Dissertations / Theses on the topic 'Bridge Joints'

Thesis (M.S.)--West Virginia University, 2007.
Title from document title page. Document formatted into pages; contains x, 101 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 97-101).

Reversed cyclic loading tests were carried out on a number of specimens including five half-scale reinforced concrete bridge columns with one and two-way hinges at the column-footing connection, a half-scale column with lap-spliced dowels at its base and a quarter-scale outrigger beam-column-joint. The test specimens had details typical of bridges designed and built in Montreal in the 1960's. These tests highlighted the design and detailing deficiencies and demonstrated the poor seismic performance of the "as-built" structural elements. Procedures and guidelines for retrofitting were developed for moderate seismic regions and were applied to the test specimens. The reversed cyclic loading responses of these retrofit specimens demonstrated the improved strength, ductility and energy dissipation of the retrofits.
Analytical techniques are described which result in accurate response predictions for both the "as-built" and the retrofit elements. A series of compression tests on concrete hinges permitted the development of a model to assess the influence of confinement on the stress-strain characteristics of the hinge region concrete. The response predictions included the effects of confinement of concrete hinges, bond slip, shear distress, presence of lap splices and poor anchorage details. Static analyses were performed according to the 1996 Canadian Highway Bridge Design Code (CHBDC) to determine the seismic responses of prototype structures and to determine if retrofit is required. Non-linear dynamic analyses were performed with three input ground motions to predict the responses of the "as-built" structures and to assess the performance of the retrofit structures. These analyses identified the deficient structural systems and demonstrated that the retrofit techniques developed were effective in significantly improving the seismic responses.

A set of experimental tests were performed at Virginia Tech to investigate transverse joints and blockouts on full depth concrete bridge deck panels. The joints were designed on a deck replacement project for a rural three span continuous steel girder bridge in Virginia. Two cast-in-place and four post-tensioned joints were designed and tested in cyclical loading. Each joint was tested on a full scale two girder setup in negative bending with a simulated HS-20 vehicle. The blockouts were built as hollow concrete rings filled with grout and left to shrink under ambient conditions. Thirteen combinations of different surface conditions and grouts were designed to test the bond strength between the materials. The strain profile, cracking patterns, and ponding results were measured for all specimens. A finite element analysis was performed and calibrated with the laboratory results. The cast-in-place joints and the two post-tensioned joints with 1.15 MPa (167 psi) of initial stress experienced cracking and leaked water by the end of the tests. The two post-tensioned joints with 2.34 MPa (340 psi) initial stress kept the deck near a tensile stress of 1.5â (f'c) and performed the best. These transverse joints did not leak water, did not have full depth cracking, and maintained a nearly linear strain distribution throughout the design life. Full depth deck panel may be effectively used on continuous bridges if a sufficient amount of post-tensioning force is applied to the transverse joints. The finite element model provides a design tool to estimate the post-tensioning force needed to keep the tensile stresses below the cracking limit. The blockouts with a roughened surface or an epoxy and a grout equivalent to Five Star Highway Patch grout had the highest bond stresses, did not leak water, and had smaller cracks at the grout-concrete interface than the control samples. A minimum bond strength of 2.5â (f'c) was maintained for all of the specimens with a grout equivalent to Five Star Highway Patch. A pea gravel additive in the grout reduced shrinkage and reduced the bond strength. The finite element model provides a design tool to estimate cracking at the grout-surface interface.
Ph. D.

The Accelerated bridge construction (ABC) techniques are gaining popularity among the departments of transportation (DOTs) due to their reductions of on-site construction time and traffic delays. One ABC technique that utilizes precast deck panels has demonstrated some advantages over normal cast-in-place construction, but has also demonstrated some serviceability issues such as cracks and water leakage to the transverse joints. Some of these problems are addressed by applying longitudinal prestressing. This thesis evaluates the service and ultimate capacities in both flexure and shear, of the finite element models of the post-tensioned system currently used by Utah Department of Transportation (UDOT) and a proposed curved-bolt system to confirm the experimental results. The panels were built and tested under negative moment in order to investigate a known problem, namely, tension in the deck concrete. Shear tests were performed on specimens with geometry designed to investigate the effects of high shear across the joint. The curved-bolt connection not only provides the necessary compressive stress across the transverse joint but also makes future replacement of a single deck panel possible without replacing the entire deck. Load-deflection, shear-deflection curves were obtained using the experimental tests and were used to compare with the values obtained from finite element analysis. In flexure, the ultimate load predicted by the finite element model was lower than the experimental ultimate load by 1% for the post-tensioned connection and 3% for the curved-bolt connection. The shear models predicted the ultimate shear reached, within 5% of the experimental values. The cracking pattern also matched closely. The yield and cracking moment of the curved-bolt connection predicted by the finite element model were lower by 13% and 2%, respectively, compared to the post-tensioned connection in flexure.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1989.
Title as it appears in M.I.T. Graduate List, Feb. 1989: Behavioral improvements in segmental bridge joints through the use of steel fibers.
Includes bibliographical references.
by Stanley Michael Beattie.
M.S.

This thesis deals with prefabricated composite bridges in general, and prefabricated concrete deck elements with dry joints in particular.As outlined in Paper I and Chapter 2 prefabrication has several advantages over in situ construction, and has hence been discussed for decades in the construction business. Further, the house building sector has taken large steps towards a more industrialized approach, in which prefabrication, lean thinking and Building Information Modelling (BIM) are all important components. Numerous studies have also examined the applicability of such an approach in the bridge sector, and several types of prefabrication techniques have been tested. Nevertheless, in many countries the bridge sector seems to lag far behind in the general shift towards more industrialized construction processes. One of the reasons for the relatively slow progress may be the fact that bridges are often unique objects with unique specifications and constraints. This hinders the standardisation that is often regarded as a key to industrialised construction.Chapter 2-3 and Paper I, presents evidence from a literature review together with information gathered from a Workshop, attended by bridge designers and researcher in Europe and the US, that prefabricated deck elements are still quite rarely used in bridge construction. Deck elements with dry transverse joints are even rarer. Few examples have been reported. In addition, the degree of prefabrication and the rate of progress towards more industrialised construction processes seem to vary substantially from one country to another.However, as described in Chapter 3 and Paper II, a prefabricated concrete deck element system with dry joints has been developed in Sweden for constructing composite bridges. The transverse joints are completely dry, and all forces are transferred by contact pressure between concrete surfaces. This implies that no tensional forces can be transferred over the transverse joints. Shear forces are transferred by overlapping concrete shear keys, designed as a series of male-female connections. The research presented in this thesis is focused on the structural behaviour of this deck element system. In order to investigate this, laboratory tests have been performed as well as field monitoring.Results of large-scale laboratory tests, presented in Chapter 4 and Paper V, show that a bridge of this type is less stiff than a similar bridge with an insitu cast deck slab. The concrete elements’ contributions to stiffness are negligible in sections with hogging moments, but make some contribution to global stiffness in sections with sagging moments. At moderate load levels, the interacting concrete area is much smaller than in a similar in-situ cast section. This is believed to be due to the combined effects of small gaps in the joints and continuous in-situ cast concrete in the injection channels.After the channels have been injected, existing gaps will be more or less permanent, since the in-situ cast concrete must be compressed up to a certain limit before the rest of the joint will be closed. Destructive testing showed that the differences in stiffness and stresses between a deck of this type and an in-situ cast bridge deck are much smaller in the ultimate limit state. In this case it could even be reasonable to design a cross-section according to Eurocodes, neglecting effects of the joints.As shown in Chapter 5 and Paper III, the overlapping shear keys are a critical detailing in this deck system. Therefore, they were tested in the laboratory to determine how they fail and evaluate their load capacity. The tests revealed two failure modes. The first is a rather ductile failure, activating the shear reinforcement. This was the expected failure mode for shear keys of this design. The second failure mode observed was a quite brittle failure in the concrete covering layer. It has only been observed in small-scale tests, and might be related to the test set-up. Nevertheless, overlapping of the rebars in the male-female shear key connection is strongly recommended to assure the robustness of shear transfer if failure occurs in the concrete covering layer.To complement the laboratory tests, a single span bridge was monitored in the field (Chapter 6 and Paper IV). The bridge was built in 2000, using the prefabricated deck system that this thesis is focusing on, and was tested in both 2001 and 2011. The tests, and subsequent Finite Element analyses, showed that under moderate loading the interacting concrete area is smaller than for a similar in-situ cast bridge. No significant long-term effects were observed, except that under eccentric loading the distribution of the deflection between the girders decreased slightly during the 10 years between tests. This indicates that the joint gaps may have narrowed and at least partly closed during this time.Chapter 7 summarises the research and presents recommendations for dealing with general issues related to the design and construction of a bridge of this type. The design methods are generally the same as for a conventional composite bridge with an in-situ cast deck slab. However, the Eurocodes require some modification for the design of prefabricated deck elements with dry joints, particularly regarding global analysis and the resistance of cross-sections. Finally, conclusions, a general discussion and suggestions for further research are presented in Chapter 8.
Denna avhandling behandlar ämnet prefabricerade samverkansbroar i allmänhet och prefabricerade betongelementfarbanor med torra fogar i synnerhetPrefabricering är ett ämne som har diskuterats i byggbranschen under de senaste decennierna. Husbyggnadsindustrin har gjort stora framsteg i riktning mot ett mer industriellt tänkande, i vilket prefabricering, Lean och BIM är viktiga pusselbitar. Även i brobranschen har mängder med forskningsprojekt utförts runt om i världen och flertalet olika prefabricering lösningar har testats genom åren. Trots detta så förefaller det så att brobranschen ligger lång efter i utvecklingen mot en mer industrialiserad byggprocess. Den långsamma utvecklingen kan till viss del förklaras av att varje bro ofta är ett unikt objekt med unika förutsättningar. Detta utgör ett hinder mot standardisering vilket ofta är beskrivet som nyckeln till industrialiserat byggande.En litteratur studie kompletterad med en Workshop, för insamling av information och erfarenheter från brokonstruktörer och forskare i Europa och USA, visar att prefabricerade farbaneelement fortfarande är ganska ovanliga på den globala byggmarknaden. Farbaneelement med torra fogar förefaller vara extremt ovanliga, enbart ett fåtal exempel har påträffats i litteraturstudien. Prefabriceringsnivån och utvecklingstakten mot ett mer industriellt byggande varierar mycket från ett land till ett annat. (Paper I och Kapitel 2-3)För samverkansbroar har ett prefabricerat farbanesystem med torra fogar mellan betongelementen utvecklats i Sverige. De tvärgående fogarna är helt torra och all kraft överförs genom kontakttryck mellan olika betongytor. Detta medför att inga dragkrafter alls kan överföras genom fogen. Tvärkrafterna överförs genom överlappande betongklackar som är utformade som en serie av hane-hona kopplingar. Forskningen som presenteras i denna avhandling är fokuserad på konstruktionens strukturella beteende. Detta beteende har undersökts via labbtester såväl som genom fältförsök. (Paper II och Kapitel 3)Storskaliga labbtester visar att en bro av denna typ är mindre styv än en liknande bro med en plastgjuten farbaneplatta. I områden med negativt böjmoment är betongelementens bidrag till styvheten försumbart. I områden med positivt böjmoment bidrar betongelementen till den globala styvheten. Vid måttlig belastning är dock den medverkande betongarean avsevärt mindre än i en motsvarande platsgjuten konstruktion. Detta orsakas förmodligen av de små glipor som finns i fogarna, i kombination med det faktum att de injekterade kanalerna är kontinuerliga över elementskarvarna. Detta medför att de initiala fogöppningarna mer eller mindre blir permanenta då kanalen injekteras, eftersom den injekterade betongen i kanalen måste tryckas samman till en viss gräns innan den resterande delen av fogen stängs. Förstörande provning visar dock att skillnaderna i spänningar och styvhet är avsevärt mindre i brottgränstillståndet. Det är därför rentav rimligt att utföra tvärsnittskontroller, i brottgränstillstånd, i enlighet med de regler som anges i Eurokoderna och därmed försumma de effekter som fogarna ger upphov till. (Paper V och Kapitel 4)De överlappande betongklackarna är en väsentlig detalj i det aktuella prefabriceringssystemet. Dessa klackar har därför testats i ett laboratorium för att för utreda hur de går i brott samt vilken last kapacitet som de har. Testerna resulterade i två olika typer av brott. Den första typen av brott aktiverade skjuvarmeringen, vilket resulterade i ett tämligen duktilt brott. Denna var även det förväntande brottscenariot och tämligen i linje med de dimensionerings metoder som föreslås för denna typ av betongklackar. Den andra typen av brott som observerades var ett tämligen sprött brott i betongens täckskikt. Denna typ av brott har enbart observerats i dessa labbtester och är möjligen relaterad till utformningen av testriggen. Det rekommenderas dock starkt att utforma armeringen i klackarna så att armeringsjärnen i hona-hane överföringen överlappar varandra. Detta för att säkerhetsställa en residualhållfasthet för skjuvöverföringen även efter ett eventuellt brott i betongens täckskikt i klackarna. (Paper III och Kapitel 5)Som ett komplement till labbtesterna har fältförsök utförs på en enspannsbro. Den aktuella bron byggdes år 2000 med den prefabriceringsteknik som denna avhandling behandlar och har instrumenterats såväl år 2001 som 2011. Även dessa tester och de efterföljande FE-analyserna visar att den medverkande betongarean, under måttlig belastning, är klart mindre än den medverkande arean för en platsgjuten betongfarbana. Inga väsentliga långtidseffekter har kunnat observeras. Enbart nedböjningsfördelningen mellan balkarna, vid excentrisk last, har minskat en del efter 10 år. Denna skillnad kan indikera att fog öppningarna var större år 2011, dessa kan åtminstone delvis ha stängts under den tid som förlöpt mellan testen. (Paper IV och Kapitel 6)Huvuddelen av denna avhandling avslutas med ett kapitel som summerar den utförda forskningen genom att presentera råd och förslag på hur det går att hantera generella konstruktions- och produktions-frågor för en bro av denna typ. Dimensioneringsmetoderna är i regel de samma som för en konventionell samverkansbro med platsgjuten farbana. För denna typ av prefabricerade farbaneelement finns det dock vissa områden där dimensioneringsreglerna i Eurokoderna bör modifieras eller rentav ändras. Systemanalys och tvärsnittskontroll är två av de dimensioneringssteg där reglerna i Eurokoderna bör modifieras en del. (Kapitel 7)
Godkänd; 2012; 20120817 (robhal); LICENTIATSEMINARIUM Ämnesområde: Stålbyggnad/Steel Structures Examinator: Professor Peter Collin, Institutionen för samhällsbyggnad och naturresurser, Luleå tekniska universitet Diskutant: Professor Ian May, Herriot-Watt University Edinburgh, UK Tid: Måndag den 24 september 2012 kl 14.00 Plats: F1031, Luleå tekniska universitet

Accelerated Bridge Construction (ABC) techniques have resulted in innovative options that save time and money during the construction of bridges. One such group of techniques that has generated considerable interest is the usage of individual precast concrete members. Utilizing precast concrete decks allows for offsite curing, thus eliminating long delays due to formwork and concrete curing time. These precast concrete decks have inherent joints between the individual panels. These joints are locations for potential leakage, which can lead to corrosion or inadequate long-term performance. Post-tensioning the precast deck panels helps to eliminate leakage; however, conventional longitudinal post-tensioning systems require complete deck replacement in the event of a single faulty deck panel. A proposed post-tensioned, curved-strand connection allows for a single panel to be replaced. The capacity of the proposed curved-strand connection was investigated in order to compare its behavior to other systems that are currently in use. Tests were performed in composite negative bending, beam shear, and positive bending. The curved strand connection was found to behave similarly to the standard post-tensioning system in positive bending and shear. The curved-strand connection was found to be comparable to a standard post-tensioning system. The ultimate capacity of the curved-strand connection in negative bending was found to be 97% of the standard post-tensioning. Pre-stress losses were measured and predicted for the service life of the connection and were found to be 6% at the 75- year service life of a bridge.

Thesis (Ph. D.)--University of California, San Diego, 2010.
Title from first page of PDF file (viewed June 10, 2010). Available via ProQuest Digital Dissertations. Vita. Includes bibliographical references (leaves 205-207).

Accelerated bridge construction has quickly become the preferred method for the Utah Department of Transportation (UDOT) as well as many other DOT’s across the United States. This type of construction requires the use of full depth precast panels for the construction of the bridge deck. The segmented deck panels produce transverse joints between panels and have come to be known as the weakest portion of the deck. Cracking often occurs at these joints and is reflected through the deck overlay where water accesses and begins corrosion of the reinforcement and superstructure below. For this reason post-tensioning of the deck panels is becoming a regular practice to ensure that the deck behaves more monolithically, limiting cracking. The current post-tensioning used by UDOT inhibits future replacement of single deck panels and requires that all panels be replaced once one panel is deemed defective. The new curved bolt connection provides the necessary compressive stresses across the transverse joints but makes future replacement of a single deck panel possible without replacing the entire bridge deck. To better understand the behavior of the new curved bolt connection under loadings, laboratory testing was undertaken on both the curved bolt and the current post-tensioning used by UDOT. The testing specimens included full-scale, full-depth, precast panels that were connected using both system. The testing induced typical stresses on the panels and connections, subjecting them to negative bending and shear. The overall performance of the curved bolt proved satisfactory. The moment capacity of both connections surpassed all theoretical calculations. The yield and plastic moments were 17% and 16% lower, respectively, than the UDOT post-tension system while at those moments deflection was relatively the same. Due to the anchorage location of the curved bolts, the reinforcement around the transverse joint received up to 5 times the strain of that of the post-tension connections. Although both systems performed well when subjected to shear forces and as compared to the theoretical capacities, the post-tension connection greatly surpassed the curved bolt in shear capacity.

O presente trabalho foi realizado para estudar o efeito sobre a propagação de fraturas em juntas não-persistentes quando existe uma variação da rugosidade nas juntas. Para esta abordagem, foram analisados os modos de coalescência, o ângulo de início das fraturas, a resistência à compressão e deformação de modelos de argamassa contendo juntas não-persistentes e submetidos a estados biaxiais de tensão. Na literatura especializada encontram-se vários trabalhos que estudam o comportamento de juntas lisas não-persistentes. Infelizmente, este tipo de juntas não leva em conta os efeitos da dilatância e do aumento do atrito. Neste estudo, desenvolveu-se um método para produzir juntas rugosas não-persistentes dentro dos moldes de argamassa. Desta forma, conseguiu-se comparar os diferentes modos de ruptura, tanto para as juntas lisas como as rugosas. A configuração geométrica usada foi de 15 juntas com 'alfa' = 54 graus; 'beta' = 60 graus; Lj = Lb = 50mm e d = 25mm. Onde 'alfa' é o ângulo gerado entre o plano de uma junta e o plano formado entre as pontas de juntas não-coplanares, 'beta' é a inclinação da junta com respeito ao plano de tensão maior, Lb denota à distância entre juntas paralelas coplanares, Lj é o comprimento da junta e d é a distância entre juntas paralelas não coplanares. Estes parâmetros mantiveram-se constantes em todos os ensaios, tanto para as juntas lisas (JRC = 0) como as rugosas (JRC = 6,96 e JRC = 12,25). Usando os parâmetros acima mencionados, observou-se que o tipo de ruptura sempre aconteceu por escalonamento. Para as amostras contendo as juntas lisas, JRC = 0, o mecanismo principal de coalescência entre as juntas é a tração. Para estas juntas, os ângulos de início das fraturas, em média, resultaram de 64º e 65º para esquerda e direita, respectivamente. Em média, a resistência a compressão normalizada ('sigma'nor = 'sigma'1 - 'sigma'2 / 'sigma'cs; onde 'sigma'1 e 'sigma'2 são as tensões principais e 'sigma'cs é a resistência média à compressão simples) destes corpos de prova resultou ter o valor mais baixo, 'sigma'nor = 0,52, e a maior deformação, 'épsilon' = 0,0057. No caso das juntas com JRC = 6,7, a coalescência ocorreu tanto por tração como por cisalhamento, descrevendo um caminho ondulante entre as pontas das juntas. O ângulo médio de início das fraturas foi de 40º para o lado esquerdo e 48º para o lado direito. A resistência média normalizada destes corpos a compressão foi de 'sigma'nor = 0,54 e uma deformação de 'épsilon' = 0,0053. Com as juntas com JRC = 12,3, a coalescência também apresentou ambos os mecanismos, tração e cisalhamento, seguindo uma direção inclinada no início e trajetória reta no meio. Os ângulos de início obtidos foram 5º no lado esquerdo e 20º do lado direito. Os valores maiores de resistência média normalizada e o valor médio menor de deformação foram obtidos nestes tipo de juntas, sendo estes de 'sigma'nor = 0,59 e 'épsilon' = 0,0045. Verificou-se então que a rugosidade tem uma grande influência sobre a propagação da fratura, afetando grandemente o modo de coalescência, o ângulo de início de propagação das fraturas e a resistência e deformação total dos corpos de prova
The present experimental study was conducted to investigate the effect of joint roughness on the fracture propagation of models with non persistent joints. For this approach the parameters investigated are : coalescence, the crack initiation angle, the compressive strength and deformation of the mortar samples containing non-persistent rough joints under biaxial loading. There are many works in specialized literature that study the behavior of non-persistent smooth joints, unfortunately, this kind of approach does not take into account the effect of the dilation and the increase of friction due to the joint roughness. In this study, a new method was developed to produce non-persistent rough joints inside the mortar models. With this method it was possible to compare the different paths of rupture generated for the smooth and for the rough joints. Each sample had 15 joints with 'alfa' = 54º; 'beta' = 60º; Lj = Lb = 50mm and d = 25mm. Where 'alfa' is the formed angle between the joint plane and the plane generated by two non coplanar joint tips, 'beta' is the joint inclination angle with the principal plane stress, Lb is the distance between coplanar joints, Lj is the length of the joint, d is the distance between two non-coplanar joints. These parameters remained constant in all the tests; the only variation permitted was in the joint roughness : from smooth joints (JRC = 0) to rough joints (JRC = 6,96 and JRC = 12,25). Using the mentioned parameters before it was always obtained the stepping failure. For the samples containing smooth joints, JRC = 0, the main mechanism of coalescence is tension. For these joints the average crack initiation angles, had resulted of 64º and 65º for left and right side, respectively. The average normalized compression strength ('sigma'nor = 'sigma'1 - 'sigma'2 / 'sigma'cs; where 'sigma'1 and 'sigma'2 are the principal stresses and 'sigma'cs is the average compression strength) of these tests resulted to have the lowest value, 'sigma'nor = 0,52, and the highest deformation, 'épsilon' = 0,0057. In the case of joints with JRC = 6,7; the mechanisms of coalescence are tension and shear, growing in a waving path between the joint tips. The average crack initiation angle was of 40º for the left side and 48º for the right side of the joint. The average normalized compression strength of these tests was of 'sigma'nor = 0,54 and deformation 'épsilon' = 0,0053. With joints having JRC = 12,3; the coalescence also presents both mechanisms, tension and shear, following a direction inclined in the beginning and a straight line in the middle of the way. The crack initiation angles had been : 5º in the left side and 20º of the right side. The highest values of average normalized strength resistant and the lowest average value of deformation were found in this type of joint, being of 'sigma'nor = 0,59 e 'épsilon' = 0,0045 respectively. With this approach, it was verified that the joint roughness influence the fracture propagation, affecting the coalescence, the crack initiation angle, the resistance and total deformation of the tested specimens

As aging bridges around the United States begin to near the end of their service lives, more funding must be allocated for their rehabilitation or replacement. The Federal Highway Administrationâ s (FHWA) Long-Term Bridge Performance (LTBP) Program has been developed to help bridge stakeholders make the best decisions concerning the allocation of these funds. This is done through the use of high quality data obtained through numerous testing processes. As part of the LTBP Pilot Program, researchers have performed live load tests on the U.S. Route 15 Southbound bridge over Interstate-66. The main performance and behavior characteristics focused on are service strain and deflection, wheel load distribution, dynamic load allowance, and rotational behavior of bridge bearings. Data from this test will be used as a tool in developing and refining a plan for long-term bridge monitoring. This includes identifying the primarily loaded girders and their expected range of response under ambient traffic conditions. Information obtained from this test will also aid in the refinement of finite element models by offering insight into the performance of individual bridge components, as well as overall global behavior. Finally, the methods and results of this test have been documented to allow for comparison with future testing of this bridge, which will yield information concerning the changes in bridge behavior over time.
Master of Science

This diploma thesis deals with the development of constructive technology project od local road in Žďár nad Sázavou. Specifically, there is a solution prestressed reinforced concrete construction of the bridge over the Sázava river according to the extent of the diploma work.

Studien syftar till att ta fram rekommenderade livscykelplaner för övergångskonstruktioner för att i framtiden möjliggöra säkrare livscykelkostnadsanalyser. Nedbrytningen av övergångskonstruktioner kan grovt delas upp i två kategorier, användarrelaterad nedbrytning samt nedbrytning associerat med rådande klimatförhållanden. I studien har årsdygnstrafiken och klimatzonernas påverkan på övergångskonstruktionen studerats genom utvärdering av historiskt utförda åtgärder kopplade till Trafikverkets broförvaltningssystem BaTMan. Regressionsanalyser och överlevnadsanalyser utfördes för de vanligaste åtgärderna. Resultaten visar att utbyte av tätprofil samt övergångskonstruktion är de åtgärder som förekommer allra mest och sker i genomsnitt efter 25 respektive 33 år. Från analyserna kunde utläsas att trafikintensiteten är en faktor som direkt påverkar nedbrytningen och således reparation och utbyte av övergångskonstruktion, troligt är även att tung trafik står för en stor del av nedbrytningen. Även klimatet verkar ha en påverkan på både övergångskonstruktionens och tätprofilens livslängd. Baserat på resultaten rekommenderas tre livscykelplaner, livscykelplanerna kan användas som underlag i framtida livscykelberäkningar. De kan även användas som stöd för förvaltare vid uppbyggnad av strategier under förvaltningsfasen.
This study aims to develop recommended Life-Cycle Plans for bridge expansion joints which in the future can be used for Life-Cycle Cost analysis to achieve a higher degree of certainty. The degradation of expansion joints can be roughly divided into two categories, user-related degradation and degradation due to climatic conditions. In the study, the influence of annual average daily traffic and climate zones on the expansion joint will be studied by evaluating historically conducted maintenance actions related to the Swedish Transport Administrations (Trafikverket) bridge management system BaTMan. Regression analysis and survival analyzes were performed for the most common actions. The results show that replacement of the strip seal and the expansion joint is the most commonly performed maintenance measures and occurs on average after 25 and 33 years. From the analyzes it was deduced that the traffic intensity is a factor that directly affects the degradation and therefore also the repair and replacement of the expansion joint, likely is also that a large part of the degradation is due to the wear of heavy vehicles. The climate also seems to have an impact on the lifetime of the expansion joint as well as the strip seal. Based on the results, three Life-Cycle Plans was recommended. These Life-Cycle Plans can be used for future Life-Cycle Cost calculations but also to support bridge managers when comparing different maintenance strategies during the operational phase.

Thèse sc. techniques Lausanne EPFL, 2003 ; no 2727.
Thèse no 2727(2003) présentée à la Faculté Environnement naturel, architectural et construit, Section de génie civil, Ecole Polytechnique Fédérale de Lausanne, pour l'obtention du grade de Docteur ès sciences techniques. Literaturverz.

To design a bridge, different typologies of construction materials can be used. All materials have in common that deformations occur due to different events, such as externalloading, temperature- and moisture variations. To allow these kinds of deformations,Expansion Joints (EJs) are used in the structure. In timber bridges, these joints haveturned out to be a complex construction detail, due to problems related to their strengthand moisture capacity. The purpose of this thesis is to overview design codes and tostudy the mechanical behavior of Nosing EJs in a roadway timber bridge under externalloading. The aim is to identify critical actions and provide an alternative design of thestudied EJ. The aim is also to create a Finite Element (FE) model of the EJs and carryout calculations according to the design codes. To achieve this, literature studies, designcalculations and FE-simulations were performed. It turned out that there were lack ofearlier studies within this field. Therefore, studies which treats EJs in bridges with othermaterial than timber were considered. The results from the simulations indicated thatthe steel components in EJs are the most exposed parts in the detail. It also turned outthat an eventual failure can transferred away from the screws to the parts consideredmore favorable in the EJ.

Subject of my masters's thesis is bearing construction from wood of pedestrian bridge via river Bečva in Karolinka. Span of the pedestrian bridge is 37 meters. Three 3D models of global model of whole construction and support models are created. The resulting draft is worked up in details. This work aim on models of joints of wooden parts, boundary conditions and global function of static model.

After 17 years in service, a 3 ft by 3 ft closure pour section of an Interstate 81 (I-81) bridge deck failed by punching through near Marion, Virginia. Visual inspection noted that there was considerable corrosion on some of the reinforcing bars in the vicinity of the construction joint, while other failure bars had little or no corrosion. Sections of the bridge deck were cut and delivered to Virginia Tech for further investigation. It was clear from an initial investigation that shrinkage of the deck concrete had caused the construction joints to open and thereby allow water and chlorides to enter the joint. In addition, it was observed that several bars across the closure pour construction joints had suffered significant section loss due to corrosion, but it was not clear if fatigue and strength failure of the reinforcing bars were also contributing factor in the closure pour failure. To study the problem four fatigue tests and five strength tests performed. The specimens included six slab strips cut from the I-81 bridge deck, with the 3-ft closure pour included, and three additional specimens that were cast in the laboratory to represent a base line for performance. A three-point loading setup was used for both fatigue and strength tests. However, for the final strength and fatigue tests, a jacking system was designed and implemented in an effort to open the closure pour construction joints to simulate the open joints of the I-81 bridge. The objectives of this research program are to provide a better understanding of the closure pour failure mechanism, develop inspection procedures for Virginia Department of Transportation (VDOT) to assess its bridge inventory containing similar construction joints, and to develop recommendations for future construction of similar construction joints.
Master of Science

The Sandwich Plate System (SPS) is created by bonding two steel plates together with an elastomer core that is injected into a cavity formed by the steel plates and perimeter bars. The result is a stiffer and lighter panel that can be used for plate-like structures such as bridge decks, stadium risers or ship decks. For more versatility, the effects of welding post-injection to the SPS panels were investigated. Three post-injection welded joints were tested to determine fatigue resistance and the effects of cyclic loading on the localized debonding of the heat affected zone at the post-injection welded joint of a SPS bridge deck. Seven panels containing one of three post-injection weld configurations were investigated. Each panel was fatigue tested to ten million cycles or until failure, by applying remote bending to the post-injection welded joint. Experimental deflections and strains were compared to finite element analyses. Fatigue-life predictions were made using code based S-N curves, and a relatively new mesh-insensitive structural stress method with a master S-N curve approach. The post-injection welded joint demonstrated good fatigue resistance to recommended AASHTO loading when shims were used under the middle support to offset the camber in the SPS panels. It was also found that stresses caused by draw down of the camber had an adverse affect on the post-injection welded joint and greatly reduced its fatigue resistance.
Master of Science

Fiber reinforced polymer (FRP) composites are considered very promising for infrastructure applications such as repair, rehabilitation and replacement of deteriorated bridge decks. However, there is lack of proper understanding of the structural behavior of FRP decks. For example, due to the localization of load under a truck tire, the conventionally used uniform patch loading is not suitable for performance evaluation of FRP composite deck systems with cellular geometry and relatively low modulus (compared to concrete decks). In this current study, a simulated tire patch loading profile has been proposed for testing and analysis of FRP deck. The tire patch produced significantly different failure mode (local transverse failure under the tire patch) compared to the punching-shear mode obtained using the conventional rectangular steel plate. The local response of a cellular FRP composite deck has been analyzed using finite element simulation and results are compared with full scale laboratory experiment of bridge deck and structure. Parametric studies show that design criteria based on global deck displacement is inadequate for cellular FRP deck and local deformation behavior must be considered. The adhesive bonding method is implemented for joining of bridge deck panels and response of structural joint analyzed experimentally. Strength, failure mode and fatigue life prediction methodologies for a cellular FRP bridge deck are presented in this dissertation.
Ph. D.

Approved for public release; distribution is unlimited.
CIVINS
Two FORTRAN Programs, multiload_MAIN.f90 and Multiload_subs.F90 are included as supplemental items.
This project examines the feasibility of the creating a re-usable modular bridge kit that can be adaptable to meet the dimensional and loading needs of a given situation. The resulting body of work considers such a kit using a pin-jointed Warren truss cap

Investigation of more than seventy highway bridges revealed that multisimple-span skew bridges with expansion joints were very common in Turkish practice. The expansion joints, used to provide deck expansion against shrinkage, creep and thermal effects, create costly maintenance problems due to leaked water, impact loads and accumulated debris in the joints. Therefore, elimination of expansion joints decreases the maintenance cost for the bridges. Reinforced concrete link slabs provide continuity at the deck level with the elimination of expansion joints. This thesis focuses on evaluating the seismic behavior of the skew multisimple-span bridges in Turkey and also discusses the use of reinforced concrete link slabs as a seismic retrofit option. The effects of addition of link slab and varying skew angle on the performance of the bridges were investigated. The use of link slabs can provide a better seismic displacement control, can decrease the member forces and can prevent or reduce deterioration of the top of the piers and ends of the girders from the water and chemical leakage by abandoning or minimizing number of expansion joints.

This thesis project explores the chronic issue of untreated mental illness as a social problem within the context of the County of Santa Barbara California’s mental health public policy decision making process. As the county’s Board of Supervisors considers implementation of the California Legislature’s Assembly Bill AB1421, which provides for Assisted Outpatient Treatment, it is essential that the board fully consider the issues, community perspectives and impact. Funding to be requested in the following grant proposal is to be used for interventions providing an educational forum focusing on diverse stakeholder perspectives in order to develop implementation recommendations. Actual submission and/or funding of the grant were not required for the completion of this project. An assessment of current research establishes both that untreated mental illness is a serious social problem with high costs to the individual and communities, as well as the importance of community involvement in the development of public policy.

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 115-117)
Highway bridges are exposed to numerous elemental and loading issues that are extremely difficult for a designer to anticipate and account for during design. The current state of practice is to design a bridge deck for a certain life span and then turn the bridge over to maintenance personnel who attempt to prolong the life of the deck through a variety of repair and rehabilitation measures. These repair measures are rarely, if ever, considered during the design process of the bridge deck. Numerous researchers have looked at making bridges, specifically decks, more repairable. The majority of these research efforts have focused on the bridge deck system as a whole. Other researchers have looked at individual elements of the bridge deck to girder connection to see if the required strength could be achieved while making the connections easier to take apart. One of the main components in the bridge deck to girder system is the steel shear stud connection, which is used to create composite action between the deck and the girder. Numerous researchers have studied this connection from a strength perspective, and the strength equations for the shear connection have been codified. Shear connections using headless studs have been researched as well, but always as a part of a larger deck to girder connection system. The headless stud has never been researched to see how it responds to a shear loading. This study looks at headless studs with varying levels of debonding along the stud shaft to analyze the impact on the load resistance that the levels of debonding would have. Granular materials for the shear transfer of load are also looked at. The results show that, as expected, the headless, debonded shear studs can carry less load than a bonded stud, but the difference in load carrying capacity is within the suggested over-estimation range of the codes that other researchers have suggested. These results suggest that the use of headless, debonded shear studs in a deck to girder connection is a feasible way to make that connection more repairable.
Funded by the U.S. Dept. of the Army.
by Berndt F. Spittka
S.M.

The I-35W Bridge over the Mississippi River in Minneapolis, MN had a catastrophic failure in the main span of the deck truss in 2007. This collapse has brought significant attention on the gusset plate connections in steel truss bridges throughout the U.S. Steel truss bridge gusset plate design has not received much focus in the past 40 years, and there is a lack of consensus within the design profession on the procedures to evaluate, design, and rate these critical elements. In the short term, based on the best available information on the gusset plate design, the Federal Highway Administration (FHWA) has issued preliminary guidance. Although some experimental research has been conducted on the ultimate strength of gusset plates, much of this work has been directed toward the performance of tension members and their connections. There has been limited experimental work on the compression capacity and stability of gusset plates, but most of this work is relevant primarily to bracing connections common in building structures. This research focuses on comprehensive experimental and analytical studies on steel truss bridge gusset plate behavior. The studies include comparisons of advanced analytical models with the responses from large-scale experimental tests using discrete and innovative full-field measurements. The calibrated finite element analysis models are then utilized to study a variety of gusset plate configurations. Improved mechanistic idealizations that better capture the observed behavior in the experiments and analytical studies are proposed as the result of this work. The design checks recommended in this thesis present a comprehensive methodology for determining the ultimate gusset plate resistance. This research provides a large database of original results that will be useful for future similar studies. In addition, this research provides modeling procedures that permit the study of steel truss bridge connections and their adjacent framing members using truss bridge sub-assemblies. Based on the comprehensive analytical studies, simple and accurate design calculation procedures to assess the nominal ultimate strength of steel truss gusset plate connections are recommended for steel truss bridge gusset plate connections.

Master of Science
Department of Civil Engineering
Robert Peterman
A flowable hybrid concrete mix with a spread of 17 to 20 inches was created with a superplasticizer to be used in post-tension haunch-slab (PTHS) bridges where rebar congestion is heaviest. The mix would allow for proper concrete consolidation. A conventional concrete mix with a slump of three to four inches was also created to be placed on top of the hybrid mix. The conventional mix would be used to create a sloping surface on the top of the concrete. The two mixes could be combined in the PTHS bridge deck and act as one monolithic specimen. Standard concrete tests such as compressive strength, tensile strength, modulus of elasticity, permeability, freeze/thaw resistance, and coefficient of thermal expansion were determined for the mixes and compared. Core blocks were cast using both mixes and composite cores were drilled. The cores were tested and their composite split-tensile strengths were compared to the split-tensile strengths of cylinders made from the respective mixes. A third concrete mix was made by increasing the superplasticizer dosage in the hybrid concrete mix to create a self-consolidating concrete (SCC) mix with a 24-inch spread. The SCC mix was created as a worst-case scenario and used in the determination of shear friction. Eighty-four push-off shear friction specimens were cast using the SCC mix. Joint conditions for the specimens included uncracked, pre-cracked, and cold-joints. Uncracked and pre-cracked specimens used both epoxy- and non-epoxy-coated shear stirrups. Cold-joint specimens used both the SCC mix and the conventional concrete mix. Joint-conditions of the cold-joint specimens included a one-hour cast time, a seven-day joint with a clean shear interface, and a seven-day joint with an oiled shear interface. The shear friction specimens were tested using a pure shear method and their results were compared to the current American Concrete Institute code equation.

La conception et le calcul des assemblages à brides boulonnées munies de joints d'étanchéité sont gouvernés par des codes normalisés établis suite à des recherches ou par expériences des utilisateurs. Cependant ces codes sont susceptibles en permanence à des critiques et à des remarques suite à la découverte de leurs faiblesses. Dans l'actuelle procédure du code ASME pour la conception des assemblages à brides boulonnées, le concept de la largeur effective est présenté pour tenir compte de l'effet de la non-uniformité de distribution radiale de la contrainte de contact due à la rotation des brides. Le code fixe une valeur seuil de la largeur du joint au-dessus de laquelle un ajustement de la largeur de contact du joint est nécessaire. L'origine de ce concept n'a jamais été révélée et la validité de ce seuil n'a jamais été vérifiée. Dans les conditions de fonctionnement normal des brides utilisées avec les joints plats, la définition de ce seuil est indépendante de la charge des boulons, de la contrainte moyenne sur le joint, de la pression interne et de la flexibilité de l'assemblage. Dans ce travail, une nouvelle approche pour le calcul de cette largeur effective, basée sur les résultats d'une recherche expérimentale et entreprise en parallèle à une étude numérique par éléments finis, est présentée. Une étude sur les nouvelles limites du concept de la largeur effective du joint est entreprise. Cette approche tient compte de la distribution non uniforme de la contrainte du joint, de la flexibilité des brides et du comportement mécanique vis-à-vis les fuites de l'assemblage. Finalement un modèle mathématique approché est proposé pour calculer la valeur de la largeur effective en fonction de la contrainte moyenne appliquée sur le joint, de la rotation des brides et de la largeur de contact du joint.

Thèse (M. Ing.)--École de technologie supérieure, Montréal, 2005.
"Mémoire présenté à l'École de technologie supérieure comme exigence partielle à l'obtention de la maîtrise en génie mécanique". Bibliogr.: f. [139]-141. Également disponible en version électronique.

This master's thesis deals with the designing of the appropriate supporting steel structure footbridge for pedestrians. The footbridge is used to connect two separate buildings (buildings D and Z at the Faculty of Civil Engineering Brno University of Technology). Four variants have been designed about solutions supporting steel structure. The final variant was prepared in detail and was carried out static assessment of the individual elements and selected details. The main supporting structure of this variant are two trusses. Diagonals of these trusses are designed linkage system of Macalloy 460. Bridge deck is designed of composite steel a concrete board with crossbars. The footbridge is designed as simple beam with an overhanging end. Length span is 34.8 m, length overhanging ends is 5.8 meters. The total length of the footbridge is 40.6 meters. Width of footbridge is 2.8 meters. Free width is 2 meters. In the cross point with the axis of local road is height of footbridge above ground 4.43 meters. Next to the building Z, there is a footbridge stored on a concrete support, near the building D, the footbridge is stored on a steel frame of support. The footbridge is deposited on elastomeric bearings. The footbridge is being protected from the weather. The sheating of the building is designed by Wictec 60 system. The master's thesis also contains drawing documentation of the proposed solution.

Les différents travaux de recherche menés dans le cadre de la présente thèse, ont comme premier objectif de développer un modèle analytique pouvant prédire la relaxation de la charge des boulons en fonction du temps due au fluage des boulons, du joint d'étanchéité, de l'anneau de la bride, du cylindre, de la collerette et du couvercle plat. Dans ce modèle, des solutions analytiques pour les déplacements radiaux et axiaux et les rotations dues au fluage de ces différents éléments ont été déterminées selon leurs théories correspondantes. Par la suite, ces déflexions obtenues par le calcul analytique sont utilisées dans l'analyse d'interaction mécanique pour déterminer la relaxation de la charge des boulons et celle du joint d'étanchéité en fonction du temps. Le deuxième objectif est d'élaborer un modèle analytique pour un calcul précis, du nombre de rondelle "Belleville" ou des dimensions des manchons à installer avec les boulons. En rendant l'assemblage plus flexible à l'aide de ces méthodes, le modèle permet de vérifier si la relaxation de la charge dans les boulons due à l'effet du fluage est dans la proportion désirée. Des exemples de calcul sur différents cas d'assemblages de brides symétriques et de brides avec couvercles plats sont présentés pour illustrer la méthode analytique proposée. Les profils de la variation de la charge dans la boulonnerie et du joint d'étanchéité en fonction du temps sont analytiquement en bon accord avec les éléments finis.

Thèse (Ph.D.)--École de technologie supérieure, Montréal, 2007.
"Thèse présentée à l'École de technologie supérieure comme exigence partielle à l'obtention du doctorat en génie" "par Nechache, Akli" -- p. de t. CaQMUQET CaQMUQET Bibliogr. : f. [207]-214. Également disponible en version électronique. CaQMUQET