Flexural and Shear Behavior of FRP Strengthened AASHTO Type Concrete Bridge Girders

Directory of Open Access Journals (Sweden)

Nur Yazdani

2016-01-01

Full Text Available Fiber-reinforced polymers (FRP are being increasingly used for the repair and strengthening of deteriorated or unsafe concrete structures, including structurally deficient concrete highway bridges. The behavior of FRP strengthened concrete bridge girders, including failure modes, failure loads, and deflections, can be determined using an analytical finite element modeling approach, as outlined in this paper. The differences in flexural versus shear FRP strengthening and comparison with available design guidelines are also beneficial to design professionals. In this paper, a common AASHTO type prestressed concrete bridge girder with FRP wrapping was analyzed using the ANSYS FEM software and the ACI analytical approach. Both flexural and shear FRP applications, including vertical and inclined shear strengthening, were examined. Results showed that FRP wrapping can significantly benefit concrete bridge girders in terms of flexure/shear capacity increase, deflection reduction, and crack control. The FRP strength was underutilized in the section selected herein, which could be addressed through decrease of the amount of FRP and prestressing steel used, thereby increasing the section ductility. The ACI approach produced comparable results to the FEM and can be effectively and conveniently used in design.

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.

Determining the Environmental Benefits of Ultra High Performance Concrete as a Bridge Construction Material

Science.gov (United States)

Lande Larsen, Ingrid; Granseth Aasbakken, Ida; O'Born, Reyn; Vertes, Katalin; Terje Thorstensen, Rein

2017-10-01

Ultra High Performance Concrete (UHPC) is a material that is attracting attention in the construction industry due to the high mechanical strength and durability, leading to structures having low maintenance requirements. The production of UHPC, however, has generally higher environmental impact than normal strength concrete due to the increased demand of cement required in the concrete mix. What is still not sufficiently investigated, is if the longer lifetime, slimmer construction and lower maintenance requirements lead to a net environmental benefit compared to standard concrete bridge design. This study utilizes life cycle assessment (LCA) to determine the lifetime impacts of two comparable highway crossing footbridges spanning 40 meters, designed respectively with UHPC and normal strength concrete. The results of the study show that UHPC is an effective material for reducing lifetime emissions from construction and maintenance of long lasting infrastructure, as the UHPC design outperforms the normal strength concrete bridge in most impact categories.

The optimization of concrete mixtures for use in highway applications

Science.gov (United States)

Moini, Mohamadreza

Portland cement concrete is most used commodity in the world after water. Major part of civil and transportation infrastructure including bridges, roadway pavements, dams, and buildings is made of concrete. In addition to this, concrete durability is often of major concerns. In 2013 American Society of Civil Engineers (ASCE) estimated that an annual investment of 170 billion on roads and 20.5 billion for bridges is needed on an annual basis to substantially improve the condition of infrastructure. Same article reports that one-third of America's major roads are in poor or mediocre condition [1]. However, portland cement production is recognized with approximately one cubic meter of carbon dioxide emission. Indeed, the proper and systematic design of concrete mixtures for highway applications is essential as concrete pavements represent up to 60% of interstate highway systems with heavier traffic loads. Combined principles of material science and engineering can provide adequate methods and tools to facilitate the concrete design and improve the existing specifications. In the same manner, the durability must be addressed in the design and enhancement of long-term performance. Concrete used for highway pavement applications has low cement content and can be placed at low slump. However, further reduction of cement content (e.g., versus current specifications of Wisconsin Department of Transportation to 315-338 kg/m 3 (530-570 lb/yd3) for mainstream concrete pavements and 335 kg/m3 (565 lb/yd3) for bridge substructure and superstructures) requires delicate design of the mixture to maintain the expected workability, overall performance, and long-term durability in the field. The design includes, but not limited to optimization of aggregates, supplementary cementitious materials (SCMs), chemical and air-entraining admixtures. This research investigated various theoretical and experimental methods of aggregate optimization applicable for the reduction of cement content

Arch-Axis Coefficient Optimization of Long-Span Deck-Type Concrete-Filled Steel Tubular Arch Bridge

Science.gov (United States)

Liu, Q. J.; Wan, S.; Liu, H. C.

2017-11-01

This paper is based on Nanpuxi super major bridge which is under construction and starts from Wencheng Zhejiang province to Taishun highway. A finite element model of the whole bridge is constructed using Midas Civil finite element software. The most adverse load combination in the specification is taken into consideration to determine the method of calculating the arch-axis coefficient of long-span deck-type concrete-filled steel tubular arch bridge. By doing this, this paper aims at providing references for similar engineering projects.

Pervious concrete fill in Pearl-Chain Bridges: Using small-scale results in full-scale implementation

DEFF Research Database (Denmark)

Lund, Mia Schou Møller; Hansen, Kurt Kielsgaard; Truelsen, R.

2016-01-01

distribution and strength properties is determined for 800 mm high blocks cast in different numbers of layers, and (2) full-scale implementation in a 26 m long Pearl-Chain Bridge. With a layer thickness of 27 cm, the small-scale tests indicated homogenous results; however, for the full-scale implementation......Pearl-Chain Bridge technology is a new prefabricated arch solution for highway bridges. This study investigates the feasibility of pervious concrete as a filling material in Pearl-Chain Bridges. The study is divided into two steps: (1) small-scale tests where the variation in vertical void...

Concrete-Filled Steel Tube Arch Bridges in China

Directory of Open Access Journals (Sweden)

Jielian Zheng

2018-02-01

Full Text Available In the past 20 years, great progress has been achieved in China in the construction of concrete-filled steel tube (CFST arch bridges and concrete arch bridges with a CFST skeleton. The span of these bridges has been increasing rapidly, which is rare in the history of bridge development. The large-scale construction of expressways and high-speed railways demands the development of long-span arch bridges, and advances in design and construction techniques have made it possible to construct such bridges. In the present study, the current status, development, and major innovative technologies of CFST arch bridges and concrete arch bridges with a CFST skeleton in China are elaborated. This paper covers the key construction technologies of CFST arch bridges, such as the design, manufacture, and installation of steel tube arch trusses, the preparation and pouring of in-tube concrete, and the construction of the world’s longest CFST arch bridge—the First Hejiang Yangtze River Bridge. The main construction technologies of reinforced concrete arch bridges are also presented, which include cable-stayed fastening-hanging cantilever assembly, adjusting the load by means of stay cables, surrounding the concrete for arch rib pouring, and so forth. In addition, the construction of two CFST skeleton concrete arch bridges—the Guangxi Yongning Yong River Bridge and the Yunnan–Guangxi Railway Nanpan River Bridge—is discussed. CFST arch bridges in China have already gained a world-leading position; with the continuous innovation of key technologies, China will become the new leader in promoting the development of arch bridges. Keywords: Concrete-filled steel tube (CFST arch bridge, Steel-reinforced concrete arch bridge, Cable-stayed fastening-hanging cantilever assembly, Vacuum-assisted pouring in-tube concrete, Adjusting load by stay cables

Re-Assessment of Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

In this paper two aspects of re-assessment of the reliability of concrete bridges are discussed namely modelling of the corrosion of reinforcement and updating of uncertain variables. The main reason for deterioration of concrete bridges is corrosion of the reinforcement. Therefore, modelling...

Magnetic-based NDE of steel in prestressed and post-tensioned concrete bridges

Science.gov (United States)

Ghorbanpoor, Al

1998-03-01

This paper addresses a study, funded by the Federal Highway Administration (FHWA), the U.S. Department of Transportation (DOT), that is currently underway at the University of Wisconsin-Milwaukee. The objective of the study is to develop an automated non-destructive testing system based on the magnetic flux leakage principle that would allow assessment of the condition of reinforcing and prestressing steels in concrete bridge components. Corrosion or cracking of steel within concrete members will be detected and evaluated. The system will be used as a self clamping and moving sensing device that can be installed on a concrete girder. Data from the sensing device is transmitted via a wireless communication system to data recording/analysis equipment on the ground. The sensing device may also be operated manually to allow inspection of local areas such as the end bearing or cable anchorage locations in cable bridges. Through performing a correlation analysis of recorded data, an assessment of the condition of the member under test is made. Reference data base for the correlation analysis is established through laboratory and field testing with known conditions.

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...

Improving resistance of high strength concrete (HSC) bridge beams to frost and defrosting salt attack by application of hydrophobic agent

Science.gov (United States)

Kolisko, Jiri; Balík, Lukáš; Kostelecka, Michaela; Pokorný, Petr

2017-09-01

HSC (High Strength Concrete) is increasingly used for bearing bridge structures nowadays. Bridge structures in the Czech Republic are exposed to severe conditions in winter time and durability of the concrete is therefore a crucial requirement. The high strength and low water absorption of HSC suggests that the material will have high durability. However, the situation may not be so straightforward. We carried out a study of the very poor durability of HSC concrete C70/85 used to produce prestresed beams 37.1 m in length to build a 6-span highway bridge. After the beams were cast, a production control test indicated some problems with the durability of the concrete. There was a danger that 42 of the beams would not be suitable for use. All participants in the bridge project finally decided, after extensive discussions, to attempt to improve the durability of the concrete by applying a hydrophobic agent. Paper will present the results of comparative tests of four hydrophobic agents in order to choose one for real application and describes this application on construction site.

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 ...

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.

Improved concretes for corrosion resistance

Science.gov (United States)

1997-07-01

The deterioration of various reinforced concrete bridge components containing conventional black steel reinforcement is the most important problem facing U.S. highway agencies. A major cause of this concrete deterioration (cracking, delamination, and...

Reinforced concrete bridges: effects due to corrosion and concrete young modulus variation

Directory of Open Access Journals (Sweden)

P. T. C. Mendes

Full Text Available Most of the Brazilian bridges of federal road network are made of reinforced concrete and are more than 30 years old, with little information about the mechanical properties of their constitutive materials. Along the service life of these bridges much modification occurred on vehicles load and geometry and in design standard. Many of them show signs of concrete and steel deterioration and their stability conditions are unknown. With the aim of contributing to the structural evaluation of reinforced concrete bridges it was decided to analyze the stresses in reinforced concrete bridge sections to verify the effects due to reinforcement corrosion and variation of the concrete Young modulus on the stress distribution regarding several load patterns and cracking effects in a representative bridge of the Brazilian road network with different longitudinal reinforcement taxes and two concrete Young modulus, Ec and 0.5Ec, and with different percentage of reinforcement corrosion. The analysis considered two finite element models: frame and shell elements as well as solid elements. The results indicate that these variation effects are more significant in reinforcement bars than in concrete.

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...

A review on the suitability of rubberized concrete for concrete bridge decks

Science.gov (United States)

Syamir Senin, Mohamad; Shahidan, Shahiron; Radziah Abdullah, Siti; Anting Guntor, Nickholas; Syazani Leman, Alif

2017-11-01

Road authorities manage a large population of ageing bridges, a substantial number of which fail to meet the current requirements either due to deterioration and other structural deficiencies or as a result of the escalating demands imposed by increased traffic. This problem is related to the dynamic load from vehicles. This problem can be solved by producing a type of concrete that can reduce the amplitude of oscillation or vibration such as rubberized concrete. Green construction has been a very important aspect in concrete production field in the last decade. One of the most problematic waste materials is scrap tires. The use of scrap tires in civil engineering is increasing by producing rubberized concrete. Rubberized concrete is a type of concrete that is mixed with rubber. The purpose of this review is to justify the suitability of rubberized concrete for concrete bridge decks. Several parameters named physical, chemical and mechanical properties were measured to ensure the suitability of rubberized concrete for concrete bridge decks. Rubberized concrete has similar workability to normal concrete. The rubber reduced the density and compressive strength of the concrete while increased the flexural strength, water absorption and damping ratio. The used of rubber in concrete beyond 20% is not recommended due to decreasing in compressive strength. Rubberized concrete recommended to be used in circumstances where vibration damping was required such as in bridge construction as shock-wave absorber.

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 ...

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....

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.

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...

Study on load test of 100m cross-reinforced deck type concrete box arch bridge

Science.gov (United States)

Shi, Jing Xian; Cheng, Ying Jie

2018-06-01

Found in the routine quality inspection of highway bridge that many vertical fractures on the main beam (10mT beam) of the steel reinforced concrete arch bridge near the hydropower station. In order to grasp the bearing capacity of this bridge under working conditions with cracks, the static load and dynamic load test of box arch bridge are carried out. The Midas civil theory is calculated by using the special plate trailer - 300 as the calculation load, and the deflection and stress of the critical section are tested by the equivalent cloth load in the test vehicle. The pulsation test, obstacles and no obstacle driving test were carried out. Experimental results show that the bridge under the condition of the test loads is in safe condition, main bearing component of the strength and stiffness meet the design requirements, the crack width does not increase, in the process of loading bridge overall work performance is good.

Monolithic Concrete vs Precast Concrete for the Construction of Bridge by Th Cantilever Method

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Morlova Dumitru Daniel

2015-07-01

Full Text Available In the article "Monolithic Concrete vs Precast Concrete for the Construction of Bridges by the Cantilever Method", there are approached a number of issues that come out in the design and execution of prestressed concrete bridge structures using the cantilever method.

Damaged Concrete Viaduct in an Italian Highway: Concrete Characterization and Possible Strengthening Techniques by FRP Applications in Comparison

Science.gov (United States)

Tittarelli, Francesca; Ruello, Maria Letizia; Capuani, Domenico; Aprile, Alessandra

2017-10-01

The “Fornello” viaduct in the Italian Orte-Ravenna highway (E45) is seriously damaged. In this paper, the concrete of the reinforced slab has been widely characterized to evaluate the level of damage and to identify the causes of degradation. No-destructive tests, as those based on ultrasonic waves, as well as chemical, physical and mechanical destructive tests have been carried out on specimens drawn from deteriorated and not deteriorated zones of the R/C bridge decks. Into the slab thickness, the concentration distribution of main anions has been quantified by ion chromatography. Porosimetry tests have been carried out to detect the resistance to freeze-thaw cycles of cement paste. Possible strengthening techniques by FRP applications have been compared.

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...

Environmental suitability of recycled concrete aggregate in highways.

Science.gov (United States)

2015-01-01

The use of recycled concrete aggregate materials in highway constructions as compared to the use of virgin : materials reduces virgin natural resource demands on the environment. In order to evaluate their potential use of : recycle materials in high...

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...

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

Estimation of the Service Lifetime of Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

In this paper estimation of the service lifetime of concrete bridges is discussed. The main reason for deterioration of concrete bridges is corrosion of the reinforcement. Therefore, modelling of the corrosion process is an important aspect of the estimation of the service lifetime. In this paper...

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....

Assessment of the Reliability of Concrete Bridges

DEFF Research Database (Denmark)

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

Although there has been a considerable amount of research into different aspects of concrete bridge reliability, it has still not been widely adopted in professional practice other than in the development and calibration of codes. This situation appears to be changing as there has been a signific......Although there has been a considerable amount of research into different aspects of concrete bridge reliability, it has still not been widely adopted in professional practice other than in the development and calibration of codes. This situation appears to be changing as there has been...... adopted to assist in achieving this goal. Rather than review the specific research on this subject this paper examines a number of key issues related to the practical application of reliability analysis to the assessment of concrete bridges....

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...

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.

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.

Inspection Strategies for Concrete Bridges

DEFF Research Database (Denmark)

Sørensen, John Dalsgaard; Thoft-Christensen, Palle

1989-01-01

In this paper an optimal inspection strategy for concrete bridges based on periodic routine and detailed inspections is presented. The failure mode considered is corrosion of the reinforcement due to chlorides. A simple modelling of the corrosion and of the inspection strategy is presented....... The optimal inspection strategy is determined from an optimization problem, where the design variables are time intervals between detailed inspections and the concrete cover. The strategy is illustrated on a simple structure, namely a reinforced concrete beam....

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

Aesthetic coatings for concrete bridge components

Science.gov (United States)

Kriha, Brent R.

This thesis evaluated the durability and aesthetic performance of coating systems for utilization in concrete bridge applications. The principle objectives of this thesis were: 1) Identify aesthetic coating systems appropriate for concrete bridge applications; 2) Evaluate the performance of the selected systems through a laboratory testing regimen; 3) Develop guidelines for coating selection, surface preparation, and application. A series of site visits to various bridges throughout the State of Wisconsin provided insight into the performance of common coating systems and allowed problematic structural details to be identified. To aid in the selection of appropriate coating systems, questionnaires were distributed to coating manufacturers, bridge contractors, and various DOT offices to identify high performing coating systems and best practices for surface preparation and application. These efforts supplemented a literature review investigating recent publications related to formulation, selection, surface preparation, application, and performance evaluation of coating materials.

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...

Evaluation of bridge deck with shrinkage-compensating concrete.

Science.gov (United States)

2016-04-01

Concrete bridge decks are susceptible to premature cracking and to corrosion of reinforcing steel. Low-permeability : concrete does not always ensure durability if the concrete has excessive cracks that facilitate the intrusion of aggressive solution...

Dynamic behaviour of prestressed concrete bridges

International Nuclear Information System (INIS)

Javor, T.

1982-01-01

The paper presents the results of experimental research of dynamic effects on prestressed concrete bridges in dynamic load tests using testing vehicles. The bridges were passed over in both directions at various speeds also running over an artificial unevenness to produce impact loads. From investigated bridges are shown the dynamic quantities such as dynamic coefficients, natural frequency, logarithmical decrement of damping, etc. (orig.) [de

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...

0-6722 : spread prestressed concrete slab beam bridges.

Science.gov (United States)

2014-08-01

The Texas Department of Transportation uses : precast prestressed concrete slab beam bridges for : shorter-span bridges of approximately 3050 ft in : length. Conventional slab beam bridges have slab : beams placed immediately adjacent to one anoth...

Lifetime Reliability Assessment of Concrete Slab Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

A procedure for lifetime assesment of the reliability of short concrete slab bridges is presented in the paper. Corrosion of the reinforcement is the deterioration mechanism used for estimating the reliability profiles for such bridges. The importance of using sensitivity measures is stressed....... Finally the produce is illustrated on 6 existing UK bridges....

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....

Assessment of concrete bridge decks with alkali silica reactions

DEFF Research Database (Denmark)

Eriksen, Kirsten; Jansson, Jacob; Geiker, Mette Rica

2008-01-01

Based on investigations of concrete from an approximately 40 years old bridge a procedure to support the management of maintenance and repair of alkali silica damaged bridges is proposed. Combined petrography and accelerated expansion testing were undertaken on cores from the Bridge at Skovdiget......, Bagsværd, Denmark to provide information on the damage condition as well as the residual reactivity of the concrete. The Danish Road Directory’s guidelines for inspection and assessment of alkali silica damaged bridges will be briefly presented, and proposed modifications will be describe...

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.

Hysteretic behavior of prestressed concrete bridge pier with fiber model.

Science.gov (United States)

Wang, Hui-li; Feng, Guang-qi; Qin, Si-feng

2014-01-01

The hysteretic behavior and seismic characteristics of the prestressed concrete bridge pier were researched. The effects of the prestressed tendon ratio, the longitudinal reinforcement ratio, and the stirrup reinforcement ratio on the hysteretic behavior and seismic characteristics of the prestressed concrete bridge pier have been obtained with the fiber model analysis method. The analysis show some results about the prestressed concrete bridge pier. Firstly, greater prestressed tendon ratio and more longitudinal reinforcement can lead to more obvious pier's hysteresis loop "pinching effect," smaller residual displacement, and lower energy dissipation capacity. Secondly, the greater the stirrup reinforcement ratio is, the greater the hysteresis loop area is. That also means that bridge piers will have better ductility and stronger shear capacity. The results of the research will provide a theoretical basis for the hysteretic behavior analysis of the prestressed concrete pier.

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.

Evaluation of using crushed brick as coarse aggregate in concrete layer within rigid highway pavement

Directory of Open Access Journals (Sweden)

Alwash Ali

2018-01-01

Full Text Available Most of the present studies related to the field of highway pavement construction technique tend to make use of the local available materials as substitutes for the imported and necessary materials for some of the practical application. For this reason this research aims at looking for the prospect of used locally available aggregate such as crushed clay bricks for the aim of producing proper concrete with suitable thermal and mechanical properties. Experimental investigations have been carried out to asses the effect of partial replacement of coarse aggregate by free manually crushed Brick with percentages (10, 20, 30 and 40% of virgin coarse aggregate in concrete mix for highway rigid pavement. While the percentage (0% replacement represent reference mix. Mix proportion based on the target of compressive strength for all replacement percentage of (33 MPa at (28 days to achieve AASHTO requirement for highway concrete rigid pavement .The results of flexural strength, modulus of elasticity, density and thermal conductivity refers to better performance (less thickness of concrete layer with large spacing between contraction or expansion joints and less stresses due to warping induced concrete layer for concrete mix with 20% crushed brick as replacement of coarse aggregate.

Hybrid Bridge Structures Made of Frp Composite and Concrete

Science.gov (United States)

Rajchel, Mateusz; Siwowski, Tomasz

2017-09-01

Despite many advantages over the conventional construction materials, the contemporary development of FRP composites in bridge engineering is limited due to high initial cost, low stiffness (in case of glass fibers) and sudden composite failure mode. In order to reduce the given limitations, mixed (hybrid) solutions connecting the FRP composites and conventional construction materials, including concrete, have been tested in many countries for 20 years. Shaping the hybrid structures based on the attributes of particular materials, aims to increase stiffness and reduce cost without losing the carrying capacity, lightness and easiness of bridges that includes such hybrid girders, and to avoid the sudden dangerous failure mode. In the following article, the authors described examples of hybrid road bridges made of FRP composite and concrete within the time of 20 years and presented the first Polish hybrid FRP-concrete road bridge. Also, the directions of further research, necessary to spread these innovative, advanced and sustainable bridge structures were indicated.

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...

Assessing the need for intermediate diaphragms in prestressed concrete bridges.

Science.gov (United States)

2008-03-01

Reinforced concrete intermediate diaphragms (IDs) are currently being used in prestressed concrete (PC) girder bridges in Louisiana. Some of the advantages of providing IDs are disputed in the bridge community; the use of IDs increases the cost and t...

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...

Hybrid FRP-concrete bridge deck system final report II : long term performance of hybrid FRP-concrete bridge deck system.

Science.gov (United States)

2009-06-01

This report describes the investigation of the long term structural performance of a : hybrid FRP-concrete (HFRPC) bridge deck on steel girders. The study aimed at : assessing three long term aspects pertaining to the HFRPC bridge deck: (1) creep : c...

Self-Consolidating Concrete for Prestressed Bridge Girders : Research Brief

Science.gov (United States)

2017-08-01

Self-consolidating concrete (SCC) is commonly used as an alternative to conventional concrete (CC) in precast, prestressed concrete (PSC) bridge girders. The high strength, highly workable mixture can flow through dense reinforcement to fill formwork...

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...

Causes of Early Age Cracking on Concrete Bridge Deck Expansion Joint Repair Sections

Directory of Open Access Journals (Sweden)

Jared R. Wright

2014-01-01

Full Text Available Cracking of newly placed binary Portland cement-slag concrete adjacent to bridge deck expansion dam replacements has been observed on several newly rehabilitated sections of bridge decks. This paper investigates the causes of cracking by assessing the concrete mixtures specified for bridge deck rehabilitation projects, as well as reviewing the structural design of decks and the construction and curing methods implemented by the contractors. The work consists of (1 a comprehensive literature review of the causes of cracking on bridge decks, (2 a review of previous bridge deck rehabilitation projects that experienced early-age cracking along with construction observations of active deck rehabilitation projects, and (3 an experimental evaluation of the two most commonly used bridge deck concrete mixtures. Based on the literature review, the causes of concrete bridge deck cracking can be classified into three categories: concrete material properties, construction practices, and structural design factors. The most likely causes of the observed early-age cracking were found to be inadequate curing and failure to properly eliminate the risk of plastic shrinkage cracking. These results underscore the significance of proper moist curing methods for concrete bridge decks, including repair sections. This document also provides a blueprint for future researchers to investigate early-age cracking of concrete structures.

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 ...

Evaluation of concrete bridge mix designs for control of cracking, phase I.

Science.gov (United States)

2014-11-01

Cracking of concrete is a common problem with concrete structures such as bridge decks, pavements and bridge : rail. The Agency of Transportation (VTrans) has recently invested in higher performing concrete mixes that are : more impervious and has hi...

Environmental suitability of recycled concrete aggregate in highways : [research summary].

Science.gov (United States)

2015-01-01

Natural highway aggregate is a finite resource that with continued use in construction : activities but some good quality aggregates used in existing concrete structures may be : re-used to replace with the natural aggregate. Due to the repair or rep...

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...

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.

CF60 Concrete Composition Design and Application on Fudiankou Xijiang Super Large Bridge

Science.gov (United States)

Qiu, Yi Mei; Wen, Sen Yuan; Chen, Jun Xiang

2018-06-01

Guangxi Wuzhou City Ring Road Fudiankou Xijiang super large bridge CF60 concrete is a new multi-phase composite high-performance concrete, this paper for the Fudiankou Xijiang bridge structure and characteristics of the project, in accordance with the principle of local materials and technical specification requirements, combined with the site conditions of CF60 engineering high performance concrete component materials, proportion and the technical performance, quantify the main physical and mechanical performance index. Analysis main influencing factors of the technical indicators, reasonable adjustment of concrete mix design parameters, and the use of technical means of admixture and multi-function composite admixture of concrete, obtain the optimal proportion of good work, process, mechanical properties stability and durability of engineering properties, recommend and verification of concrete mix; to explore the CF60 high performance concrete Soil in the Fudiankou Xijiang bridge application technology, detection and tracking the quality of concrete construction, concrete structure during the construction of the key technology and control points is proposed, evaluation of CF60 high performance concrete in the actual engineering application effect and benefit to ensure engineering quality of bridge structure and service life, and super long span bridge engineering construction to provide basis and reference.

An Expert System for Concrete Bridge Management

DEFF Research Database (Denmark)

Brito, J. de; Branco, F. A.; Thoft-Christensen, Palle

1997-01-01

The importance of bridge repair versus new bridge construction has risen in recent decades due to high deterioration rates that have been observed in these structures. Budgets both for building new bridges and keeping the existing ones are always limited. To help rational decision-making, bridge...... management systems are presently being implemented by bridge authorities in several countries. The prototype of an expert system for concrete bridge management is presented in this paper, with its functionality relying on two modules. The inspection module relies on a periodic acquisition of field...... information complemented by a knowledge-based interactive system, BRIDGE-1. To optimize management strategies at the headquarters, the BRIDGE-2 module was implemented, including three submodules: inspection strategy, maintenance and repair....

Study on Construction Technology of Municipal Road and Bridge Concrete

Science.gov (United States)

Tang, Fuyong

2018-03-01

With the continuous development of social economy and the accelerating process of urbanization, municipal road and bridge projects have also shown a trend of rapid development. Municipal road and bridge work can fully reflect the economic and cultural development level of cities and is also an important symbol of urban development. As a basic material of construction, concrete is widely used in engineering construction. This article will analyze the municipal road and bridge concrete construction technology, put forward corresponding measures.

Synthesis of concrete bridge piles prestressed with CFRP systems.

Science.gov (United States)

2017-06-01

The Texas Department of Transportation frequently constructs prestressed concrete piles for use in bridge : foundations. Such prestressed concrete piles are typically built with steel strands that are highly susceptible to : environmental degradation...

Acoustic emission techniques applied to conventionally reinforced concrete bridge girders.

Science.gov (United States)

2008-09-01

Reinforced concrete (RC) bridges generally operate at service-level loads except during discrete overload events that can reduce the integrity of the structure by initiating concrete cracks, widening or extending of existing concrete cracks, as well ...

Application of super workable concrete to main tower of cable-stayed prestressed concrete bridge. ; Kiba park grand bridge. PC shachokyo no shuto eno tekiyo. ; Kiba koen ohashi

Energy Technology Data Exchange (ETDEWEB)

Matsuoka, Y.; Shindo, T.; Sakamoto, A. (Taisei Corp., Tokyo (Japan))

1993-08-01

The Kiba Park Grand Bridge is a cable-stayed prestressed concrete (PC) bridge with a length of 186m. The main tower of this PC cable-stayed bridge consists of a pair of vertical columns with height of 60m and a beam connecting the columns. For the purpose of the advanced efficiency of construction without formwork and removal work and the improvement of durability, the precast buried formwork made of polymer impregnated concrete formwork was adopted. Approximate 650 cubic meter of super workable concrete was placed for the upper part ranging from 7th to 17th blocks of vertical columns and the beam. Blast furnace cement B and fly ash were used as binder. Naphthalenesulfonic acid type high performance water reducing agent and lignosulfonic acid type AE (air-entraining) water reducing agent were used as admixtures. Super workable concrete was mixed using forced double-axle mixers in the ready-mixed concrete plant. Satisfactory quality of the fresh concrete and strength of the hardened concrete were obtained. 2 refs., 11 figs., 3 tabs.

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.

On Reliability Based Optimal Design of Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

In recent years important progress has been made in assessment of the lifetime behaviour of concrete bridges. Due to the large uncertainties related to the loading and the deterioration of such bridges, an assessment based on stochastic modelling of the significant parameters seems to be only...

Earthquake Resilient Bridge Columns Utilizing Damage Resistant Hybrid Fiber Reinforced Concrete

OpenAIRE

Trono, William Dean

2014-01-01

Modern reinforced concrete bridges are designed to avoid collapse and to prevent loss of life during earthquakes. To meet these objectives, bridge columns are typically detailed to form ductile plastic hinges when large displacements occur. California seismic design criteria acknowledges that damage such as concrete cover spalling and reinforcing bar yielding may occur in columns during a design-level earthquake. The seismic resilience of bridge columns can be improved through the use of a da...

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.

Shear capacity of in service prestressed concrete bridge girders.

Science.gov (United States)

2010-05-17

The design of prestressed concrete bridge girders has changed significantly over the past several : decades. Specifically, the design procedure to calculate the shear capacity of bridge girders that : was used forty years ago is very different than t...

Vertical impedance measurements on concrete bridge decks for assessing susceptibility of reinforcing steel to corrosion

Science.gov (United States)

Bartholomew, Paul D.; Guthrie, W. Spencer; Mazzeo, Brian A.

2012-08-01

Corrosion is a pressing problem for aging concrete infrastructure, especially bridge decks. Because of its sensitivity to factors that affect corrosion of reinforcing steel in concrete, resistivity is an important structural health indicator for reinforced concrete structures. In this research, an instrument was developed to measure vertical impedance on concrete bridge decks. Measurements of vertical impedance on slabs prepared in the laboratory, on slabs removed from decommissioned bridge decks, and on an in-service bridge deck in the field demonstrate the utility of the new apparatus.

Recent design methods for prestressed concrete cable stayed bridge; PC shachokyo no sekkei gijutsu no genjo

Energy Technology Data Exchange (ETDEWEB)

Otsuka, K. [Kajima Corp., Tokyo (Japan)

1995-02-01

The number of constructed prestressed concrete cable stayed bridges reached nearly 100 in Japan, and the technique has greatly developed. In this article, the current status of design techniques for prestressed concrete cable stayed bridges were introduced along with the examples of constructed bridges for the analysis method and the design method for each structure part while introducing the current examples of constructed bridges. Also, this kind of extra-dosed prestressed concrete bridge and prestressed concrete bridge with prestressed concrete stays were reported. Standards have been prepared including a chapter for the prestressed concrete cable stayed bridges in the Road Bridge Guideline document in February 1990. Load to be noticed as the characteristics peculiar to the prestressed concrete cable stayed bridges includes the shock due to live load, temperature change, and execution error of a tower. For example, 1/1000 of the total tower height is generally considered as the execution error of the tower. A diagonal member is manufactured at factories and in fields and has both advantages and disadvantages. The linear analysis of plane framework is general. Damping of and earthquakeproof designs against the wind and earthquake of the diagonal member were also provided. 11 refs., 17 figs., 2 tabs.

77 FR 54652 - Draft Program Comment for Common Post-1945 Concrete and Steel Bridges

Science.gov (United States)

2012-09-05

... constructed by State transportation agencies after 1945, using reinforced concrete or steel beams and designs... proposed Program Comment: Program Comment for Common Post-1945 Concrete and Steel Bridges I. Introduction... reinforced concrete or steel beams and designs that quickly became standardized. These common bridge types...

Effect of soil–structure interaction on the reliability of reinforced concrete bridges

OpenAIRE

Kamel Bezih; Alaa Chateauneuf; Mahdi Kalla; Claude Bacconnet

2015-01-01

In the design of reinforced concrete (RC) bridges, the random and nonlinear behavior of soil may lead to insufficient reliability levels. For this reason, it is necessary to take into account the variability of soil properties which can significantly affect the bridge behavior regarding ultimate and serviceability limit states. This study investigates the failure probability for existing reinforced concrete bridges due to the effects of interaction between the soil and the structure. In this ...

Self-Consolidating Concrete for Prestressed Bridge Girders

Science.gov (United States)

2017-07-01

This document reports the findings of a research project designed to better understand material and structural performance of prestressed bridge girders made with Self-Consolidating Concrete (SCC) from Wisconsin. SCC has high potential to be used for...

Prestressing Concrete with CFRP Composites for Sustainability and Corrosion-Free Applications

Directory of Open Access Journals (Sweden)

Belarbi A.

2018-01-01

Full Text Available Advancement in material science has enabled the engineers to enhance the strength and long-term behavior of concrete structures. The conventional approach is to use steel for prestressed bridge girders. Despite having good ductility and strength, beams prestressed with steel are susceptible to corrosion when subjected to environmental exposure. The corrosion of the prestressing steel reduces load carrying capacity of the prestressed member and result in catastrophic failures. In the last decades, more durable composite materials such as Aramid Fiber Reinforced Polymer (AFRP, Glass Fiber Reinforced Polymer (GFRP and Carbon Fiber Reinforced Polymer (CFRP have been implemented in concrete structures as a solution to this problem. Among these materials, CFRP stands out as a primary prestressing reinforcement, which has the potential to replace steel and provide corrosion free prestressed bridge girders. Despite its promise, prestressing CFRP has not frequently been used for bridge construction worldwide. The major contributing factor to the lack of advancement of this promising technology in the United States (U.S. is the lack of comprehensive design specifications. Apart from a limited number of guides, manuals, and commentaries, there is currently no standard or comprehensive design guideline available to bridge engineers in the U.S. for the design of concrete structures prestressed with CFRP systems. The main goal is to develop design guidelines in AASHTO-LRFD format for concrete bridge girders with prestressing CFRP materials. The guidelines are intended to address the limitation in current AASHTO-LRFD Bridge Design Specifications which is applicable for prestressed bridge girders with steel strands. To accomplish this goal, some of the critical parameters that affect the design and long-term behavior of prestressed concrete bridge girders with prestressing CFRP systems are identified and included in the research work. This paper presents

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)

Ældre betonbroers bæreevne (Load bearing capacity of old concrete bridges)

DEFF Research Database (Denmark)

Nielsen, Anders

1999-01-01

Two old bridges have been analysed in connection with their demolition. The first one is a pedestrian bridge, the Gefion bridge, from 1894. This is the first bridge of reinforced concrete in Denmark. Here the creep in the concrete severely have changed the way in which the load on the bridge was ...... was carried. - The other is a motor way bridge from 1939, which were reinforced 1991 with external steel plates on the areas of shear on the beams. Four beams were carried to our laboratory and load tested. The steel plates have doubled the load bearing capacity of the beams....

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...

Multimedia package for LRFD concrete bridge design.

Science.gov (United States)

2009-02-01

This Project developed a Load and Resistance Factor Design (LRFD) multimedia package to provide a practical introduction and an in-depth understanding of the technological advances in the design of concrete bridges. This package can be used to train ...

Abrasion-resistant concrete mix designs for precast bridge deck panels.

Science.gov (United States)

2010-08-01

The report documents laboratory investigations undertaken to develop high performance concrete (HPC) for precast and pre-stressed bridge deck components that would reduce the life-cycle cost of bridges by improving the studded tire wear (abrasion) re...

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...

Determination of in-situ strength on selected bridge element concrete girder and slab of Nagtahan bridge using rebound hammer test

International Nuclear Information System (INIS)

Uy, Bernadette Betsy B.; Banaga, Renato T.

2013-01-01

This study examined the extent of the damage due to fire on the affected areas of the bridge structure. The need to assess the damage of the Nagtahan Bridge is very useful to provide appropriate measures in the repair or in the reinforcement of the bridge, hence will ensure its strength and integrity. The study included two (2) spans of the bridge deck/slab with specific locations of the bridge that were subjected for testing. The Rebound Hammer was used as a preliminary test in evaluating the bridge condition. Its capability is to assess the in-place uniformity of concrete, to delineate regions in a structure of poor quality or deteriorated concrete, and to estimate the in-place strength; and ultimately, for relative comparison between the different structures of the bridge. With the use of the NDT Rebound Hammer Test, the researchers were able to determine whether or not the in-situ strength of the bridge's concrete has been weakened due to fire. The DPW-Standard Specification is the government acceptable manual, containing the acceptance criteria, used as the basis for standard construction procedures in the department.(author)

Bridge monitoring by interferometric deformation sensors

Science.gov (United States)

Inaudi, Daniele; Vurpillot, Samuel; Casanova, Nicoletta

1996-09-01

In many concrete bridges, the deformations are the most relevant parameter to be monitored in both short and long- terms. Strain monitoring gives only local information about the material behavior and too many such sensors would therefore be necessary to gain a complete understanding of the bridge behavior. We have found that fiber optic deformation sensors, with measurement bases of the order of one to a few meters, can give useful information both during the first days after concrete pouring and in the long term. In a first phase it is possible to monitor the thermal expansion due to the exothermic setting reaction and successively the thermal and drying shrinkages. Thanks to the long sensor basis, the detection of a crack traverse to the measurement region becomes probable and the evolution of cracks can therefore be followed with a reduced number of sensors. In the long-term it is possible to measure the geometric deformations and therefore the creeping of the bridge under static loads, especially under its own weight. In the past two years, our laboratory has installed hundreds of fiber optic deformation sensors in more than five concrete, composite steel-concrete, refurbished and enlarged bridges (road, highway and railway bridges). The measuring technique relies on low-coherence interferometry and offers a resolution down to a few microns even for long-term measurements. This contribution briefly discusses the measurement technique and then focuses on the development of a reliable sensor for direct concrete embedding and on the experimental results obtained on these bridges.

Acoustic emission techniques applied to conventionally reinforced concrete bridge girders : final report.

Science.gov (United States)

2008-09-01

Reinforced concrete (RC) bridges generally operate at service-level loads except during discrete overload events that can reduce the integrity of the structure by initiating concrete cracks, widening or extending of existing concrete cracks, as well ...

STRENGTHENING OF A REINFORCED CONCRETE BRIDGE WITH PRESTRESSED STEEL WIRE ROPES

Directory of Open Access Journals (Sweden)

Kexin Zhang

2017-10-01

Full Text Available This paper describes prestressed steel wire ropes as a way to strengthen a 20-year-old RC T-beam bridge. High strength, low relaxation steel wire ropes with minor radius, high tensile strain and good corrosion resistance were used in this reinforcement. The construction process for strengthening with prestressed steel wire ropes—including wire rope measuring, extruding anchor heads making, anchorage installing, tensioning steel wire ropes and pouring mortar was described. Ultimate bearing capacity of the bridge after strengthening was discussed based on the concrete structure theory. The flexural strength of RC T-beam bridges strengthened with prestressed steel wire ropes was governed by the failure of concrete crushing. To investigate effectiveness of the strengthening method, fielding-load tests were carried out before and after strengthening. The results of concrete strain and deflection show that the flexural strength and stiffness of the strengthened beam are improved. The crack width measurement also indicates that this technique could increase the durability of the bridge. Thus, this strengthened way with prestressed steel wire rope is feasible and effective.

Recommendations for Longitudinal Post-Tensioning in Full-Depth Precast Concrete Bridge Deck Panels

OpenAIRE

Bowers, Susan Elizabeth

2007-01-01

Full-depth precast concrete panels offer an efficient alternative to traditional cast-in-place concrete for replacement or new construction of bridge decks. Research has shown that longitudinal post-tensioning helps keep the precast bridge deck in compression and avoid problems such as leaking, cracking, spalling, and subsequent rusting on the beams at the transverse panel joints. Current design recommendations suggest levels of initial compression for precast concrete decks in a very limit...

Severe ASR damaged concrete bridges

DEFF Research Database (Denmark)

Antonio Barbosa, Ricardo; Gustenhoff Hansen, Søren

2015-01-01

Technical University of Denmark (DTU) and University of Southern Denmark (SDU) have conducted several full-scale experiments with severe ASR deteriorated bridges. This paper presents few and preliminary results from both the shear tests and the measuring of the material properties. The shear test...... show that the shear capacity is almost unaffected of ASR despite significant reduction in compressive concrete strength. Furthermore, measurements show a significant tensile reinforcement strain developed due to ASR expansion....

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.

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...

APPLICATION OF ULTRA-HIGH PERFORMANCE CONCRETE TO PEDESTRIAN CABLE-STAYED BRIDGES

Directory of Open Access Journals (Sweden)

CHI-DONG LEE

2013-06-01

Full Text Available The use of ultra-high performance concrete (UHPC, which enables reducing the cross sectional dimension of the structures due to its high strength, is expected in the construction of the super-long span bridges. Unlike conventional concrete, UHPC experiences less variation of material properties such as creep and drying shrinkage and can reduce uncertainties in predicting time-dependent behavior over the long term. This study describes UHPC’s material characteristics and benefits when applied to super-long span bridges. A UHPC girder pedestrian cable-stayed bridge was designed and successfully constructed. The UHPC reduced the deflections in both the short and long term. The cost analysis demonstrates a highly competitive price for UHPC. This study indicates that UHPC has a strong potential for application in the super-long span bridges.

Load Distribution Factors for Composite Multicell Box Girder Bridges

Science.gov (United States)

Tiwari, Sanjay; Bhargava, Pradeep

2017-12-01

Cellular steel section composite with a concrete deck is one of the most suitable superstructures in resisting torsional and warping effects induced by highway loading. This type of structure has inherently created new design problems for engineers in estimating its load distribution when subjected to moving vehicles. Indian Codes of Practice does not provide any specific guidelines for the design of straight composite concrete deck-steel multi-cell bridges. To meet the practical requirements arising during the design process, a simple design method is needed for straight composite multi-cell bridges in the form of load distribution factors for moment and shear. This work presents load distribution characteristics of straight composite multi-cell box girder bridges under IRC trains of loads.

Latex-modified fiber-reinforced concrete bridge deck overlay : construction/interim report.

Science.gov (United States)

1993-06-01

Latex-modified concrete (LMC) is Portland cement concrete (PCC) with an admixture of latex. LMC is considered to be nearly impermeable to chlorides and is extensively used to construct bridge deck overlays. Unfortunately, some of these overlays have ...

Experimental Investigation of a Self-Sensing Hybrid GFRP-Concrete Bridge Superstructure with Embedded FBG Sensors

OpenAIRE

Wang, Yanlei; Li, Yunyu; Ran, Jianghua; Cao, Mingmin

2012-01-01

A self-sensing hybrid GFRP-concrete bridge superstructure, which consists of two bridge decks and each bridge deck is comprised of four GFRP box sections combined with a thin layer of concrete in the compression zone, was developed by using eight embedded FBG sensors in the top and bottom flanges of the four GFRP box sections at midspan section of one bridge deck along longitudinal direction, respectively. The proposed self-sensing hybrid bridge superstructure was tested in 4-point loading to...

The influence of carbonation process on concrete bridges and durability in Estonian practice

Science.gov (United States)

Liisma, E.; Sein, S.; Järvpõld, M.

2017-10-01

Concrete as one of the most widely used construction material in building industry, has considerable implementing in bridge engineering due to its extensive number of effective technical characteristics. However, according to exploitation environment, there are substantial factors such as aggressive liquids (e.g. deiced salts, sulfates, etc), rapid temperature alterations and the increasing rate of CO2 to take into account predicting actual retained service life of concrete structure and the need of repairmen to increase the lifespan of the bridge. According to several measuring, concentration of atmospheric CO2 is reported linearly increasing and is modeled to appear as exponential increase in the next decade. This environmental influence leads to accelerated carbonation process of concrete and brings up the importance of its potential untimely degradation mechanism. Hence, the main aim of this research is to give an analyzed overview of the carbonation depths of selection of 11 concrete bridges in Estonia built in the period of 1976-2007 and their relation with compressive strength of concrete. In addition to in situ tests, laboratory research was performed to understand natural carbonation rate and compressive strength relations of concrete.

Bridge deck concrete volume change : final contract report.

Science.gov (United States)

2010-02-01

Concrete structures such as bridge decks, with large surface area relative to volume, shrink and crack, thus reducing service life performance and increasing operation costs. The project evaluated the early, first 24 hours, and long-term, 180 days, s...

Construction of precast high performance concrete segmental bridges.

OpenAIRE

Ruiz Ripoll, Lidia

2016-01-01

The construction of both medium and long span precast concrete segmental bridges is widely spread throughout Spain. Usually, the segments have multiple-keyed epoxy joints, and are assembled by internal prestressing. Yet, there is a more recent type of bridge with dry joints and external prestressing. In these last ones, shear is transferred through physical support between keys and friction between faces of the compressed joint. This shear force is evaluated using friction coefficients from t...

Investigation of early timber–concrete composite bridges in the United States

Science.gov (United States)

James P. Wacker; Alfredo Dias; Travis K. Hosteng

2017-01-01

The use of timber–concrete composite (TCC) bridges in the United States dates back to circa 1925. Two different TCC systems were constructed during this early period. The first system included a longitudinal nail-laminated deck composite with a concrete deck top layer. The second system included sawn timber stringers supporting a concrete deck top layer. Records...

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...

Assessment of the Reliability Profiles for Concrete Bridges

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

In this paper calculation of reliability profiles is discussed. ULS as well as SLS limit states are formulated. Corrosion due to chloride penetration is the considered deterioration mechanism. Three models for corrosion are formulated. A definition of service lifetime for concrete bridges...

Nondestructive Evaluation of Concrete Bridge Decks with Automated Acoustic Scanning System and Ground Penetrating Radar.

Science.gov (United States)

Sun, Hongbin; Pashoutani, Sepehr; Zhu, Jinying

2018-06-16

Delamanintions and reinforcement corrosion are two common problems in concrete bridge decks. No single nondestructive testing method (NDT) is able to provide comprehensive characterization of these defects. In this work, two NDT methods, acoustic scanning and Ground Penetrating Radar (GPR), were used to image a straight concrete bridge deck and a curved intersection ramp bridge. An acoustic scanning system has been developed for rapid delamination mapping. The system consists of metal-ball excitation sources, air-coupled sensors, and a GPS positioning system. The acoustic scanning results are presented as a two-dimensional image that is based on the energy map in the frequency range of 0.5⁻5 kHz. The GPR scanning results are expressed as the GPR signal attenuation map to characterize concrete deterioration and reinforcement corrosion. Signal processing algorithms for both methods are discussed. Delamination maps from the acoustic scanning are compared with deterioration maps from the GPR scanning on both bridges. The results demonstrate that combining the acoustic and GPR scanning results will provide a complementary and comprehensive evaluation of concrete bridge decks.

Simplified method for the transverse bending analysis of twin celled concrete box girder bridges

Science.gov (United States)

Chithra, J.; Nagarajan, Praveen; S, Sajith A.

2018-03-01

Box girder bridges are one of the best options for bridges with span more than 25 m. For the study of these bridges, three-dimensional finite element analysis is the best suited method. However, performing three-dimensional analysis for routine design is difficult as well as time consuming. Also, software used for the three-dimensional analysis are very expensive. Hence designers resort to simplified analysis for predicting longitudinal and transverse bending moments. Among the many analytical methods used to find the transverse bending moments, SFA is the simplest and widely used in design offices. Results from simplified frame analysis can be used for the preliminary analysis of the concrete box girder bridges.From the review of literatures, it is found that majority of the work done using SFA is restricted to the analysis of single cell box girder bridges. Not much work has been done on the analysis multi-cell concrete box girder bridges. In this present study, a double cell concrete box girder bridge is chosen. The bridge is modelled using three- dimensional finite element software and the results are then compared with the simplified frame analysis. The study mainly focuses on establishing correction factors for transverse bending moment values obtained from SFA.

CRASH TEST AND EVALUATION OF RESTRAINED SAFETY-SHAPE CONCRETE BARRIERS ON CONCRETE BRIDGE DECK

Science.gov (United States)

2018-01-01

This research designed and tested a new portable concrete barrier that meets the performance of MASH TL-4 and can be used in temporary and permanent applications on bridge decks. Additionally, this new barrier system will minimize deflection, allowin...

Expected damages of retrofitted bridges with RC jacketing

Science.gov (United States)

Montes, O.; Jara, J. M.; Jara, M.; Olmos, B. A.

2015-07-01

The bridge infrastructure in many countries of the world consists of medium span length structures built several decades ago and designed for very low seismic forces. Many of them are reinforced concrete structures that according to the current code regulations have to be rehabilitated to increase their seismic capacity. One way to reduce the vulnerability of the bridges is by using retrofitting techniques that increase the strength of the structure or by incorporating devices to reduce the seismic demand. One of the most common retrofit techniques of the bridges substructures is the use of RC jacketing; this research assesses the expected damages of seismically deficient medium length highway bridges retrofitted with reinforced concrete jacketing, by conducting a parametric study. We select a suite of twenty accelerograms of subduction earthquakes recorded close to the Pacific Coast in Mexico. The original structures consist of five 30 m span simple supported bridges with five pier heights of 5 m, 10 m, 15 m 20 and 25 m and the analyses include three different jacket thickness and three steel ratios. The bridges were subjected to the seismic records and non-linear time history analyses were carried out by using the OpenSEEs Plataform. Results allow selecting the reinforced concrete jacketing that better improves the expected seismic behavior of the bridge models.

Expected damages of retrofitted bridges with RC jacketing

International Nuclear Information System (INIS)

Montes, O; Jara, J M; Jara, M; Olmos, B A

2015-01-01

The bridge infrastructure in many countries of the world consists of medium span length structures built several decades ago and designed for very low seismic forces. Many of them are reinforced concrete structures that according to the current code regulations have to be rehabilitated to increase their seismic capacity. One way to reduce the vulnerability of the bridges is by using retrofitting techniques that increase the strength of the structure or by incorporating devices to reduce the seismic demand. One of the most common retrofit techniques of the bridges substructures is the use of RC jacketing; this research assesses the expected damages of seismically deficient medium length highway bridges retrofitted with reinforced concrete jacketing, by conducting a parametric study. We select a suite of twenty accelerograms of subduction earthquakes recorded close to the Pacific Coast in Mexico. The original structures consist of five 30 m span simple supported bridges with five pier heights of 5 m, 10 m, 15 m 20 and 25 m and the analyses include three different jacket thickness and three steel ratios. The bridges were subjected to the seismic records and non-linear time history analyses were carried out by using the OpenSEEs Plataform. Results allow selecting the reinforced concrete jacketing that better improves the expected seismic behavior of the bridge models. (paper)

PS buildings : reinforced concrete structure for shielding "bridge" pillar

CERN Multimedia

CERN PhotoLab

1956-01-01

The PS ring traverses the region between the experimental halls South and North (buildings Nos 150 and 151) under massive bridge-shaped concrete beams. This pillar stands at the S-W end of the structure.

Ground penetrating radar utilization in exploring inadequate concrete covers in a new bridge deck

Directory of Open Access Journals (Sweden)

Md. Istiaque Hasan

2014-01-01

Full Text Available The reinforced concrete cast in place four span deck of a concrete bridge near Roanoke, Texas, was recently completed. Due to possible construction errors, it was suspected that the concrete covers in the deck did not conform to drawings and specifications. A full scale non-destructive evaluation of the concrete covers was carried out using ground penetrating radar (GPR equipment. Cover values were determined from the radargram generated from the scan. The estimated covers were plotted on contour maps. Migration data can substitute the drilling based ground truth data without compromising the concrete cover estimations, except for areas with very high cover values. Areas with high water content may result in inaccurate concrete dielectric constants. Based on the results, significant retrofitting of the bridge deck, such as additional overlay, was recommended.

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 ...

Structural behavior of concrete box bridge using embedded FBG sensors

Science.gov (United States)

Chung, Wonseok; Kang, Donghoon

2012-04-01

For the structural monitoring of railway bridges, electromagnetic interference (EMI) is a significant problem as modern railway lines are powered by high-voltage electric power feeding systems. Fiber optic sensing systems are free from EMI and have been successfully applied in civil engineering fields. This study presents the application of fiber Bragg grating (FBG)-based sensing systems to precast concrete box railway bridges. A 20 m long full-scale precast concrete box railway girder was fabricated and tested in order to identify its static performance. The experimental program involved the measurement of the nonlinear static behavior until failure. Multiplexed FBG strain sensors were embedded along the length of steel rebar and a strain-induced wavelength shift was measured in order to monitor internal strains. The measured values from the FBG-based sensors are compared with the results using electric signal-based sensors. The results show that the FBG sensing system is promising and can improve the efficiency of structural monitoring for modern railway bridges.

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

Prestressed concrete bridge beams with microsilica admixture : final report.

Science.gov (United States)

1998-01-01

Microsilica fume admixture in concrete beams was used in two coastal bridges to reduce chloride permeability. Cylinders were cast from the beam mixture for strength and permeability tests. : The fabricator found no problems with making these beams, e...

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...

Service Life and Maintenance Modelling of Reinforced Concrete Bridge Decks

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

Recent research in the area of assessment and maintenance of reinforced concrete bridge decks is presented in this paper. Three definitions of service lifetime are introduced and the difficult problem of assessing the service life is discussed. A stochastic modelling of corrosion and corrosion...... cracking is introduced and the site dependency of corrosion is stressed. Finally, a recently developed optimal repair strategy for bridges is briefly explained....

Seismic evaluation and retrofit of deteriorated concrete bridge components.

Science.gov (United States)

2013-06-01

Corrosion of steel bars in reinforced concrete structures is a major durability problem for bridges constructed in the New York State : (NYS). The heavy use of deicing salt compounds this problem. Corrosion of steel bars results in loss of steel cros...

The Selection of Bridge Materials Utilizing the Analytical Hierarchy Process

Science.gov (United States)

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

1997-01-01

Effective decisions on the use of natural resources often require the input of many individuals. Determining how specific criteria affect the selection of materials can lead to better utilization of raw materials. Concrete, steel, and timber represent over 98% of the materials used for bridge construction in the United States. Highway officials must often consider...

Managing concrete bridges: Methods for reducing costs and user inconveniences

DEFF Research Database (Denmark)

Goltermann, Per

2005-01-01

The paper presents experiences from modern bridge maintenance management, which has been forced to develop new and cost-efficient approaches in order to cope with the increase in overall deterioration of the aging bridge stock, the growing requirements to accessibility and the decreasing budgets...... situations often postpone or reduce the repair and rehabilitation activities required in critical parts of the structure. The paper will present some cases, where these approaches have been used on existing concrete bridges and explain how these experiences can be applied on other types of structures...

A new solution of measuring thermal response of prestressed concrete bridge girders for structural health monitoring

International Nuclear Information System (INIS)

Jiao, Pengcheng; Borchani, Wassim; Hasni, Hassene; Lajnef, Nizar

2017-01-01

This study develops a novel buckling-based mechanism to measure the thermal response of prestressed concrete bridge girders under continuous temperature changes for structural health monitoring. The measuring device consists of a bilaterally constrained beam and a piezoelectric polyvinylidene fluoride transducer that is attached to the beam. Under thermally induced displacement, the slender beam is buckled. The post-buckling events are deployed to convert the low-rate and low-frequency excitations into localized high-rate motions and, therefore, the attached piezoelectric transducer is triggered to generate electrical signals. Attaching the measuring device to concrete bridge girders, the electrical signals are used to detect the thermal response of concrete bridges. Finite element simulations are conducted to obtain the displacement of prestressed concrete girders under thermal loads. Using the thermal-induced displacement as input, experiments are carried out on a 3D printed measuring device to investigate the buckling response and corresponding electrical signals. A theoretical model is developed based on the nonlinear Euler–Bernoulli beam theory and large deformation assumptions to predict the buckling mode transitions of the beam. Based on the presented theoretical model, the geometry properties of the measuring device can be designed such that its buckling response is effectively controlled. Consequently, the thermally induced displacement can be designed as limit states to detect excessive thermal loads on concrete bridge girders. The proposed solution sufficiently measures the thermal response of concrete bridges. (paper)

A new solution of measuring thermal response of prestressed concrete bridge girders for structural health monitoring

Science.gov (United States)

Jiao, Pengcheng; Borchani, Wassim; Hasni, Hassene; Lajnef, Nizar

2017-08-01

This study develops a novel buckling-based mechanism to measure the thermal response of prestressed concrete bridge girders under continuous temperature changes for structural health monitoring. The measuring device consists of a bilaterally constrained beam and a piezoelectric polyvinylidene fluoride transducer that is attached to the beam. Under thermally induced displacement, the slender beam is buckled. The post-buckling events are deployed to convert the low-rate and low-frequency excitations into localized high-rate motions and, therefore, the attached piezoelectric transducer is triggered to generate electrical signals. Attaching the measuring device to concrete bridge girders, the electrical signals are used to detect the thermal response of concrete bridges. Finite element simulations are conducted to obtain the displacement of prestressed concrete girders under thermal loads. Using the thermal-induced displacement as input, experiments are carried out on a 3D printed measuring device to investigate the buckling response and corresponding electrical signals. A theoretical model is developed based on the nonlinear Euler-Bernoulli beam theory and large deformation assumptions to predict the buckling mode transitions of the beam. Based on the presented theoretical model, the geometry properties of the measuring device can be designed such that its buckling response is effectively controlled. Consequently, the thermally induced displacement can be designed as limit states to detect excessive thermal loads on concrete bridge girders. The proposed solution sufficiently measures the thermal response of concrete bridges.

Positioning of supporting-cable ducts in a prestressed concrete bridge

International Nuclear Information System (INIS)

Roetzer, H.

1981-01-01

Before inserting the supporting cables positioning of cable ducts in prestressed concrete bridges can be performed with the aid of radiation sources hauled through the ducts and localized by means of radiation monitors

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.

Phase I development of an aesthetic, precast concrete bridge rail.

Science.gov (United States)

2012-02-01

Precast concrete bridge rail systems offer several advantages over traditional cast-in-place rail designs, including reduced construction : time and costs, installation in a wide range of environmental conditions, easier maintenance and repair, impro...

The economy of preventive maintenance of concrete bridges : final report.

Science.gov (United States)

2016-03-01

The most economical approach to maintain existing concrete bridges is by adopting an active preventive maintenance : approach. An in-depth investigation of the combined deterioration effects of various deterioration mechanisms is needed : to establis...

Effect of soil–structure interaction on the reliability of reinforced concrete bridges

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Kamel Bezih

2015-09-01

Full Text Available In the design of reinforced concrete (RC bridges, the random and nonlinear behavior of soil may lead to insufficient reliability levels. For this reason, it is necessary to take into account the variability of soil properties which can significantly affect the bridge behavior regarding ultimate and serviceability limit states. This study investigates the failure probability for existing reinforced concrete bridges due to the effects of interaction between the soil and the structure. In this paper, a coupled reliability–mechanical approach is developed to study the effect of soil–structure interaction for RC bridges. The modeling of this interaction is incorporated into the mechanical model of RC continuous beams, by considering nonlinear elastic soil stiffness. The reliability analysis highlights the large importance of soil–structure interaction and shows that the structural safety is highly sensitive to the variability of soil properties, especially when the nonlinear behavior of soil is considered.

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

This report provides the results of a detailed Level II analysis of scour potential at structure NEWHTH00050030 on Town Highway 5 crossing the New Haven River, New Haven, 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 Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 115-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 right bank upstream and downstream of the bridge while the immediate banks have dense woody vegetation. The upstream left bank is also pasture. The downstream left bank is forested.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 127 ft and an average bank height of 5 ft. The channel bed material ranges from silt to cobble with a median grain size (D50) of 20.4 mm (0.067 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 19, 1996, indicated that the reach was laterally unstable. The stream bends through the bridge and impacts the left bank where there is a cut bank and scour hole.The Town Highway 5 crossing of the New Haven River is a 181-ft-long, two-lane bridge consisting of four 45-ft concrete tee-beam spans (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 175.9 ft. The

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.

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...

Two-course bonded concrete bridge deck construction : condition and performance after six years.

Science.gov (United States)

1981-01-01

This report presents the findings from a six-year study of two-course bonded concrete bridge decks constructed in Virginia. Each of three special portland cement concretes was applied as an overlay, or wearing course, on two experimental spans. The o...

THE PROBLEM OF ESTIMATING THE DURABILITY OF THE REINFORCED CONCRETE BRIDGES

Directory of Open Access Journals (Sweden)

O. I. Lantukh-Liashchenko

2007-10-01

Full Text Available This paper presents an assessment and prediction of service life for reinforced concrete bridges. The deterministic and probabilistic approach prediction models of durability are proposed.

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.

Characterization and mediation of microbial deterioration of concrete bridge structures.

Science.gov (United States)

2013-04-01

Samples obtained from deteriorated bridge structures in Texas were cultured in growth medium containing thiosulfate as an energy source and investigated for acid production, type of acid produced by microbes and the bio-deterioration of concrete cyli...

The Impact of Traffic-Induced Bridge Vibration on Rapid Repairing High-Performance Concrete for Bridge Deck Pavement Repairs

Directory of Open Access Journals (Sweden)

Wei Wang

2014-01-01

Full Text Available Based on forced vibration tests for high-performance concrete (HPC, the influence of bridge vibration induced by traveling vehicle on compressive strength and durability of HPC has been studied. It is concluded that 1 d and 2 d compressive strength of HPC decreased significantly, and the maximum reduction rate is 9.1%, while 28 d compressive strength of HPC had a slight lower with a 3% maximal drop under the action of two simple harmonic vibrations with 2 Hz, 3 mm amplitude, and 4 Hz, 3 mm amplitude. Moreover, the vibration had a slight effect on the compressive strength of HPC when the simple harmonic vibration had 4 Hz and 1 mm amplitude; it is indicated that the amplitude exerts a more prominent influence on the earlier compressive strength with the comparison of the frequency. In addition, the impact of simple harmonic vibration on durability of HPC can be ignored; this shows the self-healing function of concrete resulting from later hydration reaction. Thus, the research achievements mentioned above can contribute to learning the laws by which bridge vibration affects the properties of concrete and provide technical support for the design and construction of the bridge deck pavement maintenance.

Level II scour analysis for Bridge 8 (NEWFTH00010008) on Town Highway 1, crossing Wardsboro Brook, Newfane, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure NEWFTH00010008 on Town Highway 1 crossing Wardsboro Brook, Newfane, 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 New England Upland section of the New England physiographic province in southestern Vermont. The 6.91-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 right overbank and downstream left and right overbanks. The surface cover on the upstream left overbank is pasture. In the study area, Wardsboro Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 63 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 95.4 mm (0.313 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 stable. The Town Highway 1 crossing of the Wardsboro Brook is a 32-ft-long, two-lane bridge consisting of a 26-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 26.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the computed opening while the openingskew-to-roadway is 45 degrees

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.

Hybrid FRP-concrete bridge deck system final report I : development and system performance validation.

Science.gov (United States)

2009-10-01

In this study, the concept of the hybrid FRP-concrete structural systems was applied to both bridge : superstructure and deck systems. Results from the both experimental and computational analysis for : both the hybrid bridge superstructure and deck ...

Smart photonic coating for civil engineering field: for a future inspection technology on concrete bridge

Science.gov (United States)

Fudouzi, Hiroshi; Tsuchiya, Koichi; Todoroki, Shin-ichi; Hyakutake, Tsuyoshi; Nitta, Hiroyuki; Nishizaki, Itaru; Tanaka, Yoshikazu; Ohya, Takao

2017-04-01

Here we will propose the conceptual new idea of the inspection of concrete bridge using smart materials and mobile IoT system. We apply opal photonic crystal film to detect cracks on concrete infrastructures. High quality opal photonic crystal films were coated on black color PET sheet over 1000 cm2 area. The opal film sheet was cut and adhered to concrete or mortar test pieces by epoxy resin. In the tensile test, the structural color of the opal sheet was changed when the crack was formed. As a demonstration, we have installated the opal film sheet on the wall of the concrete bridge. Our final purpose is the color change will be recorded by portable CCD devices, and send to expert via IoT network.

Experimental study of cathodic protection of concrete from a 30 year old bridge

NARCIS (Netherlands)

Polder, R.B.; Nerland, O.C.

1998-01-01

An experimental study of cathodic protection (CP) was carried out with a conductive primer anode applied to specimens from a concrete bridge. The bridge was demolished after 30 years of service due to severe delaminations and reinforcement corrosion. Four specimens of approximately 1 m2 each were

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.

Level II scour analysis for Bridge 40 (ROCKTH00140040) on Town Highway 14, crossing the Williams River, Rockingham, 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 ROCKTH00140040 on Town Highway 14 crossing the Williams River, Rockingham, 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 99.2-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture downstream of the bridge. Upstream of the bridge, the left bank is forested and the right bank is suburban. In the study area, the Williams River has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 154 ft and an average bank height of 11 ft. The channel bed material ranges from silt and clay to cobble with a median grain size (D50) of 45.4 mm (0.149 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 4, 1996, indicated that the reach was stable. The Town Highway 14 crossing of the Williams River is a 106-ft-long, one-lane covered bridge consisting of two steel-beam spans with a maximum span length of 73 ft (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 94.5 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left, a vertical, laid-up stone abutment on the right and a concrete pier. The channel is skewed

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.

Estimation of Curvature Changes for Steel-Concrete Composite Bridge Using Fiber Bragg Grating Sensors

OpenAIRE

Kang, Donghoon; Chung, Wonseok

2013-01-01

This study is focused on the verification of the key idea of a newly developed steel-concrete composite bridge. The key idea of the proposed bridge is to reduce the design moment by applying vertical prestressing force to steel girders, so that a moment distribution of a continuous span bridge is formed in a simple span bridge. For the verification of the key technology, curvature changes of the bridge should be monitored sequentially at every construction stage. A pair of multiplexed FBG sen...

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...

Carbon paint anode for reinforced concrete bridges in coastal environments

Energy Technology Data Exchange (ETDEWEB)

Cramer, Stephen D.; Bullard, Sophie J.; Covino, Bernard S., Jr.; Holcomb, Gordon R.; Russell, James H.; Cryer, C.B. (ODOT); Laylor, H.M. (ODOT)

2002-01-01

Solvent-based acrylic carbon paint anodes were installed on the north approach spans of the Yaquina Bay Bridge (Newport OR) in 1985. The anodes continue to perform satisfactorily after more than 15 years service. The anodes were inexpensive to apply and field repairs are easily made. Depolarization potentials are consistently above 100 mV with long-term current densities around 2 mA/m 2. Bond strength remains adequate, averaging 0.50 MPa (73 psi). Some deterioration of the anode-concrete interface has occurred in the form of cracks and about 4% of the bond strength measurements indicated low or no bond. Carbon anode consumption appears low. The dominant long-term anode reaction appears to be chlorine evolution, which results in limited further acidification of the anode-concrete interface. Chloride profiles were depressed compared to some other coastal bridges suggesting chloride extraction by the CP system. Further evidence of outward chloride migration was a flat chloride profile between the anode and the outer rebar.

Application of Non-pressure Reinforced Concrete Pipes in Modern Construction and Reconstruction of Highways

Science.gov (United States)

Rakitin, B. A.; Pogorelov, S. N.; Kolmogorova, A. O.

2017-11-01

Modern highway construction technologies provide for the quality water discharge systems to increase facilities’ service life. Pipeline operating conditions require the use of durable and reliable materials and structures. The experience in using reinforced concrete pipes for these purposes shows their utilization efficiency. The present paper considers the experience in the use of non-pressure reinforced concrete pipes manufactured by the German company SCHLOSSER-PFEIFFER under the Ural region geological and climatic conditions. The authors analyzed the actual operation of underground pipelines and effective loads upon them. A detailed study of the mechanical properties of reinforced concrete pipes is necessary to improve their production technology and to enhance their serviceability. The use of software-based methods helped to develop a mathematical model and to estimate the strength and crack resistance of reinforced concrete pipes at different laying depths. The authors carried out their complex research of the strain-stress behaviour of reinforced concrete pipes and identified the most hazardous sections in the structure. The calculations performed were confirmed by the results of laboratory tests completed in the construction materials, goods, and structures test center. Based on the completed research, the authors formulated their recommendations to improve the design and technology of non-pressure reinforced concrete pipes.

Influence of fly ash, slag cement and specimen curing on shrinkage of bridge deck concrete.

Science.gov (United States)

2014-12-01

Cracks occur in bridge decks due to restrained shrinkage of concrete materials. Concrete materials shrink as : cementitious materials hydrate and as water that is not chemically bonded to cementitious materials : migrates from the high humid environm...

Application of Composite Structures in Bridge Engineering. Problems of Construction Process and Strength Analysis

Science.gov (United States)

Flaga, Kazimierz; Furtak, Kazimierz

2015-03-01

Steel-concrete composite structures have been used in bridge engineering from decades. This is due to rational utilisation of the strength properties of the two materials. At the same time, the reinforced concrete (or prestressed) deck slab is more favourable than the orthotropic steel plate used in steel bridges (higher mass, better vibration damping, longer life). The most commonly found in practice are composite girder bridges, particularly in highway bridges of small and medium spans, but the spans may reach over 200 m. In larger spans steel truss girders are applied. Bridge composite structures are also employed in cable-stayed bridge decks of the main girder spans of the order of 600, 800 m. The aim of the article is to present the cionstruction process and strength analysis problems concerning of this type of structures. Much attention is paid to the design and calculation of the shear connectors characteristic for the discussed objects. The authors focused mainly on the issues of single composite structures. The effect of assembly states on the stresses and strains in composite members are highlighted. A separate part of problems is devoted to the influence of rheological factors, i.e. concrete shrinkage and creep, as well as thermal factors on the stresses and strains and redistribution of internal forces.

Numerical simulations and experimental measurements of steel and ice impacts on concrete for acoustic interrogation of delaminations in bridge decks

Energy Technology Data Exchange (ETDEWEB)

Mazzeo, Brian A.; Patil, Anjali N.; Klis, Jeffrey M. [Brigham Young University, Department of Electrical and Computer Engineering, Provo, Utah, 84602 (United States); Hurd, Randy C.; Truscott, Tadd T. [Brigham Young University, Department of Mechanical Engineering, Provo, Utah, 84602 (United States); Guthrie, W. Spencer [Brigham Young University, Department of Civil and Environmental Engineering, Provo, Utah, 84602 (United States)

2014-02-18

Delaminations in bridge decks typically result from corrosion of the top mat of reinforcing steel, which leads to a localized separation of the concrete cover from the underlying concrete. Because delaminations cannot be detected using visual inspection, rapid, large-area interrogation methods are desired to characterize bridge decks without disruption to traffic, without the subjectivity inherent in existing methods, and with increased inspector safety. To this end, disposable impactors such as water droplets or ice chips can be dropped using automatic dispensers onto concrete surfaces to excite mechanical vibrations while acoustic responses can be recorded using air-coupled microphones. In this work, numerical simulations are used to characterize the flexural response of a model concrete bridge deck subject to both steel and ice impactors, and the results are compared with similar experiments performed in the laboratory on a partially delaminated concrete bridge deck slab. The simulations offer greater understanding of the kinetics of impacts and the responses of materials.

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 (SHARTH00040013) on Town Highway 4, crossing Broad Brook, Sharon, Vermont

Science.gov (United States)

Wild, Emily C.; Weber, Matthew A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure SHARTH00040013 on Town Highway 4 crossing Broad Brook, Sharon, 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 16.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is brushland on the downstream left overbank and row crops on the right overbank, while the immediate banks have dense woody vegetation. Upstream of the bridge, the overbanks are forested.In the study area, Broad Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 69 ft and an average bank height of 5 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 112 mm (0.369 ft). The geomorphic assessment at the time of the Level I site visit on April 11, 1995 and Level II site visit on July 23, 1996, indicated that the reach was stable.The Town Highway 4 crossing of Broad Brook is a 34-ft-long, two-lane bridge consisting of one 31-foot concrete tee beam span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 30.1 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while

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

Prestressed concrete cable-stayed bridge; PC shachokyo `Tajiri sky bridge` no seko

Energy Technology Data Exchange (ETDEWEB)

Kaida, Y.; Tsujino, F. [Osaka Prefectural Government Office, Osaka (Japan); Yamamoto, T.; Hishiki, Y.; Saito, K.

1995-01-30

The outline on the execution of PC cable-stayed bridge `Tajiri Sky Bridge` which was built at the opposite coast of Kansai International Airport was reported. This bridge is a double-sided suspension PC cable-stayed bridge with a tower height of 93.6 m having a main beam which is 26.3 m wide, featuring H-type main tower with one side beam, a smooth main beam structure, the leg top part with a large section, etc. A large-capacity factory manufacturing type non-grout cable with a pull strength of 1,900 ton class was adopted for the diagonal bracing. The leg top part is in a massive concrete structure so that, for avoiding the crack of cement due to temperature, a low heat build-up furnace cement was adopted, the water reducing agent was used, pre-cooling and side-clamping PC steel material were adopted and moderate pre-stress was introduced. In the execution of the connection part of the main beam, for preventing the deflection fluctuation due to the change of the main beam/main tower/diagonal bracing due to temperature and vibration due to wind, the earth anchor was used to tentatively fix the extended part. During execution, the wind velocity was strong reaching 25 m/s, which did not produce any problems. 1 ref., 24 figs., 3 tabs.

Evaluating seismic reliability of Reinforced Concrete Bridge in view of their rehabilitation

Directory of Open Access Journals (Sweden)

Boubel Hasnae

2018-01-01

Full Text Available Considering in this work, a simplified methodology was proposed in order to evaluate seismic vulnerability of Reinforced Concrete Bridge. Reliability assessment of stress limits state and the applied loading which are assumed to be random variables. It is assumed that only their means and standard deviations are known while no information is available about their densities of probabilities. First Order Reliability Method is applied to a response surface representation of the stress limit state obtained through quadratic polynomial regression of finite element results. Then a parametric study is performed regarding the influence of the distributions of probabilities chosen to model the problem uncertainties for Reinforced Concrete Bridge. It is shown that the probability of failure depends largely on the chosen densities of probabilities, mainly in the useful domain of small failure probabilities.

THE SIMULATION DIAGNOSTIC METHODS AND REGENERATION WAYS OF REINFORCED - CONCRETE CONSTRUCTIONS OF BRIDGES IN PROVIDING THEIR OPERATING RELIABILITY AND LONGEVITY

OpenAIRE

B. V. Savchinskiy

2010-01-01

On the basis of analysis of existing diagnostic methods and regeneration ways of reinforced-concrete constructions of bridges the recommendations on introduction of new modern technologies of renewal of reinforced-concrete constructions of bridges in providing their operating reliability and longevity are offered.

Novel shear capacity testing of ASR damaged full scale concrete bridge

DEFF Research Database (Denmark)

Schmidt, Jacob Wittrup; Hansen, Søren Gustenhoff; Barbosa, Ricardo Antonio

2014-01-01

A large number of concrete bridges in Denmark have to undergo wide-ranging maintenance work to prevent deterioration due to aggressive Alkali Silica Reaction (ASR). This destructive mechanism results in extensive cracking which is believed to affect the load carrying capacity of the structure...

Rapid multichannel impact-echo scanning of concrete bridge decks from a continuously moving platform

Science.gov (United States)

Mazzeo, Brian A.; Larsen, Jacob; McElderry, Joseph; Guthrie, W. Spencer

2017-02-01

Impact-echo testing is a non-destructive evaluation technique for determining the presence of defects in reinforced concrete bridge decks based on the acoustic response of the bridge deck when struck by an impactor. In this work, we build on our prior research with a single-channel impactor to demonstrate a seven-channel impact-echo scanning system with independent control of the impactors. This system is towed by a vehicle and integrated with distance measurement for registering the locations of the impacts along a bridge deck. The entire impact and recording system is computer-controlled. Because of a winch system and hinged frame construction of the apparatus, setup, measurement, and take-down of the apparatus can be achieved in a matter of minutes. Signal processing of the impact responses is performed on site and can produce a map of delaminations immediately after data acquisition. This map can then be used to guide other testing and/or can be referenced with the results of other testing techniques to facilitate comprehensive condition assessments of concrete bridge decks. This work demonstrates how impact-echo testing can be performed in a manner that makes complete bridge deck scanning for delaminations rapid and practical.

Strength and durability of near-surface mounted CFRP bars for shear strengthening reinforced concrete bridge girders.

Science.gov (United States)

2012-03-01

During the interstate expansion of the 1950s, many conventionally reinforced concrete deck girder bridges were built throughout the country. These aging bridges commonly exhibit diagonal cracking and rate inadequately for shear, thus they are candida...

THE SIMULATION DIAGNOSTIC METHODS AND REGENERATION WAYS OF REINFORCED - CONCRETE CONSTRUCTIONS OF BRIDGES IN PROVIDING THEIR OPERATING RELIABILITY AND LONGEVITY

Directory of Open Access Journals (Sweden)

B. V. Savchinskiy

2010-03-01

Full Text Available On the basis of analysis of existing diagnostic methods and regeneration ways of reinforced-concrete constructions of bridges the recommendations on introduction of new modern technologies of renewal of reinforced-concrete constructions of bridges in providing their operating reliability and longevity are offered.

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.

The effect of alkali-aggregate reaction on concrete bridge structures

Directory of Open Access Journals (Sweden)

Grković Slobodan

2016-01-01

Full Text Available This paper shows contemporary issues related to unfavorable effects of concrete alkali-aggregate reaction (AAR on concrete bridge structures (CBS. Although AAR unfavorable effects on CBS were identified in 1930s, it was much later that AAR was acknowledged as one of the most pronounced deterioration processes in concrete that results in damages to concrete structures. There are two basic forms of AAR: alkali-silica reaction (ASR and alkali-carbonate reaction (ACR. Compared to ACR, ASR is more prominent, especially in certain geographic parts of the world. Damages to concrete caused by the ASR have negative effect primarily on usability and durability of CBS, what is followed by the decrease in load bearing capacity of structural components and reliability of the whole structure, shortening of service life (SL and costly repairs. For CBS, simultaneous occurrence of ASR and other degradation processes in concrete, such as those caused by the presence of moisture, water, temperature variations and use of deicing salt during winter, are especially damaging. Based on review of the most relevant literature, this paper is focused on mechanisms and mechanisms factors of the ASR, related contemporary research and reliability design guidelines for CBS that are based on prevention of the initiation and development of ASR.

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

Bridge Management Systems

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

In this paper bridge management systems are discussed with special emphasis on management systems for reinforced concrete bridges. Management systems for prestressed concrete bridges, steel bridges, or composite bridges can be developed in a similar way....

Markov Chain-Based Stochastic Modeling of Chloride Ion Transport in Concrete Bridges

Directory of Open Access Journals (Sweden)

Yan Zhang

2018-03-01

Full Text Available Over the last decade, there has been an increasing interest in models for the evaluation and prediction of the condition of bridges in Canada due to their large number in an advanced state of deterioration. The models are used to develop optimal maintenance and replacement strategies to extend service life and optimally allocate financial and technical resources. The main process of deterioration of concrete bridges in Canada is corrosion of the reinforcing steel due to the widespread use of de-icing salts. In this article, numerical models of the diffusion process and chemical reactions of chloride ions in concrete are used to estimate the time to initiation of corrosion and for the progression of corrosion. The analyses are performed for a range of typical concrete properties, exposure and climatic conditions. The results from these simulations are used to develop parametric surrogate Markov chain models of increasing states of deterioration. The surrogate models are more efficient than physical models for the portfolio analysis of a large number of structures. The procedure provides an alternative to Markov models derived from condition ratings when historical inspection data is limited.

Modern techniques in prestressed concrete cable-stayed bridges. Puresutoresuto concrete shachokyo ni okeru atarashii gijutsu

Energy Technology Data Exchange (ETDEWEB)

Miyamoto, A. (Kobe Univ. (Japan). Faculty of Engineering)

1994-03-31

Because the prestressed concrete (PC) cable-stayed bridges combine the distinctive features such as a rationality of the structure or a structural beauty, it will not stay on a development of the technologies to make them longer and larger, and a rationalization of the execution, an investigation from various aspects such as the scenery design, material selection, pursuit of new structure and so forth will become necessary. In a main meeting, 15 volumes of paper on the most advanced technologies of PC cable-stayed bridges were presented. The presentations from Japan were 11 volumes, and occupied about 70%, and therefore a high interest to the PC cable-stayed bridges in Japan was inferred. In the presentation from Japan, there were many relevancies of the important study themes which would become a foundation for a development of PC cable-stayed bridges in the future, like ones that an improvement effect of dynamic behavior such as the aseismatic property, wind endurance and so forth was made as an objective, ones that a safety evaluation at an ultimate state as the oblique member anchoring part, main tower or entire structure was related, ones that a construction of the various control systems when the cable-stayed bridges were executed was concerned and so forth. 23 figs., 1 tab.

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

Assessment of exposure pathways connected with construction and operation of concrete bridge reinforced with very low level radioactive steel

International Nuclear Information System (INIS)

Panik, M.; Necas, V.

2012-01-01

Large amount of low level radioactive material arises during decommissioning of nuclear power plants. Material mostly comprises metal scrap and concrete ruble. Paper deals with recycling and reuse of metal scrap and its utilization as part of reinforcement of concrete bridges under the conditional release concept. Radiation exposure originating in very low level reinforcement steel consists of several exposure pathways. Short-term radiation impact is represented mostly by external exposure pathway and it is relevant to the construction workers and users of the bridge. Long-term radiation impacts on inhabitants living near finished bridge and it is divided into inhalation and ingestion of radionuclides-internal exposure pathways. Radiation impact caused by utilization of very low level radioactive waste was calculated using simulation software VISIPLAN 3D ALARA and GOLDSIM. Results of calculations provide fair summary of possibilities of utilization of conditionally released steel as reinforcement of concrete bridges. (Authors)

Ambient Modal Testing of the Vestvej Bridge using Random Decrement

DEFF Research Database (Denmark)

Asmussen, J. C.; Brincker, Rune; Rytter, A.

This paper presents an ambient vibration study of the Vestvej Bridge. The bridge is a typically Danish two-span concrete bridge which crosses a highway. The purpose of the study is to perform a pre-investigation of the dynamic behavior to obtain information for the design of a demonstration project...... concerning application of vibration based inspection of bridges. The data analysis process of ambient vribration testing of bridges has traditionally been based on auto and cross spectral densities estimated using an FFT algorithm. In the pre-analysis state the spectral densities are all averaged to obtain...... measurements might have a low signal to noise ratio. Thus, it might be difficult clearly to identify physical modes from the spectral densities. The Random Decrement (RD) technique is another method to perform the data analysis process in the time domain only. It is basically a very simple and very easily...

Ambient Modal Testing of the Vestvej Bridge using Random Decrement

DEFF Research Database (Denmark)

Asmussen, J. C.; Brincker, Rune; Rytter, A.

1998-01-01

This paper presents an ambient vibration study of the Vestvej Bridge. The bridge is a typically Danish two-span concrete bridge which crosses a highway. The purpose of the study is to perform a pre-investigation of the dynamic behavior to obtain information for the design of a demonstration project...... concerning application of vibration based inspection of bridges. The data analysis process of ambient vribration testing of bridges has traditionally been based on auto and cross spectral densities estimated using an FFT algorithm. In the pre-analysis state the spectral densities are all averaged to obtain...... measurements might have a low signal to noise ratio. Thus, it might be difficult clearly to identify physical modes from the spectral densities. The Random Decrement (RD) technique is another method to perform the data analysis process in the time domain only. It is basically a very simple and very easily...

STRENGTHENING CONCRETE HOLLOW SECTION GIRDER BRIDGE USING POLYURETHANE-CEMENT MATERIAL (PART B

Directory of Open Access Journals (Sweden)

Haleem K. Hussain

2018-01-01

Full Text Available This paper presents experimental study to retrofitted reinforced concrete Hollow Section Bridge. The study was carried out on the White River Bridge structure (Bai xi da Qiao / China. The effect of retrofitting on stress and strain of beams at the critical section was studied. Evaluating the bridges girder after strengthening using new material called PolyurethaneCement material (PUC as an external material .This study present the strain and deflection before and after strengthening the bridge girders. The results has shown that the overall state of the bridge structural strengthening is in good condition. The enhancement was significant in stiffness of the bridge structure. Regarding to the results of static load test, the experimental values strain and deflection are less than theoretical values, indicating that the stiffness of the structure, overall deformation and integrity satisfy the designed and standard requirements and the working performance are in good condition, and flexure capacity has a certain surplus.

Creep and shrinkage effects on integral abutment bridges

Science.gov (United States)

Munuswamy, Sivakumar

Integral abutment bridges provide bridge engineers an economical design alternative to traditional bridges with expansion joints owing to the benefits, arising from elimination of expensive joints installation and reduced maintenance cost. The superstructure for integral abutment bridges is cast integrally with abutments. Time-dependent effects of creep, shrinkage of concrete, relaxation of prestressing steel, temperature gradient, restraints provided by abutment foundation and backfill and statical indeterminacy of the structure introduce time-dependent variations in the redundant forces. An analytical model and numerical procedure to predict instantaneous linear behavior and non-linear time dependent long-term behavior of continuous composite superstructure are developed in which the redundant forces in the integral abutment bridges are derived considering the time-dependent effects. The redistributions of moments due to time-dependent effects have been considered in the analysis. The analysis includes nonlinearity due to cracking of the concrete, as well as the time-dependent deformations. American Concrete Institute (ACI) and American Association of State Highway and Transportation Officials (AASHTO) models for creep and shrinkage are considered in modeling the time dependent material behavior. The variations in the material property of the cross-section corresponding to the constituent materials are incorporated and age-adjusted effective modulus method with relaxation procedure is followed to include the creep behavior of concrete. The partial restraint provided by the abutment-pile-soil system is modeled using discrete spring stiffness as translational and rotational degrees of freedom. Numerical simulation of the behavior is carried out on continuous composite integral abutment bridges and the deformations and stresses due to time-dependent effects due to typical sustained loads are computed. The results from the analytical model are compared with the

Evaluating the performance of skewed prestressed concrete bridge after strengthening

Science.gov (United States)

Naser, Ali Fadhil; Zonglin, Wang

2013-06-01

The objectives of this paper are to explain the application of repairing and strengthening methods on the damaged members of the bridge structure, to analyze the static and dynamic structural response under static and dynamic loads after strengthening, and to evaluate the structural performance after application of strengthening method. The repairing and strengthening methods which are used in this study include treatment of the cracks, thickening the web of box girder along the bridge length and adding internal pre-stressing tendons in the thickening web, and construct reinforced concrete cross beams (diaphragms) between two box girders. The results of theoretical analysis of static and dynamic structural responses after strengthening show that the tensile stresses are decreased and become less than the allowable limit values in the codes. The values of vertical deflection are decreased after strengthening. The values of natural frequencies after strengthening are increased, indicating that the strengthening method is effective to reduce the vibration of the bridge structure. Therefore, the strengthening methods are effective to improve the bearing capacity and elastic working state of the bridge structure and to increase the service life of the bridge structure.

Integrated Monitoring System for Durability Assessment of Concrete Bridges

Directory of Open Access Journals (Sweden)

Cristian-Claudiu Comisu

2005-01-01

Full Text Available An ageing and deteriorating bridge stock presents the bridge owners with the growing challenge of maintaining the structures at a satisfactory level of safety, performance and aesthetic appearance within the allocated budgets. This task calls for optimized bridge management based on efficient methods of selecting technical and economical optimal maintenance and rehabilitation strategies. One of the crucial points in the assessment of the current condition and future development and performance. Selecting the optimal maintenance and rehabilitation strategy within the actual budget is a key point in bridge management for which an accurate assessment of performance and deterioration rate is necessary. For this assessment, the use of integrated monitoring system has several advantages compared to the traditional approach of scattered visual inspections combined with occasional on site testing with portable equipment and laboratory testing of collected samples. For this reason, attention is more focusing on the development of permanent integrated monitoring system for durability assessment of concrete bridges. It is estimated that with the implementation of such integrated monitoring systems, it should be possible to reduce the operating costs of inspections and maintenance by 25% and the operator of the structures will be able to take protective actions before damaging processes start. This paper indentifies the main bridge owner requirements to integrated monitoring systems and outlines how monitoring systems may be used for performance and deterioration rate assessment to establish a better basis for selecting the optimal maintenance and rehabilitation strategy.

Construction Simulation Analysis of 60m-span Concrete Filled Steel Tube arch bridge

Science.gov (United States)

Shi, Jing Xian; Ding, Qing Hua

2018-06-01

The construction process of the CFST arch bridge is complicated. The construction process not only affects the structural stress in the installation, but also determines the form a bridge and internal force of the bridge. In this paper, a 60m span concrete filled steel tube tied arch bridge is taken as the background, and a three-dimensional finite element simulation model is established by using the MIDAS/Civil bridge structure analysis software. The elevation of the main arch ring, the beam stress, the forces in hanger rods and the modal frequency of the main arch during the construction stage are calculated, and the construction process is simulated and analyzed. Effectively and reasonably guide the construction and ensure that the line and force conditions of the completed bridge meet the design requirements and provides a reliable technical guarantee for the safe construction of the bridge.

Structural design guidelines for concrete bridge decks reinforced with corrosion-resistant reinforcing bars.

Science.gov (United States)

2014-10-01

This research program develops and validates structural design guidelines and details for concrete bridge decks with : corrosion-resistant reinforcing (CRR) bars. A two-phase experimental program was conducted where a control test set consistent : wi...

Strength and durability of near-surface mounted CFRP bars for shear strengthening reinforced concrete bridge girders : appendices.

Science.gov (United States)

2012-01-01

During the interstate expansion of the 1950s, many conventionally reinforced concrete deck girder bridges were built throughout the country. These aging bridges commonly exhibit diagonal cracking and rate inadequately for shear, thus they are candida...

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

Level II scour analysis for Bridge 51 (JERITH00590051) on Town Highway 59, crossing The Creek, Jericho, 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 JERITH00590051 on Town Highway 59 crossing The Creek, 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 (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 and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 10.9-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 left and right overbanks, upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, The Creek has a sinuous channel with a slope of approximately 0.004 ft/ft, an average channel top width of 45 ft and an average bank height of 6 ft. The channel bed material ranges from silt to cobble with a median grain size (D50) of 58.6 mm (0.192 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 stable. The Town Highway 59 crossing of The Creek is a 33-ft-long, two-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 11, 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 10 degrees to the opening while the computed opening

Self-sensing of carbon nanofiber concrete columns subjected to reversed cyclic loading

Science.gov (United States)

Howser, R. N.; Dhonde, H. B.; Mo, Y. L.

2011-08-01

Civil infrastructures are generally a country's most expensive investment, and concrete is the most widely used material in the construction of civil infrastructures. During a structure's service life, concrete ages and deteriorates, leading to substantial loss of structural integrity and potentially resulting in catastrophic disasters such as highway bridge collapses. A solution for preventing such occurrences is the use of structural health monitoring (SHM) technology for concrete structures containing carbon nanofibers (CNF). CNF concrete has many structural benefits. CNF restricts the growth of nanocracks in addition to yielding higher strength and ductility. Additionally, test results indicate a relationship between electrical resistance and concrete strain, which can be well utilized for SHM. A series of reinforced concrete (RC) columns were built and tested under a reversed cyclic loading using CNF as a SHM device. The SHM device detected and assessed the level of damage in the RC columns, providing a real-time health monitoring system for the structure's overall integrity.

Self-sensing of carbon nanofiber concrete columns subjected to reversed cyclic loading

International Nuclear Information System (INIS)

Howser, R N; Dhonde, H B; Mo, Y L

2011-01-01

Civil infrastructures are generally a country's most expensive investment, and concrete is the most widely used material in the construction of civil infrastructures. During a structure's service life, concrete ages and deteriorates, leading to substantial loss of structural integrity and potentially resulting in catastrophic disasters such as highway bridge collapses. A solution for preventing such occurrences is the use of structural health monitoring (SHM) technology for concrete structures containing carbon nanofibers (CNF). CNF concrete has many structural benefits. CNF restricts the growth of nanocracks in addition to yielding higher strength and ductility. Additionally, test results indicate a relationship between electrical resistance and concrete strain, which can be well utilized for SHM. A series of reinforced concrete (RC) columns were built and tested under a reversed cyclic loading using CNF as a SHM device. The SHM device detected and assessed the level of damage in the RC columns, providing a real-time health monitoring system for the structure's overall integrity

Environmental Impact Optimization of Reinforced Concrete Slab Frame Bridges

DEFF Research Database (Denmark)

Yavari, Majid Solat; Du, Guangli; Pacoste, Costin

2017-01-01

The main objective of this research is to integrate environmental impact optimization in the structural design of reinforced concrete slab frame bridges in order to determine the most environmental-friendly design. The case study bridge used in this work was also investigated in a previous paper...... focusing on the optimization of the investment cost, while the present study focuses on environmental impact optimization and comparing the results of both of these studies. Optimization technique based on the pattern search method was implemented. Moreover, a comprehensive Life Cycle Assessment (LCA......) methodology of ReCiPe and two monetary weighting systems were used to convert environmental impacts into monetary costs. The analysis showed that both monetary weighting systems led to the same results. Furthermore, optimization based on environmental impact generated models with thinner construction elements...

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

Use of Just in Time Maintenance of Reinforced Concrete Bridge Structures based on Real Historical Data Deterioration Models

Directory of Open Access Journals (Sweden)

Abu-Tair A.

2016-01-01

Full Text Available Concrete is the backbone of any developed economy. Concrete can suffer from a large number of deleterious effects including physical, chemical and biological causes. Large owning bridge structures organizations are facing very serious questions when asking for maintenance budgets. The questions range from needing to justify the need for the work, its urgency, to also have to predict or show the consequences of delayed rehabilitation of a particular structure. There is therefore a need for a probabilistic model that can estimate the range of service lives of bridge populations and also the likelihood of level of deteriorations it can reached for every incremental time interval. A model was developed for such estimation based on statistical data from actual inspection records of a large reinforced concrete bridge portfolio. The method used both deterministic and stochastic methods to predict the service life of a bridge, using these service lives in combination with the just in time (JIT principle of management would enable maintenance managers to justify the need for action and the budgets needed, to intervene at the optimum time in the life of the structure and that of the deterioration. The paper will report on the model which is based on a large database of deterioration records of concrete bridges covering a period of over 60 years and include data from over 400 bridge structures. The paper will also illustrate how the service life model was developed and how these service lives combined with the JIT can be used to effectively allocate resources and use them to keep a major infrastructure asset moving with little disruption to the transport system and its users.

A Novel Concrete-Based Sensor for Detection of Ice and Water on Roads and Bridges.

Science.gov (United States)

Tabatabai, Habib; Aljuboori, Mohammed

2017-12-14

Hundreds of people are killed or injured annually in the United States in accidents related to ice formation on roadways and bridge decks. In this paper, a novel embedded sensor system is proposed for the detection of black ice as well as wet, dry, and frozen pavement conditions on roads, runways, and bridges. The proposed sensor works by detecting changes in electrical resistance between two sets of stainless steel poles embedded in the concrete sensor to assess surface and near-surface conditions. A preliminary decision algorithm is developed that utilizes sensor outputs indicating resistance changes and surface temperature. The sensor consists of a 102-mm-diameter, 38-mm-high, concrete cylinder. Laboratory results indicate that the proposed sensor can effectively detect surface ice and wet conditions even in the presence of deicing chlorides and rubber residue. This sensor can further distinguish black ice from ice that may exist within concrete pores.

Design and evaluation of a single-span bridge using ultra-high performance concrete.

Science.gov (United States)

2009-09-01

"Research presented herein describes an application of a newly developed material called Ultra-High Performance Concrete (UHPC) to a : single-span bridge. The two primary objectives of this research were to develop a shear design procedure for possib...

Estimation of Curvature Changes for Steel-Concrete Composite Bridge Using Fiber Bragg Grating Sensors

Directory of Open Access Journals (Sweden)

Donghoon Kang

2013-01-01

Full Text Available This study is focused on the verification of the key idea of a newly developed steel-concrete composite bridge. The key idea of the proposed bridge is to reduce the design moment by applying vertical prestressing force to steel girders, so that a moment distribution of a continuous span bridge is formed in a simple span bridge. For the verification of the key technology, curvature changes of the bridge should be monitored sequentially at every construction stage. A pair of multiplexed FBG sensor arrays is proposed in order to measure curvature changes in this study. They are embedded in a full-scale test bridge and measured local strains, which are finally converted to curvatures. From the result of curvature changes, it is successfully ensured that the key idea of the proposed bridge, expected theoretically, is viable.

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

Structural monitoring of a highway bridge using passive noise recordings from street traffic.

Science.gov (United States)

Salvermoser, Johannes; Hadziioannou, Céline; Stähler, Simon C

2015-12-01

Structural damage on bridges presents a hazard to public safety and can lead to fatalities. This article contributes to the development of an alternative monitoring system for civil structures, based on passive measurements of seismic elastic waves. Cross-correlations of traffic noise recorded at geophone receiver pairs were found to be sufficiently stable for comparison and sensitive to velocity changes in the medium. As such velocity variations could be caused by damage, their detection would be valuable in structural health monitoring systems. A method, originally introduced for seismological applications and named Passive Image Interferometry, was used to quantify small velocity fluctuations in the medium and thereby observe structural changes. Evaluation of more than 2 months of continuous geophone recordings at a reinforced concrete bridge yielded velocity variations Δv/v in the range of -1.5% to +2.1%. The observed fluctuations correlate with associated temperature time series with a striking resemblance which is remarkable for two completely independent data sets. Using a linear regression approach, a relationship between temperature and velocity variations of on average 0.064% °C(-1) can be identified. This value corresponds well to other studies on concrete structures.

A technical report on structural evaluation of the Meade County reinforced concrete bridge.

Science.gov (United States)

2009-01-01

This is a technical report on the first phase of the evaluation of the Meade County reinforced concrete bridge. : The first three chapters introduce the main problem and provide a general review of the existing evaluation : methods and the procedures...

Concrete Hinges

DEFF Research Database (Denmark)

Halding, Philip Skov; Hertz, Kristian Dahl; Schmidt, Jacob Wittrup

2014-01-01

In the first part of the 20th century concrete hinges developed by Freyssinet and Mesnager were widely tested and implemented in concrete structures. The concrete hinges were used a great deal in closed-spandrel arch bridges. Since such a bridge type has not been competitive for the past 40 years......, the research in concrete hinges has not evolved significantly in that period. But introducing a new state-of-the-art concrete arch bridge solution (Pearl-Chain arches invented at the Technical University of Denmark) creates a necessity of a concrete hinge research based on modern standards. Back when research...... in concrete hinges was more common different designs were proposed for the geometry and reinforcement. Previous research focused on fatigue, multi-axial stresses around the hinge throat, and the relation between rotation- and moment. But many different test-setups were proposed by different researchers...

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

This report provides the results of a detailed Level II analysis of scour potential at structure FERRTH00190032 on Town Highway 19 crossing the South Slang Little Otter Creek (Hawkins Slang Brook), Ferrisburg, 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 Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 8.00-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consists of wetlands upstream and downstream of the bridge with trees and pasture on the wide flood plains. In the study area, the South Slang Little Otter Creek has a meandering channel with essentially no channel slope, an average channel top width of 932 ft and an average bank height of 6 ft. The channel bed material ranges from clay to sand. Sieve analysis indicates that greater than 50% of the sample is coarse silt and clay and thus a medium grain size by use of sieve analysis was indeterminate. The median grain size was assumed to be a course silt with a size (D50) of 0.061mm (0.0002 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 19 crossing of the South Slang Little Otter Creek is a 45-ft-long, twolane bridge consisting of one 42-foot concrete box-beam span (Vermont Agency of Transportation, written communication, December 11, 1995). The opening length of the structure parallel to the bridge face

Strength and durability of near-surface mounted CFRP bars for shear strengthening reinforced concrete bridge girders : final report.

Science.gov (United States)

2012-03-01

During the interstate expansion of the 1950s, many conventionally reinforced concrete deck girder bridges were built throughout the country. These aging bridges commonly exhibit diagonal cracking and rate inadequately for shear, thus they are candida...

Construction of the Usui bridge. Chodai PC shachokyo no kensetsu (Joshin'etsu jidoshado Usuikyo)

Energy Technology Data Exchange (ETDEWEB)

Otani, S.; Ogata, T. (Japan Highway Public Corp., Tokyo (Japan))

1993-10-01

The Usui Bridge is a long bridge located at the Usui mountain pass on the Joshinetsu Expressway, completed in March 1993. This paper reports from its planning to the design, construction work, and construction management. The bridge is a first two-span continuous prestressed concrete cable-stayed bridge (with a length of 222 m) with one central cable plane ever constructed as a highway bridge in Japan. Its bridge construction features are represented by the main girder consisted of three-chamber type box girder, and the main tower of reversed Y-letter concrete structure. For the fan-shaped stay cable (9-step double cable), a large capacity cable of non-grouting type fabricated at a factory (with a tensile strength of 1500 tf class) was used to simplify the installation work at the site. The one-plane structure utilizing the center belt as a stay cable fixing portion was adopted because of its economic performance superior to a two-plane structure, easiness in consolidating construction works, and assurance of more open space for car traffic. After the completion, the bridge construction has been awarded with the Tanaka Prize of Japan Society of Civil Engineers and the PC Technology Association prize. 26 figs., 4 tabs.

A Novel Concrete-Based Sensor for Detection of Ice and Water on Roads and Bridges

Directory of Open Access Journals (Sweden)

Habib Tabatabai

2017-12-01

Full Text Available Hundreds of people are killed or injured annually in the United States in accidents related to ice formation on roadways and bridge decks. In this paper, a novel embedded sensor system is proposed for the detection of black ice as well as wet, dry, and frozen pavement conditions on roads, runways, and bridges. The proposed sensor works by detecting changes in electrical resistance between two sets of stainless steel poles embedded in the concrete sensor to assess surface and near-surface conditions. A preliminary decision algorithm is developed that utilizes sensor outputs indicating resistance changes and surface temperature. The sensor consists of a 102-mm-diameter, 38-mm-high, concrete cylinder. Laboratory results indicate that the proposed sensor can effectively detect surface ice and wet conditions even in the presence of deicing chlorides and rubber residue. This sensor can further distinguish black ice from ice that may exist within concrete pores.

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

Economic impact of multi-span, prestressed concrete girder bridges designed as simple span versus continuous span : final report.

Science.gov (United States)

2016-10-01

The objective of this study was to determine the economic impact of designing pre-tensioned prestressed concrete beam (PPCB) : bridges utilizing the continuity developed in the bridge deck as opposed to the current Iowa Department of Transportation (...

Modal analysis of a concrete highway bridge : Structural calculations and vibration-based results

NARCIS (Netherlands)

Miao, S.; Veerman, R.P.; Koenders, E.A.B.; Knobbe, A.

2013-01-01

In the field of civil infrastructure, Structural Health Monitoring systems are implemented more and more frequently with the aim to safeguard the safety and service-life of structures such as bridges and tunnels. Changes in the integrity of the material and/or structural properties of this class of

Assessing and updating the reliability of concrete bridges subjected to spatial deterioration - principles and software implementation

DEFF Research Database (Denmark)

Schneider, Ronald; Fischer, Johannes; Bügler, Maximilian

2015-01-01

to implement the method presented here. The software prototype is applied to a typical highway bridge and the influence of inspection information on the system deterioration state and the structural reliability is quantified taking into account the spatial correlation of the corrosion process. This work...

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.

Strengthening of Existing Bridge Structures for Shear and Bending with Carbon Textile-Reinforced Mortar

Directory of Open Access Journals (Sweden)

Martin Herbrand

2017-09-01

Full Text Available Increasing traffic loads and changes in code provisions lead to deficits in shear and flexural capacity of many existing highway bridges. Therefore, a large number of structures are expected to require refurbishment and strengthening in the future. This projection is based on the current condition of many older road bridges. Different strengthening methods for bridges exist to extend their service life, all having specific advantages and disadvantages. By applying a thin layer of carbon textile-reinforced mortar (CTRM to bridge deck slabs and the webs of pre-stressed concrete bridges, the fatigue and ultimate strength of these members can be increased significantly. The CTRM layer is a combination of a corrosion resistant carbon fiber reinforced polymer (CFRP fabric and an efficient mortar. In this paper, the strengthening method and the experimental results obtained at RWTH Aachen University are presented.

Strengthening of Existing Bridge Structures for Shear and Bending with Carbon Textile-Reinforced Mortar.

Science.gov (United States)

Herbrand, Martin; Adam, Viviane; Classen, Martin; Kueres, Dominik; Hegger, Josef

2017-09-19

Increasing traffic loads and changes in code provisions lead to deficits in shear and flexural capacity of many existing highway bridges. Therefore, a large number of structures are expected to require refurbishment and strengthening in the future. This projection is based on the current condition of many older road bridges. Different strengthening methods for bridges exist to extend their service life, all having specific advantages and disadvantages. By applying a thin layer of carbon textile-reinforced mortar (CTRM) to bridge deck slabs and the webs of pre-stressed concrete bridges, the fatigue and ultimate strength of these members can be increased significantly. The CTRM layer is a combination of a corrosion resistant carbon fiber reinforced polymer (CFRP) fabric and an efficient mortar. In this paper, the strengthening method and the experimental results obtained at RWTH Aachen University are presented.

Analysis and modelling composite timber-concrete systems: Design of bridge structure according to EN

Directory of Open Access Journals (Sweden)

Manojlović Dragan

2016-01-01

Full Text Available Timber-concrete composite structures are already applied more than 80 years in engineering practice, went trought the intuitive problem solution to the fully prefabricated hybride assemblies for dry building. The development path of timber-concrete composites was always followed by extensive theoretical and experimental research, whose results were successfully implemented in practice, i.e. on the market, but till presence didn't result in modern designer's code. In expectation of new European codes for timber-concrete composites, the objective of the paper is to provide a comprehensive review of available standards provisions and recent conclusions from literature. The key issues for practical design are highlighted and ilustrated on the example of glulam composite arch bridge structure with concrete deck, according the Eurocodes.

Evaluation of corrosion of prestressing steel in concrete using non-destructive techniques

International Nuclear Information System (INIS)

Ali, M.G.; Maddocks, A.R.

2003-01-01

Use of high strength steel in pre-stressed concrete structures has been in use in Australia for many decades. Highway bridges, among other structures, have extensively used pre-stress-ing and post-tensioning techniques. Although prestressing offers many competitive edges to it's traditional rival reinforced concrete, the consequence of damage to prestressing tendons could be catastrophic. Periodic visual inspections of prestressed concrete bridges throughout the world have demonstrated the growing problem of deterioration of prestressing steel as a result of corrosion. Early detection of damage to prestressing steel therefore is of paramount importance. Unfortunately no reliable and practical non-destructive evaluation technique has been available for assessing the condition of prestressing steel within concrete although a number of techniques appear promising. The following inspection methods have been highlighted in recent literature for their use as non-destructive inspection methods for prestressed concrete structures. In addition to the techniques discussed, a number of destructive, or invasive techniques also exist for determination of the corrosion status of prestressing tendons in prestressed structures. The following non-destructive techniques are discussed in some detail: Radiography; Computed Tomography; Surface Penetrating Radar; Impact Echo; Acoustic Emission Monitoring; Magnetic Field Disturbance Technique; Remnant Magnetism Method; Linear Polarisation Method; Electrical Resistance and Surface Potential Survey. The portability, limitations and use in Australia of these techniques are summarised in a table

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

Durability of lightweight concrete : Phase I : concrete temperature study.

Science.gov (United States)

1968-08-01

This report describes a study conducted to determine the temperature gradient throughout the depth of a six inch concrete bridge deck. The bridge deck selected for study was constructed using lightweight concrete for the center spans and sand and gra...

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.

Ultrasonic assessment of service life of concrete structures subject to reinforcing steel corrosion

Science.gov (United States)

Udegbunam, Ogechukwu Christian

Over half of the bridges in the United States were built before 1970. Such bridges and the network of roads that they carry include the Inter State system, which was built as part of the great public works program, following the end of the Second World War. During that era, the emphasis was on strength design and economical construction of new structures, and not much premium was placed on durability and maintainability concerns. Since the end of this construction boom in the early 1970s, the concern for the durability of transportation infrastructure has steadily gained prominence among those agencies that must secure, program and administer funds for maintaining highway networks. The objective of this research was to develop a nondestructive method of assessing the durability of concrete bridge decks susceptible to damage from corrosion of embedded reinforcing steel. This was accomplished by formulating a holistic approach that accounts for the major factors that influence corrosion based deterioration of reinforced concrete. In this approach, the assessment of the durability of concrete bridge decks is based on a model that estimates the time it takes for the cover concrete to fail a result of stresses caused by expansion of reinforcing steel bars, due to corrosion activities. This time to failure is comprised of two distinct periods that must be evaluated before the problem can be solved. The research consisted of an experimental program and an analytical study. In the experimental program concrete specimens were cast and tested to determine their diffusivity and mechanical properties. The diffusivity was used to evaluate the period it takes for corrosion of the reinforcing bars to commence. In the analytical study, the resistance of the concrete structure against the internal forces caused by corrosion was evaluated with the finite element techniques. This resistance was used to evaluate the period defining the failure of the cover concrete. These two periods

Strength and durability of near-surface mounted CFRP bars for shear strengthening reinforced concrete bridge girders : final report appendices.

Science.gov (United States)

2012-03-01

During the interstate expansion of the 1950s, many conventionally reinforced concrete deck girder bridges were built throughout the country. These aging bridges commonly exhibit diagonal cracking and rate inadequately for shear, thus they are candida...

Economic impact of multi-span, prestressed concrete girder bridges designed as simple span versus continuous span : tech transfer summary.

Science.gov (United States)

2016-10-01

The objective of this study was to determine the economic impact of : designing pre-tensioned prestressed concrete beam (PPCB) bridges : utilizing the continuity developed in the bridge deck as opposed to the : current Iowa Department of Transportati...

An Experimental Study of High Strength-High Volume Fly Ash Concrete for Sustainable Construction Industry

Science.gov (United States)

Kate, Gunavant K.; Thakare, Sunil B., Dr.

2017-08-01

Concrete is the most widely used building material in the construction of infrastructures such as buildings, bridges, highways, dams, and many other facilities. This paper reports the development, the basic idea, the main properties of high strength-high volume fly ash with application in concrete associated with the development and implementation of Sustainable Properties of High Volume Fly Ash Concrete (HVFAC) Mixtures and Early Age Shrinkage and mechanical properties of concrete for 7,28,56 and 90days. Another alternative to make environment-friendly concrete is the development of high strength-high-volume fly ash concrete which is an synthesized from materials of geological origin or by-product materials such as fly ash which is rich in silicon and aluminum. In this paper 6 concrete mixtures were produced to evaluate the effect of key parameters on the mechanical properties of concrete and its behavior. The study key parameters are; binder material content, cement replacement ratios, and the steel fibers used to High Volume Fly Ash mixtures for increasing performance of concrete.

Level II scour analysis for Bridge 8 (ANDOTH00010008) on Town Highway 1, crossing Andover Branch, Andover, Vermont

Science.gov (United States)

Flynn, Robert H.; Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOTH00010008 on Town Highway 1 crossing the Andover Branch, 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 (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 south-central Vermont. The 5.30-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover along the immediate banks, both upstream and downstream of the bridge, is grass while farther upstream and downstream, the surface cover is primarily forest.In the study area, the Andover Branch has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 35 ft and an average bank height of 3 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 63.6 mm (0.209 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 27, 1996, indicated that the reach was stable.The Town Highway 1 crossing of the Andover Branch is a 54-ft-long, two-lane bridge consisting of one 51-foot steel-beam span (Vermont Agency of Transportation, written communication, March 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 30 degrees.A scour hole 0.7 ft deeper than the mean thalweg depth was observed

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

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

Flexible concrete link slabs used as expansion joints in bridge decks

DEFF Research Database (Denmark)

Lárusson, Lárus Helgi; Fischer, Gregor

2011-01-01

of water through the expansion joint and subsequent corrosion of girders and girder bearings. Investigations on joint-less superstructures using conventional steel reinforcement in so-called concrete link slabs indicate improved performance and economic feasibility. However, this concept requires...... relatively large amounts of steel reinforcement for crack control purposes and consequently provides a relatively large flexural stiffness and negative moment capacity at the joint between the spans. These contradicting requirements and effects in existing replacement concepts for damaged mechanical bridge...... joints are currently unresolved. In the proposed system described in this paper, a ductile cement-based composite section reinforced with Glass Fiber Reinforced Polymers (GFRP) replaces the damaged expansion joint. The combination of this ductile concrete together with corrosion resistant GFRP...

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

DYNAMIC BEHAVIOR OF TWO-SPAN CONTINUOUS CONCRETE BRIDGES UNDER MOVING OF HIGH-SPEED TRAINS

Directory of Open Access Journals (Sweden)

O. H. Marinichenko

2017-10-01

Full Text Available Purpose. The scientific work provides a comparison of the results of the movement of a high-speed passenger train across the bridge, obtained as a result of finite element modeling in the SAP2000 software package, and real tests of a double-span concrete railway bridge. Analysis of the rigid characteristics of flying structures. Methodology.The numerical method presented in this study shows valid results concerning the dynamic analysis of the behavior of bridges in conditions of high-speed train traffic. The factors influencing the dynamic behavior of bridges under moving loads, the influence of design parameters and rolling stock, as well as the interaction of the train and spans are determined. The system was used in the form of moving concentrated forces simulating the axes of the train. Findings. Maximum movements and accelerations were obtained as a result of the dynamic calculation for different speeds of the train and compared with practical tests. The correctness of the model of a span structure with regard to continuous ferroconcrete spans was verified. Originality. Within the framework of the work, the latest test results were used, including those with speeds calculated on the prospect of rail passenger traffic. For these tests, a model of a span structure was developed. Practical value. The results of the research can be used to plan the introduction of high-speed train traffic on existing and planned flying structures of reinforced concrete bridges. An approach to the design of span structures that will be effective when passing high-speed passenger trains is implemented.

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...

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

Prestressing of reinforcing bars in concrete slabs due to concrete expansion induced by Alkali-Silica Reaction

DEFF Research Database (Denmark)

Gustenhoff Hansen, Søren; Antonio Barbosa, Ricardo; Hoang, Linh Cao

2017-01-01

Alkali-silica reactions (ASR) in concrete bridges have been a major concern worldwide for many decades. In Denmark, several bridges are severely damaged due to ASR and over 600 bridges have the potential to develop ASR in the future. The majority of these bridges are slab-bridges. Despite the many...... cases, experimental research on structural safety and residual load carrying capacity of ASR-damaged bridges is limited. As ASR causes severe cracks in the concrete, which may affect the concrete compressive and tensile strength, concerns have been directed towards the residual shear capacity. Yet...

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...

Properties of High Strength Concrete Applied on Semarang - Bawen Highway

Science.gov (United States)

Setiyawan, Prabowo; Antonius; Wedyowibowo, R. Hawik Jenny

2018-04-01

To fulfill the needs of highway construction then a high quality concrete is expected to be produced by a short time and high workability, therefore the addition of additive chemicals needs to be conducted. The objective of the study was to find out the properties of high quality concrete including slump value, compressive strength, flexural strength, elasticity modulus and stress-strain diagrams with the addition of fly ash and superplasticizer. There were five types of mixtures were made in this study with a fas (cement water factor) was 0,41 and an additional 15% of fly ash and a varied superplasticizer of 0%, 0.5%, 1%, 2% towards the weight/volume and cement/water. Test samples of cylinders and prisms or beams were tested in the laboratory at 1, 3, 7, 14, and 28 days. The test results were then compared with the test results made without additional additives. Based on the result of this research, it can be concluded that the increase of slump value due to the addition of 15% fly ash is 0,53 cm of the base slump value. The use of superplasticizer causes the weight of the type to be greater. The optimum dose of superplasticizer is 1,2%, it is still in the usage level according to the F-type admixture brochure (water reducing, high-range admixture) such as 0,6 % -1,5 %. All mixture types which use addition materials for flexural strength (fr'=45kg/cm2) can be achieved at 3 days.

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.

Long-term behaviour of a steel-concrete composite railway bridge deck

OpenAIRE

STAQUET, S; TAILHAN, JL; ESPION, B

2005-01-01

A prefabricated, composite and prestressed railway bridge deck has been instrumented in June 2000 with strain gages and vibrating wire extensometers. The purpose of this paper is to report on the comparison between strains recorded in situ up to four years with values computed within the framework of an original time-dependent analysis base on the evolution of the degree of hydration and the internal relative humidity in concrete. These fundamental parameters used in the proposed model to com...

A Study on the Properties and Chloride Resistance of Modified Sulfur Concrete for Nuclear Power Plant and Marine Structures

International Nuclear Information System (INIS)

Wang, Soon Myun; Chang, Hyun Young; Park, Heung Bae

2015-01-01

The mechanical, physical and chemical properties of concrete with modified sulfur have been compared and assessed against ordinary concrete. As its excellent chloride resistance and extended service life have been verified, the technology to apply modified sulfur to the construction of nuclear power plant and marine structures has been developed and secured. Recently, modified sulfur concrete has been applied for road pavement and repair works in more than 20 sites including highway and airport in Korea. Also, in the U.S., Federal Highway Administration and Virginia Department of Transportation are implementing tests to apply modified sulfur to bridge road pavement, and the modified sulfur concrete has been recognized for its good performance. Based on these cases, this study carried out tests on physical, mechanical and chemical properties of concrete after adding modified sulfur by building concrete specimens based on the concrete mix design employed to construct the Shin-Kori Units 3 and 4 containment building. Multiple tests were performed particularly for chemical resistance, a factor directly related to concrete service life. As a result, it has been verified that concrete with 5% modified sulfur content relative to cement weight has equal mechanical properties (compressive strength, tensile strength, etc.) and much better workability (slump change) and chemical resistance (resistance to chloride ion penetration, concrete carbonation) compared with ordinary concrete. Based on this, it has been concluded that an addition of modified sulfur can double the service life of concrete. In general, studies demonstrate that a significant amount of slag should be mixed into concrete to raise chemical resistance (but with decreasing mechanical properties). Considering this, this study is unparalleled

A Study on the Properties and Chloride Resistance of Modified Sulfur Concrete for Nuclear Power Plant and Marine Structures

Energy Technology Data Exchange (ETDEWEB)

Wang, Soon Myun; Chang, Hyun Young; Park, Heung Bae [KEPCO EnC, Seongnam (Korea, Republic of)

2015-05-15

The mechanical, physical and chemical properties of concrete with modified sulfur have been compared and assessed against ordinary concrete. As its excellent chloride resistance and extended service life have been verified, the technology to apply modified sulfur to the construction of nuclear power plant and marine structures has been developed and secured. Recently, modified sulfur concrete has been applied for road pavement and repair works in more than 20 sites including highway and airport in Korea. Also, in the U.S., Federal Highway Administration and Virginia Department of Transportation are implementing tests to apply modified sulfur to bridge road pavement, and the modified sulfur concrete has been recognized for its good performance. Based on these cases, this study carried out tests on physical, mechanical and chemical properties of concrete after adding modified sulfur by building concrete specimens based on the concrete mix design employed to construct the Shin-Kori Units 3 and 4 containment building. Multiple tests were performed particularly for chemical resistance, a factor directly related to concrete service life. As a result, it has been verified that concrete with 5% modified sulfur content relative to cement weight has equal mechanical properties (compressive strength, tensile strength, etc.) and much better workability (slump change) and chemical resistance (resistance to chloride ion penetration, concrete carbonation) compared with ordinary concrete. Based on this, it has been concluded that an addition of modified sulfur can double the service life of concrete. In general, studies demonstrate that a significant amount of slag should be mixed into concrete to raise chemical resistance (but with decreasing mechanical properties). Considering this, this study is unparalleled.

Deflection control system for prestressed concrete bridges by CCD camera. CCD camera ni yoru prestressed concrete kyo no tawami kanri system

Energy Technology Data Exchange (ETDEWEB)

Noda, Y.; Nakayama, Y.; Arai, T. (Kawada Construction Co. Ltd., Tokyo (Japan))

1994-03-15

For the long-span prestressed concrete bridge (continuous box girder and cable stayed bridge), the design and construction control becomes increasingly complicated as construction proceeds because of its cyclic works. This paper describes the method and operation of an automatic levelling module using CCD camera and the experimental results by this system. For this automatic levelling system, the altitude can be automatically measured by measuring the center location of gravity of the target on the bridge surface using CCD camera. The present deflection control system developed compares the measured value by the automatic levelling system with the design value obtained by the design calculation system, and manages them. From the real-time continuous measurement for the long term, in which the CCD camera was set on the bridge surface, it was found that the stable measurement accuracy can be obtained. Successful application of this system demonstrates that the system is an effective and efficient construction aid. 11 refs., 19 figs., 1 tab.

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,...

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...

Railway bridge monitoring during construction and sliding

Science.gov (United States)

Inaudi, Daniele; Casanova, Nicoletta; Kronenberg, Pascal; Vurpillot, Samuel

1997-05-01

The Moesa railway bridge is a composite steel concrete bridge on three spans of 30 m each. The 50 cm thick concrete deck is supported on the lower flanges of two continuous, 2.7 m high I-beams. The bridge has been constructed alongside an old metallic bridge. After demolishing this one, the new bridge has been slid for 5 m by 4 hydraulic jacks and positioned on the refurbished piles of the old bridge. About 30 fiber optic, low-coherence sensors were imbedded in the concrete deck to monitor its deformations during concrete setting and shrinkage, as well as during the bridge sliding phase. In the days following concrete pour it was possible to follow its thermal expansion due to the exothermic setting reaction and the following thermal and during shrinkage. The deformations induced by the additional load produced by the successive concreting phases were also observed. During the bridge push, which extended over six hours, the embedded and surface mounted sensors allowed the monitoring of the curvature variations in the horizontal plane due to the slightly uneven progression of the jacks. Excessive curvature and the resulting cracking of concrete could be ruled out by these measurements. It was also possible to observe the bridge elongation under the heating action of the sun.

Optimum design of large span concrete filled steel tubular arch bridge based on static, stability and modal analysis

Institute of Scientific and Technical Information of China (English)

赵长军; 胡隽; 徐兴

2002-01-01

A three-dimensional finite element model was established for a large span concrete filled steel tubular (CFST) arch bridge which is currently under construction. The arch rib, the spandrel columns, the prestressed concrete box-beam, the cast-in-situ concrete plate of bridge deck, the steel box-beam and the crossbeams connecting the two pieces of arch ribs, were modeled by three-dimensional Timoshenko beam elements (3DTBE). The suspenders were modeled by three-dimensional cable elements (3DCE). Both geometric nonlinearity and prestress effect could be included in each kind of element. At the same time a second finite element model with the same geometric and material properties excepted for the sectional dimension of arch rib was set up. Static dynamic analyses were performed to determine the corresponding characteristics of the structure. The results showed that the arch rib's axial rigidity could be determined by static analysis. The stability and vibration of this system could be separated into in-plane modes, out-of-plane modes and coupled modes. The in-plane stability and dynamic characteristics are determined by the arch rib's vertical stiffness and that of out-of-plane is determined by the crossbeams' stiffness and arch rib's lateral stiffness mainly. The in-plane stiffness is much greater than that of out-of-plane for this kind of bridge . The effect of geometric nonlinearity and prestress effect on bridge behavior is insignificant.

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 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

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.

The shakeout scenario: Meeting the needs for construction aggregates, asphalt, and concrete

Science.gov (United States)

Langer, W.H.

2011-01-01

An Mw 7.8 earthquake as described in the ShakeOut Scenario would cause significantdamage to buildings and infrastructure. Over 6 million tons of newly mined aggregate would be used for emergency repairs and for reconstruction in the five years following the event. This aggregate would be applied mostly in the form of concrete for buildings and bridges, asphalt or concrete for pavement, and unbound gravel for applications such as base course that goes under highway pavement and backfilling for foundations and pipelines. There are over 450 aggregate, concrete, and asphalt plants in the affected area, some of which would be heavily damaged. Meeting the increased demand for construction materials would require readily available permitted reserves, functioning production facilities, a supply of cement and asphalt, a source of water, gas, and electricity, and a trained workforce. Prudent advance preparations would facilitate a timely emergency response and reconstruction following such an earthquake. ?? 2011, Earthquake Engineering Research Institute.

Finite-Element Investigation of the Structural Behavior of Basalt Fiber Reinforced Polymer (BFRP- Reinforced Self-Compacting Concrete (SCC Decks Slabs in Thompson Bridge

Directory of Open Access Journals (Sweden)

Lingzhu Zhou

2018-06-01

Full Text Available The need for a sustainable development and improved whole life performance of concrete infrastructure has led to the requirement of more durable and sustainable concrete bridges alongside accurate predictive analysis tools. Using the combination of Self-Compacting Concrete (SCC with industrial by-products and fiber-reinforced polymer (FRP, reinforcement is anticipated to address the concerns of high carbon footprint and corrosion in traditional steel-reinforced concrete structures. This paper presents a numerical investigation of the structural behavior of basalt fiber-reinforced polymer (BFRP-reinforced SCC deck slabs in a real bridge, named Thompson Bridge, constructed in Northern Ireland, U.K. A non-linear finite element (FE model is proposed by using ABAQUS 6.10 in this study, which is aimed at extending the previous investigation of the field test in Thompson Bridge. The results of this field test were used to validate the accuracy of the proposed finite element model. The results showed good agreement between the test results and the numerical results; more importantly, the compressive membrane action (CMA inside the slabs could be well demonstrated by this FE model. Subsequently, a series of parametric studies was conducted to investigate the influence of different parameters on the structural performance of the deck slabs in Thompson Bridge. The results of the analyses are discussed, and conclusions on the behavior of the SCC deck slabs reinforced by BFRP bars are presented.

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...

Synthesis and evaluation of lightweight concrete research relevant to the AASHTO LRFD bridge design specifications : potential revisions for definition and mechanical properties.

Science.gov (United States)

2012-11-01

Much of the fundamental basis for the current lightweight concrete provisions in the AASHTO LRFD Bridge : Design Specifications is based on research of lightweight concrete (LWC) from the 1960s. The LWC that was : part of this research used tradition...

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 25 (ROCHTH00400025) on Town Highway 40, crossing Corporation 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 ROCHTH00400025 on Town Highway 40 crossing Corporation 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, from Vermont Agency of Transportation 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 4.97-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 and right overbanks, and the downstream left overbank. On the downstream right overbank, the surface cover is predominately brushland. In the study area, Corporation Brook has an incised, sinuous channel with a slope of approximately 0.04 ft/ft, an average channel top width of 37 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 101 mm (0.332 ft). The geomorphic assessment at the time of the Level I site visit on April 12, 1995 and Level I and II site visit on July 8, 1996, indicated that the reach was stable. The Town Highway 40 crossing of Corporation Brook is a 31-ft-long, one-lane bridge consisting of a 26-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 24 ft. 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 15 degrees. A scour hole 1

Trial of prestressed concrete cable testing by sonic integrity tester

International Nuclear Information System (INIS)

Sugimoto, Masanobu

1997-01-01

Highway road network of Japan is in good condition. Those roads were constructed as social infrastructures. But some damages were occurred and propagated in concrete structure which passed more than 20 years after construction. As for the damages load caring capacity of bridge was decreased due to fatigue of increasing traffics and bridge vibration. Recently many troubles happened in PC structure as cut off of the main cables by corrosion and flying the non-grouting PC-bar to roadside. Some case can be checked by hammering testing method and X-ray photo cut or not and condition of cement grouting. But another case has not checking method. Now we are testing for the PC cables by sonic integrity tester which is modified from FPDS(Foundation Pile Diagnosis System). We report in this paper on this result and scope of the future of this method.

Students design composite bridges

NARCIS (Netherlands)

Stark, J.W.B.; Galjaard, J.C.; Brekelmans, J.W.P.M.

1999-01-01

The paper gives an overview of recent research on steel-concrete composite bridge design by students of Delft University of Technology doing their master's thesis. Primary objective of this research was to find possibilities for application of steel-concrete composite bridges in the Netherlands,

Structural Health Monitoring and Time-Dependent Effects Analysis of Self-Anchored Suspension Bridge with Extra-Wide Concrete Girder

Directory of Open Access Journals (Sweden)

Guangpan Zhou

2018-01-01

Full Text Available The present work is aimed at studying the structural health status of Hunan Road Bridge, which is currently the widest concrete self-anchored suspension bridge in China. The monitoring data included the structural deformations, internal forces, and vibration characteristics from April 2015 to April 2016 were analyzed to evaluate the structural changes and safety. The influences brought by the ambient temperature changes and the dual effects composed of concrete shrinkage & creep (S&C and seasonal temperature changes were analyzed based on the measured data. The long-time effects of concrete S&C were predicted using the CEB-FIP 90 model and the age-adjusted effective modulus method based on the ANSYS beam finite element model. The measured data showed that the transverse displacements of towers were more significant than the longitudinal ones. The spatial effect of the extra-wide girder is significant, which performs as the longitudinal stresses change unevenly along the transverse direction. The seasonal ambient warming caused overall increases in girder compressive stresses, and the cooling resulted in decreases along with significant temperature gradient effects. The prediction results show that the cable anchoring positions at girder ends and tower tops will move towards the mid-span affected by concrete S&C. In terms of the middle region of mid-span girder, significant increases in longitudinal stresses of top plate and decreases in the ones of bottom plate will be caused by the significant deflection. Comprehensively, the increases in the girder compressive stresses of side-span bottom plate and mid-span top plate are worthy of attention when confronted with extreme high temperature during the bridge service life cycle.

Seismic Retrofit of a Multispan Prestressed Concrete Girder Bridge with Friction Pendulum Devices

Directory of Open Access Journals (Sweden)

Alberto Maria Avossa

2018-01-01

Full Text Available The paper deals with the proposal and application of a procedure for the seismic retrofit of an existing multispan prestressed concrete girder bridge defined explicitly for the use of friction pendulum devices as an isolation system placed between piers top and deck. First, the outcomes of the seismic risk assessment of the existing bridge, performed using an incremental noniterative Nonlinear Static Procedure, based on the Capacity Spectrum Method as well as the Inelastic Demand Response Spectra, are described and discussed. Then, a specific multilevel design process, based on a proper application of the hierarchy of strength considerations and the Direct Displacement-Based Design approach, is adopted to dimension the FPD devices. Furthermore, to assess the impact of the FPD nonlinear behaviour on the bridge seismic response, a device model that reproduces the variation of the normal force and friction coefficient, the bidirectional coupling, and the large deformation effects during nonlinear dynamic analyses was used. Finally, the paper examines the effects of the FPD modelling parameters on the behaviour of the retrofitted bridge and assesses its seismic response with the results pointing out the efficiency of the adopted seismic retrofit solution.

A Study of the Bolt Connection System for a Concrete Barrier of a Modular Bridge

Directory of Open Access Journals (Sweden)

Doo-Yong Cho

2018-04-01

Full Text Available Modular technology has been recently studied to reduce the construction periods in the field of bridge construction. However, this method is restricted to the pier, girder, and deck, which are the main members of a bridge, and incidental facilities such as concrete barriers have been rarely studied. Thus, in this study, the connection system of a concrete barrier for modular bridges was developed, and a static loading experiment was performed to verify the structural capacity of the proposed system. The variables of the experiment were the vertical and horizontal bolt connections and the construction method. The barrier and plate were fabricated using match casting methods in which nuts were first inserted into the plates rather than anchor bolts using the conservative method. Moreover, a comparison with the conventional in situ barrier was also performed. The experiments were conducted according to the AASHTO LRFD standard. Consequently, the specimen using the vertical bolt connection had a structural capacity that was equal to 85% of that of the conventional specimen and exhibited similar crack patterns compared with the conventional specimen. In the case of the horizontal bolt connection, the separation in the connection area occurred with the application of the initial load and this specimen exhibited a poor performance because of the increase in the separation distance with the application of the maximum load.

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 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

Embodied Energy Optimization of Prestressed Concrete Slab Bridge Decks

Directory of Open Access Journals (Sweden)

Julián Alcalá

2018-04-01

Full Text Available This paper presents one approach to the analysis and design of post-tensioned cast-in-place concrete slab bridge decks. A Simulated Annealing algorithm is applied to two objective functions: (i the economic cost; and (ii the embodied energy at different stages of production materials, transport, and construction. The problem involved 33 discrete design variables: five geometrical ones dealing with the thickness of the slab, the inner and exterior web width, and two flange thicknesses; concrete type; prestressing cables, and 26 variables for the reinforcement set-up. The comparison of the results obtained shows two different optimum families, which indicates that the traditional criteria of economic optimization leads to inefficient designs considering the embodied energy. The results indicate that the objectives are not competing functions, and that optimum energy designs are close to the optimum cost designs. The analysis also showed that the savings of each kW h of energy consumed carries an extra cost of 0.49€. The best cost solution presents 5.3% more embodied energy. The best energy solution is 9.7% more expensive than that of minor cost. In addition, the results have showed that the best cost solutions are not the best energy solutions.

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...

77 FR 53251 - Annual Materials Report on New Bridge Construction and Bridge Rehabilitation

Science.gov (United States)

2012-08-31

... INFORMATION CONTACT: Ms. Ann Shemaka, Office of Bridge Technology, (202) 366-1575, or via email at [email protected] or Mr. Thomas Everett, Office of Bridge Technology, (202) 366-4675, or via email at thomas... the NBI: steel, concrete, pre-stressed concrete, and other. The category ``other'' includes wood...

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 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

Cohesive fracture model for functionally graded fiber reinforced concrete

International Nuclear Information System (INIS)

Park, Kyoungsoo; Paulino, Glaucio H.; Roesler, Jeffery

2010-01-01

A simple, effective, and practical constitutive model for cohesive fracture of fiber reinforced concrete is proposed by differentiating the aggregate bridging zone and the fiber bridging zone. The aggregate bridging zone is related to the total fracture energy of plain concrete, while the fiber bridging zone is associated with the difference between the total fracture energy of fiber reinforced concrete and the total fracture energy of plain concrete. The cohesive fracture model is defined by experimental fracture parameters, which are obtained through three-point bending and split tensile tests. As expected, the model describes fracture behavior of plain concrete beams. In addition, it predicts the fracture behavior of either fiber reinforced concrete beams or a combination of plain and fiber reinforced concrete functionally layered in a single beam specimen. The validated model is also applied to investigate continuously, functionally graded fiber reinforced concrete composites.

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)...

Dynamic assessment of bridge deck performance considering realistic bridge-traffic interaction

Science.gov (United States)

2017-09-01

Concrete bridge decks are directly exposed to daily traffic loads and may experience some surface cracking caused by excessive stress or fatigue accumulation, which requires repair or replacement. Among typical bridges in North America, bridge decks ...

Ultra-high performance fiber-reinforced concrete (UHPFRC) for infrastructure rehabilitation Volume II : behavior of ultra-high strength concrete bridge deck panels compared to conventional stay-in-place deck panels

Science.gov (United States)

2017-08-01

The remarkable features of ultra-high performance concrete (UHPC) have been reported. Its application in bridge construction has been an active research area in recent years, attributed to its higher compressive strength, higher ductility and reduced...

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.

Design Optimization of Hybrid FRP/RC Bridge

Science.gov (United States)

Papapetrou, Vasileios S.; Tamijani, Ali Y.; Brown, Jeff; Kim, Daewon

2018-04-01

The hybrid bridge consists of a Reinforced Concrete (RC) slab supported by U-shaped Fiber Reinforced Polymer (FRP) girders. Previous studies on similar hybrid bridges constructed in the United States and Europe seem to substantiate these hybrid designs for lightweight, high strength, and durable highway bridge construction. In the current study, computational and optimization analyses were carried out to investigate six composite material systems consisting of E-glass and carbon fibers. Optimization constraints are determined by stress, deflection and manufacturing requirements. Finite Element Analysis (FEA) and optimization software were utilized, and a framework was developed to run the complete analyses in an automated fashion. Prior to that, FEA validation of previous studies on similar U-shaped FRP girders that were constructed in Poland and Texas is presented. A finer optimization analysis is performed for the case of the Texas hybrid bridge. The optimization outcome of the hybrid FRP/RC bridge shows the appropriate composite material selection and cross-section geometry that satisfies all the applicable Limit States (LS) and, at the same time, results in the lightest design. Critical limit states show that shear stress criteria determine the optimum design for bridge spans less than 15.24 m and deflection criteria controls for longer spans. Increased side wall thickness can reduce maximum observed shear stresses, but leads to a high weight penalty. A taller cross-section and a thicker girder base can efficiently lower the observed deflections and normal stresses. Finally, substantial weight savings can be achieved by the optimization framework if base and side-wall thickness are treated as independent variables.

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.

Dowel Behavior of Rebars in Small Concrete Block for Sliding Slab Track on Railway Bridges

Directory of Open Access Journals (Sweden)

Seong-Cheol Lee

2018-01-01

Full Text Available In recent years, several studies have investigated the sliding slab track for railway bridges. In the design of sliding slab tracks, one of the most important considerations is to evaluate the shear capacity of the lateral supporting concrete blocks in which dowel rebars are embedded. The predictions of the dowel behavior of rebars by existing models are considerably different. Therefore, in this study, the actual dowel behavior of the rebars embedded in a small concrete block was extensively investigated through experiments. Test variables were concrete compressive strength, dowel rebar diameter and yield strength, specimen thickness, and dowel rebar spacing. Existing model predictions were considerably different from test results. The maximum dowel force increased as concrete compressive strength and dowel rebar diameter increased, while it did not increase considerably with other test variables. Unlike in existing models, the shear slip at the maximum dowel force decreased as the dowel rebar diameter increased. Existing models significantly underestimated the maximum dowel force of the dowel rebars with small diameters and overestimated it for the dowel rebars with large diameters. This work can be useful for developing a more rational model to represent the actual dowel behavior of the rebars embedded in small concrete blocks.

Electrochemical methods for the inspection of reinforcement corrosion in concrete structures - field experience

International Nuclear Information System (INIS)

Elsener, B.; Boehni, H.

1992-01-01

Maintenance and planning of the restoration work on reinforced concrete structures need a rapid, non-destructive inspection technique that detects corrosion at an early stage. In this paper the field experience with electrochemical techniques are reported. The results of potential surveys on bridge decks of the Swiss highways, realized with a new computer controlled eight-wheel measurement system, clearly show that a fixed potential value (as proposed in ASTM C 876-87) for the identification and location of active corrosion of steel in concrete does not exist. A statistical elaboration of the potential data allows to identify the potential value for corroding and passive rebar for each structure individually. A rapid new technique using galvanostatic pulse measurements was tested successfully on site. It gives clear, unambiguous results on the corrosion state of the rebars when half-cell potentials are uncertain. In addition, the ohmic resistance and the apparent polarization resistance are determined from the evaluation of the transients. From these values the concrete resistivity and the actual corrosion rate of the rebars may be estimated

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...

Development of bridge girder movement criteria for accelerated bridge construction.

Science.gov (United States)

2014-06-01

End diaphragms connect multiple girders to form a bridge superstructure system for effective resistance to earthquake loads. Concrete : girder bridges that include end diaphragms consistently proved to perform well during previous earthquake events. ...

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...

Deterioration of Concrete Structures

DEFF Research Database (Denmark)

Thoft-Christensen, Palle

Chloride ingress is a common cause of deterioration of reinforced concrete bridges. Concrete may be exposed to chloride by seawater or de-icing salts. The chloride initiates corrosion of the reinforcement, which through expansion disrupts the concrete. In addition, the corrosion reduces the cross...

Spread prestressed concrete slab beam bridges.

Science.gov (United States)

2015-04-01

TxDOT uses prestressed slab beam bridges for short-span bridges ranging from approximately 3050 ft in : length. These bridges have precast, pretensioned slab beams placed immediately adjacent to one another : with a cast-in-place slab made composi...

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

concrete facing and laid-up stone 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 mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-3 (less than 48 inches diameter) and type-4 (less than 60 inches diameter) stone fill. Type-3 stone fill was observed along the upstream right bank and along the right abutments. Type-4 stone fill was observed at the upstream end of the upstream right wingwall. 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. 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. There was no contraction scour predicted for any of the modeled flows. Abutment scour at the left abutment ranged from 5.7 to 7.3 ft, while that at the right abutment ranged from 11.6 to 17.7 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 on the calculated scour depths, are presented in tables 1 and 2. A cross-section of

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...

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.

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.

GFRP seismic strengthening and structural heath monitoring of Portage Creek Bridge concrete columns

International Nuclear Information System (INIS)

Huffman, S.; Bagchi, A.; Mufti, A.; Neale, K.; Sargent, D.; Rivera, E.

2006-01-01

Located in Victoria British Columbia (BC), Canada, the Portage Creek Bridge is a 124m long, three-span structure with a reinforced concrete piers and abutments on H piles. The bridge was designed prior to the introduction of current bridge seismic design codes and construction practices. Therefore it was not designed to resist the earthquake forces as required by today's standards. The bridge is on a route classified as a Municipal Disaster Route scheduled to be retrofitted to prevent collapse during a design seismic event, with a return period of 475 years (i.e., an event with 105 probability of exceedance in 50 years). Conventional materials and methods were used to retrofit most of the bridge. The dynamic analysis of the bridge predicted the two tall columns of Pier No. 1 will form plastic hinges under an earthquake resulting an additional shear to the short columns of Pier No. 2. A non-liner static pushover analysis indicated the short columns will not be able to form plastic hinges prior to failure in shear. The innovative solution of Fiber Reinforced Polymer wraps (FRPs) was chosen to strengthen the short columns for shear without increasing the moment capacity. The FRP wraps and the bridge were instrumented as one of 36 demonstration projects across Canada sponsored by ISIS (Intelligent Sensing for Innovative Structure) Canada, federally funded Network of Centers of Excellence, to access the performance of FRP and the use of FOS (Fiber Optic Sensors) for Structural Health Monitoring (SHM). The two columns of the bridge pier were strengthened with GFRP (Glass Fiber Reinforced Polymer) wraps with eight bi-directional rosette type strain gauges and four long gauge fiber optic sensors attached to the outer layer of the wraps. In addition, two 3-D Crossbow accelerometers are installed on the pier cap above the columns and a traffic web-cam mounted above the deck at the pier location. The data is collected through high sped internet line to an interactive web page

Analysis of a damaged and repaired pre-stressed concrete bridge girder by vehicle impact and effectiveness of repair procedure

OpenAIRE

Domínguez Mayans, Félix

2014-01-01

This thesis aims to study the structural consequences of the damages produced by vehicle impact in a pres-stressed concrete bridge girder and the repair procedure in a real case-study damaged after the bridge was opened to service. From the analysis of the situation of the beam and its damage state, a study of the repair actions carried out on this beam has been analyzed in order to determine the efficiency of the repair and if other alternatives are possible or more efficient. A stat...

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

OPTIMIZATION OF PRESERVATIVE FOR PROTECTION OF CONCRETE PAVEMENT OF HIGHWAYS

Directory of Open Access Journals (Sweden)

M. K. Pshembaev

2018-01-01

Full Text Available Disadvantages of road concrete pavement quite well known professionals-standards. They were mainly low elasticity modulus asphaltic concrete, as well as a fairly rapid aging of asphalt concrete core component-bitumen. And, as a consequence, is relatively low durability of the coating, the need for frequent repair. To some extent, cement concrete cover signifi cantly outperform this index of asphalt, convinces experience roads of Germany, the United States and other countries. The correct structure of concrete, overall compliance technology laying concrete, comprehensive quality control production  work, sufficient technical personnel qualifications provide long defect-free work road re-coated. However, violations by manufacture of works or in the process of exploitation, particularly in the harsh conditions of freezing and thawing, saturation-drying, especially under the influence of salts-defrosting, cause defects, reduce its durability. There are two directions of increase of durability of the coating. Firstly, it is the primary protection is the creation of concrete with minimal possible on data components mixture water cement ratio that provides reception of concrete with minimum porosity and consequently with maximum durability. Secondly, the secondary protection, providing increased resistance already ready-mixed concrete cover external aggressive actions. In this case against the background of other ways quite promising looks impregnation of the surface concrete integrated structure. Composition must contain multiple components, primarily water repellents, preventing penetration of fluid into the body of the concrete, and finely dispersed silica sol in particular silica, providing reduction of the porosity of the surface layers of concrete by interacting with the free calcium hydroxide. The problem of optimization of impregnation structure and is dedicated to this work.

Estimation of Structure-Borne Noise Reduction Effect of Steel Railway Bridge Equipped with Floating Ladder Track and Floating Reinforced-Concrete Deck

Science.gov (United States)

Watanabe, Tsutomu; Sogabe, Masamichi; Asanuma, Kiyoshi; Wakui, Hajime

A number of steel railway bridges have been constructed in Japan. Thin steel members used for the bridges easily tend to vibrate and generate structure-borne noise. Accordingly, the number of constructions of steel railway bridges tends to decrease in the urban areas from a viewpoint of environmental preservation. Then, as a countermeasure against structure-borne noise generated from steel railway bridges, we have developed a new type of the steel railway bridge equipped with a floating-ladder track and a floating reinforced-concrete (RC) deck. As a result of train-running experiment, it became apparent that the new steel railway bridge installed by double floating system has reduced a vibration velocity level by 10.5 dB(A) at main girder web as compared with a steel railway bridge installed by directly fastened track. This reduction effect was achieved by the ladder track and RC deck supported by resilient materials.

Corrosion of Carbon Steel and Corrosion-Resistant Rebars in Concrete Structures Under Chloride Ion Attack

Science.gov (United States)

Mohamed, Nedal; Boulfiza, Mohamed; Evitts, Richard

2013-03-01

Corrosion of reinforced concrete is the most challenging durability problem that threatens reinforced concrete structures, especially structures that are subject to severe environmental conditions (i.e., highway bridges, marine structures, etc.). Corrosion of reinforcing steel leads to cracking and spalling of the concrete cover and billions of dollars are spent every year on repairing such damaged structures. New types of reinforcements have been developed to avoid these high-cost repairs. Thus, it is important to study the corrosion behavior of these new types of reinforcements and compare them to the traditional carbon steel reinforcements. This study aimed at characterizing the corrosion behavior of three competing reinforcing steels; conventional carbon steel, micro-composite steel (MMFX-2) and 316LN stainless steel, through experiments in carbonated and non-carbonated concrete exposed to chloride-laden environments. Synthetic pore water solutions have been used to simulate both cases of sound and carbonated concrete under chloride ions attack. A three-electrode corrosion cell is used for determining the corrosion characteristics and rates. Multiple electrochemical techniques were applied using a Gamry PC4™ potentiostat manufactured by Gamry Instruments (Warminster, PA). DC corrosion measurements were applied on samples subjected to fixed chloride concentration in the solution.

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...

Report on the international conference and bridge inspection in Singapore and Hong Kong. `97 Singapore and Hong Kong inspector group; Singapore Hong Kong no kokusai kaigi to kyoryo shisatsu hokoku. `97 Singapore Hong Kong shisatsudan

Energy Technology Data Exchange (ETDEWEB)

Abe, N.; Arai, H.; Shiota, R.; Takagaki, T.; Mori, T.

1997-07-31

The 4th International Symposium on Noteworthy Development in Prestressing and Precasting was held in Singapore in July 1997. The `97 Singapore and Hong Kong inspector group was organized by the Japan Prestressed Concrete Engineering Association to participate the symposium and inspect some bridges. The symposium consisted of reading of 17 presented papers (including questions and answers) related to introduction of PC and PCa structures of every country, PCa void lower slab for building floors, bridge, PCa joint, PCa residence, earthquake resistance, and structure analysis. Suzuki`s keynote address `Development and present state of PC road bridges in Japan` classified PC road bridges ranging from an early PC beam bridge to a recent PC cable stayed bridge and PC extra-dosed bridge for every kind and period, and systematically presented the growth of the Japanese highway network and PC bridge. The inspector group visited 3 bridges in Singapore, and 3 bridges in Hong Kong. 8 figs., 2 tabs.

Interfacial shear behavior of composite flanged concrete beams

Directory of Open Access Journals (Sweden)

Moataz Awry Mahmoud

2014-08-01

Full Text Available Composite concrete decks are commonly used in the construction of highway bridges due to their rapid constructability. The interfacial shear transfer between the top slab and the supporting beams is of great significance to the overall deck load carrying capacity and performance. Interfacial shear capacity is directly influenced by the distribution and the percentage of shear connectors. Research and design guidelines suggest the use of two different approaches to quantify the required interfacial shear strength, namely based on the maximum compressive forces in the flange at mid span or the maximum shear flow at the supports. This paper investigates the performance of flanged reinforced concrete composite beams with different shear connector’s distribution and reinforcing ratios. The study incorporated both experimental and analytical programs for beams. Key experimental findings suggest that concentrating the connectors at the vicinity of the supports enhances the ductility of the beam. The paper proposes a simple and straight forward approach to estimate the interfacial shear capacity that was proven to give good correlation with the experimental results and selected code provisions. The paper presents a method to predict the horizontal shear force between precast beams and cast in-situ slabs.

Measurements of bridges' vibration characteristics using a mobile phone

Directory of Open Access Journals (Sweden)

Z. M. C. Pravia

Full Text Available ABSTRACTThis research presents an alternative way to perform a bridge inspection, which considers the dynamics parameters from the structure. It shows an experimental phase with use of a mobile phone to extract the accelerations answers from two concrete bridges, from those records is feasible to obtain natural frequencies using the Fast Fourier Transform (FFT.Numerical models with uses finite element model (FEM allow to determine the natural frequencies from the two concrete bridges and compare with the experimental phase of each one. The final results shows it's possible to use mobiles phones to extract vibration answers from concrete bridges and define the structural behavior of bridges from natural frequencies, this procedure could be used to evaluate bridges with lower costs.

Betonreparationers holdbarhed (Durability of Concrete Repairs)

DEFF Research Database (Denmark)

Brimnes, Eydbjørn; Dali, Bogi í; Larsen, Erik Stoklund

1999-01-01

Concrete repairs on 11 pillars on bridges built in the sixties and repaired 8 to 9 years ago have been examined. Especially the chloride penetration in the repair concrete have been measured. Chloride penetration in the repair concrete is much lower than in the original concrete....

Long-term behavior of integral abutment bridges : [technical summary].

Science.gov (United States)

2011-01-01

Integral abutment bridges, a type of jointless bridge, are the construction option of choice when designing highway bridges in many parts of the country. Rather than providing an expansion joint to separate the substructure from the superstructure to...

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

Effect of Ground Motion Characteristics on the Seismic Response of a Monumental Concrete Arch Bridge

Science.gov (United States)

Caglayan, B. Ozden; Ozakgul, Kadir; Tezer, Ovunc

2008-07-01

Railway network in Turkey dates back to more than a hundred years ago and according to official records, there are approximately 18,000 railway bridges with spans varying between 50 cm up to 150 meters. One of them is a monumental concrete arch bridge with a total length of 210 meters having three major spans of 30 meters and a height of 65 meters, located in an earthquake-prone region in southern part of the country. Three-dimensional finite element model of the bridge was generated using a commercially available general finite element analysis software and based on the outcomes of a series of in-depth acceleration measurements that were conducted on-site, the model was refined. Types of ground motion records were used to investigate the seismic response and vulnerability of this massive structure in order to provide information regarding (i) damage-susceptible regions of the structure for monitoring purposes, and, (ii) seismic loads to be taken into account during evaluation and possible strengthening phases for this type of structures.

Effect of Ground Motion Characteristics on the Seismic Response of a Monumental Concrete Arch Bridge

International Nuclear Information System (INIS)

Caglayan, B. Ozden; Ozakgul, Kadir; Tezer, Ovunc

2008-01-01

Railway network in Turkey dates back to more than a hundred years ago and according to official records, there are approximately 18,000 railway bridges with spans varying between 50 cm up to 150 meters. One of them is a monumental concrete arch bridge with a total length of 210 meters having three major spans of 30 meters and a height of 65 meters, located in an earthquake-prone region in southern part of the country. Three-dimensional finite element model of the bridge was generated using a commercially available general finite element analysis software and based on the outcomes of a series of in-depth acceleration measurements that were conducted on-site, the model was refined. Types of ground motion records were used to investigate the seismic response and vulnerability of this massive structure in order to provide information regarding (i) damage-susceptible regions of the structure for monitoring purposes, and, (ii) seismic loads to be taken into account during evaluation and possible strengthening phases for this type of structures

Dynamic Response of a Long-Span Concrete-Filled Steel Tube Tied Arch Bridge and the Riding Comfort of Monorail Trains

Directory of Open Access Journals (Sweden)

Hongye Gou

2018-04-01

Full Text Available In this study, a dynamic response analysis procedure is proposed and applied to investigate the dynamic responses of a straddle-type concrete-filled steel tube tied arch bridge under train and truck loadings. A numerical model of the coupled monorail train–bridge system is established to investigate the dynamic behaviors of the bridge under moving trains. A refined three-dimensional finite element model is built for the bridge and a 15 degrees-of-freedom vehicle model is presented for the train. The numerical model is validated using in-situ test results and then used to analyze the dynamic displacement and acceleration of the bridge and the trains on the bridge. Based on the simulation results, the impact factor of the bridge is investigated and the riding comfort of the trains is evaluated. The investigation results show that the impact factor of vehicle loads reaches the maximum value when the resonance of the bridge is induced by the moving vehicles. The effect of train braking predominates the longitudinal vibration of the bridge but is negligible in the transverse and vertical directions. The vehicle speed is the dominating factor for the riding comfort of the train.

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...

Precast Pearl-Chain concrete arch bridges

DEFF Research Database (Denmark)

Halding, Philip Skov; Hertz, Kristian Dahl; Schmidt, Jacob Wittrup

2015-01-01

A Pearl-Chain Bridge is a closed-spandrel arch bridge consisting of a number of straight pre-fabricated so called Super-Light Deck elements put together in an arch shape by post-tensioning cables. Several Pearl-Chain arches can be positioned adjacent to each other by a crane to achieve a bridge...... of a desired width. On top of the arch is a filling material to level out the surface of the above road. The filling only transfers vertical loads to the arch. The geometry and material properties of Super-Light Decks are presented, and we refer to several fullscale tests of Pearl-Chain arches where...... the technology was used. We also study other important components and details in the Pearl-Chain Bridge concept and review the effects of different types of loads. A theoretical case study of a circular 30 m span Pearl-Chain Bridge is presented showing the influence of a number of parameters: The number of post...

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.

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.

Aerodynamic stability study of a long-span prestressed concrete cable-stayed bridge. Aerodynamic behavior of edge box girder under uniform flow; Chodai PC shachokyo no taifu anteisei ni kansuru kenkyu. Ichiyoryuchu ni okeru edge girder keishiki no kuriki tokusei

Energy Technology Data Exchange (ETDEWEB)

Nomura, T. [Obayashi Corp., Tokyo (Japan)

1999-01-10

In recent years, the construction of long-span bridges is on the increase. Prestressed concrete cable-stayed bridges are dynamically very efficient structures of relatively low cost that blend in well with the landscape. Maintenance is also easy. Consequently, the adoption of edge box girders for cable-stayed bridges is increasing worldwide, but problems related to the aerodynamic stability of the structure have emerged. The aerodynamic stability of edge box girders for a prestressed concrete cable-stayed bridge was investigated under uniform flow conditions by conducting several wind tunnel experiments. As a result, the section of the bridge deck was optimized to prevent torsional flutter within an angle of attack varying from -5 to +5 degrees. It is therefore possible to guarantee the aerodynamic stability of long-span prestressed concrete cable-stayed bridges. (author)

The green highway forum

Energy Technology Data Exchange (ETDEWEB)

NONE

2006-07-01

In late 2004, as part of American Coal Ash Association's (ACAA) strategic planning process, a plan was approved by its Board of Directors implementing a 'green highways' concept which emphasized use of coal combustion products (CCPs) in highways in a variety of ways including being used alone, in combination with other forms of CCPs, and combined with non ash materials. The incentives behind the developed concept were the derived advantages from beneficial technical economic and environmental impacts. Although the primary use of fly ash is concrete, other forms of CCPs could be considered for more non-traditional highway applications. For example, these might include soils stabilization, binders for in-place pavement recycling, use in flowable fills, aggregates, source materials for structural fills and embankments, components in manufactured soils, and for granular base courses beneath pavements. At this same time, unknown to ACCA, EPA Region 3 in Philadelphia was working with the Wetlands and Watershed Work Group, a non-profit organization involved in wetlands policy and management along with the Federal Highway Administration (FHWA) on their own Green Highways initiative. These groups were planning a conference, the 'Green Highway Forum'. This was held in College Park, Maryland at the University of Maryland, Nov 8-10 2005. At the conference a draft 'roadmap' was presented as a guide to executive level participants bringing the diverse viewpoints of many agencies and interest groups together. Ten guiding principals were considered. The 'Green Highways' is a new effort to recognize the 'greenness' of many projects already completed and those to be initiated. 2 photos.

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...

Analysis, prediction, and case studies of early-age cracking in bridge decks

Science.gov (United States)

ElSafty, Adel; Graeff, Matthew K.; El-Gharib, Georges; Abdel-Mohti, Ahmed; Mike Jackson, N.

2016-06-01

Early-age cracking can adversely affect strength, serviceability, and durability of concrete bridge decks. Early age is defined as the period after final setting, during which concrete properties change rapidly. Many factors can cause early-age bridge deck cracking including temperature change, hydration, plastic shrinkage, autogenous shrinkage, and drying shrinkage. The cracking may also increase the effect of freeze and thaw cycles and may lead to corrosion of reinforcement. This research paper presents an analysis of causes and factors affecting early-age cracking. It also provides a tool developed to predict the likelihood and initiation of early-age cracking of concrete bridge decks. Understanding the concrete properties is essential so that the developed tool can accurately model the mechanisms contributing to the cracking of concrete bridge decks. The user interface of the implemented computer Excel program enables the user to input the properties of the concrete being monitored. The research study and the developed spreadsheet were used to comprehensively investigate the issue of concrete deck cracking. The spreadsheet is designed to be a user-friendly calculation tool for concrete mixture proportioning, temperature prediction, thermal analysis, and tensile cracking prediction. The study also provides review and makes recommendations on the deck cracking based mainly on the Florida Department of Transportation specifications and Structures Design Guidelines, and Bridge Design Manuals of other states. The results were also compared with that of other commercially available software programs that predict early-age cracking in concrete slabs, concrete pavement, and reinforced concrete bridge decks. The outcome of this study can identify a set of recommendations to limit the deck cracking problem and maintain a longer service life of bridges.

New technique of railway bridges in Hokuriku Shinkansen; Hokuriku Shinkansen tetsudokyo no gijutsu

Energy Technology Data Exchange (ETDEWEB)

Miyabayashi, H. [Japan Railway Construction Public Corp., Tokyo (Japan)

1996-09-01

This paper presents new technologies of the railway bridges in Hokuriku Shinkansen. Hokuriku Shinkansen of 117km between Takasaki and Nagano is a part of Shinkansen connecting Tokyo with Nagano by nearly 1.5 hours. Its construction is in promotion under severe financial condition, and cost reduction is an essential target. Among the concrete bridges in this section, Kirizumigawa bridge, a prestressed concrete strutted 3-span continuous beam bridge, adopted a lowering erection method for its slant pier. In this method featured by high safety and profitability, the rib component of a concrete arch bridge is vertically erected on a arch support, and installed by swinging it toward the central span. In addition, a cantilever method was adopted to keep the scenery of a national park. Daini Chikumagawa bridge with the longest span of 133.9m among concrete railway bridges is the first cable-stayed prestressed concrete bridge in Shinkansen. Yashiro Minami and Kita bridges of 105m and 90m in central span are the extradosed bridges which were adopted as optimum structure for lowering the beam height of meddle-sized railway bridges. 3 refs., 12 figs., 2 tabs.

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...

Iowa task report : US 18 concrete overlay construction under traffic.

Science.gov (United States)

2012-05-01

The National Concrete Pavement Technology Center, Iowa Department of Transportation, and Federal Highway Administration set out to demonstrate and document the design and construction of portland cement concrete (PCC) overlays on two-lane roadways wh...

Life-Cycle Monitoring of Long-Span PSC Box Girder Bridges through Distributed Sensor Network: Strategies, Methods, and Applications

Directory of Open Access Journals (Sweden)

Zheheng Chen

2015-01-01

Full Text Available 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 systems and premature damage of these bridges is often reported, resulting in considerable maintenance and/or replacement costs. First, this paper presents a state-of-art review on the SHM of long-span PSC bridges. Monitoring strategies, methods, and previous applications for these bridges are summarized and discussed. In order to well capture the behavior of the bridge during its whole life and to maximize the use of sensors, a life-cycle monitoring strategy is proposed, in which the sensor layout is determined according to requirements for construction monitoring, completion test, and in-service monitoring. A case study is made on a three-span PSC box girder bridge in China. The system configuration, sensor layout, and data communications, and so forth, are presented. The up-to-date monitored structural responses are analyzed and compared with the design values.

Prestressed concrete. Composite material perfectly utilizing the merits of steel and concrete; Puresutoresu concrete. Ko to concreteto no tokucho wo kanzen ni ikashita fukugo sozai

Energy Technology Data Exchange (ETDEWEB)

Sugawara, M. [Kyokuto Kogen Concrete Shinko Co. Ltd., Tokyo (Japan)

1996-10-15

Since the early stage of the development of the prestressed concrete (PC) manufacturing techniques, it has been said that forming a single PC structure by uniting precast segments with PC steel material into one is a construction method making the most of the feature of PC. This paper roughly describes the history of the development of PC and concrete examples of PC, centering on the construction techniques effectively utilizing the principle of PC and its materials. Especially, a PC bridge is superior to a steel bridge with respect to noise and vibration, so that the construction works of replacing railway steel bridges and railway elevated bridges by PC bridges have come to be seen in many places recently. In order to increase the span of a PC bridge, the reduction of the weight is a major factor. Therefore, an outer cable system has come to be used so as to reduce the thickness is cross section of the web of a PC beam as much as possible. The changes of the maximum span of cable stayed bridge are listed in a table in comparison of PC bridges with steel bridges. 29 refs., 9 figs., 1 tab.

Durability of Materials in Pearl-Chain Bridges

DEFF Research Database (Denmark)

Lund, Mia Schou Møller

. The construction of the Pearl-Chain arch is simple. The arch is assembled on its side, next to the road that the bridge will span, by placing a number of plane prefabricated Super-Light Decks that consist of lightweight aggregate concrete and conventional concrete, in the desired arch shape. Mortar joints are cast...... is stabilized by casting a fill material between the spandrel walls of the arch. Finally, the road surface is cast on top of the fill material. New bridges are designed for a service lifetime of at least 100 years. Hence, the specifications of the materials used in Pearl-Chain Bridges are high. This PhD study...... and pervious concrete were also investigated. The most suitable fill material for Pearl-Chain Bridges depends on the particular bridge design; the results obtained and presented in the present PhD study provide guidance on how to decide which fill material is most suitable regarding strength, permeability...

Human Errors and Bridge Management Systems

DEFF Research Database (Denmark)

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

on basis of reliability profiles for bridges without human errors are extended to include bridges with human errors. The first rehabilitation distributions for bridges without and with human errors are combined into a joint first rehabilitation distribution. The methodology presented is illustrated...... for reinforced concrete bridges....

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.

Use and selection of bridges as day roosts by Rafinesque's Big Eared Bats.

Energy Technology Data Exchange (ETDEWEB)

Bennett, Frances, M.; Loeb, Susan, C.; Bunch, Mary, S.; Bowerman, William, W.

2008-03-01

ABSTRACT.—Rafinesque’s big-eared bats (Corynorhinus rafinesquii) use bridges as day roosts in parts of their range, but information on bridge use across their range is lacking. From May to Aug. 2002 we surveyed 1129 bridges (12.5%) within all 46 counties of South Carolina to determine use and selection of bridges as day roosts by big-eared bats and to document their distribution across the state. During summer 2003, we visited 235 bridges in previously occupied areas of the state to evaluate short-term fidelity to bridge roosts. We found colonies and solitary big-eared bats beneath 38 bridges in 2002 and 54 bridges in 2003. Construction type and size of bridges strongly influenced use in both years; bats selected large, concrete girder bridges and avoided flat-bottomed slab bridges. The majority of occupied bridges (94.7%) were in the Upper and Lower Coastal Plains, but a few bridges (5.3%) were located in the Piedmont. Rafinesque’s big-eared bats were absent beneath bridges in the Blue Ridge Mountains. We established new records of occurrence for 10 counties. In the Coastal Plains, big-eared bats exhibited a high degree of short-term fidelity to roosts in highway bridges. For bridges that were occupied at least once, mean frequency of use was 65.9%. Probability of finding bats under a bridge ranged from 0.46 to 0.73 depending on whether the bridge was occupied in the previous year. Thus, bridges should be inspected three to five times in a given year to determine whether they are being used. Regional bridge roost surveys may be a good method for determining the distribution of C. rafinesquii, particularly in the Coastal Plains, and protection of suitable bridges may be a viable conservation strategy where natural roost sites are limited.

Investigating extreme event loading on coastal bridges using wireless sensor technology

Science.gov (United States)

Gelineau, Douglas A.; Davis, Justin R.; Rice, Jennifer A.

2017-04-01

Coastal infrastructure, such as bridges, are susceptible to many forms of coastal hazards: particularly hurricane surge and wave loading. These two forms of loading can cause catastrophic damage to aging highway infrastructure. It is estimated that storm damage costs the United States about $50 Billion per year. In light of this, it is crucial that we understand the damaging forces placed on infrastructure during storm events so that we can develop safer and more resilient coastal structures. This paper presents the ongoing research to enable the efficient collection of extreme event loads acting on both the substructure and superstructure of low clearance, simple span, reinforced concrete bridges. Bridges of this type were commonly constructed during the 1950's and 60's and are particularly susceptible to deck unseating caused by hurricane surge and wave loading. The sensing technology used to capture this data must be ruggedized to survive in an extremely challenging environment, be designed to allow for redundancy in the event of sensors or other network components being lost in the storm, and be relatively low cost to allow for more bridges to be instrumented per storm event. The prototype system described in this paper includes wireless technology, rapid data transmission, and, for the sensors, self-contained power. While this specific application focuses on hurricane hazards, the framework can be extended to include other natural hazards.

Level II scour analysis for Bridge 46 (FFIETH00470046) on Town Highway 47, crossing Black Creek, Fairfield, Vermont

Science.gov (United States)

Wild, Emily C.; Flynn, Robert H.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure FFIETH00470046 on Town Highway 47 crossing Black Creek, Fairfield, 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 Green Mountain section of the New England physiographic province in northwestern Vermont. The 37.8 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, Black Creek has a meandering channel with a slope of approximately 0.0005 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 bedrock with a median grain size (D50) of 0.189 mm (0.00062 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 12, 1995, indicated that the reach was stable. The Town Highway 47 crossing of Black Creek is a 35-ft-long, one-lane bridge consisting of one 31-ft steel-stringer span (Vermont Agency of Transportation, written communication, March 8, 1995). The opening length of the structure parallel to the bridge face is 28.0 ft. The bridge is supported by vertical, laid-up stone abutments with wingwalls. The channel is skewed approximately zero degrees to the opening and the opening-skew-toroadway is zero degrees. A scour hole 6.0 ft deeper than the mean thalweg depth was observed just downstream of the

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...

Dynamic assessment of bridge deck performance considering realistic bridge-traffic interaction : research brief

Science.gov (United States)

2017-09-01

This study is to develop simulation methodology to conduct the dynamic assessment of bridge deck performance subjected to traffic. Concrete bridge decks are exposed to daily traffic loads and may experience some surface cracking caused by excessive s...

Modeling reinforced concrete durability : [summary].

Science.gov (United States)

2014-06-01

Many Florida bridges are built of steel-reinforced concrete. Floridas humid and marine : environments subject steel in these structures : to corrosion once water and salt penetrate the : concrete and contact the steel. Corroded steel : takes up mo...

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.

A 2.5-dimensional method for the prediction of structure-borne low-frequency noise from concrete rail transit bridges.

Science.gov (United States)

Li, Qi; Song, Xiaodong; Wu, Dingjun

2014-05-01

Predicting structure-borne noise from bridges subjected to moving trains using the three-dimensional (3D) boundary element method (BEM) is a time consuming process. This paper presents a two-and-a-half dimensional (2.5D) BEM-based procedure for simulating bridge-borne low-frequency noise with higher efficiency, yet no loss of accuracy. The two-dimensional (2D) BEM of a bridge with a constant cross section along the track direction is adopted to calculate the spatial modal acoustic transfer vectors (MATVs) of the bridge using the space-wave number transforms of its 3D modal shapes. The MATVs calculated using the 2.5D method are then validated by those computed using the 3D BEM. The bridge-borne noise is finally obtained through the MATVs and modal coordinate responses of the bridge, considering time-varying vehicle-track-bridge dynamic interaction. The presented procedure is applied to predict the sound pressure radiating from a U-shaped concrete bridge, and the computed results are compared with those obtained from field tests on Shanghai rail transit line 8. The numerical results match well with the measured results in both time and frequency domains at near-field points. Nevertheless, the computed results are smaller than the measured ones for far-field points, mainly due to the sound radiation from adjacent spans neglected in the current model.

Modeling damage in concrete pavements and bridges.

Science.gov (United States)

2010-09-01

This project focused on micromechanical modeling of damage in concrete under general, multi-axial loading. A : continuum-level, three-dimensional constitutive model based on micromechanics was developed. The model : accounts for damage in concrete by...

MOBILE MORTAR CONCRETE PLANTS FOR BUILDING COMPLEX OF BELARUS: ADVANTAGES AND DISADVANTAGES

Directory of Open Access Journals (Sweden)

S. N. Leonovich

2015-01-01

infrastructure and transportation networks: bridges, dams, highways, transport junctions. While ensuring the same production output of concrete these plants are located in close proximity to the construction site and the required mortars can be supplied directly to the site with the help of special concrete pumps.

Progress of admixtures and quality of concrete. 2. ; Approaches to ultra-high-strength concrete. Konwa zairyo no shinpo to concrete no hinshitsu. 2. ; Chokokyodo concrete eno approach

Energy Technology Data Exchange (ETDEWEB)

Kawai, T. (Shimizu Construction Co. Ltd., Tokyo (Japan)); Abe, M. (Building Research Institute, Tsukuba (Japan))

1994-02-15

Ultra-high-strength concrete of 600 kgf/cm[sup 2] or more is reviewed. MDF (macro defect free) cement, spheroidal cement and mechanically stabilized cement have been developed for ultra-high-strength concrete, however, in general, DSP (densified system containing homogeneously arranged ultra-fine particles) technique is now usual in which a water-cement ratio is reduced by use of advanced air entraining and water reducing agents and cured concrete is densified by use of ultra-fine particles as admixture. Four kinds of substances such as naphthalene system and polycarboxylic acid system are used as air entraining and water reducing agents, and silica fume is used as ultra-fine particle admixture which can be effectively replaced with blast furnace slag or fly ash. Various use examples of ultra-high-strength concrete such as an ocean platform are found in the world, however, only some examples such as a PC truss bridge and the main tower of a PC cable stayed bridge in Japan. 22 refs., 10 figs., 2 tabs.

78 FR 26847 - Including Specific Pavement Types in Federal-aid Highway Traffic Noise Analyses

Science.gov (United States)

2013-05-08

...: dense-graded asphaltic concrete (DGAC), open-graded asphaltic concrete (OGAC), and Portland cement... involved in what the highway noise industry refers to as ``low noise pavements'' or ``quieter pavements... several national workshops, trainings, and informational outreach pieces on this topic. In 2005, the FHWA...

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...

Sustainable Waste Management for Green Highway Initiatives

Directory of Open Access Journals (Sweden)

Husin Nur Illiana

2016-01-01

Full Text Available Green highway initiative is the transportation corridors based on sustainable concept of roadway. It incorporates both transportation functionality and ecological requirements. Green highway also provides more sustainable construction technique that maximizes the lifespan of highway. Waste management is one of the sustainable criterias in the elements of green highway. Construction of highway consumes enormous amounts of waste in term of materials and energy. These wastes need to be reduce to sustain the environment. This paper aims to identify the types of waste produced from highway construction. Additionally, this study also determine the waste minimization strategy and waste management practiced.. This study main focus are construction and demolition waste only. The methodology process begin with data collection by using questionnaire survey. 22 concession companies listed under Lembaga Lebuhraya Malaysia acted as a respondent. The questionnaires were distributed to all technical department staffs. The data received was analyzed using IBM SPSS. The results shows the most production of waste is wood, soil, tree root and concrete. The least production of waste is metal. For waste minimization, the best waste minimization is reuse for all type of waste except for tree root and stump. Whereas, the best waste management is providing strategic plan. The least practice for waste management is recording the quantity of waste.

Principles of Bridge Reliability

DEFF Research Database (Denmark)

Thoft-Christensen, Palle; Nowak, Andrzej S.

The paper gives a brief introduction to the basic principles of structural reliability theory and its application to bridge engineering. Fundamental concepts like failure probability and reliability index are introduced. Ultimate as well as serviceability limit states for bridges are formulated......, and as an example the reliability profile and a sensitivity analyses for a corroded reinforced concrete bridge is shown....

Investigation of Concrete Electrical Resistivity As a Performance Based Test

OpenAIRE

Malakooti, Amir

2017-01-01

The purpose of this research project was to identify the extent that concrete resistivity measurements (bulk and/or surface) can be used as a performance based lab test to improve the quality of concrete in Utah bridge decks. By allowing UDOT to specify a required resistivity, concrete bridge deck quality will increase and future maintenance costs will decrease. This research consisted of two phases: the field phase and the lab phase. In the field phase, concrete samples were gathered from...

Probability Based Evaluation of Vehicular Bridge Load using Weigh-in-Motion Data

Directory of Open Access Journals (Sweden)

Widi Nugraha

2016-02-01

Full Text Available Load and Resistance Factored Design (LRFD method for designing bridge in Indonesia have been implemented for more than 25 years. LRFD method treating loads and strengths variables as random variables with specific safety factors for different loads and strengths variables type. The nominal loads, load factors, reduction factors, and other criteria for bridge design code can be determined to meet the reliability criteria. Statistical data of weigh-in-motion (WIM vehicular loads measurement in Northern Java highway, Cikampek - Pamanukan, West Java (2011, used in as statistical loads variable. A 25 m simple span bridge with reinforced concrete T-girder is used as a model for structural analysis due to WIM measured and nominal vehicular load based on RSNI T-02-2005, with applied bending moment of girder as the output. The distribution fitting result of applied bending moment due to WIM measured vehicular loads is lognormal. The maximum bending moment due to RSNI T-02-2005 nominal vehicular load is 842.45 kN-m and has probability of exceedance of 5x10-5. It can be concluded, for this study, that the bridge designed using RSNI T-02-2005 is safely designed, since it has reliability index, β of 5.02, higher than target reliability, β ranging from 3.50 or 3.72.

Linear Cracking in Bridge Decks

Science.gov (United States)

2018-03-01

Concrete cracking in bridge decks remains an important issue relative to deck durability. Cracks can allow increased penetration of chlorides, which can result in premature corrosion of the reinforcing steel and subsequent spalling of the concrete de...

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

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...

Bridge-in-a-backpack(TM) task 3.3 : investigate soil-structure interaction-modeling and experimental results of concrete filled FRP tube arches.

Science.gov (United States)

2015-12-01

This report includes fulfillment of Task 3.3 of a multi-task contract to further enhance concrete filled FRP tubes, or : the Bridge in a Backpack. Task 3 is an investigation of soil-structure interaction for the FRP tubes. Task 3.3 is the : modeling ...

Thermo-mechanical durability of carbon fiber reinforced polymer strengthened reinforced concrete beams.

Science.gov (United States)

2009-07-20

In recent years the Federal Highway Administration (FHWA) has identified a critical need to upgrade the transportation infrastructure in the United States. Of the nearly 600,000 bridges in the FHWA's bridge inventory, upwards of 90,000 bridges have b...

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.

Design aids of NU I-girders bridges.

Science.gov (United States)

2010-05-01

Precast prestressed concrete I-Girder bridges have become the most dominant bridge system in the United States. In the early design : stages, preliminary design becomes a vital first step in designing an economical bridge. Within the state of Nebrask...

Improving Fatigue Strength of polymer concrete using nanomaterials.

Science.gov (United States)

2016-11-30

Polymer concrete (PC) is that type of concrete where the cement binder is replaced with polymer. PC is often used to improve friction and protect structural substrates in reinforced concrete and orthotropic steel bridges. However, its low fatigue per...

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...

Delamination detection in reinforced concrete using thermal inertia

International Nuclear Information System (INIS)

Del Grande, N K; Durbin, P F.

1998-01-01

We investigated the feasibility of thermal inertia mapping for bridge deck inspections. Using pulsed thermal imaging, we heat-stimulated surrogate delaminations in reinforced concrete and asphalt-concrete slabs. Using a dual-band infrared camera system, we measured thermal inertia responses of Styrofoam implants under 5 cm of asphalt, 5 cm of concrete, and 10 cm of asphalt and concrete. We compared thermal maps from solar-heated concrete and asphalt-concrete slabs with thermal inertia maps from flash-heated concrete and asphalt-concrete slabs. Thermal inertia mapping is a tool for visualizing and quantifying subsurface defects. Physically, thermal inertia is a measure of the resistance of the bridge deck to temperature change. Experimentally, it is determined from the inverse slope of the surface temperature versus the inverse square root of time. Mathematically, thermal inertia is the square root of the product of thermal conductivity, density, and heat capacity. Thermal inertia mapping distinguishes delaminated decks which have below-average thermal inertias from normal or shaded decks. Key Words: Pulsed Thermal Imaging, Thermal Inertia, Detection Of Concrete Bridgedeck Delaminations

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...

Damage Evaluation of Concrete Column under Impact Load Using a Piezoelectric-Based EMI Technique.

Science.gov (United States)

Fan, Shuli; Zhao, Shaoyu; Qi, Baoxin; Kong, Qingzhao

2018-05-17

One of the major causes of damage to column-supported concrete structures, such as bridges and highways, are collisions from moving vehicles, such as cars and ships. It is essential to quantify the collision damage of the column so that appropriate actions can be taken to prevent catastrophic events. A widely used method to assess structural damage is through the root-mean-square deviation (RMSD) damage index established by the collected data; however, the RMSD index does not truly provide quantitative information about the structure. Conversely, the damage volume ratio that can only be obtained via simulation provides better detail about the level of damage in a structure. Furthermore, as simulation can also provide the RMSD index relating to that particular damage volume ratio, the empirically obtained RMSD index can thus be related to the structural damage degree through comparison of the empirically obtained RMSD index to numerically-obtained RMSD. Thus, this paper presents a novel method in which the impact-induced damage to a structure is simulated in order to obtain the relationship between the damage volume ratio to the RMSD index, and the relationship can be used to predict the true damage degree by comparison to the empirical RMSD index. In this paper, the collision damage of a bridge column by moving vehicles was simulated by using a concrete beam model subjected to continuous impact loadings by a freefalling steel ball. The variation in admittance signals measured by the surface attached lead zirconate titanate (PZT) patches was used to establish the RMSD index. The results demonstrate that the RMSD index and the damage ratio of concrete have a linear relationship for the particular simulation model.

Performance evaluation of corrosion-affected reinforced concrete ...

Indian Academy of Sciences (India)

M B Anoop

Abstract. A methodology for performance evaluation of reinforced concrete bridge girders in corrosive ... concrete (RC) members of infrastructural systems, espe- ... bility will be useful for making engineering decisions for ...... Water-cement ratio.

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.

Non-destructive testing (NDT) of a segmental concrete bridge scheduled for demolition, with a focus on condition assessment and corrosion detection of internal tendons.

Science.gov (United States)

2017-05-01

The service life and durability of prestressed concrete in bridges are vulnerable to corrosion damages due to many factors such as construction, material, and environment. To ensure public safety, it is important to inspect these structures and to de...

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...

Evaluation of several types of curing and protective materials for concrete : final report on part II : installation report and initial condition survey of bridge decks.

Science.gov (United States)

1970-01-01

Thirty-nine test panels were installed on three interstate bridges to evaluate several combinations of curing and protective treatments for concrete. Panels were cured with white pigmented liquid membrane and white polyethylene, both with and without...

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.

Laboratory Testing of Precast Bridge Beck Panel Transverse Connections for Use in Accelerated Bridge Construction

OpenAIRE

Porter, Scott D.

2009-01-01

Precast concrete bridge deck panels have been used for decades to accelerate bridge construction. Cracking of the transverse connection between panels is a common problem that can damage deck overlays and cause connection leaking leading to corrosion of lower bridge elements. To better understand the behavior of bridge deck transverse female-to-female connections, shear and moment lab testing were performed at Utah State University for the Utah Department of Transportation. Two existing UDOT ...

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...

Bridges analysis, design, structural health monitoring, and rehabilitation

CERN Document Server

Bakht, Baidar

2015-01-01

This book offers a valuable guide for practicing bridge engineers and graduate students in structural engineering; its main purpose is to present the latest concepts in bridge engineering in fairly easy-to-follow terms. The book provides details of easy-to-use computer programs for: ·      Analysing slab-on-girder bridges for live load distribution. ·      Analysing slab and other solid bridge components for live load distribution. ·      Analysing and designing concrete deck slab overhangs of girder bridges under vehicular loads. ·      Determining the failure loads of concrete deck slabs of girder bridges under concentrated wheel loads. In addition, the book includes extensive chapters dealing with the design of wood bridges and soil-steel bridges. Further, a unique chapter on structural health monitoring (SHM) will help bridge engineers determine the actual load carrying capacities of bridges, as opposed to their perceived analytical capacities. The chapter addressing structures...

Exodermic bridge deck performance evaluation.

Science.gov (United States)

2010-07-01

In 1998, the Wisconsin DOT completed a two"leaf bascule bridge in Green Bay with an exodermic deck system. The exodermic deck consisted of 4.5"in thick cast"in"place reinforced concrete supported by a 5.19"in tall unfilled steel grid. The concrete an...

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.

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...

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.

STRESSES IN CEMENT-CONCRETE PAVEMENT SURFACING CAUSED BY THERMAL SHOCK

Directory of Open Access Journals (Sweden)

M. K. Pshembaev

2016-01-01

Full Text Available It is necessary to mention specially so-called thermal shock among various impacts on highway surface. Ice layer is formed on a concrete surface during the winter period of pavement surfacing operation. Sodium chloride which lowers temperature of water-ice transition temperature and causes ice thawing at negative temperature is usually used to remove ice from the pavement surface. Consequently, temperature in the concrete laying immediately under a thawing ice layer is coming down with a run that leads to significant stresses. Such phenomenon is known as a thermal shock with a meaning of local significant change in temperature. This process is under investigation, it has practical importance for an estimation of strength and longevity of a cement-concrete pavement surfacing and consequently it is considered as rather topical issue. The purpose of investigations is to develop a mathematical model and determination of shock blow permissible gradients for a cementconcrete road covering. Finite difference method has been used in order to determine stressed and deformed condition of the cement-concrete pavement surfacing of highways. A computer program has been compiled and it permits to carry out calculation of a road covering at various laws of temperature distribution in its depth. Regularities in distribution of deformation and stresses in the cement-concrete pavement surfacing of highways at thermal shock have been obtained in the paper. A permissible parameter of temperature distribution in pavement surfacing thickness has been determined in the paper. A strength criterion based on the process of micro-crack formation and development in concrete has been used for making calculations. It has been established that the thermal shock causes significant temperature gradients on the cement-concrete surfacing that lead to rather large normal stresses in the concrete surface layer. The possibility of micro-crack formation in a road covering is

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...

Assessment of structural condition of Libeň Bridge

Directory of Open Access Journals (Sweden)

Kněž Petr

2017-01-01

Full Text Available The paper presents diagnostic and load tests of the Inundation bridge which is part of a group of bridges called The Libeň bridge group in Prague. The Libeň bridge group consists of two arched and several framed bridges spanning the Vltava river. One of the vaulted bridges consists of 5 arches and the other vaulted bridge (called Inundation bridge consists of only one arch. Arched bridges are extraordinary structures with both technical and historical value. Since the inundation bridge has the largest arch of whole group, it was selected for testing purposes. The bridge is assembled with three-hinged arch made of concrete. The hinges are made of reinforced concrete and lead contact slabs. Detailed measurements of geometry and material properties were made on the bridge. Based on these measurements a computer model was created to verify the behavior of the structure. Both static and dynamic calculations were performed. Measurements of dynamic characteristics were made during normal operation and with hydraulic vibration exciter. This article will focus on comparing the results of dynamic calculation of the modeled structure and properties measured on real structure excited by hydraulic vibration exciter.

Fatigue testing of wood-concrete composite beams.

Science.gov (United States)

2013-05-01

Currently, wood-concrete composite structural members are usually applied in building structures. There are a relatively small number (in the low 100s) of known bridge applications involving wood-concrete composites. A problem with using these novel ...

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...

The effect of span length and girder type on bridge costs

Directory of Open Access Journals (Sweden)

Batikha Mustafa

2017-01-01

Full Text Available Bridges have an important role in impacting the civilization, growth and economy of cities from ancient time until these days due to their function in reducing transportation cost and time. Therefore, development of bridges has been a knowledge domain in civil engineering studies in terms of their types and construction materials to confirm a reliable, safe, economic design and construction. Girder-bridge of concrete deck and I-beam girder has been used widely for short and medium span bridges because of ease and low-cost of fabrication. However, many theoretical and practical investigations are still undertaken regarding the type of beam girder; i.e steel composite or prestressed concrete. This paper evaluates the effect of bridge span and the type of girder on the capital cost and life cycle costs of bridges. Three types of girders were investigated in this research: steel composite, pre-tensioned pre-stressed concrete and post-tensioned pre-stressed concrete. The structural design was analyzed for 5 span lengths: 20, 25, 30, 35 and 40m. Then, the capital construction cost was accounted for 15 bridges according to each span and construction materials. Moreover, the maintenance required for 50 years of bridge life was evaluated and built up as whole life costs for each bridge. As a result of this study, the influence of both span length and type of girder on initial construction cost and maintenance whole life costs were assessed to support the decision makers and designers in the selection process for the optimum solution of girder bridges.

Surface Chloride Levels in Colorado Structural Concrete

Science.gov (United States)

2018-01-01

This project focused on the chloride-induced corrosion of reinforcing steel in structural concrete. The primary goal of this project is to analyze the surface chloride concentration level of the concrete bridge decks throughout Colorado. The study in...

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...

Passive monitoring using traffic noise recordings - case study on the Steinachtal Bridge

Science.gov (United States)

Salvermoser, Johannes; Stähler, Simon; Hadziioannou, Céline

2015-04-01

Civil structures age continuously. The early recognition of potentially critical damages is an important economical issue, but also one of public safety. Continuous tracking of small changes in the medium by using passive methods would offer an extension to established active non-destructive testing procedures at relatively low cost. Here we present a case study of structural monitoring using continuous recordings of traffic noise on a 200 meter long reinforced concrete highway bridge in Germany. Over two months of continuos geophone records are used in the frequency range of 2-8 Hz. Using passive image interferometry, evaluation of hourly cross-correlations between recordings at pairs of receivers yield velocity variations in the range of -1.5% to +2.1%. We were able to correlate our outcomes with temperature measurements of the same two month period. The measured velocity changes scale with the temperature variations with on average a dv/v of 0.064% per degree Celsius. This value is in accordance with other studies of concrete response to temperature, confirming that we are able to observe subtle changes with physical origin. It is shown that traffic noise is temporally homogenenous enough to fulfill the requirements of passive image interferometry.

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.

Performance evaluation of precast prestressed concrete pavement.

Science.gov (United States)

2007-11-01

This report describes in detail an experimental investigation of an innovative precast prestressed concrete pavement (PPCP) system used to rehabilitate a 1,000 ft. section of interstate highway located on the northbound lanes of I-57 near Charleston,...

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 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...

Long Span Bridges in Scandinavia

DEFF Research Database (Denmark)

Gimsing, Niels Jørgen

1998-01-01

The first Scandinavian bridge with a span of more than 500 m was the Lillebælt Suspension Bridge opened to traffic in 1970.Art the end of the 20th century the longest span of any European bridge is found in the Storebælt East Bridge with a main span of 1624 m. Also the third longest span in Europe...... is found in Scandinavia - the 1210 m span of the Höga Kusten Bridge in Sweden.The Kvarnsund Bridge in Norway was at the completion in 1991 the longest cable-stayed bridge in the world, and the span of 530 m is still thge longest for cable-stayed bridges in concrete. The Øresund Bridge with its sapn of 490...

Assessment of Replacement Bridge using Proof Load Test

Science.gov (United States)

Sundru, Saibabu

2017-11-01

This work begins with an overview of the condition assessment of old bridge and explained reasons for demolishing of the bridge. Briefly presented flexural analysis of two stage post-tensioned prestressed concrete girder, which will be replace the old (new bridge). Construction of I-girder and composite girder at first stage and second stage prestressing respectively is explained with figures. Assessment of the load-caring capacity of the one span of the replacement bridge with simple supports using proof load test is presented which is mandatory according to Indian standards. Weighted sand bags were used to load the bridge up to a predetermined service load with impact factor. Deflections of the I-girders of the bridge were measured at selected locations along and across the bridge span and compared with computed values. Linear response was observed during loading and unloading. Considering the load test results, theoretical estimation and criteria as stipulated in codes of practice, it can be inferred that prestressed concrete I-girder bridge span has adequate capacity to carry the loads and hence, deemed to have passed the test.

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...

Long-Term Effects of Super Heavy-Weight Vehicles on Bridges

OpenAIRE

Wood, Scott M.; Akinci, Necip Onder; Liu, Judy; Bowman, Mark D

2007-01-01

A permit truck which exceeds the predefined limit of 108 kips is defined as a superload in Indiana. This study was conducted to examine the long-term effects of superload trucks on the performance of typical slab-on-girder bridges and to assess the likelihood of causing immediate damage. Typical steel and prestressed concrete slab-on-girder type bridges were analyzed using both beam line analysis and detailed finite element models. Furthermore, one prestressed concrete bridge and one steel br...

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....

Numerical investigation of the bearing capacity of transversely prestressed concrete deck slabs

NARCIS (Netherlands)

Amir, S.; Van der Veen, C.; Walraven, J.C.; De Boer, A.

2014-01-01

The research subject of this paper is the bearing capacity of transversely prestressed concrete bridge decks between concrete girders under concentrated loads. Experiments on a 1:2 scale model of this bridge were carried out in the laboratory and a 3D nonlinear finite element model was developed in

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...

Covered Bridge Security Manual

Science.gov (United States)

Brett Phares; Terry Wipf; Ryan Sievers; Travis Hosteng

2013-01-01

The design, construction, and use of covered timber bridges is all but a lost art in these days of pre-stressed concrete, high-performance steel, and the significant growth both in the volume and size of vehicles. Furthermore, many of the existing covered timber bridges are preserved only because of their status on the National Registry of Historic Places or the...

The Non-Destructive Test of Steel Corrosion in Reinforced Concrete Bridges Using a Micro-Magnetic Sensor

Directory of Open Access Journals (Sweden)

Hong Zhang

2016-09-01

Full Text Available This paper presents a non-destructive test method for steel corrosion in reinforced concrete bridges by using a 3-dimensional digital micro-magnetic sensor to detect and analyze the self-magnetic field leakage from corroded reinforced concrete. The setup of the magnetic scanning device and the measurement mode of the micro-magnetic sensor are introduced. The numerical analysis model is also built based on the linear magnetic charge theory. Compared to the self-magnetic field leakage data obtained from magnetic sensor-based measurement and numerical calculation, it is shown that the curves of tangential magnetic field at different lift-off height all intersect near the edge of the steel corrosion zone. The result indicates that the intersection of magnetic field curves can be used to detect and evaluate the range of the inner steel corrosion in engineering structures. The findings of this work propose a new and effective non-destructive test method for steel corrosion, and therefore enlarge the application of the micro-magnetic sensor.

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...

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

Implementing statistical analysis in multi-channel acoustic impact-echo testing of concrete bridge decks: Determining thresholds for delamination detection

Science.gov (United States)

Hendricks, Lorin; Spencer Guthrie, W.; Mazzeo, Brian

2018-04-01

An automated acoustic impact-echo testing device with seven channels has been developed for faster surveying of bridge decks. Due to potential variations in bridge deck overlay thickness, varying conditions between testing passes, and occasional imprecise equipment calibrations, a method that can account for variations in deck properties and testing conditions was necessary to correctly interpret the acoustic data. A new methodology involving statistical analyses was therefore developed. After acoustic impact-echo data are collected and analyzed, the results are normalized by the median for each channel, a Gaussian distribution is fit to the histogram of the data, and the Kullback-Leibler divergence test or Otsu's method is then used to determine the optimum threshold for differentiating between intact and delaminated concrete. The new methodology was successfully applied to individual channels of previously unusable acoustic impact-echo data obtained from a three-lane interstate bridge deck surfaced with a polymer overlay, and the resulting delamination map compared very favorably with the results of a manual deck sounding survey.

A device for displaying defects in concrete

International Nuclear Information System (INIS)

Zouboff, Vadim; Darnault, Claude; Leloup, J.-C.

1973-01-01

The device comprises a common gamma source, located on one side of the concrete block to be examined on the opposite side, a detecting unit comprising a collimator and a photo-multiplier detector connected to a display unit and moving along rails parallel to the concrete block face. That device is used for displaying concrete defects in particular injection deficiencies in the pre-stress sheaths of concrete used for the building of bridges or tunnels [fr

Structural response of full-scale concrete bridges subjected to high load magnitudes

DEFF Research Database (Denmark)

Halding, Philip Skov; Schmidt, Jacob Wittrup; Jensen, Thomas Westergaard

-shaped concrete elements. The test method is outlined in the paper, which includes a description of a novel test-rig used to apply a high magnitude loading. It was shown that the test rig could perform controlled testing in only one day, which is an important aspect, since available time (due to traffic...... disturbance) often is an issue when testing on site. Also, different types of measuring equipment such as lasers, LVDT’s and DIC-cameras was investigated, in order to evaluate the deformations during loading of one of the OT-beam bridges. The monitoring equipment was studied to verify if such equipment...... efficiently could be used for in-situ measurements. The load was applied semi-deformation controlled by a combination of dead load and hydraulic jacks. The novel high magnitude loading-rig worked well. It was also possible to achieve good readings from the monitoring equipment in combination with the applied...

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...

Evaluation of external exposure during building and operation of concrete bridges constructions that reuse the conditionally released steels - 59120

International Nuclear Information System (INIS)

Panik, Michal; Necas, Vladimir

2012-01-01

This paper presents ongoing results of the project presented at ICEM'10 [1] related to the topics of reusing the conditionally released materials from decommissioning. The subject of the reuse of conditionally released materials in this case is modeling of bridge constructions which reuse the conditionally released steel in the form of reinforcement bars for the concrete bridges. A general approach for the project was presented at ICEM'10. The activities of the project continue in evaluating the individual effective doses from the external exposure based on reused conditionally released steels separately for public and for professionals (the internal exposure will be evaluated in next stages of the project). Evaluated scenarios are related to critical groups of professionals constructing the bridges (worker's scenarios). The computer code VISIPLAN 3D ALARA 4.0 planning tool was used for the calculation of the individual effective dose for professionals. Various limits of the annual individual effective dose are used for the evaluation of calculation results. The aim of the ongoing modeling is to develop a set of data of maximal radioactivity concentration for individual radionuclides in the conditionally released steel used in the bridges model constructions in order not to exceed the limits for the individual effective dose. (authors)

Nondestructive testing for bridge diagnosis

International Nuclear Information System (INIS)

Oshima, Toshiyuki; Mikami, Shuichi; Yamazaki, Tomoyuki

1997-01-01

There are many motivations for bridge diagnosis using Nondestructive testing (NDT) to monitor its integrity. The measured frequency and damping on real bridge are compared in one figure as a function of span length and general aspects are explained. These date were measured in every construction of bridges and applied to design new bridges. Ultrasonic testing is also well used for concrete and steel members mainly to detect internal damages or delaminations. Detail analysis on reflected waves gives us more accurate information about the defect. Experimental results are shown as examples in this paper.

Rational and Safe Design of Concrete Transportation Structures for Size Effect and Multi-Decade Sustainability

Science.gov (United States)

2012-10-01

The overall goal of this project was to improve the safety and sustainability in the design of large : prestressed concrete bridges and other transportation structures. The safety of large concrete : structures, including bridges, has been insufficie...

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)

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

comparative evaluation of the flexural strength of concrete and colcrete

African Journals Online (AJOL)

concrete and polymer concrete, from continuous researches being carried out on. 13 ... COMPARATIVE EVALUATION OF THE FLEXURAL STRENGTH OF CONCRETE AND COLCRETE advantage of being able to use larger sizes of ... and low permeability, colcrete has found applications in tunnel linings, dams, bridges.

Seismic retrofit of spliced sleeve connections for precast bridge piers.

Science.gov (United States)

2017-03-01

Grouted Splice Sleeve (GSS) connectors are being considered for connecting bridge columns, footings, and pier caps in Accelerated Bridge Construction (ABC). A repair technique for precast reinforced concrete bridge column-to-footing and column-to-pie...

Modeling reinforced concrete durability.

Science.gov (United States)

2014-06-01

This project developed a next-generation modeling approach for projecting the extent of : reinforced concrete corrosion-related damage, customized for new and existing Florida Department of : Transportation bridges and suitable for adapting to broade...

Mössbauer characterization of the corrossion products of steels in civil works: Suspension bridge and reinforced concrete

Science.gov (United States)

Kounde, B.; Raharinaivo, A.; Olowe, A. A.; Rezel, D.; Bauer, Ph.; Génin, J. M. R.

1989-03-01

The rusting condition of the cables of suspension bridges is usually evaluated by self-induction measurements. This method assumes that rusts of same chemical composition have always the same magnetic properties. Unfortunately in some cases, this assumption has shown to be questionable and this study has demonstrated that Mössbauer spectroscopy supplies additional information on the nature of some detected defects. In the case of reinforced concrete, it has been empirically pointed out that the content of agressive element, e.g. Cl- ions, should be under a trigger. Mössbauer studies have demonstrated the physical meaning of this practical rule.

Condition assessment and methods of abatement of prestressed concrete box-beam deterioration, phase II : volume 1.

Science.gov (United States)

2009-04-13

Side-by-side box-beam bridge constitutes approximately 17 percent of bridges built or replaced annually on : public roads and there is a renewed thrust to use this bridge type for rapid construction under the Highway for : LIFE program. Further, fail...