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Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 28 січня 2023

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Статті в журналах з теми "Live loads Bridges"

1

Gasim M. Hussein, Ahmed, and Khalil Fawzi Ajabani. "Light Live load Bridges over the River Nile in Sudan." FES Journal of Engineering Sciences 9, no. 1 (February 22, 2021): 65–71. http://dx.doi.org/10.52981/fjes.v9i1.660.

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Анотація:
Bridge structures are vital for majority of Sudanese due to the fact that they live besides rivers, valleys and inside islands. Bridge construction is faced by the fact that it is extremely expensive. Cost of such structures is affected by live load which accordingly dictates the required dead Loads from both superstructure and substructure. In this analytical study a light live bridge load is derived making use of AASHTO principles. This practical live load is derived from data collected from sedan cars, bicycles, motorcycles, motorcycles rickshaws, auto rickshaws and pedestrian. The derivation yielded a design light live load composed of design lane load and design vehicle; to be applied simultaneously to this type of light bridges. The live loads are to be controlled at the bridge entrance. The derived loads are applied to different superstructures' systems, namely steel truss and composite steel plate girder. A single pier over two piles substructure system is chosen for such light loads. A case study bridge is designed over the River Nile. The results obtained showed tremendous savings in material and cost. Relative to normal highway bridges over the Nile, the steel truss bridge option reduces the cost by almost 60%.
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2

Hidayat, Irpan. "Analisis Perhitungan Jembatan Gelagar I pada Jembatan Jalan Raya dan Jembatan Kereta Api." ComTech: Computer, Mathematics and Engineering Applications 4, no. 1 (June 30, 2013): 517. http://dx.doi.org/10.21512/comtech.v4i1.2797.

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The bridge is a means of connecting roads which is disconnected by barriers of the river, valley, sea, road or railway. Classified by functionality, bridges can be divided into highway bridge and railroad bridge. This study discusses whether the use of I-girder with 210 m height can be used on highway bridges and railway bridges. A comparison is done on the analysis of bridge structure calculation of 50 m spans and loads used in both the function of the bridge. For highway bridge, loads are grouped into three, which are self weight girder, additional dead load and live load. The additional dead loads for highway bridge are plate, deck slab, asphalt, and the diaphragm, while for the live load is load D which consists of a Uniform Distributed Load (UDL) and Knife Edge Load (KEL) based on "Pembebanan Untuk Jembatan RSNI T-02-2005". The load grouping for railway bridge equals to highway bridge. The analysis on the railway bridges does not use asphalt, and is replaced with a load of ballast on the track and the additional dead load. Live load on the structure of the railway bridge is the load based on Rencana Muatan 1921 (RM.1921). From the calculation of the I-girder bridge spans 50 m and girder height 210 cm for railway bridge, the stress on the lower beam is over the limit stress allowed. These results identified that the I-girder height 210 cm at the railway bridge has not been able to resist the loads on the railway bridge.
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3

Au, Alexander, Clifford Lam, Akhilesh C. Agarwal, and Bala Tharmabala. "Bridge evaluation by mean load method per the Canadian Highway Bridge Design Code." Canadian Journal of Civil Engineering 32, no. 4 (August 1, 2005): 678–86. http://dx.doi.org/10.1139/l05-015.

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Анотація:
The Canadian Highway Bridge Design Code (CHBDC) provides two alternative methods for evaluating the strength of existing bridges. The load and resistance factor method provides a general approach and covers the most extreme load situations that can occur in a general bridge population. The mean load method considers the uncertainties of loads acting on a specific bridge, the method of analysis, and resistance of the structure involved, and thus can provide a more accurate evaluation of individual bridges. Since traffic load represents a major portion of bridge loads, a better evaluation of specific bridges is obtained by using the statistical parameters of traffic loads observed on the structure. However, the overall accuracy depends heavily on capturing the most critical loading conditions during the survey periods. The mean load method is particularly valuable where actual traffic loads are expected to be significantly lower than those used in code calibration and when the potential economic benefits arising from a more realistic evaluation outweigh the extra costs of live load data collection and analysis. This paper demonstrates that the mean load method using site-specific traffic loading information can lead to a significantly higher live load-carrying capacity of a bridge.Key words: highway bridges, bridge evaluation, reliability, mean load method, bridge testing.
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4

Mohseni, Iman, Yong Cho, and Junsuk Kang. "Live Load Distribution Factors for Skew Stringer Bridges with High-Performance-Steel Girders under Truck Loads." Applied Sciences 8, no. 10 (September 21, 2018): 1717. http://dx.doi.org/10.3390/app8101717.

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Because the methods used to compute the live load distribution for moment and shear force in modern highway bridges subjected to vehicle loading are generally constrained by their range of applicability, refined analysis methods are necessary when this range is exceeded or new materials are used. This study developed a simplified method to calculate the live load distribution factors for skewed composite slab-on-girder bridges with high-performance-steel (HPS) girders whose parameters exceed the range of applicability defined by the American Association of State Highway and Transportation Officials (AASHTO)’s Load and Resistance Factor Design (LRFD) specifications. Bridge databases containing information on actual bridges and prototype bridges constructed from three different types of steel and structural parameters that exceeded the range of applicability were developed and the bridge modeling verified using results reported for field tests of actual bridges. The resulting simplified equations for the live load distribution factors of shear force and bending moment were based on a rigorous statistical analysis of the data. The proposed equations provided comparable results to those obtained using finite element analysis, giving bridge engineers greater flexibility when designing bridges with structural parameters that are outside the range of applicability defined by AASHTO in terms of span length, skewness, and bridge width.
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5

Shokravi, Hoofar, Hooman Shokravi, Norhisham Bakhary, Mahshid Heidarrezaei, Seyed Saeid Rahimian Koloor, and Michal Petrů. "Vehicle-Assisted Techniques for Health Monitoring of Bridges." Sensors 20, no. 12 (June 19, 2020): 3460. http://dx.doi.org/10.3390/s20123460.

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Анотація:
Bridges are designed to withstand different types of loads, including dead, live, environmental, and occasional loads during their service period. Moving vehicles are the main source of the applied live load on bridges. The applied load to highway bridges depends on several traffic parameters such as weight of vehicles, axle load, configuration of axles, position of vehicles on the bridge, number of vehicles, direction, and vehicle’s speed. The estimation of traffic loadings on bridges are generally notional and, consequently, can be excessively conservative. Hence, accurate prediction of the in-service performance of a bridge structure is very desirable and great savings can be achieved through the accurate assessment of the applied traffic load in existing bridges. In this paper, a review is conducted on conventional vehicle-based health monitoring methods used for bridges. Vision-based, weigh in motion (WIM), bridge weigh in motion (BWIM), drive-by and vehicle bridge interaction (VBI)-based models are the methods that are generally used in the structural health monitoring (SHM) of bridges. The performance of vehicle-assisted methods is studied and suggestions for future work in this area are addressed, including alleviating the downsides of each approach to disentangle the complexities, and adopting intelligent and autonomous vehicle-assisted methods for health monitoring of bridges.
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6

Sinha, Ananta, Mi G. Chorzepa, Jidong J. Yang, S. Sonny Kim, and Stephan Durham. "Enhancing Reliability Analysis with Multisource Data: Mitigating Adverse Selection Problems in Bridge Monitoring and Management." Applied Sciences 12, no. 20 (October 14, 2022): 10359. http://dx.doi.org/10.3390/app122010359.

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Анотація:
Data collected using sensors plays an essential role in active bridge health monitoring. When analyzing a large number of bridges in the U.S., the National Bridge Inventory data as been widely used. Yet, the database does not provide information about live loads, one of the most indeterminate variables for monitoring bridges. Such asymmetric information can lead to an adverse selection problem in making maintenance, rehabilitation, and repair decisions. This study proposes a data-driven reliability analysis to assess probabilities of bridge failure by synthesizing NBI data and Weigh-In-Motion (WIM) data for a large number of bridges in Georgia. On the resistance side, tree ensemble methods are employed to support the hypothesis that the NBI operating load rating represents the distribution of bridge resistance capacities which change over time. On the loading side, the live load distribution is derived from field data collected using WIM sensors. Our results show that the proposed WIM data-enabled reliability analysis substantially enhances information symmetry and provides a reliability index that supports monitoring of bridge conditions, depending on live loads and load-carrying capacities.
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7

Nowak, Andrzej S., Junsik Eom, and Ahmet Sanli. "Control of Live Load on Bridges." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 136–43. http://dx.doi.org/10.3141/1696-55.

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Анотація:
Application of field testing for an efficient evaluation and control of live-load effects on bridges is described. A system is considered that involves monitoring of various parameters, including vehicle weight, dynamic load component, and load effects (moment, shear force, stress, strain) in bridge components, and verification of the minimum load-carrying capacity of the bridge. Therefore, an important part of the study is development of a procedure for measuring live-load spectra on bridges. Truck weight, including gross vehicle weight, axle loads, and spacing, is measured to determine the statistical parameters of the actual live load. Strain and stress are measured in various components of girder bridges to determine component-specific load. Minimum load-carrying capacity is verified by proof load tests. It has been confirmed that live-load effects are strongly site specific and component specific. The measured strains were relatively low and considerably lower than predicted by analysis. Dynamic load factor decreases with increasing static load effect. For fully loaded trucks, it is lower than the code-specified value. Girder distribution factors observed in the tests are also lower than the values specified by the design code. The proof load test results indicated that the structural response is linear with the absolute value of measured strain considerably lower than expected. Field tests confirmed that the tested bridges are adequate to carry normal truck traffic.
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8

Mohseni, Iman, A. R. Khalim, and Junsuk Kang. "Live Load Distribution Factor at the Piers of Skewed Continuous Multicell Box Girder Bridges Subjected to Moving Loads." Transportation Research Record: Journal of the Transportation Research Board 2522, no. 1 (January 2015): 59–69. http://dx.doi.org/10.3141/2522-06.

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Анотація:
The multicell box girder bridge is a popular choice of designers because of its large torsional stiffness. The skewness at the support line of bridges has a significant influence on distribution of live loads. The current American bridge design code, AASHTO load and resistance factor design (LRFD), defines several correction factor expressions to account for the skew effect in bridges. In addition, the effect of skewness on reactions of continuous multicell box girder bridges is obtained by using the skew correction factor of shear or by the shear distribution factor of straight bridges, despite a significant disparity between the shear and reaction that is observed in skewed bridges. This study investigated the effect of skewness on the reactions and shear distribution factors for three continuous multicell box girder bridges. There was a significant difference between reactions at the piers and the shear distribution factors of skewed bridges. Thus, a statistical analysis was used to propose new equations for the skew correction factors and the external girder correction factor of shear and reaction to improve the accuracy of the AASHTO LRFD specifications.
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9

Shahid, I., A. K. Noman, S. H. Farooq, and Ali Arshad. "Investigation of the Adequacy of Bridge Design Loads in Pakistan." Indonesian Journal of Science and Technology 4, no. 2 (July 9, 2019): 171–87. http://dx.doi.org/10.17509/ijost.v4i2.18174.

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Анотація:
Weight, configuration, and volume of traffic vary from country to country. But, in developing countries like Pakistan, bridges are designed based on codes of developed countries. Hence, these bridges may not have desired safety level. In this study, safety levels of three sample bridges has been investigated in terms of structural reliability index. Live load effects (shear and moments) in girders were determined using weigh-in-motion data (WIM) and were extrapolated to 75 years using non-parametric fit. Two live load models and two strengths, required by 1967 Pakistan Code of Practice for Highway Bridges (PHB Design-Case) and that required by the 2012 AASHTO LRFD Bridge Design Specifications (AASHTO Design-Case) were used in reliability analysis. It is found that actual trucks produce moment and shear in girders 11 to 45 percent higher than live load models of PHB and AASHTO design cases. Values of structural reliability indices vary from 1.25 to 2.50 and from 2.45 to 3.15 for PHB and AASHTO design cases, respectively, and are less than the target reliability index value of 3.50 used in the design codes as benchmark. It is revealed after the research that bridges in Pakistan may not have desired safety level, and current live load models may not be the true representation of service-level truck traffic.
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10

Zhang, Chang Yong, Tie Yi Zhong, Ke Jian Chen, and Yun Kang Gong. "Study on the Effects of Train Live Loads on Isolated and Non-Isolated Simply Supported Railway Bridges." Applied Mechanics and Materials 50-51 (February 2011): 100–104. http://dx.doi.org/10.4028/www.scientific.net/amm.50-51.100.

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Анотація:
In this paper, based on the finite element program ANSYS, the model of a simply supported railway bridge with and without isolation using lead rubber bearing is established. Seismic response time-history analyses of the bridge subjected to high-level earthquakes are carried out considering and not considering train live loads. Through the comparison and analyses of the results, the effects of train live loads on seismic calculation of non-isolated railway bridges and isolated railway bridges are obtained. The results of the research will support the further study on seismic design and isolation design of simply supported railway bridges.
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Більше джерел

Дисертації з теми "Live loads Bridges"

1

Memory, Terry James. "On the dynamic behaviour of highway bridges : a thesis." Thesis, Queensland University of Technology, 1992. https://eprints.qut.edu.au/36245/1/36245_Memory_1992.pdf.

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Анотація:
Thomson (1910) first suggested that when designing a bridge the static stress should be increased to account for the dynamic nature of vehicle-bridge interaction. Since that time engineers have increased the static design loads on bridges by a factor usually referred to as the impact factor. Between 1925 and 1979 this impact factor was codified throughout the world as a function of maximum span length. In 1979 the Ontario Highway Bridge Design Code (OHBDC) renamed the impact factor as the "Dynamic Load Allowance" (DLA) and specified it as a function of the first flexural frequency of bridge superstructures. This code provision was subsequently adopted by the National Association of Australian State Road Authorities (NAASRA), now known as AUSTROADS. Neither the OHBDC nor the NAASRA bridge design specification suggest analysis methods for evaluating the first flexural frequency of bridge superstructures. Consequently, this thesis investigates, in detail, methods used to estimate the fundamental frequency of bridge superstructures and proposes a simple, accurate and quick method for simply supported bridges. As the correlation between field results and theoretical estimates was considered paramount, the significance of transverse and longitudinal support stiffness, dynamic modulus of elasticity and idealisation complexity were assessed. Subsequent to this, a relationship between support stiffness and the shift in fundamental frequency, relative to the frictionless case, was developed. A second major component of this thesis is the concept of Dynamic Load Allowance itself. To gain an appreciation of this phenomenon, full scale bridge testing was undertaken. Results obtained raised several questions about the significance of higher modes of bridge excitation and about the ability of a DLA-first flexural frequency code provision to embody vehiclebridge interaction. The results of the bridge testing led to the suggestion that the dynamic load allowance should be codified as a function of both the first flexural frequency and the length of a bridge.
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2

Ransom, Angela L. "Assessment of bridges by proof load testing." Thesis, Queensland University of Technology, 2000. https://eprints.qut.edu.au/36104/1/36104_Ransom_2000.pdf.

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Анотація:
Throughout the world, many countries are faced with the problem of ageing bridge infrastructure that is being called upon to carry increasing loads. With the difficulties associated with gaining funding to replace or rehabilitate these bridges, asset managers must ensure that the most efficient use is made of the existing infrastructure. It has been shown that theoretical assessment of bridges by analytical means often leads to conservative estimates of capacity. Many bridges therefore have been posted with load limits which do not accurately reflect the structural capacity of these bridges. Various methods of assessing bridge capacity are adopted by. road authorities throughout the world. These forms of assessment include analytical rating, calibration of analytical models by supplementary load testing and assessment by proof load testing. Proof load testing has consistently demonstrated that bridges often have reserves of strengths in excess of that indicated by theoretical analysis. The aim of proof load testing is to determine a realistic bridge load rating which accurately reflects the load capacity of the bridge. This thesis investigates the use of proof load testing in the assessment of bridges and its application to the Australian bridge infrastructure. The procedures used in proof load testing do not vary greatly between countries but the magnitude of the loads applied and the load factors used to calculate a load rating vary significantly. The procedures and practices adopted internationally were reviewed and adapted to suit Australian bridge infrastructure and conditions. The methodology was evaluated through a series of pilot proof load tests and subsequently potential improvements were identified. One of the challenges associated with proof load testing is the determination of the proof load that should be applied. In this thesis, structural reliability methods have been used to determine the proof load required to achieve a desired level of safety after testing. These methods were extended to incorporate the expected residual life of the structure and to investigate the resulting effect on the proof load required. Reliability theory has also been used to assess the risks involved, and the benefits gained by proof load testing. These risks and benefits are expressed in terms of a decreased probability of failure or an increased safety index after a successful proof load test. The methods developed have been applied to the results of the proof load test conducted on the South Pine River Bridge.
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3

程遠勝 and Yuansheng Cheng. "Vibration analysis of bridges under moving vehicles and trains." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2000. http://hub.hku.hk/bib/B3124001X.

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4

Kabani, Matongo. "Reliability based live loads for structural assessment of bridges on heavy-haul railway lines." Doctoral thesis, Faculty of Engineering and the Built Environment, 2018. http://hdl.handle.net/11427/30126.

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Анотація:
The highest live loads on railway lines are on dedicated freight corridors operated as heavy-haul lines. These lines carry high axle loads above 25 tonnes and total tonnage above 20 million tonnes per annum over distances greater than 150km. The South African iron ore line currently operates long trains of length 4.1km with 30 tonne per axle wagons on a narrow gage (1065mm) line over a distance of 861km. The operation of heavy haul lines require close monitoring and structural performance evaluation of existing bridges. This study covered both analytical studies and field measurements of bridge dynamic response and static vertical loads required to compute moments shear for beam-type bridges. The field study of dynamic amplification factors was based on strain measurements on the Olifants bridge located on the heavy-haul iron line in South Africa. The Olifants bridge is a 23 span box girder consisting of 2 continuous span segments of 11 spans at either end and a drop span in the middle. The collected strain data consisted 1174 loaded and 1372 empty train crossing events from June 2016 to March 2017. The probabilistic study was based on weigh-in-motion data of heavy-haul freight collected from January 2016 to August 2016. The study was limited to single span, 2 span and 4 span bridges with equal spans and did not consider fatigue. The dynamic response parameters of interest were frequency time evolution of bridge under heavy loads and dynamic amplification factors. An approximate formula derived using 2 dimensional beam model with moving masses is presented. The approximate formulae predicts the reduced frequency within 12% of the estimate from field vibration measurements of an 11 span continuous bridge with train to bridge linear mass ratio of 88%. The approximate formula underestimates the frequency as the stiffening contribution from train suspension system is ignored in a moving mass approximation. Dynamic amplification factors from strain measurements of a continuous 11 span bridge where considerably higher with maximum of 12% compared to 5% from a moving force analytical model for train speed below 60km/h. The amplification from measurements were considerably higher due to the additional local amplification of strains in upper flange of the box girder. A comparison of amplification factors for loaded and empty trains shows that increase in gross weight increases amplification factors. Furthermore, dynamic amplification factors are not dependent on changes in speed during train crossing. Different extrapolation techniques were used to obtain load effects from the same block maxima data. It was shown that the normal, GEV and Bayesian extrapolation methods give load effects within 1% of each other with the normal extrapolation being marginally on the lower end. This observation holds across beam types and span lengths from 5m to 50m. Although the GEV allows for all the three extreme type distributions, an analysis based on available weigh-in-motion data of axle weights show that the fitted distributions using Bayesian and Maximum Likelihood Estimate for all load effects for the span ranges are all Weibull type. On the other hand it is known that the domain of attraction for the normal distribution is Gumbel type. The study also found that extrapolated loads effects are less sensitive to increase in return period beyond 50 years. This aspect is significant as return period is a measure of safety target when determining design values for loads. The study investigated the impact of traffic volume increase and wagon axle load dependencies. The load effects on heavy-haul were shown to be more sensitive to the weak dependence than to traffic growth over the remaining service life of 50 years. The increase in return levels of load effects is less than 1% for traffic volume growth of 4% over a period of 50 years in contrast to the much higher values between 6% and 9% reported on highway bridges for 3% traffic volume growth over 40 year period. Assessment loads that account for some wagon axle dependence have lower return values of load effects than the assume that axle loads are independent which is consistent with theory.
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5

Erhan, Semih. "Effect Of Vehicular And Seismic Loads On The Performance Of Integral Bridges." Phd thesis, METU, 2011. http://etd.lib.metu.edu.tr/upload/12613739/index.pdf.

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Анотація:
Integral bridges (IBs) are defined as a class of rigid frame bridges with a single row of piles at the abutments cast monolithically with the superstructure. In the last decade, IBs have become very popular in North America and Europe as they provide many economical and functional advantages. However, standard design methods for IBs have not been established yet. Therefore, most bridge engineers depend on the knowledge acquired from performance of previously constructed IBs and the design codes developed for conventional jointed bridges to design these types of bridges. This include the live load distribution factors used to account for the effect of truck loads on bridge components in the design as well as issues related to the seismic design of such bridges. Accordingly in this study issues related to live load effects as well as seismic effects on IB components are addressed in two separate parts. In the first part of this study, live load distribution formulae for IB components are developed and verified. For this purpose, numerous there dimensional and corresponding two dimensional finite element models (FEMs) of IBs are built and analyzed under live load. The results from the analyses of two and three dimensional FEMs are then used to calculate the live load distribution factors (LLDFs) for the components of IBs (girders, abutments and piles) as a function of some substructure, superstructure and soil properties. Then, live load distribution formulae for the determination of LLDFs are developed to estimate to the live load moments and shears in the girders, abutments and piles of IBs. It is observed that the developed formulae yield a reasonably good estimate of live load effects in IB girders, abutments and piles. In the second part of this study, seismic performance of IBs in comparison to that of conventional bridges is studied. In addition, the effect of several structural and geotechnical parameters on the performance of IBs is assessed. For this purpose, three existing IBs and conventional bridges with similar properties are considered. FEMs of these IBs are built to perform nonlinear time history analyses of these bridges. The analyses results revealed that IBs have a better overall seismic performance compared to that of conventional bridges. Moreover, IBs with thick, stub abutments supported by steel H piles oriented to bend about their strong axis driven in loose to medium dense sand are observed to have better seismic performance. The level of backfill compaction is found to have no influence on the seismic performance of IBs.
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6

姜瑞娟 and Ruijuan Jiang. "Identification of dynamic load and vehicle parameters based on bridge dynamic responses." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2003. http://hub.hku.hk/bib/B31244270.

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7

Barthelot, Shyamalie Lorraine. "Development of a probability based load criterion for the NAASRA Bridge Design Specification in LSD format." Thesis, Queensland University of Technology, 1989. https://eprints.qut.edu.au/36456/1/36456_Barthelot_1989.pdf.

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Анотація:
The objective of this research is to develop a rational approach to the safety analysis of highway bridge superstructures. The developed models have been demonstrated on examples of short and medium span, prestressed concrete deck unit and girder bridges. Probabilistic models for structural resistance and load effects have been constructed using measured data. The load components considered were dead load and traffic live load. The ultimate resistance was assumed to be lognormally distributed, while dead load was assumed to be normally distributed. The Gumbel distribution was selected to model traffic live load effects. Safety was measured Reliability indices in terms of a reliability index. were calculated for the ultimate strength limit state for bridge superstructures. Structural reliability is calculated using the advanced methods, allowing consideration of actual distributions of loads and resistance. Safety was evaluated for prestressed concrete designed to the existing NAASRA Bridge Specification and also in accordance with the Bridge Design Code in Limit States format. The members Design draft draft code has achieved a more uniform level of reliability for all structures.
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8

Malan, Andreas Dawid. "Critical normal traffic loading for flexure of bridges according to TMH7." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/80013.

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Анотація:
Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: Different types of live loading due to traffic may act on bridges. The focus of this study is on normal traffic loading according to the South African specification of TMH7. Heavy vehicles are not included in normal traffic loading. TMH7 represents the code of practice for the design of highway bridges and culverts in South Africa. The aim of the study is to provide an insight into the flexural analysis of skew bridges, under the effects of normal traffic loading. The need for the study arose since the specification of TMH7 does not explicitly specify application patterns for normal traffic loading. Only the intensity of normal traffic loading is specified and it should be applied to yield the most adverse effects. For these reasons, a set of so-called standard application patterns are investigated and developed through the course of this study. The envelope of the values from the standard application patterns are compared to the most adverse application pattern for flexural effects in certain design regions of the bridge deck. Flexure, as in the context of this study, translates into the bending and twisting of the bridge deck under loads. A number of numerical experiments are performed for typical single span and multi-span continuous carriageways, where the standard application patterns are compared to the most adverse application patterns. The results from the numerical experiments are documented and compared as the angle of skew of the bridge deck increases in plan-view. For this purpose, the development of effective and specialized software was necessary. It was found that the set of standard application patterns can be used as a preliminary approximation for the most adverse effects of normal traffic loading, for specific flexural resultants in certain design regions of a bridge deck. However, for a large number of secondary flexural effects, the set of standard application patterns did not represent a good approximation for the most adverse values.
AFRIKAANSE OPSOMMING: Verskillende tipes lewendige belasting, as gevolg van verkeer, kan op brûe inwerk. Die fokus van die studie is op normale verkeers-belasting volgens die Suid-Afrikaanse spesifikasie van TMH7. Swaar-voertuie word nie ingesluit by normale verkeers-belasting nie. TMH7 verteenwoordig die kode vir die ontwerp van padbrûe en duikers in Suid-Afrika. Die doel van die studie is om insig te verskaf in die buig-analise van skewe brûe, as gevolg van die werking van normale verkeers-belasting. Die rede vir hierdie studie ontstaan aangesien die spesifikasie van TMH7 nie eksplisiet aanwendingspatrone vir normale verkeers-belasting voorskryf nie. Slegs die intensiteit van normale verkeersbelasting word voorgeskryf en dit moet aangewend word om die negatiefste effekte te verkry. Vir hierdie redes word 'n versameling van sogenaamde standaard aanwendings-patrone deur die loop van die studie ondersoek en ontwikkel. Die omhullings-kurwe van die waardes wat deur die standaard patrone gelewer word, word vergelyk met die waarde van die aanwendings-patroon wat die negatiefste buig-effek in sekere ontwerp-areas van die brugdek veroorsaak. Buig-effekte, soos van toepassing op hierdie studie, verwys na buig en wring van die brugdek as gevolg van belastings. 'n Aantal numeriese eksperimente, vir enkel-span sowel as multi-span deurlopende brugdekke, word uitgevoer en die standaard aanwendings-patrone word vergelyk met die aanwendings-patrone wat die negatiefste waardes lewer. Die resultate van die numeriese eksperimente word gedokumenteer en vergelyk soos die hoek van skeefheid van die brugdek in plan-aansig toeneem. Vir hierdie doel is die ontwikkeling van effektiewe en gespesialiseerde sagteware dus nodig. Daar is gevind dat die standaard aanwendings-patrone, vir spesifieke buig-resultante in sekere ontwerp-areas van die brugdek, as 'n voorlopige benadering vir die negatiefste effekte van normale verkeers-belasting gebruik kan word. Dit was egter verder gevind dat vir 'n groot aantal sekondêre buig-effkte, die versameling standaard aanwendings-patrone nie as 'n goeie benadering vir die negatiefste waardes dien nie.
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9

Issa, Camille Amine. "Nonlinear earthquake analysis of wall pier bridges." Diss., Virginia Polytechnic Institute and State University, 1985. http://hdl.handle.net/10919/54297.

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Accurately predicting the response of complex bridge structures to strong earthquake ground motion requires the use of sophisticated nonlinear dynamic analysis computer programs not generally available to the bridge design engineer. The analytical tools that have been developed are generally applicable to bridges whose substructures can be idealized as beam-columns. Bridges with wall piers do not belong to this category The major objective of this study is to develop an analysis tool capable of simulating the effects of earthquakes on monolithic concrete wall pier bridges. Thus, after surveying the literature, a mathematical model is developed for the geometrically nonlinear earthquake analysis of wall pier bridges. Mixed plate elements are used to model the wall pier. The plate element has eight nodes and the degrees of freedom per node are three displacements and three moments. Beam elements are used to model the bridge deck. The beam element accounts for shear deformation and it has two nodes with three displacements and three rotations as degrees of freedom per node. A transitional element is used to join the beam elements to the plate elements. The equation of dynamic equilibrium is solved using the Newmark method with modified Newton-Raphson type iteration at each time step. The mixed plate element is used to model two plate structures and the results are compared with analytical and other finite element solutions. A two span wall pier bridge is modeled using the structural elements developed in this study. The digitized time history for the N-S component of the El Centro Earthquake of May 18, 1940, is used to seismically excite the bridge model.
Ph. D.
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10

Senthilvasan, Jeevanandam. "Dynamic response of curved box girder bridges." Thesis, Queensland University of Technology, 1997.

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Книги з теми "Live loads Bridges"

1

O'Connor, Colin. Bridge Loads. London: Taylor & Francis Group Plc, 2003.

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2

Issa, Mohsen A. Construction loads and vibrations. [Edwardsville, IL]: Illinois Transportation Research Center, Illinois Dept. of Transportation, 1998.

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3

Moses, Fred. Load capacity evaluation of existing bridges. Washington, D.C: Transportation Research Board, National Research Council, 1987.

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4

McLean, David I. Dynamic impact factors for bridges. Washington, D.C: National Academy Press, 1998.

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5

Georgia. Department of Transportation. Evaluation of bridge load-bearing capacity estimation technology. [Georgia: Dept. of Transportation, 2008.

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6

A, Shaw Peter, ed. Bridge loads: An international perspective. London: Spon Press, 2000.

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7

G, Wassef Wagdy, Nowak Andrzej S, National Cooperative Highway Research Program, National Research Council (U.S.). Transportation Research Board, American Association of State Highway and Transportation Officials, and United States. Federal Highway Administration, eds. A comparison of AASHTO bridge load rating methods. Washington, D.C: Transportation Research Board, 2011.

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8

Xiao, Yilin. Analyses of reinforced concrete cantilever bridge decks under the live truck loads. Halifax: Nova Scotia CAD/CAM Centre, Dalhousie University, 1997.

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9

Dorton, Roger A. Methods for increasing live load capacity of existing highway bridges. Washington, D.C: National Academy Press, 1997.

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10

Beal, David B. Load capacity of jack arch bridges. Albany, N.Y: New York State Dept. of Transportation, Engineering Research and Development Bureau, 1985.

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Частини книг з теми "Live loads Bridges"

1

Gómez, Roberto, Raul Sánchez-García, J. A. Escobar, and Luis M. Arenas-García. "Analysis of the Response Under Live Loads of Two New Cable Stayed Bridges Built in Mexico." In Springer Tracts on Transportation and Traffic, 17–26. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-19785-2_2.

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2

Stagnitto, Giuseppe, Roberto Siccardi, and Massimiliano Ghioni. "The Somigliana’s Double Dislocation Method for the Calculation of the Live Loads Collapse Multiplier of Masonry Arch Bridges." In Lecture Notes in Civil Engineering, 304–12. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-91877-4_36.

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3

Huff, Tim. "Distribution of Live Load." In LRFD Bridge Design, 107–24. Boca Raton: CRC Press, 2022. http://dx.doi.org/10.1201/9781003265467-5.

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4

Frangopol, Dan M., David Y. Yang, Eva O. L. Lantsoght, and Raphaël D. J. M. Steenbergen. "Reliability-Based Analysis and Life-Cycle Management of Load Tests." In Load Testing of Bridges, 265–96. Leiden : CRC Press/Balkema, [2019] | Series: Structures and infrastructures series, ISSN 1747-7735 ; volumes 12-13: CRC Press, 2019. http://dx.doi.org/10.1201/9780429265969-9.

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5

Val, Dimitri V., and Mark G. Stewart. "Determination of Remaining Service Life of Reinforced Concrete Bridge Structures in Corrosive Environments after Load Testing." In Load Testing of Bridges, 297–331. Leiden : CRC Press/Balkema, [2019] | Series: Structures and infrastructures series, ISSN 1747-7735 ; volumes 12-13: CRC Press, 2019. http://dx.doi.org/10.1201/9780429265969-10.

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6

Padilha, D., K. Arjomandi, and T. MacDonald. "Live Load Demand on New Brunswick Highway Bridges." In Lecture Notes in Civil Engineering, 29–41. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-0511-7_3.

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7

Yamaguchi, E., and Y. Furusato. "Axle-load-estimation based on strain of transverse stiffener and characteristics of traffic loads due to heavy trucks." In Bridge Safety, Maintenance, Management, Life-Cycle, Resilience and Sustainability, 1280–86. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003322641-155.

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8

Lantsoght, E. O. L. "Assessment of existing concrete bridges by load testing." In Bridge Safety, Maintenance, Management, Life-Cycle, Resilience and Sustainability, 46–55. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003322641-4.

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9

Lu, Renxiang, and Johnn Judd. "Effect of Bridge Skew on the Analytical and Experimental Responses of a Steel Girder Highway Bridge." In Lecture Notes in Civil Engineering, 70–81. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1260-3_7.

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AbstractThis study examines the effect of bridge skew on the load rating and natural frequencies of a steel girder skewed highway bridge. The analytical load rating was determined based on a line-girder model and the AASHTO bridge design specification. The experimental load rating was determined based on a series of calibrated-weight truck runs. The analytical natural frequency was determined based on correlating the single span response to a continuous span response. The experimental natural frequency was obtained based on the free vibration response from the calibrated-weight truck. The frequency associated with the first spike of the frequency domain plot was identified using a Fast Fourier Transformation. The results show that the analytical load ratings and natural frequencies differed from the experimental values primarily due to effect of bridge skew, which caused the actual load path to be significantly shorter than the bridge span length that was used in the analytical calculations.
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10

Furuta, H., K. Sugiura, E. Watanabe, and T. Nakahara. "Fatigue Life Estimation of Existing Bridge Using 3-D FEM and Live Load Simulation." In Lecture Notes in Engineering, 219–28. Berlin, Heidelberg: Springer Berlin Heidelberg, 1992. http://dx.doi.org/10.1007/978-3-642-84753-0_15.

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Тези доповідей конференцій з теми "Live loads Bridges"

1

Benham, N., C. Mundell, and C. R. Hendy. "Parametric Studies of Bridge Specific Assessment Live Loads and Implications for Assessment." In IABSE Conference, Copenhagen 2018: Engineering the Past, to Meet the Needs of the Future. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2018. http://dx.doi.org/10.2749/copenhagen.2018.154.

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A number of UK long span suspension bridges now require routine inspection, assessment and maintenance to ensure their continued durability. The UK Design Manual for Roads and Bridges (DMRB) has explicit guidance on the traffic loading for assessment lengths up to 50m, however beyond this the assumptions become conservative. In these instances, the assessment of these structures requires a Bridge Specific Assessment Live Load (BSALL) to be derived. Although a number of methodologies exist to derive BSALLs, there are several parameters that may significantly affect their results and there is little published guidance on the subject. <p> Through recent work covering the calculation of suspension bridges, Atkins have completed many parametric studies, considering different distribution methods and the relative importance of the various parameters involved. This paper discusses the above themes and outlines the advancements made by Atkins in this field, highlighting the critical parameters to consider, the advantages and limitations of the various approaches, and a recommended approach based on our findings to date.
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2

Soppela, Sami, and Esko Järvenpää. "Conceptual Design of balanced Cable-Stayed Bridges." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.1887.

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<p>The cables are the major loadbearing cost components in the longitudinal direction of a cable-stayed bridge. The quantity of the cables reflects directly to the comparative costs of different alternative layouts. The cable forces, calculated for permanent load balance lead to a reliable cable quantity estimation. For a long-term durability it is important that the bridge is in balance for permanent loads. The influence of the live loads can be estimated separately.</p><p>The purpose of this article is to estimate cable quantities in an early design stage when finding the optimum solution for the bridge. A simple solution method is carried out mathematically using vector algebra and the force length method. This article sets a clear path for determining the preliminary cable forces and cable quantities for two-pylon and single-pylon cable-stayed bridges. The variables are the span length relation, pylon height relation to the main span length, optimum cable anchorage distance at the pylon and the permanent load of the deck.</p><p>Also, the cable quantities of single-pylon bridges can be calculated, even for bridges with highly asymmetric spans. It is noted that the single-pylon cable-stayed bridge has remarkably bigger cable quantity than the two- pylon bridge with equal length.</p><p>The results reveal that the optimum cable anchorage distance in the pylon depends on the pylon height. The higher the pylon is, the greater the optimum anchorage distance should be.</p><p>For the durable bridge an optimum layout and a good balance for gravity loads with minimized bending moments are an important design target. The article helps in reaching that target.</p>
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3

Peiris, Abheetha, and Issam Elias Harik. "Steel Girder Bridge with RC Deck Retrofit From Non-Composite to Composite Behaviour." In IABSE Congress, Stockholm 2016: Challenges in Design and Construction of an Innovative and Sustainable Built Environment. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2016. http://dx.doi.org/10.2749/stockholm.2016.1964.

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In the past, a number of steel girder-reinforced concrete deck bridges on county roads in the United States have been built as non-composite. Most of these bridges currently have load postings limiting the capacity of bus and truck loads on their roadways. Recent research showed that post installed high strength bolts could be used as shear connectors in rehabilitation work to achieve partial composite design by deploying 30% to 50% of the connectors typically required for a full composite design. This paper presents details on the analysis, design, and field application of post-installed shear connectors on a non-composite concrete deck steel girder bridge in Kentucky. In order to minimize traffic disruption and construction costs, the shear connectors were inserted on the bottom side of the deck through the top flange of the steel girder. While the load rating increased by 132%, field tests conducted before and after installation of the shear connectors showed that the bridge's live load deflections were reduced by more than 27%.
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4

Bakhoum, Mourad M. "Planning, Design and Construction Aspects of Rod El Farag Cable-Stayed Bridge over River Nile, Cairo, Egypt." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.2077.

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<p>The paper presents planning, design and construction aspects of the New Rod El Farag Cable Stayed Bridge over the River Nile in Cairo, Egypt (Tahya Masr Bridge). The Bridge is most recent Mega bridge and one of the most important bridges in Egypt. New Rod el Farag Cable-Stayed Bridge is considered as the widest Cable Stayed bridge in the world, with for a total width of 67.3 meters in the main span, and up to 85 meters in the side span (east approaches). The bridge includes 6 lanes of traffic in each direction, sidewalks (including glass sidewalks). The bridge has a steel-composite deck for the main span, steel-composite portion for the upper part of the pylons where the cables area anchored, and concrete for the bridges side spans approaches. The paper summarizes the codes, main loads, and the advantages of providing supports in the side spans for the final construction stages is briefly discussed. Two intermediate piers were introduced at the land side of each pylon to reduce the deformations in the pylon, bending moments in the pylon, stress variations in the cables due to live loads, and improve the load distribution characteristics of the bridge. In fact, these auxiliary piers serve as anchors for the cable-stayed bridge, and counterweights. They have considerable advantages on the stability during construction stage of the main span.</p>
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5

Zhang, Yu, Haili Jiang, and Dong Xu. "Corresponding Force Matrix: A Bridge Connecting Refined Analysis and Reinforcement Design of Box-section Girders Based on Shells." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.0483.

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<p>Benefitting from the development of computing power, box girders can be analysed in a more refined way by discretizing cross-sections into shell elements. However, how to take full advantage of the analysis results in the reinforcement design process remains a problem. To solve this problem, the concept of “corresponding force matrix” is proposed in this paper. The matrix has 6 columns corresponding to the key unit force resultants of a specified location, and 12 rows corresponding to all the possible unfavourable cases. For each row, only one force resultant reaches its maximum (or minimum) under loads while the others take the corresponding values. Then the construction method of the proposed matrix under live loads and load combinations is described, respectively. After that, two reinforcement design methods with the use of the matrix were introduced and compared. Finally, discussions and preliminary conclusions are made.</p>
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6

Ji, Yifang, and Qingtian Su. "Mechanical Analysis of Central Buckle Region of Long Span Suspension Bridge." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.1592.

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<p>A central buckle is generally set in the middle of long-span suspension bridge to improve the structure mechanical performance. With a large number and sophisticated composition of steel plates, the mechanical behaviour of central buckle region is obscure. In this paper, a shell-beam hybrid finite element model of a 428m main span self-anchored suspension bridge was established, and the mechanical characteristics of central buckle region were analysed. The result shows that the normal stress of steel plates in central buckle region is mainly dependent on by dead loads, the effect caused by live loads only accounts for approximately 15% of that caused by dead loads; axial force of central buckle is mainly transmitted to the diaphragms and webs of the girder.</p>
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7

Andrade, Sofía, Fabián Lamus, and Carlos Urazán. "Short Span Modular Bridges of Guadua Angustifolia by Self-Construction, a Sustainable Alternative." In Footbridge 2022 (Madrid): Creating Experience. Madrid, Spain: Asociación Española de Ingeniería Estructural, 2021. http://dx.doi.org/10.24904/footbridge2022.241.

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<p>This paper presents the evaluation of an alternative for the construction of short bridges with Guadua angustifolia Kunth as structural material. In the proposed model, the construction of bridges must be as easy as possible, in order to be developed by the community in a short time, taking advantage of existing guadua in the area. The bridges are composed by structural modules with a length of 5m, which can be precast composed of two planar trusses which are connected using horizontal members that support the board and give stability to the structure. The design was made considering that live loads will be applied inside the structure, on the bottom chord of the trusses. Load values specified by the Colombian Bridges Code have been used for the footbridge design. </p>
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8

Zhang, Yu, Yi Liang, and Paul Gauvreau. "Analysis of a Modular Timber/Concrete Composite System for Short- Span Bridges." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.1598.

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<p>This article describes a modular timber/concrete composite system for short‐span highway bridges. The system is assembled from modules. Each module spans from support to support and consists of two glulam girders and a deck slab constructed of ultra high‐performance fiber reinforced concrete (UHPFRC). A method of analysis is proposed for the system to study both the longitudinal and transverse behavior under live loads. The method is based on a spatial grid model, which incorporates Vierendeel frames to account for partial composite action in the longitudinal direction. Preliminary results show that the proposed modular timber/concrete composite system achieves a high degree (91.4%) of longitudinal composite action and possess good transverse load sharing performance between modules.</p>
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9

Al‐Gburi, Majid, Jaime Gonzalez‐Libreros, Gabriel Sas, and Martin Nilsson. "Quantifying the Environmental Impact of Railway Bridges Using Life Cycle Assessment: A Case Study." In IABSE Symposium, Prague 2022: Challenges for Existing and Oncoming Structures. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/prague.2022.1796.

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<p>As emission regulations in the EU are becoming stricter, the reduction of greenhouse gas emissions from the construction industry has become a pressing need. As part of the efforts related to this issue, it has been found that Environmental Life Cycle Analysis (LCA) approaches are required to optimize the design, construction, operation, and maintenance of buildings and infrastructure assets. In this paper, The Institution of Structural Engineers guidance on how to calculate the embodied carbon in structures is used as LCA model and evaluated in a case study. The guidance divides the structure´s life cycle into five stages (A1‐A3: Product, A4‐A5: Construction process, B1‐ B7: Use, C1‐C4: End of live and D: Benefits and loads beyond the system boundary) and the environmental impact is measured in terms of carbon dioxide equivalent emissions (kgCo2e) or global warming potential (GWP). The model was applied to an existing reinforced concrete trough bridge, which is a structure type commonly used in Swedish railways. Results show that that the model was effective and simple for investigating the environmental impact of the studied structure.</p>
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10

Li, Lei, Changjiang Wang, Fugang Lyu, and Rengui Wang. "Key Techniques for the Main Navigable Bridge of the Main Passageway of Ningbo–Zhoushan Port." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.2064.

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<p>The main navigable bridge is a three-tower steel box girder cable-stayed bridge with a span of 78+187+2×550+187+78 m. The design reference wind speed is 42.3m/s. The main navigation span can navigate 100,000-ton ships. In order to improve the overall stiffness of the bridge under unbalanced live loads, some measures are studied, such as the restraint conditions, the stiffness of the tower, the stiffness of the beam, the number of stay cables in the side and central tower, and so on. Through the wind tunnel test research, the control measures for the buffeting performance of the double cantilever are clarified. According to the IABSE vessel collision model, the vessel collision force is determined. A double-layer collision protection structure is used to protect the bridge and reduce vessel collision damage. In order to improve the structural durability, high- performance epoxy steel bars are used in the splash zone. The cable-anchor beams of the towers are made of weathering steel. Maintenance vehicles are installed in the main beam which is 1.63 km. Through the above measures, the structural performance is guaranteed.</p>
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Звіти організацій з теми "Live loads Bridges"

1

Han, Fei, Monica Prezzi, Rodrigo Salgado, Mehdi Marashi, Timothy Wells, and Mir Zaheer. Verification of Bridge Foundation Design Assumptions and Calculations. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317084.

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The Sagamore Parkway Bridge consists of twin parallel bridges over the Wabash River in Lafayette, IN. The old steel-truss eastbound bridge was demolished in November 2016 and replaced by a new seven-span concrete bridge. The new bridge consists of two end-bents (bent 1 and bent 8) and six interior piers (pier 2 to pier 7) that are founded on closed-ended and open-ended driven pipe piles, respectively. During bridge construction, one of the bridge piers (pier 7) and its foundation elements were selected for instrumentation for monitoring the long-term response of the bridge to dead and live loads. The main goals of the project were (1) to compare the design bridge loads (dead and live loads) with the actual measured loads and (2) to study the transfer of the superstructure loads to the foundation and the load distribution among the piles in the group. This report presents in detail the site investigation data, the instrumentation schemes used for load and settlement measurements, and the response of the bridge pier and its foundation to dead and live loads at different stages during and after bridge construction. The measurement results include the load-settlement curves of the bridge pier and the piles supporting it, the load transferred from the bridge pier to its foundation, the bearing capacity of the pile cap, the load eccentricity, and the distribution of loads within the pier’s cross section and among the individual piles in the group. The measured dead and live loads are compared with those estimated in bridge design.
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2

Wang, Yao, Mirela D. Tumbeva, and Ashley P. Thrall. Evaluating Reserve Strength of Girder Bridges Due to Bridge Rail Load Shedding. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317308.

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This research experimentally and numerically evaluated the reserve strength of girder bridges due to bridge rail load shedding. The investigation included: (1) performing non-destructive field testing on two steel girder bridges and one prestressed concrete girder bridge, (2) developing validated finite element numerical models, and (3) performing parametric numerical investigations using the validated numerical modeling approach. Measured data indicated that intact, integral, reinforced concrete rails participate in carrying live load. Research results culminated in recommendations to evaluate the reserve strength of girder bridges due to the participation of the rail, as well as recommendations for bridge inspectors for evaluating steel girder bridges subjected to vehicular collision.
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Ravazdezh, Faezeh, Julio A. Ramirez, and Ghadir Haikal. Improved Live Load Distribution Factors for Use in Load Rating of Older Slab and T-Beam Reinforced Concrete Bridges. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317303.

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This report describes a methodology for demand estimate through the improvement of load distribution factors in reinforced concrete flat-slab and T-beam bridges. The proposed distribution factors are supported on three-dimensional (3D) Finite Element (FE) analysis tools. The Conventional Load Rating (CLR) method currently in use by INDOT relies on a two-dimensional (2D) analysis based on beam theory. This approach may overestimate bridge demand as the result of neglecting the presence of parapets and sidewalks present in these bridges. The 3D behavior of a bridge and its response could be better modeled through a 3D computational model by including the participation of all elements. This research aims to investigate the potential effect of railings, parapets, sidewalks, and end-diaphragms on demand evaluation for purposes of rating reinforced concrete flat-slab and T-beam bridges using 3D finite element analysis. The project goal is to improve the current lateral load distribution factor by addressing the limitations resulting from the 2D analysis and ignoring the contribution of non-structural components. Through a parametric study of the slab and T-beam bridges in Indiana, the impact of selected parameters on demand estimates was estimated, and modifications to the current load distribution factors in AASHTO were proposed.
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Cha, Hun, Boyuan Liu, Arun Prakash, and Amit Varma. Efficient Load Rating and Quantification of Life-Cycle Damage of Indiana Bridges Due to Overweight Loads. Purdue University, February 2017. http://dx.doi.org/10.5703/1288284316329.

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Scott, Michael. Combined Seismic plus Live Load Analysis of Highway Bridges. Portland State University Library, October 2011. http://dx.doi.org/10.15760/trec.31.

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Fanous, Fouad, Jeremy May, Terry Wipf, and Michael Ritter. Live-load distribution on glued-laminated timber girder bridges : final report : conclusions and recommendations. Madison, WI: U.S. Department of Agriculture, Forest Service, Forest Products Laboratory, 2011. http://dx.doi.org/10.2737/fpl-gtr-197.

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Fanous, Fouad, Jeremy May, Terry Wipf, and Michael Ritter. Live load distribution on longitudinal glued-laminated timber deck bridges : final report : conclusions and recommendations. Madison, WI: U.S. Department of Agriculture, Forest Service, Forest Products Laboratory, 2010. http://dx.doi.org/10.2737/fpl-gtr-194.

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Huang, Cihang, Yen-Fang Su, and Na Lu. Self-Healing Cementitious Composites (SHCC) with Ultrahigh Ductility for Pavement and Bridge Construction. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317403.

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Cracks and their formations in concrete structures have been a common and long-lived problem, mainly due to the intrinsic brittleness of the concrete. Concrete structures, such as rigid pavement and bridge decks, are prone to deformations and deteriorations caused by shrinkage, temperature fluctuation, and traffic load, which can affect their service life. Rehabilitation of concrete structures is expensive and challenging—not only from maintenance viewpoints but also because they cannot be used for services during maintenance. It is critical to significantly improve the ductility of concrete to overcome such issues and to enable better infrastructure quality. To this end, the self-healing cementitious composites (SHCC) investigated in this work could be a promising solution to the aforementioned problems. In this project, the team has designed a series of cementitious composites to investigate their mechanical performances and self-healing abilities. Firstly, various types of fibers were investigated for improving ductility of the designed SHCC. To enhance the self-healing of SHCC, we proposed and examined that the combination of the internal curing method with SHCC mixture design can further improve self-healing performance. Three types of internal curing agents were used on the SHCC mixture design, and their self-healing efficiency was evaluated by multiple destructive and non-destructive tests. Results indicated a significant improvement in the self-healing capacity with the incorporation of internal curing agents such as zeolite and lightweight aggregate. To control the fiber distribution and workability of the SHCC, the mix design was further adjusted by controlling rheology using different types of viscosity modifiers. The team also explored the feasibility of the incorporation of colloidal nano-silica into the mix design of SHCC. Results suggest that optimum amounts of nano-silica have positive influence on self-healing efficiency and mechanical properties of the SHCC. Better hydration was also achieved by adding the nano-silica. The bonding strength of the SHCC with conventional concrete was also improved. At last, a standardized mixing procedure for the large scale SHCC was drafted and proposed.
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FATIGUE TESTS OF COMPOSITE DECKS WITH MCL CONNECTORS. The Hong Kong Institute of Steel Construction, December 2022. http://dx.doi.org/10.18057/ijasc.2022.18.4.7.

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Full-scale fatigue tests were performed on three composite decks with the MCL (modified clothoid) connectors to investigate their fatigue performance. Fatigue life and failure mode of the composite bridge decks were explored by measuring the specimens with three different stress amplitudes. The deflection, strain, carrying capacity, and stiffness degradation of the composite decks were measured and analyzed in the test. In addition, parameter analysis was performed using finite-element method in this study. Results showed that the mechanical performance of the composite decks accorded with the plane-section assumption under constant amplitude load, and the fatigue failure mode of the composite decks was the local fracture of the bottom steel plate. The stiffness degradation law and S-N curve were obtained in this study. Moreover, the concrete slab depth had a remarkable effect on the fatigue performance of the composite decks.
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