacity of the whole body; torque shear surface of the effect is far less than the bending moments on shear planes.

Effect of cyclic load on vertical misfit of prefabricated and cast implant single abutment

OpenAIRE

de Jesus Tavarez, Rudys Rodolfo; Bonachela, Wellington Cardoso; Xible, Anuar Antônio

2011-01-01

OBJECTIVES: The purpose of this in vitro study was to evaluate misfit alterations at the implant/abutment interface of external and internal connection implant systems when subjected to cyclic loading. MATERIAL AND METHODS: Standard metal crowns were fabricated for 5 groups (n=10) of implant/abutment assemblies: Group 1, external hexagon implant and UCLA cast-on premachined abutment; Group 2, internal hexagon implant and premachined abutment; Group 3, internal octagon implant and prefabricate...

Continuous prestressed concrete girder bridges, volume 2 : analysis, testing, and recommendations.

Science.gov (United States)

2016-12-01

The Texas Department of Transportation designs typical highway bridge structures as simple span systems using : standard precast, pretensioned girders. Spans are limited to about 150 ft due to weight and length restrictions on : transporting the prec...

Can the Hydroxyapatite-Coated Skin-Penetrating Abutment for Bone Conduction Hearing Implants Integrate with the Surrounding Skin?

Science.gov (United States)

van Hoof, Marc; Wigren, Stina; Duimel, Hans; Savelkoul, Paul H M; Flynn, Mark; Stokroos, Robert Jan

2015-01-01

Percutaneous implants, such as bone conduction hearing implants, suffer from complications that include inflammation of the surrounding skin. A sealed skin-abutment interface can prevent the ingress of bacteria, which should reduce the occurrence of peri-abutment dermatitis. It was hypothesized that a hydroxyapatite (HA)-coated abutment in conjunction with soft tissue preservation surgery should enable integration with the adjacent skin. Previous research has confirmed that integration is never achieved with as-machined titanium abutments. Here, we investigate, in vivo, if skin integration is achievable in patients using a HA-coated abutment. One titanium abutment (control) and one HA-coated abutment (case) together with the surrounding skin were surgically retrieved from two patients who had a medical indication for this procedure. Histological sections of the skin were investigated using light microscopy. The abutment was qualitatively analyzed using scanning electron microscopy. The titanium abutment only had a partial and thin layer of attached amorphous biological material. The HA-coated abutment was almost fully covered by a pronounced thick layer of organized skin, composed of different interconnected structural layers. Proof-of-principle evidence that the HA-coated abutment can achieve integration with the surrounding skin was presented for the first time.

Biomechanical evaluation of different abutment-implant connections - A nonlinear finite element analysis

Science.gov (United States)

Ishak, Muhammad Ikman; Shafi, Aisyah Ahmad; Rosli, M. U.; Khor, C. Y.; Zakaria, M. S.; Rahim, Wan Mohd Faizal Wan Abd; Jamalludin, Mohd Riduan

2017-09-01

The success of dental implant surgery is majorly dependent on the stability of prosthesis to anchor to implant body as well as the integration of implant body to bone. The attachment between dental implant body and abutment plays a vital role in attributing to the stability of dental implant system. A good connection between implant body cavity to abutment may minimize the complications of abutment loosening and implant fractures as widely reported in clinical findings. The aim of this paper is to investigate the effect of different abutment-implant connections on stress dispersion within the abutment and implant bodies as well as displacement of implant body via three-dimensional (3-D) finite element analysis (FEA). A 3-D model of mandible was reconstructed from computed tomography (CT) image datasets using an image-processing software with the selected region of interest was the left side covering the second premolar, first molar and second molar regions. The bone was modelled as compact (cortical) and porous (cancellous) structures. Besides, three implant bodies and three generic models of abutment with different types of connections - tapered interference fit (TIF), tapered integrated screwed-in (TIS) and screw retention (SR) were created using computer-aided design (CAD) software and all models were then analysed via 3D FEA software. Occlusal forces of 114.6 N, 17.2 N and 23.4 N were applied in the axial, lingual and mesio-distal directions, respectively, on the top surface of first molar crown. All planes of the mandibular bone model were rigidly fixed. The result exhibited that abutment with TIS connection produced the most favourable stress and displacement outcomes as compared to other attachment types. This is due to the existence of integrated screw at the bottom portion of tapered abutment which increases the motion resistance.

Influence of implant abutment material on the color of different ceramic crown systems.

Science.gov (United States)

Dede, Doğu Ömür; Armağanci, Arzu; Ceylan, Gözlem; Celik, Ersan; Cankaya, Soner; Yilmaz, Burak

2016-11-01

Ceramics are widely used for anterior restorations; however, clinical color reproduction still constitutes a challenge particularly when the ceramic crowns are used on titanium implant abutments. The purpose of this in vitro study was to investigate the effect of implant abutment material on the color of different ceramic material systems. Forty disks (11×1.5 mm, shade A2) were fabricated from medium-opacity (mo) and high-translucency (ht) lithium disilicate (IPS e.max) blocks, an aluminous ceramic (VITA In-Ceram Alumina), and a zirconia (Zirkonzahn) ceramic system. Disks were fabricated to represent 3 different implant abutments (zirconia, gold-palladium, and titanium) and dentin (composite resin, A2 shade) as background (11×2 mm). Disk-shaped composite resin specimens in A2 shade were fabricated to represent the cement layer. The color measurements of ceramic specimens were made on composite resin abutment materials using a spectrophotometer. CIELab color coordinates were recorded, and the color coordinates measured on composite resin background served as the control group. Color differences (ΔE 00 ) between the control and test groups were calculated. The data were analyzed with 2-way analysis of variance (ANOVA) and compared with the Tukey HSD test (α=.05). The ceramics system, abutment material, and their interaction were significant for ΔE 00 values (P2.25) were observed for lithium disilicate ceramics on titanium abutments (2.46-2.50). The ΔE 00 values of lithium disilicate ceramics for gold-palladium and titanium abutments were significantly higher than for other groups (P2.25) of an implant-supported lithium disilicate ceramic restoration may be clinically unacceptable if it is fabricated over a titanium abutment. Zirconia may be a more suitable abutment material for implant-supported ceramic restorations. Copyright © 2016 Editorial Council for the Journal of Prosthetic Dentistry. Published by Elsevier Inc. All rights reserved.

A comparative finite elemental analysis of glass abutment supported and unsupported cantilever fixed partial denture.

Science.gov (United States)

Ramakrishaniah, Ravikumar; Al Kheraif, Abdulaziz A; Elsharawy, Mohamed A; Alsaleh, Ayman K; Ismail Mohamed, Karem M; Rehman, Ihtesham Ur

2015-05-01

The purpose of this study was to investigate and compare the load distribution and displacement of cantilever prostheses with and without glass abutment by three dimensional finite element analysis. Micro-computed tomography was used to study the relationship between the glass abutment and the ridge. The external surface of the maxilla was scanned, and a simplified finite element model was constructed. The ZX-27 glass abutment and the maxillary first and second premolars were created and modified. The solid model of the three-unit cantilever fixed partial denture was scanned, and the fitting surface was modified with reference to the created abutments using the 3D CAD system. The finite element analysis was completed in ANSYS. The fit and total gap volume between the glass abutment and dental model were determined by Skyscan 1173 high-energy spiral micro-CT scan. The results of the finite element analysis in this study showed that the cantilever prosthesis supported by the glass abutment demonstrated significantly less stress on the terminal abutment and overall deformation of the prosthesis under vertical and oblique load. Micro-computed tomography determined a gap volume of 6.74162 mm(3). By contacting the mucosa, glass abutments transfer some amount of masticatory load to the residual alveolar ridge, thereby preventing damage to the periodontal microstructures of the terminal abutment. The passive contact of the glass abutment with the mucosa not only preserves the health of the mucosa covering the ridge but also permits easy cleaning. It is possible to increase the success rate of cantilever FPDs by supporting the cantilevered pontic with glass abutments. Copyright © 2015 Academy of Dental Materials. Published by Elsevier Ltd. All rights reserved.

The role of dental implant abutment design on the aesthetic outcome: preliminary 3-month post-loading results from a multicentre split-mouth randomised controlled trial comparing two different abutment designs.

Science.gov (United States)

Esposito, Marco; Cardaropoli, Daniele; Gobbato, Luca; Scutellà, Fabio; Fabianelli, Andrea; Mascellani, Saverio; Delli Ficorelli, Gianluca; Mazzocco, Fabio; Sbricoli, Luca; Trullenque-Eriksson, Anna

To evaluate whether there are aesthetic and clinical benefits to using a newly designed abutment (Curvomax), over a conventional control abutment (GingiHue). A total of 49 patients, who required at least two implants, had two sites randomised according to a split-mouth design to receive one abutment of each type at seven different centres. The time of loading (immediate, early or delayed) and of prosthesis (provisional crowns of fixed prosthesis) was decided by the clinicians, but they had to restore both implants in a similar way. Provisional prostheses were replaced by definitive ones 3 months after initial loading, when the follow-up for the initial part of this study was completed. Outcome measures were: prosthesis failures, implant failures, complications, pink esthetic score (PES), peri-implant marginal bone level changes, and patient preference. In total, 49 Curvomax and 49 GingiHue abutments were delivered. Two patients dropped out. No implant failure, prosthesis failure or complication was reported. There were no differences at 3 months post-loading for PES (difference = -0.15, 95% CI -0.55 to 0.25; P (paired t test) = 0.443) and marginal bone level changes (difference = -0.02 mm, 95% CI -0.20 to 0.16; P (paired t test) = 0.817). The majority of the patients (30) had no preference regarding the two abutment designs; 11 patients preferred the Curvomax, while five patients preferred the GingiHue abutments (P (McNemar test) = 0.210). The preliminary results of the comparison between two different abutment designs did not disclose any statistically significant differences between the evaluated abutments. However the large number of missing radiographs and clinical pictures casts doubt on the reliability of the results. Longer follow-ups of wider patient populations are needed to better understand whether there is an effective advantage with one of the two abutment designs. Conflict of interest statement: This research project was originally partially funded by

Fragility curves for bridges under differential support motions

DEFF Research Database (Denmark)

Konakli, Katerina

2012-01-01

This paper employs the notion of fragility to investigate the seismic vulnerability of bridges subjected to spatially varying support motions. Fragility curves are developed for four highway bridges in California with vastly different structural characteristics. The input in this analysis consists...... of simulated ground motion arrays with temporal and spectral nonstationarities, and consistent with prescribed spatial variation patterns. Structural damage is quantified through displacement ductility demands obtained from nonlinear time-history analysis. The potential use of the ‘equal displacement’ rule...... to approximately evaluate displacement demands from analysis of the equivalent linear systems is examined....

Intelligent Lane Reservation System for Highway(s)

OpenAIRE

Dobre, Ciprian

2012-01-01

Highways tend to get congested because of the increase in the number of cars travelling on them. There are two solutions to this. The first one, which is also expensive, consists in building new highways to support the traffic. A much cheaper alternative consists in the introduction of advanced intelligent traffic control systems to manage traffic and increase the efficiency of the already existing highways. Intelligent lane reservation system for highways (ILRSH) is such a software control s...

Numerical analysis of dynamic response of vehicle–bridge coupled system on long-span continuous girder bridge

Directory of Open Access Journals (Sweden)

Lipeng An

2016-07-01

Full Text Available To systematically study the vehicle–bridge coupled dynamic response and its change rule with different parameters, a vehicle model with seven degrees of freedom was built and the total potential energy of vehicle space vibration system was deduced. Considering the stimulation of road roughness, the dynamic response equation of vehicle–bridge coupled system was established in accordance with the elastic system principle of total potential energy with stationary value and the “set-in-right-position” rule. On the basis of the self-compiled Fortran program and bridge engineering, the dynamic response of long-span continuous girder bridge under vehicle load was studied. This study also included the calculation of vehicle impact coefficient, evaluation of vibration comfort, and analysis of dynamic response parameters. Results show the impact coefficient changes with lane number and is larger than the value calculated by the “general code for design of highway bridges and culverts (China”. The Dieckmann index of bridge vibration is also related to lane number, and the vibration comfort evaluation is good in normal conditions. The relevant conclusions from parametric analyses have practical significance to dynamic design and daily operation of long-span continuous girder bridges in expressways. Safety and comfort are expected to improve significantly with further control of the vibration of vehicle–bridge system.

Hollow Abutment Screw Design for Easy Retrieval in Case of Screw Fracture in Dental Implant System

Directory of Open Access Journals (Sweden)

Bo Kyun Sim

2017-01-01

Full Text Available The prosthetic component of dental implant is attached on the abutment which is connected to the fixture with an abutment screw. The abutment screw fracture is not frequent; however, the retrieval of the fractured screw is not easy, and it poses complications. A retrieval kit was developed which utilizes screw removal drills to make a hole on the fractured screw that provides an engaging drill to unscrew it. To minimize this process, the abutment screw is modified with a prefabricated access hole for easy retrieval. This study aimed to introduce this modified design of the abutment screw, the concept of easy retrieval, and to compare the mechanical strengths of the conventional and hollow abutment screws by finite element analysis (FEA and mechanical test. In the FEA results, both types of abutment screws showed similar stress distribution in the single artificial tooth system. A maximum load difference of about 2% occurred in the vertical load by a mechanical test. This study showed that the hollow abutment screw may be an alternative to the conventional abutment screws because this is designed for easy retrieval and that both abutment screws showed no significant difference in the mechanical tests and in the FEA.

Hollow Abutment Screw Design for Easy Retrieval in Case of Screw Fracture in Dental Implant System

Science.gov (United States)

Kim, Bongju; Shin, Yoo Jin

2017-01-01

The prosthetic component of dental implant is attached on the abutment which is connected to the fixture with an abutment screw. The abutment screw fracture is not frequent; however, the retrieval of the fractured screw is not easy, and it poses complications. A retrieval kit was developed which utilizes screw removal drills to make a hole on the fractured screw that provides an engaging drill to unscrew it. To minimize this process, the abutment screw is modified with a prefabricated access hole for easy retrieval. This study aimed to introduce this modified design of the abutment screw, the concept of easy retrieval, and to compare the mechanical strengths of the conventional and hollow abutment screws by finite element analysis (FEA) and mechanical test. In the FEA results, both types of abutment screws showed similar stress distribution in the single artificial tooth system. A maximum load difference of about 2% occurred in the vertical load by a mechanical test. This study showed that the hollow abutment screw may be an alternative to the conventional abutment screws because this is designed for easy retrieval and that both abutment screws showed no significant difference in the mechanical tests and in the FEA. PMID:29065610

Continuous prestressed concrete girder bridges volume 1 : literature review and preliminary designs.

Science.gov (United States)

2012-06-01

The Texas Department of Transportation (TxDOT) is currently designing typical highway bridge structures as simply supported using standard precast, pretensioned girders. TxDOT is interested in developing additional economical design alternatives for ...

Evaluation of Dynamic Characteristics of the Footbridge with Integral Abutments

Science.gov (United States)

Pańtak, Marek; Jarek, Bogusław

2017-09-01

The paper presents the results of dynamic field tests and numerical analysis of the footbridge designed as a three-span composite structure with integral abutments. The adopted design solution which has allowed to achieve a high resistance of the structure to dynamic loads and to meet the requirements of the criteria of comfort of use with a large reserve has been characterized. For comparative purposes, numerical analyzes of three construction variants of the footbridge were presented: F-1 - construction with integral abutments (realized variant), F-2 - construction with girders anchored in the abutments by means of tension rocker bearings, F-3 - construction with concrete side spans.

Evaluation of Dynamic Characteristics of the Footbridge with Integral Abutments

Directory of Open Access Journals (Sweden)

Pańtak Marek

2017-09-01

Full Text Available The paper presents the results of dynamic field tests and numerical analysis of the footbridge designed as a three-span composite structure with integral abutments. The adopted design solution which has allowed to achieve a high resistance of the structure to dynamic loads and to meet the requirements of the criteria of comfort of use with a large reserve has been characterized. For comparative purposes, numerical analyzes of three construction variants of the footbridge were presented: F-1 - construction with integral abutments (realized variant, F-2 - construction with girders anchored in the abutments by means of tension rocker bearings, F-3 - construction with concrete side spans.

Effect of cyclic load on vertical misfit of prefabricated and cast implant single abutment

Directory of Open Access Journals (Sweden)

Rudys Rodolfo de Jesus Tavarez

2011-02-01

Full Text Available OBJECTIVES: The purpose of this in vitro study was to evaluate misfit alterations at the implant/abutment interface of external and internal connection implant systems when subjected to cyclic loading. MATERIAL AND METHODS: Standard metal crowns were fabricated for 5 groups (n=10 of implant/abutment assemblies: Group 1, external hexagon implant and UCLA cast-on premachined abutment; Group 2, internal hexagon implant and premachined abutment; Group 3, internal octagon implant and prefabricated abutment; Group 4, external hexagon implant and UCLA cast-on premachined abutment; and Group 5, external hexagon implant and Ceraone abutment. For groups 1, 2, 3 and 5, the crowns were cemented on the abutments and in group 4 crowns were screwed directly on the implant. The specimens were subjected to 500,000 cycles at 19.1 Hz of frequency and non-axial load of 133 N in a MTS 810 machine. The vertical misfit (μm at the implant/abutment interface was evaluated before (B and after (A application of the cyclic loading. Data were analyzed statistically by using two-away ANOVA and Tukey's post-hoc test (p<0.05. RESULTS: Before loading values showed no difference among groups 2 (4.33±3.13, 3 (4.79±3.43 and 5 (3.86±4.60; between groups 1 (12.88±6.43 and 4 (9.67±3.08, and among groups 2, 3 and 4. However, groups 1 and 4 were significantly different from groups 2, 3 and 5. After loading values of groups 1 (17.28±8.77 and 4 (17.78±10.99 were significantly different from those of groups 2 (4.83±4.50, 3 (8.07±4.31 and 5 (3.81±4.84. There was a significant increase in misfit values of groups 1, 3 and 4 after cyclic loading, but not for groups 2 and 5. CONCLUSIONS: The cyclic loading and type of implant/abutment connection may develop a role on the vertical misfit at the implant/abutment interface.

Disassembly of an arch bridge deformed due to landslide activity and the replacement of a new bridge in the same site. Jisuberi ni yori henkei shita arch bashi no kaitai to shinbashi no kakekae

Energy Technology Data Exchange (ETDEWEB)

Sano, S; Morimoto, C; Tomoda, T; Mizukawa, Y; Onushi, M; Ito, T [Kawasaki Heavy Industries, Ltd., Tokyo (Japan)

1991-10-20

This report describes the replacement process of an arch bridge deformed due to landslide activity, selection and contents of the disassembly method, and configuration of the new bridge and its design method. The Ryugu Bridge had been damaged by landslides over an extended period. It was a deck arch bridge having originally a span of 74 meters, but it had shortened by 424 mm due to landslide activity during 14 years since its completion. Then it was decided to be replaced by a new bridge having an adjustable structure to support the movement of its abutments. As disassembly of the deformed arch bridge could be dangerous, the best methodology was studied, and the disassembly was carried out by the cable method. The new bridge had box-girder parts in both side of the main truss, so as to be adjustable to the change of the span length, and the bridge was designed for a working life of 50 years if the bearing supports and expansion joints were reset every 10 years. Concerning the connecting parts between the box-girder and the main truss, appropriateness of the sectional configuration was verified by FEM analysis. 9 refs., 18 figs., 2 tab.

Effects of artificial aging conditions on yttria-stabilized zirconia implant abutments.

Science.gov (United States)

Basílio, Mariana de Almeida; Cardoso, Kátia Vieira; Antonio, Selma Gutierrez; Rizkalla, Amin Sami; Santos Junior, Gildo Coelho; Arioli Filho, João Neudenir

2016-08-01

Most ceramic abutments are fabricated from yttria-stabilized tetragonal zirconia (Y-TZP). However, Y-TZP undergoes hydrothermal degradation, a process that is not well understood. The purpose of this in vitro study was to assess the effects of artificial aging conditions on the fracture load, phase stability, and surface microstructure of a Y-TZP abutment. Thirty-two prefabricated Y-TZP abutments were screwed and tightened down to external hexagon implants and divided into 4 groups (n = 8): C, control; MC, mechanical cycling (1×10(6) cycles; 10 Hz); AUT, autoclaving (134°C; 5 hours; 0.2 MPa); and TC, thermal cycling (10(4) cycles; 5°/55°C). A single-load-to-fracture test was performed at a crosshead speed of 0.5 mm/min to assess the assembly's resistance to fracture (ISO Norm 14801). X-ray diffraction (XRD) analysis was applied to observe and quantify the tetragonal-monoclinic (t-m) phase transformation. Representative abutments were examined with high-resolution scanning electron microscopy (SEM) to observe the surface characteristics of the abutments. Load-to-fracture test results (N) were compared by ANOVA and Tukey test (α=.05). XRD measurements revealed the monoclinic phase in some abutments after each aging condition. All the aging conditions reduced the fracture load significantly (Paging conditions. Copyright © 2016 Editorial Council for the Journal of Prosthetic Dentistry. Published by Elsevier Inc. All rights reserved.

Fracture Resistance and Mode of Failure of Ceramic versus Titanium Implant Abutments and Single Implant-Supported Restorations.

Science.gov (United States)

Sghaireen, Mohd G

2015-06-01

The material of choice for implant-supported restorations is affected by esthetic requirements and type of abutment. This study compares the fracture resistance of different types of implant abutments and implant-supported restorations and their mode of failure. Forty-five Oraltronics Pitt-Easy implants (Oraltronics Dental Implant Technology GmbH, Bremen, Germany) (4 mm diameter, 10 mm length) were embedded in clear autopolymerizing acrylic resin. The implants were randomly divided into three groups, A, B and C, of 15 implants each. In group A, titanium abutments and metal-ceramic crowns were used. In group B, zirconia ceramic abutments and In-Ceram Alumina crowns were used. In group C, zirconia ceramic abutments and IPS Empress Esthetic crowns were used. Specimens were tested to failure by applying load at 130° from horizontal plane using an Instron Universal Testing Machine. Subsequently, the mode of failure of each specimen was identified. Fracture resistance was significantly different between groups (p Empress crowns supported by zirconia abutments had the lowest fracture loads (p = .000). Fracture modes of metal-ceramic crowns supported by titanium abutments included screw fracture and screw bending. Fracture of both crown and abutment was the dominant mode of failure of In-Ceram/IPS Empress crowns supported by zirconia abutments. Metal-ceramic crowns supported by titanium abutments were more resistant to fracture than In-Ceram crowns supported by zirconia abutments, which in turn were more resistant to fracture than IPS Empress crowns supported by zirconia abutments. In addition, failure modes of restorations supported by zirconia abutments were more catastrophic than those for restorations supported by titanium abutments. © 2013 Wiley Periodicals, Inc.

Study on seismic behaviour of integral concrete bridges with different skew angles through fragility curves

Directory of Open Access Journals (Sweden)

Mahmoud Reza ُُShiravand

2017-12-01

Full Text Available Bridges are key elements in urban transportation system and should be designed to sustain earthquake induced damages to be utilized after earthquake. Extensive damages during last earthquakes highlighted the importance of seismic assessment and damage estimation of bridges. Skewness is one of the primary parameters effects on seismic behavior of bridges. Skew bridges are defined as bridges with skew angle piers and abutments. In these bridges, the piers have some degrees of skewness due to construction restrictions, such as those caused by crossing a waterway, railway line or road. This paper aims to investigate seismic behavior of skew concrete bridges using damage criteria and estimate probability of piers damage with fragility curves. To this end, three types of concrete bridges with two, three and four spans and varying skew angles of 00 ,100, 200 and 300 are modeled with finite element software. Seismic responses of bridge piers under 10 earthquake ground motion records are calculated using incremental dynamic analysis. Following, damage criteria proposed by Mackie and Stojadinovic are used to define damage limits of bridge piers in four damage states of slight, moderate, extensive and complete and bridge fragility curves are developed. The results show that increasing skew angles increases the probability of damage occurrence, particularly in extensive and complete damage states.

Effects of Screw Configuration on the Preload Force of Implant-Abutment Screws.

Science.gov (United States)

Zipprich, Holger; Rathe, Florian; Pinz, Sören; Schlotmann, Luca; Lauer, Hans-Christoph; Ratka, Christoph

The aim of this study was to investigate the effects of tightening torque, screw head angle, and thread number on the preload force of abutment screws. The test specimens consisted of three self-manufactured components (ie, a thread sleeve serving as an implant analog, an abutment analog, and an abutment screw). The abutment screws were fabricated with metric M1.6 external threads. The thread number varied between one and seven threads. The screw head angles were produced in eight varying angles (30 to 180 degrees). A sensor unit simultaneously measured the preload force of the screw and the torsion moment inside the screw shank. The tightening of the screw with the torque wrench was performed in five steps (15 to 35 Ncm). The torque wrench was calibrated before each step. Only the tightening torque and screw head angle affected the resulting preload force of the implant-abutment connection. The thread number had no effect. There was an approximately linear correlation between tightening torque and preload force. The tightening torque and screw head angle were the only study parameters that affected the resulting preload force of the abutment screw. The results obtained from this experiment are valid only for a single torque condition. Further investigations are needed that analyze other parameters that affect preload force. Once these parameters are known, it will add value for a strong, but detachable connection between the implant and abutment. Short implants and flat-to-flat connections especially will benefit significantly from this knowledge.

Analysis of the Generating and Influencing Factors of Vertical Cracking in Abutments during Construction

Directory of Open Access Journals (Sweden)

Xingwei Xue

2018-01-01

Full Text Available In order to analyze the causes of cracking in abutments subject to concrete shrinkage and temperature variation during the construction process and to determine factors affecting the mechanical properties of the abutment, nonlinear calculations capturing abutment behavior are conducted with Midas/FEA software. Using these calculations, the cracking mechanism is identified, and the influence of the evaluated factors is analyzed. It is concluded that the deformation between the pile cap and abutment backwall as constrained by a pile foundation when subjected to concrete shrinkage and temperature changes is the basic cause of abutment cracks during construction; these cracks form over the piles and develop upward. For a given reinforcement ratio, the distribution of horizontal crack-control steel using small, closely spaced bars is more beneficial. When pile-bearing capacity meets the standard, the width of the generated cracks tends to decrease with the decrease in the diameter of the piles. The existence of a postcast strip in the abutment backwall also contributes to the decrease in the depth of the crack. Finally, the impact of age difference between the pile cap concrete and abutment backwall concrete on cracking is inconsequential.

Evaluation of resilient abutment components on measured strain using dynamic loading conditions.

Science.gov (United States)

Morton, D; Stanford, C M; Aquilino, S A

1998-07-01

Factors that affect transmission of strain from prostheses to bone may affect the long-term success of loaded implants. Current in vitro models are theoretically predictive (finite element modeling) or facsimile (photoelastic) in nature. A more clinically relevant in vitro model for strain evaluation should be investigated. This study attempted: (1) to validate a human cadaver bone model for vitro measurement of cortical bone strain, and (2) to evaluate the effect on cortical strain measurements of a resilient plastic component incorporated within a titanium implant in response to variable dynamic loading. Two IMZ (Interpore International) abutment alternatives were used: the titanium Abutment Complete and the polyoxymethylene Intra-mobile Element. The model system consisted of two implants placed in unfixed human cadaver ulna bone to simulate an implant bound edentulous region. Four biaxial rosette strain gauges simultaneously recorded cortical bone strain immediately mesial and distal to each implant. During experimentation a simulated prosthetic framework supported by either titanium or polyoxymethylene abutments was dynamically loaded 6 min from the terminal abutment along a cantilever extension. Cyclic nominal peak loads were applied with a materials testing machine at 20-N intervals from 20 to 200 N at a crosshead speed of 5 mm/minute. The protocol allowed frequency of load application to vary. A Newtonian linear correlation (r2 > or = 0.98) between load application and strain output was determined for each gauge position except for the terminal gauge located opposite the cantilever. Cortical strains recorded were within reported physiologic ranges involved in bone modeling and remodeling. Further, the polyoxymethylene abutment components did not result in reduction of peak microstrain at any gauge position. The Intra-mobile Element abutments, however, did increase the time required to complete 10 loading cycles when compared with the titanium Abutment

Development of wave and surge atlas for the design and protection of coastal bridges in south Louisiana : [tech summary].

Science.gov (United States)

2015-02-01

The failures of highway bridges on the Gulf Coast seen in the aftermath of Hurricane Katrina in 2005 were unprecedented. : In the past four decades, wind waves accompanied by high surges from hurricanes have damaged a number of coastal : bridges alon...

Implant-Abutment Contact Surfaces and Microgap Measurements of Different Implant Connections Under 3-Dimensional X-Ray Microtomography.

Science.gov (United States)

Scarano, Antonio; Valbonetti, Luca; Degidi, Marco; Pecci, Raffaella; Piattelli, Adriano; de Oliveira, P S; Perrotti, Vittoria

2016-10-01

The presence of a microgap between implant and abutment could produce a bacterial reservoir which could interfere with the long-term health of the periimplant tissues. The aim of this article was to evaluate, by x-ray 3-dimensional microtomography, implant-abutment contact surfaces and microgaps at the implant-abutment interface in different types of implant-abutment connections. A total of 40 implants were used in this in vitro study. Ten implants presented a screw-retained internal hexagon abutment (group I), 10 had a Morse Cone taper internal connection (group II), 10 another type of Morse Cone taper internal connection (group III), and 10 had a screwed trilobed connection (group IV). In both types of Morse Cone internal connections, there was no detectable separation at the implant-abutment in the area of the conical connection, and there was an absolute congruity without any microgaps between abutment and implant. No line was visible separating the implant and the abutment. On the contrary, in the screwed abutment implants, numerous gaps and voids were present. The results of this study support the hypothesis that different types of implant-abutment joints are responsible for the observed differences in bacterial penetration.

Marginal overweight operating scenario for DOE's initiative I highway casks

International Nuclear Information System (INIS)

Hill, C.V.; Loud, G.C.; Heitzman, A.C.

1993-01-01

This paper assesses the potential transport of high-capacity Initiative I highway casks under development by the Office of Civilian Radioactive Waste Management (OCRWM) as permitted marginal overweight shipments that: exceed a gross vehicle weight (gvw) limit of 80,000, but weight less than 96,000 pounds; follow axle and axle group weight limits adopted by the Surface Transportation Assistance Act (STAA) of 1982; conform to dimensional restrictions to operate on most major highways; and comply with the Federal Bridge Formula. The marginal overweight tractor-trailer would operate in normal open-quotes over-the-roadclose quotes mode and comply with all laws and regulations. The vehicle would have a sleeper berth and two drivers - one to drive while the other provides escort and communications services and accumulates required off-duty time

Seismic Response Analysis of Continuous Multispan Bridges with Partial Isolation

Directory of Open Access Journals (Sweden)

E. Tubaldi

2015-01-01

Full Text Available Partially isolated bridges are a particular class of bridges in which isolation bearings are placed only between the piers top and the deck whereas seismic stoppers restrain the transverse motion of the deck at the abutments. This paper proposes an analytical formulation for the seismic analysis of these bridges, modelled as beams with intermediate viscoelastic restraints whose properties describe the pier-isolator behaviour. Different techniques are developed for solving the seismic problem. The first technique employs the complex mode superposition method and provides an exact benchmark solution to the problem at hand. The two other simplified techniques are based on an approximation of the displacement field and are useful for preliminary assessment and design purposes. A realistic bridge is considered as case study and its seismic response under a set of ground motion records is analyzed. First, the complex mode superposition method is applied to study the characteristic features of the dynamic and seismic response of the system. A parametric analysis is carried out to evaluate the influence of support stiffness and damping on the seismic performance. Then, a comparison is made between the exact solution and the approximate solutions in order to evaluate the accuracy and suitability of the simplified analysis techniques for evaluating the seismic response of partially isolated bridges.

Axial displacements in external and internal implant-abutment connection.

Science.gov (United States)

Lee, Ji-Hye; Kim, Dae-Gon; Park, Chan-Jin; Cho, Lee-Ra

2014-02-01

The purpose of this study was to evaluate the axial displacement of the abutments during clinical procedures by the tightening torque and cyclic loading. Two different implant-abutment connection systems were used (external butt joint connection [EXT]; internal tapered conical connection [INT]). The master casts with two implant replicas, angulated 10° from each other, were fabricated for each implant connection system. Four types of impression copings were assembled and tightened with the corresponding implants (hex transfer impression coping, non-hex transfer impression coping, hex pick-up impression coping, non-hex pick-up impression coping). Resin splinted abutments and final prosthesis were assembled. The axial displacement was measured from the length of each assembly, which was evaluated repeatedly, after 30 Ncm torque tightening. After 250 N cyclic loading of final prosthesis for 1,000,000 cycles, additional axial displacement was recorded. The mean axial displacement was statistically analyzed (repeated measured ANOVA). There was more axial displacement in the INT group than that of the EXT group in impression copings, resin splinted abutments, and final prosthesis. Less axial displacement was found at 1-piece non-hex transfer type impression coping than other type of impression copings in the INT group. There was more axial displacement at the final prosthesis than resin splinted abutments in the INT and the EXT groups. After 250 N cyclic loading of final prosthesis, the INT group showed more axial displacement than that of the EXT group. Internal tapered conical connection demonstrated a varying amount of axial displacement with tightening torque and cyclic loading. © 2012 John Wiley & Sons A/S. Published by Blackwell Publishing Ltd.

Life-Cycle Monitoring of Long-Span PSC Box Girder Bridges through Distributed Sensor Network: Strategies, Methods, and Applications

OpenAIRE

Chen, Zheheng; Guo, Tong; Yan, Shengyou

2015-01-01

Structural health monitoring (SHM) has attracted much attention in recent years, which enables early warnings of structural failure, condition assessments, and rational maintenance/repair strategies. In the context of bridges, many long-span steel bridges in China have been installed with the SHM systems; however, the applications of the SHM in prestressed concrete (PSC) bridges are still rather limited. On the other hand, the PSC box girder bridges are extensively used in highway and railway...

Biomechanical Analysis of Individual All-Ceramic Abutments Used in Dental Implantology

Directory of Open Access Journals (Sweden)

Ziębowicz B.

2016-09-01

Full Text Available The paper presents the results of finite element analysis and experimental testing under simulated physiological loading conditions on issues shaping the functional properties of individual all-ceramic abutments manufactured by CAD/CAM technology. The conducted research have cognitive significance showing the all-ceramic abutment behavior, as a key element of the implantological system, under the action of cyclic load. The aim of this study was evaluation the fatigue behavior of yttria-stabilized zirconia abutment submitted to cyclic stresses, conducted in accordance with EN ISO 14801 applies to dynamic fatigue tests of endosseous dental implants.

Zirconia- versus metal-based, implant-supported abutments and crowns

DEFF Research Database (Denmark)

Hosseini, Mandana

, the selection of restoration materials should be based on proper optical characteristics in addition to biocompatibility and sufficient strength of materials. Abutments and crowns based on zirconia are one of the most recent alternatives to metal abutments and metal-ceramic crowns. To date, only few comparative...... and to estimate long-term biomechanical results of zirconia-based versus metal-based restorations. The aim of study I was to analyse the mode of fracture and number of cyclic loadings until veneering fracture of zirconia-based all-ceramic restorations compared to metal-ceramic restorations. The aim of study II...... was to test the reliability and validity of six aesthetic parameters used at the Copenhagen Dental School to assess the aesthetic outcome of implant-supported restorations. The aims of study III and IV were to compare the influence of different abutment and crown materials on biological, biomechanical...

In Vitro Evaluation of Manual Torque Values Applied to Implant-Abutment Complex by Different Clinicians and Abutment Screw Loosening

Science.gov (United States)

Demircan, Sabit; Cene, Erhan; Aya, Serhan Aydın; Erdem, Mehmet Ali; Cankaya, Abdulkadir Burak

2017-01-01

Preload is applied to screws manually or using a torque wrench in dental implant systems, and the preload applied must be appropriate for the purpose. The aim of this study was to assess screw loosening and bending/torsional moments applied by clinicians of various specialties following application of manual tightening torque to combinations of implants and abutments. Ten-millimeter implants of 3.7 and 4.1 mm diameters and standard or solid abutments were used. Each group contained five implant-abutment combinations. The control and experimental groups comprised 20 and 160 specimens, respectively. Implants in the experimental group were tightened by dentists of different specialties. Torsional and bending moments during tightening were measured using a strain gauge. Control group and implants with preload values close to the ideal preload were subjected to a dynamic loading test at 150 N, 15 Hz, and 85,000 cycles. The implants that deformed in this test were examined using an optical microscope to assess deformities. Manual tightening did not yield the manufacturer-recommended preload values. Dynamic loading testing suggested early screw loosening/fracture in samples with insufficient preload. PMID:28473988

Comparative analysis of design codes for timber bridges in Canada, the United States, and Europe

Science.gov (United States)

James Wacker; James (Scott) Groenier

2010-01-01

The United States recently completed its transition from the allowable stress design code to the load and resistance factor design (LRFD) reliability-based code for the design of most highway bridges. For an international perspective on the LRFD-based bridge codes, a comparative analysis is presented: a study addressed national codes of the United States, Canada, and...

Effects of abutment diameter, luting agent type, and re-cementation on the retention of implant-supported CAD/CAM metal copings over short abutments.

Science.gov (United States)

Safari, Sina; Hosseini Ghavam, Fereshteh; Amini, Parviz; Yaghmaei, Kaveh

2018-02-01

The aim of this study was to evaluate the effects of abutment diameter, cement type, and re-cementation on the retention of implant-supported CAD/CAM metal copings over short abutments. Sixty abutments with two different diameters, the height of which was reduced to 3 mm, were vertically mounted in acrylic resin blocks with matching implant analogues. The specimens were divided into 2 diameter groups: 4.5 mm and 5.5 mm (n=30). For each abutment a CAD/CAM metal coping was manufactured, with an occlusal loop. Each group was sub-divided into 3 sub-groups (n=10). In each subgroup, a different cement type was used: resin-modified glass-ionomer, resin cement and zinc-oxide-eugenol. After incubation and thermocycling, the removal force was measured using a universal testing machine at a cross-head speed of 0.5 mm/min. In zinc-oxide-eugenol group, after removal of the coping, the cement remnants were completely cleaned and the copings were re-cemented with resin cement and re-tested. Two-way ANOVA, post hoc Tukey tests, and paired t-test were used to analyze data (α=.05). The highest pulling force was registered in the resin cement group (414.8 N), followed by the re-cementation group (380.5 N). Increasing the diameter improved the retention significantly ( P =.006). The difference in retention between the cemented and recemented copings was not statistically significant ( P =.40). Resin cement provided retention almost twice as strong as that of the RMGI. Increasing the abutment diameter improved retention significantly. Re-cementation with resin cement did not exhibit any difference from the initial cementation with resin cement.

Marginal Vertical Fit along the Implant-Abutment Interface: A Microscope Qualitative Analysis

Directory of Open Access Journals (Sweden)

Nicola Mobilio

2016-09-01

Full Text Available The aim of this study was to qualitatively evaluate the marginal vertical fit along two different implant-abutment interfaces: (1 a standard abutment on an implant and (2 a computer-aided-design/computer-aided-machine (CAD/CAM customized screw-retained crown on an implant. Four groups were compared: three customized screw-retained crowns with three different “tolerance” values (CAD-CAM 0, CAD-CAM +1, CAD-CAM −1 and a standard titanium abutment. Qualitative analysis was carried out using an optical microscope. Results showed a vertical gap significantly different from both CAD-CAM 0 and CAD-CAM −1, while no difference was found between standard abutment and CAD-CAM +1. The set tolerance in producing CAD/CAM screw-retained crowns plays a key role in the final fit.

78 FR 44137 - Availability of Draft Environmental Impact Statement for the Proposed Construction of a Highway...

Science.gov (United States)

2013-07-23

... Environmental Impact Statement for the Proposed Construction of a Highway Bridge Across the Manatee River at... for the Manatee River Draft Environmental Impact Statement published in the Federal Register on July 5... published a notice titled, ``Availability of Draft Environmental Impact Statement for the Proposed...

Collision loads on bridge piers : phase 2, report of guidelines for designing bridge piers and abutments for vehicle collisions

Science.gov (United States)

2011-03-01

An instrumented, simulated bridge pier was constructed, and two full-scale collisions with an : 80,000-lb van-type tractor-trailer were performed on it. The trailer was ballasted with bags of sand on : pallets. The simulated pier was 36 inches in dia...

[A computer aided design approach of all-ceramics abutment for maxilla central incisor].

Science.gov (United States)

Sun, Yu-chun; Zhao, Yi-jiao; Wang, Yong; Han, Jing-yun; Lin, Ye; Lü, Pei-jun

2010-10-01

To establish the computer aided design (CAD) software platform of individualized abutment for the maxilla central incisor. Three-dimentional data of the incisor was collected by scanning and geometric transformation. Data mainly included the occlusal part of the healing abutment, the location carinae of the bedpiece, the occlusal 1/3 part of the artificial gingiva's inner surface, and so on. The all-ceramic crown designed in advanced was "virtual cutback" to get the original data of the abutment's supragingival part. The abutment's in-gum part was designed to simulate the individual natural tooth root. The functions such as "data offset", "bi-rail sweep surface" and "loft surface" were used in the process of CAD. The CAD route of the individualized all-ceramic abutment was set up. The functions and application methods were decided and the complete CAD process was realized. The software platform was basically set up according to the requests of the dental clinic.

Influence of implant location on the clinical outcomes of implant abutments: a systematic review and meta-analysis

Science.gov (United States)

ElHoussiney, Amr G; Zhang, He; Song, Jinlin; Ji, Ping; Wang, Lu; Yang, Sheng

2018-01-01

Purpose To compare the failure events and incidence of complications of different abutment materials in anterior and posterior regions. Failure was defined as complete loss of the abutment requiring replacement by a new abutment. Materials and methods Electronic searches using PubMed/Medline and Google Scholar complemented with manual searches were performed with specific search terms. Searches were restricted to publications in English between January 2006 and March 2016. Results A total of 863 and 1,264 implants were inserted in the anterior and posterior regions, respectively, in a total of 1,529 patients. No titanium abutments failed in anterior or posterior regions. On the other hand, 1.6% of zirconia abutments failed in the anterior region and 1.5% failed in the posterior region. Technical complications occurred mostly in the posterior region and mostly involved zirconia abutment. Meta-analysis was possible only for zirconia-abutment failure, due to considerable heterogeneity of studies and outcome variables. No significant difference in failure rate was found between anterior and posterior zirconia abutments (risk ratio 1.53, 95% CI 0.49–4.77; P=0.47). Conclusion This systematic review and meta-analysis showed similar outcomes of different abutment materials when used in anterior and posterior regions in terms of failure events and biological and aesthetic complications. The only significant finding was the increased incidence of technical complications in the posterior region, mostly involving zirconia abutments. Abutment-screw loosening was the most common technical complication. PMID:29520162

Prospective assessment of CAD/CAM zirconia abutment and lithium disilicate crown restorations: 2.4 year results.

Science.gov (United States)

Cooper, Lyndon F; Stanford, Clark; Feine, Jocelyne; McGuire, Michael

2016-07-01

Single-tooth implant restorations are commonly used to replace anterior maxillary teeth. The esthetic, functional, and biologic outcomes are, in part, a function of the abutment and crown. The purpose of this clinical study was to describe the implant, abutment, and crown survival and complication rates for CAD/CAM zirconia abutment and lithium disilicate crown restorations for single-tooth implants. As part of a broader prospective investigation that enrolled and treated 141 participants comparing tissue responses at the conical interface (CI; AstraTech OsseoSpeed), flat-to-flat interface (FI; NobelSpeedy), and platform-switch interface (PS; NanoTite Certain Prevail) of single-tooth implants, computer-aided design and computer-aided manufacturing (CAD/CAM) zirconia abutments (ATLANTIS Abutment) and cemented lithium disilicate (e.max) crowns were used in the restoration of all implants. After 2.4 years in function (3 years after implant placement), the implant, abutment, and crown of 110 participants were evaluated. Technical and biologic complications were recorded. Demographic results were tabulated as percentages with mean values and standard deviations. Abutment survival was calculated with the Kaplan-Meier method. After 2.4 years, no abutments or crowns had been lost. Abutment complications (screw loosening, screw fracture, fracture) were absent for all 3 implant groups. Crown complications were limited to 2 crowns debonding and 1 with excess cement (2.5%). Five biological complications (4.0%) were recorded. The overall complication rate was 6.5%. CAD/CAM zirconia abutments restored with cemented lithium disilicate crowns demonstrated high survival on 3 different implant-abutment interface designs. No abutment or abutment screw fracture occurred. The technical complications observed after 2.4 years were minor and reversible. The use of CAD/CAM zirconia abutments with cemented lithium disilicate crowns is associated with high technical and biologic success at 2

A novel dental implant abutment with micro-motion capability--development and biomechanical evaluations.

Science.gov (United States)

Chen, Yen-Yin; Chen, Weng-Pin; Chang, Hao-Hueng; Huang, Shih-Hao; Lin, Chun-Pin

2014-02-01

The aim of this study was to develop a novel dental implant abutment with a micro-motion mechanism that imitates the biomechanical behavior of the periodontal ligament, with the goal of increasing the long-term survival rate of dental implants. Computer-aided design software was used to design a novel dental implant abutment with an internal resilient component with a micro-motion capability. The feasibility of the novel system was investigated via finite element analysis. Then, a prototype of the novel dental implant abutment was fabricated, and the mechanical behavior was evaluated. The results of the mechanical tests and finite element analysis confirmed that the novel dental implant abutment possessed the anticipated micro-motion capability. Furthermore, the nonlinear force-displacement behavior apparent in this micro-motion mechanism imitated the movement of a human tooth. The slope of the force-displacement curve of the novel abutment was approximately 38.5 N/mm before the 0.02-mm displacement and approximately 430 N/mm after the 0.03-mm displacement. The novel dental implant abutment with a micro-motion mechanism actually imitated the biomechanical behavior of a natural tooth and provided resilient function, sealing, a non-separation mechanism, and ease-of-use. Copyright © 2013 Academy of Dental Materials. All rights reserved.

Heat Generation on Implant Surface During Abutment Preparation at Different Elapsed Time Intervals.

Science.gov (United States)

Al-Keraidis, Abdullah; Aleisa, Khalil; Al-Dwairi, Ziad Nawaf; Al-Tahawi, Hamdi; Hsu, Ming-Lun; Lynch, Edward; Özcan, Mutlu

2017-10-01

The purpose of this study was to evaluate heat generation at the implant surface caused by abutment preparation using a diamond bur in a high-speed dental turbine in vitro at 2 different water-coolant temperatures. Thirty-two titanium-alloy abutments were connected to a titanium-alloy implant embedded in an acrylic resin placed within a water bath at a controlled temperature of 37°C. The specimens were equally distributed into 2 groups (16 each). Group 1: the temperature was maintained at 20 ± 1°C; and group 2: the temperature was maintained at 32 ± 1°C. Each abutment was prepared in the axial plane for 1 minute and in the occlusal plane for 1 minute. The temperature of the heat generated from abutment preparation was recorded and measured at 3 distinct time intervals. Water-coolant temperature (20°C vs 32°C) had a statistically significant effect on the implant's temperature change during preparation of the abutment (P water-coolant temperature of 20 ± 1°C during preparation of the implant abutment decreased the temperature recorded at the implant surface to 34.46°C, whereas the coolant temperature of 32 ± 1°C increased the implant surface temperature to 40.94°C.

Comparisons of maximum deformation and failure forces at the implant–abutment interface of titanium implants between titanium-alloy and zirconia abutments with two levels of marginal bone loss

Science.gov (United States)

2013-01-01

Background Zirconia materials are known for their optimal aesthetics, but they are brittle, and concerns remain about whether their mechanical properties are sufficient for withstanding the forces exerted in the oral cavity. Therefore, this study compared the maximum deformation and failure forces of titanium implants between titanium-alloy and zirconia abutments under oblique compressive forces in the presence of two levels of marginal bone loss. Methods Twenty implants were divided into Groups A and B, with simulated bone losses of 3.0 and 1.5 mm, respectively. Groups A and B were also each divided into two subgroups with five implants each: (1) titanium implants connected to titanium-alloy abutments and (2) titanium implants connected to zirconia abutments. The maximum deformation and failure forces of each sample was determined using a universal testing machine. The data were analyzed using the nonparametric Mann–Whitney test. Results The mean maximum deformation and failure forces obtained the subgroups were as follows: A1 (simulated bone loss of 3.0 mm, titanium-alloy abutment) = 540.6 N and 656.9 N, respectively; A2 (simulated bone loss of 3.0 mm, zirconia abutment) = 531.8 N and 852.7 N; B1 (simulated bone loss of 1.5 mm, titanium-alloy abutment) = 1070.9 N and 1260.2 N; and B2 (simulated bone loss of 1.5 mm, zirconia abutment) = 907.3 N and 1182.8 N. The maximum deformation force differed significantly between Groups B1 and B2 but not between Groups A1 and A2. The failure force did not differ between Groups A1 and A2 or between Groups B1 and B2. The maximum deformation and failure forces differed significantly between Groups A1 and B1 and between Groups A2 and B2. Conclusions Based on this experimental study, the maximum deformation and failure forces are lower for implants with a marginal bone loss of 3.0 mm than of 1.5 mm. Zirconia abutments can withstand physiological occlusal forces applied in the anterior region. PMID

Abutment tooth loss in patients with overdentures.

Science.gov (United States)

Ettinger, Ronald L; Qian, Fang

2004-06-01

Since the 1960s, the use of natural teeth as overdenture abutments has become part of accepted clinical practice. Several longitudinal studies have been conducted, but tooth loss has not been reported to be a significant problem. The aim of this study was to identify the incidence and causes of tooth loss in a prospective cohort study of subjects wearing overdentures. The study, conducted between 1973 and 1994, evaluated 273 subjects (62.3 percent male) with a mean age of 59.6 years. Of the 273 subjects with 666 abutments, 74 lost 133 abutments. The most common cause of tooth loss was periodontal disease (29.3 percent) followed by periapical lesions (18.8 percent) and caries (16.5 percent). Through logistic regression, the authors found that subjects who lost teeth were more likely to have medical problems that could cause soft-tissue lesions of the oral mucosa, were less likely to use fluoride daily and were less likely to return for yearly recall visits. The authors found 22 vertical fractures in 17 subjects. Chi2 analysis revealed that overdenture teeth in the maxillary arch that were opposed by natural teeth were more likely to experience vertical fractures. In a study that followed up some patients for as long as 22 years, the rate of tooth loss was 20.0 percent. Many of these failures could have been prevented if patients had practiced better oral hygiene. The findings suggest that if a dentist recommends overdenture therapy, the patient needs to be examined regularly to reduce the risk of experiencing caries and periodontal disease. Also, if the abutments are in the maxilla and are opposed by natural teeth, the dentist should consider using thimble crowns to reduce the risk of vertical fractures.

Investigating the micromorphological differences of the implant-abutment junction and their clinical implications: a pilot study.

Science.gov (United States)

Mattheos, Nikos; Li, Xiaona; Zampelis, Antonios; Ma, Li; Janda, Martin

2016-11-01

The aim of this pilot study was to investigate the morphological micro-features of three commercially available implant-abutment joints, using compatible and original prosthetic components. Furthermore, possible correlations between the micromorphology and potential functional complications were investigated with the use of finite element analysis. Three abutments (one original and two compatibles) were torqued on original Straumann RN implants, as according to each of the manufacturer's instructions. The implant-abutment units were sliced in the microtome and photographed under different magnifications (10×-500×) through a scanning electron microscope. Finite element analysis models were reconstructed for each of the implant-abutment units using the precise measurements from the SEM. Differences in stress, strain and deformation for the three different abutments were then calculated using ANSYS Workbench v13. Major dimensional differences were identified between all studied contact areas of the three units. The tight contact in the implant shoulder was similar in all three units, but engagement of the internal connection and, in particular, the anti-rotation elements was seriously compromised in the compatible abutments. One compatible abutment demonstrated compromised engagement of the abutment screw as well. Equivalent stress and strain in the FEA were much higher for the compatible abutments. An evaluation of the sequence of preload application revealed differences in the pattern of deformation between the original and compatible abutments, which can have serious clinical implications. Compatible abutments can present critical morphological differences from the original ones. The differences in the cross-sectional geometry result in large differences in the overall contact areas, both in terms of quality and quantity which could have serious implications for the long-term stability of the prosthesis. © 2015 John Wiley & Sons A/S. Published by John Wiley

Effects of abutment diameter, luting agent type, and re-cementation on the retention of implant-supported CAD/CAM metal copings over short abutments

Science.gov (United States)

Safari, Sina; Amini, Parviz; Yaghmaei, Kaveh

2018-01-01

PURPOSE The aim of this study was to evaluate the effects of abutment diameter, cement type, and re-cementation on the retention of implant-supported CAD/CAM metal copings over short abutments. MATERIALS AND METHODS Sixty abutments with two different diameters, the height of which was reduced to 3 mm, were vertically mounted in acrylic resin blocks with matching implant analogues. The specimens were divided into 2 diameter groups: 4.5 mm and 5.5 mm (n=30). For each abutment a CAD/CAM metal coping was manufactured, with an occlusal loop. Each group was sub-divided into 3 sub-groups (n=10). In each subgroup, a different cement type was used: resin-modified glass-ionomer, resin cement and zinc-oxide-eugenol. After incubation and thermocycling, the removal force was measured using a universal testing machine at a cross-head speed of 0.5 mm/min. In zinc-oxide-eugenol group, after removal of the coping, the cement remnants were completely cleaned and the copings were re-cemented with resin cement and re-tested. Two-way ANOVA, post hoc Tukey tests, and paired t-test were used to analyze data (α=.05). RESULTS The highest pulling force was registered in the resin cement group (414.8 N), followed by the re-cementation group (380.5 N). Increasing the diameter improved the retention significantly (P=.006). The difference in retention between the cemented and recemented copings was not statistically significant (P=.40). CONCLUSION Resin cement provided retention almost twice as strong as that of the RMGI. Increasing the abutment diameter improved retention significantly. Re-cementation with resin cement did not exhibit any difference from the initial cementation with resin cement. PMID:29503708