Vehicular Overloads: Load Model, Bridge Safety, and Permit Checking

Fu, Gongkang; Hag-Elsafi, Osman

doi:10.1061/(asce)1084-0702(2000)5:1(49)

Cited by 50 publications

(23 citation statements)

References 3 publications

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“…Superload, 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).…”

Section: Introductionmentioning

confidence: 99%

“….15 Properties of steel bridges with no skew (Sotelino et al, 2004 Table 5.17 Properties of steel bridges out of typical range (Sotelino et al, 2004) .........393 Table 5.18 GDFs for steel bridges with no skew (analyzed by Sotelino et al, 2004) ....394 Table 5.19 GDFs for steel bridges with skew (analyzed by Sotelino et al, 2004) .........395 Table 5.20 GDFs for steel bridges out of typical range (analyzed by Sotelino et al, 2004 Table 5.21 Properties of prestressed concrete bridges (Sotelino et al, 2004 (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).…”

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confidence: 99%

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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: Introductionmentioning

confidence: 99%

mentioning

confidence: 99%

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

Wood¹,

Akinci²,

Liu³

et al. 2007

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“…ny studies [23,24] have been conducted on the vehicle load. A statistical analysis was conducted in the current study according to the expressway vehicle load [25,26] to confirm the amplitude of fatigue load in this test. Considering the dead weight of the structure, bridge deck paving, vehicle running state, and laboratory conditions, the lower limit of the fatigue load was set to 0.15 times of the ultimate load.…”

Section: Corrosion Testsmentioning

confidence: 99%

Untitled

2017

JESTR

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In-service bridges along rivers or seas are constantly exposed to harsh environmental conditions, which contain corrosive substances that seriously affect the structural safety of these bridges. In its service processes, cyclic stress accelerates this corrosive effect, which aggravates fatigue and results in the failure of the materials utilized. Consequently, the expected endurance life is not reached. In this study, six test beams were designed, produced, and subsequently subjected to a chloride salt corrosion test to explore the effects of environment corrosion on the fatigue performance of bridge structures and reveal the development process of fatigue failure and its influencing factors. Fatigue amplitude was determined through comprehensive static and expressway vehicle load tests. Fatigue tests were also conducted on corrosion test beams, and the material properties of the pre-stressed concrete bridge after corrosion were analyzed under the effect of long-term traffic load. Fatigue brittle failure occurred in the form of reinforcement fracture in all test beams after corrosion. The service life of test beams with corrosion rates of 5% and 10% decreased by 53% and 96%, respectively, compared with that of a non-corroded beam at a fixed load level. Residual strain of the test beam with a corrosion rate of 10% under failure was twice that of the test beam with a corrosion rate of 5%. The maximum and residual strain curves of all test beams presented "three-phased" characteristics. After corrosion, the residual concrete strain in the compression zone and the frequency of the fatigue tests exhibited a double-logarithmic linear relation. Strain variation in the prestressed reinforcement after corrosion was significant, but the strain variation in the ordinary reinforcement was minimal. The analysis process and method of this study are also applicable to concrete members in other corrosive environments. The findings can provide a theoretical reference for fatigue performance analyses under different corrosion conditions.

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“…We used sensitivity analysis to evaluate the model under different scenarios in order to test the stability of outcomes as a result of changes in criteria importance weighting. Sensitivity analysis allows for a process of testing ''what-if'' scenarios to determine the model stability (Islam & Saaty, 2010) and to identify the changes that may adversely affect the final result (Fu & Hag-Elsafi, 1997). Feasibility of the model can be achieved by conducting interviews with experts to ask their opinion regarding the whole process and the result.…”

Section: Validation Of the Modelmentioning

confidence: 99%