Live-Load Response of Alabama’s High-Performance Concrete Bridge

2003 ◽  
Vol 1845 (1) ◽  
pp. 115-124 ◽  
Author(s):  
Robert W. Barnes ◽  
J. Michael Stallings ◽  
Paul W. Porter
Keyword(s):  
High Performance ◽  
High Performance Concrete ◽  
Highway Bridges ◽  
Live Load ◽  
Bottom Flange ◽  
Actual Behavior ◽  
Bridge Design ◽  
Design Specifications ◽  
Special Procedure ◽  
Aashto Lrfd

Results are reported from live-load tests performed on Alabama’s high-performance concrete (HPC) showcase bridge. Load distribution factors, deflections, and stresses measured during the tests are compared with values calculated using the provisions of the AASHTO LRFD Bridge Design Specifications and AASHTO Standard Specifications for Highway Bridges. Measured dynamic amplification of load effects was approximately equal to or less than predicted by both specifications. Distribution factors from both specifications were found to be conservative. Deflections computed according to AASHTO LRFD Bridge Design Specifications suggestions matched best with the measured deflections — overestimating the maximum deflections by 20% or less. Bottom flange stresses computed with AASHTO distribution factors were significantly larger than measured values. AASHTO LRFD Bridge Design Specifications provisions suggest a special procedure for computing exterior girder distribution factors in bridges with diaphragms. When two or more lanes were loaded, this special procedure did not reflect the actual behavior of the bridge and resulted in very conservative distribution factors for exterior girders. Further research is recommended to correct this deficiency.

Structural Design of High-Performance Concrete Bridge Beams

2000 ◽  
Vol 1696 (1) ◽  
pp. 171-178
Author(s):  
Xiaoming (Sharon) Huo ◽  
Maher K. Tadros
Keyword(s):  
Structural Design ◽  
High Performance ◽  
High Performance Concrete ◽  
Highway Bridges ◽  
Major Effect ◽  
Minor Effect ◽  
Bottom Flange ◽  
Prestress Losses ◽  
Bridge Beams ◽  
Creep And Shrinkage

Recently high-performance concrete (HPC) has been used in highway bridges and has gained popularity for its short-term and prospective long-term performances. Benefits of using HPC include fewer girder lines required, longer span capacity of girders, reduced creep and shrinkage deformation, less prestress losses, longer life cycle, and less maintenance of bridges. Research has been conducted on several issues of structural design of HPC bridge beams. The topics discussed include the effects of section properties of prestressed concrete girders, allowable tensile and compressive stresses, creep and shrinkage deformations of HPC, and prediction of prestress losses with HPC. The results from a parametric study have shown that a section that can have a large number of strands placed in its bottom flange is more suitable for HPC applications. The use of 15-mm-diameter prestressing strands allows the higher prestressing force applied on sections and can provide more efficiency in HPC bridges. The research results also indicate that the allowable compressive strength of HPC has a major effect on the structural design of bridges, whereas the allowable tensile stress has a minor effect on the design. Equations for predicting prestress losses based on the experimental and analytical results are recommended. The recommended equations consider the effects of lower creep and shrinkage deformations of HPC.

scholarly journals Live Load Distribution Factors for Skew Stringer Bridges with High-Performance-Steel Girders under Truck Loads

2018 ◽  
Vol 8 (10) ◽  
pp. 1717 ◽  
Author(s):  
Iman Mohseni ◽  
Yong Cho ◽  
Junsuk Kang
Keyword(s):  
Load Distribution ◽  
Shear Force ◽  
High Performance ◽  
Structural Parameters ◽  
Highway Bridges ◽  
Live Load ◽  
High Performance Steel ◽  
Live Load Distribution Factors ◽  
Live Load Distribution ◽  
Load Distribution Factors

Because the methods used to compute the live load distribution for moment and shear force in modern highway bridges subjected to vehicle loading are generally constrained by their range of applicability, refined analysis methods are necessary when this range is exceeded or new materials are used. This study developed a simplified method to calculate the live load distribution factors for skewed composite slab-on-girder bridges with high-performance-steel (HPS) girders whose parameters exceed the range of applicability defined by the American Association of State Highway and Transportation Officials (AASHTO)’s Load and Resistance Factor Design (LRFD) specifications. Bridge databases containing information on actual bridges and prototype bridges constructed from three different types of steel and structural parameters that exceeded the range of applicability were developed and the bridge modeling verified using results reported for field tests of actual bridges. The resulting simplified equations for the live load distribution factors of shear force and bending moment were based on a rigorous statistical analysis of the data. The proposed equations provided comparable results to those obtained using finite element analysis, giving bridge engineers greater flexibility when designing bridges with structural parameters that are outside the range of applicability defined by AASHTO in terms of span length, skewness, and bridge width.

Live-Load Test Results of Missouri’s First High-Performance Concrete Superstructure Bridge

2003 ◽  
Vol 1845 (1) ◽  
pp. 96-103 ◽  
Author(s):  
Yumin Yang ◽  
John J. Myers
Keyword(s):  
Load Distribution ◽  
High Performance ◽  
High Performance Concrete ◽  
Large Diameter ◽  
Load Test ◽  
Strain Gauges ◽  
Live Load ◽  
Test Results ◽  
Live Load Distribution ◽  
Live Load Test

For its significant economical savings and greater design flexibility, high-performance concrete (HPC) is becoming more widely used in highway bridge structures. High-performance bridges with HPC and large-diameter prestressed strands are becoming attractive to designers. Bridge A6130 is the first fully HPC superstructure bridge in Missouri. The bridge has HPC cast-in-place deck and high-strength concrete girders reinforced with 15.2-mm (0.6-in.) diameter strands. The bridge was instrumented with embedded strain gauges and thermocouples to monitor the early-age and later-age behavior of the structures from construction through service. To investigate the overall behavior of the bridge under live load, a static live-load test was developed and carried out. During the live-load test, 64 embedded vibrating wire strain gauges and 14 embedded electrical-resistance strain gauges were used to acquire the changing strain rate in the bridge caused by the varying live-load conditions. Girder deflections and rotations were also recorded with external sensors and a data acquisition system. Based on the test results, the load distribution to the girders was studied. The AASHTO specifications live-load distribution factor recommended for design was compared with the measured value and found to be overly conservative. The AASHTO load and resistance factor design live-load distribution factors recommended for design were found to be comparable to measured values. Two finite element models were developed with ANSYS and compared with measured values to investigate the continuity level of the Missouri Department of Transportation interior bent detail.

scholarly journals Fatigue Categorization of Obliquely Oriented Welded Attachments

2020 ◽  
Author(s):  
Robert J. Connor ◽  
Cem Korkmaz
Keyword(s):  
Longitudinal Direction ◽  
Effective Length ◽  
Fillet Welds ◽  
Bridge Design ◽  
Skewed Bridges ◽  
Primary Stress ◽  
Design Specifications ◽  
State Highway ◽  
Aashto Lrfd ◽  
The Web

In current bridge design specifications and evaluation manuals from the American Association of State Highway and Transportation Officials (AASHTO LRFD) (AASHTO, 2018), the detail category for base metal at the toe of transverse stiffener-to-flange fillet welds and transverse stiffener-to-web fillet welds to the direction of the web and hence, the primary stress) is Category C′. In skewed bridges or various other applications, there is sometimes a need to place the stiffener or a connection plate at an angle that is not at 90 degrees to the web. As the plate is rotated away from being 90 degrees to the web, the effective “length” of the stiffener in the longitudinal direction increases. However, AASHTO is currently silent on how to address the possible effects on fatigue performance for other angles in between these two extremes. This report summarizes an FEA study that was conducted in order to investigate and determine the fatigue category for welded attachments that are placed at angles other than 0 or 90 degrees for various stiffener geometries and thicknesses. Recommendations on how to incorporate the results into the AASHTO LRFD Bridge Design Specifications are included in this report.

scholarly journals Comparative Analysis of Plate Girder Designs In The Composite Bridge Between AASHTO LRFD Bridge Design Specifications 2017 Regulation with SNI 1729: 2015

2019 ◽  
Vol 1 (1) ◽  
pp. 24-39
Author(s):  
Donald Essen ◽  
Ryza Nur Rohman
Keyword(s):  
Construction Materials ◽  
Internal Force ◽  
Construction Work ◽  
Bridge Design ◽  
Design Specifications ◽  
Construction Methods ◽  
Composite Girder ◽  
Materials Used ◽  
Plate Composite Girder ◽  
Aashto Lrfd

In the world of construction there are various methods and types of materials used to support the passage of a construction work. One of them is composite girder plate. Composite girder plate is one of the many construction methods that combine two construction materials that are physically different in nature, namely concrete with steel. This type of composite girder plate construction is commonly used for bridge construction work with a fairly large span and width. In its use, of course, it must be preceded by stages of careful planning on a standard and valid basis as well. In the following research will discuss and look for similarities and differences regarding the two types of rules in the planning of composite girder plates, namely the rules of planning composite girder plates using AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS 2017 with SNI 1729: 2015. After doing the initial stages of modeling using CSI Bridge software using the profile cross section constraints of the AASHTO provisions, the internal force obtained is Moment Force (Mu) of 3469.13 kNm and Shear Force (Vu) of 225.98 kNm. Then proceed with the analysis of calculations with the help of Microsoft Excel software namely calculating using the AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS 2017 regulations for stability requirements of strong boundary conditions on the bending requirements. Then a Nominal Moment (ØMn) value of 6420.19 kNm is obtained. Then proceed to calculate the same planning constraints, but this time using SNI 1729: 2015 regulations. Obtained Nominal Moment Value (ØMn) of 6579.88 kNm. Then it can be concluded that the two regulations produce a safe and strong planning, of course in accordance with applicable regulations namely: Moment (Mu <ØMn).

Updating the AASHTO LRFD Movable Highway Bridge Design Specifications

2021 ◽  
Author(s):  
Jeffrey Newman ◽  
Kevin Johns ◽  
Thomas Murphy ◽  
Maria Lopez ◽  
Zolan Prucz ◽  
...  
Keyword(s):  
Highway Bridge ◽  
Bridge Design ◽  
Design Specifications ◽  
Aashto Lrfd
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