Influence of Secondary Elements and Deck Cracking on the Lateral Load Distribution of Steel Girder Bridges

Chung, Wonseok; Liu, Judy; Sotelino, Elisa D.

doi:10.1061/(asce)1084-0702(2006)11:2(178)

Cited by 29 publications

(22 citation statements)

References 9 publications

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“…Therefore, it would be overly conservative to check cracking of a section which might be already cracked. Also, a study by Chung et al (2006) suggests that transverse cracking of the deck did not have a considerable effect on the GDFs. Hence, the general behavior of a bridge is not expected to be affected by transverse deck cracking and it can be regarded as a local defect.…”

Section: Damage Evaluation For Prestressed Concrete Bridgesmentioning

confidence: 95%

Long-Term Effects of Super Heavy-Weight Vehicles on Bridges

Wood¹,

Akinci²,

Liu³

et al. 2007

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Prepared in cooperation with the Indiana Department of Transportation and Federal Highway Administration. AbstractA permit truck which exceeds the predefined limit of 108 kips is defined as a superload in Indiana. This study was conducted to examine the long-term effects of superload trucks on the performance of typical slab-on-girder bridges and to assess the likelihood of causing immediate damage. Typical steel and prestressed concrete slab-on-girder type bridges were analyzed using both beam line analysis and detailed finite element models. Furthermore, one prestressed concrete bridge and one steel bridge were instrumented using more than 50 sensors each. Strains and deflections were measured during a live load test, and each bridge was monitored for more than six months. Capacities of the investigated bridges were calculated and compared with the demands generated by various groupings of typical superload trucks. Analysis of the steel and prestressed concrete bridges demonstrated that typical superload trucks up to a gross vehicle weight of 500 kips are not expected to cause any damage or impair the long term performance of the investigated bridges. Serviceability limit states of the prestressed concrete bridges controlled the rating, and the bridges had adequate strength to accommodate all superloads included in the database. However, strength limit states controlled the rating of steel bridges. Long term monitoring of a continuous and a simple span bridge indicated that strains comparable to those of a 366-kip superload truck can be generated by regular truck traffic. The field measurements also demonstrated that the in-service behavior was different than the design assumptions. Fixity due to integral abutments, effectiveness of the continuity joint in continuous prestressed concrete bridges and contribution of the secondary members lead to notable differences between the expected and the anticipated behavior. Furthermore, the AASHTO girder distribution factor equation was found to be conservative for the investigated bridges. Use of a more accurate method such as FEA or the spring analogy method is recommended for the evaluation of bridges traversed by very heavy superload trucks. Key WordsSuperload, truck, fatigue, bridge, steel, concrete, girder, strain measurements, load rating, remaining life (Fu and Hag-Elsafi, 2000). Analysis of the recent (between 1989 and 2000) bridge failures in the United States reveals that 8.8% of 503 reported failure cases were due to overloads and 8.6% were due to deterioration (Wardhana and Hadipriono, 2003).Throughout the nation, a significant number of bridges may be damaged, possibly to failure, due to the short term effects of superloads (i.e., overloading) and/or due to long term effects of superloads (i.e., accelerated deterioration). Therefore, the impact of superload vehicles on bridge structures requires further research. It should also be noted that about 130,000 of the approximately 6...

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Section: Damage Evaluation For Prestressed Concrete Bridgesmentioning

confidence: 95%

Long-Term Effects of Super Heavy-Weight Vehicles on Bridges

Wood¹,

Akinci²,

Liu³

et al. 2007

Self Cite

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“…Researchers (Broquet et al 2004;Chung et al 2006;Conner and Huo 2006;Eamon and Nowak 2002;Eamon and Nowak 2004;Hassan 1994;Mabsout et al 1997) have already shown that sidewalks and barriers may significantly affect the load and stress distribution in a structure. These results are also corroborated by a study conducted by the authors (Goulet et al 2009), which showed that factors such as deck inclination, steel reinforcement and road surface should not been neglected when conducting a system identification study.…”

Section: Figure 5 -Langensand Bridge Cross-section Of Finite Element mentioning

confidence: 99%

Multimodel Structural Performance Monitoring

2010

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“…As for AASHTO LRFD procedure, it overestimates FEA moments for all bridge cases. Several studies were conducted to investigate the influence of sidewalks and railings on wheel load distribution in steel and prestressed girder bridges which was shown to increase the stiffness of the superstructure and improve the load-carrying capacity of these bridges [3]- [4]- [5]- [6]- [8].…”

Section: Introductionmentioning

confidence: 99%

Influence of Railings Stiffness on Wheel Load Distribution in One- And Two-Lane Concrete Slab Bridges

Nouh¹

2017

GEOMATE

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ABSTRACT:The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (AASHTO LRFD) do not account for the presence of railings as integral parts of highway bridges. This paper presents the parametric investigation of the influence of railings stiffness on the wheel load distribution in simply-supported, one-span, one-and two-lane reinforced concrete slab bridges using the finite-element analysis (FEA). A total of 80 bridge cases are modeled and bridge parameters such as span lengths and slab widths were varied within practical ranges. Various railings built integrally with the bridge deck are placed on both edges of the concrete slabs. The FEA wheel load distribution and bending moments are compared with reference bridge slabs without railings as well as to the AASHTO design procedures. According to the FEA results, the presence of railings reduces the longitudinal bending moment in slabs by 25% to 60% depending on the stiffness of the railings. The results of this investigation will assist structural and bridge engineers in better designing or evaluating concrete slab bridges in the presence of railings. This can also be considered to be a possible alternative for strengthening existing concrete slab bridges.

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Influence of Secondary Elements and Deck Cracking on the Lateral Load Distribution of Steel Girder Bridges

Cited by 29 publications

References 9 publications

Long-Term Effects of Super Heavy-Weight Vehicles on Bridges

Long-Term Effects of Super Heavy-Weight Vehicles on Bridges

Multimodel Structural Performance Monitoring

Influence of Railings Stiffness on Wheel Load Distribution in One- And Two-Lane Concrete Slab Bridges

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