scholarly journals Evaluation of Subsurface Damage in Concrete Deck Joints Using Impact Echo Method

2016 ◽  
Vol 2016 ◽  
pp. 1-7
Author(s):  
Larry Rickard ◽  
Wonchang Choi

Many factors can affect the overall performance and longevity of highway bridges, including the integrity of their deck joints. This study focuses on the evaluation of subsurface damage in deteriorated concrete deck joints, which includes the delamination and corrosion of the reinforcement. Impact echo and surface wave technology, mainly a portable seismic property analyzer (PSPA), were employed to evaluate the structural deficiency of concrete joints. Laboratory tests of core samples were conducted to verify the nondestructive test results. The primary advantage of the PSPA as a bridge assessment tool lies in its ability to assess the concrete’s modulus and to detect subsurface defects at a particular point simultaneously.

2000 ◽  
Vol 1740 (1) ◽  
pp. 118-125 ◽  
Author(s):  
Martin P. Burke ◽  
Joseph S. Seif

The transverse bracing provisions (diaphragms, cross-braces, crossframes, and so on) of the 1998 AASHTO load and resistance factor design (LRFD) bridge design specifications for the design of deck-type highway bridges are examined. This examination suggests that implementation of these provisions not only will have an adverse effect on the integrity and durability of reinforced concrete deck slabs, and consequently on life-cycle bridge costs; implementation of such provisions also has the potential to affect the desirability of steel bridge construction adversely. Instead of avoiding the use of midspan braces, as implied by LRFD provisions, it is urged that midspan braces be more generally recognized as primary elements of complex superstructure structural systems and thus be sized and spaced to function not only as transverse flange braces but also integrally with concrete deck slabs to distribute vehicular loads laterally. Such a practice not only will yield more efficient higher-quality structural systems capable of functioning effectively for 100 years or more, thus doubling their presently expected lives, but it will also help extend the service lives of the more vulnerable reinforced concrete deck slabs.


1996 ◽  
Vol 23 (6) ◽  
pp. 1341-1349 ◽  
Author(s):  
G. P. Carlin ◽  
M. S. Mirza

The Champlain Bridge, Montreal, Quebec, has recently undergone replacement of its deteriorated reinforced concrete deck situated over the St. Lawrence Seaway with a new orthotropic steel deck. The new deck consists of 210 prefabricated steel panels which have been installed at the rate of one panel per night. The panels arrived on site with a base course of pavement to allow traffic flow over the new panels without disrupting the rush hour and daytime traffic. As a result of the new deck being 25% lighter in weight, the reserve strength capacity of the steel superstructure to accommodate live loads has increased sufficiently to bring the bridge within the governing live load requirements of the CAN/CSA Standard S6-1988 "Design of highway bridges." The governing design live loads on bridges have increased by about 50% since the original construction of the bridge over 30 years ago and reflect the larger vehicle weights permitted over Canadian roadways. Key words: alternative deck systems, cantilevered steel superstructure, closed rib stiffeners, counterweights, diaphragms, field erection, orthotropic plate deck, prefabrication, reinforced concrete, welding.


2020 ◽  
Author(s):  
Esmail Shahrokhinasab

This report presents the detailed design of three composite highway bridges. Each bridge is formed by steel girders acting compositely with a reinforced concrete deck slab. The design covers the principal step in the verification of the design in accordance with the AASHTO. The first bridge consists of hot rolled steel beam and the second one is using plate girder, and finally, folded plate girder by using ABC method.


1995 ◽  
Vol 22 (3) ◽  
pp. 514-523 ◽  
Author(s):  
Baidar Bakht ◽  
Akhilesh C. Agarwal

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.


Author(s):  
Adriana Trias ◽  
Yi Yu ◽  
Jie Gong ◽  
Franklin L. Moon

<p>Remote sensing is widely viewed as a potentially disruptive technology in the realm of bridge engineering, especially as it relates to assessment and forecasting of future performance. Initial applications for LiDAR in bridge engineering were limited to measuring large-scale dimensions such as span length and clearance, underutilizing the vast majority of the data gathered. Improvements in data processing and proper manipulation open the possibility of exploiting LiDAR for estimating smaller dimensions which have direct relevance on structural capacity estimation. Furthermore, the comprehensive nature of LiDAR datasets allows calculating global displacements, warping, and deformations caused by local loads or damages at any desired point of the scanned structure. To investigate the practicality of this potential, a suite of LiDAR scans was carried out during a destructive test on a heavily skewed steel multi-girder bridge. Displacement results drawn from the point cloud were between 9% and 12% less compared to the displacements gathered from conventional sensors. In addition, the progression of girder warping was also registered and quantified by the LiDAR dataset. This study provides a detailed accounting of the current state of LiDAR as a potential bridge assessment tool compared to more conventional sensing and visual inspection approaches.</p>


2017 ◽  
Author(s):  
◽  
Ali Abed Sultan

During the last few decades, many efforts have been made to assess the reliability of nondestructive evaluation (NDE) technologies used for the detection of subsurface damage in concrete bridge decks. During these efforts, reliability of NDE technologies has either been described anecdotally, or been solely relegated to the probability of detection (POD) or accuracy estimation. Although these indices are important, most of the previous work did not take into account the probability of false alarm (POFA) of NDE technologies, nor did they investigate the reliability considering multiple threshold settings throughout test results. In addition, the existing body of research has used a limited physical sampling such as coring to validate NDE results. Consequently, the assessments were rather controversial, and there was no general agreement about the reliability of such technologies. Because most diagnosis systems are characterized by noisy data and less than perfect detection characteristics, reliability is to be carefully assessed considering all possible diagnosis output with multiple threshold settings within practical range of applications. In other words, when NDE data do not fall into either of the two obviously defined categories: true positive (TP), meaning the NDE data indicates a defect and there is a defect, or true negative (TN), meaning the NDT data indicates no defect and there is no defect, reliability analysis should also include the two types of incorrect indications: failure to give a positive indication in the presence of a defect (false negative, FN) and giving a positive indication when there is no defect (a false alarm or false positive, FP). The \three decades of NDI reliability assessments" report developed by Karta Technologies, Inc. in 2000 under supervision of the Air Force NDI Office stated that POD alone cannot describe the reliability of NDE technologies unless the probability of false alarm (POFA) is also considered in the analysis. POFA may be induced by noise with several possible sources: human, nature of phenomenon to be measured, and environmental conditions. The report covered nearly 150 reports and manuscripts from over 100 authors. However, a review of research literature reveals that little theoretical work on the reliability assessment in terms of both POD and POFA has been undertaken since then. In this research, the reliability of impact echo (IE), infrared thermography (IRT), and ground penetration radar (GPR) technologies for the detecting of subsurface damage in concrete plate-like members is assessed by using a statistical analysis method called receiver operating characteristic (ROC). The proposed analysis method has the capability to integrate POD and POFA indices over a wide range of decision threshold settings in a single curve, which is useful in assessing trade-off in choosing a threshold and for quantitatively comparing the performance of NDE technologies. This methodology for assessing NDE reliability is intended to provide a more effective means of comparing different technologies used in civil engineering applications, to make the evaluation process of a quantitative scheme, to reduce subjectivity and variability in interpreting NDE data, and to improve sensitivity to extract more information from NDE data. Area under ROC curve (AUC), which is interpreted as the probability of correctly classifying an arbitrarily pair of negative and positive test points, can provide for the desired quantitative reliability index, which can be used to compare the performance of one NDE technology to another. Results of this research obtained from ROC analysis indicate a great ability of IE and IR in detecting subsurface fracture damage such as delamination and debonding. In both technologies, there exist some threshold settings that can provide for a relatively high POD with very low POFA, and consequently, the areas under their ROC curves were very high. Data obtained from GPR testing, on the other hand, indicates that GPR technology has a very limited ability to detect physical damage such as subsurface delamination. This conclusion contrasts with that been argued by a large body of the previous work. However, GPR showed a good sensitivity to the presence of corrosive environments such as moisture and chloride when the concentrations of these factors are above some threshold values that may facilitate the initiation of steel reinforcement corrosion.


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