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The primary objective of this project was to determine the effect of bridge width on deck cracking in bridges. Other parameters, such as bridge skew, girder spacing and type, abutment type, pier type, and number of bridge spans, were also studied. To achieve the above objectives, one bridge was selected for live-load and long-term testing. The data obtained from both field tests were used to calibrate a three-dimensional (3D) finite element model (FEM). Three different types of loading -- llive loading, thermal loading, and shrinkage loading -- were applied. The predicted crack pattern from the FEM was compared to the crack pattern from bridge inspection results. A parametric study was conducted using the calibrated FEM. The general conclusions/recommendations are as follows: -- Longitudinal and diagonal cracking in the deck near the abutment on an integral abutment bridge is due to the temperature differences between the abutment and the deck. Although not likely to induce cracking, shrinkage of the deck concrete may further exacerbate cracks developed from thermal effects. -- Based upon a limited review of bridges in the Iowa DOT inventory, it appears that, regardless of bridge width, longitudinal and diagonal cracks are prevalent in integral abutment bridges but not in bridges with stub abutments. -- The parametric study results show that bridge width and skew have minimal effect on the strain in the deck bridge resulting from restrained thermal expansion. -- Pier type, girder type, girder spacing, and number of spans also appear to have no influence on the level of restrained thermal expansion strain in the deck near the abutment.
As part of the Innovative Bridge Research and Construction Program (IBRCP), this study was conducted to use the full-scale construction project of the Route 123 Bridge over the Occoquan River in Northern Virginia to identify and compare any differences in the installation practices and comprehensive placement costs of epoxy-coated reinforcing steel (ECR) and MMFX 2. The study also established a baseline of the condition of the bridge upon completion of construction and initial maintenance. During construction, two separate bridge decks were built and a raised median was used to cover the longitudinal joint between the two decks. The southbound deck was built using ECR, and the northbound deck was built using corrosion-resistant reinforcing steel (CRR), which in this case was MMFX 2. To construct the two decks required 576,823 lb of ECR and 674,447 lb of MMFX 2. The concrete strength reached 100% of the design strength within 4 days for the northbound deck. The average thickness of the decks was 8.76 in for the southbound deck and 9.15 in for the northbound deck. Stay-in-place forms were used to construct Spans D through G for both decks; Spans A through C were constructed using formwork that was removed to expose the underside of the decks. Upon completion of construction, an in-depth survey of both decks was conducted. Cracks were present on both decks, and a recent visual analysis of the underside of the decks indicated that moisture is able to penetrate to the bottom of the concrete. Half-cell potential measurements indicated most of the MMFX 2 had reached a passive condition, which presently indicates an insignificant corrosion rate. Resistivity measurements on the northbound deck indicated that if the steel were to become active, it has a low probability of significant corrosion. Chloride analysis indicated salt is penetrating the upper region of the concrete, but the regions closer to the steel have a lower chloride concentration. Based on these findings, the two decks should allow a fair comparison of corrosion susceptibility for the two types of reinforcing steel used. Inclusion of the labor cost to place ECR in the southbound deck and unanticipated direct costs raised the in-place unit cost of ECR from $0.51/lb to $0.90/lb. Inclusion of the labor cost to place MMFX 2 in the northbound deck raised the in-place unit cost of MMFX 2 from $0.78/lb to $0.87/lb. The cracks in the ECR side were sealed as part of the original construction. By including the indirect labor costs to VDOT and road user costs to the public imposed by a crack sealing operation on the southbound deck, the comprehensive in-place cost of ECR more than quadrupled its unit bid price to a final in-place cost range of $2.34/lb to $2.90/lb, making ECR much less cost-effective in retrospect than it appeared to be at the planning stage of the project. This hidden cost increase for ECR supports the recent decision by VDOT to pursue CRR rather than ECR for future construction and highlights the need to consider at least direct sealing costs when comparing ECR with CRR. The study recommends that VDOT's Structure & Bridge Division (1) continue the implementation of the recently approved CRR specification, and (2) be attentive to the possibility that polymer-coated steel bars may be costlier per unit than uncoated bars for reasons of special handling and transport requirements as well as unanticipated preventive maintenance. Further, the Virginia Transportation Research Council should monitor the Route 123 Bridge periodically to assess the relative conditions of the ECR and MMFX 2 reinforcement over time.
An Insiders' Guide to Inspecting, Maintaining, and Operating BridgesSuspension bridges are graceful, aesthetic, and iconic structures. Due to their attractiveness and visibility, they are well-known symbols of major cities and countries in the world. They are also essential form of transportation infrastructure built across large bodies of water. D
Load Testing of Bridges, featuring contributions from almost fifty authors from around the world across two interrelated volumes, deals with the practical aspects, the scientific developments, and the international views on the topic of load testing of bridges. Volume 12, Load Testing of Bridges: Current practice and Diagnostic Load Testing, starts with a background to bridge load testing, including the historical perspectives and evolutions, and the current codes and guidelines that are governing in countries around the world. The second part of the book deals with preparation, execution, and post-processing of load tests on bridges. The third part focuses on diagnostic load testing of bridges. Volume 13, Load Testing of Bridges: Proof Load Testing and the Future of Load Testing, focuses first on proof load testing of bridges. It discusses the specific aspects of proof load testing during the preparation, execution, and post-processing of such a test (Part 1). The second part covers the testing of buildings. The third part discusses novel ideas regarding measurement techniques used for load testing. Methods using non-contact sensors, such as photography- and video-based measurement techniques are discussed. The fourth part discusses load testing in the framework of reliability-based decision-making and in the framework of a bridge management program. The final part of the book summarizes the knowledge presented across the two volumes, as well as the remaining open questions for research, and provides practical recommendations for engineers carrying out load tests. This work will be of interest to researchers and academics in the field of civil/structural engineering, practicing engineers and road authorities worldwide.
This book provides a guide to movement and restraint in bridges for bridge engineers and will enable them to draw up design calculations and specifications for effective installation, and satisfactory service and durability of bearings and joints. It has been fully revised and updated in line with current codes and design practice, modern developme
Detailing a number of structural analysis problems such as residual welding stresses and distortions and behaviour of thin-walled rods loaded in bending, this text also explores mathematical function minimization methods, expert systems and optimum design of welded box beams.