Expansion Joints for Road Bridges Requirements and Reality Durability and Noise

Abstract CRUCIBLE 321 is a non-hardenable austenitic chromium-nickel steel which is particularly adaptable for parts fabricated by welding without postweld annealing for use at temperatures between 800 and 1500 F. This grade is non-magnetic in the annealed condition but is slightly magnetic when cold worked. Among its many applications are aircraft-engine exhaust manifolds, furnace parts and expansion joints. This datasheet provides information on composition, physical properties, hardness, elasticity, and tensile properties as well as fracture toughness and creep. It also includes information on high temperature performance and corrosion resistance as well as forming, heat treating, machining, and joining. Filing Code: SS-426. Producer or source: Crucible Specialty Metals Division, Colt Industries.

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Modular Bridge Expansion Joints for Lacey V. Murrow Floating Bridge

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1594-18 ◽

1997 ◽

Vol 1594 (1) ◽

pp. 163-171 ◽

Cited By ~ 1

Author(s):

John A. Van Lund ◽

Mark R. Kaczinski ◽

Robert J. Dexter

Keyword(s):

Fatigue Strength ◽

Fatigue Cracking ◽

Field Measurements ◽

The United States ◽

Limit States ◽

Expansion Joints ◽

Lake Washington ◽

Floating Bridge ◽

Modular Bridge Expansion Joints ◽

Washington State Department

The Lacey V. Murrow Bridge (LVM Bridge) is a 2013-m-long floating bridge on Interstate 90 across Lake Washington in Seattle, Washington. Single-support-bar, swivel-joist modular bridge expansion joint systems are located at each end of the bridge between the shore approach spans and the floating pontoons. These joints were designed for 960 mm of longitudinal movement as well as horizontal and vertical rotations caused by wind, wave, temperature, and changes in lake level elevation. A similar joint in an adjacent floating bridge had experienced premature fatigue cracking at welded attachment details because of low fatigue strength. For the LVM Bridge the joint components were fatigue tested and designed by using fatigue limit-states loads, resulting in welded attachment details with improved fatigue strength. In addition, a stiffer center beam and reduced center-beam span lengths produced lower fatigue stress ranges. Joint movements and rotations, fatigue design methodology, results of dynamic analyses, field measurements of the dynamic response, and construction details are described. The total cost of the LVM joints was 1 percent of the final bridge cost. The Washington State Department of Transportation required a 5-year guarantee for the LVM joints. These are the largest modular bridge expansion joints in the United States to be tested and designed for fatigue.

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