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Journal articles on the topic 'Beam bridge'
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1
Svoboda, Adam, and Ladislav Klusáček. "Possibility of Increasing the Load Bearing Capacity of Parapet Bridge Structures." Solid State Phenomena 272 (February 2018): 319–24. http://dx.doi.org/10.4028/www.scientific.net/ssp.272.319.
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Post-tensioning is a suitable, reliable and durable method for strengthening existing reinforced concrete bridge structures. The high efficiency of post-tensioning can be seen on many implemented applications for bridge reconstructions worldwide. There are still several thousands of beam and slab bridges the load capacity of which no longer meets the demanding transport conditions. The oldest reinforced concrete beam bridges, from 1905-1915, are designed according to the Austrian Ministry of Railways Bridge Standard of 1904 when the largest load to be considered was the 18-tonne road steamroller. These bridges are not dimensioned for the currently valid traffic load values. The paper deals with the strengthening of the parapet beam bridges from the period of 1905-1930. These bridges have two main beams pulled over the bridge deck which is supported by cross beams. The cross beams connect the two main beams, forming a half-frame in the transverse direction which provides spatial rigidity of the structure. The spans of these bridges are usually in the range of 15 to 25 m.
2
Yang, Ya Xun, and Wei Ya Fan. "Single Beam Load Test of Continuous Beam." Applied Mechanics and Materials 578-579 (July 2014): 801–4. http://dx.doi.org/10.4028/www.scientific.net/amm.578-579.801.
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GengYuHe bridge was a prestressed concrete continuous box girder bridge,based on the static load test of single beam bridges compared with theoretical calculation value,check whether the actual control section stress of the bridge are in conformity with the design requirements,and give advice.
3
Liu, Chun Lei, and Su Juan Dai. "The Best Position to Determine the Hinge in the Cantilever Bridge." Applied Mechanics and Materials 578-579 (July 2014): 814–17. http://dx.doi.org/10.4028/www.scientific.net/amm.578-579.814.
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The simple-supported beam bridge is a common structure form widely used in small and medium span bridges. When the span is longer, the maximum bending moment is accordingly bigger. The maximum positive and negative bending moment numerical of beam decreases obviously because of cantilever bridge with cantilever beams to reduce the amount of materials. This article analyzes the current commonly used cantilever bridge with large span. The two-span cantilever bridge is analyzed under various loads about the internal force according to the condition of the absolute value of the maximum positive and negative bending moment being equal. It carries on the contrast and analysis about simple-supported beam bridges and obtains the best location of the hinge in the cantilever bridge. Moreover, it provides some reference for the optimum design of similar bridges and projects.
4
Jiao, CY, MZ Cheng, H. Cheng, X. Xiao, and YF Wu. "Comparative study of numerical simulation methods for seismic pounding of adjacent girder of curved girder bridges." Journal of Physics: Conference Series 2158, no. 1 (2022): 012027. http://dx.doi.org/10.1088/1742-6596/2158/1/012027.
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Abstract Under seismic action, non-uniform collision will occur between the main beams of curved beam bridge, which may lead to local damage of front beam or rear beam. At present, the research on collision effect is mainly based on straight beam bridge, and there is still a lack of relevant research on seismic collision of curved beam bridge. Taking two adjacent typical curved bridges as examples, this paper establishes contact elements (linear elastic model, Kelvin model and Hertz model) and solid elements (three-dimensional contact friction model) which can fully reflect the physical characteristics of seismic collision of curved bridges. By comparing the numerical simulation methods of seismic collision, the advantages and disadvantages of the existing numerical simulation methods in the seismic response analysis of curved bridges are evaluated. The results show that the calculation results of Kelvin model and three-dimensional contact friction model have the least error and high calculation efficiency, and are suitable for the seismic analysis of curved beam bridges.
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Huang, Jianwei. "Shear live load analysis of NEXT beam bridges for accelerated bridge construction." Bridge Structures 17, no. 3-4 (2021): 111–19. http://dx.doi.org/10.3233/brs-210191.
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Using precast concrete elements in bridge structures has emerged as an economic and durable solution to enhance the sustainability of bridges. The northeast extreme tee (NEXT) beams were recently developed for accelerated bridge construction by the Precast/Prestressed Concrete Institute (PCI). To date, several studies on the live load distribution factor (LLDF) for moment in NEXT F beam bridges have been reported. However, the LLDFs for shear in NEXT F beam bridges are still unclear. In this paper, the lateral distributions of live load shear in NEXT F beam bridges were examined through a comprehensive parametric study. The parameters covered in this study included bridge section, span length, beam section, number of beams, and number of lanes loaded. A validated finite element (FE) modeling technique was employed to analyze the shear behavior of NEXT F beam bridges under the AASHTO HL-93 loading and to determine the LLDFs for shear in NEXT beam bridges. A method for computing the FE-LLDF for shear was proposed for NEXT beam bridges. Results from this study showed that the FE-LLDFs have a similar trend as the AASHTO LFRD-LLDFs. However, it was observed that some LRFD-LLDFs are lower than the FE-LLDFs by up to 14.1%, which implied using the LRFD-LLDFs for shear could result in an unsafe shear design for NEXT beam bridges. It is recommended that a factor of 1.2 be applied to the LRFD-LLDF for shear in NEXT F beam bridges for structural safety and design simplicity.
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Huang, De Yu. "Development and Construction Techniques of Foreign PC Continuous Beam." Advanced Materials Research 671-674 (March 2013): 1729–31. http://dx.doi.org/10.4028/www.scientific.net/amr.671-674.1729.
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In construction of medium span, small span and commonly long span bridges, the prestressed concrete continuous beams are playing an important role and the vistas of development of the bridges is vast. The design , construction and new material application remain to be further improved, through great achievements has been made in China in the construction of the PC continuous beam bridges, the global techniques of the bridges in the country in the recent several decades. Through the study of prestressed concrete continuous beam bridge construction technology development trend and research, understand the international bridge of advanced design concepts and construction technology of foreign engineering project bidding, formulates the reasonable construction plan, strengthen the domestic enterprises to expand overseas bridge construction market competitive force, and provide useful reference.
7
Ding, Yanchao, Zhongfu Xiang, Yayong Li, Xuesong Zhang, and Yin Zhou. "Mechanical System Evolution and Reasonable Structural Design Parameters of Long-Span Deck-Type Beam-Arch Composite Rigid Frame Bridge." International Journal of Design & Nature and Ecodynamics 15, no. 6 (2020): 885–93. http://dx.doi.org/10.18280/ijdne.150614.
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Long-span deck-type beam-arch composite rigid frame (BACRF) bridge fully integrates the merits of arch bridges and beam bridges, and overcomes the cracking and deflection problems of continuous rigid frame bridges. As a perfect combination of beam bridges and arch bridges, the long-span deck-type BACRF bridge boasts a light structure, a strong bearing capacity, and a powerful spanning capability. From the perspective of mechanical system evolution, this paper theoretically analyzes the structural mechanics of the beam-arch composite system, establishes a half-bridge model for BACRF bridge, and derives the expressions of the internal force and displacement of the beam-arch composite system. Next, finite-element analysis was conducted to analyze how the variation of a single parameter, e.g., rise-span ratio, open web ratio, and side-to-middle span ratio, affects midspan displacement, arch-beam junction displacement, main beam bending moment, and main arch axial force. Finally, the calculation formula for deflection-span ratio of BACRF bridge was proposed based on the maximum hyperplane method. The research results provide a reference for the structural design of similar bridges.
8
You, Qi Yong. "Finite Element Analysis of Continuous Curved Box-Girder Bridge." Applied Mechanics and Materials 454 (October 2013): 183–86. http://dx.doi.org/10.4028/www.scientific.net/amm.454.183.
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The calculations of plan truss and beam-girder method on straight bridge were analyzed, which determined right beam-girder method calculation model of the box-girder bridge. Based on this model, the different radius continuous curved box-girder bridges were simulated by finite element, and then the internal forces of the bridge were obtained. The calculations of inner beam and outer beam show the change rule of internal force and bridge radius. The reasonable calculation methods of continuous curved box girder bridges are obtained, which can offer help to the bridge designers.
9
Russo, Francesco M., Terry J. Wipf, and F. Wayne Klaiber. "Diagnostic Load Tests of a Prestressed Concrete Bridge Damaged by Overheight Vehicle Impact." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 103–10. http://dx.doi.org/10.3141/1696-50.
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A series of diagnostic load tests performed on two prestressed concrete bridges located in western Iowa are discussed. The bridges are dual prestressed concrete I-beam structures. In June 1996, an overheight vehicle struck the westbound structure and caused significant loss of section and cracking. As a result of the severity of the damage and because of concerns about the remaining capacity and long-term durability of the damaged beams, the Iowa Department of Transportation decided to remove the two most severely damaged beams. The diagnostic load-testing portion of the research program consisted of positioning test vehicles of known weight at predetermined locations along the deck of the damaged westbound and undamaged eastbound bridge. Single-and dual-truck tests were conducted on each bridge. Following replacement of the damaged beams in the westbound structure, additional tests were conducted. The results of these three load tests are compared to determine the effect of the localized beam damage on the overall live load distribution pattern in the bridge. The objective of this research is to determine the effects of damage on the load distribution and the remaining strength of damaged prestressed concrete bridges. Noticeable differences in response were detected in the westbound and eastbound bridges before beam replacement, with the difference essentially disappearing after the repair of the westbound bridge. The research project also involved model bridge testing, along with the repair of the beams that were removed from service and those that were intentionally damaged in the laboratory. The project is now complete.
10
Huang, Jian Wei, and Jonathan Davis. "Skew Reduction Factors for Moment in NEXT Beam Bridges with Integral Abutments." Applied Mechanics and Materials 878 (February 2018): 49–53. http://dx.doi.org/10.4028/www.scientific.net/amm.878.49.
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Northeast Extreme Tee (NEXT) beams have been recently developed for the accelerated bridge construction. The skew effect on live load distribution in a NEXT beam bridge, especially with integral abutments, is not clear and shall be assessed. In this paper, various skew NEXT beam bridges are evaluated through validated finite element (FE) analyses with solid brick elements. Parameters as studied include beam section, span length, and skew angle. Per AASHTO LRFD specifications, one- and two-lane loaded cases are examined to obtain the maximum tensile strains in beam stems under the design live loading (HL-93). Unskewed bridges are used as control specimens to compute skew reduction factors (SRF) for moment from the obtained FE strains. The FE- and LRFD-SRFs for moment are compared in terms of figures, which indicate the LRFD-SRFs have good agreements with the FE-SRFs at large. For the majority of the bridges, LRFD-SFRs govern the FE-SRFs. The research findings from this paper are useful for practicing engineers to safely design a skew NEXT beam bridge with integral abutments.
11
Kuusela, Mikko, Olli Asp, and Anssi Laaksonen. "Cracking of the End Diaphragm of a Post-tensioned Beam Bridge." Nordic Concrete Research 60, no. 1 (2019): 89–104. http://dx.doi.org/10.2478/ncr-2019-0001.
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Abstract In concrete beam bridges, the end diaphragm at the end of the bridge is a common structural component that connects the main beams and transfers the beam loads to the bridge bearings. In integral bridges the end diaphragm also retains the soil of embankments due to the absence of abutments. Cracking of the front surface on the end diaphragm has been detected in post-tensioned beam bridges in Finland and Sweden. Presumably the post-tensioning of the bridge and the shaping and detailing of the connection of the end diaphragm and main beam have an effect on cracking tendency. The aim of this study is to examine the structural behaviour and the cracking potential of end diaphragms using linear analysis of the post-tensioned bridge and to find measures to prevent the cracking. The observations collected through field surveys are compared to results of linear FE analysis to clarify the cause of the cracking. The verification of model is performed by comparison of patterns of cracking observed in field surveys and the distribution of maximum tensile stresses in the FE model. With model variations, the effectiveness of measures for the prevention of cracking are observed.
12
Gao, Guo Hui, Zhen Yu Xie, Ran He, and Jian Yi Song. "The Study of Diaphragm Beam Influence to Load Transverse Distribution of T-Beam Bridge." Advanced Materials Research 368-373 (October 2011): 557–62. http://dx.doi.org/10.4028/www.scientific.net/amr.368-373.557.
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Diaphragm beam has grate influence to load transverse distribution factors of T-beam bridge. Two steel T-beam bridge models were made in this article, one have diaphragm beam and the other one have not. Concentrated load was applied to both of them, and mechanical analysis of the T-beam bridge model was carried out by finite element software. Compared with experiment data and theoretical data, it shows that: when the concentrated load was applied to mid-span of 1#,2# and 3# beam of the two kind bridges, the 1#,2# and 3# beam load transverse distribution factors of T-beam bridge without diaphragm beam is larger than that of T-beam bridge with diaphragm beam by 19.3%~23.2%、25.3%~30.6% and 48.1%~50.1% respectively.
13
Chen, Min, Zhong Chu Tian, and Guo Liang Zeng. "The Program Design of the Variable Cross-Section of Concrete Continuous Skew Beam Bridge." Key Engineering Materials 400-402 (October 2008): 633–38. http://dx.doi.org/10.4028/www.scientific.net/kem.400-402.633.
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In practical engineering, we often encounter designs of variable cross-section or compound section skew girder bridge. While in many bibliographies, uniform cross-section of the concrete beams studying was carried out, but few of variable cross-section concrete beams were in-depth studied. Based on analyzing the mechanical behavior of variable cross-section beam skew girder bridge, the semi-analytic solution of variable cross-section beam skew girder bridges were provided in this paper. With this method developed a planar computation program to resolve the calculation problems of skew girder bridge, a more convenient way will be brought up for designers in calculation.
14
Zhang, Xiao Zhong, Yong Bing Liu, Wei Xin Hu, and Jing Song Zhu. "Research of Strength of Dongji Reinforced Concrete T-Beam Bridge." Advanced Materials Research 243-249 (May 2011): 2000–2003. http://dx.doi.org/10.4028/www.scientific.net/amr.243-249.2000.
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Based on the investigation and detection of Dongji Bridge, a reinforced concrete (RC) T-beam bridge, the major diseases of the bridge was identified. The disease characteristics and rules are classified, the strength of the bridge was analyzed by finite element technology. Research is expected to provide scientific and rational basis for maintenance and reinforcement of Dongji bridge and same style bridges, and lay a foundation for further research work for RC T-beam bridges.
15
Xia, Xiu Shen, Xing Chong Chen, and Xiao Yang Li. "Analysis of Bridge Earthquake Damage and Reasonable Aseismic Systems." Advanced Materials Research 433-440 (January 2012): 4782–87. http://dx.doi.org/10.4028/www.scientific.net/amr.433-440.4782.
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Damage to simple beam bridge, continuous beam bridge, continuous rigid frame bridge and arch bridge is analyzed in Wenchuan, Tangshan and Yunnan earthquakes etc. The results show that seismic damage for the same bridge system has many common features, and seismic performance of different bridge system varies greatly. Fall, bearing sliding, beam displacement and collision between adjacent beams at expansion joints the is major earthquake damage for simply beam bridge. Seismic damage ratio and degree of continuous beam bridge is bigger than the simple support beam bridge. Earthquake damage of the continuous rigid frame bridge is obvious lightly in the close simple beam and continuous beam bridge. Seismic damage of arch bridge is more complex. Selection methods of reasonable aseismic system for the straight line bridge in seismic zone are proposed based on the analysis of earthquake damage and numerical analysis.
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Peng, An-Ping, Han-Cheng Dan, and Dong Yang. "Experiment and Numerical Simulation of the Dynamic Response of Bridges under Vibratory Compaction of Bridge Deck Asphalt Pavement." Mathematical Problems in Engineering 2019 (July 10, 2019): 1–16. http://dx.doi.org/10.1155/2019/2962154.
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Vibratory compaction of bridge deck pavement impacts the structural integrity of bridges to certain degrees. In this study, we analyzed the dynamic response of different types of concrete-beam bridges (continuous beam and simply supported beam) with different cross-sectional designs (T-beam and hollow-slab beam) under vibratory compaction of bridge deck asphalt pavement. The dynamic response patterns of the dynamic deformation and acceleration of bridges under pavement compaction were obtained by performing a series of field experiments and a three-dimensional finite element simulation. Based on the finite element model, the dynamic responses of bridge structures with different spans and cross-sectional designs under different working conditions of vibratory compaction were analyzed. The use of different vibration parameters for different bridge structures was proposed to safeguard their structural safety and reliability.
17
Zhang, Bin, Dong Dong Yu, and Peng Su. "In Service Beam Bridge Reliability Assessment." Advanced Materials Research 838-841 (November 2013): 1034–41. http://dx.doi.org/10.4028/www.scientific.net/amr.838-841.1034.
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In order to evaluate the reliability of existing bridges ,based on maximum value of the load and model of probability calculation of resistance attenuation, according to the data of the bridge which actually collected, and by using the ADINA finite element software to build the finite element model of considering the damage detection of beam bridge. The component and system failure criteria are determined on the basis of the bridge load-bearing characteristics.The Time-dependent reliability of the system by using the probability calculation model for assessing the maximum value of the load and resistance attenuation can be obtained. The result shows Changes in the process of reliability prediction of bridge , the correctness of reliability calculation model be verified; the correctness of the ADINA model be validated; Also confirmed the feasibility of prediction model; to obtain the main influencing factors of reliability of existing bridges.
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Vighe, Ram. "A Unique Design of R.C.C. Bridge on Godavari River at Sironcha Dist. Gadchiroli -India." IRA-International Journal of Technology & Engineering (ISSN 2455-4480) 7, no. 2 (S) (2017): 148. http://dx.doi.org/10.21013/jte.icsesd201715.
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Reinforced concrete bridges may have various systems: Beam (with simply supported or continuous beams), Frame, Arch, or combined of it.. Beam reinforced concrete bridges are the most common type, Spans with plate structure are generally used to cover gaps of 6–18 m. Ribbed spans with main beams supporting the plate of .The bridge floor are used to cover gaps of more than 12m. For gaps of more than 40 m, beam spans frequently have box shaped cross sections. Arch systems are most appropriate for bridges on stable soil. The spans of beam-type reinforced concrete bridges are up to 200 m; those of archer in forced concrete bridges, up to 300 m. The main advantages of reinforced concrete bridges are durability and relatively low maintenance cost. Precast reinforced-concrete bridges, using finished plant-Manufactured components, are the type primarily built in the USSR. Methods of suspension assembly of spans and delivery of precast components to local areas by ships are extremely efficient in the construction of large reinforced-concrete bridges.
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Mitchell, Denis, Robert Sexsmith, and René Tinawi. "Seismic retrofitting techniques for bridges — a state-of-the-art report." Canadian Journal of Civil Engineering 21, no. 5 (1994): 823–35. http://dx.doi.org/10.1139/l94-088.
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This paper presents a review of the various seismic retrofitting techniques currently being carried out for bridge structures. After evaluating the performance of existing bridges in past earthquakes and their most common modes of failure, a systematic review of bridge retrofit is discussed. It includes the retrofit of foundations, concrete columns, bent cap beams and beam-column joints, as well as steel bracing. The use of restrainers is discussed as well as the possible improvements to bearing supports. Examples of bridge retrofit practice in California and British Columbia are presented. Key words: bridges, retrofitting, earthquakes.
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Zhang, Yumin, Jiawu Li, Lingbo Wang, and Hao Wu. "Study on the Seismic Performance of Different Combinations of Rubber Bearings for Continuous Beam Bridges." Advances in Civil Engineering 2020 (October 16, 2020): 1–22. http://dx.doi.org/10.1155/2020/8810874.
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Rubber isolation bearings have been proven to be effective in reducing the seismic damage of bridges. Due to the different characteristics of isolation bearings, the mechanical properties of bridges with different combinations of rubber bearings are complex under the action of earthquakes. This paper focuses on the application of combinations of rubber isolation bearings on seismic performance of continuous beam bridges with T-beams. The seismic performances of continuous beam bridges with different combinations of rubber isolation bearings, pier height, and span length were studied by the dynamic time history analysis method. It was found that the bridges with natural rubber bearings (NRBs) have the largest seismic responses compared to the other types of bearings. The continuous beam bridge with isolation bearings, such as lead rubber bearings (LRBs) and high damping rubber bearings (HDRBs), has approximately 20%∼30% smaller seismic response than that with NRBs under the action of earthquakes due to the hysteretic energy of the bearings, indicating that the isolation bearings improve the seismic performance of the bridge. The continuous beam bridges with both NRBs and LRBs or NRBs and HDRBs have larger seismic response of the piers than those with a single type of isolation bearings (LRBs or HDRBs) but smaller seismic response of the piers than those with only NRBs. For a continuous beam bridge with shorter span and lower pier, it is not economical to use LRBs or HDRBs underneath every single girder, but it is more reasonable to use cheaper NRBs underneath some girders. The larger difference in stiffness of the bearings between the side and middle piers leads to the more unbalanced seismic response of each pier of the bridge structure. The results also show that with increasing pier height and span length, the difference in the seismic response value between the cases gradually increases.
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Wang, Jie, and Jian Xin Liu. "Test Research on Aerodynamic Interference Effect on Aerostatic Coefficients of Main Beam in Parallel Bridge." Applied Mechanics and Materials 178-181 (May 2012): 2131–34. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.2131.
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Against the problem of the aerodynamic interference effects on aerostatic coefficients between parallel continuous rigid frame bridges with high-pier and long-span, the aerodynamic interference effects on aerostatic coefficients of main beam in the parallel long-span continuous rigid frame bridges were investigated in details by means of wind tunnel test. The space between the two main beams and wind attack angles were changed during the wind tunnel test to study the effects on aerodynamic interferences of aerostatic coefficients of main beam. The test got aerostatic coefficients of 10 conditions. The research results have shown that the aerodynamic interference effects on aerostatic coefficients of main beam in parallel bridges can not be ignored. The aerodynamic interference effects on parallel bridge main beam is shown mainly as follows: The drag coefficient of main beam downstream dropped and the drag coefficient of main beam upstream changed but not change significantly. There are also the aerodynamic interference effects of lateral force coefficient and torque coefficient between the main beams upstream and downstream. The effects upstream are smaller and the effects downstream are larger.
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Sanchez-Cuevas, Pedro, Pablo Ramon-Soria, Begoña Arrue, Anibal Ollero, and Guillermo Heredia. "Robotic System for Inspection by Contact of Bridge Beams Using UAVs." Sensors 19, no. 2 (2019): 305. http://dx.doi.org/10.3390/s19020305.
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This paper presents a robotic system using Unmanned Aerial Vehicles (UAVs) for bridge-inspection tasks that require physical contact between the aerial platform and the bridge surfaces, such as beam-deflection analysis or measuring crack depth with an ultrasonic sensor. The proposed system takes advantage of the aerodynamic ceiling effect that arises when the multirotor gets close to the bridge surface. Moreover, this paper describes how a UAV can be used as a sensor that is able to fly and touch the bridge to take measurements during an inspection by contact. A practical application of the system involving the measurement of a bridge’s beam deflection using a laser tracking station is also presented. In order to validate our system, experiments on two different bridges involving the measurement of the deflection of their beams are shown.
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Huang, Dongzhou, and Mohsen Shahawy. "Analysis of Tensile Stresses in Transfer Zone of Prestressed Concrete U-Beams." Transportation Research Record: Journal of the Transportation Research Board 1928, no. 1 (2005): 134–41. http://dx.doi.org/10.1177/0361198105192800115.
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Prestressed U-beam bridges compare favorably in cost and appearance to traditional concrete I-beam bridges. Consequently, U-beam bridges are gaining in popularity and usage, especially when aesthetic issues are deemed important. U-beam bridges first appeared in Florida in 2000; however, during construction, cracks developed in the webs of the U-beams. This paper presents results of an analysis of representative cracking of U-beams and proposes a practical method for the transfer zone stirrup design. For the purpose of the analysis, the U-beam is divided into a series of finite shell-plate elements, and the prestressing tendons are simulated as a number of concentrated forces. Two different mechanical models of the U-beams are developed on the basis of the stages of construction. Analytical results show that high tensile stresses occur in the end zone of the U-beam because of the prestressing tendons and that these tensile stress must be properly considered in bridge design. The research results are applicable to the design of prestressed U-beams and similar types of prestressed girders.
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Li, Cong Qi, Wen Jie Ge, Da Fu Cao, and Bi Yuan Wang. "Construction Monitoring of Prestressed Concrete Continuous Beam Bridge." Advanced Materials Research 919-921 (April 2014): 308–12. http://dx.doi.org/10.4028/www.scientific.net/amr.919-921.308.
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The creep of concrete structure has a prodigious effect on bridge alignments and the stress control during the bridge construction. In the meantime, the problems such as pre-stress losses, bearing asymmetry sink ,the concrete box-beam deflection, box-beam web cracks, structure stress redistributing and so on, which make the bridge structure lose functions or even invalid early when it works. For these reasons, the construction monitor of the deformation and the long-term deflection of long-span bridges with high piers have important practical significance. Construction monitoring of prestressed concrete continuous beam bridge - new Tongyang canal bridge which adopt cantilever construction work is made.
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Su, Dan, Yisheng Liu, Xintong Li, and Zhicheng Cao. "Study on optimization of inspection mechanism of concrete beam bridge." PLOS ONE 16, no. 8 (2021): e0256028. http://dx.doi.org/10.1371/journal.pone.0256028.
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China is shifting from the stage of large-scale bridge construction to the stage of equal emphasis on the construction and maintenance of bridges. The problems of low efficiency and high cost in bridge inspection are becoming more and more prominent, which threaten people’s life safety. In this paper, the deterioration state prediction model of concrete beam bridge under Boosting DT C5.0 was established as the basis, and optimization suggestions were put forward in terms of bridge inspection standards and processes, which aims to perfect the bridge inspection mechanism, realize the fine management of the bridge and prolong the service life of the bridge. Research shows that: first, the bridge inspection standard with a single index should be improved into the bridge inspection standard with multiple indexes, so as to scientifically determine the bridges that need to be inspected and optimize the allocation of maintenance resources. Second, the bridge deterioration state prediction model is used to add a screening mechanism for the bridge in the inspection plan, which can effectively reduce the workload of bridge inspection and enhance the inspection efficiency. Third, the deterioration phenomenon of coexistence between adjacent traffic assets should be fully considered and the linkage inspection mechanism of adjacent traffic assets should be established to improve the effect of bridge inspection.
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Kormanikova, Eva, Kamila Kotrasova, Jozef Melcer, and Veronika Valaskova. "Numerical Investigation of the Dynamic Responses of Fibre-Reinforced Polymer Composite Bridge Beam Subjected to Moving Vehicle." Polymers 14, no. 4 (2022): 812. http://dx.doi.org/10.3390/polym14040812.
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In modern industry, heavy traditional materials are being substituted with light and strong fibre-reinforced polymer composite materials. Bridges and railroads made of composite laminates are considerably affected by traffic loads. Therefore, it is very important to analyse this effect which would find practical applications in engineering designs. This paper explains the theoretical formulation that governs the dynamic response of a composite beam subjected to a moving load. The governing equations for the dynamic effect on the laminated composite bridge beam are explained here. The main theories in the micro–macro modelling of composite laminates are also described in the paper. Within the macro modelling, the Classical Laminate and Shear Deformation Laminate Theory of beams are presented. The symmetric cross-ply laminated bridge, made of boron/epoxy is under consideration. The computational two-dimensional model of the vehicle is adopted. The governing equations for the dynamic effect on the laminated composite bridge beam are explained. The calculation of the time response of the bridge for the characteristic speeds of the vehicle is performed in the environment of the MATLAB software. The maximum dynamic magnification factor for the dynamic analysis of a composite beam is found.
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Zhang, Xue Song, Shu Hong Sun, and An Bang Gu. "Study on the PC Beam for Extradosed Prestressed Bridges." Advanced Materials Research 255-260 (May 2011): 931–37. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.931.
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This paper is described about the research work on the PC beam for extradosed prestressed bridges. After summing up domestic extradosed prestressed bridges with PC beam, we recommended that the PC beam should be more diversity and creative. We have drown some conclusions through the numerical analysis and reduced scale prototype model test for Jiayue Bridge in Chongqing China, this bridge has double-cable-plane, and the PC beam’s broad flange is 8m. Finally, we suggested that further research on the PC beam of extradosed prestressed bridges should focus on the phenomenon of shear lag and extra-prestressing, etc.
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Cai, Xiaopei, Wanli Liu, Kaize Xie, Wenjun Zhu, Xiyuan Tan, and Yongjie Gao. "Layout Optimization of Rail Expansion Joint on Long-Span Cable-Stayed Bridge for High-Speed Railway." Advances in Civil Engineering 2020 (July 27, 2020): 1–15. http://dx.doi.org/10.1155/2020/8855140.
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Continuous welded rail (CWR) has been widely applied to the Chinese high-speed railways. It is interesting to reduce the effect of rail longitudinal force on the long-span cable-stayed bridges. Taking the pile-soil interaction into account, the finite element model of CWR on the long-span cable-stayed bridge is established based on the bridge-track interaction theory. The rail longitudinal force can be reduced and the track stability can be improved significantly by installing Rail Expansion Joint (REJ). The layout scheme of REJ plays a controlling role on designing CWR on bridges. Results show that the unidirectional REJ should be laid on both ends of the long-span cable-stayed bridge. Switch rails of REJ are set up on the main beam, stock rails are laid on the simply supported beams and crossing over beam joints, and several-meter long small resistance fasteners need to be laid on the sides of stock rails to reduce the fixed pier longitudinal force near the main beam. The range of REJ laid on cable-stayed bridge is mainly determined by temperature, rail breaking, and seismic condition; the bending and braking loads have little influence on it. Multiple field tests are carried out to prove the validity of the numerical model and the design methodology.
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Klaiber, F. Wayne, Terry J. Wipf, and Rula B. Abu-Kishk. "Utilization of partial end restraint in bridge strengthening." Canadian Journal of Civil Engineering 21, no. 5 (1994): 836–46. http://dx.doi.org/10.1139/l94-089.
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The purpose of this investigation is to determine a technique for increasing the capacity of bridges to accommodate today's increase in loading. Strengthening existing steel stringers in composite, steel-beam, concrete-deck bridges by providing partial end restraint is shown to be feasible. The research program included a review of existing literature, testing of a full-scale bridge beam and a 1/3-scale bridge model, and finite-element analyses of the restraint brackets, the test beam, and the model bridge. Analytical and experimental results of this investigation are presented, as well as results from an analytical investigation of the bridge model when subjected to various degrees of end restraint. Six different degrees of end restraint were examined. The achieved percent reductions ranged from 12% to 26% for midspan strains, 20% to 30% for midspan deflections, and 10% to 32% for beam end rotations. The correlation between the analytical and experimental results verified the basic design assumptions; thus, the analytical models can be used for determining the location and the degree of end restraint required to strengthen an existing bridge. Key words: bridges, girder, composite structures, tests, models, strengthening, rehabilitation, restraint.
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Jun, Zhang, Ming Kang Gou, and Chuan Liang. "Experimental Simulation of Bridges Subjected by Moving Loads." Applied Mechanics and Materials 873 (November 2017): 208–11. http://dx.doi.org/10.4028/www.scientific.net/amm.873.208.
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The effect of bridge vibrationinduced bylive loads such as vehicles and pedestrians is an important factor of bridge fatigue damage. It takes much labor and material resource to perform vibration experiments on bridges subjected by real moving loads in field. In order to carry out laboratory experiments on bridges subjected by moving loads, a fixed load with harmonic vibration simulates a moving load on bridge in the beam theory. A simply supported bridge is considered in the present study. The dynamic responses of bridge under different loads are established by the analytic method. Amplitude and frequency of the simulated load are generated on the principle of equal displacements due to both a moving load and a fixed harmonic load impacting on a simply supported beam. Comparisons of numerical results of two types of load on the same beam indicate that the harmonic load can simulate a moving load effectively. It is possible that the field test on bridge can be carried out indoors.
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Al-Mahaidi, Riadh, Geoff Taplin, and Armando Giufre. "Load Distribution and Shear Strength Evaluation of an Old Concrete T-Beam Bridge." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 52–62. http://dx.doi.org/10.3141/1696-08.
Full textAbstract:
There are about 330 T-beam bridges in the Australian state of Victoria that were built before 1950. Australia-wide there are nearly 1,000 of these early T-beam bridges. The shear capacity of these bridges, when assessed in accordance with current codes of practice, is in some cases not adequate for the current design loading. In 1996, VicRoads, the Victorian state road authority, initiated a project to enable a more accurate assessment of the shear capacity of these bridges to be made so that decisions on load rating or replacement could be made. An analysis of an existing reinforced concrete T-beam bridge that had been identified for a load test to failure was commissioned. The purpose of the analysis was to predict the load distribution behavior and the ultimate strength and to advise on the testing and monitoring program. After successful load testing of the bridge, a comprehensive analysis of the observed behavior was carried out and compared with the theoretical models. The pre-and posttesting analysis, which was undertaken with linear and nonlinear finite element analysis and with the modified compression field theory, are described and the analysis results are compared with the real behavior of the tested bridge. In particular, the load distribution in the elastic range and the ultimate shear strength of the reinforced concrete T-beams are discussed. The consequences of these findings on the load rating procedures are discussed, and a strategy for rating old reinforced concrete T-beam bridges is outlined.
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Ouchenane, Meriem, Rachid Lassoued, and Karima Ouchenane. "Vibration of Bridges under the Passage of Vehicles Simulated as Moving Loads." Advanced Materials Research 324 (August 2011): 396–99. http://dx.doi.org/10.4028/www.scientific.net/amr.324.396.
Full textAbstract:
The dynamic behavior of bridges under the effect of moving loads simulating the vehicle moving along the bridge structure idealized by an Euler beam is analyzed. We will present the dynamic behavior of beams under the stress of moving loads (or masses) by the analytical and semi-analytical approaches. When the mass of the bridge structure is comparable to that of the vehicle, the mobile source requesting the bridge is simulated by a mass. In most practical cases, the mobile force used is due to the effects of the gravitational moving masses: . When the moving mass is small compared to the beam mass, the obtained solution under the effect of moving force is approximately correct for the solution obtained with the moving mass. Otherwise, the problem of the moving mass is imperative. To do this, we wrote a program in Matlab language which reflects the dynamic behavior of beams under the effect of moving charges, which gives the following results "The frequencies and modes of vibration, the dynamics deflection of the beam requested by moving force, the dynamic response (DAF: dynamic amplification factor) of the beam requested by a moving force, over the whole length of the beam, for all times and for different speeds. The numerical example that we look to see for study the dynamic behavior of this type of bridge under moving loads is that of a thin beam unamortised on simple support and length of 50m, under the solicitation of moving force and mass at a constant speed and varies from 0 to 100 m / s (M. A. Foda, 1997), depending on the relationship between the vehicle mass and the mass of the bridge that will allow us to see the contribution of the choice of modelling type on the total response and then the vibration of bridge, also we will study the effect of type of simulation of the load by moving force or mass on the dynamic amplification factor and comparing our results with those from the literature.
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Fagen, M. E., and B. M. Phares. "Life-Cycle Cost Analysis of a Low-Volume Road Bridge Alternative." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 8–13. http://dx.doi.org/10.3141/1696-37.
Full textAbstract:
Life-cycle cost models offer engineers a means to evaluate the anticipated long-term economic performance of prospective design and construction alternatives. Traditionally, only initial investment costs and past experience were used to economically evaluate possible bridge designs. A more logical approach requires that all short- and long-term costs be considered in relation to project location, purpose, and performance specifications. The primary objective of life-cycle cost analysis is to evaluate the total ownership cost of all suitable alternatives. Recent reports indicate that a significant number of the nation’s bridges are either structurally deficient or functionally obsolete. In Iowa, a large portion of these types of bridges are on the secondary road system and fall under the jurisdiction of county engineers. Typically, Iowa county engineers have limited resources. In response to this, a bridge-replacement system was developed that county engineers can design and build with limited staff. The system, which is made up of precast (PC) double T units, involves the fabrication of PC units that consist of two steel beams connected by a thin concrete deck. To illustrate that this bridge system may be an economically viable bridge-replacement alternative for use on low-volume county roads, a life-cycle cost analysis was completed for an actual replacement-repair-rehabilitation project. Various alternatives were economically analyzed and compared with the steel beam PC unit bridge alternative. This analysis indicates that, when lower-cost salvaged steel beams and county work forces are used, the steel beam PC unit bridge can be a viable low-volume road bridge alternative.
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Wu, Bi Tao, Gang Wu, and Cai Qian Yang. "Damage Identification of T-Beam Bridge Based on Distributed Long-Gauge Strain Mode Theory." Applied Mechanics and Materials 501-504 (January 2014): 1352–58. http://dx.doi.org/10.4028/www.scientific.net/amm.501-504.1352.
Full textAbstract:
Damage identification of a T-beam bridge which contains five T-beams is conducted based on distributed long - gauge strain mode theory, considering the damage and aging problems of widely used simple-supported reinforced concrete T-beam bridges. Assuming that the damage occurs in the different T-beams, the normalized strain mode is used to identify the damage. The sensitivity of the normalized strain mode of each T-beam and change rule of strain mode curve is studied at the same time. It is effective to apply modal strain amplitude variation degree to detect damages. If sensors are arranged reasonablely, a good damage identification can be obtained by utilizing distributed long-gauge strain mode theory even if the damage is slight.Some suggestions are given for the sensor arrangement and health monitoring of this kind of bridge when using the distributed long-gauge strain mode theory at last.
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Leng, Yanling, Jinquan Zhang, Ruinian Jiang, and Yangjian Xiao. "Experimental Study on the System Performance of Adjacent Precast Concrete Box Beam Bridges." Advances in Civil Engineering 2020 (March 13, 2020): 1–13. http://dx.doi.org/10.1155/2020/9708327.
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Analyses of catastrophic collapse of some adjacent precast concrete box beam bridges reveal the fact that the hinge joints between the adjacent beams were not sufficiently designed. The joint failure caused by deterioration is the result of system reliability deficiency of this type of bridges. To understand the system performance of the bridges, the redundancy and robustness of a bridge model with a scale of 1 ∶ 2, based on the prototype design drawings for 10-meter adjacent box beam bridges in China, were assessed through a system safety evaluation procedure. The result confirmed the assumption that the redundancy and robustness of certain adjacent precast concrete beam bridges did not meet the pertinent requirements proposed in National Cooperative Highway Research Program (NCHRP) reports 406, 458, and 776 as a result of hinge joint failure. To address the current design deficiencies, a system factor is recommended in this paper to calculate the nominal resistance that reflects the level of redundancy of this type of bridges. In addition, a new framework is proposed to address the particular structural feature and topology of adjacent precast concrete beam bridges for the assessment of structural redundancy and robustness, which can reduce the computation complexity compared to existing approaches. The full-range load test performed in this research verified the previous research results on bridge system safety that were mainly based on theoretical analysis and simulations.
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Aguilar, Carlos V., David V. Jáuregui, Craig M. Newtson, Brad D. Weldon, and Tamara M. Cortez. "Load Rating a Prestressed Concrete Double T-Beam Bridge without Plans by Field Testing." Transportation Research Record: Journal of the Transportation Research Board 2522, no. 1 (2015): 90–99. http://dx.doi.org/10.3141/2522-09.
Full textAbstract:
Bridges with no design plans are an issue in New Mexico because of the many that exist throughout the state. Conventional load rating techniques cannot be used because these bridges have limited or no design documentation. This lack of information has created uncertainties regarding the load-carrying capacity of these structures. Only a few states have formal procedures on how these particular bridges should be load rated. A project was conducted for the New Mexico Department of Transportation to develop a procedure for load rating bridges without plans, including prestressed concrete bridges. In accordance with the AASHTO Manual for Bridge Evaluation, a prestressed concrete double T-beam bridge was evaluated with advanced analyses and experimental methods (including load testing and nondestructive material evaluation techniques). A four-step load rating procedure was implemented that included estimating the prestressing steel by Magnel diagrams, verifying the estimate with a rebar scanner, testing the bridge at both diagnostic and proof loads based on strain measurements, and using the proof test results to rate the bridge. Rating factors and posting loads were determined for AASHTO and New Mexico legal loads. Because of the poor condition of the shear keys (some of which were broken), it is shown that the load distribution between beams was adversely affected and the bridge should be load posted.
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Luo, Yuhu, Yongguang Li, Xu Wang, and Guangping Lu. "Influence of Restrainer Piers on the Seismic Performance of Long Bridges with Equal-Height Piers." Mathematical Problems in Engineering 2021 (May 29, 2021): 1–23. http://dx.doi.org/10.1155/2021/6651215.
Full textAbstract:
Pounding may occur between the main girders under the action of strong earthquakes, so as between main girders and abutments. This causes excessive longitudinal displacement of the main girder and unseating damage to bridges. Because long bridges in mountainous areas with high intensity are easy to unseat, the authors studied the influence of restrainer piers, expansion joint spacings (EJSs), and the span on the seismic performance of long bridges. The ABAQUS finite element software was used to simulate a bridge dynamic analysis model considering the elastoplasticity of the pounding effect of the pier and the beam. By inputting El-Centro, Northbridge, and Taft seismic waves, the time-history analysis of the seismic response of long bridges was carried out. The results indicated that a reasonable number of restrainer piers, an appropriate EJS, and a span could effectively reduce the maximum relative displacement of pier-beams. This behavior will improve the seismic performance of bridge structures. Moreover, for a 24-span equal-height beam bridge, the optimum seismic effect was obtained when 3 restrainer piers, an EJS of 70 mm, and a 50 m span were used.
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Lu, Zhi Qiang, Ting Zhang, and Qing Yun Zhao. "Study on the Load Test of Continuous Beam Bridge." Applied Mechanics and Materials 405-408 (September 2013): 1637–40. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1637.
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In recent years, we've paid more and more attention to the quality of bridges .So the detection of bridge structure is becoming more and more popular . In this paper we use a conventional continuous beam bridge as an example for the bridge detection method to do a simple narrative .This bridge is a newly completed one from ARongqi to BoKetu in the Inner Mongolia Autonomous Region .It is a continuous beam bridge goes across a provincial highway .We carried out this static and dynamic load test on this bridge, in order to get the information to guide the acceptance of the bridge. In this test we use a large number of professional softwares and equipments. And test this bridge in two different experimental methods to get the basic data acquisition of it as well as the bearing capacity .By analyzing these data to decide the construction quality.
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Ning, Xiao Jun, and Qiang Zhao. "Study on Wind Resistance of Suspension Bridge with Composite Beam." Advanced Materials Research 433-440 (January 2012): 705–8. http://dx.doi.org/10.4028/www.scientific.net/amr.433-440.705.
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It is very important that how to improve wind resistance of bridge when design suspension bridge. In this thesis, main wind disaster of suspension bridges is recommended, and summarizes the historical lessons. For the particularity of suspension bridge with composite beam, some suggestions on how to heighten flutter wind speed are suggested.
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Su, Dan, Yi-Sheng Liu, Xin-Tong Li, Xiao-Yan Chen, and Dong-Han Li. "Management Path of Concrete Beam Bridge in China from the Perspective of Sustainable Development." Sustainability 12, no. 17 (2020): 7145. http://dx.doi.org/10.3390/su12177145.
Full textAbstract:
More and more bridges have entered the maintenance stage, which has potential collapse hazards and threatens life and property safety. More attention has been paid to the improvement of maintenance management levels during the operation period in terms of extending the service life of the bridge, but less attention has been paid to it from the perspective of the whole life cycle. One hundred and ninety examples of concrete beam bridges in China were collected, based on which the collapse characteristics and collapse causes of concrete beam bridges were analyzed. The causes of bridge collapse come from all stages of bridge life cycle, including environmental factors and human factors. Moreover, the effects of the previous phase carry over to the next. Superficially, poor maintenance management during an operation led to bridge collapse. However, the root cause may have occurred at an earlier stage. On this basis, a fuzzy interpretation structure model (FISM) for concrete beam bridge deterioration is conducted. The model can decompose the complex and messy relationship among the factors of bridge collapse into a clear, multi–level and hierarchical structure. Compared with qualitative analysis, an ISM chart can directly reflect the relationship between collapse factors, which is convenient for further analysis. Poor maintenance management during operation is the direct cause, while improper planning, imperfect standards and weak supervision in the early stage are the fundamental causes. Finally, in order to improve the sustainability of concrete beam bridges scientifically, management suggestions are put forward for the participants involved in each stage of the bridge’s life cycle.
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Nie, Yun Jing, Xu Yan, and Tie Ying Li. "Influence of Tie Beams of Pier on the Seismic Performance of a Continuous Rigid Frame Bridge with Twin-Legged Piers." Advanced Materials Research 368-373 (October 2011): 1105–10. http://dx.doi.org/10.4028/www.scientific.net/amr.368-373.1105.
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In this paper, the influence of tie beams for piers is investigated on the dynamic characteristics and the seismic performance of a continuous rigid frame bridge with twin-legged piers. Modal analyses and the linear seismic response analyses are performed on a practical continuous rigid frame bridge with twin-legged piers with no tie beam, one tie beam and three tie beams of pier, using software Midas/civil. The findings indicate that installing tie beams of pier can increase the natural frequencies of this kind of bridge. Setting tie beams of pier is disadvantageous to the seismic performance of the bridge beam, but advantageous to improving the seismic performance of the twin-legged piers. The influence of tie beams of pier on the seismic performance on the whole structure is relevant to the pier height. These analytical results provide a reference for the seismic design and analysis of similar structures.
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Xiang, Yi Qiang, Cheng Xing, Lin Hai Shao, and Yuan Xing. "Lateral Load Distribution of Articulated Hollow Slab Beam Bridge Strengthened by Transverse Prestressed Force." Advanced Materials Research 446-449 (January 2012): 1653–56. http://dx.doi.org/10.4028/www.scientific.net/amr.446-449.1653.
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Abstract. Aiming at the features of the articulated hollow slab beam bridges with transverse prestressed force, an assumption that regards the reinforced slab beam bridges as analogy orthotropic plate was proposed. The lateral flexural stiffness and torsional stiffness of the plate bridges per meter width can be calculated approximately as an average value of those of the solid section and the minimum hollow section. The longitudinal flexural stiffness and torsional stiffness per meter width remain the same as the original ones. The modified G-M method for calculating the strengthened bridge was proposed. Example as a typical hollow slab bridges, the lateral load distribution influence-line after strengthening bridge obtained by using modified G-M method. The numerical analysis before and after strengthening bridge by using FEM was complete to gain lateral load distribution influence-line. It shows that the values predicted by the proposed modified G-M were matched with the results by the FEM after strengthening bridge. It shows that the method strengthening articulated hollow slab beam bridges by exerting transverse prestress steel wire on them proved to be effective and the presented modified G-M theory to be right.
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Kachlakev, Damian I. "Horsetail Creek Bridge: Design Method Calibration and Experimental Results of Structural Strengthening with CFRP and GFRP Laminates." Advances in Structural Engineering 5, no. 2 (2002): 87–98. http://dx.doi.org/10.1260/1369433021502588.
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The Horsetail Creek Bridge, constructed in 1912, is located along the Historic Columbia River Highway in Oregon. In a recent rating of bridges, the cross beams of the structure were found to be 50 percent deficient in flexure and 94 percent deficient in shear, mainly due to the traffic loads increase. In order to identify suitable Fiber Reinforced Polymer strengthening system, few commercially available systems were reviewed and alternative designs were carried on. Concurrently, four full size beams were constructed to simulate the retrofit of the bridge. One served as a control, while the other three were reinforced with various configurations of FRP composites. Third point bending tests were conducted. Load, deflection and strain data were collected. Results revealed that addition of either GFRP or CFRP composites provided static capacity increase of 45 percent compared to the control beam. The beam strengthened with CFRP for flexure and GFRP for shear, which simulated the HCB cross beams after the retrofit, exhibited near 100 percent of moment capacity increase. The addition of GFRP for shear alone was sufficient to offset the lack of steel stirrups in the actual bridge, allowing for a conventionally reinforced concrete beam with significant shear deficiency to fail by yielding of the flexural failure. The resulting ultimate deflections of the shear GFRP reinforced beam were nearly twice those of the control shear deficient beam. A design method for flexure and shear was proposed before the onset of this experimental study and used on the HCB. The design procedure for flexure was refined to include provisions for non-crushing failure modes. It allowed for predicting the response of the beam at any applied moment.
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Zhang, Yan. "Dynamic Response for Collision Load between Over-Height Truck and Curved Beam Bridge." Applied Mechanics and Materials 473 (December 2013): 25–29. http://dx.doi.org/10.4028/www.scientific.net/amm.473.25.
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In recent years, ultra-urban road overpass vehicle impact beam incident after another. High beam impact of vehicles on the overpass bridge safety impact has become another important issue. High trucks at home and abroad on the curve of reinforced concrete beam bridge working effect of the impact is still insufficient. Based on high-precision linear dynamic finite element simulation analysis, research under the action of high vehicle collision, reinforced concrete curved girder Bridges of local damage effect and the overall distortion performance. The results showed that: high vehicles on the bridge superstructure imposed impact impulse and punching power led bridge superstructure is hitting zone produce local cracks. Damage caused by different impact velocity varied.
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Wang, Chang Feng, and Yi Jun Bao. "Effects of Friction Force at Movable Supports on Seismic Performance of a Continuous Beam Bridge." Applied Mechanics and Materials 353-356 (August 2013): 2191–95. http://dx.doi.org/10.4028/www.scientific.net/amm.353-356.2191.
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The friction force at movable supports has a certain influence on the seismic performance of the continuous beam bridge, so, the friction force should be taken into account in the seismic design of the bridges. The analytic model of the continuous bridge which including the effects of friction force at movable supports was put forward, and the analysis was done with the application of friction element. Through the analysis of a certain continuous beam bridge, the results indicate that the friction force can greatly decrease the earthquake action of this continuous beam bridge. And some suggestion on the bearing selection and the anti-seismic measure were also put forward according to the analysis.
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Smith, K. N., and I. Mikelsteins. "Load distribution in edge stiffened slab and slab-on-girder bridge decks." Canadian Journal of Civil Engineering 15, no. 6 (1988): 977–83. http://dx.doi.org/10.1139/l88-129.
Full textAbstract:
The results of a study on the effect of edge beam geometry on the static live-load load distribution characteristics of single-span slab and slab-on-girder bridge superstructures are presented. Using a grillage analysis, the influence of various forms of edge stiffening on longitudinal bending moment and vertical deflection at midspan was investigated. Two load cases utilizing the Ontario Highway Bridge Design truck were considered. Of particular interest is the load case of a single vehicle in a travelled lane, as edge beam deflection under this condition is governed by a serviceability limit state design requirement of the Ontario Highway Bridge Design Code.For the bridge geometry and loadings considered, all types of edge stiffening significantly affect edge beam bending moment and deflection at midspan; the effect generally increases as the span decreases. Edge beam bending moment increases as the stiffness of the edge beam is increased. Considering the change in edge beam stiffness, edge beam deflection decreases even though the bending moment carried by the edge beam increases. The results of the grillage analysis agree well with an interpretation of the simplified method of analysis of the Ontario Highway Bridge Design Code. When the deflection criterion is affecting a bridge design, it would be beneficial to account for the edge stiffening. Key words: load distribution, edge stiffening, edge beams, bridge deck analysis, grillage analysis.
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Ma, Lin, Wei Zhang, Steve C. S. Cai, and Shaofan Li. "The dynamic amplification factors for continuous beam bridges along high-speed railways." Advances in Structural Engineering 24, no. 11 (2021): 2542–54. http://dx.doi.org/10.1177/13694332211003288.
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In this paper, the dynamic amplification factors (DAFs) of high-speed railway continuous girder bridges are studied. The vehicle-bridge interactions (VBIs) of 13 concrete continuous girder bridges with spans ranging from 48 to 130 m are analyzed, the influences of the train speed, the train marshalling and the bridge fundamental frequency on the DAF are investigated, and the DAF design standard for high-speed railway bridges is discussed. The results indicate that for the continuous beam bridge whose fundamental frequency is less than 3.0 Hz, the maximum DAF is no more than 1.15; while for the bridge examples with a fundamental frequency larger than 3.0 Hz, the maximum DAF reaches 1.25 because the resonance occurs at high train speed. The empirical formulas of the DAFs in the Japan Railway Technical Research Institute (JRTRI) code could provide a conservative estimation of the DAFs of high-speed railway continuous bridges.
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Mei, Fu Liang, and Gui Ling Li. "Dynamic Response of an Elastic-Supported Bridge Beam Subjected to Velocity-Varied Moving Loads." Advanced Materials Research 594-597 (November 2012): 2802–7. http://dx.doi.org/10.4028/www.scientific.net/amr.594-597.2802.
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Dynamic response of an elastic-supported bridge under speed-varied moving loads was investigated. A mathematical model of vehicle-bridge coupled oscillation for an elastic-supported bridge was built up by means of 1/4 vehicle model (Mass-Spring-Mass) and Euler-Bernoulli beam theory. And then dynamic equations of vehicle-bridge coupled oscillation in matrix form were established using two former orders general coordinates of an elastic-supported beam and model superposition method. The influences of vehicle-bridge coupled vibration model, elastic-supported stiffness, entrance speeds and acceleration /deceleration of moving loads on the dynamic responses of bridges were studied. Vehicle-bridge coupled vibration model based on 1/4 vehicle model can more accurately describe the dynamic characters of bridges than that based on constant moving force model. Elastic-supported stiffness only has an impact on the fluctuation amplitudes of dynamic responses. The vehicle-induced impact factor is dependent on the entrance speeds, acceleration/deceleration of moving loads and elastic-supported stiffness.
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Novak, Josef, and Alena Kohoutkova. "Optimization of Pretensioned Steel Fiber Reinforced Concrete Beam." Advanced Materials Research 1106 (June 2015): 94–97. http://dx.doi.org/10.4028/www.scientific.net/amr.1106.94.
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Pretensioned concrete beams are used as a main load bearing member for composite bridges with a span to 30 m. The advantage of longitudinal prefabrication technology of beams for small span bridges is quick installation, savings of straight supporting scaffolding of centers and formwork. The amount of labour with formwork, reinforcement and concrete including work with scaffolding of centers on site is reduced at a minimum. During searching applications of steel fiber reinforced concrete (SFRC) suitable for this kind of structure a pretensioned concrete beam suitable for a bridge bay with a span from 12 to 15 m has been chosen for an investigation. Three types of beam were manufactured for experimental tests. The beams were supposed to be a part of a bridge bay with a composite slab. These pretensioned beams were made of SFRC. In case of the experimental tests, a cast-in place concrete cover from plain concrete was casted on the top of the beams. The cast-in place concrete cover simulated a top composite slab. The bearing capacity of the beams with the cast-in place concrete cover was tested until their destruction. The tested beams showed higher bearing capacity than it was determined by a theoretical calculation. The beams also demonstrated high safety against collapse during structure overloading. The process of the experimental testing was also simulated on a numerical nonlinear model and then the results were compared. The result comparison of the both types of tests did not show any significant irregularities.
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Jiao, Hong Bo, and Shuang Hua He. "Simulation of Composite Strengthening Technique in Prestressed Concrete Continuous Box Beam Bridges." Applied Mechanics and Materials 238 (November 2012): 723–27. http://dx.doi.org/10.4028/www.scientific.net/amm.238.723.
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The damage features of concrete continuous box beam bridges are summarized combined with three prestressed concrete continuous box beam bridges on ZhengLuo highway. There are four common strengthening methods in bridge engineering practice, i.e. bonded steel plates, strengthening with R.C, carbon fiber reinforced polymer (CFRP) and external prestressed strands. By numerical analysis technique of three dimension finite element (3D FE), the stresses of the damaged bridge are compared with the results of the strengthened one which is strengthened by one of the former methods. The strengthening effectiveness of those methods is ascertained. Therefore, the composite strengthening technique (CST) is established, which is effective to improve the bearing capacity and crack resistance of the strengthened bridge. An optimal strengthening process is put forward in the paper. So the CST is reasonable and effective to strengthen a damaged prestressed concrete continuous box beam bridge, which provides a significant reference for other similar strengthening projects.