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1
Rashid, Muhammad U., Liaqat A. Qureshi, and Muhammad F. Tahir. "Investigating Flexural Behaviour of Prestressed Concrete Girders Cast by Fibre-Reinforced Concrete." Advances in Civil Engineering 2019 (April 1, 2019): 1–11. http://dx.doi.org/10.1155/2019/1459314.
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The main objective of this research was to investigate the effect of adding polypropylene and steel fibres on flexural behaviour of prestressed concrete girders. Although the construction industry is frequently using prestressed concrete to increase the load-carrying capacity of structures, it can be further enhanced by using fibres. In this paper, experimental work was carried out to encourage the construction industry in utilizing fibres in prestressed concrete members to improve the mechanical properties of these members. As past investigations on fibre-reinforced prestressed beams were limited, the present work was done on small-scale fibre-reinforced I-shaped prestressed concrete girders. Six small-scale prestressed concrete girders were cast comprising a control girder, a hybrid girder, two girders with varying percentages of steel fibres, and two girders with varying percentages of polypropylene fibres. These girders were tested by centre point loading up to failure. It was concluded that, by the addition of small volume fraction of fibres, not only the ductility but also the tensile strength and flexural strength of FRC girders could be improved. It also altered the failure pattern positively by enhancing large strains in concrete and steel. Steel fibre-reinforced concrete showed higher energy absorption and deflection at ultimate loads in comparison to other specimens.
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Sayed-Ahmed, Ezzeldin Yazeed. "Behaviour of steel and (or) composite girders with corrugated steel webs." Canadian Journal of Civil Engineering 28, no. 4 (August 1, 2001): 656–72. http://dx.doi.org/10.1139/l01-027.
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Composite beams with corrugated steel webs represent a new innovative system which has emerged in the past decade for short and medium span bridges. The new system usually combines the usage of corrugated steel plates as webs and reinforced/prestressed concrete slabs as flanges for plate or box girders. Bridges that have been recently built with this hybrid system are outlined in this paper, which focuses on the advantages of using corrugated steel webs as opposed to traditional flat webs. The flexural behaviour and bearing resistance of girders with corrugated steel webs is briefly discussed. The flanges of the new system solely provide the flexural strength of the beam with no contribution from the corrugated web. On the other hand, the corrugated web provides the shear capacity of the system. Thus, the shear behaviour of girders with corrugated webs is explicitly discussed focusing on the different failure and (or) buckling modes that affect the design of the corrugated steel web plates. Design charts for such webs are constructed based on the different interaction equations of failure. The torsion-warping behaviour of composite box girders with corrugated steel webs is also discussed.Key words: bridges, composite beams, corrugated steel webs, global buckling mode, interactive buckling, local buckling.
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Bakht, Baidar, and Tharmalingham Tharmabala. "Steel–wood composite bridges and their static load response." Canadian Journal of Civil Engineering 14, no. 2 (April 1, 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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Almoosi, Y., and N. Oukaili. "The Response of a Highly Skewed Steel I-Girder Bridge with Different Cross-Frame Connections." Engineering, Technology & Applied Science Research 11, no. 4 (August 21, 2021): 7349–57. http://dx.doi.org/10.48084/etasr.4137.
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Braces in straight bridge systems improve the lateral-torsional buckling resistance of the girders by reducing the unbraced length, while in horizontally curved and skew bridges, the braces are primary structural elements for controlling deformations by engaging adjacent girders to act as a system to resist the potentially large forces and torques caused by the curved or skewed geometry of the bridge. The cross-frames are usually designed as torsional braces, which increase the overall strength and stiffness of the individual girders by creating a girder system that translates and rotates as a unit along the bracing lines. However, when they transmit the truck’s live load forces, they can produce fatigue cracks at their connections to the girders. This paper investigates the effect of using different details of cross-frames to girder connections and their impacts on girder stresses and twists. Field testing data of skewed steel girders bridge under various load passes of a weighed load vehicle incorporated with a validated 3D full-scale finite element model are presented in this study. Two types of connections are investigated, bent plate and pipe stiffener. The two connection responses are then compared to determine their impact on controlling the twist of girder cross-sections adjacent to cross-frames and also to mitigate the stresses induced due to live loads. The results show that the use of a pipe stiffener can reduce the twist of the girder’s cross-section adjacent to the cross-frames up to 22% in some locations. In terms of stress ranges, the pipe stiffener tends to reduce the stress range by 6% and 4% for the cross-frames located in the abutment and pier skew support regions respectively.
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Baylot, James T., James C. Ray, and Robert L. Hall. "Prediction Method for Response of Steel Bridge Beams and Girders to Blast and Fragment Loads." Transportation Research Record: Journal of the Transportation Research Board 1827, no. 1 (January 2003): 69–74. http://dx.doi.org/10.3141/1827-09.
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The military requires methods of predicting the response of steel bridge beams and girders to blast and fragment loads. The methods must provide quick answers to analysts who have very little experience, if any, in the blast response of structures. Similar tools also would be beneficial to transportation engineers who must evaluate bridges against terrorist events. Because data on the response of these beams to blast and fragments are extremely limited, finite element simulations were performed to create a numerical database that includes the typical range of steel bridge and girder dimensions. The simulation results were used to determine the loading characteristics that significantly affect the response. Loading characteristics were reduced to a load measure, a single number that can be easily computed for any combination of fragment and blast loads. If the load measure is exceeded for a given combination of blast and fragment loads, then beam failure is predicted. A computer code was developed to predict fragment and blast loads from conventional weapons and to determine the load measure for any given load case so an analyst with knowledge of weapon and beam geometry can easily predict whether a beam will fail. Model development and validation are presented. The model was developed to predict the response of bridge beams and girders to conventional weapons but could be extended to a model for predicting the response to terrorist weapons.
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Woźniczka, Piotr. "Experimental Study of Lateral-Torsional Buckling of Class 4 Beams at Elevated Temperature." Materials 14, no. 17 (August 25, 2021): 4825. http://dx.doi.org/10.3390/ma14174825.
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The results of experimental research on lateral-torsional buckling of steel plate girders with slender web subjected to fire conditions are presented in this paper. The scope of the research covers four girders, three of which have been tested under high temperature conditions. The fourth girder has been used to determine the critical load resulting in lateral-torsional buckling of the considered element at room temperature. All the considered elements had identical cross sections and lengths; however, they differed in external temperatures applied and magnitude of measured geometrical imperfections. It has to be highlighted, that the experiments have been conducted subject to the anisothermal conditions, taking into account the uneven distribution of temperature in the cross section. An approach of this type represents a more accurate modelling of the structural component behaviour, when subjected to fire, as compared to the experiments conducted under isothermal conditions. Complete information on the development of research stand, conduct and results of particular tests are presented in this paper. The temperature–time curves for girder components, results of imperfection measurements and mechanical properties of steel are presented. The obtained critical temperatures and graphs of girder top flange horizontal deflection versus temperature are also included. The computer models developed for analysed girders are described in the paper as well. The results obtained with these models have been compared with experimental results. The computational models validated in this way constitute a basis for further parametric studies of lateral-torsional buckling in the domain of steel plate girders with slender web when subjected to fire conditions.
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Fadlelbari, M. Faisal. "Efficiency of Vierendeel Girder, Post-tensioned Girders and Steel Beams for Long Cantilevers in Buildings." FES Journal of Engineering Sciences 9, no. 1 (February 22, 2021): 79–85. http://dx.doi.org/10.52981/fjes.v9i1.662.
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Cantilevers are a part of our life, they are everywhere: bridg–es, building’s balconies, traffic signs, car parking shades even the aircraft’s wings. The long cantilevers of the buildings always present as a big challenge to structural engineers in their practice life. The structural behavior of these cantilevers depends on a several factors, such as rigidity of the slab, rigidity of columns or walls, span continuity... etc. But the real dilemma lies in the economical choice. This paper focused on the cantilever’s structural analysis according to the used structural. Moreover, it shows a comparison between three structural system choices: Vierendeel Girder, Post - Tensioned Girders and Steel Composite Beam in a graph. The objective of this paper is to give a guideline to the structural engineers to choose the optimum system of the building cantilevers according to the factors mentioned earlier. At the end, the paper illustrated the Vierendeel girder is the most efficient system for cantilevers. Accordingly, recommendations result on that up to 4.0 m cantilever length steel beams will be enough, for more than 4.0 and less than or equal to 6.0 m post-tension is recommended, and for more than 6.0 m cantilever we should use Vierendeel girder.
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Bradberry, Timothy E., Jeffery C. Cotham, and Ronald D. Medlock. "Elastomeric Bearings for Steel Trapezoidal Box Girder Bridges." Transportation Research Record: Journal of the Transportation Research Board 1928, no. 1 (January 2005): 27–38. http://dx.doi.org/10.1177/0361198105192800103.
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Traditionally, bridge bearings supporting steel trapezoidal box girders (tub girders) consist of fabricator-designed mechanical devices, such as pot or disc bearings, that may be guided or unguided and are expensive to fabricate and place. Performance of these bearings has been mixed: some are maintenance-free and others require significant maintenance, repair, or replacement. In Texas, bridge bearings supporting concrete and steel superstructure types are typically steel-laminated elastomeric bearings that are tapered or have a constant thickness. Recently, the Texas Department of Transportation has used these structurally engineered elastomeric bearings for tub girders in place of mechanically engineered pot or disc bearings. This paper describes the rationale for the application of elastomeric bearings to tub girders and outlines design recommendations that are based on the use of elastomeric bearings for the tub girder direct connectors of the interchange of US-290 and I-35 built in Austin in the late 1990s and placed in service in 2001.
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Gergess, Antoine N., and Rajan Sen. "Cambering structural steel I-girders using cold bending." Journal of Constructional Steel Research 64, no. 4 (April 2008): 407–17. http://dx.doi.org/10.1016/j.jcsr.2007.10.001.
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Szerszen, Maria M., and Andrzej S. Nowak. "Fatigue Evaluation of Steel and Concrete Bridges." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 73–80. http://dx.doi.org/10.3141/1696-10.
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The fatigue limit state is one of the important considerations in the design of bridges. Accumulated load cycles can cause cracking or even failure. An approach to evaluation of steel and concrete bridges with regard to fatigue is presented. The method for prediction of the remaining life of a bridge superstructure is based on the load model and the procedure to estimate fatigue degradation of materials. In the case of steel girders, degradation of material is considered using S-N curves. For reinforced concrete beams, degradation of concrete in the compressive zone is described by the rheological fatigue model. Reliability analysis is performed for the fatigue limit state function of flexure. Prediction of the remaining fatigue life for steel and concrete beams is illustrated on examples of existing bridge girders.
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Shawky, Wael, and Ghaidaa Nabil. "Experimental and numerical study for the post buckling behaviour of plate girders subjected to bending and shear." MATEC Web of Conferences 162 (2018): 04027. http://dx.doi.org/10.1051/matecconf/201816204027.
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This research offers experimental and numerical study for the ultimate strength analysis and post buckling behaviour of plate girders subjected to shear and bending stresses. Two Plate girders of length 2.5m are designed consisting from three separate structural steel plates welded together to form I - section. The dimensions of the first girder section is 512 mm × 120 mm while the second girder section is 412mm × 120 mm. Mechanical properties for plate girders components were found by testing three samples of each plate. The ultimate shear strength was found by examining two plate girders in the laboratory under concentrated load applied at the middle span. A numerical study of the tested plate girders was carried out by using the software program (ANSYS) to study the behaviour of girders steel under the influence of loads application. The results showed that the ratio of the experimental ultimate load strength to the numerical ultimate load strength is 97% 94% for plate girders 1 and 2 , respectively. For the part of using theoretical study. The results obtained from the equations , it was observed that the ratio of the experimental ultimate load strength to the theoretical ultimate load strength is 83% for plate girders1 and 90% for the plate girder 2.Through comparison between experimental, numerical and theoretical results it was observed good andacceptable agreement. Thus confirming the accuracy of the modelling between this methods and obtain convergent results in all cases. Also it was found when an increase in the depth of the web has effect in increasing the ultimate shear strength for plate girder by about 19%.
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Petzek, Edward, Elena Meteş, Daniel Grecea, and Radu Băncilă. "Pre-Cambering in Steel and Composite Bridge Structures." Advanced Materials Research 1111 (July 2015): 169–74. http://dx.doi.org/10.4028/www.scientific.net/amr.1111.169.
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Steel beams are used in the construction of industrial, commercial buildings, bridges and other structures. Deflection in steel and composite beams describes the amount of deformation the beam will incur under the design loads. Pre-cambering reduces the deflection under the loads, being one of the requirements of deflection checking. For usual simple supported girders the problem is relatively simple, more complex is the pre-cambering problem at continuous and frame structures, especially in bridges where different construction phases and also positions of the convoy have to be considered. The present paper describes the calculus of the deflection and the necessity of pre-cambering in structural elements including a case study: a railway composite integral bridge.
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Škaloud, Miroslav, and Marie Zörnerová. "THE FATIGUE BEHAVIOUR OF THE BREATHING WEBS OF STEEL BRIDGE GIRDERS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 11, no. 4 (December 31, 2005): 323–36. http://dx.doi.org/10.3846/13923730.2005.9636363.
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The limit state of thin‐walled steel girders subjected to many times repeated loading is to a great extent affected by the cumulative damage process occurring in the girder webs “breathing” under the repeated loads. Based on experimental results obtained by the authors at the Institute of Theoretical and Applied Mechanics in Prague, (i) various approaches to the definition of the fatigue limit state of the above girders are discussed, (ii) a number of potential design procedures suggested by other researchers validated and (iii) a set of S‐N curves, established by the writers so as to serve as a reliable tool for the fatigue analysis of thin‐walled girders with “breathing” webs, presented.
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Agcakoca, E., and M. Aktas. "The Impact of the HMCFRP Ratio on the Strengthening of Steel Composite I-Beams." Mathematical Problems in Engineering 2012 (2012): 1–13. http://dx.doi.org/10.1155/2012/183906.
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Carbon fiber-reinforced polymer materials have become popular in the construction industry during the last decade for their ability to strengthen and retrofit concrete structures. The recent availability of high-modulus carbon fiber-reinforced polymer strips (HMCFRP) has opened up the possibility of using this material in strengthening steel structures as well. The strips can be used in steel bridge girders and structures that are at risk of corrosion-induced cross-sectional losses, structural deterioration from aging, or changes in function. In this study, a set of bending experiments was performed on three types of steel beams reinforced with HMCFRP. The results were used to enhance a nonlinear finite element model built with ABAQUS software. The accuracy of the mathematical models for HMCFRP, epoxy, and steel profiles was compared with the experimental results, and the ability of HMCFRP to continue carrying load from the steel beams during rupture and postrupture scenarios was observed using numerical analysis. Using these verified finite element models, a parametric analysis was performed on the HMCFRP failure modes and the quantity to be used with IPE profile steel beams. The maximum amount of HMCFRP needed for strengthening was determined, and an upper limit for its use was calculated to avoid any debonding failure of the fiber material.
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Mochizuki, Hidetsugu, Katsuhiko Hanada, Tomokazu Nakagawa, Youji Hanawa, Ichiro Yamagiwa, Katsunori Yasuda, Yozo Fujino, and Masatsugu Nagai. "Design and Construction of a Cable-Trussed Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 293–98. http://dx.doi.org/10.3141/1696-30.
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Takehana No. 3 Bridge is a cable-trussed girder bridge constructed on a highway route in Shikoku Island, Japan. This is the first application of a cable-trussed girder bridge to a highway bridge in Japan. The cable-trussed bridge (or reversed cable-stayed girder bridge) consists of relatively slender steel plate I-girders, a spatial frame-type post arranged beneath the girders at the middle of the span, and external cables anchored at the ends of the girders. The structural details, static and dynamic characteristics, and design and construction of the bridge are presented. In addition, the efficiency of this type of bridge is emphasized.
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Davidson, James S., and Chai H. Yoo. "Effects of Distortion on Strength of Curved I-Shaped Bridge Girders." Transportation Research Record: Journal of the Transportation Research Board 1845, no. 1 (January 2003): 48–56. http://dx.doi.org/10.3141/1845-06.
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The curved I-shaped plate girders used in bridges with curved alignment are subjected to forces that cause significant distortion of the cross section during construction and during application of live loads after the deck has hardened. Furthermore, the addition of curvature reduces the vertical bending stiffness, increases deflection nonlinearities, and changes stability characteristics of behavior. Although the design equations of the AASHTO Guide Specifications for Horizontally Curved Highway Bridges are formulated to address these behavioral issues, design and construction engineers often are not familiar with the difficulties curvature introduces and do not understand the relationship between distortion and deflection amplification with the design equations. Analytical research conducted as part of the FHWA Curved Steel Bridge Research Project was used to highlight and describe the effects of curvature on the strength and stability of curved I-girder bridge superstructures. Issues described include the following: ( a) effects of cross-frame and diaphragm spacing on system behavior, ( b) effects of curvature on the lateral-torsional stability of curved I-shaped beams, ( c) effects of warping stresses on flange buckling, ( d) effects of curvature on web behavior, and ( e) effects of curvature on initiation and propagation of yield stresses in the girders of curved I-girder frames.
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He, Zhi-Qi, Changxue Ou, Fei Tian, and Zhao Liu. "Experimental Behavior of Steel-Concrete Composite Girders with UHPC-Grout Strip Shear Connection." Buildings 11, no. 5 (April 24, 2021): 182. http://dx.doi.org/10.3390/buildings11050182.
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This paper develops a new type of shear connection for steel-concrete composite bridges using Ultra-High Performance Concrete (UHPC) as the connection grout. The UHPC-grout strip shear connection is fabricated by preforming a roughened slot in the concrete deck slab, welding an embossed steel rib longitudinally to the upper flange of the steel girder, and casting the strip void between the slot and the steel rib with UHPC grout. The structural performance of the new connection was validated by two sets of experimental tests, including push-out testing of shear connectors and static and fatigue testing of composite beams. The results of push-out testing indicate that the UHPC-grout strip shear connection exhibits a significant improvement of ductility, ultimate capacity, and fatigue performance. The interface shear strength of the UHPC-grout strip connection is beyond 15 MPa, which is about three times that of the strip connection using traditional cementitious grouts. The ultimate capacity of the connection is dominated by the interface failure between the embossed steel and the UHPC grout. The results of composite-beam testing indicate that full composite action is developed between the precast decks and the steel beams, and the composite action remained intact after testing for two million load cycles. Finally, the trail design of a prototype bridge shows that this new connection has the potential to meet the requirements for horizontal shear.
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Lavrinenko, L. І., and D. Y. Oleynik. "OPTIMAL HEIGHT OF STEEL PLATE GIRDERS WITH CORRUGATED WEBS." Bulletin of Odessa State Academy of Civil Engineering and Architecture, no. 81 (December 7, 2020): 76–86. http://dx.doi.org/10.31650/2415-377x-2020-81-76-86.
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Abstract. This work is carried out in order to study the classical problem of determining the optimal height of a plate girder with given moment of resistance in relation to the features of the real operation of a beam with a corrugated web. A bi-symmetric plate girder with a wavy web is considered. The structural model parameters of the girder correspond to the Zenam technology, which determines the structural limitations of the task. The physical model is the 1st class double-tee girder according to the stress-strain state (in accordance with the current design standards of Ukraine SCS (State Construction Standards of Ukraine) В.2.6-198). The mathematical model is considered as a task of minimizing the objective function (beam mass) taking into account design factors. The height is a project variable. The objective function is formulated as one-parameter taking into account the bending strength of the beam. The structural coefficients and their influence on the objective function are considered. Both the shear strength constrain and overall wall shape stability constrain are taken into account. Deflections are determined taking into account the shear deformations of the thin web. The minimum values of the beam height are considered when the permissible deflection is not exceeded. It is shown that the introduction of the conditions of shear strength and wall stability into the resolving equation indicates the lower limit of the calculated variable value. The constraint is inactive in the area of feasible solutions. Areas of rational decisions are shown. Numerical studies have been conducted for corrugated beam structures. Design requirements in accordance with design standards are used as method constraints. The optimal values of the beam height are obtained according to the minimum mass criterion in the range of applied spans and loads. The effective values of spans and loads for beams with corrugated walls in the range of optimal parameters and technological limitations have been determined. Further research is needed to explore constructive solutions that would minimize the values of constructive coefficients, taking into account specific effects such as local tensions and real-world operating conditions.
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Nowak, Andrzej S., and Hid N. Grouni. "Calibration of the Ontario Highway Bridge Design Code 1991 edition." Canadian Journal of Civil Engineering 21, no. 1 (February 1, 1994): 25–35. http://dx.doi.org/10.1139/l94-003.
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The paper describes the calculation of load and resistance factors for the Ontario Highway Bridge Design Code (OHBDC) 1991 edition. The work involved the development of load and resistance models, the selection of the reliability analysis method, and the calculation of the reliability indices. The statistical models for load and resistance are reviewed. The considered load components include dead load, live load, and dynamic load. Resistance models are developed for girder bridges (steel, reinforced concrete, and prestressed concrete). A reliability analysis is performed for selected representative structures. Reliability indices are calculated using an iterative procedure. The calculations are performed for bridge girders designed using OHBDC 1983 edition. The resulting reliability indices are between 3 and 4 for steel girders and reinforced concrete T-beams, and between 3.5 and 5 for prestressed concrete girders. Lower values are observed for shorter spans (up to 30–40 m). The acceptance criterion in the selection of load and resistance factors is closeness to the target reliability level. The analysis confirmed the need to increase the design live load for shorter spans. Partial resistance factors are considered for steel and concrete. The criteria for the evaluation of existing bridges are based on the reliability analysis and economic considerations. Key words: bridge code, calibration, load factor, resistance factor, reliability index.
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Harrison, Alex, and N. David LeBlanc. "Design and Construction of a Full-Width, Full-Depth Precast Concrete Deck Slab on Steel Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 1907, no. 1 (January 2005): 54–66. http://dx.doi.org/10.1177/0361198105190700107.
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The West Sandusky Street Bridge over I-75 in Findlay, Ohio, consisted of a single 170-ft-span hybrid steel plate girder bridge with a concrete deck. To minimize closure times on West Sandusky Street and reduce traffic delays on I-75 during the bridge's replacement, full-width, full-depth precast concrete deck panels were proposed for the bridge deck construction. The precast deck panels are posttensioned both longitudinally and transversely to minimize cracking and improve durability and are constructed with shear stud pockets to allow for the installation of shear studs after erection and posttensioning. During detail design, a finite element analysis of the bridge deck was carried out to determine the required level of prestress in the deck. A time-dependent analysis was subsequently completed to determine the long-term creep effects and posttensioning losses, including the effects of restraint from the steel girders. A sensitivity analysis determined the optimum curing time required before stressing the longitudinal posttensioning tendons and grouting the shear pockets. The steel plate girders were designed for the long-term creep effects due to the posttensioning of the deck, which imposed additional axial loads and moments on the steel girders. The replacement deck panels were fabricated before bridge demolition and road closure. Bridge construction was completed in fall 2004.
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Ma, Chi, Shi-zhong Liu, Jin Di, and Rui-jie Zhang. "Analysis of Pure Bending Vertical Deflection of Improved Composite Box Girders with Corrugated Steel Webs." Advances in Civil Engineering 2021 (March 30, 2021): 1–13. http://dx.doi.org/10.1155/2021/6617846.
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Steel bottom plates are applied as replacements for the concrete bottom plates in order to reduce the dead weight of the composite box girders with corrugated steel webs and steel bottom plates (CSWSB). Due to the change in the material, the previous analytical calculation methods of vertical deflection of composite box girders with corrugated steel webs (CSWs) cannot be directly applied to the improved composite box girders. The shear lag warpage displacement function was derived based on the shear deformation laws of the upper flange and the bottom plates of the improved composite box girders. The equations for the calculation of the shear deformation and the additional deflection due to the shear lag of continuous and simply supported composite box girders with CSWSB under concentrated and uniformly distribution loads were derived by considering the double effects of the shear lag and the shear deformations of the top and the bottom plates with different elastic moduli. The analytical solutions of the vertical deflection of the improved composite box girders include the theory of the bending deflection of elementary beams, shear deformation of CSWs, and the additional deflection caused by the shear lag. Based on the theoretical derivation, an analytical solution method was established and the obtained vertical deflection analytical solutions were compared with the finite element method (FEM) calculation results and the experimental values. The analytical equations of vertical deflection under the two supporting conditions and the two load cases have verified the analyses and the comparisons. Further, the additional deflections due to the shear lag and the shear deformation are found to be less than 2% and 34% of the total deflection values, respectively. Moreover, under uniform distributed load conditions, the deflection value was found to be higher than that of the under concentrated load condition. It was also found that the ratio of the deflection caused by the shear lag or the shear deformation to the total deflection decreased gradually with the increase in the span width ratio. When the value of the span width ratio of a single box and single chamber composite box girder with CSWSB was equal to or greater than 8, the deflections caused by the shear lag and the shear deformation could be ignored.
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Liu, Xinhua, Jianren Zhang, Zihan Cheng, and Meng Ye. "Experimental and Numerical Studies on the Negative Flexural Behavior of Steel-UHPC Composite Beams." Advances in Civil Engineering 2021 (January 31, 2021): 1–15. http://dx.doi.org/10.1155/2021/8828175.
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The cracking of concrete in the negative moment region for a composite beam subjected to a negative bending moment reduces the beam’s strength and stiffness. To improve the cracking performance of composite beams, this paper presents an experimental investigation on applying ultrahigh-performance concrete (UHPC) instead of conventional concrete. Three steel-UHPC composite beams with different forms of joints were designed and tested through a unique rotation angle loading method using a spring displacement control testing setup. The crack distribution, rotation versus crack width, load versus spring displacement, and strains in the UHPC slab and steel girders were measured and studied. Nonlinear finite element analysis using ABAQUS based on the damaged plasticity model of concrete was carried out for comparison with the test results. The experimental and numerical results showed that the use of a UHPC slab can enhance the cracking performance of composite beams. Considering the convenience of construction, a reasonable joint form was suggested, and the appropriate UHPC longitudinal laying length in the negative moment region was proposed to be 0.1 L. Furthermore, a simplified formula for calculating the UHPC crack width was developed based on bond-slip theory.
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Nguyen, Kien, Reza Nasouri, Caroline Bennett, Adolfo Matamoros, Jian Li, and Arturo Montoya. "Galvanizing-Induced Distortion in Steel Plate Girders. I: Effects of Girder Geometry." Journal of Bridge Engineering 24, no. 12 (December 2019): 04019110. http://dx.doi.org/10.1061/(asce)be.1943-5592.0001444.
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Asadnia, Mahdi, and W. M. Kim Roddis. "Out-of-Flatness Effect on Flexural Strength of Steel Bridge Girders." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 561–73. http://dx.doi.org/10.1177/0361198119835529.
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This numerical study determines the effects of out-of-flatness on flexural strength at the onset of yielding in continuous I-shaped and tub (box) steel highway bridge girders. This moment at onset of yielding is the strength limit state for flexural design of steel highway bridge girders, according to the AASHTO standard. Finite element analysis is used to obtain values of flexural strength reduction for girders with various magnitudes of out-of-flatness, covering a range of continuous I-shaped and tub (box) cross sections and spans. Straight girders were used since the evaluated behavior is local buckling. Models are built with co-existing out-of-flatness imperfections in both webs and flanges. The imperfection pattern is set to be compatible with the first buckling mode of the built-up cross section to match the case having the theoretical maximum effect on local buckling. ANSYS heat analysis was used to create appropriate residual stress pattern in the models. Models are laterally supported to ensure the local buckling limit state is the governing failure mode. Both Grade 50 steel and Grade 100 steel plate are considered with elastic-perfectly plastic material behavior. Large deflection theory is used to iteratively capture the secondary moments due to out-of-flatness. Maximum strength reduction implicitly allowed in accordance with the most restrictive value of out-of-flatness for continuous two-span unstiffened I-shaped plate girders by the American Welding Society D1.5 Bridge Welding Code is obtained. Strength-based out-of-flatness criteria for the bottom flange of steel tub girders are proposed as functions of bottom flange slenderness.
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Kövesdi, B., J. Alcaine, L. Dunai, E. Mirambell, B. Braun, and U. Kuhlmann. "Interaction behaviour of steel I-girders; part II: Longitudinally stiffened girders." Journal of Constructional Steel Research 103 (December 2014): 344–53. http://dx.doi.org/10.1016/j.jcsr.2014.06.017.
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Avent, R. Richard, and Bruce L. Brakke. "Anatomy of Steel Bridge Heat-Straightening Project." Transportation Research Record: Journal of the Transportation Research Board 1561, no. 1 (January 1996): 26–36. http://dx.doi.org/10.1177/0361198196156100104.
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Heat-straightening repair of damaged steel girders has been conducted on a number of bridges over the years. However, little documentation is available on repair methodology and response to such repairs. Such documentation for the field repair of a bridge in Iowa is provided. The Iowa Department of Transportation (IDOT) decided to train its maintenance personnel to perform heat-straightening repairs. The training program consisted of 2 days of classroom and laboratory tutorial training and a field heat-straightening project. The field project was a bridge spanning I-80 near Davenport. The repair was successfully completed and demonstrated the practicality of implementing recent advances in heat-straightening research. The response of the damaged girder to the heat-straightening process was also measured and compared with theoretical models.
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Wang, Guang-Ming, Li Zhu, Guang-Pan Zhou, Bing Han, and Wen-Yu Ji. "Experimental Research of the Time-Dependent Effects of Steel–Concrete Composite Girder Bridges during Construction and Operation Periods." Materials 13, no. 9 (May 3, 2020): 2123. http://dx.doi.org/10.3390/ma13092123.
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The present work aimed to study the effects of temperature changes and concrete creep on I-shaped steel–concrete composite continuous girder bridges during construction and operation processes. This study combined structural health monitoring data, an ANSYS finite element simulation, and the age-adjusted effective modulus method to obtain the variation laws of temperature and internal force in composite girders. Moreover, a temperature gradient model was proposed that is suitable for bridges in Hebei, China. In addition, a concrete creep experiment under unidirectional axial compression was performed using concrete specimens prepared from the concrete batch used to create the composite girder. The long-term evolution laws of the deflection and internal force of the composite girder were obtained by predicting the concrete creep effect. The measured data showed that the temperature variation trends of the steel beam and concrete slab were characterized by a sinusoidal curve without a temperature lag. The heating rate of the concrete slab was higher than the cooling rate. The prediction results showed that the internal force changes in the composite girder were characterized by three stages. The stress changes in the composite girder during the first 10 days were significant and the stress charge rate of the concrete slab, the steel girder and the shear stud can reach 5%–28%. The stress change rate decreased continuously during 10–90 days. The stress changed slowly and smoothly after 90 days. This research can provide feedback and reference for structural health monitoring and service safety control of similar I-shaped steel–concrete composite bridges.
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Pushpangadan, Silpa, Arjun S. Menon, and A. Sofi. "Parametric Study of Stiffeners in Steel Composite Tub Girders." International Journal of Engineering & Technology 7, no. 3.6 (July 4, 2018): 64. http://dx.doi.org/10.14419/ijet.v7i3.6.14940.
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Closed structural sections (rectangular, circular, trapezoidal shape) possess high rotational rigidity compared to open sections like I girder. For highly curved bridges, closed sections with high torsional rigidity is an absolute choice. This paper suggests the use of steel – composite Tub girder instead of concrete I girder in rail bridges. Stiffeners were used to strengthen the girder. Deflection and stress study has been done for the entire girder on various thickness of stiffeners under different loading.
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Kamruzzaman, Mohamed, Mohd Zamin Jumaat, N. H. Ramli Sulong, and A. B. M. Saiful Islam. "A Review on Strengthening Steel Beams Using FRP under Fatigue." Scientific World Journal 2014 (2014): 1–21. http://dx.doi.org/10.1155/2014/702537.
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In recent decades, the application of fibre-reinforced polymer (FRP) composites for strengthening structural elements has become an efficient option to meet the increased cyclic loads or repair due to corrosion or fatigue cracking. Hence, the objective of this study is to explore the existing FRP reinforcing techniques to care for fatigue damaged structural steel elements. This study covers the surface treatment techniques, adhesive curing, and support conditions under cyclic loading including fatigue performance, crack propagation, and failure modes with finite element (FE) simulation of the steel bridge girders and structural elements. FRP strengthening composites delay initial cracking, reduce the crack growth rate, extend the fatigue life, and decrease the stiffness decay with residual deflection. Prestressed carbon fibre-reinforced polymer (CFRP) is the best strengthening option. End anchorage prevents debonding of the CRRP strips at the beam ends by reducing the local interfacial shear and peel stresses. Hybrid-joint, nanoadhesive, and carbon-flex can also be attractive for strengthening systems.
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McConnell, Jennifer Righman, and Karl Barth. "Moment-Rotation Response of Slender Steel I-Girders." Journal of Structural Engineering 136, no. 12 (December 2010): 1533–44. http://dx.doi.org/10.1061/(asce)st.1943-541x.0000259.
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Lee, Sung C., Doo S. Lee, and Chai H. Yoo. "Flexure and Shear Interaction in Steel I-Girders." Journal of Structural Engineering 139, no. 11 (November 2013): 1882–94. http://dx.doi.org/10.1061/(asce)st.1943-541x.0000746.
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White, Donald W., and Michael G. Barker. "Shear Resistance of Transversely Stiffened Steel I-Girders." Journal of Structural Engineering 134, no. 9 (September 2008): 1425–36. http://dx.doi.org/10.1061/(asce)0733-9445(2008)134:9(1425).
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Tang, Yu, Min Xu, Jie Yue, and Shixiong Zheng. "Torsional Stiffness Correction of the Split-Type Triple-Box Steel Box Girder Based on Refined Simulation." Advances in Civil Engineering 2021 (June 28, 2021): 1–14. http://dx.doi.org/10.1155/2021/3667239.
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Split-type steel box girders are widely used in long-span bridges because of their good wind-resistance performance. In the design stage, a simple finite element model is usually established based on the beam element for wind-resistance design. However, since the irregular cross-beams and diaphragms in the split steel box girder cannot be virtually established, the stiffness of the girder will be underestimated. To improve the accuracy in simulating stiffness of the split-type triple-box steel box girder (STSBG) with the beam element model (BEM), a correction is made to the initial beam element model (IBEM) based on the result of a more refined finite element model. ANSYS is adopted to make a refined model (RM) of a bridge with STSBG as its girder and to calculate its aerostatic responses and dynamic characteristics in 3 typical construction states and 1 finished state. With the reference value, an objective function of the overall residual sum of squares is constructed for the torsion angle of the girder and the frequency of the bridge. Then, the beam element is used for conventional modelling of the bridge, and artificial bee colony (ABC) algorithm is adopted for the optimization and correction of structure parameters of the BEM of the girder. Finally, static and dynamic characteristics of the IBEM and the corrected beam element model (CBEM) are compared with values of the corresponding RM to evaluate the validity of the correction of the model. The results show that the aerostatic responses and dynamic characteristics of the CBEM are close to calculated values of the RM. In more detail, the relative error between the torsion angle of the girder in the middle span of the BEM and the corresponding reference value in the finished state is decreased from +61.71% to +4.94%, and the relative error of torsional fundamental frequency is decreased from −17.43% to +3.66%. According to the calculated value of the RM, ABC algorithm would satisfactorily improve the accuracy in simulating torsional stiffness of the STSBG with the IBEM. This research is expected to provide reference for beam element modelling, which is conducive to accurately simulating torsional stiffness of the STSBG.
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Mon, Thu Ya, and Janani Selvam. "Buckling Behaviors of Cold-Formed Steel Built-Up Columns under Axial Compression Tests: Review Paper." International Journal of Recent Technology and Engineering 10, no. 1 (May 30, 2021): 7–11. http://dx.doi.org/10.35940/ijrte.a5593.0510121.
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In modern-day construction industry, cold-formed steel channels have been more interested as the conventional structural materials in place of hot-rolled steel members in order to reduce the weight of beams and girders without reducing their strength. Cold-formed steel becomes extensively used as structural and non-structural materials in building construction and engineering presentations. Various types of buckling behaviors usually govern the design strength of cold-formed steel channel sections. Because of their complex behaviors, the design guides for cold-formed steel are insufficient to be provided. This leads the questions to investigate the governing modes of failure of cold-formed steel built-up sections in both horizontal and vertical profiles. This article reviews the recent researches on cold-formed steel built up columns of diverse geometric shapes and connections under axial compression load. The objective is to summarize various modes of buckling in each built-up column. At the end of the study, the results are compared in detail through their geometric sections and provide recommendation for further studies.
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Gergess, Antoine, and Rajan Sen. "Numerical analysis of heat-curved I-girders." Journal of Computational Design and Engineering 4, no. 4 (March 30, 2017): 263–73. http://dx.doi.org/10.1016/j.jcde.2017.03.002.
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Abstract Heat curving is a practical and economical process used by steel fabricators for curving structural steel. In this method, the flange edges of a fabricated straight girder are asymmetrically heated to induce residual curvature on cooling. Available analytical methods for predicting the resulting residual stress, strain and curvature are complex and iterative because of the need to account for material and geometric non-linearity. This paper presents a single-step, non-iterative, numerical procedure for determining the effects of heat-curving on residual stress and strain based on a previously developed simplified analysis. Thermal equilibrium equations for idealized heating profiles are first recast in a general parametric form and then solved numerically for standard heating width and temperature using modern technical computing. The resulting solutions are expressed as polynomial functions to allow the solution space for the residual curvature to be graphically represented. Curvature predictions using this simplified approach are shown to be within 11% of measured values and within 5% of values obtained using more rigorous numerical methods. Highlights The paper presents a simplified computational method for heat curving steel. Equations for non-linear stress distribution are cast in a parametric form and solved numerically using Wolfram Mathematica V.9.0 computer algebra package. Solutions are presented as polynomials and graphical plots to directly calculate the curvature. Legitimacy is confirmed based on comparisons with available experimental and theoretical values.
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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 (December 1, 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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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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Shen, Chuandong, Yifan Song, Lei Yan, Yuan Li, Xueli Wang, and Shuanhai He. "Experimental Behavior of the Curved Continuous Twin I-Girder Composite Bridge with a Precast Concrete Slab Subjected to Bending, Shear, and Torsion." Advances in Civil Engineering 2020 (November 12, 2020): 1–16. http://dx.doi.org/10.1155/2020/8834773.
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In order to investigate the mechanical behavior, ultimate load carrying capacity, and failure mode of the intact curved continuous twin I-girder composite bridge (TGCB) with a precast concrete slab, one curved continuous composite bridge model with a scale ratio of 1 : 5 of a prototype bridge was designed and manufactured considering the influence of the construction sequence. Four symmetric point loads’ test was carried out. In this paper, load-deflection relationship and strain development of steel girders, concrete slab, and reinforcement at key sections were tested and analyzed. Failure mode, crack development, and major crack width at the top surface of the concrete slab in the hogging moment region were also reported. The experimental results demonstrated that the load capacity under the initial cracking level, cracking level with the width of 0.2 mm, and steel girder yielding state is about 1.7, 5.0, and 6.3 times of the design load, respectively. Due to the influence of curvature, the stiffness of the external girder is less than that of the internal girder. However, the ultimate bearing capacity is basically the same, approximately 13.6 times of the design load. During the loading process, plastic hinge was first observed at the intermediate support section as a result of the hogging moment which should be emphasized in design. The local buckling took place after yielding, indicating a class 2 section according to Eurocode 4. In addition, the TGCB had good ductility since the displacement ductility coefficients of the external and internal girders were 4.40 and 4.06, respectively.
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McConnell, Jennifer Righman, and Karl Barth. "Rotation Requirements for Moment Redistribution in Steel Bridge I-Girders." Journal of Bridge Engineering 15, no. 3 (May 2010): 279–89. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000046.
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Subramanian, Lakshmi, and Donald W. White. "Improved Noncompact Web-Slenderness Limit for Steel I-Girders." Journal of Structural Engineering 143, no. 4 (April 2017): 04016216. http://dx.doi.org/10.1061/(asce)st.1943-541x.0001722.
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Pasternak, Hartmut, and Gabriel Kubieniec. "PLATE GIRDERS WITH CORRUGATED WEBS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 16, no. 2 (June 30, 2010): 166–71. http://dx.doi.org/10.3846/jcem.2010.17.
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Especially for the main frames of single‐storey steel buildings the use of corrugated web beams, mainly with sinusoidal corrugation, has been increased very much during the last years. Due to the thin web of 1,5 mm to 3 mm corrugated web beams afford a significant weight reduction compared with hot rolled profiles or welded I‐sections. Buckling failure of the web is prevented by the corrugation. The buckling resistance of presently used sinusoidal corrugated webs is comparable with plane webs of 12 mm thickness or more. Due to improvements of the automatic fabrication process corrugated webs up to 6 mm thickness became possible. Therefore the field of application of this beam type has been extended considerable. Even short span bridges are possible now. The dimensioning of corrugated web beams is ruled by the EN 1993–1‐5 Annex D ‐ it covers only web thicknesses up to 3 mm. In the last years many tests and finite element simulations have been carried out. Regarding this background, these EN rules will be discussed and extended. Furthermore, additional proposals for patch loading and lateral‐torsional buckling of girders with sinussoidal webs will be given. Santrauka Pastaruoju metu ypač vienaukščiu pastatu plieniniams remams imtos plačiai naudoti sijos su pagal sinusoide banguota sienele. Del plonu 1,5–3,0 mm storio gofruotuju siju sieneliu ju mase gerokai sumažeja, palyginti su karštai valcuotomis arba virintinemis dvitejo skerspjūvio sijomis. Sijos sieneles klumpamosios irties išvengiama del sieneles bangavimo. Šiuo metu naudojamu pagal sinusoide subanguotu sieneliu klumpamoji galia yra lygintina su 12 mm arba didesnio storio plokščiu sieneliu galia. Patobulinus automatini gaminimo procesa gofruotaja sienele galima padaryti iki 6 mm storio. Todel labai išsiplečia šiu siju naudojimo sritys. Sijos gali būti naudojamos nedidelio tarpatramio tiltams. Banguotasieniu siju projek‐tavimo metodika aprašyta EN 1993–1‐5 D priede, tačiau ji galioja tik sijoms, kuriu sieneles storis neviršija 3 mm. Pastarai‐siais metais atlikta daug bandymu ir skaitiniu eksperimentu baigtiniu elementu metodu. Todel šios EN projektavimo nuostatos bus aptariamos ir išplestos. Be to, straipsnyje pateiktos papildomos rekomendacijos, kaip vertinti siju su pagal sinusoide banguota sienele uždetaja apkrova ir lenkiamaji sukamaji klupuma.
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Riahi, Farhad, Alaeddin Behravesh, Mikaeil Yousefzadeh Fard, and Arastoo Armaghani. "Shear Buckling Analysis of Steel Flat and Corrugated Web I-girders." KSCE Journal of Civil Engineering 22, no. 12 (November 12, 2018): 5058–73. http://dx.doi.org/10.1007/s12205-017-1530-9.
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Lin, Xuqun, and Harry Far. "Post-buckling Strength of Welded Steel I-Girders with Corrugated Webs." International Journal of Steel Structures 21, no. 3 (March 18, 2021): 850–60. http://dx.doi.org/10.1007/s13296-021-00477-y.
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Picard, A., and D. Beaulieu. "Factored moment resistance of composite bridge girders with singly symmetric non-compact steel sections." Canadian Journal of Civil Engineering 20, no. 5 (October 1, 1993): 828–33. http://dx.doi.org/10.1139/l93-108.
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According to standards CAN/CSA-S6-88 and OHBDC (1983), a fully plastic stress distribution or a linear stress distribution at first yielding of the steel section should be used to determine the factored bending resistance of a composite section made of a non-compact steel section, depending upon the depth of the compression portion of the web. In this paper, an elastoplastic analysis is presented and is illustrated by an example. Comments on some clauses from the S6 Standard are also presented. Key words: bridges, composite beams, elastoplastic analysis.
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Sohn, Young Moo, Amit H. Varma, and Robert J. Connor. "Effects of Imperfections in Heat Straightening Repair of Steel Beam Bridges." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 41 (June 17, 2018): 165–76. http://dx.doi.org/10.1177/0361198118780878.
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A 40 ft. long two-span continuous steel bridge with two composite beams was constructed in the laboratory and subjected to damage followed by heat straightening repair. A36 steel section (W30 × 90) was used for the main girders (beams). Four spans (specimens) of the test bridge were statically damaged at each midspan using a hydraulic actuator, and subsequently repaired by applying Vee heats and restraining forces in the damaged region. Restraining force magnitude (corresponding to 0.4 Mp: 6.2 kips and 0.6 Mp: 9.5 kips), maximum heating temperature (800°F, 1200°F, and 1400°F), and the number of multiple damage-repair cycles (one and three cycles) were considered as the test parameters. The steel material properties were measured by taking samples from the repaired areas, and compared with undamaged steel material properties. Samples taken from specimens subjected to overheating (up to 1400°F) had similar structural properties and fracture toughness values as those taken from specimens subjected to normal heating (up to 1200°F). Specimens repaired with overstraining (0.6 Mp) combined with underheating (up to 800°F) required the largest number of heating cycles to fully repair the same damage. The fracture toughness of samples taken from specimens subjected to multiple (three times) damage-repair cycles was lower (decreased to about 84%) than the fracture toughness of samples taken from specimens subjected to only one damage-repair cycle. Therefore, multiple heat straightening repairs of a damaged beam should be performed with caution. With reference to serviceability performance for AASHTO HL-93 live load, the midspan deflections of beam specimens subjected to damage and heat straightening repair were comparable to those of undamaged beam specimens.
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Ghadami, Abbas, and Vahid Broujerdian. "Flexure–shear interaction in hybrid steel I-girders at ambient and elevated temperatures." Advances in Structural Engineering 22, no. 6 (December 11, 2018): 1501–16. http://dx.doi.org/10.1177/1369433218817893.
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In literature, there is no theoretical research focusing on moment–shear interaction behavior of the hybrid girders. This article investigates the moment–shear interaction behavior of non-composite hybrid steel plate I-girders at ambient and elevated temperatures. In this regard, based on a more realistic distribution of bending and shear stresses, theoretical equations have been proposed to achieve the moment–shear interaction curve without considering shear buckling. The results obtained from the proposed equations were compared with the results of the existing experimental data and those of the finite element analysis. According to the results, there is good agreement between them.
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Takamori, Hiroyuki, and John W. Fisher. "Tests of Large Girders Treated To Enhance Fatigue Strength." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 93–99. http://dx.doi.org/10.3141/1696-12.
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Two large-scale fatigue test studies of plate girders are reported on. One study involved a series of coverplated bridge girders with small fatigue cracks that were retrofitted in 1976 as described in NCHRP Report 206. The second study involved plate girders fabricated from HPS-485W (HPS-70W) steel with welded attachments. The Category E’ coverplated beams that were removed from the I-95 Yellow Mill Pond Bridge in 1997 had been retrofitted in 1976 by either air hammer peening or gas tungsten arc (GTA) remelting. All details had small fatigue cracks at the time of retrofit. No further fatigue cracking was observed at the coverplate ends after 20 years of service and an estimated 56 million truck passages. The beams were tested at a stress range of 69 MPa (10 ksi). Cracks developed from the root of the transverse end weld and propagated through the weld throat. The fatigue resistance of the treated weld toe details improved to Category C except for one GTA-remelted detail, which exceeded Category D. Another study was carried out on large-scale HPS-485W plate girders with as-welded and ultrasonic-impact treatment (UIT) details. UIT was applied to the weld toe of transverse stiffeners welded to the web and flanges (Category C) and to coverplated ends (Category E’). The as-welded details cracked at their expected fatigue resistance. The UIT transverse stiffeners improved to Category B fatigue resistance, whereas the UIT coverplated details improved to Category C fatigue resistance.
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Mikulski, Leszek. "The Structure of the Optimal Control in the Problems of Strength Optimization of Steel Girders." Archives of Civil Engineering 65, no. 4 (December 1, 2019): 277–93. http://dx.doi.org/10.2478/ace-2019-0060.
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AbstractThe paper concerns a strength optimization of continuous beams with variable cross-section. The continuous beams are subjected to a dead weight and a useful load, the six (seven) combinations of loads were analyzed. Optimal design problems in structural mechanics can by mathematically formulated as optimal control tasks. To solve the above formulated optimization problems, the minimum principle was applied. The paper is an introductory and survey paper of the treatment of realistically modelled optimal control problems from application in the structural mechanics. Especially those problems are considered, which include different types of constraints. The optimization problem is reduced to the solution of multipoint boundary value problems (MPBVP) composed of differential equations. Dimension of MPBVP is usually a large number, what produces numerical difficulties. Optimal control theory does not give much information about the control structure. The correctness of the assumed control structure can be checked after obtaining the solution of the boundary problem.
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Zureick, A., and R. Naqib. "Horizontally Curved Steel I-Girders State-of-the-Art Analysis Methods." Journal of Bridge Engineering 4, no. 1 (February 1999): 38–47. http://dx.doi.org/10.1061/(asce)1084-0702(1999)4:1(38).
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Duk Kim, Yoon, Se-Kwon Jung, and Donald W. White. "Transverse Stiffener Requirements in Straight and Horizontally Curved Steel I-Girders." Journal of Bridge Engineering 12, no. 2 (March 2007): 174–83. http://dx.doi.org/10.1061/(asce)1084-0702(2007)12:2(174).
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