Journal of Bridge Engineering

On the evening of December 27, 2005, the fascia beam supporting the east-side parapet wall of the third span of the Lake View Drive Bridge failed under the action of dead load. This paper describes the structural testing and posttest forensic examination of two girders recovered from the partially collapsed Lake View Drive Bridge. The objective of this paper is to describe the tests conducted and report the observations. An interior and an exterior prestressed concrete adjacent box girder were tested to failure in flexure. Prior to testing, an extensive visual inspection was conducted to assess the extant condition of the $42\text{-}\text{year}$ -old girders. Following testing, the girders were sawcut near their failure regions to permit an extensive forensic investigation. Conclusions based on the pre- and posttest inspections and test results are presented. Recommendations intended to reinforce issues that need to be considered in the bridge inspection and rating process of similar structures are presented.

This paper presents a numerical model conceived to simulate the behavior up to collapse of continuous concrete beams prestressed with bonded or external tendons. Its most valuable feature is the ability to automatically determine the most suitable extent of each load increment according to the actual stiffness of all the segments that form the discretized beam. A crucial problem of nonlinear structural analysis is numerical evaluation of the rotation capacity of plastic hinges, especially when dealing with concrete beams prestressed with external tendons, which is a technology nowadays increasingly adopted in new continuous bridges and in the rehabilitation or strengthening of old or damaged structures. This problem is discussed in depth and a simple rule, which differs from those usually discussed in the scientific literature, is adopted to subdivide the beam into discrete elements. The effectiveness of the numerical model is tested by comparing its numerical output with the outcomes of 14 experimental tests. This comparison looks promising since the mean value of the error on load carrying capacity is only 0.1%, with a 2.4% standard deviation.

Glass fiber-reinforced polymer (GFRP) bridge decks suffering frequent cyclic loading of heavy wheels require relatively thick pultruded composites. To examine the behavior of 12 mm thick pultruded GFRP plates containing surface layers and to study the influence of surface damage, which may be present on such decks, static and fatigue tensile tests were carried out. Severe indentation yielded not only visible damage, but also an invisible damage in the unidirectional layer. Loss of cross section area due to both damages affected the static ultimate loads. Fatigue cracks were found around higher stress concentrations on the surface layer as early as approximately 10% of the total fatigue life. These initial cracks, however, barely affected the fatigue life because delamination of the surface layers prevented the cracks from propagating. The invisible shear crack due to indentation barely affected the fatigue life since earlier splitting between initially damaged and undamaged fibers mitigated the crack propagation.

Fiber-reinforced polymer (FRP) composite materials are increasingly making their way into civil engineering applications. To reduce the self-weight and also achieve the necessary stiffness, sandwich panels are commonly used for FRP bridge decks. However, due to the geometric complexity of the FRP sandwich deck, convenient analysis and design methods for FRP bridge deck have not been developed. The present study aims at developing equivalent properties for a complicated sandwich panel configuration using finite-element modeling techniques. With equivalent properties, the hollowed sandwich panel can be transformed into an equivalent solid orthotropic plate, based on which deflection limits can be evaluated and designed. A procedure for the in-plane axial properties of the sandwich core has first been developed, followed by developing the out-of-plane panel properties for bending behavior of the panel. An application is made in the investigation of the stiffness contribution of wearing surface to the total stiffness of bridges with FRP panels. The wearing surface contribution is not usually accounted for in a typical design of bridges with traditional deck systems.

Rubber bearings used in bridges are exposed to the air and easily attacked by oxygen, even at room temperature, and heat, light, dynamic strain, and liquids. It is usually known that the degradation of polymers often occurs as a nonuniform or heterogeneous process because aged rubber will prevent deterioration from progressing into the inner rubber bearing. Thermal oxidation tests were carried out on natural rubber (NR) blocks at different elevated temperatures using the modulus profiling method. The development of the heterogeneous property profiles in aged rubber bearings is revealed. The NR blocks display the features of a diffusion-limited oxidation and the properties change most significantly at the surface. However, in the interior region beyond the critical depth, NR does not change. The property variations at the block surface and the interior are quantitatively examined, based on which, the relations are clarified among property variation, temperature, aging time, and relative position inside a rubber bearing. An appropriate aging model is established, which is able to predict the aging characteristics in NR bearing.

The importance of long-term behavior in integral abutment (IA) bridges has long been recognized. This paper presents an analytical, long-term, response prediction methodology using finite-element (FE) models and compares results to measured response. Three instrumented Pennsylvania IA bridges have been continuously monitored since November 2002, November 2003, and September 2004 to capture bridge response. An evaluation of measured responses indicates that bridge movement progresses year to year with long-term response being significant with respect to static predictions. Both two-dimensional and three-dimensional FE models were developed using ANSYS to determine an efficient and accurate analysis level. Seasonal cyclic ambient temperature and equivalent temperature derived from time-dependent strains using the age adjusted effective modulus method were employed as major loads in all FE models. The elastoplastic $p\text{-}y$ curve method, classical earth pressure theory, and moment-rotation relationships with parallel unloading paths were used to model hysteretic behavior of soil-pile interaction, soil-abutment interaction, and abutment-to-backwall connection. Predicted soil pressures obtained from all FE models are similar to the measured response. Predicted abutment displacements and corresponding design forces and moments at the end of the analytically simulated $100\text{-}\text{year}$ period indicate the significance of long-term behavior that should be considered in IA bridge design.

Men who shaped the Civil Engineering profession in the 19th century, especially the bridge builders, are virtually unknown to engineers of the 21st century. This paper is about a man who was one of the most prolific bridge builders of the period from 1860 to 1880 when railroads began to cross major rivers of the country. He built several long span bridges over the Schuylkill, Ohio, Mississippi, and Missouri rivers. He set the record for railroad truss bridge span on three occasions starting at $320\mathrm{ft}$ going to $420\mathrm{ft}$ and in 1877 building a span of $520\mathrm{ft}$ . He developed the pin connected Whipple double intersection truss by placing wrought iron links in the lower chord, built up riveted plate wrought iron upper chords and posts built of two or more wrought iron shapes riveted together.