Journal articles: 'Composite bridges'

1

Bakht, Baidar, and Tharmalingham Tharmabala. "Steel–wood composite bridges and their static load response." Canadian Journal of Civil Engineering 14, no. 2 (1987): 163–70. http://dx.doi.org/10.1139/l87-028.

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The proposed steel–wood composite bridges incorporate longitudinal steel girders which are composite with wood deckings consisting of longitudinal laminates. The laminated decking is usually transversely prestressed. By orienting the laminates longitudinally, advantage can be taken in longitudinal bending of the dominant modulus of elasticity of wood. The paper shows that the load-carrying capacity of an existing slab-on-girder bridge with steel girders and deteriorated noncomposite concrete deck slab can be considerably enhanced by using the proposed system. The paper presents results of static load tests on two types of shear connector, some composite beams, and half-scale model of a bridge. Test data confirm the effectiveness of the composite system. Key words: bridges, composite bridges, steel–wood composite bridges, laminated wood decks, shear connectors, composites.

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Shekar, Vimala, Samer H. Petro, and Hota V. S. GangaRao. "Fiber-Reinforced Polymer Composite Bridges in West Virginia." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 378–84. http://dx.doi.org/10.3141/1819b-48.

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Fiber-reinforced polymer (FRP) composites have been used more often over the past decade than before in new construction as well as in repair of deteriorated bridges. Many of these bridges are on low-volume roads, where they receive very little attention. It is imperative that new bridge construction or repair be long lasting, nearly maintenance free, and as economical as possible. Relative to those factors, FRP composite bridges have been found to be structurally adequate and feasible because of their reduced maintenance cost and limited environmental impact (i.e., no harmful chemicals leaching into the atmosphere with longer service life). In West Virginia, 23 FRP composite bridges have been constructed, among which 18 are built on low-volume roads that have an average daily traffic (ADT) of less than 1,000, including 7 with ADT less than 400. General FRP composite bridge geometry and preliminary field responses are presented as are some of the preliminary construction specifications and cost data of FRP composite bridges built on low-volume roads in West Virginia

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Szelka, Janusz, and Zbigniew Kamyk. "The application of composites (FRP) in military bridges." Budownictwo i Architektura 12, no. 2 (2013): 063–70. http://dx.doi.org/10.35784/bud-arch.2074.

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The needs of expeditionary forces involve the use of light-weight, short-span bridges so that their transport by air would be possible. A project which is currently developed in USA aims at the elaboration of a Composite Army Bridge (CAB) assault bridge and a Modular Composite Bridge – MCB logistic bridge. In 2004 CAB successfully underwent fatigue tests. A 14 m-long, all-composite treadway bridge span was loaded by using an MLC 100 vehicle and it withstood 20 000 load cycles. The MCB will be constructed by7 m of box modules and a 6.5 m access ramp. A 26 m-long and 4 m-wide bridge span is to provide the traffic ability of MLC 65. Furthermore, works on a 10 m-long, MLC 30 composite bridge are also developed in Canada too. The paper also presents the American concept of employing a deployable bridge system by utilising a composite structure. In order to formwork and reinforce the plate, fibre reinforced polyester composites (FRP) were used. The girder construction is made of aluminium pipes forming diamond truss with curved bottom chord. After they are integrated in the structure, the top chord nodes are connected through deck plate cast in-situ. The tests indicated that there exists the possibility of using polymer composites in military bridge construction and mobile structures of composite bridges.

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Ellobody, Ehab. "Finite element modelling and design of composite bridges with profiled steel sheeting." Advances in Structural Engineering 20, no. 9 (2016): 1406–30. http://dx.doi.org/10.1177/1369433216678865.

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This article discusses the non-linear analysis and design of highway composite bridges with profiled steel sheeting. A three-dimensional finite element model has been developed for the composite bridges, which accounted for the bridge geometries, material non-linearities of the bridge components, bridge boundary conditions, shear connection, interactions among bridge components and bridge bracing systems. The simply supported composite bridge has a span of 48 m, a width of 13 m and a depth of 2.3 m. The bridge components were designed following the European code for steel–concrete composite bridges. The live load acting on the bridge was load model 1, which represents the static and dynamic effects of vertical loading due to normal road traffic as specified in the European code. The finite element model of the composite bridge was developed depending on additional finite element models, developed by the author, and validated against tests reported in the literature on full-scale composite bridges and composite bridge components. The tests had different geometries, different boundary conditions, different loading conditions and different failure modes. Failure loads, load–mid-span deflection relationships, load–end slip relationships, failure modes, stress contours of the composite bridge as well as of the modelled tests were predicted from the finite element analysis and compared well against test results. The comparison with test results has shown that the finite element models can be effectively used to provide more accurate analyses and better understanding for the behaviour and design of composite bridges with profiled steel sheeting. A parametric study was conducted on the composite bridge highlighting the effects of the change in structural steel strength and concrete strength on the behaviour and design of the composite bridge. This study has shown that the design rules specified in the European code are accurate and conservative for the design of highway steel–concrete composite bridges.

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Helba, Alaa, and John B. Kennedy. "Skew composite bridges — analyses for ultimate load." Canadian Journal of Civil Engineering 22, no. 6 (1995): 1092–103. http://dx.doi.org/10.1139/l95-127.

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The ultimate limit state design for composite skew bridges with slab-on-I-steel girders requires a reliable prediction of their ultimate load capacity. In this paper, the results from a yield-line analysis of prototype composite bridges subjected to OHBDC truck loading are presented and compared with the results from a nonlinear finite element analysis of such prototype skew bridges. The favourable comparison between the two sets of results indicates that the collapse loads of skew composite bridges can be reliably and readily predicted by the yield-line method of analysis. Equations useful for the design and analysis of skew bridges are given. The experimental results from five composite bridge models tested to failure verify and substantiate the analyses. Results of the ultimate loads of six other skew composite bridge models with punched-to-failure deck slabs are also shown. A general and simplified method relating OHBDC truck loading to the collapse load predicted using the yield-line analysis is presented. Key words: analysis, bridges, composite, design, failure patterns, finite element, models, skew, yield-line.

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Grace, Nabil F., and John B. Kennedy. "Dynamic response of two-span continuous composite bridges." Canadian Journal of Civil Engineering 15, no. 4 (1988): 579–88. http://dx.doi.org/10.1139/l88-078.

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With the continuing trend towards lighter and more flexible continuous composite bridges, problems of vibration are becoming increasingly more important. Furthermore, fatigue cracking can be a real problem in such bridges when subjected to several thousands of resonance cycles over its life. In this paper the dynamic response of continuous composite bridges and the influence of repeated loading at resonance frequency on the structural response are investigated. A closed-form series solution based on orthotropic plate theory is developed to predict the natural frequencies of two-span continuous composite bridges. Expressions for the equivalent rigidities of a composite bridge are also given. The results are verified and substantiated by experimental results from 1/4-scale bridge model. Estimates of frequencies based on beam theory as well as the effects of concrete and fatigue cracking on the natural frequencies and strain range are examined. Finally, it is shown that a fatigue-cracked composite bridge, when properly repaired, can regain most of its stiffness and ultimate load-carrying capacity. Key words: bridges, composite, concrete, continuous, dynamics, fatigue, orthotropic, rigidities, steel, tests.

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Rajchel, Mateusz, and Tomasz Siwowski. "Hybrid Bridge Structures Made of Frp Composite and Concrete." Civil and Environmental Engineering Reports 26, no. 3 (2017): 161–69. http://dx.doi.org/10.1515/ceer-2017-0043.

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

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Liu, Cheng, Jiansheng Fan, and Lifa Xiong. "Research Progress on the Temperature Field of Steel-Concrete Composite Bridge." E3S Web of Conferences 136 (2019): 04072. http://dx.doi.org/10.1051/e3sconf/201913604072.

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The research of the temperature effect of steel-concrete composite bridges is of great significance to ensure the safety and durability. The latest research progress in the field of composite bridge temperature field is introduced, including the temperature field test of indoor and outdoor composite bridge, the fine finite element model of bridge temperature field and temperature distribution law of composite bridge. The study proposes two vertical temperature distribution modes of composite bridges under the action of sunlight, which can be used as reference for composite bridge design.

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Wang, Chun Sheng, Xiao Liang Zhai, Jing Wei Zhu, and Shuang Jie Zheng. "Research and Application of Composite Girder with Concrete Filled Tubular Flange." Advanced Materials Research 250-253 (May 2011): 2538–41. http://dx.doi.org/10.4028/www.scientific.net/amr.250-253.2538.

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In order to promote the applications of steel and concrete composite girder with concrete-filled tubular up-flange (SCCGCFTF) in practical bridge engineering, some actual issues for SCCGCFTF bridge structures have been discussed. The finite element static and dynamic analysis models of SCCGCFTF and conventional composite I-shape girder (CCIG) bridge structures were established. Then the stiffness, stress and dynamic characteristics of these composite girder bridges were studied and compared. Based on the numerical analysis results, the mechanical characters of SCCGCFTF bridges are obtained, and some design rules for SCCGCFTF bridges are also proposed. The analysis results show that SCCGCFTF bridges have high practical engineering application value.

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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.

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Hällmark, Robert, Peter Collin, and Martin Nilsson. "Prefabricated Composite Bridges." IABSE Symposium Report 96, no. 9 (2009): 107–17. http://dx.doi.org/10.2749/222137809796078748.

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12

Kuntiyawichai, Kittisak, and Suchart Limkatanyu. "Effects of CFRP Strengthening on Dynamic and Fatigue Responses of Composite Bridge." Advances in Materials Science and Engineering 2014 (2014): 1–10. http://dx.doi.org/10.1155/2014/784162.

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This paper investigates the effect of CFRP strengthening on dynamic and fatigue responses of composite bridge using finite element program ABAQUS. Dynamic and fatigue responses of composite bridge due to truck load based on AASHTO standard are investigated. Two types of CFRP strengthening techniques, CFRP sheets and CFRP deck, are applied to both the damaged and undamaged bridges. For the case of damaged bridge, two through-thickness crack sizes, 3 mm and 6 mm in depth, are assumed at midspan of the steel girders. Furthermore, effects of the number of steel girders on the dynamic and fatigue responses are also considered. The results show that the maximum responses of composite bridges occur for dual lane cases. By using CFRP as a strengthening material, the maximum stress and deflection of the steel girders reduce and consequently increase the fatigue life of the girders. After introducing initial crack into the steel girders of the composite bridges, the fatigue life of the bridges is dramatically reduced. However, the overall performance of the damaged composite bridge can be improved by using CFRP, albeit with less effectiveness. Therefore, if cracks are found, steel welding must be performed before strengthening the composite bridge by CFRP.

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13

Siwowski, Tomasz, and Piotr Żółtowski. "Strengthening Bridges with Prestressed CFRP Strips." Selected Scientific Papers - Journal of Civil Engineering 7, no. 1 (2012): 79–86. http://dx.doi.org/10.2478/v10299-012-0021-2.

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Abstract Limitation of bridge’s carrying bearing capacity due to aging and deterioration is a common problem faced by road administration and drivers. Rehabilitation of bridges including strengthening may be applied in order to maintain or upgrade existing bridge parameters. The case studies of strengthening of two small bridges with high modulus prestressed CFRP strips have been presented in the paper. The first one - reinforced concrete slab bridge - and the other - composite steel-concrete girder bridge - have been successfully upgraded with quite new technology. In both cases the additional CFRP reinforcement let increasing of bridge carrying capacity from 15 till 40 metric tons. The CFRP strip prestressing system named Neoxe Prestressing System (NPS), developed by multi-disciplinary team and tested at full scale in Rzeszow University of Technology, has been also described in the paper.

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Haghani, Reza, Jincheng Yang, Marte Gutierrez, Christopher D. Eamon, and Jeffery Volz. "Fiber Reinforced Polymer Culvert Bridges—A Feasibility Study from Structural and LCC Points of View." Infrastructures 6, no. 9 (2021): 128. http://dx.doi.org/10.3390/infrastructures6090128.

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Soil–steel composite bridges (SSCB) have become increasingly popular for short-span bridges as an alternative to concrete slab bridges mainly due to their low initial cost, rapid manufacture, simplified construction, and geometrical adaptability. SSCBs have a variety of applications and can be used over waterways or roadways. While conventional bridges tend to lose their load-carrying capacity due to degradation, SSCBs gain strength because of backfill soil consolidation. However, the load carrying capacity and integrity of such structures highly depends on the condition and load-carrying capacity of the steel arch element. A major drawback of SSCBs, especially those located on waterways or with poor drainage, is corrosion and subsequent loss of cross-sectional capacity. Unfortunately, the inspection of such bridges is not straightforward and any damage/collapse will be very costly to repair/replace. Fiber reinforced polymer (FRP) composites offer an attractive alternative to replace the steel in these types of bridges. FRP composites have significantly improved durability characteristics compared to steel, which will reduce maintenance costs and improve life-cycle costs (LLCs). This paper presents a new concept to use glass FRP as a construction material to construct soil–FRP composite bridges (SFCB). Various aspects of design and manufacturing are presented along with results and conclusions from a case study involving alternative bridge designs in steel and FRP composites.

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15

Ebeido, Tarek, and John B. Kennedy. "Girder moments in simply supported skew composite bridges." Canadian Journal of Civil Engineering 23, no. 4 (1996): 904–16. http://dx.doi.org/10.1139/l96-897.

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The evaluation of girder moments in composite bridges becomes more urgent with the trend to increasing truck loads. The method specified by the American Association of State Highway and Transportation Officials for such an evaluation depends only on the centre-to-centre girder spacing. This method does not account for skew and therefore is extremely conservative for skew composite bridges, since the presence of skew reduces the longitudinal moments in the girders. The method proposed by the Ontario Highway Bridge Design Code (OHBDC) depends on the longitudinal and transverse rigidities of the bridge in addition to the girder spacing. However, this method is limited to bridges with skew parameters less than a certain value specified in the code. In this paper, the influence of skew on the moment distribution factor is investigated. Furthermore, the influences of other factors such as girder spacing, bridge aspect ratio, number of lanes, number of girders, and intermediate transverse diaphragms on the moment distribution factor are examined. An experimental program was conducted on six simply supported skew composite steel–concrete bridge models. The finite element method was used for the theoretical analysis. Good agreement is shown between the experimental results and the theoretical results. In addition, the finite element method was employed to conduct an extensive parametric study on more than 300 prototype composite bridge cases. The data generated from the parametric study were used to deduce expressions for the moment distribution factor for OHBDC truck loading and for dead load. An illustrative example is presented. Key words: bridges, codes of practice, composite, distribution, moment, reinforced concrete, skew, structural engineering, tests.

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Ebeido, Tarek, and John B. Kennedy. "Shear distribution in simply supported skew composite bridges." Canadian Journal of Civil Engineering 22, no. 6 (1995): 1143–54. http://dx.doi.org/10.1139/l95-132.

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Composite steel–concrete bridges remain one of the most common types built. Proper design of new bridges and evaluation of existing bridges requires accurate prediction of their structural response to truck loads. The American Association of State Highway and Transportation Officials has traditionally applied a load distribution factor for both moment and shear. The Ontario Highway Bridge Design Code (OHBDC) considers several parameters in establishing load distribution factors for moment. However, the method is limited to bridges with skew parameters less than a certain value specified in the code. The presence of skew reduces the longitudinal moments in the girders. However, it also causes high concentration of shear in the girder closest to the obtuse corner and reduces shear concentration in the girder closest to the acute corner as well as in the interior girders. Therefore, shear should be considered in the design of such bridges. In this paper, the influence of skew on the shear distribution factor is investigated. The influences of other factors such as girder spacing, bridge aspect ratio, number of lanes, number of girders, end diaphragms, and intermediate cross-beams are presented. An experimental program was conducted on six simply supported skew composite steel–concrete bridge models. Results from a finite element analysis showed excellent agreement with the experimental results. An extensive parametric study was conducted on prototype composite bridges subjected to OHBDC truck loading. The parametric study included more than 400 cases. The data generated were used to develop empirical formulas for shear distribution factors for OHBDC truck loading and also for dead load. An illustrative example is presented. Key words: bridges, codes of practice, composite, distribution, reaction, reinforced concrete, shear, skew, structural engineering, tests.

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Martínez-Muñoz, D., J. V. Martí, and V. Yepes. "Steel-Concrete Composite Bridges: Design, Life Cycle Assessment, Maintenance, and Decision-Making." Advances in Civil Engineering 2020 (May 28, 2020): 1–13. http://dx.doi.org/10.1155/2020/8823370.

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Steel-concrete composite bridges are used as an alternative to concrete bridges because of their ability to adapt their geometry to design constraints and the possibility of reusing some of the materials in the structure. In this review, we report the research carried out on the design, behavior, optimization, construction processes, maintenance, impact assessment, and decision-making techniques of composite bridges in order to arrive at a complete design approach. In addition to a qualitative analysis, a multivariate analysis is used to identify knowledge gaps related to bridge design and to detect trends in research. An additional objective is to make visible the gaps in the sustainable design of composite steel-concrete bridges, which allows us to focus on future research studies. The results of this work show how researchers have concentrated their studies on the preliminary design of bridges with a mainly economic approach, while at a global level, concern is directed towards the search for sustainable solutions. It is found that life cycle impact assessment and decision-making strategies allow bridge managers to improve decision-making, particularly at the end of the life cycle of composite bridges.

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Cheung, M. S., and S. H. C. Foo. "Design of horizontally curved composite box-girder bridges: a simplified approach." Canadian Journal of Civil Engineering 22, no. 1 (1995): 93–105. http://dx.doi.org/10.1139/l95-009.

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Because of their excellent torsional capacity, box girders are used extensively in modern bridge construction having curved alignments. Applications of most design codes have been limited to bridges where the radius of curvature is much greater than the span length and cross-sectional dimensions. To meet the practical requirements arising during the design process, simple design methods are needed for curved bridges. This paper presents the results of a parametric study on the relative behaviour of curved and straight box-girder bridges and on the development of a simplified design method for the combined longitudinal moment of curved bridges. The combined moment includes the effects of flexure, torsion, and distortion. Three simply supported concrete-steel composite bridge models, including single-cell, twin-cell, and three-cell box girders and subjected to loadings as specified in the Ontario Highway Bridge Design Code, were analyzed using the finite strip method. The parameters considered in the study include types of cross section; types, locations, and magnitudes of loads; span lengths; and radius of curvature. Preliminary analysis of the results suggests that the behaviour of horizontally curved box-girder bridges is dependent on a variety of parameters, but most importantly on the span-to-radius ratio. Empirical relationships for combined longitudinal moment between curved and straight box-girder bridges are also proposed. Key words: bridge, curved, composite, design, finite strip.

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Seidl, Günter, Edward Petzek, and Radu Bancila. "Composite Dowels in Bridges - Efficient Solution." Advanced Materials Research 814 (September 2013): 193–206. http://dx.doi.org/10.4028/www.scientific.net/amr.814.193.

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The bridges are vital structures for the transport infrastructure; it is a fact that, in the last decades, composite bridges became a well-liked solution in many European countries as a cost-effective and aesthetic alternative to concrete bridges. Their competitiveness depends on several circumstances such as site conditions, local costs of material and staff and the contractors experience. Beside the classical solution, the new ones with efficient design and construction improve and consolidate the market position of the steel construction and steel producing industry. These bridge solutions combine many important aspects: reduced costs, fast and simple erection, durability and robustness, low maintenance costs and an appealing aesthetical aspect. Another feature is the robustness of composite bridges. The robustness of a structure has to be defined as being the capacity of the system to keep its structural integrity for any kind of action that may occur during its service life. The present tendency in composite bridges consists in simplifying the structure as much as possible. Continuous shear connection using a cut steel strip is a solution for composite beams. With the introduction of the composite dowel the possibility is given to develop new construction methods for bridges. The paper will include interesting aspects regarding the dimensioning of the structure and technological features and also aspects related to the efficiency, robustness and fatigue behavior of the joints with composite dowels in bridges. The behavior of the dowels has a theoretical background based on laboratory investigations. The Romanian railway and highway infrastructure is presently involved in a large operation of renewal and modernization. The solution was recently introduced in Romania for three highway bridges of medium spans.

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Grossman, Madeleine, Florian Bouville, Kunal Masania, and André R. Studart. "Quantifying the role of mineral bridges on the fracture resistance of nacre-like composites." Proceedings of the National Academy of Sciences 115, no. 50 (2018): 12698–703. http://dx.doi.org/10.1073/pnas.1805094115.

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The nacreous layer of mollusk shells holds design concepts that can effectively enhance the fracture resistance of lightweight brittle materials. Mineral bridges are known to increase the fracture resistance of nacre-inspired materials, but their role is difficult to quantify due to the lack of experimental systems where only this parameter is controllably varied. In this study, we fabricate tunable nacre-like composites that are used as a model to experimentally quantify the influence of the density of mineral bridges alone on the fracture properties of nacre-like architectures. The composites exhibit a brick-and-mortar architecture comprising highly aligned alumina platelets that are interconnected by titania mineral bridges and infiltrated by an epoxy organic phase. By combining experimental mechanical data with image analysis of such composite microstructures, an analytical model is put forward based on a simple balance of forces acting on an individual bridged platelet. Based on this model, we predict the flexural strength of the nacre-like composite to scale linearly with the density of mineral bridges, as long as the mineral interconnectivity is low enough to keep fracture in a platelet pullout mode. Increasing the mineral interconnectivity beyond this limit leads to platelet fracture and catastrophic failure of the composite. This structure-property correlation provides powerful quantitative guidelines for the design of lightweight brittle materials with enhanced fracture resistance. We illustrate this potential by fabricating nacre-like bulk composites with unparalleled flexural strength combined with noncatastrophic failure.

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Kwon, Gunup, Michael D. Engelhardt, and Richard E. Klingner. "Strengthening Bridges by Developing Composite Action in Existing Non-Composite Bridge Girders." Structural Engineering International 19, no. 4 (2009): 432–37. http://dx.doi.org/10.2749/101686609789847109.

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Le Roy, Robert, Hoai son Pham, and Gilles Foret. "New wood composite bridges." Revue européenne de génie civil 13, no. 9 (2009): 1125–39. http://dx.doi.org/10.3166/ejece.13.1125-1139.

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Hällmark, Robert, Peter Collin, and Anders Stoltz. "Innovative Prefabricated Composite Bridges." Structural Engineering International 19, no. 1 (2009): 69–78. http://dx.doi.org/10.2749/101686609787398425.

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Abe, Hidehiko, Hans-Peter Andrä, Rolf Grüter, et al. "Steel Composite Railway Bridges." Structural Engineering International 2, no. 4 (1992): 259–67. http://dx.doi.org/10.2749/101686692780608444.

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Collin, Peter, and Tore Lundmark. "Competitive Swedish Composite Bridges." IABSE Symposium Report 86, no. 16 (2002): 94–104. http://dx.doi.org/10.2749/222137802796335901.

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Collin, Peter, Anders Stoltz, and Mikael Möller. "Innovative Prefabricated Composite Bridges." IABSE Symposium Report 86, no. 16 (2002): 105–15. http://dx.doi.org/10.2749/222137802796335910.

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Le Roy, Robert, Hoai Son Pham, and Gilles Foret. "New wood composite bridges." European Journal of Environmental and Civil Engineering 13, no. 9 (2009): 1125–39. http://dx.doi.org/10.1080/19648189.2009.9693178.

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Holliday, R. "Composite and wire bridges." British Dental Journal 212, no. 11 (2012): 519. http://dx.doi.org/10.1038/sj.bdj.2012.473.

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Vican, Josef, Jaroslav Odrobinak, and Peter Kotes. "Determination of Load-Carrying Capacity of Railway Steel and Concrete Composite Bridges." Key Engineering Materials 691 (May 2016): 172–84. http://dx.doi.org/10.4028/www.scientific.net/kem.691.172.

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In the frame of global European standardization and in consequence of new knowledge related to existing bridges, the need for revision of the service handbook "Determination of load-carrying capacity of railway bridges" grown up. The paper presents general concepts and basic assumptions for determining the railway bridge load-carrying capacity. In contrast to design of a new bridge, additional data related to existing bridge condition and behavior like information from regular inspections and real state of degradation can be taken into account. Based on these data together with the remaining lifetime, a modification of reliability levels for existing bridges based on the mathematic theory of probability can be adopted in the evaluation process. Special attention is also paid to the specific features of determination of load caring capacity of steel-concrete composite bridges in exploitation. Recommendation and allowances for global analysis of existing composite steel and concrete superstructures for the purpose of the load-carrying capacity estimation are discussed as well.

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Sennah, Khaled, and John B. Kennedy. "Vibrations of horizontally curved continuous composite cellular bridges." Canadian Journal of Civil Engineering 25, no. 1 (1998): 139–50. http://dx.doi.org/10.1139/l97-056.

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The use of cellular-shaped cross sections for highway bridges, especially on curved alignments, is an economical solution because of the high flexural and torsional strength of such sections. This paper summarizes the dynamic characteristics of curved composite multi-cell (contiguous boxes) bridges, continuous over two and three spans. An extensive parametric study, using the finite-element method, was conducted to evaluate the key parameters that may affect the natural frequencies and the corresponding mode shapes for this type of bridge. These parameters are end-diaphragm thickness, number of cross-bracings, aspect ratio, span-to-depth ratio, degree of curvature, number of cells, and span-to-span ratio. The effect of cracking of the concrete deck slab in the vicinity of interior supports is also investigated. Results obtained from tests on a 1/12 scale two-span continuous curved composite three-cell bridge model are used to substantiate the analytical modelling. Based on the data generated from the parametric study, empirical formulas for the dominant frequency are deduced. An illustrated design example is presented. A study is also conducted to determine the dynamic deflections caused by a moving truck over the bridge with a view to improve human discomfort and perception to vibration.Key words: box girder, bridges, cellular, curved, composite, continuous, dynamic analysis, experimental, finite-element.

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Xiang, Zhong Fu, and Yong Zeng. "Chongqing Bridge and its Combination Bridge." Applied Mechanics and Materials 147 (December 2011): 45–49. http://dx.doi.org/10.4028/www.scientific.net/amm.147.45.

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A brief introduction is given about the history and current situation of Chongqing Bridge. Several combination bridges are introduced in detail about structure characteristic and innovation: Chongqing Wushan Yangtze River Bridge--steel tube- concrete composite arch bridge; Twinning of Chongqing Yangtze River Bridge--steel-concrete composite rigid frame bridge; Chaotianmen Yangtze River Bridge --steel truss - arch composite bridge; Caiyuanba Yangtze River Bridge --Rigid Frame - Tied Arch Bridge.

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Wang, Wei An, Qiao Li, Can Hui Zhao, and Wei Lin Zhuang. "Dynamic Properties of Long-Span Steel-Concrete Composite Bridges with External Tendons." Advanced Materials Research 831 (December 2013): 359–63. http://dx.doi.org/10.4028/www.scientific.net/amr.831.359.

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The dynamic performance of large-span steel-concrete composite bridges with external tendons is investigated by deriving the formula of equivalent damping ratios of composite bridges, and by considering the influence of shear connectors stiffness of composite girders, external tendons, and pile-soil dynamic interactions on the dynamic properties of steel-concrete composite bridge. Finite element analysis indicates that the equivalent damping ratio has a significant influence on the dynamic response and damping coefficient adjusted must be conducted in structural dynamic analysis.

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Razaqpur, A. Ghani, and Afshin Esfandiari. "Redistribution of longitudinal moments in straight, continuous concrete slab – steel girder composite bridges." Canadian Journal of Civil Engineering 33, no. 4 (2006): 471–88. http://dx.doi.org/10.1139/l06-025.

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The effect of loading and geometric parameters on the transverse and longitudinal redistribution of moments in continuous composite bridges, comprising a concrete slab on parallel steel girders, is investigated with the nonlinear finite element method. Fifty bridges are analyzed over their entire range of loading up to failure, and their moment redistribution factors are determined and compared with the relevant predictions of the Canadian Highway Bridge Design Code (CHBDC) and the AASHTO LRFD Bridge Design Specifications. The parameters studied included truck position along the bridge, number of loaded lanes, bridge width, number of girders, slab thickness, degree of composite action, and presence of diaphragms. The study reveals that among the preceding parameters only the number of loaded lanes and the bridge width significantly affect transverse redistribution of moments at ultimate limit state (ULS). However, most of the preceding parameters affect longitudinal redistribution at ULS. Finally, it is demonstrated that plastic analysis of composite multi-girder continuous bridges, treated as an equivalent beam, provides a reasonable estimate of their longitudinal moment redistribution capacity at ULS. It is demonstrated that the actual load-carrying capacity of a composite bridge may be more than 50% higher than that predicted by the CHBDC or AASHTO code. Such higher predicted capacity may obviate the need for retrofit in some cases.Key words: analysis, bridge, composite, concrete, distribution, finite element, inelastic, load, steel.

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Salem, Adel H., Mohamed A. El-Aghoury, Ezzeldin Y. Sayed-Ahmed, and Tarek S. Moustafa. "Composite steel-free deck bridges: Numerical modelling and pilot parametric study." Canadian Journal of Civil Engineering 29, no. 5 (2002): 662–78. http://dx.doi.org/10.1139/l02-060.

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During the past decade, composite steel-free deck bridges came to reality in Canada through the construction of five bridges. The new structural system enables the construction of a concrete deck that is totally devoid of all internal steel reinforcement. Traditionally, reinforced concrete bridge decks are designed to sustain loads in flexure. The steel-free deck bridge system develops internal compressive forces "internal arching," which leads to failure by punching shear at substantially higher loads than the flexural design load. The fibre-reinforced concrete deck is usually attached to the steel girders through flexible shear connectors. These steel girders are transversely tied together by steel straps and cross frames. In this paper, the concept of the new bridge system is briefly discussed. The generations of the deck slabs are introduced. Brief outlines of the bridges built to date with this new technology are presented. A three-dimensional finite element model is then proposed to study the behaviour of the main structural component of the new system. The model is verified against previous experimental results and is used to perform a parametric study on some aspects which are thought to significantly affect the behaviour of the new steel-free deck bridge system.Key words: bridges, composite girders, finite element method, steel-free deck, steel straps.

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Cai, Zhehan, Zhijian Wang, Kaiqi Lin, Ying Sun, and Weidong Zhuo. "Seismic Behavior of a Bridge with New Composite Tall Piers under Near-Fault Ground Motion Conditions." Applied Sciences 10, no. 20 (2020): 7377. http://dx.doi.org/10.3390/app10207377.

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Currently, the seismic designs of reinforced concrete (RC) bridges with tall piers are often accomplished following the ductility-based seismic design method. Though the collapses of the RC bridges with tall piers can be avoided, they are likely to experience major damage and loss of functionality when subjected to strong near-fault ground motions. The objectives of this study are to put forward an innovative design concept of a tall-pier system and its application in tall-pier bridges. The concept of the innovative tall-pier system is derived from the principle of earthquake-resilient structures, and is to improve the seismic performances of the tall-pier bridges under strong near-fault ground motions. The proposed tall-pier system has a box section and is composed of four concrete-filled steel tubular (CFST) columns and energy dissipating mild steel plates (EDMSPs). Trial design of a bridge with the new composite tall-pier system is performed based on a typical continuous rigid frame highway bridge with conventional RC box section tall piers. Both static analysis and nonlinear time history analysis of both the bridges with the new composite tall piers and conventional RC tall piers under the near-fault velocity pulse-type ground motions were conducted in Midas Civil2019 and ABAQUS. The results show that: under the design-based earthquake (DBE), the CFST columns and connecting steel beams remain elastic in the bridge with the new composite tall piers, while the damage is found in the replaceable EDMSPs which help dissipate the seismic input energy. The displacement responses of the new bridge are significantly smaller than those of the conventional bridge under DBE. It is concluded that the bridge with the new composite tall piers is seismic resilient under near-fault ground motions.

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Kim, Sung Tae, Sung Yong Park, Keun Hee Cho, Jeong Rae Cho, and Byung Suk Kim. "The Applicability Study on the FRP-Concrete Composite Bridge Deck for Cable-Stayed Bridges." Key Engineering Materials 525-526 (November 2012): 593–96. http://dx.doi.org/10.4028/www.scientific.net/kem.525-526.593.

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This study is related to the FRP-concrete composite bridge deck for cable-stayed bridges developed by the Korea Institute of Construction Technology since 2007. This deck disposes a FRP panel at the bottom and is orthotropic owing to its fabrication through pultrusion process. In the cable-stayed bridge applying precast deck, support conditions occur at the cross beam and edge girder. Therefore, need is to verify the performances in the longitudinal and transverse directions when applying the orthotropic deck to cable-stayed bridges. Accordingly, specimens enabling to verify the performance in each direction are fabricated and subject to structural performance test. Based on the test results, the serviceability and applicability of the FRP-concrete composite deck to cable-stayed bridges are evaluated.

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Flaga, Kazimierz, and Kazimierz Furtak. "Application of Composite Structures in Bridge Engineering. Problems of Construction Process and Strength Analysis." Civil And Environmental Engineering Reports 15, no. 4 (2015): 57–85. http://dx.doi.org/10.1515/ceer-2014-0035.

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

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Yang, Jian Rong, Zuo Xiong Zheng, He Xian Su, and Zheng Cong Lai. "Static Load Test and Modal Analysis of Qingshui River Bridge." Advanced Materials Research 588-589 (November 2012): 166–69. http://dx.doi.org/10.4028/www.scientific.net/amr.588-589.166.

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A load test on a multi-girder concrete bridge of 30m Span having a non-composite deck slab is described. The bridge was designed to have eight simple supported spans, each consisting of a cross section with six RC T beam. Through analyzing the static and dynamic character of bridge structures, calculating efficiency ratio of load test, picking up the results of observation points, it was determined that the girders were acting non-compositely with the concrete deck and that significant restraint was being developed at the bearing supports. Modal analysis and identification ascertain the characteristic properties of bridges from their response. The damage in bridges may be reflected in the changes of their natural frequencies or modes of natural vibration.

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Battles, Eoin P., Habib J. Dagher, and Beckry Abdel-Magid. "Durability of Composite Reinforcement for Timber Bridges." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 131–35. http://dx.doi.org/10.3141/1696-54.

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Fiber-reinforced polymeric (FRP) composites are materials that are increasing in use in civil engineering applications. Despite the excellent mechanical properties and corrosion resistance offered by these organic matrix materials, their susceptibility to the synergistic effects of stress and environmental weathering hinders their widespread acceptance in civil engineering. The durability of a specific formulation of wood-compatible, pultruded, E-glass–phenolic composite is characterized. This composite is unique because its layered structure and void content make it compatible with standard structural wood adhesives. The durability of this wood-compatible FRP reinforcement cannot be directly determined from published work on the durability of E-glass composites because of its unique design. A durability test matrix was generated according to specifications and test standards from the International Conference of Building Officials Evaluation Service, Inc., and from the California Department of Transportation. Physical and mechanical properties that were used as indicators of degradation mechanisms and that applied to the bridge environment included tensile behavior, interlaminar shear strength, void content, and glass-transition temperature. Environmental testing involved exposure to various storage media, such as moisture, saline solutions, and calcium carbonate, followed by mechanical testing. Other exposure treatments included dry heat, cyclic freeze-thaw, accelerated weathering, and natural weathering. In addition to the strength-retention determination after environmental conditioning, control and exposed specimens were examined visually with optical and scanning electron microscopy to determine surface changes and their effect on failure and fracture modes.

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Mohseni, Iman, Amin Ashin, Won Choi, and Junsuk Kang. "Development of Dynamic Impact Factor Expressions for Skewed Composite Concrete-Steel Slab-On-Girder Bridges." Advances in Materials Science and Engineering 2018 (July 10, 2018): 1–9. http://dx.doi.org/10.1155/2018/4313671.

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In order to take into account the dynamic effects of moving vehicles, bridges are designed to carry static loads that are increased by dynamic impact (IFs) factors (or dynamic amplification factors) that are a function of either the span or the first flexural natural frequency of the bridge. However, this approach tends to produce very conservative designs as the IFs are calculated based on a relatively few general parameters, ignoring many significant bridge and truck dynamic characteristics. This paper presents a method for determining more realistic dynamic impact factors for skewed composite slab-on-girder bridges under AASHTO LRFD truck loading. An extensive parametric study of over 125 bridge prototypes examined key parameters, namely, the number of girders, number of lanes, skew angle, and span length. Based on the data generated by this analysis, appropriate expressions for dynamic impact factors for the longitudinal moment and deflection are proposed. In order to reduce the complexity of proposed expressions, the effects of road surface roughness on dynamic responses of bridge-vehicle interaction are considered in bridge modeling. The findings of this study are expected to help bridge engineers to design composite slab-on-girder bridges more reliably and economically and can also be used to reassess the safe live-load capacity of existing structures, potentially preventing the unnecessary posting or closing of busy highway bridges.

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Korotkov, I. A., A. V. Borschev, R. Y. Karavaev та F. S. Vlasenko. "CONSTRUCTION OF СONCRETE-COMPOSITE BRIDGES". Proceedings of VIAM, № 1 (2015): 7. http://dx.doi.org/10.18577/2307-6046-2015-0-1-7-7.

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Kennedy, John B., and Mohamed H. Soliman. "Temperature Distribution in Composite Bridges." Journal of Structural Engineering 113, no. 3 (1987): 475–82. http://dx.doi.org/10.1061/(asce)0733-9445(1987)113:3(475).

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Fu, H. C., S. F. Ng, and M. S. Cheung. "Thermal Behavior of Composite Bridges." Journal of Structural Engineering 116, no. 12 (1990): 3302–23. http://dx.doi.org/10.1061/(asce)0733-9445(1990)116:12(3302).

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Dunker, Kenneth F., F. Wayne Klaiber, Fouad K. Daoud, and W. W. Sanders. "Strengthening of Continuous Composite Bridges." Journal of Structural Engineering 116, no. 9 (1990): 2464–80. http://dx.doi.org/10.1061/(asce)0733-9445(1990)116:9(2464).

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Gimsing, Niels J. "The Perspective for Composite Bridges." Structural Engineering International 20, no. 2 (2010): 125. http://dx.doi.org/10.2749/101686610791283614.

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Saul, Reiner. "Bridges with Double Composite Action." Structural Engineering International 6, no. 1 (1996): 32–36. http://dx.doi.org/10.2749/101686696780496067.

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47

Podworna, M., and M. Klasztorny. "Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 1: Series-of-types of steel-concrete bridges." Bulletin of the Polish Academy of Sciences: Technical Sciences 62, no. 1 (2014): 165–79. http://dx.doi.org/10.2478/bpasts-2014-0018.

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Abstract A new series-of-types of single-span simply-supported railway composite (steel-concrete) bridges, with a symmetric platform, has been designed according to the Polish bridge standards. The designed bridges/viaducts are located on the main railways of the classification coefficient k = +2. A ballasted track structure adapted to high operating speeds has also been designed. The ultimate limit states and the limit states corresponding to the bridges undertaken are collected and discussed. The bridges have been designed in accordance with contemporary art engineering, with geometric and material optimization, avoiding overdesign. A new methodology of numerical modelling and simulation of dynamic processes in composite bridge/ballasted track structure/high speed train systems, developed in Part 2 and Part 3, has been applied and implemented in a problem-oriented computer programme. A new approach to predicting forced resonances in those systems is formulated and tested numerically. It has been proved that in the case of typical structural solutions of bridges and ballasted track structures, it is necessary to introduce certain limitations for operating speeds of trains

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Cha, Taegweon, and Ilyoung Jang. "Analysis of Static Characteristics of Steel Box Girder Bridge being composited High Strength Concrete at the Lower Flange of the Support." Journal of the Korean Society of Hazard Mitigation 21, no. 1 (2021): 219–24. http://dx.doi.org/10.9798/kosham.2021.21.1.219.

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The steel box girder bridge has excellent applicability to curved bridges owing to its large torsional rigidity. In addition, because the weight of the segments is smaller than that of concrete bridges, it also has many applications for medium-range bridges. However, when a bridge with a span greater than 70 m is constructed, the height of the steel box girder increases, which is disadvantageous for the manufacture and transportation of girders and for bridge construction. Therefore, improvements in the construction methods are required to facilitate construction. Therefore, a structural system of a double composite box girder bridge with an upper slab and composite high-strength concrete at the lower flange of the support of continuous span was proposed, and the structural performance was verified by finite element analysis and a static loading test of an actual specimen. It was confirmed that such a structure minimizes the height of the girder of continuous support by optimizing the sectional efficiency and also improves usability.

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Peterman, Robert J., and Julio A. Ramirez. "Performance Evaluation of Composite Prestressed Concrete Slab Bridges." Transportation Research Record: Journal of the Transportation Research Board 1740, no. 1 (2000): 12–18. http://dx.doi.org/10.3141/1740-02.

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The results from a research project that evaluated the long-term performance of bridges constructed with composite prestressed concrete panels are summarized. The particular construction system investigated used full-span prestressed concrete panels that would be typical for bridges with spans of 12 m (40 ft) or less. A full-scale bridge specimen was constructed and subjected to 5 million cycles of service loading and 48 weeks of durability exposure cycling. This was done to assess the potential for delamination as well as the resistance to chloride-induced reinforcement corrosion. The exposure cycling greatly accelerated the rate of penetration of chlorides, producing concentrations in the deck that exceeded those from bridges that had been in service for nearly 40 years. The results from this study showed that long-term composite behavior can be achieved in these structures by applying a raked finish to the top surface of the prestressed panels. Corrosion measurements revealed the need to modify the positive-moment connections at interior piers to provide a more durable structure.

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Goroumaru, H., K. Shiraishi, H. Hara, and T. Komori. "Prediction of Low Frequency Noise Radiated from Vibrating Highway Bridges." Journal of Low Frequency Noise, Vibration and Active Control 6, no. 4 (1987): 155–66. http://dx.doi.org/10.1177/026309238700600403.

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Low frequency noise radiated from highway bridges due to fast moving heavy vehicles, is giving rise to a new traffic problem. In order to solve this problem, it is necessary to consider the reduction of noise and control of bridge vibrations. In this research, measurements of low frequency noise radiated from highway bridges and measurements of bridge vibration were carried out. From these results, the radiation efficiency of the slabs of the highway bridges was determined. Four types of bridge were measured, steel composite girder bridges, steel plate girder bridges, steel truss bridges and PC-girder (T) bridges. From experimental formulae for the radiation efficiency, and from vibration acceleration levels, the sound pressure levels and 1/3 octave band spectra of the low frequency noise radiated from the slabs were predicted. As a result, the sound pressure level at an arbitrary point can be predicted by measuring the vibration acceleration level of the bridge. Predictive calculation results agreed relatively well with measured values, particularly at locations close to the bridges.

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Journal articles on the topic 'Composite bridges'

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