Journal of Bridge Engineering

The current (2004) fatigue design provisions in the 3rd Ed. of the AASHTO LRFD Bridge Design Specifications identify and classify the rib-to-web (rib-to-diaphragm) connections commonly utilized in steel orthotropic bridge decks where cutouts are used. The fatigue resistance of these details has been established through full-scale laboratory testing. This paper examines how the fatigue stress range was defined and determined during the testing which established the fatigue resistance of the details. A procedure to calculate or measure stresses at the rib-to-diaphragm connection, which is consistent with the fatigue resistance published in the AASHTO LRFD Bridge Design Specifications, is presented.

The longitudinal ribs of an orthotropic box-girder bridge were instrumented to measure axle weights of trucks. The bending stress in the longitudinal rib is composed of a girder component, i.e., the flexural stress due to the rib’s function as part of the box-girder’s upper flange in carrying vehicles, and a rib component, i.e., the part of stress produced in the rib when it is viewed as a continuous beam supporting wheel loads. The instrumentation locations were set close to the middle support of the two-span continuous bridge to reduce girder component and impact effect. All possible wheel-supporting ribs inside the box girder were instrumented to cover most transverse locations of truck wheels. Deviating passes as well as central passes were carried out for each traffic lane in calibration tests to catch maximum stress response. The results of the calibration tests were used to solve the influence lines of the girder component and rib component at each strain gauge. With these influence lines, the rib component was separated from girder one in the stress waves of the $3\text{-}\text{day}$ live traffic measurements, and axle weights of the truck traffic were subsequently calculated.

The major parameter controlling the effectiveness of penetrating sealants as a means of protecting concrete bridge deck surface is the depth of penetration. The factors affecting the depth of sealant penetration are identified both through a fundamental approach and with reference to the literature on penetrating sealants, concrete deterioration, durability, and permeability. Penetration properties and the use of silane and siloxane as concrete surface sealers are discussed. The effects of surface cleaning methods and the drying period are discussed. Penetrating sealants are effective if proper surface cleaning and application procedures are employed. However, moisture state within the first $6\text{-}\mathrm{mm}$ depth controls the depth of sealant penetration. Thus, the factors that affect the drying period before sealant application are identified. Penetrating sealants selection procedure incorporating available test methods is outlined based on the knowledge gained through the fundamental studies of flow phenomenon and literature.

Environmental noise complaints from homeowners near bridges with modular bridge expansion joints (MBEJs) led to an engineering investigation into the noise production mechanism. The investigation identified modal vibration frequencies in the MBEJ coupling with acoustic resonances in the chamber cast into the bridge abutment below the MBEJ. This initial acoustic investigation was soon overtaken by observations of fatigue induced cracking in structural beams transverse to the direction of traffic. These beams are, in the English-speaking world, universally referred to as center beams. However, in Europe the term lamellae is equally common. A literature search revealed little to describe the structural dynamics behavior of MBEJs but showed that there was an accepted belief dating from around 1973 that the loading was dynamic. In spite of this knowledge many bridge design codes used throughout the world specify a static or quasi-static load case with no mention of the dynamic behavior. This paper identifies the natural modes and operational response modes of vibration of the MBEJ installed into Sydney’s Anzac Bridge. In addition, the paper will introduce the dynamic range factor (DRF) and report a DRF of 4.6 obtained after extensive static and dynamic strain gage measurements. The studies indicated that the Anzac Bridge MBEJ was very lightly damped ( $<2\%$ of critical) and a reduction in the measured DRF through the introduction of additional damping was an option.

Shear keys are used in bridge abutments to provide transverse support for the superstructure. The damage observed on bridge abutments in the aftermath of the 1994 Northridge Earthquake prompted the revision of the design of shear keys. As part of this revision, experimental and analytical work was conducted to investigate the seismic behavior of exterior shear keys in bridge abutments designed in accordance with current guidelines and to investigate shear keys designed for damage control. The latter work was aimed at providing guidance for seismic design of shear keys to act as structural fuses that would limit the input force in the abutment piles. Ten shear keys were designed and built at 1:2.5 scale of a prototype abutment design provided by Caltrans. The study concluded that a smooth construction joint should be considered at the interface of the shear key–abutment stem wall to allow sliding shear failure. A mechanism model was developed for capacity evaluation of shear keys with sliding shear failure. The results of the experimental program and development of the simple analytical model for capacity evaluation of exterior shear keys are presented in this paper.

The secondary spiral and skin reinforcement in the anchorage zone of prestressed posttensioned girders causes congestion and poses difficulty in the placement of concrete. It is also labor intensive to produce and place secondary anchorage reinforcement. The objective of this study was to determine the feasibility of reducing the secondary reinforcement with steel fibers for posttensioned anchor zones. The AASHTO Special Anchorage Device Acceptance Test was performed in this study. Variations of spiral and skin reinforcement, with concrete strengths ranging from $37.9\mathrm{MPa}$ $\left(\mathrm{5,500}\mathrm{psi}\right)\text{to}52\mathrm{MPa}$ $\left(\mathrm{7,500}\mathrm{psi}\right)$ , were utilized to investigate the performance of the two types of steel fibers with various amounts. The experimental results indicated that 1% hooked-end steel fibers could eliminate all secondary reinforcement for a minimum concrete strength of $40.7\mathrm{MPa}$ $\left(\mathrm{5,900}\mathrm{psi}\right)$ . Lower volumes of steel fibers may also be used to reduce secondary reinforcements.

This study presents an evaluation of shear and moment live-load distribution factors for a new, prestressed concrete, spread box-girder bridge. The shear and moment distribution factors were measured under a live-load test using embedded fiber-optic sensors and used to verify a finite element model. The model was then loaded with the American Association of State Highway and Transportation (AASHTO) design truck. The resulting maximum girder distribution factors were compared to those calculated from both the AASHTO standard specifications and the AASHTO LRFD bridge design specifications. The LRFD specifications predictions of girder distribution factors were accurate to conservative when compared to the finite element model for all distribution factors. The standard specifications predictions of girder distribution factors ranged from highly unconservative to highly conservative when compared to the finite element model. For the study bridge, the LRFD specifications would result in a safe design, though exterior girders would be overdesigned. The standard Specifications, however, would result in an unsafe design for interior girders and overdesigned exterior girders.

A rapid and economical vibrational tension measurement method is presented to detect distress in external tendons used in segmental posttensioned bridges. This method provides a complementary technique to traditional inspection methods currently employed in the field. The natural frequency and overtones produced by an impact excitation are measured and used to determine the tendon segment’s tension and flexural stiffness using a differential equation describing a stiff string with clamped-clamped boundary conditions. The flexural stiffness is not negligible in tendons of this type causing the vibration modes to be inharmonically related. This method provides consistent (typically within 1%) and reasonably accurate (typically within 10%) estimates of tendon tension. Accuracy can be improved by lessening uncertainty in input constants such as the tendon mass and tendon length. Application examples from several in-service bridges have shown that detection of corrosion damage, improper tensioning, and force distribution effects from friction at deviation blocks can be detected.

As part of Main Roads Western Australia’s (MRWA) bridge management and bridge upgrading program, MRWA bridge no. 3014 was assessed to evaluate its condition before and after strengthening works with carbon-fiber-reinforced-polymers (CFRP). The assessment process coupled analytical results with field observations and dynamic testing of the structure. Vibration-based structural assessment of the bridge was conducted before and after the completion of the upgrading works. This paper presents the results of the vibration tests and modal analysis performed before and after the structure upgrading. In particular, the change in the structural properties and stiffness, before and after the strengthening, based on the analyses of the updated models of the bridge, is presented and discussed. The results demonstrate the effectiveness of using the dynamic assessment method to determine the elastic flexural stiffness of bridge structures retrofitted with CFRP.

Developing a technique to continuously monitor in-service highway bridges is one of the major research focuses at the Connecticut Department of Transportation and the University of Connecticut. The goal has been to use ambient traffic loading as the force to excite a measurable parameter that is sensitive to overall structural integrity. In this study, the dynamic responses of a full-scale steel-girder highway bridge during the passage of a small truck were measured using a number of sensors that could be reasonably implemented on a network of in-service bridges. Measurements were taken before and during the staged introduction of a simulated crack in one of the main supporting girders. The crack was introduced in five stages until it extended through two-thirds of the depth of the girder. Accelerometers were placed at various locations on each girder. Frequency spectra for each stage of the testing were compared to those recorded before the introduction of the crack to determine which aspects of the spectra were sensitive to the change in stiffness. The results indicate that monitoring the amplitudes at the natural frequencies and the frequency response spectrum using the cross signature assurance criterion can be used as an indicator that significant cracks have developed in a multigirder highway bridge.

This paper presents experimental and finite element investigations of the load-deformation behavior of tapered steel and fiber-reinforced plastic (FRP) bridge camera poles subjected to cantilever bending type loading. Three full-scale experimental tests are conducted on one tapered octagonal steel cross section and two FRP circular cross-section poles to identify their load deformation characteristics. Three-dimensional isoparametric finite-element models of the poles are developed by considering the nonlinear coupling behavior between material, contact, and geometric effects. The elastoplastic solid elements with eight nodes are employed for the effective three-dimensional finite-element modeling and analysis. A surface-to-surface contact algorithm is used to simulate the interaction between contact surfaces. An energy-based convergence criterion is adopted to obtain the converged coupled nonlinear solutions. The obtained load-deformation results from finite-element analyses are compared with those of the experiments. The behavior of the finite-element models is examined by observing the effects of individual geometric variables on the load-deformation characteristics of the poles.

Transportation Technology Center, Inc., the University of Illinois, and the Burlington Northern Santa Fe (BNSF) Railway Company conducted tests on a long concrete trestle to quantify the longitudinal forces generated by a coal train with AC locomotives. Results support the American Railway Engineering and Maintenance of Way Association (AREMA) formula for forces due to traction. Testing determined the distribution of shear forces in bents and the equilibrium of the structure in conjunction with an analytical model of the bridge structure. Design longitudinal forces and stresses in piles were also evaluated. The primary observation was that a large amount of longitudinal force is transmitted to the trestle, but it is distributed to a large number of bents through many spans. Forces in individual bents are quite small as compared to the total applied force.

Experts familiar with bridge maintenance in Idaho estimated unit costs for Pontis bridge elements. These costs were compared to those provided by the California and Oregon departments of transportation. Some of the differences are due to regional variations in repair and rehabilitation costs, some reflect decisions to avoid certain actions by assigning them prohibitively high costs, and others reflect modeling decisions regarding the cost of leaving an element in its current condition. For a $5\text{-}\text{year}$ scenario, the projected needs using the Oregon element costs were from 1.6 to 6 times higher than those based on Idaho or California element costs. Likewise the projected benefits using Oregon element costs ranged from 2.2 to 40 times higher than the benefits projected using Idaho and California element costs. A $25\text{-}\text{year}$ scenario indicates that Pontis’ cost-optimal priorities allowed the Network Health Index to decrease, even when a more-than-ample budget was provided.

This paper presents a comprehensive mathematical model for evaluating the overall performance of a bridge network based on probability analyses of network connectivity, user satisfaction, and structural reliability of the critical bridges in the network. A bridge network consists of all nodes of interest in a geographical region. These nodes of interest are connected to each other through multiple paths. The network performance evaluation in terms of connectivity is formulated by using an event tree technique. The network performance measure of user satisfaction deals with traffic demand and capacity of each link in the network. Moreover, the shortest paths in terms of total traffic costs are identified by network optimization algorithms for each pair of the origin and destination nodes of interest under the specified traffic demands. Using this information, the minimum-weight spanning tree (MST) that consists of the identified shortest paths is constructed. The bridges associated with MST are defined as the critical bridges in the network. The network performance in terms of structural reliability of the critical bridges can be computed from system reliabilities of the critical bridges by using a series-parallel system model. Finally, by combining the above three criteria, a single numerical measure is proposed to evaluate the overall performance of the bridge network. This novel approach is illustrated on a group of fourteen existing bridges with different reliability profiles located in Colorado. This study provides the basis of a network-level bridge management system where lifetime reliability and life-cycle costs are the key considerations for optimal bridge maintenance strategies.

The development of canals started in the mid 18th century in England and Europe and in the 1820s in the United States. They required the design and construction of many bridges to provide canal crossings for carriages, wagons, animal herds, and pedestrians. The cost of building bridges of masonry or wood to carry roadway traffic high over the towpaths and waterways of canals was very great so engineers of the day developed bridges that could be moved out of the way when a canal boat was coming through and then moved back over the canal to provide roadway access. The Dutch developed a type of bascule bridge for many canals, while the British developed swing or pull back bridges. The swing bridge for narrow canals had a turntable on shore with a short counterweight span over land and a cantilever span over the canal. This bridge could be worked by hand with a simple crank. The pull back bridges, while not as common, ran on tracks and had the same type of counterweight span and cantilever span over the canal. On wide canals, as well as on the C & O Canal in the 1830s, the swing bridges had a central pier on which the turntable was mounted and the bridge cantilevered out on both sides to the shore when closed, and frequently onto an extended pier parallel to the canal when the bridge was open for canal boat passage. In the United States the most common bridge on canals and waterways was a side mounted or center mounted swing bridge well into the 20th century. The development of the metal vertical lift bridge can be traced to the late 1840s in England where several small lift spans were built. After a review of early European spans, this paper covers the period starting in 1872 with Squire Whipple and his Erie Canal bridges, and terminates in 1917 with Waddell’s Columbia River Bridge.

The recently developed Manual for condition evaluation and load and resistance factor rating (LRFR) of highway bridges in 2003 provides an alternative procedure for practicing engineers to evaluate the fatigue life of steel bridge structures. Although the evaluation manual maintains several aspects used in the AASHTO fatigue guide specification in 1990, it also utilizes formulas and values specified in the AASHTO LRFD bridge design specifications in 1998. A comparative study of the fatigue lives provided by the procedures in the Evaluation manual and the Guide specifications was performed using a life prediction of 14 steel bridges with different structural configurations and various fatigue details. It has been shown that longer predicted fatigue lives are typically obtained when using the Evaluation manual. The ratio of the finite evaluation fatigue lives for the two procedures was found to be in a range of 0.99–2.14.