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The Woodrow Wilson Memorial Bridge crossing the Potomac River near Washington, D.C., was replaced after more than 45 years of service. Researchers examined the full-depth, precast lightweight concrete deck panels that were installed on this structure in 1983. This report covers the visual survey and concrete material tests from this investigation. The concrete deck appeared to be in good condition overall, with no discernible cracks or signs of impending spalls on the top surface, except for a few signs of distress evidenced by asphalt patches. From below the deck, there were some indications of efflorescence and some panel joints exhibited rust staining, efflorescence, and small pop-out spalls. Closure pours for the expansion joints had more severe corrosion and efflorescence. Steel bearing plates and hold-down rods used for panel-to-deck connections were generally in good condition, although there were the occasional elements that rated poorly. The concrete sampled from the lightweight precast deck panels had an average compressive strength of 7.01 ksi (48.3 MPa), which represented little increase over the average 28-day strength. The average elastic modulus was 2,960 ksi (20.4 GPa), which is on the low end for typical modern concrete mixtures. The average splitting tensile strength was within a typical strength range at 535 psi (3.67 MPa). The average equilibrium unit weight of the plain concrete was 116.5 lb/ft3 (1866 kg/m3). The concrete was sound with no evidence of cracking or other deleterious reactions. The results of absorption, permeability, and chloride tests indicated a material matrix with the capability of absorbing moisture and other contaminants. An epoxy concrete surface layer, an asphaltic concrete wearing surface, and cover depths greater than 2 in seemed to have limited harmful chloride exposure to the reinforcing steel, which appeared to be in good condition. The full-depth, precast lightweight concrete panels appeared to have performed well, with few maintenance issues observed. Reports of similar, more recent, projects have noted additional direct costs associated with precast deck systems on the order of 26 to 30 dollars per square foot. However, anecdotal information from those projects, as well as an analysis of the construction alternatives presented herein, demonstrates that use of precast deck systems for deck replacement of existing bridges can shorten construction time by several weeks or months and induce far less disruption to travel than the conventional cast-in-place alternative, resulting in a dramatic reduction in user costs. When total life-cycle costs, including those associated with road user costs, construction time, construction safety, and maintenance, are taken into account full-depth precast concrete deck panels are the more economical alternative. The costs and benefits assessment demonstrated a clear advantage to using precast bridge deck technology for select deck rehabilitation projects. However, the nature of the estimates and the infrequency with which this sort of repair is implemented make it unreasonable to attribute a direct value in annual savings.
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Structural health monitoring (SHM) uses one or more in situ sensing systems placed in or around a structure, providing real-time evaluation of its performance and ultimately preventing structural failure. Although most commonly used in civil engineering, such as in roads, bridges, and dams, SHM is now finding applications in other engineering envir
Vol. 7, no.7, July 1924, contains papers prepared by Canadian engineers for the first World power conference, July, 1924.
A literature review concerning the objectives of the project was completed. A significant number of published papers, reports, etc., were examined to determine the effectiveness of full depth precast panels for bridge deck replacement. A detailed description of the experimental methodology was developed which includes design and fabrication of the panels and assembly of the bridge. The design and construction process was carried out in cooperation with the project Technical Review Panel. The major components of the bridge deck system were investigated. This includes the transverse joints and the different materials within the joint as well as composite action. The materials investigated within the joint were polymer concrete, non-shrink grout, and set-45 for the transverse joint. The transverse joints were subjected to direct shear tests, direct tension tests, and flexure tests. These tests exhibited the excellent behavior of the system in terms of strength and failure modes. Shear key tests were also conducted. The shear connection study focused on investigating the composite behavior of the system based on varying the number of shear studs within a respective pocket as well as varying the number of pockets within a respective panel. The results indicated that this shear connection is extremely efficient in rendering the system under full composite action. Finite element analysis was conducted to determine the behavior of the shear connection prior to initiation of the actual full scale tests. In addition, finite element analysis was also performed with respect to the transverse joint tests in an effort to determine the behavior of the joints prior to actual testing. The most significant phase of the project was testing a full-scale model. The bridge was assembled in accordance with the procedures developed as part of the study on full-depth precast panels and the results obtained through this research. The system proved its effectiveness in withstanding the applied loading that exceeded eight times the truck loading in addition to the maximum negative and positive moment application. Only hairline cracking was observed in the deck at the maximum applied load. Of most significance was the fact that full composite action was achieved between the precast panels and the steel supporting system, and the exceptional performance of the transverse joint between adjacent panels.