Journal articles on the topic 'Girders – Design and construction'
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1
Mochizuki, Hidetsugu, Katsuhiko Hanada, Tomokazu Nakagawa, Youji Hanawa, Ichiro Yamagiwa, Katsunori Yasuda, Yozo Fujino, and Masatsugu Nagai. "Design and Construction of a Cable-Trussed Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 293–98. http://dx.doi.org/10.3141/1696-30.
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Takehana No. 3 Bridge is a cable-trussed girder bridge constructed on a highway route in Shikoku Island, Japan. This is the first application of a cable-trussed girder bridge to a highway bridge in Japan. The cable-trussed bridge (or reversed cable-stayed girder bridge) consists of relatively slender steel plate I-girders, a spatial frame-type post arranged beneath the girders at the middle of the span, and external cables anchored at the ends of the girders. The structural details, static and dynamic characteristics, and design and construction of the bridge are presented. In addition, the efficiency of this type of bridge is emphasized.
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Jahjouh, Mahmoud, and Semih Erhan. "Design Optimization of PCI Girders: A Parametric Study." Bridge Structures 18, no. 3-4 (January 6, 2023): 101–11. http://dx.doi.org/10.3233/brs-220203.
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This study investigates the effect of superstructure configuration on the optimum design of slab on Precast I (PCI) girder bridges. For this purpose, more than 20,000 bridge cases of varying superstructure configurations are considered to investigate the effects of various superstructure parameters such as girder spacing, span length, slab thickness and girder types on the optimum design of slab on PCI girder bridges. PCI girders are designed conforming to the AASHTO LRFD for flexure using stress limits at the service limit state, then checked at ultimate for flexure and shear using factored loads at the strength limit state. A modified harmony search optimization algorithm is used to obtain optimum bridge design parameters using standard AASHTO PCI girders according to these AASHTO LRFD requirements. Those girders are designed taking into consideration geometrical constraints, stress constraints and constraints related to the conformity of the design with the AASHTO LRFD code. Various sensitivity analysis are performed to investigate the effect of different geometrical factors on the design of the girders, and easy-to-use design aids were developed. The outcomes of this study may facilitate the bridge engineers to choose optimum design parameters such as girder types and spacing as well as number strands for a certain span length before the design of slab on PCI girder bridges.
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Domalik, Daniel E., Jason F. Shura, and Daniel G. Linzell. "Design and Field Monitoring of Horizontally Curved Steel Plate Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 1928, no. 1 (January 2005): 83–91. http://dx.doi.org/10.1177/0361198105192800109.
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Bridge 207 is a two-span horizontally curved steel plate girder bridge near Port Matilda, Pennsylvania. Although the curvature is not severe, the curvature combined with the unequal span balance caused an unusual distribution of force effects in the girders. A global twisting of the superstructure was caused by the unequal vertical deflections in the two spans. The computer program BSDI-3D was used to analyze the curved superstructure. To account for the out-of-plumb condition of the girders in their final condition, additional lateral flange bending moments were calculated. The magnitude of the additional lateral moments was a function of the vertical bending moments and the degree of twist in the girder. Field monitoring of the structure is focusing on the effects of curvature during construction. This is being accomplished by developing a detailed time line of superstructure erection and deck placement and through monitoring of the bridge by using vibrating wire strain gauges and tiltmeters positioned at critical locations on the girders and cross-frames. Field data were recorded before and after critical construction events, such as girder erection, cross-frame and formwork placement, and the deck pour. This information is being used to determine the effects of curvature on the cross-frames during construction by using axial stresses and strains and on the girders by using warping stresses and strains.
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Ashiquzzaman, Md, Li Hui, Ahmed Ibrahim, Will Lindquist, Nader Panahshahi, and Riyadh Hindi. "Exterior girder rotation of skew and non-skew bridges during construction." Advances in Structural Engineering 24, no. 1 (July 30, 2020): 134–46. http://dx.doi.org/10.1177/1369433220945061.
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In bridge design, bridge decks regularly overhang past the exterior girders in arrange to extend the width of the deck whereas constraining the specified number of girders. The overhanging part of the deck comes about in uneven eccentric loads to the exterior girders which are by and large most prominent. These eccentric loads are primarily a result of bridge construction operations as well as the weight of new concrete and other construction live loads. These unbalanced loads can lead to a differential edge deflection of overhang deck and a rotation of the exterior girders. The girder rotation or differential deck deflection can also affect local and global stability of the entire bridge. The objective of this study is to enhance the knowledge and understanding of external girder behavior due to unbalanced eccentric construction loads and to identify the critical factors affecting their rotation. In this article, field data obtained during the construction of two skewed (one with a small skew (3.8°) and the second with a severe skew (24°)) and one non-skewed steel girder bridges are described, and a detailed comparison is presented. The three bridges experienced maximum outward exterior girder rotation during construction which subsequently decreased following construction operations. The field results were used to validate and calibrate the finite element models. The numerical and field-monitored data showed good agreement and can be used to assist bridge designers and construction engineers to design appropriate systems to limit girder rotation during construction.
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M. P., Geetha, and Dr Girija K. "Critical Aspects in Design and Construction of Open Type Shallow Highway Girders Across Railways." International Journal of Engineering and Advanced Technology 10, no. 2 (December 30, 2020): 236–40. http://dx.doi.org/10.35940/ijeat.b2100.1210220.
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A highway bridge across railways in-lieu of the level crossing will surely be smoothening the road traffic and the rail traffic. Hence, it is essential to bridge across the railways at all the level crossing locations in a developing country. Due to the introduction of a bridge across a busy railway track, the necessity to negotiate the level difference happens. This level difference is more with the usage of the conventional type of girders. By this, the delay of the project due to land acquisition is considerable. The most suitable superstructure for such highway bridge is the deck with shallow open type pre-stressed girders. When multiple shallow, open-type girders are placed adjacently and integrated with a deck slab above these, the load distribution and sharing between girders are to be refined based on experimental studies and authors discussed the same within this paper. An experimental study on two Double-T cross-section pre-stressed model girders and deck assembly revealed the structural behaviour between girders. The results from the two-point load testing helped in developing various design methodologies in this study. An escalation of 17% in the design forces need to be considered on the results obtaining from the grillage analysis, to cater the unbalanced forces on the individual web of the open-type girder, during the eccentric loading condition. The Authors elaborated the design of shear friction reinforcement. The self-managing capacity of the spreading tendency of the webs of this type of girders is due to the counteracting of radial pressure generated from the pre-stressing force. The critical aspects of construction also dealt with in this paper without which the usage of open-type girders with ends closed cannot be encouraged. The authors developed conceptual designs for the removable internal shutter, launching scheme and demolishing of the bridge superstructure, in this study. The dismantling of the bridge is a rare requirement arises only when the number of track increases. The reuse of girder-deck assembly is also found possible and suggested in this paper.
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Alotaibi, Emran, Nadia Nassif, Mohamad Alhalabi, Humam Al Sebai, and Samer Barakat. "Numerical investigation on redundancy of bridges with AASHTO I-girders." Bridge Structures 17, no. 1-2 (June 11, 2021): 41–50. http://dx.doi.org/10.3233/brs-210187.
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Bridge safety is one of the most critical concerns among civil engineering fields due to its high importance. The redundancy of bridges was heavily investigated in the literature; however, they were focused on twin girder redundancy cases. Additionally, literatures were scarce in studies that focused on the improvement that should be made to achieve redundancy systems in different AASHTO I-girder types. Thus, this study focused on assessing the additional required number of tendons for different AASHTO I-girder types and spacing between them to achieve the redundancy of I-girder bridges. The additional unbonded tendons are suggested to be added externally or internally. The parameters varied in this study are compressive strength of ultrahigh-performance concrete (UHPC), spacing between girders (i.e. number of girders) and type of girders. Leap Bridge Concrete software was used to simulate the required structural modes. After performing extensive numerical analyses following AASHTO LRFD guidelines, the results have shown that in case of the removal of external I-girder, the tendons in the nearest girder need to be nearly increased by 1.85 to 2.3 times compared to the original design, depending on spacing, compressive strength, and the number of girders. On the other hand, in the case of interior girder removal, the number of tendons in the nearest two girders need to be increased by 1.24 to 1.32 times the original design. The effect of compressive strength variation of the used UHPC was negligible compared to spacing and type of girder. It is worth mentioning that all simulations in this study were verified using CSI Bridge software.
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Sharp, Stephen R., Jason Provines, Audrey K. Moruza, William F. Via, and Keith N. Harrop. "Design, Fabrication, Construction, and Cost Assessment of Virginia’s First Corrosion Resistant ASTM A1010 Plate Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 26 (June 20, 2018): 68–76. http://dx.doi.org/10.1177/0361198118773888.
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This study documents the construction of the Waynesboro Route 340 Bridge with low-maintenance corrosion resistant steel girders, cross-frames, and stainless steel bolts. This includes documenting the fabrication of the ASTM A1010 steel plate, girder and secondary members, erecting the girders, and completion of the construction process. The types of stainless steel materials used to fabricate the girders are reported with a comparison to traditional materials. Information on the material properties was documented. Cost analysis was performed and guidance was provided to the Virginia Department of Transportation (VDOT) about how this type of plate girder will benefit the DOT. Overall, the design, fabrication, and construction of the A1010 steel girder Route 340 bridge was a success. This is the first bridge in the United States to use A1010 haunched girders, completely stainless steel bolted splices, and A1010 cross frames. To that end, it was concluded that a conventional steel bridge fabricator can successfully fabricate an A1010 steel bridge. Through detailed testing of the stainless steel bolts, it was also shown that acceptable utilization of stainless steel structural connections can be achieved. VDOT was also able to successfully demonstrate fabrication of A1010 steel cross frames utilizing bent plate shapes. It is recommended to continue to evaluate improved welding processes for the A1010 base metal and to consider the use of A1010 as a repair material for in-service structures located in corrosive macro-environments, such as near saltwater or industrial sites, or those which contain aggressive micro-environments such as steel beam ends under joints.
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Nadeem, Mohd. "Finite Element Analysis of I-Girder Bridge." International Journal for Research in Applied Science and Engineering Technology 9, no. 8 (August 31, 2021): 2084–97. http://dx.doi.org/10.22214/ijraset.2021.37747.
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Abstract: In India railway bridge structures are widely designed with the method suggested by IRS – Concrete bridge code 1997.This Code of Practice applies to the use of plain, reinforced and prestressed concrete in railway bridge construction. It covers both in-situ construction and manufacture of precast units. The Code gives detailed specifications for materials and workmanship for concrete, reinforcement and prestressing tendons used in the construction of railway bridges. After defining the loads, forces and their combinations and requirements for the limit state design, particular recommendations are given for plain concrete, reinforced concrete and prestressed concrete bridge construction. The design of I-Girder bridge superstructure (deck slab and PSC I-beam) are done by calculating bending moments, shear forces, bending resistance in transverse direction, bending resistance in longitudinal direction, checking flexural cracking. The Design of PSC I-Girders is done for Bending moments and Shear forces by Dead Load, Super Imposed Dead Load (SIDL) and Live Loads (LL). The Shrinkage strain, Creep Strain and effect of Temperature rise and fall are also determined. The design is complete for Pre-stressing cables, un-tensioned reinforcements, End cross girder, Shear connectors. I-girder superstructures are the most commonly used superstructures at cross-over location in metro bridges in india, as it has the wide deck slab and it easily permits metro’s to change tracks. I-Girder superstructure construction is component wise construction unlike U-Girders. I-Girders are constructed in casting yard and its deck slab is cast in situ, parapets are also installed on later stage. Keywords: SIDL effects, Live Load effects, Derailment effect, with or without 15% future PT margin
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Honig, Jeffrey M., Zachary S. Harper, and Gary R. Consolazio. "Influence of Thermal Sweep on Girder Stability during Construction." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 41 (May 4, 2018): 44–55. http://dx.doi.org/10.1177/0361198118768527.
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During construction, girder stability of precast, prestressed concrete bridge girders is adversely affected by fabrication imperfections. Consequently, limits on lateral sweep imperfection caused by fabrication tolerances are imposed by design standards, thus reducing the possibility of girder instability and rollover. However, thermal sweep, induced by solar heating during early stages of construction, can add to pre-existing fabrication tolerances thereby amplifying girder imperfections and reducing stability. In the present study, lateral thermal gradients available in the literature were adopted and enhanced for purposes of computing thermal girder sweep. A variety of girder types—PCI BT-63, Florida-I Beams, and AASHTO Type-V—were then investigated to quantify the influence that lateral thermal sweep has on the stability of individual precast concrete bridge girders under lateral wind load. Previously validated finite element analysis modeling and analysis techniques were used to conduct a parametric study that included 10 girder types, varying span lengths, and five geographic locations. Results revealed that thermal sweep may cause wind carrying capacity reductions of the order of 30 to 60% for typical span lengths, and even greater reductions at span lengths that approach maximum design limits. Consequently, it is crucial that thermal sweep, caused by environmental solar-heating conditions, be considered in construction-stage girder stability analyses.
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Dong Kang, Kee, and Sunduck D. Suh. "Experience with the Precast Span Method on the Korean High-Speed Rail Project." Transportation Research Record: Journal of the Transportation Research Board 1825, no. 1 (January 2003): 15–21. http://dx.doi.org/10.3141/1825-03.
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The Korean High-Speed Rail Project, Korean Train Express, has 109 km (67 mi) of bridges that comprise about 27% of the entire alignment. The successful construction of these bridges significantly affects overall project progress. To meet tight schedule and quality control standards, in addition to cost savings, contractors proposed the precast span method (PSM) versus the original girder designs on some segments of the line. This first application of PSM to high-speed rail in Korea has posed some challenges: design requirements for high-speed railway bridges are stricter than those for road bridges because of stringent deformation requirements. The adoption of PSM girders has improved the construction quality and schedule. PSM requires no falsework and is not limited by ground and weather conditions, thus being well suited for the construction of long viaducts under stringent budget and construction schedule requirements. With PSM, one full span of a precast-concrete box girder is manufactured in a casting yard, lifted by hydraulic jacks, transported with a special carrier, and placed by the launching girder into the final position. The PSM units are then tied into two or three 25-m (82-ft) or continuous spans using cast-in-place concrete in place of concrete and posttensioning. The contractors manufactured the PSM girders in a temporary manufacturing facility and reduced the installation cycle time for one 25-m (82-ft) long box girder to 11/2 days. The design, fabrication, transportation, and installation of the box girders for the Korean high-speed railway viaducts with PSM are discussed. Project and economic implications of PSM are compared with the movable scaffolding system method.
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Qiu, Wen Liang, Cai Liang Huang, and Zhao Yi Chen. "Study on Diseases of Multi-Box Girder Bridge." Advanced Materials Research 446-449 (January 2012): 1182–85. http://dx.doi.org/10.4028/www.scientific.net/amr.446-449.1182.
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Because the multi-box girder bridge has many advantages, such as large torsion rigidity, large load-bearing capacity, stability, fine appearance, good applicability and convenient construction, it is widely used in China. But for the defection existing in design and construction, many box girders have serious diseases. Aiming at the diseases of a viaduct bridge, the causes of diseases are analyzed and the enforcement method is proposed in this paper. The study shows that, though the box girders have large torsion rigidity, the diaphragms are designed necessarily to enhance the transversal connection between the box girders, to make them bear the loads together, to reduce their stresses and deformation, and to reduce the stresses of deck too.
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Hillebrand, Matthias, Maximilian Schmidt, Katrin Wieneke, Martin Classen, and Josef Hegger. "Investigations on Interface Shear Fatigue of Semi-Precast Slabs with Lattice Girders." Applied Sciences 11, no. 23 (November 25, 2021): 11196. http://dx.doi.org/10.3390/app112311196.
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Due to their high cost efficiency and flexibility, semi-precast concrete slabs with lattice girders are widely used in constructions all over the world. Prefabricated concrete slabs, combined with in situ concrete topping, exhibit a quasi-monolithic structural behavior in which lattice girders serve as vertical shear reinforcement and ensure the transfer of longitudinal shear within the interface, acting in combination with concrete-to-concrete bonding mechanisms. To be applicable in industrial and bridge construction, semi-precast slabs need to have sufficient resistance against fatigue failure. To improve and expand the limits of application, theoretical and experimental investigations are conducted at the Institute of Structural Concrete (IMB), RWTH Aachen University. To investigate the fatigue behavior of lattice girders, small size tests with lattice girder diagonals were carried out. These test results have been used to derive an S–N curve (S: stress, N: number of load cycles) for lattice girders for a more refined fatigue design. Subsequently, the fatigue behavior of semi-precast slabs with lattice girders was investigated by fatigue tests on single-span slab segments. The fatigue design regulations of lattice girders according to technical approvals can generally be confirmed by this test program; however, they tend to be conservative. The use of the derived S–N curve leads to significantly improved agreement of fatigue behavior observed in tests and design expressions.
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Pate, W. Denney. "Innovative Design and Construction of Chesapeake and Delaware Canal Bridge." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 44–48. http://dx.doi.org/10.3141/1696-41.
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An outstanding accomplishment of bridge design, construction, and management, the Chesapeake and Delaware (C&D) Canal Bridge demonstrates that precast, segmental, cable-stayed bridges can be an economical and aesthetically pleasing solution in an area of the country where steel bridges are predominant. The C&D Canal Bridge is the first major concrete segmental cable-stayed bridge structure to be completed in the Northeast. The $58 million C&D Canal Bridge is a precast concrete, segmental structure 1417 m (4,650 ft) in length. Twin parallel box girders were designed to provide six lanes of travel with a total bridge width of 38.7 m (127 ft), with each precast box girder containing three 3.65-m (12-ft) lanes and two 3-m (10-ft) shoulders. Innovative construction techniques, economy, and aesthetics were the primary focus of the construction and design solutions used for the 229-m (750-ft) cable-stayed main-span crossing. The bridge was completed on schedule, with no claims or suits, at a cost slightly under the original bid. A quality-based selection process for the bridge designer, a prequalification process for the selection of the contractor, a disputes review panel, and informal partnering during construction all contributed greatly to a very successful project. The use of precast concrete elements provided an efficient and time-saving technique for the construction of this bridge. In addition, precast concrete box girders, box piers, and delta frames were designed to anchor the cable stays and make the parallel trapezoidal box girders monolithic throughout the main span.
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Almansour, H., and Z. Lounis. "Innovative design approach of precast–prestressed girder bridges using ultra high performance concrete." Canadian Journal of Civil Engineering 37, no. 4 (April 2010): 511–21. http://dx.doi.org/10.1139/l09-169.
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The construction of new bridges and the maintenance and renewal of aging highway bridge network using ultra high performance concrete can lead to the construction of long life bridges that will require minimum maintenance resulting in low life cycle costs. Ultra high performance concrete (UHPC) is a newly developed concrete material that provides very high strength and very low permeability to aggressive agents such as chlorides from de-icing salts or seawater. Ultra high performance concrete could enable major improvements over conventional high performance concrete (HPC) bridges in terms of structural efficiency, durability, and cost-effectiveness over the long term. A simplified design approach of concrete slab on UHPC girders bridge using the Canadian Highway Bridge Design code and the current recommendations for UHPC design is proposed. An illustrative example demonstrates that the use of UHPC in precast–prestressed concrete girders yields a more efficient design of the superstructure where considerable reduction in the number of girders and girder size when compared to conventional HPC girders bridge with the same span length. Hence, UHPC results in a significant reduction in concrete volume and then weight of the superstructure, which in turn leads to significant reduction in the dead load on the substructure, especially for the case of aging bridges, thus improving their performance.
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Xiang, Chang Sheng, Chung C. Fu, Hui Li, Geng Wen Zhao, and Mohamed Ahmed. "Support Uplift Analysis and Monitoring of a Steel-Concrete Composite Curved Pedestrian Bridge in the Course of Construction." Advanced Materials Research 374-377 (October 2011): 2356–62. http://dx.doi.org/10.4028/www.scientific.net/amr.374-377.2356.
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It is essential to avoid or reduce construction errors when field connecting curved steel girders together with diaphragms. Construction errors usually change the mechanical system, create unexpected internal forces and residual stresses in steel girders or diaphragms, which cause construction difficulty of follow-up work and create safety issues. In this article, as a case in point, two inner supports of a curved two- steel girder pedestrian bridge were uplifted when two steel girders being tied together by the diaphragms. To continue upper concrete deck work, a temporarily added dead load at both ends of girder was applied. Through field investigation and based on mechanical reasoning, we detected the main cause of the uplift. Moreover, we built a finite element model to simulate the procedure of construction step by step and stresses of every step were obtained. In the meantime, displacements of the supports were monitored by laser measurement system while the added dead load was released. When the whole bridge construction was completed, a field loading test was taken, displacements and strains were measured. Compared the calculation result with the test data, we drew a conclusion that the installation error produced very low residual stress, and there is no effect to the structural safety under the full design load.
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Huh, Ben, Clifford Lam, and Bala Tharmabala. "Effect of shear stud clusters in composite girder bridge design." Canadian Journal of Civil Engineering 42, no. 4 (April 2015): 259–72. http://dx.doi.org/10.1139/cjce-2014-0170.
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As part of ongoing efforts to accelerate bridge construction in Ontario, the Ministry of Transportation of Ontario (MTO) has turned increasingly to prefabricated bridge technology as a bridge construction method when conditions allow. One of the prefabricated deck systems commonly used by MTO involves installing precast full-depth deck panels with pre-formed shear pockets on top of the naked steel girders, which are then made composite with the girders through shear studs installed inside the shear pockets. Construction of the deck slab is completed by filling the shear pockets with in situ concrete. Recent prefabricated bridge projects have shown an increasing tendency to concentrate the shear studs into clusters of closely-spaced studs in shear pockets that are spaced at relatively large distances apart. Concerns have been raised about the effectiveness of the resulting composite action between the precast panels and the supporting girders. As a result, MTO’s Bridge Office recently carried out a comprehensive experimental research study to investigate the issue by using reduced scale models of single composite beam systems as well as shear push-out specimens. This paper describes the laboratory research project and the tests that were carried out and discusses the results obtained. Comparisons with theoretical results are made to assess the composite action that is developed. Experimental test results indicate that closely-spaced studs in the shear pockets in the precast deck panels provide adequate composite action in composite bridge girder design.
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Masovic, Snezana, Sasa Stosic, and Nenad Pecic. "Redistribution of internal forces in composite concrete girders made continuous vs. time." Facta universitatis - series: Architecture and Civil Engineering 9, no. 1 (2011): 147–59. http://dx.doi.org/10.2298/fuace1101147m.
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Research on the long-term behavior of composite concrete girders made continuous is presented in the paper. Concrete precast element is cracked under construction load. Creep and differential shrinkage of precast and in-situ cast part of the girder also induce stresses in a structure. The subject of this investigation is redistribution of section forces in course of time for concrete girders subjected to change of the structural system. The aim of investigation is to verify design models and analytical procedures by experimental research.
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Nethercot, D. A., and M. P. Byfield. "Calibration of Design Procedures for Steel Plate Girders." Advances in Structural Engineering 1, no. 2 (April 1997): 111–26. http://dx.doi.org/10.1177/136943329700100203.
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Test data for plate girders failing in shear have been used as the basis for a calibration of the two design procedures given in Eurocode 3 (EC3). The shear buckling resistances predicted by the simple post-critical and tension field methods were used in a modification of the Annex Z method for determining the numerical values of partial safety factors on resistance to achieve the target reliability of the Code. The analyses demonstrated that plate girder design falls well short of the recommended target reliability and an adjustment to the design methods is therefore proposed.
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Li, Huan, Xuhui He, Liang Hu, and Guoji Xu. "Quantification of aerodynamic forces for truss bridge-girders based on wind tunnel test and kriging surrogate model." Advances in Structural Engineering 24, no. 10 (February 11, 2021): 2161–75. http://dx.doi.org/10.1177/1369433221992497.
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This study presents an investigation to quantify the aerodynamics of truss bridge-girders via wind tunnel test and kriging surrogate model. Currently, the conventional methods documented in design specifications only take into consideration the mean drag force at null attack angle. To gain an in-depth understanding on the aerodynamics of truss bridge-girders, experiments on simplified bridge-girder models with various geometric parameters were carried out in uniform flow. A total of 15 truss bridge-girder models with aspect ratio (the ratio of width to height) B/D = 1.0, 1.3, 1.6, 1.9, and 2.2, solidity ratio (the ratio of projected to envelope areas) Φ = 0.20, 0.25, 0.30, 0.35, and 0.40, and two typical truss topologies (Warren and Pratt trusses) were examined in the most concerned range of wind angle of attack α = [–6°, 6°]. These truss bridge-girder models cover most of the high-speed railway bridges widely used in China. Experimental results show that the truss topology has limited effects on the aerodynamics of truss bridge-girders, whereas the effects of α, B/D, and Φ are significant. Based on these wind tunnel results, the ordinary kriging surrogate model was utilized to approximate the aerodynamics of truss bridge-girders. In using this model, aerodynamic force values for test cases can be interpolated with zero variance and uncertainties in unsampled design zones where geometric parameters can be quantified with Gaussian variance.
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Utkin, V. A., P. N. Kobzev, and E. G. Shatunova. "COMPOUND RUNS OF LOGS CALCULATION: ACCOUNTING OF LONGITUDINAL FORCES’ AND BENDING MOMENTS’ INTERACTION." Russian Automobile and Highway Industry Journal 17, no. 1 (March 5, 2020): 136–49. http://dx.doi.org/10.26518/2071-7296-2020-17-1-136-149.
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Introduction. Studying the designing and constructing experience of beam bridges with composite log girders indicates the possibility of the load bearing capacity rising of the structures and their further usage in the IV and V categories bridges’ construction under A-11 and H-11 loads. The purpose of the research is to evaluate the effect on the magnitude and distribution of shear forces in shear bonds, considering the permissible pliability of fixation in wood and on the nature of the stress state change in the rods of the composite girders.Materials and methods. The authors presented the construction of the composite girder in the form of three rows united by means of tie bolts and gaskets of four-tier single-row composite girders and made of edged logs. The proposed studying method of a composite girder stress-strain state with discrete placement of concentrated shear bonds in the joints based on the classical method of forces for rod systems, taking into account the interaction of longitudinal forces and bending moments arising in the rods composing the girder of unknown forces in the shear bonds.Results. The determination of single displacements with joint account of bending and stretching-compression deformations haв a significant impact on the redistribution of shear forces in the direction of increasing them in the support zones and reducing them in the middle of the span, and, consequently, on the design of the connecting elements. The character of distribution of normal stresses on the stretching-compression indicated the rods’ girders between relationships under the eccentric compression (stretching).Discussion and conclusions. The proposed solutions demonstrate the most accurate assessment of the composite girders in the structures of spans wooden bridges and present the application possibility in modern conditions.Financial transparency: the authors have no financial interest in the presented materials or methods. There is no conflict of interest.
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Lučić, Duško, Tome Trombev, and Mladen Muhadinović. "Design and Construction of the Steel Roof Structure of the City Stadium in Cetinje, Montenegro/Entwurf und Bau der stählernen Dachkonstruktion des Stadtstadions in Cetinje, Montenegro." Bauingenieur 97, no. 09 (2022): 263–69. http://dx.doi.org/10.37544/0005-6650-2022-09-35.
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The design, production and erection of the steel roof structure of the City Stadium in Cetinje, Montenegro are presented. The roof structure is supported by reinforced concrete pillars and beams. Two mirror-like constructions covering the west and east grandstands were made. One roof structure consists of 16 radially placed arch girders. Roof girders are designed as double cantilever lattice girders. The main lattice girders were made from Circular Hollow Section (CHS). The design of the structure was done by the Civil Engineering Institute, Podgorica, Montenegro, while the construction, production and erection of the structure were done by Monting Engineering, Bitola, Republic of North Macedonia within the agreed period of 150 days.
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Li, Zhong San, Jun Qing Lei, and Dong Huang Yan. "Analysis of Parameters' Sensitiveness of Long-Span Hybrid Girder Cable-Stayed Bridge." Key Engineering Materials 517 (June 2012): 817–23. http://dx.doi.org/10.4028/www.scientific.net/kem.517.817.
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In order to improve the construction control precision of long-span hybrid girder cable-stayed bridge, the design parameters such as the weight of girder, the cable tensile force and the stiffness of cable are conducted sensitivity analysis through computing and comparing the influences of these parameters on the deflection of girders, the stress of girders and the cable force in the bridge's completion state. It was shown by the computation results that the main parameters of long-span hybrid girder cable-stayed bridge are the weight of girder and the cable tensile force, the stiffness of cable has a little influence on the completion state of the bridge. With this approach, through modifying the main parameters, while ignoring the influences of the secondary ones, the Jingyue Yangtze River Highway Bridge construction control has been successfully done. The test results show that the cable force and the contour of the bridge are in good state. They are both in the range of control, the relative error of the cable force is less than 3% and the elevation deviation is less than 5mm.
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Harrison, Alex, and N. David LeBlanc. "Design and Construction of a Full-Width, Full-Depth Precast Concrete Deck Slab on Steel Girder Bridge." Transportation Research Record: Journal of the Transportation Research Board 1907, no. 1 (January 2005): 54–66. http://dx.doi.org/10.1177/0361198105190700107.
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The West Sandusky Street Bridge over I-75 in Findlay, Ohio, consisted of a single 170-ft-span hybrid steel plate girder bridge with a concrete deck. To minimize closure times on West Sandusky Street and reduce traffic delays on I-75 during the bridge's replacement, full-width, full-depth precast concrete deck panels were proposed for the bridge deck construction. The precast deck panels are posttensioned both longitudinally and transversely to minimize cracking and improve durability and are constructed with shear stud pockets to allow for the installation of shear studs after erection and posttensioning. During detail design, a finite element analysis of the bridge deck was carried out to determine the required level of prestress in the deck. A time-dependent analysis was subsequently completed to determine the long-term creep effects and posttensioning losses, including the effects of restraint from the steel girders. A sensitivity analysis determined the optimum curing time required before stressing the longitudinal posttensioning tendons and grouting the shear pockets. The steel plate girders were designed for the long-term creep effects due to the posttensioning of the deck, which imposed additional axial loads and moments on the steel girders. The replacement deck panels were fabricated before bridge demolition and road closure. Bridge construction was completed in fall 2004.
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Tabatabai, Habib, and Azam Nabizadeh. "Stress change calculations in accidentally damaged prestressed bridge girders." Bridge Structures 18, no. 1-2 (September 28, 2022): 3–17. http://dx.doi.org/10.3233/brs-220197.
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Accidental damage to prestressed concrete bridge girders may occur due to impact by over-height vehicles on the bottom of the girder, or the top flange of the girder may be damaged during deck removal and replacement operations. Since stress checks at service loads are an important component of design for prestressed concrete beams, serviceability-based stress checks should be considered when assessing the structural condition of damaged girders. In this paper, step-by-step theoretical calculations are used to develop equations for estimating service load stress changes due to physical damage (partial loss of concrete section and strands) based on a differential approach. The effects of lack of symmetry in the damaged cross section is considered in the calculations. A spreadsheet-based program is developed to calculate complex section property values for the damaged sections. The accuracy of the developed equations was verified using a finite element model of a prestressed beam under undamaged and damaged conditions. Reasonably good agreement was noted between the predicted stress changes and the finite element results.
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Davidson, James S., and Chai H. Yoo. "Effects of Distortion on Strength of Curved I-Shaped Bridge Girders." Transportation Research Record: Journal of the Transportation Research Board 1845, no. 1 (January 2003): 48–56. http://dx.doi.org/10.3141/1845-06.
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The curved I-shaped plate girders used in bridges with curved alignment are subjected to forces that cause significant distortion of the cross section during construction and during application of live loads after the deck has hardened. Furthermore, the addition of curvature reduces the vertical bending stiffness, increases deflection nonlinearities, and changes stability characteristics of behavior. Although the design equations of the AASHTO Guide Specifications for Horizontally Curved Highway Bridges are formulated to address these behavioral issues, design and construction engineers often are not familiar with the difficulties curvature introduces and do not understand the relationship between distortion and deflection amplification with the design equations. Analytical research conducted as part of the FHWA Curved Steel Bridge Research Project was used to highlight and describe the effects of curvature on the strength and stability of curved I-girder bridge superstructures. Issues described include the following: ( a) effects of cross-frame and diaphragm spacing on system behavior, ( b) effects of curvature on the lateral-torsional stability of curved I-shaped beams, ( c) effects of warping stresses on flange buckling, ( d) effects of curvature on web behavior, and ( e) effects of curvature on initiation and propagation of yield stresses in the girders of curved I-girder frames.
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Zeng, Yong, Yongqi Li, Tao Yu, and Jiahao Wei. "Analysis of Mechanical Performance of Steel-Concrete Composite Girder Bridge with V-Shaped Piers." Advances in Civil Engineering 2022 (November 9, 2022): 1–11. http://dx.doi.org/10.1155/2022/6489140.
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The steel-concrete composite girder bridge with V-shaped piers is a new type of bridge structure. It has both the unique mechanical performance of a combined continuous girder and that of a V-shaped pier bridge. At present, studies on the mechanical properties of steel main girders combined with concrete deck slabs are mainly focused on the substructure for vertical piers, but piers and girders are not solidified. However, if the V-shaped piers are cemented to the main girder, the performance of the V-shaped piers will directly affect the performance of the total superstructure. The steel main girder and concrete deck slab of a steel-composite girder are considered to be different parts of the same section. The joint section is used to simulate the changes in section stiffness of each section during the different stages of construction. In this paper, the first steel-concrete composite girder bridge with V-shaped piers is studied in detail. The effects of different influencing factors on the structural forces are investigated using finite element analysis. The results show that the force performance of this bridge type is strongly influenced by the structure. These can provide guidance for the design and construction of this bridge type, which is of great significance.
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Zhang, Hong, and Ren Zhong Zhou. "Research on Lifting Techniques of Large Segments of Steel Box Girder of Chongqi Bridge." Advanced Materials Research 446-449 (January 2012): 1094–98. http://dx.doi.org/10.4028/www.scientific.net/amr.446-449.1094.
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Techniques of lifting large segments of steel box girder by floating crane is used in construction of Chongqi Bridge. Considering the hydrological environment on the site, characteristics of steel box girders and performance parameters of floating crane, the selection of floating crane is carried out. To ensure hoisting work achieve function and safety, a new type of lifting device named Self-balance lifting device is designed, and the lifting-points design is optimized to make the reaction of all lifting-points of large segments equal. In the erection process of large segments, the security risk control is analyzed to ensure the steel box girders and lifting equipments safety.
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Swett, Geoffrey D., John F. Stanton, and Phillip S. Dunston. "Methods for Controlling Stresses and Distortions in Stage-Constructed Steel Bridges." Transportation Research Record: Journal of the Transportation Research Board 1712, no. 1 (January 2000): 164–73. http://dx.doi.org/10.3141/1712-20.
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Widening and staged construction of steel bridges are becoming more frequent with today’s heavy traffic demands, right-of-way restrictions, and environmental constraints. Both construction practices require the addition of new girders to an existing structure. When new girders are added to an existing structure, inherent constructibility problems arise. The completed structure requires that the new girders, after placement of the new concrete deck, be aligned in both elevation and cross slope with the existing structure. Problems occur when the loading over the new girders is unbalanced, causing a torsional moment and twisting of the bridge. The twisting of the new girders may add undesirable vertical and horizontal displacements. Six design and construction methodologies for staged construction or widening of straight, steel girders are discussed. Research was initiated in response to construction problems experienced by the Washington State Department of Transportation (WSDOT). Several state highway agencies were surveyed, and the survey revealed that the problems experienced by WSDOT were not unique. The six methods are presented and the advantages, disadvantages, and applicable situations are discussed. A finite-element model was developed and used to compare calculated deflections with actual WSDOT case study field measurements. The model was then used to investigate the stresses and deformations for the six methods. A design paradigm is also presented for use in determining the appropriate method to be used for each particular situation.
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Cheung, M. S., and S. H. C. Foo. "Design of horizontally curved composite box-girder bridges: a simplified approach." Canadian Journal of Civil Engineering 22, no. 1 (February 1, 1995): 93–105. http://dx.doi.org/10.1139/l95-009.
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Because of their excellent torsional capacity, box girders are used extensively in modern bridge construction having curved alignments. Applications of most design codes have been limited to bridges where the radius of curvature is much greater than the span length and cross-sectional dimensions. To meet the practical requirements arising during the design process, simple design methods are needed for curved bridges. This paper presents the results of a parametric study on the relative behaviour of curved and straight box-girder bridges and on the development of a simplified design method for the combined longitudinal moment of curved bridges. The combined moment includes the effects of flexure, torsion, and distortion. Three simply supported concrete-steel composite bridge models, including single-cell, twin-cell, and three-cell box girders and subjected to loadings as specified in the Ontario Highway Bridge Design Code, were analyzed using the finite strip method. The parameters considered in the study include types of cross section; types, locations, and magnitudes of loads; span lengths; and radius of curvature. Preliminary analysis of the results suggests that the behaviour of horizontally curved box-girder bridges is dependent on a variety of parameters, but most importantly on the span-to-radius ratio. Empirical relationships for combined longitudinal moment between curved and straight box-girder bridges are also proposed. Key words: bridge, curved, composite, design, finite strip.
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Yaman, Tuğçe Sevil. "Analysis and stiffeners' design of a steel bridge girder." Journal of Structural Engineering & Applied Mechanics 5, no. 3 (September 30, 2022): 181–96. http://dx.doi.org/10.31462/jseam.2022.03181196.
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Plate girders are designed to carry massive loads over large spans. Flanges resist moment and web resists shear forces. Shear strength of steel girders having slender webs is much less than the yielding shear capacity. It is mainly due to the buckling of the web prior to reaching the yield strength of the material. Webs are generally reinforced with transverse stiffeners to increase their buckling strength. Stiffened webs resist shear also after buckling, which is called as post buckling strength. Tension field theories explain the formation of the post buckling strength and predict the stiffened web’s ultimate shear strength. Most design code provisions are set on tension field theories. There exists plenty of tension field theories proposed until today. This paper covers the design shear strength check and design flexural strength check and the stiffeners’ design of a steel girder specimen which was designed intentionally to fail in shear buckling. Analysis and stiffeners’ design were performed according to the provisions for load and resistance factor design (LRFD) in the ANSI/American Institute of Steel Construction (AISC) 360-16 - Specification for Structural Steel Buildings.
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Akhnoukh, Amin K. "Application of Large Prestress Strands in Precast/Prestressed Concrete Bridges." Civil Engineering Journal 6, no. 1 (January 1, 2020): 130–41. http://dx.doi.org/10.28991/cej-2020-03091458.
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The objective of this research is to investigate the advantage of using large-diameter 0.7-inch (18 mm) strands in pretention applications. Large-diameter strands are advantageous in bridge construction due to the increased girders capacity required to sustain exponential increase in vehicle numbers, sizes, and weights. In this research, flexure capacity of girders fabricated using 0.7-inch (18 mm) diameter strands will be calculated and compared to bridge capacities constructed using smaller strands. Finally, two similar bridge sections will be designed using 0.6-inch (15 mm) and 0.7-inch (18 mm) diameter strands to quantify the structural advantages of increased strand diameter. The research findings showed that a smaller number of girders is required for bridge construction when larger strands are used. Four girders are required to design the bridge panel using high performance concrete and large diameter strands, as compared to 6 girders required when regular concrete mix designs and normal size strands are used. The advantages of large strands and high-performance concrete mixes include expedited construction, reduced project dead loads, and reduced demand for labor and equipment. Thus, large strands can partially contribute to the improvement of bridge conditions, minimize construction cost, and increase construction site safety.
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Zhang, Yun Guo, and Ying Nan Li. "Analysis on Shear Lag Effect of Box Girder Subject to Dynamic Load." Applied Mechanics and Materials 501-504 (January 2014): 811–14. http://dx.doi.org/10.4028/www.scientific.net/amm.501-504.811.
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Shear lag effect of box girders under static, transient dynamic load and harmonic dynamic load has been studied, respectively, through finite element method. Shear lag effects under different load conditions were compared and dynamic loading influence on shear lag was analyzed. The results show that the dynamic load has great influence on shear lag of thin box girder that can not be neglected. During the research, the eyesight was transfer from the conventional static load to the dynamic load to study the shear lag problem of box girder. The research conclusions will be useful for the design and construction of bridges and will enrich the design theory of box girder.
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Плотников, К. В., В. Н. Тряскин, and В. В. Чижевский. "Recommendations for deck primary supporting members design as applied to pillarless construction of ro-ro ships." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII)</msg>, no. 4(54) (December 2, 2021): 79–88. http://dx.doi.org/10.37220/mit.2021.54.4.071.
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Статья посвящена вопросам определения размеров набора грузовых стационарных палуб морских стальных судов типа Ro-Ro на ранних стадиях проектирования. В силу большого расстояния между поперечными переборками в случае отсутствия пиллерсов карлингсы палуб не являются опорами для рамных бимсов. Однако, как показывает практика, они всегда включаются в конструктивную схему палубы, так как позволяют разнести локальную нагрузку между соседними рамными бимсами, обеспечивают устойчивость их стенок, а также вовлекаются в работу в составе перекрытия при некоторых сценариях нагружения. В литературе отсутствуют рекомендации по выбору расчётной ширины их присоединенного пояска, расчётных значений изгибающих моментов и перерезывающих сил при восприятии нагрузки от разного типа груза. Исследование выполнялось на примере перекрытия грузовой палубы длиной 64,4 м на основе МКЭ. Были разработаны КЭ-модели палубы в балочной и оболочечно-балочной идеализациях. Вторая модель использовалась для оценки адекватности результата, получаемого на более простой модели. Рассмотрены 8 сценариев нагрузки. При определении ширины присоединенного пояска за величину условного пролёта принималось расстояние между точками, в которых величина изгибающего момента принимает нулевое значение. Показано, что карлингсы активно вовлекаются в работу при частичной загрузке трюма контейнерами в несколько ярусов, а также при работе погрузчика. Расчётная ширина их присоединенного пояска составила 0,60…0,75 расстояния между карлингсами при действии нагрузки от колёсной техники и оказалась близка к этому расстоянию при восприятии нагрузки от контейнеров при их поперечной укладке. Авторами предложено в качестве первого приближения значение расчётного изгибающего момента для карлингсов определять в долях от соответствующего значения для рамных бимсов. The paper deals with a design of deck primary structures of Ro-Ro vessels at early design stages. Due to the large distance between transverse bulkheads, in the case of no pillar construction, deck girders cannot be considered as supports for deck transverses. The common practice however, is to provide deck structures with deck girders anyway. It helps to distribute the local loads between transverses and to ensure the stability of deck transverses web plates. In addition, for a localized loads on deck structures girders to some extent contribute to local strength of the deck. Practically, deck girder scantlings are usually larger than those based on the minimum thickness, web depth and slenderness requirements of classification society rules. There are no publications proposing recommendations for deck girders design in pillarless structures of ro-ro ships at the early stages. Prescriptive recommendations should primarily include design bending moment value and effective breadth of the attached plate in different loading scenarios. The results presented in this paper are based on the linear finite element (FE) analysis of Ro-Ro deck having a length of 64.4 meters. Since the goal of the study was to develop recommendations for structural design aligned with prescriptive requirements of RS rules the research is provided with beam analysis carried out for 8 different loading scenarios. All of the reference calculations were made in FESTA-2020 software developed in SMTU as a part of CAD/СAE software ALMAZ-K. Verification is made with more sophisticated shell model analysis carried out in ANSYS with similar assumptions. The effective breadth of deck girders attached plate is calculated considering a distance between zero bending moment points as a nominal span. It is shown that the deck girders are highly stressed in loading cases with stacked containers and working fork lift. The calculated width of their attached plate which is in range from 0.60 to 0.75 of the distance between girders S under the load from the wheeled vehicles turns out to be close to Sin case of loading of transversely stacked containers. The authors propose to determine value of the design bending moment for deck girders at the early stages depending on span and loading of deck transverses.
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Duan, Maojun, Xiaocan Suo, Fenghui Dong, Jianhui Li, and Guofen Li. "Research on the Control Method for the Reasonable State of Self-Anchored Symmetry Suspension Bridge Stiffening Girders." Symmetry 14, no. 5 (May 4, 2022): 935. http://dx.doi.org/10.3390/sym14050935.
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Most existing methods for the determination of the reasonable finished state of self-anchored symmetry suspension bridges were based on the stress state of the stiffening girders used in the construction. A simple and practical control method for the reasonable completion state of stiffened beam based on double control indexes of deformation and stress was proposed. In this paper, the long-term effects of shrinkage and creep were taken into consideration, and a finite element model was built to study the change in the stiffening girder stress during operation. The mid-span deflection of the middle span sustained increasing and the compression stress in the bottom slab of the stiffening girder consistently decreased under the effects of shrinkage and creep. The speed changes from fast to slow and tends to become stable in 50 years. Furthermore, stiffening girders under the action of hanger force, dead weight, cable force, and pre-stress were investigated to study the mechanism of the stress change during operation. Based on the safety stress state of stiffening girders after 50 years, a new control method for the reasonable finished state was proposed. Moreover, the total cross-section of stiffening girders maintained the compression stress state during the developing processes of shrinkage and creep in 50 years. Finally, the utilization in the Hunan Road self-anchored symmetry suspension bridge verified the simplicity and practicality of this new control method and confirms that the method can be implemented to guide the design and construction of the similar bridges.
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Yermakova, Inna, and Maxim Nechyporenko. "REUSE OF BRIDGE GIRDERS AS BRIDGE SPAN STRUCTURES OF TEMPORARY BRIDGES." Dorogi i mosti 2021, no. 24 (October 1, 2021): 97–111. http://dx.doi.org/10.36100/dorogimosti2021.24.097.
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Introduction. This article presents the results of study of the quality of girders that were used for the construction of temporary road bridge. In the bridge construction practice there is a need to use girders in the construction of road bridges on local roads that can be reused in temporary bridges construction. It is important when using such structures to determine their reliability for long-term operation. The cost of bridge girders is up to 60% of the cost of a new bridge, so the reuse of utilizedsed girders is economically feasible. Utilized girders can be reused on local roads and temporary bridges. Problem statement. To determine the usability of utilized girders in temporary bridges construction and provide recommendations for the girders reuse and possible bridge design structures. Materials and methods. The following works were performed during the inspection: visual inspection of the girders at places of their storage after dismounting; measurement of the basic sizes of girders; determination of concrete strength by non-destructive test method; determination of the number of working reinforcement and the protective layer thickness; measurements of pH of concrete of a protective layer were performed; registration of existing defects was performed. The following measurements were performed during the tests: general displacements and deformations of structural elements of the structures; relative deformations of cross sections; local deformations (displacements in joints). Results. According to the results of tests and calculations, the bearing capacity of the bridge span structure was determined. After analyzing the results of experimental and theoretical studies, conclusions were made regarding the operational performance of the girders of the bridge span structure. Conclusions. Girders in the 1st, the 2nd and the 3rd technical state can be considered suitable for bridge span structures unreservedly. Girders in the 4th technical state, need repairing and reinforcement for reuse in bridge span structures. They cannot be used without repairing. Girders in the 5th technical state cannot be used in the span structures of road bridges. They can be used, for example, as transition slabs, or for pedestrian bridges and crossings, or can be used for testing the technology of bridge structures repairing. Thus, tests of bridge girders and full-size joints testify that the accepted design decision provides the needed bearing capacity of girders and of the bridge span structure as a whole. This confirms the sufficient reliability of utilized girders in the further work. Practice shows that it is also needed to pay great attention to the following: firstly- to the methods of dismantling the girders without damage; secondly — to the proper storage of girders after dismantling.
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Leblouba, Moussa, Abdul Saboor Karzad, Sami W. Tabsh, and Samer Barakat. "Plated versus Corrugated Web Steel Girders in Shear: Behavior, Parametric Analysis, and Reliability-Based Design Optimization." Buildings 12, no. 12 (November 22, 2022): 2046. http://dx.doi.org/10.3390/buildings12122046.
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Unlike straight web I-girders, the construction industry’s demand for corrugated web steel girders is increasing due to their high shear strength without needing transverse stiffeners. Although the corrugation fabrication cost could be high, savings on material, transportation, and erection costs can compensate for the expenditures needed to build flat-plated girders with stiffeners. This study investigates the shear behavior of straight and corrugated webs with different geometries and corrugation profiles (triangular and trapezoidal) through laboratory testing. Following a detailed parametric study, the results of the experimental program were used to formulate a reliability-based design optimization (RBDO) problem to achieve target reliability. When applied to two case studies related to girders of a building and a bridge, the RBDO demonstrated that it is possible to design girders with corrugated webs to achieve economic designs in terms of material volume in the range of 20% to 40% with thinner webs and without the need for transverse stiffeners.
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Almohammedi, Ahmed, Cameron D. Murray, Canh N. Dang, and W. Micah Hale. "Investigation of measured prestress losses compared with design prestress losses in AASHTO Types II, III, IV, and VI bridge girders." PCI Journal 66, no. 3 (2021): 32–48. http://dx.doi.org/10.15554/pcij66.3-02.
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Inaccurate prediction of prestress losses leads to inaccurate predictions for camber, deflection, and concrete stresses in a bridge girder. This study aims to improve the prediction of prestress losses and provides bridge designers with insights into the differences between design and actual concrete properties. Prestress losses, compressive strength, modulus of elasticity, shrinkage, and creep were measured for several American Association of State Highway and Transportation Officials (AASHTO) Types II, III, IV, and VI girders. The investigation revealed that the measured total prestress losses at the time of deck placement were lower than the design losses calculated using the refined estimates method of the 2017 AASHTO LRFD Bridge Design Specifications. This was mainly attributed to the actual concrete compressive strength at transfer being greater than the design compressive strength. This discrepancy was as high as 73% for some girders. It was also determined that the 2017 AASHTO LRFD specifications’ refined estimates method for estimating prestress losses overestimates the total prestress losses at the time of deck placement for AASHTO Types II and III girders.
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Ye, Wenya, and Fangyuan Li. "Study on the Structural Performance of UHPC Pavement and Hinge Joint Reinforcement for Hollow Slab Girder Bridges." Applied Sciences 12, no. 23 (November 24, 2022): 12008. http://dx.doi.org/10.3390/app122312008.
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To address the problem of structural performance degradation caused by hinged joints and pavement damage, we utilized actual engineering to conduct a construction study on the overall replacement of pavement and hinge joint reinforcement in ultra-high-performance concrete (UHPC) hollow slab girder bridges. A replacement and reinforcement design was developed and reconstruction was undertaken. By using UHPC and reinforcement bars, the adjacent slab girders were designed to work together under specific construction process guarantees for the characteristics of UHPC. The corresponding interface treatment and a combination of planting bars and steel mesh were necessary. According to the strain and deflection monitoring results, the overall performance of the bridge after pavement and hinge joint reinforcement was verified. The strain amplitude of the reinforcement was approximately 10 με, and that of the concrete was approximately 5 με. The deflection difference of the adjacent girder was similar, which proved that the hinge joints connect girders and transfer force effectively. All the results clearly demonstrated the positive overall effect of the UHPC replacement method. The conclusions could provide a reference for the reinforcement and reconstruction of similar projects.
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Veljkovic, M., and B. Johansson. "Design of hybrid steel girders." Journal of Constructional Steel Research 60, no. 3-5 (March 2004): 535–47. http://dx.doi.org/10.1016/s0143-974x(03)00128-7.
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Zhao, Yu, Jia Le Wei, and Shuan Hai He. "Control Method on Main Girder Configuration of Self-Anchored Suspension Bridges Based on Long Segment Hoisting Method." Advanced Materials Research 243-249 (May 2011): 1540–48. http://dx.doi.org/10.4028/www.scientific.net/amr.243-249.1540.
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Based on the object of self-anchored suspension bridge constructed with long segment hoist method, the load-carrying characteristics and construction technique which is different from other self-anchored suspension bridge is analyzed, and the method of calculation and control on steel box girder configuration during the construction course of long segment hoisted are proposed. For different calculation methods of girder configuration lifting, the influences of the three manners of pre-cambering for steel girders on the configuration and internal force of finished bridge are analyzed. The results show that inverse erection— forward erection—unstressed state synthetic method can guarantee the minimum deviation of steel girder configuration of finished bridge with the design, and it is not necessary to adjust the suspension cable force, and there is no change in main cable configuration and internal force.
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Cahyo, Riyan Noor, and Syahril Taufik. "BRIDGE RE-DESIGN CLASS A COMPOSITE GIRDER (GIRDER BRIDGE CASE STUDY OF COMPOSITE CLASS C+) RANTAU BAKULA BANJAR DISTRICT." CERUCUK 3, no. 1 (September 19, 2019): 73. http://dx.doi.org/10.20527/crc.v3i1.1105.
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In Rantau Bakula village are its main bridge girder composite construction. Due to the condition of the existing bridge is felt not designed for vehicles with a large payload then re-design bridge girder composite with spans of 25 m and 9 m wide bridge.In this planning will be carried out load analyzes include: self weight, additional dead load (weight of asphalt and rainwater), load lane "D", pedestrian live load, brake force, load the truck "T", the wind load and earthquake load. Loading method refers to the imposition Standards For RSNI Bridge T-02-2005 whereas the method of structural design of composite bridges refers RSNI T-03-2005 Steel Structural Design For Bridge and SNI 03-1729-2002 on Procedures Design Steel Structures. From the planning to the pavement reinforcement obtained using principal reinforcement D 13-150 mm with shear D 13-90 mm. The main girder profiles used WF 900 x 300 x 16 x 32 and diaphragm WF 400 x 200 x 8 x 13 shear connector used stud with a size of 12 x 190 mm. The connection between girders using screws with a diameter of 20 mm. Abutment has a height of 2.75 m and a length of 10 m. Used caisson foundation amounted to 2 pieces with a length of 2 meters and a diameter of 3.5 m. Keywords: Rantau Bakula, bridge, girders, composite abutments, caisson.
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Mo, Y. L., and Yu-Lin Fan. "Torsional Design of Hybrid Concrete Box Girders." Journal of Bridge Engineering 11, no. 3 (May 2006): 329–39. http://dx.doi.org/10.1061/(asce)1084-0702(2006)11:3(329).
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Deng, Yang, Aiqun Li, Yang Liu, and Suren Chen. "Investigation of temperature actions on flat steel box girders of long-span bridges with temperature monitoring data." Advances in Structural Engineering 21, no. 14 (April 2, 2018): 2099–113. http://dx.doi.org/10.1177/1369433218766946.
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The worldwide application of streamlined flat steel box girder on long-span bridges calls for more knowledge of its temperature distribution. The rapid development of structural health monitoring techniques offers a great opportunity to address this issue. A comprehensive approach of installing monitoring equipment, collecting data, and applying long-term temperature monitoring data to study the temperature distribution of flat steel box girders is developed. As demonstrated through the analysis of 1-year data of a suspension bridge, first, a mapping relation between effective temperature and ambient air temperature is established. Such a relation enables identifying the optimal time to finally join the flat steel box girders at the designed effective temperature based on the easy-to-obtain ambient air temperature. Second, the cycling variation of effective temperature is presented to provide information for design and assessment of expansion joints and bearings, including not only the maximum design displacements but also cumulative displacements related to the long-term durability and remaining life of expansion joints and bearings. Finally, both vertical and transverse temperature gradients are studied to provide some new insights about the temperature characteristics of flat steel box girders. The study suggests that the transverse and vertical temperature gradients should be applied to the bridge cross section individually since the data analysis supports that the two gradients are independent.
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Shen, Chuandong, Yifan Song, Lei Yan, Yuan Li, Xueli Wang, and Shuanhai He. "Experimental Behavior of the Curved Continuous Twin I-Girder Composite Bridge with a Precast Concrete Slab Subjected to Bending, Shear, and Torsion." Advances in Civil Engineering 2020 (November 12, 2020): 1–16. http://dx.doi.org/10.1155/2020/8834773.
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In order to investigate the mechanical behavior, ultimate load carrying capacity, and failure mode of the intact curved continuous twin I-girder composite bridge (TGCB) with a precast concrete slab, one curved continuous composite bridge model with a scale ratio of 1 : 5 of a prototype bridge was designed and manufactured considering the influence of the construction sequence. Four symmetric point loads’ test was carried out. In this paper, load-deflection relationship and strain development of steel girders, concrete slab, and reinforcement at key sections were tested and analyzed. Failure mode, crack development, and major crack width at the top surface of the concrete slab in the hogging moment region were also reported. The experimental results demonstrated that the load capacity under the initial cracking level, cracking level with the width of 0.2 mm, and steel girder yielding state is about 1.7, 5.0, and 6.3 times of the design load, respectively. Due to the influence of curvature, the stiffness of the external girder is less than that of the internal girder. However, the ultimate bearing capacity is basically the same, approximately 13.6 times of the design load. During the loading process, plastic hinge was first observed at the intermediate support section as a result of the hogging moment which should be emphasized in design. The local buckling took place after yielding, indicating a class 2 section according to Eurocode 4. In addition, the TGCB had good ductility since the displacement ductility coefficients of the external and internal girders were 4.40 and 4.06, respectively.
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Gaute-Alonso, Alvaro, David Garcia-Sanchez, Iñigo Calderon Uriszar-Aldaca, and Claudio Lopez Castillo. "Novel Method for an Optimised Calculation of the Cross-Sectional Distribution of Live Loads on Girder Bridge Decks." Civil Engineering Journal 8, no. 3 (March 1, 2022): 406–20. http://dx.doi.org/10.28991/cej-2022-08-03-01.
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One of the main goals in the design of girder bridge deck systems is to determine the cross-sectional distribution of live loads across the different girders that make up the cross-section of the deck. Structural grillage models and current bridge design standards based on a Load Distribution Factor (LDF) provide oversized designs, as demonstrated in this paper. This research introduces a novel method that allows the cross-sectional distribution of live loads on girder bridge decks to be calculated by applying a matrix formulation that reduces the structural problem to 2 degrees of freedom for each girder: the deflection and the rotation of the deck-slab at the centre of the girder’s span. Subsequently, a parametric study is presented that analyses the structural response of 64 girder bridge decks to a total of 384 load states. In addition, the authors compare the outputs of the novel method with those obtained using traditional grillage calculation methods. Finally, the method is experimentally validated on two levels: a) a laboratory test that analyses the structural response of a small-scale girder bridge deck to the application of different load states; b) a real full-scale girder bridge load test that analyses the structural response of the bridge over the Barbate River during its static load test. Based on this analysis, the maximum divergence of the proposed method obtained from the experimental structural response is less than 10%. The use of the proposed novel analysis method undoubtedly provides significant savings in material resources and computing time, while contributing to minimizing overall costs. Doi: 10.28991/CEJ-2022-08-03-01 Full Text: PDF
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Wang, Haipeng, Kai Wang, and Nan Guo. "Coordinate Monitoring Technology in the Process of Incremental Launching Construction of Curved Steel Box Girder Bridge." Advances in Civil Engineering 2022 (June 25, 2022): 1–9. http://dx.doi.org/10.1155/2022/3641683.
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Based on the steel box girder curve incremental launching project of SW ramp bridge in Harbin East Third Ring Road, the geometric alignment and structural internal force of the steel box girder during the incremental launching process were monitored in the whole process. The curve incremental launching coordinate position control method was adopted, and the relevant parameters were modified according to the site construction situation and the initial stress conditions of the girders, and the corrected theoretical value was used as the control and evaluation basis of the monitoring value. The results showed that the original theoretical deflection value was −33.10 mm, the modified theoretical deflection value was −64.10 mm, and the actual monitoring value was −53.20 mm. The modified theoretical value agreed well with the monitoring value, and the error rate between the monitoring value and the theoretical value under each working condition was −17.82%∼14.48%. The geometric alignment and internal force of the steel box girder met the monitoring requirements, ensuring that the steel box girder can meet the design requirements under various working conditions.
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Rajput, Harsh Raj. "Stresses & Strains in Plate Girder with Different Bracing Systems under Combination of Loadings." International Journal for Research in Applied Science and Engineering Technology 9, no. 10 (October 31, 2021): 722–28. http://dx.doi.org/10.22214/ijraset.2021.38485.
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Abstract: Lateral buckling is one of the most important factors in the design of steel plate girder. This buckling in the girder can be controlled by many methods. The most popular method is to add the intermediate bracing systems along the length of girder. The unsafely designed intermediate bracing systems can easily lead to serious consequences in the construction stage due to lateral buckling by torsion which happens rapidly and suddenly when the internal force in girder exceeds the ultimate value. Reversely, if the intermediate bracing systems are designed excessively, their specific stiffness will be larger than the required one then it is very costly in both material and installing process In the present study different types of torsional bracing systems are used in twin plate girder of span 8m. As the behavior of plate girders with different type of bracing system changes differently along the length and depth. Changing the layout of bracing systems could also make the design easy and more economical. Keywords: Cross-frame Bracings, Horizontal Bracings, Plate Girder, Finite Element Analysis
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Brice, Richard, and Richard Pickings. "Saint-Venant torsion constant of modern precast concrete bridge girders." PCI Journal 66, no. 3 (2021): 23–31. http://dx.doi.org/10.15554/pcij66.3-01.
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Many bridge owners have developed new precast, prestressed concrete bridge girder sections that are optimized for high-performance concrete and pretensioning strands with diameters greater than 0.5 in. (12.7 mm). Girder sections have been developed for increased span capacities, while others fill a need in shorter span ranges. Accurate geometric properties are essential for design. Common properties, including cross-sectional area, location of centroid, and major axis moment of inertia, are generally easy to compute and are readily available in standard design references. Computation of the torsion constant is a different matter. This paper presents the methods and results of a study to determine the torsion constant for many of the modern precast, prestressed concrete bridge girders used in the United States and compares the results with values from the approximate methods of the AASHTO LRFD specifications.
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Uzel, Almıla. "Preliminary Design of Post-Tensioned Transfer Girders." Practice Periodical on Structural Design and Construction 25, no. 4 (November 2020): 04020036. http://dx.doi.org/10.1061/(asce)sc.1943-5576.0000519.
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van Meirvenne, Kizzy, Wouter de Corte, Veerle Boel, and Luc Taerwe. "New Insights into the Anchorage Zones of Precast Pretensioned Concrete Girders." Key Engineering Materials 754 (September 2017): 341–44. http://dx.doi.org/10.4028/www.scientific.net/kem.754.341.
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Pretensioned concrete girders are widely used in the construction sector. Nevertheless, optimisation is still possible considering the end zones. These end zones are subject to different types of stress due to the local transmission of the prestress force. In order to optimise these regions, a 3D non-linear finite element model was developed using the Abaqus software. Different from other attempts, a full scale girder with multiple strands is modelled. The accuracy of the FE model was verified by comparing the numerical results with experimental data. A full scale test in a precast concrete plant during normal production is carried out, and a good fit between the experimental and numerical results is obtained. Finally, the model was used to design a girder without end block. The calculation of the additional reinforcement was based on vector plots of the tensile stresses, extracted from the FEM.