Journal of Bridge Engineering

Design and evaluation of prestressed concrete I-girder bridges is in large part dependent on the transverse load distribution characteristics and the dynamic load amplification, as well as service level, live load, and tensile stresses induced in the girders. This study presents the results of field tests conducted on three prestressed concrete I-girder bridges to obtain dynamic load allowance statistics, girder distribution factors (GDF), and service level stress statistics. The field-based data are also compared to approximate and numerical model results. Bridge response was measured at each girder for the passage of test trucks and normal truck traffic. The dynamic amplification is observed to be a strong function of peak static stress and a weak function of vehicle speed and is independent of span length, number of axles, and configuration. GDFs for one- and two-lanes are less than code specified GDFs. Results from the numerical grillage models agree closely with experimentally derived results for transverse distribution.

A significant challenge facing motor carriers and engineers in this nation is the limitation of vehicle size and weight based on pavement and bridge capacity. However, the current demands of society and industry occasionally require a truck to carry a load that exceeds the size and weight of the legal limit. In these cases, engineering analysis is required before a permit is issued to ensure the safety of the structures and roadways on the vehicle's route. A truck with a wheel gauge larger than the standard 1.83 m (6 ft) gauge requires additional engineering effort because the wheel load girder distribution factors (GDFs) established by AASHTO cannot be used to accurately estimate the live load in the girders. In this study, the finite-element method is used to develop modification factors for the AASHTO flexure and shear GDFs to account for oversized trucks. The results of the analysis showed that the use of the proposed modification factors with the specification-based GDFs can help increase the allowable loads on slab-on-girder bridges.

An experimental study of composite bridge decks with alternative shear connectors has been performed. The alternative shear connector consists of concrete filled holes located in the webs of grid main bars and friction along the web embedded in the slab, which enables shear transfer between the concrete slab and steel grid. Results of static and fatigue tests on full-scale prototype decks indicated that composite action between the concrete slab and steel grid is maintained well above the service load range even after fatigue loading, the eventual loss of composite action at overload is gradual, failure was controlled by punching shear of the concrete slab and was unaffected by the shear connectors, and no significant change in behavior was observed due to fatigue loading. Further, the measured stress range at the shear connection location would not control the fatigue behavior of the deck in positive bending, and no fatigue cracking of the steel grid was observed in negative bending.

This paper reports on the monitoring and analysis of a two-span bridge in which the bearings were partially restrained. In an earlier experimental study, it was shown that the natural frequencies changed in colder weather, and it appeared that this was due to restraints in the end bearings. This research was conducted to verify this initial conclusion and to develop an analytical approach based on the finite-element method to model this change. Additional field measurements were made. The nonlinear dynamic finite-element analysis is based on a planar model that includes the influence of both the deck cracking and the eccentric axial forces, which develop when the bearings are restrained. Both the flexural and the torsional modes are evaluated. Although the changes in the bearings and the overall structural behavior were relatively small, the results show that it was nevertheless possible to verify the changes with a nonlinear dynamic finite-element analysis calibrated with field measurements.

Elastomeric bearing pads provide a medium to transfer girder loads to the supporting substructure. Low cost and low maintenance, in comparison with mechanical-type bearings, make elastomeric bearing pads attractive to use. However, some problems have developed with their use. Failure modes for bearing pads include crushing, delamination, and slippage. The most notable of these failure modes is slippage or “walking” out of position. The objective in this paper is to determine the cause of neoprene bearing pad slippage and recommend practical guidelines to remedy the problem. The Louisiana Department of Transportation and Development has experienced bearing pad slippage at some of their prestressed concrete beam bridges. The methods used to investigate this phenomenon included measuring thermal movements and erecting video equipment to monitor bearing pads and traffic simultaneously. In addition, material testing was performed to determine the composition of problematic elastomeric bearing pads. By using time-lapse video equipment, bearing slippage was found to occur on a daily basis. Other findings include that a major number of bearing manufacturers add wax to their neoprene bearings to satisfy AASHTO specifications. As a result of this investigation, the conclusion is that the primary cause of neoprene bearing pad slippage is due to wax materials that are added during pad manufacturing.

The seismic design requirements used in the United States are based on the recommendations of the American Association of State Highway and Transportation Officials. These requirements are primarily based on the importance of the structure, the level of deformation imposed on the structure, soil conditions, and the ductility of structural members, especially piers and supports. In the performance-based design approach, the design is primarily focused on meeting a performance objective, which is in line with a desired level of service. Currently, the effort toward implementing the performance-based design approach in buildings is under way in the United States. The seismic performance criteria for buildings have been established and reported by various organizations. It seems that at least three levels of performance, ranging from “fully operational” to “near collapse” can be used to meet the postearthquake conditions, safety, usage, and occupancy for the varous levels of service expected from all types of structures. In this paper a critical evaluation of these performance criteria and their relevance to highway bridge design, in conjunction with the current design practice, is discussed. Various types of designs such as those based on strength, deformation, nonlinear behavior, and energy, which can be used to meet the specified performance levels in seismic design of highway bridges, are also discussed in the paper. Examples of real applications of the method in highway bridges are reviewed. Furthermore, the procedure by which the performance-based method has been implemented in these example cases is described and discussed in the paper.

The investigation of dynamic response for long-span cable-stayed bridges largely depends on a detailed understanding of their dynamic characteristics, such as the natural frequencies, mode shapes, and modal damping ratios. In this paper, the dynamic characteristics of a fairly long cable-stayed bridge in Hong Kong are studied using finite-element analysis and ambient vibration measurements. A three-dimensional finite-element model is first established for the bridge based on design drawings. The dynamic characteristics are then analyzed from the statically deformed configuration. Ambient vibration measurements are also conducted to obtain the dynamic characteristics of the bridge. Comparison between these two results shows that, for the most part, a total of 31 modes can be correlated with a reasonable agreement. However, the frequency differences of the higher modes can range between 15 and 30%. This implies that, if the measurement is more reliable, a finite-element model updating is necessary in order to achieve better correlation between these two results.

This paper describes the dynamic tests performed on a large cable-stayed bridge, Vasco da Gama Bridge, on the basis of a nonconventional testing system, comprehending several independent accelerographs conveniently synchronized by a laptop, as well as a laser interferometry system for noncontact dynamic measurements in stay cables. This system showed to be rather portable, efficient, and accurate, leading to the creation of a very large high quality database concerning the dynamic behavior of the bridge. Subsequent processing of the data permitted accurate identification of all the significant modal parameters of interest from the aerodynamic and seismic point of view and presented a very good correlation with the corresponding values provided by the 3D numerical finite-element model previously developed at the design stage.

The objective of this study is to investigate the stability characteristics of box-girder cable-stayed bridges by three-dimensional finite-element methods. Cable-stayed bridges have many design parameters, because they have a lot of redundancies, especially for long-span bridges. Cable-stayed bridges exhibit several nonlinear behaviors concurrently under normal design loads because of large displacements; the interaction among the pylons, the stayed cables, and the bridge deck; the strong axial and lateral forces acting on the bridge deck and pylons; and cable nonlinearity. A typical two-lane, three-span, steel box-girder cable-stayed bridge superstructure was selected for this paper. The numerical results indicate that, if the ratio of the main span length with respect to the total span length, L₁/L, is small, the structure usually has a higher critical load. If the ratio I_p/I_b increases, the critical load of the bridge decreases, in which I_p is the moment of inertia of the pylon and I_b is the moment of inertia of the bridge deck. When the ratio I_p/I_b is greater than 10.0, the decrement becomes insignificant. For cable arrangements, bridges supported by a harp-type cable arrangement are the better design than bridges supported by a fan-type cable arrangement on buckling analysis. The numerical results also indicate that use of either A-type or H-type pylons does not significantly affect the critical load of this type of structure. In order to make the numerical results useful, the buckling loads have been nondimensionalized and presented in both tabular and graphical forms.

This paper summarizes results from an analytical and experimental study of the response to traffic loading of a glued-laminated timber bridge. A numerical model to simulate the passage of a vehicle over a bridge was developed. Calculated modal characteristics of an existing bridge were compared with results of ambient vibration and hammer impact testing. The analysis was used to simulate passages over the bridge of a three-axle vehicle, an empty logging truck, and results were compared with experimental data for such loading. The numerical model was then used to simulate the bridge response to a fully loaded logging truck. Results of these simulations were used to study dynamic amplification factors and to assess dynamic provisions of the new Canadian Highway Bridge Design Code.