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1
Lantsoght, Eva O. L., Rutger Koekkoek, Cor van der Veen, and Henk Sliedrecht. "Fatigue Assessment of Prestressed Concrete Slab-Between-Girder Bridges." Applied Sciences 9, no. 11 (June 5, 2019): 2312. http://dx.doi.org/10.3390/app9112312.
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In the Netherlands, the assessment of existing prestressed concrete slab-between-girder bridges has revealed that the thin, transversely prestressed slabs may be critical for static and fatigue punching when evaluated using the recently introduced Eurocodes. On the other hand, compressive membrane action increases the capacity of these slabs, and it changes the failure mode from bending to punching shear. To improve the assessment of the existing prestressed slab-between-girder bridges in the Netherlands, two 1:2 scale models of an existing bridge, i.e., the Van Brienenoord Bridge, were built in the laboratory and tested monotonically, as well as under cycles of loading. The result of these experiments revealed: (1) the static strength of the decks, which showed that compressive membrane action significantly enhanced the punching capacity, and (2) the Wöhler curve of the decks, showed that the compressive membrane action remains under fatigue loading. The experimental results could then be used in the assessment of the most critical existing slab-between-girder bridges. The outcome was that the bridge had sufficient punching capacity for static and fatigue loads and, therefore, the existing slab-between-girder bridges in the Netherlands fulfilled the code requirements for static and fatigue punching.
2
Chen, Jihao, Shun Bo Zhao, and Ji Tao Yao. "The Connection Form of New-Built and Existing Bridge Effect on Transverse Distribution of Vehicle Load." Advanced Materials Research 250-253 (May 2011): 3008–11. http://dx.doi.org/10.4028/www.scientific.net/amr.250-253.3008.
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Connection the upper components and disconnection the other components is widely used in the expressway hollow slab bridge widening and reconstruction. How to design the transverse joint between newly-built and existing bridges is a key problem in the renovation of prestressed concrete bridges. In this paper, combined with a freeway widening project, 2 kinds of different connection forms were compared by their transverse distribution influence lines, which were calculated by finite element method. The results show that the new and old bridges are working together after widening, which makes vehicle loads of the slabs of the old bridge are reduced, especially the side slab of old bride which was next to the slab of newly-built bridge dropped by nearly 50%. So the bridge widening strengthens the safety of old bridge. And the weak connection of the bridge is always the connection of newly-built bridge and existing bridge, which is accorded with practical situation. So the particular attention should be given to the connection. It provides a basis for widening the old bridge and a reference for widening and maintenance the same kind of bridges.
3
Toledo, William, Leticia Davila, Ahmed Al-Basha, Craig Newtson, and Brad Weldon. "Shrinkage in Ultra-High Performance Concrete Overlays on Concrete Bridge Decks." MATEC Web of Conferences 271 (2019): 07008. http://dx.doi.org/10.1051/matecconf/201927107008.
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This paper investigates the shrinkage and thermal effects of an ultra-high performance concrete (UHPC) mixture proposed for use as an overlay material for concrete bridge decks. In this study, early-age and longer-term shrinkage tests were performed on the locally produced UHPC. Thermal and shrinkage effects in normal strength concrete slabs overlaid with UHPC were also observed. Early-age shrinkage testing showed that approximately 55% of the strain occurred in the plastic state and may not contribute to bond stresses since the elastic modulus of the UHPC should be small at such early ages. Thickness of the substrate and amount of reinforcing steel were important factors for shrinkage in the slabs. The thickest slab experienced greater shrinkage than thinner slabs. Comparing this slab to a thinner slab with the same reinforcement indicated that reinforcement ratio is more important than the area of steel.
4
Xu, Xiaoqing, and Yuqing Liu. "Load Capacities of Steel and Concrete Composite Bridge Deck Slab with Haunch." Advances in Civil Engineering 2017 (2017): 1–15. http://dx.doi.org/10.1155/2017/3295303.
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An innovative steel and concrete composite bridge deck slab using bent bars and epoxy as shear connectors was proposed. Four slab specimens with different types of concrete were fabricated and tested to study the load capacities of positive and negative moment regions of the slabs. The cracking and ultimate loads of the specimens were recorded and compared with the results calculated through the reinforced concrete theory and with the design load of the bridge deck slab. It was found that reinforced concrete theory can generally be applied for the proposed slab as well. The effectiveness of the shear connector design of the proposed slab was validated. Meanwhile, the unfavourable effect of the haunch on the shear capacities of the positive moment region of steel and concrete composite bridge deck slab was observed.
5
El-Salakawy, Ehab, Brahim Benmokrane, and Gérard Desgagné. "Fibre-reinforced polymer composite bars for the concrete deck slab of Wotton Bridge." Canadian Journal of Civil Engineering 30, no. 5 (October 1, 2003): 861–70. http://dx.doi.org/10.1139/l03-055.
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A new concrete bridge in the Municipality of Wotton, Quebec, Canada, was constructed using fibre-reinforced polymer (FRP) bars as reinforcement for the deck slab. The new bridge is a girder type with four main girders simply supported over a span of 30.60 m. One half of the concrete deck slab was reinforced with carbon and glass FRP bars, and the other half with conventional steel bars. The design of the reinforced concrete deck slab was made according to sections 8 and 16 of the new Canadian Highway Bridge Design Code. The bridge was well instrumented at critical locations for long-term internal temperature and strain data collection using fibre optic sensors. The construction of the bridge was completed and the bridge opened for traffic in October 2001. The bridge was then tested for service performance using standard truckloads. Design, construction details, and the results of the field test and 1 year of remote monitoring are discussed. Under the same real service and environmental conditions, very similar behaviour was obtained from the FRP (glass and carbon) and steel bars.Key words: concrete bridges, deck slabs, FRP bars, field test, fibre optic sensors, remote monitoring, serviceability.
6
Liu, Han Yong, Shang Chuan Zhao, and Long Li. "Study on Bridge Deck Link Slabs of Simply Supported Girder Bridges." Advanced Materials Research 1079-1080 (December 2014): 280–85. http://dx.doi.org/10.4028/www.scientific.net/amr.1079-1080.280.
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Accordingto the status of seriously early disease, the diseases investigation and causesanalysis were performed on bridge deck link slabs. The results show thattransverse cracks and pot holes are the main forms of diseases of bridge decklink slabs. The main reason of diseases for bridge deck link slabs is the lightstructure, mechanical complex, unclearly to the performance under force, anddifficult to guarantee the quality of construction. According to the causes ofdiseases, the linear elastic analysis was performed on bridge deck link slabunder loading. The formula of maximum tensile stress of concrete in bridge decklink slab is derived. The main factors affecting the internal force of bridgedeck link slab were analyzed. The suitable structure of bridge deck link slabsis proposed.
7
Bae, Jae-Hyun, Hoon-Hee Hwang, and Sung-Yong Park. "Structural Safety Evaluation of Precast, Prestressed Concrete Deck Slabs Cast Using 120-MPa High-Performance Concrete with a Reinforced Joint." Materials 12, no. 18 (September 19, 2019): 3040. http://dx.doi.org/10.3390/ma12183040.
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Prestressed concrete structures are used in various fields as they can reduce the cross-sectional area of members compared with reinforced concrete structures. In addition, the use of high-performance and strength concrete can help reduce weight and achieve excellent durability. Recently, structures have increasingly been constructed using high-performance and strength concrete, and therefore, structural verification is required. Thus, this study experimentally evaluated the structural performance of a long-span bridge deck slab joint, regarded as the weak point of structures. The specimens were designed with a 4 m span for application to cable-stayed bridges. To ensure the required load resistance and serviceability, the specimens comprised of 120 MPa high-performance fiber-reinforced concrete and were prestressed. The deck slabs satisfied all static and fatigue performance as well as serviceability requirements, although they were thinner than typical concrete bridge deck slabs. The study also verified whether the deck slabs were suitable to help implement precast segmental construction methods. Finally, the results confirmed that the structural performance of the developed prestressed concrete (PSC) deck slab was sufficient for the intended bridge application as it achieved a sufficiently large safety factor in the static and fatigue performance tests, relative to the design requirement.
8
Bakht, Baidar. "Revisiting arching in deck slabs." Canadian Journal of Civil Engineering 23, no. 4 (August 1, 1996): 973–81. http://dx.doi.org/10.1139/l96-902.
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The arching action in concrete deck slabs of girder bridges is generally recognized and is utilized by the Ontario Highway Bridge Design Code, and some other codes, to specify an empirical design method which leads to considerable savings in the amount of reinforcement. Despite this general recognition, there are some aspects of the arching action that are yet to be explored. To the knowledge of the author, all reported laboratory and field tests on deck slabs exploring its arching action under applied loads have been conducted by measuring strains in the bottom transverse reinforcement midway between the girders. Based on the results of tests on a full-scale model of a deck slab, it has been confirmed in this note that the transverse bottom reinforcement in the deck slab acts as a tie to the internal transverse arch in the slab. Because of embedment in concrete, the force in this reinforcement is the smallest midway between the girders, and not the largest as would be the case if the slab were in pure bending. Key words: arching in slabs, deck slabs, girder bridge, punching shear, steel-free deck slabs.
9
Chen, Yung Tsang. "An Experimental Study on the use of Fiber-Reinforced Concrete in Bridge Approach Slabs." Applied Mechanics and Materials 361-363 (August 2013): 1217–22. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.1217.
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Fiber-reinforced concrete is well known for crack control by bridging cracks in the concrete. Short, discontinuous fibers are added into plain concrete to provide post-cracking ductility to the fiber-reinforced concrete. Although fiber-reinforced concrete has been used in various civil engineering applications, the practical application of fiber-reinforced concrete in bridge approach slabs is rarely found. In this paper, steel fibers, serving as macro-fibers, and polyvinyl alcohol fibers, serving as micro-fibers, were added to the approach slab concrete for crack control purpose. This paper describes flexural tests of four fiber-reinforced concrete beams and loading test of a full scale fiber-reinforced concrete approach slab. Results from the flexural beam test show that the addition of fibers greatly improves the fracture toughness of the concrete. Results from the loading test show that the overall performance of the slab is comparable to conventional reinforced concrete approach slabs, and the surface cracks on the slab due to negative moment can be adequately controlled by the addition of steel and polyvinyl alcohol fibers into concrete, even without top reinforcement mat.
10
Zhan, Xuefang, Kaile Liu, Yi-Bin Zhao, and Hengli Yan. "Tensile Performance of SHCC Road-Bridge Link Slabs in Fully Jointless Bridges." Advances in Civil Engineering 2021 (January 31, 2021): 1–14. http://dx.doi.org/10.1155/2021/6643643.
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Deformation of the main girder is absorbed by a continuously reinforced concrete pavement (CRCP) with microcracks in fully jointless bridges. The conventional fully jointless bridge has been challenged by durability and reliability issues because the CRCP is vulnerable to crack and hard to control the crack width when it suffers temperature variation. In this paper, a new type of fully jointless bridge with the road-bridge link slabs using strain-hardening cementitious composite (SHCC) material is investigated. First, an experiment was carried out to study the material properties of SHCC material for a preliminary assessment of road-bridge link slab performance using this material. Results found that SHCC is adequate for link slabs for its high tensile ductility and fine cracks development. Second, an SHCC slab model tensile test was carried out to study the absorptive capacity and the crack distribution of the SHCC slab. Results verified the high absorptive deformation capacity of the SHCC slabs. When the longitudinal deformation reaches 10 mm, the surface cracks in the SHCC slab are fine and dense, the crack width is kept in 80 μm, and the internal force is small. Third, by comparing the tensile test results with a conventional CRCP slab with same length, it is found that an SHCC slab has higher absorption capacity, better crack distribution, and smaller internal force than a CRCP slab. Finally, through ABAQUS finite element modelling, the stress performance of SHCC road-bridge link slabs is simulated using a trilinear constitutive model. The calculated results are consistent with the experimental results.
11
Bakht, Baidar, and Akhilesh C. Agarwal. "Deck slabs of skew girder bridges." Canadian Journal of Civil Engineering 22, no. 3 (June 1, 1995): 514–23. http://dx.doi.org/10.1139/l95-060.
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Canadian codes allow the design of concrete deck slabs of slab-on-girder bridges by taking account of the internal arching action that develops in these slabs under concentrated wheel loads in particular. Provided that certain prescribed conditions are met, a deck slab is deemed to have met the design criteria if it is provided with a top and a bottom layer of steel reinforcement with each layer consisting of an orthogonal mesh of steel bars in which the area of cross section of the bars in each direction is at least 0.3% of the effective area of cross section of the deck slab. For deck slabs of bridges having skew angles greater than 20°, the codes require the minimum amount of reinforcement to be doubled in the end zones near the skew supports. Model testing has shown that need for such an increase can be eliminated by providing composite end diaphragms with high flexural rigidity in the horizontal plane. The proposed concept is tested on a model of fibre-reinforced concrete deck without steel reinforcement in which deficiencies in the confinement of the deck slab readily manifest themselves in form of a bending, rather than punching shear, failure. Key words: highway bridges, bridge decks, deck slabs, skew deck, skew bridges, fibre-reinforced concrete decks.
12
Abdelrahman, Amr, Mohamed Tawfik, and A. El-Saify. "Investigation on the performance of bridge approach slab." MATEC Web of Conferences 162 (2018): 04014. http://dx.doi.org/10.1051/matecconf/201816204014.
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In Egypt, where highway bridges are to be constructed on soft cohesive soils, the bridge abutments are usually founded on rigid piles, whereas the earth embankments for the bridge approaches are directly founded on the natural soft ground. Consequently, excessive differential settlement frequently occurs between the bridge deck and the bridge approaches resulting in a “bump” at both ends of the bridge deck. Such a bump not only creates a rough and uncomfortable ride but also represents a hazardous condition to traffic. One effective technique to cope with the bump problem is to use a reinforced concrete approach slab to provide a smooth grade transition between the bridge deck and the approach pavement. Investigating the geotechnical and structural performance of approach slabs and revealing the fundamental affecting factors have become mandatory. In this paper, a 2-D finite element model is employed to investigate the performance of approach slabs. Moreover, an extensive parametric study is carried out to appraise the relatively optimum geometries of approach slab, i.e. slab length, thickness, embedded depth and slope, that can yield permissible bumps. Different geo-mechanical conditions of the cohesive foundation soil and the fill material of the bridge embankment are examined.
13
Alkhrdaji, Tarek, Antonio Nanni, and Randy Mayo. "Upgrading Missouri Transportation Infrastructure: Solid Reinforced-Concrete Decks Strengthened with Fiber-Reinforced Polymer Systems." Transportation Research Record: Journal of the Transportation Research Board 1740, no. 1 (January 2000): 157–63. http://dx.doi.org/10.3141/1740-20.
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More than 40 percent of the bridges in the United States need repair, strengthening, or replacement. Because of limited funds, many states are forced to post load restrictions on their bridges as a temporary measure. Recently, fiber-reinforced polymers (FRPs) have emerged as a practical solution for repair or strengthening of highway bridges. Since there are no nationally accepted specifications for design and construction with bonded FRP reinforcement, the Missouri Department of Transportation (MoDOT) has funded a research program aimed at validating the design and analysis procedure through strengthening and testing to failure of bridges under realistic highway loading and conditions. Two bridges, Bridge G270 and Bridge J857, were selected for this demonstration. Both bridges are solid reinforced-concrete (RC) slab bridges. Bridge G270 was strengthened to increase its load-carrying capacity by using externally bonded carbon FRP and is still in service. Two of the three deck slabs of Bridge J857 were strengthened with FRP composites. Elastic tests were conducted on Bridge G270 before and after strengthening. Laboratory and field tests were conducted to validate the analytical model and design capacity. The decks of Bridge J857 were tested to failure under static loads. Test results indicate that strengthening with FRP can increase the capacity of solid-slab bridge decks. Strength and failure modes can be predicted by using the classical approach for RC design and analysis, based on equilibrium and compatibility. The research program, strengthening techniques, test results, and modes of failure of the bridge decks tested are reported.
14
Tang, Xian Xi, Jin Bao Liang, Xian Zhou Tang, and Yue Xu. "Experimental Study on the Development Regularity of Slab Concrete Cracks under Fatigue Loads." Applied Mechanics and Materials 405-408 (September 2013): 1091–95. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1091.
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As for the study on the development regularity of slab concrete cracks under the fatigue loads with amplitude of certain values, two groups of reinforced concrete slab bridge specimen were made. The fatigue test was carried out on one group of specimen, and the corresponding static load test was carried out on another group of specimen, the experimental study on the development regularity of concrete cracks at bottom of slab were carried out. The results of the study shown that, under the fatigue loads at a certain amplitude, the development trend of cracks caused by loading at the bottom of slabs changed more under fatigue loads. The reasons caused the changes of development regularity of concrete cracks were analyzed. The experimental results has the vital significance of further research on the development regularity of concrete bridges under the action of fatigue loads.
15
Mufti, Aftab A., Leslie G. Jaeger, Baidar Bakht, and Leon D. Wegner. "Experimental investigation of fibre-reinforced concrete deck slabs without internal steel reinforcement." Canadian Journal of Civil Engineering 20, no. 3 (June 1, 1993): 398–406. http://dx.doi.org/10.1139/l93-055.
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It is now well established that concrete deck slabs of slab-on-girder bridges subjected to concentrated loads develop an internal arching system provided that certain conditions of confinement of the concrete are met. Because of this arching system, the deck slab, being predominantly in compression, fails in punching shear rather than in flexure. This aspect of deck slab behaviour, coupled with the corrosion problems associated with steel reinforcement in concrete, has prompted the authors to investigate the feasibility of fibre-reinforced concrete decks that are entirely devoid of steel. Through tests on a small number of half-scale models, it has been established that fibre-reinforced concrete slab with inexpensive non-ferrous fibres is indeed feasible, provided that the top flanges of the steel girders are connected just below the deck by transverse steel straps and the concrete deck is joined to the girders and diaphragms by shear connectors. The straps and shear connectors together provide the restraint necessary for development of the internal arching system in the slab, whilst the fibres control cracking due to the effects of shrinkage and temperature in the concrete. This paper describes the exploratory model tests and presents their results. Key words: deck slab, fibre-reinforced concrete, internal arching, punching shear, slab-on-girder bridge.
16
Hassan, T., A. Abdelrahman, G. Tadros, and S. Rizkalla. "Fibre reinforced polymer reinforcing bars for bridge decks." Canadian Journal of Civil Engineering 27, no. 5 (October 1, 2000): 839–49. http://dx.doi.org/10.1139/l99-098.
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This paper describes the behaviour of two full-scale models of a portion of highway bridge slab reinforced with fibre reinforced polymer (FRP) reinforcement. The first slab was reinforced totally with carbon FRP (CFRP), and the second slab was reinforced with hybrid glass FRP (GFRP) and steel reinforcement. The models were tested under static loading up to failure using a concentrated load acting on each span of the continuous slab and the two cantilevers to simulate the effect of a truck wheel load. Load-deflection behaviour, crack patterns, strain distribution, and failure mode are reported. The measured values are compared to values calculated using nonlinear finite element analysis model. The accuracy of the nonlinear finite element analysis is demonstrated using independent test results conducted by others. The analytical model is used to examine the influence of various parameters, including the type of reinforcement, boundary conditions, and reinforcement ratio. Based on serviceability and ultimate capacity requirements, reinforcement ratios for using CFRP and GFRP reinforcement for typical bridge deck slabs are recommended.Key words: bridges, deflection, FRP, reinforcement, concrete, punching, slabs, shear, finite element model, strain.
17
Benmokrane, Brahim, Ehab El-Salakawy, Amr El-Ragaby, and Sherif El-Gamal. "Performance evaluation of innovative concrete bridge deck slabs reinforced with fibre-reinforced-polymer bars." Canadian Journal of Civil Engineering 34, no. 3 (March 1, 2007): 298–310. http://dx.doi.org/10.1139/l06-173.
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This paper presents the construction details, field testing, and analytical results of six innovative concrete bridges reinforced with fibre-reinforced-polymer (FRP) bars recently constructed in North America, namely Wotton, Magog, Cookshire-Eaton, Val-Alain, and Melbourne bridges in Quebec, Canada, and Morristown bridge in Vermont, USA. All six bridges are girder type, with main girders made of either steel or prestressed concrete. The main girders are supported over spans ranging from 26.2 to 50.0 m. The deck is a 200–230 mm thick concrete slab continuous over spans of 2.30–3.15 m. Different types of glass- and carbon-FRP reinforcing bars and conventional steel were used as reinforcement for the concrete deck slab. The six bridges are located on different highway categories, which means different traffic volume and environmental conditions. The bridges are well instrumented at critical locations for internal temperature and strain data collection using fibre optic sensors. These sensors are used to monitor the deck behaviour from the time of construction to several years after the completion of construction. The bridges were tested for service performance using calibrated truckloads. In parallel, a finite element analysis (FEA) was conducted and verified against the results of the field load tests. The FEA was then used to run parametric studies to investigate the effect of several important parameters such as FRP reinforcement type and ratio on the service and ultimate behaviour of these bridge decks. The analytical and field results under real service conditions, in terms of deflections, cracking, and strains in reinforcement and concrete, were comparable to those of concrete bridge deck slabs reinforced with steel.Key words: bridges deck slabs, fibre-reinforced-polymer (FRP) bars, field testing, finite element analysis.
18
Castro, María. "Structural design of asphalt pavement on concrete bridges." Canadian Journal of Civil Engineering 31, no. 4 (August 1, 2004): 695–702. http://dx.doi.org/10.1139/l04-032.
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Traditional methods for the structural design of pavement cannot be applied to the design of pavement on bridge decks. In this paper, a new method for the structural design of asphalt pavement on concrete bridge decks is presented. The method can be applied to pavement on girder, slab, and box-girder bridges and can be used whatever the considered degree of bonding between pavement and deck. The method consists of modelling the deck as a two-layer system and then calculating stresses and strains in the pavement–deck system by means of a multilayer system. The proposed methodology has been applied to study the behaviour of asphalt concretes, porous asphalts, and stone matrix asphalts on girder, slab, and box-girder bridges. There is a conclusion of this application that stands out for its practical character. The stone matrix asphalts have the best performance if fatigue is the main concern.Key words: bridge decks, asphalt pavement, design.
19
Stojic, Dragoslav, and Toma Kajganovic. "Composite timber-concrete road bridge structure." Facta universitatis - series: Architecture and Civil Engineering 5, no. 2 (2007): 141–48. http://dx.doi.org/10.2298/fuace0702141s.
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This work presents preliminary design of the road bridge made of laminated timber. The supporting system of the main bearing elements is made of the laminated timber in the system of arch with three joints; the bridge slab is designed as continuous slab, made of nine equal fields; each pair is made as composite timber-concrete beam, where the road slab is made of concrete and the needle pieces are made of timber. Fundament is based on HW piles. All the elements are designed to Eurocode.
20
Zhao, Shun Bo, Ji Hao Chen, Xiong Huai Yu, Cheng Chen, and Song Chen. "Nondestructive Testing and Static/Dynamic Loading Detection of Old Slab for Bridge Widening." Applied Mechanics and Materials 101-102 (September 2011): 662–65. http://dx.doi.org/10.4028/www.scientific.net/amm.101-102.662.
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Combined with a freeway widening project, an old bridge composed by simply supported prestressed concrete hollow slabs in 20m span was detected in-site for deciding whether it can be further used, which was designed according to the former design code. The maximum test load was calculated under the worst load combination at service stage according to the current design code. The inspection of the bridge was conducted by nondestructive testing methods for strength and carbonation of concrete, concrete cover and corrosion of prestressed strands. The service behaviors such as crack and mid-span deflection of a slab were measured by static loading test. The entirety of the bridge was detected by dynamic loading test. The results show that the strength of concrete and the concrete cover of prestressed strands meet with the design requirement, the carbonation of concrete and corrosion of prestressed strands is insignificant, the bridge is in good service performance, and the slab has enough flexural stiffness to prevent larger deflection.
21
El-Gamal, S. E. "Finite Element Analysis of Concrete Bridge Slabs Reinforced with Fiber Reinforced Polymer Bars." Journal of Engineering Research [TJER] 11, no. 2 (December 1, 2014): 50. http://dx.doi.org/10.24200/tjer.vol11iss2pp50-63.
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Due to their non-corrosive nature, high strength and light weight, fiber reinforced polymers (FRP) are being widely used as reinforcement in concrete bridges, especially those in harsh environments. The current design methods of concrete deck slabs in most bridge design codes assume a flexural behavior under traffic wheel loads. The load carrying capacities of concrete bridge deck slabs, however, are greatly enhanced due to the arching action effect developed by lateral restraints. This study presents the results of a non-linear finite element (FE) investigation that predicts the performance of FRP reinforced concrete (RC) deck slabs. The FE investigation is divided into two main parts: a calibration study and a parametric study. In the calibration study, the validity and accuracy of the FE model were verified against experimental test results of concrete slabs reinforced with glass and carbon FRP bars. In the parametric study, the effect of some key parameters influencing the performance of FRP-RC deck slabs bars was investigated. These parameters include the FRP reinforcement ratio, concrete compressive strength, slab thickness and span-to-depth ratio.
22
Shi, X. M., C. S. Cai, George Voyiadjis, and Zhongjie Zhang. "Design of Ribbed Concrete Approach Slab Based on Interaction with the Embankment." Transportation Research Record: Journal of the Transportation Research Board 1936, no. 1 (January 2005): 181–91. http://dx.doi.org/10.1177/0361198105193600121.
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To alleviate the “bump” problem at bridge ends, a ribbed concrete approach slab (similar to slab-on-beam bridge decks) was proposed in place of the pile–column-supported approach span or flat slab system. The effect of given embankment settlement on the structural performance of a ribbed concrete approach slab with a span length of 60 ft and a width of 40 ft was investigated. The approach slab was modeled as a ribbed slab with a beam spacing of 32, 16, and 12 ft. A three-dimensional finite element analysis was conducted to model the interaction between the approach slab and the embankment soil. Finite element modeling techniques that simulate the separation of the slab and soil provide information on the effect of the embankment settlement on structural performance and beam design. The predicted internal forces provide design engineers with a scientific basis to design the approach slab properly, considering different levels of embankment settlements. Current AASHTO code specifications do not provide guidelines to design approach slabs considering the embankment settlement.
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Laco, Kamil, and Viktor Borzovič. "Reliability of Approach Slabs and Modelling of Transition Zones of Bridges." Applied Mechanics and Materials 821 (January 2016): 741–46. http://dx.doi.org/10.4028/www.scientific.net/amm.821.741.
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The approach slab is the structural member of transition zones, which compensates a different settlement of bridge abutment and a road embankment. The main reason of different settlement is the consolidation of soil under the slab and the abutment. The geometry of approach slab, its length and the thickness is defined on the basis of differential settlement of embankment and the abutment. The static behaviour of slab is defined as a slab on elastic soil. The reinforced concrete slab is supported with the line rigid support on the one edge, and the rest of slab area interacts with the soil. The civil engineers design the reinforcement in those slabs based on the simplified structural scheme, without considering the elastic area support. This scheme is the simple supported slab on the both ends. The paper is dealing with the comparing of different structural models of the reinforced concrete approach slabs. The complex models of transition zones with the brick elements of the soil and the interaction with the reinforced concrete slab with the soil embankment are compared with the simplified models used by civil engineers. The analysis was performed on the transition zone of highway bridge from Slovakia based on its geometry and the subsoil consistence. In the parametric study was compared 8 soil stiffness’s on 10 structural models.
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Zhao, Shun Bo, Song Wei Pei, Ji Hao Chen, and Xi Jian Liang. "Nondestructive Testing and Evaluation of a Diseased Highway Bridge." Applied Mechanics and Materials 101-102 (September 2011): 658–61. http://dx.doi.org/10.4028/www.scientific.net/amm.101-102.658.
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This paper introduces the detection and evaluation results of a diseased highway bridge using nondestructive testing method according to Chinese specification. The bridge was firstly inspected to judge the apparent diseases of deck pavement and upper stuructures. The end-span prestressed concrete hollow slabs were detected by nondestructive testing for rebound strength and carbonation depth of concrete, corrosion and concrete cover of prestressed bars and cracks at bottom surface of the slabs. The synthetic judgement is given out based on the inspecting and testing results. Some measures are proposed for strengthening the bridge such as bonding steel plates and carbon fiber reinforced polymer laminates on the bottom surface of diseased slabs, recasting concrete of slab joints and renewing asphalt concrete of deck pavement.
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Nadeem, Mohd. "Finite Element Analysis of I-Girder Bridge." International Journal for Research in Applied Science and Engineering Technology 9, no. 8 (August 31, 2021): 2084–97. http://dx.doi.org/10.22214/ijraset.2021.37747.
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Abstract: In India railway bridge structures are widely designed with the method suggested by IRS – Concrete bridge code 1997.This Code of Practice applies to the use of plain, reinforced and prestressed concrete in railway bridge construction. It covers both in-situ construction and manufacture of precast units. The Code gives detailed specifications for materials and workmanship for concrete, reinforcement and prestressing tendons used in the construction of railway bridges. After defining the loads, forces and their combinations and requirements for the limit state design, particular recommendations are given for plain concrete, reinforced concrete and prestressed concrete bridge construction. The design of I-Girder bridge superstructure (deck slab and PSC I-beam) are done by calculating bending moments, shear forces, bending resistance in transverse direction, bending resistance in longitudinal direction, checking flexural cracking. The Design of PSC I-Girders is done for Bending moments and Shear forces by Dead Load, Super Imposed Dead Load (SIDL) and Live Loads (LL). The Shrinkage strain, Creep Strain and effect of Temperature rise and fall are also determined. The design is complete for Pre-stressing cables, un-tensioned reinforcements, End cross girder, Shear connectors. I-girder superstructures are the most commonly used superstructures at cross-over location in metro bridges in india, as it has the wide deck slab and it easily permits metro’s to change tracks. I-Girder superstructure construction is component wise construction unlike U-Girders. I-Girders are constructed in casting yard and its deck slab is cast in situ, parapets are also installed on later stage. Keywords: SIDL effects, Live Load effects, Derailment effect, with or without 15% future PT margin
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Saber, Aziz, and Ashok Reddy Aleti. "Behavior of FRP Link Slabs in Jointless Bridge Decks." Advances in Civil Engineering 2012 (2012): 1–9. http://dx.doi.org/10.1155/2012/452987.
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The paper investigated the use of fiberglass-reinforced plastic (FRP) grid for reinforcement in link slabs for jointless bridge decks. The design concept of link slab was examined based on the ductility of the fiberglass-reinforced plastic grid to accommodate bridge deck deformations. The implementation of hybrid simulation assisted in combining the experimental results and the theoretical work. The numerical analyses and the experimental work investigated the behavior of the link slab and confirmed its feasibility. The results indicated that the technique would allow simultaneous achievement of structural need, lower flexural stiffness of the link slab approaching the behavior of a hinge, and sustainability need of the link slab. The outcome of the study supports the contention that jointless concrete bridge decks may be designed and constructed with fiberglass-reinforced plastic grid link slabs. This concept would also provide a solution to a number of deterioration problems associated with bridge deck joints and can be used during new construction of bridge decks. The federal highway administration provided funds to Louisiana Department of Transportation through the innovative bridge research and development program to implement the use of FRP grid as link slab.
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Kia, Saeed, Vahid Shahhosseini, Mohammad Hassan Sebt, and Ofer Meilich. "Reliability-Based Life Cycle Assessment of the Concrete Slab in Bridges." Civil and Environmental Engineering 16, no. 1 (June 1, 2020): 170–83. http://dx.doi.org/10.2478/cee-2020-0017.
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AbstractTo guarantee the safety and serviceability of present bridges maintenances are essential all around the Globe and most governments’ budget effect by overhaul such infrastructures yearly without any rate of interest in these maintenances. A large proportion of costs are allocated for maintenances costs due to the increasing number of present bridges. Maintenances also have a substantial effect on economic and sustainable development. In this study, a durability reliability analysis of reinforced concrete slabs subject to the action of deteriorations during the life cycle of bridges is presented. This paper is focused on providing insight into the role of reliability life cycle assessment in One Century of bridge maintenance cost performance by two reliability factors in the monitoring of 150 points of modeled bridge. The first factor in this model is crack size expansion about the time scale of the concrete deck by consideration of concrete deterioration. The second factor is the reliability of the compaction ratio of concrete (fc) based on the probability that this factor will perform as intended for 100 years duration under normal conditions. Finally, this paper generates a complicated model, which illustrates specific duration need maintenance to reach high performance in a total of 100 years. For instance, by this sample and data binding, the best time to get reliable and durable structure is in 23 years of initial usage, and this bridge needs concrete structural rehabilitation to reach high performance and durable concrete deck and pavement in the life cycle of the bridge.
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Ho, S., M. S. Cheung, S. F. Ng, and Tonghua Yu. "Longitudinal girder moments in simply supported bridges by the finite strip method." Canadian Journal of Civil Engineering 16, no. 5 (October 1, 1989): 698–703. http://dx.doi.org/10.1139/l89-104.
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The finite strip method is used to analyze three different kinds of simply supported highway bridges: slab-on-girder, two-cell box-girder, and rectangular voided slab bridges. Deck width from two lanes to four lanes are considered. The Ontario highway bridge design (OHBD) truck load is applied at the most critical location of the bridge. A total of 12 design curves are developed, corresponding to different bridge sections and deck widths. From these design curves, one can obtain the ratio of the maximum longitudinal bending moment to the equivalent beam moment. Key words: bridge decks, design curves, concrete, steel, finite strip, OHBD truck load.
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Onyshchenko, Artur, Mykola Garkusha, Oleg Fedorenko, Oleksandr Davydenko, and Sergii Tsepelev. "Prospects of application of cement concrete coating on transport buildings." Dorogi i mosti 2021, no. 23 (March 25, 2021): 178–96. http://dx.doi.org/10.36100/dorogimosti2021.23.178.
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Introduction. Road bridges are an integral part of the road network of transport infrastructure of Ukraine. The technical condition of the vast majority of road bridges does not meet modern requirements for road safety and structural reliability of structural elements.Problems. There are no recommendations for the design and installation of cement-concrete pavement on the reinforced concrete slab of the carriageway of road bridges, as well as an album of standard solutions of such structures.Goal. Analysis of the causes and types of cracking on cement concrete pavement, technical literature and current regulations on the calculation of crack resistance and durability of cement concrete pavement on the reinforced concrete slab of the carriageway of road bridges.Results. The analysis of application of a cement concrete covering on transport constructions is carried out. The causes and types of crack formation on cement-concrete pavement are established. The analysis of technical literature and current normative documentation on calculation of crack resistance and durability of cement concrete pavement on the reinforced concrete slab of road bridges is carried out.Conclusions. The analysis of prospects of application of a cement concrete covering on transport constructions is carried out in work.Keywords: road bridge, durability, reinforced concrete slab, crack formation, carriageway, crack resistance, cement concrete pavement
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Wu, Chong, Zu Lin He, De Fu He, Wan Jun Zhang, Rui Wang, and Guo Tao Yang. "Influence of Shrinkage and Creep of the Concrete Slab on the Mechanical Behavior of Steel Arch Bridge." Advanced Materials Research 374-377 (October 2011): 2484–87. http://dx.doi.org/10.4028/www.scientific.net/amr.374-377.2484.
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Steel and concrete composite structures are widely used in bridge engineering, for it can fully utilize the compression property of concrete and tensile behavior of the steel. However, the coupled behavior of shrinkage and creep exist in concrete. The creep behavior is dependent on the initial stress, while shrinkage is not. The shrinkage and creep of the concrete have a significant influence on the internal force and deformation and it may cause the cracking or even the failure of the structure. Nowadays, precast concrete slab is widely adopted in the composite bridges to reduce the effect of shrinkage and creep. Storage time is a critical parameter for the precast concrete slab to reach the best economic benefit and mechanical behavior of the structure. Therefore, in this paper, the finite element model of Xinshiji Bridge with the consideration of the relative slip between the steel and concrete was established to investigate the influence of loading age of the concrete on the mechanical behavior of the composite bridge, and the optimal storage time was determined.
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Khanna, O. Shervan, Aftab A. Mufti, and Baidar Bakht. "Experimental investigation of the role of reinforcement in the strength of concrete deck slabs." Canadian Journal of Civil Engineering 27, no. 3 (June 1, 2000): 475–80. http://dx.doi.org/10.1139/l99-094.
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To study systematically the role of each layer of steel reinforcement in conventionally reinforced deck slabs of girder bridges, a full-scale model was built of a 175 mm thick concrete deck slab on two steel girders with a center-to-center spacing of 2.0 m. The 12 m long deck slab was conceptually divided into four 3 m long segments, identified as segments A, B, C, and D. Segment A contained isotropic steel reinforcement in two layers, conforming to the requirements of the Ontario Highway Bridge Design Code (OHBDC). Segment B contained only the bottom layer of steel reinforcement. Segment C contained only the bottom transverse steel bars. Segment D contained only bottom transverse glass fibre reinforced polymer (GFRP) bars having the same axial stiffness, but 8.6 times the axial tensile strength, as those of the steel bars in segment C. Each segment of the deck slab was tested to failure under a central concentrated load, simulating the dual tire footprint of 250 × 500 mm dimension of a typical commercial vehicle. All segments failed in the punching shear mode. The failure loads for the four segments were found to be 808, 792, 882, and 756 kN, respectively; these failure loads are similar in magnitude to that of a 175 mm thick steel-free deck slab with steel straps having nearly the same cross-sectional area per metre length of the slab as those of the bottom transverse steel bars in the first three segments. The tests on the four segments of the full-scale model have confirmed that (i) only the bottom transverse reinforcement influences the load carrying capacity of a reinforced concrete deck slab and (ii) the stiffness of the bottom transverse reinforcement, rather than its strength, is of paramount importance.Key words: arching, deck slab, FRP, shake down, slab-on-girder bridge.
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Miller, R. A., A. E. Aktan, and B. M. Shahrooz. "Destructive Testing of Decommissioned Concrete Slab Bridge." Journal of Structural Engineering 120, no. 7 (July 1994): 2176–98. http://dx.doi.org/10.1061/(asce)0733-9445(1994)120:7(2176).
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Mufti, A. A., and J. P. Newhook. "On the use of steel-free concrete bridge decks in continuous span bridges." Canadian Journal of Civil Engineering 26, no. 5 (October 1, 1999): 667–72. http://dx.doi.org/10.1139/l99-023.
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This note discusses the use of the steel-free concrete bridge deck technology in continuous span bridge structures. Conventional slab-on-girder design often utilizes the longitudinal steel reinforcement in the deck to resist the negative bending moments created at the internal piers of continuous bridges. The steel-free bridge deck is devoid of all internal steel reinforcement and hence requires an alternate design approach which is presented in this note. A key aspect of this approach is the recommended use of fibre-reinforced polymer reinforcement to control cracking of the deck over the intermediate supports. Limiting these crack widths is essential to the durability performance of the concrete, particularly in freeze-thaw environments. The results of an experimental program are also reviewed. The tensile stresses from the global longitudinal negative moment are shown to have little effect on the punching behaviour of the slab. It is noted that the concepts presented in this note were utilized in the construction of a three-span highway bridge which incorporated the steel-free bridge deck technology.Key words: bridges, design, continuous span, concrete decks, punching-shear, fibre-reinforced polymers.
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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 (April 1, 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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Siekierski, Wojciech. "Structural Aspects of Railway Truss Bridges Affecting Transverse Shear Forces in Steel-Concrete Composite Decks." Civil And Environmental Engineering Reports 15, no. 4 (March 1, 2015): 113–26. http://dx.doi.org/10.1515/ceer-2014-0038.
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Abstract At the steel-concrete interface, the horizontal shear forces that are transverse to cross beams occur due to joint action of the steel-concrete composite deck and the truss girders. Numerical analysis showed that values of the forces are big in comparison to the longitudinal shear forces. In both cases extreme force values occur near side edges of a slab. The paper studies possibilities of reduction of these shear forces by structural alterations of the following: rigidity of a concrete slab, arrangement of a wind bracing, arrangement of concrete slab expansion joints. An existing railway truss bridge span has been analysed. Numerical analysis shows that it is possible to reduce the values of shear forces transverse to cross beams. It may reach 20% near the side edges of slabs and 23% in the centre of slab width.
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Adam, Viviane, Jan Bielak, Christian Dommes, Norbert Will, and Josef Hegger. "Flexural and Shear Tests on Reinforced Concrete Bridge Deck Slab Segments with a Textile-Reinforced Concrete Strengthening Layer." Materials 13, no. 18 (September 22, 2020): 4210. http://dx.doi.org/10.3390/ma13184210.
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Many older bridges feature capacity deficiencies. This is mainly due to changes in code provisions which came along with stricter design rules and increasing traffic, leading to higher loads on the structure. To address capacity deficiencies of bridges, refined structural analyses with more detailed design approaches can be applied. If bridge assessment does not provide sufficient capacity, strengthening can be a pertinent solution to extend the bridge’s service lifetime. For numerous cases, applying an extra layer of textile-reinforced concrete (TRC) can be a convenient method to achieve the required resistance. Here, carbon fibre-reinforced polymer reinforcement together with a high-performance mortar was used within the scope of developing a strengthening layer for bridge deck slabs, called SMART-DECK. Due to the high tensile strength of the carbon and its resistance to corrosion, a thin layer with high strength and low additional dead load can be realised. While the strengthening effect of TRC for slabs under flexural loading has already been investigated several times, the presented test programme also covered increase in shear capacity, which is the other crucial failure mode to be considered in design. A total of 14 large-scale tests on TRC-strengthened slab segments were tested under static and cyclic loading. The experimental study revealed high increases in capacity for both bending and shear failure.
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Wang, Peng, Di Shi, and Pei Ling Sun. "Design of Concrete Voided Slab of Highway Bridge Pretensioned with CFRP Tendons." Applied Mechanics and Materials 578-579 (July 2014): 477–82. http://dx.doi.org/10.4028/www.scientific.net/amm.578-579.477.
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The concrete voided slab pretensioned with CFRP tendons is a new type slab for bridge construction. The problems such as the anchorage, loss of prestress, prestressed tendons configuration etc. are discussed, then through the analysis of structure, the characteristics and key points of design methods are put forward. With a 20m span slab as an example, a comparative study is conducted on the concrete voided slab pretensioned with different tendons of CFRP or steel. The analysis shows that the concrete voided slab pretensioned with CFRP tendons is feasible in engineering.
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Huang, Juan, and Li Qun Tang. "Mechanism of Early Cracking and Serviceability of Precast Reinforced Concrete Bridge Deck Slabs." Applied Mechanics and Materials 34-35 (October 2010): 1369–73. http://dx.doi.org/10.4028/www.scientific.net/amm.34-35.1369.
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In the light of the mechanism of early cracking in a batch of precast reinforced concrete hollow slabs of four certain bridges in construction whose midspan appears transverse cracks, investigation ranging from method of construction to distribution of cracks are conducted in situ. The possibility of the occurrence of cracks is discussed in detail. Theoretical calculation as well as numerical analysis reveals that the main reason of formation early cracking in slabs is self-weight loading. In order to assess the performance of the bridge deck system which appears cracks and evaluate the effect of early cracking on structural behavior, numerical analysis is performed to conclude that the bridge deck is satisfied with the serviceability requirements. In view of the fact that this kind of slab is widely used in bridge projects for convenience in construction and advantage in cost, effective and economical crack control measurement and technical proposal are recommended with regard to the design, construction and amendment of design specifications.
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Barbieri, Diego Maria, Yuechi Chen, Enrico Mazzarolo, Bruno Briseghella, and Angelo Marcello Tarantino. "Longitudinal Joint Performance of a Concrete Hollow Core Slab Bridge." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 41 (June 17, 2018): 196–206. http://dx.doi.org/10.1177/0361198118781653.
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Hollow core slab bridges are constructed by placing prefabricated or prestressed box beams adjacent to each other, grouting the small longitudinal space (hinge-joint) between the slabs and casting a reinforced concrete deck. The longitudinal cracking appearing at hinge-joint locations leads to a premature deterioration of the deck. This paper presents a theoretical and experimental study of a hollow core slab bridge composed of three beams and a cast-in-place deck. A real-size specimen was built according to Chinese code specifications. The behavior of the longitudinal joints was investigated by applying the standard vehicle load. The tests do not highlight any longitudinal cracks. A finite element model was created from the experimental data. A finite element parametric analysis revealed some practical design indications regarding the following inputs: deck thickness, concrete strength, and hinge-joint steel bars. Furthermore, these analyses testify that C-shape and X-shape stirrups do not play an active role in preventing the joint longitudinal cracks. This research confirms the reliability of the design method, at least for static loads, while further studies are needed to investigate the effect of both periodical loadings and different temperatures on upper and lower surfaces of the beams.
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Scollard, C. R., and F. M. Bartlett. "Rehabilitation criteria for post-tensioned voided-slab bridges." Canadian Journal of Civil Engineering 31, no. 6 (December 1, 2004): 977–87. http://dx.doi.org/10.1139/l04-057.
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Current rehabilitation practices for aging, post-tensioned, voided-slab bridges typically reduce the geometric properties of the concrete cross section and so permanently increase post-tensioning stresses, change primary and secondary prestress moments, and create new primary and secondary moments because the original concrete restrains shrinkage of the new concrete. These changes affect the resistance of the rehabilitated bridge at limit states specified for new construction in the Canadian Highway Bridge Design Code (CHBDC) and may cause other limit states not currently identified in the CHBDC to govern. Rehabilitation schemes should be checked for a serviceability limit state of tensile stresses due to permanent service loads that exceed the cracking strength of the original concrete, which is typically not detailed to control crack widths. Ultimate limit states to check are (i) flexural resistance over interior supports, where the total factored demand can be increased markedly by the rehabilitation; and (ii) creep-initiated failure of concrete due to permanent compressive stresses. The application of these procedures is illustrated through example calculations for a typical continuous bridge.Key words: post-tensioned concrete, serviceability, ultimate limit state, restrained shrinkage, secondary prestress moments, critical stress, cracking.
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Yang, Yu, Chuang Yu, Ze-xiang Wu, and Dong-mei Tu. "Mitigating the Bridge End Bump Problem: A Case Study of a New Slab System with a Lower Partition Slab-Pile Foundation." Advances in Civil Engineering 2020 (May 31, 2020): 1–11. http://dx.doi.org/10.1155/2020/7986927.
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This paper describes a case of using a pile-slab composite foundation to handle a bridge-end bump problem. Conventionally, a deep-seated concrete slab method is employed to tackle this problem; however, this method generates a large stress concentration within 1 m from the bridge end. The mechanical bearing capacity of the deep-seated concrete slab is insufficient and prone to structural damage. Further, the longitudinal slope change rate is also very high. To overcome these limitations and solve the problem, a lower partition slab-pile foundation treatment method is proposed. The construction of the proposed method is provided, and the results of a case study analyzed by field monitoring and a simulation executed using ABAQUS finite element simulation show good agreement. The results indicate that the mechanical bearing characteristics for the proposed lower partition slab-pile foundation treatment method are better than the conventional deep-seated concrete slab method, and therefore, the structure is more resistant to damage. In addition, because the pile foundation enhances the foundation bearing capacity, the longitudinal slope change rate of the new pile-slab composite foundation is 2.5 times that for the deep-seated concrete slab technology. Thus, the lower partition slab-pile foundation treatment method can better deal with the bridge end bump problem.
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Seyedkhoei, Amir, Reza Akbari, and Shahrokh Maalek. "Earthquake-Induced Domino-Type Progressive Collapse in Regular, Semiregular, and Irregular Bridges." Shock and Vibration 2019 (March 5, 2019): 1–18. http://dx.doi.org/10.1155/2019/8348596.
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Progressive collapse is a persistent spread and enlargement of initial local failure of structures characterized by inconsistency between the initial failure and its resulting extensive collapse. Although, great contributions have been made towards the progressive collapse of building structures, comparably small attention has been paid to bridge structures. In this study, the procedure of progressive collapse of bridges with concrete prestressed voided slab under earthquakes and effects of other parameters on propagation of collapse of regular, semiregular, and irregular bridges are investigated. At first, a bridge specimen, which its shake table test results were provided by previous researchers, was modeled and verified using the applied element method. Then, the progressive collapse of the box girder bridge was investigated. In the next step, progressive collapse process of the same bridge with posttensioned voided slab under earthquakes was studied using nonlinear time history analysis. Irregularities of the piers were analyzed parametrically. The results show that domino-type progressive collapse happens in bridges with voided slab after the initial failure of the deck at the seating of bridge abutment. Also, it is concluded that, type of the deck, height of the piers, and ground slope have a great effect on the progressive collapse procedure of both regular and irregular bridges with voided slab deck.
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Yang, Chaochao, and John Newhook. "Developing a structural-health-monitoring model to monitor cracking in steel-free concrete deck slabs." Canadian Journal of Civil Engineering 34, no. 3 (March 1, 2007): 378–88. http://dx.doi.org/10.1139/l06-141.
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The ISIS Canada Networks of Centres of Excellence (NCE) program has focused on two main themes to improve civil engineering infrastructure, namely innovative construction technologies, and structural health monitoring (SHM). The former began with the construction of the first field application of the innovative steel-free concrete bridge deck slab technology at the Salmon River bridge, Nova Scotia, in 1995. Although this bridge has continued to function safely under heavy traffic loads, it has developed characteristic longitudinal cracking of the concrete between adjacent girders due to fatigue. This paper describes the recent research to develop an SHM model for monitoring the impact and stability of this cracking. Theoretical and experimental models were used to examine the change in response as cracking develops. A global load distribution matrix was proposed, and the variation in load distribution values with cracking was used to develop a cracking index that can be employed in monitoring the field structure.Key words: structural health monitoring, bridges, concrete, deck slabs, cracking, load distribution.
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Shan, Cheng Lin, and Ling Yan. "Creep Stress Analysis of PC Composed Box Girder Bridge with Corrugated Steel Webs." Advanced Materials Research 163-167 (December 2010): 1987–90. http://dx.doi.org/10.4028/www.scientific.net/amr.163-167.1987.
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According to the forced load-bearing characteristics of the prestressed concrete girder bridge with corrugated steel webs, the cross-section internal forces and stress redistribution of box-girder were studied under the influence of concrete creep. And the internal force redistribution formula on concrete creep was derived through the establishment of the compatibility equation of bending deformation; the stress redistribution formulas of the top slab and the bottom slab of box-girder at any time were also derived, through the establishment of the compatibility equation of the axial displacement and angular deformation of the top slab and the bottom slab of box-girder under the influence of concrete creep at any time. These show that the creep stress is only related to the box height and it’s the geometric properties of top slab and bottom slab concrete section, but not to the steel web’s size.
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Siekierski, Wojciech. "Analysis of Deck Slab of Reinforced Concrete Gerber-Girder Bridge Widened by Addition of Continuous Steel-Concrete Composite Girders." Baltic Journal of Road and Bridge Engineering 14, no. 2 (June 27, 2019): 271–84. http://dx.doi.org/10.7250/bjrbe.2019-14.443.
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Many Gerber-girder bridges have become obsolete in terms of deck width and load carrying capacity. If bridge replacement is not necessary, additional girders are installed. Sometimes, due to erection convenience, the added girders do not replicate the static scheme of the refurbished structure. Such an arrangement requires special attention to preserve structural durability. An example of the inappropriate arrangement of the widening of a Reinforced Concrete Gerber-girder road bridge is presented together with an alternative concept of refurbishment based on the addition of the continuous steel-concrete girders as the outermost ones. The added deck slab connects the added and the existing parts of the structure. Attention is drawn the static analysis of the added deck slab and the influence of the added outermost girders that do not replicate the static scheme of the existing ones. Due to different static schemes of the existing and the added girders, the traditional method of the deck slab analysis is inappropriate. The Finite Element 3D model is to be applied to access bending moments in the deck slab spans correctly. It is shown that: a) the analysis of the distribution of the bending moments in the existing and the added slab spans, especially near Gerber-hinges, should be based on the Finite Element 3D modelling; b) the analysis should consider live loads acting on the whole width of the Gerber-hinge span; c) the bending moment distribution in the widened deck slab is sensitive to the distance to the Gerber hinge.
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Cho, Doo Yong, Sun Kyu Park, and Woo Seok Kim. "Live Load Distribution in Prestressed Concrete Girder Bridges with Curved Slab." Applied Mechanics and Materials 284-287 (January 2013): 1441–45. http://dx.doi.org/10.4028/www.scientific.net/amm.284-287.1441.
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This paper presents the live load distribution in straight prestressed concrete (PSC) girder bridges with curved deck slab utilizing finite element analyses. Numerical modeling methodology was established and calibrated based on field testing results. A parametric study of 73 cases with varying 6 critical parameters was used to determine a trend over each parameter. Through live load girder distribution factor (GDF) comparisons between the AASHTO LRFD, AASHTO Standard factors and finite element analyses results, both AASHTO live load distribution predicted conservatively in most bridges considered in the parametric study. However, in the bridges with curved slab, GDF was underestimated due to curvature influences. This study proposes a new live load distribution formula to predict rational and conservative live load distribution in PSC girder bridges with curved slab for a preliminary design purpose. The proposed live load distribution provides better live load analysis for the PSC girder bridge with curved slab and ensures the GDF is not underestimated.
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Jaeger, Leslie G., Baidar Bakht, and Gamil Tadros. "Equivalent area of voided slabs." Canadian Journal of Civil Engineering 25, no. 4 (August 1, 1998): 797–801. http://dx.doi.org/10.1139/l98-002.
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In order to calculate prestress losses in the transverse prestressing of voided concrete slabs, it is sometimes convenient to estimate the thickness of an equivalent solid slab. The Ontario Highway Bridge Design Code, as well as the forthcoming Canadian Highway Bridge Design Code, specifies a simple expression for calculating this equivalent thickness. This expression is reviewed in this technical note, and a simple alternative expression, believed to be more accurate, is proposed, along with its derivation. It is shown that the equivalent solid slab thickness obtained from consideration of in-plane forces is also applicable to transverse shear deformations, provided that the usual approximations of elementary strength of materials are used in both cases.Key words: axial stiffness, equivalent area, shear deformation, transverse prestressing, voided slab, slab.
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Li, Xiao Long, Fu Ming Wang, Xiao Nan Li, and Yan Hui Zhong. "Reinforcement Experiment of a Hollow Slab Bridge by External Prestressing." Applied Mechanics and Materials 178-181 (May 2012): 2250–53. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.2250.
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Simply supported hollow slab bridge is widely used in highway network of China. Under overload vehicles, the concrete hinges of such bride are easily damaged, which usually causes single slab bearing and tremendously reduces the bridge’s load capacity. It is necessary to take some reinforcement measures to enhance the carrying capacity of such impaired bridge for traffic safety. In this paper, a field reinforcement experiment of an actual hollow slab bridge, which has experienced a destructive test with its transverse connections seriously damaged, was performed by applying external transverse and longitudinal prestress to it. The strengthening scheme adopted in this experiment was detailed. By means of static truck load test, the variation of deflections of the bridge before and after strengthening was obtained. The test results showed that the proposed strengthening method can effectively enhance the damaged hollow slab bridge’s transverse stiffness and improve its bearing capacity.
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Notkus, Algirdas J. "FORCES IN REINFORCED CONCRETE BRIDGE DECK SLABS/TILTŲ PERDANGŲ GELŽBETONINĖS PLOKŠTĖS ĮRĄŽOS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 2, no. 8 (December 31, 1996): 52–59. http://dx.doi.org/10.3846/13921525.1996.10590172.
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A distinct difference between forces, especially bending moments, in slabs of slab-and-beam deck of reinforced concrete bridges, determined by the methods of analysis, applied in the former USSR and France, is pointed out in the article. The essence of calculation of forces in the slab due to bridge loads is presented. Deformations of deck as a spatial structure are resolved into local between beams and spatial characteristics for the whole deck. Local bending slab moments due to local deformations are calculated approximately using diagrams of a continuous and with built-in-end beam. It is shown that forces only due to local deformations are evaluated in the method of the former USSR. A more accurate modelling of deck slab behaviour is obtained by using spatial diagrams composed of plate and beam elements or of spatial diagrams composed of plate and beam elements or of even more accurate shell-type elements. Calculations have been performed by the use of three finite-element method programs Lira, Gifts and Staad3. Decks of various length and width are loaded with combinations of permanent and variable, traffic AK and HK-80 loads. More accurately strain and stress states are modelled in non-linear calculations accounting for non- elastic deformation and cracking of slab concrete as well as cracking of beams. The investigation of results has shown that the method of the former USSR, still applied in Lithuania today, erroneously evaluates slab load-effect resulting in unacceptedly reduced positive bending moments in the larger central deck part. Recommendations to calculate these load-effects are proposed. By simplified two-stage- design methods in use to-day when at the first stage basic load effects Mo and Qoare calculated employing diagrams of simple beam (USSR), or that of slab supported on two sides (France), and in the second stage design loads-effects are determined by multiplication of basic values and coefficients. Recommended values of such coefficients for basic bending moments Mo determined by beam method are shown in Fig. 7a, and those by slab method—in Fig. 7b. Other recommendations for evaluation of shear forces and longitudinal moments are also presented.
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Krul, Yuriy, and Roman Kaplin. "The search for sustainable parameters for steel-reinforced concrete section of a bridge superstructure." MATEC Web of Conferences 230 (2018): 02015. http://dx.doi.org/10.1051/matecconf/201823002015.
Full textAbstract:
The article contains the description of an efficient lightweight steel-reinforced concrete bridge superstructure, which includes metal blocks with a box-like section and reinforced concrete efficient roadway slab. Metal blocks are made of sheet perforated elements manufactured according to the no-waste technology. The blocks are interconnected as a single space bridge superstructure frame by means of high strength bolts. The reinforced concrete slab of the roadway is an efficient hollow slab. It includes upper and lower housing, inner ribs placed with a particular pitch, and all its remained part is filled with polystyrene foam extractable fillers along its height. At this, a rib height is equal to the full slab height. The metal and reinforced concrete parts are linked by means of a special system of shearing connections. The article describes an iteration algorithm of the construction enhancement, in course of which the geometrical parameters, such as bridge superstructure section full height, reinforced concrete slab thickness and a construction metal part height were defined. Theoretical models being the ground for the strain-stress state (SSS) of the sections studied analysis were developed.